2 20 970 https://digitalprojects.uah.edu/files/original/20/991/spc_stnv_000044.pdf e55f3eb1bec9e645d9260f5a1e49b9b3 PDF Text Text AERO-ASTRODYNANICS LABORATORY MONTHLY PROGRESS REPORT December 13. 1965 Page ........................... .......................................... ............................. ............... ................................. .......................O.O..... ....................O...... .................................... ............................ ..........................O............. ................................ ............................O............ .......................................... ............................. ...................... ........................... ......................................... ........................................ ........................O....... ......................................... ....................................O..... ......................... ................... ......... ...................O~.................... .......................................... .................... ...................................... ... ........................................ ................................ .............................O...O....... ...................................... I* TECHNICAL AND SCIENTIFIC STAFF' 11 PROJECTS OFFICE III AEROSPACE ENVIROXMENT OFFICE IV. ASTRODYNAMECS AND GUIDANCE THEORY DIVISION A Astrodynamics Branch B Guidance Theory Branch C Optimization Theory Branch V AERODHNA.NH@S DIVISION A Aerodynamic Design Branch 1. Saturn IB 2 Saturn ~ ~ J ~ e n t a u r 3 0 Saturn V 4 - General B Electromechanical Branch C F a c i l i t i e s Branch ..........o.O.De..... D. F l u i d Mechanics Research O f f i c e E Thermal Environment Branch I n Saturn I 2 Saturn I B 3 Saturn P ~ I ~ e n t a u r 4 Saturn V 5 0 General F Unsteady Aerodynamics Branch vl DYNAMICS PLIGHT MECHANICS DIVISION A Applied Guidance and P l i g h t Mechanics Branch 1- S a t u r n I B 2 Saturn V 3 General 4 Advanced Apollo Program ( U P ) 5 Contractors B Control Theory Branch ...................,......9. 1 Saturn I B 2 Saturn ~ B l c e n t a u r 3 0 Saturn V 4* General 5. C o n t r a c t o r s . . . . . . . . .. . . . . . . . . .. . . . . ~ ~ ~ ~ ~ ~ . . . . . . . . . . . . . . . . . . . P P O O O O e ~ . O . . . . . . . . . ~ ~ ~ ~ ~ ~ o ~. e ~ rn ~ ~ ~ o ~ ~ ~ �. .. 4 2 42 .................................. 4 2 .......................................... 42 .......................................... 43 ...............................o....... 44 ......................... 4 6 .......... 48 .. 48 ............................... 49 49 .... 49 ........................................... 5 0 .......................................... 5 0 Dynamics Analysis Branch .........................CI.O 1 Saturn I B 2 Saturn I ~ / ~ e n t a u r Saturn V 3 4 General 5 Contractors D Advanced P r o j e c t s study Branch VII FLIGHT EVALUATION AND OPERATIONS STUDIES DIVISION A Special P r o j e c t s O f f i c e ...........................o.e B F l i g h t Evaluation Branch 1 Saturn H ..........eO~o.eD.e. 2 Saturn I B ...................................ee 3 - Saturn V Contracts 4 C F l i g h t Mechanics Branch 1 Saturn HB ................................e.~e.o... 2 General D Operations Studies Branch l o Saturn I ..................................O.OO. Saturn I B .......................D...O...~P..... 2 3 Saturn V 4 General PUBLICATIONS C . . .. .. .. . . . . . . . . . . . . . . o O . e . . . O . . . . . e . e e . e . O . O . O O . . . . D . . . . . ................................ .............................. ...............................o.qO.OoD... @... 51 51 53 53 53 54 54 55 56 ......................................o.. .. ............................................ . ......00..0.............D......O....l.D............ �AERO-ASTRODYNAMLCS LABORATORY MONTHLY PROGRESS REPORT December 13, 1965 I. TECHNICAL AND SCIENTIFIC STAFF 1. A computer program to determine focal points in a three-layered atmosphere has been written and checked out. Work is in progress on a systematic survey of variations in focal points resulting from variations in atmospheric parameters (Mabry) . 2. A multistage optimization procedure, being programmed for the CDC-3208, is being documented and a report 03 Linear guidance techniques is being prepared (Dickey). TI. PROJECTS OFFICE 1. Incentive Contracts Discussions of the Saturn EB, S-IVB Stage Flight Performance Incentive Plan have resulted in modification of the plan to include direct measurement of subsystem performance during flight. The effort to include this direct measurement was hampered by a lack of defined tolerances for each of the major subsystems. The incentive plan was subsequently modified to include subsystem performance under an award fee concept. The total Flight Performance Plan, which is being reviewed before final typing, includes predicted payload capability, mission performance capability, and telemetry performance under the incentive fee concept and subsystem performance under the award fee concept. 2. Fl ighL Mechanics Sub-Panel Activities a. The Eighth Reference Trajectory Sub-Panel Meeting, held at MSC on November 4, 1965, is documented in R-AERO-P-472-65. b. The Fifteenth Guidance and Performance Sub-panel Meeting, held at MSG on November 5 , 1965, is documented in R-AERO-P-473-65. 111. AEROSPACE ENVIRONMENT OFFICE 1. The final report (Part IV), '"Mathematical Wind Profiles'' has been received from the Lockheed California Company. This report presents detailed procedures for predicting a future vector wind profile from present and past wind profiles, for appl.icat.ionat Cape Kennedy, Florida. It is being reviewed, along with the other three parts, for NASA publication. �2. NASA TM X-53023, " T e r r e s t r i a l EnvFromen.t ( C l i m a t i c ) C r i t e r i a g u i d e l i n e s f a r u s e i n Space Vehicle Deve10prnent,'~ i s being r e v i s e d . This r e p o r t , along w i t h a s i m i l a r r e p o r t on space e n v i r o m e n t c r i t e r i a , i s used by MSPC i n o u r program d e s f g a studies. 3 . Two r e p o r t s a r e being pu5lished a s NASA Technical Memorandums. The f i r s t i s an environmental model of Vsn Alley b e l t p r o t o n s and t h e second i s an a n a l y s i s of l a t e s t d a t a o 2 upper atmospheric winds. During November a paper e n t i t l e d , "Decrease in E l e c t r o n Density i n t h e Ionosphere Following t h e Passage s f S a t u r n I," by N r - Fehker and M r . Roberts of t h e Space E n v i r o m e n t Group, was p r e s e n t e d by M r . P e l k e r a t t h e Second U S Symposium en I ? t e r a e t f o w s o f Space Vehicles with an Ionized Atmosphere. M r . P e l k e r has beem i n v i t e d t o an ARPB/IDA m e e t i ~ gi n P e b r t a r y t o p r e s e n t t h e s u b j e c t s f t h i s paper i n more d e t a i l . 1. Cislunar T r a j e c t o r y S t u d i e s a. Contractor 2 2 a d d i t i o n t o t h e p u b l i c a t i o n named in t h e October p r o g r e s s r e p s r t , a n o t h e r r e p o r t , "Launch Windows f o r C i s l u n a r T r a j e e t o r i e s , " was p u b l i s h e d . This r e p o r t d i s c u s s e s t h e t r a j e c t o r y c o n s t r a i n t s and r e l a t e d e f f e c t s on launch window by g e o m e t r i c a l c o n s i d e r a t i o n s and t h e mathematical model which was used t o g e n e r a t e launch c o n d i t i o n s f o r t h e t r a j e c t e r i e s r e p o r t e d on i n t h e e a r l i e r p u b l i c a t i o n . The s t u d y of c i s l u n a r o r b i t s i n t h e e l l i p t i c a l three-body model c o n t i n u e s a t a slow r a t e on t h e d i g i t a l o u t p u t program. Since c o r r e c t i o n s t o t h e program f o r t h e t r i c e a n a l o g o u t p u t computer a r e n o t y e t p r o v i d i n g a c c u r a t e c a l c u l a t i o n s from t h a t program, use of a n o t h e r a n a l c g o u t p u t computer capable of more a c c u r a t e computation i s being considered. 2. Conic I q t e r p h a n e t a r y Program A s t u d y of Earth-to-Mercury t r a j e c t o r i e s being conducted t o check o u t t h e new c o n i c i n t e r p l a n e t a r y program and f a m i l i a r i z e branch p e r s o n n e l w i t h t h e deck i s n e a r l y complete f o r t h e y e a r 1969. The minimtun C3 f o r t h a t p e r i o d i s about 43 km2/sec2. A C 3 of about 55 km2/sec2 i s needed t o p r o v i d e a Pauxch window of 30 days. The s t u d y w i l h ' b e continued t o i n c l u d e t h e y e a r 9970. No new d i f f i c u l t i e s have been experienced r e c e n t l y w i t h t h e program i n d i c a t i n g t h a t it i s now i n c o r r e c t working o r d e r . �B. Guidance Theory Branch 1. Saturn I- centaur Voyager (Northrop Schedule Order NQ. 7) A f i r s t - d r a f t copy of t h e Northrop r e p o r t on a l a r g e s c a l e u r guidance system e r r o r a n a l y s i s has been S a t u r n ~ ~ / ~ e n t aVoyager reviewed. The a n a l y s i s i s t o parking o r b i t under t h e assumption t h a t IGM c o n t r o l s t h e Centaur s t a g e . The r e p o r t w i l l be c i r e u E a t e d . The s c h e d u l e o r d e r has been modified so t h a t f u t u r e s t u d i e s w i l l c o n s i d e r t h e S a t u r n V v e h i c l e t o be t h e Voyager launch v e h i c l e . 2. LOW Thrust Guidance and Performance (Northrop Schedule Order No. 6 ) Computer progra.ming has been i ~ i t f a t e dt o determine t h e f e a s i b i l i t y s f a guidance technique for t h e s p i r a l escape t r a j e c t o r y suggested ill Aero I n t e r n a l Note .?'! 14-65, Gsnsi.derabhe in-house e f f o r t has been p u t i n t o t h e p r o o f r e a d i n g sf guidance e q u a t i o n s of an HG,M type f o r p o s s i b l e use around t h e sun; a f e w c l e r i c a l m i s t a k e s have been found. Since t h i s work i s t e d i o u s , X o r t h r o p i s making an independent check of t h e guidance e q u a t i o n development b e f o r e a t t e m p t i n g t o program t h e s e e q u a t i o n s f o r a f e a s i b i l i t y s t u d y which w i l l probably be done i n house, Attempts t o compute an optimum low t h r u s t s p i r a l escape t r a j e c t o r y a r e c o n t i n u i n g ; a s y e t , i t has been impossible t o o b t a i n convergence. It i s p o s s i b l e t h a t end c o n d i t i o n s i n a d d i t i o n t o zero energy have t o be s p e c i f i e d t o produce a r e a s o n a b l e t r a j e c t o r y and t h a t t h e s p e c i f i c a t i o n s f escape end c o n d i t i o n s a l o n e i s n o t enough. 3. Implementation a . The t r a n s v e r s a l i t y c o n d i t i o n s t o be used f o r t h e d e t e r m i n a t i o n o f an o p t i m a l t r a j e c t o r y from a c i r c u l a r o r b i t around t h e e a r t h t o escape v e l o c i t y have been added t o t h e ~ e w t o n ' smethod i s o l a t i o n computer program. When t h e p r o g r a m i n g is completely checked o u t , t h e deck can be used t o determine escape t r a j e c t o r i e s f o r g r a d u a l l y d e c r e a s i n g t h r u s t l e v e l s . As t h e t h r u s t l e v e l f o r a p a r t i c u l a r v e h i c l e d e c r e a s e s , t h e t r a j e c t o r y begins t o r e q u i r e more and more s p i r a l s about t h e e a r t h t o r e a c h escape v e l o c i t y . This c h a r a c t e r i s t i c of t h e problem has r e q u i r e d t h e i n v e s t i g a t i o n of more e f f i c i e n t numerical i n t e g r a t i o n p r o c e s s e s , but a t t h e p r e s e n t t i m e , none of t h e methods y i e l d s u f f i c i e n t l y a c c u r a t e r e s u l t s . The i n v e s t i g a t ion i s continuing. b. The m o d i f i c a t i o n s t o t h e ~ e w t o n ' smethod i s o l a t i o n r o u t i n e t o allow t h e i n c l u s i o n of s w i t c h i n g f u n c t i o n s have been programmed and a r e being checked o u t . These m o d i f i c a t i o n s w i l l allow t h e determinat i o n of o p t i m a l s t a g i n g p o i n t s f o r m u l t i s t a g e v e h i c l e s o r t h e d e t e r m i n a t i o n of o p t i m a l o r b i t a l t r a n s f e r t r a j e c t o r i e s w i t h c o a s t i n g phases. �c . Recursion r e l a t i o n s h i p s have been developed f o r t h e computation of optimum low t h r u s t i n t e r p l a n e t a r y t r a j e c t o r i e s . The v a r i a b l e s i n t h e e q u a t i o n s of motion were expanded a s power s e r i e s i n t i m e , and r e c u r s i o n formulas were developed f o r t h e Euler-Lagrange e q u a t i o n . P e r t u r b i n g f o r c e s i n c o r p o r a t e d i n t o t h e e q u a t i o n s of motion were t h e e a r t h , t h e e a r t h ' s o b l a t e n e s s , t h e moon, t h e sun, and t a r g e t P l a n s a r e t o i n c o r p o r a t e t h e e a r t h ' s t h i r d and f o u r t h harmonic planet. terms i n t o t h e e a r t h ' s g r a v i t a t i o n a l f i e l d and extend t h e use of t h e program t o a more g e n e r a l i n t e r p l a n e t a r y deck by addfng more terms f o r t h e r e m a h l n g p l a n e t s . Programming of t h e r e h t i f o n s h i p was i n i t i a t e d . d. A s t u d y has been. i n i t i a t e d t o determine t h e f e a s i b i l i t y of n u m e r i c a l l y i n t e g r a t i n g t h e e q u a t i o n s s f motion and Euler-Lagra3ge equations (using a l a r g e i n t e g r a t i o n s t e p s i z e ) f o r possible use as a low t h r u s t guidance scheme. Newton's method i s beEng used t o determine t h e i n i t i a l m u l t i p l i e r s . A computer program i s being i n c o r p o r a t e d . The f e a s i b i l i t y of t h i s approach w i l l f i r s t be determined f o r more c o ~ v e n t i c l n a lh i g h o r medium t h r u s t v e h i c l e s . a. Aeronutronics Contract No. NAS8-20150 Work i s c o n t i n u i n g t o e v a l u a t e t h e range of v a l i d i t y o f f i r s t and second o r d e r p e r t u r b a t i o n s o l u t i o n s f o r t h e c o n s t a n t low a c c e l e r a t i o n t r a j e c t o r y w i t h t h e t h r u s t i n e i t h e r t h e r a d i a l o r circumf e r e n t i a l d i r e c t i o n . The e v a l u a t i o n i s being made f o r v a r i o u s t h r u s t a c c e l e r a t i o n l e v e l s . Future work w i l l c o n s i d e r t h r u s t a t an a r b i t r a r y constant angle t o t h e radius vector. b. Hayes I n t e r n a t i o n a l - NAS8-20176 A p e r t u r b a t i o n technique r e c e n t l y r e p o r t e d seems u n s a t i s f a c t o r y f o r t h e low t h r u s t t r a j e c t o r y computation problem because of t h e d i f f i c u P t i e s i n o b t a i n i n g i n t e g r a l s of h i g h e r o r d e r terms. Also, i t seems t h a t i n i t i a l v a l u e s of Lagrange m u l t i p l i e r s must c o n t i n u e t o be determined by i t e r a t i o n . During t h i s r e p o r t p e r i o d , a major e f f o r t has been d i r e c t e d t o a p o s s i b l e means of s o l u t i o n f o r t h e low t h r u s t guidance problem. The r e c t a n g u l a r c o o r d i n a t e e q u a t i o n s of motion a r e expanded t o second o r d e r t o r e p r e s e n t t h e g f o r c e w i t h h i g h e r o r d e r terms d e l e t e d ; cakcuPus of v a r i a t i o n s i s a p p l i e d t o t h i s simple s e t . F u r t h e r s t u d i e s w i l l e x p l o r e t h e p o s s i b i l i t y of d e v i s i n g a guidance technique based o n these equations, i f possible. c. I l l i n o i s I n s t i t u t e o f Technology - NAS8-20129 S e v e r a l d i f f e r e n t s t e e r i n g laws a r e being programmed and e v a l u a t e d f o r t h e s p i r a l a s c e n t and c a p t u r e phase. The keynote of t h i s c o n t r a c t i s s i m p l i c i t y and e a s e of implementation. Techniques, such a s �f i t t i n g an approximate t a n g e n t i a l t h r u s t t r a j e c t o r y through p r e s e n t p o s i t i o n and t h e d e s i r e d t e r m i n a l ccmdition t o d e f i n e v e l o c i t y r e q u i r e d followed by Vg s t e e r i n g t o remove t h e v e l o c i t y e r r o r , a r e used. Another approach a t t e m p t s t o c o n t r o l t h e e c c e n t r i c i t y v e c t o r in d i r e c t i o n and magnitude. S i m i l a r approaches a r e being i n v e s t i g a t e d f o r t h e c a p t u r e s p i r a l w i t h s t e e r i n g and t h r u s t c o n t r o l based cn approximate c h a r a c t e r i s t i c s s f t h e nominal t r a j e c t o r y . For t h e s e simple approaches t o work, i t i s n e c e s s a r y t o command t h e a c c e l e r a t i e n v e c t o r . d. U n i v e r s i t y of North C a r o l i n a - NAS8-20106 This c o n t r a c t has t e r m i n a t e d , and t h e f i n a l r e p e r k i s being prepared. e. United A i r c r a f t - ;;AS8-20k19 D f f f i c u l t i e s have been experienced i n t h e implementation o f t h e Newton-Raphson f ~ w i t e2%fferen-cce a l g o r i t h m a s t h e v e h i c l e approaches a p l a n e t . The major diEficuBty i s i n prcvidewg c l o s e r t i m e s t e p s o r mesh p o i n t s a s r e q u i r e d , A procedure t o provide program control o f mesh p o i n t s p a c i n g has been d e v i s e d , and programnigg has begun. A s u b r o u t i n e which computes t h e p o s i t i o c and t h r e e time d e r f v a t i v e s of each p l a n e t has been It i s planned t o hold a meeting a t MSPC w i t h United A i r c r a f t checked o u t . t o d i s c u s s t h e c o n t r a c t and p o s s i b l e s i m p l i f i c a t i o n s which may be made. C. O p t i m i z a t i o n Theory Branch I. A n a l y t i c s t u d i e s on t h e a p p l i c a t i o n of opti.mal c o n t r o l t o load r e l i e f system d e s i g n have been concerned w i t h d e t e r m i n a t i o n of t h e o p t i m a l c o n t r o l f o r d e t e r m i n i s t i c dl.sturbances. Two d i f f e r e n t formulat i o n s of t h e optimum contrsE have r e s u l t e d f o r l i n e a r p l a n t s w i t h q u a d r a t i c performance indexes: a. Control a s a f u n c t i o n s f time, i n v o l v i n g a simple two-point boundary v a l u e problem w5ich i s s o l v a b l e w i t h o u t i t e r a t i o n . b. Control having two components, feedback g a i n s which a r e s o l u t i o n s t o t h e corresponding r e g u l s t o r problem, and an irn~tegralf u n c t i o n of t h e d i s t u r b a n c e and t h e c l o s e d loop p l a n t response. An i n v e s t i g a t i o n i s being made t o determine i f t h e same c o n t r o l can be achieved p u r e l y by feedback of the s t a t e w i t h t h e g a i n s now dependent on t h e d i s t u r b a n c e . A s e a r c h w i l l be made u s i n g t e c h n i q u e s suggested by Whitbeck of Corner1 and t h o s e suggested by Shridhar a s '"pecific Optimal Control" t e c h n i q u e s . Apparent e r r o r s p r e v i o u s l y undetected i n t h e computer progra-m a s s o c i a t e d w i t h t h i s s t u d y a r e being c o r r e c t e d . �2. An a t t e m p t has been made t o apply t h e Kopp-Moyer n e c e s s a r y c o 2 d i t i o n f o r o p t i m a l i t y t o a s i n g u l a r s o l u t i o n of a g e n e r a l i z e d one-stage t r a j e c t o r y o p t i m i z a t i o n problem. D i f f i c u l t y has been encountered i n g e n e r a t i n g t h e r e q u i r e d h i g h e r o r d e r d e r i v a t i v e s , so t h a t r e s u l t s a r e i n c o n c l u s i v e t o d a t e . The t e s t would i n d i c a t e whether o r n o t t h e s i n g u l a r s o l u t i o n , f o r which a n a n a l y t i c a l e x p r e s s i o n has been developed, i s a candidate f o r the optimal t r a j e c t o r y . 3. b h r t h r o p Schedule Order No. 2 Objective: f o r l i n e a r systems. To i n v e s t i g a t e analytFcaE d e s i g n techniques M o d i f i c a t i o n s suggested by MSPC t o ~ o r t h r o p ' sa n a l y t i c a l d e s i g n method t o reduce t h e s e n s i t i v i t y of t h e systems designed t o It a p p e a r s , parameter v a r i a t f s n s were i n c o r p o r a t e d i n t o t k e program. a t Beast i n i t i a l l y , t h a t no improvement has beer. made s i n c e t h e program i s now f r e e t o s p e c i f y urrdesirable ope^^ 130p f F l f e r p o l e s , and i t does so. 4. Systems Technology I n c o r p o r a t e d - NAS8-11419 O b j e c t i v e : A ~ a l y t i c a ls t u d i e s of t h e c o n t r o l of h i g h l y coupled launch v e h i c l e s , i n c l u d i n g t h e development o f s i m p l i f i e d dynamics r e p r e s e n t a t i o n f o r d e s i g n purposes, d e t e r m t n a t i o n of c o n v e n t i o n a l system performance l i m i t a t i o n s , e v a l u a t i o n of advanced c o n t r o l t e c h n i q u e s , and s e n s i t i v i t y analysis. The f i r s t l i s t e d o b j e c t i v e bas been met and t h e r e p o r t on t h i s p o r t i o n of t h e s t u d y i s t o be published s h o r t l y . C o n t r a c t funds have been expended w i t h o u t t h e b a s t t h r e e o b j e c t i v e s being met in f u l l ; t h e c o n t r a c t o r i s s u b m i t t i n g a p r o p o s a l f o r about a f o u r o r f i v e manmonth e x t e n s i o n t o complete t h e c o n t r a c t . O b j e c t i v e : To i n v e s t i g a t e t h e f e a s i b i l i t y and o p e r a t i o n of t h e d i g i t s l a d a p t i v e f i l t e r , a c u r v e - f i t t i n g procedure f o r e l i m i n a t i n g f l e x u r e components from t h e c o n t r o l s i g n a l . The d r a f t of t h e f i n a l r e p o r t was reviewed d u r i n g t h i s period. Four pages of e r r a t a , and s e v e r a l s u g g e s t i o n s on rearrangement o f t h e r e p o r t t o improve i t s r e a d a b i l i t y , were t r a n s m i t t e d t o McDonnell. The c o n t r a c t o r i s c o r r e c t i n g t h e o r i g i n a l r e p o r t , and has agreed t h a t an accompanying summary r e p o r t would h e l p c l a r i f y t h e achievements of t h e contract. �cn u ha, 6, 4 s 5 e U rn 4 a, o 3 $ Z 2a us 2m da, h .,-I �b. A f l i g h t c o n t r o l system has been d ~ s i g n e dt o meet performance s p e c i f i c a t i o n s a t f o u r nominal f l i g h t c o n d i t i o n s , and t h e accepted range of i d e a l bending mode s l o p e s a t r a t e gyro l o c a t i o n s has been d e f i n e d . Work d u r i n g t h i s p e r i o d has r e s u l t e d i n a r e d u c t i o n i n complexity o f t h e system. c . E v a l u a t i o n of t h e m u l t i p l e b l e n d e r c o n f i g u r a t i o n has shown t h a t performance s p e c i f i c a t i o n s can be met f o r t h e zmesmfnal system, b u t complexity and peed f o r a c c u r a t e knowledge of mode s l o p e s make t h i s a n i m p r a c t i c a l c o n f i g u r a t i o n . Recent e f f o r t has been d i r e c t e d toward development o f a new b l e n d e r l o g i c f o r a two-gyro system. V. AERODYXAMSCS DIVISION A. Aerodynamic Design Oranch 1. S a t u r n IB a. Aerodynamic c h a r a c t e r i s t i c s o f t h e Apollo-Saturn I B v e h i c l e s f o r range s a f e t y d e f i n i t i o n a r e b e i ~ gr e f i n e d . Data w i l l be p r e s e n t e d f o r t h e f i r s t and second s t a g e f l i g h t and a b o r t c o n f i g u r a t i o n s f o r t h e power-on and power-off c o n d i t i o n s . These d a t a i n c l u d e t h e 8.0. a n g l e of a t t a c k range of Co t o 180' and Mach number range 0 Also included a r e d r a g d a t a f o r v a r i o u s s t a g e s and components a s a f u n c t i o n of Mach number. b a d d i s t r i b u t i o n s f o r high a n g l e s of a t t a c k a r e g i v e n t o d e f i n e break-up i n c a s e of l o s s of c o n t r o l . These d a t a w i l l be p u b l i s h e d i n a RASA 'B"blX i n t h e near f u t u r e . - b. Small s c a l e model f o r c e t e s t s were conducted i n t h e MSFC 14-inch t u n n e l t o determine some e f f e c t s of t h e S a t u r n I B t a i l b a r r e l ramp on f i n l i f t c h a r a c t e r i s t i c s . T e s t s were conducted w i t h and w i t h o u t t h e t a i l b a r r e l ramp. P r e l i m i n a r y r e s u l t s i n d i c a t e t h a t t h e t r a n s o n i c recompression shock generated by t h e t a i l b a r r e l ramp has an i n s i g n i f i c a n t e f f e c t on f i n l i f t c h a r a c t e r i s t i c s . Vehicle forebody a x i a l f o r c e was reduced. Some i n t e r e s t i n g t r a n s o n i c d a t a t r e n d s were observed d u r i n g t h i s i n v e s t i g a t i o n which have been a t t r i b u t e d t o model shock reflections. These r e s u l t s , which can be a p p l i e d t o t r a n s o n i c t e s t i n g o f f i n n e d S a t u r n shapes i n a l a r g e number of f a c i l i t i e s , w i l l be published. c . Interna.8 p r e s s u r e h i s t o r i e s f o r t h e S a t u r n HB s p a c e c r a f t compartment have been computed f o r v a r i o u s v e n t a r e a s and PU leakages. The d a t a , documented i n R-AERO-AD-65-65, w i l l be used t o r e s i z e t h e v e n t a r e a a n t h e AS-201 and AS-202 v e h i c l e s and t o provide r e v i s e d compartment p r e s s u r e s f o r t h e AS-204 and subsequent v e h i c l e s w i t h t h e HW leakage reduced t o 5.0 in2. �d. Data f o r t h e ApoPlo-Saturn IB have been p u b l i s h e d i n XASA TM X-53348. This r e p o r t i n c l u d e s t o t a l v e h i c l e s t a t i c s t a b i l i t y , axial f o r c e c h a r a c t e r i s t i c s , load and p r e s s u r e d i s t r i b u t i o n s , s e p a r a t i o n aerodynamics, and l i f t - o f f aerodynamics. These d a t a a r e being recommended a s f i n a l d e s i g n c r i t e r i a a d w i l l supersede p r e v i o u s l y used memorandums. S i n c e t h e s e d a t a w i l l r e p r e s e n t p r i m a r i l y a c o m p i l a t i o n and r e f i n e m e n t o f p r e v i o u s c r i t e r i a , t h e y should have no e f f e c t on v e h i c l e hardware design o r f l i g h t schedules. 2, Saturn ~ ~ / ~ e n t a u r The aerodyximic c h a r a c t e r i s t i c s of two proposed S a t u r n IB/ Centaur v e h i c l e s have been documented in R-AERO-AD-65-66, These v e h i c l e s a r e two s t u d y c o n f i g u r a t i o n s used i.9 an a 2 a l y s i s to determine t h e e f f e c t o f i n c r e a s i n g t h e payload volume by v a r i o u s meam. 3. Saturn V a . Hir~ge>!cment Program: Yesti?& EY &he LeRG BO x 10-Soot f a c i l i t y i s scheduled t o begfF on November 2 9 , 1965. ? k d e l h s t a k l a t b o n l . s complete. Static tnozzle p r e s s u r e d a t a w i l l be o b t a i n e d t o d e f i n e hinge moments. TBC i s r e s p o n s i b l e f o r t e s t i n g and a n a l y s i s . b. S a t u r n V/Voyager: The p r e l i m i n a r y aerodynamics f o r four p r e l i m i n a r y c o n f i g u r a t i o n s s f t h e S a t u r n V Voyager a r e being determined. The f o u r c o n f i g u r a t i o n s have c y l i n d e r l e n g t h s of 22.7 f e e t , 4 % f e e t , 5 4 f e e t , and 7 5 f e e t between t h e BU and t h e g e n e r a l i z e d nose shape. A c y l i n d e r l e n g t h o f 54 f e e t i s considered t o be t h e optimum a t t h i s t i m e , and t h e aerodynamics f o r t h i s c o n f i g u r a t i o n have been g i v e n top priority. c . LOR S t a t i c S t a b i l i t y a r d Axial Force C h a r a c t e r i s t i c s : All r e q u e s t e d d a t a have been r e c e i v e d from Geseral ~ y n a m i c s / ~ o n v a i r e x c e p t t h e c u r v e - f i t t e d p l o t s and t h e f i n a l d a t a r e p o r t . The Ecefng Company i s a n a l y z i n g t h a t p a r t of t h e d a t a which i s b e l f e ~ n x lt o be s f s u f f i c i e n t accuracy t o m e r i t an a n a l y s i s . These d a t a ilaeabude t h e rclPEsg moment d a t a , t h e p r e s s u r e r a k e d a t a o n t h e t a i l b a r r e l , t h e upper s t a g e d a t a , and p o s s i b l y t h e a sop,tributiom to s t a t i c s t a b i l i t y end a x i a l f o r c e c h a r a c t e r i s t i c s bekween POo and 2 0 Q . d. I n t e r f e r e n c e - F r e e Fin Program: Plans a r e being f i ~ a l f z e d f o r conducting S a t u r n V fin-shroud i n t e r f e r e v c e - f r e e load programs in e a r l y 1966. The c o n t r a c t i s being n e g o t i a t e d w i t h Cornell f o r model d e s i g n , f a b r i c a t i o n , and t e s t i n g i n t h e C o r n e l l t r a n s o n i c wind t u n n e l . Supersonic d a t a w i l l be o b t a i n e d i n t h e Axes 9 x 7-foot t u n n e l FT A p r i l 1966. Ames has t e n t a t i v e l y accepted t h i s program. �4. General a . O r i f i c e Flow C o e f f i c i e n t Study: A conference concerning t h e f e a s i b i l i t y of conducting t h e o r i f i c e c o e f f i c i e n t experimental program i n t h e Ames 6-foot wind t u n n e l was h e l d a t Ames Research Center on November 3 , 1965. Marshall p r e s e n t e d t h e h i s t o r y and j u s t i f i c a t i o n f o r t h e s t u d y , w h i l e Northrop (who was conducting t h e i n v e s t i g a t i o n f o r MSFC) p r e s e n t e d t h e proposed approach and t e s t program. Ames was q u i t e i n t e r e s t e d i n t h i s s t u d y and has recommended acceptance to t h e i r management. We a r e g u a r a ~ t e e dt e s t time i n J u l y 1966, w i t h t h e p o s s i b i l i t y of t e s t i n g i n A p r i l 1966, provided Ames can n e g o t i a t e t h e f a c i l i t y o p e r a t i n g c o n t r a c t by t h e f i r s t o f t h e y e a r . b . J e t Simulation Study: The Thfokol j e t s i m u l a t i o n c o n t r a c t was completed on November 1 2 , 1965. A r n i ~ i m a lfo8Pow-on p r o p o s a l has b e e ~ ir e c e i s e d . This e f f o r t would b e ccncesmed p r i m a r i l y w i t h s i m u l a t i e c of the F-l e w g i ~ . eturbine e x h s ~ s tand i t s e f f e c t on eagfne plume c h a r a c t e r i s t i c s t o a dfscanee of two e x i t d i a m e t e r s downstream. Some e f f o r t would be a v a i l a b l e t o determine engine s i m u l a n t base c h a r a c t e r i s t i c s f a r i n p i t t o a n a l y t i c a l prolgrams b e i r g developed by t h e Thermal Environme:2f S r a ~ c h . The c o s t of t h i s seven-month p r o j e c t would be approximately $18,080.00. The proposed work would be a l o g i c a l follow-on t o t h e c o n t r a c t j u s t completed. However, b e f o r e a c c e p t i n g t h e p r o p o s a l , a t e c h n i c a l r e p r e s e n t a t i v e from Thiokol w i l l p r e s e n t t o MSPC t h e f i n a l r e s u l t s of t h e complete c o n t r a c t and d i s c u s s w i t h i n t e r e s t e d MSPC p e r s o n n e l t h e d e t a i l s of t h e follow-on e f f o r t . c. Viscous Cross-Plow Study: Models and b a l a n c e s n e c e s s a r y f o r i n i t i a l t e s t s i n t h e MSFC 14-inch t u n n e l a r e a v a i l a b l e . T e s t s a r e t e n t a t i v e l y scheduled t o begin i n January 1966. This phase of t h e v i s c o u s cross-flow i n v e s t i g a t i o n w i l l b e concerned w i t h t h e normal f o r c e c h a r a c t e r i s t i c s of t h e S a t u r n V shapes The of v a r y i n g s c a l e and one o g i v e c y l i n d e r a t a n g l e s of a t t a c k t o 36". e f f e c t s of Reynolds number on h i g h a l p h a v i s c o u s cross-flow L i f t w i l l be s t u d i e d . The ogive c y l i n d e r d a t a w i l l be compared w i t h e x i s t i n g t h e o r i e s a3d experimental d a t a . R e s u l t s of t h e i n i t i a l MSFC i n v e s t i g a t i o n w i l l p r o v i d e g u i d e l i n e s f o r t h e follow-on l a r g e s c a l e LTV t e s t t o be conducted i n t h e second q u a r t e r o f 1966. d. Compartment Venting Methods Documentation: A p r e s e n t a t i o n of t h e method used by t h e Aerodynamic Design Branch t o compute compartment i n - f l i g h t p r e s s u r e h i s t o r i e s has been completed. This p r e s e n t a t i o n i s t o be r e l e a s e d i n an Aers-Astrsdynamics I n t e r n a l Note. Documentation of t h e g e n e r a l procedure w i l l p r e s e n t e l a b o r a t e d e s c r i p t i o n s of procedure now necessary in a l l design reports. �e. T r i s s n i c Gone-Cylinder-Frustum-Cylinder Study: T e s t i n g has been completed on a s e r i e s of cone-cylinder-frustum-cylinder bodies f o r a p a r a m e t r i c s t u d y t o d e f i n e l o c a l normal f o r c e c o e f f i c i e n t d i s t r i b u t i o n s over frustum and c y l i n d e r s . The c o n t r a c t o r , MSG, bas completed about 90 p e r c e n t o f t h e d a t a r e d u c t i o n , which i n v o l v e s i n p u t t i n g p r e s s u r e d a t a i n t o a computer program and i n t e g r a t i n g t o determine t h e l o c a l normal d i s t r i b u t i o n s . B. ElectromechanicaE Branch 1. Force Measurement Development Dynamic damping f o r c e measurements w i t h t h e p r o t o t y p e f o r c e d o s c i l l a t i o n model have been r u n i n t h e 14-inch kna2eL. Performance has been q u i t e s a t i s f a c t o r y w i t h approximately 260 d a t a p s i g t s taken. Improvements needed are b e t t e r t o r q u e spreng clanping far t h e h i g h e r f r e q l ~ e n c i e sand more a l p h a o f f s e t capabfL%t:s for t h e Iswer frequency spring. Future models w i l l improve t k s e arid a l l o w f ~ vra r i a b l e c e n t e r of rotation. The second p r o t o t y p e o f t h e i.mpuhse f o r c e b a l a n c e f o r t h e hypersonic shock t u n n e l , which has been through p r e l i m i n a r y c a l i b r a t i o n , appears t o meet a l l r e q u i r e m e n t s , This b a l a n c e , i.199, w i l l be used w i t h t h e f i r s t S a t u r n c o n f i g u r a t i o n i n t h e t u n n e l i n mid-January. A second b a l a n c e , i.203 (1.00 inch d i a m e t e r ) , now being f a b r i c a t e d i s scheduled f o r t h e same model of reduced s i z e i n mid-February, A micro-force balance d e s i g n f o r t h e low d e n s i t y chamber flow n o z z l e i s proceeding f o r measuring t h e s e l o a d s i n micro-pounds, 2. P r e s s u r e Measurement Development A r e s o n a n t tube c a l i b r a t o r f o r a c o u s t i c p r e s s u r e s i s b e i n g developed. D r i v e r s have been chosen and coupling horns f o r t h e t u b e have been made. Frequencies a t a nominal 170db have been g e n e r a t e d t o approximately 40K Hertz. Acoustic p r e s s u r e t r a n s d u c e r s s u i t a b l e For t h e v a r i e t y o f a p p l i c a t i . o n s in modeling a r e being developed. Adequake t r a n s d u c i n g t e c h n i q u e s a r e a v a i l a b l e f o r t h e sound p r e s s u r e Levels of . 0 0 l t o 2.00 p s i (110 t o 175db) nominally and f r e q u e n c i e s t o l O O K Hertz. Problems being r e s o l v e d a r e t h o s e of s i z e ; i . e . , s p a c i n g i s l i m i t e d i n small models and allows wave-length c a n c e l l a t i o n s a t h i g h e r v e l o c i t i e s . T a i l o r e d o r i f i c i n g o f .030 inches t o .200-inch diameter diaphragm t r a n s d u c e r s i s allowing up t o 23K Hertz f l a t response. With helium f i l l , 45K H e r t z f l a t response i s expected. Manufacturing t e c h n i q u e s and u n r e l i a b i l i t y i n use have a s y e t made d i r e c t m i n i a t u r e (.015 t o .030 i n c h d i a m e t e r ) p i e z o e l e c t r i c c r y s t a l a p p l i c a t i o n s i m p r a c t i c a l , A s m a l l s c a l e t e s t i s underway a t Lewis Research Center u s i n g t h e t a i l o r e d o r i f i c e technique. �3. Thermal Measurement Development The t h i n - f i l m b e a t gages used i n t h e v a r i o u s f a c i l i t i e s a r e being improved i n q u a l i t y , i n t h e number o f t y p e s b e i a g made, and i n developing s o u r c e s of supply. High temperature u n i t s o p e r a t i n g t o 1 0 0 0 ° ~a r e i n t h e p r o t o t y p e s t a g e . 4. Dynamic Data A c q u i s i t i s x ~acd Air-aBysis The 50K Hertz d a t a r e c o r d e r w i t h c r o s s - c o r r e l a t i o n c a p a b i l i t i e s has been shipped t o HITRH f o r t e s t s u p p o r t . The system w i l l be r e t u r n e d w i t h t h e cross-beam c o r r e l a t i o n t o t h e Thermal and Acoustic Simulation F a c i l i t y (TASF) h e r e e a r l y n e x t y e a r . Two analog c o r r e l a t o r s , which a r e t o be d e l i v e r e d soon, w i l l be used f a r d a t a in all frequency ranges; t h e lower f r e q u e n c i e s (below 50K H e r t z ) w i l l be analyzed a t I g c r e a s e d t a p e speeds. 5. Flow V i s u a l i z a t i o n Development The s i x - i n c h s c h l i e r e n and c l o s e d c i r c u i t TV systems f o r t h e Thermal and Acoustic Simulation F a c i l i t y a r e t o be d e l i v e r e d about December 15. The h i g h a c o u s t i c n o i s e w i l l i n most c a s e s p r o h i b i t d i r e c t viewing o f t h e s c h l i e r e n , A l i g h t - w e i g h t overhead c a r r i a g e i s being provided f o r t h e systems f o r l o n g i t u d i n a l and v e r t i c a l adjustment and t r a n s f e r between v a r i o u s flow d u c t s . Work i s c o n t i n u i n g on v a r i o u s flow v i s u a l i z a t i o n schemes i n t h e low d e n s i t y chamber. R a d i a t i o n s t i m u l a t i o n and gas r a d i a t i o n The d e n s i t i e s normally e l c o u n t e r e d a r e w e l l t e c h n i q u e s a r e being used. below t h e r a n g e o f t h e more conventional system. 6. Gas Analysis Developments A r e s i d u a l gas a n a l y z e r , which has been designed f o r t h e low d e n s i t y chamber, w i l l analyze the gas composition i n t h e chamber a t v a r i o u s in-flow c o n d i t i o n s and be a d a p t a b l e t o a wide range of chamber p r e s s u r e s , A t e c h n i q u e has been developed f o r t h e helium a n a l y z e r t o be used t o measure t h e helium-air r a t i o i n t h e j e t mixing zone i n t h e Thermal and Acoustic Simulation F a c i l i t y . 7. Remo t e Sensing Developments Remote s e n s i n g of d e n s i t y and v e l o c i t y has been pursued w i t h electron-beam s c a t t e r i n - g and s t i m u l a t e d u l t r a v i o l e t r a d i a t i o n . Laser equipment has been purchased f o r s i m i l a r experiments under various division contracts. �8. Model and Component Development An a u t o m a t i c boundary l a y e r t r a v e r s e probe f o r t h e 14-inch t u n n e l has been completed and checked o u t . This probe, which i s s t i n g mounted, has a t r a v e l of 1.500 i n c h e s a c c u r a t e t o .OOP inch. Automatic programmed p o s i t i o n i s provided. The m i n i a t u r e probe can c a r r y t o t a l t e m p e r a t u r e , p r e s s u r e o r o t h e r types of s e n s o r s . The d e s i g n of a n image model f o r c e system f o r t h e 14-inch t u n n e l i s about 50 p e r c e n t complete. This w i l l be a s i d e - w a l l supported model s i m i l a r t o a s p l i t t e r p l a t e concept except t h a t a f i x e d image of t h e h a l f model w i l l r e p l a c e t h e s p l i t t e r p l a t e , A s p l i t t e r p l a t e w i l l be provided a l s o f o r comparative t e s t i n g . The f o r c e d o s c i l l a t i o n model system used w i t h t h e p r o t o t y p e dynamic damping model w i l l be improved f o r more f l e x i b l e appl%eati.on t o t h i s type of work and t o d r i v e a p r e s s u r e - i n s t r u m e n t e d model, This work, which i s w e l l underway, w i l l i n c l u d e i m p r o ~ e r n e ~ tisn d i c a t e d by t h e p r e s e n t t e s t o f t h e damping model. A s i d e - w a l l f o r c e system f o r t h e 14-inch t u n n e l has been It i s equipped w i t h au.tomatic programmed completed and checked o u t . a l p h a c o n t r o l . F i r s t use i s t o be f o r a s e r i e s of f i n load s t u d i e s . Two b a l a n c e ranges a r e provided w i t h 5 f o r c e o r moment components measured. A VKF base flow t e s t c e l l , which w i l l i n c l u d e i n a d d i t i o n t o t h e c e l l a v e h i c l e base model and 3 - d i r e c t i o n instrument probe m a n i p u l a t o r , i s being designed and w i l l be adapted t o t h e AEDC f a c i l i t y f o r v a r i o u s flow s t u d i e s . Design i s e s s e n t i a l l y complete on a l l TASP mechanical components i n c l u d i n g t h e c o l d d u c t and c o n t r o l s , models, i n s t r u m e n t a t i o n c a r t s and survey probes. The f a b r i c a t i o n and checkout w i l l c o n t i n u e through December and January. Other major model systems underway a r e a s follows: SBPP Nozzle P a r a m e t r i c Models ( E a r l y Design) P i l o t Hi-Re Force Model and M o d i f i c a t i o n s ( E a r l y Design) Sat. V Open I n t e r s t a g e Force Model ( F i n a l Design) S a t . V I n t e r s t a g e Ring Force Model ( F i n a l Design) Sat. IB 14-Inch Tank Loads Model ( F i n a l F a b r i c a t i o n ) Low Density Chamber Flow Nozzle ( F i n a l F a b r i c a t i o n ) Wavy-Wall Models ( F i n a l F a b r i c a t i o n ) Lunar Erosion Model ( D e l i v e r e d ) Sat. V Forebody Force Model f o r HST (Design) Q-Ball P r e s s u r e Models f o r 14-Inch Tunnel ( D e l i v e r e d ) �9. F a b r i c a t i o n Resources The work of t h e AEC shops a t Oak Ridge was r e c e n t l y i n s p e c t e d . The low d e n s i t y flow n o z z l e s f d i f f i c u l t - t o - m a c h i n e s o f t copper was i n e x c e l l e n t c o n d i t i o n . Thin-film gage f a b r i c a t i o n was beginning t o flow v e r y r e l i a b l y and looked good. P o s s i b i l i t i e s of e l e c t r i c a l f a b r i c a t i o n from c o a r s e l a y o u t s appeared t o be v e r y promising. Astro Space i s f a b r i c a t i n g f o r c e b a l a n c e s , t h i n f i l m gages, and o t h e r s p e c i a l items v e r y s a t i s f a c t o r i l y . Hayes I n t e r n a t i o n a l w i l l f a b r i c a t e most of t h e TASP Cold Flow Duct and o t h e r components. Micro G r a f t w i l l f a b r i c a t e t h e Lqage Model Force System f o r t h e 14-inch t u n n e l as s c o n a s t h e d e s i g c i s complete. The wavy-wall f a b r i c a t i o n s on 5 w a l l s , d o l e by Republic A v i a t i o n , were unacceptable. These a r e beiqg r e - d o x in-house. These f a b r i e a t i c n s e r v i c e s a r e provided through ME Lab and a r e q u i t e s a t i s f a c t o r y w i t h t h e e x c e p t i o n of t h e Republic work, A t e c h n i c i a n has been provided a t JPL f o r 4 weeks t o check Two t e c h n i c i a n s a r e a t Lewis Research o u t a n LN-cooled f o r c e model. Center on base a c o u s t i c and n o z z l e hinge moment t e s t . C. F a c i l i t i e s Branch 1. Hmpulse Base Plow F a c i l i t y The High Reynolds Number F a c i l i t y model s t u d i e s were continued. A l l planned t e s t s have been conducted u s i n g t h e upstream diaphragm p o s i t i o n . However, problems w i t h t h e downstream diaphragm p o s i t i o n have been encountered w i t h both t h e t r a n s o n i c and s u p e r s o n i c t e s t s e c t i o n s . C s n p l e t i o n of t h e downstream diaphragm t e s t s i s pending a d d i t i o n a l hardware f a b r ic a t ion. During f a b r i c a t i o n of t h i s hardware, t h e HBFF i s scheduled f o r about one month w i t h a n R-AERO-AT p r o j e c t , "Heat T r a n s f e r and P r e s s u r e Measurements i n a Cavity Formed by a Rocket Engine Exhaust." This s t u d y i s t o compare experimental d a t a t o t h e o r e t i c a l p r e d i c t i o n a s a p p l i e d t o an eroded c a v i t y of t h e l u n a r s u r f a c e . Hardware f o r t h i s t e s t was r e c e i v e d November 24, and i n s t a l l a t i o n began November 29, 1965. 2. Hypersonic Shock Tunnel S e v e r a l r u g s were made i n t h e hypersonic shock t u n n e l t o check r e p e a t a b i l i t y u s i n g b e t t e r q u a l i t y h e a t t r a n s f e r i n s t r u m e n t a t i o n . Although r e s u l t s a r e much improved over previous d a t a , some problems i n th.is a r e a remain unsolved. �After several visits by the manufacturer's representatives, the helium purification system seems to be mechanically satisfactory; however, from all available means of analyzing the gas, it does not seem to be removing air from the helium-air mixture. The manufacturer and Purchasing Office have been informed of all our testing results; however, their course of action to remedy the problem has not yet been determined. Several modifications are underway to automate the operation of the 20mm shock tube facility to be ready to start testing as requirements of R-AERO-AE are made available. Hardware requirements for a static stability test on the Saturn IB-V upper stages have been given t o R-MRB-LIE. It la expected that initial testing will begin about January 15, 1966. 3. 14 X 14-Inch T r f s o n i c Wind Tw~neB The following tests were conducted during November: a. An investigation to determine static stability a2d axial force data sf several S a t u r n IB configurations using scalloped and cylindrical tanks in the S-IB stage. Total runs: 7 2 . b. An investigation of the pressure distribution on a cone-frustum-cylinder general payload configuratiin at high angles of attack. Total runs: 49. c. An investigation to obtain rigid body upper stage aerodynamic damping characteristics of the Apolls-Saturn HB and V vehicles. This test is in progress. 4. 7 X 7-Inch Bisonic Wind Tunnel An investigation to evaluate a technique for measuring gas velocities through the use of a small gas laser was resumed. This test is being performed by Brown Engineering for R-AERB-AT. The i,nvestigationof separated flow and oscillating shocks associated with a series of semi-circular section cylinder-flare-cylinder models was completed. This work is being done by Wyle Laboratories for R-AERO-AU. 5. Thermal and Acoustic Simulation Pacili.ty The contractor has delayed delivery sf the helium heater until mid-February. Although this slippage will delay the system checkout test program, it appears that the heater will be available when the support equipment and model hardware becomes available. �6. Hot Plow T e s t F a c i l i t y The a i r c o n t r o l v a l v e i s being modified t o i n c r e a s e t h e r e s p o n s e time. A l i m i t e d weight flow c a l i b r a t i o n was conducted on t h e h e a t e r s o t h a t maximum weight flow through t h e h e a t e r could be e s t a b l i s h e d f o r c e r t a i n d e s i g n c r i t e r i a f o r R-AERO-AT. D. F l u i d Mechanics Research O f f i c e 1. AL~aPysisof Density M e a s u r h g Systems: Analytical. s t u d i e s s f impact p r e s s u r e p r s b e s by Monte Carlo techniques a g r e e completely w i t h t h e p u b l i s h e d r e s u l t s o f t h e U n i v e r s i t y of Toronto I n s t i t u t e of Aerospace S t u d i e s . To v e r i f y t h e s e s t u d i e s f o r complex probe d e s i g n s which cannot be analyzed by t h e U n i v e r s i t y s f Toronto t e c h n i q u e s , f l i g h t c o n f i g u r a t i o n s and fXigbt d a t a f o r d e 2 s i t y probes used on Explorer 17 and from GSFC thermosphere F l i g h t s a r e being examined. 2. O r b i t a l Aerodynamic C o e f f i c i e n t s , AAP: P r e l i m i n a r y d a t a f o r o r b i t a l d r a g c o e f f i c i e n t s , c e n t e r o f p r e s s u r e l o c a t i o n , and o t h e r o r b i t a l aerodynamic c h a r a c t e r i s t i c s f o r s e v e r a l concepts of a 1/10 g r a v i t y space s t a t i o n conf i g u r a t i o n have been d e r i v e d . V a r i a b l e parameters included v a r i o u s r o t a t i o n a l modes w i t h r e s p e c t t o t h e v e l o c i t y v e c t o r . These c a l c u l a t i o n s , which were made by Eockheed under NASA C o n t r a c t NAS8-21230, p o i n t e d o u t s e v e r a l problems i n t h e Lockheed programs. P r i n c i p a l l y , t h e s e problems a r e concerned w i t h t h e c o u p l i n g of many m u l t i s i z e d elements. Since f u r t h e r s t u d i e s w i l l most l i k e l y r e q u i r e more d a t a of thi.s t y p e , t h e computer programs a r e being expanded t o handle t h e more complicated b o d i e s . 3 . D i g i t a l a n a l y s i s of random processes: R-AERO-AM and R-COMP-RRV a r e developing j o i n t l y a computer program f o r a d i g i t a l a o a l y s i s of random v a r i a b l e s which ( a ) can use an u n l i m i t e d amount o f d a t a , ( b ) g i v e s s t a t i s t i c a l and numerical e r r o r s of a l l d e s i r e d p r o p e r t i e s and ( c ) reduces computation and p r i n t - o u t times. The u s u a l s t o r a g e l i m i t a t i o n s a r e avoided by a c c e p t i n g t h e d a t a i n small p i e c e s . Comparing t h e e s t i m a t e s from i n d i v i d u a l p i e c e s a l l o w s a c a l c u l a t i o n of s t a t i s t i c a l and numerical e r r o r s . Cost s a v i n g , r e d u c t i o n of sample l e n g t h , number of l a g s , number of f r e q u e n c i e s , e t c . , a r e t h e n i n t r o d u c e d by checking t h e accumulated e r r o r s a g a i n s t p r e s c r i b e d e r r o r The program i s w r i t t e n i n two p a r t s . The f i r s t covers c r o s s margins. c o r r e l a t i o n e s t i m a t e s , and t h e f i r s t t e s t examples have been r u n s u c c e s s f u l l y . The second covers cross-power s p e c t r a and w i l l be submitted f o r coding. A p p l i c a t i o n s t o o p t i c a l measurement o f t u r b u l e n t f P u c t u a t i o n s and a c o u s t i c model t e s t s a r e being prepared. �4. Cold Flow Duct: A f a c i l i t y which p r o v i d e s high p r e s s u r e a i r (up t o 3500 p s i ) e x h a u s t i n g through n o z z l e s i n t o t h e atmosphere i s r e q u i r e d by R-AERO-AM t o s t u d y t u r b u l e n c e and n o i s e g e n e r a t i o n i n s u p e r s o n i c e x h a u s t s . The r e c e n t l y developed o p t i c a l crossed-beam S i n g l e and c o r r e l a t o r w i l l be used f o r t h e t u r b u l e n c e measurements. c l u s t e r e d n o z z l e s w i l l be a t t a c h e d t o a s e t t l i n g chamber i n which s c r e e n s can be i n s t a l l e d a t d i f f e r e n t l o c a t i o n s t o v a r y t u r b u l e n c e i n t h e exhaust. Aerodynamic d e s i g n i s complete, a d . mechanical d e s i g n and f a b r i c a t i o n ( t h r o u g h R-AERB-AE) a r e underway. The a p p a r a t u s wb%B be c a l l e d t h e Cold Flow Duct and w i l l be housed in t h e TASP (Thermal and Acoustic Simulation F a c i l i t y ) . F i r s t t e s t s using the o p t i c a l c o r r e l a t o r a r e scheduled f o r March 1966. 5. Contracts a. NAS8-11208: The IIT Researc? I ~ s t l t u t ef s r m d l a t e d t h e t h e o r y behind t h e "correlatieln gunsswhich c r a s s c o r r e l a t e s t h e s i g n a l s from two microphones t h a t a r e adgusted t o t h e same l i n e of s i g h t , producing a "narrow f i e l d of viewrYd e t e c t o r . T h i s d e t e c t o r f i n d s t h e s t r e n g t h , s c a l e s , and f r e q u e n c i e s o f dorninazt soead s o u r c e s i.2 engine exhausts . b. NAS8-l'h.299 and In-House: The paper "Hkeat T r a n s f e r Below R e a t t a c h i n g Turbulent Flows1-as been accepted f o r p r e s e n t a t i o n a t t h e AIAA Aerothermochemistry o f Turbulent Flows Conference, Temperature, h e a t t r a n s f e r and h o t w i r e measurements i n t h e r e c i r c u l a t i o n a r e a behind a b l u n t t r a i l i n g edge show ( a ) a dominant h e a t flow r e s i s t a n c e i n t h e newly d i s c o v e r e d base boundary l a y e r , (b) t u r b u l e n c e l e v e l s i n e x c e s s of 100 p e r c e n t , and ( c ) l a r g e t u r b u l e n c e e f f e c t s on base h e a t i n g r a t e s . E. Thermal E n v i r o m e n t Branch 1. Saturn I The S a t u r n I thermal d a t a e v a l u a t i o n summary r e p o r t has been completed and i s being published a s CCSD TM-AE-65-115. A s t u d y was i n i t i a t e d t o determine t h e e f f e c t s of r a d i a t i o n on t h e gas temperature d a t a r e c e i v e d from thermocouples flown on t h e S a t u r n v e h i c l e s . R e s u l t s s f t h i s s t u d y should be o b t a i n e d i n December. P r e p a r a t i o n s a r e being made t o e v a l u a t e t h e AS-201 f l i g h t data. 2. S a t u r n EB The maximum aerodynamic h e a t i n g environment f o r t h e AS-207 v e h i c l e w i t h 205K t h r u s t engines has been determined. The magnitude of t h e thermal environment w i l l be approximately 3 p e r c e n t g r e a t e r t h a n �t h a t p r e v i o u s l y determined f o r t h e S a t u r n HB v e h i c l e (200K e n g i n e s ) . Because of t h e s i m i l a r i t y between t h e 205K d e s i g n c r i t e r i a e n v i r o m e n t w i t h t h e 200R d e s i g n c r i t e r i a environment, s e p a r a t e environmental d e s i g n c r i t e r i a f o r t h e 205K s e r i e s of v e h i c l e s w i l l n o t be e s t a b l i s h e d . A r e p o r t p r e s e n t i n g t h e above r e s u l t s w i l l be published in December. A S a t u r n HB thermal environment handbook i s being developed. Design c r i t e r i a f o r t h e b a s i c s t a g e s , f i n s and protuberances have been compiled and e d i t e d . F r c v i s i o n has been made f o r i n c o r p o r a t i n g f u t u r e o r replacement d a t a a s s o c i a t e d w i t h performance and/or t r a j e c t o r y changes. This manual w i l l be published i n mid-December. The i n c r e a s e d aerodynamic h e a t i n g e n v i r o m e n t induced by t h e S a t u r n PB p r o t u b e r a n c e s f o r v a r i o u s d e s i g n t r a j e e t o r i e s i s being determined. These d a t a w i l l be included f z ~t h e S a t u r n 13 t h e r m a l e w f r s m e n t a l handbook. The a e r o d y ~ a m i ch e a t i n g r e l a t l o - s h i p s a r e being formulated i n t o a g e n e r a l aerodynamic h e a t i n g s u b r o u t i n e , which w i l l be used i n an advanced thermal a r a l y z e r computer prcgram. The s e p a r a t e d f l o w s t u d y i s being csntimued. Empirical r e l a t i o n s h i p s which a c c u r a t e l y p r e d i c t t h e s e p a r a t i o n geometry have been o b t a i n e d . An empirhea1 r e l a t i o n s h i p which can d e f i n e t h e l i m i t s of t h e geometry of s e p a r a t i o n i s being formulated. S e v e r a l methods have been determined and a r e being examined. P u b l i c a t i o n of t h e s e r e s u l t s w i l l be delayed t o allow a more i n t e n s i v e i n v e s t i g a t i o n of t h e s e methods. Thermal e n v i r o ~ m e n t sf o r t h e S-LIE s t a g e B-P engine components d u r i n g f l i g h t have been p u b l i s h e d a s CCSD 7%-AE-65-288. These environments were based on SA-9 and SA-10 f l i g h t d a t a r e c e i v e d from c a l o r i m e t e r s mounted on t h e engine b e l l and a s p i r a t o r s u r f a c e s . The R-B engine s u p p o r t band temperatures d u r i n g f l i g h t have been determined u s i n g t h e s e environments. In a d d i t i o n , a p p r o p r i a t e m o d i f i c a t i o n s were made t o p r e d i c t t h e S-IB-3 s t a t i c t e s t engine s u p p o r t band temperatures. Good c o r r e l a t i o n w i t h t h e t e s t d a t a was o b t a i n e d . The c a l o r i m e t e r c a l i b r a t i o n d a t a from Wyle Laboratory a r e being analyzed. However, i t i s b e l i e v e d t h a t t h e d i g i t a l t a p e t h a t was s e n t t o GCSD from t h e Wyle t e s t c o n t a i n s i n a c c u r a t e l y t r a n s c r i b e d d a t a . Wyle L a b o r a t o r i e s i s checking t h i s p o s s i b i l i t y . A f i n a l report of the w i l l n o t be pubhished u n t i l a l l d a t a have been p r o p e r l y processed. results The s t e a d y s t a t e temperature d i s t r i b u t i o n a c r o s s t h e c y l i n d r i c a l d i s c of a membrane c a l o r i m e t e r i s being determined. Varied temperature d i s t r i b u t i o n s have been o b t a i n e d by imposing s e v e r a l c o n v e c t i v e and r a d i a t i v e environments. It i s e s s e n t i a l t o f u t u r e S a t u r n EB f l i g h t e v a l u a t i o n t h a t t h e membrane c a l o r i m e t e r t e m p e r a t w e d i s t r i b u t i o n be a c c u r a t e l y determii-ed, s i n c e a l l scheduled S a t u r n I& c a l o r i m e t e r i n s t a l l a t i o n s a r e o f t h e membrane t y p e . �T e s t i n g o f t h e S a t u r n S-IB and S - I , Block 11, c o n f i g u r a t i o n s w a s t e r m i n a t e d a t AEDC o n November 4 , 1965. The e f f e c t s o f o n e i n o p e r a t i v e e n g i n e and t h e removal o f t h e e n g i n e s h r o u d s were i n v e s t i g a t e d . A complete examination o f t h e d a t a obtained during t h e t r a n s o n i c t e s t i n g phase has i n d i c a t e d t h a t t h e e x p e c t e d Mach number and a l t i t u d e were n o t o b t a i n e d . T r a n s i e n t e x t e r n a l f l o w d u r i n g combustion f n v a l l d a t e d t h e d a t a . The Mach 1.6 d a t a a r e b e i n g a n a l y z e d and w i l l be documented. A r e p o r t descri.b%ng t h e t h i n - f i l m r e s i s t a n c e thermometer c a l i b r a t i o n t e s t s r u n a t My-CaP E n g i n e e r i n g w i l l be p u b l i s h e d a s CCSD TN-AE-65-113. Model b u i l d u p and model rnodificati.on s f the S-I, Block I1 i n t e r m e d i a t e d u r a t i o n t e s t model a t AEDC have heen completed. T e s t i n g i s now underway a t Mach 1.63 2nd 3 8 , 0 8 0 f e e t a l t i t u d e . T e s t s of t h e Satelrn S-9B short duratis_7i model En t h e Cornell. A e r o n a u t i c a l L a b o r a t o r y (GAL) 8 x 8 t r a n s o n i c wi3d t e n n e l a r e being prepared. A rough e s t i m a t e of c e l l occupancy f a r t h i s t e s t i s A p r i l 1, 1965. An e m p i r i c a l c a n v e c t i v e b a s e h e a t i n g model and a g e n e r a l i z e d computer program t o c a l c u l a t e approximate S a t u r n S-IB s t a g e c o n v e c t i v e b a s e h e a t i n g v a l u e s a r e b e i n g developed. The computer, b e i n g c o n s t r u c t e d i n segments, i s o n s c h e d u l e . The p o r t i o n o f t h i s program which w i l l c a l c u l a t e r e v e r s e d mass f l o w i s complete w i t h p r e l i m i n a r y r e s u l t s b e i n g c a l c u l a t e d . A t e c h n i c a l b u l l e t i n w i l l be p u b l i s h e d . A t e c h n i c a l n o t e concerned w i t h t h e M-1 e n g i n e r a d i a t i o n f o r n o n e q u i l f b r i u m c o n d i t i o n s h a s been d r a f t e d , The computer program p r e v i o u s l y b u i l t t o c a l c u l a t e a b s o r p t i o n and s c a t t e r i n g c r o s s s e c t i o n s o f carbon p a r t i c l e s i s being a l t e r e d t o allow p a r t i c l e d i s t r i b u t i o n i n p u t and t h e c a l c u l a t i o n s f plume r a d i a n c e , T h i s program w i l l t h e n be used t o p r o v i d e i n p u t t o t h e s i n g l e plume r a d i a t i o n program b e i n g d e v e l o p e d f o r t h e S-IB s t a g e . T u r b u l e n t j e t mixing w i t h a f t e r b u r n i n g i s b e i n g s t u d i e d . R e s u l t s have been o b t a i n e d f o r t h e main j e t under chemical e q u i l i b r i u m c h e m i s t r y c o n d i t i o n s u s i n g t h e c o n s t a n t p r e s s u r e a n a l y s i s . Also b e i n g i n v e s t i g a t e d i s t u r b i n e e x h a u s t g a s mixing w i t h a i r under chemical equilibrium conditions. I n i t i a l r e s u l t s i n d i c a t e t h e presence s f a l a r g e amount o f s o l i d c a r b o n . A r e p o r t d e s c r i b i n g t h e method and r e s u l t s w i l l be i s s u e d . 3. Saturn ~ ~ / ~ e n . t a u r An a n a l y s i s t o d e t e r m i n e t h e maximum a e r o d y r a n i e h e a t i n g environment a s s o c i a t e d w i t h t h e S a t u r n 1 ~ / 6 e n t a u s C i s l u n a r Pegasus t r a j e c t o r y was t e r m i n a t e d , P r e l i m i c a r y r e s u l t s p r e v i o u s l y o b t a i n e d show �t h a t t h e t o t a l aerodynamic h e a t i n g would be l e s s t h a n h a l f t h a t f o r t h e AS-201 and AS-202 v e h i c l e s . These r e s u k t s w i l l be p u b l i s h e d . 4. Saturn V Rocketdyne p l a n s t o f i r e twa S - I 1 u l l a g e motors a t t h e i r McGregor, Texas, f a c i l i t y about t h e end of December o r e a r l y January. The Thermal Envirorment Eranch p l a n s ts f z s t a l l a T e f l o 2 probe and a copper probe i n t h e exhaust f a r t h e f i r s t and second f i r i n g s , r e s p e c t i v e l y . These p r o b e s , which a r e being f a b r i c a t e d by Beat Technology Laboratory, w i l l be composed o f a 3-inch diameter c y l i n d e r w i t h a h e m i s p h e r i c a l nose cap and w i l l be m o ~ n t e dabout 2% f e e t from t h e e x i t p l a n e ( j u s t i n f r o n t of t h e f i r s t Mach d i s c ) . $be Teflon probe w i l l have about 4 o r 5 a b l a t i o n s e n s o r s t o be used in a? a t t e m p t t o measure a b l a t i o n arid p a r t i c l e e r o s i o n caused by t h e exhaust %rnpiv.gemenk. The coFper probe w i l l have thermocouples i n s t a l l e d a t v s ~ i o u sd e p t h s %2 a copper slug i n e-- a t t e m p t t o measure t h e h e a t t r a ~ s f e rr a t e a t the s u r f a c e ~ P Zt h e temperature d i s t r i b u t i o n through t h e s l u g . These experimental dara will be cempared w i t h t h e c r e t i c a f h e a t i n g and n b l a t f o i , calc.~llakfel?s. a. A b l a t i o n Program TFe e q u s t i o n s a r e being formulated and a d i g i t a l computer program w r i t t e n f o r a n a l y z i n g a b l a t i n g thermal p r o t e c t i o n systems. The program i s being developed i n two phases: Phase H w i l l produce a "working t o o l " program t o handle m a t e r i a l s f o r which experimental d a t a a r e a v a i l a b l e ; Phase Il w i l l produce a program having d i v e r s i f i e d theoretical capabilfties . The "-\n70rking tooB'"roogram bas now reached p r o d u c t i o n s t a t u s , and t h e u s e r ' s Manual has been p ~ b l i s h e da s LYSC/BREC document A712574. An o r a l p r e s e n t a t i o n on t h e program's c a p a b i l i t i e s a ~ n d i t s u s e w i l l b e g i v e n t~ t h e customer ir t h e near f u t u r e . Work has resumed on Phase 11 o f t h e p r c g r a m , which w i l l i n v o l v e a n a l y s e s of decomposi.tfon-in-depth and s o l i d p a r t i c l e impingement from r o c k e t e x h a u s t s . The "worki.ng t o o l ? program i s being used t o a n a l y z e s e v e r a l a b l a t i v e models t o be t e s t e d i n t h e S-I'\% u l l a g e motor e x h a u s t s f o r R-AERB-AT . be Thermo Methods Ar?..alysis - Plat-Plate Modification Two b a s i c v e r s i o n s of t h e f l a t - p l a t e t r a n s f o r m a t i o n s have been d e r i v e d and t e s t e d . The mast r e c e n t has been found t o g i v e erroneous r e s u l t s i n a r e g i o n o f n e g a t i v e v e l o c i t y d i s t r i b u t i o n . The �former v e r s i o n , now being t e s t e d msr'e e x t e n s i v e l y , has been found t o be q u i t e s i m i l a r t o an approximate s o l u t i o n f o r t h e momentum t h i c k n e s s o b t a i n e d by E. Truckewbrodt from a l e n g t h y d e r i v a t i o n based on t h e energy i n t e g r a l e q u a t i o n . Such c l o s e s i m i l a r i t y w i t h t h e more l e n g t h y s o l u t i o n l e n d s s u p p o r t t o t h e t r a n s f o r m s o k u t i o n based on a simple f l a t - p l a t e momentum t h i c k n e s s s o l u t i o n . c. Equilibrium Weal ~ a s J ~ o r r n aShock 1 Program f o r S t a g n a t i o n P o i n t Heating The g o a l of t h i s s t u d y i s to develop t h e c a p a b i l i t y t o c a l c u l a t e s t a g n a t i o n p o i n t h e a t i n g r a t e s for a b l u n t body in an e q u i l i b rium r e a l gas flow f i e l d . Tvo numerical techniques were used t o s o l v e t h e laminar bot~ndary l a y e r e q u a t i o ~ s8 3 t h e s t s g - ? a t i o n r e g t o n s s f t h e b l u n t body. D i g i t a l colnputer programs were w r i t t e r for b o t h t e c h n i q u e s , and t h e r e s u l t i n g programs were cheeked c u t . Tbe behavior o f t h e numerical s o k u t i o n s was e x p l o r e d , and t h e r e s d l t s for h e a t i n g r a t e s i n air compared f a v o r a b l y w i t h r e s u l t s publistsed by o t h p r s . A computer program, generated by Lewis Research C e n t e r , f o r p r e d i c t i o n o f t r a n s p o r t p r o p e r t i e s of multicompsnent r e a c t i n g g a s e s was checked o u t , and a number of t e s t c a s e s were examined. do Thermal Analysis of t h e LPV P a r t i a l l y Enclosed Engine Cluster The c l u s t e r e d LFV engines a r e being s t u d i e d . The r a d i a n t h e a t i n t e r c h a n g e c o n f i g u r a t i o n f a c t o r s have been c a l c u l a t e d f o r b o t h t h e c l u s t e r e d and i n - l i n e engine c o n f i g u r a t i o n s . Meat t r a n s f e r c o e f f i c i e n t s a t t h e n o z z l e w a l l s a r e being c a l c u l a t e d based on engine t e s t d a t a . Using t h e above d a t a , t h e s t e a d y s t a t e temperature d i s t r i b u t i o n s f t h e c l u s t e r e d engine c o o f i g u r a t i o n w i l l be determined. e, Base P r e s s u r e and Envfromewt The p o r t i o n s f t h i s s t u d y now u?der i ~ v e s t i g a t i o n i n v o l v e s t h e t u r b u l e n t boundary l a y e r growth on aszzke w a l l s w i t h mass i n j e c t i o n c o o l i n g . The accumulation of d a t a on t h e P-1 engine has reached a p o i n t where r e a s o n a b l y a c c u r a t e i n p u t s t o t h e boundary l a y e r program can be made. These d a t a have been documented i n a Technical Data Release. A m u l t i p l e - s l o t mass i n j e c t i o n scheme has been i n c o r p o r a t e d i n t o t h e boundary l a y e r program; one r u n has been made f o r boundary l a y e r growth over t h e e n t i r e P-B nozzle. In a d d i t i o n , s u f f i c i e n t approximate �d a t a were c o l l e c t e d t o allow one r u n f o r t h e boundary l a y e r growth on t h e H-l n o z z l e . As y e t , almost no experimental i n f o m a t i o n a n t h i s engine has been l o c a t e d . Additional runs with the multiple-slot i n j e c t i o n boundary l a y e r program w i l l be made t o v e r i f y i t s o p e r a t i o n . A s u b r o u t i n e t o i n c o r p o r a t e a d i s t r i b u t e d mass i n j e c t i o n technique i n s t e a d of t h e m u l t i p l e - s l o t scheme i s being w r i t t e n . Technical Data Releases s i m i l a r t o t h e one r e f e r e n c e d abave w i l l be prepared f o r t h e H - l and 5 - 2 engines. f . Stage S e p a r a t i o n Thermodyn,amics A method of p r e d i c t e d r o c k e t nozzle exhaust impingement p r e s s u r e s on a f l a t p l a t e has been developed by making use of a methodo f - c h a r a c t e r i s t i c s computer program which i n v a l v e s ~ c k e z t ' st u r b u l e n t f l a t p l a t e t h e o r y and a computer program wbEch s o l v e s t h e turbulenmt momentum i n t e g r a l e q u a t i o n by av. i t e r a t i v e method a ~ dt h e n p r e d i c t s h e a t r a t e s u s i n g ~ e ~ n o l d a' s~ a l o g y . Other s m a l l t a s k s i n p r o g r e s s or r e c e n t l y completed a r e as fallows: (1) P r e d i c t i o n s f plume p r o p e r t i e s and shape a t 350,000 f e e t a l t i t u d e f o r shock impingement l o c a t i o n a s s o c i a t e d w i t h experimental t e s t s a t Cornell. ( 2 ) Obtaining s e v e r a l s e t s of thermo-chemical d a t a a s s o c i a t e d w i t h v a r i o u s p r o p e l l a n t s used i.n c u r r e n t probl.ems. ( 3 ) P r e d i c t i o n s f r e a l gas flow f i e l d and b e a t t r a n s f e r a s s o c i a t e d w i t h h o t flow r o c k e t exhaust impingeme~t t e s t s scheduled a t NASA-MSPC (Centeur r e t r o - m o t o r s ) . g. h?cnzzke a,nd J o t Wake Study The program has once a g a i n been debugged and i s o p e r a t i n g properly. The SC-4028 p l o t program i s now o p e r a t i o n a l . The e f f e c t i v e n e s s of t h i s t y p e s f o u t p u t i s r e s t r i c t e d by t h e graph s i z e which i s i n h e r e n t t o t h e SC-4020 p l o t t e r . Ameans of photo-enlarging t h e pl.ots has been attempted and was s u c c e s s f u l . A new photographic enlargement p l a t e i s on o r d e r and should a r r i v e in a few weeks. It w i l l t h e n be p o s s i b l e t o e n l a r g e t o ll" x l8". h. M u l t i p l o Shock A new t e c h r i q u e , being proposed t o i n v e s t i g a t e t h e r e g u l a r shock r e f l e c t i o n from t h e a x i s of symmetry, i s used t o determine t h e r e f l e c t e d shock wave near t h e a x i s of symmetry by making use of t h e e x i s t i n g s i n g l e shock flow f i e l d program t o g e t h e r w i t h an o v e r a l l �c o n s e r v a t i o n balance technique. P r e l i m i n a r y r e s u l t s from t h e f i r s t few t r i a l s seem t o i n d i c a t e t h a t such a technique might l e a d us t o completely s o l v e t h e axisymmetric flow f i e l d under r e g u l a r r e f l e c t i o n c o n d i t i o n s . i. Thermodynamics and Chemistry of Reacting Gases E r r o r s were found i n t h e f i n i t e r a t e chemistry program o b t a i n e d from ~ A % ~ / ~ e w iAs replacement . espy o f t h e chemistry program was shipped from N A S A I L ~ Wt o~ ~#RE@ ow Xovember 1 2 , 1965. This program w i l l be made o p e r a t i o n a l on HSPC" computers when i t i s r e c e i v e d . The N A S A / L ~thermodynamic ~ ~ ~ d a t a (i.nclsadFng i o n i c s p e c i e s ) have been r e c e i v e d . A f t e r t h e s e d a t a have been v e r i f i e d , t h e y thermochemieal equilibri.um program. w i l l be used by t h e ~ A s ~ / ~ e w is 9. Cold Plow-Sase Flow Test Planning for t h e c o l d flow t e s t i s c o n t i n u i n g . The t e s t i s t e n t a t i v e l y scheduled t o begin a t AEDC i n March 1966 in t h e Tunnel E a r e a of t h e vsn Karman Gas Dyiiamies F a c i l i t y (WP). Design and f a b r i c a t i o n of t h e model d i f f u s e r and t h e enc8asiEg s t r u c t u r e a r e being c o o r d i n a t e d by R-AERO-AEM. k. Perform Research i n t o t h e Problem of I n t e r a c t i o n of Axisymmetric J e t s The purpose of t h i s p r o j e c t i s t o develop a computer program t~ p r e d i c t t u r b u l e n t mixing and combusticn c h a r a c t e r i s t i c s of a r o c k e t exhaust plume w i t h t u r b i n e g a s e s e x h a u s t i n g p e r i p h e r a l l y about t h e n o z z l e e x i t and w i t h an e x t e r n a l gas stream surrounding t h e plume. This p r o j e c t was i n i t i a t e d d u r i n g t h e preceding c o n t r a c t y e a r . The mathematical procedure has e s s e n t i a l l y been developed and i s being o u t l i n e d i n a t e c h n i c a l r e p o r t . The computer program which w i l l use t h i s mathematical procedure, however, i s n o t y e t complete. 1. T h e o r e t i c a l Techniques f o r P r e d i c t i n g Sase Plow Environment i n t h e V i c i n i t y of t h e Bluff Base of ar- AxFsynmetric Body The purpose of t h i s p r o j e c t i s t o develop a computer program t o c a l c u l a t e base flow p r o p e r t i e s f o r an axisymmetric body w i t h a b l u f f base. Thus f a r , t h e work has c o n s i s t e d p r i m a r i l y of a s t u d y o f l i t e r a t u r e d e s c r i b i n g c u r r e n t techniques f o r d e a l i n g w i t h problems of t h i s n a t u r e . The method of Zumwalt (Zumwabt, 6 . W., "AnahyticaH and Experimental Study of t h e Axially-Symmetric Supersonic Base P r e s s u r e Problem," U n i v e r s i t y o f I l l i . n o i s , PI3.D. T h e s i s , 1959. ) lases an a x i s p e t r i c model w i t h a "sting.'-his mathematical model begins to break down a s t h e sting-to-base-diameter r a t i o approaches zero. T h e r e f o r e , a l i m i t i n g I1 s t i n g " diameter i s found below which t h e model i s no longer a p p l i c a b l e and t h e c a l c u l a t e d p r e s s u r e reaches a maximum v a l u e . An i n v e s t t g a t i o n i s being made of t h e p o s s i b i l i t y of r e p l a c i n g t h e s t i n g by a v i s c o u s c o r e o r neck, �m. Gray-Body C a l i b r a t i o n F a c i l i t y This i s a c a n t i ~ u a t i s nof e f f o r t i n i t i a t e d d u r i n g t h e p r e c e d i n g c o n t r a c t y e a r . The d e s i g n and f a b r i c a t i o n o f t h e Gray-Body C a l i b r a t i o n F a c i l i t y a r e s t i l l u ~ d e r w a y . The d e t a i l e d d e s i g n f o r t h e h e a t s o u r c e module i s 96 p e r c e n t completed. The c o o l i n g and vacuum r e q u i r e m e n t s have been determined, and a l l components have been s e l e c t e d . n. Plow F i e l d VisuaPEzatFon kangley Research Center was v i s i t e d t o c o n f e r w i t h Langley personnel c s n c e r n i l g t h e i r work i n t h e a r e a of flow f i e l d v i s u a l i z a t i o n . Primary i n t e r e s t was i n flow f i e l d measurement t e c h n i q u e s a p p l i c a b l e t o t h e base flow model t e s t s t o be conducted e a r l y n e x t y e a r by R-AERB-AT, A c o n f e r e ~ c ewas h e l d with p e r s o n n e l i n t h e Gas T h e i r main Measurements S e c t i o ? of t h e Instrument Research Division. e f f o r t s a r e c u r r e n t l y d i r e c t e d toward developing e l e c t r o n beam and s p a r k d i s c h a r g e d e v i c e s f o r measurfrig d e n s i t y , ~ 7 e l o e % t y and , temperature They a r e l i m i t e d ts I c w defisity flows. i n a hypersonic E l - w . Meetings were a l s o h e l d w i t h people engaged i n measuring s k i n t e m p e r a t u r e , and a b l a t i o n and aerodynamic h e a t i n g on l i f t i n g r e e n t r y bodies. Also d i s c u s s e d was systems a n a l y s i s s f hypersonic c r u i s e v e h i c l e s t o determine t h e s t a t u s of work and t o e s t a b l i s h c o n t a c t s f o r f u t u r e use. This i s i n s u p p o r t of o u r e f f o r t t o develop t h e c a p a b i l i t y t o a n a l y z e problems expected i n f u t u r e b o o s t e r development. F. Unsteady Aerodynamics Branch 1. J n f l i g h t F l u c t u a t i n g P r e s s u r e and Acoustic Erkviroment P r e l i m i n a r y e s t i m a t e s of t h e S a t u r n V i n f l i g h t a c o u s t i c environments, which cover a Mach range of .8 t o 2,2 f o r t h e v e h i c l e a t zero a n g l e of a t t a c k a r e being p u b l i s h e d . S t u d i e s of s e p a r a t e d flow on cone c y l i n d e r f l a r e bodies have been completed i n t h e MSPC 7-inch t u n n e l . These t e s t s w i l l d e l i n e a t e t h e e f f e c t s of Reynolds number, Mach number, and model geometry on s e p a r a t e d flow. Ease f h u c t u a t i n g p r e s s u r e s a r e being o b t a i n e d on t h e t e s t There " s a t u r n V GoEd FPOW Xozzle Aerodynamic Hinge Moment T e s t m3-64." w i l l be e i g h t f l u c t u a t i n g p r e s s u r e measurements l o c a t e d i n one quadrant of the base. Reports by M r . K e l l y and M r . T h r a l l s f Measurement Analysis It i s planned t o c o n t i n u e t h i s c o n t r a c t . C o r p o r a t i o n a r e being reviewed. �I n t h e meeting " ~ e v i e wof Panel F l u t t e r and Aerodynamic Noise Problems on S a t u r n I B and V , l D on November 15, 1965, R-AERO-AU made a p r o p o s a l t o o b t a i n f l u c t u a t i n g p r e s s u r e d a t a from a f u l l - s c a l e f l i g h t experiment and a 6 p e r c e n t wind t u n n e l model t e s t . 2. Launch S i t e Acoustic Environment The p r e d i c t i o n program f o r t h e s p a t i a l c o r r e l a t i o n f u n c t i o n s on t h e v e h i c l e s u r f a c e f o r b o t h t h e s t a t i c f i r i n g and launch engineg e n e r a t e d a c o u s t i . ~e n v i r o m e n . t has been completed. Attempts t o reduce t h e computing time have n o t been s u c c e s s f u l . An a t t e m p t i s being made t o s i m p l i f y t h e fundamental e q u a t i o n . A technique f o r p r e d i c t i n g t h e sound p r e s s u r e l e v e l r e c e i v e d a t a f a r - f i e l d I s c a t i o n from an a c o u s t i c , broadband, d i r e c t i o n a l , p o i n t s o u r c e r a d i a t i n g i n t o an inhomogeneous media bas been developed. I n i t i a l r e s u l t s from t h i s program r e c e i v e d r e c e n t l y a r e being compared t o measured v a l u e s . P r e d i c t e d and measured r e s u l t s a r e being compared under a wide v a r i e t y o f c o n d i t i o n s t o e v a l u a t e t h e accuracy o f t h i s technique. 3. Acoustic Model Test F a c i l i t y P l a n s a r e being made t o i n i t i a t e a n a c o u s t i c model t e s t a t t h e Acoustic Model T e s t F a c i l i t y a t t h e T e s t Laboratory. P r e l i m i n a r y "checkout" t e s t s a r e planned f o r January 1966. A s s i s t a n c e i s being o b t a i n e d from R-AERO-Y t o d e f i n e t h e m e t e o r o l o g i c a l c o n d i t i o n s which e x i s t a t t h e Acoustic Model T e s t F a c i l i t y . This i n f o r m a t i o n w i l l be used t o determine t h e e f f e c t s o f m e t e o r o l o g i c a l c o n d i t i o n s on t h e a c q u i r e d a c o u s t i c d a t a . 4. Panel F l u t t e r Aerodynamics A meeting was h e l d November 3 , 1965, w i t h M r . C l i n e , PGcVE-DIR, t o d i s c u s s t h e p o t e n t i a l paneb f l u t t e r hazard on t h e S-EVHP s t a g e and t~ d i s c u s s t h e p o s s i b i l i t y of modifying f l i g h t v e h i c l e AS-201. M r . C l i n e s t a t e d t h a t P&VE was prepared t o apply t h e v i s c o - e l a s t i c m a t e r i a l t e s t e d i n t h e Langley f l u t t e r t e s t s , but s i n c e t h e t e s t r e s u l t s showed few b e n e f i c i a l e f f e c t s , they decided n o t t o apply t h e m a t e r i a l . Aero-Astrodynamics Laboratory concurs w i t h t h i s d e c i s i o n . A t t h i s time, P&VE b e l i e v e s t h a t t h e f l u t t e r hazard i s n o t s e r i o u s enough t o m e r i t s t r u c t u r a l m o d i f i c a t i o n on t h e unmanned v e h i c l e s . However, P&VE would l i k e t o perform f l u t t e r t e s t s on a f u l l - s c a l e segment of t h e S-IWIW s t a g e b e f o r e making any d e c i s i o n p e r t a i n i n g t o t h e manned v e h i c l e s . On November 15, 1965, a p r e s e n t a t i o n was g i v e n t o M r . Weidner, R-DIR, by R-AERO and R-PSsVE reviewing t h e panel f l u t t e r problem on t h e S a t u r n I B and V v e h i c l e s . P r e l i m i n a r y c o p i e s of t h e minutes of t h e meeting have been forwarded t o D r . Rees, M r . Weidner, M r . G e l l e r , M r . C l i n e and D r . Rudolph. , �A m e e t i n g was h e l d November 24, 1965 a t Ames Research Center among r e p r e s e n t a t i v e s of ARC and MSPC t o d i s c u s s t h e f e a s i b i l i t y of conducting f u l l - s c a l e p a n e l f l u t t e r t e s t s on t h e forward s k i r t of t h e S - I I B s t a g e . The proposed f a c i l i t i e s a r e t h e Ames 9 x 7-foot These t e s t s w i l l s u p e r s o n i c and 11 x EB-foot t r a n s c n i c wind t w n e l s . i n v e s t i g a t e t h e e f f e c t s o f d i f f e r e n t i a l p r e s s u r e and i n f l i g h t l o a d i n g c o n d i t i o n s on t h e f l u t t e r c h a r a c t e r i s t i c s s f t h e s e p a n e l s and w i l l d e f i n e t h e f l u t t e r boundaries under t h e s e c o n d i t i o n s . S t r u c t u r a l f i x e s would a l s o be i n v e s t i g a t e d shswBd t h e t e s t r e s u l t s d i c t a t e t h e i r need. Ames p e r s o a n e l s t a t e d that they could n o t support Marshall i n t h e ' k x p l o r a t o r y " t e s t of t h i s r a t u r e because of t u ~ l 3 e ls c h e d u l i n g problems and manpower s h o r t a g e . However, they would a l l o t M a r s h a l l two weeks tuntrlel time t o conduct a "proof'Qest, which would c o n s i s t of s u b j e c t i n g t h e p a r e l s t o t h e most s e v e r e i n f l i g h t aerodynamic and Sf f l u t t e r o c c u r s under t h e s e c o n d i t i o n s , s t r u c t u r a l l a a d i n g condTtfsn.s. immediate emphasis would be placed on s t r u c t u r a l f i x e s . With t h i s t y p e of t e s t , no f l u t t e r bouldary would be d e f i n e d . W-AERB-AD f e e l s t h a t more t h a n a ' " r o s f g g test program i n d i c a t e d by kmes w i l l be r e q u i r e d . The most s e v e r e e o ~ d i t i c n scannot be e s t a b l i s h e d w i t h c e r t a i n t y w i t h o u t some e x p l o r a t o r y e f f c r t . Furthermore, a c e r t a i ~p o r t i o n of t h e f l u t t e r boundary n e a r t h e c r i t i c a l b u c k l i n g s t r e s s should be d e f f ~ e dt o determine t h e minimum dynamic p r e s s u r e f o r f l u t t e r w i t h v a r i o u s d i f f e r e n t i a l p r e s s u r e s , Mach numbers a d combinations of compressive and s h e a r l o a d i n g s . It i s b e l i e v e d t h a t a minimum of f o u r weeks t u n n e l time w i l l be r e q u i r e d t o o b t a i n t h e i n f o r m a t i o n n e c e s s a r y t o d e f i n e t h e f l u t t e r boundaries i n more d e t a i l and allow an assessment of t h e f l u t t e r problem. 5. Satur2 V Ground Winds (AU-5) a . As a r e s u l t of a c t i o n item b in memorandum from I - D I R , " P r e s e n t a t i o n of S t r u c t u r a l . Load Design C r i t e r i a , " d a t e d October 20, 1965, a meeting was h e l d o v October 29, 1965, among Messrs. A. G. Rainey, W. H. Reed 111, C. W. J o n e s , and M. C. Farmer of kangley and M r . R. W. W d k e r of MSFC t o d i s c u s s a d d i t i o ~ a lSaturD V ground winds t e s t s i n t h e Langley 16-foot transonic dynamic t u n n e l . The primary o b j e c t i v e s of such t e s t s were t o i 2 v e s t i g a t e , i n more d e t a i l , aerodynamic f i x e s , w i t h primary emphasis on o p t i m i z i n g t h e "haLosfPp r e v i o u s l y t e s t e d and, a£ t e r completing t h e aerodynamic f i x t e s t s , t o conduct t e s t s w i t h o u t r e d - l i n i n g model t o F r v e s t i g a t e peak response loads. Eangley p e r s o n n e l f e l t t h e proposed t e s t s were u q j u s t i f i e d because: (I), The f e a s i b i l i t y of u s i n g t h e p r e s e n t "halo'" c o ~ . f i g u r a t i s nhas n o t been thoroughly i n v e s t i g a t e d by MSFC. (2) Reduction of "haloq9s i z e would p o s s i b l y reduce t h e e f f e e t i v e r e s s of t h e h a l o s below an a c c e p t a b l e l e v e l . (3) So a d d i t i o n a l r e a s o n a b l e aerodynamic f i x e s have been proposed by MSPC. �( 4 ) I n v e s t i g a t i o n of peak response beyond t h e v a l u e s t e s t e d p r e v i o u s l y would be u s e l e s s because u n d e f i n a b l e changes i n t h e s t r u c t u r a l c h a r a c t e r i s t i c s of t h e model a t h i g h e r l o a d i n g s would invalidate the data. b. I f Langley personnel can be convinced t h a t such t e s t s a r e j u s t i f i e d , they will. r e q u i r e t h e following up-to-date information: ( 1 ) F i r s t n a t u r a l frequency of v e h i c l e on t h e launch pad and c r a w l e r f o r a l l weight c o n f i g u r a t i o n s t o be t e s t e d and c o r r e sponding mode shape and g e n e r a l i z e d mass f o r each c o n d i t i o n . ( 2 ) Allowable base bending moment and bending moment d i s t r i b u t i o n along vehicle. c. The f o l l o w i n g c o u r s e of a c t i o n i s being i n i t i a t e d by R-AERO-AU: (1) A formal memo and l e t t e r w i l l be w r i t t e n t o P & E and Kennedy Space C e n t e r , r e s p e c t i v e l y , r e l a t i n g ~ a n g l e y ' so p i n i o n on conducting such t e s t s and r e q u e s t i n g t h e i r r e a s o 2 s , i f any, why t h e s i z e and l o c a t i o n of t h e '%halos1' p r e v i o u s l y t e s t e d would be u n s a t i s f a c t o r y on t h e v e h i c l e . Also, i f t h e l a r g e l l h a l o s ' h c a n o t be used, R-AERO-AU should be informed of t h e maximum a l l o w a b l e " h a l o l b i z e and t h e l o c a t i o n where t h e y could be a p p l i e d . ( 2 ) Formally r e q u e s t up-to-date c h a r a c t e r i s t i c s and c a p a b i l i t i e s from P&VE. vehicle structural ( 3 ) I f such t e s t s o u t l i n e d above can be j u s t i f i e d , r e q u e s t Langley t o conduct them. d. Action item b w i l l r e q u i r e a d d i t i o n a l a i d from t h e c o n t r a c t o r (Boeing) s i n c e no t e s t i n g o r i g i n a l l y was p r o j e c t e d i n c o n t r a c t p l a n n i n g . M r . McNair i s reviewing p r e s e n t Boeing t a s k assignments t o determine i f t h i s a d d i t i o n a l workload may be absorbed w i t h o u t i n c r e a s i n g t h e o v e r a l l l a b o r a t o r y l e v e l of e f f o r t . This survey should be completed by November 1 7 , 1965. M r . E. D. Deese of KSC, who c o n t a c t e d t h i s o f f i c e on November 1 0 , 1965, r e p o r t e d t h a t KSC was working on o f f i c i a l exposure and r e a c t i o n times f o r t h e S a t u r n V v e h i c l e and t h a t a survey i n d i c a t e s t h a t v e h i c l e d e f l e c t i o n w i l l have t o be h e l d below 36 inches when t h e mobile s e r v i c e s t r u c t u r e (MSS) i s around t h e v e h i c l e . In addition, Mr. Deese suggested t h a t t h e i n f l u e n c e of t h e MSS on v e h i c l e dynamic r e s p o n s e be i n v e s t i g a t e d and t h a t aerodynamic l o a d s on t h e MSS i t s e l f be e s t a b l i s h e d , KSC would d e s i g n and f a b r i c a t e t h e model, and a d e c i s i o n would be needed i n t h e near f u t u r e t o meet a February o r March t e s t d a t e . R-AERO-AU �informed KSC o f ~ a n g l e y ' sp o s i t i o n and of t h e upcoming MSPC r e q u e s t . The KSC s u g g e s t i o n w i l l be i n c o r p o r a t e d i n t o t h e t e s t p l a n , i f f e a s i b l e . 6. S a t u r n 1 3 / ~ e n t a u rGround Winds Although R-AERO-AU has r e l e a s e d a l l scheduled wind t u n n e l r wind s t u d i e s , t h e c o n t r a c t w i t h Atkins time f o r S a t u r n Z ~ / ~ e n t a uground and M e r r i l h , H D ~ . , t o r e d e s i g 3 and c o n s t r u c t a more e x a c t a e r o e l a s t i c ground winds model of t h e S a t u r n ~ / @ e n t a uwas r n o t canceled. R-AERO-AU f e l t i t d e s i r a b l e t o c o n t i x u e w i t h t h e c o n s t r u c t i o n of t h i s model because Atkins and M e r r i l l had almost completed t h e r e d e s i g n o f t h e S-IS and S - I D s t a g e s when R-AERO-AU r e c e i v e d i n s t r ~ c t i o n st o r e l e a s e scheduled wind t u n n e l time. Also, because t h i s model has a more e x a c t mass and s t i f f n e s s d i s t r i b u t i o n , and because of t h e p o s s i b i l i t y o f u s i n g t h i s model w i t h o t h e r f u t u r e payload shapes and w e i g h t s , t h e model would be v e r y h e l p f u l i n u n d e r s t a n d i n g and f i n d i n g f i x e s for t h e g u s u ~ dwinds problem. The M a r t i n Company has prepared a p r e l i m i n a r y r e p o r t o f on.-line d a t a obtain.ed. du.ring the wind t u n n e l t e s t program ( P u b l i c a t i o n , Section 10); these reports a r e not f o r d i s t r i b u t i o n . N r t h e r data r e d u c t i o n by M a r t i n has h a l t e d a w a i t i n g c o n t r a c t n e g o t i a t i o n f o r c o s t overruns. 8. A e r o e l a s t i c C h a r a c t e r i s t i c s of Vehicle 203 Am experiment t o b e t t e r d e f i n e t h e p r e s s u r e d i s t r i b u t i o n i n t h e Mach range of .80 t o .95 has been completed. This i n f o r m a t i o n has been forwarded to Lockheed a s an aid i n determining t h e aerodynamic damping o f v e h i c l e 203. 9. Dynamics o f Separated Plow M r . E r i c i s s o n p r e s e n t e d t h e f i n a l r e s u l t s of c a n t r a c t NAS8-5338 02 November 9 , 1965. This c o n t r a c t w i l l be t e r m i n a t e d upon completion of a f i n a l r e p o r t t o be r e l e a s e d about December 31, 1965. �VI. DPXAMICS AND FLIGHT MECHANICS DIVISION A. Applied Guidance and P l i g h t Mechanics Branch 1. Saturn IB a. A memorandum e n t i t l e d " V e l o c i t y E r r o r Due t o T h r u s t Decay o f t h e S-IVB S t a g e f o r AS-201 and AS-20%80h a s b e e n d i s t r i b u t e d . A v e n t i n g a n a l y s i s f o r t h e AS-203 ( l i q u i d hydrogen e x p e r i m e n t ) h a s b e e n conducted, Preliminary r e s u l t s indicate t h a t variations i n vent force and i n s e r t i o n c o n d i t i o n s c a u s e no s i g n i f i c a n t change i n t h e o r b i t a l conditions. Thus, l i t t l e e f f e c t i s e x p e c t e d on t h e t r a c k i n g a c q u i s i t i ~ n and l o s s t i m e ; t h i s i s b e i n g s t u d i e d by R-AERO-F. b. Performance changes due t o i n d i v i d u a l p e r t u r b a t i o n s o f t h e s t a g e and v e h i c l e c h a r a c t e r i s t i c s sf t h e S a t u r n I ~ / @ e n k a u vr e h i c l e have b e e n d e t e r m i n e d , The NASA T e c h n i c a l Memorandum c o v e r i n g t h e g e n e r a l performance s u r v e y i s b e i n g p r e p a r e d . c. The s t u d y on l a u n c h p r o b a b i l i t y f o r d u a l l a u n c h t y p e m i s s i o n s h a s b e e n f i n i s h e d , and a r e p o r t i s b e i n g p r e p a r e d . 2, Saturn V a. The e f f e c t s o f c o n t i n u o u s o p e r a t i o n o f t h e AS-503 S-IVB oxygen-hydrogen b u r n e r (modified S-IV helium h e a t e r ) upon t h e LOR m i s s i o n parking o r b i t a r e being investigated. The b u r n e r w i l l be i n s t a l l e d o n AS-503 and s u b s e q u e n t p r i m a r i l y f o r r e p r e s s u r i z a t i o n of t h e S-Em s t a g e . However, i f t h e r e s u l t s o f t h e AS-20% e x p e r i m e n t i n d i c a t e t h e r e q u i r e m e n t , t h e b u r n e r w i l l be o p e r a t e d c o n t i n u o u s l y t h r o u g h o u t t h e p a r k i n g o r b i t t o p r o v i d e a d d i t i o n a l t h r u s t f o r s e t t l i n g t h e p r o p e l l a n t s i n t h e S-PVB. The The r e q u i r e d computer r u n s , b u r n e r h a s a t h r u s t l e v e l o f 15 t o 22 pounds. u s i n g p r e l i m i n a r y d a t a , have been s u b m i t t e d . b, The two-volume DM-2 d e s i g n r e f e r e n c e m i s s i o n document i s b e i n g i n s p e c t e d and c o r r e c t e d , and should go t o reproductizhn on December 11, 1965. T h i s document i s t h e p r o d u c t o f a j o i n t working organizations, operating g r o u p , composed o f p e r s o n s from t h e MSFC/TBC/NSC under t h e d i r e c t i o n o f t h e R e f e r e n c e T r a j e c t o r y Subpanel, c. A s t u d y o f t h e f e a s i b i l i t y o f i n i t i a t i n g g u i d a n c e d u r i n g t h e S-IC s t a g e o f t h e S a t u r n V AS-506 v e h i c l e shows t h a t t h e p a y l o a d c a n be i n c r e a s e d c o n s i d e r a b l y by u s i n g l i f t i n g t r a j e c t o r i e s l e a d i n g i n t o t h e r e l e a s e o f t h e HGM e q u a t i o n s between 80 t o 90 s e c o n d s , b u t t h e r e i s a l s o a n a s s o c i a t e d i n c r e a s e i n loads. An o p t i m i z e d z e r o - l i f t t r a j e c t o r y w i t h IGM b e i n g r e l e a s e d a f t e r tower j e t t i s o n was u s e d a s a r e f e r e n c e t r a j e c t o r y . The l o a d s were n o t i n c r e a s e d d u r i n g t h e b o o s t e r s t a g e s i n c e t h e a n g l e o f a t t a c k b u i l d u p came a f t e r t h e max q r e g i o n was p a s s e d . This approach �gave an i n c r e a s e of 1100 pounds i n parking o r b i t , This 1100 pounds could be t r a d e d back i n t o a s t e e p e r t r a j e c t o r y f o r a 3 p e r c e n t r e d u c t i o n i n l o a d s w i t h no payload p e n a l t y over t h e r e f e r e n c e t r a j e c t o r y . d. Openc and c l o s e d loop guidance i n t h e S-IC s t a g e o f t h e S a t u r n V AS-506 v e h i c l e i s being analyzed. The i t e r a t i v e guidance was r e l e a s e d on t h e r e f e r e n c e t r a j e c t o r y a f t e r t h e max q r e g i o n was The passed t o shape t h e t r a j e c t o r y f o r t h e open loop t i l t program. c l o s e d loop guidance approach i n t h e b o o s t e r could n o t be j u s t i f i e d over t h e open loop guidance system from a 3-sigma v e h i c l e and atmospheric p e r t u r b a t i o n study. However, an S-IC engine-out a n a l y s i s shows t h a t t h i s may n o t be the case. The engine-out a n a l y s i s i s completed, and a s i m i l a r a n a l y s i s of engine-out i n t h e S-IC s t a g e f o r l i f t i n g t r a j e c t o r i e s l e a d i n g i n t o IGM r e l e a s e a f t e r max q i s being made. e. The payload c a p a b i l i t y of S a t u r n V v e h i c l e s , based upon November c u r r e n t w e i g h t s , was r e c e i v e d from TBC and t r a n s m i t t e d t o I n d u s t r i a l Operations. 3. General a. A j o i n t working group c o n s i s t i n g of personnel: from t h e MSFC/GE/TBC/MSC/TRW o r g a n i z a t i o n s i s developing a computer program f o r The program employs g e n e r a t i n g " J o i n t Apollo Reference T r a j e c t o r i e s . " ( a s much a s p o s s i b l e ) t h e r e s u l t s of t h e ' V e h i c l e Systems and T r a j e c t o r y Analysis M o d u l a r i z a t i o n t > r o j e c t , and t h e " P r o j e c t Apollo Coordinate System Standards." For c u r r e n t needs, a m a k e s h i f t program i s i n o p e r a t i o n t o g e n e r a t e documents such a s t h e DRM-2, b u t , a t t h e same time, t h e e f f i c i e n t modularized program i s being developed. The modularized program should be e a s i l y modified t o g e n e r a t e o p e r a t i o n a l t r a j e c t o r i e s when t h a t phase o f t h e program i s reached. b. S t u d i e s a r e b e i n g conducted by Boeing, C h r y s l e r , Northrop and in-house personnel i n c o o r d i n a t i o n w i t h AERO-F, P&VE, and ASTR on t h e e f f e c t s of t h r u s t o s c i l l a t i o n r e s u l t i n g from t h e closed-loop a c t i o n of t h e p r o p e l l a n t u t i l i z a t i o n system d u r i n g t h e S-I1 and S-IVB f l i g h t on t h e guidance accuracy and payload. These s t u d i e s c o n s i d e r both p r e d i c t e d t h r u s t h i s t o r i e s (provided by P&VE) and p a r a m e t r i c v a r i a t i o n s i n t h e amplitude and p e r i o d of a s i n e wave r e p r e s e n t a t i o n of t h r u s t . These s t u d i e s , which i n c l u d e b o t h t h e S a t u r n I B and t h e S a t u r n V v e h i c l e s , a r e being g i v e n t o p p r i o r i t y i n t h e guidance work of a l l of t h e i n d i c a t e d groups, w i t h a heavy commitment of manpower and computer time involved. c. The s t e e p e s t d e s c e n t o p t i m a l t r a j e c t o r y program has been completed. The program u s i n g t h e complete a d j o i n t method which f i n d s e x a c t o p t i m a l s i n t h e sense t h a t t h e t r a j e c t o r i e s s a t i s f y t h e n e c e s s a r y c o n d i t i o n i s a l s o completed. It i s planned t o i n c o r p o r a t e i n e q u a l i t y c o n s t r a i n t s i n t o t h e l a t t e r program i n t h e near f u t u r e . Reports on t h e �two t e c h n i q u e s a r e b e i n g prepared a s w e l l a s a summary o f t h e r e l a t i v e advantages and d i s a d v a n t a g e s . This work has been performed t o develop an in-house c a p a b i l i t y i n o p t i m i z a t i o n techniques o t h e r t h a n c l a s s i c a l COV i n a d d i t i o n t o t h e obvious advantage of o b t a i n i n g a good program. d. A study i s being i n i t i a t e d t o s i m p l i f y and reduce t h e g e n e r a l s t a g e i t e r a t i v e guidance e q u a t i o n s by e l i m i n a t i n g t h e c r o s s coupling yaw s t e e r i n g r a t e Q K 4 ) . A memorandum o n the r e s u l t s w i l l be issued. e. The study on the p r o b a b i l i t y o f t h e S-IVB/IU the moon i s complete and a r e p o r t has been prepared. impacttng f. The purpose of t h e l u n a r launch window s t u d y i s t o show the e f f e c t of t h e o p e r a t i o n a l c o n s t r a i n t s o f launch azimuth, Bawnch l i g h t i n g , Lunar l i g h t i n g , launch window w i d t h , and Paunch p e r i o d on t h e l u n a r launch windows f o r t h e 1967-72 time perksd. An I n t e r n a l Note i s being prepared. ?%he c r l n s t r a f n t o f launch l i g h t i n g Fs being removed from t h e c u r v e s , and t h e r e s u l t i ~ gk a ~ n c bwindow d i s p l a y s will be published i n another report. 4. Advanced Apollo Program ( U P ) a. Program). The name MAP seems uncommonly a p p r o p r i a t e i n t h i s c a s e because t h e program d e s i r e d i s t o examine launch o -p-p o r t u n i t i e s and miss i o n c o n s t r a i n t s and 'hap" o u t f o r t h e u s e r t h o s e Launch s p p o r t u n i t i e s and launch c o n d i t i o n s t h a t a l l o w one t o s a t i s f y a l l t h e d e f i n e d c o n s t r a i n t s . Although approximations a r e used i n t h i s p r e l i m i n a r y a n a l y s i s , t h e MAP results are quite reliable. The program i n use a t MSC f o r MAP purposes was picked up l a s t week; no documentation i s a v a i l a b l e . The MSC program i s limited t o lunar applications. Our i n t e n t i s t o p i c k up a program from Goddard t h a t has some g e n e r a l f e a t u r e s d e s i r e d f o r t h e MAP program, p u l l any u s e f u l modules from t h e MSC program, and d e v e l c p o t h e r modules r e q u i r e d t o produce t h e d e s i r e d MAP program. The r e s u l t a n t program should be e s p e c i a l l y u s e f u l f a r AAP s t u d i e s . b. The payload c a p a b i l i t y of Saturn I B v e h i c l e s , based upon November c u r r e n t wei,ghts, was r e c e i v e d from CCSD and t r a n s m i t t e d t o I n d u s t r i a l Operations. c. S a t u r n HB P o l a r O r b i t s . Optimized t r a j e c t o r i e s f o r S a t u r n I B P o l a r O r b i t s have been generated f o r b o t h a t h r e e - s t a g e d i r e c t a s c e n t i n t o a 200 nm c i r c u l a r p o l a r o r b i t and f o r a f l i g h t p r o f i l e w i t h a s u b o r b i t a l s t a r t of t h e S e r v i c e M ~ d u l ei n t o an 80 nm e l l i p s e c i r c u l a r i z e d a t apogee u s i n g a second burn of t h e SM. Work c o n t i n u e s t o i n c l u d e a 14-day o r b i t and d e - o r b i t t o the r e e n t r y p o i n t , b u t p r o g r e s s i s slow because of problems i n t h e computer r o u t i n e . �T r a j e c t o r i e s have been completed f o r a S a t u r n I B v e h i c l e d. two-stage d i r e c t a s c e n t i n t o a 200 m c i r c u l a r o r b i t f o r Apol%a a p p l i c a t i o n s o r b i t a l experiments, One v e h i c l e would be used f o r a f u e l t r a n s f e r experiment, w h i l e the o t h e r would house an o r b i t a l workshop i n t h e D o c m e n t a t i o n has been delayed because empty S-IVB p r o p e l l a n t tanks. of o t h e r work w i t h higher p r i o r i t i e s . e. A study has been i n i t i a t e d t o d e f i n e t h e amount s f f l i g h t performance r e s e r v e s r e q u i r e d t o guarantee S a t u r n I W payloads when t h e S e r v i c e Module i s used a s a t h i r d s t a g e . A nominal t r a j e c t o r y The s t u d y , has been determined based upon an 81 nm by 107 run e l l i p s e . being j o i n t l y conducted w i t h h c k h e e d , i s 50 per c e n t complete. f, An e x i s t i n g caZcuPus o f v a r i a t i o n s computer r o u t i n e l w i t h m o d i f i c a t i o n s t o c u t o f f on C3 and i s o l a t e a n i n j e c t i o n plane has been checked o u t . Wurk w i l l resume when problems of higher p r i o r i t y have been s t u d i e d . The r e q i ~ % r e m e nft o r t h i s program has been r e c s g ~ i z e d fram surveying t h e prap-jsed U P m i s s i o n s . g. A s t u d y i s b e i n g conducted t o d e f i n e t h e c a p a b i l i t y of t h e S a t u r n V v e h i c l e c f p l a c i n g a paylcad i n t o a synchronous e q u a k o r i a l orbit. The s t u d y i n c l u d e s both a s u b o r b i t a l s t a r t of t h e S-It% i n t o a 100 nm p a r k i n g o r b i t and an o r b i t a l s t a r t of t h e S-PVB o u t of 100 run parking o r b i t . The r e q u i r e d plane change i s made a f t e r t h e parktng o r b i t . h. Saturn V Polar Orbit. The pay1,oad c a p a b i l i t y of t h e Saturn V v e h i c l e f o r 200 nm a l t i t u d e p o l a r o r b i t has been d e f i n e d and documented i n R-AEIPO-DAP-104-65. . i. A 1 1 S a t u r n HB and S a t u r n ~ ~ / ~ e n t performance a u r c a p a b i l i t y d a t a have been completed. J. The comparison of machine time v e r s u s accuracy of v a r i o u s e x i s t i n g perfcrrnanee r o u t i n e s and t h e Lockheed-developed PRESTO I f t h e Leckheed claims f o r t h i s program a r e r o u t i n e i s completed. v e r i f i e d , i t should prove t o be an e x c e l l e n t tcoL f o r U P f l i g h t p r o f i l e s . k. A memorandum has been d i s t r i b u t e d which documents t h e m i s s i o n p r o f i l e f o r AAP l u n a r mapping mission. T h i s p r o f i l e was p r e s e n t e d a t t h e AAP M i s s i o n Planning Task Force meeting a t MSC on November 9 , 1. Development s f t h e e a r t h o r b i t a l rendezvous deck u s i n g IGM continued. Two t y p e s o f rendezvous a r e now being attempted. In t h e f i r s t c a s e b o t h t h e p u r s u i t and t a r g e t v e h i c l e s a r e i n c i r c u l a r p a r k i n g o r b i t s w i t h t h e p u r s u i t v e h i c l e i n the inner o r b i t . These two v e h i c l e s have been brought t o w i t h i n 10 k i l o m e t e r s of each o t h e r w i t h small e r r o r s I n the second c a s e t h e t a r g e t v e h i c l e i s i n an e l l i p t i c a l i n velocity, orbit. F a i r l y l a r g e e r r o r s i n p o s i t i o n a r e a l s o being o b t a i n e d i n t h i s case. Continued development and refinement of t h i s deck should e l i m i n a t e t h e s e inaccrlracies i n p o s i t ion. �5. Contractors (1) AS-501 R e f e r e n c e T r a j e c t o r y Document: The Boeing document "AS-581 Launch V e h i c l e R e f e r e n c e ' T r a j e c t c r y s vi s b e i n g reviewed before r e l e a s e . (29 AS-502 R e i e r e n c e T r a j e c t o r y Dosl.m?nf: The AS-582 launch v e h i c l e r e f e r e n c e t r a j e c t o r y i s being prepared, 31e b a s i c t r a j e c E2wevez-, a n a d d i t i o n a l t o r y w i l l be f o r l a u n c h a l o n g an azimuth of 72'. s t u d y w i l l . be made t o d e t e r m i n e t h e e f f e c t of a v a r i a b l e haunch azimuth and a v a r i a b l e c o a s t p e r i o d i n p a r k i n g o r b i t on the ground t r a c k , s p l a s h s i t e , l a u n c h windaw, and t r a c k i n g a v a i l a b k l i t y . (13) AS-363 P x e l i v a n a r q Elnss i ~ Prc n file: Ike AS-563 p r e l i m i n a r y rnissaon p r ~ f i l ewas p r e s e n t e d ks t h e L 2,B sl-&bpa.neIm e e t i n g ? t h a t %ha p r o f i l e a t MSC o n November 5 , 1965, MSt personnel ~ ~ i n k e dt did not completely s a t i s f y a s e t c f r e i e n r l y r e l e a s e d S / C m i s s f ~ n requirements. MSC r e q u e s t e d MSBC serpprlrt i n p r e p a r i n g a s e t ?F l a u n c h v e h i c l e i n j e c t i o n characteristics f o r s e v e r a l p c s s i b l e S / C missLon profiles. Boeing i s p r e p a r i n g t h e d a t a . ( 4 ) AS-504 Spectrum: I n r e s p o n s e t o a r e q u e s t of t h e r e f e r e n c e t r a j e c t o r y s u b p a n e l , a s e t of k r a j e c t a r i e s i s b e i n g g e n e r a t e d f o r t h e AS-504 m i s s i c n , This s e t bncludes f i v e launch a z i m u t h s w i t h a f i r s t and second o r b i t i n j e c t i o n from e a c h , f o r a t c t s l 0 2 P O t r a j e c t o r i e s . The d a t a t o be g e n e r a t e d f o r d a y s o t h e r t h a n t h e primary l a u n c h day have n o t been d e c i d e d upon. T h i s work i s scheduled t o be completed by December 13. (5) T r a j e c t o r y O p t i m i z a t i o n Program: %be document d e s c r i b i n g t h e r e s u l t s of t h e s t e e p e s t a s c e n t t r a j e c t o r y s t u d y f o r maximizing p a y l c a d i n o r b i t s u b j e c t t o Lnequal-ity c ~ n s t r a i n t sd u r i n g a t m o s p h e r i c f l i g h t i s b e i n g c ~ m p l e t e d . A d ~ s c u s s i c n<>f t h e c o m p a t i b i l i t y of t h e r e s u l t s with s t a g i n g requirements i s being ~ n c l u d e d , Application of ISONAX t o t h e a n a l y s i s i s b e t n g s t u d i e d . 6 F l i g h t P l a n Computer Program Develcprnent : T h i s program, which i s a p o r t i o n of t h e J o i n t ApolEc R e f e r e n c e T r a j e c t o r y Program, i s t o be used f o r a d e t a i l e d s s m u l a t i s n ~f the launch v e h i c l e flight. E n g i n e e r i n g a n a l y s i s i s c o n t i n u i n g on t h e p a r k i a g o r b i t and b o o s t - t o - i n j e c t i o n s i m u B a t ~ o n s , Models f 3 r v e n t % n g and u l l a g e t h r u s t have b e e n d e v e l o p e d and coded. The s t u d y o f p a r k i n g o r b i t p e r t u r b a t i o n s caused by t h e moon and s u n , a s w e l l as checkout cf p a r k i n g o r b i t subr o u t i n e s , h a s b e e n d e l a y e d because o f program checkout. �( 7 ) T a r g e t i n g D e f i n i t i o n and S i m p l i f i c a t i o n : The purpose o f t h i s assignment i s t o f i n d t h e b e s t way t o d e f i n e and make a v a i l a b l e t h e t a r g e t i n g parameters a s r e q u i r e d by t h e i t e r a t i v e guidance mode, The t a r g e t parameters r e p r e s e n t o r b i t and l u n a r i n j e c t i o n t e r m i n a l c o n d i t i o n s . An e x p r e s s i o n has been o b t a i n e d f o r launch azimuth v a r i a t i o n a s a f u n c t i o n of time o f launch f o r t h e simple s p h e r i c a l case. Difficulties have been encountered i n g e n e r a t i n g a f u n c t i o n which w i l l make up t h e d i f f e r e n c e i n going from t h e s p h e r i c a l t o the complete case. b. Chrysler (1) AS-203 and AS-204 Engine-Out Analysis: The r e s u l t s of t h e s i n g l e and d u a l S-IB engine-out s t u d i e s f o r t h e AS-203 and AS-204 v e h i c l e s a r e being published. ( 2 ) AS-203 Launch Vehicle Reference T r a j e c t o r y : An AS-203 r e v i s e d launch v e h i c l e r e f e r e n c e t r a j e c t o r y has been g e n e r a t e d , and p r e l i m i n a r y documentation h a s been r e c e i v e d . A f l i g h t c o r r i d o r , d e s i g n t r a j e c t o r i e s , and f l i g h t performance r e s e r v e requirements being prepared should be completed e a r l y i n December. (3) AS-203 I n t e r s t a g e Venting T r a j e c t o r y : P r e l i m i n a r y documentation of a maximum and minimum p r e s s u r e time h i s t o r y has been received. Review o f t h e s e t r a j e c t o r i e s w i l l be a j o i n t e f f o r t w i t h R-AERO-ADD. (4) AS-204 Launch Vehicle Reference T r a j e c t o r y : The f l i g h t c o r r i d o r , d e s i g n t r a j e c t o r i e s , and f l i g h t performance r e s e r v e requirements document i s being published. (5) AS-205 and 206 P r e l i m i n a r y Launch V e h i c l e Reference T r a j e c t o r i e s : The AS-205 and 206 launch v e h i c l e p r e l i m i n a r y r e f e r e n c e t r a j e c t o r i e s have been documented. A f l i g h t c o r r i d o r , d e s i g n t r a j e c t o r i e s , and f l i g h t performance r e s e r v e requirements f o r AS-206 a r e being generated. The AS-205 d e s i g n t r a j e c t o r i e s , f l i g h t c o r r i d o r , e t c . , a r e being published. (6) AS-205 and AS-206 Abort and A l t e r n a t e Missions: P r e l i m i n a r y documentation of AS-205 and AS-206 a b o r t and a l t e r n a t e m i s s i o n p l a n s i s b e i n g reviewed. AS-207 P r e l i m i n a r y Launch Vehicle Reference (7) T r a j e c t o r y : A f l i g h t c o r r i d o r , d e s i g n t r a j e c t o r i e s , and f l i g h t performance r e s e r v e requirements a r e b e i n g determined and should be completed i n December. (8) AS-207 Abort and A l t e r n a t e Missions: A s t u d y i s underway t o d e f i n e the performance c a p a b i l i t y of the AS-207 v e h i c l e w i t h s i n g l e and d u a l e n g i n e s o u t t o perform t h e primary m i s s i o n o r t o d e f i n e an a c c e p t a b l e a l t e r n a t e mission. �( 9 ) T h r e e - D e g r e e s - o f - F r d m Computer Routine: A v e r y a c c u r a t e check o f t h e AS-207 launch v e h i c l e r e f e r e n c e t r a j e c t o r y has been obtained. Work c o n t i n u e s on expanding t h e c a p a b i l i t y of t h i s r o u t i n e , which i s t o r e p l a c e t h e r o u t i n e now being used. c. Lockheed The use o f s w i t c h i n g f u n c t i o n t h e o r y t o d e t e r m i n e optimum s t a g i n g p o i n t s i s being i n v e s t i g a t e d . The s w i t c h i n g f u n c t i o n e q u a t i o n s have been w r i t t e n and have been i n c o r p o r a t e d i n t o a n e x i s t i n g two-dimensional vacuum computer r o u t i n e . Checkout a n a l y s i s i s complete, If t h e and t h e three-dimensional e q u a t i o n s a r e being formulated. s w i t c h i n g f u n c t i o n approach proves t o be p r a c t i c a l f o r g e n e r a l performance c a l c u l a t i . o n s , i t i s planned t o e v e n t u a l l y r e p l a c e o r modify e x i s t i n g performance computer programs u n t i l a l l programs u s e t h i s much more e f f i c i e n t technique. d, Ling-Temco -Vought The l u n a r launch window study,wilP be completed i n December w i t h f i n a l documentation i n January. No major problems have been encountered. e. Northrop (1) The E r r o r P r o p a g a t i o n Computer Program w i l l u s e a Monte C a r l o t e c h n i q u e t o g e n e r a t e a s e t of t r a n s l u n a r i n j e c t i o n e r r o r s ; t h e n , u s i n g a s e t o f two body p a r t i a l d e r i v a t i v e s , t h e s e e r r o r s w i l l be propagated t o p o s i t i o n and v e l o c i t y e r r o r s a t some f u t u r e time a l o n g t h e trajectory. Using t h e s e new p o s i t i o n and v e l o c i t y p o i n t s , a d i s t r i b u t i o n This program w i l l be used t o s u p p o r t of midcourse AV w i l l be g e n e r a t e d . both Apollo and AAP s t u d i e s . The advantage of t h i s program over p r e v i o u s r o u t i n e s i s t h e i n c o r p o r a t i o n of t h e two-body p a r t i a l d e r i v a t i v e s which w i l l a l l o w much f a s t e r and more e f f i c i e n t g e n e r a t i o n of t h e d e s i r e d d a t a a t l i t t l e l o s s i n accuracy. ( 2 ) The second p a r t o f t h e S a t u r n V hardware e r r o r The d a t a a r e being a n a l y z e d , analysis i s i n the d a t a processing stage. using Monte C a r l o t e c h n i q u e s , and a r e b e i n g compared t o t h e r e s u l t s o b t a i n e d from t h e r o o t sum s q u a r e (RSS) s t u d y p r e v i o u s l y completed, A Monte C a r l o a n a l y s i s of t h e p o s i t i o n and v e l o c i t y v e c t o r s a t i n j e c t i o n onto t h e l u n a r t r a n s f e r c o n i c has g i v e n an e r r o r p r e d i c t i o n a l m o s t i d e n t i c a l t o t h a t o b t a i n e d w i t h t h e RSS method. ( 3 ) A guidance p l a t f o r m switchover c a p a b i l i t y has been s u c c e s s f u l l y added t o t h e System A n a l y s i s deck. This deck can now be used t o conduct a study i n which b o t h open l o o p and c l o s e d l o o p t r a j e c It i s hoped t h a t t h i s s t u d y w i l l t o r i e s a r e s i m u l t a n e o u s l y simulated. r e v e a l t h a t open loop guidance can be used f o r checkout of t r a j e c t o r i e s guided by e i t h e r open o r c l o s e d loop methods. �(4) The r e s u l t s of a p e r t u r b a t i o n s t u d y on t h e r e c e n t l y developed l u n a r b r a k i n g deck u s i n g IGM have been g i v e n t o i n t e r e s t e d NASA personnel. Another p e r t u r b a t i o n s t u d y i s underway i n which t h e i n c l i n a t i o n and nodal l o n g i t u d e a r e p r e s p e c i f i e d and f i x e d . B. Control Theory Branch 1. Saturn I B The l o s s of h y d r a u l i c power t o one c o n t r o l engine o f t h e AS-204 v e h i c l e has been i n v e s t i g a t e d from l i f t - o f f t o a f l i g h t time o f 50 seconds. I n c a s e s where t h e r o l l r a t e of t h e v e h i c l e was e x c e s s i v e l y h i g h , t h e t r a j e c t o r y was terminated. This i s i n answer t o an a c t i o n item from t h e F l i g h t Mechanics P a n e l , which r e q u e s t e d t h i s f a i l u r e mode be extended and t h e t r a j e c t o r y p r i n t o u t f u r n i s h e d t o t h e p r o p e r people a t MSC, Houston. Three c a s e s have been chosen. A l l t h r e e c a s e s b u i l d t o a p i t c h and yaw a t t i t u d e r a t e of 1 t o 2 degrees per second. However, t h e r o l l r a t e goes t o 5 degrees p e r second f o r a l l t h r e e c a s e s i n l e s s than two seconds a f t e r t h e f a i l u r e . From t h i s p o i n t t h e behavior of t h e three cases d i f f e r . CASE 1. The r o l l r a t e c o n t i n u e s to b u i l d and t h e p i t c h and yaw r a t e s remain c o n s t a n t o r d e c r e a s e . A t t h e end of 5 seconds, t h e r o l l r a t e i s 11 degrees p e r second and t h e p i t c h and yaw r a t e s a r e o n l y 1%d e g r e e s p e r second. A t 3% seconds a f t e r f a i l u r e , t h e pitch-yaw a t t i t u d e i s 5 d e g r e e s w i t h a r a t e o f 1 314 degrees p e r second. However, t h e r o l l a n g l e i s 19 d e g r e e s w i t h a r o l l r a t e of 7% d e g r e e s per second. CASE 2. The r o l l r a t e remains f a i r l y c o n s t a n t a t 4% t o 5 degrees per second, and t h e p i t c h and yaw r a t e s drop t o 1 d e g r e e per second o r l e s s . A t t h e end of 8 seconds, t h e r o l l r a t e i s 5 degrees per second and t h e pitch-yaw r a t e s a r e % d e g r e e p e r second. A t t h e end of 4 seconds a f t e r f a i l u r e , t h e pitch-yaw a t t i t u d e a n g l e i s 5 degrees w i t h a r a t e o f 1 d e g r e e p e r second; however, t h e r o l l a n g l e i s 17% degrees w i t h a r a t e of 4% d e g r e e s p e r second. CASE 3. The r o l l r a t e goes t o 5 degrees p e r second w i t h i n 1%seconds a f t e r f a i l u r e and t h e n r e t u r n s t o z e r o a f t e r 5% seconds from f a i l u r e . The pitch-yaw r a t e s go t o 1%d e g r e e s p e r second w i t h 2 seconds a f t e r f a i l u r e and t h e n r e t u r n t o z e r o w i t h i n 6 seconds from failure. A t t h e end o f 6 seconds, t h e pitch-yaw r a t e s and t h e r o l l r a t e s a r e z e r o ; however, t h e pitch-yaw a n g l e i s 5 degrees and t h e r o l l a n g l e i s 16 degrees. These t h r e e c a s e s g i v e a good spread o f t h e v e h i c l e behavior under t h e i n £ luence of h y d r a u l i c f a i l u r e t o one c o n t r o l engine. These r e s u l t s s u g g e s t t h a t t h e r o l l r a t e s and a n g l e s a r e b e t t e r i n d i c a t o r s �o f impending t r o u b l e from t h i s f a i l u r e t h a n t h e pitch-yaw s i g n a l s . N o t i c e i n a l l t h r e e c a s e s t h e r o l l r a t e was 5 d e g r e e s p e r second i n l e s s t h a n 2 seconds a f t e r f a i l u r e . At t h e t h e , t h e r o l l r a t e was 5 d e g r e e s p e r s e c o n d , t h e pitch-yaw r a t e s were l e s s t h a n 2 d e g r e e s p e r s e c o n d , and t h e pitch-yaw a n g l e s were e q u a l t o o r l e s s t h a n 2 degrees. (1) C o n t r o l r e s p o n s e s c o v e r i n g f i r s t s t a g e f l i g h t time t o d e t e r m i n e bending moments and c o n t r o l v a r i a b l e e n v e l o p e s e r e b e i n g Wind g u s t s w i l l be a p p l i e d g e n e r a t e d u s i n g c o n t r o l . w e i g h t s mass d a t a . a t a l l a l t i t u d e s t o comply w i t h t h e new d e s i g n c r i t e r i a . ( 2 ) A s t u d y t o d e t e r m i n e t h e e f f e c t o f wind d i r e c t i o n and wind speed o n r i g i d body c v n t r o l r e s p o n s e s and pertinent t r a j e c t o r y November 3 , 1 9 6 5 , i n f o r m a t i o n h a s been documented i n Memo R-AERO-DCC-36-65, ( 3 ) %he r e s u l t s o f a s t u d y t o d e t e r m i n e t h e RSS bending moments and c n r r e s p o n d i n g v e h i c l e c o n t r o l r e s p n n s e s have b e e n documented a s Memo R-AERQ-DCC-37-65. The s t u d y , based e n new c o n t r o l w e i g h t s , w i l l s u p e r s e d e d a t a p u b l i s h e d i n R-AERO-DCC-26-65, August 1 2 , 1 9 6 5 . The d a t a cover time p o i n t s c o r r e s p o n d i n g t o Mach L.0, max q , and j u s t b e f o r e inboard e n g i n e c u t o f f . A b r i e f s t u d y o f t h e c o n t r o l s f t h e AS-207 v e h i e l e w i t h o u t f i n s h a s been made t o o b t a i n d a t a f o r comparison w i t h t h e proposed s t a n d a r d l a u n c h v e h i c l e . The e f f e c t o n s t a g i n g o f s h o r t e n i n g t h e t i m e between d. IECO and OECO f o r t h e S a t u r n PB h a s been examined. The p r e s e n t sequence a l l o w s 6 s e c o n d s between t h e two e v e n t s , c o s t i n g a p p r o x i m a t e l y 200 pounds It was d e t e r m i n e d t h a t one second between t h e two e v e n t s i n payload. would be s u f f i c i e n t f o r s t a g i n g r e q u i r e m e n t s from a c o n t r o l s t a n d p o i n t . e. Using AS-202 d a t a , r i g i d body r e s p o n s e s and bending moment c o e f f i c i e n t s were d e t e r m i n e d f o r time p o i n t s i n t h e h i g h "qs' r e g i o n o f flight. The c o n t r o l system used was DMP w i t h a c c e l e r o m e t e r f e e d b a c k , f o r a n a t u r a l f r e q u e n c y r a n g e o f .O5 t o . 3 and damping r a t i o s f - 5 and .7. The bending moments were d e t e r m i n e d f o r e a c h c a s e t o i n v e s t i g a t e t h e e f f e c t o f t h e c o n t r o l f r e q u e n c y . T h i s s t u d y i s 9 5 p e r c e n t complete. 2. Saturn BB/~entaur a. A s t u d y t o d e t e r m i n e c o n t r o l r e s p o n s e s and b e n d i n g moments t o c o v e r time p o i n t s o v e r t h e f i r s t s t a g e f l i g h t h a s been documented. These d a t a , i n c o n j u n c t i o n w i t h t h e d a t a p r e v i o u s l y p u b l i s h e d f o r t h e c r i t i c a l t i m e p o i n t s , w i l l be used t o d e t e r m i n e e n v e l o p e s o f t h e r e s p o n s e s , T h i s w i l l t e r m i n a t e t h e Centaur e f f o r t . �b. The r e s u l t s of t h e S a t u r n ~ ~ / ~ e n t ai nus u r l a t i o n panels s e p a r a t i o n s t u d y a r e b e i n g documented. 3. Saturn V The c o u p l i n g of h i g h e r modes w i t h t h e r i g i d body p i t c h and d r i f t mode i s being i n v e s t i g a t e d t o determine t h e g a i n s r e q u i r e d t o m a i n t a i n a g i v e n frequency, damping and d r i f t r o o t l o c a t i o n a s h i g h e r modes a r e included i n t h e system. The modes t o be added f i r s t a r e t h e engine, low frequency s l o s h , and t h e f i r s t bending modes. P r e s e n t l y , e i g h t d i f f e r e n t combinations of t h e s e modes have been c a t e g o r i z e d , r a n g i n g from a t h i r d - o r d e r system ( r i g i d body p i t c h and d r i f t modes) t o a n i n t h o r d e r system ( p i t c h , d r i f t , s l o s h , and one The numerator and bending mode w i t h second-order engine dynamicsj,:' denominator pslynomiaks f o r t h e s e e i g h t systems have been o b t a i n e d . Data a r e being p r e p a r e d t o o b t a i n t h e t r a n s f e r f u n c t i o n s from s e n s o r o u t p u t t o engine command. 4. General a. The t r a j e c t o r y , mass bending, s l o s h and aerodynamic d a t a were t r a n s m i t t e d t o Lockheed on November 1 0 t h f o r t h e i r s t u d y , "A Nonlinear slender-body-theory aerodynamic F i l t e r f o r High Frequency Cutoff. "'he c o e f f i c i e n t s a r e being o b t a i n e d . b e The s t u d y of r e a c t i o n j e t c o n t r o l f o r t h e r e c o v e r a b l e S-IC b o o s t e r d u r i n g r e e n t r y i s being r e v i s e d and extended. Newer, more r e l i a b l e aerodynamic d a t a a r e being used t o c a l c u l a t e t h e v e h i c l e parame t e r s f o r t h e forthcoming analog s i m u l a t i o n . Analog computation procedures have been i n i t i a t e d , and t h e programming i s being checked f o r c o r r e c t n e s s . c. F l i g h t s i m u l a t i o n s have been made t o p l o t time t r a c e s of t h e S - I 1 s t a g e gimbal a n g l e over a ten-second p e r i o d f o l l o w i n g f i r s t stage separation ( f i r s t plane). The t r a c e s were r e q u e s t e d by R-P&VE-PTE f o r use i n engine h e a t i n g c a l c u l a t i o n s . The s i m u l a t i o n s a r e being documented. d. The S-IC s t a g e t r a n s i e n t s r e s u l t i n g from an engine f a i l u r e near c u t o f f a r e b e i n g reexamined w i t h r e v i s e d c o n t r o l system data. P r e l i m i n a r y r e s u l t s i n d i c a t e t h a t t h e t r a n s i e n t s w i l l be s i g n i f i Another memo w i l l c a n t l y lower t h a n t h o s e pub1 ished i n R-AERO-DCC-34-65. be i s s u e d t o r e f l e c t t h e change. e. The program t o a p p l y q u a d r a t i c c o s t c o n t r o l , Kalman f i l t e r i n g , and parameter e s t i m a t i o n techniques t o a f l e x i b l e v e h i c l e i s w e l l underway, S u c c e s s f u l o p e r a t i o n o f t h e Automatic S y n t h e s i s Program was achieved. T h i s program was chosen f o r mechanization and s e v e r a l Several o t h e r computer problems a s s o c i a t e d " w i t h ' i t s use were r e s o l v e d , �program a n a l y s i s t o o l s were a l s o p r e p a r e d . This work a s p r e s e n t e d i n t h e f o u r t h (October 1965) p r o g r e s s r e p o r t h a s b e e n c e n t e r e d a b o u t low o r d e r s y s t e m s u s e d a s b u i l d i n g b l o c k s toward more r e a l i s t i c c a s e s . f. The o b j e c t i v e o f t h i s c o n t r a c t f o r d e s i g n c r i t e r i a f o r space v e h i c l e d u r i n g t h e haunch p h a s e o f f l i g h t i s t o p r e p a r e a s e r i e s of monographs o n c o n t r o l and s t a b i l i t y f o r s p a c e l a u n c h v e h i c l e s . The f i r s t r e v i s e d monograph, VoZ. 11, P a r t 2 , "NonEinear S y s t e m s , " R e p o r t Noo GDC-DDE65-056, September I., 1965, h a s been r e c e i v e d . Personnel who a r e i n t e r e s t e d i n t h i s monograph sh?uld c o n t a c t W-AERO-DCA, 876-6917. The rough d r a f t mo~.ograph, V a l . I, P a r t 1, "Short P e r i o d D y n a m i c s , ' 2 a s b e e n reviewed b u t h a s n e t been. r e t u r n e d t o GI)/@. g. Optimum u t i l f z a t i e n , i n t h e RTAS program, 0% t h e t a p e r e a d - a n d - w r i t e pro.jced,~resd i d n o t z e d u c e t b e c 3mputer time s u f f l c i e n t l y Do a l l o w the product lo^ of t h e l a r g e mmber o f r u n s n e c e s s a r y , The system w i l l t h e r e f o r e be s i m p l i f i e d . by removing khe e n g i n e compliance Parallel e q u a t i o n s ; hopefuEly, k h g e w i l l r e d u c e t h e r u n n i n g t i m e . e f f o r t s a r e b e i n g made t e a d a p t a n c t h e r p r o g r a n EOP use i n t h i s s t u d y . 5, Contractors (1) The a n a l y s i s o f t h e AS-203 v e h i c l e s i s r e v e a l i n g few e n g i n e - o u t c a p a b i l i t i e s s f t h i s v e h i c l e because o f t h e l a r g e gimbal a n g l e s r e q u i r e d even f o r t h e nonma1functioning v e h i c l e i n r e s p o n s e t o t h e 95 p e r c e n t d e s i g n winds and t h e l a r g e u n c e r t a i n t i e s i n t h e aerodynamics. begun. (2) Engine-out a n a l y s e s on t h e AS-284 v e h i c l e have Many of t h e r e q u i r e d e n g i n e - o u t t r a j e c t o r i e s have been g e n e r a t e d . ( 3 ) Check-out r u n s on t h e 6D computer program m o d i f i c a t i o n s t o employ c o n t r o l f i l t e r s and n o n l i n e a r aerodynamics are i n progress. Use s f t h e m o d i f i c a t i o n s w i l l b e g i n s h o r t l y , ( 4 ) A s t u d y i s b e i n g made t o d e t e r m i n e t h e d i f f e r e n c e s i n t h e r i g i d body c o n t r o l v a r i a b l e s i n r e s p o n s e t o d e s i g n winds w i t h c o n t r o l f i l t e r s and a c t u a t o r l i m i t s and dynamics i n c l u d e d i n t h e simul a t i o n , a s compared t o s i m i l a r r e s p o n s e s when t h e f i l t e r s and a c t u a t o r dynamics a r e o m i t t e d . A l l d a t a n e c e s s a r y f o r t h e s t u d y have been f u r n i s h e d by MSFC. (5) F l e x i b l e body l o a d s were i n v e s t i g a t e d f o r t h e S a t u r n I B , 201 v e h i c l e u s i n g d e t a i l e d wind p r o f i l e s . Four winds measured w i t h t h e FPS-16 r a d a r / J i m s p h e r e were used f o r t h e a n a l y s i s . me winds o f J a n u a r y 12 ( T e s t No. 0866) and February 1 2 ( T e s t No. 0982) had h i g h �s h e a r s and r e l a t i v e l y Low wfnd speeds; t h e winds of March 9 , 1965 and These s t u d i e s were January 27 had high wind speeds and 1i.w wfnd s h e a r s . done i n c o n j u n c t i o n w i t h f l u t t e r s t u d i e s by D r . P l a t z e r . The s t u d y on ''A Nonlinear F i l t e r f o r High Frequency Gutoffto i s t o e x p l c f t t h e Lockheed GgeveBaped n o n l i n e a r f i l t e r f o r s u p p r e s s i o n n f unwanted f l e x i b l e feedback s i g n a l s i n t h e c o n t r o l loop During t h e f i r s t r e p o r t i n g p e r i o d , p r o g r e s s of the S a t u r n type v e h i c l e . was made i n determining l i n e a r network c h a r a c t e r i s t f c s r e q u i r e d f o r To r e a l i z e smooth passage e f f i c i e n t o p e r a t i e n of t h e n o n l i n e a r f i l t e r . s f a s i g n a l w i t h frequency below the f i l t e r c u t o f f , i t was a s c e r t a i n e d from a n a l y s i s and analog computer r u n s t h a t m u l t i p l e high frequency No s i g n a l s must undergo a s p e c i f i c p a t t e r n o f k i n e a r a t t e n u a t i o n . d i f f i c u l t y i s expected i n determining the law frequency phase and g a i n e f f e c t s of sampling and h y s t e r e s i s . c. Missi,3n S u p p o r t 98) Seqding and Sl3sbing A n a l y s i s , S a t u r n HB Vehicle, AS-233 B ~ o s t e rF l i g h t This study i s to determine t h e s t a b i l i t y requirements f o r t h e AS-203 f a r t h e f i r s t s t a g e o f f l i g h t . The f o l l o w i n g t a s k s have been completed. (2) (a) C:ai,n s e l e c t i o n and f i l t e r d e s i g n f a r gyro c o n t r o l a t t h e 140-second time p o i n t and f o r aft-mounted accelerometer c o n t r o l a t t h e 68-second and 80-second time p o i n t s . (b) S t a b i l i t y of the upper bending modes v e r i f i e d f o r t h e s e c a s e s , and a frequency r e s p o n s e a n a l y s i s completed f o r a l l c a s e s of gyro c a n t r o l and f o r t h e 60- and 80 second time p o i n t s wi.th t h e aft-mounted a c c e l e r o m e t e r . (c) Design of t h e accelerometer f i l t e r and loop f i l t e r i n i t i a t e d f o r t h e forward-mounted accelerometer cases. (d) Wark conti.nued on s e t t i n g up t h e f l e x i b l e body t r a n s i e n t response program. " K t i l i z a t i s n of V e l o c i t y Feedback From P l a t f o n n Mounted Accelerometer for Control of S a t u r n V LOR" An e f f o r t i s being made t o determine t h e l i m i t a t i o n s and problems encountered i n u s i n g v e l o c i t y feedback from a platform-mounted �accelerometer f o r c o n t r o l and load r e d u c t i o n . The v e l o c i t y feedback appears o n l y moderately e f f e c t i v e i n reducing bending moments w i t h o u t a d d i t i o n a l compensation. An a n a l y s i s of q u a n t i z a t i o n e r r o r s from sampling has begun. (3) Study t o Reduce Bending Moments v i a Control System Design The o b j e c t i v e f o r t h i s t a s k i s t o d e s i g n a c o n t r o l l e r t h a t w i l l minimize t h e i n t e g r a l of l a t e r a l v e l o c i t y r a i s e d t o an even power p l u s a q u a d r a t i c i n c o n t r o l e f f o r t . The c o n t r o l l e r has been o b t a i n e d a s a f u n c t i o n of time. Synthesizing t h e c c n t r o l l e r a s a f u n c t i o n of s t a t e v a r i a b l e s has c o n t i n u e d , w i t h c r o s s p r o d u c t s of t h e s t a t e v a r i a b l e s i n c l u d e d , by u s i n g a c u r v e - f i t t i n g procedure. A memorandum d e s c r i b i n g t h e r e s u l t s t o d a t e i s being w r i t t e n . (49 S t u d y t o Reduce Wending Moments v i a Control System Design, Variable C o e f f i c i e n t Case The o b j e c t i v e o f t h i s strmdy i s t o determine t h e degree of s u c c e s s which can be s b t a i n e d by using modern c o n t r o l t e c h n i q u e s t o d e s i g n a c o n t r o l system which w i l l reduce bending moments. Kalman f i l t e r t e c h n i q u e s a r e being used t o design a l i n e a r c o n t r o l system w i t h feedforward and feedback loops. (5) Nonlinear Accelerometer f o r Load R e l i e f The o b j e c t i v e of t h i s t a s k i s t o determine t h e bending moment r e d u c t i o n o b t a i n a b l e through t h e use of a n o n l i n e a r element i n t h e accelerometer feedback. Rigid body t r a j e c t o r y runs over t h e time of b o o s t e r f l i g h t were made w i t h t h e n o n l i n e a r a c c e l e r o m e t e r feedback added t o t h e b a s i c a t t i t u d e c o n t r s P L e ~ . The bending moments o b t a i n e d by a t t i t u d e c o n t r o l o n l y were compared w i t h t h o s e o b t a i n e d by adding a l i m i t e d accelerometer feedback--the Load r e d u c t i o n was approximately 43 p e r c e n t . A f i n a l r e p o r t i n d r a f t form bas been r e c e i v e d , but has n o t y e t been reviewed. (6) Generati.on o f a Graphical. o r Analytfcal. Formulation s f Peak Vehicle Responses The o b j e c t i v e o f t h i s s t u d y i s t o determine a g e n e r a l method f o r p r e d i c t i n g maximum v e h i c l e r e s p o n s e v a l u e s . After reviewing t h e summary o f work t o d a t e , i t was concluded t h a t t h e formulas f o r computing maximum v a l u e s , a l t h o u g h c o r r e c t , were n o t i n t h e d e s i r e d form a s a f u n c t i o n s f p h y s i c a l v e h i c l e parameters. A d d i t i o n a l work w i l l be n e c e s s a r y t o complete t h i s p r o j e c t . E v a l u a t i o n of t h e s e n s i t i v i t y s f t h e c o n t r o l law (7) t o changes i n t h e wind p r o f i l e and o f t h e weighting terms i n t h e q u a d r a t i c c r i t e r i o n w i l l be continued. �(8) The m o d i f i c a t i a n s to t h e B-2 Gape Deck t o i n c l u d e f i l t e r e q u a t i o n s and s t h e r v a r i a t i o n s needed f o r c c n t r o l s t u d i e s h a s been p u b l i s h e d i n L2ekbeed d~czament$) TM-5G-30-71, C. Dynamics AnaPys%s S r a n c h 1. Saturn HB a. The s l o s h model p a r a m e t e r s for AS-205 have been d e t e r m i n e d and a p r e l i m i n a r y copy cf t h e r e s u l t s g i v e n t o R-ASTR-P, f u l . f i l P i n g a s c h e d u l e a g r e e d upon by R-AERO-D an1 R-ASTR-F. b. A memsras-ndum has been d i s t r i b u t e d g i v i n g t h e r e s u l t s o f a bending a n a l y s i s o f AS-205 f i r s t - s t a g e f l i g h t . A mema p r e s e 9 t f " ~ gt h e r e s u l t s sf a bendixg a n a l y s i s s f t h e S a t u r n ~ ~ / ~ e a k af dur w r t % B i g h t s t a g e has E e e ~f s s u e d , 3. S a t u r n t' (1) Tasks t n a s s e s s t h e f i n a l c o n t r n l system d e s i g n f o r t h e S-EG, S - P I , and S-JV3 s t a g e s of t h e AS-SO1 v e h i c l e have been g i v e n Eng%ne o u t , d e t a i l wind p r o f i l e s and g u s t p e n e t r a t i o n a r e t o t o Bseing. be i n c l u d e d . ( 2 ) A c ~ n p a r i s 2 ncf t h e s t a b i l i t y c h a r a c t e r i s t i c s o f t h e v a r i o u s proposed c o n t r o l systems f o r t h e AS-501 s p a c e v e h i c l e h a s been c c n c l u d e d , w i t h a r o u g h d r a f t s f t h e r e p 2 r t a b o u t t w c - t h i r d s esmp l e t e d . (31 A r i g i d bedy t h r e e - d i m c n s i o n a l sirnuPation of t h e AS-501 s p a c e v e h i c l e u s i r l g t b nonlinear, ~ r 7 t a r y s l c s h mcdel d e v e l o p e d by D r . Bauer i s be-irlg s e t up on t h e a a n l s g computer. The e f f e c t o f t h e n o n l i n e a r s l o s h model the S a t u r n 19 r e s p c n s e w E l l be s t u d i e d . ~ j n ('1) A bend%.ng arialbysfs S~zmr AS-50.4 was completed and s e n t t o Bqeing f o r use in c ' n t r ~ Petud%es. ( 2 ) Four e a s e s of t h e r i g i d r e s p o n s e d a t a g e n e r a t e d f o r s t r u c t u r a l l o a d s f a r AS-504 a r e b e i x g compared. Tki,,e e a s e s c o n s i d e r e d are i d e a l e c n t r o E , a t t i t u d e o n l y , and d r i f t minimum c o n t r o l , u s i n g t h e s y n t h e t i c wind p r o f i l e s t a r t i n g a t t h e grqund and a t some i n i t i a l altitude. The v a r i s n s p a r a m e t e r v a r i a t i o n s w i l l be c o n s i d e r e d i n e a c h c a s e a d t h e RSS bendiqg rnGment determined. �c, AS-504, 505 and 506 S l o s h i n g Data The s l o s h model p a r a m e t e r s (mass, f r e q . ) a r e b e i n g c a l c u l a t e d f o r AS-504, 505 and 506 v e h i c l e s , The a r b i t r a r y shaped t a n k program i s b e i n g u s e d , d. D e t a i l e d Wind Study The wind r e s p o n s e s t u d i e s f o r S a t u r n V v e h i c l e u s i n g t h e h i g h speed a n a l o g a r e p r o g r e s s i n g . Various c o n t r o l s y s t e m s a r e being i n v e s t i g a t e d . The winds e x c e e d i n g t h e 95 p e r c e n t l e v e l o n bending moment have b e e n i s o l a t e d f o r i d e a l g y r o c o n t r o l law and a r e ( I ) winds being studied. Several interesting d e t a i l s are noticed: w i t h v e r y s m a l l m a g n i t u d e u n t i l around 10 k i l t m e t e r s t h e n p o s s e s s i n g l a r g e s h e a r s (wind speed change o f 45 m/sec i n 2080 m), b u t o n l y a v e r a g e peak wind magnitude (50 m / s e c ) , cause exceedances o n t h e bending moment; ( 2 ) nominal wind s h e a r s (wind speed change of 20 m/sec i n 9000 ma w i t h l a r g e wind magnitude (above 80 rn/see) a l s o c a u s e exceedances. This is v e r y i n t e r e s t i n g when compared w i t h t h e two s y n t h e t i c wfnd p r o f i l e s used, one s t a r t i n g a t t h e ground and t h e o t h e r a t some a l t i t u d e ( 7 km). The r e s u l t s show a p p r o x i m a t e l y 2 exceedances c u t o f 200 winds i n c a s e one and a p p r s x h a t e l y 4 o u t o f 200 i n c a s e two. The 200 winds used a r e t h e Jimsphere prof i l e s f o r t h i s year. 4. General a. Zero ''GR': The s u p p o r t work f o r t h e low 'kg"' drop t e s t is continuing. Some problems e x p e r i e n c e d i n t h e d r o p mechanism have been i s o l a t e d . C o r r e c t i o n s a r e b e i n g made, and t e s t s s h o u l d b e g i n i n a b o u t 2 weeks. T e s t s w i l l cover t h e i n i t i a l s l o s h problem p l u s r e s p o n s e t o impulse under low 'kg'',Tanks w i t h and w i t h o u t b a f f l e s w i l l be t e s t e d . b. Damping S t u d i e s : A l l v i b r a t i o n t e s t i n g o f t h e l / 5 s c a l e A detailed final t e s t model was completed d u r i n g t h e r e p o r t i n g p e r i o d . r e p o r t i s being prepared, c. Data Tape: The g e n e r a l i z e d aerodynamic f o r c e c o e f f i c i e n t program u s i n g t h e b e n d i n g mode t a p e a s i n p u t t o t h e d a t a t a p e h a s been checked o u t , and h a s b e e n t u r n e d o v e r t o th.e p r o d u c t i o n u n i t i n t h e Comp Lab. d. C o n t r o l Gains w i t h F i l t e r s : A p r o c e d u r e f o r c a l c u l a t i n g t h e c o n t r o l g a i n s w i t h f i l t e r s f o r a r i g i d v e h i c l e h a s been c o m p l e t e d , This r e p o r t shows t h e e f f e c t i n t h e and a r e p o r t i s b e i n g p r e p a r e d , c o n t r o l g a i n s o f v a r y i n g t h e l o c a t i o n of t h e a c c e l e r o m e t e r , t h e damping, a n d t h e c o n t r o l f r e q u e n c y f o r t h e c a s e w i t h o u t f i l t e r s and u s i n g v a r i o u s f i l t e r configurations. Some g r a p h s a r e a l s o i n c l u d e d which show how t h e c o n t r o l g a i n s v a r y w i t h time. . �hbrk i s proceeding i n a s t u d y t o c a l c u l a t e t h e c o n t r o l g a i n s w i t h f i l t e r s t h a t i n c l u d e s t h e bending v i b r a t i o n of t h e v e h i c l e . . Four modes s f v i b r a t i o n a r e included i n t h e a n a l y s i s ; t h e s e e q u a t i o n s of motion a r e now being solved, e. Progress Development (5-D Hybrid Simulat i o n ) : Development of e q u a t i o n s f o r a h y b r i d computer c o n t r o l t r a j e c t o r y s i m u l a t i o n i n c l u d i n g 5 r i g i d body degrees o f freedom and 4 e l a s t i c body modes i n each of p i t c h P r o g r a m i n g of t h e e q u a t i o n s w i l l and yaw p l a n e s 1 s n e a r completion. begin soon. f. Comparison of Bending Frequencies from t h e Dynamic Test t o F l i g h t : An i n t e r n a l n o t e was published showing t h e cause of frequency d i f f e r e n c e between c a l c u l a t e d normal modes and measured f l i g h t frequenc ies. g. Gust P e n e t r a t i o n : A s i m p l i f i e d e l a s t i c body r e s p o n s e program, which c o n s i d e r s t h e e f f e c t s of g u s t p e n e t r a t i o n i n both r i g i d body and e l a s t i e body r e s p o n s e s , i s being checked o u t . The deck should be i n p r o d u c t i ~ nby next month. 5. Contractors a. Boeing A r e p o r t of t h e work done on load r e l i e f schemes f o r Saturn V v e h i c l e s was r e c e i v e d t h i s week. A f t e r t h i s work i s reviewed, a r e p o r t w i l l be d i s t r i b u t e d . Recent s t u d i e s showed a p o s s i b l e i n s t a b i l i t y i n t h e S-I1 and S-IT5 hydrogen t a n k s u s i n g the s l o s h damping p u b l i s h e d i n R-AERO-DDThe problem i s b e i n g a s s e s s e d by , f i r s t , r e e v a l u a t i n g t h e damping 20-65. v a l u e s p u b l i s h e d i n DD-20-65 and, second, conducting response and s t a b i l i t y s t u d i e s t o determine .the e x t e n t of t h e problem. The problem does n o t now seem a s s e v e r e a s f i r s t a n t i c i p a t e d and probably w i l l not require redesign of baffles. b, General E l e c t r i c The six-degrees-of-freedom d i g i t a l c o n t r o l t r a j e c t o r y s i m u l a t i o n program i n c l u d i n g n o n i d e a l c o n t r o l system under development has now g e n e r a t e d a nominal t r a j e c t o r y . This f i r s t phase of t h e development i s being documented, and minor m o d i f i c a t i o n s a r e being made. c. North American Dynamic t e s t i n g o f AS-501 ( c o n f i g u r a t i o n 111) has been completed. S t r u c t u r a l f a i l u r e occurred i n t h e i n t e r f a c e between t h e s e r v i c e module and command module. The cause and time of f a i l u r e a r e being i n v e s t i g a t e d . �d. Northrop Work i s c o n t i n u i n g on t h e f i l t e r s y n t h e s i s problem. A study i s being made t o determine u s a b l e f i l t e r s f o r S a t u r n 501 u s i n g p o s i t i o n and r a t e gyros. The i n i t i a l study t o determine requirements The f i r s t r u n s t o g e t t h e and t h e v e r i f i c a t i o n w i l l be done in-house. requirements have j u s t been completed. (1) During t h e r e p o r t p e r i o d , a computer program was w r i t t e n which computes the n a t u r a l f r e q u e n c i e s o f a space v e h i c l e This program i s now being checked undergoing nonplanar o s c i l l a t i o n s . o u t on two t e s t problems where s o l u t i o n s a r e known. ( 2 ) A procedure for o b t a i n i n g t h e r o o t s of n o n l i n e a r a l g e b r a i c e q u a t i o n s i s b e i n g developed. A program t h a t works w e l l has been checked o u t , and i s being documented. ( 3 ) Data a n a l y s e s d u r i n g t h i s p e r i o d included t h e r e d u c t i o n o f v i b r a t i o n decay r e c o r d f o r each mode and f u e l c o n d i t i o n s from s e v e r a l f o r c i n g a m p l i t u d e s , t h e c a l c u l a t i o n of damping from decay r e c o r d s , frequency s h i f t s due t o added w e i g h t , and t h e a c c u r a t e p l o t t i n g of v i b r a t i o n mode shapes, (4) An approach t o i n c o r p o r a t e s t r u c t u r a l damping i n a mathematical model of space v e h i c l e s has been e s t a b l i s h e d . (5) The e q u a t i o n s governing t h e v i b r a t o r y motion of t h e e l a s t i c tank and t h e f l u i d contained i n t h e tank were d e r i v e d . Work i s b e i n g done t o s o l v e t h e s e e q u a t i o n s by expanding t h e s h e l l displacement components and t h e f l u i d p o t e n t i a l i n a s e r i e s form. f. Hayes Nonlinear s t r u c t u r a l feedback i n b o o s t e r c o n t r o l . The number o f approximate techniques being i n v e s t i g a t e d f a r p o s s i b l e use i n t h e " a n a l y t i c a l model'' has been i n c r e a s e d t o f o u r d u r i n g t h i s r e p o r t period. These approximate techniques have been c a t e g o r i z e d a s f o l l o w s : ( I ) F i n i t e d i f f e r e n c e e q u a t i o n s der ived from t h e p a r t i a l d i f f e r e n t i a l e q u a t i o n of beam l a t e r a l v i b r a t i o n . ( 2 ) F i n i t e difference d i f f e r e n t i a l derived d i r e c t l y from v a r i o u s lumped parameter models of a continuous beam. ( 3 ) D i f f e r e n t i a l . e q u a t i o n s d e r i v e d from t h e p a r t i a l d i f f e r e n t i a l e q u a t i o n of beam v i b r a t i o n s by u s i n g G a l e r k i n ' s Method (modal t y p e s o l u t i o n ) . �( 4 ) F i n i t e d i f f e r e n c e d i f f e r e n t i a l equations obtained from e i t h e r a p a r t i a l d i f f e r e n t i a l e q u a t i o n o r a lumped parameter model by u s i n g d i f f e r e n c e approximaticns t o d e r i v a t i v e s based on e i t h e r Chrysler o r F o u r i e r s e r i e s approximation of t h e d e f l e c t i o n curve. Work i s i n p r o g r e s s on a l l four c a t e g o r i e s . D. Advanced P r o j e c t s S t u d y Branch 1. S-HVB Workshop P r e l i m i n a r y payload and l i f e t i m e spectrums have been generated f o r t h e S-H'~Bworkshop concept. P r e s e n t l y , t h e primary m i s s i o n i s t h e kh-day d i r e c t i n j e c t i o n . Secondary m i s s i o n s a r e t h e 45-day workshop and the a r t i f i c i a l g r a v i t y experiment. P r e l i m i n a r y c o n t r o l s t u d i e s an t h e a r t f f f c i a l experiment have been c o o r d i n a t e d w i t h R-AEWB-PO and R-ASTR-VD. S t u d i e s have been i n i t i a t e d i n R-ASTR and R-P&VE, a t t h e r e q u e s t 0 % R-AERO, t o i n v e s t i g a t e the removal ?r swing-back of LEM shroud p a n e l s . Docking problems, e ~ m u xcfa t i o n s and t o r q u i n g c o n t r o l w i l l be s t u d i e d . 2. Voyager Performance has been analyzed i n support of t h e Voyager progect f o r t h r e e v e h i c l e c o n f i g u r a t i o n s : t h e Saturn V, t h e S a t u r n IB/'Q" s t a g e c o n f i g u r a t i o n , and t h e S a t u r n ~ ~ / ~ e l t a u Ar .memorandum c o n t a i n i n g the r e s u l t s wi13 be i s s u e d . A d d i t i o n a l c c n f i g u r a t i o n work i s being done to i s o l a t e a v e h i c l e which w i l l y i e l d 25,008 I b s n e t payload a t Cg = 25. This c o n f i g u r a t i o n would be a S a t u r n IB backup t o t h e S a t u r n V Voyager. An ApoPEo a p p l i c a t i o n a n a l y s i s i s being conducted t o f i n d an a c c e p t a b l e minimum m o d i f i c a t i o n m i s s i o n p r o f i l e f o r t h e synchronous A t p r e s e n t i t appears t h a t t h e 3-burn S-IVB a l t i t u d e o r b i t mission. p r o f i l e i s o u t because of t h e e x t e n s i v e S-HW m o d i f i c a t i o n . The two-stage Saturn V t o t h e 100 nm parking o r b i t w i t h t h e S-BW i g n i t e d t w i c e , once i n t h e p a r k i n g o r b i t and once a t synchronous apogee, may be o u t because of the p r e s s u r i z a t i o n problem. It appears t h a t a new s k i n p a n e l w i t h helium b o t t l e hangers may have t o be i n s t a l l e d ; t h i s would n o t be a l l o w a b l e f o r t h e e a r l y a l t e r n a t e m i s s i o n concept. The p r e s e n t a n a l y s i s i s concerned w i t h f i n d i n g a p r o f f l e t h a t w i l l f a l l w i t h i n the S-ICVB ApoPlo p r o p e l l a n t budget . 4. Manned Mars and Venus Flyby Study A r e p r e s e n t a t i v e Venus f l y b y t r a j e c t o r y f o r t h e 1975 c o n j u n c t i o n has been computed and i s b e i n g documented. �Work s t a t e m e n t s f o r t h e $600,000 f l y b y s t u d i e s all.otment have been forwarded t o NASA Headquarters. It i s a n t i c i p a t e d t h a t t h e t o t a l sum w i l l be d i v i d e d i n t o t h r e e a r e a s when RFP'S a r e i s s u e d . R-AERO-DP was r e p r e s e n t e d a t a s t u d y review concerning h i g h speed e a r t h e n t r y h e l d a t Ames Research Center on November 16. The review was conducted by Lockheed, Sunnyvale, who had been awarded t h e c o n t r a c t by OART-MAD. En subsequent d i s c u s s i o n s both OAR% and Lockheed i n d i c a t e d t h a t t h e Apollo Command Module could be used f o r e n t r y speeds up t o 50,000 f t l s e c when t h e a p p r o p r i a t e amount s f h e a t s h i e l d i n g m a t e r i a l i s added. Lockheed, under c o n t r a c t t o MSC, i s concluding a s t u d y u s i n g t h e Apollo CN f o r h y p e r b o l i c e n t r y . 5. PRESTO Lockheed, Paho A l t o , has a c o n t r a c t w i t h Langley Research Center t o make c e r t a i n m o d i f i c a t i o n s and e x t e n s i o n s t o t h e t r a j e c t o r y program PRESTO. Langhey w i l l be c o n t a c t e d t o o b t a i n a c l e a r e r p i c t u r e of t h e s i t u a t i o n . 6. C o n t r a c t o r Support a. Northrop (1) Convergence: The convergence r o u t i n e has e s s e n t i a l l y been developed; t h e major p a r t of r e c e n t e f f o r t s i n t h i s a r e a has been d i v e r t e d t o a n a l y s i s of t h e 2-stage COV problem. Recent e f f o r t s have been d i r e c t e d toward f o r m u l a t i n g the problem i n a manner which, f o l l o w i n g a Denbow-type t r a n s f o r m a t i o n , y i e l d s an e q u i v a l e n t probl.em i n t h e c l a s s of problems f o r which t h e maximum p r i n c i . p l e i s a p p l i c a b l e . ( 2 ) Reentry: Phase 1 of t h e i n v e s t i g a t i o n s f r e e n t r y t r a j e c t o r i e s has j u s t been completed, t h e r e s u l t s of which a r e documented i n Technical Memo No. 138. It has been concluded from Phase I t h a t a b u i l d i n g block approach t o t h e r e e n t r y problem should. be undertaken; t h i s i s now underway. (3) Low Thrust: Phase I of t h i s t a s k i s being documented. As a r e s u l t of Phase I, i t has been concluded t h a t w h i l e t h e h e l i o c e n t r i c phase of low t h r u s t has been g i v e n c o n s i d e r a b l e a t t e n t i o n , t h e e a r t h escape and c a p t u r e phases have not. The problem of escape under l o w - t h r u s t a c c e l e r a t i o n w i l l now be s t u d i e d i n d e t a i l . (4) Location o f Lander Probes f o r Maximum Comrnunicati.on Time: T h i s t a s k should be completed d u r i n g t h e coming month. R e s u l t s of launching l a n d e r probes t o Mars from manned f l y b y v e h i c l e s i n d i c a t e t h e following: ( a ) S e p a r a t i o n from f l y b y v e h i c l e must t a k e p l a c e a t extreme distances. ( b ) Guidance requi.rements f o r e n t e r i n g M a r t i a n atmosphere �a r e extremely sensiti-ve. (c) Very l a r g e r e t r o A V ' S a r e n e c e s s a r y . ( d ) Communication time between l a n d e r probe and f l y b y v e h i c l e i s v e r y limited a t best. These r e s a l t s were i n s t r u m e n t a l in e l i m i n a t i n g from MSFC c o n s i d e r a t i o n t h e Eawnching @I l a n d e r p r o b e s from t h e f l y b y v e h i c l e s f o r t h e in-house f l y b y s t u d y . (5) N s r t h r o p i s making a p a r a m e t r i c a n a l y s i s o f g e o c e n t r i c c o a s t i n g o r b i t c h a r a c t e r i s t i c s and launch r e q u i r e m e n t s f o r t h e proposed Voyager m b s s f ~ n s . Thfe t a s k is i n s u p p o r t o f JPL'S r e q u e s t f o r S a t u r n V l a u n c h vehFePes f o r t h e Vcyager s p a c e c r a f t , R e s u l t s a r e e x p e c t e d i n t h r e e weeks. Dnrbng October v e r y l i t t l e work was done on t h e Phase H I add-on e o n t r a c t b e c a u s e of : t h e r e o m i t m e n t ~o f t h e o p e r a t i n g p e r s o n n e l . A g r e a t deal ~ ) pf r L n g r e s swas -nade, however, toward f i n d i n g a t y p i c a l engle-af-att a c k p r @ ,if i e P ~ l pa.n a b c r t t r a j e c t o r y . m e t h e o r y t h a t 1 s borne c u t by some n u m e r i c a l i s t h a t e x t e r n s 1 a b o r t t r a j e c t 3 r l e s ( t ? the terninan. c c n d i t i o n s ~ i c c wirh ~r bank a . ~ g le s~s e n f , l a " r y z e r o . If i t were n o t for t h e e f f e c t s o f e a r t h r c l t a t i o n , t h e bdnk a n g l e would be e x a c t l y z e r o aborts. results used) minor on t h e T%-e r e s u l t s of t h e t a s k t a i n v e s t i g a t e powered f l y b y of Mars d u r i n g t h e 1918 a p p c s i t i o n have been documented i n Lockheed Technical Memo 54-30-69. "Hke p a r a m e t r i c s t u d y o f v a r i o u s o r b i t a l c o n d i t i o n s about Mars i s p r e e e e d f n g on s c h e d u l e and monographs p o r t r a y i n g t h e r e s u l t s a r e being constructed. L h e stud3 of m f d ~ o ~ r sr e q u i r e m e n t s f o r Mars and Venus f l y b y and Venus s w i r g b y qEssE2n.s i s j u s t g e t t i n g underway. 1% w i l l c c n s e r n i t s e l f w i t k t h e a n a l y s i s of t o t a l m i d e c u r s e ,5V r e q u i r e m e n t s and t h e Fncrementing o f t h i s t o t a l for t h e above t y p e s o f m i s s i o n s . W t h owboard g u i d a n c e and ground t r a c k i n g w i l l be c o n s i d e r e d . ?.I 1. A m e e t i n g o f cbe PEWC 0 ~ 7Sakuri-i 13 f l i g h t e v a l u a t i o n t t r % o n t a t i n na d p l a n n i n g h e l d o n b1:vember 39, 1965, a t MSFC i n c l u d e d p r e s e n t a t i : o s by CCSD, 3AC, Rocketdyne, and ISN o n p r e p a r a t i o n f o r t h e �f u t u r e S a t u r n IB f l i g h t e v a l u a t i o n e f f o r t . A l s o , MSFG r e p r e s e n t a t i v e s p r e s e n t e d t h e f u n c t i o n s and a c t i v i t i e s o f t h e FEWG d u r i n g t h e S a t u r n 16B program. 2. A f l i g h t t e s t e v a l u a t i o n p l a n f o r S a t u r n I B haunch v e h i c l e s AS-201 t h r o u g h AS-204 h a s been d i s t r i b u t e d t o a 1 1 members o f t h e F l i g h t E v a l u a t i o n Working Group. T h i s p l a n d e s c r i b e s f u n c t i o n s and r e s p o n s i b i l i t i e s assigned t o t h e v a r i o u s elements involved i n t h e evaluation. P r o c e d u r e s f o r d a t a h a n d l i n g , a n a l y s i s , and r e p o r t i n g a r e o u t l i n e d i n detail. T h i s p l a n w i l l be r e v i s e d a s r e q u i r e d t o r e f l e c t c h a n g e s , a d d i t i o n s o r d e l e t i o n s n e c e s s a r y t o encompass t h e e v a l u a t i o n o f AS-201, AS-202, AS-203 and AS-204. CCSD w i l l p u b l i s h a s i m i l a r p l a n b e f o r e f l i g h t t e s t o f AS-20.5. 3. The s e v e n t h m e e t i n g of t h e Plight E v a l u a t i o n P a n e l (FEP) was h e l d a t Kennedy Space C e n t e r , F l o r i d a , November 9-10, 1965, P l a n s and s c h e d u l e s fear A S - 2 0 1 / ~ ~ ~ - 0 0f l9i g h t e v a l u a t i o n were reviewed. P r e s e n t a t i a n s were made on t h e p r e l a u n c h wind m o n i t o r i n g program, planned AS-201 l a u n c h v e h f c l e and s p a c e c r a f t sequence o f e v e n t s , Apollo-Saturn PB p o s t f l i g h t guidance a n a l y s i s t e c h n i q u e s , and s p a c e v e h i c l e l i f t - o f f and i n f l i g h t w e i g h t e v a l u a t i o n t e c h n i q u e s a n d accuracies. R e p o r t s from t h e Data Exchange C o o r d i n a t i o n and P o s t f l i g h t T r a j e c t o r y Subpanels were h e a r d , a n d a t o u r o f AFETR Cape and KSC f a c i l i t i e s was made. The n e x t FEP m e e t i n g i s t e n t a t i v e l y s c h e d u l e d f o r MSC o n March 1 6 , 1965. B. P l i g h t E v a l u a t i o n Branch 1.. Saturn I The Pegasus o r b i t a l r o l l i n v e s t i g a t i o n was p u b l i s h e d a s T e c h n i c a l Report ~ R ~ ~ / 2 0 0 8 -e1n ,t i t l e d "Analysis of P e g a s u s Fuel Vent Impingement. " Work was performed by LMSC, Hunt s v i P l e , under Miss i o n Support C o n t r a c t NAS8-20082 Appendix C-1, S c h e d u l e Order 5. A n a l y t i c a l l y determined m o t i o n s a r e i n good agreement w i t h t e l e m e t e r e d r e s u l t s , s u p p o r t i n g t h e t h e o r y t h a t t h e r o l l i n g m o t i o n e x p e r i e n c e d by Pegasus was due t o impingement o f v e n t p r o p e l l a n t s upon t h e extended p a n e l s . 2. Saturn I B The l o n g i t u d i n a l t h r u s t s h a p e f o r t h e S-IV s t a g e of Black I1 v e h i c l e s was a d i f f i c u l t p a r a m e t e r t o d e t e r m i n e . Q u i t e o f t e n Douglas A i r c r a f t Company and P r a t t and Whitney c o u l d n o t a g r e e on t h e t r u e t h r u s t shape, a l t h o u g h t h e c h a r a c t e r i s t i c s h a p e o f t h e t h r u s t c u r v e was r a t h e r simple. The p r e d i c t e d l o n g i t u d i n a l t h r u s t f o r AS-201 S-IVB s t a g e c o n t a i n s l a r g e o s c i l l a t i o n s which a r e c a u s e d by '%built-in'" m i x t u r e r a t i o shifts. There a r e s t r o n g i n d i c a t i o n s t h a t , i f t h e S-HV s t a g e t h r u s t s h a p e was d i f f i c u l t t o d e t e r m i n e , t h e S-IVB s t a g e s w i l l be c o n s i d e r a b l y more difficult. �To o b t a i n a r e l i a b l e s o l u t i o n and t o match t h e observed t r a j e c t o r y through t h e use of t h e F l i g h t Simulation Method, i t i s necessary t h a t t h e t r u e t h r u s t shape be known. Therefore, a f e a s i b i l i t y study i s underway f o r computing t h e t h r u s t shape u s i n g measured l o n g i t u d i n a l a c c e l e r a t i o n , an i n i t i a l mass (which may be i n e r r o r ) , and t h e flow r a t e (which w i l . 1 have t h e c o r r e c t shape, b u t may have l e v e l s h i f t s ) . 3. Saturn V An ana l y s i s performed t o d e t e r m i n e t r a c k i n g requirements f o r AS-501. A s i m p l i f i e d method was used t o a s c e r t a i n how many guidance e r r o r s could be s e p a r a t e d i f t h e d e v i a t i o n ( t r a c k i n g minus t e l e m e t e r e d guidance) i n v e l o c i t y components amounts t o a p a r t i c u l a r v a l u e a t S-EVL( c u t a f f. The f i r s t s t e p was t o compute t h e v a r i o u s i n d i v i d u a l guidance e r r o r terms n e c e s s a r y tc~account f o r t h e t o t a l d e v i a t i o n a t S-HVB c u t o f f . A t r a c e was made throughout t h e f l i g h t of t h e s e i n d i v i d u a l e r r o r terms, The next s t e p was t o d i f f e r e n c e each of t h e t r a c e s w i t h every o t h e r t r a c e u n t i l a l l csmbfnaticns had been made, S i x t y - s i x d i f f e r e n c e curves were e s t a b l i s h e d . T3 s e p a r a t e o r d i s t i n g u i s h one e r r o r from a n o t h e r , t r a c k i n g a c c u r a c i e s would have t o be about h a l f a s l a r g e a s t h e d i f f e r e n c e between any two e r r o r c o n t r i b u t i o n s . To i l l u s t r a t e t h i s f u r t h e r , i f t r a c k i n g a c c u r a c i e s o f 2.0 m/s ( i n v e l o c i t y components) a r e a v a i l a b l e , 33 p e r c e n t of the guidance e r r o r s can be d i s t i n g u i s h e d i f t h e d e v i a t i o n a t S-IVB c u t o f f i s 10 m/s. Tf t h e d e v i a t i o n a t S-TVB c u t o f f i s 20 m/s, 64 p e r c e n t s f t h e e r r o r s can be d i s t i n g u i s h e d . 4. Contracts a. Saturn IB System C o n t r a c t (CCSD, New O r l e a n s ) CCSD i s c o n t i n u i n g t o develop t h e c a p a b i l i t y t o e s t a b l i s h a postflight trajectory. They have processed t h e SA-10 t r a c k i n g d a t a and soon w i l l i s s u e a t r a j e c t o r y r e p o r t t o demonstrate t h e a b i l i t y t o use t h e s e t r a j e c t o r y programs e f f e c t i v e l y . It has been decided t h a t CCSD w i l l assume r e s p o n s f b i l i % y f o r t h e i n t e r m e d i a t e t r a j e c t o r y ( 7 days a f t e r launch) and t h e f i n a l t r a j e c t o r y (14 days a f t e r launch) beginning w i t h SA-203. The r e s p o n s i b i l i t y f o r the 24-hour t r a j e c t o r y w i l l remain wFth MSPC f o r t h e e n t i r e S a t u r n I B s e r i e s because of d a t a d e l i v e r y problems. b. S a t u r n V Systems C o n t r a c t (The Boeing Company) The A e r o b a E l i s t i c s Unit of The Boeing Company i s scheduled t o assume the r e s p o n s i b i l i t y f o r the p o s t f l i g h t t r a j e c t o r y commencing w i t h AS-585, Two work assignments were i n i t i a t e d which w i l l h e l p Eoeing develop t h e c a p a b i l i t y t o e s t a b l i s h a p o s t f l i g h t t r a j e c t o r y . The f i r s t work assignment (number R - A E R O - ~ ~ 1 e5 n) t i t l e d "Booster Free �F l i g h t T r a j e c t o r y f s r e q u i r e s Boeing t o develop a computer program which w i l l be used t o e s t a b l i s h t h e t r a j e c t o r i e s f o r t h e d i s c a r d e d S-IC and S-I1 s t a g e s . T h i s program w i l l u s e t r a c k i n g d a t a a s i n i t i a l c o n d i t i o n s , and w i t h t h e six-degrees-of-freedom e q u a t i o n s i n c o n j u n c t i o n w i t h t h e A Least s e p a r a t i o n dynamics, w i l l g e n e r a t e a f r e e f l i g h t t r a j e c t o r y . squares r o u t i n e w i l l t h e n be used t o c o n s t r a i n t h e f r e e f l i g h t t r a j e c t o r y t o any t r a c k i n g d a t a t h a t may be a v a i l a b l e . This work assignment w i l l r e q u i r e one e n g i n e e r and one p r o g r a m e r u n t i l i t s campletton i n December 1966. The second work assignment (nunber R-AEWO-FF/G) e n t i t l e d " P o s t f l i g h t Reference T r a j e c t o r y " r e q u i r e s a'RG t o d e f i n e t h e a n a l y t i c a l methods and f u n c t i o n a l p r o c e d u r e s necessary t o determine t h e p o s t f l i g h t r e f e r e n c e t r a j e c t o r y from any on-board measurements and e x t e r n a l t r a c k i n g d a t a t h a t may be a v a i l a b l e . The m a ~ o re f f o r t under t h i s work assignment w i l l be the development o f a program which w i l l . combine t h e t e l e m e t e r e d guidance d a t a w i t h t h e d a t a from t h e v a r i o u s t r a c k i n g systems. Also r e q u i r e d i s t h a t t h e n e c e s s a r y u t i l i t y programs ( i n t e r p o l a t i o n , curve f i t t i n g , t a p e merge, c o o r d i n a t e t r a n s f o r m a t i o n s , e t c . ) w i l l be a b l e t o use any combination of d a t a t o a r r i v e a t t h e 24-hour, 7-day, and 14-day postflight trajectories. This work assignment w i l l u s e 5 e n g i n e e r s and 2 programmers u n t i l i t s completion i n December 1966. c. C o n t r a c t NAS8-20249 (General Dynamics / ~ o n v a i r ) This i s a s t u d y c o n t r a c t t o e v a l u a t e and t r u n c a t e t r a c k i n g system e r r o r models f o r use i n S a t u r n TB and V p o s t f l i g h t t r a j e c t o r y d e t e r m i n a t i o n . GD/C had emphasized t h e r e a l - t i m e a s p e c t s of t h e c o n t r a c t r a t h e r t h a n t h e t r a c k e r e r r o r models. This misunders t a n d i n g has been c o r r e c t e d and GD/@ personne 1 have r e d i r e c t e d t h e i r efforts. Expanded e r r o r models f o r Azusa, GEOTRAC, and t h e r a d a r systems have been i n c o r p o r a t e d i n t o e x i s t i n g programs. Cases a r e now being c a l c u l a t e d t o determine what t r a c k i n g e r r o r s can be n e g l e c t e d because o f i n s i g n i f i c a n c e and c o r r e l a t i o n . When t h i s i s completed, t h e r e l a t i o n s h i p between t h e remaini.ng t r a c k e r e r r o r terms and t h e guidance e r r o r model terms w i l l be s t u d i e d . This c o n t r a c t i s s t i l l about 5 t o 6 weeks behind schedule b u t should be completed s i n c e a 2-month no-cost e x t e n s i o n has been m u t u a l l y agreed upon and n e g o t i a t e d . C. P l i g h t Mechanics Branch (1) The range s a f e t y t r a j e c t o r i e s a r e ready t o t r a n s m i t to KSC and MSC on magnetic t a p e based upon t h e f i n a l o p e r a t i o n a l t r a j e c t o r y . �( 2 ) The d i s p e r s i o n a n a i y s f s about t h e o p e r a t i o n a l t r a j e c t o r y (update L), whfch i s about 95 p e r c e n t complete, should be f i n a l i z e d seon. Also, a number of d i s p e r s i o n s which a r e o u t s i d e t h e three-sigma t o l e r a n c e s a r e approximately 50 p e r cent complete. ( 3 ) The F l i g h t Mechanical S u m a r y , which i s 25 per c e n t complete, should be a v a i l a b l e by t h e middle of December. ( 4 ) Data a r e b e i n g compiled E c r u s e i n t h e AS-201 p r e f l i g h t review, whfch w i l l be held on December 1 4 t h and 15th. (5) Neither a n S-IB/S-I'ZEs t a g e s e p a r a t i o n impingement n o r a p o s t - s t a g i n g c o n t r o l l a b i l i t y problem e x i s t s f o r a nonmalfunctisning vehicle. However, t h e r e %s no S - I B , S-TIQ s t a g e s e p a r a t i o n c a p a b i l i t y due to r e t r o failures because o f t h e asymmetric plume impingement. A s i n g l e u l l a g e failure dses not consf i t u t e an S-HC3 p r o p e l kant s e a t i n g problen. ( 6 A l ~ f t - ~ fa nf a l y s i s cf AS-ZSI shcws that a nonmalfunctioniqg v e h i c l e w i l l hzve s~ldficfe~~t clo-aratlce f(-r a l l LC-34 s b r t r u c t i ~ n s . O f the f o l hi:wPng naif unctkc~ns, l ~ F Sc.f h y d r a u l i c power fane e n g i v e ) , s i n g l e a c t u a t x h a r d o v e r , and s i n g l e c o n t r o l engine f a i l u r e , t h e most c r i t i c s 1 i s t h e B a t t e r . E(-wever, nominally t h i s f a i l u r e would not e e n s t i t u t e a col L i s i o n problem a f t e r about 2.5 seconds o f f l i g h t time. 7 Wind speed l i m i t s f o r t h e AS-281 v e h i c l e have been determined for t h e p r e d i c t e d maximum d y ~ a m i cp r e s s u r e time p o i n t ( t = '78 seconds). These l i m i t s a r e p r e s e n t e d a s a f u n c t i o n of azimuth i n memorandum R-AERO-FM-38-65, d a t e d November 3, 196'5. A f i r s t - c u t o p e r a t i o n a l t r a j e c t o r y i s now a v a i l a b l e and t h e p r o f i l e w i l l be documented s h o r t l y . MSG has accepted t h e t e r m i n a l cLlnditions by phone. The Aerospace P h y s i c s S e c t i o n , CCSD, i s p r e p a r i n g t h e range s a f e t y package (Cape t a p e and d a t a r e p o r t ) f o r t h e r e f e r e n c e trajectory. CCSD has generated t h e r a l g e s a f e t y package f o r t h e l a t e s t r e f e r e n c e t r a j e c t o r y . The Cape t a p e has been forwarded t o MSC and KSC, and t h e range s a f e t y d a t a r e p o r t w i l l be ready by t h e middle of December 1965. �A meeting was h e l d a t KSC on November 1 8 t o b r i e f ETR Range S a f e t y on t h e AS-206 mission. M r . Leonard p r e s e n t e d t h e launch v e h i c l e f l i g h t p r o f i l e and o t h e r range s a f e t y d a t a . M r , S k s p i n s k i , MSC, presented t h e f l i g h t p l a n f o r t h e spacecraft. S u b o r b i t a l a b o r t and a b o r t - t o - o r b i t p l a n s were d i s c u s s e d . From l i f t - o f f t o j e t t i s o n o f t h e Launch Escape System, t h e a b o r t s a r e performed by t h e EES, r e s u l t i n g i n impacts i n t h e A t l a n t i c Ocean up t o a range of approximately 350 nm. From LES j e t t i s o n up t o approximately 581 seconds, t h e launch a b o r t s c o n s i s t of f r e e - f a l l r e t u r n w i t h t h e e n t r y guidance e s t i v a t e d t o s t e e r t o a t a r g e t a r e a near t h e Canary I s l a n d s , which a r e approximately 3200 nm downrange; from 581 seconds up t o i n s e r t i o n , t h e h a l f - L i f t impact p o i n t i s beyond t h e 3200 nm t a r g e t . The Apollo Guidance Computer, i n t h e event of a b o r t i n t h i s r e g i o n , w i l l command a guided r e t r o g r a d e s e r v i c e p r o p u l s i o n system burn and a c o n t r o l l e d e n t r y t o l a n d a t t h i s t a r g e t . Amanual procedure i s used f o r r e c o v e r y a r e a c o n t r o l i n t h e e v e n t of a guidance and n a v i g a t i o n f a i l u r e . me impacts f r o a a l l s u b o r b i t a l a b o r t s w i l l be i n t h e A t l a n t i c Ocean. Frlm a p p r ~ u i r n a t e l y571 seconds up t o insertion, the capability exists t o safely abort t o o r b i t , using the s e r v i c e p r o p u l s i o n system. Unless there i s a s p a c e c r a f t m a l f u n c t i o n o r a crew s a f e t y problem r e q u i r i n g immediate r e t u r n , t h e a b o r t - t o - o r b i t procedure i s t h e primary a b o r t made i n t h i s r e g i o n of t h e launch trajectory, M r . Leonard made a proposal t o Range S a f e t y , ETR, t o change t h e format of t h e range s a f e t y d a t a r e p o r t s which a r e provided f o r each v e h i c l e . The proposed change would reduce t h e s i z e o f t h e r e p o r t s , t h u s r e d u c i n g t h e c o s t . M r . Cobb and Lt. P e r r i n g , ETR, c a l l e d November 30 t o i n d i c a t e t h e i r i n t e r e s t i n t h e proposal. They p l a n t o come t o MSFC on December 1 3 t o d i s c u s s t h e d e t a i l s . I n the p a s t , i t has been v e r y d f f f i . c u 1 . t to g e t any I t i s hoped t h a t t h e i r decisi,on t o i n f o r m a t i o n from Range Safety. v i s i t h e r e w i l l l e a d t o a b e t t e r understanding and b e t t e r r e l a t i o n s i n the future. 2. General. A memorandum p r e s e n t i n g t h e r e s u l t s s f the t h r u s t o s c i l l a t i o n study w i l l be published soon. D. Operations S t u d i e s Branch 1. Saturn 1 A c l o s e watch o n p r o b a b l e decay d a t a f o r SA-5, 8 , 9 , and 10 i s being maintained. We w i l l r e c e i v e r e a l - t i m e t r a c k i n g d a t a from Goddard on SA-5, which has a nominal decay d a t e of February 1, 1966. �2. S a t u r n HB a. Tracking coverage on AS-281 has been compiled f o r t h e o p e r a t ionah t r a j e c t o r y r e p o r t . This s s ~ t r i b u t i o nincluded t h e e l e v a t i o n h i s t o r i e s of t h e t r a c k i n g and t e l e m e t r y network t o be c a l l e d up on AS-201, a s we19 a s t h e s l a n t range h i s t o r i e s of t h e v e h i c l e through S-IVB impact. b. The R-AERB-EO c o n t r i b u t i o n t o the AS-204 r e f e r e n c e This a n a l y s i s included e l e v a t i o n and t r a j e c t o r y was s e n t t o R-AERB-DA. azimuth h i s t o r i e s o f t h e t r a c k i n g and t e l e m e t r y network a n t i c i p a t e d f o r AS-204. c. The sequencing of a c q u i s i t i o n and l o s s times f o r t h e SA-203 o r b i t a l t r a j e c t s r y have been determined. The sequencing times i n c l u d e t h e p e r t u r b a t i o n o f ~ r b i t a lv e n t i n g . A j o i n t R-AEIPB-DA and R-AERO-PO memorandum wf ll be pub li shed. d. The s e q u e ~ c f n gt i n e s of t r a c k i n g s t % t i o n a c q u i s i t i o n and l o s s due t o v e l o c i t y d e f i c i t s on SA-28% have been published. This memo p r e s e n t e d the d e v i a t i o n s i n s t a t i o n a c q u i s i t i o n times f o r a 5' e l e v a t i o n due to v e l o c i t y d e f i c i t s frnllm 5 t o 24 m/sec, 3. Saturn V a. Tracking and t e l e m e t r y coverage has been g e n e r a t e d f o r AS-581 f o r t h e Qoint r e f e r e n c e t r a j e c t o r y . The d a t a w i l l be included i n t h e J o i n t Reference T r a j e c t o r y Report. The t r a c k i n g a n a l y s i s which has been completed f o r b. AS-582 f o r the L/V p r e l i m i n a r y r e f e r e n c e t r a j e c t o r y w i l l be included i n the L / V p r e l i m i n a r y r e f e r e n c e t r a j e c t o r y r e p o r t . c, Some work has been done o n t h e S a t u r n V d i r e c t a s c e n t mode t o determine t h e expected p o s i t i o n and v e l e c i t y e r r o r s from t r a c k i n g d a t a a v a i l a b l e from Saturn V ground network. d. Runs were made o n t h e o r b i t a l c o r r e c t i o n program t o p r e d i c t t h e a c c u r a c y w i t h which we c a n determine i n s e r t i o n elements f o r AS-581. TWJ e a s e s were c o n s i d e r e d (5 i t e r a t i o n s each): The f i r s t used d a t a o n l y throlugh t h e f i r s t p a s s of the Carnarvon t r a c k i n g s t a t i o n ; t h e second c a s e used d a t a from a l l s t a t i o n s viewing t h e v e h i c l e d u r i n g the e n t i r e f i r s t o r b i t . S t a t i o n s used were a s follows: 1 s t case ---- .= Bermuda I n s e r t i o n Ship Canary I s land Carnarvon 2nd Case A11 f i r s t c a s e s t a t i o n s White Sands M ELA Grand Bahama I s l a n d Bermuda (second p a s s ) �Data f o r a l l t h e s e s t a t i o n s were generated from nominal i n s e r t i o n c o n d i t i o n s , which were p e r t u r b e d and used a s t h e i n i t i a l e s t i m a t e . A f t e r 5 i t e r a t i o n s , r e s i d u a l s were a s follows: I s t Case Range AZ EL 4. 2nd Case - 12m .02" .02" General. a. O r b i t a l Decay A memorandum was s e n t t o R-AERO-DA documenting t h e suggested o r b i t a l decay parameters f o r S4-203 and AS-503 t r a j e c t o r i e s . Included i n t h i s rnemilra~dumwere d a t a f o r t b e cerresponding drag c o e f f i c i e n t , drag a r e a products f o r v a r i o u s v e h i c l e a t t i t u d e s , and t h e expected a t m s p h e r i e d e n s i t i e s f o r lau~chd a t e s of J u l y 1, 1966, and June 15, 1967. The d e n s i t i e s were p r e s e n t e d a s t h e r a t f o s f a timea l t i t u d e dependent a.tmospheris d e n s i t y t o t h e 1962 US Standard atmospheric density. b. AAP (1) A r e q u e s t has been r e c e i v e d from R-AERO-DP t o compute t h e aerodynamic t o r q u e s f o r some p o s s i b l e AS-211 o r b i t a l c o n f i g u r a t i o n s . M r . E a l l a n c e , R-AERO-AM, has c a l c u l a t e d C p and C N a s a f u n c t i o n of a n g l e of a t t a c k . R e s u l t s of t h e s e t o r q u e s w i l l be used by R-ASTR t o c a l c u l a t e c o n t r o l f o r c e s f o r AAP m i s s i o n s . P r e l i m i n a r y d a t a were t r a n s m i t t e d t o R-AERO-DP; a memorandum i s being compiled t o document t h e s e d a t a . ( 2 ) L i f e t i m e s t u d i e s made f o r t h r e e s p e c i a l c o n f i g u r a t i o n s of t h e Manned O r b i t a l Laboratory a r e being documented. ( 3 ) The v a r i a t i o n s i n o r b i t a l l i f e t i m e af t h e manned o r b i t a l workshop due t o t h e e x p u l s i o n of t h e LB, from t h e o r b i t i n g S-IVB a r e being s t u d i e d and w i l l soon be documented. (4) Plans a r e being made t o p r e s e n t t h e work R-AERO-FO has done on l i f e t i m e s and aerodynamic t o r q u e s f o r t h e manned o r b i t a l workshop t o t h e Manned O r b i t a l Workshop Working Group. The t e n t a t i v e agenda i s a s follows: O r b i t a l l i f e t i m e f o r proposed manned o r b i t a l l a b o r a t o r y con£ i g u r a t i o n E. D. Fleischman (15 minutes) �P e r t u r b a t i o n on o r b i t s acd o r b i t a l l i f e t i m e due t o e x p u l s i o n of EB, Aerodyrimic t o r q u e s f o r m a n ~ e d o r b i t a l workshop eonf i g u r a t i o n Lee L7arnado Tracki2g coverage f o r manned o r b i t a l workshop m f s s i o ~ , J e a n SheBton' (15 m i n u t e s ) QEO m i n u t e s ) Baser, E t h e l a n d Larry D. MulEi.-n_s,"Lac-ch WL~do~,rhrsf c r Two Types s f O r b i t s Synchrorous w i t h t h e Ex-ar P?rf>a?id,FWASA'IN X-53354, November 1 , 1965, iZ1lclassified. Dalton, C. C., " ~ t a t i s t i c s k A ~ a L j is, s Phatogrephfa Meteor Data, P a r t 11: ~ e r n i a z i ' sEumi:-ocs E f f l c l e ~ c yand Supplemented n i p p l e Weight: s g , l o USA p"I X-53360, kbvember IS, 1965, V~e1ass-i.f ied. Dickey, Lyle R., "Linear Guidance Techniques, "'ASA November 30, 3.965, t 7 ~ c l a s s i f f e d . TM X-53362, Haws, J. L., AQFeasibkEity Study of a 1.3 Per Cent Groul~dWind Model Which GobEd Be Tested i n a Proposed P u l l - S c a l e R e y ~ o l d s Nmbers T e s t F a c i l i t y , Aero-As t r s d y a m i c s IyqternaE Note {I 26-65> November 8 , 1455, Lr?.classif i e d . MeMair, A. R. z.qd E. P. Woykin, " ~ a r t hO r b i t a l L i f e t i m e P r e d i c t i o n I 2i tcesr n a l Note 27-65, Model and Program," A e r ~ - A s t r ~ d j ~ ~ m November 18, 1965, Vficlassfffed. M d 1 6 3 s , L a r r y D. , ouLaa-r.ckP r o b a b i l t t y A n a l y s i s , " Aero-As t r o d y ~ a m i c s I n t e r r a 1 Note 4 28-65, N~vember 18, 1965, Unclassified. L e s t e r , R. C. and E. H. Bauer, " P r o b a b i l t t y of t h e S-IV-B/IU Lunar Tvpact Due t o C ~ i d a c c eE r r o r s a t t h e Trarilslunar I ? j e c t i o n a s a Furretio-h of Deviatiozls from I n j e c t i o n F a c i 9 h t y , " Aero-Astrodynmics I n t e r m 1 Note +, 29-65, November 24, 1965, C o n f b d e ~ ~ t i a l . Jump, Roger A, and V. K. Henssn, " Z ~ - F S i g h t V e ~ t f n gof Launch Vehicle Compartments, " Aero-As trsdynamics I n t e r n a l h o t e {, 20-65, November 2 9 , 1965, i h c l a s s i f i e d , �9. Jones, Jesse H., "Request for Support in Acquiring Meteorological Data," Office Memo R-AERO-AU-65-60, November 18, 1965, Unclassified. 10, Stahle, C. V., "An Experimental Investigation of Wind Induced Oscillation Effects on Cylinders in Two-Dimensional Flow," ER-14019, October 26, 1965, Unclassified. APPROVAL E. D. Geissler Director, Aero-Astrodynamics Laboratory Aero-Astrodynamics Laboratory DISTRIBUTION R-AERO-DIR Dr. Geissler Mr. Jean R-AERO-P (8) R-DIR -Dr, McCall PA0 Mr, Kurtz MS-H R-AERO-R Mr. Bulter (4) Mrs. Hightower Mrs. Jerrell R-AERO-D (16) R-AERO-A (20) R-AERO-G (5) R-AERO-T Mr. Mr. Mr. Dr. Dr. Mr. Mr. Mr. Dr. Murphree Reed Cummings Heybey Sperling Dickey Jandebeur Lavender Liu (3) � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000044 Title A name given to the resource "Aero-Astrodynamics Laboratory Bimonthly Progress Report: December 13, 1965." Creator An entity primarily responsible for making the resource George C. Marshall Space Flight Center Date A point or period of time associated with an event in the lifecycle of the resource 1965-12-13 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) NASA space programs Project management Type The nature or genre of the resource Progress reports Text Source A related resource from which the described resource is derived Saturn V Collection Box 15, Folder 41 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000027_000050 https://digitalprojects.uah.edu/files/original/20/992/spc_stnv_000045.pdf ca9d172c51c8c92c47e5900bdc083c16 PDF Text Text AERO-ASTRODYNAMICS LABORATORY BIMONTHLY PROGRESS REPORT J u n e - J u l y 1967 INDEX Page . ......................... I1. ADVANCED STUDIES OFFICE ................................ 111. AEROPWSICS DIVISION ................................... A . F l u i d Mechanics Research. O f f i c e .................... B . Mechanical Design O f f i c e ........................... C . Aerodynamic Design Branch .......................... D . E x p e r i m e n t a l Aerophysics Branch .................... I TECHNICAL AND SCIENTIFIC STAFF E F . . . ......................... ....................... Thermal Environment Branch Unsteady Aerodynamics Branch ......................... ...................... ........................... ..................... .................. v. ASTRODYNAMICS AND GUIDANCE THEORY DIVISION ............. A . O p t i m i z a t i o n Theory Branch ......................... B . Astrodynamics Branch ............................... C . Guidance Theory Branch ............................. V I. DYNAMICS AND FLIGHT MECHANICS DIVISION ................. A . M u l t i - P r o j e c t s ..................................... B . S a t u r n V ........................................... C . S a t u r n IB .......................................... D . AAP ................................................ E . Other P r o j e c t s ..................................... V I I. FLIGHT TEST ANALYSIS DIVISION .......................... A . S p e c i a l P r o j e c t s O f f i c e ............................ B . F l i g h t Mechanics Branch ............................ C . T r a c k i n g and O r b i t a l A n a l y s i s Branch ............... D . F l i g h t E v a l u a t i o n Branch ........................... V I I I . PROJECTS OFFICE ........................................ IV AEROSPACE ENVIRONMENT DIVISION A Atmospheric R e s e a r c h F a c i l i t y B Space Environment Branch C T e r r e s t r i a l Environment Branch D Environmental A p p l i c a t i o n s Branch . . . . �AERO-ASTRODYNAlfICS LABORATORY BIlfONTHLY PROGRESS REPORT June-July 1967 I. TECHNICAL AND SCIENTIFIC STAFF 1. Theory of S e c u l a r P e r t u r b a t i o n s The most g e n e r a l t h e o r y was developed f o r t h e s e c u l a r p e r t u r b a t i o n s of t h e o r b i t of a s a t e l l i t e due t o t h e o b l a t e n e s s of t h e c e n t r a l body and due t o t h e g r a v i t a t i o n a l a t t r a c t i o n of a t h i r d p e r t u r b i n g body under t h e most g e n e r a l assumption f o r t h e o r b i t shapes and i n c l i n a t i o n s of t h e p e r t u r b e d and t h e p e r t u r b i n g b o d i e s . The c o n s t a n t p a r t of t h e perturbations i n the radius vector i s a l s o given a s well a s the d i f f e r e n t d e f i n i t i o n s f o r t h e mean motion and t h e semi-major a x i s , and f i n a l l y , ~ e p l e r ' st h i r d law i n t h e p e r t u r b e d motion. The problem of why a u t h o r s have found d i f f e r e n t second-order terms i s a l s o d i s c u s s e d . I t has been shown t h a t f o r any p l a n e t t h e r e e x i s t s a d i s t a n c e where t h e p e r t u r b a t i o n s of a s a t e l l i t e due t o a t h i r d p e r t u r b i n g body (sun) overcome t h e o b l a t e ness p e r t u r b a t i o n s due t o t h e p l a n e t . The paper was p r e s e n t e d a t t h e 1967 N a t i o n a l Symposium of t h e American A s t r o n a u t i c a l S o c i e t y i n H u n t s v i l l e , Alabama (12 June 1967) under t h e t i t l e "The S e c u l a r P e r t u r b a t i o n s of t h e O r b i t of a S a t e l l i t e Due t o t h e Oblateness of t h e C e n t r a l Body f o r t h e 2m-th Zonal Harmonics and Due t o t h e G r a v i t a t i o n a l A t t r a c t i o n of a Third (H. Icrause) Body ." 2. Research on t h e dynamic problems of two cable-connected s p a c e s t a t i o n s w h i r l i n g about a n a x i s normal t o t h e i r o r b i t a l p l a n e has been performed. D i f f e r e n t i a l e q u a t i o n s of v i b r a t i o n of t h e e l a s t i c c a b l e and t h e a n g u l a r movements of t h e s t a t i o n s have been d e r i v e d . The motions of t h e s t a t i o n s and v i b r a t i o n s of t h e c a b l e a r e coupled dynamically through t h e boundary c o n d i t i o n s of t h e c a b l e . This mathematical d i f f i c u l t y i s r e s o l v e d by u s i n g the concept of c o n c e n t r a t e d , f i c t i t i o u s masses. A g e n e r a l n t h o r d e r d e t e r m i n a n t a l frequency e q u a t i o n of f r e e v i b r a t i o n s of t h e system i s o b t a i n e d by using ~ a l e r k i n ' sapproach. The problem of t h e dynamic responses of t h e system t o e x t e r n a l a p p l i e d moments remains t o be s o l v e d . (Liu) 3. E a r l y E x t r a v e h i c u l a r Engineering A c t i v i t i e s Attended a p r o g r e s s review a t North American A v i a t i o n , I n c . (NAA), Downey, C a l i f o r n i a w i t h members of t h e Advanced Systems O f f i c e on C o n t r a c t NAS8-18128 " E x t r a v e h i c u l a r Engineering A c t i v i t i e s (EVEA) Program Some d i f f i c u l t i e s Requirements w i t h Emphasis on E a r l y Experiments (P-105) . ' I �had been experienced i n having NAA follow t h e c o n t r a c t u a l scope of work and s u b s e q u e n t l y i s s u e d g u i d e l i n e s and d i r e c t i v e s . During t h e review d e t a i l e d d i s c u s s ions were held among MSC and MSFC t e c h n i c a l personnel and NAA i n o r d e r t o o b t a i n u s e f u l end products from t h e s t u d y c o n t r a c t . The midterm review on t h i s s t u d y i s scheduled f o r MSFC on August 9 , 1967 and f o r MSC on August 10, 1967. During t h i s t r i p a v i s i t was made t o General ~ y n a m i c s / ~ o n v a i r , San Diego, C a l i f o r n i a t o review t h e r e l a t e d work on C o n t r a c t NAS8-18118 "Large Space S t r u c t u r e s Experiments f o r AAP" and feed r e s u l t s i n t o t h e NASA.study. 4. SEPTIM No f u r t h e r p r o g r e s s has been made toward i n i t i a t i n g work on t h e ESSA-proposed experiment " S a t e l l i t e E j e c t e d Packages f o r T e r r e s t r i a l I o n o s p h e r i c Measurements (SEPTIM) . I 1 The reasons a r e (1) u n a v a i l a b i l i t y of s t u d y f u n d s , ( 2 ) unwillingness of t h e proposer t o d e v o t e more than 10 p e r c e n t of h i s time t o t h e e a r l y s t a g e s of t h i s e f f o r t , and (3) u n a v a i l a b i l i t y of R-AERO-Y s c i e n t i f i c manpower. (Nathan) 5. ODYSSEY Recent experiment t r a d e s t u d i e s have suggested a package of f o u r e a r t h o r b i t a l aeronomy experiments which i n c l u d e t h e p a s s i v e s p h e r e ensemble, t h e p a d d l e w h e e l / d i f f u s e sphere/smooth s p h e r e combinat i o n , t h e d e n s i t o m e t e r and a mass spectrometer. Reference m i s s i o n p l a n s ( n o t t o be confused w i t h a c t u a l m i s s i o n which r e q u i r e s a launch d a t e ) have been o u t l i n e d and p r e l i m i n a r y p r o j e c t d e f i n i t i o n s t u d i e s of a p o s s i b l e experiment implementation concept have been completed. Thermal a n a l y s e s have been conducted on t h e p a s s i v e s p h e r e ensemble and t h e paddlewheel s a t e l l i t e r e s u l t i n g i n temperature time h i s t o r i e s and h e a t r a t e s f o r s e v e r a l s u r f a c e l o c a t i o n s a t o r b i t a l environments. Unsteady aerodynamic d e s i g n c r i t e r i a have been g e n e r a t e d r e l a t e d t o a p o s s i b l e piggyback experiment c a r r i e r onboard a S a t u r n launch v e h i c l e . A p r e l i m i n a r y NASA Form 1346 has been prepared and i s now being reviewed " P r e - s e l l i n g " d i s c u s s i o n s were h e l d w i t h b e f o r e a formal proposal. M r . Lord and D r . Harvey H a l l , OMSF, MTX. They suggested a more fundamental approach b e taken i n a p r e - s e l l i n g campaign t o i n c l u d e informal d i s c u s s i o n s w i t h members of OSSA. Consequently, M r . Edgar M. C o r t w r i g h t , OSSA Dep. Assoc. Admin., was c o n t a c t e d and arrangements were made f o r (Few) d i s c u s s ions w i t h D r . Fellows i n t h e P l a n e t a r y Atmospheres Off i c e . 6. A progrqm was i n i t i a t e d t o t e s t and, i f n e c e s s a r y and f e a s i b l e , t o improve on a n e x i s t i n g fundamental e v a l u a t i o n technique f o r c r o s s c o r r e l a t i o n e x p e r i m e n t a t i o n ( D i g i t a l Analysis of Random P r o c e s s e s by Curve F i t t i n g Piecewise Estimated C o r r e l a t i o n F u n c t i o n s ) . P a s t e x p e r i ence has made. i t c l e a r t h a t c l o s e s u p e r v i s i o n and guidance of t h e �of t h e c o n t r a c t o r e f f o r t i s c a l l e d f o r i n t h i s v i t a l s e c t o r of t h e crossed-beam a n a l y s i s . The program i s s t i l l i n i t s f i r s t s t a g e s . A paper published on mixed r e f l e c t i o n of s u n l i g h t (NASA TM X53617) clcvclops a mctllod f o r computing t h e l i g h t f o r c e a c t i n g on s a t e l l i t e s a s w e l l as t h e torque a s s o c i a t e d w i t h i t , i f p a r t of t h e r e f l e c t i o n i s s p e c u l a r , p a r t i s d i f f u s e . Energy l o s s e s i n t h e process a r e a l s o t a k e n i n t o a c c o u n t . (Heybey) 6. Advanced Launch Vehicle T r a j e c t o r y Research a. In-House Research E f f o r t s and Northrop C o n t r a c t S. 0.26 (1) A i r b r e a t h i n g Propuls i o n Model The HTO-Airbreather computer model development has cont i n u e d . The s i m u l a t i o n of f l i g h t a t a c o n s t a n t dynamic p r e s s u r e i s o p e r a t i o n a l . The system of smooth convergence of t h e f l i g h t p a t h d u r i n g t h e minimum f u e l p r o f i l e (MFP) f l i g h t phase and t h e c o n s t a n t q f l i g h t p a t h has a l s o been s u c c e s s f u l l y developed. During t h e second r e p o r t p e r i o d , t h e a i r b r e a t h e r model has been extended through t h e c o n s t a n t engine d u c t p r e s s u r e f l c g h t mode. To m a i n t a i n t h e d e s i r e d maximum p r e s s u r e , a continuous t r a d e - o f f i n a l t i tude and v e l o c i t y i s r e q u i r e d . (2) Rocket P r o p u l s i o n Model Equations have been w r i t t e n and a mathematical model f o r three-dimensional maneuvering f l i g h t , s i m u l a t i n g t h e r e - e n t r y and f l y b a c k , i n t h e atmosphere, of t h e f i r s t s t a g e of a two-stage advanced l a u n c h v e h i c l e w i t h r o c k e t p r o p u l s i o n has been c o n s t r u c t e d and t r a n s m i t t e d t o t h e c o n t r a c t o r f o r i n c l u s i o n i n t h e HTO/VTO models. For t h e c o n t r o l of t h e r e c o v e r y t r a j e c t o r y , two c o n t r o l v a r i a b l e s , v i z . , a n g l e of a t t a c k and bank a n g l e , have been chosen, p l u s a number of l o g i c s w i t c h i n g p o i n t s s p e c i f i e d by i n p u t and o p e r a t i n g on t h e s t a t e v a r i a b l e s . Also, weight e q u a t i o n s were o u t 1 ined f o r t h e launch v e h i c l e components p e r t i n e n t t o atmospheric f l i g h t , a s w e l l a s t u r b o j e t and t u r b o f a n j e t performance d a t a , t o be turned over t o t h e c o n t r a c t o r . Benchmark engines chosen were t h e P&W TF33P-7 of t h e C-141, and t h e advanced technology engines of t h e C-5A, Boe ing 747 and Boe ing 27 07. b. Meeting on T r a j e c t o r y Research w i t h GD/C A meeting was h e l d w i t h Louis Tramonti of GD/C t o conduct renewed d i s c u s s ions of t h e i r work i n advanced launch v e h i c l e t r a j e c t o r y r e s e a r c h which has been sparked by r e c e n t i n t e r e s t i n t h e near-term r e u s a b l e launch v e h i c l e of t h e A i r Force. Their model i n c l u d e s p r o v i s i o n s �f o r t h r e e m i x t u r e r a t i o v a l u e s i n t h e upper s t a g e and two t h r u s t l e v e l s i n t h e f i r s t s t a g e ; t h e f l i g h t e q u a t i o n s a r e numerically i n t e g r a t e d i n t h r e e d e g r e e s of freedom, r e f e r e n c e d t o a r o t a t i n g e a r t h , f o r a l l f l i g h t modes, e x c e p t c r u i s e b a c k . I n g e n e r a l , i t appears t h a t t h e i r r e s e a r c h i s l a g g i n g behind AERO' s c u r r e n t s t a t u s . . (v. Puttkamer) 7. Advanced Systems and Mission S t u d i e s a. Low T h r u s t Sys tems Study United A i r c r a f t Research L a b o r a t o r i e s p r e s e n t e d t h e e i g h t h o r a l p r o g r e s s r e p o r t on t h e work performed on a Study of Low-Acceleration Space T r a n s p o r t a t i o n Sys tems (NAS8-11309), mod. 4, c o n s i s t i n g e s s e n t i a l l y of two p a r t s . I n the f i r s t p a r t , t h e n u c l e a r Rankine c y c l e s p a c e power system, c o n s i s t i n g of a n u c l e a r r e a c t o r w i t h 4 t u r b i n e s and 12 g e n e r a t o r s (producing 4 m e ) , i s being i n v e s t i g a t e d t o i d e n t i f y c r i t i c a l technology a r e a s , such a s l o n g - l i f e r e l i a b i l i t y and i t s i m p l i c a t i o n s . For example, i t was shown t h a t e n - r o u t e maintenance and r e p a i r i s v e r y much n e c e s s a r y and a p p e a r s f e a s i b l e f o r most of t h e power p l a n t components. I n t h e second p a r t , a handbook of l o w - t h r u s t t r a j e c t o r i e s and r e l e v a n t informat i o n s u i t a b l e f o r p r e l i m i n a r y m i s s i o n and systems a n a l y s e s i s being compiled (by Ragsac). b. E l e c t r i c P r o p u l s i o n Miss i o n Engineering Study General E l e c t r i c Co. p r e s e n t e d t h e f i n a l r e p o r t of a Mission Engineering Study of E l e c t r i c a l l y Propelled Manned P l a n e t a r y Vehicles.(NAS8-20372), based on a n i n - c o r e thermionic r e a c t o r a t t h e 3 MW l e v e l and c o n c e n t r a t i n g on a manned ~ a r m s i s s i o n f o r t h e 1980 t o 1990 time p e r i o d , w i t h l a n d i n g c a p a b i l i t y . c. P r e s e n t a t i o n t o AS0 M r . Wilson and D r . Farmer of AERO-AT and M r . von Puttkamer met w i t h M r . Hal Becker of AS0 t o p r e s e n t a s h o r t run-down on c u r r e n t r e s e a r c h a p p l i c a b l e t o advanced launch v e h i c l e s and p r o p u l s i o n conducted i n AERO. T r a j e c t o r y and systems s t u d i e s were d i s c u s s e d , a s w e l l as s u p e r s o n i c i n j e c t i o n and mixing i n v e s t i g a t i o n s conducted by D r . Farmer. A r e p o r t on some r e c e n t advanced technology meetings a t t h e West Coast was g i v e n t o M r . Becker by M r . v . Puttkamer. d. Airborne Laser CAT D e t e c t i o n Sys tem A s h o r t s t u d y of che o p e r a t i o n a l i m p l i c a t i o n s of a Laser system f o r c l e a r - a i r t u r b u l e n c e (CAT) d e t e c t i o n on-board t h e SST was conducted i n s u p p o r t of AERO-A (Mr. H u f f a k e r ) . Of p a r t i c u l a r i n t e r e s t i s t h e CO;? pulsed l a s e r . To i n d i c a t e t h e c r i t i c a l i t y of time a v a i l a b l e between d e t e c t i o n and encounter of t h e CAT, a n "evasion number" was �d e f i n e d , g i v i n g t h e r a t i o of t h e mean r a d i u s of t h e d i s t u r b a n c e "bubble" t o t h e d i s t a n c e t o t h e d i s t u r b a n c e from t h e a i r c r a f t a t f i r s t d e t e c t i o n . For t h e SST c r u i s e , i t appears t h a t t h e e v a s i o n number should be s m a l l e r than 0.1. Since t h e i n t e r v a l between p u l s e s a p p e a r s t o be q u i t e l i m i t e d by s u c h c o n s i d e r a t i o n s a s h e a t i n g , pumping c a p a b i l i t y , e t c . , t h e time r e q u i r e d f o r f u l l development of t h e scanning m a t r i x could be c o n s i d e r a b l e , i n t h e o r d e r of t e n s of seconds. For a 1 0 x 10 scanning m a t r i x , f e a s i b i l i t y may be q u e s t i o n a b l e f o r a n SST, i f t h e p u l s e frequency cannot be i n c r e a s e d t o somewhere i n t h e o r d e r of 1 0 t o 20 p u l s e s p e r second, r e s u l t i n g i n 5 t o 1 0 seconds per s c a n . During 10 seconds, t h e SST t r a v e l s 7 1 1 2 km. It i s a l s o a p p a r e n t t h a t f e a s i b i l i t y may depend on a ranging c a p a b i l i t y of t h e (SST) l a s e r of a t l e a s t 100 km, i f n o t 150 km, and on t h e r e l a t i v e abundance of p r o p e r l y d i s p e r s e d p a r t i c u l a t e m a t t e r , as w e l l a s on t h e r e q u i r e d s c a r c i t y of h i g h - a l t i t u d e water ( i c e ) , a t t h e S S T - a l t i t u d e s around and above 70,000 f e e t . Aside from t h e SST, t h e l a s e r CAT d e t e c t i o n system may a l s o be of c o n s i d e r a b l e i n t e r e s t f o r t h e Boeing 747, t h e USAF (v. Puttkamer) C-5A, and o t h e r f u t u r e "Jumbo"-Jets, such a s t h e A i r b u s s e s . 11. ADVANCED STUDIES OFFICE F l i g h t Performance and Miss i o n Analysis Group A. I n s u p p o r t of t h e S a t u r n Improvement S t u d i e s , two memorandums, R-AERO-X-67-60, "Performance C a p a b i l i t y of t h e S a t u r n V U t i l i z i n g Modified F-1 and 5 - 2 Engine C h a r a c t e r i s t i c s f o r Various Miss i o n P r o f i l e s " and R-AERO-X-67-71 "Performance and T r a j e c t o r y Data f o r t h e S a t u r n SA-217 Vehicle Improvement S t u d i e s , " have been i s s u e d . The f i n a l p r e s e n t a t i o n of t h e BOP-03 Computer Program by Raytheon was h e l d J u l y 31, 1967 a t MSFC. The proposals f o r t h e e x t e n s i o n of t h e BOP s e r i e s t o i n c l u d e atmospheric guidance and rendezvous c a p a b i l i t y have been r e c e i v e d and a r s being evaluated. Performance d a t a have been g e n e r a t e d on t h e S a t u r n V t h r e e - s t a g e t o e l l i p t i c a l assembly o r b i t f o r use i n t h e Manned P l a n e t a r y Flyby Studies . Performance a s p e c t s f o r c e r t a i n proposed n u c l e a r v e h i c l e s have R e s u l t s a r e now being documented. been e v a l u a t e d a t t h e r e q u e s t of R-AS-V. �B. Systems A n a l y s i s Group 1. The second performance review of c o n t r a c t NAS8-21051 "Use of Large S o l i d Motors i n Booster A p p l i c a t i o n s " w i t h DAC was conducted a t MSFC on June 22. Personnel of Lockheed P r o p u l s i o n Company, t h e p r o p u l s i o n s u b c o n t r a c t o r , have e s s e n t i a l l y completed t h e i r e f f o r t s on g r a i n d e s i g n , p r o c e s s i n g a n a l y s e s and f i n a l SRM d e s i g n . The remaining t a s k s f o r LPC a r e a s s o c i a t e d w i t h motor a v a i l a b i l i t y and c o s t s . DAC d e s i g n a n a l y s e s have been updated t o r e f l e c t t h e f i n a l SRM d e s i g n . Design of t h e s e l e c t e d c o n f i g u r a t i o n (see April/May Progress Report) i s proceeding on s c h e d u l e w i t h no major problems having developed. Review c o p i e s of t h e p o r t i o n of t h e f i n a l r e p o r t d e a l i n g w i t h t h e TVC s y s tem comparison have been r e c e i v e d by MSFC and a r e b e i n g e v a l u a t e d . 2 . The f i r s t performance review of t h e CCSD s t u d y , NAS8-21107, "Phase 111, S a t u r n I B Improvement Study" ( s e e April/May Progress Report) was conducted a t MSFC on June 28. The work d u r i n g t h e r e p o r t i n g period was concerned w i t h continued development of launch o p t i o n v e h i c l e d e s i g n and t r a j e c t o r y c h a r a c t e r i s t i c s , plus t h e p r o g r e s s i v e evolvement of v a r i o u s performance, environment, and d e s i g n a n a l y s e s . A problem has developed w i t h t h e c o n f i g u r a t i o n employing a "Voyager" type payload shape due t o the l e n g t h r e q u i r e d f o r packaging t h e payload. A payload d e n s i t y of 6 1 b s / f t 3 using t h e f u l l performance c a p a b i l i t y w a s a ground r u l e i n t h e s t u d y . A l o a d s problem and a c o n t r o l problem e x i s t e d , b u t b o t h can be eased by r e l a x i n g t h e payload d e n s i t y requirement t o 8 l b s / f t 3 . CCSD was i n s t r u c t e d t o t a k e t h i s approach i n t h e remainder of t h e s t u d y . Schedules a r e being a d j u s t e d , b u t t h e r e s u l t s should s t i l l be on time t o serve as input t o parallel studies. 3. The r e s u l t s of t h e t r a d e s t u d y p o r t i o n of t h e TBC s t u d y , NAS8-21105, "Saturn V Launch Vehicles w i t h 260-Inch Diameter S o l i d Motors,"were p r e s e n t e d a t MSFC i n t h e f i r s t performance review. A b a s e l i n e v e h i c l e w i t h a payload i n excess of 860,000 pounds i n t o 100 n a u t i c a l m i l e c i r c u l a r o r b i t was recommended. The v e h i c l e cons i s t e d of s t a n d a r d l e n g t h S-IC and S- T I s t a g e s w i t h f o u r 260" SRM's a t t a c h e d t o t h e S-IC s t a g e . Excess S-IC p r o p e l l a n t r e q u i r e d f o r f l i g h t performance o p t i m i z a t i o n i s contained i n f o u r l i q u i d pods mounted over t h e s o l i d motors. This tankage arrangement was d i c t a t e d by t h e h e i g h t l i m i t a t i o n imposed by t h e VAB. Lengthening t h e S-IC tanks w h i l e s a t i s f y i n g t h e o v e r a l l v e h i c l e h e i g h t c o n s t r a i n t would y i e l d u n r e a l i s t i c a l l y h i g h payload d e n s i t i e s . The SRM'S would burn f o r 130 seconds p a r a l l e l w i t h S-IC burn. This recommendation was t e n t a t i v e l y a c c e p t e d by MSFC, b u t f u r t h e r c o n s i d e r a t i o n led t o i t s replacement by a " z e r o s t a g e " concept. The b a s e l i n e v e h i c l e f i n a l l y s e l e c t e d f o r d e t a i l e d s t u d y y i e l d s a payload of over 700,000 pounds i n t o low e a r t h o r b i t . This v e h i c l e has s t a n d a r d l e n g t h s t a g e s , y i e l d s a c c e p t a b l e payload d e n s i t i e s , and a v o i d s the compl i c a t i o n s of t h e a d d i t i o n a l l i q u i d pods. The s t u d y i s now i n the d e s i g n phase, and work i s p r o g r e s s i n g satisfactorily. �C. As trodynamics and Miss i o n Analysis Group I. IIanned P l a n e t a r y Flyby Missions Based on S a t u r n / ~ p o l l o Sys tern The f i n a l review of t h e above s u b j e c t s t u d y ( c o n t r a c t number NAS8-18025) performed by North American A v i a t i o n , Space D i v i s i o n was h e l d a t MSFC on August 2 , L967. More than 100 persons from t h e v a r i o u s NASA c e n t e r s , Headquarters and t h e aerospace i n d u s t r y a t t e n d e d t h e review. The r e s u l t s of t h e s t u d y were w e l l r e c e i v e d . The c o n t r a c t o r developed a recommended program c o n s i s t i n g of two m u l t i p l a n e t f l y b y m i s s i o n s . Based on t h e g u i d e l i n e s used i n t h e course of t h e s t u d y , t h e s t a n d a r d S a t u r n V could n o t meet t h e i n j e c t e d payload and m i s s i o n r e q u i r e ments u n l e s s some compromise was made on t h e payload. The c o n t r a c t o r recommended t h a t an uprated S a t u r n V be developed w i t h a two s t a g e t o low e a r t h o r b i t payload c a p a b i l i t y of 400,000 l b s o r g r e a t e r . Based on t h e development schedule prepared by North American A v i a t i o n , a program "go-ahead" would be r e q u i r e d by 1970. The s t u d y review was g i v e n a t NASA Headquarters on Thursday, August 3 . A t t h e c o n c l u s i o n of t h e summary b r i e f i n g M r . George Trimble, D i r e c t o r of Advanced Manned Missions, OMSF, r e q u e s t e d t h a t t h e summary b r i e f i n g be given t o D r . Seamans. The p r e s e n t a t i o n t o D r . Seamans w i l l be g i v e n a t a l a t e r d a t e . 2. In-House P l a n e t a r y Study Program Plans a r e being f i n a l i z e d f o r a s t a r t of t h e in-house Advanced Voyager S t u d i e s . The s t u d i e s w i l l be conducted by personnel of t h e c o l l o c a t e d elements of t h e A s t r i o n i c s , P&VE, and Aero-Astrodynamics L a b o r a t o r i e s , and t h e MSFC Advanced Systems O f f i c e . M r . Bob E l l i s o n of t h i s o f f i c e w i l l be d i r e c t i n g t h e s e s t u d i e s . 3 . M r . Archie Young of t h i s o f f i c e w i l l p r e s e n t a paper e n t i t l e d , "A Computer Simulation of t h e O r b i t a l Launch Window Problem," a t t h e ATAA Guidance, C o n t r o l , and F l i g h t Dynamics Conference, H u n t s v i l l e , Alabama, August 14-16. 111. AEROPHYSICS DIVISION A. F l u i d Mechanics Research O f f i c e 1. Aerodynamic Crossed-Beam Programs A t r a c e r system has been i n s t a l l e d i n t h e Thermal A c o u s t i c J e t F a c i l i t y d u r i n g June and a s e r i e s of t e s t s was performed u s i n g t h i s system and one beam of a l a s e r cross-beam instrument t o d e t e c t t r a c e r i n t e n s i t y and t h e p e n e t r a t i o n a b i l i t y of t h e l a s e r i n t h e l i q u e f a c t i o n r e g i o n of t h e TAJF nozzles a t high chamber p r e s s u r e s . Satisfactory r e s u l t s were o b t a i n e d . �A t e s t was i n i t i a t e d i n J u l y t o make s c h l i e r e n and shadowgraph p i c t u r e s of t h e plume and i n t e r a c t i o n r e g i o n of t h e S-11 engine c l u s t e r i n the TAJF. These t e s t s were i n s u p p o r t of a program t o measu r e t h e t o t a l p r e s s u r e i n t h e c l u s t e r plumes and s h e a r l a y e r s and t o make f l u c t u a t i n g p r e s s u r e measurements on t h e model b a s e . 2. Atmospheric Crossed-Beam Program P r e l i m i n a r y r e s u l t s have been obtained on t h e a t m o s p h e r i c crossed-beam s y s tern during t h e i n i t i a l c a l i b r a t i o n and t e s t i n g period a t MSFC. Two b a s i c s e r i e s of t e s t s were c a r r i e d o u t . F i r s t , t h e l i g h t i n t e n s i t y f l u c t u a t i o n s induced by t h e atmosphere i n each i n d i v i d u a l photometric d e t e c t o r o r "single-beam" system were recorded on magnetic t a p e . The measured spectrum follows t h e -513 power law a t low f r e quencies which corresponds t o t h a t expected from atmospheric d e n s i t y f l u c t u a t i o n s i n t h e boundary l a y e r of t h e troposphere. Similar data were o b t a i n e d by CSU personnel using hot-wire anemometers a t v a r y i n g h e i g h t s up t o 40 meters on a m e t e o r o l o g i c a l tower. The second s e r i e s of t e s t s was t o determine t h e l e n g t h of t h e d a t a samples r e q u i r e d t o o b t a i n a measurable c o r r e l a t i o n between t h e crossed beams. The d a t a , recorded under i d e a l c l e a r - s k y v i e k i n g c o n d i t i o n s , contained a p p r o x i m a t e l y 85 minutes u s a b l e d a t a which a r e now being e v a l u a t e d . B. Mechanical Design Off i c e 1. S - I 1 I n s u l a t i o n Shedding E f f e c t T e s t Equipment Models, i n s u l a t i o n hopper, and' m o d i f i c a t i o n s of MSFC' s 1 4 x 14-inch wind t u n n e l f o r determining t h e c a t a s t r o p h i c e f f e c t s of t h e shedding of t h e o u t e r i n s u l a t i o n of t h e S - I 1 s t a g e have been d e s i g n e d , f a b r i c a t e d and d e l i v e r e d . 2. Equipment f o r Heat t r a n s f e r T e s t s on S - I 1 S t a g e due t o Protuberance Flow I n t e r a c t i o n s The d e s i g n f o r m o d i f i c a t i o n of Douglas designed "Hot T r a n s f e r Sidewall Assembly" and t h e d e s i g n of new hardware t o o b t a i n h e a t t r a n s f e r d a t a f o r i n t e r a c t i n g protuberance flow f i e l d s on t h e S - I 1 s t a g e have been completed. The t e s t w i l l be conducted by Boeing i n L a n g l e y l s U n i t a r y Wind Tunnel. 3 . The f o l l o e i n g i s a p a r t i a l l i s t of a d d i t i o n a l p r o j e c t s and t h e i r current s t a t i s : Visual Aid Gimbal Assembly (-F) Fabrication Modify Survey Probe Assembly (-AD) Design �O r b i t a l Workshop Model f o r Area and Moment ~e termina t i o n (-AD) Design S l o s h Force Measuring Device (-D) Drafting Odyssey Display Model (-T) Des i g n ~ o d i f i c a t i o n / ~ e - d iegsn of S p e c i a l T e s t S e c t i o n 14-Inch Wind Tunnel f o r 5-inch O.D. Base Flow Models (-AM) Fabrication 5-Inch O.D. S a t u r n V Base Flow Model w i t h Pressure Instrumentation f o r 14" Wind Tunnel (-AM) Crossed-Beam Design - Diaphragm C u t t e r Assembly f o r t h e High Reynolds Assembly (-AE) Fabrication Four-Percent S a t u r n V Force Model - AEDC (-AD) Fabrication Remote Control Hardware f o r Floor and TTS, 14" Wind C e i l i n g Adjustment Tunnel (-AE) - Temperature - Mismatch T e s t S e c t i o n (-AT) P r e s s u r e Probes and Support System 14" Wind Tunnel (-AD) Five-Component, (-AE) 112-1nch O.D. Drafting - Balance V a r i a b l e P o r o s i t y Walls f o r TTS 14" Wind Tunnel (-AE) Drafting Delivered Fabrication - S a t u r n V, Thin Skin Heat T r a n s f e r Model JPL (-AE) - Strap-on Booster f o r S-IC Model (CAL Design CAL) (-AT) - Fabrication Fabrication P a r t i a l Del. & Fabrication F l a t P l a t e Model (NSL Design) (-AD) - AMES Fabrication Free O s c i l l a t i n g Balance and Model Assembly (Lockheed Design) (-AU) Fabrication Three-Cylinder Models f o r Low Density Tes t ing (-AE) Delivered �C. Aerodynamic Design Branch 1. Saturn I B - LEM 1 The a x i a l f o r c e c h a r a c t e r i s t i c s of t h e S a t u r n IB AS-204 v e h i c l e r e f l e c t i n g t h e Lunar Module m i s s i o n and c o n f i g u r a t i o n have been published i n R-AERO-AD-67-56. The d a t a a r e based on previous e s t i m a t e s f o r t h e AS-206 v e h i c l e which have been modified t o account f o r t r a j e c t o r y induced v a r i a t i o n s i n b a s e p r e s s u r e . 2. S a t u r n IB - Minuteman Chrys l e r Corporation Space D i v i s i o n has conducted t e s t s i n t h e hISFC 14" TWT t o determine s t a t i c s t a b i l i t y and a x i a l f o r c e c h a r a c t e r i s t i c s f o r the c u r r e n t S a t u r n IB/MM c o n f i g u r a t i o n s Tests were a l s o conducted t o determine loads on t h e 70-inch diameter S a t u r n IB tanks w i t h t h e Minuteman s t r a p p e d t o t h e S-IB t a i l b a r r e l . . 3. S a t u r n V / ~ o y a g e rS t a b i l i t y Experimental wind t u n n e l t e s t s have been completed i n t h e MSFC 14" TWT of t h e S a t u r n ~ / ~ o y a g ec o r n f i g u r a t i o n . These t e s t s were made u s i n g a 0.3366 p e r c e n t s c a l e d model, and were over a Mach number range of from 0.50 through 4.96. The range of a n g l e s of a t t a c k was from - 3 t o +16 d e g r e e s . The procedures and t h e r e s u l t s of t h i s i n v e s t i g a t i o n a r e presented i n R-AERO-AD-67-65. 4. S a t u r n V L i f t - o f f Aerodynamics Model d e s i g n and f a b r i c a t i o n of a 0.9 p e r c e n t s c a l e d model of t h e S a t u r n V w i t h launch pad and LUT were reviewed on a r e c e n t t r i p t o t h e Vought Aeronautics p l a n t . The d e s i g n i s a c c e p t a b l e , and model d e l i v e r y i s scheduled f o r August 18, 1967, w i t h t e s t i n g t o b e g i n August 2 1 , 1967, i n t h e LTV low speed wind t u n n e l f a c i l i t y . Northrop Space L a b o r a t o r i e s has n e a r l y completed a comp u t e r program which w i l l c a l c u l a t e t h e flow f i e l d surrounding t h e S a t u r n V with engines on i n t h e presence of ground winds. This flow f i e l d w i l l be used t o c a l c u l a t e loads on t h e v e h i c l e d u r i n g l i f t - o f f . The program can handle any wind d i r e c t i o n a t any v e h i c l e launch a l t i tude up t o t h e p o i n t where t h e v e h i c l e c l e a r s t h e tower. The d e l i v e r y d a t e f o r t h i s program and r e s u l t s f o r s e v e r a l v e h i c l e a l t i t u d e s and wind d i r e c t i o n s i s J u l y 28, 1967. �5. Saturn V - S t a t i c S t a b i l i t y and P r e s s u r e T e s t T e s t i n g of a 4 p e r c e n t s c a l e model of t h e S a t u r n V launch v e h i c l e i n t h e AEDC 1 6 - f o o t t r a n s o n i c wind t u n n e l t o determine h i g h a n g l e - o f - a t t a c k s t a t i c s t a b i l i t y and d e t a i l e d load d i s t r i b u t i o n over tllc t a i l b a r r e l i s scheduled f o r November 20, 1967. The model d e s i g n i s complete, and f a b r i c a t i o n i s expected by September 1 5 , 1967. Generation of p r e t e s t i n f o r m a t i o n t o be p r e s e n t e d a t a p r e t e s t conference a t AEDC i s underway. The Computation Laboratory has agreed t o i n t e g r a t e t h e p r e s s u r e d a t a and provide o u t p u t i n g r a p h i c and t a b u l a r form. 6. Aerodynamic C h a r a c t e r i s t i c s of a n Uprated S a t u r n V Vehicle The aerodynamic c h a r a c t e r i s t i c s of a t h r e e - s t a g e , t h r u s t augmented S a t u r n V v e h i c l e have been published i n R-AERO-AD-67-55. These d a t a i n c l u d e normal f o r c e , a x i a l f o r c e , and c e n t e r of p r e s s u r e f o r a S a t u r n V w i t h f o u r seven-segment 120-inch diameter s o l i d r o c k e t motors s t r a p p e d on t h e S-IC s t a g e . These d a t a a r e provided throughout t h e r e q u i r e d Mach number and a n g l e - o f - a t t a c k range. 7. S a t u r n V/S-I1 Sidewall I n s u l a t i o n T e s t s T e s t s a r e b e i n g cohducted i n t h e MSPC 14" TWT t o determine t h e s t r u c t u r a l i n t e g r i t y of S a t u r n V/S-I1 s t a g e i n s u l a t i o n under simul a t e d f l i g h t aerodynamic environment. The t e s t samples f u r n i s h e d by P&VE Laboratory w i l l b e t e s t e d a t f o u r dynamic p r e s s u r e l e v e l s a t a Mach number of approximately 1.80. Also t o be i n v e s t i g a t e d a r e charact e r i s t i c i n s u l a t i o n c r a c k s and debonds a s s p e c i f i e d by P&VE. R e s u l t s of t h e s e t e s t s w i l l be combined w i t h s i m i l a r t e s t r e s u l t s obtained by NAA i n a j o i n t memorandum. 8. Apollo-Saturn V Second S t a g e S t a b i l i t y and Drag Characterist i c s Supplemental aerodynamic s t a t i c s t a b i l i t y and a x i a l f o r c e c h a r a c t e r i s t i c s f o r t h e second s t a g e f l i g h t c o n f i g u r a t i o n of t h e pol lo/ S a t u r n V v e h i c l e have been generated t o s u p p o r t low a l t i t u d e a n a l y s i s of t h e v e h i c l e p r e d i c a t e d by a p o s s i b l e S-IC s t a g e m a l f u n c t i o n . The d a t a a r e p r e s e n t e d i n o f f i c e memorandum R-AERO-AD-67-52. �9. I n - F l i g h t Vehting Analyses f o r t h e S-111s-IVB I n t e r s t a g e of t h e Apollo/Saturn V Vehicle Updated aerodynamic and t r a j e c t o r y i n p u t d a t a f o r t h e S - I I / S - I m i n t e r s tagc i n f l igllt v e n t i n g a n a l y s i s have p r e d i c a t e d new i n f l i g h t i n t e r n a l p r e s s u r e l l i s t o r i c s . These d a t a a r e published i n R-AERO-AD-6758 Tor the 503 and 504 f l i g h t t r a j e c t o r i e s . 10. A p o l l o / S a t u r n V S-IC Stage Compartment I n t e r n a l P r e s s u r e Time H i s t o r i e s f o r t h e SA-504 T r a j e c t o r y I n f l i g h t p r e s s u r e h i s t o r y bands f o r t h e S-IC b a s e , S-IC i n t e r s t a g e compartments, generated f o r t h e i n t e r t a n k , and S-111s-IVB SA-504 t r a j e c t o r y , a r e presented i n R-AERO-AD-67-60. 11. S a t u r n IB/Apollo (Abort) I n t h e e v e n t of a m i s s i o n f a i l u r e f o r t h e S a t u r n I ~ / A p o l l o d u r i n g f i r s t s t a g e f l i g h t , t h e command module i s t o be j e t t i s o n e d . Thus, s t a t i c l o n g i t u d i n a l s t a b i l i t y and a x i a l f o r c e c h a r a c t e r i s t i c s f o r t h e v e h i c l e i n the a b o r t c o n f i g u r a t i o n a r e r e q u i r e d . Plans have been made f o r a n experimental wind t u n n e l t e s t program t o be r u n i n t h e MSFC 14" TWT f a c i l i t y . A 0.55 p e r c e n t s c a l e d model of t h e c u r r e n t S a t u r n pol pol lo (AS-205) v e h i c l e c o n f i g u r a t i o n i s t o be used (MSFC Model No. 3 2 7 ) . T e s t parameters i n c l u d e Mach numbers from 0.50 t o 4.96, a n g l e s of a t t a c k of from -2" t o +16O, and r o l l a n g l e s of 0 ° , 45" a n d 90". The t e s t i s now scheduled t o be completed t h e f i r s t week of August. 12. Apollo/Saturn I B S t a b i l i t y Aerodynamics A r e c e n t i n v e s t i g a t i o n of t h e Saturn I B AS-205 c o n f i g u r a t i o n i n d i c a t e d a forward s h i f t i n c e n t e r of p r e s s u r e a s compared t o AS-201. This s h i f t i.s s i g n i f i c a n t l y g r e a t e r than p r e s e n t aerodynamic t o l e r a n c e s . Wind t u n n e l t e s t s were made a t t h e MSFC 14" TWT and LTV & f o o t wind t u n n e l . New aerodynamic s t a b i l i t y and corresponding load d i s t r i b u t i o n s a r e being generated f o r t h e AS-205 c o n f i g u r a t i o n . The major f a c t o r s t h a t caused t h i s s h i f t a r e (1) removal of t h e t u r b i n e exhaust d u c t , (2) removal of engine shrouds, ( 3 ) i n c r e a s e of t h e Apollo u m b i l i c a l f a i r i n g h e i g h t from 4" t o 15", and (4) i n c r e a s e i n h e i g h t of S-IB r e t r o - r o c k e t s from 15.5" t o 22.9". 13. O r b i t a l Aerodynamics Lockheed p e r s o n n e l , working under Schedule Order No. 83, have c a l c u l a t e d o r b i t a l aerodynamic d a t a f o r s e v e r a l updated O r b i t a l These d a t a , which r e f l e c t Workshop and LM/ATM c l u s t e r con£ i g u r a t i o n s r e c e n t changes i n t h e c o n f i g u r a t i o n geometry of t h e O r b i t a l Workshop and LM/ATM c l u s t e r , a r e presented i n t h e f o l l o w i n g memorandums: . �( a ) O r b i t a l Aerodynamic C h a r a c t e r i s t i c s f o r t h e Lunar ~ o d u l e / A p o l l oTelescope ( ~ I A T Mw)i t h and w i t h o u t t h e Docked Command and S e r v i c e Module (CSM) (MSFC Dwg. SK10-7266, Rev. G ) , R-AERO-AD-67-54, June 1 6 , 1967. (b) O r b i t a l Aerodynamic C h a r a c t e r i s t i c s f o r t h e LM/ATM C l u s t e r C o n f i g u r a t i o n of t h e O r b i t a l Workshop (MSFC Dwg. SK107298), R-AERO-AD-67-63, J u l y 20, 1967. ( c ) O r b i t a l Aerodynamic C h a r a c t e r i s t i c s f o r t h e O r b i t a l Workshop w i t h and w i t h o u t t h e Docked Command and S e r v i c e Module (MSFC Dwg. SK10-7298, Rev. F ) , R-AERO-AD-67-66, J u l y 24, 1967. Lockheed has a l s o c a l c u l a t e d aerodynamic drag d a t a f o r t h e Voyager s p a c e c r a f t i n t h r e e e l l i p t i c o r b i t s around Mars. These d a t a have n o t y e t been p u b l i s h e d . 14. P a r a m e t r i c Strap-on Study One approach t o u p r a t i n g launch v e h i c l e s i s t o use "strap-on" s o l id p r o p e l l a n t t h r u s t a s s i s t . I n s u p p o r t of f e a s i b i l i t y s t u d i e s , p a r a m e t r i c aerodynamic d a t a a r e needed f o r v a r i o u s b a s i c / s e c o n d a r y body combinations. Because of t h e complexity of t h e aerodynamics, a n e x p e r i mental p a r a m e t r i c s t u d y was i n i t i a t e d t o s t u d y n i n e s e p a r a t e parameters i n approximately f i v e phases. Phase I i s t h e s t u d y of t h e e f f e c t of v a r i o u s s i z e s t r a p - o n s on t h r e e b a s i c b o d i e s of d i f f e r e n t f i n e n e s s r a t i o s . Because of t h e l e n g t h of t h e r e q u i r e d t e s t program, i t was n e c e s s a r y t o r u n Phase I i n two p a r t s . P a r t I of Phase I was completed i n t h e MSFC 14" TWT d u r i n g June 1967. Data from t h e f i r s t p a r t w i l l be e v a l u a t e d f o r t r e n d s and used t o s e t g u i d e l i n e s f o r reducing t h e l e n g t h of t h e second p a r t . A f t e r t h e completion of b o t h p a r t s of t h e t e s t program, a n i n t e r i m r e p o r t w i l l be published. 15. Drag T e s t s i n t h e Low Density Wind Tunnel An experimental i n v e s t i g a t i o n has been conducted i n t h e Low D e n s i t y Wind Tunnel, and i t has r e v e a l e d t h e need f o r improvements i n b o t h t h e t e s t f a c i l i t y and t e s t equipment. 'Cwo recommendations f o r improvements which could provide b e t t e r d a t a over a l a r g e range of Knudsen numbers a r e a s follows: (1) Cooling c o i l s which a r e a t t a c h e d t o t h e o u t e r s u r f a c e of t h e wind t u n n e l n o z z l e should be a c t i v a t e d s o t h a t some of t h e n o z z l e boundary l a y e r can be f r o z e n o u t . This could p o s s i b l y ( 2 ) A more s e n s i t i v e p r o v i d e a n i s e n t r o p i c t e s t core a t lower p r e s s u r e s . b a l a n c e i s needed s o t h a t s m a l l e r models could be t e s t e d a t low p r e s s u r e s . T e s t s of s m a l l models a t low p r e s s u r e s would provide d a t a under n e a r l y f r e e - m o l e c u l e flow c o n d i t i o n s . �16. Body of Revolution Viscous Cross -Flow I n v e s t i g a t i o n C o n t r a c t NAS8-21152 has been awarded f o r t h e c o n t i n u a t i o n of t h e v i s c o u s cross-flow i n v e s t i g a t i o n i n t h e LTV high speed wind t u n n e l . The p r e s s u r e model, s t i n g , and a s s o c i a t e d hardware w i l l be provided by MSFC. A t t h i s time, no f i r m t e s t d a t e has been s e t . Model d e s i g n , f a b r i c a t i o n , and assembly a r e expected t o r e q u i r e approximately f i v e months. A s t u d y of i n s t r u m e n t a t i o n requirements, model s i z e , s t i n g to-model-diameter r a t i o s , d a t a accuracy and r e q u i r e d t e s t i n g time i s being conducted f o r f u t u r e u t i l i z a t i o n of t h e proposed h i g h Reynolds number t e s t equipment. D. Experimental Aerophysics Branch 1. Low Dens i t y Wind Tunnel T e s t s have been completed i n t h e Low Density Wind Tunnel on m i c r o f o r c e drag measurements f o r 1 - i n c h t o 3-inch diameter s p h e r e s and d i s c s and f o r 1-inch and 2-inch diameter cones w i t h 9' h a l f - a n g l e s . A second pendulum-type m i c r o f o r c e b a l a n c e No. 220A , which has approximately twice t h e s e n s i t i v i t y of balance No. 220 and extends t h e range down t o 0.001 grams f o r c e , has been c a l i b r a t e d . A t o r s i o n a l m i c r o f o r c e b a l a n c e i s being f a b r i c a t e d f o r measurement of a wider range of drag f o r c e s i n t h e LDWT. Three a d d i t i o n a l LN2 Dewars have been obtained a s excess from R-TEST t o i n c r e a s e s t o r a g e c a p a c i t y and e f f i c i e n c y of t h e cryopumping system i n t h e LDWT. Arrangements a r e being made t o o b t a i n a GHE r e f r i g e r a t o r t o be used a s a cryopumping system. This w i l l provide t h e c a p a b i l i t y of using n i t r o g e n gas a s t h e Low Density Wind Tunnel flow medium. C a l i b r a t i o n has been resumed on t h e Mach 4 low d e n s i t y nozzle. S t a t i c p r e s s u r e s a r e being measured a l o n g t h e n o z z l e a x i s f o r comparison w i t h computed v a l u e s based upon e a r l i e r measurements. 2. Impulse Base Flow F a c i l i t y A s h o r t d u r a t i o n p a r a m e t r i c base h e a t i n g model t e s t was planned s e v e r a l y e a r s ago t o provi.de b a s i c b a s e h e a t i n g d a t a on a number o:f m u l t i - e n g i n e c o n f i g u r a t i o n s . This t e s t was never conducted because of h i g h e r p r i o r i t y work a s s o c i a t e d w i t h t h e v a r i o u s S a t u r n s t a g e s . A t e s t i s now planned t o use some of t h e ha.rdware designed f o r t h e e a r l i e r t e s t , b u t t h e emphasis has been s h i f t e d t o determining t h s e f f e c t of model s c a l e on th.e r e c o v e r y temperatures and h e a t t r a n s f e r c o e f f i c i e i l t s �i n t h e base r e g i o n . The program has f i v e s e p a r a t e phases, t h e purpose and scope of which a r c b r i e f l y d e s c r i b e d i n t h e p r o j e c t summary AT-68. Hardware d e s i g n and f a b r i c a t i o n f o r t h e above t e s t i s comp l e t e and cold flow checkout of t h e model w i l l begin t h e f i r s t week i n Augus t. 3. High Reynolds Number S p e c i a l T e s t Equipment A summary meeting of t h e High Reynolds Number T e s t Equipment s t a t u s was h e l d J u l y 21, 1967. The following is a l i s t of major items and t h e i r expected d e l i v e r y d a t e s : - (a) Supply tube (b) S e t t l i n g chamber (c) Building (d) Sphere (e) Other items - - October 1967. - December 1967. December 1967. January 1968. - May 1968. I n s t r u m e n t a t i o n was t h e major concern of t h i s meeting. Because of quick-response i n s t r u m e n t a t i o n r e q u i r e m e n t s , l o c a t i o n of t h e t r a n s d u c e r w i t h r e s p e c t t o model measuring o r i f i c e i s c r i t i c a l . P r e s e n t p l a n s a r e t o house pressure-measuring i n s t r u m e n t a t i o n w i t h i n t h e s t i n g a s c l o s e t o t h e model a s p o s s i b l e . . Following a s e r i e s of t r a n s d u c e r response t e s t s , i t was concluded t h a t 'tubing of 0.085-inch I . D . and 3 f e e t i n l e n g t h would provide adequate response. Run times of 100 m i l l i s e c o n d s i s expected a f t e r 300 m i l l i s e c o n d s of s t a r t i n g process. Model s t a r t i n g l o a d s a t maximum Reynolds number & 200 x l o 6 per f o o t ) a r e a l s o of concern, e s p e c i a l l y a t h i g h a n g l e s of a t t a c k , s i n c e t h e model must be s e t a t t h e d e s i r e d a n g l e of a t t a c k b e f o r e flow i n i t i a tion. S t u d i e s a r e underway t o e s t a b l i s h t h e maximum number of d a t a channels which may be provided w i t h t h e p r e s e n t model, s t i n g , and transducer constraints . 4. Thermal Acoustic J e t F a c i l i t y A t e s t program i s underway on t h e cold flow d u c t f o r R-AERO-AF t o i n v e s t i g a t e p r e s s u r e f l u c t u a t i o n s i n t h e base r e g i o n of a c l u s t e r e d j e t and t o determine t h e t o t a l p r e s s u r e v a r i a t i o n s i n t h e e x h a u s t plumes. A p r i o r t e s t was r u n t o map t h e flow f i e l d s photog r a p h i c a l l y and t o a i d i n t h e o v e r a l l a n a l y s i s of t h e f i n a l d a t a . �1 i.11111 l i c a t c r c o n t r a c t d e l i v c r y d e a d l i n e of 111id-September 1967 w i l l probably bc mct. T l i c Iic 5. 7 x 7-Inch B i s o n i c Wind Tunnel The BWT has been s u f f i c i e n t l y r e p a i r e d t o a l l o w t e s t i n g . A p r e l i m i n a r y i n v e s t i g a t i o n was run by Wyle f o r R-AERO-AU t o determine the shock l o c a t i o n on s e v e r a l forward-facing wedges of v a r i o u s p e r c e n t a g e s of blockages. The tunnel i s scheduled f o r a complete c a l i b r a t i o n b e f o r e future tests . 6. 1 4 x 14-Inch T r i s o n i c Wind Tunnel The following t e s t s were r u n d u r i n g June and J u l y 1967: a . A t e s t of t h e s t a t i c l o n g i t u d i n a l s t a b i l i t y and a x i a l f o r c e c h a r a c t e r i s t i c s of t h e uprated S a t u r n I (AS-205) f o r R-AERO-AD. T o t a l r u n s : 99. b . A p a r a m e t r i c s t u d y f o r R-AERO-AD of t h e aerodynamic c l l a r a c t e r i s t i c s of s o l i d p r o p e l l a n t "s trap-on" t h r u s t a s s i s t a s a p p l i e d t o S a t u r n - t y p e v e h i c l e s . T o t a l r u n s : 128. c. A t e s t f o r R-AERO-AD by C h r y s l e r t o determine t h e t o t a l f o r c e s and moments on t h e 70-inch diameter tanks on models of t h e S a t u r n IB/LM and Apollo launch v e h i c l e s w i t h Minuteman s t r a p - o n conf i g u r a t i o n s . T o t a l r u n s : 53. d . An i n v e s t i g a t i o n t o determine t h e s t a t i c s t a b i l i t y and a x i a l f o r c e c h a r a c t e r i s t i c s of t h e S a t u r n ~B/LM/Minutemanand S a t u r n IB/ Apoll.o/Minuteman con£ i g u r a t i o n s . This i s a supplemental t e s t t o t h e prev i o u s i n v e s t i g a t i o n . T o t a l runs : 190. e . A t e s t f o r R-AERO-AD, i n c o n j u n c t i o n w i t h P&VE, t o determine 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 S a t u r n V/S-I1 s t a g e i n s u l a t i o n a t v a r i o u s t u n n e l dynamic p r e s s u r e s . High 'speed movies were taken of v a r i o u s panel c o n f i g u r a t i o n s , a l o n g w i t h l o c a l mean and f l u c t u a t i n g p r e s s u r e measurements. T o t a l r u n s : 140. The tunnel i s c u r r e n t l y running a t a reduced r a t e because I n t e r n a l combust ion caused t h e t h e main compressor i s i n o p e r a t i v e compressor' s t h i r d s t a g e a f t e r c o o l e r t o blow a p a r t , caus ing c o n s i d e r a b l e damage. A committee from Aerophysics D i v i s i o n i s i n v e s t i g a t i n g t h e causes of t h e combustion t o determine a r e l i a b l e f i x . The compressor w i l l b e down f o r a b o u t two months. P r e s e n t o p e r a t i o n i s from R-TEST'S 3500 p s i air. . �7. O r b i t a l Aerodynamics Scanner Sys tems The d e s i g n , f a b r i c a t i o n , and checkout of t h e improved v c r s i o n of the h i g h speed d i g i t a l T.V. scanner s y s tem have been complctccl. Minor problems were encountered i n p r o p e r l y i l l u m i n a t i n g t h e modcl. Dcsign oE a l i g h t box t o e l i m i n a t e t h e problem is underway. I n t h e p r e s e n t system, t h e d a t a a r e recorded on IBM c a r d s f o r l a t e r r e d u c t i o n i n R-AERO-AE's computer f a c i l i t i e s . A program was w r i t t e n and checked o u t f o r computing moments, a r e a s , and c e n t r o i d s of a body a b o u t b o t h t h e X and Y axes based upon d a t a d i g i t i z e d by t h i s system. A new v e r s i o n of t h e T.V. system i s under c o n s i d e r a t i o n t h a t w i l l compute t h e a r e a s and moments on l i n e , t h e r e b y e l i m i n a t i n g t h e mass of d a t a c a r d s t h a t a r e p r e s e n t l y r e q u i r e d . The p h o t o - c e l l scanner f o r determining moments and p r o j e c t e d a r e a s has been completed and i s about 95 p e r c e n t checked o u t . A few minor items r e q u i r e d rework. The system w i l l be o p e r a t i o n a l w i t h i n 1 0 days. 8. I n s trumenta t i o n P i l o t s t u d i e s of r e a l - t i m e , o n - l i n e d i g i t i z i n g of c r o s s e d beam d a t a have been s t a r t e d . The d a t a s y s tem from t h e shock t u n n e l i s t o be used a s a n a n a l o g - t o - d i g i t a l c o n v e r t e r , and t h e o u t p u t s t o r e d on d i g i t a l magnetic t a p e f o r computer e n t r y . The d a t a system was t o be modified f o r d i g i t a l magnetic t a p e o u t p u t i n a d d i t i o n t o t h e e x i s t i n g card o u t p u t . The d i g i t a l t a p e u n i t was purchased; b u t upon a r r i v a l , i t was dropped on i t s f a c e i n t h e r e c e i v i n g a r e a of Technical S e r c i e s O f f i c e . Because of t h e e x t e n s i v e damage, i t i s being r e t u r n e d t o t h e f a c t o r y f o r r e p a i r , which w i l l t a k e about two months. 9. Data Reduction D i g i t a l magnetic t a p e s of t h e 4 p e r c e n t S a t u r n V model s t a t i c p r e s s u r e d a t a were converted t o c a r d s f o r p l o t t i n g . About twot h i r d s of t h e s t a t i c d a t a have been machine p l o t t e d f o r R-AERO-AU. A program was wriLten t o c o r r e c t the t r a n s o n i c o v e r a l l sound p r e s s u r e l e v e l d a t a from t h e Saturn V 4 p e r c e n t a c o u s t i c model. These c o r r e c t i o n s were f o r human e r r o r s , bad c h a n n e l s , c a l i b r a t i o n c o r r e c t i o n s , e t c . , t h a t became e v i d e n t a f t e r t h e t e s t . Work has n o t s t a r t e d on measuring and d i g i t i z i n g t h e o v e r a l l sound p r e s s u r e l e v e l s from t h e s u p e r s o n i c phase; i t w i l l probably n o t s t a r t u n t i l t h i s w i n t e r . �LO. Miscellaneous A magnetic t a p e r e c o r d e r and e l e c t r o n i c s were s e t up a t R-COMP t o p l a y back ground winds d a t a . S e v e r a l items of e l e c t r o n i c s , which a r e p a r t of t h e ground winds t e s t i n g damper system, and a S a t u r n I ~ / ~ e n t a u model r were s e n t t o Lockheed f o r s y s tem t e s t i n g and checkout. Work has been completed on r e c o n d i t i o n i n g and equipping t h e v a n - t r u c k a s an i n s t r u m e n t a t i o n v e h i c l e f o r f i e l d t e s t i n g of t h e crossed-beam program. The two-telescope t r a i l e r s have been completed, covers made, c a b l e r a c k s i n s t a l l e d , and t h e t e l e s c o p e s mounted. The f a c i l i t i e s have been used by IITRI f o r t h e p a s t f o u r weeks. T e s t i n g a t t h e AMICOM 400-foot tower i s expected t o s t a r t i n mid-August. E. Thermal Environment Branch 1. M u l t i p l e Protuberance T e s t s Wind t u n n e l t e s t i n g of t y p i c a l S a t u r n v e h i c l e protuberance arrangements i s being planned f o r e a r l y f a l l . The o b j e c t i v e of t h e t e s t s i s t o r e s o l v e t h e u n c e r t a i n t y i n p r e d i c t i o n of protuberance h e a t ing e f f e c t s i n r e g i o n s where t h e i n d i v i d u a l protuberance e f f e c t s o v e r l a p o r i n t e r s e c t w i t h a d j a c e n t protuberances. In addition, the t e s t i s designed t o v e r i f y t h e thermal environment r e s u l t i n g from t h e a d d i t i o n of a n t i - f l u t t e r h a t s e c t i o n s on t h e S-IVB s t a g e . The t e s t s a r e t o be run i n t h e Langley Research c e n t e r ' s U n i t a r y P l a n Wind Tunnel. Work on t h e protuberance models and n e c e s s a r y m o d i f i c a t i o n of t h e t e s t p l a t e i s being done a t MSFC. The Boeing Company i s providing e n g i n e e r i n g s u p p o r t . 2. High Angle-of-Attack T e s t s An RFQ has been i s s u e d t o provide e n g i n e e r i n g s u p p o r t f o r wind t u n n e l t e s t i n g of a S a t u r n I B con£ i g u r a t i o n a t h i g h a n g l e s of a t t a c k (15"-25"). The o b j e c t i v e of t h e t e s t i s t o provide aerodynamic h e a t i n g d a t a on a S a t u r n c o n f i g u r a t i o n a t a n g l e s of a t t a c k which would be encountered d u r i n g b o o s t i n t o a p o l a r o r b i t . T e s t i n g i s planned f o r t u n n e l A a t AEDC a t a d a t e y e t t o be determined. C o n s t r u c t i o n of t h e model by MSFC i s e s s e n t i a l l y complete. Work i s c o n t i n u i n g in-house on a d a t a r e d u c t i o n scheme t o be used a s a back-up t o t h e one r e q u e s t e d of the contractor. 3. Strap-on Heating T e s t The aerodynamic h e a t i n g e f f e c t s a s s o c i a t e d w i t h t h e proposed a d d i t i o n of Minuteman s o l i d motors t o t h e S-IB s t a g e i s being i n v e s t i g a t e d . Plans a r e b e i n g formulated i n c o n j u n c t i o n w i t h C h r y s l e r Corporation personnel t o t e s t a s t r a p - o n motor model a t Langley Research �Center u s i n g t h e t e s t p l a t e b u i l t f o r protuberance t e s t i n g . It i s cspcctcd t h a t aerodynamic h e a t i n g d a t a f o r the v e h i c l e and the s t r a p - o n mounting s t r u c t u r e can be obtained r a p i d l y and inexpensively t h i s way. T e s t i n g i s planned f o r l a t e 1967. 4. Compression Corner Heating The h e a t i n g p r e d i c t i o n techniques i n a compression c o r n e r , p a r t i c u l a r l y w i t h s e p a r a t e d flow, c o n t i n u e t o be h i g h l y u n s a t i s f a c t o r y . An e f f o r t has been undertaken t o make a comprehensive survey of t h e l i t e r a t u r e i n t h e hope of d i s c o v e r i n g , i n t h e myriad of r e p o r t s a l l u d i n g t o t h e i n v e s t i g a t i o n of compression corner e f f e c t s , some r e s u l t s wh.ich would a l l e v i a t e the inadequacy. U n f o r t u n a t e l y , t h e amount of h e a t i n g d a t a i s s c a n t y , and i t was n o t p o s s i b l e t o make any s e n s i b l e c o r r e l a t i o n between t h o s e which were a v a i l a b l e . It i s f e l t t h a t a worthwhile t e s t program designed t o c o r r e c t t h e d e f i c i e n c i e s encountered would be of such magnitude a s t o be u n f e a s i b l e a t t h i s time. A r e p o r t documenting t h e l i t e r a t u r e s e a r c h i s being prepared. 5. Voyager Thermal Environments Work i s continuing on thermal environment a n a l y s e s f o r t h e S a t u r n VIVoyager. The a n a l y s i s f o r t h e a s c e n t p o r t i o n i s completed and has been published i n Memo R-AERO-AT-5-67, June 1 2 , 1967. Work on t h e e a r t h o r b i t a l p o r t i o n i s e s s e n t i a l l y complete, and t h e a n a l y s i s of t h e i n t e r p l a n e t a r y p o r t i o n i s w e l l underway. 6. P r e c u r s o r R a d i a t i o n Study Work has begun t o a n a l y z e t h e p r e c u r s o r e f f e c t i n a h i g h e n t h a l p y gas stream. The i n i t i a l e f f o r t i s d i r e c t e d toward e s t a b l i s h i n g t h e r a d i a t i o n e m i t t e d by helium-hydrogen s l a b s w i t h dimensions and prop e r t i e s t y p i c a l of shock l a y e r s around J u p i t e r e n t r y v e h i c l e s . 7. J o v i a n Entry Probe A s t u d y t o determine t h e h e a t p r o t e c t i o n requirements of a J u p i t e r e n t r y probe i s being i n i t i a t e d . Best e s t i m a t e s of t h e J o v i a n atmosphere w i l l b e used i n c o n j u n c t i o n w i t h v a r i o u s h e a t i n g p r e d i c t i o n techniques t o o b t a i n r e a l i s t i c h e a t p r o t e c t i o n requirements. O b j e c t i v e s of t h e s t u d y a r e t o e s t i m a t e s u r v i v a b i l i t y , i n d i c a t e t h e r e q u i r e d t r a j e c t o r y shaping f o r low h e a t i n p u t , and e s t i m a t e the e x t e n t of RF a t t e n u a t i o n communication problems. The r e s u l t s of t h e p r e c u r s o r r a d i a t i o n s t u d y w i l l be a p p l i e d a s a v a i l a b l e . �8. Odyssey Thermal A n a l y s i s A d d i t i o n a l work i s b e i n g performed t o b e t t e r d e f i n e t h e tllermal e n v i r o n m e n t of t h e Odyssey Experiments Package. S p e c i f i c a l l y , t h e o r b i t which p r o d u c e s t h e maximum t e m p e r a t u r e g r a d i e n t s w i l l b e d e t e r m i n e d , e f f e c t s of d i f f e r e n t m a t e r i a l s a n d / o r s u r f a c e f i n i s h e s w i l l b e i n v e s t i g a t e d , and e f f e c t s of d i f f e r e n t s p i n r a t e s w i l l be s t u d i e d . 9. Des i g n A s s u r a n c e A g e n e r a l a n a l y s i s of e x h a u s t plume c o n v e c t i v e h e a t i n g e n v i r o n m e n t s d u r i n g S a t u r n V l i f t - o f f h a s b e e n documented. This a n a l y s i s d e f i n e s t h e c o n v e c t i v e h e a t i n g caused by t h e s e a l e v e l S-IC e x h a u s t f l o w f i e l d impinging a g a i n s t a f l a t p l a t e and v a r i o u s s i z e s of cy L i n d e r s and s p h e r e s . A p r e l i m i n a r y a n a l y s i s was completed which d e f i n e d e x h a u s t plume impingement a r e a s on t h e LUT d e c k . An i n v e s t i g a t i o n was a l s o made o f t h e c o o l i n g p o t e n t i a l o f w a t e r (50,000 GPM) o n t o t h e LUT d e c k . P r e l i m i n a r y r e s u l t s show t h a t t h e w a t e r s h o u l d p r o v i d e more t h a n a d e q u a t e c o o l i n g ; however, l o c a l " h o t s p o t s " on t h e d e c k s u r f a c e w i l l o c c u r . P r e l i m i n a r y s t r u c t u r a l and component t e m p e r a t u r e s and p r e s s u r e s f o r t h e LUT deck and wind damper were r e l e a s e d i n C o o r d i n a t i o n Preliminary review of S h e e t s ATT-E.1-044 and ATT-H-046, r e s p e c t i v e l y . t h e s t r u c t u r a l t e m p e r a t u r e s by t h e S t r e n g t h and V i b r a t i o n s S t r e s s Group has i n d i c a t e d o n l y l o c a l warping of t h e deck panels d u r i n g launch. T h i s a n a l y s i s n e g l e c t e d t h e e f f e c t s o f w a t e r on t h e deck. The component s t u d y h a s i n d i c a t e d t h a t a number of t h e components on t h e wind damper exceed t h e i r d e s i g n o p e r a t i n g t e m p e r a t u r e . The MGSE T r a n s p o r t a t i o n and H a n d l i n g Group i s e v a l u a t i n g t h i s c o n d i t i o n and a s s e s s i n g t h e amount of refurbishment necessary a f t e r each launch. A p r e l i m i n a r y a n a l y s i s was performed t o e v a l u a t e t h e e f f e c t of d e l e t i n g t h e S-IC r e t r o - m o t o r s on f i r s t p l a n e s t a g i n g e n v i r o n m e n t s . R e s u l t s of t h e t h e r m a l a n a l y s i s a r e r e p o r t e d i n Boeing Coordinat i o n S h e e t G&C-H-061, d a t e d J u n e 1 4 , 1967. F. Unsteady Aerodynamics Branch 1. I n f l i g h t F l u c t u a t i n g P r e s s u r e and A c o u s t i c Environments a. The s u p e r s o n i c phase (M = 1 . 6 t o 3 . 0 ) o f t h e 4 p e r c e n t S a t u r n V f l u c t u a t i n g p r e s s u r e t e s t t h a t was conducted i n t h e AEDC 1 6 - f o o t wind t u n n e l h a s been completed. Data r e d u c t i o n f o r t h i s phase o f t h e s t u d y i s p a r t i a l l y complete. �b. Reduction of t h e f l u c t u a t i n g p r e s s u r e d a t a from t h e t r a n s o n i c p o r t i o n 01 t h e AEDC e x p e r i m e n t i s a t t h e f o l l o w i n g s t a g e s : ( I ) O v e r a l l sound p r e s s u r e l e v e l s have been computed and p l o t t e d and a r e b e i n g r e v i e w e d ; (2) s p e c t r u m a n a l y s i s of t h e a v a i l a b l e d a t a i s b e i n g c o n t i n u e d ; and ( 3 ) a c o n t r a c t w i t h Baganoff A s s o c i a t e s , I n c . t o p e r f o r m t h e c o r r e l a t i o n a n a l y s i s of t h e AEDC d a t a has been o b t a i n e d . 2. Launch S i t e A c o u s t i c Environments a . The n o i s e s o u r c e c h a r a c t e r i s t i c s e x p e r i m e n t b e i n g p e r formed under Wyle C o n t r a c t NAS8-21060 ( I n v e s t i g a t i o n of t h e Noise G e n e r a t i o n Mechanisms of D e f l e c t e d and U n d e f l e c t e d S u p e r s o n i c Rocket E x h a u s t ) h a s been completed. Data r e d u c t i o n and a n a l y t i c a l a n a l y s i s of the acoustic data a r e i n progress. b. A c o u s t i c d a t a from AMTF t e s t s a r e being analyzed t o determine t h e d i f r e r e n c e s on t h e a c o u s t i c environment. completed, and now a complete s e t of d a t a cone e n g i n e n o z z l e t e s t s . on t h e b e l l - c o n e e n g i n e n o z z l e e f f e c t s of t h e n o z z l e e x p a n s i o n A d d i t i o n a l t e s t s have been has been o b t a i n e d f o r t h e b e l l - c. Data from t h e planned c l u s t e r t e s t s have n o t y e t b e e n r e c e i v e d b e c a u s e of T e s t L a b o r a t o r y s c h e d u l i n g problems. T h i s informat i o n i s e x p e c t e d w i t h i n two months t o a l l o w a more thorough e v a l u a t i o n o f t h e e f f e c t s of e n g i n e f l o w p r o x i m i t y . A c o u s t i c d a t a from s i n g l e e n g i n e t e s t s w i t h t h e e x i t p r e s s u r e a s a v a r i a b l e have n o t y e t been acquired. d. The 1 1 2 0 t h s c a l e model of t h e S a t u r n V i n v o l v i n g phase c o r r e l a t i o n s f o r t h e s i m u l a t e d v e h i c l e s k i n i s complete and i s a w a i t i n g i n s t r u m e n t a t i o n checkout. The microphones, j u s t r e c e i v e d from LTV, have n o t r i g i d l y met s p e c i f i c a t i o n s b e c a u s e t h e y were more v i b r a t i o n s e n s i t i v e t h a n e x p e c t e d . This problem i s b e i n g c o r r e c t e d and t e s t s a r e e x p e c t e d w i t h i n s e v e r a l months. e. The j e t impingement t e s t d a t a have been r e q u e s t e d f o r t h i r d - o c t a v e band s p e c t r a l a n a l y s i s and time h i s t o r y p r e s e n t a t i o n . S e v e r a l t e s t s which a r e l a c k i n g f o r c o m p l e t i o n of t h e program a r e e x p e c t e d t o be performed soon. f. A m e e t i n g was h e l d June 22 w i t h R-AS-VGand t h e cont r a c t o r s (Douglas and IBM) t o d i s c u s s t h e MLV con£ i g u r a t i o n s o f t h e S a t u r n IB. A r e q u e s t was t h e n made of R-AERO-AU t o p r o v i d e a c o u s t i c This environmental environments f o r s p e c i f i c v e h i c l e con£ i g u r a t i o n s i n f o r m a t i o n was f u r n i s h e d i n memo R-AERO-AU-67-63 "Response t o Request f o r A c o u s t i c Environment f o r S a t u r n IB MLV C o n f i g u r a t i o n s , ' ' August 1, 1967. S p e c t r a and o v e r a l l SPL v a l u e s were p r o v i d e d f o r on-pad and i n f l i g h t c o n d i t i o n s f o r MLV c o n f i g u r a t i o n s of a s i n g l e 260-inch s o l i d p r o p e l l a n t b o o s t e r and a l s o f o r f o u r 156-inch s o l i d p r o p e l l a n t r o c k e t s making up t h e b o o s t e r . . �g . A m e e t i n g was held a t Michoud w i t h C h r y s l e r p e r s o n n e l c o n c e r n i n g t h e three-month s t u d y o f s t r a p - o n Minuteman s o l i d r o c k e t motor t h r u s t a u g m e n t a t i o n f o r tlie S a t u r n I B v e h i c l e . The a c o u s t i c environment, which i s q u i t e s e v e r e f o r p o r t i o n s of t h e v e h i c l e i n c e r t a i n s t r a p - o n c o n f i g u r a t i o n s , i s t o be p r e d i c t e d by C h r y s l e r . P r o g r e s s i n t h a t a r e a was r e v i e w e d ; t h e o n l y problem of c o n c e r n t o b o t h t h e s t r u c t u r a l and a c o u s t i c a r e a s was t h a t KSC had s u g g e s t e d t h a t t h e SRM s t r a p - o n s b e a t t a c h e d a t somewhat h i g h e r p o i n t s on t h e v e h i c l e t h a n was p r a c t i c a l from t h e s t r u c t u r a l v i e w p o i n t . This was due o n l y t o KSC'S l o c a t i o n o f t h e d e f l e c t o r s f o r t h e SRM's f l o w s . It was hoped t h a t KSC c o u l d s o l v e t h e i r d e f l e c t o r problems and p e r m i t t h e s o l i d s t o b e lowered s o t h a t t h e d i s t a n c e between t h e n o z z l e p l a n e s o f t h e S-IB and SRM's would b e m i n i m i z e d , t h u s r e d u c i n g t h e a c o u s t i c problems i n l o c a l a r e a s t o t h e f l o w and a l l e v i a t e c e r t a i n a t t a c h m e n t d i f f i c u l t i e s . A memorandum, "J-2X Program A c o u s t i c Data A c q u i s i t i o n , " h. d a t e d J u l y 1 4 , 1967, was s e n t t o T e s t Lab r e q u e s t i n g t h e s p e c i f i c t e s t s t o b e m o n i t o r e d f o r a c o u s t i c d a t a on t h e f u l l s c a l e h o r i z o n t a l J-2(X) e n g i n e f i r i n g . T e s t s o f chamber p r e s s u r e v a l u e s down t o 5 0 p s i and up t o 750 were r e q u e s t e d a l o n g w i t h t h e t h r o t t l a b l e r u n s t h a t a r e s c h e d u l e d f o r e n g i n e e x p a n s i o n r a t i o s of 1 4 : 1 , 2 7 . 5 : l and 4 0 : l . F l i g h t a c o u s t i c d a t a from AS-201, 202 and 203 have b e e n r e r u n by Comp Lab u s i n g t h e c o r r e c t RACS c a l i b r a t i o n s i g n a l . The program f o r a c o u s t i c d a t a a n a l y s i s p r e v i o u s l y h a v i n g e r r o n e o u s b a n d w i d t h v a l u e s h a s b e e n c o r r e c t e d and now a p p e a r s t o b e o p e r a b l e . i. j. The model t e s t s f o r t h e m u f f l e r scheme f o r t h e High Reynolds Number T e s t Equipment have b e e n completed. S e v e r a l t e s t s i n v o l v i n g ground c o v e r a g e f o r a p o r t i o n of t h e s p h e r e were c o n d u c t e d , and t h e d i r e c t i v i t y of t h e a c o u s t i c f i e l d a b o u t t h e s p h e r e was a l s o a c q u i r e d d u r i n g s e v e r a l t e s t s . The d a t a a r e b e i n g a n a l y z e d and a r e p o r t i s forthcoming . k. The r e v i e w copy of a t e c h n i c a l n o t e " F a r - F i e l d A c o u s t i c E n v i r o n m e n t a l P r e d i c t i o n s f o r Launch o f S a t u r n V and a S a t u r n V MLV Conf i g u r a t i o n " h a s b e e n c o r r e c t e d and h a s b e e n forwarded f o r f i n a l p r i n t . 1. A c o o r d i n a t i o n m e e t i n g w a s h e l d among p e r s o n n e l o f MSFC and Langley R e s e a r c h C e n t e r on J u l y 1 9 , 1967 t o d i s c u s s a p o s s i b l e c o o r d i n a t i o n e f f o r t i n t h e a r e a of a c o u s t i c s c o n c e r n i n g problems a s s o c i a t e d w i t h t h e s u p e r s o n i c t r a n s p o r t (SST). Problem a r e a s o f main conc e r n a r e t h e s u p p r e s s i o n o r r e d u c t i o n of t h e j e t e x h a u s t n o i s e , p r e d i c t i o n methods, s t a n d a r d i z e d methods of s p e c i f y i n g j e t e n g i n e n o i s e , p r i m a r y n o i s e g e n e r a t i n g mechanisms o f j e t e n g i n e f l o w s , and h a z a r d c r i t e r i a . �m. A r e q u e s t was r e c e i v e d from P&VE ( J u l y 28) f o r t h e a c o u s t i c environments f o r t e n MLV c o n f i g u r a t i o n s f o r b o t h S a t u r n I B and S a t u r n V. Because the r e s u l t s were r e q u i r e d w i t h i n one week, t h e v e h i c l e s were d i v i d e d i n t o zones f o r convenience of p r e d i c t i o n . Maximum o v e r a l l sound p r e s s u r e l e v e l s were g i v e n per zone f o r b o t h i n f l i g h t and on-pad c o n d i t i o n s . The magnitude of t h e work was enormous f o r pres e n t i n g s p e c t r a f o r each zone f o r a l l t e n v e h i c l e s w i t h i n one week; t h e r e f o r e , t h e more d e t a i l e d environments a r e t o be provided on r e q u e s t For t h e more l i k e l y c a n d i d a t e s f o r t h e MLV program (Reference memo R-AER~-AU-~~-~~). 3. A e r o e l a s t i c C h a r a c t e r i s t i c s of S a t u r n I B and V a. P i t c h Damping Because of s i g n i f i c a n t s 1ippage of t h e MSFC 14- i n c h t u n n e l s c h e d u l e , p i t c h damping t e s t s on SA-203 and 206 forebody conf i g u r a t i o n s w i l l n o t begin u n t i l . mid-Augus t 1967. Furthermore, t h e proposed aerodynamic p i t c h damping t e s t s of t h r e e - c o n e - c y l i n d e r bodies have been removed from t h e p r e s e n t s c h e d u l e . b. Quasi-Steady O s c i l l a t i n g Wake Study The f o u r t h phase of t h i s s t u d y i s scheduled t o begin i n t h e l a t t e r p a r t of September 1967. Included i n t h i s phase i s a n e x t e n s i v e c a l i b r a t i o n , which w i l l be made i n s u p p o r t of e a r l i e r t e s t s . A d d i t i o n a l t e s t s using a f r e e - o s c i l l a t i o n b a l a n c e w i l l be r u n . c. F l u t t e r and Divergence A f e a s i b i l i t y s t u d y i s being made t o determine t h e p o s s i b i l i t y of running a p a r a m e t r i c t e s t t o a s c e r t a i n t h e t o r s i o n a l f l u t t e r and divergence c h a r a c t e r i s t i c s of t h e S a t u r n I B Minuteman s t r a p ons. I f p o s s i b l e , a e r o e l a s t i c a l l y s c a l e d models w i l l be used i n t h e MSFC 14-inch wind t u n n e l . d. Panel F l u t t e r An i n v e s t i g a t i o n of n o n l i n e a r o s c i l l a t i o n s of a t h r e e dimensional f l u t t e r i n g p l a t e i s underway f o r S a t u r n I B v e h i c l e s 204 t o 207 using the E . H. Dowell a n a l y t i c a l method. The problem of two- and three-dimensional p l a t e s i n a s u p e r s o n i c flow undergoing l i m i t o s c i l l a t i o n s has been s t u d i e d by Dowell over a c o n s i d e r a b l e range of Mach numbers, a i r - t o - p l a t e - m a s s r a t i o s , and p l a t e - l e n g t h - t o - w i d t h r a t i o s . The p r e s e n t s t u d y involves t h e a p p l i c a t i o n of t h e n o n l i n e a r p l a t e t h e o r y and the f u l l y l i n e a r i z e d aerodynamic t h e o r y of ow ell's method t o l a r g e r c h a r a c t e r i s t i c v a l u e s which e x i s t f o r t h e S a t u r n IB v e h i c l e . �4. S a t u r n V Ground Winds The t h r e e - p a r t ground wind t e s t program a t Langley on models 01 t h e MET t o w c r , t h e PIobile S e r v i c e S t r u c t u r e , and t h e S a t u r n V was comp l c t c d J r ~ n c 16, 1967. Tllc S a t u r n V model t e s t program, a v e r y s h o r t o n e , was t o d c t c r m i n c i f tllc dynamic r e s p o n s e o f t h e were s i g n i f i c a n t l y d i f f c r c n t wit11 t h e model s u b j e c t e d t o b o t h a u n i f o r m and a nonuniform ( v e r y l a r g e boundary l a y e r ) wind p r o f i l e . The nonuniform wind p r o f i l e was e s t a b l i s h e d by u s e of a g r i d i n s t a l l e d i n t h e t u n n e l ; however, L a n g l e y p e r s o n n e l a r e a n a l y z i n g t e s t d a t a t o d e t e r m i n e t h e e x a c t boundary l a y e r p r o f i l e . Although problems were e n c o u n t e r e d w i t h m a i n t a i n i n g a c o n s t a n t v a l u e o f model damping d u r i n g t h e t e s t program, i t can b e concluded from p r e l i m i n a r y d a t a a n a y s e s t h a t t h e model dynamic l o a d s were n o t r e d u c e d wit11 t h e nonuniform wind p r o f i l e . In f a c t , the t e s t data indicate the p o s s i b i l i t y of t h e dynamic l o a d s b e i n g l a r g e r w i t h t h e nonuniform p r o f i l e o v e r t h e l o a d s w i t h t h e u n i f o r m wind p r o f i l e . A c o n t r a c t was n e g o t i a t e d t h e l a s t o f J u n e f o r d e s i g n and f a b r i c a t i o n of a S a t u r n ~ I V o y a g e rground winds model, The f a b r i c a t i o n s h o u l d b e completed i n December 1967. A l s o , t h e e l e c t r o m a g n e t i c damper s y s t e m w i l l b e m o d i f i e d f o r i n s t a l l a t i o n i n t h e Voyager model. 5. S a t u r n I B Ground Winds P r e s e n t l y , t h e S a t u r n I ~ I C e n t a u rground winds model, b u i l t by A t k i n s and M e r r i l l C o r p o r a t i o n , i s b e i n g checked o u t by Lockheed o f H u n t s v i l l e t o s e e i f t h e dynamic c h a r a c t e r i s t i c s a r e s u c h t h a t t h e model c a n b e m o d i f i e d t o r e p r e s e n t t h e AS-204 c o n f i g u r a t i o n . The model w i l l b e m o d i f i e d by L a n g l e y and wind t u n n e l t e s t t i m e w i l l b e r e q u e s t e d from them. A l s o , t h e S a t u r n I B / C e n t a u r model w i l l b e used t o c h e c k o u t and modify t h e e l e c t r o m a g n e t i c damper s y s t e m t o b e used f o r t h e AS-204 and S a t u r n V/Voyager ground wind t e s t s . IV. AEROSPACE ENVIRONMENT DIVISION A. Atmospheric R e s e a r c h F a c i l i t y During t h i s p e r i o d , 125 rawinsonde f l i g h t s were made a t t h e Atmospheric R e s e a r c h F a c i l i t y . These f l i g h t s were made i n s u p p o r t o f a c o u s t i c s t u d i e s , s t a t i c t e s t s , and t o e s t a b l i s h a s t a t i o n h i s t o r y . T h e r e were 1 0 f l i g h t s i n s u p p o r t of a c o u s t i c s t u d i e s ; 55 f l i g h t s were made i n s u p p o r t of s t a t i c t e s t s : 37 f l i g h t s f o r t h e F-1 e n g i n e t e s t s ; 17 f o r t h e S-IB t e s t s , and 1 f o r t h e 5 - 2 e n g i n e t e s t . F i f t y - n i n e d a i l y f l i g h t s were made f o r s t a t i o n h i s t o r y . �A l 1 m e t e o r o l o g i c a l requirements f o r T e s t ~ a b o r a t o r ys' a c o u s t i c model f a c i l i t y have been completed. These requirements were t h a t wind s p e e d , wind d i r e c t i o n , and temperature be measured a t t h e 2-meter, 4-meter, 8-meter, and 16-meter l e v e l s . A l l systems have been checked o u t and turned over t o T e s t Laboratory personnel f o r o p e r a t i o n . The CPS-9 Weather Radar components have a r r i v e d a t MSFC w i t h t h e c x c e p t i o n of t h e azimuth u n i t and the tower assembly hardware k i t s . The azimuth u n i t was shipped t o t h e A i r ~ o r c e ' sOrdnance Depot f o r renovation. The hardware k i t s a r e on o r d e r . MSFC's requirements i n t h e i n s t a l l a t i o n of t h e r a d a r system have been completed. These r e q u i r e ments were (1) t o provide e l e c t r i c a l power f o r t h e antenna c o n t r o l u n i t , ( 2 ) t o provide c a b l e r o u t i n g t r a y s from t h e antenna t o t h e console u n i t and (3) t o provide antenna tower p i e r s w i t h grounding system. S p e c i a l t e s t s were conducted i n connection w i t h t h e towerp i b a l wind speed comparison s t u d y . A t o t a l of 172 p i b a l r e l e a s e s were made f o r t h e s e t e s t s . Personnel from r e c o r d i n g equipment and a c o u s t i c wind measuring w i l l be o p e r a t i o n a l f o r t h e Atmospheric Research F a c i l i t y checked power s u p p l i e s and made minor r e p a i r s t o t h e f a c i l i t y a t Kennedy Space Center. The f a c i l i t y t h e n e x t S a t u r n launch. The m e t e o r o l o g i c a l requirements f o r t h e cross-beam program were completed. This included t h e mounting and o r i e n t a t i o n of wind speed and wind d i r e c t i o n s e n s o r s on t h e Army's 400-foot tower l o c a t e d i n T e s t Area No. 1. These s e n s o r s were mounted on t h e southwest c o r n e r a t t h e 1 0 0 - f o o t , 200-foot, 300-foot, and 400-foot l e v e l s w i t h t h e wind d i r e c t i o n s e n s o r o r i e n t a t e d t o magnetic n o r t h . Wind r e c o r d i n g and s i g n a l c o n d i t i o n i n g equipment were mounted i n t h e c r o s s -beam i n s t r u m e n t a t i o n van. A l l systems have been checked o u t and a r e o p e r a t i o n a l . O f f i c e memorandum R-AERO-225-67, "Anemometer I n s t r u m e n t a t i o n f o r Cross-Beam C o r r e l a t i o n Study," has been d i s t r i b u t e d . The ionosphere sounding s t a t i o n a r r i v e d a t MSFC from Kennedy Space C e n t e r . The e n t i r e system has been unpacked and t h e system i s b e i n g checked o u t . A f t e r t h e checkout, t h e system i s scheduled t o be mounted i n a van and moved t o t h e o p e r a t i o n s a r e a near B u i l d i n g 4820. Data a c q u i s i t i o n i s c o n t i n u i n g f o r t h e tower i n t e r f e r e n c e s t u d y and wind p r o f i l e mapping program from t h e 150-meter m e t e o r o l o g i c a l tower a t Kennedy Space C e n t e r . �The maintenance and p r e v e n t i v e maLntenance performed on t h e tower d u r i n g t h i s p e r i o d i n c l u d e d r e o r i e n t a t i o n o f a l l s e n s o r s and i n s t a l l a t i o n of n y l o n b u s h i n g s on t h e s e n s o r mounts on t h e cross-arms The n y l o n b u s h i n g s were i n s t a l l e d i n a n e f f o r t t o e l i m i n a t e c o r r o s i o n of t h e s e n s o r h o u s i n g s and f r e e z i n g t o t h e mounting b a r . levels. B. . Dew c e l l s were mounted a t t h e 3-meter, 60-meter, and 150-meter These w i l l b e used t o measure and r e c o r d dew p o i n t . Space Environment Branch " P r e l i m i n a r y Models and Confidence Envelopes f o r t h e Mars Atmosphere," w r i t t e n by M r . Don K . Weidner was p r e s e n t e d a t t h e second m e e t i n g of T r a j e c t o r i e s , Performance, N a v i g a t i o n and Guidance Working Group (Voyager) and a t t h e June 21, 1967, Voyager S c i e n c e P a n e l m e e t i n g . The model atmospheres p r e s e n t e d i n t h i s paper have been developed f o r u s e i n t h e s p a c e c r a f t d e s i g n and p l a n n i n g of t h e Voyager program. F u r t h e r s t u d y i n t h i s a r e a w i l l p r o v i d e model atmospheres t h a t d e f i n e t h e s e a s o n a l , l a t i t u d i n a l , and d i u r n a l v a r i a t i o n s i n t h e Mars atmosphere and a l s o w i l l c o n s i d e r t h e e f f e c t of s o l a r c y c l e v a r i a t i o n s i n t h e upper a t m o s p h e r e . I n g e n e r a t i n g t h e models, a h i g h l y r e f i n e d p l a n e t a r y atmosphere computer program t h a t may be used f o r any p l a n e t a r y atmosp h e r e was d e v e l o p e d . T h e o r e t i c a l s t u d i e s c o n c e r n i n g t h e f e a s i b i l i t y of o b t a i n i n g p l a n e t a r y a t m o s p h e r i c informati.on through vacuum chamber s i m u l a t i o n e x p e r i m e n t a t i o n a r e c o n t i n u i n g . The most promising p o t e n t i a l e x p e r i ments s t u d i e d t h u s f a r a r e r e l a t e d t o (1) r e a c t i o n r a t e s f o r t h e v a r i o u s a t m o s p h e r i c chemical p r o c e s s e s , (2) t h e time c o n s t a n t f o r C02 s u b 1 i m a t i o n i n t h e M a r t i a n atmosphere, and (3) t h e r e l a t i o n s h i p between t e m p e r a t u r e and c o m p o s i t i o n i n t h e upper atmosphere. The r e s u l t s of t h e s e s t u d i e s w i l l b e used i n d e v e l o p i n g more r e f i n e d p l a n e t a r y atmospheres. A h i g h l y r e f i n e d computer program h a s been e s t a b l i s h e d f o r g e n e r a t i n g p l a n e t a r y atmospheres. Further s t u d i e s r e l a t e d t o p l a n e t a r y atmospheric processes w i l l provide a d d i t i o n a l refinements. A preliminary summary of t h i s computer program i s g i v e n i n R-AERO-IN-5-67. I n f o r m a t i o n r e s u l t i n g from s t u d i e s c o n c e r n i n g t h e r e l a t i o n s h i p s between c o m p o s i t i o n and t e m p e r a t u r e a t h i g h a l t i t u d e s i n p l a n e t a r y a t m o s p h e r e s h a s been used i n t h e development of more r e f i n e d M a r t i a n a t m o s p h e r i c models. These models a r e p r e s e n t e d i n TI4 X-53616, " N a t u r a l Environment Design C r i t e r i a G u i d e l i n e s f o r MSFC Voyager S p a c e c r a f t f o r Mars 1973 M i s s i o n , ' ' which w i l l be d i s t r i b u t e d i n August 1967. T h i s document was developed f o r t h e MSFC Voyager Phase C RFR, b u t t h e r e i s some chance t h a t i t w i l l b e adopted f o r t h e e n t i r e Voyager program by t h e Voyager P r o j e c t O f f i c e . �M r . Robert B. Owen s u p e r v i s e d the f i n a l acceptance t e s t s of tlic cryogcnic d c n s i t o m e t e r . The f i n a l r e p o r t on t h e development of t h i s gilugc i s due t h c f i r s t .i~eelcof August 1967; t h e gauge i t s e l f w i l l bc d c l i v c r e d a t a l a t e r d a t e . Two papers on the r e s i l l t s of t h e thermosphere probe launches i n January 1967 have been prepared and a r e scheduled t o be p r e s e n t e d a t the COSPAR meeting i n London t h e l a s t week of J u l y . One paper conc e r n s t h e n e u t r a l p a r t i c l e measurements, w h i l e t h e o t h e r concerns t h e charged p a r t i c l e measurements. Both s e r i e s of measurements i n d i c a t e g r e a t e r v a r i a b i l i t y i n t h e upper atmosphere than c u r r e n t models p r e d i c t . Measurements of n e u t r a l molecular n i t r o g e n a r e s t i l l a f a c t o r of two o r t h r e e lower than v a l u e s computed from models based on d e n s i t i e s deduced from the a n a l y s i s of s a t e l l i t e o r b i t a l decay. Progress on s t u d i e s of t h e f e a s i b i l i t y of performing gass u r f a c e i n t e r a c t i o n experiments i n f l i g h t continues t o be s a t i s f a c t o r y . A l l t h r e c c o n t r a c t s a r e planned t o be concluded on 20 August 1967. F u t u r e p l a n s , a t t h e p r e s e n t time, a r e f o r a c o n t i n u a t i o n i n t o a Phase B s t u d y of a s p e c i f i c f l i g h t experiment which w i l l combine t h e r c s u l t s of t h e s e t h r e e Phase A s t u d i e s . The model C4 ionosonde from Cape Kennedy t h a t i s t o be used i n t h e s tudy on I o n o s p h e r i c Disturbances Associated w i t h S t a t i c T e s t F i r i n g s has a r r i v e d and i s being t e s t e d b e f o r e i n s t a l l a t i o n i n a modified van s o t h a t t h e equipment can be used a t b o t h MSFC and Cape Kennedy a s r e q u i r e d . A n t i c i p a t e d d a t e f o r t h i s equipment t o go i n t o o p e r a t i o n i s now about August 1 5 , 1967. N e g o t i a t i o n s f o r the a c o u s t i c g r a v i t y wave experimental program have been completed and s i t e equipment i s now being modified and i n s t a l l e d . Thc c r y s t a l c o n t r o l o s c i l l a t o r s a r e being mounted s o t h a t any and a l l combinations of the t h r e e f r e q u e n c i e s may be used. A d d i t i o n a l f a n s a r e being i n s t a l l e d i n t h e t r a n s m i t t e r s f o r temperature c o n t r o l . The antenna tower bases a t b o t h NASA s i t e 1.ocations have been poured, and communicat i o n s equipment and commercial power l i n e s have been i n s t a l l e d . The antenna towers a r e a t t h e s i t e s and w i l l be e r e c t e d w i t h i n t h e n e x t two t o t h r e e weeks. P r e l i m i n a r y a n a l y s i s of s i n g l e s i t e d a t a has proved somewhat i n c o n c l u s i v e f o r t h e p o s i t i v e i d e n t i f i c a t i o n of t r a v e l i n g i o n o s p h e r i c d i s t u r b a n c e s (TIDs) following s t a t i c t e s t f i r i n g s The i n c l u s i o n of two a d d i t i o n a l s i t e s may improve t h i s s i t u a t i o n , b u t t h e ionosonde r e c o r d s should be of g r e a t h e l p i n i d e n t i f y i n g s m a l l s c a l e disturbances. The equipment i s a l s o being r e t r o f i t t e d s l i g h t l y t o i n c l u d e a means of measuring phase p a t h d i r e c t l y i n s t e a d of t h e r a t e of change of phase. There i s a l s o t h e p o s s i b i l i t y of o b t a i n i n g a pulsed-phase sounder which would provide e x c e l l e n t and e x t e n s i v e phase p a t h r e c o r d s t h a t now appear t o be n e c e s s a r y t o t h e s t u d y . . �S o l a r F l a r e P r o b a b i l i t ~ rModels: Methods of developing probable f l u x energy s p e c t r a f o r s o l a r f l a r e s a r e being s t u d i e d . Our c u r r e n t method r e s u l t s i n a t o t a l f l u x model f o r missions l a s t i n g n days. I n a d d i t i o n , we have been examining t h e occurrence of s o l a r f l a r e s i n r e l a t i o n t o tlle g i v e n s o l a r f l a r e index v a l u e s . T e s t s run s o f a r have i n d i c a t e d t h a t a r e l i a b l e long range (up t o one y e a r ) p r e d i c t i o n technicli~cmay be found f o r l a r g e s o l a r f l a r e s . More information on t h i s s cllcme w i l l be forthcoming . C. T e r r e s t r i a l Environment Branch 1. Reports a . "Revised Wind S t a t i s t i c s f o r Apollo S p a c e c r a f t Abort S t u d i e s , " O f f i c e Memorandum R-AERO-YT-19-67, June 1 , 1967. b. 11A Comparison of Shroud Length S t u d i e s Versus 10-14 km Wind P r o b a b i l i t i e s f o r Saturn V/Voyager , I 1 Off i c e Memorandum R-AERO-YT21-67, June 2, 1967. c. "Frequency D i s t r i b u t i o n s of t h e L a r g e s t Monthly and t h e L a r g e s t Yearly Mean R e l a t i v e Sunspot Numbers," O f f i c e Memorandum R-AERO-YT-24-67, June 19, 1967. . d "Frequency Dis t r i b u t i o n s of t h e L a r g e s t Monthly and t h e L a r g e s t Yearly Mean R e l a t i v e Sunspot Numbers," O f f i c e Memorandum I<-AERO-YT-25-67, June 19, 1967. 2 . A computer program i s being prepared f o r the t h e o r y of extreme v a l u e s developed by t h e l a t e E. J . Gumbel f o r use i n g e n e r a t i o n of t h e o r e t i c a l p r o b a b i l i t i e s of encountering v a r i o u s atmospheric cons t r a i n t s f o r S a t u r n v e h i c l e launches and o p e r a t i o n s a t Cape Kennedy, Florida. D . Environmental A p p l i c a t i o n s Branch 1. MSFC1s M e t e o r o l o g i c a l Tower I n t e r f e r e n c e Program A d r a f t of a r e p o r t on t h e o r e t i c a l flow t h e o r y f o r wind flow a b o u t NASA's 150-meter m e t e o r o l o g i c a l tower was r e c e i v e d from t h e c o n t r a c t o r (Boeing Co., H u n t s v i l l e , Ala. ) on June 22, 1967. R-AERO-YE personnel reviewed t h e r e p o r t , and comments were r e l a y e d t o t h e Boeing personnel i n a meeting on J u l y 6 , 1967. It i s expected t h a t t h e t h e o r e t i c a l flow t h e o r y r e p o r t w i l l be made a n appendix t o t h e tower i n t e r f e r e n c e document t o be published soon. �2. Turbulence C h a r a c t e r i s t i c s of NASA's 150-Meter Meteorological Tower Data Data now being a c q u i r e d a t NASA's 150-meter m e t e o r o l o g i c a l tower, 1<SC, Fl oricla, c o n s t i t u t e l>otli r o u t i n e measurements of wind v e l o c i t y , temperature, and o t h e r atmospheric v a r i a b l e s , a s w e l l a s s p e c i a l measurements of wind speed f o r t h e s t u d y of t u r b u l e n c e c h a r a c t e r i s t i c s . So f a r , t h i r t y hours of s p e c i a l wind measurements have been a c q u i r e d and s t o r e d on computer tapes a t t h e MSFC Computation Laboratory. Computer programs a r e being developed, i n a d d i t i o n t o e x i s t i n g programs, t o p r o c e s s t h e s e d a t a s o t h a t they may be analyzed by t h e Environmental A p p l i c a t i o n s Branch (R-AERO-YE) and by t h e Pennsylvania S t a t e U n i v e r s i t y under C o n t r a c t NAS8-21140. These t u r b u l e n c e d a t a have been presented t o v a r i o u s personnel of MSFC. This p r e s e n t a t i o n concerned t h e s p e c t r a l n a t u r e of t u r b u l e n c e and t h e a n a l y s i s of g u s t f a c t o r . 3. Gust Factor Analysis The memorandum R-AERO-YE-10-67, "Some Observed Wind P r o f i l e C h a r a c t e r i s t i c s from NASA' s 150-m Meteorological Tower, KSC, F l o r i d a , " dated February 8 , 1967, presented p r e l i m i n a r y r e s u l t s of a n a n a l y s i s r e l a t i n g g u s t f a c t o r t o h e i g h t and mean wind speed. A more d e t a i l e d a n a l y s i s t o determine the g u s t f a c t o r t o a h e i g h t of 150 meters was p r e s e n t e d i n memorandum R-AERO-YE-51-67, "Gust F a c t o r Analysis from Wind Data Measured d u r i n g September 1966 a t NASA'S 150-m Meteorological Tower F a c i l i t y , ICSC, F l o r i d a , " dated June 8 , 1967. From t h i s a n a l y s i s , i t can be concluded t h a t t h e g u s t f a c t o r d e c r e a s e s w i t h h e i g h t and i n c r e a s i n g wind speed and t h a t a g u s t f a c t o r of 1 . 4 i s a r e p r e s e n t a t i v e d e s i g n v a l u e f o r winds from t h e ground t o 150 m e t e r s . The a n a l y s i s of t h e g u s t f a c t o r i s c o n t i n u i n g f o r o t h e r months of d a t a and v a r i o u s time-averaging p e r i o d s usecl t o d e f i n e t h e mean wind speed. 4. NASAIASCE V i s i t t o NASA-Langley Research Center M r . John IJ. Kaufman, R-AERO-YE, a t t e n d e d and p a r t i c i p a t e d i n a meeting on wind loads on l a r g e s t r u c t u r e s a t NASA-Langley Research Center, Langley S t a t i o n , Hampton, V i r g i n i a , on June 1 4 , 1967. Personnel of t h e A e r o e l a s t i c i t y Branch of LRC and members of t h e American S o c i e t y of C i v i l E n g i n e e r s , S t r u c t u r a l D i v i s i o n , sponsored t h e meeting. M r . Kaufman gave a b r i e f p r e s e n t a t i o n of NASA's 150-m M e t e o r o l o g i c a l Tower F a c i l i t y which i s l o c a t e d on M e r r i t t I s l a n d a t Cape Kennedy. This pres e n t a t i o n cons i s ted of a review of t h e tower f a c i l i t y and t h e type of lower atmospheric d a t a being measured. Much d i s c u s s i o n followed t h e p r e s e n t a t i o n because of t h e g r o u p ' s i n t e r e s t i n lower atmospheric c r i t e r i a which can commonly occur a t t h e Saturn v e h i c l e launch s i t e . �5. Space A p p l i c a t i o n s Summer S t u d y Program M r . K e l l y H i l l a t t e n d e d t h e Space A p p l i c a t i o n s Summer S t u d y Program on J u n e 27-28, 1967 a t t h e N a t i o n a l Academy o f S c i e n c e s i n Woods Hole, M a s s a c h u s e t t s . M r . H i l l , R-AERO-YE, and M r . Ted P a l u d a n , R-ASTR-IM, r e p r e s e n t e d MSFC a s o b s e r v e r s a t t h e g e n e r a l b r i e f i n g s by NASA's Program Managers on OSSA programs. P a n e l p a r t i c i p a n t s i n t h i s s t u d y i n c l u d e d s c i e n t i s t s , e n g i n e e r s and o t h e r e x p e r t s i n f i e l d s r e l a t e d t o m e t e o r o l o g y , e a r t h r e s o u r c e s , geodesy and s e n s o r s f o r s p a c e a p p l i c a t i o n . D r . M o r r i s T e p p e r , D i r e c t o r , OSSA M e t e o r o l o g i c a l Programs, s t a t e d t h a t a l l m e t e o r o l o g i c a l e x p e r i m e n t s i n t h e T i r o s and Nimbus programs a r e a p p r o v e d . Although s u r v e y s a r e b e i n g made, no m i s s i o n h a s b e e n approved f o r t h e e a r t h resources experiments. 6. J i m s p h e r e Temperature S e n s o r Program D r . James R . Scoggins and M r . Dennis W . Camp v i s i t e d GCA C o r p o r a t i o n , Bedford, M a s s a c h u s e t t s , on J u l y 11-12, 1967, t o d i s c u s s t h e c o n t r a c t (NAS8-20588) under which t h e J i m s p h e r e t e m p e r a t u r e s e n s o r i s b e i n g d e v e l o p e d , and t o w i t n e s s a f l i g h t d e m o n s t r a t i o n o f t h e s e n s o r . Problems w i t h b a t t e r i e s , b a l l o o n - b o r n e a n t e n n a , and s e n s o r c a l i b r a t i o n a r e s t i l l p l a g u i n g t h e development o f t h e t e m p e r a t u r e s e n s o r . The f l i g h t t e s t of t h e s e n s o r was p a r t i a l l y s u c c e s . ; f u l , and t h e r e were i n d i c a t i o n s t h a t t h e s e n s o r could b e made t o p e r f o r m s a t i s f a c t o r i l y . Work i s c o n t i n u i n g , a t t h e GCA C o r p o r a t i o n , on t h e t e m p e r a t u r e s e n s o r . V. ASTRODYNAMICS AND GUIDANCE THEORY DIVISION A. O p t i m i z a t i o n Theory Branch 1. Voyager a. Launch V e h i c l e A t t i t u d e C o n t r o l S t u d i e s An Aero I n t e r n a l Note g i v i n g l a u n c h p r o b a b i l i t y v e r s u s wind s p e e d f o r S a t u r n ~ / ~ o y a g ev re h i c l e u s i n g a n a t t i t u d e c o n t r o l s y s t e m is b e i n g p r e p a r e d f o r p u b l i c a t i o n . The l a u n c h p r o b a b i l i t y i s b a s e d on t h e time d u r i n g a g i v e n l a u n c h p e r i o d t h a t a n a l l o w a b l e windspeed w i l l n o t b e exceeded. The a l l o w a b l e wind h a s b e e n d e t e r m i n e d as a f u n c t i o n of s h r o u d l e n g t h , and i s c o r r e l a t e d w i t h t h e wind l e v e l p r o b a b i l i t y f o r t h e g i v e n l a u n c h windows. b. Launch V e h i c l e Load R e l i e f S t u d i e s (NAS8-21171) - Honeywell O b j e c t i v e : To improve t h e performance of t h e l o a d r e l i e f c o n t r o l s y s t e m f o r t h e S a t u r n V l ~ o y a g e rd e s i g n e d by Honeywell under NAS8-11206. �Work under t h e c o n t r a c t began on June 27, 1967. I n i t i a l e f f o r t s have c e n t e r e d on t h e c o o r d i n a t i o n of t h e ground r u l e s of t h e s t u d y , t r a n s m i s s i o n of t h e r e f e r e n c e d a t a , and p r e p a r a t i o n of computer programs. c. S p a c e c r a f t A t t i t u d e Control A r i g i d body parameter s t u d y d i r e c t e d toward t h e prel i m i n a r y f u n c t i o n a l d e s i g n of t h e Voyager s p a c e c r a f t unpowered f l i g h t a t t i t u d e c o n t r o l system has been documented. Further s t u d i e s a r e being made t o examine t h e low-g s l o s h e f f e c t s on t h i s mode of c o n t r o l . d. Lockheed - Schedule Or,der /I45 Coordination meetings were h e l d w i t h Lockheed personnel t o o u t l i n e t h e i r r e s p o n s i b i l i t i e s a s t h e members of t h e s u p p o r t cont r a c t o r team f o r Voyager launch v e h i c l e and s p a c e c r a f t c o n t r o l s t u d i e s . Lockheed i s reviewing t h e a v a i l a b l e i n £orma t i o n t o i d e n t i f y problem a r e a s and t o develop schedules f o r t h e programs under c o n s i d e r a t i o n . e. Northrop (1) - Schedule Order /I45 Shroud S e p a r a t i o n Study O b j e c t i v e : Determination of t h e r e l a t i v e t r a j e c t o r i e s of t h e two s p a c e c r a f t , a f t shroud, and S-IVB f o l l o w i n g s e p a r a t i o n in interplanetary transfer orbit. A p r e l i m i n a r y s t u d y of t h e a n g u l a r displacements of t h e f o u r bodies w i t h r e f e r e n c e t o t h e o r i g i n a l v e l o c i t y v e c t o r r e s u l t ing from i n s t a n t a n e o u s , s e q u e n t i a l s e p a r a t i o n of t h e forward s p a c e c r a f t , a f t shroud, and a f t s p a c e c r a f t a t d i f f e r e n t i n e r t i a l a n g l e s and d i f f e r e n t s e p a r a t i o n v e l o c i t i e s has been completed. From t h i s , d e s i r a b l e o r i e n t a t i o n of t h e S-IVB and minimum s e n s i t i v i t y of t h e o r i e n t a t i o n s t o v a r i a t i o n s i n t h e s e p a r a t i o n v e l o c i t i e s . The s t u d y i s proceeding t o i n c l u d e 3 - D e f f e c t s , f i n i t e times between s e p a r a t i o n s , e f f e c t of r e s i d u a l a n g u l a r r a t e s i n l i m i t c y c l e o p e r a t i o n of t h e S-IVB APS, and d e t e r m i n a t i o n of t h e v e l o c i t y v e c t o r s and p o s i t i o n s of t h e f o u r bodies two t o f i v e days a f t e r s e p a r a t i o n ( a t t h e time of t h e f i r s t midcourse c o r r e c t i o n ) . (2) Spacecraft T h r u s t Vector Control O b j e c t i v e : To d e s i g n and a s s e s s t h e performance of t h r u s t v e c t o r c o n t r o l systems f o r t h e Voyager which o p e r a t e d u r i n g p r o p u l s i v e maneuvers. It was p r e v i o u s l y r e p o r t e d t h a t p r e l i m i n a r y s t u d i e s showed t h a t t h e use of simple a t t i t u d e l a t t i t u d e - r a t e feedback would n o t meet performance requirements i n t h e presence of expected CG o f f s e t s and �. and t h r u s t misalignments F u r t h e r examination has sholan t h a t t h i s r e s u l t i s h i g h l y s e n s i t i v e t o t h e magnitude of CG o f f s e t and t h e t h r u s t lnisalignment assumed For t h e s m a l l e r CG o f f s e t s and t h r u s t m i s a l ignments used by t h e s p a c e c r a f t c o n t r a c t o r s , a t t i t u d e c o n t r o l i s s u f f i c i e n t ; t h i s a g r e e s w i t h t h e conclusions of t h e c o n t r a c t o r s . The q u e s t i o n a s t o wlm t a r e d e s i g n CG o f f s e t s and t h r u s t misalignments should be r e s o l v e d . . 2. T r a j e c t o r y Optimization a . Work on t h e t r a n s f o r m a t i o n of t h e Hamiltonian which d e s c r i b e s t h e optimal t r a j e c t o r y of a r o c k e t i n a p u r e l y K e p l e r i a n g r a v i t a t i o n a l f i e l d i s c o n t i n u i n g . Numerical c a l c u l a t i o n s i n d i c a t e d t h a t a b a s i c problem i n t h e t r a n s f o r m a t i o n e x i s t e d . Consequently, a second t r a n s f o r m a t i o n technique (due t o Hunt) i s being a p p l i e d . I f d i f f e r e n t r e s u l t s a r e obtained from t h e s e p a r a t e methods, s t u d i e s of t h e r e a s o n s Tor t h e s e d i f f e r e n c e s w i l l be made. Improved techniques f o r a n e c e s s a r y i n t e r p o l a t i o n r o u t i n e have been developed. Work on improved numerical i n t e g r a t i o n techniques i s now under way. b. A new problem, which t r e a t s t h e s u p e r p o s i t i o n of a p l a n a r f o r c e f i e l d over a K e p l e r i a n f i e l d , i s being considered. This problem has been solved a n a l y t i c a l l y by s e p a r a t i o n of t h e HamiltonJ a c o b i e q u a t i o n i n p a r a b o l i c c o o r d i n a t e s . Numerical c a l c u l a t i o n s on t h e SDA 930 computer have been coupled w i t h a Calcomp p l o t t e r . This procedure r e s u l t s i n immediate v i s u a l d i s p l a y of d i f f e r e n c e s due t o changes i n i n i t i a l c o n d i t i o n s of s t r e n g t h of t h e p l a n a r f i e l d . c. Northrop - Schedule Order #32 O b j e c t i v e : To determine t h e a p p l i c a b i l i t y of funct i o n a l a n a l y s i s t o t h e o p t i m i z a t i o n of a e r o s p a c e v e h i c l e t r a j e c t o r i e s . The computer program which uses f u n c t i o n a l a n a l y s i s and i s capable of handling optilnum bang-bang c o n t r o l o p t i o n s has been checked o u t . S t u d i e s on s o l v i n g two-point boundary v a l u e problems, i n t h e l a r g e , f o r bang-bang c o n t r o l have been i n i t i a t e d . T h e o r e t i c a l s t u d i e s f o r improving convergence a r e s t i l l i n p r o g r e s s . Future work w i l l i n c l u d e completion of t h e p r e s e n t numerical s t u d i e s . Dependent upon t h e s e r e s u l t s , f u t u r e work w i t h more complex p h y s i c a l models w i l l be i n i t i a t e d . d. North American A v i a t i o n (NAS8-21077) Orb j e c t i v e : To d e v e l o p methods of f i n i t e t h r u s t optimal t r a n s f e r . The two-body, three-dimensional q u a s i - l i n e a r program i s b e i n g checked o u t on t h e IBM 360165. Major r e v i s i o n s of c e r t a i n �s u b r o u t i n c s have bccn r e q u i r e d . Runs a r e now being made on t h e impulsive t r a n s f e r i n t h e r e s t r i c t e d three-body model. Programming on t h e f i n i t e t h r u s t , two-dimensional two-body problem i s continuing. 3. F l i g h t Control a. Cornell (NAS8-18054) O b j e c t i v e : To determine t h e f e a s i b i l i t y of a p p l y i n g optimal c o n t r o l theory t o t h e s y n t h e s i s of launch v e h i c l e c o n t r o l systems. P r e l i m i n a r y copies of t h e f i n a l r e p o r t have been r e c e i v e d A f t e r minor r e v i s i o n , t h e r e p o r t w i l l be d i s t r i b u t e d w i t h a cover memo o u t l i n i n g t h e r e s u l t s of t h e s t u d y . b. Boeing (NAS8-21070) O b j e c t i v e : To s t u d y t h e a p p l i c a t i o n of t h e S a t u r n V/ Voyager load r e l i e f system and o t h e r load r e l i e f sys tems t o t h e S a t u r n V/ Apollo. The rigid-body, f r o z e n c o e f f i c i e n t analog s t u d y i s comp l e t e and a hybrid s t u d y of t h e f l e x i b l e , time-varying v e h i c l e i s being initiated. Three systems have been s e l e c t e d f o r f u r t h e r study: normal a c c e l e r a t i o n c o n t r o l , which y i e l d e d a 2 1 p e r c e n t r e d u c t i o n i n pcalc l o a d s compared w i t h a t t i t u d e c o n t r o l ; t h e system developed by A s t r i o n i c s w i t h a 25 p e r c e n t load r e d u c t i o n ; and a system w i t h s a t u r a t ing elements i n t h e load r e l i e f loop ( e i t h e r of t h e above) which reduced t h c load by 30 p e r c e n t . These f i g u r e s a r e f o r t h e r i g i d body s t u d y and the Apollo d e s i g n wind peaking a t max qa. O b j e c t i v e : To f u r t h e r i n v e s t i g a t e t h e a p p l i c a t i o n of t h e s t a t i s t i c a l o p t i m i z a t i o n technique developed under NAS8-11206. Under t h i s c o n t r a c t , f l e x i b l e - b o d y e f f e c t s w i l l be c o n s i d e r e d , some t h e o r e t i c a l a s p e c t s of t h e technique w i l l be inves tig a t e d , and t h e e f f e c t of parameter v a r i a t i o n s w i l l be c o n s i d e r e d . The c o n t r a c t o r was i n s t r u c t e d t o use t h e S a t u r n V/ Voyager a s h i s s t u d y v e h i c l e because of t h e p o t e n t i a l a p p l i c a t i o n of Since t h e c o n t r a c t o r t h i s technique t o t h e Voyager load r e l i e f problem. MV #2 d a t a , f o r which he had d a t a i n t h e n e c e s s a r y form, t o u s e expected he did n o t i n c l u d e d a t a r e d u c t i o n i n t h e c o s t e s t i m a t e . However, a n o t h e r Honeywell d i v i s i o n i s d e s i g n i n g a c u r r e n t l y f e a s i b l e l o a d - r e l i e f c o n t r o l �system f o r t h e Voyager under NAS8-21171 ( s e e above) and i s having t o do s i m i l a r d a t a r e d u c t i o n , which was included i n t h e i r c o s t e s t i m a t e . To avoid d u p l i c a t i o n of e f f o r t and t o avoid i n c r e a s e d funding, t h e inves t i g a t o r on NAS8-21063 has stopped working on t h e c o n t r a c t t o t a k e advantage of the d a t a r e d u c t i o n being performed under NAS8-21171, and w i l l resume e f f o r t s upon completion of t h e d a t a r e d u c t i o n . A r e q u e s t f o r e x t e n s i o n of t h e c o n t r a c t a t no a d d i t i o n a l c o s t has been submitted by t h e contractor. B . As t r o d ynamics Branch I n t e r p l a n e t a r y Trans i t S t u d i e s (In-House) 1. a . Work on t h e g e n e r a t i o n of t h e n i n e t r a j e c t o r i e s f o r use i n Voyager p r e l i m i n a r y design s t u d i e s has been slowed somewhat by problems w i t h the i s o l a t i o n r o u t i n e being used. S i x t r a j e c t o r i e s have been s u c c e s s f u l l y i s o l a t e d ; i t i s planned t o p u b l i s h t h e s e s i x w h i l e work c o n t i n u e s on i s o l a t i n g t h e o t h e r t h r e e . b . I n g e n e r a l m i s s i o n a n a l y s i s s t u d i e s , p l o t s have been completed showing t r a n s f e r t r a j e c t o r i e s f o r t h e 1975, 77, and 79 launch opportunities. The t r a j e c t o r i e s were s e l e c t e d t o show v a r i a t i o n s i n t r a n s f e r geometry which might b e expected a s a r e s u l t of v a r i a t i o n s i n e a r l y and l a t e launch and a r r i v a l d a t e s . Charts and graphs have been generated and assembled which w i l l a l l o w d e t e r m i n a t i o n of c o a s t times needed f o r Type I t r a j e c t o r i e s f o r 1973, 75, 7 7 , and 79 and a l s o Type I1 t r a j e c t o r i e s f o r 1975 and 1977. c. A program has been developed f o r use on t h e 1130 comp u t e r which w i l l g e n e r a t e i n t e r r e l a t e d parameters a s s o c i a t e d w i t h t r a d e o f f s t u d i e s on Mars o r b i t s i z i n g . The s t u d y i s intended t o produce t r a d e o f f s which can be made w i t h r e s p e c t t o o r b i t s i z e , a r r i v a l energy, and o r b i t i n s e r t i o n AV requirements. This should provide a n easy method f o r s t u d y i n g t r a d e - o f f s between s c i e n t i f i c and e n g i n e e r i n g cons t r a i n t s . d . An a n a l y s i s of t h e two main s e c u l a r p e r t u r b a t i o n s ( t h e motion of t h e l i n e of a p s i d e s and t h e motion of t h e argument of p e r i a p s i s ) on t h e o r b i t a l p a t h of a s a t e l l i t e of Mars due t o t h e Martian o b l a t e n e s s has been conducted, and t h e r e s u l t s published. A l t i t u d e s a t p e r i a p s i s range from 1000 t o 5000 k i l o m e t e r s , and a l t i tudes a t a p o a p s i s range from 2000 t o 20,000 k i l o m e t e r s . 2. I n t e r p l a n e t a r y T r a n s i t S t u d i e s (Support C o n t r a c t o r ) a . Work has continued on t h e g r a p h i c a l p r e s e n t a t i o n of d a t a d e f i n i n g t h e e a r t h launch windows and e a r t h parking o r b i t r e q u i r e ments f o r t h e 1973, 1975, 1977, and 1979 launch o p p o r t u n i t i e s f o r Mars miss ions u s i n g Type I i n t e r p l a n e t a r y t r a n s f e r s . �b. A computer program has been developed by LMSCIHREC f o r de tcrmining t h e o c c u l t a t i o n c h a r a c t e r i s t i c s of v a r i o u s Mars s a t e l l i t e o r b i t s and i s being checked o u t . The program uses a s i n p u t s t h e s i x o r b i t a l elements ( a , e , i, 11, i i , and To) which d e f i n e t h e d e s i r e d Mars s a t e l l i t e o r b i t , and t h e l a t e s t times of p e r i c e n t e r passage of t h e e a r t h and sun p r i o r t o t h e epoch d a t ~To. A l l of t h e s e elements a r e d e f i n e d r e l a t i v e t o a Mars e q u a t o r i a l c o o r d i n a t e system. P l o t r o u t i n e s have been included which p l o t t h e l a t i t u d e - l o n g i t u d e h i s t o r i e s of the o r b i t e r , d e f i n i n g t h e r e g i o n s i n which t h e e a r t h , sun, and Canopus a r e o c c u l t e d . Thus, t h i s computer program i s designed t o permit t h e r a p i d c a l c u l a t i o n and g r a p h i c a l p r e s e n t a t i o n of t h e o c c u l t a t i o n c h a r a c t e r i s t i c s f o r a wide range of Mars s a t e l l i t e o r b i t parameters. c . Work has continued on t h e a n a l y s i s of broken-plane t r a n s f e r s i n a n e f f o r t t o determine t h e f e a s i b i l i t y of modifying some oE t h e o p e r a t i o n a l s i n g l e - p l a n e computer programs t o c o n s i d e r t h e broken-plane cases when near-180-degree h e l i o c e n t r i c t r a n s f e r s a r e encountered. d. I n a d d i t i o n t o t h e optimal t r a n s f e r of a v e h i c l e from a n incoming h y p e r b o l i c o r b i t t o a n e l l i p t i c o r b i t a b o u t Mars, t h e problem of o p t i m a l l y t r a n s f e r r i n g a v e h i c l e from a s l i g h t l y e c c e n t r i c parking o r b i t t o a n outgoing h y p e r b o l i c o r b i t w i t h a g i v e n a s y m p t o t i c v e l o c i t y i s being i n v e s t i g a t e d . To o b t a i n s u f f i c i e n t l y simple equat i o n s , c e r t a i n approximations t o t h e f u e l optimal t r a n s f e r were cons i d e r e d . P r e l i m i n a r y a n a l y s e s have been performed t o f i n d convenient approximations f o r s o l v i n g t h e r e l e v a n t system of e q u a t i o n s . e . Copies of t h e r e p o r t documenting t h e v a r i o u s f l i g h t parameters f o r Type I1 Earth-Mars t r a j e c t o r i e s i n t h e 1973-1979 time period have been r e l e a s e d and a r e now being reviewed. f . The c o n s t a n t energy, f l i g h t parameter p l o t s f o r e n e r g i e s up t o 40 km2/sec2 d u r i n g t h e 1973-1979 time period have been completed and a r e being reviewed. 3. United A i r c r a f t Corporation (NAS~-21091) The l i t e r a t u r e s e a r c h phase of t h e Impulsive T r a n s f e r Study c o n t r a c t i s almost complete w i t h a c u r r e n t l i s t i n g of a p p r o x i m a t e l y 300 e n t r i e s ; a p r e l i m i n a r y c l a s s i f i c a t l o n of impulsive t r a n s f e r t o p i c s i s being d r a f t e d . This c l a s s i f i c a t i o n w i l l undoubtedly be subs t a n t i a l l y a l t e r e d b e f o r e r e a c h i n g i t s f i n a l form. However, i t can s e r v e a s a s t a r t i n g p o i n t i n t h e c l a s s i f i c a t i o n phase of t h e c o n t r a c t . �C. Guidance Theory Branch I. Si~pport Contract S t u d i c s a. Voyager P r o j e c t Support S t u d i e s P o s s i b l e use of t h e Voyager P l a n e t a r y Vehicle a s a "kick" s t a g e t o o b t a i n h i g h e r i n j e c t i o n e n e r g i e s i s being s t u d i e d . The h i g h e r i n j e c t i o n e n e r g i e s would r e s u l t i n longer launch o p p o r t u n i t i e s . e f f e c t of using the the d r i f t injection A guidance a n a l y s i s i s being conducted t o determine t h e t h e l a r g e r d r i f t and d r i f t r a t e s t h a t occur a s a r e s u l t of load r e l i e f c o n t r o l system d u r i n g high winds. The e f f e c t of and d r i f t r a t e s w i l l be determined i n terms of payload and accuracy. Power S e r i e s S o l u t i o n f o r I n i t i a l Lagrange Mu1 t i p l i e r s b. The r e s u l t s of t h i s s t u d y a r e being documented. c. Quasi-Optimal Guidance Study S i m p l i f i e d guidance s i m u l a t i o n s t u d i e s have been undertaken. The scheme works extremely w e l l f o r t y p i c a l c u t o f f s u r f a c e s s u c h a s r , v , 0, i. P r e s e n t l y , a burn-coast-burn o r b i t a l t r a n s f e r c a p a b i l i t y i s b e i n g developed and checked o u t . 2. Contracts a. Vanderbil t U n i v e r s i t y Work has continued on o b t a i n i n g s u f f i c i e n t c o n d i t i o n s f o r t h e extended m u l t i s t a g e Bolza problem w i t h i n e q u a l i t y c o n s t r a i n t s and c o n t r o l v a r i a b l e s . This work has been d i r e c t e d toward f i n d i n g a f o u r t h n e c e s s a r y c o n d i t i o n i n a computationally u s a b l e form. b . Lockheed-Rendezvous Guidance Equations c o r r e c t through f i r s t o r d e r a r e being programmed f o r t h e f i r s t burn. A s e n s i t i v i t y a n a l y s i s of t h e e q u a t i o n s f o r t h e second burn i n d i c a t e t h a t b o t h t h r u s t d i r e c t i o n and magnitude need t o be c o n t r o l l e d t o ensure near-optimum rendezvous. c . General P r e c i s i o n The guidance s i m u l a t i o n computer program developed by General P r e c i s i o n has been used a l o n g w i t h t h e IGM guidance package s u b r o u t i n e t o determine on what type of t r a j e c t o r i e s t h e IGM e q u a t i o n s �a r e inadequate. Also, t h e implementation of t h e quasi-optimal c o n t r o l technique i s n e a r i n g completion s o t h a t t h i s new approach can be evaluated. 3. In-House S t u d i e s a. Voyager S t u d i e s A s t u d y has been i n i t i a t e d t o determine t h e p o s s i b l e g a i n i n launch o p p o r t u n i t y v i a plane change maneuver w i t h t h e S-IVB. P r e l i m i n a r y r e s u l t s i n d i c a t e t h a t two o r t h r e e e x t r a days of launch o p p o r t u n i t y may b e o b t a i n e d . The impact of t h e h e a v i e r MSFC s p a c e c r a f t weight upon t h e 73-79 launch o p p o r t u n i t i e s i s being s t u d i e d . The Mars o r b i t i n s e r t i o n guidance s t u d y has been expanded t o i n c l u d e o r b i t i n s e r t i o n of up t o 20° away from p e r i a p s i s . b . The closed form s o l u t i o n s f o r t h e s t a t e v a r i a b l e s and t h e Lagrange m u l t i p l i e r s a c r o s s a c o a s t a r c have been i n c o r p o r a t e d i n t o a computer program t h a t i s designed t o compute o r b i t a l t r a n s f e r s . A t p r e s e n t , t h e program i s unable t o i s o l a t e t h e s w i t c h i n g times w i t h s u f f i c i e n t a c c u r a c y t o a c h i e v e ccnvergence. The g e n e r a l i z e d s e c a n t i s o l a t i o n procedure may a l l e v i a t e t h i s problem w i t h o u t having t o use extended p r e c i s i o n f o r the computations. c . Various forms of t h e boundary e q u a t i o n s i n two-point boundary v a l u e problems a r e being i n v e s t i g a t e d . Of t h r e e s e t s of t r a n s v e r s a l i t y c o n d i t i o n s d e r i v e d f o r a C 3 c u t o f f s u r f a c e , t h e s i m p l e s t one w i t h r e s p e c t t o t h e number of a r i t h m e t i c o p e r a t i o n s involved r e q u i r e d o n l y - 6 , t h e number of i t e r a t i o n s of t h e most complicated one. T h i s s i g n i f i c a n t r e d u c t i o n i s p a r t l y due t o decreased t r u n c a t i o n and computer round-off e r r o r s . This idea i s being pursued f o r o t h e r t y p i c a l c u t o f f surfaces t o obtain similar reductions. VI. DYNAMICS AND FLIGHT MECHANICS DIVISION A. Multi-Projects 1. Miss i o n P r o f i l e a. Rendezvous Guidance An a n a l y s i s of t h e guidance and phasing problems a s s o c i a t e d w i t h a c h i e v i n g a dual rendezvous of s p a c e c r a f t s has r e v e a l e d s e v e r a l d i f f i c u l t i e s i n e s t a b l i s h i n g a launch window of any s i g n i f i c a n t �d u r a t i o n f o r t h e planned AAP m i s s i o n s . The a n a l y s i s assumed a p a s s i v e o r b i t a l s p a c e s t a t i o n i n a g i v e n o r b i t and two r e s u p p l y l a u n c h v e h i c l e s i n which one would be manned and t h e o t h e r unmanned. The o p e r a t i o n a l p l a n c a l l c d f o r l a u n c h i n g t h e manned c o n f i g u r a t i o n f i r s t i n t o a low c i r c t t l a r o r b i t (: 120 n.mi.) and l a t e r l a u n c h t h e unmanned v e h i c l e i n t o a n elliptical p l ~ a s i n go r b i t w i t h t h e manned c o n f i g u r a t i o n t r a n s f e r r i n g i n t o Lhe unmanned o r b i t a t a g i v e n p o s i t i o n i n t e r c e p t p o i n t . The manned and unmanned docked c o n f i g u r a t i o n would t h e n a c h i e v e a second rendezvous w i t h t h e o r b i t a l s p a c e s t a t i o n ( 2 240 n.mi. c i r c u l a r ) . I n d i c a t i o n s a r e t h a t t h e performance c r i t i c a l manned c o n f i g u r a t i o n could n o t a c h i e v e t h e r e q u i r e d maneuvers t o g e n e r a t e a l a u n c h window of any s i g n i f i c a n t l e n g t h . The unmanned l a u n c h v e h i c l e was a n a l y z e d f o r e q u i v a l e n t performance t o d e t e r m i n e t h e maximum apogee h e i g h t f o r a f i x e d p e r i g e e h e i g h t of 80 n.mi. t h a t would correspond t o t h e performance r e q u i r e d f o r a g i v e n c i r c u l a r o r b i t . The e q u i v a l e n t performance f o r a 120 n.mi. c i r c u l a r o r b i t gave a maximum apogee h e i g h t o f 230 n.mi. and 1 , 5 0 0 n.mi. f o r a 240 n.mi. circular orbit. ( D G / N ot~h r o p ) b. 6-D E l a s t i c Response S i m u l a t i o n C o n t r a c t NAS8-18005, w i t h General E l e c t r i c f o r a d a p t i v e modular a n a l y s i s i s ended a s of J u l y 28, 1967. The c o n t r a c t work has b e e n t o d e v e l o p a 6-D e l a s t i c r e s p o n s e of t h e l a u n c h v e h i c l e c o n s i d e r i n g coinpensat i o n networks a n d n o n l i n e a r aerodynamics. V e h i c l e l o a d i n g may b e o b t a i n e d f o r m a l f u n c t i o n e d f l i g h t such a s e n g i n e o u t . A f i n a l r e v i e w was h e l d on J u l y 21, 1967, and a rough d r a f t of t h e f i n a l documentation was d e l i v e r e d . A l l of t h e o b j e c t i v e s of t h i s one y e a r c o n t r a c t have (DDD/GE) been accomplished. B. Saturn V 1. Guidance a. S a t u r n V Guidance t o E a r t h Synchronous O r b i t Work has been performed t o d e t e r m i n e t h e optimum i t e r a t i v e g u i d a n c e mode i g n i t i o n time f o r t h r u s t i n g from t h e t r a n s f e r c o n i c i n t o a n e a r t h synchronous o r b i t w i t h a n i n c l i n a t i o n e q u a l t o 28.5 d e g s . P r e l i m i n a r y r e s u l t s i n d i c a t e d t h a t i f apogee r a d i u s of t h e t r a n s f e r c o n i c (Ra) i s v e r y c l o s e t o t h e e a r t h synchronous o r b i t r a d i u s (RESO) , t h e i g n i t i o n time f o r t h e apogee burn was n o t c r i t i c a l . The payload i n e a r t h synchronous o r b i t v a r i e d o n l y s l i g h t l y f o r i g n i t i o n time r a n g i n g from 200 s e c o n d s b e f o r e t o 25 seconds a f t e r apogee p a s s a g e . However, i f R, i s g r e a t e r t h a n RESO, t h e maximum payload i n t o o r b i t was o b t a i n e d by b u r n i n g i n t o t h e f i r s t p o i n t of t h e t r a n s f e r c o n i c and RESO i n t e r section. (DG) �b. S a t u r n V AS-504 Guidance E q u a t i o n s The f i n a l g u i d a n c e e q u a t i o n s have been r e c e i v e d and (~G/Boeing) approved w i t h a q u a l i f y i n g cover l e t t e r . c. Guidance Improvements C o n s i d e r a b l e e f f o r t i s b e i n g expended t o s t r e a m l i n e t h e I@fe q u a t i o n s s o t h a t t h e y a r e more f l e x i b l e w i t h r e s p e c t t o t a r g e t v a l u e s r e q u i r e d and t o m i s s i o n s and s o t h a t t h e y a r e i n a form which i s e a s i e r t o program. A new, more a c c u r a t e g r a v i t y p r e d i c t i o n h a s b e e n s i m u l a t e d f o r t h e S a t u r n V i n t o e a r t h p a r k i n g o r b i t . Other m i s s i o n s , p a r t i c u l a r l y w i t h l o n g e r r a n g e a n g l e s t h a n our p r e s e n t l y d e f i n e d m i s s i o n s , a r e b e i n g i n v e s t i g a t e d . Closed l o o p s i m u l a t i o n s of ~ a m b e r t ' stheorem a s t a r g e t i n g f o r IGM have been made f o r a few c a s e s . The e q u a t i o n s have been formul a t e d t o a c h i e v e a n e n e r g y c u t - o f f r a t h e r t h a n t o c o n s t r a i n p o s i t i o n and v e l o c i t y s e p a r a t e l y , which r e d u c e s t h e amount of i n p u t r e q u i r e d . 2. Dynamics and C o n t r o l - S a t u r n V Bending A n a l y s i s Recent a s s e s s m e n t of t h e s p a c e c r a f t t o r s i o n s t r u t d e s i g n change and i n c o r p o r a t i o n of dynamic t e s t r e s u l t s i n t o t h e math mode h a s i n d i c a t e d a need t o r e v i s e t h e bending mode d a t a t o i n c l u d e t h e s e changes. These changes have b e e n i n c o r p o r a t e d i n t o t h e 3-D math model by The Boeing Company and checked a g a i n s t dynamic t e s t r e s u l t s . C o r r e l a t i o n between d a t a o b t a i n e d froin t h e math model and dynamic t e s t was good. The Boeing Company has been committed t o r e l e a s e AS-501 d a t a f o r one s t a g e a t a time d u r i n g August w i t h a t o t a l document b e i n g r e l e a s e d by September 11, 1967. Data f o r AS-503 w i l l be r e l e a s e d a s a t o t a l document by September 7 , 1967. (~~S/~oeing) 3. P r o j e c t Information Applicable t o Individual Vehicles a. SA-504, F l i g h t Dynamics A n a l y s i s The i n i t i a l document on SA-504 f l i g h t dynamics a n a l y s i s has b e e n r e l e a s e d . R e s u l t s of changes a r e shown f o r (1) S-IC f l i g h t c o n t r o l s y s t e m d a t e d 3 / 2 2 / 6 7 , (2) yaw b i a s d u r i n g l i f t - o f f , and (3) e n g i n e m i s a l i g n m e n t s based on s t a t i c f i r i n g d a t a . (~~/Boeing) b. 501 C o n t r o l S t a b i l i t y R e - e v a l u a t i o n Runs have been made on t h e c o n t r o l s y s t e m r e - e v a l u a t i o n and t h e documentation i s b e i n g completed. Some d i f f i c u l t y h a s b e e n e n c o u n t e r e d i n o b t a i n i n g t h e r o o t s f o r t h e l a s t few r u n s on t h i s s t u d y . T h i s d i f f i c u l t y w i l l n o t a r i s e on f u t u r e s t u d i e s when t h e Q-R t r a n s f o r m a t i o n t e c h n i q u e i s i n c o r p o r a t e d i n t h e g a i n and phase r o o t l o c u s program. R e s u l t s show t h a t t h e d e s i g n of t h e 501 c o n t r o l s y s t e m i s a c c e p t a b l e i n a l l a s p e c t s of f l i g h t i n c l u d i n g bending modes and propellant oscillations. (DDD) �c. AS-5011s-IVB Low "g" S l o s h A d r a f t of tile f i n a l documentation of a n a n a l o g s t u d y on Low 'lg" s 10~11on AS-501 11as been d e l i v e r e d by N o r t h r o p . The purpose oL t h i s s t u d y was ( 1 ) t o i n v e s t i g a t e t h e S-IVB r i g i d body and s l o s h b e l u v i o r under l o g "gl' c o n d i t i o n s , ( 2 ) t o i n v e s t i g a t e t h e s y s t e m s t a b i l i t y f o r v a r i o u s i n i t i a l c o n d i t i o n s , and (3) t o compare t h e performance of a n o n l i n e a r s l o s h model t o t h a t of t h e l i n e a r "spring-mass-damper" model n o r m a l l y u s e d . R e s u l t s show t h a t , f o r r e s p o n s e v a l u e s e x p e c t e d i n f l i g h t ( 1 and 2 m e t e r s l o s h a m p l i t u d e ) , t h e l i n e a r model g i v e s s u f f i c i e n t l y a c c u r a t e r e s u l t s t o a l l e v i a t e t h e need f o r l e n g t h y r u n s w i t h t h e n o n l i n e a r model. (DDD/Northrop) d. S a t u r n V Node Change C a p a b i l i t y This s t u d y , made t o i n v e s t i g a t e t h e f e a s i b i l i t y of a n a l t e r n a t e m i s s i o n f o r AS-503, was extended t h i s p e r i o d . The b a s i c p u r pose of t h i s a l t e r n a t e m i s s i o n is t o t e s t t h e r e s t a r t c a p a b i l i t y of t h e S-IVB w i t h o u t b u r n i n g i n t o t h e h i g h apogee e l l i p s e p r e s e n t l y proposed. T h i s i s done by u s i n g t h e S-IVB p r o p e l l a n t t o make a p l a n e changc i n s u c h a way a s t o keep t h e o r b i t a l i n c l i n a t i o n c o n s t a n t and m e r e l y skew t h e l i n e of nodes. By performing t h i s maneuver a t t h e b e g i n n i n g of t h e t h i r d o r b i t , a n a t t r a c t i v e b y - p r o d u c t i s o b t a i n e d i n t h a t t h e r e s u l t i n g ground t r a c k l i e s n e a r t h a t of t h e f i r s t o r b i t , improving t h e t r a c k i n g s i t u a t i o n . During t h i s p e r i o d , a n o p t i m i z e d t r a j e c t o r y and a s s o c i a t e d ground t r a c k was o b t a i n e d f o r t h e node change maneuver and c o a s t . The 44' node change c a p a b i l i t y o b t a i n e d by t h e i m p u l s i v e s t u d y was v e r i f i e d i n t h e o p t i m i z e d t r a j e c t o r y . However, two problem a r e a s were i d e n t i f i e d by t h i s s t u d y . F i r s t , i t was found t h a t i f t h e S-IVB e x p e r i e n c e d a n e a r l y e n g i n e shutdown, t h e v e l o c i t y magnitude d u r i n g t h e b u r n was d e c r e a s e d t o t h e p o i n t of c a u s i n g impact i n l e s s t h a n h a l f a n o r b i t . This problem could be e l i m i n a t e d by c o n s t r a i n i n g t h e v e l o c i t y d u r i n g t h e b u r n a t t h e expense of r e d u c i n g t h e maximum node change c a p a b i l i t y . Secondly, t h e yaw s t e e r i n g r e q u i r e d exceeds t h e p r e s e n t h a r d s t o p s of t h e g y r o p l a t f o r m . T h i s second problem could p o s s i b l y b e a l l e v i a t e d by a n a z i m u t h b i a s a t l a u n c h . D e t a i l s and r e s u l t s of t h i s s t u d y were p r e s e n t e d t o t h e FMP m e e t i n g 21. Documentation h a s been completed. (DAO) C. S a t u r n IB P r o j e c t Information Applicable t o Individual Vehicles AS-204 Nose Cone S e p a r a t i o n f o r Abort: A s t u d y of t h e p o s s i b i l i t y of a n e a r l y s e p a r a t i o n of t h e AS-204 n o s e cone b e f o r e l a u n c h of t h e S-IVB s t a g e p r e m a t u r e l y s h u t down h a s been completed and documented i n Memorandum R-AERO-DCC-6-67, "AS-204 Nose Cone S e p a r a t i o n f o r A b o r t , " J u l y 24, 1967. R e s u l t s of t h e s t u d y i n d i c a t e t h a t , f o r e n g i n e s h u t down �a f t e r 165 seconds of f l i g h t , r e l e a s e of t h e nose cone a f t e r t h r u s t decay would a l l o w t h e LM t o be launched. A s i m i l a r s rudy assuming t h a t t h e S-IVB s t a g e engine never i g n i t e s has bccn initiated. (DCC) D. AAP 1. Cluster a. Mission P r o f i l e (1) Miss i o n Planning Logic Development With regard t o m i s s i o n planning, a master p l a n which can handle a magnitude of AAP miss ions involving a n o r b i t a l workshop has been p a r t i a l l y developed. A f t e r a planned b a s e l i n e m i s s i o n (beginning of a d u a l launch) any sequence of s i n g l e and d u a l launch may be used t o complete the mission. The master p l a n i s n o t dependent on t h e type of o r b i t a l experiments o r any s e t number of v e h i c l e s s i n c e i t c o n t a i n s o n l y high l e v e l d e c i s i o n s and a c t i o n s of a g e n e r a l n a t u r e . The m s t e r p l a n comprises a compressed b a s e l i n e , v a r i o u s contingency expans i o n s , and a r a t h e r unique m i s s i o n c o n t i n u a t i o n planning expansion. Many important c o n s i d e r a t i o n s such a s long and s h o r t CSM o v e r l a p time, e r e c t i o n of two manned v e h i c l e s f o r a s i n g l e launch, and t h e changing of unmanned f o r manned payloads on t h e pad a r e covered i n t h e expansion. Logic has been developed f o r t h e compressed b a s e l i n e m i s s i o n continuat i o n planning. S i n g l e and dual launch ( f o r a manned-unmanned o r d e r ) c o n t i n g e n c i e s s t i l l t o be developed a r e t h e rendezvous and docking d u a l launch ( f o r unmanned-manned o r d e r ) and o r b i t a l experiment performance contingcncies. It i s f e l t t h a t f i n a l development of t h i s master p l a n w i l l r e s u l t i n a v e r y f l e x i b l e and v e r s a t i l e m i s s i o n planning t o o l . (DAO) (2) Uprated S a t u r n I payload Improvement J-2s Engine I d l e Mode Operation: Completion of t h i s t a s k has been delayed f o r e x t e n s i v e m o d i f i c a t i o n s r e q u i r e d t o i n c o r p o r a t e low t h r u s t c a p a b i l i t y i n t o t h e t r a j e c t o r y r o u t i n e . However, one f a c t which has become e v i d e n t i n t h e s t u d y i s t h a t because of l a r g e burn times and r e s u l t a n t g r a v i t y l o s s e s , d i r e c t i n j e c t i o n i n t o a 260 n.mi. o r b i t u s i n g a h i g h - i d l e - h i g h o r h i g h - i d l e mode r e s u l t s i n payload l o s s r a t h e r than g a i n . S-IVB R e s t a r t : This i s being continued by cons i d e r ing t h e payload improvement a s s o c i a t e d w i t h r e s t a r t i n g t h e J- 2s engine i n o r b i t . The mode which involves a p e r i g e e i n j e c t i o n i n t o a 81 x 260 n.mi. o r b i t and a c o a s t t o apogee i s a t t r a c t i v e s i n c e t h e J - 2 s �engine does n o t r e q u i r e l a r g e amounts of r e s t a r t p r o p e l l a n t . A d i s c u s s i o n w i t h P&VI;:p r o p u l s i o n personnel r e v e a l e d t h a t the p r o p e l l a n t r e q u i r e d f o r t h c c i r c u l a r i z a t i o n burn was enough t o i n s u r e r e s t a r t and t h e r e f o r e p r o p e l l a n t r e s i d u a l s necd n o t be i n c r e a s e d . An e s t i m a t e of 2000 l b s of ~lddccl S-TVD system cquipmcnt i s includecl. A p r e l i m i n a r y e s t i m a t e sllovs, \tit11 tllis moclc, a n ~lpproximatcg a i n 01 7,300 l b s over d i r e c t i n j e c t i o n . S-IB S o l i d Strap-Ons: A s t u d y i s under way t o provide a s c r u t i n y of performance g a i n s by t h e a d d i t i o n of f o u r Minuteman s o l i d r o c k e t motors t o t h e S-IB s t a g e . I g n i t i o n sequence, n o z z l e c a n t a n g l e , and j e t t i s o n sequence have been parameterized. Both CSM and unmanned v e h i c l e s a r e being considered. P r e l i m i n a r y e s t i m a t e s show t h a t t h e CSM v e h i c l e payload g a i n i s 6700 pounds i n t o a n 81 x 120 MM e l l i p t i c o r b i t , w h i l e t h e unmanned v e h i c l e g a i n i s 7200 pounds i n t o a 260 NM c i r c u l a r o r b i t . These g a i n s a r e quoted f o r a sequence of two MFI i g n i t e d a t l i f t - o f f and t h e remaining two i g n i t e d a t 70 seconds. Two MM c a s e s a r c j e t t i s o n e d a t 85 seconds and t h e remaining two c a s e s remain f i x e d t o tllc S-IB s t a g e . The f o u r MM were n o t canted w i t h r e s p e c t t o t h e S-IB c c n t e r l i n c . Performance and o t h e r f 1i g h t mechanics s t u d i e s c o n t i n u e . (~A~/~hrysler) (3) S a t e l l i t e Occultation i n Earth Orbit A s t u d y has been i n i t i a t e d t o f i n d t h e o c c u l t a t i o n period of a n e a r t h s a t e l l i t e . The e s s e n t i a l problem solved was t h e d e t e r m i n a t i o n of t h e o r i e n t a t i o n of t h e s a t e l l i t e ' s o r b i t a l p l a n e r e l a t i v e t o t h e e a r t h - s u n l i n e . The s o l u t i o n t o t h i s problem was t h e n used t o determine t h e a n g l e through which t h e s a t e l l i t e moved w h i l e i n t h e e a r t h ' s shadow and, u l t i m a t e l y , t o f i n d t h e f r a c t i o n of t h e t o t a l o r b i t a l p e r i o d t h a t the s a t e l l i t e was i n t h e s u n l i g h t . The s o l u t i o n was then programmed i n such a manner t h a t , i f t h e launch time, i n c l i n a t i o n of t h e o r b i t a l plane and c o o r d i n a t e s of t h e launch s i t e were s p e c i f i e d , t h e t o t a l time i n t h e s u n l i g h t was o b t a i n e d . Regression of t h e nodal l i n e was a l s o taken i n t o account. This s t u d y i s being f u r t h e r used i n a subsequent problem, namely, t h a t of s p e c i f y i n g t h e c o o r d i n a t e s of t h e sun r e l a t i v e t o a s e t of axes f i x e d i n a space s t a t ion. (DAO) (4) High I n c l i n a t i o n P l a n a r and O r b i t a l Phasing Launch Windows This i s a s t u d y of t h e ground launch window and o r b i t a l phasing r e q u i r e d f o r rendezvous a t high i n c l i n a t i o n s . This work i s p r i m a r i l y aimed a t d e f i n i n g m i s s i o n plans f o r t h e second c l u s t e r m i s s i o n . Based upon a t a r g e t body i n s e r t e d i n t o a 260 n.mi. c i r c u l a r o r b i t and i n c l i n a t i o n of 5 0 ° , a 20-minute ground launch window can be c r e a t e d f o r a payload t r a d e o f f of 1,000 pounds. This i s t r u e f o r b o t h n o r t h e r l y and s o u t h e r l y launches; however, t h e n o r t h e r l y f l i g h t s have �impact p o i n t s i n Newfoundland and Europe, w h i l e t h e s o u t h e r l y l a u n c h e s v i o l a t e l a r g e r e g i o n s of S o u t h America. I f s o u t h e a s t e r l y l a u n c h e s a r e r e q u i r e d , l a r g e payload l o s s e s a r e i n c u r r e d by d o g l e g g i n g around t h e e a s t e r n c o a s t of S o u t h America, and t h e l a u n c h window payload t r a d e o f f increases greatly. The o r b i t a l phas i n g r e q u i r e m e n t s f o r l a u n c h opport u n i t i e s (20-minute l a u n c h window) e v e r y day r e q u i r e s from one t o s i x t e e n r e v o l u t i o n s i n a 120 n.mi. c i r c u l a r p a r k i n g o r b i t . I f opportunities a r e chosen e v e r y t h i r d d a y , t h e p h a s i n g r e q u i r e m e n t s can b e k e p t t o l e s s t h a n 8 revolutions. The i n v e s t i g a t i o n of t h e u s e of e l l i p t i c o r b i t s (~AO/~orthrop) t o reduce phasing requirements i s continuing. (5) 1969 (Second C l u s t e r ) Miss i o n D e c i s i o n L o g i c Three l e v e l s of m i s s i o n d e c i s i o n l o g i c were p r e s e n t e d a t t h e M i s s i o n P l a n n i n g Task F o r c e Second C l u s t e r Summary Meeting a t NASA H e a d q u a r t e r s , Washington, D . C . on J u l y 25, 1967. The t h r e e l e v c l s of l o g i c c o n s i s t e d o f a m a s t e r p l a n ( d e s c r i b e d under a n o t h e r t o p i c i n t h i s r e p o r t ) , a b a s e l i n e summary and c o n t i n g e n c y c h a r t , and d e t a i l e d b a s e l i n e and c o n t i n g e n c y d i a g r a m s . The b a s e l i n e summary was a l m o s t a t r i v i a l consequence of c o n s i d e r i n g s i x v e h i c l e s i n a 2-1-2-1 b a s e l i n e and a c c o u n t i n g f o r o n l y s i n g l e v e h i c l e f a i l u r e s . The d e t a i l e d b a s e l i n e c o n t i n g e n c y p o s i t i o n was p a t t e r n e d a f t e r t h e Gemini f l i g h t o p e r a t i o n a l m i s s i o n l o g i c i n t h a t i t c o n t a i n e d countdown, l i f t - o f f , powered f l i g h t , i n j e c t i o n , e t c . However, t h i s second c l u s t e r m i s s i o n l o g i c was more open-ended s i n c e i t r e p r e s e n t e d a n i n t e r m e d i a t e m i s s i o n l o g i c p h a s e . During t h i s r e p o r t i n g p e r i o d , DAO and N o r t h r o p developed and p r e p a r e d (~AO/Northrop) the presentation material. (6) Launch Sequence f o r AAP 1 - 2 A s t u d y h a s b e e n completed on t h e l a u n c h s e q u e n c e f o r l a u n c h s u c c e s s p r o b a b i l i t y of manned f i r s t v s t h e unmanned f i r s t mode. The a s s u m p t i o n s used i n t h e s t u d y and t h e r e s u l t s and c o n c l u s i o n s o f t h e s t u d y a r e p r o v i d e d i n memorandum R-AERO-DAM-10-67. Briefly, the s t u d y showed t h a t t h e h i g h e s t l a u n c h s u c c e s s mode i s manned f i r s t . Howe v e r , i f t h e a u x i l i a r y a t t i t u d e c o n t r o l s y s t e m i s added t o t h e unmanned v e h i c l e , t h e n t h e r e i s no s i g n i f i c a n t d i f f e r e n c e i n l a u n c h s u c c e s s p r o b a b i l i t y u s i n g e i t h e r mode, i . e . , manned f i r s t v s unmanned f i r s t . There i s some g a i n i n l a u n c h s u c c e s s i f t h e IU i s m o d i f i e d t o p r o v i d e g r e a t e r t h a n 7 112 h o u r s l i f e t i m e . However, t h i s g a i n does n o t become s i g n i f i c a n t u n t i l t h e r e i s a t l e a s t 24 h o u r s a d d i t i o n a l l i f e t i m e s i n c e (DAM) t h e l a u n c h windows a r e s e p a r a t e d by 24 h o u r s . �b. P r o j e c t I n f o r ~ n a t i o nApplicable t o Many Vehicles Experimental Determination of the S t a b i l i t y of S p i n n i n g Cable-Connected Space S t a t i o n s : The moment of i n e r t i a a b o u t t h e p r i n c i p a l axes of t h e two models were determined e x p e r i m e n t a l l y by t r e a t i n g .each a s a simplc pendulum. The weight of each of t h e masses t h a t a r e t o be a t t a c h e d t o t h e models t o v a r y t h e i r moments of i n e r t i a has been d e t e r mined, and each model, w i t h o u t t h e a t t a c h e d masses, weighed a c c u r a t e l y . Work has begun on making t h e two models a s n e a r l y i d e n t i c a l a s p o s s i b l e i n order t o coincidc with the e x i s t i n g t h e o r e t i c a l s t a b i l i t y analyses. Design of a new model has begun because t h e e x i s t i n g models do n o t cover the f u l l range of d e s i r e d i n e r t i a r a t i o s . A pneumatic c a t a p u l t i s being f a b r i c a t e d , and arrangements f o r photographic coverage of t h e experiment have been made. The r e s u l t s of a n a n a l y s i s of t h e pneumatic c a t a p u l t system i n d i c a t e d t h a t t h e d e s i r e d payload could be launched t o a n a c c e p t a b l e a l t i t u d e w i t h o u t exceeding t h e d e s i g n p r e s s u r e . The diameter of t h e r e l i e f o r i f i c e f o r c o n t r o l l e d d e c e l e r a t i o n of t h e launching mcchanism was a l s o determined. The computer program used t o develop t h e s c r e s u l t s should be u s e f u l when o p e r a t i o n of t h e launching f a c i l i t y s t a r t s . The p i s t o n and c y l i n d e r assembly, a s w e l l a s c e r t a i n s m a l l e r i t e m s , has been d e l ivered t o R-TEST, and f a b r i c a t i o n should b e g i n soon. (DDS) 2. ATM a. Docking Dynamics The g e n e r a l ecluations o f motion f o r two r i g i d bodies w i t h a p o i n t i n common and coupled by a spring-damper system were d e r i v e d . The e q u a t i o n s i n c l u d e t h e e f f e c t s a t g r a v i t y - g r a d i e n t t o r q u e s , s o l a r p r e s s u r e and aerodynamic t o r q u e s , a s w e l l a s c o n t r o l t o r q u e s . The programming of t h e s e n o n l i n e a r e q u a t i o n s on b o t h t h e d i g i t a l and a n a l o g computers i s approximately 60 p e r c e n t complete. The programs a r e being w r i t t e n i n modular form t o a i d i n parameter s t u d i e s of t h e e f f e c t s of v a r i o u s c o n t r o l laws and parameters. The e q u a t i o n s , s i m p l i f i e d t o two dimensions, have been programmed t o provide a check of t h e g e n e r a l program. A n a l y t i c e x t e n s i o n of t h e two body problem t o i n c l u d e any number of bodies i s about 50 p e r c e n t complete. A t h e o r e t i c a l s t u d y of t h e e f f e c t s of e l a s t i c i t y on v c h i c l e motion d u r i n g docking has begun. This v i b r a t i o n s t u d y i s being pursued i n terms of g e n e r a l i z e d v a r i a b l e mass and s t i f f n e s s m a t r i c e s f o r s i n g l e v e h i c l e and i s t o be extended l a t e r t o a coupled system. (DDD) �b. ATM P o i n t i n g Accuracy Equations of motion f o r t h e ATM have been p a r t i a l l y d e r i v e d u s i n g 2 and 6 hinged-body models. The problem f a l l s i n t o two main p a r t s : 1. S h o r t term behavior: (a) (b) 2. . (1) Disturbances : (2) Control: crew motion. j e t s and moment damping. E l a s t i c body. Two hinged bodies where body #1 i s e l a s t i c and body # 2 i s r i g i d . Consider r o t a t i o n around /I1 and /k3 a x i s . (1) Disturbances: (2) Control: t h e same a s i n l a . t h e same a s i n l a . Long term behavior: (a) 3. Rigid body. R o t a t i o n i n space of 2 and 6 hinged bodies Rigid and el-ast i c body. Cons i d e r t r a n s l a t i o n a l and r o t a t i o n a l motion ( s i x degrees of freedom). (1) Dis turbances : aerodynamics. (2) Control: g r a v i t y t o r q u e g r a d i e n t and same a s i n l a . (DDD) OWS Active Control S t u d i e s The i n v e s t i g a t i o n of space v e h i c l e c o n t r o l u s i n g c o n t r o l moment gyros i s being continued. Liapunov's d i r e c t method i s being used on t h e s e n o n l i n e a r systems t o o b t a i n g l o b a l l y a s y m p t o t i c a l l y s t a b l e cont r o l laws. The c o n t r o l laws chosen a r e l i n e a r combinations of s t a t e v a r i a b l e s which a r e modified by t r i g o n o m e t r i c f u n c t i o n s of t h e c o n t r o l a n g l e d e f l e c t i o n s . This method of a t t a c k g i v e s a means of i d e n t i f y i n g t h e "damping and s p r i n g c o n s t a n t s " i n t h i s r a t h e r complex n o n l i n e a r system. U n f o r t u n a t e l y , some of t h e s e c o n t r o l laws i n v o l v e s e c a n t and t a n g e n t f u n c t i o n s which can become i n f i n i t e f o r a n g l e s of 90 d e g r e e s , b u t t h e s e a n g l e s can be avoided by proper a c q u i s i t i o n c o n t r o l using �c o i i t r o l roclicts. M o d i l i c a t i o n of t h e c o n t r o l laws t o omit some o f t h e i~ill,or~ntlc,tlI u n c t ions i s b e i n g programmed l o r d i g i t a l s i m u l a t i o n of t h e s y s r ~'111. Work i s c o n t i n u i n g on t h e development of a n in-house program t o do a t t i t u d e c o n t r o l s t u d i e s . The dynamic e q u a t i o n s were d e v e l o p e d and t h e v a r i o u s c o o r d i n a t e systems were d e s c r i b e d by Lockheed. T h i s work i s now b e i n g reviewed i n d e t a i l . During t h e development and debugging o f t h e d i g i t a l program, o n l y p a s s i v e c o n t r o l s t u d i e s have b e e n r u n . A c t i v e c o n t r o l systems a r e b e i n g s t u d i e d and i n c o r p o r a t e d i n t o the equations of motion. A d i g i t a l program h a s been developed by Lockheed t o p e r f o r m a p a r a m e t r i c s t u d y o f a CMG SIXPAC u n l o a d i n g t e c h n i q u e t h a t u s e s t h e o u t e r g i m b a l s t o a c h i e v e a l l of t h e d e s a t u r a t i o n . C o n t r o l law s t u d i e s f o r t h e CMG SIXPAC i n c l u d e a d e t a i l e d s t u d y o f t h e s t a b i l i t y of a c o m p l e t e l y uncoupled n u m e r i c a l c o n t r o l law. I f t h i s law h a s a c c e p t a b l e s t a b i l i t y c h a r a c t e r i s t i c s , i t s g a i n c h a r a c t e r i s t i c s w i l l b e compared w i t h some of t h e laws s t u d i e d i n t h e p a s t . Such a comparison s h o u l d i n d i c a t e t h e major s h o r t c o m i n g s of t h e s e (~~Al~ockheed) laws. E. Other P r o j e c t s Drop Tower T e s t s A s e r i e s o f d r o p tower t e s t s i s b e i n g planned which w i l l e x t e n d t h e knowledge o f l i q u i d p r o p e l l a n t o s c i l l a t i o n a t Bond numbers l e s s t h a n 10. The r e s u l t s o f t h i s e x p e r i m e n t s h o u l d b e v a l u a b l e f o r a c c u r a t e p r e d i c t i o n o f t h e l i q u i d p r o p e l l a n t dynamics i n t h e Voyager s p a c e c r a f t d u r i n g i n t e r p l a n e t a r y c o a s t . The models t o b e used a r e ( 1 ) 1 - i n c h d i a m e t e r s p h e r i c a l , ( 2 ) 2-inch d i a m e t e r s p h e r i c a l , and ( 3 ) 2 - i n c h diame t e r by 4 - i n c h t a l l c y l i n d r i c a l . The d a t a needed a r e f i l m r e c o r d s of i n t e r f a c e f o r m a t i o n i n model (1) a t 10-ICgo r l e s s and f i l m r e c o r d s and l a t e r a l f o r c e r e c o r d s of l i q u i d o s c i l l a t i o n s i n models ( 2 ) and ( 3 ) a t t e s t a c c e l e r a t i o n s o f 10-'lg, 1 0 - ' g , and 10-'g. (DDS) �VII. FLIGHT TEST ANALYSIS DIVISION A. Special Projects Office Saturn V The S a t u r n V F l i g h t T e s t E v a l u a t i o n P l a n , i s s u e d on J u l y 31, 1967, d e f i n e d t h e o r g a n i z a t i o n and e s t a b 1 i s h e d t h e r e s p o n s i b i l i t i e s and p r o c e d u r e s f o r f l i g h t e v a l u a t i o n o f v e h i c l e s AS-501 t h r o u g h AS-504. This document, which w i l l b e s u b j e c t t o r e v i s i o n 30 days b e f o r e e a c h o f t h e a f f e c t e d f l i g h t s , i s t o b e used a s a g u i d e l i n e by a l l a g e n c i e s c o n t r i b u t ing t o the t o t a l launch v e h i c l e evaluation. B. F l i g h t Mechanics Branch 1. Saturn I B The 204 o p e r a t i o n a l t r a j e c t o r y document, R-AERO-FM-136-67, d a t e d May 1 7 , 1967, h a s b e e n d i s t r i b u t e d . An u p d a t e t o t h e document, which h a s b e e n completed by CCSD and w i l l b e p u b l i s h e d by mid-August, r e f l e c t s t h e l a t e s t p r o p u l s i o n p r e d i c t i o n s and t h e 270-degree a t t i t u d e f o r t h e p r o p e l l a n t dump e x p e r i m e n t . The r a n g e s a f e t y a n a l y s i s f o r t h e 204/LM-1 m i s s i o n i s documented i n R-AERO-FMR-151-67, d a t e d J u n e 6 , 1967. The a b o r t and a l t e r n a t e m i s s i o n document h a s now b e e n completed and w i l l b e d i s t r i b u t e d b y mid-Augus t . b. AS- 205 Rendezvous Miss i o n A t y p i c a l m i s s i o n p r o f i l e f o r t h e 120 x 150 n a u t i c a l m i l e e l l i p t i c a l o r b i t h a s b e e n g e n e r a t e d , and t h e S-IB s t e e r i n g f u n c t i o n s and second s t a g e IGM p r e s e t t i n g s have b e e n f i n a l i z e d . The t r a j e c t o r y , which r e f l e c t s t h e l a t e s t mass and p r o p u l s i o n p r e d i c t i o n s , w i l l b e used f o r a l l p r e l i m i n a r y s t u d i e s . The s p a c e c r a f t w e i g h t used was 36,300 pounds. With t h i s w e i g h t , t h e S-IVB s t a g e u s e a b l e p r o p e l l a n t s a t i n s e r t i o n a r e a p p r o x i m a t e l y 1500 pounds. C . AS-206 R e s t a r t As d i r e c t e d by t h e S a t u r n I B Program Off i c e , t h e o p e r a t i o n a l t r a j e c t o r y , d i s p e r s i o n a n a l y s i s , and r a n g e s a f e t y a n a l y s i s a r e being generated t o support the r e s t a r t mission. �P r e l i m i n a r y s c h e d u l e s f o r s y s tem e n g i n e e r i n g e f f o r t s have been e s t a b l i s h e d based on the l a t e s t f l i g h t miss i o n assignment document. 2. SaturnV The r e v i s e d o p e r a t i o n a l t h e FFOT, has been r e c e i v e d from TBC (26 d i s t r i b u t e d soon. Work i s c o n t i n u i n g on safety. The four-engine and f i v e - e n g i n e t h e Range has been s e n t t o KSC. t r a j e c t o r y , b e t t e r known a s J u l y 1967) and should be an update f o r t h e AS-501 range t u r n i n g r a t e d a t a r e q u e s t e d by The 501 D i s p e r s i o n Analysis has been r e c e i v e d from TBC. F i n a l review i s being made t o check t h e c o r r e c t i o n s which were t o be i n c o r p o r a t e d by TBC. FMT hopes t o make d i s t r i b u t i o n t h i s week of t h e d i s p e r s i o n a n a l y s i s r e p o r t i f i t i s a c c e p t a b l e . Problems have a r i s e n w i t h t h e p r e s e n t " c o n s t a n t low t h r u s t v e n t model" i n t h a t t h e r e is n o t s u f f i c i e n t p r o p e l l a n t r e s e r v e t o cover t h e 30 low performance u s e s , b u t s t i l l a l l o w s a h i g h confidence ( - 98.3) i n accomplishing t h e m i s s i o n . The v e n t model misleads t h e v e h i c l e computer i n how much energy i s necess a r y t o achieve the prescribed waiting o r b i t . I n a n t i c i p a t i o n of a s l i p i n launch s c h e d u l e , a memo has been w r i t t e n r e q u e s t i n g t h a t t h e p r e v i o u s l y d e r i v e d t i l t program f o r w i n t e r winds be implemented f o r a November launch. The a p p l i c a b i l i t y of t h i s ti1 t program has been checked and found a c c e p t a b l e . The r e v i s e d t i l t program using average J a n u a r y , February, and March winds has been completed and t r a n s m i t t e d t o t h e R-AERO-FFR f o r use i n d i s p e r s i o n a n a l y s i s . A p r e s e t t i n g s r e v i s i o n w i l l be made and d i s t r i b u t e d i n e a r l y August. This r e v i s i o n w i l l c o n t a i n t h e S-IC s t a g e The Abort t i l t program and t h e a b o r t and a l t e r n a t e m i s s i o n p r e s e t t i n g s . and A l t e r n a t e Mission Report was r e t u r n e d t o TBC f o r c o r r e c t i o n s and should be r e s u b m i t t e d by August 1 5 , 1967. The D i s p e r s i o n Analysis Rough D r a f t was r e c e i v e d and has been p a r t i a l l y reviewed. Comments on u n s a t i s f a c t o r y a r e a s which have been noted i n our c r i t i q u e have been forwarded t o TBC f o r incorporat i o n i n t o t h e document b e f o r e i t i s p r i n t e d . It i s hoped t h a t t h e r e p o r t w i l l be found a c c e p t a b l e w i t h o u t any changes when i t i s r e c e i v e d on August 11, 1967. �Work has begun on the S-IC s t a g e t i l t program and on the dcvel opmcnt of a f l i g h t s i m u l a t i o n d a t a deck. There i s a prol,lcm a s s o c i a t e d with t h c new 503 m i s s i o n i n t h a t a l a r g e amount of r e s itlria l s remain i n e a r t h parking o r b i t . This causes a problem i n maintaining a propellant control a s well a s v e h i c l e control f o r t h i s c a s e . S i n c e t h e problem w i l l reappear and i n f a c t was due t o occur on 503 f o r l a r g e r e s i d u a l s remaining a t second S-IVB c u t o f f , P&VE has proposed a second burn f o r t h e S-IVB. A meeting was h e l d on J u l y 1 3 t o d i s c u s s t h e AS-503 m i s s i o n and t h e second s t a r t of t h e S-IVB s t a g e . The conclusions were a s follows: There a r e t h r e e o p t i o n s . (1) The one favored by R-AERO-FM i s t o s e p a r a t e from t.he s p a c e c r a f t and have a d u a l r e s t a r t of the S - I n . As t r i o n i c s s t a t e d a t t h i s time t h a t t h e r e was no problem i n c o n t r o l l i n g w i t h o u t t h e use of t h e s p a c e c r a f t . ( 2 ) Another proposal was t o r e s t a r t w i t h t h e s p a c e c r a f t a t t a c h e d and burn f o r a t l e a s t (3) Another a l t e r n a t i v e was t o burn f o r 40 seconds w i t h 10 seconds. t h e s p a c e c r a f t a t t a c h e d , and burn t o a 45-degree yaw command and then s e p a r a t e . A problem w i t h a l l proposals is t o g e t t h e proper t r a c k i n g and t e l e m e t r y f o r t h e S-IVB second burn. d . Lunar Landing Miss i o n Our e f f o r t on t h e l u n a r landing m i s s i o n has been p r i marily t o g e t a trans lunar i n j e c t i o n targeting capability a v a i l a b l e a s soon a s p o s s i b l e . Approximately 60 p e r c e n t of t h e s u b - r o u t i n e s a r e complete and i n our deck. However, we a r e o n l y comparing and no runs have been made. We a r e hoping t o have our in-house c a p a b i l i t y r e a d y f o r checkout by e a r l y August. A s t a t u s on t h e J u l y t a r g e t i n g e x e r c i s e was g i v e n by Boeing on J u l y 19. The purpose of t h i s e x e r c i s e i s t o check o u t and demonstrate t h e c a p a b i l i t y of Boeing t o r e t a r g e t launch v e h i c l e s f o r a l u n a r m i s s i o n i n two weeks. Boeing e s t i m a t e s t h e y a r e t h r e e days t o one week behind s c h e d u l e . One of t h e problems i s i n e s t a b l i s h i n g a proper p1 t e s t f o r t h e six-degrees-of-freedom TLI deck. They can, however, r e a d and w r i t e e a r t h parking o r b i t i n s e r t i o n s t a t e v e c t o r t a p e s , r e a d the t a r g e t i n g t a p e , and card punch a TLI of t h e v e c t o r t o t h e 6D deck. It i s e s t i m a t e d t h a t Boeing i s approximately 35 t o 40 p e r c e n t complete and e f f i c i e n t i n t h i s a r e a . It i s hoped t h a t f o r t h e September e x e r c i s e ( e x e r c i s e period number two) we w i l l demonstrate r a p i d r e t a r g e t i n g ; t h a t i s , one month of t a r g e t i n g i n f i v e working days. �3. O r b i t a l Debris Lockheed, under c o n t r a c t NAS8-20369, has submitted a r e p o r t This document e n t i t l e d "A Study of AS-501 Debris Risk Hazard Analysis." has been reviewed and approved. The p r e s e n t Risk Hazard Program i s being modified t o g e n e r a t e t h e d e b r i s a n a l y s i s f o r t h e AS-502 miss ion. 4. Voyager The nominal t r a j e c t o r y has been generated f o r t h e 45" launch azimuth. The u n r e s t r i c t e d aerodynamic d a t a a r e being p u t i n our 6D deck t o c a l c u l a t e turning r a t e s . 5. AAP A p r e l i m i n a r y range s a f e t y a n a l y s i s has been generated f o r nose-cone and a CSM "2 1/2 s t a g e " con£ i g u r a t i o n . The nose cone coni g u r a t i o n was i n s e r t e d i n t o a 260 n a u t i c a l m i l e c i r c u l a r o r b i t w i t h an i n c l i n a t i o n of 50". The CSM " 2 112 stage" con£ i g u r a t i o n was i n s e r t e d i n t o a n 81 x 120 n a u t i c a l m i l e e l l i p t i c a l o r b i t w i t h a 50' i n c l i n a t i o n . T r a j e c t o r i e s were generated f o r b o t h n o r t h e r l y and s o u t h e r l y launch azimuths . C. Tracking and O r b i t a l Analysis Branch 1. Saturn I B a . A p r e l i m i n a r y copy of AS-204-LM1 a c q u i s i t i o n and l o s s timc was g i v e n t o I-MO-R per r e q u e s t . b. Work w i l l begin t h i s week on t h e AS-205 t r a c k i n g a n a l y s i s wllicl~w i l l b e done in-house. c . An a c t i o n item from I-MO has been r e c e i v e d t o a n a l y z e Bermuda coverage on t h e AS-204/LM1 m i s s i o n f o r v a r i o u s b o o s t phase cont i n g e n c i e s . R-AERO-FM i s p r e p a r i n g t r a j e c t o r y i n f o r m a t i o n n e c e s s a r y t o R e s u l t s should be a v a i l a b l e soon. a n a l y z e t h e coverage problem. 2. Saturn V a . The t r a c k i n g and c o m u n i c a t i o n s a n a l y s i s document on t h e SA-504 m i s s i o n prepared by TBC has been r e c e i v e d , reviewed, and rejected. TBC has been b r i e f e d on t e c h n i c a l d e f i c i e n c i e s , and o f f i c i a l n o t i f i c a t i o n of t h e r e j e c t i o n has been submitted t o R-AERO-P. �ILLS b. 'Che AS-502 t r a c k i n g ancl t e l e m e t r y coverage document bccxn tl i s tr i b u t c d unc1c.r Memorandum R-AERO-FT-45-67 . c . S t u d i e s a r e p r e s e n t l y underway t o a i d i n t h e answer of t h e F l i g h t Mechanics P a n e l a c t i o n i t e m 2 1 . 5 . 4 r e g a r d i n g AS-~O~/S-IVB restart possibilities. S-IVB r e s t a r t t i m e s based on ground p r o f i l e s a r e b e i n g a n a l y z e d , and recommendations w i l l be made t o answer t h e following items: (1) S-IVB r e s t a r t f o r a 10-second b u r n w i t h S/C a t t a c h e d a b o u t 90 m i n u t e s a f t e r i n s e r t i o n . (2) Same a s (1) a b o v e , e x c e p t r e s t a r t w i l l o c c u r a b o u t 180 m i n u t e s a f t e r i n s e r t i o n . ( 3 ) S-IVB r e s t a r t f o r a 30 t o 40-second b u r n , SIC a t t a c h e d , w i t h a 45' yaw a t t i t u d e , a b o u t 90 m i n u t e s a f t e r o r b i t a l i n s c r t i o n and a second r e s t a r t a f t e r LV/SC s e p a r a t i o n . ( 4 ) Perform two S-IVB r e s t a r t s a f t e r LV/SC s e p a r a t i o n , w i t h a f i r s t b u r n of a b o u t 5 0 s e c o n d s . I n f o r m a t i o n on f i r s t r e s t a r t c a s e s a b o u t 90 and a b o u t 180 m i n u t e s a f t e r i n s e r t i o n has been s u p p l i e d t o R-AERO-DA. Informat i o n on second r e s t a r t c a s e s w i l l b e s u p p l i e d a f t e r t r a j e c t o r y informat i o n i s g e n e r a t e d by R-AERO-DA. 3. Apollo Applications a . The second meeting of t h e AAP I & C P a n e l was h e l d a t MSFC on May 24, 1967. The few a c t i o n items t h a t were c o n s i d e r e d were i n d i c a t i v e of t h e c o n t i n u e d l a c k of d e f i n i t i o n of t h e program. b. A p r e s e n t a t i o n given a t F o r c e Meeting h e l d a t MSFC on June 1 and t h e t r a c k i n g and c o m u n i c a t i o n s coverage f o r t h e second c l u s t e r m i s s i o n . O r b i t a l were p r e s e n t e d on b o t h t h e f i r s t c l u s t e r i n c l i n e d o r b i t and on t h e second c l u s t e r inclined orbit. t h e AAP M i s s i o n P l a n n i n g Task 2 i n c l u d e d a b r i e f rundown on on t h e 50-degree i n c l i n e d o r b i t decay and l i f e t i m e s t u d i e s m i s s i o n on t h e 28 112 d e g r e e m i s s i o n on t h e 50-degree c . A p r e s e n t a t i o n on t h e C l u s t e r 1 c o n f i g u r a t i o n o r b i t a l d e c a y and l i f e t i m e was g i v e n t o t h e Guidance, Performance, and Dynamics Subpanel which met a t MSFC on J u n e 1 5 , 1967. The r e s u l t s p r e s e n t e d were based on t h e l a t e s t and b e s t i n f o r m a t i o n a v a i l a b l e . These w i l l be updated a s new i n f o r m a t i o n is o b t a i n e d . �a. A s tutly was co~npleted by NSL Mission Support t o d e t e r n ~ i n c t h e gimbal r a t e s r e q u i r e d t o o r i e n t t h e ATM s t a r t r a c k e r on Canopus over a one-year p e r i o d . These r e s u l t s were given t o M r . Snoddy, I-S/AA, a l o n g w i t h t h e approximate percentage of time t h e ATM s t a r t r a c k e r would be o c c u l t e d by t h e e a r t h . This i n f o r m a t i o n was r e q u e s t e d t o v e r i f y a proposed s t a r t r a c k e r gimbal requirement on t h e ATM mission. b . A meeting was h e l d w i t h I-MO, ASTR, P&VE, and AERO personnel t o a t t e m p t t o e s t a b l i s h a f i r s t c u t a t t h e Voyager m i s s i o n sequence of e v e n t s . This information i s being g a t h e r e d t o g e t h e r by M r . Kurtz of I-MO f o r t h e Mission Operations Working Group. c. P r e l i m i n a r y a n a l y s i s was made concerning communications d u r i n g shroud s e p a r a t i o n and DSN pickup. This i n f o r m a t i o n was i n s u p p o r t of M r . Kurtz, I-MO, a s a panel member of t h e Voyager Mission Operations Working Group. d. M r . Lee Gentry, Martin-Marie tta-Denver, was a t MSFC on June 2 9 , 1967, f o r a n o r i e n t a t i o n meeting on t h e s t u d y "Mars T r a n s f e r T r a j e c t o r y Determination and E r r o r Analysis." The i n i t i a l phase of t h e s t u d y (approximately two months) w i l l be a survey of t h e methods of i n t e r p l a n e t a r y t r a j e c t o r y determination. e . A p r e s e n t a t i o n was g i v e n by M r . Pimm, DISC m i s s i o n s u p p o r t , a t t h e Voyager T r a j e c t o r i e s , Performance, Navigation and Guidance Working Group meeting a t JPL on J u l y 19, 1967, on a Mars O r b i t e r decay and lifetime. 5. O r b i t a l A n a l y s i s and L i f e t i m e a . M r . R. J . H i l l and M r . R. H. Benson each p r e s e n t e d a paper a t t h e Environment Induced O r b i t a l Dynamics Seminar on June 6 , 1967. M r . w ill' s p r e s e n t a t i o n was "Engineering C o n s i d e r a t i o n s i n L i f e time P r e d i c t i o n s ," and M r . enso on' s was "On Obtaining Decay Parameters from O r b i t Determination." Writeups of b o t h p r e s e n t a t i o n s have been completed and copies have been d i s t r i b u t e d t o i n t e r e s t e d personnel. ~~, t h e SA-101 b . O f f i c e Memorandum R - A E R O - F T - ~ ~ -updating Pegasus C l i f e t i m e and decay, has been prepared and d i s t r i b u t e d . c . NSL m i s s i o n s u p p o r t personnel gave a b r i e f i n g on t h e s t a t u s of a t t i t u d e p r e d i c t i o n work being performed. A 3D s i m u l a t i o n program has been w r i t t e n and programmed by R-COMP, and is now being checked o u t . This program w i l l be used t o a n a l y z e t o r q u e magnitudes and t o v e r i f y averaging techniques which a r e t o be developed. D r . Yu, who d i s c u s s e d averaging techniques and o p e r a t i o n s , w i l l soon b e g i n working on t h e s p e c i f i c problem of a t t i t u d e p r e d i c t i o n . �D. F l i g h t E v a l u a t i o n Branch 1. General Computer Programs The use of Marshall Vehicle Engineering System (MARVES) i n t h e Modular 6D t r a j e c t o r y program has shown t h a t t h e advantages o f f e r e d by t h e system could be extended t o computer programs o t h e r t h a n 3 D o r 6D t r a j e c t o r y programs. Other programs, w i t h i n t h e D i v i s i o n , w i l l be converted t o MARVES i n a n e v o l u t i o n a r y manner. To a s s i s t i n t h i s t r a n s i t i o n , t h e following i n f o r m a t i o n has been prepared and w i l l be k e p t c u r r e n t : (1) Index of modules c a t e g o r i z e d by f u n c t i o n . (2) Alphabetized notebook of modules ( i n f o r m a t i o n i n c l u d e s a l l documentation on each module). (3) Alphabetized l i s t of nomenclature (and d e f i n i t i o n s ) used i n t h e modules. (4) Generalized g u i d e l i n e s f o r p r e p a r a t i o n and docum e n t a t i o n of s u b r o u t i n e s o r modules. This m a t e r i a l i s being used t o f a m i l i a r i z e t h e D i v i s i o n w i t h MARVES and t o a i d t h e development of new programs. 2. Saturn I B a. AS-204-LM Wind Limits The AS-204/IX-1 launch v e h i c l e wind l i m i t s document has been r e c e i v e d from CCSD. The l i m i t s a r e based upon 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 v e h i c l e which i s d e f i n e d a t s e v e r a l Mach numbers a s f u n c t i o n s of a n g l e of a t t a c k ( a ) , c o n t r o l gimbal d e f l e c t i o n (B), and dynamic p r e s s u r e ( q ) . R e s u l t s of t h e s t u d y show t h a t , a t t h e most c r i t i c a l a l t i t u d e (10 km), t h e wind l i m i t s f o r headwind, crosswind, and t a i l w i n d a r e 50, 48, and 70 m/sec, r e s p e c t i v e l y . b. S-IB Cutoff Time and V e l o c i t y Study A memo e n t i t l e d "Analysis of t h e P r e d i c t e d and Actual Cutoff Times and V e l o c i t i e s of S-IB s t a g e s and c u t o f f times on S-IVB s t a g e s of S a t u r n I B v e h i c l e s AS-201, AS-202 and AS-203," w a s approved and r e l e a s e d . �3. Saturn V a. EDS-Abort C r i t e r i a During a meeting on J u l y 19, 1967, between R-AERO, R-P&m, and TBC EDS groups, s e v e r a l proposals were advanced by TBC on how t o proceed w i t h t h e a b o r t t e n s i o n breakup problem. The proposal which r e c e i v e d g r e a t e s t s u p p o r t from R-P&VE was t h a t of s e p a r a t i n g s t a g e s S-IC/S-I1 upon a b o r t i n i t i a t i o n and s i m u l t a n e o u s l y f i r i n g S-IC r e t r o r o c k e t s t o r e l i e v e t h e bending moment a t t h i s i n t e r f a c e . TBC w i l l conc e n t r a t e more h e a v i l y on t h i s approach and determine i f t h e s t o r e d s t r a i n energy r e s u l t s i n a s h i f t of breakup t o h i g h e r v e h i c l e s t a t i o n s . They a r e working t o have a proposed f i x t o t h i s problem by August 1 5 , 1967. b. Abort and A l t e r n a t e Mission Analysis The r e s p o n s i b i l i t y f o r performing a b o r t and a l t e r n a t e m i s s i o n s a n a l y s e s on S a t u r n V launch v e h i c l e s was switched from AERO-mT t o AERO-FFR. R-AERO-FFR w i l l be r e s p o n s i b l e commencing w i t h the AS-503 a n a l y s i s . A new scope of work i.s being n e g o t i a t e d w i t h T ~ C / ~ u n t s v i l l e , 4. Apollo A p p l i c a t i o n s a. F l i g h t E v a l u a t i o n Working Group-Payload A FEWG-Payload and AAP f i l e has been e s t a b l i s h e d f o r AERO-F. This f i l e c o n t a i n s g e n e r a l i n f o r m a t i o n , memorandums, and agenda concerning t h e FEWG-Payload o r g a n i z a t i o n ; a l s o l o c a t e d i n t h i s f i l e a r e MSFC forms No. 422, on each of t h e ATM and OWS experiments. This f i l e i s t o be used w i t h i n t h e D i v i s i o n f o r i n f o r m a t i o n concerning FEWG and AAP. During t h e l a t e r p a r t of May s e v e r a l s m a l l meetings were h e l d among r e s p o n s i b l e persons i n v a r i o u s o f f i c e s and FEWG-Payload s t a f f concerning t h e t a s k requirements f o r t h e OWS. These v a r i o u s meetings provided b e n e f i c i a l r e s u l t s i n t h a t t h e complexity of t h e problem of d e f i n i n g t h e v a r i o u s t a s k requirements was r e a l i z e d . Dr. ing The the There w i l l be a s p e c i a l s t a f f and board meeting w i t h von Braun on August 9 concerning t h e g e n e r a l F l i g h t E v a l u a t i o n WorkGroup (FEWG) o r g a n i z a t i o n w i t h s p e c i a l emphas i s on FEWG-Payload FEWG-Payload s t a f f and s u p p o r t i n g s t a f f (CCSD) a r e now working on v a r i o u s c h a r t s t o be p r e s e n t e d a t t h i s meeting. . �5. Contracts a. S a t u r n I B Sys tems (CCSD) C h r y s l e r Corporation Space D i v i s i o n (CCSD) a t Michoud i s r e s p o n s i b l e f o r e s t a b l i s h i n g t h e i n t e r m e d i a t e (7-day) and f i n a l (14-day) p o s t - f l i g h t t r a j e c t o r i e s on t h e S a t u r n I B v e h i c l e s . The n e x t S a t u r n I B t o be launched (AS-204/LM1) i s t h e f i r s t I B v e h i c l e t o use t h e P r o j e c t Apollo Coordinate System Standards (PACSS). CCSD has r e d e f i n e d and implemented a l l of t h e changes n e c e s s a r y t o use PACSS. These changes have been completely documented. MSFC has f u r n i s h e d CCSD w i t h t h e l a t e s t v e r s i o n of t h e O r b i t a l C o r r e c t i o n Program (OCP) which can handle o r b i t a l v e n t i n g and the l a t e s t v e r s i o n of t h e powered f l i g h t t r a j e c t o r y program (GATE). CCSD w i l l a s s i s t us i n conducting s t u d i e s t o determine t h e c a p a b i l i t i e s and l i m i t a t i o n s of t h e s e programs. It appears t h a t CCSD has made e x c e l l e n t p r o g r e s s and can perform t h i s t a s k w i t h a 1imited amount of s u p e r v i s i o n . b . Miss i o n Support (Nor t h r o p ) Tracking d a t a and telemetered measurements from long d u r a t i o n space f l i g h t comprise a l a r g e volume of i n f o r m a t i o n t h a t r e q u i r e s b o t h p r o c e s s i n g and r e d u c t i o n . Some means of compressing t h e s e d a t a i s needed t o p r e s e r v e a l l t h e s i g n i f i c a n t i n f o r m a t i o n i n t h e d a t a w h i l e reducing t h e volume. D r . Hal P u r c e l l (NSL) has been r e s e a r c h ing v a r i o u s compression techniques t o a r r i v e a t a l o g i c a l method. Emphasis w i l l be on s i m p l i c i t y of technique, minimum computer time, and minimum d e g r a d a t i o n of d a t a . A f t e r a technique has been s e l e c t e d , a computer program w i l l be developed f o r AAP f l i g h t d a t a . An i n f o r m a t i o n a l document compiled f o r t h e ATM and OWS m i s s i o n s c o n t a i n s g e n e r a l in£ ormation, experiment o b j e c t i v e s , and i n s t r u m e n t a t i o n d e s c r i p t i o n . The document w i l l be used f o r background i n f o r m a t i o n and w i l l be updated a s r e q u i r e d . VIII. PROJECTS OFFICE 1. S a t u r n V SE&IS C o n t r a c t As a r e s u l t of s e v e r a l weeks of c o n c e n t r a t e d e f f o r t , R-AERO-P has s u c c e s s f u l l y e s t a b l i s h e d coordinated document d e l i v e r y s c h e d u l e s f o r R-P&VE, R-ASTR, and TBC. This r e s c h e d u l i n g e f f o r t was brought a b o u t by t h e new S a t u r n V launch schedule (Apollo Program D i r e c t i v e 4G). The r e s c h e d u l i n g c y c l e a l s o included a complete rework and r e s c h e d u l i n g of GFD requirements i n s u p p o r t of t h e TBC SE&IS c o n t r a c t . �2. F l i g h t Mechanics Panel Meeting The Twenty-First Meet.ing of t h e FMP was held a t MSFC on J u l y 12 and 13, 1967. A resumc of some of t h e more important items from t h e meeting i s a s f o l l o ~ ? s : ( a ) The L/V and S/C program managers a r e b e i n g r e q u e s t e d t o emphasize t h e f o r m u l a t i o n of checkout procedures, e t c . , t o accommodate a n on-time (or near-on-time) launch which i s r e q u i r e d f o r t h e pol lo/ S a t u r n rendezvous m i s s i o n . (b) The FMP w i l l e x p e d i t e s t u d i e s on t h e f o l l o w i n g AS-503 c a n d i d a t e p r o f i l e s and make a recommendation on which one t o implement f o r t h e miss ion: (1) S-IVB r e s t a r t f o r a 10-second burn w i t h SIC a t t a c h e d a b o u t 90 minutes a f t e r o r b i t a l i n s e r t i o n ( i n t h e e v e n t t h a t SIC checkout r e q u i r e s more than 90 minutes t h e second burn w i l l occur a t a b o u t 180 m i n u t e s ) . (2) S-IVB r e s t a r t f o r a 30 t o 40 second b u r n , SIC a t t a c h e d , w i t h a 45O yaw a t t i t u d e a b o u t 90 minutes a f t e r o r b i t a l i n s e r t i o n and a second r e s t a r t a f t e r LV/ SC s e p a r a t i o n . (3) Perform two S-IVB r e s t a r t s a f t e r LV/SC s e p a r a t i o n w i t h a f i r s t : burn of a b o u t 50 seconds. Due d a t e f o r t h e FMP recommendation i s August 14, 1967. ( c ) The FMP w i l l c o o r d i n a t e a meeting f o r a n o v e r a l l review of A p o l l o I S a t u r n I B and V ( i . e . , L/V and SIC) one-engine-out and EDS problems. This w i l l i n c l u d e Crew S a f e t y P a n e l , Mechanical Panel and o t h e r MSFC & MSC personnel. Date f o r t h e meeting i s Thursday, August 1 0 , 1967, a t MSFC. (d) MSC a g r e e s t h a t t h e SIC has no requirement t o reduce t h e maximum S-IC l o n g i t u d i n a l a c c e l e r a t i o n on AS-502 below a 30 v a l u e of (The s e r v i c e module a f t bulkhead problem i s being "fixed" 4.840 g ' s . by MSC.) ( e ) The LVISC i n t e r f a c e s i g n a l s r e l a t i n g t o f l i g h t mechanics a r e b e i n g reviewed and updated on a l l A p o l l o / S a t u r n I B and V m i s s i o n s . The minutes of t h e meeting have been d i s t r i b u t e d i n Memo R-AERO-P-286-67, dated J u l y 13, 1967. �BIBLIOGRAPHY 1. Weidner, D. K. and C . L. H a s s e l t i n e , " N a t u r a l Environment Design C r i t e r i a G u i d e l i n e s f o r MSFC Voyager S p a c e c r a f t f o r Mars 1973 M i s s i o n , " TM X-53616, June 8 , 1967, U n c l a s s i f i e d . 2. Heybey, W. H . , "On Mixed F.eflection o f S u n l i g h t , J u n e 8 , 1967, U n c l a s s i f i e d . 3. H u f f a k e r , R. M. and M. J . Dash, "A G e n e r a l Program f o r t h e C a l c u l a t i o n o f R a d i a t i o n f o r a n Inhomogeneous, N o n i s o b a r i c , Nonisothermal Rocket Exhaust Plume," TM X-53622, June 1 9 , 1967, U n c l a s s i f i e d . 4. F a l l s , Lee W . , "Peak S u r f a c e Wind Exposure P e r i o d S t a t i s t i c s f o r Cape Kennedy, F l o r i d a , " TM X-53624, J u n e 20, 1967, U n c l a s s i f i e d . 5. H u f f a k e r , R. M . , "Inhomogeneous R a d i a n t Heat T r a n s f e r from S a t u r n Type Rocket Exhaust Plumes," TM X-53630, J u n e 3 0 , 1967, U n c l a s s i f i e d . 6. Wheeler, J o h n T . , " A p p l i c a t i o n o f Higher Order Runge-Kutta I n t e g r a t i o n Techniques Developed by Erwin F e h l b e r g t o Low-Thrust T r a j e c t o r i e s , " TM X-53631, June 30, 1967, U n c l a s s i f i e d . 7. Papadopoulos, J . G . , " A e r o e l a s t i c Load Growth E f f e c t s o n S a t u r n C o n f i g u r a t i o n s , " TM X-53634, J u l y 1 4 , 1967, U n c l a s s i f i e d . 8. Lee, R. F . , J. W. Ownbey and F. T. Q u i n l a n , " ~ h u n d e r s t o r m P e r s i s t e n c e a t Cape Kennedy, F l o r i d a , " TM X-53635, J u l y 1 7 , 1967, U n c l a s s i f i e d . 9. T o e l l e , R. G . , "A Performance Study f o r t h e A p p l i c a t i o n o f t h e S a t u r n V t o High Energy M i s s i o n s , " TM X-53639, J u l y 3 1 , 1967, Unclassified. 10. S c o g g i n s , James R . , "some P r o p e r t i e s o f Low A l t i t u d e Atmospheric T u r b u l e n c e a t Cape Kennedy, F l o r i d a , " TM X-53640, J u l y 31, 1967, Unclassified. 11. B a l l a n c e , James O . , "An A n a l y s i s o f t h e M o l e c u l a r K i n e t i c s o f t h e Thermosphere P r o b e , " TM X-53641, J u l y 3 1 , 1967, U n c l a s s i f i e d . 12. B a l l a n c e , James O . , "Wake and I n t e r r e f l e c t i o n E f f e c t s i n t h e Calcul a t i o n o f F r e e M o l e c u l a r Flow Drag C o e f f i c i e n t s , " TM X-53642, J u l y 3 1 , 1967, U n c l a s s i f i e d . It TM X-53617, �RIBLIOGRAPlFY (Continued) 13. P e r r i n e , B. S., "A Method o f S o f t Tether S t a t i o n k e e p i n g , " TM X-53643, J u l y 31, 1967, U n c l a s s i f i e d . 14. Bauer, E t h e l H . , "Launch Vehicle T a r g e t i n g Using t h e Hypersurface Concept," R-AERO-IN-4-67, June 27, 1967, U n c l a s s i f i e d . 15. Weidner, D. K., "A P r e l i m i n a r y Summary o f t h e MSFC P l a n e t a r y Atmosphere Computer Program," R-AERO-IN-5-67, June 30, 1967, Unclassified. APPROVAL Deputy D i r e c t o r , Aero-Astrodynamics Laboratory E. D. Geiss1e.r D i r e c t o r , Aero-Astrodynamics Laboratory DISTRIBUTION R-AERO-DIR Dr. Geissler M r . Jean I-v-P Harold P r i c e M r . Jennings R-AERO- R M r . B u t l e r (4) Mrs. Hightower R-AERO-P R-AERO-D R-AERO-A R-AERO-G R- AERO-Y R-AERO-F R-AERO-X R-DIR PAO, M r . Kurtz MS-H, Miss J e r r e l l ( 3 ) (8) (16) (20) (6) (5) (8) (2) R- AERO- T Mr. Mr. Mr. Dr. Mr. Dr, Dr. Mr. Mr. Dr. von Puttkamer Murphree Cummings Heybey Jandebeur Liu Krause Few Nathan Sperling � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000045 Title A name given to the resource "Aero-Astrodynamics Laboratory Bimonthly Progress Report: June - July 1967." Creator An entity primarily responsible for making the resource George C. Marshall Space Flight Center Date A point or period of time associated with an event in the lifecycle of the resource 1967-08-01 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) NASA space programs Project management Type The nature or genre of the resource Progress reports Text Source A related resource from which the described resource is derived Saturn V Collection Box 23, Folder 33 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000027_000050 https://digitalprojects.uah.edu/files/original/20/993/spc_stnv_000046.pdf b7ae59395c9825efe50a5ed27b15a2ac PDF Text Text AERO-ASTRODYNAMICS LABORATORY BIMONTHLY PROGRESS REPORT October-November 1968 INDEX Page ......................... PROJECTS OFFICE ........................................ SCIENTIFIC AND TECHNICAL STAFF ................................ AEROPHYSICS DIVISION ................................... A . F l u i d Mechanics Research O f f i c e .................... B . Mechanical Design O f f i c e ........................... C . Aerodynamic Design Branch .......................... D . Thermal Environment Branch ......................... E . Experimental Aerophysics Branch .................... F . Unsteady Gas Dynamics Branch ....................... ADVANCED STUDIES OFFICE ......................... ......................... . ..................... ........................... . ASTRODYNAMICS AND GUIDANCE THEORY DIVISION ............. A . Guidance Theory Branch ............................. B . Astrodynamics Branch ............................... C . O p t i m i z a t i o n Theory Branch ......................... DYNAMICS AND FLIGHT MECHANICS DIVISION ................. V I I. A . M u l t i - P r o j e c t s ..................................... B., S a t u r n V ........................................... C . S a t u r n Apollo A p p l i c a t i o n s Program ................. D . General ............................................ V I I I . FLIGHT TEST ANALYSIS DIVISION .......................... A . S p e c i a l P r o j e c t s O f f i c e and S t a f f .................. B . F l i g h t E v a l u a t i o n Branch ........................... C . Tracking and O r b i t a l A n a l y s i s Branch ............... AEROSPACE ENVIRONMENT DIVISION A Atmosphere Dynamics Branch B T e r r e s t r i a l Environment Branch C Space Environment Branch . D . F l i g h t Mechanics Branch ............................ �AERO-ASTRODYNAMICS LABORATORY BIMONTHLY PROGRESS REPORT October-November 1968 SCIENTIFIC AND TECHNICAL STAFF J - 2 s Rendezvous and Guidance Study (Few1 - 1. Guidance Analysis Modified v e r s i o n s of IGM t o more a c c u r a t e l y c a l c u l a t e range a n g l e s a r e being i n v e s t i g a t e d . IGM flown f o r boostc o a s t - b o o s t has shown t h a t range a n g l e c a l c u l a t i o n s a r e inadequate over It has been determined t h a t t h e e x i s t t h e d u r a t i o n of t h e c o a s t p e r i o d . ing IGM f o r m u l a t i o n can be improved by optimizing two miss ion-dependent c o n s t a n t s which b i a s range a n g l e p r e d i c t i o n s f o r t h e s p e c i f i c p r o f i l e . However, t h i s i s n o t des i r a b l e from a n o p e r a t i o n a l p o i n t of view, because t h e s e c o n s t a n t s a r e dependent upon launch window v a r i a t i o n s . Three methods of p r e d i c t i n g time- to-go a r e being i n v e s t i g a t e d f o r a v e h i c l e w i t h t h r o t t l i n g i n t h e f i n a l b o o s t phase. Each of t h e s e methods employ d i f f e r e n t techniques t o s o l v e v e h i c l e range a n g l e and s a t e l l i t e positions. One of t h e s e schemes shows promise f o r the nominal c a s e i n terms of rendezvous e r r o r s and t h r u s t s t a b i l i t y . However, d i s persed cases must s t i l l be e v a l u a t e d . Also, t h r o t t l i n g t h e engine i n s t e p s r a t h e r than c o n t i n u o u s l y i s being reviewed i n terms of guidance s t a b i l i t y and rendezvous e r r o r s . - P r e l i m i n a r y d a t a from t h r o t t l i n g S - I 1 2. Performance Analysis and S-IVB t o c i r c u l a r e a r t h o r b i t (100,262 and 500 N.Mi.) i n d i c a t e t h a t a c o n s i d e r a b l e payload i n c r e a s e i s r e a l i z e d over d i r e c t b o o s t . With t h r o t t l i n g t o 50,000 l b s / e n g i n e (minimum o p e r a t i o n a l l i m i t ) , a p p r o x i mately 55 p e r c e n t of t h e payload l o s s which r e s u l t s when d i r e c t b o o s t i s used i n s t e a d of Hohrnann t r a n s f e r (boos t-coas t-boos t ) may be recovered by u s i n g t h r o t t l i n g . This i s based on o p t i m i z a t i o n of t h e S-IC t i l t p r o f i l e and t h r o t t l i n g i n t h e S-11; t h e g a i n i s o n l y approximately 40 p e r c e n t . 11. PROJECTS OFFICE During October and November, a c o n s i d e r a b l e e f f o r t was d i r e c t e d toward r e s o l u t i o n of RID'S from t h e ATM and LM-A PDR'S d e a l i n g w i t h a 1 t e r n a t e m i s s i o n s , c r i t i c a l time l i n e s , and a t t i t u d e time l i n e s . B r i e f l y , t h e r e s u l t has been t o e l i m i n a t e t h e a l t e r n a t e decoupled m i s s i o n ( a l t e r n a t e being d e f i n e d a s decided upon a f t e r AAP-4 launch a s opposed t o backup which i s s e l e c t e d b e f o r e AAP-4 l a u n c h ) . The �backup m i s s i o n has been c o n s t r a i n e d t o t h e p o i n t t h a t i t w i l l i n p r o f i l e look much 1 i k e t h e primary m i s s i o n ; t h u s , no new d e s i g n requirements s l ~ o u l dbe g c n e r a t c d by t h e decoupled mission. The s t r e a m l i n i n g of t h e M P - 4 m i s s i o n w i l l r e s u l t i n handsome c o s t b e n e f i t s by a l l o w i n g some r e d u c t i o n s , and c e r t a i n l y n e g o t i a t i n g some proposed i n c r e a s e s i n c o s t The f i r s t phase of t h i s e f f o r t is scheduled f o r completion on December 15, 1968. . 111. ADVANCED STUDIES OFFICE A. A s trodynamics and Mission A n a l y s i s Group 1'. Unmanned P l a n e t a r y D e t a i l e d miss i o n d e s i g n S a t u r n passage c o n d i t i o n s ( i n s i d e o r Uranus and Neptune passage d i s t a n c e s performed under c o n t r a c t NAS8-20082, (TM 54130-199). charts f o r earth-depart energies, o u t s i d e t h e r i n g s of S a t u r n ) , and have been completed. The work, i s documented i n LMSC/HREC A791951 Charts a r e b e i n g prepared t o i n d i c a t e t h e performance p e n a l t y ( i n terms of AV) when r e s t r i c t i o n s a r e placed on passage d i s t a n c e s a t J u p i t e r and S a t u r n . P r e l i m i n a r y d a t a have been s e n t t o M r . Guttman, R-ASTR-A, showing t h e v e l o c i t y requirements n e c e s s a r y t o change t h e impact parame t e r a t t h e s p h e r e of i n f l u e n c e f o r J u p i t e r , S a t u r n , and Uranus. The d a t a were based on t y p i c a l approach v e l o c i t i e s f o r t h e t r a n d t o u r miss ions. 2. S a t u r n V OWS/NPS I n t e g r a t i o n Study R-ASTR-AG has r e q u e s t e d (1) p r e l i m i n a r y d a t a d e f i n i n g t h e rendezvous c o r r i d o r s and l o c a t i o n from t h e c e n t e r l i n e of t h e S a t u r n V o r b i t a l workshop/nuclear e l e c t r i c power system (OWSINPS) c l u s t e r v e r s u s time f o r l o g i s t i c s s u p p l y v e h i c l e s and remote modules, (2) d a t a necess a r y t o determine t h e number of times t h e CSM might b e used f o r tugging remote modules t o and from experiment l o c a t i o n s and t h e concomitant t r a j e c t o r i e s , and (3) d a t a which d e f i n e t h e p r o p u l s i o n requirements and c r i t e r i a f o r mode s e l e c t i o n f o r r e a c t o r d i s p o s a l ( d e o r b i t f o r ocean d i s p o s a l w i t h impact d i s p e r s i o n r e s u l t i n g from p e r t u r b a t i o n s i n t h r u s t v e c t o r magnitude and alignment v e r s u s i n j e c t i o n i n t o a l o n g - l i v e d o r b i t ) . �A l l d a t a excluding t h e impact d i s p e r s i o n have been computed and a copy d e l i v e r e d t o M r . L. W. B r a n t l e y . The impact d i s p e r s i o n d a t a a r e being computed, and m o d i f i c a t i o n s of t h e remote module t r a j e c t o r i e s which r e s u l t i n t h e i n c u r r e n c e of a s m a l l e r r a d i a t i o n dose a r e being investigated. 3. Computer Program Development a. S p a c e c r a f t Communications and O r i e n t a t i o n Angles Program A computer program has been developed t o a n a l y z e spacec r a f t p l a n e t o c e n t r i c passage c o n d i t i o n s f o r t h e Grand Tour m i s s i o n s . The program c a l c u l a t e s s p a c e c r a f t communication d i s t a n c e s and a n g l e s , o r i e n t a t i o n a n g l e s , and o c c u l t a t i o n s w i t h r e s p e c t t o t h e Sun, E a r t h , and Canopus. A r i n g model f o r S a t u r n has been i n c o r p o r a t e d t o d e t e r mine t h e r i n g passage c o n d i t i o n s ( i n s i d e o r o u t s i d e of S a t u r n ' s r i n g s ) . b. Fly-By O c c u l t a t i o n Program A computer program i s being developed t o a s s e s s the These occul t a o c c u l t a t i o n regions f o r planetary fly-by t r a j e c t o r i e s t i o n r e g i o n s can be viewed i n t h e R-T plane by p a r a m e t e r i z i n g t h e impact parameter B. A t p r e s e n t , t h e program c o n s i d e r s o c c u l t a t i o n s w i t h r e s p e c t t o Sun, E a r t h , and Canopus . . B. F l i g h t Mechanics and Performance Analysis Group 1. Space S t a t i o n The j o i n t s t a t e m e n t of work f o r t h e space s t a t i o n has been prepared. Headquarters has d r a f t e d a combined s t a t e m e n t of work drawing i n p u t s from MSFC and MSC. For t h e most p a r t , i t was a n MSFC s t a t e m e n t of work which was submitted t h e previous week. A team of Headquarters, MSC, LaRC, and MSFC met a l l week t o complete t h i s t a s k ; they reviewed i t w i t h M r . Mathews on November 22. I n g e n e r a l , t h e s t u d y w i l l be conducted a l o n g t h e l i n e s d e s i r e d by ASO. One prime concession Headquarters made, which b o t h MSC and MSFC wanted, was t h a t each c e n t e r w i l l n e g o t i a t e i t s own c o n t r a c t . S e v e r a l p o i n t s were decided which may be of i n t e r e s t a s follows: (a) b a s e l i n e w i l l b e a 9-man s t a t i o n , (b) LV f o r s t a t i o n w i l l b e S-IC S-11, S-IC S-IVB, S-IVB, o r 1.56" s o l i d + S-IVB, 260" s o l i d + + + �2. (c) LV f o r l o g i s t i c s w i l l be S a t u r n I B , T-IIIM, 260" s o l i d + S-IVB, o r 156" s o l i d + S-IVB, (d) l o g i s t i c s S / C w i l l be e i t h e r e x i s t i n g SIC, mods e x i s t i n g SIC, o r new SIC (MSC d i d not want t o cons i d e r e x i s t i n g S I C , and (e) experiments f o r s t a t i o n w i l l r e c e i v e major emphasis (MSC d i d n o t want t o denote much e f f o r t i n t h i s a r e a ) . E a r t h O r b i t a l Experiments A m i s s i o n a n a l y s i s has been performed i n s u p p o r t of the hydrogen maser c l o c k experiment t h a t w i l l t e s t t h e t h e o r y of r e l a t i v i t y . M r . Gregory of A s t r i o n i c s has been our p o i n t of c o n t a c t on t h e s t u d y . The experiment w i l l be i n s e r t e d i n t o a n i n c l i n e d synchronous o r b i t over H a w a i i by a T i t a n I I I C launched from ETR. We have g e n e r a t e d t h e performance, and d e f i n e d t h e f l i g h t environment ( a c c e l e r a t i o n s , dynamic p r e s s u r e , e t c . ) c o a s t i n b o t h parking and Hohmann t r a n s f e r o r b i t , and burn times. 3. The Launch Vehicle T r a j e c t o r y Optimization Computer Program (RFQ No. DCN-1-7-2100027) A c o n t r a c t has been awarded t o Northrop. Some meetings have been h e l d w i t h t h e c o n t r a c t o r s , and work has been s t a r t e d . Prel i m i n a r y i n d i c a t i o n s a r e that we can expect a good s t u d y . 4. Tip Tank We a r e s u p p o r t i n g t h e ILRV s t u d y and a l s o a t t e m p t i n g t o f i n d t h e impact on t h e v e h i c l e d e s i g n of r e l a t i v e c o s t d i f f e r e n c e s between v a r i o u s subsystems; i . e . , "What i s t h e e f f e c t on t h e optimum v e h i c l e d e s i g n i f t h e c o r e c o s t s twice a s much per pound a s does t h e t i p tanks"? I n t h i s c a s e t h e minimum l i f t o f f weight i s n o t t h e o p t i mum d e s i g n . C. Sys tem A n a l y s i s Group A $250,000 c o n t r a c t e n t i t l e d "Study of S a t u r n V D e r i v a t i v e (s-IC/S-IVB) Launch Vehicle System" NAS8-30506 was awarded t o t h e Boeing Company on a s o l e s o u r c e b a s i s on November 4 . Members of t h i s o f f i c e p a r t i c i p a t e d i n t h e t e c h n i c a l e v a l u a t i o n of t h e proposal and a r e members of t h e t e c h n i c a l panel t h a t w i l l d i r e c t t h e s t u d y . McDonnel Douglas A s t r o n a u t i c s Company and I n t e r n a t i o n a l Bus i n e s s Machines were subcont r a c t e d by TBC f o r s u p p o r t i n t h e a r e a s of S-IVB s t a g e d e s i g n and �a s t r i o n i c s system d e s i g n , r e s p e c t i v e l y . The o b j e c t of t h e 10-month (8 t e c h n i c a l , 2 r e p o r t i n g ) s t u d y i s t o provide a d e t a i l e d p r e l i m i n a r y d e s i g n of t h e S-Ic/S-IVB/IU launch v e h i c l e system. The 8-month t e c h n i c a l p o r t i o n of t h e c o n t r a c t w i l l c o n s i s t of a t r a d e s t u d y (Phase I ) , a prel i m i n a r y d e s i g n s t u d y (Phase 1 1 ) , and d e f i n i t i o n of a d e s i g n , development, t e s t , and e v a l u a t i o n p l a n (Phase 111). This s t u d y w i l l r e c e i v e i n p u t s from a launch f a c i l i t i e s s t u d y being done f o r KSC by Boeing and from t h e J - 2 s i n t e g r a t i o n s t u d y . �IV. AEROPHYSICS DIVISION A. F l u i d Mechanics Research Off i c e - - (1) The helium h e a t e r was b e i n g checked o u t . (2) From t h e a n a l y s i s of t h e r e s u l t s of p a s t crossed-beam t e s t s , i t was decided t h a t a thorough c a l i b r a t i o n of t h e crossed-beam s y s tem was n e c e s s a r y . Crossed-Beam S t u d i e s Crossed-beam t e s t s were suspended TAJF on October 1 i n t h e MSFC Thermo-Acoustic J e t F a c i l i t y f o r two main reasons : On November 26, t h e crossed-beam system frame i n t h e TAJF was found t o be i n o p e r a b l e and had t o b e modified. These m o d i f i c a t i o n s a r e i n p r o g r e s s . Three t e s t s i n t h e TAJF a r e planned f o r t h e n e a r f u t u r e . B. Mechanical Des i g n Off i c e 1. Cryo-Panels f o r t h e 1 8 - f o o t Diameter IBFF Vacuum Tank P r e l i m i n a r y d e s i g n s t u d i e s have begun on cryo-panels f o r t h e 1 8 - f o o t diameter IBFF vacuum tank. The panels w i l l cover a l l i n t e r i o r s u r f a c e s and w i l l have removable, non-active s e c t i o n s over t h e windows and manways. A t e s t panel f o r h e a t t r a n s f e r t e s t s i n t h e Low D e n s i t y Chamber i s b e i n g f a b r i c a t e d by ME Laboratory. The panel c o n s i s t s of a n aluminum honeycomb bonded t o a 118" t h i c k aluminum p l a t e w i t h m e t a l - f i l l e d epoxy. I f t h e s e t e s t s prove t h e e f f e c t i v e n e s s of t h e d e s i g n , t h e cryo-panel system w i l l be designed and s e n t t o ME Laboratory f o r in-house f a b r i c a t i o n . 2. Model Cover f o r t h e 18-foot Diameter IBFF Vacuum Chamber Design has been i n i t i a t e d on a model cover f o r t h e 18-foot diameter IBFF vacuum chamber. This cover w i l l be mounted i n s i d e t h e vacuum chamber and remotely c o n t r o l l e d t o cover and uncover IBFF models w i t h a vacuum- t i g h t e n c l o s u r e . This w i l l a l l o w i n s t a l l a t i o n and removal of models w i t h o u t l o s s of vacuum, thus i n c r e a s i n g t h e number of runs per day and d e c r e a s i n g pumping c o s t . 3. The f o l l o w i n g i s a p a r t i a l l i s t of p r o j e c t s and t h e i r current status. Sonic Nozzle, C. F.D. (AF) M o d i f i c a t i o n of Model No. 397, C.F.D (AF) Design Des i g n �P o s i t i o n i n g Equipment L a s e r , 7" WT (AF) Helium Vent T e s t Equipment, 14" WT (AD) X-Y-Z P o s i t i o n i n g Devices, L a s e r s , Rm. 215 (AF) P r e s s u r e Model, IBFF (AE) M o d i f i c a t i o n of Model No. 422, 14" WT (AE) E l e c t r o n Beam Gun, L.D.C. (AE) E l e c t r o n Beam C o l l e c t o r , L.D.C. (AE) E l e c t r o n Beam O p t i c a l System, L.D.C (AE) E l e c t r o n Beam P o s i t i o n i n g Device, L.D.C. (AE) Heated Plenum Chamber, L.D.C. (AE) F l a t P l a t e Heat T r a n s f e r Model, L.R.C. 4' WT (AT) 5-Component Micro-Force Balance, L.D.C. (AE) (AE) P r e s s u r e Model, 2.7" d i a . H.R.N. (AE) C a l i b r a t i o n Equipment, H.R.N. Redesigned Survey Probe, 14" WT (AE) Model No. 425, Curved C e n t e r l i n e Force Model 14" WT (AD) Camera Support Equipment, 14" WT (AD) Laser Beam Support Hardware (AF) Low Volume Diaphragm C u t t e r , IBFF (AE) T r a c e r M a t e r i a l System, X-Beam, S.T.S. 14" WT (AF) C. Des i g n Des i g n Des i g n Design Des i g n Des i g n Des i g n Design Des i g n Design Des i g n Des i g n Des i g n Fabrication Fabrication Fabrication Delivered Delivered Delivered Delivered Aerodynamic Design Branch 1. Saturn V a. Hydrogen Venting Study P o s s i b l e changes i n t h e S-IVB hydrogen tank v e n t v a l v e sequencing have g e n e r a t e d a need f o r some i n f o r m a t i o n a b o u t t h e concent r a t i o n l e v e l s of hydrogen surrounding t h e launch v e h i c l e d u r i n g f l i g h t . T e s t s w i l l b e conducted i n t h e MSFC 14-inch t r i s o n i c wind t u n n e l t o determine v e l o c i t y and c o n c e n t r a t i o n decay of a helium j e t e x i t i n g normally from a c i r c u l a r p o r t i n t h e s i d e w a l l . Helium i s used a s a s i m u l a n t f o r hydrogen s i n c e t h e two a r e c l o s e i n molecular weight. Combinations of t h e following t e s t parameters w i l l be i n v e s t i 0.9, 1.2, 1.96; r a t i o of j e t mass flow t o g a t e d : frustum Mach number 0.1, 1.0 and 10.0; j e t Mach number frustum mass flow ( p e r u n i t a r e a ) 0.3, 0.7 and 1.0; measurement l o c a t i o n s x / d = 15, 45, 100, y / d = 0 t o 20. - - - - Hardware i s b e i n g designed and t e s t s w i l l b e g i n a s soon a s t h e equipment i s a v a i l a b l e . A p r e t e s t r e p o r t which has more d e t a i l s of t h e t e s t approach i s n e a r l y completed. �b. I n t e r s t a g e Optimization Study A t e s t has been conducted i n t h e MSFC 14-inch TWT t o determine t h e e f f e c t s t h a t t h e removal of t h e i n t e r s t a g e e x t e r n a l coveri n g s (forward and a f t ) would have on t h e aerodynamic c h a r a c t e r i s t i c s of t h e S a t u r n V c o n f i g u r a t i o n . A 0.33-percent s c a l e model (No. 383) of t h e c o n f i g u r a t i o n , b u i l t i n a b u i l d i n g - b l o c k format, was t e s t e d w i t h s e v e r a l v a r i a t i o n s of t h e i n t e r s t a g e s . Mach number ranges from 0.50 t o 4.96 and a n g l e of a t t a c k ranges from -2 t o +12 degrees. Five-component f o r c e and base p r e s s u r e d a t a were o b t a i n e d f o r each c o n f i g u r a t i o n . A n a l y s i s of t h e t e s t d a t a i n d i c a t e s t h a t t h e z e r o a n g l e of a t t a c k s t a b i l i t y d e r i v a t i v e s f o r t h e S a t u r n V launch v e h i c l e were not a f f e c t e d ; however, t h e s t a b i l i t y d e g r a d a t i o n w i t h a l p h a f o r t h e S a t u r n V was reduced. A d d i t i o n a l t e s t s a r e planned f o r t h e MSFC 14-inch TWT on r e f i n e d o p e n - i n t e r s t a g e c o n f i g u r a t i o n s f o r t h e S a t u r n V. A r e p o r t documenting t h e s e r e s u l t s w i l l be prepared. c. S-IVB O r b i t a l R e s t a r t 5-2 Engine Plume Impingement Effects Plans f o r Mission D , p r e s e n t l y scheduled f o r AS-504, i n c l u d e demonstration of S-IVB r e s t a r t i n o r b i t . This o p e r a t i o n i s t o b e performed w i t h t h e Command Module s e p a r a t e d and l o c a t e d somewhere a f t of t h e S-IVB s t a g e . Consequently, t h e Command Module w i l l e x p e r i e n c e some degree of J - 2 engine plume impingement. The 5-2 engine plume and c e r t a i n a s p e c t s of i t s impingement a r e d e s c r i b e d i n o f f i c e memorandum R-AERO-A-68-32, d a t e d October 29, 1968. 2. AAP a. O r b i t a l Aerodynamics O f f i c e Memorandum, R-AERO-AD-68-64, " O r b i t a l Aerodynamic Data f o r S i x AAP O r b i t a l C o n f i g u r a t i o n s , " November 25, 1968, c o n t a i n s o r b i t a l aerodynamic d a t a f o r t h e following s i x con£ i g u r a t ions : (1) OWS w i t h t h e CSM a t p o r t f i v e and OWS s o l a r a r r a y s extended p e r p e n d i c u l a r t o t h e OWS l o n g i t u d i n a l a x i s . (2) OWS w i t h s o l a r a r r a y s n o t extended. (3) OWS w i t h s o l a r a r r a y s extended p e r p e n d i c u l a r t o t h e OWS a x i s . (4) OWS w i t h s o l a r a r r a y s extended p a r a l l e l t o t h e OWS longitudinal axis. �(5) OWS with docked CSM and LM/ATM (CSM docked a t p o r t f i v e , OWS s o l a r a r r a y s extended p a r a l l e l t o the OWS l o n g i t u d i n a l a x i s ) . (6) Same a s (5) b u t w i t h the CSM docked a t p o r t f o u r . A scope of work has been prepared f o r a proposed c o n t r a c t t o develop methods t o c a l c u l a t e o r b i t a l aerodynamics. The tasks t o be performed under t h i s c o n t r a c t would be a s follows: (1) Incorporate the Nocilla molecule r e f l e c t i o n model i n t o the e x i s t i n g computer program that i s p r e s e n t l y used t o c a l c u l a t e f r e e molecule aerodynamic c o e f f i c i e n t s . This model has advantages i n terms of g e n e r a l i t y , accuracy, and t r a c t a b i l i t y . It would provide a parametric expression f o r the complete v e l o c i t y function of re-emitted molecules which f o r t u i t o u s l y matches t o a considerable degree such observed d i s t r i b u t i o n s that a r e now a v a i l a b l e . (2) Provide w i t h i n the e x i s t i n g computer program the c a p a b i l i t y t o vary momentum and energy accommodation c o e f f i c i e n t s a s a f u n c t i o n of s u r f a c e o r i e n t a t i o n , s u r f a c e temperature, and any other p e r t i n e n t parameters. (3) Through a l i t e r a t u r e search, summarize a v a i l a b l e experimental and t h e o r e t i c a l s t u d i e s that have been performed t o d e t e r mine momentum and energy accommodation c o e f f i c i e n t s . Based on t h i s search, recommend values of t h e momentum and energy accommodation coeff i c i e n t s t h a t would be a p p r o p r i a t e f o r use i n the c a l c u l a t i o n of aerodynamic c o e f f i c i e n t s f o r v e h i c l e s i n e a r t h o r b i t and d e f i n e a r e a s i n which experimental s t u d i e s a r e needed t o provide a b e t t e r d e f i n i t i o n of t h e s e c o e f f i c i e n t s f o r conditions t h a t e x i s t on v e h i c l e s i n e a r t h o r b i t . This c o n t r a c t would be funded by OMSF work u n i t 908-10-10-08-62; the estimated c o s t is $40,000. b. Saturn IB/AAP I1 - Solar Panel Shroud Pressure Tests t o determine load d i s t r i b u t i o n over the s o l a r panel shroud of the Saturn IB/AAP I1 with the new payload configuration w i l l be conducted i n the MSFC 14-inch t r i s o n i c wind tunnel f o r Mach numbers from 0.8 t o 1.96 and r o l l angles of 0 and 90 degrees. Tests w i l l commence during the week of December 9 , 1968. c. AAP Plume Impingement I n v e s t i g a t i o n Phase I t e s t s a r e continuing i n t h e MSFC base flow f a c i l i t y i n support of AAP plume impingement s t u d i e s . The Phase I e f f o r t i s concerned w i t h a p i t o t pressure survey of an H2/02 5-2 engine �plume. The experimental d a t a w i l l be compared with t h e o r e t i c a l 5-2 motor plumes derived f o r the proposed t e s t conditions. These comparisons w i l l d e f i n e the degree of consistency between experimental and a n a l y t i c a l plume c r i t e r i a . A Phase I1 study, t o begin December 16, 1968, w i l l determine pressures and h e a t t r a n s f e r r a t e s on a f l a t p l a t e immersed i n t h e 5-2 plume. The p l a t e angle of a t t a c k , a x i a l and r a d i a l l o c a t i o n i n the plume w i l l be v a r i e d . The d a t a f o r small d e f l e c t i o n angles w i l l be used t o confirm empirical modifications t o Newtonian Impact Theory f o r small d e f l e c t i o n angles. Progress during Phase I has been very slow due t o limited manpower and our lack of experience i n conducting t e s t s of t h i s type. A memorandum documenting the o v e r a l l experimental and a n a l y t i c a l e f f o r t i n support of AAP plume impingement i s being prepared, including a n t i c i p a t e d completion d a t e s based on c u r r e n t manpower and funding l e v e l s . d. Saturn I B AAP Local pressure d i s t r i b u t i o n s f o r the Saturn I B O r b i t a l Workshop payload shroud were defined a t Mach numbers from 0.8 t o 2.99. Maximum and minimum pressure c o e f f i c i e n t s were defined a s a function of l o n g i t u d i n a l s t a t i o n a t each Mach number. The maximum pressure coeff i c i e n t a t angle of a t t a c k occurs on the windward s i d e of the v e h i c l e , and the minimum pressure c o e f f i c i e n t occurs on the leeward s i d e of the v e h i c l e . Maximum and minimum pressures do n o t n e c e s s a r i l y occur on the c e n t e r l i n e of the v e h i c l e . Maximum pressures a r e usually c l o s e t o the c e n t e r l i n e , while minimum pressures u s u a l l y occur zero t o 30' from the c e n t e r l i n e on t h e leeward s i d e of the v e h i c l e . These d a t a , based on wind tunnel t e s t of a small s c a l e model conducted i n the MSFC 14-inch t r i s o n i c wind tunnel, a r e published i n o f f i c e memorandum R-AERO-AD-68-58. 3. General a. Saturn Venting Contract NAS8-20200 w i t h Nortronics-Huntsville has been concluded. A f i n a l r e p o r t containing an a n a l y s i s of the Ames o r i f i c e flow c o e f f i c i e n t d a t a i s being published. Future work i n support of r e f i n i n g Saturn venting design c r i t e r i a w i l l include t h e determination of v e n t c h a r a c t e r i s t i c s located i n adverse flow f i e l d s . Undesirable flow f i e l d s may be caused by various protuberances and frustum-cylinder junctions which could have a b e n e f i c i a l o r unfavorable e f f e c t on v e n t performance. �It i s p r e s e n t l y planned t o do a d d i t i o n a l experimental work which w i l l supplement t h a t of Ames, a s w e l l a s ' t h e a d v e r s e flow f i e l d s t u d i e s . The m a j o r i t y of t h e s e programs w i l l be c a r r i e d o u t i n t h e MSFC 14-inch TWT. b. Nonlinear L i f t of Bodies of Revolution The c o n t r a c t o r , CCSD, has n e a r l y completed t h e Phase I f i n a l r e p o r t . Phase I c o n s i s t e d of o b t a i n i n g a complete p r e s s u r e d i s t r i b u t i o n on o g i v e - c y l i n d e r and o g i v e - c y l i n d e r - f r u s tum-cylinder b o d i e s i n t h e MSFC 14-inch TWT. Phase 11 i n c l u d e s a p r e s s u r e r a k e s u r v e y of t h e v o r t e x flow f i e l d behind a n o g i v e - c y l i n d e r - f r u s tum-cyl i n d e r t e s t model c o n f i g u r a t i o n a t a n g l e of a t t a c k . Because of t h e d e l a y s encountered d u r i n g t h e Phase I t e s t i n g due t o t u n n e l s c h e d u l e s l i p p a g e and a low r u n r a t e , Phase I1 . of t h e c o n t r a c t scope of work cannot be completed w i t h i n t h e o r i g i n a l p e r i o d of performance and funding. The p e r i o d of performance i s being extended t o J a n u a r y 15, 1969, t o accomplish a s much work a s p o s s i b l e w i t h t h e s m a l l amount of funds remaining. A new scope of work i s being developed which w i l l extend t h e Phase I1 s t u d y t o a s u b s o n i c Mach number; i t w i l l i n c l u d e a n o g i v e - c y l i n d e r c o n f i g u r a t i o n . Phase I1 i s t e n t a t i v e l y scheduled i n t h e MSFC 14-inch TWT f o r A p r i l 1969. c. Body of Revolution Viscous Cross-Flow I n v e s t i g a t i o n The p r e t e s t conference a t LTV on t h e 4.0-inch diameter p r e s s u r e model has been postponed due t o a d d i t i o n a l d e l a y s of model d e s i g n and f a b r i c a t i o n . A scope of work i s being prepared s o l i c i t i n g b i d s f o r d e s i g n and f a b r i c a t i o n of t h i s model. The flow v i s u a l i z a t i o n phase of t h e MSFC t e s t s has been r e s c h e d u l e d f o r December 1968 J a n u a r y 1969, and w i l l be conducted by MSFC p e r s o n n e l r a t h e r t h a n CCSD. - d. Cone-Cylinder Local Normal Force G r a d i e n t s During t h i s r e p o r t i n g p e r i o d , a 25-degree cone-cylinder p r e s s u r e model was t e s t e d i n t h e 14-inch t r i s o n i c wind t u n n e l a t Mach numbers of 2.99 and 4.00 f o r a n g l e s of a t t a c k from -2 t o -6 d e g r e e s . These t e s t s were performed t o p r o v i d e d e t a i l e d experimental l o c a l normal f o r c e g r a d i e n t d i s t r i b u t i o n s f o r comparison w i t h a method-of - c h a r a c t e r Initial i s t i c s s o l u t i o n b e i n g developed by M r . J o e L. Sims, R-AERO-AF. e v a l u a t i o n of t h e d a t a has i n d i c a t e d some good r e s u l t s . �e. C a l i b r a t i o n of High Reynolds Number Equipment A c a l i b r a t i o n rake is being designed t o survey the flow f i e Ld of the High Reynolds Number Equipment. The rake i s of cruciform c o n f i g u r a t i o n and contains i n each arm s e v e r a l f i v e - p o r t conical pressure probes, which w i l l measure both the l o c a l Mach number and flow d i r e c t i o n i n one operation. This method w i l l reduce t h e number of runs necessary during the c a l i b r a t i o n procedure. The survey probe t o be used i n t h e rake w i l l be c a l i b r a t e d and checked f o r dynamic c h a r a c t e r i s t i c s i n the MSFC 14-inch TWT i n e a r l y 1969. f. Saturn S-IVB F l i g h t Evaluation The aerodynamic evaluation of AS-205 was limited s i n c e only t h r e e aerodynamic pressures were measured and the v e h i c l e angle of a t t a c k was too small t o allow normal f o r c e and center-of-pressure d e t e r minations. The pressures measured were compared w i t h previous f l i g h t d a t a and found t o be a s expected. The aerodynamic evaluation f o r AS-205 i s cons idered complete. D. Thermal Environment Branch 1. High Angle of Attack Heating Test The e v a l u a t i o n of the r e s u l t s of Mach 2.5 and 3.7 phases of t h e t e s t continues. The Langley time-integrated constant-heat input method of obtaining h e a t r a t e s from the thermocouple temperature h i s t o r i e s has been compared w i t h a more e x a c t procedure which assumes a time-varying h e a t input. The r e s u l t s show good agreement a t the e a r l y t e s t times and then diverge, with the varying-heat input method being lower. The f i n a l t e s t phase a t Mach 6 has been completed, and the d a t a were r e c e n t l y received from Langley Research Center. 2. LRC Protuberance Test Drafting of the f i n a l drawings of the t e s t p l a t e has begun. A sample of the t e s t p l a t e has been made t o e v a l u a t e s e v e r a l p o s s i b l e i n s t a l l a t i o n s of t h e thermocouples. A t e n t a t i v e t e s t d a t e of the f i r s t two weeks i n May 1969 has been e s t a b l i s h e d w i t h LRC. 3. E l e c t r o n Density The c a l c u l a t i o n of t h e e l e c t r o n d e n s i t y d i s t r i b u t i o n i n the i n v i s c i d plume and the shear l a y e r of the F-1 engine exhaust plume a t 10,000 f e e t a l t i t u d e has been completed. The Aero-Chem I n v i s c i d Streamline �Program has been modified t o f a c i l i t a t e i t s use by malcing communication 01 d a t a from the flow f i e l d programs d i r e c t and a u t o m a t i c . The c a p a b i l i t y t o r e s t a r t t h e c a l c u l a t i o n a l o n g a s t r e a m l i n e has been added t o prov i d e an a c c u r a t e method t o compute e n t i r e nozzle l e n g t h s w i t h o u t r e q u i r i n g e x c e s s i v e blocks of computer r u n times. 4. Vacuum Expans i o n Study The purpose of t h i s i n v e s t i g a t i o n i s t o develop a mathem a t i c a l technique f o r t h e d e s c r i p t i o n of t h e high a l t i t u d e and space environment expansion of a n axisymrnetric gaseous j e t . An experimental program w i l l be conducted t o provide experimental d a t a f o r comparison with a n a l y t i c a l predictions. A s e t of p a r t i a l d i f f e r e n t i a l e q u a t i o n s which d e f i n e t h e v e l o c i t y , d e n s i t y , and s t r e s s t e n s i o n i n the flow f i e l d have been d e r i v e d . This d e r i v a t i o n was made f o r a s i n g l e component, monatomic g a s , using t h e B-G-K approximation f o r t h e c o l l i s i o n i n t e g r a l . M e t h o d - o f - c h a r a c t e r i s t i c s s o l u t i o n s t o t h i s s e t of e q u a t i o n s have been developed f o r t h e c a s e s of n e g l i g i b l e and n o n - n e g l i g i b l e s h e a r s t r e s s . These s o l u t i o n s a r e c u r r e n t l y being programmed. 5. O p t i c a l Measurement of Plumes A cold flow t e s t was conducted a t AEDC w i t h a l a s e r doppler v e l o c i t y i n s t r u m e n t ( v e l o c i m e t e r ) t o determine t h e v e l o c i t y f i e l d i n t h e base and exhaust r e g i o n s of a f o u r n o z z l e model of t h e S a t u r n I1 type. The t e s t was a f i r s t e f f o r t t o use t h e v e l o c i m e t e r i n a low d e n s i t y s u p e r s o n i c flow. An e q u a l l y important purpose of t h e t e s t was t o e v a l u a t e t h e v e l o c i m e t e r and v e l o c i m e t e r s u p p o r t systems ( e l e c t r o n i c and contaminant systems) a s a n i n t e g r a t e d system. While t h e week of t e s t i n g did n o t produce t h e v e l o c i t y f i e l d , the s y s tem "shakedown" has provided a n important bas is f o r instrument changes t h a t should extend t h e i n s t r u m e n t range t o i n c l u d e flow f i e l d s of t h e type encountered i n t h e t e s t . 6. Miss i o n Support a. Shear Layers A s t u d y of t h e flow f i e l d c o n d i t i o n s t h a t r e s u l t when low temperature hydrogen i s vented i n t o a p a r a l l e l high temperature a i r s t r e a m was completed f o r those c o n d i t i o n s p r e s e n t a t 10 km of a S a t u r n V f l i g h t . The p h y s i c a l p r o p e r t i e s and chemical c o n s t i t u e n t s were evaluated u s i n g chemistry models of f r o z e n , f i n i t e r a t e and e q u i l i b r i u m . To d e t e r mine a s t a n d a r d s t a r t i n g l i n e f o r F-1 plume c a l c u l a t i o n s , a mixing �a n a l y s i s of t h e flow through the combustion chamber has been s t a r t e d . A new e q u i l i b r i u m ducted mixing program i s being a p p l i e d t o d e s c r i b e t h i s p o r t i o n of t h e nozzle flow. b. Nozzle and J e t Wake A d e t a i l e d s t u d y of t h e flow f i e l d i n t h e R ~ motor D i s i n progress f o r two f u e l / o x i d i z e r combinations. The study includes p r e d i c t i o n of continuum flow f i e l d c h a r a c t e r i s t i c s i n t h e combus t i o n chamber and nozzle i n a d d i t i o n t o continuum and free-molecular flow f i e l d c h a r a c t e r i s t i c s i n , t h e plume. The a n a l y s i s of t h e flow f i e l d f o r t h e Aerozine-50/Nitrogen-tetroxide system has been completed i n t h e continuum regime including t h e e f f e c t s of O/F g r a d i e n t s and frozen chemistry. The flow f i e l d i n t h e f r e e molecular regime i s being predicted . P r e d i c t i o n of t h e flow f i e l d f o r t h e Monomethyldrazine/ N i t r o g e n - t e t r o x i d e system is i n progress. E f f o r t s a r e c u r r e n t l y being concentrated on p r e d i c t i n g t h e continuum flow f i e l d c h a r a c t e r i s t i c s i n t h e combus t i o n chamber and nozzle. A usable condensation model f o r multi-component vapor expans i o n i s being e s t a b l i s h e d . The g r e a t e s t amount of experimental and t h e o r e t i c a l work done on condensation of expanding gases has been concerned w i t h pure vapors. For r e a l i s t i c a p p l i c a t i o n s , a n engineer must determine t h e e f f e c t s of condensation i n a m u l t i - s p e c i e s vapor. Modifications of e x i s t i n g pure vapor t h e o r i e s a r e being i n v e s t i g a t e d and used t o p r e d i c t t h e e f f e c t s of condensation i n a multi-component expand ing flow. 7. Laser Velocimeter S t u d i e s A l a s e r doppler velocimeter t h a t w i l l measure t h r e e veloci t y components i n a p a r t i c u l a r seeded flow has been developed and made o p e r a t i o n a l . I t i s c u r r e n t l y being used f o r flow v e l o c i t y and turbulence measurements i n t h e plume of a subsonic j e t . Future a p p l i c a t i o n s include s t u d i e s of t h e mixing r e g i o n of a s u p e r s o n i c j e t , flows around high angle of a t t a c k aerodynamic p r o f i l e s , and base flow i n t e r a c t i o n s . The f e a s i b i l i t y of using a C 0 2 l a s e r doppler velocimeter t o measure t h e v e l o c i t y of atmospheric motions has been demonstrated b o t h a n a l y t i c a l l y and experimentally. The design of a p r a c t i c a l prototype s y s tem t o measure ground wind v e l o c i t i e s i s complete and t h e s y s tem i s being f a b r i c a t e d . P o t e n t i a l a p p l i c a t i o n s t o long range wind v e l o c i t y measurement and c l e a r air turbulence d e t e c t i o n a r e being considered. �8. Plume Impingement Heating Heating r a t e s t o v a r i o u s components on t h e S a t u r n / ~ Pconf i g u r a t i o n due t o plume impingement a r e being c a l c u l a t e d . P r e l i m i n a r y v a l u e s have a l r e a d y been determined and d e l i v e r e d t o R-P&VE. These v a l u e s a r e now being r e f i n e d u s i n g more a c c u r a t e plume flow f i e l d chemistry and h e a t i n g r a t e c a l c u l a t i o n t e c h n i q u e s . S p e c i f i c a r e a s b e i n g cons i d e r e d a r e : 9. (1) Impingement of LM/RCS engine on MDA r a d i a t i o n . (2) Impingement of LN/RcS engines on f o l d e d ATM s o l a r panels (3) Impingement of CSM/RCSengines on unfolded ATM s o l a r panels. (4) Impingement of CSM/RCS engines on MDA forward cone. . Transonic S o l u t i o n A new technique t o s o l v e simultaneous p a r t i a l d i f f e r e n t i a l e q u a t i o n s , d e s i g n a t e d a s a f r e e - e r r o r minimization technique, has been a p p l i e d t o t h e r e l a t i v e l y simple c a s e of i s e n t r o p i c i n v i s c i d flow of a n i d e a l gas through a n o z z l e . The minimization technique s o l v e s t h e e n t i r e flow f i e l d ( s u b s o n i c , t r a n s o n i c , and s u p e r s o n i c ) a s a boundary v a l u e problem. To d a t e , t h e t r a n s o n i c and s u p e r s o n i c p o r t i o n s of t h e n o z z l e flow f i e l d a r e v e r y encouraging, a l t h o u g h t h e s u b s o n i c p o r t i o n i s n o t r e l a x i n g a s expected. The problems of s c a l i n g and i n t e r n a l and e x t e r n a l communication b e tween t h e t h r o a t r e g i o n and t h e en t r a n c e p l a n e a r e being explored. The i d e a l gas t r a n s o n i c r e s u l t s would i n d i c a t e t h a t t h i s method can b e used t o s o l v e much more complex f l u i d mechanics problems. 10. Continuum Heating and Miss i o n Support Work has begun on t h e modeling of t h e S a t u r n AS-501 v e h i c l e f o r t h e purpose of c a l c u l a t i n g clean-body h e a t i n g r a t e s u s i n g t h e Lockheed SHORE-CATCH computer program. Heating r a t e s w i l l be compared t o f l i g h t d a t a . I n a r e a s of p r o t u b e r a n c e s , t e s t d a t a w i l l be used t o a d j u s t t h e clean-body h e a t i n g r a t e s . Recommendations w i l l be made a s t o which a n a l y t i c a l techniques should b e used t o p r e d i c t aerodynamic h e a t i n g r a t e s on f u t u r e S a t u r n f l i g h t s . S i m i l a r o r b i t a l h e a t i n g r a t e s w i l l b e c a l c u l a t e d on t h e AS-203 v e h i c l e , and t h e r e s u l t s compared t o f l i g h t d a t a t o v e r i f y accuracy of t h e Heat Rate Program. �The SHORE-CATCH i s being modified t o add f l e x i b i l i t y i n i n p u t t i n g p r e s s u r e d a t a , and t o add t h e c a p a b i l i t y of c a l c u l a t i n g h e a t r a t e s i n t h e s l i p flow regime. E. Experimental Aerophysics Branch 1. Low Density Chamber Examination of t h e experimental j e t plume (C02) d a t a i n d i c a t e s t h a t t h e n o z z l e w a l l temperature f l u c t u a t i o n s a r e of such magnit u d e a s t o a d v e r s e l y a f f e c t t h e impact p r e s s u r e . Because of t h e long r u n times p o s s i b l e , a l a r g e amount of h e a t i s b e i n g t r a n s f e r r e d t o t h e n o z z l e w a l l ; t h e r e f o r e , a n a t t e m p t i s being made t o cool t h e n o z z l e w a l l ( o r a t l e a s t m a i n t a i n t h e w a l l a t a c o n s t a n t known temperature). The n o z z l e w a l l temperature i n v e s t i g a t i o n precedes f u r t h e r work w i t h a l a r g e r nozzle. A c l o s e r look w i t h t h e S a f e t y O f f i c e i n t o t h e p o s s i b i l i t y of u s i n g l i q u i d hydrogen i n t h e cryo-panels t o i n c r e a s e t h e c a p a b i l i t y of t h e Low Density Chamber r e v e a l s no insurmountable problem. An in-house s t u d y i s b e i n g done w i t h t h e end r e s u l t t o be a g u i d e l i n e d e s c r i b i n g why, where, and how we a r e going t o u s e t h e LH2 f o r p r e s e n t a t i o n t o t h e S a f e t y Off i c e . The e l e c t r o n beam work being c a r r i e d on by D r . B e y l i c h has progressed t o t h e p o i n t of r e c e i v i n g most of t h e ordered equipment and having t h e e l e c t r o n gun and a s s o c i a t e d hardware i n t h e f i n a l d e s i g n s t a g e s . This i n s t r u m e n t a t i o n i s t o be used i n t h e gas d e n s i t y d e t e r m i n a t i o n s of t h e p r e s e n t j e t plume work. I f t h e r e e x i s t s t h e p o s s i b i l i t y t o add N2 o r u s e N2 e n t i r e l y i n t h e j e t plume s t u d i e s , t h e n t h e e l e c t r o n beam measurements w i l l b e extended t o i n c l u d e r o t a t i o n a l temperature. 2. Impulse Base Flow F a c i l i t y The experimental program i n s u p p o r t of t h e S-IVB workshop plume impingement problems was continued. The e n t i r e analog d a t a r e c o r d ing system of o s c i l l o s c o p e s and cameras has been r e p l a c e d by t h e t h i r t y two-channel d i g i t a l d a t a s y s tem o r i g i n a l l y used f o r t h e shock t u n n e l . The s y s tem i s now o n - l i n e and working s a t i s f a c t o r i l y . A program f o r reducing t h e d i g i t a l d a t a a u t o m a t i c a l l y has been w r i t t e n and i s b e i n g used. This g r e a t l y reduces time and e f f o r t expended i n hand d a t a reduction a t the f a c i l i t y . As a segment of t h e c o n t i n u i n g e f f o r t t o i n c r e a s e t h e f a c i l i t y o u t p u t , a system t o i s o l a t e t h e engine model from t h e vacuum �t a n k a f t e r a r u n i s being designed. This s y s tem w i l l c o n s i s t of a l a r g e v a l v e t o b e c l o s e d a s t h e model p r e p a r a t i o n i s being done, t h e r e b y removi n g t h e n e c e s s i t y of v e n t i n g t h e e n t i r e tank a f t e r each r u n . The pacing i t e m w i l l then become t e c h n i c i a n e f f i c i e n c y r a t h e r than vacuum pumping c a p a c i t y . This i s expected t o more than double t h e f a c i l i t y o u t p u t . As a means of extending t h e c a p a b i l i t y of t h i s f a c i l i t y , a cryo-panel w i l l be i n s t a l l e d . It i s hoped t h a t t h i s panel w i l l a b s o r b t h e n o z z l e - s t a r t i n g shock system, a s w e l l a s t h e engine flow, and e f f e c t i v e l y extend t h e r u n time. Furthermore, a d d i t i o n a l a l t i t u d e s i m u l a t i o n c a p a b i l i t y w i l l be a v a i l a b l e . S t u d i e s a r e now a l m o s t complete f o r a l l phases. Two m a t e r i a l s have been s e l e c t e d f o r p o s s i b l e use i n f a b r i c a t i n g t h e cryo-panel: a bonded aluminum honeycomb and a n extruded f i n n e d aluminum. The honeycomb m a t e r i a l seems t o have aerodynamic advantages b u t thermal drawbacks; t h r e e t e s t specimens a r e being prepared by ME Laboratory f o r e v a l u a t i o n i n t h e Low Density Chamber. Scheduled d e l i v e r y f o r t h e s e specimens i s December 2, 1968. A t t h e c o n c l u s i o n of t h e s e e v a l u a t i o n t e s t s , t h e b e t t e r con£ i g u r a t i o n w i l l be s e l e c t e d , and d e t a i l d e s i g n and procurement on n e c e s s a r y items i n i t i a t e d . A s u r p l u s l i q u i d n i t r o g e n t a n k has been o b t a i n e d from R-TEST f o r cryogenic s t o r a g e . 3. High Reynolds Number Equipment The f i r s t low p r e s s u r e t e s t of t h e High Reynolds Number T e s t Equipment i s expected around t h e f i r s t of January. A l l t e s t hardware and a s s o c i a t e d equipment i s on hand e x c e p t t h e s u p e r s o n i c t e s t s e c t i o n which w i l l be shipped November 29, 1968. Welding and c l e a n i n g of t h e supply tube may s l i p t h e above t e s t d a t e . However, i f work c o n t i n u e s w i t h o u t d e l a y , t h e f i r s t of t h e y e a r seems r e a s onable. 4. Thermal A c o u s t i c J e t F a c i l i t y Two major problems remain i n t h e helium h e a t e r checkout by t h e c o n t r a c t o r (Fuel Engineering). The f i r s t , a temperature i n s t a b i l i t y i n t h e flow, i s being s t u d i e d by t h e c o n t r a c t o r and h i s c o n s u l t a n t , who a r e now of t h e o p i n i o n t h a t a redesigned s e t t l i n g chamber w i l l cure t h e i n s t a b i l i t y . The second problem i s that t h e temperature of t h e o u t p u t flow i s c o n s i d e r a b l y lower t h a n t h e s t o r a g e mass temperature, s u c h a s o n l y 900 OF f o r a s t o r a g e temperature of 1200 OF. This problem i s s t i l l unsolved . The cold flow d u c t was i n a c t i v e d u r i n g t h i s period b u t i s b e i n g r e a d i e d f o r f u r t h e r crossed-beam t e s t i n g . �5. 14 x 14-Inch T r i s o n i c Tunnel a. An i n v e s t i g a t i o n t o f u r n i s h d a t a f o r quasi-steady a n a l y s i s i n t h e production of aerodynamic damping of various launch The t e s t d a t a a r e v e h i c l e s was conducted by LMSC f o r R-AERO-AUA. r e q u i r e d f o r c o r r e l a t i o n w i t h t h e a n a l y t i c a l method and f o r e v a l u a t i n g t h e communication time o r l a g e f f e c t s on t h e flow f i e l d . The t e s t cons i s t e d of both forced and f r e e o s c i l l a t i o n dynamic t e s t i n g . Total runs: 68. b. An i n v e s t i g a t i o n t o f u r n i s h information on cross-beam survey of axisymmetric base flows i n t h e s p e c i a l t e s t s e c t i o n of t h e TWT was conducted by NSL f o r R-AERO-AE. This t e s t had four o b j e c t i v e s : (1) To determine t h e c h a r a c t e r i s t i c of a l a s e r crossbeam system when a p p l i e d t o base flow i n the modified s p e c i a l t e s t section. (2) To determine t h e adequacy of n a t u r a l t r a c e r s t o produce s u f f i c i e n t beam modulation o r t h e a r t i f i c i a l t r a c e r concentrat i o n r e q u i r e d f o r t h e s t u d y of t u r b u l e n t f r e e shear l a y e r s . (3) To determine a p p l i c a b i l i t y of p l e x i g l a s s o u t e r w a l l e x t e n s i o n f o r suppressing t h e l a r g e c o n t r i b u t i o n s t o t h e cross-beam s i g n a l s caused by t h e f r e e s h e a r l a y e r s of t h e o u t e r wall. (4) To determine t h e e f f e c t s of extraneous n o i s e sources. S i x t y - e i g h t runs were made. c. An i n v e s t i g a t i o n was conducted, f o r R-AERO-AD, t o prov i d e experimental l o c a l normal f o r c e d a t a , f o r comparison w i t h a computer program which c a l c u l a t e d l o c a l normal f o r c e g r a d i e n t on cone-cylinder bodies i n s u p e r s o n i c f l o w . . T o t a l runs: 3 4 . d . An i n v e s t i g a t i o n was conducted, f o r R-AERO-AU, t o d e t e r mine t h e boundary l a y e r c h a r a c t e r i s t i c behind a roughened s e c t i o n of an otherwise smooth w a l l . This i n v e s t i g a t i o n was performed t o analyze a proposed method by McDonnell-Douglas Corporation p r e p a r a t o r y t o the upcoming panel f l u t t e r t e s t s i n t h e Ames 2-foot supersonic wind tunnel. T o t a l runs: 49. e. An i n v e s t i g a t i o n was conducted f o r R-AERO-AD t o e v a l u a t e t h e e f f e c t s of varying sting-to-model diameters f o r a i d i n analyzing viscous c r o s s flow d a t a . Some d i f f e r e n c e is apparent i n t h e s t a t i c s t a b i l i t y d a t a . This d i f f e r e n c e can be a t t r i b u t e d t o s e v e r a l a r e a s , such a s Reynolds number s t i n g v a r i a t i o n blockage, e t c . The t e s t i s s t i l l i n progress. �6. 7 x 7-1nch B i s o n i c Wind Tunnel As a r e s u l t of i n f o r m a t i o n obtained from the cross-beam t e s t i n t h e s p e c i a l t e s t s e c t i o n of t h e TWT, a n i n v e s t i g a t i o n has been i n i t i a t e d i n t h e BWT t o develop cross-beam technology a p p l i c a b l e t o wind t u n n e l flows. The c u r r e n t i n v e s t i g a t i o n i s being conducted by R-AERO-AF on a n i n d e f i n i t e s c h e d u l e . 7. Data Reduction Besides t h e r o u t i n e f a c i l i t y d a t a r e d u c t i o n , t h e f o l l o w i n g work w a s performed: ( a ) C o n t i n u a t i o n of t h e program f o r D r . Beylich r e g a r d i n g t h e o r e t i c a l gas dynamics. Problems which were encountered u s i n g t h e high o r d e r numerical i n t e g r a t i o n procedures of t h e R-COMP MARVESS language have now been r e s o l v e d . (b) The Low D e n s i t y Chamber program was f i n i s h e d , i n c l u d i n g t h e p l o t t i n g r o u t i n e s . S e v e r a l dozen r u n s have been reduced using o n - l i n e plotting. ( c ) A program t o reduce t h e d i g i t a l d a t a from t h e IBFF was w r i t t e n and checked. This program a v e r a g e s the many d a t a p o i n t s taken d u r i n g t h e quas i-s teady c o n d i t i o n s of 5-10 m i l l i s e c o n d s , computes t h e s t a t i s t i c a l a n a l y s i s of t h e s t e a d i n e s s , and p r i n t s o u t t h e d a t a i n e n g i n e e r i n g u n i t s . The program a p p e a r s t o work s a t i s f a c t o r i l y f o r t e s t cases. 8. I n s trumenta t i o n a. High Response Balance One phase of t h e jet-plume s t u d i e s i n t h e Impulse Base Flow F a c i l i t y c o n s i s t s of f o r c e measurements on a f l a t p l a t e . The f a c i l i t y run-time of 5-10 m i l l i s e c o n d s r e q u i r e s h i g h r e s p o n s e b a l a n c e s f o r such measurements. A b a l a n c e l e f t from t h e shock t u n n e l e f f o r t s which appears t o be s u i t a b l e f o r i n i t i a l work, i s being r e a d i e d f o r t h i s t e s t . The magnitude of t h e l o a d s , t y p i c a l l y l e s s t h a n one pound, p r e s e n t s unusual problems. New b a l a n c e s a r e b e i n g designed and f a b r i c a t e d f o r t h i s work. b . Cross ed-Beam Support The van which was o r i g i n a l l y equipped f o r t h e Colorado f i e l d t e s t s has been r e t u r n e d t o MSFC. A f t e r r e t u r n , i t was r e f u r b i s h e d f o r t h e m u l t i - d e t e c t o r f i e l d t e s t s to' be conducted a t MSFC. The d e t e c t o r s f u r n i s h e d by IITRI have been i n s t a l l e d and a r e b e i n g checked o u t . The �parking l o t i s being used a s t h e t e s t s i t e f o r the checkout work, w i t h cons i d e r a t i o n b e i n g g i v e n t o f i e l d t e s t i n g a t t h e R-AERO-Y Atmospheric Research F a c i l i t y . F. Unsteady Gas Dynamics Branch 1. Ground Winds Load p r e d i c t i o n s published on August 29, 1968, f o r t h e AS-503 manned v e h i c l e corresponding t o miss i o n D dynamic c h a r a c t e r is t i c s have been checked f o r t h e C' m i s s i o n dynamic c h a r a c t e r i s t i c s and a r e cons i d e r e d a p p l i c a b l e . Based upon a v a i l a b l e d a t a , load p r e d i c t i o n s f o r t h e AS-504 manned v e h i c l e were published on November 27, 1968. For t h e a v a i l a b l e d a t a , t h e s e p r e d i c t i o n s were made f o r a l l b a s i c on-pad weight c o n f i g u r a t i o n s w i t h and w i t h o u t t h e MSS and w i t h and w i t h o u t t h e damper a t t a c h e d (where a p p l i c a b l e ) . A s t u d y f o r determining t h e second mode e f f e c t s on ground wind l o a d i n g s f o r t h e S a t u r n V v e h i c l e i s s t i l l i n p r o g r e s s . Also, a s t u d y i s i n p r o g r e s s t o determine t h e v a r i a t i o n i n bending moment pred i c t i o n s f o r v a r i o u s wind p r o f i l e s . E f f o r t s a r e underway t o f u l l y reduce a l l a v a i l a b l e S a t u r n V wind t u n n e l t e s t d a t a us ing t h e Lockheed s t a t i s t i c a l a n a l y s i s program and a Boeing d a t a a n a l y s i s program f o r r e f i n i n g load p r e d i c t i o n s f o r a l l wind d i r e c t ions and complex con£ i g u r a t i o n s . 2. I n f 1i g h t A c o u s t i c s a. Data r e d u c t i o n a n a l y s i s has begun on t h e AEDC 4 p e r c e n t model s u p e r s o n i c d a t a . O v e r a l l l e v e l s s c a l e d t o f u l l s c a l e c o n d i t i o n s a r e b e i n g computed and p l o t t e d . Cross spectrum a n a l y s i s w i l l begin upon completion of t h e o v e r a l l a n a l y s i s . b. Model f a b r i c a t i o n and i n s t r u m e n t a t i o n i n s t a l l a t i o n i s b e i n g completed f o r t h e shock-turbulence i n t e r a c t i o n experimental s t u d i e s b e i n g conducted i n t h e 7-inch MSFC s u p e r s o n i c wind t u n n e l by Wyle Labs. This experiment should r u n a b o u t one week. c. A d d i t i o n a l c o n t r a c t work f o r t h e "Development of F u l l I n f l i g h t A c o u s t i c Design C r i t e r i a S c a l i n g E f f e c t s " has been i n i t i a t e d . Data from Ames, f o u r - p e r c e n t S a t u r n V, PSTL-1 and PSTL-2 wind t u n n e l t e s t c o n d i t i o n s , and f l i g h t w i l l b e used, a l o n g w i t h o t h e r d a t a a v a i l a b l e i n t h e 1i t e r a t u r e . P r e l i m i n a r y d a t a r e d u c t i o n i s being continued . �d. A program has been conducted i n t h e AEDC 16-foot t r a n s o n i c tunnel t o provide experimental information t o h e l p d e r i v e methods by wllicll f l u c t u a t i n g a i r l o a d s i n t h e r e g i o n of protuberances can a c c u r a t e l y be p r e d i c t e d on launch v e h i c l e s , i n s u p p o r t of a c o n t r a c t with Wyle L a b o r a t o r i e s , H u n t s v i l l e , A l a b a m a , e n t i t l e d " ~ n v i r o r n n e n tAround Protuberances Submerged i n a Boundary Layer." The s t a t i c p r e s s u r e d a t a a r e b e i n g a n a l y z e d , and t h e f l u c t u a t i n g p r e s s u r e d a t a a r e b e i n g reduced. ~ wind t u n n e l t e s t program which e. A j o i n t M S F C / A ~ Force c o n s i s t e d of s e v e r a l b i c o n i c nose c o n f i g u r a t i o n s has been conducted. These con£ i g u r a t i o n s p r o v i d e a bas i s f o r a n a l y z i n g t h e c r o s s c o r r e l a t i o n c h a r a c t e r i s t i c s ( n e c e s s a r y f o r d e s i g n c r i t e r i a ) of t h e i n £ l i g h t f l u c t u a t i n g p r e s s u r e environment f o r v a r i o u s AAP miss i o n s . C a r e f u l planning i s r e q u i r e d t o a c h i e v e t h e optimum s e l e c t i o n of d e s i g n i n f o r m a t i o n from t h e tremendous amount of p o s s i b l e d a t a t o be reduced. The A i r Force, v i a Lockheed, paid f o r t h e i n i t i a l d a t a r e d u c t i o n c o n s i s t i n g of a few o v e r a l l l e v e l s s p e c t r a . The p r e l i m i n a r y d a t a a r e being analyzed. f . A t e s t t o a c o u s t i c a l l y c a l i b r a t e t h e MSFC 14-inch wind t u n n e l was completed September 17 by p e r s o n n e l of t h e C h r y s l e r Corporation. The primary o b j e c t i v e of t h i s t e s t was t o measure background p r e s s u r e f l u c t u a t i o n s g e n e r a t e d by t h e t u r b u l e n t boundary l a y e r on t h e t u n n e l w a l l s and by v a r i o u s o t h e r components of t h e wind t u n n e l . The Mach number r a n g e s f o r which t h i s t e s t was conducted was 0.4 t o 4.0; o t h e r v a r i a b l e s were w a l l p o r o s i t y , Reynolds number, and t u n n e l c o n f i g u r a t i o n . The c a l i b r a t i o n d e v i c e ( o r model) used was a 10-degree-included-angle cone w i t h two f l a t s u r f a c e s 180 degrees a p a r t f o r flush-mounting dynamic p r e s s u r e t r a n s d u c e r s . The f l u c t u a t i n g p r e s s u r e d a t a were recorded on magnetic t a p e . P r e l i m i n a r y d a t a r e d u c t i o n and a n a l y s i s a r e i n p r o g r e s s . 3. Launch S i t e A c o u s t i c s a. Papers were p r e s e n t e d by Messrs. Guest and Jones a t t h e r e c e n t Langley Conference (8-10 October) on t h e "Progress of NASA Research The proR e l a t i n g t o Noise A l l e v i a t i o n s of Large Subsonic J e t A i r c r a f t . " ceedings of t h e conference have been published a s a NASA SP-189. b. A c t i v i t y a t t h e A c o u s t i c Model T e s t F a c i l i t y (AMTF) a t T e s t Laboratory has slowed down d u r i n g t h e p a s t month. P l a n s a r e now being i n i t i a t e d t o conduct t h e 20-percent S a t u r n V model r o c k e t n o i s e experiment, which has been designed t o o b t a i n amplitude and phase i n £ o r mation f o r b o t h t h e l a u n c h and s t a t i c f i r i n g c o n d i t i o n of t h e S a t u r n V v e h i c l e . S p e c t r a l and s p a t i a l c o r r e l a t i o n c h a r a c t e r i s t i c s w i l l be obtained f o r t h e v e h i c l e a s w e l l a s t h e immediate launch complex a r e a . This t e s t i s scheduled t o b e g i n i n January. �c. The s t u d y of ground a t t e n u a t i o n e f f e c t s on a c o u s t i c wave p r o p a g a t i o n is b e i n g continued w i t h t h e m e t e o r o l o g i c a l parameters being analyzed i n more d e t a i l . A model more a p p l i c a b l e i n terms of t h e p h y s i c a l phenomena i s b e i n g sought f o r p r e d i c t i o n accuracy a p p l i c a t i o n s . 4. Panel F l u t t e r a . A p r e - t e s t conference concerning t h e upcoming h i g h amplitude S a t u r n V/S-IVB panel f l u t t e r t e s t (NASA-21250) was held a t Arnes Research Center on November 1 3 , 1968, w i t h r e p r e s e n t a t i v e s from MSFC, ARC, and McDonnell-Douglas C o r p o r a t i o n a t t e n d i n g . The following agenda were discussed: (1) Review of Wind Tunnel T e s t Program O b j e c t i v e s . (2) I n s t r u m e n t a t i o n and Data A c q u i s i t i o n . (3) GFE Requirements (4) V i s i t t o Tunnel F a c i l i t y wind t u n n e l . (5) Hardware d e s c r i p t i o n . (6) D e t a i l e d t e s t procedure. - ARC 2 x 2-foot t r a n s o n i c It was concluded t h a t a l l hardware and equipment should be a t ARC a t l e a s t one week b e f o r e t h e t u n n e l e n t r y , which has been t e n t a t i v e l y s e t f o r February 3 , 1969. b. S t a t u s of t h e government f u r n i s h e d equipment f o r t h e high-amplitude S-IVB panel f l u t t e r t e s t s is as follows: The RFQ f o r t h e n o n c o n t a c t i n g displacement meters has been r e l e a s e d . No p r o p o s a l s have y e t been r e c e i v e d . The boundary l a y e r r a k e d e s i g n , which has been r e c e i v e d from t h e McDonnell-Douglas C o r p o r a t i o n , i s being f a b r i c a t e d by the wind t u n n e l (MSFC) machine shop. I n a d d i t i o n , MSFC w i l l s u p p l y seven s t r a i n gage b r i d g e b a l a n c e u n i t s ; seven h i g h g a i n , low n o i s e "broad band a m p l i f i e r s " ; and two root-mean-square v o l t m e t e r s . Ames w i l l s u p p l y one f o u r t e e n - c h a n n e l magnetic t a p e r e c o r d e r , one d i r e c t - w i r i n g o s c i l l o g r a p h r e c o r d e r , two o s c i l l o s c o p e s , one D.C. v o l t m e t e r , one 16 mm h i g h speed camera, f i v e p r e s s u r e t r a n s d u c e r s , and a p r e s s u r e c o n t r o l v a l v e f o r r e g u l a t i n g t h e c a v i t y p r e s s u r e . A l l items a r e a v a i l a b l e w i t h t h e e x c e p t i o n of t h e noncontacting displacement m e t e r s . This may cause a s l i g h t slippage i n t h e tunnel e n t r y date. �c. The roughened s o l i d s i d e w a l l boundary l a y e r p r o f i l e i n v e s t i g a t i o n conducted i n t h e MSFC 14 x 14-Inch T r i s o n i c Wind Tunnel was completed November 1 5 , 1968. Made i n s u p p o r t of the upcoming panel f l u t t e r t e s t mentioned i n ( a ) above, t h i s t e s t was t o determine t h e boundary l a y e r c h a r a c t e r i s t i c s r e s u l t i n g from roughening a s e c t i o n of a n o t h e r w i s e smooth w a l l t o i n c r e a s e t h e boundary l a y e r t h i c k n e s s . To accomplish t h i s , .3125-inch diameter r o l l p i n s were d i s t r i b u t e d over t h e l e a d i n g 8 inches of t h e smooth w a l l , and t h r e e p i n h e i g h t s ( h e i g h t above wall: 0, .118 and.250 i n c h e s ) were t e s t e d . Boundary l a y e r p r o f i l e s were measured a t t h r e e l o c a t i o n s , f o r t h r e e Mach numbers, and f o r two Reynolds numbers. The d a t a o b t a i n e d looks good, and i s now being analyzed. 5. Quas i-S teady Analys i s a. The Shock-Induced S e p a r a t i o n Study program was conducted i n t h e MSFC 14-inch t u n n e l from September 19 through October 7 , 1968. The f a c i l i t i e s a t t h e MSFC's 14-inch t u n n e l a r e b e i n g used f o r data reduction. . Under c o n t r a c t NAS8- 21459, t h e quas i-s teady techniques b a r e b e i n g extended by Lockheed t o provide t h e c a p a b i l i t y t o compute g u s t p e n e t r a t i o n l o a d s on t h e S a t u r n v e h i c l e s , i n c l u d i n g t h e e f f e c t s of s e p a r a t e d flow. These techniques a r e b e i n g developed t o determine t h e aerodynamic damping f o r v a r i o u s s t r u c t u r a l modes by assuming t h a t t h e v e h i c l e w i l l f l y through a s i n u s o i d a l g u s t of c o n s t a n t amplitude and wavelength. This c o n t r a c t i s b e i n g extended t o r e f i n e t h e q u a s i - s t e a d y techniques developed f o r t h e computation of t h e dynamic e f f e c t s of s e p a r a t e d flow i n c l u d i n g t h e e f f e c t s of g u s t loadings on t h e a e r o e l a s t i c s t a b i l i t y c h a r a c t e r i s t i c s of t h e S a t u r n launch v e h i c l e s . These a n a l y t i c a l techniques w i l l b e expanded ( i f f e a s i b l e ) t o i n c l u d e more r e a l i s t i c i n f l i g h t g u s t environments. This c o n t r a c t i s a l s o being expanded t o p r e d i c t t h e a e r o e l a s t i c c h a r a c t e r i s t i c s , by u s e of t h e quas i-s teady techniques The i n c r e a s e developed, of t h e S a t u r n V v e h i c l e s AS-505 through AS-508. i n t h e scope of work w i l l become e f f e c t i v e on February 1, 1969, and t h e c o n t r a c t ending d a t e extended t o March 31, 1970. V. AEROSPACE ENVIRONMENT DIVISION A. Atmosphere Dynamics Branch 1. S u r f a c e Wind Data S u r f a c e wind speed and d i r e c t i o n d a t a a t t h e KSC Launch Pads a n d / o r NASA's 150-meter M e t e o r o l o g i c a l Tower F a c i l i t y were provided a s follows: �(.I) Memorandum R-AERO-YE-171-68 p r e s e n t e d d a t a recorded d u r i n g launch o p e r a t i o n s of AS-205 on October 11, 1968, from Launch Complex 34. (2) Memorandum R-AERO-YE-173-68 concerned d a t a obtained a t Launch Complex 39 d u r i n g h u r r i c a n e "Gladys" on October 17-19, 1968, f o r R-P&VE-SL t o determine maximum v e h i c l e response and s t r a i n guage d r i f t on a S a t u r n V v e h i c l e . (3) C u r r e n t d a t a recorded a t t h e m e t e o r o l o g i c a l tower were s e n t t o t h e Manned S p a c e c r a f t Center f o r Apollo command module l a n d i n g impact t e s t s s i m u l a t i n g a n off-the-pad a b o r t under v a r i o u s launch wind c o n d i t i o n s . ( 4 ) Two y e a r s of reduced m e t e o r o l o g i c a l tower d a t a were provided t h e Boeing Company, S e a t t l e , t o s t u d y g u s t f a c t o r s , s t a b i l i t y c o n d i t i o n s , e t c . , f o r t h e s u p e r s o n i c t r a n s p o r t program. 2. Jimsphere Wind Data f o r S p e c i a l S t u d i e s C o o r d i n a t i o n and p l a n s f o r t h e s u p p o r t of v a r i o u s turbul e n c e programs u s i n g Jimsphere wind p r o f i l e d a t a have been accomplished by p e r s o n n e l of R-AERO-YE. Support i s intended f o r t h e f o l l o w i n g programs : (1) R-AERO-Y/SRI LIDAR (Light D e t e c t i o n and Ranging) probing program t o d e t e c t t u r b u l e n c e a l o f t a t Half Moon Bay, C a l i f o r n i a , i n January 1969 under c o n t r a c t NAS8-21117. (2) LRC/ESSA/AFCRL t u r b u l e n c e a l o f t (CAT) program t o b e conducted d u r i n g t h e p e r i o d January-March 1969 a t Wallops I s l a n d , V i r g i n i a . (3) I n s u p p o r t t o LRC/ESSA mountain l e e wave s t u d y a t Edwards AFB, C a l i f o r n i a d u r i n g t h e period of February-March 1969. A l l i n f o r m a t i o n a c q u i r e d on t u r b u l e n c e a l o f t , whether s e v e r e , m o d e r a t e , , o r l i g h t , w i l l become a v a i l a b l e from t h e s e s t u d i e s f o r updating environmental c r i t e r i a t o d e s i g n and launch l a r g e space v e h i c l e s . 3. Atmospheric Turbulence Boundary Layer P r o j e c t a. Pennsylvania S t a t e U n i v e r s i t y (NASA C o n t r a c t NAS8-21140) Penn S t a t e has completed a n a l y s e s of t h e v e r t i c a l coherence f u n c t i o n s of t h e l o n g i t u d i n a l and l a t e r a l components of These t u r b u l e n c e , and has t r a n s m i t t e d them t o NASA (R-AERO-YE) coherence f u n c t i o n s d e s c r i b e t h e c o r r e l a t i o n between t h e F o u r i e r . �coin?.jl.t n t s of t h e l o n g i t u d i n a l and l a t e r a l components of t u r b u l e n c e a s s o c i a t e d w i t h frequency w between two l e v e l s i n t h e v e r t i c a l a t h e i g h t s zl and z2 ( z l and z2 150 m). These coherence f u n c t i o n s a r e i n dimensionless form and a r e s c a l e d i n terms of zl, z2, and t h e q u a s i - , s t e a d y wind speeds a t l e v e l s zl and z2. - b. C o r n e l l A e r o n a u t i c a l L a b o r a t o r i e s (NASA C o n t r a c t NAS8-21178) The C o r n e l l A e r o n a u t i c a l L a b o r a t o r i e s have completed t h e i r a n a l y s e s of t h e l a t e r a l spectrum of t u r b u l e n c e and have t r a n s m i t t e d t h e r e s u l t s t o R-AERO-YE. The l a t e r a l component of t u r b u l e n c e i s p e r p e n d i c u l a r t o q u a s i - s t e a d y wind speed v e c t o r . This spectrum i s s c a l e d i n terms of t h e t a n g e n t i a l eddy s t r e s s a t t h e s u r f a c e of t h e e a r t h , t h e h e i g h t z above t h e s u r f a c e of t h e e a r t h , and t h e q u a s i - s t e a d y wind speed a t h e i g h t z . Thus, t h e l a t e r a l spectrum is g i v e n i n terms of a dimensionl e s s function. c . In-Hous e Inves t i g a t i o n s The a n a l y s i s of t h e l o n g i t u d i n a l spectrum of t u r b u l e n c e has been completed. The l o n g i t u d i n a l component of t u r b u l e n c e i s p a r a l l e l t o t h e q u a s i - s t e a d y wind v e c t o r . Here a g a i n , t h e l o n g i t u d i n a l spectrum i s g i v e n by a dimensionless f u n c t i o n i n which t h e eddy s t r e s s a t t h e s u r f a c e of t h e e a r t h , t h e h e i g h t z , t h e q u a s i - s teady wind speed a t h e i g h t z. appear a s s c a l i n g parameters. ' d. Turbulence Model The Penn S t a t e , C o r n e l l Lab., and our in-house a n a l y s e s a r e b e i n g combined i n t o a complete and t h e o r e t i c a l l y cons i s t e n t s p e c t r a l t u r b u l e n c e model. The e n g i n e e r needs o n l y t o pres c r i b e t h e q u a s i - s t e a d y wind p r o f i l e t o o b t a i n t h e l o n g i t u d i n a l and l a t e r a l s p e c t r a and t h e a s s o c i a t e d coherence f u n c t i o n s (and co- and q u a d r a t u r e - s p e c t r a ) a s known f u n c t i o n s of h e i g h t z , completely d e f i n e d f o r t h e f i r s t 150 m e t e r s of t h e atmosphere. The model can be used i n v e h i c l e development work (low c o s t a s w e l l as r e c o v e r a b l e launch v e h i c l e s ) and i s i n a form s u i t a b l e f o r performing p a r a m e t r i c a n a l y s e s of v e h i c l e c a p a b i l i t i e s . These r e s u l t s w i l l appear i n a forthcoming r e v i s e d C l i m a t i c G u i d e l i n e s Document, NASA TN's, and NASA CR's. �B. T e r r e s t r i a l Environment Branch 1. In-House a. AS-503 Wind C o n s t r a i n t s Considerable e f f o r t has been devoted t o determining t h e p r o b a b i l i t y of occurrence of wind c o n s t r a i n t s s p e c i f i c a l l y f o r AS-203 f o r o p e r a t i o n a l planning and m i s s i o n r u l e s . D i s t r i b u t i o n s of ground winds and wind p r o f i l e i n t e r p r e t a t i o n s have been f u r n i s h e d t o MSC f o r t h e s p a c e c r a f t l a n d i n g c o n s t r a i n t s . b. T e r r e s t r i a l Environment G u i d e l i n e s Document A r e v i s e d e d i t i o n of t h e T e r r e s t r i a l Environment ( C l i m a t i c ) C r i t e r i a G u i d e l i n e s Document has been completed, e x c e p t f o r t h e c h a p t e r on wind. Two more months w i l l b e r e q u i r e d t o complete t h e e x t e n s i v e r e v i s ions t o t h i s important s e c t i o n . c. World-Wide Cloud Model The Monte C a r l o procedures f o r s i m u l a t i n g photographic coverage of t h e clouded e a r t h from s p a c e were completed. One procedure p e r m i t s t h e incremental a r e a photographed on each pass t o be determined by one minus t h e cloud cover encountered on t h a t pass. I n the other procedure, t h e a r e a under cons i d e r a t i o n i s d i v i d e d i n t o 100 s q u a r e s , w i t h each s q u a r e a s s i g n e d a number. The incremental photographic coverage i s then determined by s e l e c t i n g t h e number of random numbers corresponding t o t h e p e r c e n t of c l e a r sky on t h a t p a s s . Some r e s w l t s w i l l b e published a f t e r t h e two procedures a r e evaluated. d. F a r - F i e l d Sound Propagation M r . 0. E. Smith p r e s e n t e d a paper, " E f f e c t s of Atmosp h e r i c R e f r a c t i o n on F a r - F i e l d Sound Propagation," a t t h e NASA Acoustic Conference which was l a t e r published by Langley Research Center i n NASA SP-189. I n view of t h e i n t e r e s t generated by t h i s p a p e r , we a r e p r e p a r i n g our Kaman Nuclear c o n t r a c t r e p o r t on sound p r o p a g a t i o n and a t m o s p h e r i c v a r i a b i l i t y f o r i s s u e a s a h i g h l e v e l NASA C o n t r a c t o r Report �2. Contracts a. u n i v e r s i t y of Georgia C o n t r a c t (NAS8-11175) The agenda items f o r a s e r i e s of seminars a t t e n d e d by Messrs. Smith, Brown, and F a l l s a t t h e U n i v e r s i t y of Georgia on November 21, 1968, a r e l i s t e d below. MORNING 9: 30 - 10: 00 A Modified Negative Binomial is t r i b 6 t i o n by W. 0. W i l l i f o r d , Univers i t y of Georgia. 10:OO - 10:30 Some Numerical I n v e s t i g a t i o n s of t h e Parameters of Weibull D i s t r i b u t i o n s by B . J. Williams and F. R. Helm, U n i v e r s i t y of Georgia. 10:30 - 11:OO S t r u c t u r e s of Programs and F i l e s i n Computers by Rolf E. Bargmann, U n i v e r s i t y of Georgia. 11: 00 - 11: 30 The Use of Markov Chains i n Atmospheric S t a t i s t i c s by A. C. Cohen, U n i v e r s i t y of Georgia. AFTERNOON 1:30 - 2:OO Pearson Curves by Lee F a l l s , MSFC. 2: 00 - 2: 30 M e t e o r o l o g i c a l S t a t i s t i c s by S. C l a r k Brown, MSFC. 2:30 - 3: 00 Extreme Value S t a t i s t i c s by 0. E. Smith, MSFC. 3:OO - 3:30 Summary and E v a l u a t i o n by C a r l F. Kossack, U n i v e r s i t y of Ge o r g ia . b. Lockheed Support C o n t r a c t (Schedule Order 1, Appendix A-1) AS-503 launch p r o b a b i l i t y v a l u e s d e r i v e d from a n a n a l y s i s of t h e n a t u r a l environment were published i n O f f i c e Memorandum R-AERO-YT68-68, dated November 1 8 , 1968. The atmospheric parameters considered were c e i l i n g and v i s i b i l i t y , ground winds, and unfavorable weather conditions. . �Space Environment Branch C. 1. Study of E l e c t r o n Cooling i n t h e ~ a r t h ' sUpper Atmosphere The c o o l i n g of i o n o s p h e r i c e l e c t r o n s through t h e e x c i t a t i o n of t h e s p i n m u l t i p l e t s of t h e ground s t a t e of atomic oxygen have been s tudied This mechanism !seems t o c o n t r i b u t e s i g n i f i c a n t l y t o t h e energy l o s s t o e l e c t r o n s i n t h e e a r t h ' s upper atmosphere. R e s u l t s have shown t h a t a n e x p o n e n t i a l c r o s s s e c t i o n f o r t h e r e a c t i o n s seems t o f i t t h e d a t a b e s t , w h i l e y i e l d i n g a s u b s t a n t i a l energy l o s s i n t h e e l e c t r o n c o o l i n g . A p r e l i m i n a r y a n a l y s i s of t h i s work i s a v a i l a b l e i n a p r o g r e s s r e p o r t by t h e Northrop s u p p o r t c o n t r a c t o r . . 2. I o n o s p h e r i c Disturbances Caused by t h e I n t e r a c t i o n of t h e Space Plasma w i t h t h e ~ a r t h ' sMagnetosphere and Upper Atmosphere M i s s i s s i p p i S t a t e U n i v e r s i t y w i l l s t u d y t h e i n t e r a c t i o n of t h e s o l a r plasma w i t h t h e e a r t h ' s magnetosphere and upper atmosphere t o d e l i n e a t e t h e t y p e s of i o n o s p h e r i c d i s t u r b a n c e s caused . This information w i l l then be i n c o r p o r a t e d i n t o t h e i o n o s p h e r i c programs now i n p r o g r e s s t o f u r t h e r d e f i n e t h e t r a t e l i n g i o n o s p h e r i c d i s t u r b a n c e s and t h e i r c h a r a c t e r is t i c parameters. Of p a r t i c u l a r i n t e r e s t t o t h e U n i v e r s i t y a r e t h e Alfven waves and H a l l c u r r e n t s produced i n a magnetohydrodynamic field . 3. A c o u s t i c G r a v i t y Wave Study The f i n a l r e p o r t on t h e f i r s t y e a r ' s work on t h e coupling of a c o u s t i c energy from t h e troposphere t o t h e thermosphere is due by December 1 5 , 1968. The follow-on c o n t r a c t f o r t h e c o n t i n u a t i o n of t h i s work i s being n e g o t i a t e d . During t h e second y e a r , we w i l l a s c e r t a i n t h e predominant coupling mechanisms, examine t h e e f f e c t s of a v a r y i n g p r o p a g a t i o n medium, and o b t a i n f u r t h e r experimental d a t a on t h e e f f e c t s on t h e ionosphere of s t a t i c t e s t f i r i n g s and l o c a l thunderstorms. 4. I o n o s p h e r i c Plasma I n v e s t i g a t i o n s from a n E a r t h O r b i t a l Space S t a t i o n R e s p o n s i b i l i t y f o r t h e d e f i n i t i o n of t h e I o n o s p h e r i c Plasma I n v e s t i g a t i o n s t o be included i n t h e Experiment Program f o r a n E a r t h O r b i t a l Space S t a t i o n has been a s s i g n e d t o t h i s D i v i s i o n . The e x p e r i ments t o be included i n t h i s package a r e a plasma wake experiment ( t o s t u d y t h e i o n o s p h e r i c wake a s s o c i a t e d w i t h l a r g e s p a c e c r a f t ) and a plasma wave p r o p a g a t i o n experiment which w i l l examine t h e harmonic resonance a s s o c i a t e d w i t h antennas t r a n s m i t t i n g i n t o t h e magnetoplasma. Even though t h e s e experiments have NASA Headquarters backing, much more work needs t o be done on t h e e n g i n e e r i n g d e f i n i t i o n of t h i s program than i s now b e i n g done. �5. Atmospheric Model S t u d i e s The d e t a i l e d s t u d y program f o r t h e development of an improved upper atmospheric model i s c o n t i n u i n g . I n s u p p o r t of t h i s program, dragdetermined d e n s i t i e s from 64 s a t e l l i t e s have been compared w i t h d e n s i t i e s t h a t were c a l c u l a t e d u s i n g t h e MSFC Modified J a c c h i a Model Atmosphere, 1967. The model d e n s i t i e s and drag d e n s i t i e s a r e i n good agreement above 350 km a l t i t u d e ( w i t h i n 15 p e r c e n t ) , b u t d i f f e r e r r a t i c a l l y , by a s much a s 50 p e r c e n t , below t h i s a 1 t i t u d e . P r e l i m i n a r y i n v e s t i g a t i o n s have i n d i c a t e d t h a t t h e model may be improved by c u r v e - f i t t i n g t h e model e x o s p h e r i c temp e r a t u r e t o t h e drag-determined d e n s i t y a t d i s c r e t e a l t i t u d e s and u s i n g the r e s u l t i n g expressions t o define the a l t i t u d e density r e l a t i o n s h i p s . This w i l l provide a n improved mass d e n s i t y model, b u t t h e atmospheric composition and temperature t h a t a r e a s s o c i a t e d w i t h t h e mass d e n s i t y must be o b t a i n e d b y some e m p i r i c a l technique. One such technique t h a t is c u r r e n t l y being i n v e s t i g a t e d e n t a i l s t h e m o d i f i c a t i o n of ~ a c c h i a ' s e x o s p h e r i c temperature e q u a t i o n s t o f o r c e them t o f i t t h e e x o s p h e r i c temperatures t h a t have been d e r i v e d from e i g h t MSFC and twelve GSFC thermosphere probe o b s e r v a t i o n s . S i x of t h e MSFC probes a r e p a r t i c u l a r l y u s e f u l , s i n c e t h e y were launched a s a s e r i e s on one day and thus provided v a l u a b l e i n f o r m a t i o n on t h e d i u r n a l v a r i a t i o n i n e x o s p h e r i c temperature. Once t h e s e m o d i f i c a t i o n s a r e made, t h e boundary c o n d i t i o n s a t 120 km (N2, 02, and 0) w i l l be r e - e s t a b l i s h e d s o t h a t the newly modified J a c c h i a model w i l l be i n c l o s e agreement w i t h t h e s a t e l l i t e d e n s i t i e s . These r e s u l t s w i l l p r o v i d e a n improved r e p r e s e n t a t i o n of t h e atmospheric compos i t i o n and temperature and t h e i r v a r i a t i o n s . 6. Environment C r i t e r i a NASA TM X-53798, "Space Environment G u i d e l i n e s f o r Use i n Space Vehicle Development, 1968 R e v i s i o n , " has been d i s t r i b u t e d . This (Copies may be obtained document i s a r e v i s e d v e r s i o n of NASA TM X-53521. from R-AERO-YS. ) S p e c i a l i z e d environment c r i t e r i a i n p u t s , n o t g i v e n i n t h i s document,have been f u r n i s h e d by R-AERO-YS f o r s e v e r a l e n g i n e e r i n g and s c i e n t i f i c s t u d i e s i n s u p p o r t of t h e OWS/ATM and Future Space S t a t i o n (FSS) Programs. As MSFC becomes more involved i n long l i f e t i m e o r b i t a l m i s s i o n s , such a s OWSIATM and FSS, t h e r e q u e s t s f o r s p e c i f i c o r b i t a l environmental c r i t e r i a w i l l become more numerous. A l a r g e percentage of t h e s e r e q u e s t s , however, w i l l be s a t i s f i e d by a n O r b i t a l Environment C r i t e r i a Document t h a t i s being developed a s a supplement t o NASA TM X-53798. 7. Thermosphere Probe Program A d e t a i l e d a n a l y s i s of s i x MSFC thermosphere probes launched on January 24, 1967, has r e s u l t e d i n a s c i e n t i f i c paper t h a t w i l l b e subm i t t e d t o one of t h e p r o f e s s i o n a l j o u r n a l s f o r p u b l i c a t i o n . This paper �shot\rs t h e MSFC thermosphere probe measurements of N2 number d e n s i t y and c a l c u l a t e d temperatures t o be i n e x c e l l e n t agreement w i t h o t h e r s i m i l a r measurements. Atmospheric mass d e n s i t i e s t h a t a r e implied by t h e N2 measurements a r e i n good agreement w i t h t h e MSFC Modified J a ~ c h i aModel Atmosphere, 1967 above 300 km a l t i t u d e and t h e i n f e r r e d 0 and O2 number d e n s i t i e s a r e i n d i c a t e d t o be i n good agreement w i t h s e v e r a l mass spectrome t e r measurements of t h e s e q u a n t i t i e s . The paper t e n t a t i v e l y i l l u s t r a t e s t h a t t h e ornegatron mass s p e c t r o m e t e r , which was flown on a l l of t h e MSFC thermosphere probes, may be used t o o b t a i n atmospheric i n f o r m a t i o n i n as much d e t a i l as can be o b t a i n e d from o t h e r mass s p e c t r o m e t e r s t h a t a l s o measure 0 and O2 c o n c e n t r a t i o n s . Data r e d u c t i o n problems i n t h e O2 and 0 measurements, s u c h a s recombination and accommodation i n s i d e t h e gauge, however, a r e n o t a p p l i c a b l e t o t h e O2 and 0 c o n c e n t r a t i o n s t h a t a r e c a l c u l a t e d from t h e N2 measurements. Study e f f o r t - i n t h i s program i s c u r r e n t l y being d i r e c t e d t o t h e e x t e n s i o n of t h e 20 thermosphere o b s e r v a t i o n s from 140 km down t o 90 km a l t i t u d e . This t a s k , which i s being accomplished u s i n g t h e o r e t i c a l molecular d i s s o c i a t i o n and eddy d i f f u s i o n c o n s t r a i n t s , w i l l p r o v i d e i n f o r m a t i o n concerning t h e v a r i a b i l i t y of t h e temperature and atmospheric c o n s t i t u e n t s n e a r 90 km a l t i t u d e . This i n f o r m a t i o n w i l l be used t o e s t a b l i s h v a r i a b l e boundary c o n d i t i o n s a t 90 km f o r a dynamic model atmosphere t h a t is being developed from s a t e l l i t e drag-determined d e n s i t y d a t a . A second s c i e n t i f i c paper, which is i n d r a f t form, w i l l p r e s e n t t h e a n a l y s i s of t h e two MSFC thermosphere probes launched i n A p r i l 1967. Two a d d i t i o n a l probes a r e planned f o r e a r l y 1969, and t h e RFP f o r f o u r more has been s e n t o u t . The a n a l y s i ~ ~ oa fl l of t h e MSFC and GSFC thermosphere probes, i n c o n j u n c t i o n w i t h t h e a n a l y s i s of a l l a v a i l a b l e s a t e l l i t e d r a g - d e t e r mined d e n s i t y d a t a , w i l l provide i n f o r m a t i o n needed f o r t h e development of a n improved upper atmosphere model t h a t w i l l n o t be l i m i t e d by t h e c o n s t a n t boundary assumptions i n h e r e n t i n e x i s t i n g model atmospheres. 8. Solar A c t i v i t y Studies Lockheed M i s s i l e s and Space Company has computed t h e v a r i o u s parameters which a r e d e s c r i p t i v e of t h e i n t e r a c t i o n of t h e p l a n e t s w i t h t h e sun. These parameters a r e : (1) P o s i t i o n of t h e s u n r e l a t i v e t o t h e c e n t e r of mass of t h e s o l a r system. (2) V e l o c i t y of t h e s u n r e l a t i v e t o t h e c e n t e r of mass. �(3) A c c e l e r a t i o n of t h e sun. (4) Angular momentum of t h e sun about t h e c e n t e r of mass. (5) Radius of c u r v a t u r e of t h e sun's path. (6) Rate of change of angular momentum. (7) Rate of change of a c c e l e r a t i o n ( j e r k ) . These d a t a have been s e n t t o ~ o c k h e e d ' s Palo A l t o Research F a c i l i t y f o r d e t a i l e d n o n l i n e a r c o r r e l a t i o n study t o determine t h e b e s t sunspot p r e d i c t o r . R e s u l t s from t h i s c o n t r a c t work should be forthcoming i n l a t e February. MIT Experimental Astronomy Laboratory i s conducting a n a n a l y t i c a l s t u d y t o d i s c i v e r which p l a n e t a r y i n f l u e n c e s a r e most import a n t i n determining s o l a r weather (sunspots and f l a r e s ) . Time g r a d i e n t components of t h e t e n s o r r e p r e s e n t i n g t h e t o t a l g r a v i t y g r a d i e n t a t t h e sun due t o t h e p l a n e t s should g i v e an i n s i g h t i n t o t h e underlying s o l a r physics which cause sunspots and f l a r e s . P r o g r a m i n g t o o b t a i n t h e necessary data i s nearly finished. Denver Research I n s t i t u t e i s conducting r e s e a r c h t o improve long-range s o l a r a c t i v i t y p r e d i c t i o n s . The square of t h e v e r t i c a l t i d a l f o r c e on t h e sun due t o t h e p l a n e t s i s being compared w i t h s o l a r proton events t o determine whether o r not any c o r r e l a t i o n e x i s t s between t h e s e parameters. Another e f f o r t under t h e c o n t r a c t i s t h e development of techniques t o p r e d i c t sunspot numbers f o r periods of one t o two s o l a r cycles. The U n i v e r s i t y of Arkansas is a t t e m p t i n g t o develop mathem a t i c a l f u n c t i o n s t o f i t s o l a r cycles. Data from many sources t h a t e s t i m a t e t h e c y c l e s back s e v e r a l hundred y e a r s have been t a b u l a t e d , and w i l l be searched f o r hidden p e r i o d i c i t i e s . A c o n t r a c t i s being negotiated w i t h t h e Solar A c t i v i t y Group of the ESSA Space Disturbance Laboratory t o s e a r c h f o r p o s s i b l e means of p r e d i c t i n g sunspot numbers throughout t h e s o l a r c y c l e , t o v e r i f y a l t e r n a t i v e f o r e c a s t s a g a i n s t independent o b s e r v a t i o n s , and t o s e a r c h f o r poss i b l e improved means of r e l a t i n g t h e s o l a r r a d i o f l u x t o t h e sunspot number o r of p r e d i c t i n g t h e s o l a r r a d i o f l u x d i r e c t l y . In-house e f f o r t s a r e aimed a t improving s o l a r cycle predict i o n s through t h e a p p l i c a t i o n of Fourier a n a l y s e s , power spectrum techniques, and band pass f i l t e r analyses. �We p l a n t o sponsor a seminar on S o l a r A c t i v i t y P r e d i c t i o n i n the s p r i n g of 1969. I n a d d i t i o n t o r e s e a r c h e r s working under MSFC cont r a c t , we hope t o have p a r t i c i p a t i o n by o t h e r l e a d i n g a u t h o r i t i e s i n t h i s field. VI. ASTRODYNAMICS AND GUIDANCE THEORY DIVISION A. Guidance Theory Branch 1. Support Contract S t u d i e s a. Lunar Targeting Analysis Using QUOTA Terminal conditions f o r the t a r g e t i n g problem have been s e l e c t e d a s r a d i u s of c l o s e s t approach, s p e c i f i c energy, and azimuth a t periselenum. The a s s o c i a t e d t r a n s v e r s a l i t y conditions have been developed and incorporated i n t o t h e QUOTA program. Several t e s t s have been run, and a s expected, t h e r e s u l t s i n d i c a t e d two problem a r e a s : t h e s e n s i t i v i t y a s s o c i a t e d w i t h t h e i s o l a t i o n of a n optimum s o l u t i o n , and t h e accuracy of t h e two-body s o l u t i o n over t h e c o a s t a r c s . The problem a r e a s a r e being i n v e s t i g a t e d . b. ~ u a s i - o p t i m a lGuidance Study Rendezvous s t u d i e s a r e now being conducted w i t h QUOTA. Two d i f f e r e n t problems a r e being s t u d i e d : (1) rendezvous w i t h a n S-IVB, i n i t i a l time 151 seconds ( f i r s t burn s u b - o r b i t a l ) , and a t a r g e t v e h i c l e i n a 225 n.m. o r b i t , and (2) rendezvous w i t h i n t e r c e p t o r and t a r g e t i n c i r c u l a r o r b i t w i t h varying r e l a t i v e i n c l i n a t i o n s . c. O r b i t Trim Systems E r r o r Analysis D i f f i c u l t i e s a r e s till being encountered i n transforming t h e n a v i g a t i o n accuracy d a t a , generated by the Bissett-Berman program a s a covariance m a t r i x i n l o c a l C a r t e s i a n coordinates, i n t o a covariance m a t r i x i n o r b i t a l elements. An a n a l y t i c a l method of transforming t h e l o c a l C a r t e s i a n coordinate covariance m a t r i x d i r e c t l y i n t o a n o r b i t a l element covariance m a t r i x has been p a r t i a l l y developed. This a n a l y t i c a l method , a f i r s t - o r d e r p e r t u r b a t i o n a n a l ys i s , assumes zero means. d. Optimal Guidance Study Some progress has been made i n understanding t h e behavior of t h e switching f u n c t i o n and how t h i s a f f e c t s t h e formulation of m u l t i p l e l u n a r a r c o p t i m i z a t i o n t r a j e c t o r i e s . Also, a g e n e r a l t h r e e dimensional computer program f o r m u l t i p l e burn a r c t r a j e c t o r i e s w i t h v a r i o u s terminal s u r f a c e s i s being assembled. �2. Contracts a. - IBM A p p l i c a t i o n of Numerical Methods t o Extend C a p a b i l i t i e s f o r Optimal Rocket Guidance During t h i s r e p o r t i n g p e r i o d , improvements t o t h e comp u t a t i o n of p a r t i a l d e r i v a t i v e t r a n s i t i o n m a t r i c e s have been i n c o r p o r a t e d i n t o t h e computer program f o r determining optimal t h r u s t - c o a s t - t h r u s t t r a j e c t o r i e s . The computer program i s s t i l l being checked o u t . A l s o , a n IBM t e c h n i c a l n o t e c o n t a i n i n g t h e d e r i v a t i o n of t h e improvements t o t h e computation of t h e c o a s t a r c t r a n s i t i o n m a t r i c e s was published. b. Lockheed - Rendezvous Guidance The method of f i r s t - o r d e r p e r t u r b a t i o n s i s being a p p l i e d t o t h e powered f l i g h t phases of t h e rendezvous m i s s i o n which has now been r e g u l a r i z e d a c c o r d i n g t o Levi-Civita. D i g i t a l programming of t h e r e s u l t i n g c o n t r o l l a w s i s underway. 3. In-House S t u d i e s Work i s i n p r o g r e s s t o f i n d a COV s o l u t i o n t o an AAP type of rendezvous miss i o n . An optimal burn-coas t - b u r n , w i t h a s h o r t c o a s t ( l e s s than 90 m i n u t e s ) , s o l u t i o n t o t h e problem has been o b t a i n e d . However, s i n c e t h e s h o r t c o a s t time v i o l a t e s the r e s t a r t c a p a b i l i t i e s of t h e S-IVB, a s e a r c h f o r a l o n g e r c o a s t s o l u t i o n i s b e i n g made. It i s planned t o develop optimal rendezvous t r a j e c t o r i e s f o r t h e e n t i r e launch window. The r e s u l t s of t h i s s t u d y w i l l be compared, i n terms of payload and launch window d u r a t i o n , w i t h t h e p r e s e n t l y d e f i n e d AAP mission p r o f i l e s . , A patched c o n i c s o l u t i o n of ~ a m b e r t ' s problem has been numerically o b t a i n e d w i t h a technique i n v o l v i n g t h e use of p a r t i a l d e r i v a t i v e t r a n s i t i o n m a t r i c e s . The motion of t h e probe i s approximated by two c l a s s i c a l two-body segments which a r e pieced t o g e t h e r . This r e s u l t s i n a patched c o n i c s o l u t i o n f o r t h e l u n a r problem. Such a s o l u t i o n makes p o s s i b l e a new approach t o t h e l u n a r t a r g e t i n g problem A paper concerning optimal c o - a l t i t u d e rendezvous has been prepared and i s b e i n g submitted f o r c o n s i d e r a t i o n a s a t e c h n i c a l n o t e i n t h e ALClA j o u r n a l . The c a p a b i l i t y t o t r a n s f e r o r rendezvous between a r b i t r a r i l y o r i e n t e d e l l i p t i c o r b i t s has been added t o t h e CDC-3200 COV program. The r e f e r e n c e c o o r d i n a t e s y s tem i s t h e same a s used by North American A v i a t i o n . One t e s t case has been solved and a number of o t h e r s w i l l be attempted t o compare w i t h some of NAA' s r e s u l t s using quas i-1i n e a r i z a t ion. ' �B. As trodynamics Branch 1. Broken-Plane T r a j e c t o r i e s (Lockheed) The f i r s t d r a f t of t h e u s e r ' s manual f o r t h e Lockheed Broken-Plane Computer Program has been completed and i s now being e d i t e d f o r p u b l i c a t i o n . Work was begun on t h e development of a comp l e t e l y g e n e r a l broken- lane program that w i l l e l i m i n a t e t h e r e s t r i c t i o n s on t h e e x i s t i n g program w i t h r e g a r d t o h e l i o c e n t r i c t r a n s f e r a n g l e . 2. Miss i o n Design C h a r t s A paper i s being prepared i l l u s t r a t i n g a n e f f e c t i v e means of communicating a s t r o d y n a m i c a l l y based miss i o n a n a l y s i s m a t e r i a l between t h e a s trodynamicis t and t h e s y s tems e n g i n e e r . The r e p o r t w i l l emphasize b o t h t h e type of m a t e r i a l t o b e p r e s e n t e d and t h e method of i t s p r e s e n t a t ion. 3. I n t e r p l a n e t a r y N-Body Programs a. Program Development (Lockheed) Work was begun on t h e checkout of t h e N-Body I n t e r p l a n e t a r y T r a j e c t o r y Program o b t a i n e d from ~ o c k h e e d / ~ u n n y v a l e .The program i s coded i n F o r t r a n I1 and FAP and t h e r e f o r e must be converted t o F o r t r a n I V f o r u s e on t h e IBM 7094 corYlputer system. The program, which i s extremely v e r s a t i l e , has e l e v e n d i f f e r e n t o p t i o n s . b . I s o l a t i o n Routines (Nor t h r o p ) The f i n a l d r a f t of a summary r e p o r t on t h e i s o l a t i o n s t u d i e s was completed. Work continued w i t h checkout of t h e computer program which t e s t s i s o l a t i o n schemes. c. T a r g e t i n g S t u d i e s (Northrop) S t u d i e s were made t o determine a n e x p o n e n t i a l v a l u e t o c o r r e c t l y v a r y t h e displacement of a probe. A method that worked w e l l t o c o r r e c t t h e e r r o r was t o change t h e a c c e l e r a t i o n a t a d e c r e a s i n g r a t e . The r e s u l t a n t displacement showed a n improvement over two-body t h e o r y , a s w e l l a s i n t h e c o n s t a n t s t e p method, i n a l l t r a j e c t o r i e s considered f o r p e r i o d s of l e s s than one hundred days of f l i g h t . The "Average A c c e l e r a t i o n Vector" method was a l s o i n v e s t i g a t e d . This method a l t e r s t h e two-body t r a j e c t o r y by t h e average a c c e l e r a t i o n v e c t o r s of each p l a n e t . Each v e c t o r was used t o c a l c u l a t e t h e displacement of t h e probe due t o t h e p a r t i c u l a r p l a n e t , and t h e s e �displacements were added t o t h e Kepler s o l u t i o n t o o b t a i n more accuracy. Tlle method i s very a c c u r a t e f o r reasonable periods of c o a s t . 4. O r b i t a l Transfer (Lockheed) Work was continued t o extend t h e c a p a b i l i t i e s of Lockheed's Medium Accuracy O r b i t a l Transfer Program (MOAT) t o compute t h e h e l i o c e n t r i c p o s i t i o n and v e l o c i t y h i s t o r y of a n i n t e r p l a n e t a r y s p a c e c r a f t a t equal time increments along t h e h e l i o c e n t r i c t r a j e c t o r y . The program i s a l s o being modified t o c a l c u l a t e the communications angles and d i s tances a t equal time increments along t h e t r a j e c t o r y . Automatic p l o t r o u t i n e s a r e being added t o t h e program t o g r a p h i c a l l y d i s p l a y t h e d a t a a s a f u n c t i o n of time along t h e t r a j e c t o r y . Swingby Miss i o n Analysis (Lockheed) 5. F i n a l e d i t i n g of t h e "Mars Capture Miss ions v i a Venus Swingby" r e p o r t has been completed, and copies of the f i n a l r e p o r t w i l l be d e l i v e r e d t o R-AERO-GA w i t h i n t h e next week. 6. O r b i t s i n Non-Central F i e l d s Work continues i n a n e f f o r t t o f i n d a simple c h a r a c t e r i z a t i o n of those transforms which g i v e no cross products i n momenta when t h e Hamiltonian of a given mechamical system i s r e w r i t t e n i n t h e new coordinates . 7. Abort and A l t e r n a t e Missions (Boeing) Phase I and Phase I1 of t h e study of f i r s t - s t a g e engineo u t problems, which began September 3 , have been completed. An i n t e r i m r e p o r t covering t h e s e two phases was received November 11, 1968. The purpose of Phase I was t o show t h e e f f e c t s of v e h i c l e and t r a j e c t o r y changes on c r i t i c a l t r a j e c t o r y parameters f o r t h e AS-502 v e h i c l e . The r e s u l t s were t h a t t h e c e n t e r engine c u t o f f (CECO) on a f i x e d time r a t h e r than on p r o p e l l a n t d e p l e t i o n i s d e t r i m e n t a l t o engine o u t s t a g i n g cond i t i o n s , and t h e AS-502 v e h i c l e w i t h t h e updated c o n f i g u r a t i o n of modif i e d t i l t a r r e s t , outboard engine c a n t , and CECO a t 125 seconds would s t i l l have a n engine-out s t a g i n g problem. Phase I1 c o n s i s t e d of a d e t a i l e d e v a l u a t i o n of AS-504 s i n g l e engine-out c a p a b i l i t y . The b a s e l i n e v e h i c l e and t r a j e c t o r y included t h e r e v i s e d t i l t a r r e s t , c a n t , and e a r l y CECO a t 135 seconds. The r e s u l t s show t h a t i n i t s p r e s e n t c o n f i g u r a t i o n the AS-504 v e h i c l e has an engine-out s t a g i n g problem using t h e AS-503 c h i - f r e e z e schedule. This problem w i l l be examined more c l o s e l y and p o s s i b l y a r e v i s e d chif r e e z e schedule recommended through a p p r o p r i a t e channels. �Phase I11 i s now almost complete and a s a r e s u l t w i l l recomm mend (1) a s p e c i f i c f i x f o r t h e AS-504 v e h i c l e , and ( 2 ) a g e n e r a l engineo u t guidance method a p p l i c a b l e t o a l l v e h i c l e s . A f i n a l r e p o r t on t h i s should be o u t around December 1, 1968. 8. O c c u l t a t i o n S t u d i e s (Lockheed) A r e p o r t p r e s e n t i n g t h e r e s u l t s of a p a r a m e t r i c a n a l y s i s of t h e e f f e c t s of v a r i o u s s a t e l l i t e o r b i t parameters on t h e o c c u l t a t i o n c h a r a c t e r i s t i c s of Mars o r b i t e r was d e l i v e r e d t o R-AERO-GA, "Mars O r b i t e r O c c u l t a t i o n A n a l y s i s w i t h P a r a m e t r i c Data f o r t h e 1973 through 1979 Type I Mars Capture M i s s i o n s , " by T. C. Davis, LMSC/HREC A791860, October 1968, C. O p t i m i z a t i o n Theory Branch 1. Parameter O p t i m i z a t i o n Study f o r ATM Schedule Order E-64 - Lockheed - The s o u r c e of t h e problem w i t h s t a b i l i t y of t h e l i n e a r i z e d analog s i m u l a t i o n used i n t h e hybrid o p t i m i z a t i o n technique has been i s o l a t e d ; i t i s due s o l e l y t o n o i s e and s c a l i n g problems a t a c r i t i c a l p o i n t i n analog s i m u l a t i o n s . S e v e r a l d i f f e r e n t analog r e p r e s e n t a t i o n s show cons i s t e n t r e s u l t s , w h i l e d i g i t a l s i m u l a t i o n s do n o t show any s t a b i l i t y problems. This problem has been d i s c u s s e d w i t h A s t r i o n i c s . A l o g i c change t h a t A s t r i o n i c s has introduced i n t o t h e CMG command s i g n a l t o smooth t h e s i g n a l appears l i k e l y t o c o r r e c t t h e s i m u l a t i o n problem a l s o . This i s c u r r e n t l y being checked o u t . The d i g i t a l l o g i c has been checked o u t , and o p e r a t i o n a l hybrid runs a r e expected when t h e analog problem i s corrected. 2. Launch Vehicle F l i g h t Control a. S a t u r n V/Apollo Load R e l i e f S t u d i e s Schedule Order E-60 - Northrop The b a s i c r i g i d a n a l y s i s has been completed. The load r e l i e f c o n t r o l l e r developed through r i g i d body s t u d i e s i s being analyzed on a high-speed analog s i m u l a t i o n which i n c l u d e s f l e x i b l e body e f f e c t s . A s e t of 500 measured winds w i l l provide t h e d i s t u r b a n c e t o t h e system. Supplemental i n v e s t i g a t i o n s continue on t h e u t i l i t y of parameter s e n s i t i v i t y technique t o d e s i g n a load r e l i e f cqnTomovicl s t r o l l e r f o r the Saturn ~ I A p o l l o . �b. . S t a t i s t i c a l Wind Model - Hayes (NAS8-21444) Objective: C o n s t r u c t i o n of a wind model f o r u s e i n s t a t i s t i c a l a n a l y s i s of launch v e h i c l e performance. A meeting w a s h e l d w i t h t h e c o n t r a c t o r on November 22 t o d i s c u s s t h e s t a t u s and f u t u r e d i r e c t i o n of t h e s t u d y . Data r e d u c t i o n has r e q u i r e d more e f f o r t and expense t h a n was expected, and t h e c o n t r a c t o r has s t a t e d t h a t t h e scope of work cannot be completed w i t h i n t h e fund a l l o c a t i o n u n l e s s some r e l i e f on t h e computation e f f o r t i s provided. No a d d i t i o n a l funds a r e c u r r e n t l y a v a i l a b l e . Attempts a r e being made t o reduce a l a r g e segment of t h e d a t a on MSFC computers. I f s a t i s f a c t o r y arrangements cannot be made, i t w i l l be n e c e s s a r y t o reduce t h e scope of work. It does appear p o s s i b l e t o reduce t h e scope of work i n such a manner a s t o r e t a i n s i g n i f i c a n c e of t h e reduced f i n a l ( p a r t i a l ) r e s u l t s ; t h e a d d i t i o n a l work n e c e s s a r y t o complete t h e o r i g i n a l scope of work could be completed inhouse u s i n g t h e programs and techniques developed by t h e c o n t r a c t o r . 3. Trajectory Optimization - Northrop (Schedule Order E-59) F i n a l copies of t h e r e p o r t on n e c e s s a r y c o n d i t i o n s f o r optimal c o n t r o l w i t h i n e q u a l i t y c o n s t r a i n t s on t h e time r a t e of change of t h e c o n t r o l v a r i a b l e s have been r e c e i v e d and d i s t r i b u t e d . The d r a f t copy of t h e r e p o r t on Runge-Kutta formulas f o r reducing t h e amount of computation needed i n t h e s o l u t i o n of optimal t r a j e c t o r i e s has been s t u d i e d and approved; f i n a l copies w i l l soon b e d e l i v e r e d . The cont r a c t o r i s i n v e s t i g a t i n g methods f o r o b t a i n i n g expans i o n s of Lagrange m u l t i p l i e r s i n terms of a n impulsive s o l u t i o n and methods f o r "updating" d e r i v a t i v e s of Lagrange m u l t i p l i e r s a t a g i v e n time w i t h r e s p e c t t o t h e s t a t e v a r i a b l e s a t t h e same time. 4. Minimax Control - General ~ y n a m i c s / ~ o n v a i(NAS8-21454) r Objective: (1) t o extend t h e C-minimax t h e o r y t o determine C-minimax performance i n t h e presence of incompletely s p e c i f i e d d i s t u r b a n c e s ; (2) t o determine i f a n a n a l y t i c s o l u t i o n e x i s t s f o r C-minimax performance f o r l i n e a r dynamical s y s tems w i t h bounded c o n t r o l ; and (3) t o i n v e s t i g a t e t h e computational problems d i s c o v e r e d t o e x i s t w i t h t h e c u r r e n t computational a l g o r i t h m . �The c o n t r a c t o r has continued t o s e a r c h f o r computationally a t t r a c t i v e methods of computing C-minimax c o n t r o l s f o r h i g h o r d e r systems. Methods a d d i t i o n a l t o t h o s e c i t e d p r e v i o u s l y have been o b t a i n e d , b u t each seems t o have i t s own computational d i s a d v a n t a g e . I n e s s e n c e , a p l e t h o r a of methods have been o b t a i n e d which y i e l d s t h e optimal c o n t r o l f o r g i v e n i n i t i a l c o n d i t i o n s , a l b e i t a t some computational expense. None of t h e methods y i e l d i n s i g h t i n t o t h e g e n e r a l p r o p e r t i e s of t h e s o l u t i o n , however, a s t h e c u r r e n t computational a l g o r i t h m does f o r second o r d e r systems. S t u d i e s of l i n e a r systems w i l l c o n t i n u e , and some cons i d e r a t i o n w i l l be g i v e n t o approximating problems y i e l d i n g general solutions. 5. Lunar Roving Vehicle I n v e s t i g a t i o n s have been i n i t i a t e d t o determine i f t h e r e e x i s t any s e r i o u s m o b i l i t y or n a v i g a t i o n problems f o r t h e c u r r e n t l y planned l u n a r r o v i n g v e h i c l e , which i s t o b e c o n t r o l l e d from e a r t h i n t h e unmanned mode of o p e r a t i o n . E f f o r t s t o d a t e have c o n s i s t e d of o b t a i n i n g and s tudying background m a t e r i a l on t h e l u n a r s u r f a c e environment and on t h e c o n t r o l and n a v i g a t i o n s t u d i e s made f o r p r e v i o u s l y proposed l u n a r r a v i n g v e h i c l e s . Progress has been impeded by t h e long time n e c e s s a r y t o o b t a i n some of t h e r e l e v a n t documents. �V I I . DYNAMICS AND FLIGHT MECHANICS DIVISION A. Multi-Projects Dynamics and Control 1. Vehicle Response t o D e t a i l e d Winds (Ref. ~ e c / ~ a n1968 . P* 49) The S a t u r n V v e h i c l e has been s i m u l a t e d b o t h a s a r i g i d and a s a n e l a s t i c v e h i c l e f o r f l i g h t through 975 d e t a i l e d Jimsphere winds, b o t h s c a l a r and d i r e c t i o n a l . R e s u l t s i n d i c a t e d t h a t f l y i n g a r i g i d v e h i c l e through t h e f i l e t e r e d winds (Rawinsonde e q u i v a l e n t ) and adding t h e r e s p o n s e obtained from a g e n e r a l i z e d harmonic a n a l y s i s approach, u s i n g a spectrum f o r t h e t u r b u l e n c e , c l o s e l y d u p l i c a t e s t h e r e s u l t s o b t a i n e d using t h e d e t a i l e d p r o f i l e s . I f t h e s e t e n t a t i v e conc l u s i o n s h o l d , a b e t t e r a n a l y s i s approach could b e developed s i n c e t h e r i g i d v e h i c l e s i m u l a t i o n w i t h f i l t e r e d winds can b e e f f i c i e n t l y s o l v e d on computers. R-AERO-DD 2. Six-Dimens i o n a l E l a s t i c Body Hybrid S i m u l a t i o n (New) A s ix-dimensional e l a s t i c body s i m u l a t i o n has been g i v e n t o t h e Computation Laboratory f o r p r o g r a m i n g on t h e hybrid computer. The approach i s t o a p p l y t h e same technique as used on t h e h i g h speed a n a l o g , u s i n g many winds, t o a 6-D s i m u l a t i o n . The h i g h speed simulaComputation Laboratory people b e l i e v e t h e y can run a t o t a l t i o n i s 2-D. t r a j e c t o r y w i t h a r e a l wind i n 1/100 of r e a l time. S i n c e a l l s t a t i s t i c s can be handled i n t h e d i g i t a l p o s i t i o n of t h e computer, o n l y one pass w i l l be needed through t h e wind ensemble t o o b t a i n a l l v e h i c l e responses i n a s t a t i s t i c a l manner. R-AERO-DD 3. Prelaunch Wind Monitoring (Ref. F e b . / ~ a r c h 1968, p. 3 7 ) The a t t e m p t t o develop an approach t o p r e d i c t , T hours b e f o r e launch, t h e v e h i c l e response t o expected winds a t launch is prog r e s s i n g . The wind s t a t i s t i c s have been obtained from R-AERO-Y, and b a s i c computer programs w i t h which t o u s e t h e wind s t a t i s t i c s have been w r i t t e n . The s t a t i c a e r o e l a s t i c p o r t i o n has been checked o u t , a l o n g w i t h t h e b a s i c v e h i c l e dynamics and c o n t r o l , i n c l u d i n g t r a j e c t o r y . The e v a l u a t i o n of t h e s e n s i t i v i t y of t h e v e h i c l e response t o t h e changing wind c h a r a c t e r i s t i c s has begun. D D D / M ~t i~ n �I). SaturnV 1. Dynamics and Control ~ o n g i t u d i n a l l ~ a t e r aCoupling l (Ref. Aug./Sept. 1968, p. 35): The l a t e r a l / l o n g i t u d i n a l coupling i n v e s t i g a t i o n of t h e 503 v e h i c l e has been completed w i t h no evfdence of a problem. AS-504 i s being analyzed by Boeing under a new t a s k f o r b o t h s t a b i l i t y and response. A paper on t h e AS-502 r e s u l t s , t o be p r e s e n t e d a t t h e AIAA meeting i n J a n u a r y , w i l l b e completed w i t h i n 2 weeks. A f i n a l r e p o r t of a l l inhouse work should be completed i n December. R-AERO-DD 2. P r o j e c t Information A p p l i c a b l e t o Many Vehicles D i r e c t Ascent Lunar Launch Window Study (Ref. March 1966, p. 35): Performed a t a low l e v e l of e f f o r t , a n a n a l y s i s of t h e d i r e c t a s c e n t l u n a r launch window has been completed. This a n a l y s i s d e f i n e d t h e payload and azimuth v a r i a t i o n s a s s o c i a t e d w i t h a d i r e c t - a s c e n t launch p r o f i l e t o e n e r g i e s corresponding t o f l i g h t times of 62, 6 7 , and 7 2 hours. A c o n s t r a i n t imposed on t h e f l i g h t p r o f i l e w a s t h a t the minimum d i p a l t i tude d u r i n g S-IVB burn be g r e a t e r than o r e q u a l t o 80 km. Coast times between t h e S - I 1 and t h e S-IVB s t a g e s were i n v e s t i g a t e d a s a method of i n c r e a s i n g t h e launch window d u r a t i o n . For e a r l y launches t h i s i s a p p r o p r i a t e , b u t i s n o t a p p l i c a b l e t o l a t e launches. (R-AERO-DAP/NSL) 3. P r o j e c t Information A p p l i c a b l e t o I n d i v i d u a l Vehicles a. Dynamics Data f o r AS-503 Third F l i g h t S t a g e (Mission C") ~ p r i l / ~ a1968, y p. 38 and August/September 1968, p. 37 A v i b r a t i o n a n a l y s i s which r e f l e c t s t h e payload change has been made of t h e t h i r d f l i g h t s t a g e S a t u r n V/AS-503 (Mission C' w i t h LES a t t a c h e d ) . A document which c o n t a i n s t h e dynamic d a t a f o r AS-503 S-IVB f l i g h t s t a g e (Mission c ' ) has been prepared f o r b o t h t h e manned t r a n s l u n a r miss i o n and t h e e a r t h o r b i t CSM o p e r a t i o n s w i t h command r e s t a r t m i s s i o n . This document was d i s t r i b u t e d under cover memorandum R-AERODD-138-68. R-AERO-DDS/BO~~~~ b. On-Pad Dynamics C h a r a c t e r i s t i c s f o r AS-504 (New) An on-pad v i b r a t i o n a n a l y s i s has been made of AS-504 f o r s e v e r a l d i f f e r e n t f u e l i n g c o n d i t i o n s . A payload of 100,000 l b s was assumed f o r t h e a n a l y s i s . These d a t a a r e soon t o be d i s t r i b u t e d a s e n c l o s u r e s t o memorandum R-AERO-DD-141-68. R-AERO-DDS �C. S a t u r n Apollo A p p l i c a t i o n s Program 1. Cluster a. Mission P r o f i l e (1) AAP-1, 2, 3A, 3, and 4 F l i g h t P r o f i l e and Launch Window A n a l y s i s (Ref. Aug./Sept. 1968, p. 38 and 41) The documentation of t h e p r e l i m i n a r y f l i g h t p r o f i l e and launch window a n a l y s i s f o r t h e AAP C l u s t e r missions t o a n AAP-2 b r b i t a l a l t i t u d e of 220 NM has been completed. The AAP c l u s t e r m i s s i o n p r e l i m i n a r y £1 i g h t p r o f i l e and launch window a n a l y s i s i s being r e p e a t e d t o r e f l e c t r e c e n t a n d / o r a n t i c i p a t e d b a s e l i n e changes. Under t h e new p l a n , t h e OWS ( U P - 2 ) w i l l i n s e r t , a f t e r p a s s i v a t i o n , near p e r i g e e of a 185 x 210 NM o r b i t . The o r b i t a l i n c l i n a t i o n of t h e OWS w i l l be approximately 35 d e g r e e s , chosen s u c h that t h e AAP-2 launch w i l l be optimum (maximum payload) and a n AAP-1 optimum in-phase s o u t h e r l y launch o p p o r t u n i t y w i l l be a v a i l a b l e approxim a t e l y 2 112 s t a g e s t o o r b i t . On AAP-1, t h e CSM w i l l i n s e r t i n t o a n 8 1 x 120 NM o r b i t and c i r c u l a r i z e a t apogee. The c o e l l i p t i c rendezvous method w i l l t h e n be followed, w i t h t h e h e i g h t ad j u s t maneuver being performed s o a s t o r a i s e apogee t o 10 NM below t h e p e r i g e e of t h e workshop o r b i t . This p r o f i l e w i l l provide t h e maximum amount of phasing v a r i a t i o n . Af t e r rendezvous i s complete, t h e CSM w i l l c i r c u l a r i z e t h e OWS/CSM c l u s t e r i n t o a 210 x 210 NM o r b i t . Then AAP-3A and AAP-3 w i l l be launched s o u t h e r l y approximately 90 and 180 days a f t e r t h e AAP-1 launch, r e s p e c t i v e l y . AAP-4 i s t o be launched s e v e r a l days a f t e r AAP-3 and w i l l perform a n unmanned rendezvous w i t h t h e c l u s t e r . The s i m u l a t i o n of t h e AAP c l u s t e r m i s s i o n has proceeded t o t h e c i r c u l a r i z a t i o n of t h e OWS/CSM (AAP-2/AAP-1) c l u s t e r . The OWS o r b i t a l i n c l i n a t i o n s a t i s f y i n g t h e U P - 1 and 2 optimum launch r e q u i r e ments i s 35.747 d e g r e e s . The OWS w i l l be launched a t 17:OO @lT on day z e r o and AAP-1 w i l l be launched a t 21:24 GMT on day 2. R-AERO-DAO/DAP/ Nor t h r o p (2) Mechanization of t h e C l u s t e r Mission P r o f i l e and Launch Window Analysis (Ref. Aug./Sept. 1968, p. 40) The l o g i c flow f o r t h e d r i v e r o r e x e c u t i v e program n e c e s s a r y f o r t h i s mechanization has been developed. The O r b i t a l P r e d i c t i o n Program, used f o r c o a s t s and launch o p p o r t u n i t y c a l c u l a t i o n s , and t h e Quick-Look Program, used f o r p r e l iminary m i s s i o n s imulat i o n s , have been converted and l i n k e d on t h e UNIVAC 1108 computer. P r e s e n t l y , t h e CDC 3200 v e r s i o n s o f t h e s e programs a r e being used t o develop and check �o u t t h e m o d i f i c a t i o n s n e c e s s a r y f o r t h e s e programs t o perform t h e operat i o n s which have p r e v i o u s l y been done by hand. Also, they a r e being used t o develop some of t h e l o g i c which w i l l l a t e r be placed i n t h e d r i v e r . R-AERO-DAO/NO~~~~O~ (3) LM/ATM Unmanned Rendezvous (Ref. J u n e / ~ u l y1968, P. 41) The p r a c t i c a l i t y of using t h e workshop a t t i t u d e c o n t r o l system (WACS) a s a k i c k s t a g e t o do a p o r t i o n of t h e maneuvers i n t h e AAP-4 rendezvous p r o f i l e i s now under i n v e s t i g a t i o n . It i s assumed t h a t t h e S-IVB s t a g e i n s e r t s i n t o a n o r b i t w i t h a p e r i g e e somewhat below t h e f i n a l d e s i r e d o r b i t and apogee above i t . The ,WACS (modif i e d w i t h a f t f i r i n g t h r u s t e r s ) performs a c i r c u l a r i z a t i o n maneuver a f t e r p a s s i n g through apogee t h e second time. By v a r y i n g t h e r a d i u s of apogee (and p e r i o d ) a launch window can be o b t a i n e d , and i t i s p o s s i b l e t o comp e n s a t e f o r t h e down-range, i n s e r t i o n d i s p e r s i o n s . Trade-offs a r e being determined between i n s e r t i o n a l t i t u d e , payload, WACS p r o p e l l a n t r e q u i r e d , LM RCS p r o p e l l a n t r e q u i r e d , launch window widths and number of phasing o r b i t s . R-AERO-DAO ( 4 ) Design Reference Miss i o n Document (DRMD) AAP-112 (Ref. April/May 1968, p. 42) Volume V of t h e DRMD i s being r e v i s e d . Revision A i s f o r t h e purpose of i n c o r p o r a t i n g changes t o t h e m i s s i o n r e s u l t i n g from change 1 t o Program D i r e c t i v e 3C, F l i g h t Mission D i r e c t i v e f o r AAP-112, dated May 1 4 , 1968, and t h e F i n a l Report of t h e AAO C l u s t e r AD Hoc A t t i tude Control Working Group, dated May 24, 1968. Revision B i s issued a s Appendix A t o i n c o r p o r a t e p r e l i m i n a r y r e s o u r c e usage d a t a . Revision A has been i s s u e d under cover memorandum R-AERO-DAM-36-68 and Revis i o n B under cover memorandum R-AERO-DAM-40- 68. R-AERO-DAM/M~~t i n (5) AAP Experiments Data Bank (Ref. April/May 1968, P. 42) ( a ) Two more i s s u e s of t h e d a t a bank have been p u b l i s h e d . These i s s u e s (October 1968, and November 1968) i n c o r p o r a t e changes t o v a r i o u s experiments which have a d i r e c t e f f e c t on t h e payload f o r t h e AAP. (b) The AAP experiment d a t a bank i s being r e v i s e d t o i n c o r p o r a t e v a r i o u s s u g g e s t i o n s and comments t o make i t more meaningf u l . C o o r d i n a t i o n between -DAM, I-S/AA, and M a r t i d M a r i e t t a C o r p o r a t i o n i s b e i n g maintained t o i n s u r e that t h e r e v i s e d d a t a bank i s u s e f u l f o r a l l purposes. R-AERO- artin in �(6) Experiment C o m p a t i b i l i t y (New) R-AERO-DAM, i n c o n j u n c t i o n w i t h R-AERO-P, I-S/AA, and ~ a r t i n / M a r i tet a C o r p o r a t i o n , i s answering a n a c t i o n item s e n t from Luskin r e l a t i v e t o Experiment/Mission C o m p a t i b i l i t y A n a l y s i s . The scope of t h e endeavor is f o r a more comprehensive assessment t o i n c l u d e e v a l u a t i o n of s e v e r a l a l t e r n a t i v e experiment combinations. R-AERO-DAM (7) AAP Hardware U t i l i z a t i o n (New) E f f o r t s a r e being made t o complete a flow c h a r t showing hardware u t i l i z a t i o n i n t h e AAP f o r contingency and backup miss i o n planning. I n a d d i t i o n , a second phase ( t h a t of p r o b a b i l i t y d e t e r mination) is b e i n g worked, a l t h o u g h t h i s phase i s p r o g r e s s i n g s l o w l y because some of t h e i n f o r m a t i o n i s n o t a v a i l a b l e . (8) . AAP LM/ATM Unmanned Rendezvous (Ref. Aug /Sep t . 1968, p. 44) The t a s k of e s t a b l i s h i n g f e a s i b i l i t y of a n S-IVB/ LM-ATM rendezvous w i t h t h e o r b i t a l assembly u s i n g t h e S-IVB mainstage p r o p u l s i o n s y s tem i n a r e i g n i t i o n mode and t h e a u x i l i a r y p r o p u l s i o n s y s tem l o n g i t u d i n a l type t h r u s t e r c o n t i n u e s . The a r e a s under s tudy a r e (1) second S-IVB 5-2 t h r u s t i n g i n t o a n i n t e r m e d i a t e w a i t i n g o r b i t , (2) h e i g h t a d j u s t m e n t maneuver f o r proper phase r e l a t i o n s h i p w i t h t h e t a r g e t , (3) p l a n e change maneuver a t t h e l i n e of nodes between t h e S-IVB/LM-ATM and t h e workshop o r b i t , ( 4 ) t k r m i n a l rendezvous t r a n s f e r maneuvers, (5) midcours e c o r r e c t i o n maneuver, and (6) t h e f i n a l v e l o c i t y matching maneuver a t t h e s t a t i o n k e e p i n g pos i t i o n . The a n a l y s i s i n d i c a t e d that a l l maneuvers can be performed w i t h t h e low a c c e l e r a t i o n p r o f i l e provided c a r e i s t a k e n t o e s t a b l i s h compatible geometry s o t h a t d e l t a v e l o c i t y requirements a r e cons is t e n t w i t h t h e a v a i l a b l e t h r u s t l e v e l . R-AERO-DGG/ Nor t h r o p b. Guidance T r a j e c t o r y Shaping Payload Improvements (Ref. Aug./Sept. 1968, p. 42): The payload t r a d e - o f f s w i t h S-IB v e h i c l e l o a d s u s i n g t h e S-IBIS-IVB/LM-ATM c o n f i g u r a t i o n has been e s t a b l i s h e d f o r two d i f f e r e n t o r b i t s u s i n g S-IB t r a j e c t o r y shaping t e c h n i q u e s . Approximately 450 pounds of payload can b e gained w i t h a n i n c r e a s e i n v e h i c l e l o a d s of 3 p e r c e n t and 580 pounds f o r 5 p e r c e n t f o r a n o r b i t of 80 x 260 n a u t i c a l m i l e s . Approximately 450 pounds payload i n c r e a s e f o r 3 p e r c e n t l o a d s i n c r e a s e and 560 pounds payload i n c r e a s e f o r 5 p e r c e n t i n c r e a s e i n v e h i c l e loads can be achieved f o r a d i r e c t i n s e r t i o n i n t o a 220 n a u t i c a l m i l e c i r c u l a r R-AERO-DGG orbi t . �c. Dynamics and Control (1) ATM S t a b i l i t y and P o i n t i n g S t u d i e s (Ref. Aug./Sept. 1968, p. 43) Work being conducted f o r t h e ATM m i s s i o n , C l u s t e r I , i s divided i n t o f i v e b a s i c areas: (1) s t a b i l i t y of e l a s t i c body c l u s t e r and bending f i l t e r d e t e r m i n a t i o n , (2) p o i n t i n g a c c u r a c i e s of t h e ATM t o d i s t u r b a n c e s such a s man motion, (3) momentum management, (4) s t e e r i n g laws, and (5) program development. This work i s being done in-house, w i t h t h e m i s s i o n s u p p o r t c o n t r a c t o r s , and i n t e g r a t i o n c o n t r a c t o r and i s p r o g r e s s i n g a s follows: - A n a l y s i s has been made (a) S t a b i l i t y Analysis of t h e g e n e r a l s t a b i l i t y c h a r a c t e r i s t i c s of t h e c l u s t e r u s i n g CMG'S by 1i n e a r i z i n g t h e d e s c r i b i n g d i f f e r e n t i a l e q u a t i o n s . I f t h e s y s tem were i d e a l (no l a g s ) , no bending f i l t e r s would be needed s i n c e c o n t r o l s e n s o r s and t o r q u e s a r e l o c a t e d a t t h e same v e h i c l e s t a t i o n ; however, t h e i n h e r e n t l a g s i n t h e s y s tem r e q u i r e networks. These networks a r e f a i r l y s i m p l e , u s u a l l y a f o u r t h o r d e r . S t u d i e s thus f a r i n d i c a t e a n a c c e p t a b l e s t a b i l i t y margin u s i n g t h e s e networks, w i t h v e r y l i t t l e d e t e r i o r a t i o n of t h e pointing accuracy. R - A E R O - D D D I M ~ ~ ~ ~ ~ To b e t t e r a s s e s s coupling and n o n l i n e a r i t i e s e l i m i n a t e d through t h e l i n e a r i z a t i o n assumed i n t h e above s t u d i e s , t h e t o t a l 3-D system of e q u a t i o n s has been formulated, expanded a b o u t t h e s i n g u l a r p o i n t s (CMG gimbal a n g l e s ) , and t h e n l i n e a r i z e d a b o u t t h e s e p o i n t s f o r s t a b i l i t y . This e f f o r t i s i n f i n a l check-out on t h e computer; r e s u l t s a r e expected soon. ~ - A E R 0 - ~ ~ ~ / N o r t h r o p - (b) P o i n t i n g Accuracy The p o i n t i n g a c c u r a c y f o r t h e ATM has been approached i n two ways: o b t a i n i n g t h e response of the t e l e s c o p e and v e r n i e r c o n t r o l system by d r i v i n g t h e t e l e s c o p e base a t t h e maximum expected bending mode amplitude f o r each bending mode frequency; and o b t a i n i n g t h e response of t h e t o t a l e l a s t i c system t o v a r i o u s man motions and d i s t u r b a n c e i n p u t s . R e s u l t s of t h e s e a n a l y s e s i n d i c a t e t h a t t h e p o i n t i n g a c c u r a c y of t h e s y s tem can be met f o r a l l c a s e s s t u d i e d which included i n i t i a l a t t i t u d e e r r o r s of 0.02" on each a x i s . Some 25 d i f f e r e n t gimbal a n g l e o r i e n t a t i o n s were i n v e s t i g a t e d on t h e hybrid computer. R - ~ ~ ~ ~ - D ~ / ~ a r t i n / N o r t h r o p - ( c ) Momentum Management S t u d i e s have been made comparing v a r i o u s s t e e r ing laws and d i s t r i b u t i o n laws t o determine cont r o l l a b i l i t y of t h e c l u s t e r . This was done by observing t h e system r e s p o n s e t o a sequence of 50 n-m torque commands, u s i n g CMG1s and Che 4-vector c o n t r o l w i t h no gimbal c o n t r o l , ~ e n n e l ' s r o t a t i o n and d i s t r i b u t i o n , l i n e a r gimbal a n g l e feedback, and q u a d r a t i c feedback. The H-vector �was changed t o H-vector c o n t r o l and t h e s t u d y r e p e a t e d f o r lLnear gimbal feedback. I n i t i a l i n d i c a t i o n s show t h e l i n e a r o r q u a d r a t i c feedback s u p e r i o r t o t h e i s o g o n a l d i s t r i b u t i o n l a w i n t h e c a p a b i l i t y of each s y s tem f o r p r e v e n t i n g a n t i p a r a l 1 , e li s m . R-AERO-DD/Nor t h r o p - The work done u s i n g a CMG con(d) S t e e r i n g Laws t r o l l a w based on t h e concept t h a t t h e momentum v e c t o r s always form a maximum volume i s being documented. Although t h e law i s c o n c e p t u a l l y v e r y s i m p l e , t h e a c t u a l p h y s i c a l implementation of t h e law a p p e a r s t o b e more complex t h a n t h e c o n t r o l laws c u r r e n t l y i n o p e r a t i o n . R-AERO-DDD - Development of a s e t of ( e ) Program Development d i g i t a l computer modules f o r t h e v a r i o u s phases of C l u s t e r I m i s s i o n i s c o n t i n u i n g . Modules have been programmed f o r a l l c o n t r o l systems (LNG, v e r n i e r , r e a c t i o n j e t ) , r i g i d body dynamics, o r b i t dynamics, and g r a v i t y g r a d i e n t . Four of t h e modules, r i g i d body dynamics, o r b i t dynamics CMG'S, and g r a v i t y g r a d i e n t have been r u n t o g e t h e r on t h e 1108 computer and good r e s u l t s o b t a i n e d . The major d i f f i c u l t y thus f a r i s computer r u n time. Unless a major breakthrough is obtained i n speed on d i g i t a l comp u t e r s , most o r b i t a l dynamic s t u d i e s w i l l have t o be made on h y b r i d o r a n a l o g computer. ~ ~ / ~ o r t h r o p . (2) P a s s i v e A t t i t u d e C o n t r o l (Ref. Aug./Sept. P. 4 5 ) 1968, The f l e x i b i l i t y of t h e g e n e r a l purpose a t t i t u d e c o n t r o l program (ACP) f o r l a r g e e a r t h o r b i t i n g s p a c e c r a f t has been subs t a n t i a l l y enhanced by adding a s e l f - c o n t a i n e d s u b r o u t i n e f o r d e n s i t y computation based on ~ a c c h i a ' s d e n s i t y model. The program has been s u c c e s s f u l l y checked o u t . A computer program e s p e c i a l l y e f f i c i e n t f o r s imul a t i n g p a s s i v e s a t e l l i t e motion over long time p e r i o d s s u c h a s 10 o r more o r b i t s has a l s o been s u c c e s s f u l l y checked o u t . The i n t e g r a t i o n r o u t i n e s a r e b e i n g r e f i n e d f o r f u r t h e r r e d u c t i o n s i n t h e computing time. The program i s b e i n g documented. E x c e l l e n t r e s u l t s have been o b t a i n e d i n f i r s t comp u t e r s i m u l a t i o n s where t h e s o l a r panels of a p a s s i v e s a t e l l i t e a r e used a s aerodynamic dampers. T o r s i o n a l s p r i n g s and dampers provide t h e necess a r y phasing between s p a c e c r a f t and panel o s c i l l a t i o n s f o r maximum dampi n g . An e f f o r t i s underway t o reduce t h e computing time of t h e d i g i t a l s imula t i o n program. R-AERO-DCA �d. P r o j e c t Information Applicable t o I n d i v i d u a l Vehicles AAP-2 Rigid Body Control Responses *(Ref. Aug./sept. 1968, p. 43) Rigid body c o n t r o l responses f o r t h e AAP-2 v e h i c l e have been completed f o r two time p o i n t s (max q a , max q ) and published i n R-AERO-DCC-11-68. Because of t h e l a r g e responses and near l o s s of cont r o l f o r t h e RSS c a s e when e x c i t e d by a 95 p e r c e n t i l e n o n d i r e c t i o n a l d e s i g n wind, time responses f o r t h e 90 p e r c e n t i l e n o n d i r e c t i o n a l s y n t h e t i c wind were a l s o included. Responses f o r t h e Mach 1 time p o i n t and j u s t b e f o r e inboard engine c u t o f f w i l l be published l a t e r . The l a r g e responses o b t a i n e d f o r t h i s v e h i c l e r e s u l t from a forward s h i f t i n t h e c e n t e r of p r e s s u r e and a n i n c r e a s e i n t h e normal f o r c e c o e f f i c i e n t i n t h e c r i t i c a l h i g h dynamic p r e s s u r e r e g i o n caused by t h e con£ i g u r a t i o n (AS-203 nose cone w i t h c y l i n d r i c a l e x t e n s i o n , and s o l a r panel c o n d u i t s ) . R-AERO-DC 2. OWS a. OWS Control Impulse S t u d i e s (Aug./Sept. 1968, p. 4 4 , 45) The p r e s e n t m i s s i o n t i m e l i n e f o r AAP-1-2, 3A, 3 - 4 r e q u i r e s t h e OWS c o n t r o l system t o handle t h e c l u s t e r c o n t r o l f o r s e v e r a l types of o r b i t s , v e h i c l e o r i e n t a t i o n , and maneuvers. S t u d i e s i n each of t h e s e a r e a s a r e being conducted a s w e l l a s s e n s i t i v i t y of impulse requirement These s t u d y a r e a s a r e "tugboat" t o v a r i o u s s y s tem parameter v a r i a t i o n s s t a b i l i t y c h a r a c t e r i s t i c s , s e n s i t i v i t y t o mass parameters, s e n s i t i v i t y t o c o n t r o l systems deadbands, and e f f e c t of o r b i t i n c l i n a t i o n . A t t h e p r e s e n t time, t h e OWS impulse c a p a b i l i t y meets t h e r e q u i r e m e n t s . R-AERO-DDD . - - "Tugboat" c o n f i g u r a t i o n Computer runs have (1) OWS i n d i c a t e d t h a t t h e second bending- mode of t h e " tugboat" configuration i s unstable. S i n c e t h i s was unexpected, a c l o s e r checkout of t h e e q u a t i o n s and program was i n i t i a t e d . I t has been decided t h a t a TR-48 analog s i m u l a t i o n might be more f l e x i b l e than a l i n e a r i z e d s t a b i l i t y a n a l y s i s f o r parameter s t u d i e s . This analog s i m u l a t i o n i s now being implemented. R-AERO-DDD - ( 2 ) OWS Mass Parameter S e n s i t i v i t y - R-P&VE has r e q u e s t e d t h a t a l i s t i n g be made of mass parameters which a f f e c t WACS p r o p e l l a n t b u d g e t s . Computer runs a r e now being made t o show t h e e f f e c t of i n e r t i a l and c . g . v a r i a t i o n s upon t h e WACS impulse per o r b i t . These r e s u l t s w i l l be published by memo w i t h i n t h e n e x t r e p o r t i n g p e r i o d . This i n f o r m a t i o n i s needed by P&VE t o h e l p them p l a n a b e t t e r c o n t r o l of important mass c h a r a c t e r i s t i c s . R-AERO-DDD �(3) OWS Control Impulse S e n s i t i v i t y t o Control System An OWS c o n t r o l a t t i t u d e parameter s t u d y has been made (R-AERODeadband DDD-137-68 ) The o p e r a t i o n a l mode of the OWS i s X-POP (x-axis perpendicu l a r t o o r b i t a l p l a n e ) . From g r a p h s , we can determine t h e impulse per o r b i t f o r v a r i o u s combinations of deadband, average d e n s i t i e s , and deviat i o n s from X-POP. R-AERO-DDD - ( 4 ) E f f e c t of 35" O r b i t I n c l i n a t i o n on Impulse RequireA c l u s t e r contingency s t u d y f o r t h e OWS u s i n g a 35-degree ments (New) i n c l i n a t i o n w i l l be completed b e f o r e t h e end of t h e month. I n t h e e v e n t of a m i s s i o n a b o r t , t h e OWS w i l l decay i n o r b i t , and a t t h e s t a r t of a n o t h e r m i s s i o n t h e CSM w i l l b o o s t t h e OWS i n t o a h i g h e r o r b i t . Circul a r and e l l i p t i c a l o r b i t s a r e considered. The impulse per o r b i t f o r the c i r c u l a r o r b i t s can be obtained from graphs i n R-AERO-DDD-137-68. R-AERO-DDD - b. A c t i v e Control (Ref. Aug./Sept. 1968, p. 44) X-POP-type missions a r e being simulated f o r t h e OWS/ATM c l u s t e r , where t h e e f f e c t s of time l a g s on f u e l consumption of t h e React i o n C o n t r o l Sys tem a r e under s t u d y . The o r b i t considered i s a 230 n.mi. c i r c u l a r o r b i t . The s t u d y of t h e e f f e c t s of i n t e g r a t i o n s t e p s i z e on t h e a c c u r a c y of t h e computed f u e l e x p e n d i t u r e s r e q u i r e s some a d d i t i o n a l work. A program t o s i m u l a t e g r a v i t y - g r a d i e n t momentum dumping and a program f o r a c c u r a t e e v a l u a t i o n and comparison of v a r i o u s CMG momentum d i s t r i b u t i o n techniques a r e being checked o u t . R-AERO-DC 3. ATM - Mission Profile Vis i b i l i t y of t h e Earth-Moon L i b r a t i o n P o i n t s from ATM (Ref. A u g . / ~ e p t . 1968, p. 46 and .June/.July 1968, p. 46) A l l p r e s e n t l y planned development work on t h i s problem has been completed and i s being documented. F u t u r e p r o d u c t i o n runs w i l l probably occur a t i r r e g u l a r i n t e r v a l s a s more d e t a i l s on t h e ATM m i s s i o n become a v a i l a b l e . During t h e course of t h i s work, a n e r r o r was discovered i n a n e x i s t i n g program a t t h e Computation Laboratory. The program was one used t o c o n v e r t t h e ephemeris from a "mean e q u a t o r and equinox of 1950.0" c o o r d i n a t e system t o a "mean e q u a t o r and equinox of date" c o o r d i n a t e system. This program had a time e r r o r of 110.8 minutes which produced a n e r r o r i n t h e a n g u l a r p o s i t i o n of t h e sun of a b o u t one t e n t h of one d e g r e e , and a n e r r o r i n t h e a n g u l a r p o s i t i o n of t h e moon of about one degree. (An e r r o r i n t h e a n g u l a r p o s i t i o n of t h e moon of one degree i s e q u a l t o two l u n a r d i a m e t e r s . ) The s e a r c h f o r t h i s e r r o r consumed more than one week and, what i s more s e r i o u s , someone i n t h e p a s t may have used t h i s program w i t h t h e e r r o r unknowingly. �D. General 1. Response of F l e x i b l e Space Vehicles t o Docking fmpact The e f f o r t thus f a r has been d i r e c t e d a t completion of t h e phase wherein t h e chase and t a r g e t v e h i c l e s a r e assumed t o be r i g i d b o d i e s . The programming and f o r m u l a t i o n corresponding t o t h i s phase of t h e t a s k i s complete. The d i g i t a l program i s being e x e r c i s e d w i t h a s e t of nominal parameters t h a t c h a r a c t e r i z e a t y p i c a l AAP con£ i g u r a t i o n , i n c l u d ing t h e docking mechanism parameters . The c a l c u l a t i o n s f o r response based on r i g i d chase and t a r g e t v e h i c l e s w i l l , i n a l l p r o b a b i l i t y , i n f l u e n c e t h e modeling and f o r m u l a t i o n corresponding t o t h e e l a s t i c chase and t a r g e t v e h i c l e s phase of t h e s t u d y . It i s expected t h a t c e r t a i n s i m p l i f y i n g assumptions can be made based on t h e r e s u l t s of t h e i n i t i a l phase of t h e s t u d y . R - A E R O - D D I M ~ ~ ~ ~ ~ 2. S t r u c t u r a l Damping P r e d i c t i o n s (Aug. / S e p t . 1968, p. 47) The m a t e r i a l damping program w a s completed and p a r t i a l l y checked o u t d u r i n g October. This program n u m e r i c a l l y i n t e g r a t e s elemental m a t e r i a l damping over t h e volume of each s t r u c t u r a l element. I t then sums t h e energy d i s s i p a t e d and t h e s t r a i n energy f o r each element over the e n t i r e s t r u c t u r e . The s o l a r a r r a y s of t h e Apollo Telescope Mount a r e being used f o r checkout. R-AERO- lockheed heed 3. Study of Use of S c a l e Models t o Determine t h e S t r u c t u r a l Dynamics C h a r a c t e r is t i c s of Space Vehicles (New) The f o l l o w i n g p r o g r e s s has been made i n t h i s study: (a) V i b r a t i o n a n a l y s i s of t h e f u l l - s c a l e a n t e n n a c o n f i g u r a t i o n was completed, t o p r o v i d e bas i s f o r comparison w i t h v a r i o u s models. (b) A s i m p l i f i e d e q u i v a l e n t beam-type model c o n f i g u r a t i o n was a n a l y z e d . V i b r a t i o n a n a l y s i s was completed and the method of cons t r u c t i o n was found u n s a t i s f a c t o r y . A s t u d y of b e t t e r beam-type r e p r e s e n t a t i o n of t h e s t r u c t u r e i s underway. ( c ) A g e n e r a l approach f o r s t i f f n e s s s i m u l a t i o n f o r v a r i o u s methods of antenna model c o n s t r u c t i o n was o u t l i n e d . Design c a l c u l a t i o n s f o r t h e model s h e l l s of t h e S a t u r n V second s t a g e t a n k , s k i r t , and a d a p t e r have been made f o r two types of models. (d) evaluated. V i b r a t i o n modes f o r t h e AAP c l u s t e r were r e c e i v e d and �( e ) A s t u d y of a l t e r n a t e approaches t o the c o n s t r u c t i o n of each of t h e main s e c t i o n s of t h e c l u s t e r was continued. Study of l i q u i d mass s i m u l a t i o n was begun. R-AERO- artin in 4. System P r o b a b i l i t y Module (Ref. ~ u n e / J u l y 1968, p. 4 8 ) During t h i s performance p e r i o d , t h e methods devised f o r u s i n g t h e Markov Chain Theory f o r c a l c u l a t i n g p r o b a b i l i t i e s a r e i n t h e f i r s t s t a g e s of programming. The programming should be completed d u r i n g t h e n e x t one o r two r e p o r t i n g p e r i o d s . ~ - A ~ ~ o - ~ A ~ / L o c k h e e d VIII . A. FLIGHT TEST ANALYSIS DIVISION S p e c i a l P r o j e c t s O f f i c e and S t a f f 1. F l i g h t ~ v a l u a t i b nPanel (FEP) a. Meeting The s i x t e e n t h meeting of t h e F l i g h t E v a l u a t i o n Panel was h e l d a t MSC on October 8 , 1968. M r . Don D. Arabian, Chief of t h e T e s t D i v i s i o n i n t h e Apollo S p a c e c r a f t Program O f f i c e , i s t h e new MSC co- chairman. Major agenda d i s c u s s i o n s concerned i n t e r - c e n t e r anomaly i n v e s t i g a t i o n procedures, subpanels r e p o r t s , and manned f l i g h t i n t e r center i t e r f a c e plans. It was a l s o agreed t h a t t h e FEP w i l l g e n e r a t e a proposed r e w r i t e of Apollo Program D i r e c t i v e 19 f o r submission t o Headquarters. A f t e r t h e FEP meeting on October 8 , 1968 a t MSC, M r . Arabian s t a t e d t h a t t h e l a t e s t f i n d i n g s of t h e AS-502 133-seconds anomaly a b s o l v e t h e launch v e h i c l e f o r t h e s p a c e c r a f t f a i l u r e . These f i n d i n g s d e r i v e d from microdens i t o m e t e r (photogrammetric) a n a l y s e s of s e l e c t e d frames of t h e ALOTS f i l m n e a r 133-seconds combined w i t h t e s t s on honeycomb s t r u c t u r e l e a d them t o t h e c o n c l u s i o n t h a t honeycomb debonding p e r m i t t e d i n t e r f a c e s h e e t f a i l u r e followed by t h e o u t e r f a c e s h e e t f a i l u r e . M r . Arabian was t o b r i e f M r . Low on t h e s t a t u s t h a t a f t e r n o o n and w a s recommending t h a t t h e Apollo 6 anomaly r e p o r t be i s s u e d d e l e t i n g t h e a n a l y s i s on t h e S-IVB and I U . M r . E r n e s t Nathan a g r e e d , i f a c r e d i t remark f o r MSFC s u p p o r t i n t h e i n v e s t i g a t i o n i s included. MSFC w i l l b e a b l e t o review t h e anomaly d r a f t of t h e r e p o r t b e f o r e p u b l i c a t i o n . M r . Arabian was most complimentary t o MSFC f o r i t s support during the i n v e s t i g a t i o n . �b. Activities (1) An MSFC t e c h n i c a l c o n t i n g e n t a t t e n d e d the Apollo 7 (128-205) F l i g h t Crew Systems Debriefing ( C o n f i d e n t i a l ) a t MSC on October 31 and November 1, 1968. The group headed by M r . E r n e s t B. Nathan, MSFC Co-Chairman of t h e Apollo F l i g h t E v a l u a t i o n Panel (FEP) , cons i s ted o f : James S i s s o n (I-IB-E) - S a t u r n I B Program F l i g h t Dynamics and Mechanics Robert Jackson (R-AERO-P) As t r i o n i c s Sys tems Glen R i t t e r (R-ASTR-S) Robert Hunt (R-P&VE-S) Propuls i o n and S t r u c t u r e s D r . James Dozier (R-SSL-P) - A s t r o p h y s i c s . - - - Attendance was p r i m a r i l y f o r t h e launch v e h i c l e p o r t i o n of t h e d e b r i e f i n g , e x c e p t f o r M r . Nathan, who was t h e r e b o t h days, and M r . Dozier, who a l s o a t t e n d e d t h e Crew Observations p o r t i o n . The FEP a l s o arranged f o r i n t e r m i t t e n t a t t e n d a n c e of M r . J e f f e r y H a m i l t o n , t h e MSFC AAP l i a i s o n r e p r e s e n t a t i v e a t MSC. (2) Air-to-ground v o i c e t r a n s c r i p t s through T f 30 (cSM-S-IVBIIUISLA rendezvous) were condensed t o a launch v e h i c l e hours o r i e n t e d c o n t e n t and d i s t r i b u t e d t o MSFC management, s e l e c t e d FEP and FEWG members, AAP, and o t h e r i n t e r e s t e d t e c h n i c a l elements. (3) Two c l a s s i f i e d volumes of the F l i g h t Crew Technical D e b r i e f i n g t r a n s c r i p t s were d i s t r i b u t e d t o MSFC personnel on a need-toknow bas i s . (4) MSFC i n p u t s t o t h e Apollo 8 ( A S - ~ O ~ / C S M - ~FOl i~g)h t Crew D e b r i e f i n g Guide were compiled f o r t r a n s m i t t a l t o MSC. 2. Apollo A p p l i c a t i o n s - FEWG - Payload The group membership i s being r e c o n s t r u c t e d because of t h e cons i d e r a b l e changes that. have been made i n t h e MSFC r e s p o n s i b i l i t i e s d u r i n g t h e p a s t y e a r . New e v a l u a t i o n r e s p o n s i b i l i t i e s have been added, and concepts have been r e v i s e d , a s the many new a s p e c t s of manned payloads have been a n a l y z e d . The d a t a flow i n t e r f a c e has been under study and i s now b e i n g worked w i t h t h e newly formed i n t e r - c e n t e r panel. A p r e l i m i n a r y d r a f t of t h e updated programmatic p l a n f o r AAP Payload E v a l u a t i o n has been d i s t r i b u t e d t o t h e membership f o r review and comment. A g e n e r a l p r e s e n t a t i o n and review meeting of t h e group i s planned f o r e a r l y n e x t y e a r t o up-date t h e developments f o r t h o s e prev i o u s l y involved and t o o r i e n t t h e new elements, i n c l u d i n g t h e new module contractors. �Very meager a s s i s t a n c e has been a v a i l a b l e from t h e i n t e g r a t i o n c o n t r a c t o r , who i s t o supply s t a f f s u p p o r t t o t h e group. It i s expected t h a t t h i s s u p p o r t w i l l be s u f f i c i e n t t o be,meaningful e a r l y n e x t y e a r . The e a r l y d r a f t s of t h e m i s s i o n p l a n s a r e being delayed a s a r e s u l t . 3. Mission E v a l u a t i o n Panel The f i r s t meeting of t h e AAP Mission E v a l u a t i o n Panel was h e l d a t MSFC on November 7 t h . R e p r e s e n t a t i v e s fromMSFC, MSC, KSC, GSFC, and Headquarters a t t e n d e d . H i g h l i g h t s of t h e p r i m a r i l y o r g a n i z a t i o n a l meeting were membership review, s t a t e m e n t of MEP p o l i c i e s , proposed c h a r t e r review and AAP d a t a p l a n s t a t u s . One of t h e f i r s t a r e a s of a c t i v i t y of t h e panel w i l l be i n p o s t - f l i g h t d a t a flow handling. B. F l i g h t E v a l u a t i o n Branch 1. Saturn I B a. AS-205 P o s t f l i g h t T r a j e c t o r y The a c t u a l f l i g h t t r a j e c t o r y of t h e AS-205 v e h i c l e launched on October 11, was v e r y c l o s e t o nominal. The t o t a l spacef i x e d v e l o c i t y a t S-IVB c u t o f f was 0.4 m/s lower than nominal. A t S-IVB c u t o f f , t h e a l t i t u d e and s u r f a c e range were 0.2 km h i g h e r than nominal and 1.1 km g r e a t e r than nominal, r e s p e c t i v e l y . The powered-flight t r a j e c t o r y , based e n t i r e l y on C-band r a d a r t r a c k i n g d a t a , was determined by CCSD a t Michoud. The MSFCdeveloped GATE program w a s t h e method used, and f o r t h e f i r s t time, a f i n a l t r a j e c t o r y was e s t a b l i s h e d w i t h o u t using any h i g h p r e c i s i o n t r a c k ing d a t a . The o r b i t a l t r a j e c t o r y was obtained w i t h t h e OCP program u s i n g C-band r a d a r d a t a from s e v e r a l s t a t i o n s . An e s t i m a t e of t h e v e n t i n g f o r c e s was obtained from t h e telemetered guidance d a t a . The o r b i t a l and powered f l i g h t t r a j e c t o r i e s were c o n s i s t e n t , and were merged t o form a smooth continuous t r a j e c t o r y from guidance r e f e r e n c e r e l e a s e t o S-IVBISC separation. The n a v i g a t i o n update was accomplished w i t h a c c e p t a b l e a c c u r a c y , and t h e LOX s a f i n g experiment was a b o u t a s expected. One a r e a of i n t e r e s t i s t h e more-rapid-than-predicted decay of t h e S-IVB o r b i t . MSC i s i n t e r e s t e d because t h e s p a c e c r a f t had t o make a n unplanned 5 f t / s e c maneuver t o accomplish rendezvous. A t t h i s time, no c o n c r e t e evidence has been found p o i n t i n g t o a cause, b u t t h e i n v e s t i g a t i o n i s c o n t i n u i n g . MSC agreed t o a c c e p t our r e s u l t s on t h e o r b i t a l recons t r u c t i o n and w i l l use t h e MSFC g e n e r a t e d ephemeris up t o S-IVB/SC separation. �b. AS-205 P o s t f l i g h t Guidance Analysis The AS-205 guidance a n a l y s i s was e s s e n t i a l l y completed and g i v e n t o t h e F l i g h t E v a l u a t i o n Working Group (FEWG) as a p a r t of t h e i r r e p o r t . The a n a l y s i s i n d i c a t e s t h a t t h e hardware e r r o r s were v e r y s m a l l and t h a t t h e pos t f 1i g h t e s t a b 1 ished t r a j e c t o r y was good. The n a v i g a t i o n update of t h e s t a t e v e c t o r on AS-205 was s u c c e s s f u l i n t h e s e n s e t h a t t h e update was accepted by t h e system. 2. Saturn V a. AS-503 Abort and A 1 t e r n a t e Miss i o n Ana1ys.i~. The d e l i v e r y s c h e d u l e f o r t h e AS-503C' Abort and A 1 t e r n a t e Mission Document is as follows: Item - Due Date I I1 111 Final Status Received Received Received Expected on on on on time time time time Item I i s t h e m a l f u n c t i o n a n a l y s i s from l i f t o f f t o e a r t h parking o r b i t . Item I1 is t h e m a l f u n c t i o n a n a l y s i s from parking o r b i t t o TLI w i t h t h e s p a c e c r a f t (primary m i s s i o n ) . Item I11 i s t h e a n a l y s i s from parking o r b i t t o TLI w i t h o u t t h e s p a c e c r a f t ( a l t e r n a t e m i s s i o n ) . The f i n a l item w i l l be a summation of t h e t h r e e d e l i v e r i e s i n c o r p o r a t i n g c o r r e c tions - . I n a d d i t i o n t o t h i s AAM document, MSC has been f u r n i s h e d p r e l i m i n a r y i n f o r m a t i o n concerning l i m i t l i n e s f o r v e l o c i t y (V) and p a t h a n g l e (y) p l o t s i n d i c a t i n g c o n d i t i o n s from which e a r l y s t a g i n g t o t h e S-IVB can be accomplished. This r e s u l t s i n burning t h e S-IVB t o d e p l e t i o n t o a c h i e v e a 75 nm minimum o r b i t . An a n a l y s i s has a l s o been performed t o determine when i t i s n e c e s s a r y t o s t a g e t o t h e S-IVB (assuming a previous m a l f u n c t i o n ) t o avoid extended S - I 1 burn such t h a t t h e c h i f r e e z e would p r e v e n t t h e S-IVB from o b t a i n i n g proper end c o n d i t i o n s due t o h i g h a l t i t u d e s . b. been i n i t i a t e d . AS-504 Abort and A l t e r n a t e Mission Analys5s The AS-504 D Abort and A l t e r n a t e Miss i o n Analysis has A l l of t h e GFD requirements have been s a t i s f i e d , and �the p r c l iminary f l i g h t program p r e - s e t t i n g s have been d e r i v e d . Since t h e PLJ s y s t c r n w i l l bc "closcd loop" on t h e S - I 1 s t a g e , a f a i l u r c a n a l y s i s w i l l I>c pcrformcd . c. AS-503 Dynamic A n a l y s i s and Wind Limits The AS-503 D Mission Dynamics Analysis was published t o s e r v e a s a p r e l i m i n a r y AS-504 Dynamics A n a l y s i s . This document i s b e i n g updated f o r t h e C' m i s s i o n . S t a b i l i t y margins w i l l be contained i n a n appendix of t h e updated document i n t h e form of r o o t l o c i of t h e l e a s t s t a b l e v e h i c l e c h a r a c t e r i s t i c r o o t s . R-P&VE-S has i n d i c a t e d t h a t t h e f i n a l AS-503 A-B s t r u c t u r a l l i m i t s a r e n o t expected t o change s i g n i f ic a n t l y . T h e r e f o r e , the e x i s t i n g i n f l i g h t wind l i m i t s a r e not expected t o be updated. d. AS-504 Dynamics Analysis and Wind L i m i t s TBC p l a n s t o b e g i n work on t h e AS-504 Dynamics Analysis Document soon i n o r d e r t o meet t h e i r scheduled d e l i v e r y d a t e of January 20, 1969. However, t h e l i f t o f f and tower c l e a r a n c e s e c t i o n s t u d i e s w i l l be delayed u n t i l t h e s o f t r e l e a s e c o n f i g u r a t i o n , t h e S-IC engine alignment d a t a , and t h e ground winds a r e d e f i n e d . e. AS-503 Emergency D e t e c t i o n System Analysis Documentation of t h e EDS a n a l y s i s f o r t h e C' m i s s i o n i s now a v a i l a b l e . The t h r e e r e p o r t s which c o n s t i t u t e t h i s e f f o r t a r e t h e AS-503 D M i s s i o n Document and t h e two l e t t e r r e p o r t s updating t h e a n a l y s i s t o t h e C' m i s s i o n . As-503 Emergency D e t e c t i o n System and F l i g h t L i m i t s Report should be d i s t r i b u t e d soon. 3. General a. Unified S-Band Tracking Data U t i l i z a t i o n The c a p a b i l i t y t o c o n v e r t Unified S-Band from i t s r e c e i v e d format t o one compatible w i t h o t h e r program requirements has been completed. The AS-502 USB d a t a have been converted and w i l l be used t o check o u t o t h e r decks p r e p a r a t o r y t o t h e AS-503 e v a l u a t i o n . b. Two Body S e p a r a t i o n S i m u l a t i o n Program Nortronics-Northrop has prepared a r e p o r t TR-796-8-395, under Schedule Order 43 documenting a six-degrees-of-freedom s i m u l a t i o n of t h e s e p a r a t i o n of two v e h i c l e s . The program i s w r i t t e n i n D S L / ~ O ,and IBM 7090194 s y s tem language f o r t h e s i m u l a t i o n of continuous sys tem dynamics. The document d i s c u s s e s t h e e q u a t i o n s which a r e programmed, c o n t a i n s a u s e r ' s manual, and i n c l u d e s a program l i s t i n g and flow c h a r t �and a sample problem w i t h the r e s u l t s . This program was w r i t t e n t o s t u d y r e l a t i v e motion between s t a g e s f o r a malfunctioned v e h i c l e such a s a retro-rocket failure. C. Tracking and O r b i t a l A n a l y s i s Branch 1. Saturn I B - AS-205 Real-time s u p p o r t provided t o t h e Mission Operations O f f i c e d u r i n g t h e AS-205 f 1i g h t included making t r a n s f o r m a t i o n s of the MSC v e c t o r s and e s t i m a t i n g t h e S-IVB s t a g e o r b i t a l l i f e t i m e . Based on t h e Antigua v e c t o r a t 18:35 U.T. (end of t h e second r e v o l u t i o n ) , t h e o r b i t a l l i f e t i m e of t h e S-IVB s t a g e was e s t i m a t e d a t 8 . 9 days (nominal p r e d i c t i o n ) and 5.6 t o 12.9 days f o r t h e i20 p r e d i c t i o n s . This compares w i t h 9 , 6.8, and 12.3 days f o r t h e p r e f l i g h t nominal and i 20 p r e d i c t i o n s . The a c t u a l l i f e t i m e was 6 . 8 days. Since t h e p r e d i c t i o n s were n o t a s a c c u r a t e a s p a s t p r e d i c t i o n s , we a r e examining t h e p o s s i b i l i t y of some r e t r o v e l o c i t y being a t t a i n e d a f t e r t h e second r e v o l u t i o n due t o v e n t i n g . We have r e c e i v e d t r a c k i n g d a t a up t o t h e 2 1 s t r e v o l u t i o n and w i l l s o l v e f o r a n o r b i t a l v e c t o r a f t e r a l l v e n t i n g was completed, and t h e s t a g e was i n a random tumble. 2. Saturn V - AS-503 C' V i r t u a l l y a l l of t h e t r a c k i n g and communications coverage a n a l y s i s has been completed on t h e AS-503 C' m i s s i o n f o r b o t h t h e December and January launch o p p o r t u n i t i e s . R e s u l t s have been published i n t h e f o l l o w i n g memoranda: (1) AS-503 C' Mission Launch Vehicle Tracking and Communicat i o n s a n a l y s i s f o r TLI Phase f o r December 21, 1968, R-AERO-FT-40-68, October 1, 1968. (2) AS-503 C' Option 1 Mission Launch Vehicle Tracking and Communications A n a l y s i s f o r December Launch Opportunity, R-AERO-FT-42-68, October 1 5 , 1968. (3) AS-503 C' Option 1 Mission Launch Vehicle Tracking and Communications Analysis f o r December 20-27, 1968, and January 18-24, 1969, Launch Opportunity, R-AERO-FT-44-68, November 8 , 1968. (4) AS-503 C' Launch Vehicle A c q u i s i t i o n and Loss Data f o r Extended E a r t h O r b i t (No S-IVB TLI Burn), R-AERO-FT-45-68, November 12, 1968. �(5) Tracking and Communications Analysis on t h e AS-503 C ' Launch Vehicle O p e r a t i o n a l T r a j e c t o r y B a s i c Mission, R-AERO-FT-46-68, November 20, 1968. - AS-503 C' s h i p a n a l y s i s d a t a and t r a c k i n g and communications d a t a on t h e AS-503 a b o r t and a l t e r n a t e missions were p r e s e n t e d a t the G&P Subpanel meeting a t MSC. 3. AAP a . Look-angle i n f o r m a t i o n on t h e LN/ATM f o r f i v e o r b i t s a t 210 n.mi. a l t i t u d e f o r 28.9" i n c l i n a t i o n r e q u e s t e d by R-ASTR was delivered. b. P r e s e n t a t i o n s on t h e f e a s i b i l i t y of c o n t r o l l e d r e e n t r y of t h e S-IVB s t a g e on AAP-4 and t h e OWS were g i v e n t o t h e Mission Requirements Panel meetings on October 2 4 t h a t MSFC and on November 2 1 s t a t MSC. The p r e s e n t a t i o n on October 2 4 t h was a s t a t u s r e p o r t , and t h e November 2 1 s t p r e s e n t a t i o n was t h e f i n a l r e s u l t s of o u r s t u d i e s . c. A contingency mode of o p e r a t i o n f o r t h e C l u s t e r m i s s i o n was analyzed w i t h r e s p e c t t o o r b i t a l decay and l i f e t i m e . R e s u l t s of t h i s a n a l y s i s a r e documented i n O f f i c e Memorandum R-AERO-FT-47-68, November 20, 1968. d. R e s u l t s of a launch phase t r a c k i n g and communications a n a l y s i s f o r some t y p i c a l AAP S a t u r n I B low a l t i t u d e t r a j e c t o r i e s on v a r i o u s launch azimuths a r e p r e s e n t e d i n O f f i c e Memorandum R-AERO-FT41-68, October 3, 1968. 4. General Arrangements have been made t o comply w i t h a r e q u e s t by t h e C I A i n Washington (made through NASA Headquarters) f o r a copy of our E a r t h O r b i t a l L i f e t i m e Program. D. F l i g h t Mechanics Branch Saturn V a. ., AS-503 C' Mission A l l m i l e s t o n e s were a t t a i n e d f o r the January launch window as p r e v i o u s l y r e p o r t e d f o r t h e December window. S i n c e t h i s w i l l be t h e f i r s t manned f l i g h t of a S a t u r n V launch v e h i c l e and w i l l a l s o e n t a i l a v a r i a b l e launch azimuth w i t h l u n a r t a r g e t i n g , c o n s i d e r a b l e e f f o r t has been expended i n s i m u l a t i o n and v e r i f i c a t i o n procedures. �Guidance p r e s e t t i n g s , d i s p e r s i o n a n a l y s e s , and range s a f e t y d a t a , which have included numerous launch azimuths and engine-out simul a t i o n s , have been f u r n i s h e d a s r e q u i r e d . The f i n a l o p e r a t i o n a l t r a j e c t o r y document combining t h e December and January launch windows w i l l be d i s t r i b u t e d i n e a r l y December. b. AS-504 (D Miss i o n ) A s h i f t from Launch Pad B t o Launch Pad A on t h i s f l i g h t , subsequent t o t h e AS-503 launch, w i l l n o t r e q u i r e a rework of o p e r a t i o n a l t r a j e c t o r y , e t c . , a s long a s t h e i n i t i a l i z a t i o n parameters can be updated i n t h e LVDC. ( A s t r i o n i c s Laboratory i n d i c a t e s t h i s w i l l n o t b e d i f f i c u l t t o accomplish. ) The p r e l i m i n a r y b o o s t t o parking o r b i t o p e r a t i o n a l t r a j e c t o r y and guidance p r e s e t t i n g s have been r e c e i v e d from Boeing. A thorough a n a l y s i s and checking of t h e p r e s e t t i n g s w i l l be made t o avoid format d e f i n i t i o n problems, a s encountered p r e v i o u s l y f o r a v a r i a b l e launch azimuth. The complete o p e r a t i o n a l t r a j e c t o r y document w i l l be d e l i v e r e d i n e a r l y December. A new S - I 1 s t a g e p r o p u l s i o n p r e d i c t i o n w i l l soon be a v a i l a b l e . This new p r e d i c t i o n has a d i f f e r e n t l o a d i n g v a l u e and a n approximate 3-second d i f f e r e n c e i n PU s h i f t time t h a n t h a t p r e s e n t l y being simulated. c. Quick Response T a r g e t i n g Program (QRTP) Conversion of t h e QRTP from t h e Boeing computer system t o t h e UNIVAC 1108 computer system i s now e n t e r i n g t h e d e t a i l e d checkout phase. Data, compiled i n g e n e r a t i o n of t h e l a s t day of January 1969 t a r g e t i n g f o r t h e AS-503 C' m i s s i o n , has been s u p p l i e d f o r use a s a b a s e l i n e f o r comparison. Miles tones of deck c o m p i l a t i o n , e x e c u t i o n , and ephemeris t a p e i n t e r r o g a t i o n have been a t t a i n e d . Once t h i s program becomes o p e r a t i o n a l , i t may permit us (in-house) t o reduce t h e impact of s u p p o r t i n g t h e numerous launch days c u r r e n t l y r e q u i r e d f o r C' and F type miss i o n s . d. I n f l i g h t T r a j e c t o r y Support The c a p a b i l i t y t o a s s e s s the S a t u r n S-IVB 2nd burn performance margin i n r e a l time i s n e a r i n g completion. The computer program i s b a s i c a l l y t h e Marves-SPED 6D o p e r a t i o n a l t r a j e c t o r y program. Modificat i o n s t o permit i n p u t of I U and t r a c k i n g s t a t e v e c t o r s , a s w e l l a s t h e r e f o r m a t t e d t a r g e t i n g and r e i g n i t i o n e q u a t i o n s , have been implemented. The program, however, h a s , n o t y e t been converted from t h e IBM 7094 t o t h e UNIVAC 1108 computer system. While t h i s conversion i s n o t mandatory f o r t h e AS-503 C' m i s s i o n , removal of t h e 7094 computers j u s t a f t e r t h e m i s s i o n i s flown w i l l n e c e s s i t a t e t h e s e conversions i f any in-house o p e r a t i o n a l t r a j e c t o r y c a p a b i l i t y i s t o be maintained. �I n t e r n a l s i m u l a t i o n s of t h e r e a l - t i m e s u p p o r t a c t i v i t i e s were perEormed i n c o n j u n c t i o n w i t h HOSC/MCCHo p e r a t i o n s on 22 November and 3 December i n o r d e r t o confirm t i m e l i n e s . The f i r s t s u c c e s s f u l runs were made on t h e 3 December s i m u l a t i o n . This program i s now being completely checked o u t . It i s f e l t t h a t v i r t u a l d u p l i c a t i o n of previous o p e r a t i o n a l t r a j e c t o r y d a t a i s r e q u i r e d b e f o r e confidence i n a go/no-go d e c i s i o n can be e s t a b l i s h e d . Although t h i s r e q u i r e s c o n s i d e r a b l e e f f o r t , no s i g n i f i c a n t problems a r e a n t i c i p a t e d . This has been a coordinated e f f o r t between members of R-AERO-FF, R-AERO-FM, Computer Sciences Corporation, and Northrop Space Laboratories . e. Document Schedules A meeting was h e l d on October 29 w i t h R-P&VE-PPE t o e s t a b l i s h p r o p u l s i o n requirements f o r AS-505 and AS-506. It was agreed t h a t t h e p r e d i c t i o n s would b e f i n a l . The f o l l o w i n g s c h e d u l e was o u t l i n e d : AS-505 nominal p r e d i c t i o n on Nov. 25, 1968 mass d a t a 2-3 days l a t e r . - AS-505 d i s p e r s i o n p r e d i c t i o n on Dec. 2, 1968 mass d a t a 5 days l a t e r . AS-505 engine o u t p r e d i c t i o n on Dec. 9 , 1968 mass d a t a 5 days l a t e r . AS-506 nominal p r e d i c t i o n on Dec. 23, 1968 mass d a t a 2-3 days l a t e r . - - AS-506 d i s p e r s i o n p r e d i c t i o n on J a n . 23, 1969 mass d a t a 5 days l a t e r . - AS-506 engine o u t p r e d i c t i o n on Jan. 30, 1969 mass d a t a 5 days l a t e r . - It was agreed t o r e - s c h e d u l e t h e p r e l i m i n a r y p r o p u l s i o n d a t a f o r AS-507 f o r February 26, 1969 ( i . e . , nominal and d i s p e r s i o n ) and engine-out d a t a f o r March 1 2 , 1969. Based upon t h e above d a t a d e l i v e r y , t h e following document d e l i v e r y s c h e d u l e was d e r i v e d : �D e l i v e r y Date Document AS-505 AS-506 I n i t i a l Operational Trajectory 2-4-69 3-27-69 EPO and Guidance P r e s e t t i n g s 1-2-69 2-7-69 Dispersion Analysis 2-26-69 4-22-69 The F i n a l O p e r a t i o n a l T r a j e c t o r y documents have been d e l e t e d . BIBLIOGRAPHY 1. "Research Achievements Review, Vol. 111, Report No. 2," NASA TM X-53777, October 1968. 2. Smith, R. E. and D. K. Weidner, e d . , "Space Environment C r i t e r i a G u i d e l i n e s f o r Use i n Space Vehicle Development (1968 ~ e v i s i o n ) , " NASA TM X-53798, October 31, 1968. 3. S p e r l i n g , Hans J . , "On t h e Real S i n g u l a r i t i e s of t h e N-Body Problem IN-AERO-68-6, October 1 5 , 1968. " �APPROVAL rodynamics Laboratory E. D. G e i s s l e r D i r e c t o r , Aero-Astrodynamics Laboratory DISTRIBUTION .R-AERO-DIR Dr. G e i s s l e r M r . Jean Mr. B u t l e r R-DIR, M r . W e i d n e r MS-H, M i s s J e r r e l l (3) I-V-P, R-AERO-R Mr. B e a n ( 4 ) Mrs. Hightower R- AERO- T Mr. M u r p h r e e Mr. Cummings Dr. Heybey Mr. J a n d e b e u r Dr. K r a u s e Mr. N a t h a n Mr. Few M r . von P u t t k a m e r R-AERO-P R-AERO-D R-AERO-A R-AERO-G R-AERO-Y R-AERO-F R-AERO-X (8) (16) (16 ) (6) (8) (8) (4) PAO, M r . K u r t z Mr. P r i c e � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000046 Title A name given to the resource "Aero-Astrodynamics Laboratory Bimonthly Progress Report: October - November 1968." Creator An entity primarily responsible for making the resource George C. Marshall Space Flight Center Date A point or period of time associated with an event in the lifecycle of the resource 1968-12-01 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) NASA space programs Project management Type The nature or genre of the resource Progress reports Text Source A related resource from which the described resource is derived Saturn V Collection Box 29, Folder 27 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000027_000050 https://digitalprojects.uah.edu/files/original/20/994/spc_stnv_000047.pdf fb2797b8681dcb2476235d9b3b076a6c PDF Text Text AERO-AS TRODYNAMICS LABORATORY MONTHLY PROGRESS REPORT October 11. 1966 INDEX Page ......................... ENGINEERING STAFF ...................................... PROJECTS OFFICE ........................................ AERODYNAMICS DIVISION .................................. A. Mechanical Design O f f i c e ........................... B . F a c i l i t i e s Branch .................................. C . V e h i c l e D e s i g n Branch .............................. D . Thermal Environment Branch ......................... E . Unsteady Aerodynamics Branch ....................... AEROSPACE ENVIRONMENT DIVISION ......................... ASTRODYNAMICS AND GUIDANCE TmORY DIVISION ............. A . O f f i c e o f t h e C h i e f ................................ B. Astrodynamics Branch ............................... C . Guidance Theory Branch ............................. D . O p t i m i z a t i o n Theory Branch ......................... V I I . DYNAMICS AND FLIGHT MECHANICS DIVISION ................. A . M u l t i - P r o j e c t s ..................................... B . S a t u r n V ........................................... C . S a t u r n IB .......................................... D . U P ................................................ E . G e n e r a l ............................................ V I I I . FLIGHT TEST ANALYSIS DIVISION .......................... A . S p e c i a l P r o j e c t s O f f i c e ............................ B . F l i g h t E v a l u a t i o n Branch ........................... C . F l i g h t Mechanics Branch ............................ D . T r a c k i n g and O r b i t a l A n a l y s i s Branch ............... ADVANCED STUDIES OFFICE ................................ A. F l i g h t Nechanics and Performance Anal y s i s Group .... B . Systems A n a l y s i s Group ............................. C . As modynamics and M i s s i o n A n a l y s i s Group ........... TECHNICAL AND SCIENTIFIC STAFF �AERO-ASTRODYNAMICS LABORATORY MONTHLY PROGRESS REPORT October. 11, 1966 I. TECHNICAL AND SCIENTIFIC STAFF 1. Advanced Launch Vehicle T r a j e c t o r y Research (Northrop C o n t r a c t S.O. 1 5 ) a. HTO A i r b r e a t h e r Model Work i s p r o g r e s s i n g on t h e computer model of a i r b r e a t h i n g ( l i f t i n g ) launch v e h i c l e s . The ground r u n , l i f t o f f and minimum-fuelp u l l - u p phases of t h e f l i g h t have been programmed. T r i a l runs of t h i s p o r t i o n of t h e program showed t h e d e s i r a b i l i t y of two a d d i t i o n a l cont r o l modes d u r i n g t h e p u l l - u p . These modes, which a l l o w a quick l i f t o f f and a n e a r l y l e v e l f l i g h t d u r i n g sound b a r r i e r p e n e t r a t i o n , have been i n c o r p o r a t e d i n t o t h e program. I n a d d i t i o n , a n i t e r a t i v e loop t o cont r o l t h e v a l u e of t h e d e r i v a t i v e of v e l o c i t y w i t h r e s p e c t t o a l t i t u d e a t t h e end of t h e p u l l - u p phase has been programmed and checked o u t . b. HTO/VTO Rocket Models Both the HTO-only and t h e VTO-only decks were checked o u t and found o p e r a t i o n a l . Northrop i s modifying t h e VTO-only deck f o r s i m u l a t i o n of a 4 - s t a g e a s c e n t i n t h e Mars atmosphere, i n s u p p o r t of a n o t h e r Schedule Order. (von Puttkamer) 2. Advanced Systems and Mission S t u d i e s a. S3 L a r - E l e c t r i c P r o p u l s i o n Miss ions Aero-As trodynamics Laboratory i s s u p p o r t i n g Research P r o j e c t s Laboratory i n s t u d i e s concerned w i t h miss ions i n v o l v i n g s o l a r e l e c t r i c propulsion. I n an i n i t i a l "kick-off" meeting between M r . von Pdttkamer f o r AERO and D r . S t u h l i n g e r , D r . S h e l t o n , D r . Hale, M r . Wood and M r . D a i l e y f o r RP, t h e g o a l s and t h e modus o p e r a n d i of t h e mutual e f f o r t s were e s t a b l i s h e d . It was decided t o undertake t h e i n v e s t i g a t i o n of a photographic Mars m i s s i o n w i t h s o l a r - e l e c t r i c p r o p u l s i o n , involving a n unmanned P e g a s u s - l i k e s p a c e c r a f t and sun-synchronous o r b i t s around Mars w i t h s h i f t i n g a l t i t u d e s . Subsequent meetings between RP and AERO personnel on September 1 5 t h and 23rd served t o e s t a b l i s h t h e program p l a n . AERO's c o n t r i b u t i o n w i l l be i n t r a j e c t o r y computation, m i s s i o n o p t i m i z a t i o n , �c o n t r o l and g u i d a n c e , o r b i t a l mechanics, and r i g i d body dynamics, t o b e performed by AERO-G and AERO-X, w i t h t h e l a t t e r b e i n g s u p p o r t e d by Nor t h r o p . Two-dimensional a n a l y s e s and p r e p a r a t i o n s f o r more s o p h i s t i c a t e d t h r e e - d i m e n s i o n a l t r a j e c t o r y s t u d i e s a r e underway. A f i r s t r e p o r t o f p r e l i m i n a r y r e s u l t s i s s c h e d u l e d f o r e a r l y November. P a r t i c i p a t i n g AERO p e r s o n n e l i n c l u d e A. Schwaniger, Causey, R. Duncan, B. L i s l e , AERO c o n t a c t Galloway, H. Ingram of AERO-G and A r c h i e Young o f AERO-X. i s J. v. Puttkamer . b. J u p i t e r Flyby Missions C o n t a c t h a s b e e n e s t a b l i s h e d w i t h p e r s o n n e l of GDIForth Worth i n c o n n e c t i o n w i t h i n t e r p l a n e t a r y p r o b e s t u d i e s . A GD/FW team u n d e r D r . L. E. Hove h a s conducted a n e x t e n s i v e s t u d y o f J u p i t e r f l y b y m i s s i o n s i n v o l v i n g S a t u r n l a u n c h v e h i c l e s f o r JPL. A p r e s e n t a t i o n t o AERO p e r s o n n e l on October 11 of p e r t i n e n t r e s u l t s and r e l a t e d e f f o r t s i n t h e Advanced P l a n e t a r y Probe s e c t o r i s being prepared. c. L i f t i n g Body AAP Experiment N o r t h r o p has s u b m i t t e d a p r o p o s a l o f a l i f t i n g body r e e n t r y e x p e r i m e n t as a p o s s i b l e advanced S a t u r n I AAP m i s s i o n t o M a r s h a l l . 10's S a t u r n / A p o l l o A p p l i c a t i o n s O f f i c e i s e v a l u a t i n g t h e p r o p o s a l and h a s a s k e d AERO f o r i n p u t s . The p r o p o s a l h a s b e e n e v a l u a t e d and M r . J a c k Waite of t h e S/AAP O f f i c e was informed o f AERO'S p o s i t i o n on October 4. In general, as a l a r g e - s c a l e t e s t o f aerodynamics of LID = 1 . 0 b o d i e s i n s u p p o r t o f Langley/Ames a e r o n a u t i c a l work, t h e LBV e x p e r i m e n t a p p e a r s d e f i n i t e l y d e s i r a b l e , i t b e i n g a l s o backed by r e c e n t r e s u l t s o f MSFC's RAPT s t u d y . On t h e o t h e r hand, t e c h n i c a l 1 y and f i n a n c i a l l y , t h e e x p e r i m e n t would have some s h o r t c o m i n g s , and t h a t , p o l i t i c a l l y , t h e r e would b e n o t h i n g i n i t f o r AERO ( b e s i d e s p a s s i v e w a t c h i n g ) and l i t t l e f o r MSFC. d. T e c h n i c a l Review o f H y p e r s o n i c A i r c r a f t Technology Aero-As trodynamics L a b o r a t o r y was r e p r e s e n t e d a t t h e 1966 t e c h n i c a l r e v i e w m e e t i n g of t h e NASAIUSAF Ad Hoc Working Group f o r H y p e r s o n i c A i r c r a f t Technology, o r g a n i z e d by NASA a t t h e Langley R e s e a r c h C e n t e r on September 21 and 22. �The o b j e c t i v e of t h e conference was t o d i s c u s s t h e key problems, t h e r e c e n t accomplishments and t h e f u t u r e plans i n t h e a r e a of h y p e r s o n i c f l i g h t r e s e a r c h . S p e c i f i c a l l y , progress made i n t h e f i e l d s i n c e t h e 1964165 r e p o r t of t h e USAF Ad Hoc Task Force on SCRAMJET was t o be p r e s e n t e d . I n 28 t e c h n i c a l p a p e r s , r e p r e s e n t a t i v e s of A i r Force and NASA a t t e m p t e d t o p r e s e n t a d e t a i l e d survey of t h e c u r r e n t s t a t e - o f - t h e a r t of p r o p u l s i o n , aerodynamics, s t r u c t u r e s , and a p p l i c a t i o n s t u d i e s of h y p e r s o n i c a i r c r a f t . It i s f e l t t h a t t h e meeting, under t h e chairmans h i p of John V. Becker (Langley) and Robert E . Supp (AF-APL, USAF) was h i g h l y s u c c e s s f u l i n i t s b a s i c o b j e c t i v e of e s t a b l i s h i n g a new m i l e s t o n e i n h y p e r s o n i c technology development. A detailed t r i p r e p o r t ( c l a s s i f i e d Confidential) i s a v a i l a b l e from J. v . Puttkamer on r e q u e s t . e. AIAA Aerodynamic D e c e l e r a t i o n Sys tems Conference, September 7-9, Houston, Texas Besides some papers p e r t a i n i n g t o b o o s t e r r e c o v e r y , a p r e s e n t a t i o n on e a r t h - b a s e d t e s t i n g of Voyager/Mars parachutes was of interest. I n t h i s paper, J. C. McFall and H. N. Murrow of NASA-Langley r e p o r t e d on t h e NASA P l a n e t a r y Entry Parachute (PEP) Program which uses r o c k e t s and b a l l o o n s t o conduct r e c o v e r y of Voyager-like payloads under deployment c o n d i t i o n s envisioned f o r Mars e n t r y , i. e . , h i g h Mach numbers (M r 1 . 2 ) and low d e n s i t i e s ( e a r t h a l t i t u d e s between 30 and 90 km). "Quick look" d a t a of the f i r s t t e s t (of s i x planned), s u c c e s s f u l l y conducted on August 30 a t Walker AFB, were p r e s e n t e d . The 1600 l b Voyager c a p s u l e was launched i n a n upward d i r e c t i o n by 12 s o l i d r o c k e t s from a ( r e c o r d - s i z e ) 2 6 - m i l l i o n - c u - f t b a l l o o n f l o a t i n g a t 39 km a l t i t u d e . A t M a c h l . 2 , a n 8 4 - f o o t r i n g s a i l parachute was deployed and t h e c o n i c a l aero-shell jettisoned. The recovered payload of 200 l b s (plus 325 l b s b a l l a s t ) included s u c c e s s f u l l y o p e r a t i n g onboard cameras. (von Puttkamer) 3. Five magnetic t a p e s c o n t a i n i n g analog d a t a from 90 experimental r u n s made by D r . F i s c h e r , I I T , have been r e c e i v e d . D e t a i l e d computer i n p u t parameters and o p e r a t i n g i n s t r u c t i o n s , t o g e t h e r w i t h t h e analogt o - d i g i t a l c o n v e r s i o n requirements have been agreed upon and provided t o R-COMP by our Northrop Mission Support personnel w i t h a r e q u e s t t o process through t h e new piecewise c o r r e l a t i o n program P a r t I. Very l i t t l e p r o g r e s s has been made on t h e r e q u i r e d computational d a t a process i n g of t h e s e 90 runs because of a change i n personnel and because of i n t e r f e r e n c e of o t h e r heavy workload demands on R-COME'. The e v e n t u a l e f f e c t of t h e s e d e l a y s on D r . F i s c h e r ' s c o n t r a c t has n o t been determined as yet. �The t e s t c a s e s which were m u t u a l l y agreed upon by I I T , Northrop, R-COMP-PRV, R-AERO-AM, and R-AERO-T a s n e c e s s a r y and s u f f i c i e n t t o e x p e r i m e n t a l l y determine t h e accuracy, e f f i c i e n c y , and l i m i t a t i o n s of a p p l i c a b i l i t y of t h e c o n c e p t s , approximations and assumptions contained i n t h e computer program p r e v i o u s l y prepared by R-COMP-PRV and R-AERO-AM f o r p i e c e w i s e e s t i m a t i o n of c o r r e l a t i o n f u n c t i o n s , P a r t I, have been o n l y p a r t i a l l y completed. R e s u l t s of t h e remaining r e q u e s t e d runs a r e being awaited s i n c e t h e y a r e needed t o f i n i s h t h e e v a l u a t i o n and t o document t h e s e new techniques and t h e i r r e l a t i v e performance a s compared t o more c o n v e n t i o n a l t e c h n i q u e s . Considerable p r o g r e s s was made t h i s month i n a t t e m p t s t o unders t a n d t h e a p p a r e n t b u t s u r p r i s i n g l y inadequate performance of t h e numerical i a t e g r a t i o n technique t h a t had o r i g i n a l l y been a p p l ied t o t h e computation of t h e band-averaged s p e c t r a l d e n s i t y of t h e random processes a s s o c i a t e d w i t h t h e crossed-beam experiments. I n a n e f f o r t t o p r e v e n t scrapping more of t h e s i g n i f i c a n t o r i g i n a l c o n t r i b u t i o n s t o t h i s sens i t i v e and c o m p u t a t i o n a l l y d i f f i c u l t problem, some f u r t h e r e f f o r t w i l l be expended in this pursuit. The g e o m e t r i c c o n s i d e r a t i o n s a s r e p o r t e d l a s t month a r e cont i n u i n g b u t w i t h a lower p r i o r i t y t h a n t h e above work. (Cumings) 11. ENGINEERING STAFF ODYSSEY I (Multisphere S a t e l l i t e Experiment): The f i r s t p r o j e c t d e f i n i t i o n s t u d y meeting was h e l d on September 8 , 1966. A l l p a r t i c i p a t i n g l a b o r a t o r i e s have submitted a Phase "B" s t u d y p l a n except R-P&VE. Their p l a n i s expected by October 14, 1966. The requirement f o r a u x i l i a r y prop u l s i o n i s e s s e n t i a l l y a c e r t a i n t y t o modify e x i s t i n g f l i g h t o r b i t s t o an a c c e p t a b l e experiment o r b i t . R-AERO-F i s w e l l underway i n d e f i n i n g a c c e p t a b l e ensemble o r b i t s w i t h r e s p e c t t o s p h e r e s e p a r a t i o n and l i f e t i m e , which a r e t h e parameters t h a t p r i m a r i l y c o n t r o l t h e experimental d a t a . 111. PROJECTS OFFICE 1. Incentive Contract - TBC S%IS Formal n e g o t i a t i o n s on Task 8.0, " F l i g h t Systems Analysis ," were begun September 15, 1966. An agreement was reached between MSFC and TBC t o a c c e p t t h e &DO i n c e n t i v e document l i s t i n g and i n c e n t i v e p o i n t d i s t r i b u t i o n . Most of t h e c o n t r a c t wording r e l a t i n g t o t h e implementation of Task 8.0 has been agreed upon. However, a t t h e p r e s e n t time, n e g o t i a t i o n s a r e deadlocked on t h e schedule i n c e n t i v e f o r t h e R&DO i n c e n t i v e document l i s t i n g . Every e f f o r t i s being made t o develop a n e g o t i a b l e plan. �2. S a t u r n I B L o g i s t i c s Vehicle Study This s t u d y has e s s e n t i a l l y been d i s c o n t i n u e d because (1) the a c t u a l hardware c o s t r e p r e s e n t s o n l y a s m a l l p o r t i o n of t h e t o t a l program c o s t , (2) e l i m i n a t i o n of t h e p r e s e n t I U hardware and u s i n g a n a u t o p i l o t system would reduce t h e c a p a b i l i t y of t h e S a t u r n I B t o a l e v e l n o t comp e t i t i v e w i t h o t h e r launch v e h i c l e systems, and (3) a l i m i t e d c o s t r e d u c t i o n was p o s s i b l e , a l t h o u g h t h i s r e d u c t i o n would i n t h e long run p e n a l i z e t h e S a t u r n I B launch v e h i c l e program. 3. CCSD Performance I n c e n t i v e f o r SA-203 The a c t u a l end cond i t i o n s of f l i g h t (s-IB/ S-IVB s e p a r a t i o n s i g n a l ) achieved d u r i n g t h e S-IB-3 f l i g h t d e v i a t e d from t h e published nominal v a l u e s a s f o l l o w s : V e l o c i t y (m/sec) Actual D e v i a t i o n 23.5 Allowed D e v i a t i o n t32.1 F l i g h t P a t h Angle (deg) Range (km) A l t i t u d e (km) Cross Range (km) A l l parameters e x c e p t t h e a l t i t u d e were w i t h i n t h e t o l e r a n c e s agreed t o b e f o r e f l i g h t . There were two primary causes of t h e d e v i a t i o n s of t h e S-IB-3 f l i g h t . The f i r s t was a n a l t i t u d e e f f e c t on t h e i n d i v i d u a l engine performance which was n o t obtained from t h e engine o r s t a g e a c c e p t a n c e f i r i n g t e s t s . The second cause, which was a l s o a d d i t i v e t o t h e f i r s t , was a n a d d i t i o n a l i n c r e a s e i n performance caused by a n a p p a r e n t i n f l u e n c e of t h e s t a g e on t h e c l u s t e r e d engine t h r u s t . The performance i n c e n t i v e of t h e S-IB s t a g e c o n t r a c t s t i p u l a t e s that t h e government and the c o n t r a c t o r w i l l a g r e e b e f o r e f l i g h t on t h e a c c e p t a b l e t o l e r a n c e s a b o u t t h e nominal t r a j e c t o r y . I f any of t h e s e parameters a r e o u t of t o l e r a n c e , t h e c o n t r a c t o r cannot a c h i e v e f u l l i n c e n t i v e bonus. However, a f t e r i n v e s t i g a t i n g t h e problem, i t t u r n s o u t t h a t t h e i n p u t d a t a s p e c i f i e d by MSFC were i n e r r o r . Based on t h e i n p u t d a t a f u r n i s h e d t o CCSD, i t appears t h a t t h e t r a j e c t o r y d a t a s u p p l i e d by CCSD were c o r r e c t . T h e r e f o r e , i t was recommended t h a t CCSD n o t be p e n a l i z e d , i n t h i s p a r t i c u l a r c a s e , f o r being o u t of t o l e r a n c e i n a l t i tude. �IV. AERODYNAMICS DIVISION A. Mechanical Design Off i c e 1. R-ME f a b r i c a t i o n s u p p o r t has been d r a s t i c a l l y reduced during t h i s r e p o r t i n g period. I n s u f f i c i e n t funds has f o r a l l p r a c t i c a l purposes e l i m i n a t e d t h e u s e of R-ME'S s i n g l e s u p p o r t c o n t r a c t o r , Hayes I n t e r n a t i o n a l (and s u b s e q u e n t l y M i c r o c r a f t , A s t r o Space, e t c . ) , except f o r t h e f a b r i c a t i o n of approved S a t u r n I B and S a t u r n V mainstream programs. This l e a v e s R-ME'S in-house shops and t h e A.E.C. shops a t Oak Ridge, Tennessee, a s our o n l y r e 1 i a b l e f a b r i c a t i o n s o u r c e s . A 1 though n e g o t i a t i o n s a r e underway i n a n a t t e m p t t o o b t a i n a d d i t i o n a l funds f o r R-ME'S s i n g l e s u p p o r t c o n t r a c t o r , t h e s h o r t a g e of f a b r i c a t i o n c a p a b i l i t y should be considered i n t h e planning of f u t u r e p r o j e c t s . 2. F a b r i c a t i o n of a l l items f o r t h e base flow t e s t c e l l , model and s u r v e y assembly f o r Tunnel "E", V.K.F. AEDC, i s complete and t h e s u r v e y assembly i s being checked o u t . Shipment t o AEDC w i l l be made d u r i n g t h e f i r s t week i n October. 3 . The probe c a r t assembly and survey r a k e s f o r t h e cold flow d u c t have been d e l i v e r e d . These a r e t h e f i n a l mechanical components r e q u i r e d f o r cold flow cross-beam c o r r e l a t i o n t e s t i n g . 4. The f l a t p l a t e model assembly i s undergoing f u n c t i o n a l checkout a t t h e f a b r i c a t i o n s i t e a t A.E.C. (Oak Ridge, Tenn.) b e f o r e shipment t o Ames f o r t e s t i n g . 5 . The f o l l o w i n g i s a l i s t of a d d i t i o n a l p r o j e c t s and t h e i r current status : Status Description Viscous Cross Flow Force Model and Balance - 14" W.T. Fabrication Updated S a t u r n V Force Model- 14" W.T. F i n and Asymmetric Body and Balances - 14" W.T. Sidewall-Mounted I n n e r s t a g e Ring Model and 14" W.T. Balance Updated S a t u r n TB Tank Balance - 14" W.T. Drafting Loads Force Model and Design Design Design Balance Cal i b r a t i o n Stand Design 8' O.D. Drafting Vacuum Exhaust Plenum M o d i f i c a t i o n of Nozzle f o r S.T.S. - 14" W.T. Fabrication �5. (Continued) Description Status P e r f o r a t e d F l o o r and C e i l i n g Assembly, T.T.S. 14" W. T. P l e x i g l a s s Models f o r Cross Bean i n S.T.S. 14" W.T. - P r e s s u r e Models f o r Cross Beam i n S.T.S. S a t u r n I B Thin Skin Heat T r a n s f e r Model - - Fabrication - Fabrication 14" W.T. Fabrication JPL Design Base Heating Model f o r IBFF Drafting High Reynolds No. F a c i l i t y Development Design B. F a c i l i t i e s Branch 1. Impulse Base Flow F a c i l i t y A l l systems a s s o c i a t e d w i t h t h e m o d i f i c a t i o n t o extend t h e p r e s s u r e and vacuum c a p a b i l i t i e s of t h e f a c i l i t y have been checked o u t . The North American A v i a t i o n , Dual Plane S e p a r a t i o n T e s t f o r R-AERO-AT has begun w i t h some f i f t y runs being completed. R e s u l t s from t h e cold flow phase (using N 2 g a s ) of t h e above t e s t a r e i n r e a s o n a b l e agreement w i t h d a t a obtained a t t h e Langley Research C e n t e r . The l i m i t e d d a t a obtained thus f a r from t h e *how flow phase, u s i n g HZ and O2 combustion, a r e i n good agreement w i t h cold flow d a t a when t h e i n t e r s t a g e i s 120 inches o r more a f t of t h e s e p a r a t i o n p o i n t ; however, d a t a obtained t h u s f a r w i t h t h e i n t e r s t a g e between t h e s e p a r a t i o n p o i n t and 120 inches a f t i n d i c a t e a s i g n i f i c a n t i n c r e a s e i n l o a d s . S i n c e o n l y a v e r y few runs have been made, no conclusions can be drawn u n t i l f u r t h e r d a t a a r e a v a i l a b l e . P r e s e n t plans c a l l f o r a t e s t program t o i n v e s t i g a t e p o s s i b l e dimensional s c a l i n g e f f e c t s on t h e s t a r t i n g time of a h i g h Reynolds Number f a c i l i t y a t t h e c o n c l u s i o n of t h e c u r r e n t t e s t . 2. Hot and Cold Flow T e s t F a c i l i t i e s T e s t s a r e pending f o r b o t h t h e Cold Flow F a c i l i t y and t h e Hot Flow T e s t F a c i l i t y . Based on t h e r e l a t i v e p r i o r i t i e s , t h e a v a i l a b l e manpower has been s h i f t e d t o o t h e r t e s t a r e a s . The shadowgraph s t u d i e s of Mach wave r a d i a t i o n a s a n o i s e s o u r c e i n j e t exhausts should be �resumed d u r i n g October. The nozzle plume s t u d y i s dependent on i n s t r u m e n t a t i o n c u r r e n t l y being used on o t h e r t e s t s . It i s expected t h a t equipment and manpower demands w i l l s l a c k e n during October, and t h e s e t e s t s can be completed. 3. 7 x 7-Inch Bis o n i c Wind Tunnel The i n v e s t i g a t i o n by R-AERO-AT i n t o t h e use of l a s e r s i n measuring gas v e l o c i t i e s i s c o n t i n u i n g . 4. Thermal-Acoustic J e t F a c i l i t y The cold flow d u c t i s undergoing c a l i b r a t i o n t e s t s i n p r e p a r a t i o n f o r t h e cross-beam c o r r e l a t o r s t u d i e s t o be r u n i n October. The i n s t r u m e n t a t i o n c a r t was d e l i v e r e d d u r i n g September and i s ready f o r use. The s c h l i e r e n assembly i s being s t r u c t u r a l l y modified b e f o r e a n October i n s t a l l a t i o n . Because of t h e extremely h i g h n o i s e l e v e l s (150 db and l e s s ) a s s o c i a t e d w i t h t h e f a c i l i t y , sound l e v e l surveys have been t a k e n and p r e c a u t i o n s taken t o avoid a c c i d e n t a l exposure. The helium h e a t e r d e l i v e r y was p r e v i o u s l y scheduled f o r d i d - 0 c t o b e r b u t a n unexpected mechanical f a i l u r e d u r i n g assembly has delayed d e l i v e r y f o r a n a d d i t i o n a l 30 days. 5. 1 4 x 14-Inch T r i s o n i c Wind Tunnel The f o l l o w i n g t e s t s were conducted during September 1966: ( a ) An i n v e s t i g a t i o n t o determine t h e aerodynamics of s trap-on b o o s t e r u n i t s and t h e i r i n f l u e n c e on t h e c h a r a c t e r i s t i c s of t h e 70-inch diameter b o o s t e r tanks of t h e proposed uprated S a t u r n I B configurations. T o t a l runs: 190. (b) An i n v e s t i g a t i o n t o determine s t a t i c s t a b i l i t y charact e r i s t i c s of t h e proposed u p r a t e d S a t u r n I B c o n f i g u r a t i o n s based on t h e u t i l i z a t i o n of s o l i d p r o p e l l a n t s t r a p - o n s . T o t a l runs: 244. The t u n n e l i s h e a v i l y scheduled f o r t h e remainder of t h e c a l e n d a r y e a r . 6. Low Density Chamber Experiments have continued i n c a l i b r a t i n g t h e Mach 4 low d e n s i t y nozzle, Impact p r e s s u r e measurements a c r o s s t h e nozzle e x i t have shown a n i s e n t r o p i c c o r e diameter i n t h e range of 2 inches t o 15 i n c h e s w i t h s t a g n a t i o n p r e s s u r e of 30 microns of mercury t o 400 microns of mercury, r e s p e c t i v e l y . A Mach number of 3.865 has been c a l c u l a t e d from t h e impact t o s t a t i c p r e s s u r e r a t i o s . �Thc molecular beam equipment has been checked o u t , and t h e f i r s t s e r i e s of experiments f o r determining t h e c a p t u r e c o e f f i c i e n t of C02 on l i q u i d n i t r o g e n cooled s u r f a c e s has begun. Work has continued on t h e t i t a n i u m pumping experiment f o l l o w i n g a b r i e f pause f o r s e t t i n g up and c a l i b r a t i n g t h e c r y s t a l microb a l a n c e d e t e c t o r system. This s t u d y i s t o determine t h e c a p t u r e coeff i c i e n t s of hydrogen on titanium-coated c r y o s u r f a c e s . R e s u l t s from t h i s i n v e s t i g a t i o n w i l l be used t o determine i f s u c h a technique would b e p r a c t i c a l i n extending t h e r u n time of t h e IBFF by flow a b s o r p t i o n . 7. Heat T r a n s f e r Measurements I n checking t h e c a l i b r a t i o n of t h e 1000°F h e a t t r a n s f e r gages, i t was found t h a t t h e r e i s a s h i f t i n i n i t i a l r e s i s t a n c e and dR/dT of t h e gage a f t e r each h e a t c y c l e . A f i x has been made t o t h e gage d e s i g n , and a d d i t i d n a l gages a r e being f a b r i c a t e d . 1 I The perforrpance of newer type gages, such a s t h e t h i n - d i s c , t y p e , i s b e i n g e v a l u a t e d i n t h e IBFF using t h e NAA Dual Plane Separat i o n model. 8. Data Reduction Three f o r c e b a l a n c e s (14 c h a n n e l s ) and a s many a s s i x b a s e p r e s s u r e s were used i n t h e t e s t i n g of t h e uprated S a t u r n I B i n t h e t r i s o n i c t u n n e l . Two d a t a s y s tems were used, r e q u i r i n g e x t e n s i v e modif ic a t i o n s t o t h e d a t a r e d u c t i o n program t o accommodate t h e s e channels. The program t o reduce t h e low d e n s i t y chamber n o z z l e c a l i b r a t i o n d a t a has been checked o u t and i s o p e r a t i o n a l . Four f l u c t u a t i n g p r e s s u r e t r a n s d u c e r s were l o c a t e d on t h e u p r a t e d S a t u r n I B mode1 t o g i v e "quick-look" e s t i m a t e s of t h e e f f e c t s Limited analog r e d u c t i o n of t h e d a t a was done by of t h e s t r a p - o n s . Chrys l e r and R-AERO-AF personnel us ing our equipment. The program t o reduce t h e c a l i b r a t i o n d a t a from t h e cold flow d u c t was w r i t t e n and p a r t i a l l y debugged i n September. 9. P r e s s u r e Measurements The ~ y t r e x ' ~ r e s s u rt rea n s d u c e r s which a r e o f t e n used f o r unsteady and f l u c t u a t i n g p r e s s u r e measurements a r e expensive ($400 e a . ) 100 p e r c e n t l o s s i s i n c u r r e d i n any t e s t . and f r a g i l e . U s u a l l y a 50 S i m i l a r items from o t h e r s o u r c e s a r e being e v a l u a t e d a s a cheaper and more rugged replacement. - �10. I S a t u r n V 4 P e r c e n t A c o u s t i c Model The 4 p e r c e n t S a t u r n model and i n s t r u m e n t a t i o n a r e being checked o u t f o r t h e second phase of t e s t i n g a t AEDC i n December. A l l 180 e l e c t r i c a l connectors have been r e i n s t a l l e d on t h e model's w i r i n g , and i n s t r u m e n t a t i o n equipment r e p r e s e n t a t i v e s have r e p a i r e d equipment t h a t f a i l e d d u r i n g Phase I. A p r e l i m i n a r y s e t of c a l i b r a t i o n c o n s t a n t s f o r t h e recorded d a t a has b e e n computed and submitted along w i t h s e v e r a l r e e l s of recorded F i n a l t a b u l a t i o n s of c a l i b r a t i o n d a t a and d a t a t o R-AERO-AU and R-COMP. t a p e c o n s t a n t s w i l l be a v a i l a b l e i n e a r l y October. C. Vehicle Design Branch 1. Saturn V a . NASA TM X-53517, " S t a t i c Aerodynamic C h a r a c t e r i s t i c s of t h e Apollo-Saturn V Vehicle" has been published. This r e p o r t i n c l u d e s s t a b i l i t y , a x i a l f o r c e , and l o a d d i s t r i b u t i o n d a t a . b. The a b o r t aerodynamics f o r t h e S a t u r n V v e h i c l e i s being r e v i s e d . The new d a t a w i l l r e f l e c t t h e r e s u l t s of t h e AEDC 4 p e r c e n t load d i s t r i b u t i o n t e s t , The r e s u l t s of t h i s s t u d y , which i s being performed under t h e Northrop s u p p o r t c o n t r a c t , w i l l be a v a i l a b l e i n l a t e October 1966. c. Range s a f e t y aerodynamics f o r t h e S a t u r n v e h i c l e w i l l be r e v i s e d i n t h e a n g l e of a t t a c k range of 0 t o 30 d e g r e e s f b e c a u s e of changes i n t h e s t a b i l i t y d a t a based on r e c e n t l a r g e s c a l e wind t u n n e l t e s t s . R e s u l t s should b e a v a i l a b l e a b o u t November 1 5 , 1966. d. Second s t a g e a x i a l f o r c e c h a r a c t e r i s t i c s f o r t h e Apollo S a t u r n V v e h i c l e have been d e f i n e d and published i n o f f i c e memo R-AERO-AD66-41. The forebody a x i a l f o r c e c o e f f i c i e n t s were o b t a i n e d from wind t u n n e l t e s t s , w h i l e t h e b a s e a x i a l f o r c e was e s t i m a t e d from d a t a o b t a i n e d i n high a l t i t u d e simulation t e s t s . e. The flow f i e l d parameters f o r t h e S a t u r n V I ~ o y a g e rw i t h a 5 4 - f o o t payload e x t e n s i o n have been published i n O f f i c e Memorandum R-AERO-AD-66-43. The d a t a p r e s e n t e d i n c l u d e t h e l o c a l p r e s s u r e coeff i c i e n t , . C p l , l o c a l Mach number Mo, and l o c a l temperature r a t i o , T~/T,. The d a t a a r e p r e s e n t e d f o r a Mach number range of 1.75 t o 8.00 a t z e r o a n g l e of a t t a c k . �f . An experimental i n v e s t i g a t i o n w i l l be conducted i n t h e MSFC 14" t r i s o n i c wind t u n n e l t o determine s t a t i c s t a b i l i t y and a x i a l f o r c e c h a r a c t e r i s t i c s of up-rated S a t u r n V c o n f i g u r a t i o n s . I n i t i a l t e s t s w i l l be conducted w i t h two b a s i c S a t u r n V con£ i g u r a t i o n s : a twos t a g e v e h i c l e w i t h a payload and f i n a l s t a g e diameter of 396 inches f u l l s c a l e , and a t h r e e - s t a g e v e h i c l e w i t h a payload f i n a l s t a g e diameter of 260 i n c h e s f u l l s c a l e . Each of t h e s e c o n f i g u r a t i o n s use f o u r 120-inch (seven segment) s o l i d r o c k e t s a t t a c h e d t o t h e S-IC s t a g e . These t e s t s , scheduled f o r November 1966, w i l l be conducted a t Mach numbers from 0.50 t o 5.0. g. A f o r c e t e s t , conducted i n t h e MSFC 14" wind t u n n e l has been completed on t h e 0.33 p e r c e n t s c a l e model A p o l l o / S a t u r n V LOR i n which r o l l a n g l e e f f e c t s on s t a t i c s t a b i l i t y were i n v e s t i g a t e d . The model was r o l l e d from 0 t o 180 degrees a t 22.5-degree i n t e r v a l s and t e s t e d a t t r a n s o n i c Mach numbers. A n a l y s i s of t h e s e d a t a i s i n p r o g r e s s and should be published w i t h i n t h e n e x t month. h. The Lockheed H u n t s v i l l e Research and Engineering Center have c a l c u l a t e d s t a t i c aerodynamic load d i s t r i b u t i o n s on t h e 4 p e r c e n t s c a l e S a t u r n V a c o u s t i c s environment model t h a t was t e s t e d i n t h e AEDC 1 6 - f o o t t r a n s o n i c t u n n e l . They have a l s o p l o t t e d l o n g i t u d i n a l s t a t i c p r e s s u r e d i s t r i b u t i o n s . The d a t a have been used t o r e f i n e e x i s t i n g aerodynamic load and p r e s s u r e d i s t r i b u t i o n s on t h e A p o l l o / S a t u r n launch v e h i c l e f o r Mach numbers from 0.6 t o 1.45 and a n g l e s of a t t a c k up t o 1 0 d e g r e e s . Lockheed i s p r e p a r i n g a d a t a r e p o r t which w i l l be completed i n November 1966. The experimental i n v e s t i g a t i o n t o determine t h e a e r o dynamic c h a r a c t e r i s t i c s of t h e S-Ic/ S - I 1 i n t e r s t a g e i s scheduled f o r t h e l a t t e r p a r t of November i n t h e MSFC 14" t r i s o n i c wind t u n n e l . The d a t a w i l l be used t o p r e d i c t t h e t r a j e c t o r y of t h e i n t e r s t a g e a f t e r s e p a r a t i o n from t h e S - I 1 s t a g e f o r range s a f e t y purposes. i. The t u n n e l sidewall-mounted t e s t model has been designed. D e t a i l e d d e s i g n drawing and f a b r i c a t i o n remains t o b e done. The model w i l l be f a b r i c a t e d in-house and should be completed by November 1 5 , 1966. 2. Saturn I B a. S t a t i c s t a b i l i t y t e s t s a r e t o b e conducted f o r t h e S a t u r n IB/AS-206 and A p o l l o / S a t u r n V models i n t h e AEDC/VKF f a c i l i t y e a r l y i n October 1966. A 0.55 p e r c e n t s c a l e model S a t u r n IB/AS-206 and 0.33 p e r c e n t s c a l e model A p o l l o / S a t u r n V a r e t o be t e s t e d a t Mach numbers 5, 6 , 7 and 8. T h e s e d a t a w i l l supplement t h o s e o b t a i n e d i n a t e s t which was conducted i n August 1966 a t t h e AEDc/VKF t u n n e l "A". �b. T e s t s have been conducted i n t h e MSFC 14" t r i s o n i c wind t u n n e l t o determine s t a t i c s t a b i l i t y , a x i a l f o r c e , tank loads and a c o u s t i c c h a r a c t e r i s t i c s f o r s e v e r a l proposed S a t u r n I B c o n f i g u r a t i o n s u p r a t e d w i t h UTC-120 s o l i d p r o p e l l a n t r o c k e t motor s t r a p - o n u n i t s . Data were o b t a i n e d f o r Mach numbers ranging from 0.5 t o 4.0 and a n g l e s of a t t a c k up t o 18 d e g r e e s . P r e l i m i n a r y r e s u l t s i n d i c a t e t h a t s t r a p - o n u n i t s cause a n i n c r e a s e i n l o a d s on t h e 70-inch diameter b o o s t e r tanks by a f a c t o r of two o r t h r e e d e g r e e s . However, t o t a l s t a t i c f o r c e s and moments appear t o be a s expected, 3. General a. Viscous Cross-Flow S t u d i e s Large model h i g h Reynolds number f o r c e t e s t s have been conducted a t LTV and a r e being checked f o r accuracy. It w i l l be necess a r y t o r e p e a t s e v e r a l runs b e f o r e t h e s e t e s t s a r e complete. In addit i o n t o t h e LTV r e p o r t , d a t a c o e f f i c i e n t s w i l l be s e n t from LTV t o MSFC by t a p e and t r a n s f e r r e d t o IBM c a r d s f o r machine p l o t t i n g used i n f i n a l evaluation. A f t e r s e v e r a l d e l a y s , small s c a l e f o r c e d a t a obtained a t MSFC a r e being p l o t t e d f o r e v a l u a t i o n . These d a t a w i l l be compared w i t h t h e l a r g e model h i g h Reynolds number from LTV when they become available. Hardware f o r a d d i t i o n a l small s c a l e model t e s t s (ogivec y l i n d e r f r u s t u m - c y l i n d e r ) i s expected t o be completed by mid-October 1966. These t e s t s a r e p r e s e n t l y scheduled f o r November 1966. b. O r i f i c e Flow C o e f f i c i e n t Study The i n v e s t i g a t i o n t o determine o r i f i c e flow c o e f f i c i e n t s f o r s i m u l a t e d f l i g h t boundary l a y e r c o n d i t i o n s and v a r i o u s v e n t g e o m e t r i e s , i n s u p p o r t of t h e S a t u r n v e n t i n g program, i s scheduled f o r f o u r weeks beginning October 31, 1966 i n t h e Ames 6 x 6 f o o t s u p e r s o n i c wind t u n n e l . The f a b r i c a t i o n and assembly of the f l a t p l a t e t e s t model have been comp l e t e d by AEC, Oak Ridge, Tennessee. A t r i p t o AEC i s planned f o r October 4 through 6, 1966, by MSFC and c o n t r a c t o r (NSL) personnel t o make a f u n c t i o n a l checkout of t h e t e s t model and a s s o c i a t e d equipment. Because of d e l a y s i n s c h e d u l i n g t h e wind tunnel f a c i l i t y and l o n g e r - t h a n - a n t i c i p a t e d model d e s i g n and f a b r i c a t i o n time, the cont r a c t t o Northrop Space L a b o r a t o r i e s was extended from September 1966 t o May 1967 w i t h a s l i g h t i n c r e a s e i n c o s t . �c. O r b i t a l Aerodynamics I n t h e p a s t few weeks, R. Wimberly, R-AERO-ADE, i n c o o r d i n a t i o n w i t h L. Donehoo, J. Bal l a n c e and miss i o n s u p p o r t from Lockheed, has worked on v a r i o u s problems i n o r b i t a l aerodynamics i n c l u d i n g p r o v i d i n g t h e Lab w i t h t h e in-house c a p a b i l i t y of p r e d i c t i n g t h e aerodynamics of v a r i o u s o r b i t a l c o n f i g u r a t i o n s . This c a p a b i l i t y was o b t a i n e d by c o n v e r t i n g an a l r e a d y running computer program, prev i o u s l y w r i t t e n f o r t h e IBM 7094 t o o p e r a t e on t h e CDC 3200. The program i s l i m i t e d t o convex bodies i n f r e e molecule flow. An a d d i t i o n a l e f f o r t was made t o expand t h e e x i s t i n g program t o i n c l u d e t h e e f f e c t s of concave b o d i e s . The n e c e s s a r y e q u a t i o n s f o r t h e drag and l i f t c o e f f i c i e n t s f o r t y p i c a l concave c o n f i g u r a t i o n s have been d e r i v e d and a r e b e i n g programmed f o r t h e CDC 3200. A t t h e r e q u e s t of J. B a l l a n c e , t h e contamination problem of t h e ATM o r b i t a l c o n f i g u r a t i o n was s t u d i e d . The a n a l y s i s included t h e i n v e s t i g a t i o n of t h e e f f e c t s of g i v e n leakages from t h e v e h i c l e o r b i t i n g a t a b o u t 260 m i l e s a l t i t u d e on t h e viewing c a p a b i l i t y of a t e l e s c o p e l o c a t e d 100 f e e t from t h e v e h i c l e . "Worst" c a s e s were considered i n d e t e r m i n i n g t h e r a d i a l molecular d e n s i t y from t h e v e h i c l e ; i t was cone t c . ) of 24 l b s / d a y cluded t h a t a g i v e n gaseous leakage (02, C02, N,, from t h e v e h i c l e w i l l produce a n a d d i t i o n a l d e n s i t y of molecules a t 100 f e e t from t h e v e h i c l e i n t h e o r d e r of magnitude of a normal atmosphere t h a t would appear a t a b o u t 200 m i l e s a l t i t u d e . The Martin Company, i n a meeting a t MSFC pointed o u t a n o t h e r p o s s i b l e c o n t r i b u t i o n , confirmed ,by t h o s e i n a t t e n d a n c e , of i c e c r y s t a l s of 1-10 microns i n d i a m e t e r . The i c e c r y s t a l s should be few i n r e l a t i o n t o the gas p a r t i c l e s , depending, however, on t h e dumping r a t e s , and w i l l v a r y i n d e n s i t y i n t h e r a d i a l d i r e c t i o n a s w e l l a s w i t h time, assuming t h a t t h e dumping i s n o t continuous. During t h e dumping p r o c e s s , each of t h e non-ionized p a r t i c l e s d e p a r t t h e v e h i c l e a t a f i n i t e v e l o c i t y and l e a v e t h e v i c i n i t y of t h e t e l e s c o p e i n a m a t t e r of seconds. For those i c e p a r t i c l e s w i t h t h e p o s s i b l e s u f f i c i e n t amount of i o n i z a t i o n t o r e t a i n a p o s i t i o n c l o s e t o t h e t e l e s c o p e w i l l be swept away by t h e a i r molecules and vaporized It was determined t h a t the v a p o r i z a t i o n time f o r an by s o l a r r a d i a t i o n . i c e c r y s t a l 1 0 microns i n diameter a t 260 m i l e s a l t i t u d e should be a b o u t 30 seconds. The combined r e s u l t s of t h e s e a n a l y s e s i n d i c a t e an i n s i g n i f i c a n t e f f e c t of leakages oh t h e ATM viewing c a p a b i l i t y . �D. Thermal Environment Branch 1. Saturn I B a. Thermal Analysis of t h e S-IVB Workshop An a n a l y s i s of t h e s o l a r , a l b e d o , and e a r t h r a d i a t i o n i n c i d e n t on t h e S-IVB workshop f o r a g r a v i t y g r a d i e n t o r b i t i s a b o u t 80 p e r c e n t completed. S i n c e t h e o r i e n t a t i o n of t h e v e h i c l e i n o r b i t i s n o t f i r m , t h e a n a l y s i s i s i n t h e form of a parameter s t u d y . Five o r i e n t a t i o n s were s e l e c t e d and t h e o r b i t a l h e a t i n g c a l c u l a t e d f o r o r b i t a l a l t i t u d e s of 175 and 259 n a u t i c a l m i l e s . Two launch d a t e s June 2 2 and December 22 - were considered which w i l l g i v e minimum and maximum shadow times - . b. S-IB High Angle-of-Attack Aerodynamic Heating Work i s c o n t i n u i n g on t h e d e s i g n of t h e S-IB higha n g l e - o f - a t t a c k h e a t i n g model. Analyses a r e being performed t o ' d e t e r m i n e t h e b e s t m a t e r i a l , s k i n t h i c k n e s s , and thermocouple l o c a t i o n s . M r . H i l l of R-AERO-AEM and M r . Wilson v i s t e d JPL personnel on September 20 t o d i s c u s s w i t h them o u r p r e l i m i n a r y p l a n s . c. Aerothermodynamics The computation of t h e maximum aerodynamic h e a t i n g environment f o r t h e SA-206 v e h i c l e has been completed. The environment f o r t h e SA-206 was found t o be approximately e i g h t p e r c e n t more s e v e r e than f o r t h e SA-201, and 18 p e r c e n t g r e a t e r t h a n t h e SA-202 v a l u e s . A n a l y s i s of t h e SA-204 launch v e h i c l e environment has been completed. The SA-204 launch environment was found t o be s l i g h t l y l e s s s e v e r e t h a n t h e SA-201 launch environment. Thus, no thermal problems are anticipated. P u b l i c a t i o n of t h e SA-204 launch environment i s scheduled f o r t h e middle of October. C o r r e l a t i o n of model d a t a , f l i g h t d a t a and a n a l y t i c a l c a l c u l a t i o n s f o r t h e f i r s t t h r e e S a t u r n I B v e h i c l e s i s c o n t i n u i n g . Prel i m i n a r y r e s u l t s i n d i c a t e good agreement between a n a l y t i c a l model r e s u l t s and f l i g h t d a t a . A v a i l a b l e wind t u n n e l d a t a f o r protuberances g e n e r a l l y r e s u l t i n more s e v e r e environments than t h o s e i n d i c a t e d by t h e f l i g h t d a t a . This d i s c r e p a n c y i s under i n v e s t i g a t i o n . The SA-203 d a t a c o r r e l a t i o n r e p o r t is scheduled f o r p u b l i c a t i o n i n November 1966. C o r r e l a t i o n of t h e SA-201 and SA-202 f l i g h t d a t a w i t h model d a t a and a n a l y t i c a l pred i c t i o n s is scheduled f o r p u b l i c a t i o n i n December 1966 a s a j o i n t r e p o r t . �d. Base Heating Maximum base and exhaust plume h e a t i n g environments f o r t h e SA-205 v e h i c l e were published i n September a s CCSD TN-AP-66-67. Analyses t o determine maximum b a s e and exhaust plume h e a t i n g environments f o r t h e SA-206 launch v e h i c l e a r e proceeding on s c h e d u l e . These w i l l i n c l u d e a n o p t i m i z a t i o n s t u d y of t h e plume r a d i a t i o n computer program (C00050). + e. Thermodynamic F l i g h t E v a l u a t i o n Thermal e v a l u a t i o n of t h e SA-202 f l i g h t d a t a has been completed. The MSFC-FEWG review meetings were a t t e n d e d and f i n a l r e s u l t s r e p o r t e d t o b o t h t h e MSFC-FEWG and t o t h e CCSD-FEG. SA-202 thermal d a t a were found t o be g e n e r a l l y a s expected, c o r r e l a t i n g w e l l w i t h corresponding d a t a recorded on previous S a t u r n I B v e h i c l e s . A n a l y s i s of t h e SA-203 i n f r a r e d spectrometer d a t a i s c o n t i n u i n g . A s a t i s f a c t o r y s e n s o r c a l i b r a t i o n f o r one of t h e two channels has been o b t a i n e d . P u b l i c a t i o n of t h e spectrometer d a t a r e p o r t a w a i t s f i n a l s e l e c t i o n of t h e c a l i b r a t i o n d a t a f o r t h e o t h e r channel by MSFC . 2. Saturn V a. General (1) S a t u r n VIVoyager Launch Vehicle T r a j e c t o r i e s and flow f i e l d s have been obtained f o r t h e S a t u r n VIVoyager launch v e h i c l e . As c e n t thermal environments w i l l b e r u n soon. Data f o r t h e shroud have been r e q u e s t e d by October 20, and i t seems t h a t t h i s d a t e can be met. (2) s a t u r n Improvement S t u d i e s P r e l i m i n a r y plans a r e being made f o r a base h e a t ing t e s t f o r S a t u r n v e h i c l e s w i t h s t r a p - o n s . C o n f i g u r a t i o n drawings and t r a j e c t o r i e s have been passed on t o CAL. A r e p r e s e n t a t i v e from CAI, w i l l p r e s e n t h i s i d e a s on a t e s t program e a r l y n e x t month. The S a t u r n V conf i g u r a t i o n i s b e i n g g i v e n more c o n s i d e r a t i o n than t h e S a t u r n I B . �(1) Short-Duration Model T e s t Volume I of Document D5-15615, "Saturn V Model Base Heating T e s t A n a l y s i s (S-IC S t a g e ) ," has been r e l e a s e d . Volume I1 w i l l be r e l e a s e d soon. (2) Des i g n Assurance A n a l y s i s of t h e h e a t i n g environment f o r t h e S-IC con£ ined d e t o n a t i n g f u s e has been published i n Coordination Sheet ATT-H-015. The a d d i t i o n of a f a i r i n g on t h e forward s i d e of t h e IU r e t r o - r e f l e c t o r r e q u i r e d a r e - e v a l u a t i o n of i t s protuberance f a c t o r s and t h e a f f e c t e d a r e a s . A c o o r d i n a t i o n s h e e t w i l l be i s s u e d a s soon a s t h e c u r r e n t environment document d r a f t i s f i n i s h e d . The d e f i n i t i o n of energy t r a n s f e r from s o l i d motor p a r t i c l e s t o s u r f a c e s from experimental t e s t programs i s i n rough draft. F i n a l r e l e a s e depends on v e r i f i c a t i o n of the r e s u l t s of one t e s t u s i n g t h e thermal a n a l y z e r . (3) O p e r a t i o n a l Thermal Environment - SA-501 The atmospheric d e n s i t y v a r i a t i o n was r e c e i v e d from MSFC Aerospace Environment D i v i s i o n on September 6, 1966. F l i g h t Mechanics produced o u r r e q u i r e d + l o h e a t i n g t r a j e c t o r i e s using t h e o p e r a t i o n a l t r a j e c t o r y a s t h e b a s e l i n e . The a e r o - h e a t i n g environment f o r t h e s e t r a j e c t o r i e s has been determined. A rough d r a f t of t h e t r a j e c t o r y and a e r o - h e a t i n g s e c t i o n s has been completed. S-IC b a s e h e a t i n g and S-IC/ S-11s t a g i n g environments a r e b e i n g e v a l u a t e d . Staging p r e d i c t i o n s f o r t h e LOX dome and i n t e r s t a g e p r e s s u r e s have been completed. The a s y m p t o t i c c a l o r i m e t e r w a l l temperature and c o n v e c t i v e h e a t i n g r a t e s have been determined. T o t a l and d i f f e r e n t i a l p r e s s u r e e s t i m a t e s a r e being e v a l u a t e d . (4) F l i g h t Evaluation Thermal a n a l y z e r models f o r t h e instrument l o c a t i o n s on t h e f i n s and engine f a i r i n g s have been c o n s t r u c t e d . The models w i l l be checked o u t when t h e o p e r a t i o n a l environment becomes a v a i l a b l e . A r e q u e s t t o revamp t h e t h i n s k i n computer program f o r u s e i n f l i g h t e v a l u a t i o n was made i n Coordination Sheet ATT-H-014. The changes w i l l reduce i n p u t time and e r r o r s . �c. S - I 1 Stage The many protuberances on t h e S - I 1 a f t i n t e r s t a g e l i e s o c l o s e t o g e t h e r t h a t t h e i r e f f e c t s o v e r l a p . NAA has requested t h a t l a r g e a r e a s of t h e a f t i n t e r s t a g e be i n s u l a t e d because of t h e i n t e r f e r e n c e . R-AERO-ATA reviewed t h e i r thermal environments t o determine whether t h e r e q u e s t should be approved. R-AERO-AT. recommended t h a t l e s s a r e a b e i n s u l a t e d than NAA r e q u e s t e d , b u t I 0 approved t h e r e q u e s t i n t o t a l s i n c e l i t t l e o r no c o s t was involved and payload i s n o t critical. 3. General a. J u p i t e r Probe The J u p i t e r probe s t u d y has n o t been a c t i v e l y c a r r i e d o u t t h i s month because of t h e slowness of a c q u i r i n g a computer program n e c e s s a r y f o r i t s p r o g r e s s . A p r e s e n t a t i o n was made by H. Hoshizaki, K. Wilson, and A. Wood of Lockheed, Palo A l t o a b o u t t h e i r ' e n t r y h e a t t r a n s f e r work. During t h e i r p r e s e n t a t i o n , t h e y s t a t e d t h e i r o p i n i o n t h a t shock l a y e r temperatures f o r a J u p i t e r probe might range from 20,000°K t o 50,000°K. Heating r a t e s would be h i g h enough t o cause II massive" a b l a t i o n , d e s t r o y i n g t h e boundary l a y e r a s i t i s u s u a l l y thought o f . The a b s o r p t i o n c o e f f i c i e n t s f o r t h e Jovian atmospheric g a s e s and t h e a b l a t e d m a t e r i a l seem t o be t h e d a t a which must be g e n e r a t e d t o complete t h e i n p u t f o r t h e problem. b. M a r t i a n Entry Probe Study AS0 is c o o r d i n a t i n g a s t u d y t o determine t h e of and problems a s s o c i a t e d w i t h combining a r e t r i e v a b l e probe w i t h t h e Mars Manned Flyby Mission. R-AERO-ATA i s s u p p o r t i n g s t u d y w i t h h e a t i n g d a t a and h e a t s h i e l d a n a l y s e s . Input data being gathered. c. feasibility experiment t h e AS0 a r e now Research i n t o t h e Problem of I n t e r a c t i o n of Coaxial Axisymme t r i c J e t s The i n c l u s i o n of a s u b r o u t i n e t o c a l c u l a t e and use t h e e q u i l i b r i u m c o n s t a n t s from NASA TN D-1454, October 1962, has been The new s u b r o u t i n e would r e q u i r e o n l y a deferred f o r the present. moderate expansion of t h e program; however, i t has been decided t h a t t h i s a d d i t i o n w i l l n o t be included u n t i l t h e e n t i r e procedure u s i n g t h e p r e s e n t e q u i l i b r i u m c o n s t a n t s u b r o u t i n e has been checked o u t . P r o d u c t i o n ' r u n s aye being made u s i n g t h e e q u i l i b r i u m c o n s t a n t s of "JANAF Thermochemi.ca1 Tables," by Dow Chemical Co., August 1965. These runs a r e f o r a n o z z l e exhaust which i n c l u d e s t h e f o l l o w i n g chemical �s p e c i e s w i t h t h e i r corresponding mass f u n c t i o n s : hydrogen, 0.00406; w a t e r , 0.02054; carbon, 0.00006; carbon monoxide, 0.00141; carbon d i o x i d e , 0.62051; and methane, 0.23253. The atmosphere i s t r e a t e d a s a m i x t u r e of oxygen (0.23300) and n i t r o g e n (0.76700). P r e s e n t l y t h e i n i t i a l cases of n o z z l e exhaust and t u r b i n e e x h a u s t mixing and t h o s e of t h e t u r b i n e exhaust and e x t e r n a l a i r mixing a r e being t r e a t e d s e p a r a t e l y a s two-stream mixing problems. The r e s u l t s of t h e s e c a s e s w i l l b e p l o t t e d and normalized f o r use a s i n p u t t o t h e combined t h r e e - s t r e a m mixing of t h e nozzle e x h a u s t , t u r b i n e e x h a u s t and e x t e r n a l a i r . d. Base P r e s s u r e and Environment The p o r t i o n s of t h i s s t u d y c u r r e n t l y under inves t i g a t i o n i n v o l v e t h e t u r b u l e n t boundary l a y e r growth on nozzle w a l l s w i t h mass i n j e c t i o n and t h e r e a c t i n g s h e a r l a y e r a t t h e plume boundary. The f i n i t e - r a t e s h e a r l a y e r program i s being used on The r e s u l t i n g s h e a r l a y e r d e s c r i p t i o n w i l l coma s e a l e v e l F-1 plume. p l e t e t h e a n a l y s i s of t h e e n t i r e plume f o r t h i s engine using the b e s t a v a i l a b l e a n a l y t i c a l tools. F i n i t e - r a t e shear layer calculations a r e a l s o planned f o r t h e CAL 1120-scale F-1 burning L O ~ I E t h y l e n e , t h e 5 - 2 w i t h water-cooled d i f f u s e r r i n g , and a Rocketdyne LOXIRP-1 t e s t engine. A v a i l a b l e experimental d a t a f o r t h e s e plumes range from simple photographs t o t e m p e r a t u r e and composition probes through t h e plume a t s e v e r a l a x i a l stations. I n a d d i t i o n , t h e GAL 1120-scale F-1 engine i s being instrumented t o measure l o c a l s k i n f r i c t i o n on t h e nozzle w a l l which w i l l be compared w i t h t h e p r e d i c t i o n s of LMSC'St u r b u l e n t boundary l a y e r program. e. O r b i t a l Heating Program The thermal a n a l y s i s of t h e LFV engine compartment h a s been p u b l i s h e d i n a Technical Data Release. The r e s u l t s of t h e s t u d y i n d i c a t e t h a t (1) t h e s t e a d y - s t a t e temperatures i n t h e nozzle t h r o a t and chamber r e g i o n s w i l l a l l o w s e v e r a l hours of continuous operat i o n , and (2) t h a t t h e engine compartment w a l l s should be completely i n s u l a t e d from t h e f u e l and o x i d i z e r tanks f o r s teady-s t a t e c o n d i t i o n s . f. Nozzle and J e t Wake Study Two s e p a r a t e t a s k s were completed a s a r e s u l t of cont i n u i n g e f f o r t on t h e n o z z l e and j e t wake s t u d y . These two t a s k s , documented a s Technical Data R e l e a s e s , a r e d e s c r i b e d b r i e f l y below: �(1) Analysis of a 3 - 2 Engine Exhaust Flow w i t h a Mach D i s c Type of Shock S t r u c t u r e : Flow f i e l d d a t a were generated f o r a 5 - 2 engine e x h a u s t plume, u s i n g ~ o c k h e e d ' sm e t h o d - o f - c h a r a c t e r i s t i c s program. The c a l c u l a t e d shock s t r u c t u r e w i t h i n t h e flow f i e l d was compared w i t h t h a t observed i n photographs of a l i v e s e a l e v e l f i r i n g . Good agreement was obtained a f t e r a d j u s t i n g t h e chamber p r e s s u r e t o a l l o w f o r momentum l o s s e s . A f t e r t h e l o c a t i o n of t h e shock s t r u c t u r e was s e t , t h e s u b s o n i c r e g i o n behind t h e observed Mach d i s c w a s approximated w i t h a one-dimensional s o l u t i o n . ( 2 ) Flow F i e l d Analysis of a Cold Flow J e t : D e n s i t y v a r i a t i o n s , i n t e r p r e t e d a s sound waves, were observed i n shadowgraphs of a s u p e r s o n i c j e t . These waves appear t o o r i g i n a t e a t p o i n t s of i n t e r a c t i o n between shock waves and t h e j e t boundary. To d e f i n e more thoroughly t h e flow p r o p e r t i e s a t those i n t e r a c t i o n p o i n t s , a n a n a l y s i s of t h e flow f i e l d was conducted w i t h ~ o c k h e e d ' sm e t h o d - o f - c h a r a c t e r i s t i c s program. Data f o r t h e f i r s t two shock/boundary i n t e r a c t i o n p o i n t s were generated. g. S t a g e S e p a r a t i o n Thermodynamics Work i s c o n t i n u i n g on t h e p r e d i c t i o n of impingement p r e s s u r e s caused by r o c k e t exhaust plumes a d j a c e n t t o s o l i d boundaries. U n t i l r e c e n t l y , hand c a l c u l a t i o n s were r e q u i r e d t o p r e d i c t impingement p r e s s u r e i n t h e s t r o n g shock r e g i o n where t h e flow must become s u b s o n i c t o t u r n p a r a l l e l t o t h e s o l i d boundary. This a n a l y s i s has been combined i n t o a n a d d i t i o n a l computer program which uses v a l u e s from t h e methodo f - c h a r a c t e r i s t i c s (MOC) plume r u n a s i n p u t . The r e s u l t s a r e being checked a g a i n s t experimental d a t a . An improved c a p a b i l i t y has been added t o t h e impingement flow f i e l d a n a l y s i s . It i s now p o s s i b l e t o i n p u t a s t a r t l i n e t o t h e MOC program which has two p a r t s : a l e f t running charact e r i s t i c p o r t i o n and t h e remainder a s t r a i g h t s t a r t l i n e . This removes some of t h e d i f f i c u l t i e s w i t h s t a r t i n g t h e impingement flow f i e l d experienced i n t h e p a s t . I n connection w i t h impingement h e a t i n g r a t e s , a n e f f o r t i s underway t o use t h e LMSC/HREC t r a n s p o r t p r o p e r t y program a l o n g w i t h t h e MOC impingement flow f i e l d t o o b t a i n v e r y a c c u r a t e t r a n s p o r t prop e r t i e s a t each p o i n t a l o n g t h e s o l i d boundary where t h e impingement h e a t t r a n s f e r r a t e i s d e s i r e d . Using t h e s e p r o p e r t i e s i n t h e boundary l a y e r program, t h e o b j e c t i v e i s t o compare t h e r e s u l t i n g h e a t t r a n s f e r r a t e s t o experimental d a t a and t o determine i f t h i s a f f o r d s a marked improvement i n t h e acCuracy of t h e p r e d i c t i o n method. �E. Uns tead y Aerodynamics Branch 1. I n f l i g h t F l u c t u a t i n g P r e s s u r e and A c o u s t i c Environment a . Environmental p r e d i c t i o n s of t h e f l u c t u a t i n g p r e s s u r e environment i n t h e v i c i n i t y of t h e Snap-29, a r a d i o - i s o t o p e thermoe l e c t r i c g e n e r a t o r , have been completed. b. Environmental p r e d i c t i o n s of t h e f l u c t u a t i n g p r e s s u r e l e v e l s i n t h e v i c i n i t y of the S-IC and S - I 1 s e p a r a t i o n plane have been completed. c. "Quick look" r e d u c t i o n of t h e f l u c t u a t i n g p r e s s u r e d a t a a c q u i r e d a t AEDC on t h e 4 p e r c e n t model t e s t have been implemented. A t t h i s time t h e r e a r e no d a t a a v a i l a b l e f o r a n a l y s i s and e x t r a p o l a t i o n t o f u l l s c a l e f l i g h t condition. d. A "quick look" method f o r a s s e s s i n g t h e response of t h e S a t u r n V s t r u c t u r e t o f l u c t u a t i n g p r e s s u r e f o r c e s i s being published. It i s planned t o u s e t h e d a t a from t h e 4 p e r c e n t model t e s t a t AEDC i n t h e s e s t r u c t u r a l r e s p o n s e e s t i m a t i o n s which w i l l be made by R-P&VE-S. 2. Launch S i t e Acous t i c Environment a . A l l planned t e s t s under c o n t r a c t NAS8-20223 e n t i t l e d , "Acoustic S c a l e Model T e s t s of High-Speed Flows , ' I have been completed. The d a t a r e d u c t i o n of a l l a c o u s t i c measurements has a l s o been completed, and t h e f i n a l r e p o r t covering b o t h phases of t h i s e f f o r t i s being prepared. b. An e n c l o s u r e f o r t h e " J e t Flow Shadowgraph" experiments i s r e q u i r e d t o keep extraneous l i g h t s i g n a l s from over-exposing t h e shadowgraph f i l m d u r i n g t h e experiments. The d e s i g n of t h e e n c l o s u r e i s expected t o be completed by t h e end of n e x t month. c. An experiment t o determine t h e e f f e c t s on t h e a c o u s t i c environment of a j e t exhaust impingement on water i s i n p r o g r e s s . F a c i l i t y checkout t e s t s were conducted l a s t week, and e x p e r i m e n t a l program t e s t s a r e expected t o b e g i n soon. d. The e n g i n e e r i n g a n a l y s i s of t h e i n f l i g h t f l u c t u a t i n g p r e s s u r e d a t a from AS-203 has been completed. e . A n a l y s i s of t h e f l u c t u a t i n g p r e s s u r e d a t a from AS-202 Other d a t a on a common t e l e m e t r y l i n k w i t h c e r t a i n i s s t i l l i n progress. f l u c t u a t i n g p r e s s u r e d a t a a r e being reviewed t o determine t h e cause of extraneous s i g n a l s during the f l i g h t . �. f Task Order #7, f o r Baganof f A s s o c i a t e s ' d a t a r e d u c t i o n on t h e MSFC/AMES s e p a r a t e d flow experiment has been w r i t t e n t o provide d a t a f o r a p i l o t s t u d y t o f u r t h e r e v a l u a t e t h e flow c o n d i t i o n s and environments. Cross PSD'S, narrow band time c o r r e l a t i o n s , and s e v e r a l r e c o r d e r h e a d - s c a t t e r e r r o r s were r e q u e s t e d f o r v a r i o u s channel p a i r s . g . A r e p o r t on "The Ground Plane A c o u s t i c Environments Due t o a S a t u r n V Launch from Complex 39 a t Cape Kennedy," i s completed. h. A m o d i f i c a t i o n t o t h e 1120th s c a l e S a t u r n V launch conf i g u r a t i o n , soon t o be t e s t e d t o measure t h e a c o u s t i c s c a l i n g f a c t o r s and t o o b t a i n c e r t a i n o t h e r d e t a i l e d information on the sound s o u r c e mechanisms, has been made f o r T e s t ~ a b o r a t o r y ' s f a b r i c a t i o n group. This m o d i f i c a t i o n saved c o n s i d e r a b l e time and m a t e r i a l s i n t h e t e s t program w i t h o u t s i g n i f i c a n t p e n a l t y t o t h e a c o u s t i c d a t a a c q u i s i t i o n program. i. A c o m p i l a t i o n of t h e dynamic response t e l e m e t r y channels onboard AS-2041s-IVB and subsequent f l i g h t s has been made. The purpose of determining t h e d a t a measuring c a p a b i l i t y is t o p l a n f o r a m o d i f i c a t i o n i n t h e program t o o b t a i n a p o s s i b l e f l u t t e r measurement program. 3. Aeroelasticity The wavy-wall panel f l u t t e r t e s t s conducted i n t h e ARC 2 x 2-foot t r a n s o n i c wind t u n n e l have been completed. The d a t a a r e b e i n g prepared f o r shipment t o MSFC. The p r e s s u r e phase of t h e panel f l u t t e r t e s t s f o r t h e S a t u r n IV-B forward s k i r t has been completed. The p r e s s u r e d i s t r i b u t i o n and boundary l a y e r p r o f i l e d a t a have been reduced; however, t h e f l u c t u a t i n g p r e s s u r e environment d a t a remain t o be analyzed. Although t h e d a t a o b t a i n e d were good, i t w a s n o t p o s s i b l e t o a c h i e v e i n f l i g h t condit i o n s i n a l l c a s e s because of wind t u n n e l l i m i t a t i o n s . The AEDC 16-foot t r a n s o n i c wind t u n n e l was used f o r t h e s e t e s t s and w i l l b e used d u r i n g t h e f i r s t week of October t o t e s t t h e a c t u a l f l u t t e r model. V. AEROSPACE ENVIRONMENT DIVISION 1. An e x p l o r a t o r y r e s e a r c h e f f o r t has been i n i t i a t e d t o compare FPS-16 r a d a r f ~ i m s p h e r ewind p r o f i l e d a t a w i t h t h e upper atmospheric This w i l l be phenomena t h a t a r e d e t e c t a b l e by LIDAR techniques. accomplished w i t h t h e a s s i s t a n c e of S t a n f o r d Research I n s t i t u t e p r i n c i p a l i n v e s t i g a t o r ) . SRI w i l l a r r a n g e t o (Mr. Ronald C o l l i s probe t h e upper atmosphere a t t h e same time t h a t wind d a t a a r e being - �measured w i t h a Jimsphere. This work w i l l be completed a t t h e Western T e s t Range, P o i n t Mugu, C a l i f o r n i a where Jimsphere wind p r o f i l e d a t a a r e r o u t i n e l y a c q u i r e d . This i s being c l o s e l y coordinated between t h e r e s p o n s i b l e R-AERO-Y, SRI and P o i n t Mugu personnel b e f o r e t h e LIDAR t a~ measurements a r e made. Once a l i m i t e d number of ~ i m s p h e r e / L ~d~aA samples a r e obtained, a "quick-look" a p p r a i s a l w i l l be made. Any cont i n u a t i o n of t h i s e f f o r t w i l l depend upon the r e s u l t s of t h i s i n i t i a l e f f o r t . The LIDAR has been used s u c c e s s f u l l y t o measure such atmospheric phenomena a s (1) cloud h e i g h t s and i n t e n s i t y , (2) p r e c i p i t a t i o n , (3) induced and n a t u r a l p a r t i c u l a t e m a t e r i a l s of t h e atmosphere (4) v i s i b i l i t y , and (5) l a y e r s of extreme wind s h e a r . 2. The m e t e o r o l o g i c a l a s p e c t s of t h e S t r a t o s c o p e I1 P r o j e c t was i n v e s t i g a t e d d u r i n g a v i s i t by M r . Turner and M r . H i l l t o t h e h i g h a l t i Cude b a l l o o n r e s e a r c h launch s i t e a t P a l e s t i n e , Texas. Recommendations have been made t o t h e MSFC committee reviewing t h i s p r o j e c t . 3 . A n a l y s i s of ground wind p r o f i l e d a t a t h a t were measured i n s u p p o r t of t h e Ground Wind Loads T e s t (GWLT) of S a t u r n V 500F.at Cape Kennedy (LP-39A) i s c o n t i n u i n g . Information on wind v e l o c i t y cond i t i o n s , i n c l u d i n g g u s t d a t a , i s being formalized and t r a n s m i t t e d t o M r . K r o l l (R-P&W-S) a s r e q u i r e d . - 4. A meeting was h e l d w i t h personnel of GCA Corporation a t MSFC on August 31, 1966, t o review t h e s t a t u s of a temperature s e n s o r developThe temperature s e n s o r i s ment program under C o n t r a c t No. NAS8-20588. t o be used on t h e Jimsphere b a l l o o n t o o b t a i n d e t a i l e d upper atmospheric t e m p e r a t u r e p r o f i l e d a t a a s s o c i a t e d w i t h t h e d e t a i l e d wind d a t a being Loutinely acquired. This c o n t r a c t i s proceeding s a t i s f a c t o r i l y and on s c h e d u l e . No major problems have evolved. The temperature s e n s o r has been s e l e c t e d (a 5 m i l bead t h e r m i s t o r ) , and breadboarding of t h e temperat u r e s e n s i n g system has begun. 5. Work i s c o n t i n u i n g on a s o l a r c y c l e p r e d i c t i o n technique u s i n g random numbers. P r e l i m i n a r y r e s u l t s s u g g e s t t h a t c y c l e twenty has a The s o l a r a c t i v i t y should r i s e r a p i d l y i n t h e months long p e r i o d . ahead t o a peak n e a r a monthly average of 170 during t h e l a t t e r p a r t of 1968 followed by a few y e a r s of continued h i g h a c t i v i t y . 6. Work i s p r o g r e s s i n g s a t i s f a c t o r i l y on t h e MSFC Upper Atmosphere Measurement Program (MUMP). Two probes w i t h omegatrons, which had been g o l d - p l a t e d s o they t h e o r e t i c a l l y would n o t a b s o r b atomic oxygen, were launched by GSFC i n August; however, they b o t h f a i l e d t o measure t h e Two modified instruments which i n c l u d e a proposed a t o m i c oxygen p r e s e n t . s , o l u t i o n t o t h i s problem w i l l be launched by MSFC t h e l a t t e r p a r t of October w i t h t h e remaining s i x probes now scheduled f o r launch during January 1967. 22 r; �7 . The i n t e r i m r e p o r t on t h e m e t e o r o l o g i c a l p o r t i o n of t h e space s t a t i o n s t u d y was completed d u r i n g t h e l a s t week of September. A f t e r t h e p r e s e n t a t i o n t o NASA H e a d q u a r t e r s , t h e s t u d y was extended a n a d d i t i o n a l s i x weeks. 8. The 1966 r e v i s i o n t o t h e Space Environment C r i t e r i a Guidelines f o r Use i n Space Vehicle Development document w i l l b e completed d u r i n g t h e f i r s t week i n October. 9. Nine p r o p o s a l s f o r t h e d e f i n i t i o n of a n i n - f l i g h t experiment t o inves t i g a t e the phys i c s of g a s - s u r f a c e molecule i n t e r a c t i o n s i n t h e ambient s p a c e environment were r e c e i v e d and a r e b e i n g e v a l u a t e d . The e v a l u a t i o n w i l l be completed i n October. 10. Work i s p r o g r e s s i n g on updating t h e models of t h e Mars, Venus, and J u p i t e r atmospheres f o r use i n advanced m i s s i o n s t u d i e s being conducted under t h e a u s p i c e s of t h e Advanced Systems O f f i c e . 11. We a r e c o n t i n u i n g t o provide atmospheric d e n s i t y d a t a t o s u p p o r t t h e a t t i t u d e and guidance and c o n t r o l system s t u d i e s being conducted by A s t r i o n i c s Laboratory. 12. We have i n i t i a t e d a p r e l i m i n a r y a n a l y s i s of t h e e f f e c t s of s t a t i c f i r i n g s on t h e ionosphere. We e x p e c t t o g e t some c o n t r a c t u a l e f f o r t underway on t h i s program d u r i n g October. 13. Work has begun on i d e n t i f y i n g s o l a r c y c l e v a r i a t i o n s i n t h e Mars atmosphere. Knowledge of t h e amplitude of t h e s e v a r i a t i o n s i s n e c e s s a r y i n t h e advanced p l a n e t a r y probe s t u d i e s . A t t h e same time, some e f f o r t i s b e i n g devoted t o e s t a b l i s h i n g models of t h e Mars s u r f a c e environment and i t s v a r i a t i o n s . VI, AS TRODYNAMICS AND GUIDANCE THEORY DIVISION A. O f f i c e of t h e Ch5ef A NASA g r a n t h o l d e r s p r e s e n t a t i o n on Control Theory was h e l d on September 21, 1966 a t MSFC. P a r t i c i p a t i n g were P r o f e s s o r s Kinnen, L i n d o r f f , B r i d g l a n d , FlKgge-Lotz, Polak, Meirovich, Roy, F r a n k l i n , Hunt, d i s cuss i n g t h e i r NASA g r a n t s . The second NASA I n t e r c e n t e r meeting on Control Theory was held on September 22-23, 1966 a t MSFC. The meeting covered c u r r e n t t o p i c s of NASA r e s e a r c h i n t e r e s t i n t h e c o n t r o l t h e o r y a r e a . A b s t r a c t s of t h e papers a r e a v a i l a b l e from R-AERO-G. �Work was done on t h e p o s s i b i l i t y of v e r i f y i n g t h a t t h e u s u a l 1i n e a r i z a t i o n s t a b i l i t y technique (Aizerman' s c o n j e c t u r e ) l e a d s t o bounded s o l u t i o n s . Only p a r t i a l r e s u l t s a r e o b t a i n e d on t h i s problem. 'Methods f o r i n v e s t i g a t i n g p e r i o d i c behavior i n autonomous s y s terns were s o u g h t , i n p a r t i c u l a r , t h o s e a p p l i c a b l e t o Hamil t o n i a n systems, s u c h a s t h e n-body problem. The method of Krylov-Bogoliubov i s a l i k e l y candidate . E x i s t e n c e and uniqueness theorems of t h e Okamura type (necessary and s u f f i c i e n t c o n d i t i o n s ) were considered f o r p o s s i b l e a p p l i c a t i o n s i n (J. George). t r a j e c t o r y c a l c u l a t i o n s and p e r i o d i c o r b i t p r o p e r t i e s . B. A s trodynamics Branch 1. I n t e r p l a n e t a r y Trans i t S t u d i e s (In-House) a . Work i s c o n t i n u i n g on t h e f r e e f l i g h t multi-body power s e r i e s i n t e g r a t i o n deck. The n e c e s s a r y programming changes have been made, and t h e deck i s being checked o u t . b. Formulation of t h e e q u a t i o n s f o r a new deck designed p r i m a r i l y f o r parameter type s t u d i e s of low t h r u s t t r a j e c t o r i e s i s n e a r i n g completion. The deck w i l l i n c l u d e t h e second, t h i r d , and f o u r t h harmonics of t h e e a r t h ' s p o t e n t i a l f u n c t i o n and has a f i x e d a n g l e t h r u s t ; t h e g r a v i t a t i o n a l f i e l d s of t h e e a r t h , t h e sun, and a s e l e c t e d t h i r d body a r e i n t e r d e p e n d e n t . The e q u a t i o n s of motion of t h e sun, probe and t h e t h i r d body w i l l be i n t e g r a t e d u s i n g power s e r i e s , and t h e deck w i l l compute i t s own i n t e g r a t i o n time s t e p f o r maximum speed c o n s i s t e n t w i t h t h e s p e c i f i e d accuracy. Furthermore, a l l computations w i l l be c a r r i e d o u t i n double p r e c i s i o n . 2. S t u d i e s of R a d i a t i o n P r e s s u r e on a R e f l e c t i n g S a t e l l i t e Work i s c o n t i n u i n g on t h e s t u d y t o determine t h e e f f e c t s of t h e new c o n t r o l laws, r e c e n t l y i n s e r t e d i n t o t h e two-dimensional o r b i t a l parameter deck, on t h e o r b i t a l p e r t u r b a t i o n s caused by r a d i a t i o n p r e s sure. 3. Support C o n t r a c t a. Cislunar Orbit Studies The deck designed t o a i d i n minimizing t h e t o t a l v e l o c i t y increment r e q u i r e d t o p r o v i d e o r b i t a l s t a b i l i t y i n c i s l u n a r space has been programmed and t h e check c a s e s a r e being analyzed. �b. I n t e r p l a n e t a r y Trans i t S t u d i e s The c a p a b i l i t y of i n v e s t i g a t i n g a l l c l a s s e s and types on t h e second l e g of a fly-by m i s s i o n t o determine t h e b e s t a v a i l a b l e o r b i t has been added t o t h e Modified Marshall I n t e r p l a n e t a r y Conic T r a j e c t o r y Program; work has now begun on t h e f o r m u l a t i o n of the programming changes n e c e s s a r y t o add powered f l i g h t c a p a b i l i t y t o t h e deck. C. Guidance Theory Branch 1. Support C o n t r a c t S t u d i e s a. Low T h r u s t Guidance The a l t e r e d IGM e q u a t i o n s mentioned l a s t month have been checked f o r a h i g h - t h r u s t (2-D) t r a j e c t o r y w i t h a burn time of 340 seconds. The t h r u s t w i l l be lowered, and t h e r e s u l t i n g t r a j e c t o r i e s w i l l be checked f o r a c c u r a c y of t e r m i n a l c o n d i t i o n s . The a l t e r e d IGM e q u a t i o n s have been extended t o i n c l u d e yaw maneuvers. They have n o t y e t been programmed and checked o u t . b. Power S e r i e s S o l u t i o n f o r I n i t i a l Lagrange M u l t i p l i e r s The a n a l y s i s of a s e r i e s s o l u t i o n f o r t h e i n i t i a l m u l t i p l i e r s f o r t h e c a s e of t r a n s f e r from a f i x e d p o i n t t o a n e l l i p s e w i t h o n l y i t s energy and momentum s p e c i f i e d has continued. As t h e t e r m i n a l c o n d i t i o n e q u a t i o n s a r e expanded i n t o Taylor s e r i e s , i t is n e c e s s a r y t o determine t h e i r a c c u r a c y by observing t h e magnitude of t h e s u c c e s s i v e remainder terms. A program has been w r i t t e n t o e v a l u a t e t h e remainder terms us ing d a t a from a numer i c a l l y i n t e g r a t e d c a l culus-ofv a r i a t i o n s t r a j e c t o r y ; a l s o , p r o v i s i o n has been made t o r e v e r t t h e s e r i e s f o r t i m e - t o - c u t o f f v a l u e s . The energy e q u a t i o n has been expanded and i s now b e i n g t e s t e d . 2. In-house S t u d i e s a . The computer program t o compute optimal continuous t h r u s t o r b i t a l t r a n s f e r s has been coded and checked o u t , and i s now operational. The m o d i f i c a t i o n needed t o compute optimal t h r u s t-coas tt h r u s t o r b i t a l t r a n s f e r s w i l l now be added t o t h e program. b. A b r i e f summary of t h e s t u d i e s performed by MSFC on t h e f l i g h t mechanics and guidance of r e e n t r y v e h i c l e s has been prepared f o r p r e s e n t a t i o n a t t h e NASA Ad Hoc Groups meeting on Reentry Guidance and C o n t r o l . �c. A low t h r u s t o r b i t a l parameter computer program has been formulated and s e n t t o t h e Computation Laboratory f o r coding. This program i s t o be used i n a parameter s t u d y of d e s c e n t i n t o t h e J o v i a n atmosphere. Programming d i f f i c u l t i e s have been encountered, which have delayed t h i s p r o j e c t . d. Work has been i n i t i a t e d , i n s u p p o r t of RPL, on c a l c u l a t ing low t h r u s t t r a n s f e r from E a r t h t o Mars. This s t u d y w i l l r e q u i r e some m o d i f i c a t i o n s of e x i s t i n g computer programs. 3. Contracts a. Boeing - Rendezvous Guidance E v a l u a t i o n of t h e r e l a t i v e c o o r d i n a t e scheme f o r t h e t e r m i n a l burn has continued. Using o n l y t h e p o s i t i o n e q u a t i o n s t o s o l v e a ( t h e c o n s t a n t a n g l e i n t h e X e q u a t i o n ) , we o b t a i n a v a l u e f o r t f and . of t f which i s d i f f e r e n t from t h e tf o b t a i n e d from s o l v i n g t h e f u l l s e t of guidance e q u a t i o n s . As t h e f i n a l burn phase p r o g r e s s e s , i t seems t h a t t h e d i f f e r e n c e s i n t h e t f ' s converge t o some non-zero r e a l number, N, and remain a t N u n t i l t h e f i n a l phase i s over. Close examination of such t r a j e c t o r i e s i n d i c a t e s t h a t the closer N i s t o zero, the smaller the f i n a l end e r r o r i n p o s i t i o n . I n order t o d r i v e N t o zero, a correction scheme was added t o t h e s t e e r i n g e q u a t i o n . This c o r r e c t i o n was K(tmf t f ) , where K i s a predetermined c o n s t a n t . Using t h i s scheme, range a n g l e t o 5 x 1 0 ' ~d e g r e e s . e r r o r s were reduced from 4 x - b. Lockheed - Rendezvous Guidance A phase plane a n a l y s i s of t h e rendezvous guidance problem i s continuing. The r e s u l t i n g guidance law i s being programmed s o t h a t s i m u l a t i o n runs can be made. Work has a l s o begun on a guidance scheme f o r t h e f i r s t - b u r n phase of t h e rendezvous problem. This phase w i l l be used t o p l a c e t h e i n t e r c e p t o r i n a p o s i t i o n f a v o r a b l e f o r rendezvous and s u i t a b l e f o r t h e t e r m i n a l scheme. The energy, a n g u l a r momentum, and o r i e n t a t i o n of t h e t r a n s f e r e l l i p s e w i l l be d e f i n e d i n terms of t h e s t a t e v a r i a b l e of t h e i n t e r c e p t o r and t h e s e p a r a t i o n a n g l e between t h e t a r g e t and t h e i n t e r c e p t o r . This scheme w i l l assume some p r i o r i n f o r m a t i o n conc e r n i n g t h e t e r m i n a l burn. c. Vanderbil t U n i v e r s i t y Because of v a c a t i o n s , l i t t l e p r o g r e s s was made d u r i n g t h e month. M r . L i n n s t a e d t e r continued s t u d y of t h e extended m u l t i s t a g e Bolza problem. D r . Bowman developed a proof of t h e m u l t i p l i e r r u l e and t r a n s v e r s a l i t y c o n d i t i o n s based on t e n s o r and e x t e n s o r theory. �D. O p t i m i z a t i o n Theory Branch 1. Design Concept Comparison Study A s t u d y has been i n i t i a t e d t o compare s e v e r a l promising c o n t r o l systems and t h e i r r e l a t e d s y n t h e s i s t e c h n i q u e s , and t o examine t h e p o s s i b i l i t y of t h e i r a p p l i c a t i o n t o t h e development of a s e t of t o l e r a n t c o n t r o l l e r s f o r the Saturn vehicles. S i x c o n t r o l systems w i l l be s t u d i e d : two load r e l i e f s y s tems, two " t o l e r a n t " systems, and two bending s i g n a l s u p p r e s s i o n systems. The s t u d y w i l l proceed i n two phases. The f i r s t phase w i l l be a d e t a i l e d examination of t h e r e l a t i v e m e r i t s of t h e systems. I n the second phase, t h e r e s u l t s of t h i s work w i l l be a p p l i e d t o t h e p r e s s i n g need f o r f l e x i b i l i t y i n t h e S a t u r n c o n t r o l systems. 2. A p p l i c a t i o n of Optimal Control Theory f o r Design of Load Re1 i e f C o n t r o l The s o u r c e of p r e v i o u s l y r e p o r t e d d i f f i c u l t i e s encountered w i t h t h e computer program developed f o r f i n d i n g optimal f i x e d feedback g a i n s f o r s y s tems w i t h d i s t u r b a n c e i n p u t s has been found and c o r r e c t e d . Some r e s u l t s o b t a i n e d by t h i s method a r e now being e v a l u a t e d . New a t t e m p t s t o use t h e Newton-Raphson technique show t h a t i t i s extremely d i f f i c u l t t o a p p l y t h e method f o r s o l u t i o n of t h i s p a r t i c u l a r problem. The above mentioned program i s s i m p l e r c o m p u t a t i o n a l l y and p r e s e n t s fewer d i f f i c u l t i e s i n a p p l i c a t i o n . F u t u r e e f f o r t s w i l l c e n t e r on use of t h i s method only. 3 . A paper on advanced f l i g h t c o n t r o l techniques f o r launch v e h i c l e s was p r e s e n t e d t o t h e NASA I n t e r c e n t e r Meeting on Control Theory It w i l l a l s o be p r e s e n t e d a t t h e DOD/ h e l d a t MSFC on September 22-23. NASA/FAA Conference on Navigation, Guidance, and Control a t WrightP a t t e r s o n A i r Force Base on October 1 1 - 1 2 . 4. Northrop Schedule Order #26 a. Voyager Load R e l i e f Objective: Saturn V/~oyager. To i n v e s t i g a t e l o a d r e l i e f systems f o r t h e A s y s tem p r e v i o u s l y s t u d i e d by Nor t h r o p f o r a p p l i c a t i o n t o t h e S a t u r n V/LOR i s b e i n g i n v e s t i g a t e d f o r t h e Voyager t o determine i t s l o a d r e l i e f c a p a b i l i t i e s f o r t h i s c o n f i g u r a t i o n . This system i s a d r i f t - m i n i m i z i n g s y s tem which employs feedback of t h e v e l o c i t y normal t o t h e r e f e r e n c e plane. A s t u d y is a l s o being i n i t i a t e d t o determine how i n f o r m a t i o n from t h e guidance p l a t f o r m can most e f f e c t i v e l y be used t o p r o v i d e load r e l i e f . �b. Learning Systems Objective: To determine t h e a p p l i c a b i l i t y of l e a r n i n g s y s tems t o b o o s t e r c o n t r o l and of f - l i n e problem s o l v i n g . A r e p o r t on t h e s t u d y i s being w r i t t e n . It i s concluded t h a t , w i t h one p o s s i b l e e x c e p t i o n , l e a r n i n g s y s tems a r e n o t c u r r e n t l y a p p l i c a b l e t o b o o s t e r c o n t r o l . The one p o s s i b l e p r e s e n t a p p l i c a t i o n i s t h e use of a p e r i o d i c sampling, t o g e t h e r w i t h high-gain n o n l i n e a r t r a c k ing systems s u c h a s some of t h e l e a r n i n g d e v i c e s . This might be s u i t a b l e f o r g a i n s t a b i l i z a t i o n of t h e bending modes. A b r i e f e x c u r s i o n i n t o i n f o r m a t i o n t h e o r y i s being made t o determine i f a p e r i o d i c sampling of t h e type e n v i s i o n e d w i l l s u i t a b l y d e s t r o y t h e bending information t o p r o v i d e a c c e p t a b l e i n p u t i n t o t h e " l e a r n i n g element." c. A n a l y t i c Design Objective: f o r l i n e a r s ys tems . To i n v e s t i g a t e a n a l y t i c d e s i g n techniques A r e p o r t on t h e e v a l u a t i o n of t h e a n a l y t i c d e s i g n technique proposed by Bass and Webber of Hughes A i r c r a f t i s being prepared. Some r e l a t i v e l y minor i n v e s t i g a t i o n s remain t o be conducted. A summary of t h e s t u d y t o d a t e was p r e s e n t e d a t t h e Control Theory Symposium on September 19-21. 5. Honeywell (NAS8-11206) a. Development of T o l e r a n t Control Systems O b j e c t i v e : To develop c o n t r o l l e r s which maximize t h e t o l e r a n c e t o v e h i c l e and environmental parameter v a r i a t i o n s . Candidate c o n t r o l l e r s have been t e s t e d by use of t h e s y n t h e s i s programs i n t h e h i g h dynamic p r e s s u r e r e g i o n of t h e f i r s t s t a g e t r a j e c t o r y . Many c a n d i d a t e s had d i f f i c u l t y i n r e a c h i n g t h e g i v e n load l i m i t i n t h i s r e g i o n f o r Model Vehicle 2. The g o a l s were reviewed, and Future e f f o r t s w i l l more r e a l i s t i c v a l u e s were g i v e n t o t h e c o n t r a c t o r . i d e n t i f y t h e range of c o n d i t i o n s ( t r a j e c t o r y s u b r e g i o n s ) over which a g i v e n c o n t r o l l e r i s adequate. b. Voyager Load R e l i e f O b j e c t i v e : To develop a n e f f e c t i v e load r e l i e f c o n t r o l s y s tern f o r t h e S a t u r n voyager. A meeting was held a t t h e c o n t r a c t o r ' s f a c i l i t y on D i s c u s s i o n c e n t e r e d around t h e e q u a t i o n s of motion and September 6-7. d e t a i l e d s i m u l a t i o n s , and on determining a "worst" wind f o r t h e c l a s s of Implementation of t h e s i m u l a t i o n s i s s l i g h t l y s y s tems being i n v e s t i g a t e d . behind s c h e d u l e . 28 �A c l a s s of s y n t h e t i c winds producing l a r g e r bending moments f o r t h e s y s tems cons i d e r e d t h a n t h e c o n v e n t i o n a l l y employed s y n t h e t i c p r o f i l e has been i s o l a t e d . Whereas t h e conventional p r o f i l e has s h e a r s always i n c r e a s i n g t h e wind from a s m a l l v a l u e t o a l a r g e v a l u e , t h e new c l a s s demonstrates s h e a r r e v e r s a l ; that i s , t h e s h e a r s d e c r e a s e t h e wind magnitude f o r a p e r i o d of time and then s h e a r s a r e i n t r o d u c e d which i n c r e a s e t h e wind magnitude a g a i n . R-AERO-Y personnel were r e q u e s t e d t o determine t h e l i k e l i h o o d of t h i s phenomenon o c c u r r i n g . R-AERO-Y could n o t r e a c h any c o n c l u s i o n s based on t h e i r l i m i t e d s t u d y . However, based on t h e i r d a t a , p e r s o n n e l of t h i s branch decided t h a t t h e p r o b a b i l i t y of occurrence of s u c h a c l a s s of winds e x h i b i t i n g l a r g e s h e a r r e v e r s a l over a l t i t u d e i n t e r v a l s of s e v e r a l hundred meters was s u f f i c i e n t l y low t h a t i t would n o t be used a s a b a s i c d e s i g n wind f o r t h i s study. A more d e f i n i t i v e s t u d y of t h e p r o b a b i l i t y of occurrence of winds w i t h s h e a r r e v e r s a l and of t h e a s s o c i a t e d s h e a r s would probably be u s e f u l f o r f u t u r e load r e l i e f system s t u d i e s . No a c t i o n has y e t been taken t o request such a study. 6. Sys tems Technology, I n c . (NAS8-11419) O b j e c t i v e : To determine t h e 1i m i t a t i o n s of convent konal c o n t r o l systems f o r v e h i c l e s e x h i b i t i n g a l a r g e amount of intermodal coup1 ing . Design of a c o n t r o l system f o r Model v e h i c l e 2 u s i n g conv e n t i o n a l components i s c o n t i n u i n g . Use of a t t i t u d e and a t t i t u d e r a t e s i g n a l s t o s t a b i l i z e bending has been shown t o r e q u i r e some r e l a t i v e l y complex f i l t e r i n g between second and t h i r d modes, whereas b o t h modes can be s t a b i l i z e d w i t h r e l a t i v e l y simple f i l t e r i n g when a high-passed a c c e l e r o m e t e r s i g n a l i s used t o s t a b i l i z e them. The e f f e c t of s u c h a u s e of t h e a c c e l e r o m e t e r on t h e load r e l i e v i n g c a p a b i l i t y of t h e system i s being e v a l u a t e d . VII. DYNAMICS AND FLIGHT MECHANICS DIVISION A. Multi-Projects 1. - Guidance Minimization of Turn Around Time f o r t h e Guidance System f o r Changes i n Vehicles and Missions The bas i c h y p e r s u r f a c e f o r determining t a r g e t i n g v a l u e s f o r t h e t r a n s l u n a r i n j e c t i o n c o n i c i s used t o a r r i v e a t a g e n e r a l i z e d hypersurface f o r the following missions: �(1) Lunar o r deep s p a c e probes. (2) Space-fixed near e a r t h o r b i t s . (3) Earth- fixed o r b i t s (4) Orbits with o r i e n t a t i o n free. (5) D i r e c t a s c e n t rendezvous m i s s i o n s . . The s i g n i f i c a n t d i g i t s of t h e n a v i g a t i o n a l information used i n t h e IGM s t e e r i n g e q u a t i o n s a s w e l l a s t h e f u n c t i o n s i n t e r n a l l y used by IGM have been p a r a m e t r i c a l l y t r u n c a t e d u n t i l t h e system becomes i n d e t e r m i n a t e o r performance and a c c u r a c e a r e s i g n i f i c a n t l y p e n a l i z e d . This s t u d y g i v e s some i n s i g h t i n t o t h e number of s i g n i f i c a n t d i g i t s r e q u i r e d f o r IGM t o perform i n a s a t i s f a c t o r y manner and a l s o i n d i c a t e s how much t h e m i s s i o n can be changed w i t h o u t needing t o r e s c a l e t h e f i x e d p o i n t launch v e h i c l e d i g i t a l computer. The t r u n c a t i o n s a r e being a p p l i e d t o t h e f o l l o w i n g miss i o n s : (1) Near-earth o r b i t s . (2) High energy e a r t h o r b i t s , i n c l u d i n g e a r t h synchronous o r b i t s . (3) Lunar miss i o n s . (4) Typical i n t e r p l a n e t a r y miss i o n s . The n e x t s t e p i n t h e s t u d y w i l l be t o a c t u a l l y program a n I G M s u b r o u t i n e i n f i x e d p o i n t , s c a l e d t o a p a r t i c u l a r m i s s i o n , and determine how much (DAG/Northrop) t h e m i s s i o n can be changed w i t h o u t a s e r i o u s p e n a l t y . 2. Dynamics and Control a. Three-Dimens i o n a l Analysis of Large Launch Vehicles I n c l u d i n g 6 h e l l Degrees of Freedom The e q u a t i o n s of motion have been d e r i v e d s e p a r a t e l y f o r t h e component of t h e s t i f f e n e d s h e l l and i n t e g r a t e d i n t h e X d i r e c tion. These s o l u t i o n s have been combined u s i n g t h e c o n d i t i o n s of cont i n u i t y and e q u i l i b r i u m a t t h e i n t e r s e c t i o n s of t h e s h e l l segment and beams. The r e s u l t i s a s e t of d i f f e r e n t e q u a t i o n s i n terms of t h e d e f l e c t i o n s and r o t a t i o n s of t h e s t i f f e n e r c e n t r o i d a l a x i s . The p e r t i n e n t s o l u t i o n s t o t h i s s e t of e q u a t i o n s y i e l d f o u r a l g e b r a i c e q u a t i o n s (DDS/NO t h~ c o n t a i n i n g t h e frequency of v i b r a t i o n a s a parameter Carolina S t a t e University) . �b. A t e c h n i c a l r e p o r t e n t i t l e d "A Comparison of F l e x i b l e and Rigid Ring B a f f l e s f o r S l o s h Suppression" has been published. The included t e s t r e s u l t s i n d i c a t e that f l e x i b l e b a f f l e s g e n e r a l l y p r o v i d e damping e q u a l t o o r b e t t e r than s i m i l a r r i g i d b a f f l e s , The r a t i o of f l e x i b l e b a f f l e damping t o r i g i d b a f f l e damping i s shown t o v a r y from approximately 2 t o s l i g h t l y g r e a t e r than 1 a s a f u n c t i o n of s l o s h amplitude. The r a t i o i s l a r g e s t f o r low amplitudes. These r e s u l t s a g r e e v e r y w e l l w i t h d a t a p r e v i o u s l y published by Langley. southwest Research I n s t i t u t e ) c. Nonlinear F i l t e r f o r High Frequency Cutoff The f i n a l r e p o r t , "The Nonlinear Cutoff F i l t e r i n t h e S a t u r n V Vehicle w i t h Time Varying C o e f f i c i e n t s ," August 1966, LMSC/ HREC A783123, has been d i s t r i b u t e d . This r e p o r t summarizes t h e r e s u l t s of a n a n a l o g s i m u l a t i o n of t h e S a t u r n V w i t h time v a r y i n g c o e f f i c i e n t s , f l e x i b l e dynamics and t h e n o n l i n e a r f i l t e r over t h e b o o s t e r p o r t i o n of f l i g h t . The system was s u b j e c t e d t o programmed s t e p s i n a t t i t u d e , v a r i a b l e wind d i s t u r b a n c e s , and a d v e r s e bending mode c o n d i t i o n s . I n a l l c a s e s , v e r y s a t i s f a c t o r y performance was achieved, and t h e n o n l i n e a r f i l t e r provided system s t a b i l i t y w i t h extreme changes i n t h e bending c h a r a c t e r i s t i c s , f o r example, s i g n r e v e r s a l i n bending mode s l o p e s . For comparison purposes, s i m u l a t i o n s were a l s o conducted w i t h t h e AS tr i o n i c " des igned 1i n e a r f il t e r i n t h e loop. (~~A/~ockheed) B. Saturn V 1. Mission P r o f i l e - AS-504 I g n i t i o n Time E r r o r s f o r Fixed f3 A s t u d y i s i n p r o g r e s s t o determine i f t h e t a r g e t i n g parameter p ( a n g l e from i g n i t i o n t o t h e nodal c r o s s i n g of i g n i t i o n p l a n e and t r a n s l u n a r p l a n e ) i s a c o n s t a n t mission-dependent i n p u t . A launch azimuth s p r e a d of 7 2 108 degrees i s considered w i t h i n j e c t i o n s f o r t h e f i r s t and second o p p o r t u n i t i e s . P r e l i m i n a r y i n d i c a t i o n s a r e t h a t t h e a n g l e f3 h o l d s c o n s t a n t throughout t h e range o f azimuths, b u t a s l i g h t e r r o r is induced when u s i n g t h e same f3, d e r i v e d from a f i r s t o p p o r t u n i t y l a u n c h , f o r a second o p p o r t u n i t y i n j e c t i o n . Second o p p o r t u n i t y i n j e c t i o n time v a r i a t i o n s due t o t h e c o n s t a n t p average 20 seconds which r e s u l t i n 18 km m i s s - d i s t a n c e a t t h e moon. Midcourse c o r r e c t i o n AV requirements a r e b e i n g determined f o r t h e s e e r r o r s . I n d i c a t i o n s a r e t h a t a c o n s t a n t may be added t o t h e f i r s t o p p o r t u n i t y f3 t o update the a n g l e f o r u s e i n (DA~/~oeing) second o p p o r t u n i t y s i t u a t i o n s - . �2. P r o j e c t I n f o r m a t i o n A p p l i c a b l e t o Many V e h i c l e s S a t u r n V C u r r e n t Performance S a t u r n V performance b a s e d upon August 1966 c u r r e n t v e h i c l e w e i g h t and performance d a t a was computed and t r a n s m i t t e d t o I n d u s t r i a l O p e r a t i o n s . Payload i n c r e a s e s of a p p r o x i m a t e l y 600 pounds o v e r t h e p r e v i o u s month o c c u r f o r v e h i c l e s SA-501 and SA-501 and SA-502. T h i s i n c r e a s e i n performance i s t h e r e s u l t o f u p r a t e d S - I 1 and S-IVB p r o p u l s i o n p e r f o r m a n c e . The S - I 1 and S-IVB p r o p u l s i o n d a t a f o r t h e SA-501 and SA-502 v e h i c l e s a r e based on a c c e p t a n c e d a t a . Payload d e c r e a s e s o f a p p r o x i m a t e l y 1000 pounds i n t h e SA-503 and 600 pounds i n SA-504 and s u b s e q u e n t v e h i c l e s a r e i n d i c a t e d . These payload changes a r e p r i m a r i l y due t o t h e u p d a t e d upper s t a g e p r o p u l s i o n systems and increases i n the vehicles stage i n e r t weights. (DAPIBoeing) C. Saturn I B 1. Mission P r o f i l e AS-208 Guidance R e f e r e n c e R e l e a s e C o r r e c t i o n F u n c t i o n The method proposed f o r t h e AS-2071 208 rendezvous m i s s i o n r e q u i r e s t h e 208 v e h i c l e t o b e launched a t s u c h a t i m e t h a t , when o r b i t a l i n s e r t i o n o c c u r s , i t w i l l b e a g i v e n c e n t r a l r a n g e a n g l e a h e a d of t h e AS-207 v e h i c l e ( w i t h i n t h e i n f l i g h t d i s p e r s i o n s ) . To maintain t h i s range a n g l e , the guidance r e f e r e n c e r e l e a s e time, and, t h e r e f o r e , t h e l i f t o f f time must b e changed t o compensate f o r f l i g h t t i m e v a r i a t i o n s and a s s o c i a t e d downrange d i s p e r s i o n s caused by changes i n t h e t a r g e t p a r a m e t e r s from t h e planned o r nominal v a l u e s . The problem o f d e t e r m i n i n g t h e new g u i d a n c e r e f e r e n c e r e l e a s e time on s h o r t n o t i c e h a s b e e n s o l v e d and g i v e s a n a c c u r a c y w i t h 0.1 s e c o n d s . The d e t a i l s o f how t h i s s o l u t i o n was r e a c h e d h a v e b e e n documented i n O f f i c e Memorandum R-AERO-DAG-33-66. 2. U p r a t e d S a t u r n I C u r r e n t Performance Uprated S a t u r n I performance c a p a b i l i t y based upon September 1966 c u r r e n t v e h i c l e w e i g h t and performance d a t a was computed and t r a n s m i t t e d t o I n d u s t r i a l O p e r a t i o n s . Because o f w e i g h t c h a n g e s , t h e p a y l o a d c a p a b i l i t i e s o f v e h i c l e s SA-205 t h r o u g h SA-208 changed 1-35, -102, -18, and -10 pounds, r e s p e c t i v e l y . A l l v e h i c l e s i n c u r r e d a 16-pound i n c r e a s e i n payload due t o a r e v i s i o n i n b a s e d r a g p r e d i c t i o n . AS-207 p a y l o a d d e c r e a s e d 7 0 pounds a s a r e s u l t o f a m i s s i o n r e d e f i n i t i o n (change i n i n j e c t i o n a l t i t u d e from 1 0 0 n.m. c i r c u l a r o r b i t ) . ( D ~ P / C h r y s l e r ) �3. P r o j e c t Information Applicable t o I n d i v i d u a l Vehicles AS-208: A l l a n a l y s e s have been completed t o provide anL/V Reference T r a j e c t o r y r e f l e c t i n g t h e f i r s t o p p o r t u n i t y f o r AS-208 launch t o rendezvous w i t h AS-207. The r e p o r t documenting t h i s s t u d y should be submitted t o Chrysler r e p r o d u c t i o n on September 30, 1966. The L/V T a r g e t i n g O b j e c t i v e s Proposal document has been r e v i s e d and r e i s s u e d . Based on t h e L/V Reference T r a j e c t o r y , work has been i n i t i a t e d on " P r e l i m i n a r y Abort and Engine-Out S t u d i e s ," and "Launch (DAPIChrysler) V e h i c l e Performance Analysis." D. AAP 1. Mission P r o f i l e a. Electromagnetic Radiation S a t e l l i t e Data showing t h e v i s i b i l i t y times of c e r t a i n s t a r s t o a v e h i c l e i n o r b i t a b o u t t h e e a r t h have been determined. A s t u d y has a l s o been conducted t o determine what s t a r s would be v i s i b l e t o t h e X-ray and photographic equipment w h i l e c e r t a i n s t a r s a r e being observed w i t h t h e gamma-ray equipment. Analysis of t h e d a t a and documentation a r e i n p r o g r e s s . (DAP) b. Solar Pressure Perturbations A computer r o u t i n e has been w r i t t e n and implemented t o c o n t r o l t h e o r i e n t a t i o n of a s a t e l l i t e i n a twelve-hour e q u a t o r i a l o r b i t i n s u c h a way a s t o e l i m i n a t e i n c l i n a t i o n changes. This i s done by c a n c e l l i n g o u t t h e accumulated change every o t h e r o r b i t . During t h e c a n c e l l i n g o r b i t s , t h e component of t h e s o l a r p r e s s u r e f o r c e normal t o t h e o r b i t p l a n e i s made e q u a l b u t o p p o s i t e t o t h a t which i s experienced w i t h t h e nominal o r i e n t a t i o n . (DAP) c. ATM S o l a r E c l i p s e Observation A b r i e f s t u d y i s being made t o determine a n o r b i t which w i l l g i v e simultaneous o b s e r v a t i o n w i t h a ground s t a t i o n of t h e 1970 t o t a l e c l i p s e of t h e sun. The d u r a t i o n of t h e e c l i p s e vs apogee r a d i u s has been c a l c u l a t e d . Other o r b i t a l parameters a r e now being (DAP) cons i d e r e d . �2. Dynamics and Control a. Low g S l o s h S t u d i e s A r e p o r t proposing t o perform low g s l o s h s t u d i e s i n a r o t a t i n g cable-connected S-IVB, SLA combination has been submitted. The s l o s h experiment packages a r e l o c a t e d i n t h e SLAY and a c c e l e r a t i o n l e v e l s a r e v a r i e d by v a r y i n g t h e l e n g t h of t h e c a b l e . Some t y p i c a l parameters of t h e proposed experiment a r e l i s t e d below: Acceleration 0.00036 t o 0.0068 g ' s TankDiameter 6and 12in. Bond Number .67 t o 55. A primary advantage of t h e proposed r o t a t i n g s t a t i o n over n o n r o t a t i n g s t a t i o n s i s t h e a b i l i t y t o measure any d e s i r e d number of c y c l e s of o s c i l l a t i o n w i t h o u t p r o p e l l a n t consumption. Measurement t o t h e dynamic p r o p e r t i e s of t h e r o t a t i n g , cable-connected c o n f i g u r a t i o n i s a l s o proposed. (DDS) b. F e a s i b i l i t y of Providing A r i t i f i c i a l G r a v i t y f o r Crew i n ATM/Orb i t a l Workshop The f e a s i b i l i t y of g e n e r a t i n g a r t i f i c i a l g r a v i t y f o r t h e A T ~ / O r b i t a lWorkshop by s p i n n i n g t h e c o n f i g u r a t i o n a b o u t i t s t e t h e r rod was i n v e s t i g a t e d . Without s p i n n i n g , t h e t e t h e r rod i s a1 igned a l o n g the l o c a l v e r t i c a l , but i f a s p i n r a t e i s applied about the t e t h e r a x i s t h e c o n f i g u r a t i o n becomes u n s t a b l e . T h e r e f o r e , i t i s n e c e s s a r y t o r e o r i e n t the configuration such t h a t the s p i n a x i s i s perpendicular t o the o r b i t a l plane. Such a c o n f i g u r a t i o n was i n v e s t i g a t e d w i t h a s p i n r a t e a p p l i e d t o produce a b o u t 116 g i n t h e crew compartment. It was concluded t h a t a r t i f i c i a l g r a v i t y i s f e a s i b l e i f (1) r e o r i e n t a t i o n of t h e c o n f i g u r a t i o n i s p o s s i b l e w i t h regard t o gimbal and v i s i b i l i t y requirements f o r s o l a r d a t a r e c o v e r y , ( 2 ) f l e x u r a l s t a b i l i t y q u e s t i o n s of t h e boom a r i s i n g from misalignment and s h i f t s of c e n t e r of mass l o c a t i o n s can be r e s o l v e d , and ( 3 ) p h y s i o l o g i c a l e f f e c t s on a s t r o n a u t s due t o a d v e r s e C o r i o l i s f o r c e s a r e a c c e p t e d . c. O r b i t i n g M i r r o r Sumulation The i s r e f l e c t i n g a beam s t u d i e d . .The m i r r o r t h e d i s t a n c e between problem of c o n t r o l l i n g a l a r g e o r b i t i n g m i r r o r t h a t of l i g h t t o a f i x e d p o i n t on t h e e a r t h i s s t i l l being i s c o n t r o l l e d by v a r y i n g i t s c e n t e r of mass t o a l t e r t h e c e n t e r of p r e s s u r e and mass such t h a t r a d i a t i o n �p r e s s u r e and g r a v i t y t o r q u e s a r e used t o c o n t r o l t h e system's a t t i t u d e and r a t e . A l i n e a r combination of s t a t e v a r i a b l e s i s used a s a c o n t r o l law, w i t h a c o s i n e f u n c t i o n modifying t h e c e n t e r of mass displacement command s i g n a l . L i m i t i n g v a l u e s were placed on t h e mass displacement and r a t e of change s o t h a t a more r e a l i s t i c model was obtained f o r s i m u l a t i o n . S e v e r a l o t h e r minor m o d i f i c a t i o n s were made t o t h e d i g i t a l program t o c o r r e c t f o r moment of i n e r t i a v a r i a t i o n s , c e n t e r of l i g h t p r e s s u r e change, and e c c e n t r i c i t y of o r b i t . A systematic search f o r control l a w gains t h a t give s m a l l displacements and a c c e l e r a t i o n s i s b e i n g pursued. I n i t i a l runs i n d i c a t e t h a t s u i t a b l e s t a b i l i t y and c o n t r o l can be o b t a i n e d w i t h a p p r o p r i a t e choice of c o n t r o l g a i n s . A t p r e s e n t t h e p o i n t i n g a c c u r a c y o b t a i n e d g i v e s a maximum d e v i a t i o n of 100 k i l o m e t e r s a b o u t a f i x e d p o i n t on e a r t h . Maximum v a l u e s a r e o b t a i n e d i n morning and evening. F u r t h e r s i m u l a t i o n is expected t o c o r r e c t t h i s e r r o r t o perhaps 1 0 p e r c e n t of t h e above v a l u e . The p r e s e n t p o i n t i n g a c c u r a c y is l i m i t e d by t h e maximum c e n t e r of mass r a t e of change (about one meter per minute) that i s being a 1 lowed. (DCA) d. C y l i n d r i c a l Payload Module S e p a r a t i o n A memorandum p r e s e n t i n g t h e r e s u l t s of t h e RAcK/CPM s e p a r a t i o n s t u d y h a s been d i s t r i b u t e d . R-P&VE-VAW has announced t h a t t h e moments of i n e r t i a they s u p p l i e d f o r t h e s t u d y were i n e r r o r by a f a c t o r of a p p r o x i m a t e l y two. S i n c e t h e moments of i n e r t i a a r e a c t u a l l y l a r g e r t h a n t h o s e used i n t h e s t u d y , 'the d r i f t problem w i l l be a l l e v i a t e d t o t h e e x t e n t t h a t a n a t t i t u d e maneuver d u r i n g t h e e x t r a c t i o n of t h e CPM from t h e RACK probably w i l l n o t be r e q u i r e d . The s t u d y w i l l be redone us i n g t h e c o r r e c t d a t a (DC) . E. General 1. 6-D Response Program The 6-D d i g i t a l response program has been modified t o i n c l u d e m a l f u n c t i o n s s u c h as engine o u t . Problems have occurred i n s i m u l a t i n g t h e p r e s e n t 5-D c o n t r o l system because of h i g h frequency components i n t h e f i l t e r s . The problem has been by-passed w i t h s l i g h t m o d i f i c a t i o n i n t h e t r a n s f e r f u n c t i o n s of t h e f i l t e r s . (DDD) 2. NASA I n t e r c e n t e r Meeting on Control Theory A d i s c u s s i o n on "Research i n C o n t r o l ~ e s i g n "was presented a t t h e I n t e r c e n t e r C o n t r o l Conference. The p r e s e n t a t i o n c e n t e r e d a b o u t t h e a u t o m a t i c g a i n and f i l t e r s y n t h e s i s program. A d e s c r i p t i o n of t h e d e s i g n procedure a l o n g w i t h some of t h e d a t a o b t a i n e d from s e v e r a l checko u t c a s e s was p r e s e n t e d . A s y e t no d e f i n i t e d e c i s i o n can be made 35 �concerning t h e u t i l i t y of t h e procedure a s a p r a c t i c a l s y n t h e s i s t o o l . S i n c e a c e r t a i n amount of e n g i n e e r i n g judgement and i n t u i t i o n i s necessary t o p r o p e r l y s e l e c t f i l t e r p o l e s , t h e procedure i s n o t f u l l y a u t o m a t i c i n i t s p r e s e n t form. (DCA) 3. Reduction of Bending Moment v i a Modern Control Techniques A s t u d y has been completed i n which modern c o n t r o l techniques were a p p l i e d i n t h e d e s i g n of a load r e l i e f c o n t r o l l e r f o r t h e S a t u r n type v e h i c l e . The s t u d y r e s u l t s a r e summarized i n t h e following reports : (1) "The A p p l i c a t i o n of a n Algorithm f o r Optimization of Nonlinear Control Problems t o a Minimax Bending A782451, March 1966, by Moment Study," LMSC/HREC J. F. S o h l e r . (2) "Synthesis of a n Optimal Load R e l i e f Control System," LMSC~HRECA782527, March 1966, by J . N. Dashiell. (3) "Optimal C o n t r o l System t o Minimize t h e I n t e g r a l of Bending Moment Squared w i t h a Terminal S t a t e Weighting Condition," LMSC/HREC A783130, J u l y 1966, by J. N. D a s h i e l l . I n each r e p o r t a c o s t f u n c t i o n i s d e f i n e d which e x p r e s s e s v e h i c l e s t r u c t u r a l l o a d i n g and t e r m i n a l d r i f t , and t h e system e q u a t i o n s a r e f o r m u l a t e d i n t h e s t a t e space n o t a t i o n w i t h t h e n t h o r d e r systems b e i n g d e s c r i b e d by "n" f i r s t o r d e r d i f f e r e n t i a l e q u a t i o n s . Then t h e minimizing c o n t r o l l e r i s s y n t h e s i z e d by d i g i t a l l y s o l v i n g e i t h e r a twop o i n t boundary v a l u e problem o r t h e M a t r i x R i c c a t i d i f f e r e n t i a l e q u a t i o n . I n t h e f i r s t r e p o r t t h e d e r i v e d c o n t r o l was n o n l i n e a r i n t h e s t a t e v a r i a b l e s and minimized t h e maximum d r i f t r a t e f o r the r i g i d body system. I n t h e second r e p o r t a l o a d r e l i e f c o n t r o l l e r f o r t h e v e h i c l e w i t h f l e x i b l e dynamics was s y n t h e s i z e d , b u t no a t t e m p t was made t o minimize t e r m i n a l d r i f t . However, i n t h e t h i r d r e p o r t a c o n t r o l l e r was s y n t h e s i z e d t o minimize b o t h i n - f l i g h t s t r u c t u r a l l o a d i n g and t h e t e r m i n a l d r i f t . Reports 2 and 3 formed t h e b a s i s f o r a p r e s e n t a t i o n a t t h e MSFC C o n t r o l Theory Symposium, September 19-21, 1966. The p l a n t f o r t h e s t u d i e s , Model Vehicle I1 w i t h time .varying c o e f f i c i e n t s over t h e b o o s t phase of f l i g h t , was d i s t u r b e d by t h e MSFC d e s i g n wind p r o f i l e . These s t u d i e s i n d i c a t e t h a t modern c o n t r o l techniques can be used a s a c o n t r o l l e r d e s i g n procedure which can produce a system w i t h d e s i r a b l e c h a r a c t e r i s t i c s i n b o t h load r e l i e f and t e r m i n a l d r i f t . However, t h e more d e s i r a b l e r e s u l t s could o n l y be obtained w i t h a knowledge of t h e e x a c t wind p r o f i l e . �These s t u d i e s i n d i c a t e d that, i f t h e wind d i s t u r b a n c e could b e known b e f o r e l a u n c h , then a b i a s s i g n a l could be added t o t h e feedback s i g n a l t o g r e a t l y reduce v e h i c l e s t r u c t u r a l l o a d s and m a i n t a i n However, any s i g n i f i c a n t d e v i a t i o n from terminal d r i f t specifications t h e d e s i g n wind from which t h e c o n t r o l law was based y i e l d s n e g a t i v e r e s u l t s i n v e h i c l e performance. S i n c e wind s t a t i s t i c s a r e of random n a t u r e , t h e f u t u r e of t h i s type approach w i t h o u t any method of d i s t u r b a n c e p r e d i c t i o n appears limited. (~CA/Lockheed) . VIII. FLIGHT TEST ANALYSIS DIVISION A. Special Projects Office The AS-202 f l i g h t e v a l u a t i o n has been l a r g e l y completed. I n d i c a t i o n s a r e t h a t a v e r y s a t i s f a c t o r y f l i g h t t e s t was o b t a i n e d and t h a t t h e e i g h t f l i g h t anomalies and performance d e v i a t i o n s r e v e a l e d had no e f f e c t on t h e accomplishment of m i s s i o n o b j e c t i v e s . These anomalies and d e v i a t i o n s can b e sunnnarized a s f o l l o w s : 1. Timing f a i l u r e s were experineced by 24 p e r c e n t of t h e e n g i n e e r i n g s e q u e n t i a l cameras r e s u l t i n g i n s e r i o u s impairment of f i l m q u a l i t y . 2. One of two redundant onboard cameras viewing S-IBIS-IVB s e p a r a t i o n was n o t recovered. A camera mounted i n t h e same v e h i c l e p o s i t i o n was l o s t on t h e two previous S a t u r n I B f l i g h t s . The p o s s i b i l i t y of boos t e r l c a m e r a f r e e - f l i g h t t r a j e c t o r y i n t e r s e c t i o n i s being i n v e s t i g a t e d . 3. One of f o u r r e t r o - r o c k e t motors on t h e S-IBIS-IVB i n t e r s t a g e e x h i b i t e d abnormal burning c h a r a c t e r i s t i c s , which i s considered t o b e a random performance d e v i a t i o n . 4. The S-IVB LH2 r e c i r c u l a t i o n s h u t o f f c o n t r o l v a l v e f a i l e d t o c l o s e a s p r o g r a m e d . This m a l f u n c t i o n a l s o occurred on AS-203. 5. A 1.4 m / s c r o s s range e r r o r b i a s was accumulated by t h e guidance s y s tem s h o r t l y a f t e r l i f t o £ f. This d e v i a t i o n was probably due t o s a t u r a t i o n of s e r v o e r r o r s i g n a l s caused by i n i t i a l v e h i c l e v i b r a t i o n e f f e c t on t h e ST-124M p l a t f o r m a c c e l e r o m e t e r s . 6. A t s p a c e c r a f t / b o o s t e r s e p a r a t i o n , t h e s e p a r a t e d S-IV%/IU experienced SPS plume impingement caused by t h e i g n i t i o n sequence o c c u r r i n g t o o soon a f t e r LV/SC s e p a r a t i o n . �B. 7. A probable s h o r t c i r c u i t on t h e o u t p u t s i d e of t h e Q-ball s e r i e s trans i s t o r regulator c i r c u i t resulted i n Q-ball f a i l u r e a f t e r 93.6 seconds of f l i g h t . 8. The S-IVB LOX chilldown pump motor c o n t a i n e r experienced a l o s s of p r e s s u r e d u r i n g countdown which was probably caused by a s e a l leakage. F l i g h t E v a l u a t i o n Branch 1. S a t u r n I.B a. AS-202 Guidance Analysis GLOTRAC d a t a have been r e c e i v e d f o r t h e AS-202 f l i g h t . Comparisons w i t h guidance d a t a i n d i c a t e t h a t t h e p o s t f l i g h t t r a j e c t o r y and GLOTRAC a r e i n good agreement u n t i l a b o u t 420 seconds where GLOTRAC i s l o s t f o r a b o u t 50 seconds. The v e l o c i t y d i f f e r e n c e s between b o t h GLOTMC and t h e r e f e r e n c e t r a j e c t o r y i n d i c a t e t h a t the t o t a l guidance e r r o r s a r e w e l l w i t h i n t h e 3-0 t o l e r a n c e . The problem i n reducing t h e guidance a c c e l e r o m e t e r d a t a has n o t been c o r r e c t e d . Hopefully, a programmer w i l l be o b t a i n e d i n t h e n e a r f u t u r e t o look i n t o t h e d a t a r e d u c t i o n program t o e l i m i n a t e t h e t r o u b l e . The guidance v e l o c i t i e s f o r AS-203 and AS-202 were Lagrange i n t e r p o l a t i o n s of t h e guidance computer o u t p u t s . (1 ) Separation A s p e c i a l meeting of t h e l e v e l I1 c o n f i g u r a t i o n c o n t r o l board was h e l d on September 19. The purpose of t h e meeting was t o determine t h e a d v i s a b i l i t y of extending t h e time from outboard engine c u t o f f (OECO) t o s e p a r a t i o n s i g n a l by .5 second i n o r d e r t o i n c r e a s e t h e p r o b a b i l i t y of s u c c e s s f u l s e p a r a t i o n i n t h e e v e n t t h a t a r e t r o r o c k e t f a i l e d t o i g n i t e . A n a n a l y s i s performed by CCSD on t h e AS-204 con£ i g u r a t i o n i n d i c a t e s t h a t t h e change w i l l i n c r e a s e t h e p r o b a b i l i t y of s u c c e s s f u l s e p a r a t i o n ( r e t r o - o u t ) from approximately 17 t o 95 p e r c e n t . The meeting r e s u l t e d i n a d e c i s i o n t o implement t h i s sequence change on AS-204 and subs. (2) Wind Limits I n f l i g h t wind l i m i t s f o r t h e AS-204 launch v e h i c l e have been e s t a b l i s h e d f o r t h e 5 t o 15 km a l t i t u d e range, based on t h e s t r u c t u r a l c a p a b i l i t i e s of t h e launch v e h i c l e p r e s e n t e d i n Memorandum R-P&VE-SJ-66-183, " S t r u c t u r a l Limits f o r Uprated S a t u r n I, AS-204," �August 23, 1966. These l i m i t s a r e p r e s e n t e d i n terms of a n g l e of a t t a c k , gimbal a n g l e , Mach number and dynamic p r e s s u r e . The e f f e c t s of 99 perc e n t s h e a r s and g u s t and 3-0, C, and C2 v a r i a t i o n s were used t o e s t a b l i s h t h e s e wind l i m i t s . These d i s t u r b a n c e s were a l l combined i n t h e "worst" way t o e s t a b l i s h t h e peak wind l i m i t a s measured by t h e FPS-16I~imsphere system. A t t h e most c r i t i c a l a l t i t u d e (12 km), t h e v e h i c l e i s windl i m i t e d t o 62, 96, and 66 m/sec f o r a head, t a i l , and c r o s s wind, r e s p e c t i v e l y . These r e s u l t s , a s w e l l a s s u r f a c e wind r e s t r i c t i o n s , a r e i n c l u d e d i n Memorandum R-AERO-FF-42-66, "Wind Launch C r i t e r i a f o r AS- 204," September 7 , 1966. (3) Emergency D e t e c t i o n A document, 66-FMP-16, "Emergency D e t e c t i o n System (EDS) and F l i g h t Dynamics Limits," August 15, 1966, c o n t a i n i n g t h e recommended l i m i t s e t t i n g s and a d i s c u s s i o n of t h e f a i l u r e modes f o r v a r i o u s f 1i g h t p e r i o d s has been pub1 ished. 2. Contracts a. S a t u r n I B Sys tems C o n t r a c t (CCSD, New Orleans) CCSD w i l l assume r e s p o n s i b i l i t y f o r e s t a b l i s h i n g t h e i n t e r m e d i a t e (7-day) and f i n a l (14-day) t r a j e c t o r i e s on S a t u r n IB v e h i c l e beginning w i t h AS-204. To s e e i f CCSD had t h e c a p a b i l i t y , i t was decided f o r them t o perform t h i s t a s k on AS-202 a s i f i t were t h e i r r e s p o n s i b i l i t y . CCSD s a t i s f a c t o r i l y e s t a b l i s h e d t h e s e t r a j e c t o r i e s on AS-202 i n a t i m e l y manner. To e s t a b l i s h t h e t r a j e c t o r y r a d a r d a t a from 7 d i f f e r e n t s t a t i o n s , ODOP and GLOTUC S t a t i o n I d a t a were a v a i l a b l e . The f i n a l GLOTUC PVA d a t a were n o t r e c e i v e d i n time t o b e used i n e s t a b l i s h i n g t h e f i n a l t r a j e c t o r y , b u t i t d i d v e r i f y t h e a c c u r a c y of t h e t r a j e c t o r y . I n summary, CCSD proved themselves f u l l y capable and prepared t o assume t h i s r e s p o n s i b i l i t y on t h e remaining S a t u r n IB v e h i c l e s . c. S a t u r n V Sys tems C o n t r a c t (TBC) The Boeing Company was scheduled t o assume a l l t h e p o s t f l i g h t t r a j e c t o r y r e s p o n s i b i l i t i e s on t h e S a t u r n V v e h i c l e beginning It has now been decided t h a t , because of u n c e r t a i n d a t a w i t h AS-504. d e l i v e r y s c h e d u l e s and o t h e r c o n s i d e r a t i o n s , t h e r e s p o n s i b i l i t y f o r t h e p r e l i m i n a r y (48-hour) t r a j e c t o r y w i l l remain inhouse. TBC i s p r e p a r i n g t o assume t h e r e s p o n s i b i l i t y f o r t h e e s t a b l i s h m e n t of t h e i n t e r m e d i a t e (7-day) and f i n a l (14-day) t r a j e c t o r y . Copies of some of t h e computer programs now used by MSFC have been d e l i v e r e d t o TBC, who is developing t h e remainder of t h e programs r e q u i r e d . I n some a r e a s , such a s d a t a e d i t i n g and f i l t e r i n g , TBC has s u f f i c i e n t c a p a b i l i t y , w h i l e i n most of t h e remaining a r e a s , t h e y have no proven c a p a b i l i t y . For TBC t o do a p a r a l l e l e f f o r t beginning on AS-501, c o n s i d e r a b l e work i n most a r e a s is necessary. �C. F l i g h t Mechanics Branch 1. Saturn I B The o p e r a t i o n a l t r a j e c t o r y r e p o r t was d i s t r i b u t e d on September 30 w i t h a n addendum r e f l e c t i n g t h e change i n t h e S-IBIS-IVB s e p a r a t i o n sequence. P a r t s of t h e d i s p e r s i o n a n a l y s i s have been r e c e i v e d from CCSD. The f i n a l d a t a a r e a v a i l a b l e t o t r a j e c t o r y . The S-IB t i l t program and S-IVB IGM have been completed. The S a t u r n I B "block-type" (based on 205 d a t a ) has been documented i n Range 5-66, d a t e d August 26, 1966. generate the operational guidance p r e s e t t i n g s range s a f e t y r e p o r t S a f e t y Data Report No. The p r e l i m i n a r y range s a f e t y a n a l y s i s has been documented i n Range S a f e t y Data Report No. 6-66, d a t e d August 26, 1966. A t t h e August 30, 1966 " t a s k team" meeting, t h e symbols and u n i t s f o r t h e t a r g e t i n g parameters were agreed on. The minutes of t h e meeting a r e documented i n a memo "Minutes of 20718 J o i n t T a r g e t i n g Meeting h e l d on August 30, 1966," dated September 2, 1966. 2. Saturn V (1) An e r r a t a s h e e t prepared by R-AERO-FMT on t h e AS-501 o p e r a t i o n a l t r a j e c t o r y r e p o r t has been g i v e n t o TBC, who i s supposedto s u p p l y R-AERO-FMT w i t h a n o f f i c i a l e r r a t a s h e e t from t h e i r shop t o d i s t r i b u t e w i t h t h e i r o p e r a t i o n a l t r a j e c t o r y r e p o r t . (2) The f i n a l AS-501 range s a f e t y document has been n e g o t i a t e d w i t h TBC, R-AERO-FMT, and t h e P r o j e c t O f f i c e . It was r e s o l v e d t h a t TBC would c o r r e c t t h e i r AS-501 range s a f e t y document t o i n c o r p o r a t e r e v i s e d 3-0 maximum and minimum cases. This document i s now due on October 14, 1966. It was a l s o agreed t h a t t h e AS-503 p r e l i m i n a r y range s a f e t y document would r e f l e c t t h e 3-0 maximum and minimum c a s e s . The due d a t e f o r t h i s r e p o r t was changed t o November 10, 1966. �(3) R-AERO-FMT i s s t i l l a w a i t i n g t h e AS-501 guidance presettings. The f i n a l c o p i e s a r e expected by September 30, 1966. These w i l l b e forwarded t o R-ASTR-NG a s soon a s we g e t them. 3. General The in-house open loop MARVES i s almost complete except A d e t a i l e d check w i t h t h e f o r a problem w i t h p r o p u l s i o n t a p e look-up. open loop B-2 i s b e i n g made t o a s s u r e a complete MARVES s i m u l a t i o n , which h a s been slowed because of l a r g e r e v i s i o n s of t h e IBM flow diagrams. The l o g i c , however, has been programmed and should be checked o u t soon. D. Tracking and O r b i t a l Analysis Branch 1. The aerodynamic f o r c e s a c t i n g on t h e o r b i t i n g AS-204 payload were f u r n i s h e d t o M r . Marcus Meadows of CCSD, who provides s u p p o r t t o R-PSrVE-PT. 2. Aerodynamic f o r c e s and a c c e l e r a t i o n s on t h e S-IVB/LM/CSM con£ i g u r a t i o n f o r P r o j e c t Thermo were f u r n i s h e d t o M r . Nathan, R-AERO-T, f o r o r b i t a l a l t i t u d e s of 125, 150, 175, and 200 n.m. Aerodynamic drag c o e f f i c i e n t s were r e c e i v e d from R-AERO-A f o r t h i s con£ i g u r a t i o n . 3. A memorandum, R-AERO-FT-33-66, e s t a b 1 i s h i n g optimal o r b i t a l azimuths f o r t h e proposed Multiband Camera Experiment, assuming Weslaco, Texas, a s a t a r g e t s i t e , has been d i s t r i b u t e d . 4 . The p r e d i c t e d l i f e t i m e of t h e o r b i t i n g AS-204 S-IVB has been d i s t r i b u t e d i n Memorandum R-AERO-FT-35-66. 5. V a r i a t i o n s i n t h e o r b i t a l plane of SA-lO/Pegasus C and t h e p r e d i c t e d l i f e t i m e of SA-10 have been f u r n i s h e d t o D r . G. Anderson of Bellcam. This i n f o r m a t i o n , r e q u e s t e d t o f u r t h e r p l a n t h e Pegasus C rendezvous m i s s i o n , was t r a n s m i t t e d by l e t t e r t o D r . Anderson on August 30, 1966. 6. A viewgraph has been s u p p l i e d t o M r . G i l l i s of R-AERO-DA f o r a p r e s e n t a t i o n t o M r . Weidner concerning t h e 209/210/211/212/213 m i s s i o n i n t h e unmanned mode. The viewgraph p r e s e n t e d t h e l i f e t i m e of t h e S-IVB f o r v a r i o u s c i r c u l a r a l t i t u d e s assuming t h a t t h e v e h i c l e s t a b i l i z e s due t o t h e g r a v i t y g r a d i e n t b r o a d s i d e t o t h e d i r e c t i o n of mot ion. 7. A j o i n t R-AERO-FT and R-ASTR-IR memorandum p r e s e n t i n g t h e S a t u r n V/Voyager t r a c k i n g and communications c h a r a c t e r i s t i c s f o r v a r i o u s proposed launch azimuths was d i s t r i b u t e d (R-AERO-FT-39-66). �8. M r . R. Benson a t t e n d e d a p r e s e n t a t i o n on the rendezvous w i t h Pegasus C and t h e coupon r e t r i e v a l from t h e meteoroid p a n e l s . This p r e s e n t a t i o n was g i v e n t o NASA Headquarters personnel t o b e t t e r a c q u a i n t them w i t h t h i s proposed experiment b e f o r e s u b m i t t i n g t h e Form 1138 f o r a p p r o v a l of t h i s experiment. R-RP-P p r e s e n t e d t h e o r b i t a l a t t i t u d e of Pegasus C and s t a t e d t h e a t t i t u d e would remain r e l a t i v e l y t h e same w i t h t h e e x c e p t i o n that t h e f l a t s p i n would damp t o a n o s c i l l a t i o n . M r . T e l f e r , R-AERO-DA, p r e s e n t e d performance d a t a on AS-210, t h e proposed rendezvous v e h i c l e . M r . R. Benson p r e s e n t e d t h e o r b i t a l l i f e t i m e of Pegasus C based on t h e l a t e s t o r b i t a l a t t i t u d e . This r e c e n t l y a t t a i n e d a t t i t u d e p r o f i l e i n c r e a s e d t h e p r e d i c t e d o r b i t a l l i f e t i m e by approximately 1100 days. This i n d i c a t e s t h e h i g h degree of dependence of o r b i t a l l i f e t i m e on t h e Pegasus C o r b i t a l a t t i t u d e . Prev i o u s l i f e t i m e p r e d i c t i o n s were based on a randomly tumbling v e h i c l e . 9. An e f f o r t i s underway t o complete t h e Phase "B" s t u d y of p r o j e c t d e f i n i t i o n f o r t h e proposed M u l t i s p h e r e S a t e l l i t e Experiment (Odyssey I ) . 10. The a n g u l a r s e p a r a t i o n a s viewed by Bermuda and S-IVB s t a g e s of AS-501 a f t e r S-111s-IVB s e p a r a t i o n was documented i n Memorandum R-AERO-FT-44-66. This i n f o r m a t i o n was p r e v i o u s l y g i v e n t o I-MO-R. 11. The Sequencing Optimization Automatic Program (SOAP) was s u p p l i e d t o Emerson E l e c t r o n i c s of S t . Louis on September 27, 1966. This program w i l l be used on a n Emerson c o n t r a c t t o Marshall on EVA experiment sequencing. IX. ADVANCED STUDIES OFFICE A. F l i g h t Mechanics and Performance Analysis Group 1. A memorandum summarizing t h e performance c a p a b i l i t i e s of s e l e c t e d c o n f i g u r a t i o n s of t h e S a t u r n V and S a t u r n I B f o r s p a c e s t a t i o n s u p p o r t has been assembled. 2. New c o n t r o l l o g i c f o r t h e mode deck i s b e i n g developed t o p r o v i d e g r e a t e r f l e x i b i l i t y and more r a p i d convergence i n t h e optimizat i o n of p r o p e l l a n t l o a d i n g s f o r two s t a g e v e h i c l e s . 3 . The e x i s t i n g two-dimensional r i g i d body c o n t r o l deck i s being r e v i s e d t o meet t h e requirements imposed by t h e improved S a t u r n The r e v i s e d program w i l l a l l o w b o t h l i q u i d and s o l i d con£ i g u r a t i o n s . motors t o be used i n f l i g h t s i m u l a t i o n . �4. M r . W. D. Goldsby and M r . Ron T o e l l e v i s i t e d t h e Space and I n f orma t i o n Sys terns D i v i s i o n of Ray theon Company t o review work performed under c o n t r a c t NAS8-1107. Raytheon w i l l be a t MSFC on October 26 t o g i v e a p r e s e n t a t i o n on t h e i r p r o g r e s s and proposed f u t u r e work. 5. M r . Don Perkinson a t t e n d e d t h e C o n t r a c t o r (GD/C) O r i e n t a t i o n f o r a Study of Large Space S t r u c t u r e s Experiment f o r U P . R-AERO-XF has been r e q u e s t e d by R-ASTR-A t o s u p p o r t t h e m o n i t o r s h i p and assessment of t h e r e s u l t s of c o n t r a c t NASW-1438 ( F e a s i b i l i t y Study of Space E r e c t a b l e Antennas f o r S/AAP Experiments). 6. A p r e l i m i n a r y m i s s i o n a n a l y s i s f o r a package of exper iments proposed f o r a synchronous o r b i t m i s s i o n (510) has been i n i t i a t e d . R-AERO-XF is working c l o s e l y w i t h R-AERO-DA and R-AERO-FT i n performing t h e t i m e l i n e a n a l y s i s f o r which R-AERO has been g i v e n t h e l e a d . B. Systems Analysis Group S a t u r n Improvement S t u d i e s The f i n a l p r e s e n t a t i o n s of the S a t u r n Improvement S t u d i e s of FY-65 were p r e s e n t e d by t h e c o n t r a c t o r s t o MSFC on October 3 , 4 , and 5 . The c o n t r a c t e d e f f o r t c o n s i s t e d of two phases: Phase I was a t r a d e s t u d y p e r i o d l a s t i n g approximately 6-8 weeks, and Phase I1 c o n s i s t e d of d e t a i l e d d e s i g n s t u d i e s on s e l e c t e d base1 i n e c o n f i g u r a t i o n s t h a t evolved d u r i n g t h e t r a d e s t u d y phase. The s t u d i e s covered b o t h t h e S a t u r n I B and S a t u r n V growth v e r s i o n s . A S a t u r n I n t e r m e d i a t e Range of Vehicle con£ i g u r a t i o n s evolved which cons is t e d of S a t u r n V upper s tages used i n v a r i o u s "ground launchq1 modes. I n g e n e r a l , t h e aerodynamic c h a r a c t e r i s t i c s p r e s e n t e d by Chrys l e r , t h e Boeing Company, and North American were " b e s t e s t i m a t e s " based on T i t a n I11 experimental d a t a and v a r i o u s a n a l y t i c a l approximat i o n s . Advanced Systems O f f i c e and t h e s u b j e c t c o n t r a c t o r s a l l agreed t h a t i f any of t h e s e v e h i c l e s a r e s t u d i e d i n more d e p t h i n t h e f u t u r e , wind t u n n e l t e s t i n g w i l l be necessary. R-AERO-AD concurred. The unknowns r e l a t i v e t o base h e a t i n g of uprated v e h i c l e s u s i n g s o l i d motor s t r a p - o n s have r e v e a l e d t h e need f o r base h e a t i n g R-AERO-AT i s i n v e s t i g a t i n g t h e requirements and r e s o u r c e s tests a v a i l a b l e f o r such a base heating t e s t . . �R e p r e s e n t a t i v e s of R-AERO-AU expressed a need f o r t e s t d a t a i n any f u t u r e in-depth s t u d i e s on c o n f i g u r a t i o n s w i t h s o l i d s t r a p - o n motors. P a r t i c u l a r problem a r e a s a r e where shock waves from s o l i d motor nose cones impinge upon t h e c o r e v e h i c l e . D e t a i l e d f i n a l r e p o r t s of t h e s t u d y e f f o r t can be made a v a i l a b l e t o interested parties. C. As trodynamics and Miss i o n Analysis Group 1. Manned P l a n e t a r y Flyby Missions Based on S a t u r n / ~ p o l l o Sys terns The f i r s t q u a r t e r l y review of t h i s s t u d y i s scheduled t o t a k e p l a c e i n approximately t h r e e weeks. North American A v i a t i o n , t h e m i s s i o n s t u d y c o n t r a c t o r , has j u s t n e g o t i a t e d c o n t r a c t s w i t h AVCO and AiResearch f o r s u b c o n t r a c t s covering s c i e n t i f i c a s p e c t s and l i f e s u p p o r t s y s t e m s , r e s p e c t i v e l y . On October 14, NAA i s having a meeting w i t h t h e i r s i x s c i e n t i f i c c o n s u l t a n t s t o s e l e c t s c i e n t i f i c experiments f o r t h e manned f 1yby miss ions. 2. R-AERO-XA i s c o o r d i n a t i n g and conducting a two t o t h r e e month s t u d y on t h e Mars S u r f a c e Sample Return Probe (MSSR). The probe would be launched from a manned f l y b y s p a c e c r a f t a t some time b e f o r e a r r i v a l a t m r s . The probe a r r i v a l time would be sequenced t o a r r i v e a t Mars ahead of t h e manned s p a c e c r a f t , descend t o t h e Martian s u r f a c e , o b t a i n a s u r f a c e sample, then ascend t o rendezvous w i t h t h e passing s p a c e c r a f t . There a r e s e v e r a l major problem a r e a s a s s o c i a t e d w i t h t h i s problem t h a t r e q u i r e i n v e s t i g a t i o n b e f o r e determining miss i o n f e a s i b i l i t y . R e p r e s e n t a t i v e s from s e v e r a l Aero Laboratory d i s c i p l i n e s a r e p a r t i c i p a t i n g i n t h e s t u d y i n a d d i t i o n t o personnel from R-P&VE, R-ASTR, R-RP, and Northrop Space L a b o r a t o r i e s . �PUBLICATIONS 1. Dalton, Charles C., " E f f e c t s of Recent NASA-ARC Hypervelocity Impact R e s u l t s on Meteoroid Flux and Puncture Models," NASA TM X-53512, September 7 , 1966, U n c l a s s i f i e d . 2. " S t a t i c Aerodynamic C h a r a c t e r i s t i c s of t h e Apollo-Saturn V Vehicles," TM X-53517, September 16, 1966, Vehicle Aerodynamics S e c t i o n , R-AERO-AD, Unclass i f i e d . 3. Smith, Robert E. and 0. N. Vaughan, J r . , "Space Environment C r i t e r i a G u i d e l i n e s f o r Use i n Space Vehicle Development,'%SA TM X-53521, September 22, 1966, U n c l a s s i f i e d . 4. Mull i n s , L a r r y D., "Optimization of Impulsive Hohmann T r a n s f e r s between Non-Coplanar C i r c u l a r O r b i t s , " Aero-Astrodynamics I n t e r n a l Note 15-16, September 20, 1966, U n c l a s s i f i e d . 5. O f f i c e Memorandum R-AERO-Y-114-66, "Cape Kennedy, F l o r i d a , January and J u l y R e l a t i v e D e v i a t i o n s of D e n s i t i e s from t h e P a t r i c k Reference Atmosphere, 1963 f o r S e l e c t e d P e r c e n t i l e Values from t h e S u r f a c e t o 30 km," September 7 , 1966. 6. O f f i c e Memorandum R-AERO-Y-108-66, "Comments on Atmospheric S t a t i s t i c s f o r Voyager," September 8 , 1966. 7. O f f i c e Memorandum R-AERO-Y-119-66, " P r o b a b i l i t i e s of Thunderstorm Occurrences and Associated Ground Winds a t Cape Kennedy," dated September 26, 1966. 8. Young, J. C . , " C r i t i c a l V e l o c i t i e s v s Wind D i r e c t i o n , " R-AERO-AU-66-81, dated September 19, 1966. 9. Wilhold, G. A., " F e a s i b i l i t y of Monitoring S-IVB Forward and A f t S k i r t Panel Areas f o r Evidence of Panel F l u t t e r Phenomena," ~-AERo-Au-66-84, September 22, 1966. 10. Walker, R. W., "uprated Wind Tunnel Data," R-AERO-AU-66-85, September 26, 1966. 11. Beranek, R. G., " P r e t e s t Conference Panel F l u t t e r T e s t y v 1R-AERO-AU-66-89, 12. Walker, R. W . , " P r e d i c t e d F u l l - S c a l e Bending Moment f o r S a t u r n V Empty-On-Pad C o n f i g u r a t i o n w i t h 4 112 p e r c e n t of Damping,'' R-AEROAU-66-92, September 30, 1966. - dated S a t u r n S-IVB Forward S k i r t dated September 2 1 , 1966. �PUBLICATIONS (Continued) 13. R-AERO-DD-57-66, " O f f i c i a l Data f o r AS-503 C o n t r o l System Design." 14. R-AERO-DD-62-66, " S l o s h Damping Device Requirement f o r AS-5011 S-IVB LOX Tank.'' 15. R - A E R O - D D - ~ ~ -"~C~o,r r e c t i o n of AS-502 Dynamic Data.'' 16. R - A E R ~ - D D - ~ ~ - "~S~l o, s h T e s t Requirements i n Low g Environments ." 1r I 17. "The Use o f Wind S h e a r s i n t h e Design of Aerospace V e h i c l e s , " R o b e r t S. Ryan and James R. Scoggins. P r e p a r e d f o r p r e s e n t a t i o n a t t h e 23rd Meeting o f t h e S t r u c t u r e s and M a t e r i a l s P a n e l , AGARD, October 4, P a r i s , Franch. 18. R-AERO-IN-DD-14-66, "Damping P r o p e r t i e s o f Some Polymer Films f o r Spacecraft Structures." 19. R-AERO-DCC-14-66, 20. R-AERO-DC-007-66, " F e a s i b i l i t y of P r o v i d i n g A r t i f i c i a l G r a v i t y f o r Crew i n ATMIOrbital Workshop." "RACKICPMS e p a r a t i o n Study," August 23, 1966. R-AERO-DA-32-66, "Guidance E q u a t i o n f o r S-IVB S t a g e Second Burn f o r SA-501 and Subsequent," September 1 2 , 1966. R-AERO-DA-33-66, " P r e l i m i n a r y Guidance R e f e r e n c e R e l e a s e C o r r e c t i o n F u n c t i o n f o r t h e AS-208 V e h i c l e Based on AS-207 O r b i t a l P a r a m e t e r s , " September 1 5 , 1966. R-AERO-DA-34-66, "Guidance A n a l y s i s f o r t h e S-V AS-502 M i s s i o n , " September 1 6 , 1966. R-AERO-DA-35-66, "Data Format of t h e S-IB E r r o r A n a l y s i s Beginning w i t h t h e AS-2071208 M i s s i o n , " September 1 6 , 1966. R-AERO-DAM-15-66, "Launch Window Study R e p o r t s f o r t h e 20718 Rendezvous Miss i o n . " R-AERO-DAM-16-66, "Data Requested by t h e Payload I n t e g r a t i o n C o n t r a c t o r s i n S p l i n t e r Meetings." R-AERO-DAM-19-66, " S a t u r n V Synchronous O r b i t . " i R-AERO-DAP-76-66, "September C u r r e n t Weights ." �PUBLICATIONS (Continued) 29. R-AERO-DAP-77-66, "Saturn IB September 1966 Current Performance." 30. R-AERO-DAP-78-66, "Saturn V September 1966 Performance ~eport." 31. R-AERO-DAP-79-66, "Saturn I~/ServiceModule Performance to a 200 Nautical Mile Circular Orbit. 32. R-AERO-DAP-80-66, "Launch Vehicle Reference Trajectory Saturn V AS-503 Mission." 33. R-AERO-DAP-81-66, "Verification of Data for AS-503 Performance Analysis." 34. R-AERO-DAP-82-66, "Saturn IB and V Inertial Guidance Platform Realignment Study .. R-AERO-DAP-83-66, "Saturn V Project Able." 35. ." �AERO-ASTRODYNAMICS LABORATORY MONTHLY PROGRESS REPORT O c t o b e r 11, 1966 APPROVAL Aero-As t r o d y n a m i c s L a b o r a t o r y E . D. G e i s s l e r D i r e c t o r , Aero-As t r o d y n a m i c s L a b o r a t o r y DISTRIBUTION R-AERO-D I R Dr. G e i s s l e r M r . Jean R-AERO-P (8) R-AERO-D (16 ) R-AERO-R M r . B u t l e r (4) Mrs. Hightower R-AERO-A (20) R-AERO-G (5) R-AERO- T Mr. M u r p h r e e Mr. Cummings Mr. D i c k e y Dr. Heybey Mr. L a v e n d e r Mr. J a n d e b e u r Dr. Liu Dr. K r a u s e M r . von P u t t k a m e r R-AERO-Y (5) R-AERO-F (8) R-AERO-X (2) R-DIR, Dr. M c C a l l PAO, M r . K u r t z I-V-P, Harold P r i c e � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000047 Title A name given to the resource "Aero-Astrodynamics Laboratory Bimonthly Progress Report: October 11, 1966." Creator An entity primarily responsible for making the resource George C. Marshall Space Flight Center Date A point or period of time associated with an event in the lifecycle of the resource 1966-10-11 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) NASA space programs Project management Type The nature or genre of the resource Progress reports Text Source A related resource from which the described resource is derived Saturn V Collection Box 19, Folder 19 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000027_000050 https://digitalprojects.uah.edu/files/original/20/995/spc_stnv_000048.pdf 6c86756dd61d4b98b584d3f3d947da52 PDF Text Text Tho Aorojot propoonl for a 1,000,000 pound tilruoe hydrogon oxygen engIno is for e cooiglctely new mgLnr.. l71oy claim that t h e i r d e s i ~ n utilizes to t h e f u l l e o t extent p o o s i b l e praneilt otcate-of-the-art and currently w e d techniques. Tiley have already s tnrtetl design arudiee and 61i)all 0ca1e d~weI-opcwneo f sob= ol tba crnpvnellts mine company Punde - . They e a t i n a c e that 24 munttie acter rlic c o n t r a c t ie let the c n ~ i n ewill be r ~ u ~ lfor y PCRT. D e l i v e r y o f the f i r o t ground tent engine i o estirxited 18 alonthn a f t e r the contract l o ~ i m n l c d . T i ~ i ais a m w i ~ a t optinis . i n cmlpnrioon to our rilanntd lunnr lntldioa otucly results wi~orefnwe e s t i m a t e d 36 rnontho to PFXT t e o t n aid 30 n o n t h o to delivery6& t h e firtat ground t e a t @n,7ineo. S m oi' this 12 wont113 d I f L e r e n c ~m y & be explnjned by t h e pre-cootmct work currently under way a t Acrofet. \ . The F - l engine a o ouch cannot Go adapted t o hydro-en o;cy;en p r e pcflnats. To adapt the F-1 engine to h y d r o ~ c no q g e n would require o mjor redcsian oB e c s c n t i a l l y a l l oE tlis engine crn?oncnts which i n easence reaulte in a now e . ~ g i n s . � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000048 Title A name given to the resource Memo from William A. Fleming to Robert Seamans concerning an "Aerojet proposal for 1,000,000 pound thrust hydrogen oxygen engine." Creator An entity primarily responsible for making the resource Fleming, William A. Seamans, Robert C. United States. National Aeronautics and Space Administration Date A point or period of time associated with an event in the lifecycle of the resource 1961-07-27 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Liquid propellant rockets Saturn Project (U.S.) Hydrogen oxygen engines Saturn 5 launch vehicles Type The nature or genre of the resource Correspondence Text Source A related resource from which the described resource is derived Saturn V Collection University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Is Part Of A related resource in which the described resource is physically or logically included. NASA HQ Miscellaneous Correspondence August 1968 Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000027_000050 https://digitalprojects.uah.edu/files/original/20/996/spc_stnv_000049.pdf cf77a09b2dab3ca549ff01ac46eeba9a PDF Text Text AERO-ASTRODYNAMICS LABORATORY BIMONTHLY PROGRESS REPORT December 1968 .January 1969 INDEX Page ............................ I1. PROJECTS OFFICE ........................................... I11. ADVANCED STUDIES OFFICE ................................... A . A s t r o d y n a m i c s a n d M i s s i o n A n a l y s i s G r o u p .............. B . Systems A n a l y s i s Group ................................ C . F l i g h t Mechanics and Performance A n a l y s i s Group ....... I V. AEROSPACE ENVIRONMENT DIVISION ............................ A . Space Environment Branch .............................. B . Atmospheric Dynamics Branch ........................... C . T e r r e s t r i a l Environment ............................... V. AEROPHYSICS DIVISION ...................................... A . Mechanical Design O f f i c e .............................. B . Aerodynamic Design Branch ............................ C . Experimental Aerophysics Branch ....................... D . Thermal Environment Branch ............................ E . Unsteady Gas Dynamics Branch .......................... V I. ASTRODYNAMICS AND GUIDANCE THEORY DIVISION ................ A . O p t i m i z a t i o n Theory Branch ............................ B . Astrodynamics Branch ................................ C . Guidance Theory Branch ................................ DYNAMICS AND FLIGHT MECHANICS DIVISION .................... VII. A . S a t u r n V ............................................... B . S a t u r n Apollo A p p l i c a t i o n s Program .................... C . General ................................................ V I I I . FLIGHT TEST ANALYSIS DIVISION ............................. A . S p e c i a l P r o j e c t s O f f i c e and S t a f f ..................... B . F l i g h t E v a l u a t i o n Branch .............................. C . Tracking and O r b i t a l Analysis Branch .................. D . F l i g h t Mechanics Branch ............................... TECHNICAL AND SCIENTIFIC STAFF 3 4 4 5 6 8 8 11 14 15 15 16 22 26 29 32 32 34 37 39 39 42 50 52 52 53 58 61 �AERO-ASTRODYNAMICS LABORATORY BIMONTHLY PROGRESS REPORT December 1968 I. - January 1969 TECHNICAL AND SCIENTIFIC STAFF J - 2 s Program 1. a. Mission Performance Analysis Two-stage p o l a r o r b i t m i s s i o n d a t a w i t h c h i - f r e e z e mode s i m u l a t i o n a r e being p r o c e s s e d . R e s u l t s a r e expected i n t h e near f u t u r e . Design t r a j e c t o r y w i t h o u t c h i - f r e e z e mode was completed and d i s t r i b u t e d t o t h e a p p r o p r i a t e c o n t r a c t o r s . P o l a r o r b i t m i s s i o n d a t a have been g e n e r a t e d u s i n g d i r e c t i n j e c t i o n and Hohmann t r a n s f e r p r o f i l e s f o r o r b i t a l t i t u d e s of 100, 200, and 300 n a u t i c a l m i l e s . Synchronous o r b i t miss i o n d a t a f o r t h e i n - l i n e J - 2 s v e h i c l e (max. t h r u s t J - 2 s ) have been g e n e r a t e d f o r o r b i t i n c l i n a t i o n s of 28.5" and 55" assuming f i v e r e v o l u t i o n s i n t h e 100 n a u t i c a l m i l e parking o r b i t . An e q u a t o r i a l synchronous o r b i t m i s s i o n , one of t h e b a s e l i n e p r o f i l e s , has been r e l e a s e d . The t r a j e c t o r y f o r t h e l u n a r m i s s i o n w i t h d i r e c t i n j e c t i o n i s complete w i t h a payload of 119,000 pounds a s compared t o 110,000 pounds f o r t h e LOR profile (Few) . b . Rendezvous / IGM Guidance Study Some of t h e more s a l i e n t p o i n t s of t h e s t u d y t h u s f a r a r e a s f o l l o w s . T h r o t t l i n g t o 50,000 pounds t h r u s t can improve weight t o o r b i t above d i r e c t b o o s t . S h o r t range rendezvous ( w i t h i n 180" range from launch s i t e ) provides v e r y s m a l l launch windows ( 1 t o 3 min) w i t h IGM c u r r e n t l y formulated can r e l a t i v e l y l a r g e performance p e n a l t i e s . handle moderate c o a s t (300 seconds) w i t h r e v i s e d mission-dependent cons t a n t s , and can a l s o handle t h r o t t l i n g b o o s t p r o f i l e s w i t h moderate range a n g l e s (burn a r c s ) . Three forms of time-to-go e q u a t i o n s i n IGM have been i n v e s t i g a t e d f o r rendezvous w i t h t h r o t t l i n g . The most promising form, which uses launch v e h i c l e and s a t e l l i t e p o s i t i o n and a c c e l e r a t i o n s , has n o t been t e s t e d w i t h lower s t a g e d i s p e r s i o n s . 2. A manuscript e n t i t l e d , "Determination of Meteoroid N a t u r a l Environments from Photographic Meteor Data," has been completed. This i s a r e s u l t of a n o p e r a t i o n s - r e s e a r c h type of e v a l u a t i o n of a l t e r n a t i v e t h e o r e t i c a l and e m p i r i c a l r e s u l t s f o r the physics of meteor f l i g h t i n t h e atmosphere. A p r e l i m i n a r y n e c e s s i t y was t o c o n s t r u c t a mathematical model f o r s e t h e t h e o r e t i c a l r e s u l t s which were published i n 1958 by D r . E r n s t J . Opik from t h e Armagh Observatory i n Northern I r e l a n d . Meteor �luminous e f f i c i e n c y i s t h e r a t i o of the a i r - e n t r y k i n e t i c energy of t h e meteoroid and t h e i n t e g r a t e d luminous i n t e n s i t y of t h e consequent meteor. The c e n t r a l problem was t o determine whether t h e mode-result f o r t h e velocity-and-mass dependence of meteor luminous e f f i c i e n c y was more o r l e s s p l a u s i b l e than any model p r a p o r t i o n a l t o t h a t which is presupposed i n t h e mass s c a l e , which has been used by t h e Harvard Meteor P r o j e c t s i n c e 1438. The a n a l y s i s , c o n t r a r y t o r e c e n t s t u d i e s by D r . Franco V e r n i a n i a t t h e Smithsonian A s t r o p h y s i c a l ObservaLory, shows t h a t , w i t h a c t u a l meteor s t a t i s t i c s , t h e 1958 newer work by Opik is more p l a u s i b l e t h a n t h e 1938 Harvard model, which was bgsed on t h e 1931 o l d e r r e s u l t s , a l s o by g p i k . The consequence is t o i n c r e a s e t h e c a l c u l a t e d v a l u e s of t h e k i n e t i c energy and t h e mass of a f a s t meteor. (Dalton) 3. Experimentation is planned a t MSFC t e s t s i t e s t o measure nearground winds b o t h by tower-mounted anemometers and by a crossed-beam system combining a s i n g l e beam w i t h a multiple-beam d e t e c t o r . A TM X was prepared i n which t h e p e r t a i n i n g beam geometry is s t u d i e d , i t s range of p h y s i c a l a p p l i c a b i l i t y i s examined, and a f i n a l proposal is made f o r a n optimum d e t e c t o r arrangement d e s t i n e d t o observe h o r i z o n t a l winds a t s e v e r a l h e i g h t s s i m u l t a n e o u s l y . . Also, work has been i n p r o g r e s s on a s u i t a b l e single-beam (Heybey) d e t e c t o r l a y o u t f o r measuring non-horizontal winds. 4. Transformations Between D i f f e r e n t Fundamental P l a n e s For many a s t r o n a u t i c a l i n v e s t i g a t i o n s , i t i s n e c e s s a r y t o r e f e r t h e o r b i t of a s p a c e c r a f t , o r a n a t u r a l o r a r t i f i c i a l s a t e l l i t e n o t o n l y t o t h e e q u a t o r i a l p l a n e of i t s ~ g n t r a lp l a n e t b u t a l s o t o t h e o r b i t a l plane of t h e p l a n e t , o r t h e e c l i p t i c , or t h e c e l e s t i a l e q u a t o r , o r even t h e f i x e d , p r o p e r , L a p l a c i a n p l a n e of t h e s a t e l l i t e . When a l l t h e s e fundamental p l a n e s a r e p r o j e c t e d on the c e l e s t i a l s p h e r e , t h e r e a r e 19 s p h e r i c a l t r i a n g l e s . To h e l p t h e a s t r o n a u t i c a l m i s s i o n p l a n n e r , a s y s t e m a t i c c a t a l o g u e has been s e t up which g i v e s 30 independent r e l a t i o n s f o r each of t h e 19 s p h e r i c a l t h i a n g l e s , o r a t o t a l of 570 e q u a t i o n s . Addit i o n a l l y , 5 r e l a t i o n s between d i f f e r e n t i a l s a r e g i v e n f o r each s p h e r i c a l t r i a n g l e , o r a t o t a l of 95 r e l a t i o n s . A t f i r s t , i t was n e c e s s a r y t o f i n d a l s o a s y s t e m a t i c way t o d e s i g n a t e (symbols) t h e q u a n t i t i e s appearing i n t h e many s p h e r i c a l t r i a n g l e s . A t p r e s e n t , i n c l i n a t i o n s and l o n g i t u d e s of nodes, a s w e l l a s t h e i r time r a t e s , a r e compiled f o r t h e d i f f e r e n t p l a n e t a r y and n a t u r a l s a t e l l i t e systems i n our s o l a r system. It is planned t o c a l c u l a t e t h e s e q u a n t i t i e s , r e f e r r e d t o the other reference planes. (Krause) �11. PROJECTS OFFICE 1. The f i f t e e n t h meeting of the Saturn/Apollo F l i g h t Limits subP a n e l (of t h e F l i g h t Mechanics P a n e l ) was h e l d a t MSFC on January 17, 1969. During t h e meeting, two changes f o r AS-504's manual a b o r t l o g i c were recommended. F i r s t change: Use 5 " p i t c h o r yaw a t t i t u d e e r r o r as a f i r s t cue d u r i n g t h e S-IC f l i g h t phase. This provides a n e a r l y cue f o r t h e l o s s of a t t i t u d e e r r o r s i g n a l malfunction. The second a b o r t cue w i l l be t h e d e l t a P i n d i c a t o r . A 5 " r o l l e r r o r w a s a l r e a d y planned a s a f i r s t cue mainly f o r an a c t u a t o r hardover f a i l u r e . Second change: F o r a n S - I C c o n t r o l engine o u t b e f o r e 50 seconds, i g n o r e d e l t a P a s an a b o r t cue. Recent a n a l y s e s i n d i c a t e d t h a t w i t h an S-IC c o n t r o l engine o u t b e f o r e 50 seconds, it i s p o s s i b l e t o exceed t h e d e l t a P l i m i t s (3.2 p s i ) and n o t l o s e c o n t r o l o r exceed t h e s t r u c t u r a l limit. T h e r e f o r e , w i t h o u t t h i s change, i t was p o s s i b l e t o g e t f a l s e a b o r t i n d i c a t i o n s . There a r e no a d d i t i o n a l r i s k s a s s o c i a t e d w i t h t h i s change, s i n c e , a f t e r tower c l e a r a n c e , an engine o u t b e f o r e 50 seconds does n o t r e s u l t i n an a b o r t requirement d u r i n g the max q r e g i o n . The Crew S a f e t y Panel has o f f i c i a l l y approved t h e s e recommendations. D e t a i l e d minutes of t h e meeting a r e documented i n memorandum R-AEROP-S- 2-69. 2. A l t e r n a t e and backup missions f o r t h e AAP CORE program have been i d e n t i f i e d and r e s u l t s p r e s e n t e d t o t h e Mission Requirements Panel. Plans i n c l u d e r e t a i n i n g t h e c a p a b i l i t y f o r f l y i n g a backup CSM/LM/ATM decoupled m i s s i o n i n t h e e v e n t of workshop f a i l u r e and d e l a y i n launching t h e backup workshop. I n a l l c a s e s , however, t h e AAP hardware is used t o o b t a i n , e v e n t u a l l y , t h e c l u s t e r m i s s i o n whereby t h e workshop i s used i n s u p p o r t of t h e astronomy m i s s i o n . The r e s u l t s of t h i s a n a l y s i s a r e t o be p r e s e n t e d a t t h e n e x t b a s e l i n e meeting. 3 . A s t u d y of c o n t r o l l e d r e e n t r y f o r t h e AAP c l u s t e r hardware h a s been completed and r e s u l t s forwarded t o h e a d q u a r t e r s . The s t u d y was performed t o determine t h e f e a s i b i l i t y of c o n t r o l l i n g t h e impact t o a s s u r e p r e v e n t i n g land impact f o r t h e AAP hardware a f t e r t h e AAP-314 m i s s i o n i s completed. R e s u l t s showed t h a t e i t h e r ( a ) a r e t r o - s y s t e m weighing about 4000 pounds o r ( b ) a l i g h t e r system designed f o r operat i o n up t o 600 days a f t e r launch w i t h t h e a t t i t u d e c o n t r o l system and o t h e r onboard systems' l i f e t i m e s i m i l a r l y extended would be n e c e s s a r y . It was concluded t h a t c o n t r o l l e d r e e n t r y f o r t h e AAP c l u s t e r hardware i s impractical . �4. Headquarters has approved t h e p l a n s f o r SPS i n s e r t i o n f o r t h e manned AAP 1, 3A, and 3 v e h i c l e s . his technique improves t h e payload c a p a b i l i t y f o r t h e s e v e h i c l e s by a b o u t 2500 pounds. his improvement s o l v e s t h e b a s i c payload problem b u t does n o t e l i m i n a t e t h e t o t a l problem because o i t h e l i m i e a t i o h s impdsed on t h e CM by t h e paracljutehung ,weight. During a b o r t , t h e CM i s a t t h e parachute l i m i t of 13,000 he weight Bnd volume l i m i t a t i o n s of t h e CM a r e producing pounds. s e r i o u s s t o r a g e brobleins e s p e c i a l l y f o r t h e 56-day AAP 3A and 3 v e h i c l e s . A. A s trodynamics and M i s s i o n Analysis Group , Miss i o h d e s i g n c h a r t s f o r e a r t h - d e p a r t enkrgiqd ~ u h i t e r passage d a t e s and d i s t d d c e s , ~ a t d r r ipadsdge coriditions, an8 ~ l u t o a r r i v a l d a t e s have been com$leted, Theiie e h a r t s and t r ~ j e c t a r yd a t a a r e being prepdred f o r documentation. + 2. Saturn V FSSI~PS~ n t e g r a t i o nStudy A mid- term review of t h e "Saturn V Future Space S t a t i o n / Nuclear-Thermal E l e c t r i c Power Systetn h t e g r a t i o n sttidyti Qas p r e s e n t e d on December 11, 1968; A model f o r t h e rekctor-induced r a d i a t i o n e d i r o n m e n t about t h e s p a c e s t a t i o n , which has been .teceived from Atoinics I h t e t n a t i o n a l C o r p o r d t i o n , i s b e i n g uhed t o ifikbki-8ke t h e t o & I r a d i a t i o n dbde i n c u r r e d along t h e v a r i o u s &emote experimeht module placement and r e t t i e v a l t r a j e c t o r i e s . The p o s s i b i l i t y 04 u s i n g t r a j e c t o r i e s f o r o b t - o f - o r b i t - p l a n e remote experiment module pldkemeht i s being i n v e s t i g a t e d . A p a r a m e t r i c a n a l y s i s f o r v a r i o u s types of t r a j e c t o r i e s v i t h r e s p e c t t o AV budget; t r i n k f e r time, and r a d i a t i o n dose is a l s o being conducted. A f i n a l review of t h e s t u d y ks scheduled f o r mid-March 1969. 3. ITCC Meeting The s e v e n t h mekting of t h e NASA I n t e r p l a n e t a r y T r a j e c t o r y Coordinating Committee was h e l d December 4 and 5 , 1968, a t ~ a n ~ l e ~ Research C e n t e r . The minutes of t h i s meeting a r e a v a i l a b l e . �4. Computer Program Development A matched conic computer program has been developed which matches t h e p l a n e t o c e n t r i c h y p e r b o l i c t r a j e c t o r i e s w i t h t h e h e l i o c e n t r i c t r a j e c t o r y a t t h e s p h e r e of i n f l u e n c e . The program provides p r e l i m i n a r y d a t a f o r communication d i s t a n c e s and o r i e n t a t i o n a n g l e s f o r i n t e r p l a n e t a r y m i s s i o n s , and good i n i t i a l c o n d i t i o n s f o r t h e JPL "Space Tra j e c t o r i e s Program." B. Systems Analysis Group 1. I n t e g r a l Launch and Reentry Systems I n t e g r a l Launch and Reentry Systems (ILRS) s t u d y c o n t r a c t s have been f i n a l i z e d . MSFC has two c o n t r a c t s under i t s d i r e c t i o n : (1) Lockheed M i s s i l e s and Space Company of Sunnyvale, C a l i f o r n i a , and (2) General Dynamics Convair of San Diego, C a l i f o r n i a . MSC has North American Rockwell Corporation of Downey, C a l i f o r n i a , under c o n t r a c t and Langley Research Center has M c ~ o n n e l l / ~ o u g l aCs o r p o r a t i o n of S t . Lous, M i s s o u r i . O r i e n t a t i o n f o r t h e MSFC c o n t r a c t o r s b e g i n s February 18, 1969. The s t u d y p e r i o d has been compressed from e i g h t t o s i x months. Data from t h e ILRS s t u d y a r e t o be f e d i n t o t h e Phase B s t u d y of t h e 1975 Space S t a t i o n . A follow-on s t u d y is t o be l e t immediately a f t e r t h e c u r r e n t ILRS s t u d y is completed. A meeting w i l l be s e t up between t h e c o n t r a c t o r s and MSFC r e p r e s e n t a t i v e s a t t h e February 1 8 c o n t r a c t o r o r i e n t a t i o n . 2. Launch Vehicles The f i r s t review of t h e "Saturn V D e r i v a t i v e (S-1C/S-IVB) Launch Vehicle Systems Study" (NAS8-30506)was h e l d a t MSFC on J a n u a r y 16, 1969. The r e s u l t s r e p r e s e n t e d t h e Phase I t r a d e s t u d y p o r t i o n c o n s t i t u t ing approximately 15 p e r c e n t of t h e t o t a l e f f o r t . The o b j e c t i v e of t h i s phase of t h e s t u d y was t o provide t r a d e d a t a f o r t h e s e l e c t i o n of a basel i n e INT-20 launch v e h i c l e c o n f i g u r a t i o n f o r t h e Phase I1 p r e l i m i n a r y d e s i g n . The t r a d e s included t h e number of engines i n t h e f i r s t s t a g e , s e r i e s of S-IVB s t a g e , s e r i e s of I U , payload envelope, and t h e a x i a l a c c e l e r a t i o n l i m i t . The t e c h n i c a l panel managing t h e c o n t r a c t s e l e c t e d (1) f o u r a v e h i c l e f o r t h e d e s i g n phase w i t h t h e s e c h a r a c t e r i s t i c s : F-1 engines i n t h e S-IC s t a g e , (2) 500 s e r i e s of S-IVB s t a g e and IT, (3) a c a p a b i l i t y of 4 - 6 8 g ' s w i t h a 1 . 4 f a c t o r of s a f e t y , and ( 4 ) t h e payload envelope c o n s i s t i n g of a double a n g l e MLV nose cone and a 43-foot c y l i n d r i c a l s e c t i o n . The s e l e c t e d c o n f i g u r a t i o n w i l l p l a c e 132,000 pounds i n t o a 1 0 0 - n a u t i c a l - m i l e c i r c u l a r o r b i t (payload d e n s i t y of 16.3 l b s / f t 3 ) and is designed t o f l y through March winds. The �b a s e l i n e v e h i c l e i s a l s o capable of c a r r y i n g a 68-foot c y l i n d r i c a l s e c t i o n (payload d e n s i t y of 7.8 l b s / f t 3 ) f l y i n g through t h e August synthetic profile. C. F l i g h t Mechanics and Performance Analysis Group I. Launch Vehicle The f o l l o w i n g memoranda on performance were published during t h i s period: (a) R-AERO-X-68-43, "Performance and T r a j e c t o r y Data f o r t h e T i t a n I I I D Vehicle," December 1 2 , 1968. (b) R-AERO-X~68-44, "Performance and T r a j e c t o r y Data f o r t h e T i t a n I I I C Vehicle," December 20, 1968. (c) R-AERO-X-69-1, "Performance gnd T r a j e c t o r y Data f o r t h e T i t a n IIIM Vehicle," J a n u a r y 1, 1969. Performance d a t a now being g e n e r a t e d f o r t h e T i t a n I I I D Agena and t h e T i t a n IIID-Centaur w i l l be documented l a t e r . 2. S a t u r n V Workshop The Bo concept ( t h e u s e of t h e wet workshop backup a s a d r y workshop launched on a S a t u r n V), which was p r e s e n t e d t o D r . von Braun on December 13, 1968, i s being documented. From t h i s meeting evolved the concept of t h e S a t u r n V c l u s t e r m i s s i o n , a g r o u n d - f i t t e d S-IVB workshop launch on a S a t u r n V and l a g i s t i c a l l y supported w i t h S a t u r n I B f l i g h t s . This was conceived a s a replacement f o r t h e core program. It was p r e s e n t e d go D r . Lucas pn January 29, 1969, and i s t o b e completed and p r e s e n t e d t o D r . von Brgun on February 26, 1969. Four p o s s i b l e m i s s i o n p r o f i l e s were g e n e r a t e d . F i r s t considered was t h e p o s s i b i l i t y of u s i n g a BL I1 CSM t o t a k e t h e crew up and then r e t u r n t h e f o l l o w i n g day w i t h t h e p r e v i o u s crew, I n t h i s method of o p e r a t i o n , t h e f i r s t BL I1 CSM is thrown away, and t h e l a s t crew d e o r b i t s i n a r e t u r n module t h a t was brought up w i t h t h e workshop on t h e S a t u r n V. There a r e two major d i s a d v a n t a g e s t o t h i s method of o p e r a t i o n : F i r s t , s h o r t pad turn-around time i s r e q u i r e d , and second, i f a crew must r e t u r n e a r l y , they have t o use t h e r e t u r n module intended f o r t h e t h i r d crew and t h e e n t i r e m i s s i o n i s the'reby a b o r t e d . This problem is a l l e v i a t e d i f , i n s t e a d of a BL I1 CSM, a modified CSM i s useg, t h e major m o d i f i c a t i o n being t h e i n s e r t i o n of q s o l i d r e t r o - p a c k between t h e command and s e r v i c e module. This gllows t h e s e r v i c e module w i t h i t s l i m i t e d l i f e t i m e t o be d i s c a r d e d a f t e r docking w i t h t h e workshop. S i n c e t h e crews r e t u r n i n t h e command module that took them t o o r b i t , t h e ~ ei s no requirement f o r crew o v e r l a p , and t h e crews may be spaced as d e s i r e d . �I n each of t h e s e m i s s i o n p r o f i l e s , t h e LM/ATM i s brought up by a S a t u r n I B launched a f t e r t h e t h i r d crew, and an unmanned rendezvous and dock a r e done w i t h t h e LM. The o t h e r two m i s s i o n s ' p r o f i l e s e l i m i n a t e t h e need f o r t h i s e x t r a f l i g h t and the LM by launching t h e ATM a s p a r t of t h e workshop on the S a t u r n V. There is a p o s s i b i l i t y of a d e c i s i o n soon concerning t h i s configuration. 3. Nuclear This o f f i c e has been r e q u e s t e d by R-AS-MP t o a s s i s t i n a S a t u r n nuclear launch v e h i c l e f l i g h t s a f e t y s t u d y f o r SNPO. The c a p a b i l i t y , i n c a s e of an a b o r t a f t e r d e p a r t u r e from c i r c u l a r o r b i t , of t h e n u c l e a r s t a g e t o i n j e c t onto a n i n t e r m e d i a t e e l l i p s e f o r a twoyear minimum l i f e t i m e i s being analyzed. 4. Unmanned P l a n e t a r y Performance d a t a f o r s e v e r a l p o s s i b l e Grand Tour m i s s i o n launch v e h i c l e c o n f i g u r a t i o n s have been g e n e r a t e d . The S a t u r n V p e r formance was based on t h e SA-502 launch v e h i c l e which i n c o r p o r a t e s J - 2 s engines i n t h e upper s t a g e . The c o n f i g u r a t i o n s s t u d i e d included t h e b a s i c S a t u r n V, S a t u r n VINuclear, S a t u r n V/Service Module, S a t u r n V/ Centaur, and t h e S a t u r n V w i t h an assumed s p a c e c r a f t p r o p u l s i o n system used f o r i n j e c t i o n . The INT-20/Service Module and I N T - 2 0 / ~ e n t a u r c o n f i g u r a t i o n s were a l s o s t u d i e d , w i t h t h e e f f e c t s of i n c l u d i n g t h e 3 - 2 s engine i n t h e S-IVB being determined f o r b o t h c o n f i g u r a t i o n s . 5. Launch Vehicle T r a j e c t o r y Optimization Computer Program With o n e - t h i r d of t h e c o n t r a c t p e r i o d f i n i s h e d , work b e i n g done by Northrop on t h e Launch Vehicle T r a j e c t o r y O p t i m i z a t i o n Computer Program (Phase IV) i s p r o g r e s s i n g v e r y w e l l ; i t looks now a s i f we w i l l g e t a l l t h a t was expected from t h e c o n t r a c t . 6. ROBOT The ROBOT t r a j e c t o r y o p t i m i z a t i o n program has been modified t o g r e a t l y reduce t h e p r i n t o u t . This r e s u l t s i n s u b s t a n t i a l s a v i n g s i n computer paper and time r e q u i r e d f o r p r i n t i n g t r a j e c t o r i e s r u n f o r t h i s o f f i c e by t h e Computation Laboratory, �IV. AEROSPACE ENVIRONMENT DIVISION A, Space Environment Branch 1. Atmospheric Model S t u d i e s The d e t a i l e d s t u d y program f o r t h e development of an improved upper atmospheric model is c o n t i n u i n g , C u r r e n t s t u d i e s i n s u p p o r t of t h i s program a r e b o t h s t a t i s t i c a l and t h e o r e t i c a l . I n t h e s t a t i s t i c a l s t u d i e s , drag-determined d e n s i t i e s from 64 s a t e l l i t e s a r e being used t o develop r e g r e s s i o n e q u a t i o n s t h a t d e f i n e t h e atmospheric d e n s i t y i n terms of e x o s p h e r i c temperature ( c a l c u l a t e d from ~ a c c h i a ' se q u a t i o n s ) a t d i s c r e t e a l t i t u d e l e v e l s from 140 t o 350 km. S i m i l a r equatiohd w i l l a l s o be e s t a b l i s h e d f o r a l t i t u d e l e v e l s below 140 km u s i n g c l a s s i f i e d , l o w - a l t i t u d e , A i r Force s a t e l l i t e drag d e n s i t y d a t a and i n f o r m a t i o n t h a t might be i n f e r r e d from t h e a l t i t u d e dependency of t h e r e g r e s s i o n c o e f f i c i e n t s obtained i n t h e above 140 km s t u d i e s . These e q u a t i o n s w i l l be used t o develop a aiodel of t h e atmospheric mass d e n s i t y from 90 t o 1000 km a l t i t u d e , The new model w i l l provide p r e d i c t i o n s of atmospheric d e n s i t y t h a t a r e i n b e t t e r agreement w i t h s a t e l l i t e drag d e n s i t i e s than t h e p r e d i c t i o n s obtained from c u r r e n t atmosp h e r i c models. These s t u d i e s a r e being conducted j o i n t l y w i t h in-house NASA e f f o r t and under Lockheed M i s s i l e s and Space Company c o n t r a c t NAS8-30513. The s t a t i s t i c a l s t u d i e s d i s c u s s e d i n t h e above paragraph w i l l r e s u l t i n an improved atmoepheric d e n s i t y model, b u t t h e y w i l l not provide i n f o r m a t i o n r e l a t F v e t o atmospheric temperature and chemical composition. To o b t a i n t h i s i n f o r m a t i d n , v a r i o u s t h e o r e t i c a l s t u d i e s a r e being conducted t o e s t a b l i s h a model atmosphere t h a t w i l l be cons i s t e n t w i t h t h e mass d e n s i t i e s of the model d i s c u s s e d above and t h a t w i l l a l s o be i n agreement w i t h e x i s t i n g temperature and chemical comp o s i t i o n measurements. I n one s u c h s t u d y , a new technique f o r c a l c u l a t i n g t h e temperature and O2 and 0 number d e n s i t i e s t h a t should be a s s o c i a t e d w i t h measured N 2 d e n s i t y p r o f i l e s has been e s t a b l i s h e d . The technique has been a p p l i e d t o M2 p r o f i l e s obtained from s i x M a r s h a l l / u n i v e r s i t y of Mighican Probes (MUMP) t h a t were launched i n s e r i e s from Cape Kennedy on January 24, 1967. The c a l c u l a t e d O2 and 0 number d e n s i t i e s a r e i n e x c e l l e n t agreement w i t h o t h e r e x i s t i n g mass s p e c t r o m e t e r and a b s o r p t i o n s p e c t r o m e t e r measurements. The newly developed technique and t h e r e s u l t ing atmospheric i n f o r m a t i o n a r e d i s c u s s e d i n a paper e n t i t l e d , "Diurnal y V a r i a t i o n i n t h e Thermosphere from a S e r i e s of ~ a r s h a l l / ~ n i v e r s i tof Michigan Probes." The paper has been s e n t t o t h e J o u r n a l of Geophyeical Research f o r p u b l i c a t i o n . �~ a c c h i a ' sexospheric temperature equations a r e being mod i f i e d t o make them more c o n s i s t e n t w i t h e x o s p h e r i c t e m p e r a t u r e s t h a t have b e e n o b t a i n e d from t h e MUMP program. When e s t a b l i s h e d , t h e s e e q u a t i o n s w i l l be used i n c o n j u n c t i o n w i t h t h e improved d e n s i t y model t o c a l c u l a t e atmospheric chemical composition. R e s u l t s from a l l o f t h e s e w i l l b e used t o e s t a b l i s h a n improved dynamic upper a t m o s p h e r i c model. The f i n a l v e r s i o n of t h i s model w i l l d e f i n e t h e a t m o s p h e r e from 90 t o 1000 km a l t i t u d e and w i l l n o t b e l i m i t e d b y c o n s t a n t 1 2 0 km boundary c o n d i t i o n s o r s t a t i c d i f f u s i o n a s s u m p t i o n s which a r e i n h e r e n t i n t h e c u r r e n t models. 2. Environment C r i t e r i a The monograph e n t i t l e d , " E a r t h O r b i t a l Atmospheric Model," w i l l be p u b l i s h e d by t h e O f f i c e of Advanced R e s e a r c h and Technology a s a NASA S p e c i a l P u b l i c a t i o n . S p e c i a l i z e d environment c r i t e r i a i n p u t s , n o t g i v e n i n NASA TM X-53798, "Space Environment C r i t e r i a G u i d e l i n e s f o r Use i n Space V e h i c l e Development, 1968 R e v i s i o n , " have b e e n f u r n i s h e d t o s e v e r a l e n g i n e e r i n g and s c i e n t i f i c s t u d i e s i n s u p p o r t of t h e OWS/ATM and F u t u r e Space S t a t i o n (FSS) programs. To f u r n i s h t h e s e s p e c i a l i z e d e n v i r o n m e n t c r i t e r i a i n a more s y s t e m a t i c manner, a document e n t i t l e d , " V a r i a t i o n i n Atmospheric D e n s i t y f o r MSFC 1971-1976 O r b i t a l Space S t a t i o n Programs," h a s b e e n w r i t t e n . The document, w h i c h w i l l b e p u b l i s h e d a s a NASA TM X i n F e b r u a r y 1969, w i l l a s s i s t t h e u s e r i n d e t e r m i n i n g t h e environment c r i t e r i a r e q u i r e m e n t s f o r a p a r t i c u l a r e n g i n e e r i n g o r s c i e n t i f i c s t u d y . It w i l l a l s o p r o v i d e p r e d i c t i o n s of t h e mean o r b i t a l a t m o s p h e r i c d e n s i t y , p r e s s u r e , and m o l e c u l a r w e i g h t t o which a s p a c e c r a f t w i l l b e exposed on p a r t i c u l a r days a t i n t e r v a l s of t h r e e months from J a n u a r y 1, 1971 t h r o u g h J a n u a r y 1, 1977. 3. Solar Activity Studies Lockheed M i s s i l e s and Space Company h a s computed c r o s s c o r r e l a t i o n f u n c t i o n s f o r s u n s p o t s and e a c h of t e n s e l e c t e d p r e d i c t o r s , which a r e d e s c r i p t i v e of t h e i n t e r a c t i o n of t h e p l a n e t s w i t h t h e s u n . P r e d i c t o r s t a k e n a t t h e time of s u n s p o t numbers p l u s a time z have b e e n used t o o b t a i n t h e v a l u e of T t h a t g i v e s t h e maximum and minimum c r o s s c o r r e l a t i o n f u n c t i o n s f o r .c # 0. T h i s i n f o r m a t i o n w a s t h e n used t o c a l c u l a t e c o r r e l a t i o n c o e f f i c i e n t s . The b e s t c o r r e l a t i o n s were o b t a i n e d by t r e a t i n g t h e s u n s p o t s a s a c y c l e of 22 y e a r s r a t h e r t h a n 11 y e a r s . The 22-year c y c l e c o n s i d e r s t h e f i r s t h a l f o f t h e c y c l e p o s i t i v e and t h e l a s t h a l f n e g a t i v e . These p r e d i c t o r s a r e b e i n g s u b j e c t e d t o a nonl i n e a r c o r r e l a t i o n t e c h n i q u e t o g i v e a s u n s p o t p r e d i c t i o n method. �MIT Experimental Astronomy Laboratory is c o n t i n u i n g r e s e a r c h f o r p o s s i b l e p l a n e t a r y e f f e c t s on t h e sun. ~ a b c o c k ' s h y p o t h e s i s of a p h y s i c a l model of t h e sun which would permit t h e formation of s u n s p o t s by p l a n e t a r y i n f l u e n c e s i s being s t u d i e d . Some of t h e s e hypotheses a r e being v e r i f i e d ; i t i s hoped t h a t t h e p l a n e t a r y t i d a l f o r c e caq be shown t o be a t l e a s t p a r t of t h e s u n s p o t t r i g g e r i n g mechanism. The proposed c o n t r a c t w i t h t h e S o l a r A c t i v i t y Group of t h e ESSA Space D i s t u r b a n c e Labotatory f o r D r . S l u t z t o s t u d y s o l a r a c t i v i t y i s s t i l l being n e g o t i a t e d . 4. A L i n e a r Regression S o l a r Cycle Study An in-house s t u d y u s i n g a l i n e a r r e g r e s s i o n technique w i t h monthly d a t a i n d i c a t e s a second peak of s o l a r c y c l e 20 o c c u r r i n g about September 1969. During t h i s expected i n c r e a s e i n s o l a r a c t i v i t y , t h e r e w i l l be an i n c r e a s e d p r o b a b i l i t y of major s o l a r f l a r e s o c c u r r i n g near September 1969. 5. Space S t a t i o n I o n o s p h e r i c Experiment Package The Phase A in-house s t u d y of i o n o s p h e r i c experiments which can be performed from a manned s p a c e s t a t i o n has been completed. A b r i e f i n g of t h e r e s u l t s , t o be g i v e n a t NASA Headquarters on January 30, 1969, w i l l i n c l u d e i n t e r e s t e d groups from MSFC, MSC, Langley and NASA Headquarters. The groups from Headquarters w i l l i n c l u d e r e p r e s e n t a t i v e s of OMSF, OART, and OSSA. A meeting was held w i t h D r . S t u h l i n g e r on January 28, 1969, i n which he was a p p r i s e d of t h e i o n o s p h e r i c experiment s t a t u s . A meeting w i l l be h e l d w i t h D r . E . R. Schmerling, C h i e f , I o n o s p h e r i c P h y s i c s , on January 29, 1969, t o review t h e s t a t u s of t h e experiment package. 6. A c o u s t i c G r a v i t y Wave Study The review of AVCO's f i n a l r e p o r t on Phase I of t h i s s t u d y should be held w i t h i n t h e n e x t two weeks. The Phase I1 c o n t r a c t n e g o t i a t i o n s a r e now i n p r o g r e s s . The Phase I1 emphasis w i l l be placed on o b t a i n i n g l i m i t e d d a t a on times of s t a t i c t e s t f i r i n g s and m e t e o r o l o g i c a l e v e n t s , The a n a l y s is and a s s o c i a t e d s t u d i e s w i l l emphasize t h e coupling of n e u t r a l motions t o i o n o s p h e r i c e l e c t r o n motions and an in-depth s t u d y of t h e a t t e n u a t i o n of a n a c o u s t i c g r a v i t y wave a s i t propagates from t h e t r o p o s p h e r e t o t h e thermosphere. I n a d d i t i o n t o t h e i o n o s p h e r i c sounder d a t a , we w i l l r e q u i r e p e r i o d i c o v e r n i g h t monitoring and p i c t u r e s from t h e weather r a d a r a t t h e Atmospheric Research F a c i l i t y . These w i l l be r e q u i r e d when n i g h t t i m e storm c e l l s a r e f o r e c a s t f o r t h e immediate a r e a . This i s a n OSSA sponsored and funded e f f o r t . �7. I o n o s p h e r i c Monitoring Equipment I n a d d i t i o n t o the MSFC ionosonde, a Phase P a t h Sounder i s being a c q u i r e d f o r use i n subsequent i o n o s p h e r i c experiment programs. This item w i l l r e q u i r e c o n s i d e r a b l e a t t e n t i o n t o o p e r a t i o n and maintenance, s i n c e i t i s a s t a t e - o f - t h e - a r t development. These two p i e c e s of i o n o s p h e r i c monitoring equipment provide a unique o p p o r t u n i t y f o r s t u d y i n g i o n o s p h e r i c dynamics i n c o n s i d e r a b l e d e t a i l . The b u i l d e r s of t h e Phase P a t h Sounder (IT&T) have been c o n t r a c t e d t o come t o MSFC t o t r a i n our e n g i n e e r i n g personnel i n t h e r o u t i n e o p e r a t i o n and maintenance of t h i s p i e c e of equipment. The i o n o s p h e r i c experiments subs e q u e n t l y r u n w i l l then depend d i r e c t l y on t h e a v a i l a b i l i t y and c a p a b i l i t y of t h e s e t r a i n e d people. B . Atmospheric Dynamics Branch 1. Technical Meeting Concerning Wind Loads on B u i l d i n g s and S t r u c t u r e s M r . George H. F i c h t l and M r . John W. Kaufman, R-AERO-YE, gave a p r e s e n t a t i o n a t t h e t e c h n i c a l meeting on wind l o a d s on b u i l d i n g s and s t r u c t u r e s , sponsored by t h e Building Research D i v i s i o n , N a t i o n a l Bureau of S t a n d a r d s , and t h e Environmental Data S e r v i c e , ESSA. The purpose of t h e meeting was t o g a t h e r t o g e t h e r a u t h o r i t i e s i n s t r u c t u r a l d e s i g n and atmospheric s c i e n c e t o d i s c u s s t h e wind load problem and perhaps make some s p e c i f i c recommendations t o improve t h e U. S. S t r u c t u r a l B u i l d i n g Code. The meeting covered f o u r a r e a s : (1) e n g i n e e r i n g problems i n t h e d e s i g n of s t r u c t u r e s t o r e s i s t wind l o a d s , ( 2 ) atmosp h e r i c c o n s i d e r a t i o n s , ( 3 ) experimental and t h e o r e t i c a l d e t e r m i n a t i o n of aerodynamic f o r c e s , and (4) r e c e n t advances i n d e s i g n procedures and c u r r e n t d i f f i c u l t i e s . The NASA ground wind d e s i g n wind model f o r KSC and t h e NASA 150 m M e t e o r o l o g i c a l Tower were d e s c r i b e d i n a pres e n t a t i o n by M r . F i c h t l and M r . Kaufman. The approach taken by NASA t o s p e c i f y t h e ground wind environment from a d e s i g n p o i n t of view was w e l l r e c e i v e d . P r o f e s s o r G i l l of t h e Michigan S t a t e U n i v e r s i t y , a well-known a u t h o r i t y on i n s t r u m e n t a t i o n , pointed o u t t h a t t h e NASA 150 m M e t e o r o l o g i c a l Tower is one of t h e f i n e s t towers of i t s kind i n t h e U. S. and i s an example of what can be done. Furthermore, he pointed o u t t h a t t h e d a t a from t h i s tower should be used i n t h e new U . S. Building Code t o s p e c i f y wind flow c o n d i t i o n s over "Type C" t e r r a i n . It appears t h a t t h e NASA Tower F a c i l i t y and a n ESSA F a c i l i t y a r e t h e only towers i n t h e U . S. t h a t a r e being used t o o b t a i n atmospheric wind d a t a on a r o u t i n e 24-hour b a s i s f o r t h e e x p r e s s purpose of determining wind load f o r c i n g f u n c t i o n s . �The o v e r a l l approach t o t h e wind problem by NASA w a s h a i l e d a s being a p o s i t i v e s t e p forward t o o b t a i n i n g a s o l u t i o n t o t h e wind load problem. The work performed by Marshall personnel i n ground wind environment s p e c i f i c a t i o n i s a b e n e e i c i a l by-product of t h e aerospace indus t r y . 2. F i n a l Report under C o n t r a c t NAS8-21148 The f i n a l r e p @ r t has been r e c e i y e d and accepted under C o n t r a c t NAS8-21548, e n t i t l e d , "Studies of V e r t i c a l Wind V e l o c i t y a t Cape Kennedy, F l o r i d a . " The r e p o r t , being published a s a NASA CR, w i l l be a v a i l a b l e soon. VariouB d e t a i l s of wind phenomena a s measured by t h e FPS-16 r a d a r l f i m s p h e r e system, i n c l u d i n g s p e c t r a l energy of t h e mesoand m l c r o - s c a l e v e l o c i t y v a r i a t i o n s , a r e d i s c u s s e d . 3, Study of V e h i ~ l eExhaust Cloud Phenomena A s t u d y e n t i t l e d , "Rise Rate and Growth of S t a t i c T e s t Vehicle Engine Exhaust Clouds ," i s included i n t h e r e c e n t l y published TM X-53782. AEC, A i r Force, a s w e l l a s o t h e r concerns, a r e i n t e r e s t e d i n such d a t a t o s t u d y atmospheric d e b r i s f a l l b a c k , f a l l o u t , i n d u s t r i a l pollution, etc. 4. Revised Ground Wjnd C r i t e r i a Memorppdum R-AERO-YEd176-69, dated January 1 0 , 1469, d i s c u s s e s t h e d i s t r i b u t i o n of peak gxound wipd p r o f i l e shapes Eor m i s s i o n planning and o p e r a t i o n s , Any camments o r q u e s t i o n s r e g a ~ d i n gt h e s e new c r i t e r i a should be d i r e c t e d t o M.P. George F i c h t l of R-AERO-YE, o r Mr. W. W. Vaughan, R-AERO-Y. These c r i t e r i a have been ahd w i l l be used i n t h e f u t u r e i n m o n i t o r i n g wind p r o f i l e c o n d i t i o n s d u r i n g p r e - f l i g h t o p e r a t i o n s of A p o l l o / S a t u r n v e h i c l e s . This work is accomplished by t h e HOSC/MSFC wind monitoriqg team of which MSBCIMSC personnel a r e members. 5 . Jimsphere Ascent Rate Data R e c e n t l y , t h e l o c a l inhouse Boeing c o n t r a c t o r personnel submhtred a d r a f t r e p o r t oh a scheme t o p r o p e r l y f i l t e r the S i m p h e r e a s c e n t r a t e d a t a . The technique d i s c u s s e d i n t h e r e p o r t w i l l be s e r i o u s l y considered a s a d a t a r e d u c t i o n s u b r o u t i n e t o provide r e l i a b l e a s c e n t r a t e d a t a f o r r e s e a r c h of v e r t i c a l wind motion s t u d i e s of t h e upper atmosphere t o a h e i g h t of about 18 km. 6. Atmospheric Turbulence (Ground Winds) a . I n v e s t i g a t i o n @£ t h e t u r b u l e n t wind f i e l d below 500 f t a l t i t u d e a t t h e E a s t e r n T e s t Range, F l o r i d a (Contract NAS8-21140 w i t h t h e Pennsylvania S t a t e U n i v e r s i t y ) . �The f i r s t year of e f f o r t i n t h i s a r e a has been comp l e t e d , and the c o n t r a c t o r has submitted a p r e l i m i n a r y d r a f t of h i s f i n a l r e p o r t f o r review. This r e p o r t covers (1) a n a l y s e s of s p e c t r a of t h e h o r i z o n t a l wind components; ( 2 ) t h e r e l a t i o n between t h e t u r b u l e n t wind components a t d i f f e r e n t h e i g h t s a s manifested by t h e cospectrum o r q u a d r a t u r e spectrum, o r r a t h e r the s p e c t r a l coherence and t h e s p e c t r a l eddy s l o p e ; (3) a p r e l i m i n a r y s t u d y of t h e p r o b a b i l i s t i c s t r u c t u r e of t u r b u l e n t f o r c i n g of launch v e h i c l e s ; and (4) t h e q u a s i - s t e a d y wind p r o f i l e . Although much i n f o r m a t i o n about atmospheric t u r b u l e n c e has been gained d u r i n g t h i s f i r s t year of e f f o r t , t h e r e i s much t o l e a r n ; t h e r e f o r e , t h i s c o n t r a c t w i l l be continued f o r a n o t h e r y e a r . The cont r a c t o r w i l l g i v e a b r i e f i n g on h i s work i n l a t e February. b. Ground wind f i e l d a n a l y s i s f o r d e s i g n and o p e r a t i o n f o r s p a c e v e h i c l e s (NAS8-21178 C o r n e l l A e r o n a u t i c a l L a b o r a t o r i e s , I n c . ) . This e f f o r t w i l l be completed i n mid-February. The c o n t r a c t o r has completed h i s d a t a a n a l y s e s , and a f i n a l r e p o r t i s now b e i n g d r a f t e d . We should r e c e i v e t h i s r e p o r t i n e a r l y February f o r review and comments. The r e p o r t w i l l be concerned w i t h q u a s i s t e a d y wind p r o f i l e s , g u s t f a c t o r s , g u s t a c c e l e r a t i o n s , s p e c t r a , e t c . The c o n t r a c t o r w i l l g i v e a b r i e f i n g on h i s work i n l a t e February. c . Ground Wind Turbulence Analys i s (In-House E f f o r t ) A d e s i g n s p e c t r a l model was completed d u r i n g t h i s The r e s u l t s of t h i s e f f o r t and o t h e r a s p e c t s of t h e ground wind period. problem were p r e s e n t e d i n a paper by M r . F i c h t l and M r . Kaufman a t t h e NBS-ESSA meeting on wind l o a d s on b u i l d i n g s and t a l l s t r u c t u r e s i n Washington, D. C . on January 27 and 28. The paper was w e l l r e c e i v e d . M r . F i c h t l and D r . John Dutton of t h e Pennsylvania S t a t e U n i v e r s i t y submitted a paper e n t i t l e d "Approximate Equations of Motion f o r Gases and L i q u i d s , " t o t h e J o u r n a l f o r Atmospheric Sciences. The p a p e r , which w i l l appear i n t h e March e d i t i o n , i s concerned w i t h developing a cons i s t e n t s e t of Boussinesq approximated e q u a t i o n s f o r f l u i d flotqs i n g r a v i t a t i o n a l l y s t r a t i f i e d f l u i d s . These e q u a t i o n s a r e being used i n some of t h e a n a l y s e s of low l e v e l atmospheric t u r b u l e n c e and wind p r o f i l e s . 7. A n a l y s i s of Atmospheric Turbulence from FPS-16 ~ a d a r / Jimsphere Data (NAS8-21331 w i t h t h e Meteorology Research, Incorporated) The c o n t r a c t o r has completed most of t h e work on t h i s f i r s t year of e f f o r t . The r e s u l t s seem t o show t h a t t h e FPS-16 ~ a d a r l ~ i m s p h e r e system might be capable of d e t e c t i n g c l e a r a i r t u r b u l e n c e . A f i n a l r e p o r t �w i l l be prepared i n February. Although e x t e n s i v e work has been done d u r i n g t h e f i r s t y e a r , t h e r e is much l e f t t o be done. Accordingly, t h i s e f f o r t sill be renewed f o r an a d d i t i o n a l y e a r . 8. Operation Procedures f o r Determining Space Vehicle Response t o Wind Turbulence (NAS8-21325 w i t h t h e Martin-Marietta Corporation) M r . F i c h t l , R-AERWYE, t r a n s m i t t e d quas i-s teady wind and t u r b u l e n c e s p e c t r a s t a t i s t i c s of i n - f l i g h t winds t o Mrs. ~ l b e r t aKing, R-AERO-DD, t h e c d n t r a c t monitor. These s t a t i s t i c s w i l l be used t o develop a p r e l a u n c h m o n i t a r s h i p l o a d s f o k e c a s t i n g procedure and t o s t u d y load s e n s i t i v i t y t o i n f l i g h t winds Bnd t u r b u l e n c e . C. T e r r e s t r i a l Environmeht 1. The N a t i o n a l Weather Records Center (GovernmeBt Order 76789) The 1966 Cape Kennedy s e r i a l l y complete winds a l o f t wete r e c e i v e d from t h e H a r i o n a l Weather Records Center. A f t e r accuracy checks, t h e o b s e r v a t i o n s , when &dded t o t h e p r e s e n t d a t a , w i l l i n c r e a s e t h e sample s i z e t o 11 y e a r s . The p e r i o d of r e c o r d of two of t h e primary s t a t i s t i c a l d a t a samples was a l s o i n c r e a s e d by 6 months w i t h t h e a d d i t i o n of January-June 1968, Cape Kennedy h o u r l y peak ground winds, and J u l y December 1967, Cape ~ e n n e d yh o u r l y s u r f a c e o b s e r v a t i o n s . A r e p o r t e n t i t l e d 'iidarkov C h a i ~Techn-Lques f o r P r e d i c t i n g t h e Maximum Wind i n t h e I4aximuitl Dynamic P r e s s u r e Regi0t.t f a 2 Launching Space V e h i c l e s , " by H. L. CrutkHer and N, B. Guttman, prepared under Government Order 76789 w i t h t h e NWRC was r e c e i v e d and submitted f o r p u b l i c a t i o n a s a c o n t r a c t a r r e p o r t . Other NWRC p u b l i c a t i o n s being p r e pared f o r i s s u a n c e a s conPractor r e p o r t s a r e : 2. (a) " P r e d i c t i o n of t h e Maximum Wind Speed i n t h e 10-15 km Layer Above Cape Kennedy," (b ). "Thunders t o r h Pers E s t e n c e a t Cape Kennedy, F l o r i d a (c) "An Empirical Analysis of the 10-15 km Maximum Winds t o Determine Apollo and AAP Launch O p p o r t u n i t i e s Cape Kennedy, F l o r i d a . " ." - Kaman Nuclear (NAS8-11348) Kaman Nuclear p u b l i c a t i o n s being i s s u e d a s c o n t r a c t o r r e p o r t s a r e "The E f f e c t s of Atmospheric F l u c t u a t i o n s and R e p r e s e n t a t i o n Upen Propagated Sound," aRd " V g r l a b i l i t y 6f Sound Propagation red i c t i o n Due t o Atmospheric V a r i a b f l i t y . " �3. Eockheed A Lockheed C o n t r a c t o r Report d e t a i l i n g t h e AS-504 launch p r o b a b i l i t i e s by hour, a s determined by atmospheric c o n s t r a i n t s , was i s s u e d under o f f i c e memorandum R-AERO-YT-10-69, January 29, 1969. V. AEROPHYSICS DIVISION A. Mechanical Design O f f i c e 1. BalanceIModel System f o r Plume Study i n IBFF Design i s n e a r completion on a balance/model system f o r measuring normal f o r c e s on an e i g h t - i n c h s q u a r e f l a t p l a t e d u r i n g a plume impingement t e s t i n t h e IBFF. The system u t i l i z e s t h r e e q u a r t z load washers and can be p i t c h e d t o 30° a n g l e of a t t a c k . (-AD) 2. 5-Component, Micro-Force Balance f o r t h e Low D e n s i t y Chamber Design, d r a f t i n g and drawing check-out has been completed on Balance No. 224 and i t s r e l a t e d c a l i b r a t i o n and i n s t a l l a t i o n equipment. F a b r i c a t i o n w i l l be i n i t i a t e d upon r e q u e s t of t h e o r i g i n a t i n g organization. (-AE) 3. E l e c t r o n Beam Equipment f o r t h e Low Density Chamber F i n a l drawings have been completed on t h e E l e c t r o n Beam Gun designed by D r . B e y l l c h f o r R-AERO-AE. Fabrication w i l l be i n i t i a t e d by d i r e c t c o n t r a c t through P&C, r a t h e r t h a n our u s u a l procedure through ME Laboratory. It i s e s t i m a t e d t h a t 1600 hours w i l l be r e q u i r e d t o f a b r i c a t e t h i s item. The s t a t u s of o t h e r items i n t h i s d e s i g n package a r e (1) E l e c t r o n Beam C o l l e c t o r ( D r a f t i n g ) , (2) E l e c t r o n Beam O p t i c a l Equipment ( ~ ei sg n ) , and (3) E l e c t r o n Beam P o s i t i o n i n g Device (Design) (-AE) . 4. The following i s a p a r t i a l l i s t of p r o j e c t s and t h e i r current status: Cryo-panels, 18' diameter IBFF Vacuum Tank, -AE Design Model Cover, 18' diameter IBFF Vacuum Tank, -AE Des i g n Heated Plenum Chamber, LDC, -AE Design F l a t P l a t e Heat T r a n s f e r Model, LRC 4' WT, -AT Design �P r e s s u r e Model, 2.7'' d i a m e t e r , HRE, -AD Des i g n P r e s s Model, Cone, w i t h Transducers, AEDC WT, -AU Des i g n C a l i b r a t i o n C r o s s , HRE, -qE Dee i g n X-Y-Z P o s i t i o n i n g Devices, L a s e r s , -AF Design M o d i f i c a t i o n Model, No, 397, CFD, -AF $abr i c a t i o n Helium Vent Equipment, 14" WT, -AD Fabrication P r e s s u r e Model, 1 / 4 C y l i n d e r , IBFF, -AE Fabrication Supersonic T e s t Spool, HRE, -AE Fabrication Sonic Nozzle, CFD, -AF Delivered Pos i t i o n i n g Equipment, L a s e r , 7" WT,' -AF Delivered M o d i f i c a t i o n of Plodel No. 422, 14" WT, -AE Delivered C a l i b r a t i o n Equipment, HRE, -AE Delivered Redesigned Survey Probe, 14" WT, -AE Delivered Model 425, Curved C e n t e r l i n e Force Model, 14" WT, -AD Del i y e r e d M o d i f i c a t i o n of Model 392, 14" WT, -AD Delivered Gas H e a t e r , LDC, -AE Delivered O p t i c a l Equipment Support, CFD, -AF Delivered B. Aerodynamic Design Branch 1. Saturn V a. AS-503 Aerodynamic F l i g h t E v a l u a t i o n The f l i g h t compartment p r e s s u r e s compared w e l l w i t h t h e p r e d i c t e d band f o r each compartment on t h e v e h i c l e e x c e p t t h e S-IC b a s e compartment. The p r e s s u r e i n t h i s compartment was lower t h a n pred i c t e d due t o a n i n c r e a s e i n leakage a r e a because t h e f u e l l i n e boots were n o t i n s t a l l e d , �The AS-503 v e h i c l e , a s w i t h p r i o r S a t u r n f l i g h t s , f l e w a t v e r y low a n g l e s of a t t a c k t h a t d i d n o t exceed 2.5 d e g r e e s d u r i n g t h e p e r i o d of i n t e r e s t . Because of t h i s , a r e l i a b l e s t a b i l i t y and f i n l o a d a n a l y s i s could n o t be made, The AS-503 b a s e p r e s s u r e f e l l w i t h i n a p r e d i c t e d band based on AS-502 d a t a even though AS-503 had a 2-degree o u t b o a r d e n g i n e c a n t and o n l y s i x v a l i d b a s e p r e s s u r e measurements,whereas AS-502 had e i g h t measurements. The r e v i s e d b a s e a x i a l f o r c e o b t a i n e d from AS-503 f l i g h t d a t a f o r t h e A p o l l o j S a t u r n V v e h i c l e h a s b e e n p u b l i s h e d i n o f f i c e memo R-AERO-ADV-69-6. The d a t a a r e t o be used i n performance and c o n t r o l studies . b. S a t u r n V S t a t i c Ground Wind Loads R e s u l t s of LTV t e s t LSWT-253 (August 1967) have b e e n compiled f o r b r a n c h r e c o r d i n o f f i c e memorandum R-AERO-AD-68-72, " S t a t i c Ground Wind Loads f o r t h e A p o l l o / ~ a t u r nV Launch V e h i c l e , " by K . L. B l a c k w e l l . These d a t a a r e a v a i l a b l e upon r e q u e s t . 2. S a t u r n V and AAP a. Venting Northrop-Huntsville has published a f i n a l r e p o r t (TR-794-434) c o v e r i n g a n a n a l y s i s of t h e o r i f i c e flow c o e f f i c i e n t d a t a o b t a i n e d i n t h e Ames R e s e a r c h C e n t e r ' s 6 - f o o t S u p e r s o n i c Wind Tunnel. P l a n s a r e made t o do a d d i t i o n a l e x p e r i m e n t a l work which w i l l supplement t h a t of Ames a s w e l l as a d d i t i o n a l work on o r i f i c e s l o c a t e d i n a d v e r s e f l o w f i e l d s . The m a j o r i t y of t h i s work p r o b a b l y w i l l be c a r r i e d o u t i n t h e MSFC 1 4 - i n c h TWT. b. Hydrogen Vent Study (S-IVB Hydrogen Tank) O f f i c e memorandum R-AERO-AD-68-70, " P r e t e s t I n f o r m a t i o n f o r a n I n v e s t i g a t i o n t o Determine t h e Downstream D i s s i p a t i o n of Helium I n j e c t e d from a C i r c u l a r P o r t P e r p e n d i c u l a r t o t h e 1 4 - i n c h TWT Wind Tunnel w a l l , " December 30, 1968, h a s been i s s u e d . Hardware d e s i g n h a s b e e n comp l e ted e x c e p t f o r minor mod i f i c a t i o n s t o t h e o r i g i n a l d e s i g n , and f a b r i c a t i o n i s underway. A c o n f e r e n c e was h e l d w i t h R-AERO-AE and R-AERO-AM t o c o o r d i n a t e hardware and t e s t p r e p a r a t i o n s . T e s t i s s c h e d u l e d f o r March 1960. �3. AAP a. AAP-2 Nose Shroud Venting To reduce t h e a c o u s t i c n o i s e l e v e l on t h e AAP-2 MDA, i t was decided t o s u b s t i t u t e helium i n p l a c e of n i t r o g e n a s t h e gas used t o purge t h e nose shroud compartment. Simultaneously, means of reducing t h e weight of t h e nose shroud (AS-203 t y p e ) by some 400 pounds a r e being investigated. One means of a c h i e v i n g a weight r e d u c t i o n i s t o r a i s e t h e i n t e r n a l p r e s s u r e l e v e l abave t h a t p r e s e n t l y p r e d i c t e d u s i n g a v e n t a r e a of 150 i n 2 w i t h a gaseous n i t r o g e n purge. It t h e r e f o r e becdhles necess a r y t o be a b l e t o a c c u r a t e l y p r e d i c t i n t e r n a l p r e s s u r e l e v e l s when v e n t i n g w i t h helilrm. S i n c e helium i s an extremely l i g h t g a s , i t s p r o p e r t i e s and v e n t i n g c h a r a c t e r i s t i c s a r e s i g n i f i c a n t l y d i f f e r e n t from n i t r o g e n . . T e s t s have r e c e n t l y been conducted a t MSFC t o compare t h e c h d r a c t e r i s t i c s of n i t r o g e n and helium v e n t i n g t o q u i e s c e n t a i r . Tn March f u r t h e r t e s t s i n t h e MSFC 1 4 - i n c h T r i a o n f c blind Tunnel w i l l s i m i l a r l y compare t h e two g a s e s when v e n t i n g i n t o an e x t e r o a l stream. b. AAP-2 S o l a r Array F a i r i n g S e v e r a l ppoblerns have been encountered w i t h t h e pres e n t l y proposed means of v e n t i n g t h e U P - 2 s o l a r a r r a y f a i r i n g d u r i n g f l i g h t (Ref. R-AERO-AD-68-45). The primary problem i s t h a t of keeping the b u r s t load on t h e f a i r i n g t o a minimum s i n c e the f a i r i n g can o n l y be a t t a c h e d on each end t o t h e S-IVB s t a g e forward and a f t s k i r t s . The v e n t l o c a t i o n p r e v i o u s l y s e l e c t e d t o produce a low i n t e r n a l p r e s s u r e i s u n s u i t a b l e f o r p r e - f l i g h t purging, and thus t h e i n - f l i g h t v e n t s must be c l o s e d f o r purging and opened j u s t b e f o r e l i f t - o f f . Clearance problems, however, i n h i b i t t h e use off v a l v e s t o a c h i e v e t h i s , and a c c e s s t o t h e f a i r i n g o p p o s i t e t h e tower p r e v e n t s removing v e n t covers w i t h l a n y a r d s . A 1 t e r n a t e means of v e n t i n g t h e f a i r i n g a r e p r e s e n t l y being i n v e s t i g a t e d . The most a t t r a c t i v e i s t o v e n t o u t t h e b a s e of t h e f a i r i n g where an o r i f i c e w i l l e x i s t f o r t h e purpose of dumping t h e p r e - f l i g h t purge g a s . This v e n t i n g scheme would appear t o be a c c e p t a b l e provided t h e e x t e r n a l p r e s s u r e a t t h e base of t h e f a i r i n g can be a c c u r a t e l y d e f i n e d . c. AAP Plume Impingement (1) A n a l y t i c a l work by LMSC (under m i s s i o n s u p p o r t ) d e f i n i n g WACS plume impingement l o a d s on t h e Workshop s o l a r panels and protuberances has been completed. These d a t a have been developed f o r two-size s o l a r a r r a y s and p a r a m e t r i c a l l y a s a f u n c t i o n of s o l a r panel o r i e n t a t i o n a n g l e . The d a t a a r e being prepared f o r p u b l i c a t i o n . �(2) A s c o p e of work h a s b e e n p r e p a r e d f o r a proposed c o n t r a c t t o d e t e r m i n e s c a l i n g p a r a m e t e r s n e c e s s a r y f o r performing e x p e r i m e n t a l low d e n s i t y plume impingement f o r c e t e s t s . The work t o be performed under t h i s c o n t r a c t is i n s u p p o r t of e x p e r i m e n t a l plume impingement f o r c e t e s t s t o be conducted f o r A p o l l o A p p l i c a t i o n s m i s s i o n s . D e t a i l s of t h e s c o p e of work a r e p r e s e n t e d i n o f f i c e memorandum R-AERO-AD-68-66. ( 3 ) Phase I t e s t s (Ref. R-AERO-AD-68-52) i n t h e MSFC Base Flow F a c i l i t y were completed on F e b r u a r y 3 , 1969. These t e s t s t o determine p i t o t pressure d i s t r i b u t i o n s w i t h i n scaled 5-2 e n g i n e plumes r e q u i r e d l o n g e r t h a n a n t i c i p a t e d . P a r a m e t r i c v a r i a t i o n s i n t h e e x p e r i m e n t a l hardware were n e c e s s a r y t o p r o v i d e s u f f i c i e n t i n f o r m a t i o n f o r a n a l y s i s . A r e p o r t documenting t h e s e d a t a w i t h comparisons between e x p e r i m e n t a l and a n a l y t i c a l plume c a l c u l a t i o n s is i n p r o g r e s s . A Phase I1 s t u d y , t o b e g i n F e b r u a r y 1 9 , 1969, w i l l d e t e r m i n e p r e s s u r e s and h e a t t r a n s f e r r a t e s on a f l a t p l a t e immersed i n t h e s c a l e d 5-2 plume. A memorandum documenting t h e o v e r a l l e x p e r i m e n t a l and a n a l y t i c a l e f f o r t i n s u p p o r t of AAP plume impingement h a s b e e n p u b l i s h e d (R-AERO-A- 69-3). d. Helium Venting (AAP-2 Payload Shroud) R e c e n t l y t h e purge g a s f o r t h e AAP-2 payload s h r o u d compartment was changed from n i t r o g e n t o helium. C u r r e n t compartment v e n t a n a l y s e s a r e based on v e n t d i s c h a r g e c o e f f i c i e n t s which were d e t e r mined e x p e r i m e n t a l l y u s i n g a i r a s t h e d i s c h a r g e g a s . Since i t is not known how t h e u s e of h e l i u m a f f e c t s d i s c h a r g e c o e f f i c i e n t s , t e s t s w i l l be conducted t o d e t e r m i n e h e l i u m d i s c h a r g e c o e f f i c i e n t s i n t h e MSFC 1 4 - i n c h T r i s o n i c Wind Tunnel. T e s t s w i l l be r u n c o n c u r r e n t l y w i t h t h e S-IVB hydrogen t a n k v e n t t e s t s s i n c e t h e equipment i s t h e same e x c e p t f o r v e n t c o n f i g u r a t i o n . A r e q u e s t f o r a new v e n t p l a t e h a s been s u b m i t t e d t o R-AERO-AM f o r u s e d u r i n g t h e March 1, 1969 t e s t s . e. UP-2: S o l a r P a n e l Shroud/APS P r e s s u r e T e s t s T e s t s were conducted i n t h e MSFC 1 4 - i n c h T r i s o n i c Wind Tunnel t o d e t e r m i n e p r e s s u r e d i s t r i b u t i o n s o v e r t h e s o l a r p a n e l shroud and APS u n i t s t o examine t h e i n f l u e n c e of t h e new AAP-2 payload s h r o u d c o n f i g u r a t i o n ( g e n e r a l payload s h a p e ) . Data were o b t a i n e d a t Mach numbers of 0.8, 0 . 9 , 1 . 0 , 1.1, 1 . 2 , 1 . 4 6 and 1.96 f o r a n g l e s of a t t a c k up t o 8 d e g r e e s . A r e p o r t documenting t h e t e s t r e s u l t s i s b e i n g prepared. �f. AAP-2 ( P r e s s u r e T e s t & ) The f o l l o w i n g o f f i c e memoranda have been completed over the p d g t r e p o r t i n g p e r i o d and a r e a v a i l a b l e upon r e q u e s t : (1) Lanel D. G , , 6. 6 . D i l l , "Results from ah I n v e s t i g a t i o n t o DeterMing t h e Local P r e s s u r e s and Load ~ i s t r i b u t i o n sW e r a Proposed Forebddy ~ o n f F g u r & t l o r fi o r t h e AAP-2 Launch Vehicles," R-AEROAD-68-69 (Resul td bf MSFC-TWT-463, August 1968). . (2) ~ l a e k w e l l ,K. L , , "Ah I n v e s t i g a t i o n tct Obtain Local P r e s s u r e ~ i s t t i b u t i o f i sover t h e APS Uhit and S o l a r Panel Shroud ( R e s u l t s of MSFC-TWTof t h e S a t u r n fB/MP-2 Vehicle ," R-AERO-AD-~~-'/~ 397, A p r i l 1968). g. B r b i t a l Aaradya&mFcs AAP O f f i c e tnemdranduh R-AERO-AD-69-1, "Orbithl kerodynaaiic Data f o r t h e U P 1 3 and U P 4 4 ~ i d s i ~ r i sJBnhary ~ " 10, 1969, was! published during t h i s r e p o r t i n g period. It c o n t a i n s o r b i t a l aepodynahic d a t a f o r t h e following two con£ igurkitiona s (1) OV3 w i t h docked CShf and LM/AW - LbrZI~l$f gal&r % f r & y sextended. (1) OMS w i k k ddaked Z=&T and L H ~ A ~ - LMJATM s o l a r a r r a y s n o t extended. h. Cantamination - MP isc charge of waste l i q u i d s d u r i n g s p a c e f l i g h t has a l r e a d y c r e a t e d some contafhinatioh problerlns d u r i n g t h e Apolfo m i s s i o n s . For l o n g e r f l i g h t s of l a r g e o r b l t i n g s p a e e s t a t i o n s , t h e s e problems could become s e r i o u s . There a r e p r i m a r i l y two a r e a s of concern: (1) Cont a m l n a t i o n of t h e atmosphete s u r t o u n d i n g t h e a p a c e s t a t i o n and (2) cont a m i n a t i o n of e x t e r n a l s u r f g c e s of t h e s p a t e s t a t i o n . To o b t a i n some i n p d t f n f o r m a t i o n t h a t i s r e q u i r e d i n the s t u d y of t h i s problem, Lotiisiana S t h t e U n i v e r s i t y has been a s s i g h e d a t a s k to i n v e s t i g a t e t h e c h a r a c t e r is t i c s of f l u i d 9 t h a t a r e i n j e c t e d i n t o a vacuum. This t a s k w i l l be one of S e v e r a l t h a t w i l l be included i n a g r a n t t o LSU. The work t o be performed by LSU i s as follows: Gondvct an experimental i n v e s t i g a t i o n of f l u i d 9 when they a r e i n j e c t e d i n t o d Rear-vacuum through s m a l l o r i f i c e s . Determine Che e i z e , s h a p e , v e l o c i t y , d e n s l t y , and d i r e c t i o n of p a r t i c l e s t h a t form kWe6 ehe f l u i d e a t e r s t h e v%cuurh. Water a t s p a c e c r a f t temperature and p r e s s u r e w i l l be used a s t h e f l u i d d u r i n g t h i s i r m e s t i g a t i o n . O r i f i c e �geometries should s i m u l a t e geometries of v e n t s t h a t w i l l be used f o r waste c o n t r o l d u r i n g Apollo A p p l i c a t i o n s m i s s i o n s . D r . F. M. Donovan, J r . and D r . D. Maples, both members of t h e LSU f a c u l t y , w i l l be t h e i n v e s t i g a t o r s f o r t h i s t a s k . Experimental work w i l l be performed i n vacuum chamber f a c i l i t i e s a t t h e NASA M i s s i s s i p p i T e s t F a c i l i t y . The budget f o r t h i s t a s k is $22,000. M r . ~ u i n t r e l la t NASA Headquarters, who i s t h e c o n t r a c t o f f i c e r f o r t h i s g r a n t , has i n d i c a t e d t h a t paper work should be s u f f i c i e n t l y completed s o t h a t work can b e g i n a t LSU d u r i n g February 1969. 4. General a. Body of Revolution Viscous Cross-Flow I n v e s t i g a t i o n ( P r e s s u r e , Force and Flow V i s u a l i z a t i o n ) Design of t h e 2.70-inch diameter o g i v e - c y l i n d e r model t o be t e s t e d i n t h e High Reynolds Number Equipment has been completed and i s b e i n g d r a f t e d . F a b r i c a t i o n of t h e model is t e n t a t i v e l y scheduled t o be completed i n J u l y w i t h t e s t i n g t o begin i n August 1969. A S a t u r n V model of the same diameter w i l l be f a b r i c a t e d and ready f o r t e s t i n g upon completion of t h e o g i v e - c y l i n d e r t e s t s . S e v e r a l a t t e m p t s have been made t o f a b r i c a t e flow v i s u a l i z a t i o n models u s i n g b l a c k epoxy over a s t e e l s h a f t . R e s u l t s t o d a t e have been unacceptable due t o a i r pockets forming d u r i n g t h e pouring of t h e epoxy. We have been a s s u r e d t h a t t h i s problem can be remedied, and a d d i t i o n a l c a s t i n g s a r e being made by ME Laboratory. Contract negotiations a r e progressing f o r the f a b r i c a t i o n of t h e 4.0-inch diameter model t o be t e s t e d i n t h e LTV 4 - f o o t HSWT. Work on t h e f o r c e d a t a t e s t r e s u l t s has slowed c o n s i d e r a b l y because of t h e l o s s of NSL t e c h n i c a l a i d s u p p o r t . b. Nonlinear L i f t of Bodies of Revolution (Wake Flow Survey) A new scope of work, which covers t h e remaining Phase I1 work and t h e e x t e n s i o n of t h e i n v e s t i g a t i o n t o a s u b s o n i c Mach number, has been completed and forwarded t o t h e Purchasing O f f i c e . Phase I1 c o n s i s t s of a p r e s s u r e r a k e survey of t h e v o r t e x flow f i e l d behind a n ogive-cylinder/frustum-cylinder t e s t model c o n f i g u r a t i o n f o r Mach numbers of 0.8 and 1.96 i n t h e MSFC 14-inch TWT. The program w i l l be f i r m l y scheduled when a c o n t r a c t i s f i n a l i z e d , b u t is now t e n t a t i v e l y s e t f o r May 1969. �r a t i o n of Nigh R e y n ~ l d sNumber Equipment f a b r icaged i n c 1i n a t i o n i cal ibrpted i n urvey probe has been designed and i s now being b e , which w i l l determine Mach number and flow ch @nd yaw planes sirnqltaneously, w i l l b e 14pinch TWT d u r i n g February. which w i l l us when complete Tunnel i n Dal available for i g h Reynolds Number Equipment c a l i b g a t i o n r a k e vey probe is p r e s e n t l y i n d e s i g n . The r a k e , c a l i b r a t e d i n t h e LTV 4 - f o o t High #peed WFnd d u r i n g mid-May 1969. The r a k e would then be calibration topl. . C. Aerophys Ccs Branch Experiment be procured and d s l i v e p e d t q P451;"e i n i c h was f i n a l i z e d Cn Dec@pber 1968. a i l a b l e a t low c o s t and egn now be t h e cryopumping s y s tem i g t h e Lpw Che e f f o r t of a d a p t i n g l i q u i d hydrogen 11 m l p i a t u r e n o a % l e s , instrumented with s t a t i c t u r g gkerwcoupPes, a r e now i n t h e d e e i g n s t a p e a . n f i $ u y a t f o n s p e a i f h d by 8-AEBO-AD, $ r e r e q u i r e d j e t - p l u m impingement program. p o r t s and wal These n o z z l e s i n continuati t i o p s and Brgwhnge b v e been completed on t h e and s e n t t o R-L$EPO-RM f o r c o n t r a c t i n t t i a t i o n . eliura c r y o p w p i n g t o the low d e n s t t y wind t u n n e l , i l i t y ts flow n i t r o g e n gas from whish one can e r ~ t u r eby use of a h i g h r e s o l u t i o n s p e c t r o m e t e r . t i ~ ns p e c t r o m e t e r has been ordered f o r use i n CS, Alga, a Q-5000 mass spectrqmete;c has t plume s t u d i e e With t h e addf there e x i s t s measure r o t a t A two-me t e r . i S p e c i f i p a g i o ~ shave been completed on a l i q u i d n i t r o g e n shroud wiCh b l a c k i t e r i o r s u r f a c e s f ~ t rh e low d e n s i t y wind t u n n e l and s e n t t o R-AERO-& for i n i t i ~ t i o n . Fb An e x p e t i m e n t a l cryopanel c o n s i s t + n g of expended honeycomb w a s t e s t e d for t h e IBFP i n t h e Low Density Chamber. Thermocouples were a t t a c h e d , a n d t h e panel was connecged t o t h e l i q u i d n i t r o g e n (LN2) s u p p l y l i n e s i n the Low W p s i t y Chamber. The panel w a s then t e s t e d under vacuum c o n d i t i o n @ t o determine t f a w i e n t cool-down times and t o observe s t e a d y - s t a t e temperature g r a d i e n t s from t h e LN2 s u p p l y l i n e s �t o t h e edge of t h e honeycomb " f i n s . " An a d d i t i o n a l purpose of t h e t e s t s was t o determine what e f f e c t r a p i d temperature c y c l i n g might have on 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 aluminum-filled epoxy bond. The expanded honeycomb c e l l s were bonded t o a 0.125-inch machined aluminum p l a t e t o form t h e cryopanel. The t e s t s were cons i d e r e d s u c c e s s f u l from t h e s t a n d p o i n t of t r a n s i e n t cool-down time and s t r u c t u r a l i n t e g r i t y of t h e epoxy bond. Except f o r some poor thermocouple c o n n e c t i o n s , t h e observed temperature g r a d i e n t s from t h e LN2 s u p p l y l i n e s (welded t o t h e cryopanel b a c k s i d e s ) t o t h e f a r t h e s t edge of t h e honeycomb " f i n s " were s t i l l w i t h i n a c c e p t a b l e l i m i t s f o r use i n t h e Impulse Base Flow F a c i l i t y (IBFF). 2. Impulse Base Flow F a c i l i t y A s i z e a b l e q u a n t i t y of d a t a has been c o l l e c t e d from t h e impact p r e s s u r e probe survey of t h e s c a l e d 5-2 engine plume. Impact p r e s s u r e v e r s u s s t a g n a t i o n p r e s s u r e d a t a were c o l l e c t e d a t v a r i o u s s t a t i o n s i n b o t h t h e a x i a l and r a d i a l p l a n e s . Data were c o l l e c t e d t o e v a l u a t e any d i f f e r e n c e s caused by s c a l i n g , combustion chamber O/F g r a d i e n t s , and O / F v a r i a t i o n s due t o v a r y i n g mass flows, and t h e d a t a a r e p r e s e n t l y being compared t o t h e t h e o r e t i c a l plume c o n f i g u r a t i o n . The experimental i n v e s t i g a t i o n i s c o n t i n u i n g w i t h t h e f l a t p l a t e p r e s s u r e impingement s u r v e y scheduled t o b e g i n February 3, 1969. Design of t h e cryopanel s y s tem i s p r o g r e s s i n g s a t i s f a c t o r i l y . S p e c i f i c a t i o n s f o r a l l a s s o c i a t e d hardware a r e 90 p e r c e n t comp l e t e . R-ME i s i n v e s t i g a t i n g some new bonding techniques f o r a t t a c h i n g t h e honeycomb m a t e r i a l t o t h e cryogenic f l u i d l i n e s . 3. High Reynolds Number Equipment F i n a l assembly of t h e High Reynolds Number Equipment has been delayed due t o t e s t s e c t i o n d e l i v e r y s l i p p a g e of 2 months. The f i r s t s h o t i s now scheduled f o r A p r i l 1, 1969. A l l welding has been completed e x c e p t one seam a t t h e d i f f u s e r elbow. This seam r e q u i r e s f i n a l alignment of t h e t u n n e l which is pending d e l i v e r y of t h e s u p e r s o n i c t e s t s e c t i o c o r s p o o l p i e c e t o r e p l a c e t h e t e s t s e c t i o n . D e l i v e r y of t h e s p o o l p i e c e i s expected February 1 0 , 1969. The s u p p l y tube c l e a n i n g , which i s approximately 50 p e r c e n t complete, should be completed by February 1 9 , 1969. C a l i b r a t i o n s c h e d u l e s a r e being made w i t h t h e f i r s t t e s t s i n t h e t u n n e l t o use a 33--static-probe r a k e . The f i r s t c a l i b r a t i o n w i l l be t h e s u b s o n i c Mach number d i s t r i b u t i o n w i t h i n the t e s t s e c t i o n . �T r a n s o n i c c a l i b r a t i o p w i l l probably f o l l o w t h e s u b s o n i c c a l i b r a t i o n provided t h e p r e s e n t d e l i v e r y s c h e d u l e of t h e t r a n s o n i c t e s t s e c t i o n i s maintained, 4. Thermal Acouetic J e t F a c i l i t y The checkout pf t h e helium h e a t e r is a t a s t a n d s t i l l . Fuel e n g i n e e r i n g p p r s a n n e l a r e c u r r e n t l y a t t h e home p l a n t r e p a i r i n g a v a r i a b l e t r a n s f o r m e r t h a t burned because of a broken carbon brush. New, h a r d e r m a t e r i a l w i l l b e used t o ~ e p l a c et h e brushes. FFCO w i l l t r u c k t h e t r a n s former t o HuntavilZe aboug February 1, 1969, and t h e checkout should c o n t i n u e then. The c o n t r a c t o r has ino t a l l e d a redesigned s t i l l i n g chamber which he f e e l s w j l l a l l e v e a t e t h e temperature f l u c t u a t i o n s i n t h e flaw. Nonuniform heatiQg of t h e storbag9 nlatrix d u r i n g t h e h e a t i n g c y c l e i s b e l i e v e d t o be capeing t h e p r ~ b i @ m ~f t h e o u t p u t a i r temperature being s o much l w e r t h a n t h e s t o r a g e pehperature. Only one p s r t f s n a£ t h e m a t r i x is a t t h e h i g h temperature and t h e surroundfng m a t e r l a l a t a much lower temperature. During c a l i b r a t i o n r u n s , t h e incoming a i r i s heated o n l y t o t h e lower tempergture. It is b e l i e v e d t h a t b e t t e r c i r c u l a t i o n o r a g i t a t i o n of phe a i r d u r i n g t h e h e a t i n g c y c l e w i l l s o l v e t h i s problem. A new c r o s s - h e m framework bas been i n s t a l l e d i n t h e Cold Flow Duct f o r t h e fnrthcowingig TITRT EeqEs. 5. 7 x 7 - i n c h B i - s o n i c Wind Tunnel A t e s t was conducted by Wyle L a b p r a t o r i e s f o r R-AERO-AU a s a p a r t of t h e experimental program f o r i n v e s t i g a t i o n of shock t u r bulence i n t e r a c t i o n phenomena. The experiment was performed t o examine t h e p r o d u c t i o n of a c o u s t i e waves i n t h e i n t e r a c t i o n of a shock wave and a t u r b u l e n c e environment. The remaining t u n n e l time was absorbed by the c o n t i n u i n g cross-beam i n v e s t i g a t i o n being performed by R-AERO-AF. 6. 1 4 x 14-inch T r i s o n i c Wind Tunnel The f o l l o w i n g i n v e s t i g a t i o n s were conducted d u r i n g December 1968 and January 1969: (1) A con tinued i n v e s t i g a t i o n by R-AERO-AD t o supplement d a t a from a n e a r l i e r Cest which wqs a n i n v e s t i g a t i o n t o determine l o c a l normal f o r c e g r a d i e p t s on cone-cylinder b o d i e s i n s u p e r s o n i c flow a t low a n g l e s of a t t w k . T o t a l runs: SO. �( 2 ) A c o n t i n u a t i o n by R-AERO-AD of a t e s t t o determine t h e cause of c e r t a i n d a t a i n c o n s i s t e n c i e s i n t h e previous phase. The o r i g i n a l i n v e s t i g a t i o n was t o determine what e f f e c t s t h e removal of t h e i n t e r s t a g e e x t e r n a l coverings could have on the aerodynamic c h a r a c t e r i s t i c s The d a t a d i s c r e p a n c y was due t o a model of a S a t u r n V c o n f i g u r a t i o n . r o l l misalignment caused by e x t e r n a l model p r o t u b e r a n c e s . The problem was c o r r e c t e d and a l l d a t a correlate'd. T o t a l runs: 143. ( 3 ) An i n v e s t i g a t i o n by R-AERO-AD t o determine t h e load d i s t r i b u t i o n a l o n g t h e s o l a r panel shroud and APS u n i t on t h e u p r a t e d AAP/Saturn I B payload c o n f i g u r a t i o n . T o t a l runs: 16. ( 4 ) A continued i n v e s t i g a t i o n by R-AERO-AD i n t o t h e a e r o dynamic p r o p e r t i e s of i n t e r s t a g e r i n g s . The t e s t was conducted t o v e r i f y previous t e s t d a t a and o b t a i n a d d i t i o n a l information. T o t a l runs: 82. (5) An i n v e s t i g a t i o n by R-AERO-AD t o determine t h e flow a n g u l a r i t y i n t h e t u n n e l a t s e l e c t e d s t a t i o n s . This i n v e s t i g a t i o n , which is p r e p a r a t o r y t o a wake s u r v e y t e s t , w i l l a i d i n a c c u r a t e c o r r e l a t i o n of d a t a . 7. Data Reduction Besides the r o u t i n e f a c i l i t y d a t a r e d u c t i o n , t h e programs f o r t h e IBFF were f i n i s h e d , checked o u t , and documented i n a Branch memo. Problems i n t h e program f o r D r . B e y l i c h , r e g a r d i n g t h e o r e t i c a l gas dynamics, were f i n a l l y c l e a r e d up and t h e MARVESS numerical i n t e g r a t i o n techniques worked w e l l . 8. Instrumentation a. High Response Balance The shock t u n n e l b a l a n c e , which was t o be used f o r f o r c e measurements on a f l a t p l a t e a s p a r t of t h e j e t plume s t u d i e s , was reworked and checked o u t . The low range of f o r c e s , t y p i c a l l y l e s s It was f i n a l l y than one pound, p r e s e n t e d c a l i b r a t i o n d i f f i c u l t i e s . resolved t h a t the l i n e a r i t y w a s s u f f i c i e n t t o c a l i b r a t e a t higher l e v e l s and i n c r e a s e t h e g a i n a f t e r t h e c a l i b r a t i o n . b. Crossed-Beam Support The f i e l d t e s t i n g of t h e m u l t i - d e t e c t o r f a n f o r t h e atmospheric crossed-beam program has been moved t o t h e v i c i n i t y of t h e R-AERO-Y f a c i l i t i e s . An i n s t r u m e n t a t i o n van, h e a t e d , a i r c o n d i t i o n e d , and c o n t a i n i n g power r e g u l a t i o n equipment and equipment r a c k s , has been borrowed from R-TEST. Three e x c e l l e n t t a p e r e c o r d e r s were a l s o i n c l u d e d . �D. Thermal Environment 1. ranch Continuum Heating and Mission Support Modeling of t h e S a t u r n AS-501 v e h i c l e f o r t h e purpoBe of c a l c u l a t i n g deafi-body h e a t i n g rates? and s k i n temperatures w i n g t h e ~ o c k h e e dSNORE-CATCH computbr prd$r&m was completed. Temperatures o b t a i n e d were cdmparcd t o t h o s e meadured 6& t h e i n n e r s k i n of t l i k I n s t r u m e n t U n i t . The c a l c b l a t e d teniperattires were approxiniately 15' lower t h a n thoge measured. Thk ef f e k t s a f a n g l e of a t t d c k a t e being added t o t h e model. $hese e f f e k t s w i l l i n c r e d s e the c a l c u l a t e d t e h p e r a t u r e s . Heatihg r a t e s and temperatbres recorded dn t h e f o r d a r d s # i k t , LH2 tank and i n t e k g t a g e of tHe 9-11 s t a g e w i l l a l s o be conipared t b r e s u l t s o b t a i n e d w i t h t h e SHORE-CA$CH p+agrefm. wdkk has begun 6i-1 thk? niotlelitig of t h e AS-203 v e h i b l e f o r the pdrpoge ti£ c $ l c u l a t i n g o t b i t a l h e a t i n g r a k e s tising ti-ie ~ B h k h e e dHe&t Rdhe c m p h t b r program. ~ & t u l t w b i l l be cdhpared t o f l i g h k d a t a t o v e r i f y t h e akWraey of t h e Heat Rate prograta. he s&OF&-CATCH computer Ptdgram mod i f i c a t i6ns a r e being checked o u t . THese fnodifibati6hS included added f l e x i b i l i t y i n i h p u t t i n g p r e s s u r e d a t a and t h e c a p d b i l i t y t U c a l c u l a t e h e a t r a t e s i t i t h e s l i p flow regime. P r e l i m i n a r y & f f d P t s have beeti made t o o b t a i n ebmputer g e n e r a t e d p l o t s fr6m t h e S ~ ~ R E - C B prograin, TC~ Attempts were d d e t o coBvert t h e Beat Rate p+ogram t o t h e 1108 EXEC V I I I dystem. ~ f d c U s & i & i s& r e b@ing h e l d t o e d r r e c t t h e e r r o r s caused by i r i c a r r e c t cdnipilatioa bf the prdgkam. 2. Mission Supputt a. Shear Laybrs The r e a l i s t i c p r e d i c t i o n of cofiditions p r e s e n t a t tHe i n j e c t o r f a c e has been s t u d i e d . These p r o p e r t i e s a r e n e c e s s a r y f o r i n p u t i n t o t h e mixing progkams used t o a n a l y z e t h e combuStion chamber. For s m a l l l i q u i d - p r o p e l l a t i ? e n g i n e s , t h e e f f k c t of d r o p l e t s i n t r o d u c e s a n a d d i t i o r f a l l o s s i n t h e combustion prdkeks. D r o p l e t v a p o r i z a t i o n models a r e b e i n g c o l l e c t e d . ~ a l c d l a t i d r iof mixing e f f e c t s i n t h e R ~ D cofibustion chamber, excluding d r o p l e t s , has been s t a r t e d . b. Nozzle and J e t Wake A f t e r t h e s t u d y of t h e R4D r o c k e t motor flow f i e l d was completed, i t wag discovered t h a t t h e m i x t u r e r a t i o d i s t r i b u t i o n Currently, e f f d r ts a r e underway t o o b t a i n documentation f o t the c o r r e c t d is t r i b u tFdh and then t o r e - r u n tHb c a l c u l a t i d h using t h e c o r r e c t e d O/F g r a d f e n t . The c a l c u l a t i o n S w i l l t h e n be compared w i t h t h e r e c e n t t e s t d a t a obtait-iod from MSC. was s u b s t a n t i a l l y d i f f e r g n t from t h e d i s t r i b u t i o n analyzed. �Work i s being conducted t o e s t a b l i s h a u s a b l e condensat i o n model f o r multi-component vapor expansion. The g r e a t e s t amount of experimental t h e o r e t i c a l work done on condensation of expanding g a s e s has been concerned w i t h pure v a p o r s . For r e a l i s t i c a p p l i c a t i o n s , an e n g i n e e r must determine the e f f e c t s of condensation i n a m u l t i - s p e c i e s vapor. M o d i f i c a t i o n s of e x i s t i n g pure vapor t h e o r i e s a r e being i n v e s t i g a t e d and used t o p r e d i c t t h e e f f e c t s of condensation i n a multi-component expanding flow. 3. Laser Velocimeter S t u d i e s A l a s e r doppler v e l o c i m e t e r has been developed which is capable of making v e l o c i t y and t u r b u l e n c e measurements on a gaseous flow. Data o b t a i n e d from measurements on a s u b s o n i c j e t have shown good promise. Comparisons between t u r b u l e n c e i n t e n s i t y and t u r b u l e n c e s p e c t r a l power d e n s i t y measurements from b o t h t h e v e l o c i m e t e r technique and the h o t w i r e anemometer method gave s a t i s f a c t o r y agreement. F u r t h e r experiments on a s u b s o n i c j e t a r e planned i n t h e l i g h t of t h e e x p e r i e n c e gained w i t h t h e f i r s t s e t of measurements. Subsequent a p p l i c a t i o n s w i l l b e t o measurements of t h e mixing r e g i o n of a s u b s o n i c j e t and flows around h i g h a n g l e - o f - a t t a c k aerodynamic p r o f i l e s . A C 0 2 l a s e r doppler v e l o c i m e t e r is being developed f o r atmospheric a p p l i c a t i o n s . A system i s being b u i l t capable of a twometer s p a t i a l r e s o l u t i o n a t 150 meters which w i l l be used t o s t u d y t h e v e r t i c a l wind v e l o c i t y p r o f i l e near t h e e a r t h ' s s u r f a c e . Subsequent a p p l i c a t i o n s a r e t h e s t u d y of t r a i l i n g v o r t i c e s g e n e r a t e d by a i r c r a f t and t h e long range d e t e c t i o n of c l e a r a i r t u r b u l e n c e . 4. O p t i c a l Measurements of Plumes A cold flow t e s t was conducted a t AEDC w i t h a l a s e r d o p p l e r v e l o c i t y i n s t r u m e n t ( v e l o c i m e t e r ) t o determine t h e v e l o c i t y f i e l d i n t h e b a s e and e x h a u s t r e g i o n s of a four-nozzle model of t h e S a t u r n I1 type. The t e s t was t h e f i r s t e f f o r t t o use t h e v e l o c i m e t e r i n a low d e n s i t y s u p e r s o n i c flow. An e q u a l l y important purpose of t h e t e s t was t o e v a l u a t e t h e v e l o c i m e t e r and v e l o c i m e t e r s u p p o r t systems ( e l e c t r o n i c and contaminant systems) a s an i n t e g r a t e d system. While t h e week of t e s t i n g d i d n o t produce t h e v e l o c i t y f i e l d , t h e s y s tem "shakedown" has provided an important b a s i s f o r i n s t r u m e n t changes t h a t should extend t h e instrument range t o i n c l u d e flow f i e l d s o f t h e type encountered i n t h e t e s t . Those changes a r e c u r r e n t l y being e v a l u a t e d i n response t o a r e - e n t r y of t h e cold flow t e s t t e n t a t i v e l y scheduled f o r September 1970. I n a d d i t i o n , r e f i n e ments a r e b e i n g considered t o upgrade the r e l i a b i l i t y of the v e l o c i meter s u p p o r t system. A l l of t h e instrument and instrument s u p p o r t system d e f i c i e n c i e s a r e being e v a l u a t e d i n p r e p a r a t i o n f o r t h e 1970 t e s t entry. �5. Plume fmpingement Heating & e a t i n g ratee t o v a r i o u s components on the ~ a t u r n l A Acon~ f i g u r a t i o n due t o plume impingement a r e b e i n 8 c a l c u l a t e d . S p e c i f i c a r e a s b e i n g Cohsidered are (1) h p i n g e ~ e n ts f W/RCS engine on MDA r b d i a t i o ~ , q (2) i i - i n g e i n e n t of WJRCQ kngiIIed 6a Solded ATM s o l a r p a n e l s , (3) impingeinent of ESMJRCB engfiies ori MDr$ forwbrd cone, and (4) impingement of cSM/ RCS engines on unfolded Am s o l a r p a n e l s . The a n a l y s i s of ebe f i r s t t h r e e a r e a s i s ebmplete and is being d o c w n t e d . The fourth. a r e a has been analyzed Bed pre1j;mlmry r e s u l t s have been o b t a i n e d . !Phis p r e l iminary arlalyO is $8 p r e s e n t l y being *ef i n e d , The Egret: I3yfFrirplizaLig-n ~ e & t p i u ; l ~a ~aumeficsal m t h a d t o o b t a i h t h e 5hI@@otao 8BlQtioit Q& & iskt a5 p a r t i a l dLEEer@ntfal equatioHs, has sa@ee$8ful hy salved t h e Pdoai pa$ t r a n s o h l g f l~ problem. The method has d-ngtrdted i t &$ b i l i t y t e fiad smooth and ~e.11-behaved flow f i e l d solyk%oi%$ Pn hoaile @siBtltguus~ 5 t ha v a r y sm.zill ithpoat raddus of c u r v a t u r e . Th%sW r k has bee& d 6 c m e a t e d i n Lockheed dDkswment TM 541 20-213, ~ s G / & U ~ C B~a46622~ '"A $ & ~ f i s o n i cN ~ i a l eS o l u t i o n the E r r o r MTQimFzation ~ e e h n i q u e , 'bp ~ R, J, B~D$FABJ .dind D. E. Ko.ok@t, J&naasy 1969. F u t u r e plans ckll fi6r Bncok@or.ihk$LqkAs ief Eects -sf equi'i$be&umJf rozen r e a c t i n g g a s m t z t u r c $ and f u e l ~ t & $ & t ~ i e (OJF n S g ~ a d i e n a )i n t o t h e praeenk t r a n g d n i c nbsele siolkitbh. The c a l c u l a t i p n of %he e 1 e c t r - e ~ d e n s i t y d i s t r i b u t i o n i n t h e 5 n v I s c i d plume and the S h a r layer QZ tb6 Z"I e e h e exha@t plume a t 10,'04)0 f e e t a l t i t d e has been ,eMpl.eted, The Aero-Cbem ~ ~ y k e c iStreamd lcme 'P'rograni bad bee^ mod h g b d to faei.1 & a t e bts u s e by witking ~ m u n $ c a eion of d a t a from the f l o e f i e l d grograms d i r e c t and automatkc. The c a p a b i l i t y t o restarc t h e &alcukbrtLon a16Dg .a s t r e a m l i n e has been added to p r o v i d e a n a c c u r a t e me-t:b'od t o compu.te entire nozzle l e n g t h w i t h o u t r e g u i r ing excess i v e b l o c k s @f Icorgputer r u n tidies . he BASAI Lewii$, k h e m . ~ c h e m j m lanalys i s i.n bas f c f o m u l a t i o n Is s h i t e d !to p r e d i c t Dhe d e g r e e of ioni.uation and hence s h e e l e c t r o n mole d e h ~ S k yWE a gaseous tays tern a t e q u i l Zbriumn, U n f o r t u n a t e l y , S T E ~ E ~ ~ ?of ~IS i o n $ ~ e dS p e c i e s and Eree,e;lecCrons a r e s o s m a l l , from a the~moChem5ca.l :p.Oint of v . W , chat tL&, A $ A / ~ e w i sprogram i s n u m e r i c a l l y aneaiired ,t,o p e r F ~ r mt h e cailcul&~tian. A supplemental t e c b n t q u e has been pr&gramed t.o p e r f o r m "this ~ a l c u ; L : ~ t i Th5s ~ n ~ !program, which is b e i n g che*ed ouZ, r e q - u b e s ou%ptit fr a n t h e ~ U A l ~ e w ic sa l c u l a t i ~ nas .input. �8, Vacuum ~ G ~ ai o n ns Study The purpose of t h i s i n v e s t i g a t i o n i s t o develop a mathem a t i c a l technique f o r t h e d e s c r i p t i o n of t h e h i g h a l t i t u d e and s p a c e An experimental environment expansion of an axisymme t r i c gaseous j e t . program w i l l be conducted t o provide experimental d a t a f o r comparison with a n a l y t i c a l predictions. A s e t of p a r t i a l d i f f e r e n t i a l e q u a t i o n s which d e f i n e t h e v e l o c i t y , d e n s i t y and s t r e s s t e n s i o n i n t h e flow f i e l d has been d e r i v e d . This d e r i v a t i o n was made f o r a s i n g l e component, monatomic g a s , u s i n g t h e B-G-K approximation f o r t h e c o l l i s i o n i n t e g r a l . M e t h o d - o f - c h a r a c t e r i s t i c s s o l u t i o n s t o t h i s s e t of equat i o n s have been developed f o r t h e c a s e s of n e g l i g i b l e and non-neglig i b l e s h e a r s t r e s s . These s o l u t i o n s a r e c u r r e n t l y being programmed. Using t h e m e t h o d - o f - c h a r a c t e r i s t i c s e q u a t i o n s , r e p o r t e d i n t h e previous p r o g r e s s r e p o r t , a s e t of e q u a t i o n s was obtained f o r d e s c r i b i n g t h e flow around a c o r n e r expansion, s u c h a s a n o z z l e l i p . A computer program has been developed f o r a m e t h o d - o f - c h a r a c t e r i s t i c s nozzle plume flow f i e l d , i n c l u d i n g t h e corner expansion. This program i s being checked o u t . 9. Study of Dual Channel Spectroradiometer An i n t e r i m r e p o r t (Rocketdyne Report R-7733) d e s c r i b i n g t h e d a t a o b t a i n e d under Phase I1 of t h e c o n t r a c t has been r e c e i v e d . S p e c t r a l d a t a and zone r a d i o m e t r y d a t a were obtained a t t h e e x i t p l a n e of a b e l l n o z z l e f o r f i v e d i f f e r e n t p r o p e l l e n t combinations. These d a t a , however, were n o t s u f f i c i e n t t o determine temperature and s p e c i e p a r t i a l pressure p r o f i l e s . The s p e c t r o r a d i o m e t e r i s now being modified t o a l l o w f a s t e r s c a n r a t e s and w i l l be used t o o b t a i n a d d i t i o n a l d a t a on f i r i n g s t o be conducted i n March. E. Unsteady Gas Dynamics Branch 1. I n f l i g h t Acoustic a . Data r e d u c t i o n a n a l y s i s has begun on t h e AEDC 4 p e r c e n t model s u p e r s o n i c d a t a . C u r r e n t l y , o v e r a l l l e v e l s s c a l e d t o f u l l s c a l e c o n d i t i o n s a r e being computed and p l o t t e d . Cross spectrum a n a l y s i s has begun. b. The experimental p o r t i o n of t h e shock t u r b u l e n c e i n t e r a c t i o n s t u d i e s has been completed. The d a t a a r e being reduced. - �c. A d d i t i o n a l c o n t r a c t work f o r t h e "Development of F u l l P n f l i g h t A c o u s t i c Design C r i t e r i a S c a l i n g E f f e c t s " has been i n i t i a t e d . Data from AMES' f o u r p e r c e n t S a t u r n V, PSTL-1 and PSTL-2 wind t u n n e l t e s t c o n d i t i o n s and f l i g h t w i l l be used. A l l o t h e r d a t a a v a i l a b l e i n t h e l i t e t a t u r e w i l l be included. p r e l i m i n a r y d a t a r e d u c t i o n is continuing. d. A wind tclnnel prograth has been conducted i n t h e AEDC 1 6 - f o o t t r a n s o n i c t u n n e l t o provide experimental i n f o r m a t i o n t o h e l p d e r i v e methods by which f l u c t u a t i n g a i r l o a d s i n t h e r e g i o n a£ prohis wind tuberances can be a c c u r a t e l y p r e d i c t e d on launch v e h i c l e s . t u n n e l t e s t program is i n s u p p o r t of a c d d k r a c t w i t h Wyle L a b o r a t o r i e s , H u n t s v i l l e , Alabama e n t i t l e d "En%irbnment Around ProtubBtances SubS t a t i c p r e s s u r e d a t a have been analyzed merged i n a Boclndairjir Layer.'' afid t h e pkelimihqk$ & e d u c t i o n bf the f l u c t h a t i n g p r e s s u r e d a t a iS i n pragres8, e. A j o i n t MSFc/Air Fotce wirld t u n n e l t e s t plPogram has been conducted. his t e s t program c o n ~ i s t e dof s e v e r a l becofiic hose c o n f i g u r a t i o n s which w i l l provide a b a s i s f o r a n a l y s e s of t h e c r o s s c o r r e l a t i o n c h a r a c t e r i s t i c s ( a e e e s s a r y f o r d e s i g n c r i t e r i a ) of t h e i n f l i g h t f l u c t u a t i n g p r e s s u r e e n v i r o m e n t f o r v a r i o u s AAP mibsions. U P d e s i g n s p e c i f i e r t t i o n s a r e e t t r r e n t l y being d e r i v e d frbm t h e s e d a t a . The i n i t i a l s p e c i f i c a t i o n s f o r U P - 2 and 4 w i l l i n c l u d e o v a f a l l l e v e l s v e r s u s body s t a t i o n , 2. ~ a u n c hS i t e Acd.ustics a. A c t i v i t y a t t h e Acoustic Model T e s t F a c i l i t y (AMTF) a t T e s t L a b o r a t o r y has slowed d u r i a g t h e p$st mbnth. Plans a r e now being i n i t i a t e d t o conduct a 20 percetlt S a t u r n V model r o c k e t n o i e e e x p e r i ment. This experiment has been desighed t o o b t a i n amplitude and phase ifiform8tion f o r b o t h t h e launch and s t a t i c f i r i n g c o n d i t i o n of t h e S a t u r n V v e h i c l e . S p e c t r d l and s p a t i a l c o r r e l a t i o n c h a r a c t e r i s t i c s w i l l be o b t a i n e d f o r a v e h i c l e a s w e l l as t h e immediate launch cunplex , area . b. The s t u d y of ground a t t e n u a t i o n e f f e c t s on a c o u s t i c wav6 p r o p a g a t i o n i s c o n t i n u i n g w i t h more d e t a i l e d a n a l y s i s being g i v e n t o t h e m e t e o r o l o g i c a l parameters. A & r e a p p l i c a b l e model i n terms of t h e p h y s i c a l phenomena i s being sought f o r p r e d i c t i o n a c c u r a c y a p p l i c a t i a n of t h e r e s u l t s . ' �3. Panel F l u t t e r a . The upcoming h i g h a l t i t u d e S a t u r n V S-IVB p a n e l f l u t t e r t e s t , o r i g i n a l l y s c h e d u l e d t o e n t e r t h e ARC 2 x 2 - f o o t t r a n s o n i c wind t u n n e l i n F e b r u a r y 1969, has been d e l a y e d b e c a u s e t h e n o n c o n t a c t i n g d i s p l a c e m e n t m e t e r s were n o t o b t a i n e d on s c h e d u l e . To d a t e , t h e o n l y company t o respond t o a n RFQ f o r t h e s e m e t e r s i s t h e Wayne-Kerr Corporat i o n of G r e a t B r i t a i n . T h i s , of c o u r s e , has caused problems due t o t h e "Buy American Act" c o n t a i n e d i n t h e C o n t r a c t (NAS8-21250). These m e t e r s a r e r e q u i r e d f o r v i b r a t i o n t e s t s b e f o r e t h e wind t u n n e l t e s t , as w e l l as f o r t h e wind t u n n e l t e s t i t s e l f . T h e r e f o r e , t h i s d e l a y h a s postponed t h e t u n n e l e n t r y d a t e u n t i l a t l e a s t May 1969. No problems have been e n c o u n t e r e d f o r t h e r e s t of t h e g o v e r n m e n t - f u r n i s h e d equipment r e q u i r e d f o r t h i s c o n t r a c t . The boundary l a y e r r a k e r e q u i r e d h a s been f a b r i c a t e d and w i l l be s h i p p e d t o McDonnell w i t h i n t h e n e x t few d a y s , b . The roughened s o l i d s i d e w a l l boundary l a y e r p r o f i l e i n v e s t i g a t i o n , conducted i n t h e MSFC 1 4 x 1 4 - i n c h t r i s o n i c wind t u n n e l i n s u p p o r t o f t h e above mentioned p a n e l f l u t t e r t e s t , h a s y i e l d e d good r e s u l t s . A memorandum i s b e i n g p r e p a r e d t o d e s c r i b e t h e t e s t and present the data. c . S t u d i e s t o d e t e r m i n e t h e l i m i t c y c l e b e h a v i o r of f l u t t e r i n g clamped p l a t e s , t a k i n g i n t o a c c o u n t t h e e f f e c t s of i n - p l a n e compress i v e l o a d s , d i f f e r e n t i a l p r e s s u r e l o a d i n g s and c a v i t y , a r e b e i n g continued. The computer program, developed by P r o f e s s o r E a r l H. Dowell and P r o f e s s o r Voss a t P r i n c e t o n U n i v e r s i t y , was m o d i f i e d t o c a l c u l a t e (1) f u l l l i n e a r i z e d aerodynamic f o r c e s , ( 2 ) f l u t t e r r e s p o n s e u s i n g t h e computed aerodynamic f o r c e , and ( 3 ) s t r e s s e s i n p a n e l due t o i t s f l u t t e r deformation. 4. Ground Winds A d d i t i o n a l S a t u r n V wind t u n n e l t e s t d a t a have b e e n f u l l y reduced u s i n g t h e Lockheed and Boeing d a t a a n a l y s i s programs. E f f o r t s a r e underway t o u s e t h i s newly reduced d a t a i n b e t t e r d e f i n i n g S a t u r n V f u l l - s c a l e l o a d p r e d i c t i o n s f o r a l l b a s i c on-pad w e i g h t c o n f i g u r a t i o n s w i t h and w i t h o u t t h e MSS, and w i t h and w i t h o u t t h e damper a t t a c h e d (where a p p l i c a b l e ) . A p r e l i m i n a r y i n v e s t i g a t i o n h a s b e e n conducted i n r e d u c i n g ground winds w i n d - t u n n e l t e s t d a t a by means of a n a n a l o g s y s tem. The method a p p e a r s f e a s i b l e and t h e b a s i c a n a l o g c i r c u i t h a s b e e n �o u t l i n e d f o r t h e d a t a r e d u c t i o n system. Design and c o n s t r u c t i o n of t h e analog system w i l l be completed when funds a r e approved. Load p r e d i c t i o n s were made f o r the most c r i t i c a l wind a z i muths of t h e S a t u r n V AS-503 v e h i c l e c o n f i g u r a t i o n s d u r i n g launch coyntdown f o r s e v e r a l wind p r o f i l e s f o r m o n i t o r s h i p of AS-503 CDDT and launch countdown. This type of wind load p r e d i c t i o n s i s being extended f o r more c r i t i c a l wind azimuths and weight c o n f i g u r a t i o n s f o r AS-504 and subsequent v e h i c l e s , A s t u d y t o determine second mode e f f e c t s on ground wind l o a d i n g s f o r t h e S a t u r n V v e h i c l e i s s t i l l i n p r o g r e s s . Also, a prel i m i n a r y s t u d y has been conducted t o determine t h e e f f e c t s on graund wind load p r e d i c t i o n s r e s u l t i n g from measuring wind v e l o c i t i e s a t t h e 445-foot EUT l e v e l r a t h e r t h a n t h e 60-foot l e v e l . VI. ASTRODYNAMfCS AUD GUIDAEJCE THEDRY DIVISION A. O p t i m i z a t i o n Theory Branch 1. Lunar Roving Vehicle S t u d i e s P r o p o s a l s submitted i n response t o t h e c e n t e r ' s RFQ f o r phase B s t u d i e s of a d u a l mods l u n a r roving v e h i c l e (DLRV) were e v a l u a t e d and recommendations were submitted cansernipg t h e e f f o r t s proposed by each c o n t r a c t o r i n the a r e a s of n a v i g a t i o n , remote c o n t r o l o p e r a t i o n , and hazard avoidance. I n a d d i t i o n , r e q u e s t s f o r s u p p o r t i n g r e s e a r c h funds were made i n t h e a r e a s of (1) pre-programmed c o n t r o l s t r a t e g i e s f o r reducing t h e work load on t h e earth-based o p e r a t o r of unmanned LRV'S, ( 2 ) improvement of LRV n a v i g a t i o n a l accuracy through updating and c o r r e l a t i o n , ( 3 ) computer s i m u l a t i o n of s u r f a c e movement of unmanned LRV's f o r t h e development of ecanornical and r a p i d means of a s s e s s i n g t h e dynamic performance of unmanned LRV'S under d i f f e r e n t modes of o p e r a t i o n , and (4) u s e of non-imaging s e n s o r s t o avoid t e r r a i n hazards t o continued m o b i l i t y which were not d e t e c t e d by v i s u a l or o t h e r s e n s o r s a t t h e l a s t d e c l s i o n p o i n t i n s t o p - g o o p e r a t i o n of a n unmanned LRV. In-house s t u d i e s i n s u p p o r t of t h e program a r e p r o g r e s s i n g . 2. Lunar T a r g e t i n g S t u d i e s - Northrop (Schedule Order 60) During t h e r e p o r t i n g i n t e r v a l , t h e c o n t r a c t o r was d i r e c t e d t o suspend h i s p r i o r invee t i g a t i o n s ( s e e item 63 and t e m p o r a r i l y r e d i r e c t h i s e f f o r t s t o s u p p o r t l u n a r t a r g e t i n g i n v e s t i g a t i o n s being conducted i n t h e d i v i s i o n . I n s u p p o r t of t h e s e Fnves t i g a t i o n s , t h e c o n t r a c t o r w i l l modify t h e 6-D in-house computer program used f o r t a r g e t i n g v e r i f i c a t i o n t o a n approximate 3-D program and a s c e r t a i n whether o r n o t t h e r e s u l t i n g �accuracy is operational t h a t i t has t o r y and w i tation. s u f f i c i e n t t o use t h e 3-D program i n c e r t a i n phases of t h e verification. E f f o r t s have been hampered by t h e time (5 weeks) taken t o g e t a copy o f 4 t h e program from t h e Computation Laboral l be f u r t h e r hampered'by the complEte l a c k of program documen- In-house e f f o F t s to. convert7,a t a r g e t i n g v e r i f i c a t i o n computer program t o t h e 1108 have b e e n suspended because of t h e u s e r ' s r e c e n t i n t e r e s t i n a n o t h e r program u n d e ~development. 3. Parameter op;im?zat?on (Schedule Order 64) Studies f o r ARI - Lockheed 1 The hybrid computer program employed i n t h i s s t u d y i s operat i o n a l . During t h i s r e p o r t i n g p e r i o d , a n i n i t i a l s e r i e s of p r o d u c t i o n runs was made t o d e f i n e t h e form of performance index t h a t w i l l b e s t f i t the design objectives. 4. T r a j e c t o r y Optimization - Northrop (Schedule Order 59) F i n a l c o p i e s of t h e r e p o r t on Runge-Kutta formulas f o r second-order d i f f e r e n t i a l e q u a t i o n s have been d i s t r i b u t e d . On January 1 4 , t h e c o n t r a c t o r gave a n o r a l p r e s e n t a t i o n t o a l l i n t e r e s t e d persons i n t h e d i v i s i o n . The t a l k covered work done over t h e p a s t year and concluded w i t h a summary of c u r r e n t p r o j e c t s and aims, C u r r e n t l y , the c o n t r a c t o r i s c o n t i n u i n g t h e i n v e s t i g a t i o n i n t o o b t a i n i n g expansions of Lagrange m u l t i p l i e r s i n terms of a n impulsive s o l u t i o n . S e v e r a l n e c e s s a r y b a s i c e q u a t i o n s have been s u c c e s s f u l l y d e r i v e d t o date. 5. C-Minimax Control a . The p o s s i b i l i t y of c o n v e r t i n g a c o n t r o l problem of t h e C-minimax type i n t o a n e q u i v a l e n t Mayer problem and s o l v i n g t h e l a t t e r problem v i a t h e techniques of t h e c a l c u l u s of v a r i a t i o n s i s being s t u d i e d ; problems a r i s e due t o t h e d i s c o n t i n u i t i e s i n t h e d e r i v a t i v e s of t h e s t a t e v a r i a b l e s i n t h e proposed f o r m u l a t i o n . A review of t e x t s and papers i n the f i e l d i s i n progress. b. General DynamicslConvair (NAS8-21456) Objectives: (1) To extend t h e C-Minimax t h e o r y t o determine C-Minimax performance i n t h e presence of inconipletely s p e c i f i e d d i s t u r b a n c e s ; ( 2 ) t o determine i f a n a n a l y t i c s o l u t i o n e x i s t s f o r C-Minimax performance f o r l i n e a r dynamical systems w i t h bounded c o n t r o l ; and (3) t o i n v e s t i g a t e t h e computational problems discovered t o e x i s t w i t h t h e c u r r e n t computational a l g o r i t h m s . . �S u f f i c i e n t c o n d i t i o n s fo? c o n t r o l of l i n e a r systems i n t h e presence of d i s t u r b a n c e s of known form s o as t o a t t a i n t h e s p e c i f i e d t e r m i n a l c o n d i t i o n s have been developed d u r i n g t h e r e p o r t i n g period and a r e being, i n v e s t i g a t e d t o determine t h e i r u t i l i t y . S m e theorems r e g a r d ing t h e r e d u c i b i l i t y of high-order Systems to e f f e c t i v e low-order s y s teme f o r c e r t a i n r e s t r i c t e d C-minfmax performance i n d i c e s have a l s o been developed. 6. Launch Vehicle Control a. S t a t i s t i c a l Wind Model - Hayes (NAS8-21444) Objectives C o n s t r u c t i o n of a wind model f o r use i n s t a t i s t i c a l a n a l y s i s of launch v e h i c l e performance. Data r e d u c t i o n on MSFC computers has been s t i c c e o s f u l l y completed. The reduced d a t a have been d e l i v e r e d , and t h e c o n t r a c t o r is c o n f i d e n t of completing t h e g o a l s of t h e s t u d y . Because of t h e time l o s t i n d a t a r e d u c t i o n , they have r e q u e s t e d and r e c e i v e d a one-month no-cost e x t e n s i o n f o r t h e c o n t r a c t . The f i n a l r e p o r t i s now expected a t t h e end of February. b. S a t u r n V/Apollo Load R e l i e f (Schedule Order 60) - Northrap The c o n t r a c t o r ' s e f f o r t s 'have been t e m p o r a r i l y r e d i r e c t e d from t h i s a r e a ( s e e item 2 above). P r i o r t o t h e r e d i r e c t i o n , t h e cont r a c t o r had completed p r e l i m i n a r y s t a t i s t i c a l response s t u d i e s of t h e proposed load r e l i e f c o n t r o l law f o r t h e S a t u r n po pol lo on RAAERO-D'S high-speed analog f a c i l i t y . I n i t i a l e v a l u a t i o n of t h e r e s u l t s w a s favorable. B. As trodynamics Branch 1. Broken-Plane T r a j e c t o r i e s (Lockheed) Work continued on t h e development and checkout of new subr o u t i n e s f o r t h e General Broken-Plane Computer Program. Equations were w r i t t e n and p r o g r a m e d t o t e l a r e t h e i n c l i n a t i o n of t h e d e p a r t u r e and a r r i v a l p l a n e t o t h e t r a n s f e r a n g l e and t h e p o s i t i o n of t h e d e p a r t u r e and a r r i v a l planes w i t h r e s p e c t t o t h e l i n e of nodes. A u s e r ' s manual f o r t h e LMSC Broken-Plane I n t e r p l a n e t a r y T r a j e c t o r y Program by J. D. P a r r o t t , LMSC/HREC ~ 1 4 8 5 0 0 ,December 1968, was completed and d e l i v e r e d Do R-AERO-GA, �2. Mission Design C h a r t s a . Work was completed on t h e paper e n t i t l e d , "The A s t r o dynamicis t 's Role V i s -A-Vis t h e Sys terns Engineer. " The paper was p r e s e n t e d a t t h e AIAA 7 t h Aerospace Sciences Meeting i n New York. b. Work i s c o n t i n u i n g on t h e g e n e r a t i o n and r e p r e s e n t a - t i o n of a s trodynamical parameters used i n m i s s i o n a n a l y s i s s t u d i e s . The d a t a r e p r e s e n t i n g Earth-Mars t r a n s f e r s w i l l be p r e s e n t e d over a 15-year c y c l e of 7 s y n o d i c p e r i o d s . The method of p r e s e n t a t i o n of t h e d a t a w i l l f o l l o w t h e procedure o u t l i n e d i n t h e paper mentioned i n (a) above. 3. I n t e r p l a n e t a r y N-Body Programs a. Program Development (Lockheed) Work continued on t h e checkout of t h e N-Body I n t e r p l a n e t a r y T r a j e c t o r y Program. It w a s converted t o F o r t r a n I V language, and checkout of t h e 11 d i f f e r e n t o p t i o n s is underway. Also, a n i n v e s t i g a t i o n of methods of g r a p h i c a l l y p r e s e n t i n g i n t e r p l a n e t a r y d a t a i s underway. b. I s o l a t i o n Routine and T a r g e t i n g S t u d i e s (Northrop) The summary r e p o r t is i n f i n a l p r e p a r a t i o n and w i l l be d e l i v e r e d t o c o g n i z a n t MSFC p e r s o n n e l when completed. 4. O r b i t a l T r a n s f e r (Lockheed) Work continued on t h e i n v e s t i g a t i o n of methods of g r a p h i c a l l y p r e s e n t i n g i n t e r p l a n e t a r y t r a j e c t o r y d a t a , s u c h t h a t t h e m e r i t s of d i r e c t s i n g l e - p l a n e , broken-plane and p l a n e t a r y swingby t r a n s i t s can be r a p i d l y a s s e s s e d f o r a g i v e n m i s s i o n o p p o r t u n i t y . Computer r o u t i n e s were developed t o p l o t t h e h e l i o c e n t r i c r a d i u s , l o n g i t u d e and d i f f e r e n c e i n l o n g i t u d e s between two g i v e n p l a n e t s . These w i l l be used i n p r e d i c t i n g p l a n e t a r y encounter d a t e s t h a t r e s u l t i n f a v o r a b l e i n t e r p l a n e t a r y transfers . 5. O r b i t s i n Non-Central F i e l d s E f f o r t s a r e s t i l l b e i n g made t o c h a r a c t e r i z e c o n v e n i e n t l y t h o s e t r a n s f o r m a t i o n s of Euclidean 3-space which w i l l g i v e r i s e t o no c r o s s - p r o d u c t s i n transformed momenta. �6. Abort and A 1 t e r n a t e Migsions (Boeing) A f i n a l r e p o r t from Boeing f a r SSR-222 w a s r e c e i v e d t h e f i r s t of December. he‘ ma@ ab j p c r i u e of t b i s s t u d y was t o d e s i g n a g i n g l e e q g i n e - o u ~ gu jdance pethod $ h a t ~ o n f s r m st o a l l known r e s fr i c t i o n s g e n g i t i v e t q chqgges i q m$ssion, environment, o r v e h i c l e . and i s ~ i m p l i c i t yand rnfnirnum i m p g ~ tgn the f l i g h t program were considered major d e s i g n g o a l s . q e gyidance metbads m on side red were t o s a t i s f y t h e r e q u i r e ments of succesgf y l f l i g h t throuqh t h e maximym dynamic prgssHre r e g i o n , and c o n d i t i o n s g t 8-Ie burnout which a r e a c c e p t a b l e f o r S - I I s t a g e f l i g h t . The p r e s e n t e q g i p e s o q t c h i q f r e e z e metbgd dpes n o t meet tFe l g t t e y r e g u i r e ment f o r a l l c a s e s of engiqe o u t . D a t a f o r t h e AS-504 v e h i c l e were used f o r t h i s phase of t h e gtydy. * nq The f ~ l l o w i q gengfpe-out guidaqce methods weFe s x d t e d and eyaluated: (2) B r o p e l l a n t d e p l e t i o q f q y c e n t e r engipe c u t o f f . (3) T i l t arrest a t c e p t e r engine c u t o f f , ( 4 ) Mpdified p i t c h ~ ~ l y n w j . qcfo e f f i c i e n t s . (5) $Eeeying m$qglfg?mgpt ~ @ ? c r e $ t i afqo l l a w i ~ gengine o p t . (6) S e p a r a t e c h i - f r e e z e s c h e d u l e f o r upper and l ~ w e renggne failures, The r e s u l t s were t h a t the s e g a r a t e c h i - f r e e z e s c k e d u l e f q r upper and lo we^ e n g j n e f a i l u r e s b e s t met phe engine-out guidqnce r e q q i r e ments w i t h o u t e x t e n s i v e f l i g h t prograni changes. There would n o t , however, be enough time t o implement2t h e ~ eclzangps on t h e 504 f l i g h t , and a new c h i f r e e z e s c h e d u l e was o f f e r e d a s a n a l t e r n a t i y e t o t h e e x i s t i n g one f o r t h e AS-504 f l i g h t . A copy of t h e r e p o r t ~ a n t a l n i n gt h e s e r e s u l t s wqs g i v e n t o R-AEROIF. The a l t e r n a t e c b i - f r e e z e s c h e d u l e f o r AS-504 w a s implemented and c o q s i d e r a t i o n of t h e q s e of a c h i - f r e e z e s c h e d u l e based on knowledge a£ an upper o r lower engine f a i l y r e f ~ f ru t u r e f l i g h t s was recommended. 7. O c c q l t a t i o n S t u d i e s (Lockheed) The Blqne t g ~ yO r b i t Des i g a and Occut t a t i o n Computer Program i s being mod j f i e d t o q q l ~ g l a t et h e occultation c h a r a c t e r i s t i c s qf a prgbe qn a h y p e r b o l i c sp$ngky of t h e t a r g e t p l q n e t . C h a r a c t e r i s t i c s w i l l be c a l c u l a t e d from t h e time t h e probe e n t e r s t h e p l a n e t ' s s p h e r e a f i n f l u ence t o t h e time it l e a v e s . �Guidance Theory Branch C. 1. Support C o n t r a c t S t u d i e s a. Lunar T a r g e t i n g Analysis Using QUOTA The l u n a r t a r g e t i n g a n a l y s i s using QUOTA is s t i l l plagued w i t h s e n s i t i v i t y problems. E f f o r t s a r e c o n t i n u i n g toward improving t h e s e c a n t i s o l a t i o n scheme. A s i n g l e - p r e c i s i o n v e r s i o n of t h e l u n a r t a r g e t ing program was g e n e r a t e d on t h e 1108 computer. E f f o r t s a r e b e i n g made t o c o n v e r t t h i s program t o double p r e c i s ion. b. Quasi-Optimal Guidance Study Documentation of t h e QUOTA guidance scheme has been i n i t i a t e d . The document w i l l b a s i c a l l y summarize t h e complete QUOTA scheme w i t h t h e main emphasis on t h e minimum time problem, o r b i t a l t r a n s f e r and rendezvous. A p p l i c a t i o n of QUOTA t o AAP type rendezvous m i s s i o n s i s s t i l l under s t u d y . c. O r b i t Trim Systems E r r o r Analysis An a n a l y t i c technique i n d i c a t e s t h a t e f f e c t s of a n o r b i t t r i m maneuver upon t h e n a v i g a t i o n u n c e r t a i n t i e s w i l l be q u i t e s m a l l . Three Monte C a r l o s i m u l a t i o n t e s t c a s e s t o v e r i f y t h i s r e s u l t a r e being run. V e r i f i c a t i o n of t h i s r e s u l t i s i m p o r t a n t , s i n c e i t provides a b a s i s f o r decoupling n a v i g a t i o n u n c e r t a i n t y e f f e c t s and e x e c u t i o n u n c e r t a i n t y effects . d. Optimal Guidance Study Work is c o n t i n u i n g on the checkout of t h e g e n e r a l t h r e e dimensional optimal o r b i t a l t r a n s f e r computer program. Also, e f f o r t s t o o b t a i n good i n i t i a l g u e s s e s f o r t h i s computer program u t i l i z i n g impulsive conic s o l u t i o n s i s continuing. 2. Contracts a. - IBM A p p l i c a t i o n of Numerical Methods t o Extend C a p a b i l i t i e s f o r Optimal Rocket Guidance During t h i s r e p o r t i n g p e r i o d , t h e improvements t o t h e f i n i t e t h r u s t optimal o r b i t a l t r a n s g e r deck which were i n c o r p o r a t e d d u r i n g t h e l a s t r e p o r t i n g p e r i o d have been completely checked o u t . The program w i l l converge v e r y r a p i d l y f o r a v a r i e t y of i n i t i a l c o n d i t i o n s (about 3 seconds per c a s e ) . E v a l u a t i o n of the d e c k ' s c a p a b i l i t i e s f o r low t h r u s t o r b i t t r a n s f e r s i s now underway. - �b. Lockheed - Rerldedtous ~uidance The d i g i t a l programming of the r e g u l a r i z e d e q u a t i o n s i s s t i l l under-going checkout. The kdugh d r a f t of t h e f i n a l r e p o r t is being started. c. North American The computer pkogtam fop corhputing oprimai f i a i t e t h r u s t o r b i t a l t r a n ~ f k r sby q u a s i - l i n e a r i z d t i d n is e s s e n t i a l l y cotK@lete a l t h o u g h i t s t i l l hGs dif f i c t i l t y cbhverging same i s o i a r e t l c a s e s . A14d, a d d i k i d n s t o t h e program f o r i n p u t and s u t p b t i n a $ B r i e t y bf syse&ms of u n i t s were conipleted d u r i h b t h i h t e p b r t i n g p e r i o d . Eahvefsicin af t h e &beihg Q R ~ $t o the 1108 is p r d g r w s i n g d t a f a s t e t r a t e kh&h $ h t i c i p a t e d ; s e v e r a l e r r d f e i n €He pwgkarn (Boeing c o r r e c t e d theSe errbrs a f t e r we r e c e i v e d the program) k e r e discovered and t h e s e have been c o r r e c t e d . ~ o k ht h e t a r g e t i n g o p t i o n Bad midcourse c a r r e c t i o n o p t i o n have been checketl Out w i t h card i n p u t . These o p t i o n s w i t h i n p u t from t a p e have n o t Been rllecked o u t . It iS hopgd t h a t t h i s program w i l l be completely k o m k r t e d and ready f o r R-AERO-F w i t h t n a few weeks. An i n v k s t i g a t i o n was inad& t o determine wHat chdnges t o t h e QRTP would b e r e q t i i l c d iri ofdef tei t a r g c k high p e r i l u n e t r ~ j e c t o r i e s . ~t a p p e a r s t h a t the progrdm h&3 the c d p a b i l i t y t o Handle t h i s type of missiari w i t h o u t modifying it. It isi planded t o t a r g e t a t e s t cage t o verify this. The patched c o n i c s o l u t i o n a£ ~ a m b e r t ' s prdblem i n v o l v i n g t h e use of p a + t i a l d c r i v d t i v e t r a n s i t i o n m a t r i c e s is now s p e k a t i o n a l . This program makes t h e i p a t c h a t t h e eiract "sphere of inflixence," n o t a t t h e u s u a l approximate "spEiere crf i n ~ l u e h c e . " A t p r e s e n t , t h e program has o n l y one s e t of bobndary+cbndittons which i t can S a t i s f y . This s e t i s a s p e c i f i c a t i o n of to and Ro p l u s tf and t h e a s s o c i a t e d s e l e n o c e n t r i c p o s i t i o n v e c t o r . A d d i t i o n a l boundary c o n d i t i d n s f o t more g e n e r a l erid condit f o h s a r e b e i n g added. Making use of t h e f a c t t h a t , i n t h e absence of atmosphere t h e right-hand s i d e s (RHS) of t h e COV d i f f e r e n t i a l e q u a t i o n s a r e independent of f i r s t d e r i v a t i v e s , s p e c i a l i z e d r o u r t h - o r d e r Runge-Kutta formulas r e q u i r i n g o n l y t h r e e e v a l u a t i o n s of t h e RHS can be used. The R i t h a r d s o n e x t r a p o l a t i o n t h e n becomes a t t r a c t i v e a s a s t e p - s i z e c o n t r o l . TH&e f e a t u r e 8 haQe been used i n Peprogrdmming t h e three-dimensional COV deek t o o b t a i n a f a s t - r u h n i n g d&ck f o r t h e SDS-930 u s i n g a t r l r i a b l e s t e p 31te. Td i l l t i s t r a t e t h e efEectiveries8 ijf t h e repr6gratrmiing, 7000 second �coast-burn-coast-burn t r a n s f e r s between two e l l i p t i c o r b i t s can b e accomplished i n l e s s than 3 seconds of computer time f o r 6 - d i g i t accuracy. The burn phases which l a s t l e s s than 300 seconds a r e i n t e g r a t e d i n one s t e p , a n d t h e c o a s t phases a r e i n t e g r a t e d i n 1000-second time s t e p s . This new program makes more p r a c t i c a l t h e s o l u t i o n of l e n g t h y t r a j e c t o r y problems s u c h a s t r a n s f e r s between e l l i p t i c o r b i t s and t r a n s f e r s between t h e e a r t h and moon on machines l i k e t h e SDS-930, which a r e s m a l l and slow compared t o c u r r e n t t h i r d g e n e r a t i o n computers. VII. DYNAMICS AND FLIGHT MECHANICS DIVISION A. Saturn V 1. Guidance a. T a r g e t i n g f o r S-IVB P r o p e l l a n t D e f i c i e n c y (New) I f f o r some contingency, t h e S-IVB a r r i v e s a t r e i g n i t i o n i n t h e e a r t h parking o r b i t w i t h i n s u f f i c i e n t f u e l t o complete t h e nominal t r a n s l u n a r i n j e c t i o n , t h e nominal m i s s i o n o r an a l t e r n a t e l u n a r m i s s i o n can be accomplished by u s e of t h e s p a c e c r a f t p r o p u l s i o n system (SPS). The type of a l t e r n a t e l u n a r m i s s i o n depends upon t h e SPS AV requirement. The AV r e q u i r e d i s n o t o n l y a f u n c t i o n of t h e p r o p e l l a n t d e f i c i e n c y of t h e S-IVB s t a g e , b u t a l s o a f u n c t i o n of how e f f i c i e n t t h e a v a i l a b l e S-IVB p r o p e l l a n t s a r e used. This c o n d i t i o n i s t h e primary r e a s o n t h a t MSC wants " t a r g e t update." Two s t u d i e s have been made t o determine how t o make t h e most e f f i c i e n t u s e of t h e a v a i l a b l e p r o p e l l a n t s . The Boeing Company d i d a s t u d y (SSR-230, "Real Time T a r g e t Update") where t h e traj e c t o r y was completely optimized based on t h e a v a i l a b l e p r o p e l l a n t s . The in-house s t u d y (R-AERO-DGA-13-68, "Target v e c t o r s y n c h r o n i z a t i o n f o r t h e l u n a r l a n d i n g m i s s i o n due t o S-IVB p r o p e l l a n t d e f i c i e n c y " ) was made t o move t h e t a r g e t v e c t o r i n o r d e r t o o b t a i n from a d i f f e r e n t approach: a more optimum burn. The two s t u d i e s gave e s s e n t i a l l y t h e same r e s u l t s . Both s t u d i e s showed t h a t t h e amount o f SPS f u e l r e q u i r e d t o complete some type of l u n a r m i s s i o n can be s i g n i f i c a n t l y reduced (30 p e r c e n t ) . The t a r g e t v e c t o r s y n c h r o n i z a t i o n approach can be accomplished w i t h i n LVDC. The e q u a t i o n s a r e simple and a r e t r i g g e r e d by B , p r o p e l l a n t d e f i c i e n c y , which can b e c a l c u l a t e d f a i r l y a c c u r a t e l y onboard. A s t u d y i s now underway t o determine t h e i n f l u e n c e of m i s s predicting the D. ( ~ ~ A / ~ o e i n g ) . �b. S t a t u s of Recommended Guidance Changes (New) R-AERO-DGA-12-68, " s a t u r n V Continuous Guidance U n t i l 3-11: C u t o f f , " November 6 , 1968, recomended c o n t i n u i n g guidance u n t i l S - I 1 c u t o f f e f f e c t i v e w i t h AS-404. T ~ F Sd i d n o t g e t i n t o t h e f l i g h t R-ASTR d i d i n c l u d e t h i s recommendation i n a program f o r AS-504. memorandum t o Mr. Duerr, I - V - I U , s p e l l i n g o u t i n f o r m a t i o n f o r use i n e s t a b l i s h i n g t h e LVDC f l i g h t program f o r t h e AS-505 mission. The recumnlendation t o r e d e f i n e t h e p r e d i c t e d burn time i n t h e S - I 1 s t a g e f o r t h e guidance e q u a t i o n s w i l l n o t be implemented However, b e f o r e AS-504. R-ASTR has s t a t e d t h a t t h i s w i l l be i n AS-506. no docunientation has been r e c e i v e d . (DOA) 2. ~ynaimiss and Control a. S-XI S t a g e POGO (New) O s c i l l a t i o n s i d e n t i f i e d on t h e AS-503 f l i g h t j u s t b e f o r e S-11 c u t o f f have n o t been i d e n t i f i e d as POGO. The 18 Hz l o n g i t u d i n a l mode amplitude w a s a p p a r e n t l y h i g h e r than u s u a l due t~ abnormal engine operat i o n , The v e h i c l e responge was v e r y complex w i t h l a r g e subharmonic c o n t e n t i n d i c a t i n g s i g n i f i c a n t n b n l i n e a r i t i e b . A l l paratneter changes between AS-504 and AS-503 which could make t h i s v i b r a t i o n worse w i l l be i n v e s t i g a t e d . (DDS b. Pl&tform Backup Using S p a c e c r a f t A t t i t u d e Reference (New) Because of t h e h i g h c r i t i c a l i t y a s s o c i a t e d w i t h a f a i l u r e of t h e S a t u r n V ST-124M p l a t f o r m , a backup a t t i t u d e r e f e r e n c e f o r v e h i c l e c o n t r o l is b e i n g considered t o enhanice crew s a f e t y . Prel i m i n a r y s t u d i e s have i n d i c a t e d f e a s i b i l i t y , and follow-on s t u d i e s a r e b e i n g planned, A p r e l i m i n a r y scope f o r t h e s t u d i e s and p r e l i m i n a r y he a r e a s needing ground r u l e s f o r implementation have been d i s c u s s e d . more d e t a i l e d s t u d i e s and i n f o r m a t i o n concerning t h e s p a c e c r a f t systems needed from MSC t o perform t h e s e s t u d i e s have been i d e n t i f i e d , E a r l i e s t (~C/~~/Astrionics) e f f e c t i v i t y f o r t h i s backup i s now s e t f o r AS-506. 3. P r o j e c t I n f o r m a t i o n A p p l i c a b l e t o Many Vehicles S a t u r n y.. Rigid, Body Respons-e Anal ys is (New) : The r i g i d body response t o winds of t h e S a t u r n V launch v e h i c l e i n f l i g h t condiindividual t i o i s near c e n t e r engine c u t o f f i s betng examined c l o s e l y . per t u r b a t i o n c a s e s a r e being i n v e s t i g a t e d t o determine t h e RSS condit i o n s f o r t h i s maximum l o f l g i t u d i n a l a c c e l e r a t i o n case. The s t r u c t u r a l s a f e t y margin i n t h i s f l i g h t r e g i o n i s r a t h e r s e n s i t i v e t o a s l i g h t �b u i l d u p i n bending moment due t o c o n t r o l d e f l e c t i o n a n g l e s brought a b o u t by d i s t u r b a n c e o r misalignment. (DC) 4. P r o j e c t Information A p p l i c a b l e t o I n d i v i d u a l Vehicles a. AS-504 S t a b i l i t y Analyses (New) Recent i n v e s t i g a t i o n of t h e s t a b i l i t y of t h e AS-504 v e h i c l e has r e v e a l e d t h a t coupling between t h e bending and s l o s h i n g modes of t h e v e h i c l e has a s i g n i f i c a n t e f f e c t upon r e l a t i v e s t a b i l i t y . Some p r e v i o u s work on e a r l y c o n t r o l c o n f i g u r a t i o n s and v e h i c l e d a t a had l e d t o t h e c o n c l u s i o n t h a t , even w i t h t h e r e d u c t i o n i n s t a b i l i t y margins due t o i n c l u d i n g t h e coupling e f f e c t s i n t h e a n a l y s i s , v e r y adequate margins were s t i l l m a i n t a i n e d , and t h e r e f o r e t h e i n c r e a s e d complexity of t h e coupling s i m u l a t i o n could be dispensed w i t h t o reduce t h e volume of d a t a t o be handled. A f t e r many i t e r a t i o n s , however, t h e adequate margins have d i s a p p e a r e d , and t h e now s i g n i f i c a n t e f f e c t s of coupling must be included i n t h e s i m u l a t i o n s . With t h e i n c l u s i o n of s l o s h / b e n d i n g c o u p l i n g , the s l o s h modes of t h e AS-504 couple t o produce a s l i g h t l y u n s t a b l e s l o s h mode f o r t h e damping p r e d i c t e d f o r a n 0.05-meter s l o s h wave h e i g h t u s i n g nominal v e h i c l e parameter v a l u e s (AS-503 shows t h e same ind i c a t i a n s w i t h s i m i l a r a n a l y s e s ) . Allowance f o r parameter v a r i a n c e s produces a n u n d e s i r a b l y l a r g e i n s t a b i l i t y f o r t h e f ixed-time, 1i n e a r a n a l y s i s used. However, s l o s h damping i n c r e a s e s as wave h e i g h t i n c r e a s e s , and a l i m i t c y c l e w i l l be reached i n t h e s t e a d y s t a t e i f t h e degree of i n s t a b i l i t y i s n o t t o o g r e a t . Response s t u d i e s f o r one - ( r a t h e r a r b i t r a r y ) method of r e p r e s e n t i n g t h e 30 parameter v a r i a t i o n s , u s i n g measured Jimsphere winds t o f o r c e t h e s y s tem, have shown t h a t t h e i n c r e a s e i n damping due t o t h e i n c r e a s e d wave h e i g h t is s u f f i c i e n t t o (~~/Astrionics/ p r e v e n t dangerous b u i l d u p s of s l o s h i n g p r o p e l l a n t s . Boe ing) b. AS-504 Third S t a g e Bending A n a l y s i s (Ref. F e b r u a r y l ~ a r c h1968, p. 38) A v i b r a t i o n a n a l y s i s has been made of t h e t h i r d f l i g h t s t a g e S a t u r n V/AS-504 ( w i t h LES a t t a c h e d ) . This c o n f i g u r a t i o n would occur i f c e r t a i n m a l f u n c t i o n s e x i s t e d i n e a r l i e r s t a g e s . Consequently, t h e dynamic c h a r a c t e r i s t i c s a r e n e c e s s a r y f o r c o n t r o l system v e r i f i c a t i o n . The r e s u l t s of t h i s a n a l y s i s a r e being p u b l i s h e d . (DDS) c. Dynamic Data f o r AS-504 M i s s i o n D, S-IVB S t a g e h A f t e r Payload S e p a r a t i o n (Ref. ~ e b r u a r y l ~ a r c1968, P* 38) Bending and t o r s i o n d a t a f o r AS-504 Mission D, S-IVB s t a g e a f t e r payload s e p a r a t i o n , have been p u b l i s h e d i n memorandum ~ - A E ~ 0 - ~ ~ - 1 4 8 - 6 Included 8. w i t h t h e d a t a a r e t h e t o l e r a n c e s and damping t o be used f o r c o n t r o l system v e r i f i c a t i o n . (DDS) �B. S a t u r n Apollo A p p l i c a t i o n s Program 1, Cluster a. Missiorl P r o f i l e (1) AAP Experiments Data Bank (Ref. ~ c t o b e r / ~ o v e m b e r 1968, p. 42) The AAP experiments d a t a bank has been r e v i s e d t o i n c o r p o r a t e v a r i o b s s u g g e s t i o n s and camtrierits t o make i t more meaningful. The r e v i s i o t l is now b e i n g e v a l u a t e d by R-AERO-DAM. This e v a l u a t i o n w i l l be forwarded t o ~ a r t i n / M a r i e t t aC o r p o r a t i o n f o r implementatibn s o t h a t t h e f i n a l v e r s i o n w i l l be a c c u r a t e and up t o d a t e . This v e r s i o n w i l l have wide d i s t r i b u t i o n and w i l l represent t h e l a s t i t e r a t i o n and docu(DAM/Martin) m e n t a t i o n of t h e d a t a bank. (2) nes i&n Reference Miss i o n Document (DRMD) AAP-l/AAP-2 (Ref. April/May 1968, p. 42) Change 1 t o r e v i s i o n B of t h e DIWD was made t o add t h e a n a l y s i s of t h e A i r l o c k Module ~ i e c t r i c a lPower System Consuma b l e s and t o r e v i d e f u e l c e l l cryogenic requirements. Copies w i l l be s e h t t o a l l who r e c e i v e d t h e o r i e i n a l i s s u e . (~A~fMartFn) (3) Exper imant C o n i p a t i b i l i t y (Ref. October/November 1968, p , 43) . The r e s u l t $ of t h e experiment/mission c o m p a t i b i l i t y a a a l y s i s were p r e s e n t e d t o t h e Manned Spaee F l i g h t Experiment Board (MSFEB). The MSFEB, a c t i n g upan r e e a m e n $ % t f o n s made i n the s t u d y , chose one of t h e o p t i o n s t o be included i n t h e new Mission D i r e c t i v e 3D; t h e o p t i o n chosen d e f i n e d a new b a s e l i n e of experiments f o r t h e m i s s i o n AAP-1/AAP- 2 and AAP-3A. (hAM) (4) Missfon AAP-3/AAP-4 Timeline Analysis (New) The l a g i c f o r a new a u t o m a t i c experiment s c h e d u l e r w a s developed f o r the ATM-type m f s s i o n . This prbgram w i l l i r i t e r r o g a t e an e v e n t i n p u t , such a s s o l a r f l a r e s , and w i l l s c h e d u l e t h e experiment. A l ~ h o u g ht h e program has been developed p r i m a r i l y f o r t h e ATM package, i t can a l s o be used i n connection w i t h any event--oriented program ( i . e . , e a r t h resources). The program 2s being developed by M a r t i n / ~ a r i e t t a C o r p o r a t i o n (MMC), Denver, i n s u p p o r t of t h e i n t e g r a t i o n c o n t r a c t . (Drn/rnC ) �(5) The Markov Chain S a t u r n V Apollo Mission Success P r o b a b i l i t y Model (New) The s k e l e t o n computer program c o n t a i n i n g t h e b a s i c i n g r e d i e n t s of t h e f i n a l program has been completely checked o u t . The countdown model has been coded, and t h e r e s u l t i n g computer program is b e i n g checked o u t . The i n p u t scheme i n t r o d u c e s f a i l u r e r a t e d a t a f o r each subsys tem v i a c a r d s o r tape. These f a i l u r e r a t e d a t a and a n a r b i t r a r y time i n t e r v a l a r e then used t o compute t h e countdown t r a n s i t i o n p r o b a b i l i t i e s , which a r e t h e n s t o r e d on t a p e f o r l a t e r use. Tape updating s u b r o u t i n e s a r e being p r o g r a m e d . The s t u d y i s expected t o be complete i n about a month ( c o n t r a c t t e r m i n a t e s March 10, 1969). (DAM/ ~ o c k h e e d) (6) AAP Hardware U t i l i z a t i o n (Ref. OctoberlNovember 1968, p. 4 3 ) The o v e r a l l flow showing hardware u t i l i z a t i o n i n t h e Apollo A p p l i c a t i o n s Program f o r contingency and backup m i s s i o n planning has been completed. The o b j e c t i v e of t h i s m i c r o l o g i c i s t o determine t h e p r o b a b i l i t y of s u c c e s s of 2 b a s e l i n e AAP m i s s i o n a s a f u n c t i o n of t h e hardware a v a i l a b l e . The more d e t a i l e d m i c r o l o g i c which i n t e g r a t e s t h e hardware s u c c e s s and f a i l u r e s i n t o t h e program is n e a r completion. Pro(DAM) g r a m i n g of t h e problem f o r t h e IBM 1108 has begun. (7) Lockheed FORRCAST Computer Program (New) The f i r s t t h r e e f i l e s of t h e FORRCAST Computer Program a r e now o p e r a t i n g on t h e IBM 1108. These f i l e s c o n s i s t of (1) t h e ephemeris g e n e r a t o r , (2) t h e t i m e l i n e of t a r g e t l s t a t i o n t a b l e s g e n e r a t o r , and (3) t h e a s t r o n a u t s c h e d u l e r program. A f a m i l y of check a s t r o n a u t t i m e l i n e c a s e s a r e b e i n g r u n u s i n g b a s e l i n e experiment d a t a from t h e AAP 1 / 2 mission. A simple check c a s e has been r u n s u c c e s s f u l l y , and t h e (DAM/ s c h e d u l e s should now be a b l e t o handle p r e s e n t t i m e l i n e problems. Lockheed) (8) AAP-2 Launch Vehicle Performance A n a l y s i s (New) The launch v e h i c l e performance a n a l y s i s f o r AAP-2 ( O r b i t a l Workshop) has been completed and d i s t r i b u t e d i n R-AERO-DAP-1-69. Maximum l o n g i t u d i n a l a c c e l e r a t i o n , dynamic p r e s s u r e (with and w i t h o u t w i n d s ) , and aerodynamic h e a t i n g i n d i c a t o r d e s i g n t r a j e c t o r i e s a l o n g w i t h t h e f l i g h t performance r e s e r v e s were determined. F l i g h t performance r e s e r v e s a r e computed f o r b o t h open- and closed-loop PU o p e r a t i o n . The launch v e h i c l e i n s e r t s i n t o a 185 x 193 n a u t i c a l m i l e a l t i t u d e o r b i t w i t h S t u d i e s a r e being i n i t i a t e d f o r t h e manned AAP a n i n c l i n a t i o n of 35'. launches t o d e f i n e d e s i g n c r i t e r i a and FPR requirements. (~AP/~hrysler) �(9) AAP-1, 2 , 3A, 3 apd 4 F l i g h t P r o f i l e and Launch Window Analysis (Ref. October/November 1968, P . 41) The AAP c i u s t e r q & s i o n p r e l i n l i q a r y f l i g h t p r o f i l e and launch window a n a l ys is i s c o n t i n u i n g The OWS o r b i t a l i n c l i q a t i o n has p r e v i p u s l y been d e f i n e d t o s a t i s f y t h e AAP-1 and 2 optimum launch requirements. The AAP-3A @-phase lqunch o p p o r t u n i t y f o r t h e nominal rendezvous p r o f t l e o c c u r r i q g a p p r o x b a t e l y 9Q days a f t e r t h e U P - 1 launch and r e q u i r i n g t h e s m a l l e s t amouqt QE nodg change occurs a t 22:51 GMT on day 94. This launch o p p o r t ~ n i t yoccurs approximately 9 minutes b e f o r e t h e optipum launch t i p e and causes q paylbad l o s s of approximately l O O Q pounds f o r AAP-?A. The e f f e c t s f adding a c i r c u l a r i z a t i o n paneyver a t gpogee of t h e i n s e r p i p n qrblf ($1 x $20 NM) of t h e nominal repdezvqus p r o f i l e and c o a s t l p ~i n t h i p qrbgt i s being i n v e s t i g a t e d . By c o a s t i n g i n t h i s o r k i p , the pn-phaqa l a q p ~ h~ p p o r f u n i t yw i l l pccur n e a r e r t h e optimum launch o p p p ~ P v n i t y , tbua g a i q i o g U P - 3 A payloqd, b u t r e q u i r i n g (F)A0/~A~/Nprfhr~p) more rendezvous twe. . (1Qf Mechanizat$an of t h e C l u s t e r pliasion P r o f i l e and "bapnch Window Anqlysis (Ref. Ocrober/ Vavember 1968, p. 41-42] The l o g i e Flpw prgv$gusly developed £or t h e d r i v e r o r e x e c u t i v e proFram n e c e s s a r y goy Eh$q mechanj.aation bas been p r o g r a m e d . The purpose of t h e d r i v e r i s $a tfgnqfga: data between t h e O r b i t a l Bredict i o n , QgSck Look, and ROBOT @FQ$FWS. T h i ~daga t r a g a f e r is now being performed by hand. The development of t h e d r i v e r has made i g n e c e s s a r y t o develqp c o w o n b l o c k s f o r each program and Che d r i v e r i n o r d e r t o make t h e d a r a t r a n s f e r bqtween prQgFams p o s s i b l e . Also, n a m e - l i s t i n p u t c a p a b i l i t y has been added t o t h e p r b g r w s t o f a c i l i p a t e t h e d a t a t r a n s f e r Cgpputey rpns a r e being made t o check phis o u t . between prOgraRS. (DAQLNO~ throp) (11) LM Repdozvous A t t i t u d e P r o f i l e (New) Work is underway t o determine t h e a t t i t u d e of t h e This i n p u t is t o be used as Jnput ts a thermal a n a l y s i s of t h e LM d u r i n g rendezvous. I n t h i s a n g l y s j s , two d i f f e r e n t methods of readezvous a r e being considered (Hybrid S t a b l e O r b i t and M = 3), and t h e maximum d e v i a t i o n s from t h e nominal w i l l b e analyzed i n each case t o provide l i m i t s on t h e sun (DAO) angle, Di w i t h r e p p e c t t o t h e s u n d u r i n g rendeavpus. �(12) SO27 (New) An a n a l y s i s has been made t o f i n d t h e s e p a r a t i o n between t h e LM and S-IVB as a f u n c t i o n of time a f t e r p r o p u l s i v e dumping from t h e s p e n t S-IVB. The impulse from t h e dump w a s g i v e n i n b o t h t h e p o s i g r a d e and r e t r o g r a d e d i r e c t i o n s , and t h e growth of t h e s e p a r a t i o n a s a f u n c t i o n of time i s symmetrical i n t h e two c a s e s e x c e p t i n one case t h e S-IVB l a g s t h e LM (posigrade impulse) and i n the o t h e r c a s e t h e S-IVB l e a d s t h e LM. For nominal performance of t h e launch v e h i c l e t o o r b i t , enough p r o p e l l a n t is l e f t i n t h e S-IVB t o g i v e a n impulse of 19.4 m / s . For a -30 performance of t h e launch v e h i c l e , a n impulse of 12 m/s is o b t a i n e d and f o r a +3a performance of t h e launch v e h i c l e , an impulse of 26 m / s i s o b t a i n e d . The growth i n s e p a r a t i o n as a f u n c t i o n of time r a n g e s from approximately 113 minute p e r o r b i t f o r -30 performance t o approximately 1 minute p e r o r b i t f o r +30 performance. The times j u s t mentioned a r e t h e approximate d i f f e r e n c e s i n time when t h e two o b j e c t s pass a g i v e n p o i n t (say, a t r a c k i n g s t a t i o n ) . (DAO) (13) S o l a r Observation Times and Out-of-Plane Angles (New) To supplement t h e AAP f l i g h t p r o f i l e and launch window a n a l y s e s , d a t a have been g e n e r a t e d f o r a n o r b i t a l i n c l i n a t i o n of 35O, y i e l d i n g s e t s of curves such t h a t : Given any launch d a t e and launch time, d u r i n g t h e y e a r 1972, one may determine t h e p e r c e n t a g e of time a v e h i c l e spends i n t h e s u n l i g h t f o r any day d u r i n g t h e m i s s i o n and t h e out-of-plane a n g l e , @ (which is d e f i n e d a s t h e a n g l e between t h e o r b i t a l plane and t h e s o l a r v e c t o r ) , f o r any day d u r i n g t h e mission. Given any launch d a t e i n 1972, one may determine t h e t o t a l time s p e n t i n t h e s u n l i g h t f o r a 56-day m i s s i o n (minimum and maximum) corresponding t o two launch times d u r i n g t h e day. A memorandum d i s p l a y i n g t h e s e curves is now being prepared. The program used f o r g e n e r a t i n g t h e s e curves c o n t a i n s a subr o u t i n e which can c a l c u l a t e t h e r i g h t a s c e n s i o n and d e c l i n a t i o n of t h e sun f o r a g i v e n J u l i a n d a t e . (DAO) b. Guidance (1) S-IVB/CSM Guidance C o m p a t i b i l i t y Study (New) The e q u a t i o n s and computer programs d e s c r i b i n g Hohmann/cross-product s t e e r i n g guidance used i n our s t u d y of t h e S-IVB/ CSM guidance c o m p a t i b i l i t y s t u d y f o r AAP-3 have been documented. The memorandum has been g i v e n t o t h e C h r y s l e r Corporation Space D i v i s i o n f o r (DGA) u s e i n AAP s t u d i e s u n t i l more i n f o r m a t i o n is r e c e i v e d from MSC. �(2) A d d i t i o n t o and V a r i a t i o n of t h e Lambert Problbm (New) Th& ~titnlj6rtptoblem d e a l s w i t h d e f i n i n g a Conic betweefi h a p d g i f i o n v e c t d f d wh&n: kh& time i s s p e c i f i e d . Th& &s$hmptions a r e t h e ihvCrS'e squake law1 3rd thd<t i h e a f a r r i v a l is t h e " f i r s t time" of a r r i v a l . w i t h t h i s a s e d i p t i o n , t h e cbnid i s unique. HoweverI i f t h e d t h i t i h e bf i r f i v a l oh t h e dgeond (or time of a r r i v g l i g ~ @ & e i f i gas more) pass ( m h l b i d f b l t ) , LHen tH@ cBiiFc id hrit lihique an*al.$. I n thbst c a s e s , t h e r e afk kw6 6 o l i t t F ~ n s . A komputer progrim, which It$$ beeh developed t o deEtirni%ric ill1 d b l c l t i b n ~iS ~ eixpeeted t o b e used i n sonie AAP s t u d i e s ; The kh&bert pPobl&ih nkgledkb thk o b l d t e n e s s e f f b c t of t h e edetH and bklie? ~ e k t b f b i h g&!Ef$cfs. W h ~ p u k e rpro@lil& has beeti d e i e l o p e d t o p r c d F t t t h e dbi&t6fi$!4b @ff&ck# by h i n & ~i.ick8'itikthbd of r & c t i f i c i r t i c j l i . 'I%$@ tkehtlique i b b e i h g ii!3kd With thk ~ a n i b & %~boblem t i n Idiite &I? g t c i d i ~ ~ :~ h $ d$pt-~j;&khcgh bi! dsed i n kibsk f k @ t i - f l i g k t . t r a j e c t d r y ehl&til&fi 6 i i g ; (B@A!#bkthro#) 1 ~38 kuidaake d a v i g h t i b n Hdrdw&i-e f3) ~ p - 3, ~ d n p itt i5 it i ty Akalgs is (New) The s o f t w a f e (kqddtiorid) c m p c i t i b k l ~ t j fbf t h e CSM c r o s s - p r o d u c t s te@?irig w i t H f@l B teekitig hi39 d l r e a d y be&i ei3 t g b l i s h e d , b u t t h e p l a t f o r m a i i g f h e n t etFdEB of thk e$h '&fU p l & r e s a reijuireniknt on t h e d21m s t a g @ kb eiigbrc$ tH(3 &!liked ~ ~ ~ ~pldne i k dl tl d - f a dtbge dubd r b i k a l ctitdff. THk fMU tHd.3 k6HPiikE8 &he i h s t a i i k 6 W b ~ #plhne and st@k?B i n t h i d p l a n e t o a c h i e v e o r b i t P 1 i n i e r t i ~ i i , To e s t a b l i s h t h e accuracy of the riatripational S t a t e a t s ' I ~ ~ B c u t o f f , h diiai n a v i g a t i o i i system s i m t i i a t i d n is r e q u i r e d w i t h t W i h U i h i3 mmdnit6r mode d u r i n g 3-IB dnd t d t h e l'bll.7 a t c ~ H ignition s - ~ ~ T I S s t a g e b o o s t efivlronmeht: R &v?lEcB~V&r and subsequent cohput&tion bf t h e reniaining t r a j e c t o r y t o o t b f t a l ih3ertibfi Q r e r 6 q h i r e d i n dkdei- t o e v a l h d t e t h e a c c u r a t y 6f t h e i n s e r tibn orbit. (~GG/Na?throp) c. Dyhamids dhd Codtrol (1) Mcknefikurn M&nagSiiIektt ( R k f . ~ c t o b e r / ~ o v e t h b e1968, r p. 44245) ~ t u d i ' l 3 sa r e continuing on t h e l i n e a r giffibal arid rrds3-feedback laws, which a r e dekigned t o e l i m i n a t e t h e problems of a n t i - 2 j a r a l l e l i s m and h i t t i n g ginibal stop^. LOSS o f c o n t r o l may i - e s u l t i n e i t h e r ease. The advankage O£ tii&Se laws over t h e ones c u r r e n t l y i n use id t h e i r s i i h ' p l i e i t y w i t h no h&@tni"ri$ d6gkddation i n o v e r a l l sydtem reswhse. �Comparison r e s u l t s obtained thus f a r have been w i t h o u t bending f i l t e r s i n t h e forward loop. Bending f i l t e r s a r e b e i n g included and cross-checks w i t h A s t r i o n i c s Laboratory w i l l be made. (DDD/Northrop) (2) S t r u c t u r a l Damping P r e d i c t i o n s (Ref. October/ November 1968, p. 48) The m a t e r i a l damping program has been checked o u t . The i n p u t d a t a f o r computing t h e m a t e r i a l damping of the s o l a r p a n e l s f o r the ATM were g e n e r a t e d u s i n g t h e frame s t r u c t u r a l a n a l y s i s program. Design of t h e j o i n t t e s t f i x t u r e s was completed. (DDS/~ockheed) F a b r i c a t i o n of t e s t f i x t u r e s is a b o u t 40 p e r c e n t complete. (3) Impulse Requirements (New) The impulse r e q u i r e d t o hold t h e c l u s t e r w i t h t h e ATM docked t o P o r t I is being determined. The c u r r e n t t h i n k i n g i s t o s p i n up t h e CMG's w i t h t h e c l u s t e r i n a s o l a r i n e r t i a l hold as opposed t o X-POP. Since t h e a n g l e between t h e sun l i n e and t h e o r b i t a l p l a n e i s not known, t h e impulse r e q u i r e d f o r CMG spin-up must be o b t a i n e d f o r a range of @ a n g l e s from 0 t o 60 d e g r e e s . (DDD) d. P r o j e c t Information Applicable t o I n d i v i d u a l Vehicles (1) U P - 2 Response Analyses (October/November 1968, P* 46) The AAP-2 launch v e h i c l e f i r s t f l i g h t s t a g e is b e i n g i n v e s t i g a t e d i n terms of v e h i c l e responses t o measured wind p r o f i l e s on t h e h i g h speed analog computer. Gain changes i n c o n j u n c t i o n w i t h a l r e a d y e s t a b 1 i s h e d c o n t r o l networks w i l l be i n v e s t i g a t e d i n a n a t t e m p t t o p r e v e n t c o n t r o l l a b i l i t y problems i n t h e maximum dynamic p r e s s u r e r e g i o n of f l i g h t . Rigid body responses t o a 50 p e r c e n t i l e wind p r o f i l e a r e being checked a g a i n s t those obtained from a d i g i t a l s i m u l a t i o n . The c o m p i l a t i o n of f l e x i b l e body d a t a f o r u s e i n t h e a n a l y s i s i s a l s o i n progress. (DC) (2) AAP-2 Shroud J e t t i s o n (Augus t/September , p . 43) S i n c e t h e l a s t s t u d y of t h e AAP-2 shroud j e t t i s o n (published i n R-AERO-10-68, October 9, 1968), more r e c e n t i n f o r m a t i o n has r e v e a l e d t h a t t h e r e w i l l be an u m b i l i c a l d i s c o n n e c t f o r c e of approxim a t e l y 500 pounds a c t i n g a t t h e mouldline near v e h i c l e p o s i t i o n 11. This has n o t been considered i n any of t h e previous s t u d i e s . The e f f e c t of t h i s d i s c o n n e c t f o r c e on t h e s h r o u d - j e t t i s o n o p e r a t i o n i s b e i n g s t u d i e d . A preload d e v i c e t o a l l e v i a t e t h i s . f o r c e w i l l be considered i f t h e pre(DC) s e n t s t u d y i n d i c a t e d i t s need. �(3) AAP-4 LPIIATM S e p a r a t i o n From Launch Vehicle (New) E j e c p i a n Q£ t h e LM/A@ from t h e 3-IVB s t a g e w i t h t h e A p s l l o s p r i n g s y s tam i e beiqg s t u d i e d f o r adequacy. This a e p a c a t i ~ n s i m u l a t i o n i n v o l v p s ti imu@pion pf e i e c t r i c a l and pneumatic y m b i l t c a l d i s connectq which r e s i s t s e p g f q t i a n w i t h a t o t a l f o r c e a s l a r g e a6 r h a t of one of t h e f o u r maip s e p a r a t i o n ' ap$ings. 4 preload d e v i c e t o c o u n t e r a c t t h e u m b i l i c a l d$sconnect fgjrce i p being designed. Tbis s t u d y is t o e s t a b l i s h d e s i g n c r i t e r i a f o r t h e p y e l ~ a dd e v i ~ eand t o v e r i $ y t h e f e a s i b i l i t y o f A q e j e c t i o nw i t h t h e ~ h b l l as p r i n g system. (DC) 2. OWS 3-XKB Workshop 4lnsFFnp ppring Powered P l i g h t (&pf. Auguntbf3eptember '19682 p. 45) a. The a x p e r i w n f $ l $nve%t$g&fionof $he podel8 of t h e f o o d , waste management, aqd wsrk areas i s ppw complete. Tho d a t a f o r t h e work a r e a cornpagefneet heve been reduged, apd peqhapicgtl model has ~ b i si q t h e lgpges t and' b a s t i g t r i c a ~ e l yqhaped t a n k been i d e n t i f i e d compartment. Three @lash frequppcies f q i z l y c l o s e t o g e t h e r have been i d e n t i f i e d , and these poded g r e a e n s i t i y e FD t h e d l r e c t i o g q f e x c i t a t i o ~ . The mechanical model f o r t h i s p g g t i o n of the tank is comgqoed of t h r e e spring-mass-damper eyg terns an4 pwo r$g+d Isasses. The over311 s l o s h model f a r t h e e n t i r e p a r t i t i a n @ @g e p F h p @ likely t o be q q i t e ' complgx. ( ~ ~ 8 / 6 0 u t h w-te sResearch In@ t l g y g p ) . b. Wo~kfhopC o n t r o l S i m u l a t i o p (New) A ~ c u d yhqs hepp ~ ~ n d q s ~ pu sgi nl g~ a d i g i t a l Gomputer program, t o s i m u l a t e t h e S-IVB c o f l t r o l s y s k s ~ ,t h e aeradynag$.c t b r q u e s a c t i n g an t h e v e h i c l e , and thg d e n s i t y p r b f i l e , The r e s u l t s pf phis s t u d y , npmely, t h e hapulse r e q u i r e d f a r c o n t r o l and i-qaneuvgre, have been compared w i t h t h e 5(92/S-IV'@ f l i g h t d a t a , A memorandum g i v i n g t h e s e r e s u l t s w i l l be p u b l i s h e d gpoa. (DDD) c. vass Parameter S e n s i t i v L t y- (Ref. , Qctober/Noyember 1968, P. 4 6 ) The WACS impulse was found t o be v e r y s e n s i t i v e t o m o p n t s of i n e r t i a , I2 and 13. v a r i a t i o n s i n t h e two l a r g e s t The d i s t u r b a n c e t o r q u e is' a Sunctign af s e v e r a l q u a n t i t i e s , one ef which is ,the d i f f e r e n c e between these promenf;s of i n e r t i a (I2 Ig), A 15 p e r c e n t i n o r e a s e i n (I2 T3$ c a u s e s a la $crease i n t h e r e q u t r e d impulse p e r orbst. The increase qf 15 p e r e g n t can be r e a l i z e d i f t h e l 8 r g e r of the z@owqts is iincyeered by 112 percenp, These comments have been r e g a r t e d 6n plernorc~nx9umR-&E~~o-DQ-1434.3 , "Cs f - t i c a l I n e r tfa Proper t i e s - - �During AAP C l u s t e r Mission," November 27, 1968. A more d e t a i l e d a n a l y s i s i s i n p r o g r e s s and t h e r e s u l t s w i l l be r e p o r t e d l a t e r . (DDD) d. A c t i v e Control (Reference ~ c t o b e r / ~ o v e m b e1968, r p. 45) Checkout of a program t o e v a l u a t e OWS/ATMmomentum dumping schemes u s i n g g r a v i t y g r a d i e n t torques i s n e a r i n g completion. Momentum management over more than 12 o r b i t s has been simulated s u c c e s s f u l l y . The a n g u l a r momentum of the CMG's which accumulates d u r i n g t h e l i g h t p o r t i o n of a n o r b i t i s reduced s u b s t a n t i a l l y d u r i n g t h e d a r k p o r t i o n of an o r b i t . Minor i n c o n s i s t e n c i e s i n t h e r e s u l t s a r e b e i n g c o r r e c t e d . A d e t a i l e d r e p o r t p r e s e n t i n g t h e t h e o r y of t h e b a s i c g r a v i t y g r a d i e n t momentum dumping method i s being published. The program t o e v a l u a t e v a r i o u s CMG momentum d i s t r i b u t i o n laws has been extended t o i n c l u d e t h e computation of power consumption and subsequent p l o t t i n g . A r e p o r t is being w r i t t e n on t h i s program. (DCA) a. Bending F i l t e r s (Ref. oct$~r/~ovemb& 1968, p. 44) A s e t of second o r d e r f i l t e r s has. been designed f o r t h e ATM based on a l i n e a r uncoupled s i m u l a t i o n . These f i l t e r s p r o v i d e f o r a 50 p e r c e n t v a r i a t i o n i n bending mode natuPa1 frequency and a 20 p e r c e n t v a r i a t i o n i n bending mode s l o p e , The r e s u l t s of t h i s s t u d y w i l l be published i n a memorandum. F u t u r e s t u d i e s w i l l i n c l u d e t h e e f f e c t s of (DDD) c r o s s - a x i s coupling and a l s o CMG backlash. b. P a s s i v e A t t i t u d e Control (Ref. October/November 1968, P a 45) A f e a s i b i l i t y s t u d y concerning t h e aerodynamic damping of an O r b i t a l Workshop type of s p a c e v e h i c l e u s i n g t h e s o l a r panels i s almost complete. A t o r s i o n a l s p r i n g and a v i s c o u s damper i n each of t h e s o l a r panel hinges r e s u l t i n e x c e l l e n t damping of t h e tumbling motion of t h e s p a c e c r a f t , a s i n d i c a t e d by a n a n a l y t i c a l o p t i m i z a t i o n s t u d y and by r e c e n t computer s i m u l a t i o n s . R o t a t i o n a l motion a b o u t a l l three-body axes i s s i m u l t a n e o u s l y damped by t h i s a t t r a c t i v e concept, which r e q u i r e s o n l y minor d e s i g n e f f o r t s and i s subs t a n t i a l l y l i g h t e r than o t h e r known concepts. A r e p o r t on t h e o p t i m i z a t i o n of c r i t i c a l d e s i g n parameters and s i m u l a t i o n r e s u l t s has been published. Minor m o d i f i c a t i o n s were made i n a computer program which i s e s p e c i a l l y e f f i c i e n t f o r s i m u l a t i n g t h e P a s s i v e Motion of O r b i t i n g S a t e l l i t e s (PAMOS) over long time p e r i o d s of 10 o r more o r b i t s . The m o d i f i c a t i o n s were aimed a t f u r t h e r reducing t h e computing time and a t maximum convenience i n t h e d a t a i n p u t s . �A b a s i c program f ~ t rh e s i m u l a t i o n of hinged s a t e l l i t e s is n e a r i n g completion. S i m p l i f i e d c a s e s have been r u n s u c c e s s f u l l y u s i n g b o t h Runge-Kutqa and Adams i n t e g r a t i o n packages. The i n p u t and o u t p u t r o u t i n e s have been modified and s e v e r a l o p t i o n s added t o (QCA) f a c i l i t a t e program use. c. AAP Uf/ATM Unmanned Rendezvous (Ref. ~ u n e / J u l y1968, p. 47, August/September 1968, p . 44, and October/ November 1968, p , 4 3 ) The f e a s t b i l i t y a n a l y s i s i s e s s e n t i a l l y completed s i n c e c a p a b i l i t y has been e s t a b 1 $shed Co perform 811 maneuvers r e q u i r e d of t h e S-IVB/LM-ATM t o rendeevqug w i t h t h e s r b i t a l gssembly. F u r t h e r s t u d y of t h e f o r m u l a t i o n of S g n i t i o n eguagCspq f q r q11 maneuver? i s r e q u i r e d b e f o r e the r e s u l g s $re docytpenterl. Navigation update of t h e B-IVI$, IU s t a t e u a r 4 a b l e s sitill p r e s e n t s a p r ~ b l e q ,s i n c e t h e r a d a r is mounted on t h e LM s t r u c t u r e and c o n s i d e r a b l e r a d a r a n g y l a r e r r o r s would e x i s t i f t h e s e d a t q were t r a n s f e r r e d acroBs t h e fMU (LM n a v i g a t i o n ) t o t h e IU (Saturn n a v i g a t i o n ) . It may be d e s i r a b l e t o t r a n s f e r t h e I U e s t i m a t e d s t a t e t o t h e INU and a l l o w t h e DfU t o update t h e s t a t e v a r i a b l e s i n t h e W computer and t h e n t r a n s f e r t-he updated n a v i g a t i o n a l s t a t e t o t h e I U s i n c e t h i s c a p a b i l i t y a l r e q d y e x i s t s i n t h e L,M IMU, (~~~/~orthrop) d. AAP &bf/ATM N a v i f a t i q n a l s t a t e a t O r b i t a l I n s e r t i o n (New) The working Level meeting w i t h Grumman emplayees e s t a b 1iohed c o n t a c t s f o r guidance and miss i o n a n a l y s i s . Grumman i d e n t i f i e d a need foy a LM-ATM n a v i g a t i o n a l s t a t e a t o r b i t a l i n s e r t i o n s o t h a t r a d a r a c q u i s i t i o n s t u d i e s cpuld be s t a r t e d . The LMtqTM n a v i g a t i o n a l accuracy w i l l be a s s e s s e d through t h e S - I 3 and 3-IVB b o o s t environment by s i m u l a t ing t h e IMU (M n a v i g a t i o n hardware) i n a monitor mode of o p e r a t i o n . The d u a l p l a t f o r m - a c c e l e r o m e t e r system a n a l y s i s computer program w i l l be used f o r t h i s s t u d y ? (DGG/Nor t h r o p ) C. General 1. Dynamic S t a b i l i t y of P r o p e l l a n t Tank Under Steady Load and Oscillating E x c i t a t i o n Force (New) A t h e o r e t i c a l a n a l y s i s has been conducted t o p r e d i c t t h e dynamic response of a s i m p l i f i e d model c o n s i s t i n g of a p a r t i a l l y l i q u i d f i l l e d c y l i n d e r w i t h a r i g i d f l a t bottom, a n i n t e r n a l u l l a g e p r e s s u r e , and a r i g i d mass on top. Wumerical, 3s w e l l a s e x p e r l m e n t a l , r e s u l t s have v e r i f i e d a s t r o n g coupling between t h e s h e l l , l i q u i d , and top mass. The r e s u l t s of t h i s s t u d y y i f l b e r e p o r t e d a t t h e A N S t r u c t u r a l Dynamics and A e r o e l a s t i c i t y Meeting i n A p r i l . @DS/Southwest Res. I n s t . ) �2. E v a l u a t i o n of Lumped S h e l l Analysis Methods (New) A two-task s t u d y has been conducted t o determine t h e a c c u r a c y of c e r t a i n lumped s h e l l a n a l y s i s methods. Task I was (1) t o use v a r i o u s f i n i t e element r e p r e s e n t a t i o n s t o perform a number of v i b r a t i o n a l a n a l y s e s on a c y l i n d r i c a l i s o t r o p i c s h e l l and (2) t o compare t h e r e s u l t s thus obtained w i t h known s o l u t i o n s . The a n a l y s e s were performed f o r v a r i o u s g r i d s i z e s , v a r i o u s element t y p e s , and v a r i o u s mass m a t r i c e s . The f i n a l g o a l was t o d e f i n e an optimum a n a l y s i s (one u s i n g t h e fewest degrees of freedom and t h e l e a s t computer time) t h a t would reproduce, w i t h r e a s o n a b l e a c c u r a c y , a number of t h e lowest frequency s h e l l modes. I n Task 11, f i n i t e elements were used t o perform a s e t of v i b r a t i o n a l a n a l y s e s on a g i v e n p r a c t i c a l s t r u c t u r e t o demonstrate t h e v a l i d i t y of t h e conclusions implied from Task I. The s t r u c t u r e t h a t was analyzed approximates t h e m u l t i p l e docking a d a p t e r . The b a s i c MDA s t r u c t u r e , a c y l i n d e r having a t r u n c a t e d cone a t t a c h e d t o one end, was approximated by a n e q u i v a l e n t i s o t r o p i c , homogeneous s h e l l . Two d i f f e r e n t elements and two mass m a t r i c e s were used i n t h e a n a l y s i s . The r e s u l t s of t h i s a n a l y s i s were t h e n compared w i t h r e s u l t s from a computer program known t o produce a c c u r a t e r e s u l t s f o r symmetric homogeneous s h e l l s of r e v o l u t i o n . S e l e c t i n g t h e element s t i f f n e s s and m a t r i c e s p l a y s a n important r o l e i n determining the (DDS/Martin) accuracy of t h e r e s u l t s . 3. Study of Use of Scale Models t o Determine t h e S t r u c t u r a l Dynamic C h a r a c t e r i s t i c s of Space Vehicles (Ref. October/ November 1968, p. 48) The a n a l y t i c a l development of t h e e q u i v a l e n t t r u s s r e p r e s e n t a t i o n of t h e 100-meter r e f l e c t i n g space antenna was completed. This a n a l y s i s i n d i c a t e s t h e d e f i n i t e f e a s i b i l i t y of c o n s t r u c t i n g t h e dynamic model from t h i n - w a l l tubing o r rod s t o c k i n a t r u s s con£ i g u r a t i o n s i m i l a r t o t h e p r o t o t y p e . Diagonal c r o s s - b r a c i n g of i n d i v i d u a l model bays ( r a t h e r t h a n a s i m u l a t e d r e f l e c t i n g s u r f a c e ) i s assumed i n o r d e r t o reduce t h e e f f e c t of aerodynamic damping should i t be d e s i r a b l e t o t e s t t h e model i n an ambient environment. A d e s i g n s t u d y t o e s t a b l i s h t h e optimum model s c a l e f a c t o r was i n i t i a t e d . P r e l i m i n a r y r e s u l t s of t h i s a n a l y s i s i n d i c a t e t h e f e a s i b i l i t y of c o n s t r u c t i n g t h e model from e i t h e r s t e e l o r aluminum rod s t o c k ( d i a , = 0.06 i n ) a t model s c a l e f a c t o r s a s low a s 1 / 6 0 , A l i m i t e d e f f o r t t o e s t a b l i s h c r i t e r i a f o r the model s u s pension system was conducted. No d e f i n i t e conclusions a r e y e t a v a i l a b l e . �D e f i n i t i o n of t h e r e p l i c a AAP c l u s t e r model i s c o n t i n u i n g w i t h o u t d i f f i c u l t y . The s t u d y i n d i c a t e s tfiat it w i l l b e f e a s i b l e t o c o n s t r u c t t h e MDA c y l i n d r i k a l s e c t i o n frdm one p i e c e of 6061-T6 p i p e . ~aehfning chkn+miliing processes w i i l bk used t o a c h i e v e the f i n a l thin-v&ili/weld l a n d a r e a dgpeafance. (D~s/Mdrtin) FLIGHT VIII. A. %WL!T ~ A L Y S I E DIVISXON ~ p e c i Q 1P r o j e c t s & £ i c e and S t a f f 1. F~wd-Pay1oad A hek Pligtik k v a l i i 9 t t o n w.d$khii;t ~ r o u ~ - J e a ~ l d[FEWG-P) ad prelimiiidiry U P Fd$iaiid etr&luail'dri p l k b ha3 Been d i s t r i b d k d d arid regfionkes hgve b ~ tec.eFv&. @ ~ h 3 i new d h f t 3hdi1ld GijdH b& ke&dy f o r review. THe C ~ ~ Y iI n~ EtHe FblS of h 9 ~ tfar payload3 niade the r e v i s i o d hekesdary; t h e cfiilirtnan of tHe FEWG-P m e t w i t h t h e integrkttion cont r a c t o r i n DehveF' t b d i s c l i ~ ss t & £ Guppbrt t o t h e FEWG-P, t h e p l a n comment review, and the &gent33 f o r t h e 6th. FEWG-P ineeklng scheduled fo4 February 11-12. On ~ & c & m ~21-ih5 er 1966, hk, &than inohitdl@d t h e Apollo 8 m F s d i o n from pre-18uiich through L u h a ~OrbFt I n s e r t i o n (LOIf a t t h e M i s s i o n Cdntrol Center (MCC) and Also t h e real/neaP-real-ti'me o p e r a t i o n of kH@ MSC Migsion E v a l u a t i o n Te6m ( c o u n t @ ~ p & kt to t h e MSFC &WG) i n s u p p o r t of t h e MCC and p o s t - a i s ~ i o he v a l d a t i o n , Be a l s o handled i n t e r - c e n t e r (launch v e h i c l e ) CvAluation FntePfhceb. M r ; Natfian a160 atcended two Apollo 8 f l i g h t crew d e b r i e f ings a t MCS: (a) Program &nd p r o j e c t d e b r i e f i n g on Jaduary 2, 1969. (b) Sys tems ( m i s s i o n e v a l u a t i o n ) d e b r i e f i n g on January 9-10, 1969. . ~ o n s o l i d a t e dApoll'o 8 f l i g h t crew d e b r i e f i n g n o t e s ( o u t p u t frdki t h e Technical Pr'dgram and Pro j e e t , and Sys tems D e b r i e f i n g s ) were d i 4 t r i b u t e d t o FEP meinbe?$. �B. F l i g h t E v a l u a t i o n Branch 1. Saturn I B The AS-205 p o s t f l i g h t t r a j e c t o r y r e p o r t r e c e i v e d from CCSD has been reviewed and i s b a s i c a l l y c o r r e c t . D i s t r i b u t i o n w i l l be made i n e a r l y February. 2. Saturn V a. AS-503 C' (1) (Apollo 8 ) Postflight Trajectory The p o s t f l i g h t t r a j e c t o r i e s have been d i s t r i b u t e d t o t h e v a r i o u s u s e r s . A t S-IVB f i r s t c u t o f f , t h e s p a c e - f i x e d v e l o c i t y was 0.44 m/s g r e a t e r than nominal, and t h e a l t i t u d e was 0.02 km lower t h a n nominal. This r e s u l t e d i n an o r b i t which had a n apogee 0.03 krn l e s s t h a n nominal and a p e r i g e e 0.16 km l e s s than nominal. The t r a n s l u n a r i n j e c t i o n t a r g e t i n g parameters were a l s o v e r y c l o s e t o nominal. The e c c e n t r i c i t y w a s 0.00083 l e s s than nominal, t h e i n c l i n a t i o n w a s 0.025 deg. g r e a t e r t h a n n o m i n a l , ' t h e node was 0.043 deg. g r e a t e r than nominal, and C3 was 49,631 m 2 / s 2 l e s s than nominal. A t t r a n s l u n a r i n j e c t i o n , t h e s p a c e - f i x e d v e l o c i t y was 5.23 m/s l e s s t h a n nominal, and t h e a l t i t u d e was 3.62 km h i g h e r than nominal. The s l i n g s h o t maneuver was s u c c e s s f u l l y accomplished, was placed i n a s o l a r o r b i t . and t h e S-IVB/IU (2) P o s t f l i g h t Control Analyses E v a l u a t i o n of the c o n t r o l s y s tem a c t i v i t y is e s s e n t i a l l y completed w i t h t h e e x c e p t i o n of APS p r o p e l l a n t consumption and o r b i t a l maneuvers. MDC e x p e c t s t o i n p u t t h e s e d a t a by February 3. CSM s e p a r a t i o n a n a l y s i s has n o t been completed, b u t r e c e n t i n f o r m a t i o n obtained from MSC has r e s o l v e d a l l d i s c r e p a n c i e s . To d a t e , no anomalies i n c o n t r o l system performance have been d e t e c t e d . NAR/SD has confirmed t h a t t h e 1 8 Hz o s c i l l a t i o n s e e n i n t h e c o n t r o l r a t e gyros d u r i n g t h e S - I 1 performance s h i f t w a s p r o p e r l y a t t e n u a t e d by t h e c o n t r o l £ l i t e r networks and w a s a b s e n t from t h e a c t u a t o r c u r r e n t and p o s i t i o n measurement d a t a . The magnitude sensed by t h e gyros were 10.0, .06 and 2.5 d e g / s e c peak-to-peak f o r t h e p i t c h , yaw and r o l l a x e s , r e s p e c t i v e l y . These magnitudes a r e c o n s i d e r a b l y lower t h a n sensed d u r i n g b o o s t when r a t e s of 3.2, 1.2 and 10.7 d e g / s e c were s e e n f o r f r e q u e n c i e s on t h e o r d e r of 15-35 Hz. �(3) P o s t f l i g h t Guidance Analysis The guidance aqd n a v i g a t i o n s ys tern performed v e r y s a t i s f a p f o r i l y d u r i n g a l l p e r i o d s of f l i g h t f o r which d a t a a r e a v a i l a b l e , The b o e s t n a v i g a t i o n and guidance schemes were p r o p e r l y execyted and t e r m i n a l parameters f ~ bro t 4 parking o r b i t and TLI were v e r y good. A l l t a r g e t parameters were s a t i s f a c t o r i l y achieved and o r b i t a l o p e r a t i o n s were nominal. The v e h i c l e f l e w p s l i g h t l y f l a t t e r p r o f i l e than p r e d i c t e d . A t 6-IC OECO, the v e h i c l e a l t i t u d e was l e s s than p r e d i c t e d and t h e t o t a l v e l o c i t y g r e a t e r . The r e s u l c i q g optimum f u e l usage t r a j e c t o r y determined by t h e t!@G f l i g h t pyogray wets p r e d i c t a b l e and r e s u l t e d i n s a t i s f a c t o r y end c o n d i t i o n s . The ggidaqee h@rdvataze c ~ m p ~ n e n tosp e r a t e d as deeigned. ~ r b i t a ft e l e m e t r y i n d i c a t e d gypo d r i f t s were w e l l w i t h i n s p e c i f i c a t i o n s . Telemetry from the LVaC i n d i c a t e d t h a t i n e r t i a l r e f e r ence was s t i l l being n a i n t a i n e d a f t e r 7 haurs of f l i g h t . V e l o c i t y c ~ m p a r i s ~ nwsi t h t h e f i n a l p a s t f l i g h t t r a j e c t o r y i n d i c a t e v e r y gqod cpapar$sone f o r t h e b o o s t t a p a r k i ~ go r b i t t r a j e c t o r y . The comparisons a r e ~ e l a t i v e l ygosd f o r t h e a e ~ o n dS-IVB burn. The d i f f e r e n ~ eprobably r e s u l t s more from t r a j e c t o r y d a t a than t h e LVnCi Rowewer, campanent d i f f e $ a n c e a do 9esulF from a prpgrwmed v e p t i n g p r o f i l e used d u r i n g p a r k i n g o q b l t , The tatal v e l o c i t y change d u r i n g second S-IVB burn as computed by t h e LVQG was 2.2 mdsec g r e a t e r t h a n s h o r n by t h e p o s t f l i g h t t r a j e c t o r y . The v e l a c i t y change as measured by t h e ST-124-M-3 p l a t f o r m system w4s w i t h t n 0.05 m/sec of t h e o p e r a t i o n a l t r a j e c t o r y v a l u e f o r t h e second S-TVB hu'rq mode. ( 4 ) P o s t f l i g h t C l u s t e r e d Engine P r o p u l s i o n Analysis The S-IC c l u s t e r e d engine p r o p u l s i o n a n a l y s i s was made by Boeing H u n t s v i l l e (TBC) u s i n g t h e i r r e c e n t l y developed g r a p h i c s d i s p l a y c g p a b i l i t y . The g r a p h i c d i s p l a y has proved t o be a v e r y u s e f u l t o o l t o speed t h e p r o p u l s i o n a n a l y s i s . It has enabled TBC t o meet t h e i r d e l i v e r y schedule although the f i r s t propulsion reconstruction d a t a tape from R-P&VE had erroneous d a t a . A p r e l i m i n a r y d r a f t of t h e f i n a l r e s u l t s of t h e i r a n a l y s i s has been r e c e i v e d ; t h e f i n a l r e p o r t w i l l be p u b l i s h e d by 35 days a f t e r launch. �(1) Emergency D e t e c t i o n System Analysis The TBC Document No. ~5-15555-4B, "Saturn V Launch Vehicle Emergency D e t e c t i o n Sys tem A n a l y s i s , SA-504," r e c e i v e d January 13, 1969, has been reviewed. Comments were s e n t t o TBC, and t h e r e v i s e d document should be d i s t r i b u t e d i n e a r l y February. The F l i g h t Mechanics Panel Document No. 69-FMP-1, "AS-504 Mission D , Apollo 9, Emergency D e t e c t i o n System (EDS) and F l i g h t Dynamics L i m i t s , ' ' i s b e i n g reviewed. D i s t r i b u t i o n i s planned f o r e a r l y February. (2) Dynamics Analysis and Wind Limits The dynamics a n a l y s i s document was d e l i v e r e d by TBC on January 30, 1969. The i n f l i g h t wind l i m i t s a r e p r e l i m i n a r y ; updated ones based on t h e l a t e s t t r a j e c t o r y and s t r u c t u r a l d a t a should be d i s t r i b u t e d i n e a r l y February. (3) Abort and A l t e r n a t e Mission Analysis The S a t u r n AS-504 Launch Vehicle O p e r a t i o n a l Abort and A l t e r n a t e Mission T r a j e c t o r y document was d e l i v e r e d January 30, 1969, on s c h e d u l e . The document, now being reviewed, should be ready f o r d i s t r i b u t i o n i n February. No S-IVB s t a g e PU f a i l u r e a n a l y s i s was performed d u r i n g f i r s t burn s i n c e e a r t h parking o r b i t (EPO) can b e a t t a i n e d w i t h a PU f a i l u r e t o any p o s i t i o n . This b e i n g a "D" m i s s i o n , i t was f e l t t h a t a n o u t - o f - o r b i t S-IVB PU f a i l u r e a n a l y s i s w a s n o t n e c e s s a r y . Also, EPO can b e a t t a i n e d f o r S - I 1 s t a g e mT f a i l u r e t o any p o s i t i o n . On AS-203, w i t h a 30 low performing v e h i c l e and a Z-accelerometer f a i l u r e b e f o r e 280 seconds, t h e S-IVB s t a g e f a i l e d t o a c h i e v e a 75 n.m. p e r i g e e . For AS-504, t h e S-IVB s t a g e can a c h i e v e a 75 n.m. p e r i g e e f o r a Z-accelerometer f a i l u r e a t any time. On AS-503, w i t h a 30 h i g h performing v e h i c l e and a n X-accelerometer f a i l u r e b e f o r e 80 seconds, t h e S-IVB s t a g e f a i l e d t o a c h i e v e a 75 n.m. p e r i g e e . For AS-504, w i t h a 30 low performing v e h i c l e and a n X-accelerometer f a i l u r e b e f o r e 60 seconds, t h e S-IVB s t a g e f a i l s t o a c h i e v e a 75 n.m. parking o r b i t . J Abort and a l t e r n a t e m i s s i o n p r e s e t t i n g s f o r t h e LVDC f l i g h t program were checked and s u p p l i e d t o R-ASTR a s scheduled. �c. General (1) 6?D p a j e c t q r y C a p a b i l i t y Development S i n c e t h e dgcfsj.on w a s made t o g o t o a s i n g l e 6-D t r a j s c c p ~ ys i p u l a t i o n p r o g y p on t h i Upivac 1108 f o r u s e w i t h i n t h e d i v i s i ~ p ,puch p l a l ~ n i n gand o r g a n i z a t $ o n have been accpmplished. The gchedule goy t h e n y j o r m i l e s t p n e ~is shown Date - Capab il i f y . -. '1°C " o p e r a f i o n a l t r a j e g f ~ f@9-505) ~ Reg$- tra j e c t ~ p ySuPPoyt: (48-505) PSM p i e d t o OT degk February 15 March 15 April 1 The a t p t u ~pg t h e a p e r a t i o n a l t r a j e c t o r y is a s follows: (a) A l t h ~ u g hR-FOMP p e r s q n n e l have worked v e r y hard t o c o n v e r t t h e p r e s e n t ~ A A Mdeck fit h e Upivac 1108, v e r y l i t t l e p r o g r e s s ha9 been made thus f a r . The d i f f i c u l t i g s a r e w i t h t h e systetp and a r e somewhat random. Thg encqprag$n& a s g e F t of t h i s is t h e e x c e l l e n t t u r n around pn t h e Urliva5: 1108. ( Chepko~kpf t h e IGM mqdule f o r S _ I ~ b u is~ ~ ~ n f i n u j npr, g t h e IBg 7994 slM c q p l e t e thrqygh $-IVB r e i g p i t i a n . To p s q i s t ip t p i s chqpkqyFI rgry@!4 as f o r fqcpyd prqbiems, ~ ~ ' I c $ I r a u t i s e whiph can r)m indepegdeptly of php 6-0 t r a j e c t o r y ' brogram i s being prepared. (c) Berssnnel have been a s s i g n e d t o e s t a b l i s h she c a p a b i l i t y t o a c c e p t a P&VE p r o p u l s i o n t a p e and t o o u t p u t a B7 t a p e , and t h e work w i l l ' q o o n begin. The d e t a i l e d t a s k s r e q u i r e d f o r t h e o t h e r m i l e s t o p e s have been d e f i n e d , and p e r s o n n e l have been a s s i g n e d . Considera b l e planning must be done i n t h e do~um-entationand d a t a c o o r d i n a t i o n prqcpdures. (2) S-IC Engine-Out Chi-Breeze Schedule The AS-504 c h i - f r e e z e s c h e d u l e f o r a n S-I€ s t a g e engine f a i l ~ r ewas n o t p r o p e r l y implemented i n t h e Launch Vehicle D i p j F a l Computer (LVDC), I f a n engine were t o f a i l b e f o r e T1 14 secs., t h e LVDC would compute t h e l e n g t h of c h i - f r e e z e based on a T1 14-secpnd englpe f a i l u r e . This could r e s u l t i n t h e c h i - f r e e z e d u r a t i o n being ~ e a y by ~ das much as 9.6 geconda. A s t q d y was made t o d e t e r q i n e t h e e f f e c t of t h e s h o r t e r c h i - f r e e z e on e a r l y F-1 engine f a i l u r e s . For ~ p g $ p a lwinds, b o t h t h e A S ; ~ O ~and AS7505 v e h i c l e s would l o s e c o n t r o l 4ufCng S-IC pqwered f l i g G t f o r a lower c o n t r o l engine f a i l u r e b e f o r e + + �approximately T1 + 6 seconds. The most obvious s o l u t i o n t o t h e c o n t r o l problem would be t o change t h e LVDC l o g i c and corresponding hardware t o p r o p e r l y implement t h e p r e s e n t c h i - f r e e z e schedule. However, because of l a c k of time, t h i s change could n o t be made on t h e AS-504 and AS-505 v e h i c l e s w i t h o u t a d e l a y i n t h e launch s c h e d u l e s . An a l t e r n a t e s o l u t i o n , a l t h o u g h i t i s n o t as d e s i r a b l e , would be t o change t h e c h i - f r e e z e schedule. It has been v e r i f i e d t h a t a'60-second c h i - f r e e z e d u r a t i o n , f o r a n F-1 engine f a i l u r e b e f o r e TI 14 seconds, would s o l v e t h e cont r o l problem. This s o l u t i o n has been implemented on t h e AS-505, and is now scheduled f o r t h e AS-504. A memorandum recommending that: t h e LVDC l o g i c and a s s o c i a t e d hardware be modified on t h e AS-506 and subsequent v e h i c l e s t o permit t h e use of t h e d e s i r e d c h i - f r e e z e s c h e d u l e , has been s e n t t o R-ASTR-NG. + (3) Navigation Update A n a l y s i s The Boeing document No. 5-9600-H-160, "SSR-216, Navigation Update C a p a b i l i t y Checkout," December 16, 1968, w a s r e c e i v e d . S i n c e t h i s document is v e r y l e n g t h y , a summary (Memo No. R-AERO-FF-1-69) i s being d i s t r i b u t e d . The n a v i g a t i o n update a n a l y s i s i n d i c a t e s t h a t l u n a r l a n d i n g m i s s i o n f a i l u r e s a r e reduced by performing a n update i n e a r t h p a r k i n g o r b i t . Assuming t h e "present" (45 m/s) midcourse AV budget, 3200 f a i l u r e s (per m i l l i o n f l i g h t s ) a r e reduced t o 2500. I f t h e "proposed" (18 m / ~ )budget i s used, 15400 f a i l u r e s a r e reduced t o 3360 failures. S e v e r a l items concerning n a v i g a t i o n update s t i l l need t o be i n v e s t i g a t e d . One i s t h e e f f e c t of manual c u t o f f s t o p r e v e n t e x c e s s i v e overspeeds. Another is t o determine t h e AV budget r e q u i r e d t o reduce f a i l u r e s t o a more d e s i r a b l e l e v e l . (4) P r o p u l s i o n S i m u l a t i o n Module (Operations Research, I n c o r p o r a t e d (ORI) ) S e v e r a l m o d i f i c a t i o n s have been made t o t h e SPED- PSM computer program t o enhance i t s u t i l i t y . ( a ) The i n f l u e n c e c o e f f i c i e n t model was a l t e r e d s o t h a t Rocketdyne i n f l u e n c e c o e f f i c i e n t s f o r PU v a l v e a n g l e , m i x t u r e r a t i o , and c h a r a c t e r i s t i c v e l o c i t y c o r r e c t i o n could b e used d i r e c t l y . (b) The i n f l u e n c e c o e f f i c i e n t model was provided w i t h a n independent v a r i a b l e f o r use i n performing p e r t u r b a t i o n a n d / o r dispersion analyses. �(c) The engine model was provided w i t h a b i a s and s c a l e f a c t o r a r r a y t o a i d i n compensating f o r n o n l i n e a r i t i e s and d a t a incompatibil i t i e s . A l l of t h e s e modifications have been programmed, checked o u t , and documented. (5) S t u d i e s i n the Theory and A p p l i c a t i o n of Kalman F i l t e r i n g Two r e p o r t s have r e s u l t e d from a c o n t r a c t w i t h t h e Univac Federal Systems D i v i s i o n of Sperry Rand. The f i r s t r e p o r t , " I n t r o d u c t i o n t o Kalman F i l t e r i n g , " is a survey of the t h e o r e t i c a l developments l e a d i n g t o Gauss's l e a s t s q u a r e s , Markov's minimum v a r i a n c e s t a t i s t i c a l e s t i m a t i o n theory, t h e Wiener f i l t e r , and t o t h e u n i f i e d e x t e n s i o n t o t h s Kalman f i l t e r , A step-by-step computational procedure f o r the Kalman f i l t e r is developed w i t h s e v e r a l s p e c i f i c a p p l i c a t i o n s given. The r e p o r t includes an exten'sive l i s t of r e f e r e n c e s . The second r e p o r t , "Survey of E r r o r Sources f o r Estimates i n Kalman ~ i l t e r i n g , " i d e n t i f i e s t h e causes and e f f e c t 8 t h a t lead t o v a r i o u s e s t i m a t e e r r o r s and d i s c u s s e s t h e v a r i o u s methods t h a t have been proposed f o r t h e i r treatment. These methods a r e derived i n d e t a i l using a n o t a t i o n comp a t i b l e w i t h t h e former r e p o r t . The problem of d a t a s a t u r a t i o n is explored, and s e v e r a l approaches f o r salutian are developed. C. Tracking and O r b i t a l Analysis Branch 1. Saturn V AS-503 C t Mission a. (1) A s h i p - t r a c k i n g and communications a n a l y s i s was i t e r a t e d s e v e r a l times b e f o r e a f i n a l s e t of coordinates f o r t h e s h i p s The f i n a l a n a l y s i s was documented i n memorandum was e s t a b l i s h e d R-A.ERO-FT-50-68. . (2) The S-IVB s t a g e was s u c c e s s f u l l y perturbed by l u n a r g r a v i t y t o a c h i e v e a h e l i o c e n t r i c o r b i t . This l u n a r g r a v i t y pert u r b a t i o n caused a s l i n g s h o t e f f e c t by adding s u f f i c i e n t v e l o c i t y t o the S-IVB s t a g e t o achieve a n e a r t h escape v e l o c i t y (C3 w i t h r e s p e c t t o the e a r t h > 0). O r b i t parameters of t h e s t a g e a t p e r i c y n t h i o n (lunar c l o s e approach) a r e a s follows: �D i s t a n c e t o c e n t e r of moon Distance t o lunar s u r f a c e O r b i t i n c l i n a t i o n t o l u n a r equator D e c l i n a t i o n o r l a t i t u d e of c l o s e approach subpoint* Longitude of c l o s e approach s u b p o i n t (pos e a s t ) * Approximate time of c l o s e approach Dec, 24, 1968 3000 km 1262 km 44-56" 0.4" 79.6" 10: 50 U.T. These parameters a r e based on a Goddard Space F l i g h t Center v e c t o r f o r t h e S-IVB s t a g e on ~ e c e m b e r22 a t 0100 U.T. This v e c t o r was determined u s i n g t h e b e s t t r a c k i n g i n f o r m a t i o n a v a i l a b l e (Unified S-Band t r a c k i n g of t h e S-IVB s t a g e from s t a g e p a s s i v a t i o n u n t i l l o s s of CCS s i g n a l due t o b a t t e r y l i f e t i m e t e r m i n a t i o n ) . The h e l i o c e n t r i c o r b i t of t h e S-IVB s t a g e is a s follows : Semimajor a x i s Aphel i o n Perihelion Eccentricity I n c l i n a t i o n t o e q u a t o r i a l plane Period V e l o c i t y a t aphelion** V e l o c i t y a t peri2Elion** Average v e l o c i t y " " b. AS-504 "D" 1.428 x l o 8 km 1.4774 x lo8 km 1.3795 x lo8 km 0.03427 23.47" 340.8 days 29.45 kmlsec 31.54 km/sec 30.5 km/sec Mission ( I ) The t r a c k i n g and communications a n a l y s i s has been completed and d i s t r i b u t e d . +\ (2) Magnetic t a p e s of l o o k a n g l e and o t h e r s u r v e i l l a n c e d a t a have been t r a n s m i t t e d t o TBC, MSC, IBM, MDC, NAA, and John Hopkins U n i v e r s i t y . These u s e r s a r e s u p p o r t i n g R-ASTR i n t h e i r a n a l y s e s . *Referenced t o a moon-centered c o o r d i n a t e system d e f i n e d a s : X-axis p o i n t s from moon c e n t e r t o e a r t h c e n t e r (moons z e r o l o n g i tude l i n e ) . z - a x i s p a r a l l e l t o e a r t h a x i s of r o t a t i o n (through North P o l e ) . Y-axis forms right-handed system. **These v e l o c i t i e s a r e w i t h r e s p e c t t o t h e s u n and a r e v e r y s i m i l a r t o t h e v e l o c i t i e s of t h e e a r t h about t h e sun s i n c e t h e S-IVB'S o r b i t and the earth's o r b i t a r e very similar. �( 3 ) A memorandum on t r a c k i n g and cotmnu~ications a c q u i s it i o n and l o s s d a t a f o r a l t e r n a t e m i s s i o n s of t h e launch v e h i c l e has been prepared. ' ( 4 ) ~ n a t y s i shhd been performed t o i n s u r e nb S-IVB impzict, of t h e mdon, A 1 1 d2itei, laurfch times, and azimukh windows i n d i c a t e t h a t the S-IVB W i l l n o t impact t h e inobn on a ndminal m i s s i o n , For t h e contingency mi9sion With afily bne burn, the S-IVB does pass i n t h e v i c i n i t y of t h e &on, b u t a g a i n no impaktii werk i d e n t i f i & d , t h e c l o s e s t approach t o t h & boon bking approximately 5b,00O k i l o m e t e r s . (1) an g'sR hds t h e n sFg6bd w i t h TBC Fd p r b t i d e p r o p & r a t t i t u d e s and tbh &V r e q h i i e d fur t h e &t$g& t o s l i & e l i t l t , t h e htbon. $i-&linikridky ?e&bik8 Wgre $ i \ f k h t b k-Am# &fid R-P&& t d hfibblb thzSit a n a l y s e s t o coritihiie. ?hes& prkiihifiai-jr fjardihgterg inf&e' d = l l b O akid nv = 40 rntl!!ec. A f 8 a k i b i l i t y dtudy vaB &rforrned dri t h e p 6 d s i b i l i t y of k o n t t o l l i n g t h e g a r t h r e e n t r y of t h e s - W ~s t a g e fkom a 100 n.thi. o r b i t . The s t u d y d & ~ u m e dt h e d& on a l d a r m i s s i o n s e p a r a t e d f r m t h e , S - ~ i T f f i n e a r t h b r l i i t ; and thS drage e ~ d i dBe r e e n t e r e d b$ & i t h e r f e i g n i t i n g t h e S-IVB o r By a cold dd&p 8f tHe p f ~ h 8 1 . f a n t s d ~ r e l f h i n a ri n~ v e s t i gatioris show k h d t e i t h e r dead3 k b b i d be ddkd t o r e b h t e k khe S-IVB i n t b an ocean a r e a t o minimize t h e hdsayds of o r b i t a l d e b r i s . However, t h e irripact f o o t p r i n t could be g r e a t l y reduced by r e i g f i i t f n g t h e s t a g e and a p p l y i n g a much l a r g e r e q u i v a i e n t retro-AV. Orbftirl decay and l i f e t i t t r e s f o r v a r i o u s f l i g h t a b o r t s and e a r l y f l i g h t t e r m i n a t i o n s on t h e AAP m i s s i o n a r e being i n v e s t i g a t e d . These s t u d i e s , t o b e used t a dete*mine madimum d e l a y s which could occur ahd s t i l l complete t h e b a s i c c o r e missitjn, i n c l u d e u s i n g only a nominal decay w i t h b o o s t c a p a b i l i t i e s of t h e fdllow-on CSM~s. R e s u l t s of t h e s e deeay and l i f e t i m e a n a l y s e s w i l l be documented by memorandum. �D. F l i g h t Mechanics Branch 1. Saturn V a. AS-503 C' Mission (1) Operational T r a j e c t o r y : The f i n a l p u b l i c a t i o n of t h e Boeing Company's Operational T r a j e c t o r y f o r ~ e c e m b e r l ~ a n u a rwas y received and d i s t r i b u t e d approximately 10 days before launch. Although t o o l a t e t o s e r v e a s a g e n e r a l r e f e r e n c e f o r t h e Apollo 8 mission, i t w i l l be t h e b a s e l i n e a n a l y s i s f o r subsequent lunar mission o p e r a t i o n a l trajectories. (2) Targeting: The a c t u a l r e s u l t s of t h e Apollo 8 t r a n s l u n a r i n j e c t i o n (TLI) powered f l i g h t , with t h e p r o j e c t e d required midcourse of approximately 6 f e e t per second computed i n r e a l time by MSFN (Manned S p a c e f l i g h t Network), has proven t h e Saturn V launch v e h i c l e s y s tem c a p a b i l i t y t o perform t h e l u n a r mission. I n p a r t i c u l a r , t h e hypers u r f a c e concept, t h e mode of t a r g e t i n g ( i . e . , g e n e r a t i o n of t h e numerical c u t o f f c r i t e r i a and t h e IGM s t e e r i n g concept and implementation) and t h e innumerable s i m u l a t i o n models a r e no longer s u b j e c t t o t h e q u e s t i o n of whether a b a s i c flaw e x i s t s . However, t h e p o t e n t i a l of unknown cons t r a i n t s , e s p e c i a l l y i n t h e t a r g e t i n g a r e a , s t i l l e x i s t s . The r e a l l e s s o n from t h i s mission a n a l y s i s i s t h e establishment of "for r e a l " procedures of g e n e r a t i o n and v e r i f i c a t i o n . Basic flaws d i d e x i s t here i n t h e c o n t r a c t o r check procedures, a s exampled by t h e 17-second e r r o r i n e s t a b l i s h i n g t h e Apollo 8 launch window. Steps a r e being taken t o expose t h e p o t e n t i a l t a r g e t i n g t r o u b l e a r e a s (i.e., l u n a r d e c l i n a t i o n s g r e a t e r than t h e launch l a t i t u d e and h i g h l u n a r c l o s e approach d i s t a n c e s ) and t o produca procedures which w i l l p o s i t i v e l y check t h e t a r g e t i n g a c t i v i t i e s . On t h i s mission, 15 d a i l y windows were t a r g e t e d . (3) The E a s t e r n T e s t Range placed t h e a d d i t i o n a l requirement of many contingency t r a j e c t o r y s i m u l a t i o n s b e f o r e a f l i g h t waiver was g r a n t e d . Again, being t h e f i r s t Apollo v a r i a b l e azimuth launch, and a l s o p o t e n t i a l l y t h e most s o u t h e r l y f l i g h t azimuth, t h e range s a f e t y a n a l y s e s f o r t h i s mission should s e r v e a s b a s e l i n e a n a l y s i s f o r a l l Saturn V launches i n t h e 72 t o 108 degree f l i g h t azimuth s e c t o r . ( 4 ) The low payload requirement f o r t h i s mission reduced t h e s i g n i f i c a n c e of t h e f l i g h t performance r e s e r v e requirement g e n e r a t i o n , except as a b a s e l i n e f o r f u t u r e l u n a r missions. The midcourse requirement envelopewas of more concern and i n t e r e s t and w i l l probably s e r v e a s t h e b a s e l i n e f o r f u t u r e Apollo lunar missions. �(5) Real Time T r a j e c t g r y Support: While the m i s s i o n experienced no contingency'sl't'uatcon which might h u l y e x e r c i s e t h e assessment c a p a b i l i t y of f h e 1n-f l $ h t T r a j e c t o r y Teay, t h e time l i n e of a c t i v i t y was extremely smooth. --y--* (6) Slj. g h a t . The concept and implementatioq of t h e s l i n g s h o t methpd Q£ S - I n i s p b s a l was s u c ~ e s s f u l l ydemonstrated. Reasonably r g l i a b l e gigpoqal of t h e S-SVE s t a g e should npxq g x i s t f o r f u t u r e l u n a r mieqionq. ( 7 ) F l i p h g E e r f o r q n c e f n ~ e n t i v e : F l i g h t performance i n c e n t i v e c r i t e r i a were'es'r'blY$bed $or t h ' k X $ - 1 C (Boeing) , S-IVB (McDonnell Douglas], an4 IU [ I n t e r n g f $ o n a l Business Machines). C o ~ t ~ a c t u na el g p t i a Cipns between TO qpd Boaiqq did n a t culmipate i n a f l i g h t p e y f a r w n c e agreement f o r migsioq, It wap n e c e s s a r y , dqe t o t h e v a y t q b l p a z i q u t h f e a t u r e , Po e~t a k l i g h q '!pop t ~ l a u n c ho p e r g t i o n a l t r a j e c ~ o y y l ' i n o r d e r t o have a b a s a l i q e f o r compariqqn. . A O ~ 5 0 4"D" Misgion ( 1 ) C&eggti~qg$ T r a j e p t q ~ y : The docupeqped a n a l y s i s r ~f +aunch pad from was r e l e a s e d on 16 ~ ~ c e m 6 ; r19q"d". ~ u b ~ e q b e n tcharlge " R J I go "A" pn Coqplex 39, p i u s an p p d g ~ gpf p ~ ~ p u l s i ogata n has resglted i a a t r a j e c t o r y y p d ~ f e . Th&g ~ 5- 1 1ka rplaased a p p r ~ q & ~ t e ! y 3 0 J3;jnuqry, a i t h o p g h t h e b a s i c a n a l y s i s i n Ehe e a s / b e g docwnegt w L ) l s t i l l be vaf i d . i( (2) Digpgrsioq Anqlysipr This docqment i s n e a r l y ready f o r d is t r i b u t t o p m c = 6 $ r g i p problem e x i s t g f o r e i t h e r c ~ m p l e t i o nof t h e t h r e e primary S - I D s t a g p burns t o egcape o r t h e two contiqgency 9-IVB s t a g e burns t o escape, (3) S e Safety: The range s a f e t y analys'es f ~ t rh i s v e h i c l e have been publ%sKe,d ( k i d - ~ a n u a ~ y )a,l o p g w i t h s e v e r a l a d d i t i o n a l cages r e q y e ~ t e dby t h e E a s f e r n T e s t Raqge. No a d d i t i p n a l e f f o r t i s a n r t c i p a t e d r e s u l t i n g f r w t h e chang,e i n launch pads. (4) Guj-dance P r e s e t r i n g s : The guidance p r e s e t t i n g s were t r a n s m i t t e d t o ~ s t f i b n i c b oh 2 f GbvGmber 1968. A s is t y p i c a l w i t h t h i ~d e l i v e r y , i p s u f f i c i e n t time was a v a $ l a b l e t o v e r i f y them inhouse prior t o transmittal. S e v e r a l follow-up meetings were held t o c l a r i f y d e f i n i t i o n s and, i n some c a s e s , t o modify some numbers. �c. AS-505 "F" Mission (1) O p e r a t i o n a l T r a j e c t o r y : An i n t e r i m r e l e a s e of t h e o p e r a t i o n a l t r a j e c t o r y document is due on February 11, 1969. This w i l l c o n t a i n d a t a o n l y f o r t h e f i r s t 4 d a i l y windows i n May. The f i n a l r e l e a s e , due March 15, 1969, w i l l be comprehensive f o r t h e 6-day windows of b o t h May and June. The J u l y o p p o r t u n i t y , n o t y e t d e f i n e d , w i l l b e worked on a two-month turnaround b a s i s o n l y i f a May launch does n o t occur. (2) T a r g e t i n g : T a r g e t i n g i s complete and d a t a t r a n s m i t t e d f o r t h e 17 May window, o n l y , w i t h t h r e e a d d i t i o n a l days of May t o be d e l i v e r e d on 27 January. The remainder of May and June a r e due February 14. The nominal midcourse c o r r e c t i o n r e q u i r e d i s i n s i g n i f i c a n t . Note t h a t S p a c e c r a f t Reaction Control System (RCS) margin f o r t h i s m i s s i o n i s much more c o n s t r a i n e d r e l a t i v e t o Apollo 8 a s a r e s u l t of t h e presence of t h e LM. (3) Guidance P r e s e t t i n g s : Guidance p r e s e t t i n g s were t r a n s m i t t e d ( l a u n c h d a t e independent) t o A s t r i o n i c s on January 23, 1969, i n accordance w i t h s c h e d u l e requirements. 2. AAP CCSD has been a u t h o r i z e d t o proceed on range s a f e t y a n a l y s e s i n s u p p o r t of m i s s i o n a n a l y s e s f o r AAP-1, -2, and - 4 . The b a s i c g o a l is t o a c h i e v e p r e l i m i n a r y range s a f e t y approval f o r t h e s e m i s s i o n s by mid-summer . 3. Quick Response T a r g e t i n g Program (QRTP) Conversion t o t h e Univac 1108 computer system h a s been achieved f o r t h e midcourse c o r r e c t i o n r o u t i n e of t h i s program. The t a r g e t i n g r o u t i n e w i l l be checked n e x t . If t h i s program i s o p e r a t i o n a l i n time, t h e "F" m i s s i o n t a r g e t i n g f o r t h e J u l y o p p o r t u n i t y w i l l be attempted a s b o t h a checkout and a l s o a s o p e r a t i o n a l s u p p o r t i n t h e e v e n t of a launch s l i p . �BIBLLOGRAPHY 1. NASA TN D-4963, "The I n f l u e n t i a l Aspects Of Atmospheric D i s t u r b a n c e s on Space Vehicle Des i g n Us i n g S t a t i s t i c a l Approaches f o r A n a l y s i s , I t January 1969. 2. A U A Paper No. 69-58, "A Study of S a t u r n AS-502 Coupling L o n g i t u d i n a l S t r u c t u r a l V i b r a t i o n and L a t e r a l Bending Response D~rlttlgBoost," p r e s e n t e d a t A W 7 t h A@rospaice S c i e n c e s Meeting, New York, New York, J a n u a r y 20-22, 1969. 3. TR-795-8-420, "Dynamic A n a l y s i s of ~ k n g e dF l e x i b l e Space V e h i c l e s , " C o n t r a c t MdS8-20082, M o r t r o n i c l l R u h t s v i l l e . 4. TR-795-8-498, "An I n v e s t i g a t i o n of S a t u r n VIS-IC S t a g e Coupled Long Feud i n a l i3 t r u c t u r d l V i b r a t i o n whd L a t e r a l Bending Response During Boost Ff i g h t , " Mortlronfcs/Humltaville, 5. A E R 0 - ~ ~ - 1 4 4 - 6 8 ,"Saturn V O f f i c i a l Dynamics Data," December 23, 1968. 6. R-AERo-DD-~~~-& ttljynopsis &, of POGO A c t i v i t i e s 7. R-AERO-DD-148, " ~ f f i c i a lDynamic Data f o r AS-504, Mission "D", A f t e r Payload S e p a r a t i o n , " J a n u a r y 7, 1969. 8. R-AERO-DD-1, " U P S t r u e t u l a l DynarrllLci~Data," J a n u a r y 24, 1969. 9, 8-AERO-DD-2, "Technical E v a l u a t i o n of Propo6als Received i n Response Advanced Subs t r u e t u r ing ~ e c h n i ~ u .eI f k t o RFQ DCN 1-9-75-10045 10. R-AERO-DCC-12-68, " P r e l i m i n a r y Rigid Body C o n t r o l Responses f o r t h e S a t u r n IB, AAP-2 M i s s i o n , f o r M r c h 1 and Near-IECO," Dec. 1 8 , 1968, 11. R-AERO-DCC-~~-~S, "Wind Tapes f o r GPS High Speed Analog Computer," December 1 0 , 1968. 12. R-AERO-DCC-14-68, 1968. ,It December 11, 1968. S-IVB - "Ag-503 C ' M i s s i o n , Vehicle S t a b i l i t y , " December 1 8 , I 13. IN-AERO-68-7, "Discuss i o n of Manual C o n t r o l Problems , I t DecesnbG 27, 1968, James H. Colmon. 14. IN-AERO-69-1, "Aerodynamic Design and C a l i b r a t i o n of t h e MSFC Thermal Cobd Flow Duct," J a n u a r y 9, 1969, K , D, Acoustic J e t F a c i l i t y Johns t o n , W-AERO-A, and W. C. Tidmore , Nor throp-Nor t r o n i c s H u n t s v i l l e 15. - TM X-53813, "The Use of a Ground-Baged MultPple-Beam D e t e c t o r i n Crossed-Beam Atmospheric Experimentation," J a n u a r y 30, 1969, W. H. Heybey. . �APPROVAL L: /&<./>,+.A, E . D. G e i s s l e r D i r e c t o r , Aero-Astrodynamics Laboratory DISTRIBUTION R-AERO-DIR Dr. G e i s s l e r M r . Jean Mr. B u t l e r R-AERO-R Mr. B e a n ( 4 ) Mrs. H i g h t o w e r Mrs. P e t t u s R-AERO-T Mr. M u r p h r e e Mr. C u m m i n g s Dr. Heybey Mr. J a n d e b e u r Dr. K r a u s e Mr. N a t h a n Mr. Few M r . von P u t t k a m e r R-AERO-P R-AERO-D R-AERO-A R-AERO-G R-AERO-Y R-AERO- F R-AERO-X PAO, M r . K u r t z R-DIR, MS-H, I-V-P, Mr. W e i d n e r M i s s J e r r e l l (3) Mr. P r i c e � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000049 Title A name given to the resource "Aero-Astrodynamics Laboratory Bimonthly Progress Report: December 1968 - January 1969." Creator An entity primarily responsible for making the resource George C. Marshall Space Flight Center Date A point or period of time associated with an event in the lifecycle of the resource 1969-02-01 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) NASA space programs Project management Type The nature or genre of the resource Progress reports Text Source A related resource from which the described resource is derived Saturn V Collection Box 30, Folder 20 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000027_000050 https://digitalprojects.uah.edu/files/original/20/997/spc_stnv_000050.pdf 09a1d1c6d68b9534213e2a76fef3a7b7 PDF Text Text ShTC'rN tI:STORY DOCl_!f.:ENT L j n l v ~,slty 06 b ,. kens Kc--c- c ! ~institute , tlistciy Science G l ' e c l , n s i ~Group ~~ ---------- Da@ AEROSPACE VEHlCLE SIMULATION AND CHECKOUT J. W. Moore Quality & Reliability Assurance Laboratory Marshall Space Flight Center Huntsville, Alabama J. R. Mitchell Quality & Reliability Aesurance Laboratory Marshall Space Flight Centat Huntsville, Alabama 4 H. H. Trauboth Computation Laboratory Marshall Space Flight Center Huntsville, Alabama The advancement of the space age into increasingly complex and ambitious miesions r e quiring the development and operation of more sophisticated and intricate 'launch vehicles has generated numerous problem areas. The purpose of this paper i s to: define the Aerospace Vehicle Simulation; discuss the relationship of this simulation to the major problem a r e a s of checkout; describe the development and implementation of this simulation system; indicate multiciscipline applications to present and future programs. Introduction The advent of the Apollo missions and the ever increasing traffic of men and equipment into the world of space will and i s requiring the development and operation of more sophisticated and intricate space vehicles. Among the myriad difficulties created by these vehicles i s how to e s tablish knowledge of their existing conditions; i. e., the checkout of these complex space vehicles. Concepts, techniques and methods for improving checkout of complex systems have and continue to be the subject of numerous studies and investigations and considerable progress has been made in this area. A concept which i s being pursued by National Aeronautics and Space Administration (NASA)/Marshall Space Flight Center (MSFC) i s the development of a &ital simulation of aerospace vehicles. This concept shows immense promise in the benefits that i t can offer not only in alleviating the problems a s sociated with aerospace vehicle checkout but also in a number of other a r e a s of the aerospace program such a s hardware design and analysis, mission analysis and configuration management. In order to s e t the stage t o indicate the manner in which an aerospace vehicle simulation can a s s i s t in the solution of the checkout problems, it would be appropriate to f i r s t consider just what a r e the primary a r e a s of difficulties attendant to a checkout of a present day aerospace vehicle. The list of checkout problems enumerated and discussed here is not intended to be all inclueive but only to show the nature of the problems encountered in performing the checkout operation. Possibly the f i r s t and foremost difficulty encountered i s that of obtaining a thorough analyeie of the vehicle's functional systems. Essentially most of the other problems encountered in checkout a r e based on the lack of an adequate knowledge of how the vehicle's subsystems operate and/or the operation of the supporting ground equipment. The present mode of operation in the checkout field does not always allow the checkout engineers to become a s intimately knowledgeable of the performance of the systems a s i s desirable, Thus a system i s needed that would provide checkout personnel with all the available information on the system's operation and performance ,and aid in the actual system and circuit analysie. One of the major jobs of the checkout engineer i s the establishment of the test requirements for the vehicle system and subsystems. This task involves the determination of what system o r subsystem parameters o r characteristics to check and when in the checkout sequence they should be monitored. Also entailed here is how much testing is necessary to insure the adequacy of operation of the system; i. e., will end-to-end testing be sufficient a t some stages in the checkout operation o r i s detailed component or subsystem testing required. This problem relates back to a thorough analysis of the system o r subsystem and a determination of its reliability and criticality in relationship to the mission. The generation and evaluation of test procedures and/or test programs has always been one of the most tedious and time consuming tasks faced by the checkout personnel. Once it has been decided what to test and when to test, we must then determine how the c i r h i t o r subsystem will be tested. The selection of the proper �stimuli and the o p t h u m point to apply it, the s e lection of the t e s t points a t which measurements will be made, and the proper correlation of the response to the stimuli and the establishment of the proper sequence to test, a r e a l l factors which make the generation of t e s t programs an exacting science today. It i s required that checkout personnel have a c c e s s to a system which would allow them to vary and evaluate these factors without entailing the buildup of expensive hardware systems. The debugging of computer programs is a well known problem and any system that would aid this operation would present tremendous savings in costs and time. A corollary to the aforementioned problems i s that of human e r r o r occurrence in checkout s y s t e m s and operations. The system analysis and data reduction a r e often plagued by mistakes when performed by hand. Such efforts a s the tracing of signal paths through pages of drawings and the generation and checking of step-by-step procedures a r e often fraught with e r r o r s due to the poor efficiency of humans a t such routine and often humdrum tasks. Invariably during the various stages of the checkout operations, malfunctions o r improper operations of the vehicle systems a r e discovered. Generally these malfunctions a r e f i r s t noticed on the overall o r system level tests which then gives r i s e to the problem of fault isolation of the malfunctions to a particular component o r replacable unit. The two categories of techniques for fault isolation during automated testing a r e logical analysis and synthesis. The f o r m e r involves taking all the required measurements on a piece of equipment; i. e., performing all tests, and then deducing values of elements of the equipment. The deduced values of the elements a r e then compared to acceptable tolerance limits to isolate the fault. Fault isolation by logical synthesis cons i s t s of a comparison of a l l test outputs with all possible modes of failure. When a match occurs, the mode of failure i s known, and hence the fault i s isolated t o a level consistent with the defined mode of failure. The use of these techniques in an automated t e s t operation requires detailed analysis of the systems and circuits to generate the t e s t routines required to progressively isolate a fault. This problem i s compounded by the fact that the t e s t points available a r e not always the optimum ones for troubleshooting a circuit crr system. Thus f a r in the space program the completely developed space vehicle has not been built, t h e r e a r e continuous modifications being made to each vehicle. The effects of these changes on the vehicle system's performance must be a s s e s s e d and the effect on the Ground Support Equipment (GSE) and the t e s t operations must be evaluated. Test techniques, programs, procedures, etc. must be reviewed to determine if they a r e still adequate t o checkout the system as modified. This very often requires going back through a detailed analysis of the system and making extensive changes to computer checkout programs, all of which i s time consuming and costly. Therefore, a major problem in checkout i s how to obtain a faster response t o design changes i n t e r m s of system performance, effects on GSE and on checkout aperations. The s a m e comments a r e t r u e also for determining the effects on the apace vehicle and i t s checkout of changes in equipment which interface with the vehicle (e. g.. GSE, checkout equipment, etc. ). A prime problem encountered by checkout personnel i s that of maintaining an up-to-date . configuration of the space vehicle. Very often. considerable effort i s expended on the analysis of circuits, subsystems, and systems; the generation of test procedures, programs, etc. for the checkout of hardware that has already been changed but the documentation reflecting the changes has not filtered through the paper mill to those who need it. What i s desirable h e r e to alleviate this problem i s a centralized, up-todate, complete data source with the ability to call up information based on various criteria. Objective of Simulation The problems enumerated in the foregoing section of this paper represent the types of difficulties encountered in preparing for and conducting the checkout operaticn on an aerospace vehicle. To relieve this situation, work has been conducted by MSFC to define and develop a system that would provide checkout engineers, a s well a s other potential u s e r s , with the information they need and establish a major new tool to a s s i s t them in the preparation for the checkout task. The tool envisioned i s the simulation of a spzre vehicle a ~ its d GSF, on iarge scale digital computer. This portion of the paper will discuss the objectives of the digital Aerospace Vehicle Simulation and the relationship of this sirnulation t o the aforementioned checkout problem areas. The Aerospace Vehicle Simulation i s a part of the total aerospace vehicle information system, It i s an engineering type tool, for u s e on a gene r a l purpose digital computer, where a n individual selects the hardware system(s) to be sirnulated and the conditions for their simulation in various forms which best support the needs of the user. �Basically the objectives of the Aerospace Venicle Simulation i s t o a i d in the solution of the previously mentioned problems a s well a s t o a s s i s t other u s e r s in the solution of t h e i r particul a r problems. In t e r m s of the checkout a r e a the objectives of the Aerospace Vehicle Simulation a r e to: ( a ) obtain a m o r e refined checkout of the space vehicle by a n increased depth of analysis and synthesis of the space vehicle s y s t e m s , (b) generation and evaluation of checkout procedures, (c) the evaluation of changes in flight and GSE h a r d w a r e and/or checkout techniques and procedures, (d) and a s a configuration management documentation data center and control. Refined Checkout The establishment of a m o r e refined o r sophisticated checkout of the space vehicle r e q u i r e s that the checkout personnel obtain a n inc r e a s e d knowledge of t h e vehicle system's operation and have the capability to perform an extensive analysis of the system's functional behavior. The Aerospace Vehicle Simulation through the functions which i t can perform will provide checkout personnel with the knowledge and analy s i s capability which i s required. These various functions will be discussed in the subsequent paragraphs. The backbone of the simulation will be dynamic o r transient analysis of a selected portion of the space vehicle and ground support s y s t e m s and the d i s c r e t e simulation; i. e, , follow signals through a selected portion of the vehicle on a d i s c r e t e basis. Generally a l l other engineering type u s e s of the simulation \\ill use these two m a j o r functions in some form. The u s e r will want to be able to simulate different combinations of a variety of configurations. Some may want a somewhat refined simulation of a r e l a tively s m a l l composite of components while othe r s may want only a c u r s o r y simulation of a l a r g e network of components. Perhaps, a s i s the c a s e for an overall s y s t e m checkout, it will be d e s i r e d to specify a s little a s the input s t i m uli and output nodes a t which the response i s to be computed, having the simulation construct the pertinent program system from the program l i b r a r y and the data base. The transient analysis simulation use will s e r v e t o determine the transient operation time of the elements based on their p a r a m e t e r s , stability c h a r a c t e r i s t i c s for the portion of the syst e m under consideration and transient response of circuits o r s y s t e m s considered. It will provide outputs such as: plot of transient response, listing of equipment unstahle i n operation. The analysis will encompass discrete and continuous operation of electrical, mechanical, hydraulic. and pneumatic elements. The object of the discrete simulation is t o allow a u s e r t o follow the sequence of operations. on a discrete basis, through a selected portion of the vehicle and/or ground system. The t i m e intervals involved either have predefined values o r a r e the r e s u l t of calculation of the expected times of operation of the elements based on their p a r a m e t e r s , which values can be calculated by the dynamic simulation. Typical of the type outputs which would be generated are: function s e quence, listing of sequence of operation by t i m e , listing of component status change, listing f o r comparison run, etc. Using the discrete and dynamic simulations a s the base, various features can be added t o the simulation system that will permit i t t o be applied in the following a r e a s to improve checkout. Design Evaluation. The nature of the simulation will be such that the design and operation of the hardware can be verified on an individual basis a s well a s an integrated system. The following types of problem a r e a s can be determined and evaluated: equipment interactions, determination of closely timed operations, check for inconsistencies such a s conflicting signals a n d / o r component operations which lead to inconsistent functions, check for redundancies to detect unintentional multiple circuit paths o r operational modes and the verification of the proper functioning of intentional redundant signal paths o r modes of operation, and detailed analysis and evaluation of hardware functioning. F a i l u r e Effects. Various components o r combinations of components a r e failed and the resulting system operation i s compared to the normal system operation to identify the effect of the over-all system impact of failures and the determination if monitoring devices detected the failure, and if so, how long between time of failu r e and malfunction detection. Fault Isolation. This i s , in a sense, the r e v e r s e of the failure effects application. Here a fault i s simulated and i t s effects a r e followed through the system so that if given a s e t of symptoms the possible malfunction which will cause the symptoms can be defined. Test Data Analysis. Transient response data, discrete events recordings, etc., taken during a checkout a r e compared to the computed data in the simulation and a l l marginal o r abnorm a l operations a r e identified. An analysis can �then be made t o determine if component tolerances should be changed, marginal components replaced, operation sequences changed, etc. Reliability Assessment. The simulation prog r a m computes and prints out the number of t i m e s each component is activated o r cycled and t i m e during which each was in the active s t a t e during testing o r a launch countdown. This data may be obtained on a time basis o r a per t e s t b a s i s and will be valuable in establishing the operation and maintenance program a s well a s computing reliability numbers for each component o r system. T e s t Point Selection. A checkout planning function is the selection of t e s t points to be used to m e a s u r e the performance o r troubleshoot a system. If consulted e a r l y in the design phase, checkout personnel could select these points from among a l l locations a t which measurements could be taken. In practice, the t e s t points have already been allocated, so. the only selection is which t e s t points should be used for a particular test. Test point selection must also include consideration of the time available for taking measurements, the confidence required in estimates of performance, and the level of fault isolation desired. Given this information the simulation system can evaluate various combinations of t e s t points and thus aid in the selection of the optimum s e t of t e s t points. debugging s o that other necessary work in the t e s t system must be interleaved. When problems appear, their isolation can involve the t e s t program, checkout system or simulator. Additionally the simulation of faults o r marginal responaem such a s a slow-or-faat acting relay a r e not readily implemented. With the Aerospace Vehicle Simulation to simulate the vehicle system and checkout support equipment, i t can provide the checkout computer with s t r e a m s of data i n form of PCM bits. discrete signals, digitized hardline aignale, etc.. a s they would be received by the checkout computer in an actual checkout operation. Checkout personnel can then s e t up the conditions which spell out a proposed o r actual checkout o r countdown and compare the resulting outputs t o determine if the t e s t program functioned a s intended and verify that each component has been tested. The simulation provides a convenient media f o r changing and up-dating the t e s t program. Vehicle system variations, such a s responses over the full range of tolerances, a s well a s faults may be entered in the simulation to verify that the checkout programs will recognize and respond a s intended to these conditions. By these means, t e s t programs could be checked out m o r e thoroughly in preliminary stages without verifying hardware simulators and up-dated systems configurations. It would also provide t e s t personnel training without using o r risking damage to the vehicle system o r checkout complex. Checkout Procedure Generation and Evaluation Design Change Evaluation The detailed t e s t procedure o r program calls out the sequence of tests, the stimuli applied, measurement made, the method of t e s t result evaluation, and the t e s t result displays. The fault isolation procedure is similar in nature. With the subsystem and/or system of the space vehicle and i t s test system simulated, various t e s t techniques and t e s t sequences could b e t r i e d in o r d e r to select the most effective ones. Rules for generating the t e s t sequence could be tested on the model and if the model correctly simulated the subsystem, the t e s t syst e m and their interrelations, these rules could be used to generate the detailed t e s t procedures. Similarly, fault isolation t e s t procedures could be generated by incorporating failures in the model and using diagnostic rules. Today, t e s t program debugging i s usually performed using the checkout system and specially constructed hardware simulators of the vehicle system. This method has the advantage of checking the total checkout system, however, it t i e s up the full checkout system during program This objective of the Aerospace Vehicle Simulation applies to possible changes which might be made to the equipment being simulated. Proposed design changes may be incorporated into the simulation by simply changing the equations for the hardware affected. Then the design simulation can be performed, compared with the prechange operation and a l l differences identified. An evahiation may then be made to determine if the differences comply with the intent of the design change. This method will thoroughly a s s e s s the over-all system's impact of a proposed design change before it i s actually incorporated in the hardware. Typical of the functions of the Design Change Evaluation objective are: (a) To check the effect of circuit parameter changes on delays associated with operations of elements i n the system portion under consideration. �(b) To check the effect on operation sequence of a change in delays, addition o r deletion of alements, addition o r deletion of signals, and r e routing of signals. (c) To check for conflict in physical location of connections between elements of the portion of the system considered. (d) To check for possible redundancies, inconsistencies, o r questionalbe operation of equipment using the change data. (e) To perform transient analysis for the system portion under consideration using the change data. Documentation Data Center and Control The objective of the Aerospace Vehicle Simulation in this a r e a will be to incorporate the existing MSFC Configuration Management Accounting System and expand this system to include the functional data of the space vehicle and GSE. This will bring together the complete documentation of the vehicle/GSE system such that the management type data and the engineering type data can be easily cross-referenced, The configuration management data will be used to support the established formal s e t of procedural concepts by which a uniform system of configuration identification, control, and accounting i s established and maintained for a l l NASA systems/equipment and components thereof.Specifically this i s accounting information directed toward keeping t r a c k of the following information: (a) Specifications for contract end items (b) Changes to and maintenance of the specifications (c) Engineering documentation required f a r design releases, design changes, design reviews, and t e s t acceptance and reviews. This Aerospace Vehicle Simulation System will allow the engineering functional data to be closely correlated to the configqration management data such that when design releases o r design changes a r e made, the engineering data can be immediately flagged and any changes in the engineering data required can be incorporated. This then will allow u s e r s of the simulation to have immediate a c c e s s to documentation on the up-to-date configuration of the space vehicle/ GSE hardware. Background The f i r s t steps toward the development of the Aerospace Vehicle Simulation were undertaken with a feasibility etudy which was conducted by Brown Engineering Company under the directcognizance of NASAIMSFC, and an in-house MSFC study effort to apply the computer technology to checkout oriented problems. The primary a r e a of concern in these feasibility studies was to e s t a b l i ~ h : (a) a means to provide an automated method of expressing the detailed functional r e lationships that occur between components as they interact during operation in a space vehicle, (b) that the phyeical interconnection data of a space vehicle system can be converted into a form that can be processed by a digital computer by using standard er.@neering data and standard programming techniques. (c) techniques which would depict the introcomponent relationships, primarily mathematical expressions of tne input and output dynamics. In effect a Total Systems Definitive Statement was developed based upon a notation system of mathematical symbology representing (a) General Functional Relationships (b) Intercomponent Relationships (physical interconnections) (c) Introcomponent Relationships (dynamic interactions) These three algorithms were developed to the point of applying existing vehicle data, in this case the functional relationships of S-1-8 components were graphically described in a sequence diagram using a n IBM 7040 computer system. This preliminary feasibility study established the basic premise for this type of simulation. It emphasized the point that hardware and sofiware-wise we were capablc of performing this large scale simulation task. It remained now to define the requirements and specifications for an Aerospace Vehicle Simulation. This was performed under contract (NAS8-20060) with the General Electric Company. Daytona Beach, Florida, entitled "Analytical Study of Launch Vehicle Component Level Simulation". The basic objectives of this study were to identify and solve problems dealing with the general nature of the simulation, formulation, operation, maintenance, and effectiveness; and to present to MSFC specific recommendations concerning the simulation. This study encompassed analysis of present data �organization and 'simulation methods, the available and anticipated computer hardware and the potential utilizations in o r d e r to select a n optimum combination of equipment, method* and techniques. This study provided and substantiated the p r e m i s e that the Aerospace Vehicle Simulation can be developed, i s practical and desirable. Several other activities which have been conducted by MSFC, which were closely related to this simulation, have had a significant input into the program. The Electrical Support Equipment Discrete Simulation developed for the Astronics Laboratory of MSFC by General Electric under the NASw-410 contract provided a building block f o r the discrete simulation portion of the Aerospace Vehicle Simulation. This effort utilized the Boolean expression algorithm t o describe the d i s c r e t e functional relationships. A number of simulation output programs have been developed with specific needs in mind and each utilize information provided from the central data base. One of these output programs f o r the simulated automatic countdown provides a listing of a l l changes in status of each component throughout the launch sequence selected. Tne countdown time that i s associated with the status change i s a l s o computed and printed out. Tnis simulation with i t s associated print out provides information which is useful in: (a) Identifying the sequence of occurrence of discrete events. (b) Determining those time periods in which numerous events occur. ( c ) Determining those time periods in which critical events occur. (d) Forming a basis for comparison with actual prelaunch and launch data. A simulation analysis program was also initiated during this time to evaluate the application of continuous dynamic analysis methods and techniqnes. This effort included the utilization of a n existing general purpose Dynamic Systems Analyzer P r o g r a m (DYNASAR), developed by the General Electric Company. The primary purpose of t h i s effort was to demonstrate and evaluate DYNASAR a s a suitable dynamic simulation tool. The example selected for this evaluation was the s t a r t transients of the Saturn F-1 engine propulsion system. Objectives were to: (a) Evaluate the capability of DYNASAR for ' simulation of complex dynamic systems. (b) Determine via a re;llistic example the relationship between rimulation time and r e a l time. ( c ) Evaluate the application of DYNASAR for r e a l t h e test and evaluation of compler space vehicle systemcl. The concluaions a r r i v e d a t from thin effort indicated that: (a) This method was far from optimurn in achieving r e a l time response. DYNASAR s a c r i fices time in that it paces itself to the smallest response time i n the system. (b) The accuracy of the simulation developed proved exceptionally good and a very c l o r e correlation between simulation and actual t e s t data was obtained. (c) DYNASAR was capable of performing the sophisticated vehicle systems simulation but other numerical techniques may be m o r e advantageous. Another element being evaluated for possible use a s a building block for the Aerospace Venicle Simulation i s the F a s t Access t o Systems Technical Information (FASTf) developed by General Dynamics Convair. This i n essence i s a computerized analysis program used for pin pointing malfunctions logically and systematically. The basic premise of the FASTI System i s that the actual systems to be simulated operate i n a logic and t i ~ sequence. e This then enables the variables in discrete networks t o be described by a s e t of Boolean logic equations. This methodology lends itself readily to the analysis of Discrete Networks f o r the purpose of: (a) Generating fault isolation data. (b) Testing critical timing and sequence considerations. (,c) Testing the effects of engineering design changes. ' This FASTI System is presently being utilized a s a t e s t bed c a s e on the Saturn S-IC stage a t MSFC a n a n Automatic Malfunction Analysis P r o g r a m incorporated into the checkout activity. Thus a s evidenced by the many fauceted programs, relating to the Aerospace Vehicle Simulation, the concept and feasibility of developing this powerful aid to Aerospace Vehicle Checkout i s aound and built upon a versatile and modular premise. �Reauirements of the Simulation Let us f i r s t summarize some general r e quirements which the users; i. e., checkout personnel, a r e demanding from the simulation eystern. The u s e r wants t o be able to select any portion of the vehicle and its ground support equipment (GSE) and t o simulate it a t any defined level of depth. The data he is using should correspond t o the up-to-date hardware configuration which he is simulating. Therefore, permanent and temporary changes of the hardware have t o be immediately reflected by the data base of the simulation system. Modifications of the model by deleting and/or adding subsystems and/or parameters should be handled easily by the user. He also wishes freedom in selecting and format-ting the outputs after imposing a variety of predetermined conditions on them. In o r d e r to obtain control of the simulation, the language for man-machine communications has t o be readily understood by the practical engineer. The simulatiod system has also to account for the possibility that several u s e r s may want to simulate simultaneously the same system o r part of the s a m e system from different locations. In e s sence, the simulation system has to be of a flexible and evolutionary structure. (e) How does the u s e r operate the sirnulation system? Thid l a s t question incorporates a number of additional easential questions: (f) In which language does the uaer communicate with the simulation symtem? (g) How does he select the portion of the vehicle he is interested in? (h) What does he want to do with the output signals which the simulation generates ? (i) Who maintains and controls the data base ? We will t r y to answer the above questionm by discussing the following a r e a s of the simulation system: (a) Modeling the vehicle (b) Structure of the data base (c) Processing of the simulation (d) Language (e) Control of data base Some of the requirements demanded by the u s e r have already led to the selection of the computer hardware system. Basically, what i s r e quired i s a large time-shared digital computer with rapid access bulk storage capacity and r e mote input/output stations. A hybrid computer system i s not readily adaptable for this simulation because the analog portion i s not able to be time-shared and the wiring of i t s patchboard cannot be changed a s rapidly a s a list in a digital computer. In order to define m o r e specific requirements of the simulation.we may a s k ourselves some basic questions t (a) What do we want to simulate? (b) How do we break down a system, which is of the complexity of a space vehicle, into functional blocks ? (c) I-Iow do we mathematically represent the functions of the blocks; i. e. , how do we s e t up the mathematical model? (d) How do we solve numerically the mathematical model equations ? (f) Organization of simulation system (g) Some special technical and human problem s Modeling of the Vehicle In our checkout work we a r e concerned with the simulation of the internal functions of a space vehicle; i. e.. we want to generate the time r e sponses of the continuous and discrete dynamics of the equipment of the space vehicle. Using the word "vehicle" implies also the ground support equipment. We do not deal with the dynamics of the rpechanical structure of the vehicle and the flight trajectories except in basic form to close the guidance and control loop of the vehicle. A space vehicle may be considered a s a large physical system which consists of a great number of various types of subsystems and components. �tion, while for a refined simulation tine continuour dynamic characteristics have to be considered. Table 1 Types af Syatema Encountered in Space Vehicle Simulation TYE! Representing Attitude Control Systems Electronic, Mechanical, Electro-Mechanical Navigation Systems Electronic, Mechanical, Electro-Mechanical Propulsion Systems Hydraulic, Electronic, Mechanical. ElectroMechanical, Pneumatic Emergency - Detection System Electronic Power Supply and Distribution System Electronic, Mechanical Tracking Syetems Electronic, Mechanical Radio Command Systems Electronic In order to checkout a complete vehicle, it i s broken into a set of rather independent functional system.8; e. g., the Instrument Unit. S-IVBstage, etc. These systems can be further divided into subsystems; e. g., guidance and control, propulsion, networks, etc. In checkout each subsystem i s first tested by itself before the interplay of a set of.subsystems, which forms a subsystem of the next higher level. i s tested. This process of successively breaking down a subsystem into several subsystems of the next lower level can be carried on until we reach the piecepart level. Each subsystem may be thought of a s a functional block, which i s defined by its name, the names of its inputloutput variables and the functional relationships between its input and output variables. If two functional blocks a r e connected in series the characteristic of each block must not change; i. e.. the functional blocks have to be decoupled and independent of load. This functional relationship i s mathematically expressed by a set of characteristic equations, For one hardware subsystem there may be several functional blocks defined, depending on the depth of the simulation, F o r instance, the stabilized platform may be represented a s a first approximation by linear transfer functions of low order, a more sophisticated model will include nonlinearities and high order transfer functions. -4 mechanical valve may be described by its on-off state and a discrete pick-up and drop-out time for a cursory sirnula- There a r e many ways to mathematically describe the functional relationships between the input variables and output variables of a system. We distinguish between several large categoriem of systems: colrtinuous, discrete and combined continuous /discrete systems. The continuow systems can further be subdivided into linear and nonlinear systems. Linear systems can be represented by Laplace transfer functions, impulw responses, ordinary linear differential equation.. and state variables. Non-linear systems can be described by a combination of Laplace transfer functions or impulse responses and nonlinear time-invariant functions, ordinary nonlinear differential equations, and state variables. A discrete system i s understood a s a system which contains binary variables only; i. e. , on-off states of relays. valves, switches, etc. The functions a r e represented by Boolean equations associated with pick-up and drop-out time, or by time-sequence tables. If a continuous system i s combined with a discrete system, threshold condition8 have to be considered. A change of state of a discrete variable occurs when a threshold of a continuous signal i s exceeded. Depending on the number of variables of a subsystem we a r e interested in, we might choose a different mathematical representation of the same subsystem. Consider for instance a linear electrical filter. If this filter is part of a larger system and the user is interested in the input and output voltage only, he will represent the filter a s one transfer function or impulse response. But in the event he needs some test points inside the filter, he will describe it by a block diagram of several transfer functions or a set of differential equations. The design of an efficient model requires skill and judgement on the part of the system analyst and he has to know to what detail the simulation i s to be performed, in order to obtain valid responses that match with the responses of the real hardware. He also has to know whicn test points a r e essential and have to appear a s output variables of the functional blocks. Structure of Data Base The central data base shall contain all data that a r e necessary to describe a vehicle; i. e.. the location, interconnections and functions of its subsystems and components. Tinese data a r e stored in a systematical way in a number of lists. We distinguish between three basic data bases. �namely the tlphysical data base", the "parameter data base" and the "functional data base" (Fig. 1). The "physical data base (PHDB)" is part of the Configuration Management Accounting System, which i s already partly in operation. and contains the data that a r e necessary to manufacture the hardware of a vehicle. It contains in generic o r der the Contract End Item (CEI) number, part numbers. the location of parts within the equipment, wiring connections, physical dimensionr, etc. It also includes "technological data"; e. g., the inductance of a coil, the elasticity of a spring, etc. The "functional data base (FDB)" contains the characteristic equations which describe the functions of components and subsystems. It constitutes the mathematical model of the hardware to be simulated. Each functional block i s described by a list of several items: name of block, input and output variables, type of mathematical model, characteristic equations andlor names and interconnections of functional blocks within this block. Hence, a functiorial block might be expressed by a s e r i e s of other functional blocks, which a r e inside this single biock and of successively lower level. This scheme allo-vs the representation of a system o r subsystem a s a single functional block of any predetermined level of depth and with any desired output variables. Also, for one hardware subsystem, there may exist several different functional blocks to represent this subsystem. Fig. 2 shows the various types of functional data for continuous and discrete systems. There is a string of lists of functional blocks o r only one block to describe a system. The "parameter data base (PDB)" contains the algebraic equations which generate from the technological data of the PHDB the functional parameters of the characteristic equations of the FDB. In some cases there might be a close correspondence bet~veenthe technological parameters and the parameters of the characteristic equations describing the dynamics of the subsystem. For instance, consider again the linear electrical filter. If this filter is represented by a set of first o r d e r differential equations, the coefficients a r e equal t o the values of the piece-parts (resistors. coils, condensers). The configuration of the network i s expressed by the location of the coefficients within the system of differential equations. Hence, there i s a one-to-one correspondence between the physical network and the elements of the mathematical model. In this form the mathematical model might be quite readily generated from the physical and technological data of the system by the computer. But, if we represent the same filter by a transfer function, the poles and zeros of this function a r e obtained by arithmetic calculations between the vaiuer of the pieceparts. If one piece-part changes i t s value. ssve r a l poles and zeros have to 5s recalculated. The three permanent basic data bases are of extensive size and will be stored a s m a s t e r file on magnetic disks. P r o c e s sing of Simulation During the processing of the simulation, 8eve r a l basic tasks have t o be performed which may be classified as: (a) Preparation of the simulation (pre-simulation) (b) Numerical solution of the. mathematical equations (airnulation run) (c) Utilization of tne output signale (postsimulation) Before the u s e r can s t a r t his simulation, he has to select the system(s) he wants t o simulate. There a r e two options to select the model which represents the hardware system. The user may call up only one functional block which may have the same name a s the hardware system and contains a l l information about the system to the detail required and the inputlout put variables he i s interested in. Thus, he i s not concerned with the interconnections of internal functional blocks. In case the user wants to build his own model, he simply tells the computer whicn functional blocks he wishes to use and how they a r e to be interconnected. The computer stores a list of a l l functional blocks versus the physical equipment. If the user wants to know whicn functional blocks a r e available, he specifies the equipment and r e ceives a print-out of all functional blocks, which have been set up for the simulation of that particuIar equipment for several ievels of detail. He tnen initiates an extraction of the lists of a l l functional blocks which a r e required for the simulation from the "master file" to an intern-ledlate file, the "temporary filett. If he wants to make some temporary changes for his simulation run he can modify this file. He also specifies initial conditions. Tine functional data a r e then compiled and transferred to a "data working file", wnicil serves a s data base for the subroutines t o solve the mathematical equations. Several subroutines for the numerical solution of the mathematical equations will be available. F o r the solution of differential equations; �e. g. , Runge-Kutta, predictor-corrector and power s e r i e s methods can be used. If the model consists of a block diagram of transfer functions of any order, subroutines a r e provided to reduce these interconnected transfer functions to one overall t r a n s f e r function and t o calculate the corresponding time function. Another subroutine making u s e of the convolution works directly on the block diagram after the transfer functions have been transformed into weightirig functions. The simulation of discrete dynamic systems r e quires the evaluations of Boolean equations for which s e v e r a l approaches a r e kno~m. Certain c r i t e r i a will be established upon which a selection can be made a s to what type of mathematical model will be solved by what optimal numerical method. These crite,ria include stability of solution, computation speed, accuracy, algebraic loops, handling of discontinuities, handling of systems with extremely different time-constants and of specific types of nonlinearities, storage requirements, etc. Each functional block will have a designator attached, which tells which numerical method i s recommended. Unless the u s e r overrides this bignator through a control statement and chooses another mathematical method from the library, the designated method will be used automatically. During the actual simulation run; i. e. , wheri the desired output signals a r e generated a t successive time steps; o r immediately after the the output signals can further simulation run; be processed to generate the outputs a s outlined previously. F o r exan~ple,the output signal may he printed only if certain conditions a r e being met (e. g.. certain voltage limits a r e exceeded). Additional calculations on the output variables may be performed (e. g., power consumption, mean square e r r o r ) . Comparisons may be made -.=iithpre-established values (e. g.. measured values at t e s t points). The output values may be o r d e r e d together with other items in listings. F o r the output of data various types of peripheral equipment may be selected (e. g. , printer, magnetic tape, graphical display). If the simulation i s f a s t enough, the output signals may be sent directly to hardware a s stimuli, o r hardware r e sponses may be compared in real-time. Lf the u s e r wants to know the current status of a subsystem without going through a simulation run, he just calls up the natne of tne data base, the names of the functional blocks and the statements ne i s interested in, and specifies the output format and output equipment. Language Sirice the system t o be simulated is specified in t e r m s of functional blocks, a block-diagramoriented language which u s e s engineering type of expression6 is to be strived for. Thereby. a close correspondence between the model and the computer input is guaranteed. Similar t o analog simulation languages a s D S ~ f 9 0 MIMIC , etc. the input format is divided into.independent segments; i. e., Connection statement*, Data s tatementa . Procedural statements, Control statements. F o r setting up and changing the functional data base a l l four types of statement8 will be used, To prepare and execute h simulation run the "procedural statements1' can be omitted. The "connection statements" describe how the functional blocks a r e to be connected with one another to form the block diagram which r e p r e sents the model. The "data statements" specify the values of the parameters and initial conditions. The "procedural statements" describe the functional relationships between the input and output variables. The "control statementsI1 contain a l l the information to control the l a r g e variety of inputs and outputs of the simulation and allow some influence on the internal processing. F o r ifistance, the u s e r can override certain automatic control schemes for the selection of the numerical method. All variables and parameters may be designated by any symbolic names, which can coincide with those in engineering documentation. The equations a r e written in their original mathematic a l form. No programming knowledge i s necesaary for the u s e r , a l l data a r e written in f r e e form and only a few simple rules have t o be observed. The language can easily be expanded by c r e a t i p of new functional blocks and new statements. If the u s e r violates any of the simple formal rules and/or if inconsistencies occur, the computer will tell the u s e r where and what mistake has been made. �Control of Data Base Before the simulation system can be put to work, the permanent "functional data base" for those physical systems, which a r e to be simulated, has t o be established. As the f i r s t step i n the development of this data base, the documentation in form of schematics, characteristic charts, reports etc., has to be studied by checkout and design personnel to derive valid mathematical models of-the desired different levels of depth f o r the physical system considered. Through this process the various functional blocks will be determined. The functions of these blocks a r e described by "procedural statements8' and/or "connection statements". Special control statements will initiate prog r a m s which aid the preparation of the functional data base; e. g., an overall transfer function of a block diagram of several t r a n s f e r functions may be computed, o r the inverse -place transf o r m is determined, if the weighting function i s desired. The algebraic equations for the parameters of the parameter data base a r e described by procedural statements which a r e headed by the names of the functional blocks to which they belong. The nomenclature of the technological parameters must correspond to that of the physical data base, and thk nomenclature of the functional parameters to that of the data statements of the functional data base. After the validity of the models has been approved the statements which describe the various functional blocks will be t r a n s f e r r e d to the permanent m a s t e r file of the functional data base by u s e of control statements. To a s s u r e that only approved data, which contain no e r r o r s a r e stored in the m a s t e r file, special control schemes have to be applied. T'he s a m e statements will be used for the temporary file. In the same way the parameter data base i s filled. If a permanent design change occurs, i t is located by i t s Contract End Item (CEI) number and part number and initiated in the physical data base. Along with the data statements of the different data bases special control designators a r e used, which allow a routing of changes from the physical data base to the functional and parame t e r data bases. Hence, a change in the physical data base i s immediately reflected to the other data bases. If only the values of parameters change the data statements in the functional data base may be up-dated via tKe parameter data base. However, if the configuration of the mathematical model i s modified the u s e r i s notified by a flag, which tells him what has been changed in the physical data base and he can then manually rearrange his model. If the u s e r wants to improve his model he effects the functional and parameter data bases only. ' A distinction i s made between permanent and temporary changes. Permanent changes effect the permanent data base in the m a s t e r file and occur only, if a CEI engineering change has been approved. The m a s t e r file has to be protected against ertbneous changes by a system of controls. These controls may be obtained by allowing only one NASA office a t MSFC to write into the comput e r ' s m a s t e r file via a n individual transmission line. All other u s e r s of the simulation system would be able to read only from the m a s t e r file. A record i s kept of a l l design changes together with the name of the responsible official and the date of change. The temporary file i s not critical and needs no permanent protection However, temporary storage might be provided on magnetic tape o r on cards. The functional data in the bulk storage of the magnetic disk will be grouped with respect to the functional blocks. Each functions1 block will be stored dynamically a t random in order to save storage space and time. A f i i e d storage sequence cannot be applied becatise the data base will be continuously changing. An address book of the functional block names versus their current s t o r age location can speed up the s e a r c h for a particulax b l o c k Organization of Simulation System In order to be able to expand the software system a t any given phase of its development and to modify i t easily, s o that it can meet the most recent requirements, the simulation system i's constructed of a number of operational building blocks, called program modules. The interplay of these program modules i s controlled by seve r a l monitors and an overall executive monitor. The program modules perform specific processing functions; e. g., each input and output function i s executed by a program module. F o r each numerical method one module i s available which can handle any size of the particular type of equation for which the numerical algorithm i s designed. Before the actual simulation run s t a r t s the statements of the functional blocks and program modules for the computations a r e taken from the m a s t e r file and temporary file, respectively, �and compiled into tne "working file1*in c o r e memory, During the simulation r u n the wotking file only is being used. Already existing programs;e. g., the prog r a m s t o s i m u l a t e the d i s c r e t e dynamics of the E l e c t r i c a l Support Equipment (ESZ-simulation of GE), c a n be incorporated a s p r o g r a m modules. a f t e r t h e f o r m a t of tineir data b a s e has been modified t o m e e t t h e specifications f o r the functional d a t a base. The interfaces of t h e s e p r o g r a m s have t o be a l t e r e d , s o tinat they c a n work with t h e i r modified data b a s e and c a n be controlled by t h e monitor. Zach monitor is responsible f o r the control of one m a j o r processing task: the input, tine output, t h e preparation of the simulation, the 8 imulation r u n and t h e maintenance of the data base (Fig. 3). The executive monitor provides the p r o p e r sequence of operations of tinese monitors. Fig. 4 depicts a block d i a g r a m of the information flow. Special P r o b l e m A r e a s During t h e development, a number of difficult but not insolvable problems will a r i s e . Some of the outstanding problems s h a l l be outlined. F o r the establishing of the functional data base a tremendous amount of documentation nas t o be reviewed and i t s status compared against tne actual manufactured nardware. Many r e p o r t s and s c h e m a t i c s a r e noT.vkept a t s e v e r a l laborat o r i e s and offices. Tney nave to be made a c c e s s i b l e to the personnel which s e t up tne mathem a t i c a l models. This means, tnat personnel from outside a laboratory o r office a r e searching for m a t e r i a l wnich normally is kept within tnat a r e a of r e s p o ~ s i b i l i t yand 2ot readily available t o outsiders. This imposes tne question, wno a r e tne best men t o put tneir noses into other peo? l e t s business ? Tnis i s a human problem, wnicn the C e n t e r ' s management ilas t o solve. A group of s y s t e m analysists and checkout e x p e r t s i n cooperation witn d e s i g n e r s must ext r a c t f r o m t ~ l epile of documentation tine information which is n e c e s s a r y to construct valid mathematical models. During tnis p r o c e s s a l s o tile functional blocks a r e specified. Theoretically, a model is valid i f it r e a c t s like the ' nardware wnicn is being simulated under the s a m e environmental conditions; nowever, the m e a s u r e d data a r e not always tne exact data. i t is often subject t o noise, d r i f t and tolerances of components inside t ~ equipment e and a r e sonletirnes t h e r e s p o n s e s of a sligntly modified configuration of hardware. Tinus. tne cornpariron of tne responses of tne model witn the response. of the actual hardware involves Some judgement upon which not all p a r t i e s will always agree. Often various factors a r e neglected i n o r d e r t o obtain a model of reasonable c l e a r n e s l . Tnc deg r e e of such a simplification may cause disputer among the experts. The human problem of "wno is responsible f o r tine control of changes within the permanent data base1', nas been mdntioned already. But t n e r e is a l s o a technical problem of now t o r e t r i e v e data from the bulk s t o r a g e devices with reasonable speed and a t t h e s a m e t i m e have tire ability to change tne configuration of t n e d a t a bases continuously and rapidly. Tne g r e a t variety of possible outputs of the simulation. the linking togetner of the t h r e e data bases, tne insertion of new functional blocks into the data base etc.. a l l t h e s e many scnemes which m a k e tine s y s t e m s o flexible. c r e a t e on the otner nand requirements f o r intricate sorting routines, control indicators and control l i s t s (e. g. a d d r e s s lists, c r o s s reference lists, etc. ). . F o r the n a m e r i c s l solution of differential equations and t r a n s f e r function block d i a g r a m s a variety of methods have been published, but no clear-cut explanation is given a s t o wnich d i s tinctive s y s t e m of matnematical equations each method might be applied favorably. There a r e s e v e r a l c r i t e r i a (e. g. , computational speed, storage requirements, stability, etc. ) upon which a metnod has to be judged. The quality of a metnod depends a l s o on the type of input signals (discontinuous, oscillatory signals, etc. ) used. Kevertheless, s o m e kind of catalogue has to be establisned which tells qualitatively t h e trade-offs of the different methods for tne various types of s y s t e m s of equations. Tnis evaluation has to be done in cooperation with numerical mathematicians. The simulation system witn its c e n t r a l data bank will be in operation on a l a r g e time-shared digital computer. When s e v e r a l u s e r s want t o r u n a simulation a n d / o r tne c e n t r a l p r o c e s s o r is already occupied witn otner programs, s e v e r a l o r a l l simulation runs may be interrupted and, nence, the simulation may be intolerably delayed. In o r d e r to give precedence t o urgent simulations. a priority scneme nas t o be worked into the simulation system. Tnpse simulations wnich a r e connected to hardware for real-time operation o r which use on-line graphical displays have a higher priority tnan tnose simulations wnicn a r e lengtny and u s e a printer o r c a r d punch as output equipment. If the r e s u l t s of a lengtny simulation a r e t o be displayed on a n on-line r e m o t e graphical �console tne r e s u l t s have to be buffered in a memory. 'Vhen the simulation i s finished, a rignal from the p r o c e s s o r t o the console i s sent, to tell the u s e r that he may c a l l the r e r u l t s for display. This scheme prevents the u s e r from staring a t the TV tube and waiting nervously for the end of the simulation run. The present digital computers a r e already s o fast a s t o allow real-time simulations in many c a s e s , where the time constants a r e not too small. Tne appearance of even f a s t e r digital computers on the m a r k e t in the near future lead us to believe, that much m o r e real-time applicatians of the simulation will be seen. Since the computation t h e of the processor during a simulation run never a g r e e s precisely with r e a l time the results nave to be s t o r e d in a buffer before they a r e r e leased by a clock a t the exact time. If several real-time simulations a r e allowed, the priority and clock control scneme gets quite sopnisticated. Semi-real-time simulation may be performed by storing the output signals of a simulation run on magnetic tape. This tape may tnen be run in synchronous with the hardware and the r e a l time responses compared with tne results on the tape. The signals on the tape may a l s o be used a s realtime stimuli to the hardware. The development and implementation of the simulation system requires quite a large amount of effort for a team of skilled people, who a r e experts in different but related fields such a s syst e m s engineering, electrical and mecnanical engineering, numerical matr,err.atics and computations, and s y s t e m s programming. This effort s e e m s to be justified already solely by the impact on the inlprovement of checkout of space vehicles, nowever, a m o r e wide-spread usage by design engineers and management of several other laboratories and offices can be foreseen, which would make the need of the simulation system even more oivious. In o r d e r to familiarize then1 witn tne advantages of the digital simulation, tile differelit t>-pes of future users nave to be educated 5). \\el1 prepared seminars and smoot~llyreadable docurrient2ltion. Tine u s e r nas to be convinced tnat the simulation system i s a powerful tool, by ivhicn laborious and tedious routine work can be eliminated and tnus, f r e e him for creative engiceeriny activities. He. thereby, can abandon his f e a r tnat the computer mignt s t e a l away work for wnicn he was trained. As outlined prei-ious1;-, the simulation system i s constructed of n:any ratner self-contained p a r t s ; i. e.. program r~:odules. monitors and lists. .\ judicious decision *as to be made. which partE nave,to be designed first, in o r d e r to obtain a functioning, ti~ocgn,limited simula- tion system, Thore parts, wnicn a r e moat easential to perform the pilot implementation will be selected. Several operation. wnicn may be handled automatically in a later pnase, will be done manually a t the beginning. F o r instance. the parameter data J a r e may be omitted a t firat. The parameters for the data statements in tne functional blocks may be derived manually from the documentation. Thus, the simulation system can evolve gradually from a relatively simple to a more and more sophisticated tool. Implementation In order to develop and produce tae Aerospace Vehicle Simulation, to provide management, operations planners. design engineers and naturally the checkout specialists with t n i s powerful, versatile, computerized simulation tool---a pilot implementation program was inaugurated. This pilot implementation program will produce the modular simulation programs a s previously discussed capable of performing both dynamic and discrete simulation functions for selected systems of the Saturn V Instrument Unit and tne Saturn S-IVB Stage a s related to post manufacturing cneckout. The operational computer programs, methods and tecnniques developed in tnis pilot implementation will be part of the fully developed Aerospace Venicle Simulation. This pilot implementation will be designed and programmed to include: a matnematical model of tne selected portions of tne Kavigation and Control systems; tne simulation data base, and the computer programs to provide a realistic simulation of tne selected IU and S-IVB systems and related GSE. Tne system of primary interest in the pilot implementation will be the Guidance and Control system, since tnis will cover a l l major types of simulation c a s e s desired in any type vehicle; i. e. guidance, control, propulsion. etc. whicn will be simulated in sufficient detail to accurately describe: navigation signal sensing, propulsion system sensing. J-2 engine positioning, engine(s) s t a r t stop. Elements such a s communications, command systems, Launcn Control Computer. engine dynamics and missile dynamics wilI be included in simplified form to close a l l loops but , only to the extent tney affect guidance and control. . This pilot implementation will provide tnree basic levels of deptn, wnicn can naturally be expanded later. These levels of deptn of simulation are: �. (a) The overall system; e. g. Guidance and Control System considered a s a single functional block. (b) The subsystem, described a s an individual definable subsystem of the overall Guidance and Control System; e. g.. Inertial Stabilizer. Flight Control Computer, etc. a r e met. F o r example, the upcoming Saturn Apollo Application Program. tinis simulation system could be used by experimenters and designers to select, design and evaluate the experiments t o be flown: to tne integration personnel it would provide them with the information and ass i s t them in the job of integrating and checking out these experiments in the modified space venicle. (c) Functional loops withitl a specified subsystem, t o the amplifier level; e. g., X, Y, o r 2. gyro loop. P, Y, o r R loop. The space vehicle systems included in tnis pilot implementation provide linear and non-. linear differential equations, transfer functions and d i s c r e t e functions of sufficient complexity and variety t o properly t e s t computer programs, methods and techniques. The Vehicle Systems Checkout Division of Quality and Reliability Assurance Laboratory, i n cooperation with the Computation Laboratory of IGSFC have been jointly developing the Aerospace Vehicle Simulation Program. Marshall Space Flight Center i s in tne process of obtaiding third generation computer equipment and plans to nave i t in operation before the end of 1967 with the intent of consolidating tne e n t e r ' s computer r e s o u r c e s into a centralized time sharing system with remote input/output terminals. Tnis third generation corr.puter system will provide the .\erospace Venicle Simulation Program with the necessary hardware equipment in regards: to memory capacity, speed of operation, peripneral equipment, remote stations to expand the pilot i~xplernentationof the Saturn's-IVE and Instrument Unit Stages to tke simulation of the Total Saturn l p o l l o Vehicle and associated GSE. Tnis would include a l l vehicle systems to tne levels of sophistication o r degree of simulation a s previously 6iscussed in this paper. This system then wrould not only be available to one laboratory but throughout the Center for designers, experimenters, planners, configuration managers, checkout specialists, etc. a l l elements working f r o m the s a m e central data storage area; i. e.. many types of updated data bases, and times n a r e d for the many and d r i e d simulation. management o r monitor functions c a r r i e d out by ?..ISFC. . Xlti?ough the full in~plementationof the Aerospace 1-ehicle Simulation i s directed towards the Saturn -L.pollo Vehicle, the logic o r programs will 5e capable of processing otner configurations provided tnat tnese configurations a r e described by a properly structured data base. The simulation Can directly apply t o any and every prog r a m provided data base formats and information Concluoion As a natural fall-out of this program, tne Aerospace Vehicle Simulation could become tne conceptual stahdard tinrough which any new s y s tern o r innovation must be demonstrated. This tinen would enable NASA, and any contractor o r ganization, t o determine the a ~ c e p t a b i l i ~ i a n d i i ~ d limitations of any proposed system and/or innovation prior to actual hardware development. The extension of tinis concept into future aerospace programs such a s the AAP (Apollo Applications Program). the S-IVB Workshop, the Mars Fly-by Missions, etc. will provide the most consolidated source of reliable information and the means t o evaluate and determine optimum systems functional criteria. Tinus a s outlined in this brief the eventual use of this Aerospace Vehicle Simulation will greatly benefit a l l d)sciplines and will be limited only by the imagination of the u s e r s and the foresight of its designers. References 1. "Tie General Functional Relationsilip Langdage System" Report. June. 1964. p r e p a r e d under h;SFC contract liAS8-11027 hy Brown Engineering Company. Huntsville, Alabama and R. W. Foster, R-QUAL, MSFC. NASA. 2. "A(iode1ing of Space Venicle Component Dynamics Using a Digital Differential Analyzer ;.r:etnod", MTP-QUAL-63-2. October, 1963. Prepared by Richard W. Foster and C a r l Webster. MSFC. NASA. le 3. "Analytical Study of Launcn V e ~ ~ i cComponent Level Simulation" Final Report, Decem5er. 1965. Prepared under LMSFCcontract N A S ~ - ~ O O ~ D , h , i S ~ cby ~ ~ 0 1 Support 10 Department. General Electric Co. , Daytona Beach, Florida. 4. "Requirement Specification P a r t I and Analysis of Dynamic Siinulation Methods f o r Launcn Ve nicle Component Level Simulation" Final Report, h:arcn, 1966. P r e p a r e d under :,:SFC contract j~AS8-ZO060mod 1 by Apollo Support Department. General Electric Company. Daytona Beach. Florida. �5. "Simulation of Selected Discrete Networks" Phase I Final Report, 3 volumes. October, 1965. P r e p a r e d under XSFC contract NASS20016 by General Dynamics Convair Division, Huntsville. Alabama. 6. "ESE Simulation" Tecnnical Report, h:ay. 1965. P r e p a r e d under NASA contract KASw-410 by Apollo Support Department. General Zlectric Company. Daytona Beach. Florida. 7. "DYNASAR Simdl3tion of the Saturn F-1 Engine Propulsion System: July, 1965. P r e p a r e d under NASA contract NASw-410 by Apolla Support Department. General Electric Company. Huntsville. Alabama. - 8. I1DSL/9O A Digital Simulation P r o g r a m for Continuous System '.;odeling. " by W. M. Syn and R. N. Linebarger Proceedings of Spring Joint Computer Conference, 1966, Vol. 28, Spartan Books, Washington, D. C. pages 165187. - . - Digital Simulator Program" 9. "%.E.;IMIC by F. T. Sansom and H. E. Petersen. SESCA Internal bIemo 65-12, Wright-Patterson Air Force Base. Ohio, Kay. 1965. 10. "The :.:onitoring Task in Automated Checkout of Space Vehicles". September. 1965. P r e p a r e d under KAS-1 contract X-4Sr-21 by L. Chesler and R. Y'ur~'. iiand Corporation, Santa Xonica. California. 11. "Growth of Automation in Apollo P r e launch Checkout: Vol. 11. Added Roles". July, 1964. P r e p a r e d under K-XSX contract NASr-21 by L. T. L a s t , L. D. Amdahl. 0. T. C-atto. a r d A. A. B. F r i t s k e r . Xand Corporation. Santa \ Ionica. California. 12. "Computer-Assisted Countdown: P r e l i minary Report on a Test of Zarly Capability". ay 1965. F r e p a r e d urder S I S A contract ?<ASr-Zl b)- 3 . : Orezner a:ld 0.T. Gatto. Xand Corporation. Santa :.onica. California. .. �m W . Pig. 1 . .. Al~cilwniccr,~mtions rc1nt:ng t c c ! \ n o l o ~ i c n l cia:a of Pi!l)!'l with paramrtcrs of c h n r a c t c r i s t i c equ:i t i 0ns of I:l)I;, e g polcs am1 zcros of tmnsfcr fclction i n t e r n oi \ r a l ~ c sof conponcnts . L i s t of f u n c t i o n ~ l i~locks, i c., f o r each functionnl 1)lock connection s t a t c m n t s , ciaTa s t n t c ~ c n t s , y r o c ~ ~ l u r c ststcncnts il , control s t n t c m n t s . Types of d a t a i n t h c tllrec b a s i c d a t a bases. Technological &tn, c . ~ . values o f comonents, p r o p c r t i c s of l i q u i d s , Intcrconncctions (wiriny,) of c o v o n e n t s and equipmnt. Location of p a r t s a d components \r'i t h i n LXI Part Nmbers w i t f l i l l Contract End Itcm (CEI) etc. or Fig. 2 Various types o f frmctional data for continuous and d i s c r e t e systems. Uoalcan equations, p i c k - u p / d t g - o u t time, t l ~ r c s h a l dlimits number s e r i e s o f impulsc rcspanse or or type .and c o e f f i c i e n t s of impulse response polcs, zcros, r u l t i p l i c i t v and gain f a c t o r o f t r a n s f e r f~mction dcgrcc and c o e f f i c i e n t s of d i f f e r e n t i a l equations or or or d i s c r e t e s i g n a l s f o r DSB) (continuous and/or d i s c r e t e sign& *Yq ( c o n t i n u o ~ ss i g n n l s f o r CSB, 0% D I S C E n SIGNAL BLOCK n a m s and i n t e r c o n n c c t i m s o f functional blocks TYPE of mathematical model xZ\ES of output v a r i a b l e s Y, XVES of input v a r i a b l e s X, NR'E OF block CC)N'TNUnUS SIGNAL DLCCK �I i I OUI'I'UT :'it1 O!<I'iY COS'l'ltnl,LIiR b r I 1:xccutcs tllc nutnuts on tlic various output cqiiipment Prcpnrcs tlic f o m t f o r various o~~t!lurson: crwpl~icnldisplay, p r i n t c r , t c l c t ) ~ c r ,ync!i cards, mqpctic t a p I I i . I I.SI'R\CT I OI! :'ROCI:SSnR I n s e r t s i n i t i a l conditions i n t o work in^ f i l e Conpilcs functional data nnd p-o,clrarn rradulcs from tcnporary f i l e t o working' filc 1:xtracts proflam modules f o r t!lc c o r ~ u t n t i o n sfrom m s t c r f i l e t o :c~porary f i l c I 1 : x t n c t s functional I>locks from m s t c r f i l c t o tcmporar)f f i l c !ltVI'~'i Scnds rcol- time signals t o hardware Accepts r e a l - t i n t s i g n a l s o f hardware Fig. 3 Schenatic anmgcmcnt o f t h c s t r u c t u r e of t l ~ csimulation systcm OUTPUT STGSr\I. PROCIISSOI1 INPUT SI(;NIIL PROCCSSOR I alccks f o r f o m n l e r r o r s and inconsistcncics ,in uscrk langungc ERROR LUCCI PIOCESSOI1 ~Zcccptsand dccodcs u s e r ' s rcqucst mcl d a t a f o r sinulat i m , t c v o r a r y ,md 7crr.ancnt chnngcs of f u n c t i o ~ l a l d a t a hase I b . E l e c t s inputt c h w n c l s with , S c l c c t s output chnnncls regard t o t h e i r p r i o r i t y with rcqnrcl t o t h e i r priority 1 5 ~ f PRIOIII'IY l COSI'L~OI.~.T.R coorJi:lation of r!oni t o r s Supplies data f o r l i s t i n z s and p l o t s , i,c., a d d i t i o n a l computations with output s i m a l s and/or e x t r a c t ion of non-functional data from d a t a base OUTPUT SIGVAL COhTIIOLLER I Imposes conclitions ( l i m i t s ) and/or comparisons on output s i g n a l s Gcncratcs output s i g n a l s of mrithcnatical nodel RUN , \ION I'I'OR . SIfULATInN I I I Transfers d a t a f o r combarison with simulation butputs t o temporary data file I I 1 Supplies data f o r output l i s t i n s s o f d a t a chances I I ~COFPARISOKDATA PROCESSOR I I functions f o r functional blocks I n s e r t s tcmpornry changes i n t o tcmpornry r i l e 'ff i'lPOIMRY CI IAYGI! PROCESSOR II I n s e r t s p c m n e n t cliangcs i n t o master f i l c Checks t h e ,authorization for pCmncnt data changes DATA RASE SKXVIrnR �FIG. 4 BLOCKDIAGRAM OF INFORMATION FLOW IN SIMULATION SYSTEM. ----CONTROL FLOW DATA FLOW FROM AND TO MEMORY OTHER DATA FLOW - � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000050 Title A name given to the resource "Aerospace Vehicle Simulation and Checkout." Description An account of the resource Paper by J. W. Moore and J. R. Mitchell, Quality & Reliability Assurance Laboratory, Marshall Space Flight Center, and H. H. Trauboth, Computation Laboratory, Marshall Space Flight Center. The paper summary notes, "The advancement of the space age into increasingly complex and ambitious missions requiring the development and operation of more sophisticated and intricate launch vehicles has generated numerous problem areas. The purpose of this paper is to define the Aerospace Vehicle Simulation; discuss the relationship of this simulation to the major problem areas of checkout; describe the development and implementation of this simulation system; indicate multidiscipline applications to present and future programs." Creator An entity primarily responsible for making the resource Mitchell, J. R. Moore, J. W. Trauboth, H. H. George C. Marshall Space Flight Center Date A point or period of time associated with an event in the lifecycle of the resource 1966-04-01 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) Space vehicles--Testing--Computer simulation Space vehicle checkout program Computerized simulation Type The nature or genre of the resource Reports Text Source A related resource from which the described resource is derived Saturn V Collection Box 17, Folder 9 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000027_000050 https://digitalprojects.uah.edu/files/original/20/1135/spc_stnv_000051.pdf b1a4e61a65f0b11dfdb93cb95c0a8773 PDF Text Text �!j I I '},( ' ,. FOR IMMEDIATE RELEASE ACCEPTANCE CHECKOUT EQUIPMENT-SPACECRAFT (ACE-S/CJ DAYTONA BEACH, FLA. - Thousands of system test points on the Apollo spacecraft must be thoroughly checked out before it can be launched. These tests are made using checkout equipment designed by NASA and developed and manufactured by General Electric's Apollo Systems Organization. Called ACE-S/C, for Acceptance Checkout Equipment- Spacecraft, this system is capable of testing all the checkpoints on the Apollo modules manually, semi­ automatically, or fully automatically. Shown above is the control room of one of the 14 ACE stations manufactured by Apollo Systems for NASA. Each station also contains a computer room and termlnal,/switchlng facility. These ACE stations are in use at locations throughout the nation for checkout of the Apollo modules from factory to launch pad. • � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000051 Title A name given to the resource Acceptance Checkout Equipment - Spacecraft (ACE-S/C) news release. Creator An entity primarily responsible for making the resource General Electric Corporation Date A point or period of time associated with an event in the lifecycle of the resource 1969 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Project Apollo (U.S.) Space vehicles Automatic test equipment Test equipment Space vehicle checkout program Type The nature or genre of the resource Press releases Text Source A related resource from which the described resource is derived Saturn V Collection Box 29, Folder 47 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000051_000074 https://digitalprojects.uah.edu/files/original/20/1136/spc_stnv_000052.pdf 575677482f84daede1acfe47bb6eb94b PDF Text Text , - /' - i\ o i l ' b 1: - s~,Tu:>! \ u:?C'IW Dn~",J>lT-NT [jr:;vpr.r;i;i cc /' ' =: -; ? - - ? - - ri.\?+ituta !~ , ; ~ [ i r ~oi-. st..c,,c: ly ,/ .-, , , 3 ,i, ;,u4:,;;, Group ----- P' _ -- -- - -- * -- Dete ---- ---- -- 2;~. NO. - ----AEROSPACE WELDING STANDARDS //d3 FOR THE MINUTES OF THE MEETING OF AMEIUCAN ORDNANCE ASSOCfATION I The term "Welding Standard" is one which must be qualefied since there are many dfjfferent classifications. There are, for example, welding , standards for bridge and building construction, automotive manufacturers, machinery manufacuurers, and, of course, space vehicle manufacturers. To each of the functional segments of an organization, producing welds to meet the requirements vr a welding standard has a different meaning: (1) to engineering, it is a necessary requirement to fulfill the design function; (2) to manufacturing, it means additional operations, precise dimensional tolerances, elaborate tooling and pre-production test sampling; (3) to quality control, 5t is the responsibility to select inspection points within the manufacturing operations and to apply NM: methods to insure that the product meets engineering requirements; and (4) to top management, producing ' welds to meet the requirements of a weld standard means much higher costs. Fundamentally, the'basic objective of any welding application is to obtain a weld which will perform the function for which it: was designed. The problem then, in establishing an aerospace welding standard, is one of determining what parameters must be controlled and the limits of acceptability ' to meet the design function. If perfect welds could be produced consistently with 100% reliability, the problem would be solved. This is not possible, of course, since a perfect weld would be one having absolutely no defects and having 100% joint efficiency based on mechanical, metallurgical, and physical properties. �Thds means thas realistic welding standards must be established which require a minimum level of performance based on what engineering can tolerate and what manufacturing can produce. Even though the present welding standard is based on this philosophy, the. question still arises, "Is the high quality required by this standard really necessary?" In reviewing the product history, the answer is quite evident. From the first missiles and rockets constructed, many failures which occurred during proof testing of the components have been traced to poor quality welds. Natueally, with each incident, engineers became educated as to the type and magnitude of defects which can be tolerated; thus, the standard is modified to correct the deficiences. As an example of failures which have occurred in the past, Figure 1 shows a portion of a weld from a missile propellant tank,whichexhibits transverse weld cracks. Radiographic examination of the welds in this tank revealed porosity in excess of specification requirements. Prior to this failure, there were no requirements for 100% radiographic inspection. quality control of these welds was based on the establishment of welding schedules which produced welds to meet the specification requirements. Then the operator and equipment were relied upon to produce the same weld quality in the production part. Upon completion of the failure analysis, it was concluded that the failure resulted from very low ductility in the weld, with porosity being a contributing factor. That is, the weld could not plastically deform with thgt base material without failure. This is an example of a defect resulting from dissimilar mechanical properties between the base material and filler metal. �Thus, in order to have a complete welding standard, the mechanical properties 0f.a welded joint must be defined and controlled. Corrective action for this failure was to modify the welding standard, incorporating a different filler metal and, in addition,-arequirement was imposed for 100% radiographic inspection of all subsequent welds to insure that porosity w~uldbe within specifications. As another example, Figure 2 shows a failure in ground support equipment (54-in& diameter water line flange-to-pipe weld) which occurred during cyclic pressure proof testing. The crack shown here initiated at the toe of the weld as a result of undercut. The undercut was noted to be more severe on the side of the forged flange, which happened also to be the weaker material. This, of course, necessitated tightening the allowable undercut requirements for steel weldments in certain ground support equipment. The above examples illustrate typical defects which have caused failure and which must be controlled to insure weldment reliability. Without attempting to define or describe in detail all of the parameters which form a welding standard, the following may serve as a generalized description: a. Metallurgical Compatibility of Base Material and Filler Material A filler metal must be selected which is metallurgically compatible with the base material. The filler metal should not present a metallurgical discontinuity (i. e. , formation of brittle phases) which could cause premature failure, nor should there be a high electro-chemical potential.difference between the weld and base metal which would invite corrosion. Stress corrosion characteristics of the deposited filler metal must also be considered in the selection. �b, Nechahical Properties of the Welded Joint In order to have a high degree of confidence in the mechanical properties of a weldment, a 1arge.amountof data must be obtained and statistically analyzed. If, for example, the ductility or tensile strength of the weld is below that of the base material, the des$gners may compensate by increasgng the thickness of the weld joiht. c. Welding Brocess ~tandarazationon a particular welding process must be based on its adaptability to the product and the quality of weld which can be produced. Subsequently, the welding procedure must be docum@nted, listing allowable variations for each variable in the proce4s. Joint preparation and fit-up tolerances must be established to maintain good weld quality and consistent mechanioal properties. Simultaneously, and in combination with the det-ination of mechanical properties, acceptance limits for both internal and external defects must be established. Having in mind the parameters which must be controlled, the next objective is to establish what tools will be used to insure control. a. Research and Development Through research and development, the optimum filler wire for the specific application may be determined together with the optimum welding process, joint design, mechanical properties, defect limitations, etc. �b. Measurement of Dimensional Tolerances The component p a r t s must be dimensionally i n s p e c t e d t o i n s u r e p r o p e r f i t - u p and proper joint p r e p a r a t i o n . P o s t weld inspection of dimensions i s necessary t o i n s u r e t h a t metal d i s t o r t i o n h a s n o t renPered t h e p a r t unusable, c. Visual I n s p e c t i o n V i s u a l i n s p e c t i o n , a v e r y important t o o l , i s i n continuous u s e b e f o r e , d u r i n g , and a f t e r t h e welding operation. d. Sampling Often i t i s b e n e f i c i a l , o r even necessary, t o make pre-production and/or post-production samples which a r e s u b j e c t e d t o d e s t r u c t i v e and n o n d e s t r u c t i v e t e s t s f o r g r e a t e r assurance of t h e q u a l i t y w i t h i n t h e product. e. Radiography Radiography i s g e n e r a l l y considered a p o s t weld i n s p e c t i o n t o o l f o r determining i n t e r n a l q u a l i t y . f, Penetrants Most s u r f a c e d e f e c t s which a r e not v i s i b l e t o t h e naked eye can , g. be d e t e c t e d by p e n e t r a n t i n s p e c t i o n . Magnetic P a r t i c l e This i n s p e c t i o n t o o l i s used w i t h magnetic m a t e r i a l s f o r d e t e c t i n g s u r f a c e o r s l i g h t l y subsurface d e f e c t s . h. Ultrasonic U l t r a s o n i c i n s p e c t i o n may be used f o r both s u r f a c e and i n t e r n a l defects. �i, Eddy :Current Eddy current inspection, also, may be used for surface and internal defects. It is obvious that no one of the above tools, by itself, could assure. a high quality weldment. In almost all instances, at least three of the above tools are used: namely, (1) research and development, (2) measurement of dimensional twlerances, and (3) visual inspection. Determining a welding standard for the major structural material used in the S-IC booster stage of the Saturn V vehicle, as discussed below, will serve as a guide for determining a welding standard and for illustrating the use of several of the tools.' The platerial used was aluminum alloy 2219-T87. Folluwing the selection of type 2319 filler metal as .the optimum commercially available filler, welds were made in 1/4, 1'/2, 3/4, and 1-inch thick plates using both the consumable and nonconsumable electrode processes in the flat, vertical,' and horizontal welding positions. Discontinuities,such as weld undercut and joint misfit (root openings and misalignment), were introduced purposely to establish tolerable limits. All panels were radiographed, noting both internal and external defects in the weld. Figure 3 shows an example of internal defects which were tested to evaluate their effect on strength properties, This is a mild example, for many of the weldments contained a vast amount of internal defects. Ultrasonic inspection was also performed for correlation to radiographic defects and for determination of the sensitivity of ultrasonic testing. �T e n s i l e sgecimens and specimens f o r m e t a l l u r g i c a l examination were s e l e c t e d from Ehe welded panels t o i n s u r e ample r e p r e s e n t a t i o n of a l l t y p e s of d e f e c t s , L a t e r , t h e mechanical p r o p e r t i e s were compared t o t h e recorded d e f e c t s , and d e f e c t l i m i t a t i o n s were e s t a b l i s h e d . If the strength of a specimen having a s p e c i f i c type and magnitude of d e f e v t dropped below t h e strenggh s c a t t e r f o r sound welds, t h a t magnitude of d e f e c t was considered unacceptable f o r s t r u c t u r a l q u a l i t y weldments. Among t h e i n t e r e s t i n g r e s u l t s were t h e l o c a t i o n and s i z e e f f e c t of p o r o s i t y o r i n c l u s i o n s on weld s t r e n g t h . Very l a r g e d e f e c t s l o c a t e d i n t h e c e n t e r of t h e weld had l e s s e f f e c t upon s t r e n g t h than small d e f e c t s along t h e f u s i o n l i n e , which i s t h e usual path of f a i l u r e when t h e weld reinforcement i s not removed. For a given s i z e c a v i t y o r i n c l u s i o n , the s t r e n g t h of a t e n s i l e specimen decreased a s t h e d e f e c t approached t h e normal p a t h of f a i l u r e o r t h e f u s i o n l i n e . Another magnitude of p o r o s i t y which caused considerable l o s s i n s t r e n g t h , as k l d u s t r a t e d i n Figure 4 , i s macro p o r o s i t y l o c a t e d along t h e fusion line, This might be d e t e c t e d by radiography, depending on t h e f u s i o n zone geolaetry. I n t h i s p a r t i c u l a r i n c i d e n t , it was d e t e c t e d because of i t s o r i e n t a t i o n , b u t , i n o t h e r i n s t a n c e s where i t i s not p a r a l l e l t o t h e beam of X-rays, it i s not detected. I n one of t h e welded p a n e l s , t h e s t r e n g t h of t h e specimens ranged from 40 t o 44 K s i , w i t h t h e exception of two specimens, one being 33 and t h e o t h e r 35 K s i l o c a t e d s i d e by s i d e . There was no explanation f o r t h e l o s s i n s t r e n g t h ; t h e f r a c t u r e s appeared normal t o t h e naked eye, but upon examination a t 20 �power m a g n i f i c a t i o n , very f i n e p o r o s i t y was q u i t e evident over t h e e n t i r e f r a c t u r e surfkce. Lack of p e n e t r a t i o n , t o t h e degree shown i n Figure 5 , was n o t d e t e c t a b l e by normal radiographic procedures. d i d d e t e c t t h i s magnitude of d e f e c t . U l t r a s o n i c i n s p e c t i o n , of course, I n Figure 6 , t h e degree of incom- p l e t e penetratzon i s very small but s e r i o u s l y lowers t h e s t r e n g t h . In t h i s c a s e , it was not d e t e c t e d by u l t r a s o n i c s o r , a t l e a s t , could n o t be resolved. TMs unpenetrated zone i s s i m i l a r t o a forge weld because of t h e h e a t from welding and t h e pressure from shrinkage, t h e r e was a l o s s i n s t r e n g t h . Nevertheless, Magnified views of t h i s zone show how g r a i n s have a tendency t o grow a c r o s s t h e unpenetrated l i n e which i s no l a r g e r than a g r a i n boundary, Figure 7 shows t h e l o s s i n s t r e n g t h a s . a r e s u l t of incomplete penetration. It i s obvious from t h e s e d a t a t h a t incomplete p e n e t r a t i o n cannot be t o l e r a t e d ; t h u s , methods f o r p o s i t i v e i d e n t i f i c a t i o n must be developed. T h i s d e f e c t i s p r e s e n t l y being c o n t r o l l e d by t h e e s t a b l i s h m e n t of welding schedules recording t h e c u r r e n t , v o l t a g e , t r a v e l speed, and w i r e f e e d speed necessary t o a s s u r e complete p e n e t r a t i o n ; F u r t h e r , pre- production test samples a r e made and checked before each production weld, One p o s s i b l e method f o r p o s t i n s p e c t i o n c o n t r o l i s t h e use of a modified square b u t t j o i n t wherein a shallow groove i s machined down t h e c e n t e r of t h e a b u t t i n g p l a t e s , a s shown by t h e j o i n t c r o s s - s e c t i o n i n F i g u r e 8. If p e n e t r a t i o n i s n o t complete, a void i s p r e s e n t a t t h e c e n t e r of t h e p l a t e which i s d e t e c t a b l e by radiography. 8 This i s i l l u s t r a t e d i n �Figure 9. (i.e., Id was found t h a t grooves, w h o s e . t o t a 1 width equal t o .O4O-inch, .020-inch deep i n each p l a t e ) , would s h r i n k t i g h t and would not be d e t e c t e d by radiography. P r e s e n t l y , s a t i s f a c t o r y r e s u l t s 'can be obtained w i t h a 0.030-Anch deep by 1 / 3 T width groove i n t o each a b p t t i n g edge. R e l i a b i l i t y o r c t h e j o i n t h a s not been f u l l y e v a l u a t e d , but f u r t h e r t e s t i n g i s being conduoced. I n c o n s i d e r i n g radiography a s a t o o l f o r i n s p e c t i n g weldments i n t h i c k p l a t e aluminum a l l o y s , i t was p o s s i b l e t o d e t e c t p o r o s i t y approximately 1%of t h e m a t e r i a l t h i c k n e s s and undercut of t h e same magnitude. Defects which could not be r e l i a b l y d e t e c t e d were micro p o r o s i t y , l a c k of p e n e t r a t i o n , l a c k of f u s i o n ( i . ' e , , t h e t i e - i n between t h e f i l l e r metal and t h e base m e t a l ) , and t i g h t cracks o r c r a c k s which were not p a r a l l e l t o t h e beam of X-rays. Radiography, of course, i s only one t o o l f o r i n s u r i n g a high q u a l i t y weld, and i t s l i m i t a t i o n must be defined Eor each application. This c e r t a i n l y i n d i c a t e s t h a t more than one i n s p e c t i o n t o o l i s necessary t o p r o p e r l y e v a l u a t e weld q u a l i t y . Similar definition,of l i m i t a t i o n s can, and should, be obtained f o r each of t h e i n s p e c t i o n t o o l s f o r a given a p p l i c a t i o n . I n summary, an a e r o s p a c e welding standard must encompass (1) m e t a l l u r g i c a l c o m p a t i b i l i t y of base metal and f i l l e r m e t a l , (2) mechanical proper- ties of t h e welded j o i n t , and (3) t h e welding process ( d e f e c t l i m i t a t i o n s , s t a n d a r d i z a t i o n of equipment, e t c , ) . The t o o l s a v a i l a b l e f o r i n s u r i n g h i g h q u a l i t y have been reviewed, and i t h a s been shown why t h e h i g h q u a l i t y welds a r e necessary. �Although welding i s not the only i t e m which can cause the f a i l u r e of a v e h i c l e , i t i s a f a c t that poor welds'can be a s o l e cause. The succeae of agaoa vekLcle structures dependslargely upon the quality af welding and tihe completeness of the welding standards. �FIGURE 1 Transverse Weld Cracks i n Aluminum Alloy Weldrnen't FIGURE 2 Longitudinal Crack A t The Toe O f The Weld In A S t e e l Weldrnent �FIGURE 3 Radiographic Reproduction Of Weld Test panel FIGURE 4 Macro-Porosity In Aluminum Alloy Weld Test Panel �FIGURE 5 Incomplete Penetration Not Detected By Normal Radiographic Procedures �(c) FIGURE 6 200X Incomplete Penetration Having Overlap Of Heat Affected Zone �- 50 - 45 - 40 - 35 - 30 - - 25 - - 20 - I I I I WELDED 2219.787 ALUMINUM ALLOY @ - @ - - @ " L 7 0 xX- r' 0 5 C e =: VI -* E C - C I 3 a z = 15 10 - - LfGfND: 0- SOUND WELDS X- WELDS WITH LACK OF PENETRATION I 1 1 % % h' I 1 THICKNESS, INCHES FIGURE 7 Loss In Weld Strength Resulting From Incomplete Penetration �FIGURE 8 Cross-Section Of Modified Square Butt Joint Design �(b) FIGURE 9 Weld In Modified Square Butt Joint Design 50X � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000052 Title A name given to the resource "Aerospace Welding Standards for the Minutes of the Meeting of American Ordnance Association." Creator An entity primarily responsible for making the resource American Ordnance Association Date A point or period of time associated with an event in the lifecycle of the resource 1963-01-01 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) Aerospace industries Space vehicles Welding Type The nature or genre of the resource Minutes (administrative records) Text Source A related resource from which the described resource is derived Saturn V Collection Box 8, Folder 2 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Is Part Of A related resource in which the described resource is physically or logically included. Aerospace Welding Standards for the Minutes of the Meeting of American Ordnance Association Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000051_000074 https://digitalprojects.uah.edu/files/original/20/1137/spc_stnv_000053.pdf 55709717c2e368c830bd610c1f0dc8a7 PDF Text Text YllWEF 8F THE Y h l H E l FLlCPT AWIREWESS SEMIMAR YAMRED SPACECRAFT CENTER S f PTtYBER 15-28, 1161 �FOREWORD THE PURPOSE OF THIS SEMINAR WAS TO PROVIDE THE GOVERNMENTI INDUSTRY TEAM WITH NEW INSIGHTS INTO THE FUTURE OF MANNED SPACE FLIGHT AND ITS ATTENDANT REQUIREMENTS FOR QUALITY WORKMANSHIP IN THE PROSECUTION OF APOLLO AND FOLLOW-ON PROGRAM ACTIVITIES. GUIDELINES, OBJECTIVES, GOALS AND MOTIVATIONAL INNOVATIONS WERE DISCUSSED, AND PRESENTATIONS WERE GIVEN BY KEY MANAGEMENT PERSONNEL OF NASA AND THE AEROSPACE INDUSTRY. �AGENDA SEMINAR ON MANNED FLIGHT AWARENESS Maned $acecraft Center Houston, Texas Thursday, September 25 - - SESSION I NASA Management: The Manned Flight Awamness Challenge as NASA Sees i t SESSION II Industrial Executives: Industry's View of the Future Session Monitor: Mr. Philip H. Bolger Session knitor: Mr. Philip H. Bolger Opening Remarks Philip H. Balger, Acting Director Manned Space Flight Safety McDonnell Douglas Astranautics Company Walter F. Burke, President Welcome Address Dr. Robert R. Gilruth, Director Manned Space Flight Center North American Rockwell William B. Bergen, President The Boeing Company Harold J. McClellan, General Manager, Southeast Division, Aerospace Division Panel Discussion Moderator W. C: Schneider NASA - Industry W. C. Wi& R. A. Petfane R. R. GilruUl W. F. Burke W. 0. Bergen Dr. George Mueller Keynote Address "The Future of Manned Associate Administrator for Space Flight" Manned Space Flight Apollo12and!&yond Dr.Rocwktrone Apollo Program Director Apollo Applications Program Planning William C. Schneider, Director Apollo Applications Program The Management Challenge b e James, Director Pro@m Magement Marshall Space Flight Center Astronaut Participation Major Stuart Roosa, USAF in the Manned Flight Astronaut Awareness Program - H. J. McClellan Panel Members Friday, September 26 Moderator Dr. Preston T. Farish John Mill~Mtt- IBM The heing Company Tom Scott Dwayne Gray - North American Rockwell T ~ ~ ~ T o c-TRW co Harold Durfee &urnan Aerospace Corporation Gordon Macke McDonntll Douglas As~ronauticsCompany Space Station Task Group, Manned Spaceflight Om ter John W. Small, Assistant Field Director Manned Flight Awareness Themes and Progam Continuity Reliability and Quality Assurance Office, NASA Headquarters Dr. John Condon, Director 1. Central Themes and Awards Al Chop, Headquarters West Coast Representative, Manned Flight Awmncss Off ice Industrial Relations and Compensation Service, Texas Instruments, Incorporated Dr. Charles Hughes, Director 2. Manned Flight Awareness Warking Tosls: Pastas, Newslettar, Films, Decals, etc. Eugene E. Hixbn, Chief, Manned Flight Awareness Office, Manned Spacecraft Center "Innovations in Motivation" Moderator Sununary and Closing Philip H. Bolger - SESSION Ill - MFA Concept at Work Session Monitor: Dr. Preston T. Farish - Eugene E. Horton - Remarks �TABLE OF CONTENTS Page OPENING REMARKS Philip H. Bolger - 1 WELCOME ADDRESS - Dr. Robert R. Gilruth 2 MANNED FLIGHT AWARENESS CHALLENGE AS NASA SEES I T THE FUTURE OF MANNED SPACE FLIGHT - Dr. George Mueller APOLLO 12 AND BEYOND - Dr. Rocco Petrone APOLLO APPLICATIONS PROGRAM PLANNING -William C. Schneider THE MANAGEMENT CHALLENGE - Lee James ASTRONAUT PARTICIPATION IN THE MANNED FLIGHT AWARENESS PROGRAM - Major Stuart Raosa, USAF INDUSTRY'S VIEW OF THE FUTURE Walter F. Burke William B. Bergen Harold J. McCleilan PANEL DISGUSSiON MFACONCEPTATWORK Johfi W. Small Dr. Jab Condon Dr. Wlarjes Hughes INNOVATIONS IN MOTIVATION MANNED FLIGHT AWARENESS THEMES AND PROGRAM CONTINUITY CENTRAL THEMES AND AWARDS - Al Chop MANNED FLIGHT AWARENESS WORKING TOOLS - Eugene E. Horton CLOSING REMARKS - Phi lip H. Bolger iii �OPENING REMARKS PHILIP H. BOLGER Acting Director Manned Space Flight Safety The successful lunas landing and completion of the flight of Apollo 11achieved a national objective in this decade and is a significant milestone in man's continuing progress in space exploration. Historically, achievements of such magnitude, requiring concentrated efforts over an appreciabh time period, are followed by a letdown aad general relaxation ~f the personnel involved. Ea addition, this letdown may be amplified by a serious morale problem when funding cutbacks a r e experienced. The result is a decline in the required attentkoa ts detailed w o r l n n a ~ h i pwhieh can cause a rise in a d d e n t rates and potential loss of life. Ta ctam* tBew p&@atidmmde ~uqlacency prdem in the ht pmgram, WB Gcwsmnmsa% daFi tne; rn Mmn& l?li&&Awarenp;m &~xllinaris bhg eollmlwbd. The abjer&itre af this +emhm Irs the In We way we ~$11get the rn6sli~agefrom NASA Maaagemetat ta the X&WC$ua2a m&pc-maiMa for dolng the work t b t k 76W ta t ~ h a Pi& g quallty of wmkmau~bipIn the aem~spaeefame. The grc%=&iwsof tSlis 8ez~ias-r WUbe trasnsibed are &tenid%, hopefully wiWn w e m~ath. d d o t & &to CBw who Mow, I have a sta%mtfro-m Dr. P a b e , who was d l e to be here isday, he IEL quite interested in o m lihmed Fltght Awareness P r o g r m ;ui$ what it is trying to do. ~r paim says: . "1 wish to ezpreae my regret W I eun unable Q participate in the Msrnned Flight AwareSeminar b e c a r e of previous commitment~.The subjects that you will discuss tue of the greatest importance to the future of Manned Space Flight. It is imperative that the NASA/Contractor Team maintain it&mamenturn a d cantinue to achieve the highest degree of quality workmanship. I rediee that this is a difficult task to achieve in thie period of cutback in space aetivities following the succesrs of the Apollo 11mission. On the other hand, however, we a r e entering a new e r a of relatively stable space flight activity and will be undertaking new pragrams that Dr. Mueller and his associates will discuss witb you. We must impress on the aerospace worker force the fact that our future in space is a bright one and that we will continue to move forward in achieving an ever greater operational capability and broadeningour scientific knowledge in q a c e . To achieve these goals we are as always dependent upon the individual worker, his motivation and interest, and ultimately the quality of Ms workmanship. I know that you support my views on these subjects and will make every effort to bring our future space f l w t programs to successful achievement. The Manned Flight Awareness E o gram is one of our most valuable tools in support of these objectives slnd I hope you will make every effort to utilize its capabilities to the utmost. Now, we've asked you to come today to discuss some ~elativelyserious problems that a r e confronting us in Ohis period of instability a s we a r e cutting back a f b r the Apollo 11 succesrs. Our speakers will address these subjects in light of their particular programs. �WELCOME ADDRESS DR. ROBERT R. ClLRUTH Director Manned Space Flight Center Good morning, I am happy to welcome you to this seminar. I would especially like to thank Walter Burke, Bill Bergen, Pat McClellan, and you other leaders in industry for taking time to be with us today, and to bring us views for the future of manned space flight from your perspective in industry. It is fitting, I believe, that thismeeting is being held following the most remarkable expedition of all history-manf s f i r s t journey to the moon. Neil Armstrong described Apollo 11 as lla giant leap for mankind, " and there is no question but that i t was a giant leap. It proved among other things that the moon is no longer quite so remote and inaccessible a s i t had been. It didnot assure us, however, that the next step in space would be equally successful. Whether o r not i t is will depend to a very large extentupon the inspiration and leadership, and the imagination that will be shown by those of u s who a r e in this room today. I think this can be a very valuable meeting for all of us. We a r e going to hear a bit aboutwhat is planned, what i s possible, both from the viewpoint of NASA and from industry. I believe that this frank exchange of views and comments can give each of us a freshperspective on our jobs, and a better understanding of what lies ahead in our national space program. I think we a r e all concerned about the period of let-down that tends to occur following a great milestone, such a s has just been completed. We all know that we cannot afford a let-down. There a r e many important missions to be flown. There a r e many more flightcrews waiting their turn for flights. We know that we a r e being looked a t very critically by millions inthis nation and abroad. We must continue to demonstrate to them that success can follow success, and that the words lfMade in USAu stand for excellence and worth in leadership throughout the world. Success results, I believe, from the interaction of many people doing many things. But success can never come about without pride. It cannot come about without personal dedication and a fundamental understanding of the job that is to be done. Unfortunately, motivation is an intangible. It i s not something that the Federal Government can write into its contracts. It has to be self-induced. It comes from within. It results from knowing that the work we a r e doing is important and that the job we have been given is more than just an 8-hour day. It is impossible to get everyone, in all our organizations, to think like this, but if we could just raise the number by 10, 25, o r even 50 percent, then I believe we would be working in an entirely new realm, with f a r greater potential for success and less probability of costly mistakes. I cannot over-stress the importance that NASA management attaches to the Manned Flight Awareness Program. We know that the program has and will continue to have a very important and positive effect on our flight missions, an effect that can be felt in such vital areas a s crew safety, cost, schedules, and new technology. I hope that each of you will find ways in this conference to put the tools of our Manned Flight Awareness effort to use to revitalize and rededicate the efforts of this great team. I wish this conference every success, and again welcome. Thank you all very much. �MANNED FLIGHT AWARENESS CHALLENGE AS N A S A SEES IT ��1-r qlooration program; one that is, however, I think, a wite festsllhle wms d m e a t also serve# as a proving ground for planetary exploration, because it brm mt that moSt Q%ofbt'W.qg8 that we w a need to have d e n we explore tha planets can be daveloped and tested a$ &a moan, w%$&31~)- oowiderable irer.vi~sin time 4money. P m n M FearlqlNu Iiuum.E COST REWFION USE OF SPACE RIGHT SCIEP1Q AQPLICATIW & lEClW3LOCY .TO ENSURI INCSWSING RFfUMS IN SCIENCE AND APPLICATIONS USE OF EARTH ORBIT EXPLORATION OF THE SOLAR SYXTEM LUNAR MPLORATf ON 010 STRUCTURE A PROGRAM Of INCRWSINO CAPABILI.TY - M A W MPCOaATlBN FIGURE 1A The results sf this h program, as shown in FipFve (iaad I im kind of skipping to &e end and then I will come b w k and fill in-htwm) a r e first of all that it fulfills the objactiveer d the wieme 4 applications disciplines, it pravidee an agpeseiive planetary program, and a capability for a lrmar eqloration program leading to the QVQZIW e-xploiWon of the moon. In ptw&t&w, it p r w l d e ~a r m o d 1 e pregram leading to a surface base. It p s a v i d ~a capability for a program to urn e%fiorbit for M t m e olppltoathm and mission operations. It deveiops anew spa4xtflight aagability of ccndderable power and it provides a precursor data technology system for manned planetary exploration in the 86's. It also provides a basis for cost reduction. The capabilities that are developed in the course of carrying out this program include (Figure 2B), in the case of the aut.omat;ed spaeecd2 (which a r e still used f a r those naihlsions where they a r e more effective), the develspaamraft; the use of special-purpose spacecraft, particularly for those opment of longduration interplanethings that r q i r e eantisuinf! observations; and the operational earth application spacecraft where you are, for example, taking the f~Uow-msto the mros and the Nimbus satellites. Much of the equipment developed is designed for a combWbn d m m m d aur$ wtamated operation. For example, the astronautical observatories are a dual mode type of operation where raen will work with the telescopes over a period of time and then allow them to fly freely a3sd operate aUOom%tically. Man in this kind of ttn application will be used primarily for changing instrume~ts. The lunar rover i5 an example of a dual mode system in which we normally will have a manned operation of the rover, but it will have another mode that will permit it to carry out long traverses in an automated fashim. And then we will have the man-tended satellites of many kinds: that have been proposed, including even manufactming facilities where they can be automated. 1 INESRATEO SPACE PRaORAM SPlCE GLPABILIW DEWLOWOIE INTEGRATED PROGRAM RESULTS 1910- 1980 !aw!El lLWODURATIW rn FULFILLS RR OBJICTIM ff THE SCIENCE & APPLICATION Q I $ C I P l I R S m m w m R Y SIC *SPfCIM PURPOSE SIC a OPERATIWAL WR7H APPLICATIONS Sk PROVIBES AN AWESSILT PUWFTARY PROGRAM PIZOVlBES CAPA5ltlTY FOR A LUNAR EXPLORATION PROGRAlW WIDlNG TO EXPLOITATION PROVIDES CAPABILITY FOW A PROGRAM TO USE EARTH OXBIT S C I M Q , APPLICATIOMS &MD MISSION OPERATIONS b ASTRBUUdICAL . L M OMAN INSlRUMB175 RWER mom sAmLrrs &&.!a SPhCE STATION MODULE 8 ATIACHEB UBM(AT0RIIS DEVELOPS NEW SPA& FLIGHT CAPABILITY LMIB CREW CAPSULE BROVIMS PBeClJRS061 DATA & TECkMOLOCY EXPLORATlON IN T M rar FOR MANNED PlANETARY GWERIU USE $PAC€ SHUTTLE PROVIDES A BASIS F O R COST REDUCTION a WCLUR $HUTRE c j P A C f TUG PROPULSION MOUE FIGURE 2A FIGURE 28 . �its attached labonabasiew. We also have In the mmplebly masTFec3 wea, we have tlra space atatim module that .t.caa be wed for wureignct to the moon or for e s c u r s i w from w e arbit to such things be a mew another In the earth b a i t . For general w, we prerp& the d ~ l w ~af1a spwe ~ t thtf.le f ~ earth r axface ta eartb orbit and return; a nwlaar sWt&&r$oiagfmm e m orbit t.elumw o&t eula ratnrn; md a mas tug wtri~h,for e-xample, is used fog &&+b-orbit~hmge8 near a 8WWt. 4%e space &g, incidmtauy, dm is designed to provide us with the aap&ilitg of lawling that menw c ~ d one the mbon. Sa it is a multipurpose ewpment. I &ink the basic strategy that we b y e devekcpd fw e a ~ mt m thid p;mg;raim is one ol first, reusability, and, if you will aetiae hem, wc gat reu&lity in two fashisns. Qw, in the o m e o0 the apace shuttle, dl of you knew, is a o&cle. W takes of£from the earth surftee, flies into orbit, rendezy~~,s witb wha#ever platform it needs to, t ~ a d 8 c~ q8 o sad pa$s to that space atatcan module, thm rebras to @art&,hiding horieontally on a mguhEPt3dlng &%p, Psrl is bmught over tO B hunch pad, r ~819d takes ~ offagain. , And here we have reuo&tb.nSeJr. In&@ sure af the nuohas shuttle we are talking about a vebide that caa operate from orbit to orbit many Urn-. We expiwQW we will be able ta cavrp out somewhere betweein 10 to 50 orbit-to-orbit flights, with- a staglet canuofem shutue, b9ff)re we have used up the ncaclear materid. In the cam of the s p m station we ~t reusability in B d:fffem& fashion, and that is tftrough the lifetime. We are talking aLborrt spaw station modules a t last ten yearm mid that are in emtlauous use for that period of time, through mpply from the w e e shuttle. I% sgssnd @ major L c o m a W t y . Although it is most diffioult in fact to aobieve, we are looldng at a program where we hay8 o d y a fmv basic modules to be dmlaperd, and then we modify them to fit particular applhtim. fn grwthl&r,are expat the w e station module to be the same, whether it happens to be in earth orbit, lunar orbit, or in eynehramus orbit. Now that places mme constraints on the first design, but once mxwmhated, it t b n has a wldca range of ueefulnem. Th8 same thing i s true af this space tug propulsion mvdule, We expect & be able: to use that ~~ltme propulsion stage for landing on the lunar surface, as well space station module to one of the man-tended satellites and back again. as for taking the crew cayldefmm Now one of tbe keys to this wbb program again is the refuelhtg in space of these various proputsion units, We d o ~ ' tintend to bring them bmk d m to the aurfaoe. In mo$t cases, we plan to reduel ahem in space. And that again means that we have a fair oargo, but a flaxihle cargo, that we can use in carrying out the program. The kind of a program that we are now talking about has a schedule that takes off from our present Apollo equipment and its uses, and begins within 1972 (in the case of L e Eartb Orbit Program), with the Garturn V warkshop ruLd ar quiewent CSM, as s h m in Figure 3A. Thatworktdtop is deeigned to provide us with an understading Bf what it takes for men ta live for extsnded periods of time in space. Its first flight is for a month, its e o m d flight is for two monfhs, and it has a Wrd flight for two months, where we will have a three man crew buildbg up aur e z p r i w e e h t the phyaiolo@cdeffwts of I q - t e r m expoewe to the space environment. In addition to that, it has a major scientific instrument, the Ape110 Telescope Mount. It is really the first manned apace d a r observatory, and it will be in w e thmmgbat that time period. We have in the integrated plan the ability to fly a secQsPd of these workshops in the 1973-1974 time frame, leading up ko the introduotion of a space etation madule in 1975. k t that earnetime, we would hope to be able to bring on the line the .space tug and the spaee shuttle. Now f ought to say a word about there dates, they are indicative of what we can do. The question, of course, is how nrueh do yau have in the way af resources? Well, we have earefdly structured this program in a way that divide# it up into p b w . So it i s a phahied program. The first phase of earth orbit operations is the &oUa d@~aticmer Program, which you are all familiar with. The second stage will be the apaee station mod&. You hawe an a p p o ~ i t to y delay that $me, if you wish, in order to conwrve near-term resourceti. And m, these date# repmeat tfis s l i e s t pos~ibledates that ane acarld bring W e inb be-. I think if you s t m c w e the progmm on lass re-s in Me near-term, then thee dsltw will stretch out. In 1978 we p h to t;crtmcbe the f i r s t of tb man-tended spomr9fts. In the case of the automatedmiesions bet w k now and 1976 and 1977, there is a very acttve program in this plan of flights, building our knowledge of tbe near-earth enuironzwst, rind leading to the use d *e space station and space tug in 1977 as it becomes awailabh. And Bere we w i l l first use ths space shuttie f o r carsyiae; the satellites b t use to fly on b p of regular rocket vehieler. We use them to atwry fh8) satellite into orbit, ahedr them out at the space station, and then p h e them in whtever orbit we redly want them eventually b be in with the spme tug. This provides us wiEb the opportunity, if wmething gaes wrong with the satellite, to go back over, pick it up, and either fix it there or Is,it h e $ to the spa- station and fix it. In the event of et major failure, we can bring it back down b earth and fix it. Thenby 1979, we wouid have et e @tationin santelaw altitmde earth orbit. We w d d expect that tbere might well be a w e station inpolar orbit, a& we would expect W t there wouM be a space station in geosynchronous orbit. The space statian modules are d p ! ~ @ d ta be coupled one to another, 80 that ane can build up the amount �of living room you have in space. We think t h d we could use 'these to build up a: space base capable of accommodating several tens Qrevenhundreds of people a earth orbit. The n u 0 - k ~shuttle would be the mdmtay for translation from earth orbit to synchro~ousorbit, or other widely varying orbits. In the lunar explor$eion grqp~rm (Figure 3B), we have onee again a takeoff from the ApoUo Program. We would expect, in the peris$ beween n m and a b u t 1975, to contfnue a program of @xploration lunar flights, using the basic Apollo squipm~tft,akded for &itidad staytime on the lunar euTfaw, md to pmvide for some observations of the moon from wbit, by using the empty bay in the wmi6e module d the orbiting vehicle. We would expect to introduce ~ometimein the 1972 time frame, a manned roving vehicle that will permit the astronauts to venture some di&t%nc-eaway from the landed lmas m98ule. We wodd q e e t by a h t 1976, or some year after the fir@*spme sWim ~ o d u l was e put into orbit, Q put one into lunar arbit, and t~ begin then to use it a s a mobile base tn lunar orbit. f t b 5 one great itage age. That is, it is 60 miles from every plwe on the lunar surface, it's in o ]pol= l m r orbit, and os a eonsleqywe, every two weekre can reach my point m the surface of the m w . F m early exploration &hisappears to be a most desirable mode of operations. It is coupled with the tug and the cpew capsule to provide ac~pabtlityfortake-off from the mace rtation module, landing at m y point on the noon, staying Wre for either two o r four t w k s , rand then rcstwminp to the space station module. The long term appli~61fft-m4 this ~rbitixxgmodule is, of course, as an intemredW@b a w If you think of what we will be d a h g on the ~ E K ) Rsomet;lme in the early 1980's o r the late 1980's depending on how we p r o c d , we would envision a situatitm in Bvhiah we h d shuttle8 going from the earthts surfme to earth orbit, carrying propellants, cargo, w d crew, to this transfer point in earth orbit, A nuclear shuttle would then pick up the cargo, load up on propellants, wid take the cargo axid crew out to the space station in lunar orbit. Here again they transfer to a third &uWe that gues from lunar orbit to the lunar surface base, and retarns to the lunar orbit. . + W?!dOEBlT MFAPARR PWlBllXM Sf-E L W LXWTlW lmmm BRBEOm'mBICE MANNED MMMeD INSTRUMMTS AtW IMRODUCE M ~ SPAR 9TATiaW L SVC WGLfAR SHWllf R BASE lUNlR ROML APOLLO JISCIPLINAUV SPACECRAFI AO IWXRMBIAE TO SMML LkwcH VIHIrnS SPICE STNIOU mmw PWXSMUmt 19 OPF?WTiW ME1 MRBdkW SPMXBM AS b P m l & R SYSlEMS FIGURE 3A FIGURE 3B W e now have a tcaaspa~8Sisasy&emthat p;ravidec for a o m p l s ~ l yreumble vehicles, all the way from the earth surfme to the moon surfwe m d r-rn, One d the advantages of this is that you can project cost per pound for such transportatton asbeing something like $200 a pound for a pouad carried from the earth's surface out to the moon and back again. That compares with m e b & & s of thousands of dollars a pound at the present time. I have tried to summarize the major events a s they take place in the earth orbit part of this integrated spme program, in the time frame from 1970 to 1980. I think Figure 4 demonstrates what. we have been saying. You find we do not have very many new pieces of equipment introduced, but instead a build-up in the k i d s of things we a r e doing that is quite impressive. ltn fact, I believe this program meets all af the objectives that t-he scientists ad the people that have been working on space ~pplicationshave been able to define for this time period and d m provides the flexibility to do many things in addition. tha Again (as shown in Figure 5) in lunar orbit you have the same build-up of capability and in the planetary area another buildvp capability. Now, we have taken the program out through 1980. We also have looked atwhat the implications are of this programthrough 1990. It turns out that by using the same basic equipment of a nuclear shuttle and a @pacestation module it is possible to build in earth orbit o planetary expedition. One of the ideas we have looked at says we take a space station module, plus some planetary peculiar equipment, and attach to it three nuclear shuttles in paralIe1. The first Wo of these fire, and drive the third shuttle and the space station �FIGURE 48 module with .tBe pliw~truypeauliar equipment off to, for example, Mars, The two outer shuttles, once they have achieved the Wawfer velocity, leave the vehicle andreturn ta earthorbit for reuse, the remainder continues on out f~ Mars, and tbe third nuclear shuttle p l w s the spme station module in orbit about Mars. There are excur&an modules to the Mars s h e am3 return. They stay there for about taro months, then they return past Veauls, using the nuclear shuttle for the second t i m ~ ,and u ~ ae Venue flyby to reduce the return velocity to earth. Then they fire #e nuclear shu#le for the third time, and return the whole assembly, including the space station module and the ehuttle into earth orbit, where it can be refurbished and reused. That is the kind of p r o m flexibility that is available o w e you develop these reusable vehicles. Here in Figure 6 ie a detailed flight program. I w@nttdwell on that this morning, but you will notice that there is a considerable progrru~of usmannedor rtutomatedl~rebiclesin the early phases. They eventually become reused, utilizing ths: spme staticin as a base to operate from, and so the numbers dwrease. That decrease in nzuabers, in tarn, pmvIdeBI u6 wfth a better understanding of how we reach the 88vings. We are doing something lfke three o r f o u ~times as much work in space, by the-1977-1978 time period, but the costs of operations have & o W y decreased. I guess the one thiag: I ctfdn't do was to discuss two very important parts of this program whichwill, i n f s t , determine how successful thie program is in reducing met (Figure 7). One of these ie the third item where we the have tried to prwide fma w 1 d qualification and checkout criteria. Now, that is particularly true experhefit area, beowse once we have a @ace shuttle, itwwld seemthatone ought tobe ableto use essentially tbe s a n e kind af equipment for exploratory research that you use in tbe laboratories here on earth. If that is true, you can put fbose thing%in the space shuttle, carry them up to the space station, move theminto position FIGURE SB �and see if they work. If they dmqtwork, you can fix them, became you have the tfma and p p l e &ere to do it. That should redwe t8e very eons~iderablecost that we have ~stso(sit~te3 with making sure that all of this equipmat works pefpwtly a m it is launched. And much of the cost of prmbnt day equigment is in the qualification and Wa&flity area. We had h c p d to be able to eliminate that. THIS P m m IS 81216*0 f f S ~ R I a I t ,m mm e TMem ~ % w ~ *ww N ~ l U B ~ I ~ BSQ-a. ma I * C I R ~ IN~ ua W101 FCX L mDWlW YSSim 812lQ F[B( BPOIlM rOMR1U r OtSlDl fOS~l1-MtL$1*H Y P l l U f l W llPUEW CDSl (I,rU(. S W UTt6IhT1(Y. 4WM.IFICITIW, BiLglD S U M FffilLITlf!& WBIU, IMP€MHTtW6 w Mt5smM 1 WS YMICbEs MStW KR LOU6 WRRlDl MISSIOIS WIQ t 0 WMW R Z U E W M t C l N IN MU( V(nlUf s 5 1 aFCX MAXW a RWSAW r r w w a ~ * r m c fiRLDWHBOIMmRM BWVl m(l:7wW6wkflDl OKll W Y MlSSlOIS mWZDEF0R IlcLMa PUUffWilSIR M i O C W m B WllralA .. . us The s e ~ o n dWng is that we h v e tried to provide for autonomous flight misdonss because, again, a. very IISi WUIf1(IP 1616QSl @%W IF ICCSSMIIY CmP4WKS r a t u ~ p rel t i*sv RE& a SPNBCW ma ~ * I R ~ A T I O I large part of the cost d o w present systems operam URN COR MWIF1C~lICU011 REPAIR Fbl W nM &DWiWiTUB SPAM sv&CK.Mfr UD tnsamm3 tion is in the mind mpyrort ecorst that goes with it. *w* RMMU ' I R U S P O R T W TP W I T WAVY Au0 M*IIR141(1LL m l Q We have, as you b o w , some 20,000 people at Cape 1 PQOslBE F B AtlWIWWS FLbW MMI%SIM Kennedy who participate inlaunbhing a Saturn V. We mstm POS H ~ I W maKrn? L WIUTAINWC~ PEWSIR F a RIWT C W MISSIE* C W M U would like to end up with a groundcrawfor our spme m r r IU NOW m e w f m ~ m L RIW mlaStm s u m mTI shuttle that i a not h r e r #aa tbat for FL 747 aircraft. E%Vm15nffl -1PB PRkUWMA H we can achieve that, then &@ c o ~oft operfitioo will ISHRC W A L sUwORT enurn D IPReWMMYUIL BY 8 1 O T C ~ ~ m C W USf W TRLNSWAIION AND FRWW WPPORT plummet. That means tIso~h,h t we have ta do mcutrls something differeat about the desfgn af these vehicles. + They have to be capable of operating with very small crews and be checked out and be ready for launch with FIGURE 7 very small crews. That s a p , in turn, that we have to design the srtbs~rgtamto operate in that made, which is quite different tb way %@ym e designed at the present t h e . Therefore, one of the great challenges is going to b to G the way we a r e doing bu%ineesto be much more nearly the kind of checkout and design philwophy aseociatsd with airoraft, rather than that which we have developed for launch vehicles and spacecraft. b P(IWiDL (I . Another facet of this is the development of a better way of handling information that is generated in the space module itself. One becomes aware of the problem, when you think of the warehouses full of magnetic tapes that now dot the ldsaape around each of our Centers-magnetic tape that is storing, at the present time, housekeeping dab, d not a very high bit rate. And then look a t the saientific equipment and the desires of the scientists for new eqaipment in the next 5 to 10 years. You can imagine that there probably won't be space enough on the surface of the earth to house all the magnetic tapes that would be gener~tedin a few years of operation of some of this equipment. WeI1, we do need to pre-procegs data, reduce the volume of data, and increase the quantity of informaLtlon we get out of these things. That is gaing to be another challenge in the development of both the *ace station and the space shuttle (Figure 8A). We atre in this kind of m approach, estrtbiishing an integrated program that is capable of meeting the needs of the scientific comr$.unity and our engineering community a s well. Xn this instance, the equipment we have developed c o n s i ~ t of s just a few basic kinds that a r e used to do all of the things that we have been able to think of doing in the 1970 to 198Qtime period. Here (Figure 8B)in the case of the cislunar operations we continue �to use S a ~ m VWstfrne ~ ~ period, t sincethat size of vehicle is necessapy tulaunch many of the modules into orbit. Bat. $he. major trwportation is carried out by the space shuttle itself. The space station module has many ugw of courtw, W a s the balse for laboratories in space, d dm a s a way-station for Qavel to ' other orbits. AEJpat can see, we have space station modules in several places, each one af which is supported by the nuclear shuttle. The overdl planning ,s&edde that we have talked about is ehown on the left hand figure. You will note that one of the khings we tried to do in making; this plan was to have a continuing flight program both in the lunar area and in tfie earth o ~ b i t da~ea. Dobg so, tmms out to be not tao expensive, ;tnd at the same time it provides us with the contintling buil&p of knowledge that is so essential for an orderly program. Wow I would like fa tell yon of the plan which went into the Space Task Group repert, Basically, the Space Task Group rep@& emt with Blaree program alternatives Figctre 9). 'Rie integrated plan, that I described, is really the oae thatwouldrequire resources r s h m W a r the maximum pawe in the dutted curve on top (Figure 10). As y m can sass, it bums up to a fund- level that reaches about 10 billion dollars in 1976. That was the most ambietious p r a g ~ mpresented, and from that program the President1&Space Task Group selected certainalternatives. It tww out that the principal cbmge in each one of these alternatives is in the pace of the schedule in whioh the pl.af~3~am ia wid out. But there are differences in the conteats of the several prqgrams. For exmnp1e, by the time you get to option 2, ar program B, as is the case in the right hand figure, you find that m workshops to one workshop, and so on. There are actual reductions in content, as you have reducsd f r ~ mt well as in the schedule of the program a s carried out here. But basically, each one of the three options has the same ear& opbitd b&d-up of equipment. The third option essentiauy defers the decision on when one undertakes a plmetary mission out beyond the scope of this particular study. Essentially, the difference between option 1 rand option 2 is in the time at which you carry out your first mamed planetary expedition and the time at dub you bring yo= firet station module on orbit. The-difference between option 2 arid option 3 is that the sta& of a p b w e y prog;ram does not take place in that funding curve. But, of course, as is true of most prop - ~ , you have to recognize a t y m have flexibility, and these programs are designed to have flexibility so initiate a new program start at any point a s you go along. that y m I think that the position the Space Task Group took is one that is quite constructive for the future of the space program. I find that the alternativesdo pennitus to buildup those basic elements that are essential to aflexible long-term program. In particular, each of the programs provides for the development of the space shuttle, a space station, EUXil a space tug. A11 of them also have in it the development, but on different schedules, of the nuclaar shuttle. So thst ia the sssenc8 of the situation a s we stand today. I am encouraged, p e r e d l y , with the actionsthat have beentaken over the past several weeks and I believe that we do, in fact, have a sound basis for a continuing space program. I think you all ought to be encouraged. I think you all ought to recognize, though, that our ability to carry fopward with such a program as this depends upon the continuing succtess of the present flight program. There is nothing that will cause some of these dresuns to wither on the vine more rapidly than failures in flight. With that in mind, I would like to conclude with just a w d abaut the i m p o r t w e of t e r n work in carrying on in the future and to show a film that we had prepared in time for the Apollo 11 flight. It is a film that we prepared to commemorate the end of the Apollo Executives Group. We invited to the launch all of the top executives of your companies and the service groups who had participated in the program for so many years, allowing us to reach that point when we could take C SPACE R I M PROGRAM PPERSPfCTlVE LtmAR OWIT BAS€ LWR M A C E BASE I I FIGURE 88 �off for the moon for s. lunar lmdhg. We trkd to show in inis film some of the characteristics of the teamwork that made t f t Big& powibla, I Link %at t~am~orlr that was so essehtial in ApoIlo is going to cuntime to be essentid in the h@xe, ir we w e to suwe4 in this e@a~e aeffuttyr. And so I would like to leave you wi& the thougM that ft i s the taan *at is import&, a d it b our &stre md Lope that we can preeeme that same kind of teamwork in thefuture k t has been so fnstmental ia the succese, of the past. Thank you all very much. FIGURE 9A COMPARISOW OF NASA FUbfDIN6I REQUIREMENTS (BILLIONS OF DOLLARS1 FIGURE 10A FIGURE 10B �APOLLO 12 AND BEYOND DR. ROCCO PETRONE Apollo Program Director - 8 . - +->*+- 2% * moami&, genheken .-it.iS ,,, ,,, ;I- &&h iiOe to ~ci here today. In the few moments I have on the schebule I am going to stress Apollo 12 and beyond. I am also going to stress the fact that each bird eomes by itself. Before you w n W k 13, you have to talk 12. Before you can talk 14, you have to talk 13. Same years ago, when I was playing football for Earl Blaik, he had a favorite expreersian that r e d l y sank home in later years. He said, "If you want to win, you've got to pay the price." Now, Apollo has its price in order to win and mcceed. It is a question of dedicationto the job-that little bit extra, that little extra push. It is far beyond what we would call an 8-hour day for those of as who are going to lead the program, and those of you who have to lead others. It is a question of following tb-rsugh oa details. That is the price we have to pay in this program, where the smallest detail ignored i s going to hurt us. It is a thorough probing of problems. It is a question of not accepting a first answer that comes in. You know, you are so harried and pressed, therfirst m w csmes in with a' ready answer and, b y , it's the answer to a maiden's prayer. You have to be careful not to take thd answer. Probe it! Make sure it is the answer to THE problem, not an answer to get rid of the problem, which could really be some other problem. It is a question of constant review to make sure there are no cracks; and again, that means hours of effort, that means a thorough review on the part of people who can see if there are cracks. Ancl then there is the question of teamwork, the integrated teamwork between the plant and the field. Group dl these together and that's the price we have to pay. Now with Apollo 11, we proved we were willing to pay the price to meet our goal. Many people, some naturally but wrongfully. feel we have paid the price for success and now we can rest on our oars. I want to tell you &at the demands on management for the fu~ ehave had in the ture are r e d l y greater than t h ~ we past. When I looked ctt the future missions this last month, in my new position in Washington, I literally had my eyes opened on the future. We have been busy operating. We have beem busy pmhing , fighting the details-31 of which haa to be done. But the missions in the future of Apollo are mom demanding. We are talking smaller ltuulctr windows. We are talking same launch opportunities t b t we onlyhave one day to meet. W do not have a nice eight-day spread with maybe three recyalee. One day! And on some sites only one day a year I So you can see the demands we are going to have on quality performanee of operational follw-through. We are going to be carrying heavier payloads. We want to do a larger number of EVA'S. The point to be made : "The demand is on management to make sure no one ertaunMes. " To hit that site which is going to be important to us, demands are going to be greater than ever. Let us look at the Apolla series from 12 to 15, we call these the H series. H-1 coming up i s the Apollo 12 landing site, I am sure most of you know just where it i s . It has certain objectives, and one of the new things we a r e going to do is to run two EVA'S. We are going to spend some 32 hours on the s~rrface,and, hopefully, we a r e going to bring back some new information, It is a very intriguing mission. One of the secondary objectives, not the primary, is that we land near the Surveyor. We a f a going to be able to see the results of what two and a half years of exposure in the l u w environment can do to equipment. Now, this i s very important for the future, as we talk of building shelters on the moon, a s we talk of better understanding conditions on the moon. Here now we see that with our second flight we a r e broadening our grasp. We are reaching for more data, more knowledge. The Surveyor landed these about two and a half years before �A p d o 12 is s ~ k d d e di;o I d . T l z i ~!%vreyar dld n number of things. One thing it a d was to dig a trewh Now we have the m q a e rrppa~iunityon &is flight to take pictures of that Surveyor, auad analyze what ttRB and a half years of expoasare on the lumr surfaae a s . It's quite uniqae! We will p1mtS~b1~ not have that opportunity again. met a;t ttte WOaCErCT W 8 C d e r t r . a ~ sprulmd e by NASA a d the National Academy of k2eace. The purpose of tW meebiag was fo b ~ & gbgetber p e d e h thirr fmaPywbo oodd lwkm~w taol we have. Apollo had d e v a S e a tool &qua in hiatmy. This ~ f ~ g h a momel3ded wwe adopta flight p ~ @ pofmbetween 10 & 15 ladings toflll the mael* tu b~inghome the pieces to W k t w eJ o to us tha picture here fn the yews &sad d us. We J s o , as we look at &lew rnissibni~,are try- to ~ o r the. s thing we call ~ r b i t ds c i m e . This is qUit!~&Wld. We are f X 0 b aboard eomand module. We we znditt~es~ s do. a Wte a bit of picture what . The Apollo 12 h u g b 18 m i e s of miasisionr,will go SQ sites we can use and exphit wlth essentidlythe present Apollo hatchware, slfghtly extended. Starting with Apollo 16, we go inSs @&ad& lmar explor~tion Here, we are m a H n g r n W a a o m on the lwar module to be able to stay on Ure lunar @wf=e 54 hours. Also we are plaaaing .onthree EVA'S of four haurr on the surface. . What has been irtk'fguhgtr, me is to watch the scientists who have studred every site ; t h y seem to h o w eaoh site now like p u 1 d d h o w the back of our hand. By &dybg the maps made from #e lunar orbiter phobs and S L &a& brwigbt back from the prior Apollo mimi.rseims, the sci&ists have been able to plan traverses where it is w r y important whether you go North or South, h term of tile data you are going to get. Nolw to get there in the fitsst place we will require very preci&ewvlgatian. We will need a very accurate sya$em to gst hl ~JCBewh site. Once we get to these sibs, the lcwmIt*e we o m k i n g back is unlimited. There i s n .pcrwise re98m fm s i n g to each site. We are going to 'be laoking for 61 new crater. In s a n e of the m;ate~rswe have the ~dmwtagetha* when the meteortt@s hit, WJT ejected matarid from 10 miles below the stlsfm. Sa we are pftqg to k able to pick up q ~ c i m e mtfint redly r e p s e n t the i n t e ~ o of r the mocm. We are p i n g €obe able & determine tbe process wMab far& them rw3Kse. The techniques we b e to mdyse Usesse things w e very intriguing. YOU em 1it-e~ dl3 bll when the rock was formed. You caa tell h ~ w1- the r w k hsca kRgn MI the gurfaee. These Wktp came ;tdgetb l i b a gi-t jigsaw puzzle. And &at is part of the message. 1the FY 1970 budget p m w a , the auhrimtian bill appropri5~gioabiU g~ fsr has d y passed the House, the Sea@%yet is to e w i d e r it. We are talking follow-on , buys, WE& ie very important, of course, for our future. We are talking some five Saturn V's. Again we are looking for missions beyond Apollo 20. We a b o are making plans fop follow-en spacecraft. One of t b 8bps we are taking, agrtia in l&ie with the comments Dr. kIsteller made, f s cost redu&ion, which is earrentid for the future of waee exploration. Refurh i s h e n t of command mcddes is one of the methads we thW offerer us 8-e epportunity So, ertarting with CommandUodde 106nowat Domey ,there will be-let me call it-prototype reffirbfshnxent, hoping Ulat with Spwecraft 118 we nil1 be able to take command modules and refmbish them. This will save a considerable cost in m h foilow-on misaion. Again, these are ~ thoughts we have in order to get some & the s t q and mare for the dollar in the exploitation of space. The ApoUo game is just starting, The inform~tion we are goingto bring back, the int4gration of that information, is geisg: ta eve us rs tPemeadonra inrsigbt to understanding the moon and t b wlar ayst.arn, AB Dr. Mueller s d d earlier, it will give us the first leg up an planetmy expbratian. These te!cturiqn~sfor work* on #e moon me gahg to give ul the h w l edge, the plan, far l&er explora@onof Mars. One of the very impo-t taala wa we looking at is a Rover. Iarn sme m m y d ~ri3ltEakowabout it. But the ability b go out maw 16 kilometers Zrt a precise direct&on;,stqqiag at certain "sciwesee ~dtztti~fis~~ (as we o d l them) al~ngt b way, pickiag up apecimen~, ~mkiag ~ S W M ~recorbinp; B , in pictures, and bringing back this information from acth trip, or traverse I s important. And each tmmrse hae a particular jab to fill o certain piece of a puzzle. We are talking ~f nine landings-nine n o r e that have been s ~ m e dTBg . @ c k m e $rmpr Eww t looked at the lmwr sr;trfac;e md have put together the puzzle that t h e y d d like to we filled. Tlrese mielaee greups )L$s passed Imk#t&e&~$d €he t%mai%~. . The point I want to W e wlth these remarks is that the future of Apollo le just beginning. The exploration and exploitationphases arejust aow here. -re are many ways to prepare, like the football team that practices through the long, hat summer, wid sweat h i t s eyes, and with hard knodrs. But now comes the payoff. We have played the first game. We have acMeved a goal. But we have no #me to relax. The goal of Apollo was nat just to b d oa the moan a d return. Those were the key words in President ICenn&yts address to the C o n p e ~ e .But other word8 were that we are ping to Ism b sail on these sew, We are goingto learn how b operate. And &at's the payoff, andthat's the phase we have yet ahead of us. Can we operate ? Can we be successful ? Can we deliver hardware in the quality manner on time? Can the people prepare for launch? Will it do its job ? The question of can we do the job, of course, meam we have got to keep our eyes on the future. But let us review our remnt experiences to see where we need more practice. Where do we need more intepated teamwork? Where do we need more scrimmaging, to make sure we don't come up short when we face what I like to call the moment of truth ? When this gear is committed for launch and we reach T -0 r ��to a new'enviromnetxt t Ham we lost mntrol of our process apac? We b w e ta make e8rtab that we first answer. it's also true in our never accept testa. B is so easy in betfag that &metimes you will see a glitch on the record. "Well, yeah, we understand it, or "B eouldn't be important. '' If that glitch was never thew bdore , you must trclderstana it. You must pursue it. Now tfrere are times you crmnot get t o w bottom of it. But Wey havegot to be few and f a r between. Aad Cben it has to Be the right ement level that meeptr it. h n l t let these things be bought off at the middle management. E they are not explained properly, where you can go €xi& and audit later, they have to come to the higher level for acceptance. I believe those two items, the qtlaI test program and mdfwetion analysis, have redly contributed in a tremeRd&ue degree W the swcess we have seen of the ApoUo hardware. - We have always facing us the puestroln of quality. There are many people who believe, and, they believe wroagly , t b t q d i t y is %omMngthat depends upaa the inspector b insure. Not&% muld be further from the truth. Quality i s a three-lagged stool. Itfs that engineer who did the design or laid out the te&, it's t h ~ engineer t running the operation of the shop, and then t h quality ~ inspgcbr. And those three bunctions must hold each other up. You rare not going to have a good teat becaase you have rufl it through a procedure if the, test engineer lets you h in setting up the procedure. The- three elemente m e vital. Yet I have seen many times when people thaught, as long se we cover the item of quUQ, we have got it made. That's wrong. M; W tQ be cavered with good engineering, good shop operations, huad then good quality. I have seen in my experiendes at the Cape a number of fafluree to do the pki correctly . One d the snes that hounded us wae the matter of crossed pressure lines. Ft is so easy to cross a pressure line. In designingthis equipmeat many of the wmectors all have the same diameter. Human ene;b.n&&~rfng for dfffermt values oftea m e w weight, d of course weight is at a premium with the h2lagWare we are working with. So very often you'll find we have the same quick disconnect, maybe 3 or 4 in one bracket, they are all quarter-inch quick itiacoanects These quick disconnects have the same serial number. But they d l have different de&gnation numbers. In genesd, thie ha4 not happened once-it has not happened twice. You will find two lines crossed connected. You pressurize in one tank, y w believe, and you are reading your gage out, k t ~rourpressure gws into another tank. We have come very close to blowing t d e at the launch site. . Now B$Y, "%%at ia tfre probbtn ?" There are always two tMltll:eq, I mfn#mmasf two. And them me tkingr b t shodel mver happm. We can admstand hafiran emor. As 1u &era are hum- be1ngs in W s sy&em, we m e going to hawe eome degree of human epi"~, We &nlt bank OR^ two btugm error&in enccewion. And %%atirwarfgbly hqqens w h n that &&I is sent to us, aad whether is acmes eozutechr , or kt valve tk&t Ws t& be open or a vdve A sad valve B emea eat sad a m m opens up the wrong one, you will usally ffnd at,quality has let the shop d m . Now h8X dd I m m that. There is always a problem. You kaaw, ff f am good I &aft l i b mybody looking over my shoulder .tellingme h t to do. Scl the qualitg ~ w a n b t o b e a i e e b ~ s b u d d y ot&ayews. f And ohy,if 30e s e k ap that jab, lt must be good, because Jbe set It up, The ~urtIiQman will somtimes sign off in the blind, ft. W h ~ w n e d more often %an you would care to Wnk. When that quality man is letting that h p p m , he is being Jm's wurst enemy. The ~ h u p nttsdethe protecttionof the quality men to oheck every step. And yet in our sktpobm, the errors we see cannot b v e h~ppctrtedif two eyes bad looked at the same job. One spes made a mirkrke and the second eye bought it witbout looking. We by&looked at a l i f i Mt of thet future, looked at a lime bit of our experiemeer aad said, f ' W b have ~ we@ to g a m ? Wbithavewsgwt todotomake sure we keep pressare on tha people ? The prewure tu produoe the quality, to p ~ d u c the e right enghensring ,t b qwistfon of beping everyone reaahlng for the god ?I' Andas I have said, "We have not acfrieved our gad yet. " We have shown we can do the job. I think that is dear. We have shown we can do it. But this does not mean success i e ours automatically. The fact that you won last Saturday's game doesn't mean you are goto win next %twdayls game. I don't care how g a d you are. You win the next game on what you put i& that game. Apallo 18, sitting on its pad at the Cape, doesn't know Apollo 11ever made the journey to the moon arid returned to earth. Apollo 12 sit8 there &one. And Apollo 13is soongoing to @itthere. alone. And whether those missions succetd or not, depends on what has been done at the Denver plant, what haer been done at the home pl& , the test d e s , and, finally, what has been done at the Cap. We Bmrva got to approach each epacecraft md each kmeh vetrfele with t b idea that this is the big om. And what was done last month, or 8 months ago, does not guarantee my success for the future. fi we keep o w eyes focused on the ball, and the j& to be do*, and if we apply the lessons we have learned, there Ys no ~uestionin the future that success will be ours. Thank you. �APOLLO APPLICATIONS PROGRAM PLANNING WILLIAM C. SCUMEIDER Director Apollo Applicut i0hs Program - - I was $rBcu1arlY intrigued by Roccois analogy with the football team, and it led me to think if A p U o has just had their opening game of what promises to be a long and exciting season, U P is in the business right now of just forming the league. We have the teama beginning to form, and we are beginning to get our ha,rrfwaee going, but we are wrfting s m e very new ;md different rules. Jwt to give you an illustration, I was lsokiDg at a plant newspaper Bob Gilruthts people put out here last we& and I copied this ad out of it. Itsatid, "Availablefcw rent, 2 bedroom cottage, kitchen, bath, living room, solarium, air conditioned, approved water supply, bemtifd vim, attached garage. All utilities supplied. Available March 1972 for suitable tenants. Reasonable rent. Apply the Apollo Applications Offloe. " Well, I am going to tell you about that two bedroom oottage, because we are really entering i n U P into an entirely new era. We are a bridge. Figure 1 &owe what our official objeotiwas are as laid upon us by NASA management, tlnd really what t t r a P s ~ yis~"You, AAP, a m aprecussor spa- station, axxiyou a r e also aprecursor spwe shuttle. " Now, our objectives a r e to prove that, agsfn, man can stay in space flight longer and longer, and whstBsmore he cando some very usefulwork. So we have some wry key tasks ih the medicalarea to extend the qualification of man, if you will, on out to where we end up with a6 days and hopefully even longer than that. At the same time, we are doing some w r y key thing8 in the area of habitability. What do you need to keep a man d i v e in orbit for 2 months at a time ? Yesterday, for example, Dr. Mwller tald me, "Gee, why don't we have rugs on the floor?If Well, wet are not quite going to ham rugs on the floor, but maybe we will exld up with wallpaper on the walls I These are very key elementer, ;urd they tiwe leading directly into the space station and space shuttle activity. Inthe area of work we have about 70 different q e r i meats, and they range f r m fairly simple mindedw e a camera and M e mme pictures-to some extremely complicated experiments that are costing in the neighborhood ol 70 to 80 billion dollars. They cover a wide m e of bchnolegiiim. And, of course, a whole batch of other things are going to keep the tenants that we will have up there busy for their period of time. For those of you who may not be familiar with GAP, I prepared Figure 2 to summarize what the missions APOLLO APPLlCATlONS BASIC OBJECTIVES EFFECTIVE AND ECQNOMICAL APPaOACH TO THI. DEVELOPMENT OF A t A S I S FOR WTEmlM FUTUBE SPACE PROGRAMS FIGURE 1 �are. We recently made a change from what we had termed the wet workshop into the dry workshop, and we a r e now launching the dry stage of a SaturnS-IVB stage on top of an active two stages of the Saturn V. That will be pre-outfitted a s a workshop and will be put into about a 235-mile-hQh orbit by the two atage Saturn V. It will then utay there far abmt one day, unmanned, at which time the solar rays will deploy and the systems w i l l Wmlitically get ready to receive the first t h e e man crew, which will be launched on top of a SaturnIB. (You remember theSaturnIB1s ? They're at Michoud, and they wiIl stay there until 1972. Now there is a reliability and quality problem for you as those vehicles sit there for that period af time, a r e taken out of Storage, and axe than used b put man into orbit?) The men will then go up upd join the workshop. They'll etay there for about 28 days. I have a thing about 28 days. I have set for myself, as a program g o d , to change that to one month. bnd then we go to laumh QB 31-day months. But anyway, afterabout 28daye -28 io a magic number, it's twice 14, and we had 14 day mkestans in Gemini -the crew will return to earth after having put f i t h e workshop into a standby mode, and it will sit there and wait about two months labr when the smond thme man crew will go up sad rejoin the w u ~ h o p . They again will reactivate the systems, a d they tbis time will stay up for two months, at whteh time they will coma back down and then h u t a month later the tMrd cmw will go up, aad they will repeat the cycle, dahg new experimenta and repeating some d the old experiments. They will currently stay up there for tr period of 56 days. I don't know whether f should annowee It here, because it aertaldy isa't official o r ham%besin worked yet, but we are tryfnp; to extend thst mission to an even longer duratim. I personally would like to m e it go up to 120 days, altEtou@ that's just in the study phase. Right now 56 days is our god. program fnitiatee a whole new era. The cluster has to work f o r 8 months. It has to survive being activated and deactivated repeatedly, and all of this at minimumcostl Now, let me go into afew of theother systems. I will show you some of the problems that we have. Figure 3 is theworkshap. The first launch is Saturn V, t s i ~stages fueled. Third stage is the S-IVB, in this case emptied andgsed, outfitted on the ground a s the workshop. There will still be minor things to be worked ug-and it is set up as this cottage that I spoke of before. There are two active floors right now, that io, the floor of o ~ l eside is the floor of the other side. In other words, people stand toe to toe when they a r e standing on the twofloors, and equippedwith experiment areas 6LIICI various com~onents This i s the major experiment that we have on top, which is the Apollo telescope. It is a solar observatory, and its task is to observe the Sun on a long-term basis bringing back observations in aphotograihic sense, as well as in the astronaut's mind, a s tn what has happened at the Sun. Very interesting experiments for astronomists So now what are we talking h u t S What is the reliability goal that you people keep shooting for ? This . . FIGURE 2 hoking at the pieces of equipment one at a time kind of outlines for you the types of p r ~ b l e m syou are going to be facedwith, or we arebeing faced with. Figure4 i s the air lock module, and its psrtioular problem is that most of the a c t i ~ esystems in this, OP a good number of the active systems in this, are Gemini equipment. That is what I said, Gemiai 14-day qualified systems, and we ape now having to take those systems and assure ourselves that they a r e now going tobe available andworking for this eight month period, of which five will be manned. So it represents a very significant problem for the R&&Apeople. Not onlvdo we have to worry about whether that hick in the h e , that Rocco talked about, is going to give us a short on lift-off, it now also has to work up there for that -5 5:-., . .- .long period of time-a particular R&QA program. 1 . �the Apollo comd and service module. But there a m some very important hardware differences, which are brought a b u t by the even more important differtmms in the way that we are using this equipment. Ttlie equipment will be used to take the men into orbit. .. the .-.workrrho~. at They will then transfer over into whish tfmc tke cornand service module i s emd down. That i s r , it is then allowed to remain there in a very quid shte, without all of the power on, and only those sy232ems operating thrtt we have to keep heated up, and things like that. And it must be available for any emergency, rn the crew c m return and come back. Obvicwely, then, it must be capable of being turned oa and returned to earth safely. So it looks the same, but it is doing a vastly different job, in a different manner. And that brings us into some veryfine subtilities in the qualprogram and the verification program that feed into our design and have led us to some changes in the command module. G- Particularly In the command module (Figure 8) we are adding a b m k p RCS tank so that we can have alternate means,of deorbit Hopefully this will save a tot of momy in the qua1 program, because now we won't have to (EILalifp &e basic. service propulsions system, whiah is a t we will rely on mos;tly tobring UB bsck froon orbit, quite as 9s a~ it wwld if we didn't have a backup system. Now theworlnshop areas m e in here, t]Lre experiments area, &he air lock, the multiple docking ctuf~tar,the ATM with its mlar rays depbyed, of ooarm, t h e are the mlar rays in the wozkshop and the eommand anEd semies module. In orbit the major power supply is solar rays. . The next bulk on the front is the multiple docking adaptor (Figure 5). This represents a NASA problem, and your NASA R&QA people have a good task in that Marshall is currently building the multiple docking adaptor, and this means that we are interfacing with the contractors, giving us interface problems, as well as our own R&QA problems. And I might also add, there was a lot of experiments and pieces of equipment that are put into that, that are fairly major in themselves, I will show you one a s r e go on (Figure 6). Up on the front is the Apollo telescope mount. This too i s being assembled inhouse a t Marshall, with some considerable help from many contractors. The experiments themselves a r e provided by the principal investigators. The biggest contractor being Ball Brothers building at least two of the experiments, with some of the others being built in-house, and others being built by other contractors. Very peculiar R&QAproblems are involved here because these a r e scientific instruments. They are being run by scientists who have different inclinations tfianperhaps our system's engineers, and a r e requiring considerable effort on our part to make sure that they a r e indeed good equipment, that they are going to work for those eight months. This is very complsx equipment as well. T b workshop itself (Figure 9), a~ I said, is a twobedroom house. And it is. I'm not particul&rly pleased with the layout that I am showing you here. T h i ~is the layout we had for the wet workshop, and I am sure that now that we don't have to have hydrogen compatibility, we can make it a lotmorelivable. Yon can see the view of the experiments area here, with some of the experiments, a view into one of the bedroom@,the food area, the waste management area, and the other bedroom is over here. And I might add, regarding the Apollo telescope mount, we feel that it has to work, because if that doesn't work, I think that the space station will lose all of its support from the scientific community. Because in that piece of equipment, we are proving to the scientists that really, when we undertake a manned space flight, we undertake a scientific task for the scientific community and we are going to deliver. And it's of very major importance to us that that does work. Now the AAP shuttle is the Apollo command and service module (Figure 7). And for the uninitiated who look a t it from the outside, it looks pretty much like FIGURE 5 �This i s what are in awr ~ e ' w i s i kall~ the epme waste mmagemmt arm ( F w e 50). I have taken steps torenrunethis '*%He&, tB Idm+tbmvhether I'll be suwea&l in that. You ltaow we kind Of get hung up--evwyow bas their o m IiWe kg-ups--aind in space business wekind of have hag-upe mmae. B& it is the "head. It ira gius some major developmental pmb-a bwawse it obvtotzblym&twork, and it is tied diremay P a b oar bemuse part of our problem in tb rnmlkoal area ia to b r h g back the w&e material f r a a t& nzen, the feoes and the urine, so b y can be pmperly maly%edon the p;rcrund, s~ the medics indead s q in US, '*Yeah, yscan go on axid put up a 1mg-duration space station .I1 Some of the experiments that we are doing a r e quite Wresting. I won't dwell on them,but a s I have said them are mmeT0 sf &ern. But this i~ isnethat E find pwtk2ulw1y interes(%igura, X I ) . We are going ta be flaround inside of the spacwraft in an attempt to lelearn a li€tle bit abaI extmvehiaular aotivitres. Hapefully, out of thfs we will figure out those mwtr~ibtsthat there a r e on m m , in these srnd other EVA experiments, s a ~ hthat EVAfs beaofne a fairly routine thing. You b o w , in the future in the q a e e station you won't pucker nearly a s bad as you do now. One of the expwiments is complimeed m d large. Figure 12 is f i e controi display f ~ the r Apollo telemape mount, asd it wiil ke mounted in the multiple FIGURE 6 . FIGURE 8 . , FIGURE 9 �have EVA a s a p a d of otlr program, and it ehould prom tts interesting as previoue EVA'e, When a r e they going to dothi@? (Figure 14.) George s d d we have n whedule that officially we say we a r e committing caurwlves to Congress for July 1972. I . order to aehieve that July of 1972, we have set our internal goal of March of 72, I've been asked "1s that j u d a fi@tious g d 7 Is i t just a pad ?" Believe me, we will go in March of 72, if the hardware is ready. And we have established a s a program policy that we a r e ncrt going to allow sandbragging on equipment deliveries. If Part "ATtfalPsbehind its delivery scb9dule to the Cape, we are aot going to relieve all other equipment of their delivery dates. We a r e going to, asbestwe can, keepthings in storage and wait for ail of the things to come up. We do, indeed, want to FIGURE 10 FIGURE 11 FIGURE 12 FIGURE 13 docking adaptor. It is kind 6f like the complexity af a DC-8 c w o l e , aMt lyou can see all the witchee and all the indicators that me necessary to run these five ATM experiments, oontrol the vehicle, control the ATM, watch what you are doing. The mtranaut loolss at what the Sun is doing en Wse displays here, and then records the activity on film. And we too have our o m moments of EVA which a r e going to give us our momenb in WQA. f h r EVA is neaessrrrrgr in ApoUcrApplicatiens i.n order to r e i e v e the f i b from tlae ATM (Figure 13). 60 we will still �hit that March of 72 date. We b e three revisits planned, as I er;fid, a d we have one bactrup emxma31d and service module. In the- cards, bppefully, as Dr. MueIler &m&dyou in the h%egratd p h i , is s second worltsshop. N m that s e m d war4Esbp is basically the b & d qEsqclipmeat, ref&lshe-d chnd with some modificatbns on it ferwhbh our eurmtplaw~ed; launch date is fn J m w y 1614. That too would b v e same refurbished oamrrren%l a d mrviee modules a s this one again and we wfll re-en@eer tt sad &mild it, and put it ba& in, and fly thatup for three 120-day misstons. Now, I did mentian k passing, refurkishment. I guess we in AAP are pa* t b way, d~~ we did aad gome h&%h e n a LiWe bit of this bmk in Ge-t aone Ifn Apono. Part d o w c o m & and service module philosophy ts to reuae ptw, a d some considerable part8 POI$.& eo?mad & service modules rfpllrt there ape things k t barwe gane to the moan and back. This L providing quite a melattoo to our public &'fairs p e o ~ v#ho t ~ orre w d w h g where they are going to get all the Apallo ~ p w ~ e ~ s fto t pput r in the museums. We told them, f ~ 8 5want pof than, and &ef! are just nno2 g a i q to b v s &am fos .display. k t seriously, we are planning m m a y pmirb FIGURE 14 that have flown beforekey parts, not TVcameras, htztehes, and &hga like that. We are even l&g at, although o decision basn4t bean made, not by a Lortg shot, "Can yon reuse heat shielder?" I'm sure yeu C B L ~reoqpize what kiml of implication that has in the R&$A area. W d , f%ve said thie befose, and I'll say it again real quickly, AAP is to spwe stat;Tm,what Gemini was to Apollo. We olre the bridge, We w e paving the way. We don't ap%ct that we will solve all the problems, but we have undertaken to provide answers in a number of areas, and we that objective of bing t r m s i t ~ r y ,of transferring our rnamed spwe flight thi&.iagfrom event being a launch, a lunar mission aad refwn ta living @workihg inapace (Figare 15). So we are wthe rule8 ri@k now, a.nd we need a 106 of help in Xke B&QA wea, axid in every area, in what the -pr*r su3m u e that we ehould apply tn make om ~pacearrmf2more like &craft, things that are derigml for multiple gnuyosea, multiple uses and, of course, long duration. - - Well, gentlemen, that c m l u d e s my brief discussion of what AAP I@. TIE& you very much. FIGURE 15 �THE MANAGEMENT CHALLENGE LEE JAMES Director Progrum Management Marshdl Space Flight Center Gaud morning, ladies and gentlemen. It wems to be the order d the day to start off with a football story. I did ncrt bring one. I have been trying to think of some analogy; one that might apply is that Rwco Petrom and f had the s t m e coach, Earl B1&. We sttU have the m e caach, George Mueller; we are stillon a winning t e r n anddthmghwe made one goal, the season is nat yet over. What I plan to do in a few minutes this morning is to put into p e r s p t i v e where we are in the Apollo Program, particalarly as it q p l i e s to manavment of the Safxrn Launch Vehicle Program. It seems to me that if spa6e can hsve a crossover point that we are now there. No matter how you describe it, the initial Saturn-Apollo Program is over, The Apollo job-to put man on the moon and safely return him to earthhas beendone euwessfdly. On just the other side of the cm.ossaoverpoint are tBdayfs programs. These programs include further lunar exploration and Bill S e w e r ' s Apollo Applications Program-tvfo vastly different progmms. Further downstream from this crosmver point a r e some things that are quite glamO]POUS, Thase are the future programs. They include m a g challenging things like @ace shuttles, large space ~tations, tugs, nuclear stages, Mars exploration, etc. Today, P am not overly concerned With the succese of the ApoUo Program because it is over. I am not concerned abbut h s e glamorous programs down the line-the mes &at Dr. Mueller demrfbed. Somehow the Government and industry have the ability to apply themselves most d i l i g d y to glamorous new programs, and we will probably do a good job on each of them. I m esomewhat cbnc~rned,though, with today's progpms. Theae programs, consisting of further lunar exploratSon and the Apollo Applications Program, a r e a r d chdlsnge to us. However, I am not sure that we are' equipped for that challenge. Let us sepzcrate and briefly analyze these challenges. First, the Apollo Program had a number of things going for it, It was, a clearly established national objective. I do not Wpk at the time the President made that objective for us thatwe realized how great a thing he had done. The e e w of a goal gave the ApaUo Program a big push. Next, the Apollo Program was supported by the general public. That may not mean much to us wCfl the general public does not support a program, and then one certainly takes note of it. Third, the Apollo Program had a certain amount of international support. We may not realize what that means until oar Government becomes concerned about lack of international support. Internally, the Apollo Program was supported in a number of different ways. There was a vast industrial base solidly behind it and that really provided momentum. It has a vary strang Government base behi& it, and I do not mean NASA alone; it included the Bureau of the Budget, the Congress, qnd the Department d Defense. There were a lot of members on that team. Next, there was a very strong scientific interest. The scientific community was highly intrigued by the Apollo Program and gave it full support. I, personay, would like to Submit that the Apollo Program had go@ leadership everywhere it needed it-in the Government, in industry, and in Congress. Lastly, to get down to the nitty-gritty, it had what it needed most: manpower, facilities, and sufficient dollars to get the job done. The combination makes for a successful program, and we have had a successful program. We had our problems in Apollo. I think some of you are aware of that. We had technical problems. Exotic new materials were developed and we had to learn �The -lo Propam was auob that we c a l d haw stn ~ e w 3 s P a2am3B P ~ WaB d gx& by wit& &. But the pulbli~ Bf3t m(t&& wfa-~w f@ &@ PEO@'alll leam tobandietfa8 sheer #beof p r o p o a . There ;are some seveB prlnzes bt the Ektufn. It mems a x astronomical f a t to bring, tEme after tlnna, aa4 launch after W m B , ewen major wzt%tPes to bar at exactly the m e mont$!at. SO WC l B wePe those of you and &om of ua who to hurry up a& wait. This caused praXl1ew. - We W acme s i f p i f i c ~ haPrfware losses during our tests and daring o w prflfgbt d v i t y . I mt totalk more about &at tn a mimute. Wa hod a Viet Ham conflict that is red and is with and that e& be overlooked. M had its Me&. As the prv$ram re&%& the peak, we immedfgtely experimed eerfaua manpower rBdLlcttoBs. Ha m&m" h* you cut it, e v a in the midst of a go.infF pm&rm, e m thug% it L pla.med m a though iit ,is aokhing new, it is dways tenuws to a m e df the w a p w e r cum, We had man$-&o=C1y maybe mms than any of u s realized-human emrs in the propam. . We had whatone might term a major program c a a trophe with the l@ss d 204. The aocirl.ent w w f a more s@ifbant than my oher p??&blern o r sucaess. It was Biglacant lsecmse ft W@S rtE that mom@ that we learned w b t atenuous rmP%&ge m dl Pivet on. We le& what a short di~),lame it i s from being known as a n&ianal macess ta b&g known M P mtional failme. We learned how cpliokty om can lose public support andfdlwing, n a t u l d l ~ Conglrembal , support. While we lost 3 I& whan this failrrzw occurred, aver b a m d r IN tm. We. W him, for at this p i n t we facad a rdlty Mtat said, f v Ycannot ~ get there from b t e without arbsolately btal wzecerp9 from here on in." Portmmtdy, we had that. . at t b htgb emt mme%sary.tcs $kt tb progrm ~Oarted And n s W r is t b Baremi .of Bx?get, Ccmgres8, or anybody dm. We Iram to faai up to %hat. After the kpollo wwwa, we to do mm&ing &o& iawerfag t b mat. We met Pkitb your hfhetrlal leaders, same of you here today, aa8 deeided that a 5Opement reduction p d was tfi the ball park for the follow-on B*rans, We have redimad the oost 50 gement. We all agreed to Wa, a d it is firm. The Bumau of the Budget barsc now a&ybd these figttres a d they are w h t we bars pjsfa to live wi&. The reductim is no I q a r rr porrsibilf%,p-.lt i s n fact1 Uf oourBe, I think everybod$ has Been Bask ta see me w s Oo~ a y , "You realiee W k 60 p Y m t did aot s d y apply to US. But it does tqpIy asrose & e M . l W a requires us to transfar a m fmm an RdD a o n q t which allows c-es and t&sVts, statlc tests WG!&P?P niee-tohave, be3 e x p n s i ~ etkihg8 ~ tQ a proctuction concept where . a ~ gare &&&nf ta have .static testing;, frequent change@,amd. t b 6.aie&ia. DldleELon ol rstatic testizig pr~ludehlprs-~pWaahwko&. When you do &athave Statio tarsting, you Q not haye a p08t-static @heckoat.We will have pod-m811ufactufng checkout, then go directly to launch. This means that some of the things-mistakes, maicfents, human errors-that have been happening cannot be allmad la happen any more. Now let us briefly consider the GAP Program that Bill Scheider d e w r h d to you. As I see it, and in the perspective that I am trying 'to make, the AAP Program b a r many of the same features of the Apollo Program, and several drastically different features. In the firer place, I thl[lrtc it has dl the complexity Apollo had. WB are trying to do b the AAP aprogram every bit as complex as landing man on* moon and returning him serfsty to earth. On the other hand, we are not building up sr big hardware inventory. In We have hadother a.chr!i@a tbi-qs, like natural&astrophies, wt& BBuPrlcaag G&e. Tfse~ething@ Awllo, our plane said, "If you do not make it on AS-501, how about AS-505, 48-513, even AS-515 1'' are part Qf tha prqgmx, Wmy gf 6he: k a c i h t a I havedeecrihi are whkm w d d e m t i n the course In U P , there will be two shots. It is a program of a large p r o g r w They happened, aod f o ~ ~ ~ l that y , build@up and &noat immdiatelg cuts off. So it the propam W e m g h g ~ h for g it b werocme W s e is different in that r e s p a t , Another big difference adversities and czapitdize upon moat failures. is that AAP is not a -11-funded program. We are gofng to do this aa, what I call, a shoe-string. This Now, I would llke to tdk hM3 aboat where we a r e is a cbstllenge. So what h v e we accumulated taday ? today. Aa hos been mentimed b earlier 8peeches, We have accumulated a program with funding; less we have 18 Satume in the last of produotian, than its challenge, We have built some hardware test, or checkout, & yet:to be beamched They are that we have got to use over sr period of time to make not schsdaltxl for fl@t right sway. Some of .thebe that work. And 1 say to you, that i@a real challenge. are built and stared, others d l soan be ccmpbted and it is goin;$ to be a 1- perfrv8 of Hrne befare we Now, I ask myself some questiom. Can we continue use all of t h m . mil61 i~9a pQbl&n. These stagae to improve and maintain the quality of this hardware are going to k aomgtleted br fmms that a m be& under them W o of conditions"l~;an we make a dismantled. TBGsa g t ~ e %re s p i a g to tw launched by transition from an B&D type of kunch vehicle to a teams tbat are samewhat rlismtmtltad. Believe me, sta.adard production type larxlloh vehicle and make it this is r problem l And in the midst of taking what work at this point intheprogram i" Can we aoaomplish wre might call old vehiolers finding out how to use the task within our budget ? (ff we do not coma within g~o$r;ilfls, we are entering: them for our on-goour budget, and that means 50 percent leas than it into a follow-w pmgr%mfar the pmduction of d i has been, it has to come out of something. Thsre tional Saturn V Lautach VehI6les. d l be no new funds for it. I think I have just de- . �scribal that M a p s pm@!am, like Wll zllbicPerer's, certainly is not go- to previae for it.) I w d d say that it is nice to ride along on a program like Apollo. Can we keep the Wenticxi of those workers who have a slightly different perspective of tkis whole Wng than maybe mmagement does &day ? Caa we motivate the people with the critical skills to transition from the dimbishing program thqt we have today to the f ollow-on program tbt has ta build up ? C m r e convert to a completely different program philosophy ? Maybe you have not thuught about it, but ean we really succeed in a m - c r a e h program atmo~phere:! The funding anct the over& situatkon dictate a --crash program atmosphere. We have a lot going for us. We have a tremendous team built up. We have a successful program. And goodness b o w s , we have a challenge. I have selected one launch' vehicle, which I do not Now, I w&t Q address the situetion one other way. What I h a w triedti19 do is talk about Ihe &$olio P q g r m and the trm%S%hn to the f o I h - o n prqpzaa. IRt us lo& at the &dl9 P r ~ r 8 m with the eyer of tk9 astronaut# f o r just L ~)etx&, QllCf Q e tranritian just allttle bit .l&ir. I t&ed thrm@ m m e paperr t b t I had and ea- ap W@.h cfuotras from a uoslple of the astronauts. For 'Ohe lmk ingo the pwt-the look int6ApolloI wmld like ta; r e d Urese. The first me 19 SranzMfke!W l L s dhr tfis,A p i l o 11 flwk $Xe saki. "Any flight like this is tm&einely long, PragiZe, daisy c h i n of evsnts . The mallwwtion of euzy one of the Zhsurw& d piecgdl of b-9 on the way could ruin the remainder of the mission. -spite the fact that I have great confidence in each i n d i . . a l item of equipment, f was a little peasimistie about our chances to carry the whole thing off. I figured that any chain as long and tenuous a$ this had to have a weak link. Believe me, I spent a lot of time before the flight worrying &out that link. Could I be it ? Could my training have neglwted some vital bit of information l Or had I been properly errposed but simply forgetful ? By launch day, I was convinced that I had taken d l the steps within reason toprepare myself, and I hoped that the t h o u s d ~d others re~ponsiblefor the equipment prepamtion had doae the sms. Obvi~us1y,$bey had, because the pdormance of the! whole was n~fhingshshsrt of pelrfeotiicsn. l' This fs bow o m feels abuut a ~suoowsfulflight. Neil A m f d : ~ rk@t , here ia tam s t the Rice Hotel on A-t 12 said, "It would seem thaa in mm%amdiUons we Would be expectsd to be verylonelyhr away from home' and alone. The facts are, I m e r felt less lonely in my Me. In every piece Bf equipment, in every corner of the @wec~a.€t,iti every cabhat, and in every piwe of scientific apipmcaat we carried to the surface, I felt the hands and the spirit of those who were riding dong;on Apollo 11. Those pieces of equipment were superb. They brought to my mind the proof of the return (and I like that word) the return of 'American craftsmanship. ' And as some of us, some of you, turn from this program to even more challenging adventures of tomorrow. you will take with you the knowledge that craftsmanship, initself, is a worthwhile objective. So to all of you and those who you represent, I say thanks for riding along. " choose to Identtfy,to illustratethe task mface in our continuing program. On this one vehicle, we traced some of the following errors to human beiflge. Fortunately, all of them were caught. a Two of seven helium filland dump valves, which had passed acceptance test and which had just been checked, leaked. A broken position switohpin and a short circuit valve in the LOX vent and release valve previously had passed a visual check. a Tie-down straps used duringfurnace brazing of the thrust chamber were found wedged in the upstream side of an engine. The straps hadnot been r e m o d during regular cleaning. a An electrical harness showed heavy rust deporsfts Water sLnd a broken pin in one connector were caused by improper insulating by someone. Corrosion and a bent pin were f d in the connector af the flight control transducer and an O-ring; was laft out of a mating cable connector; all due to human e r r o r during rework. Corrosion notea in the flight instruction harness c o m c t o r was cms& by ttmis8ing.U-ringwhich allowed moisture to enter. & offset i weld p r d m o c m e d during cireumferentf;il welding d the I,& tank forward bulkhead to cylinder six, primsirfly due to improper zmmufactklring and qyality control of the diame b r measurements. a During post-manufacturing check, a screwdriver was dropped and penetrated the wall of an engine thrust chamher. a LOX tank baffles were destroyed during too fast propellant loading. a An LH2 tank insulation problem indicated le&s and debonds caused by poor installation processes. a Leakage a t the main oxidizer valve idler shaft vent point check vdve wars cwrsed by ecmttmination from a change of lubricant. The vendor did not follow specs, An LH, a d drain valve ruptured causing much damage to the skirt ducting. . All of these were on one vehicle, Fortunately, they were caught. I pointed out earlier that we now have checks we were not going to have in the future, that is, pre-stdio, post-static, and static tests. 1 doubt ifyou would like to be riding dong with Neil, Euz-, and Mike if some of these things had not been caught and corrected. There are only two ways to stopthese errors with the programs we have, One is not to let them happen, and the other is to catch them. It is probably going to take some of both. Now I would like to carrythat just a little further and show you some things that were not caught in time, We traced a number of things that were found on �W o u s vehicle@at one tima or wrrther that had a h m m link involved in t h a n ars oppesed to something that may have been wron$bydes@. in Figure 1,the X's that a r e sbow in tae 8Sffezmk stqes represent such items. The e W d arew plppsw& -to-aallos618s that were caused b9 same k3nd af fault. I think ft ts interesting to mte &at we have onlyflwn six kturn V vehicles, but already we are finding a signififfant numbered Uke things b A & S l l ~ d ~ - 5 1 2 We . must catch these things. The follow-on vgihicles, M-516 through AS-521, a r e now under purchase. In the follow-on, we are going to have a lot fewer plwes to catch all these 'thing@. Turning now to same piecsa d hardware (Figure 2), &is usad to be a tank dome. Whm this was shipped, it hsrd two dust caps. One located inaide a piece of tubing; another was ~ u t s i d ethe tubing, Upon arrival for tests, the dust cap was Wen off the outside, and dr presaum indicafor put on. However, the &st cap was left onthe inside tsnd the pressure indicator w w showing zero when actually the pressure was a b ~ u 25 t p ~ i a . The bulkhead reversed, pulled away from the joints, and rmulted in the damage you 5ee. This stage (Figure 3) was lost clue to a vendor employee swing fit to change the weld filler to a pure titanium. Thb L the result of that one change FIGURE 1 FIGURE 3 FIGURE 4 �by a human., And we have h u r n m in our eysktm. Figure 4 r e p r e s e ~ t uan interesting ease. A static test was a b u t tt, start when the crew found a leak a d shut dewn. After shutting down, they disconnected some preseurs indictataxi to the tank. Tfng next shift came an, decided to presmrise and look for the leak. Since the pressure indieatore did not show a problem, they overpressurized and this is the result. hydrostatlc ted neared completion, a problem QCcu&. We needed &adump the water in a hurry, but we did not have a procedure to do it. Hence, a complete loss of the stage. ]In Figure 3 p e r b p s we did not carry oplr prwedures f a r enough. Thiar war r strtlctmd Bat vehicle, BLlld since we q e o t m e t failure in stntctural tester, we preelsRlriad it with water to avoid s blast. A s the Figwe 6 shows a very recent incideaThit happened on AS-511. K i where the man is pointing, there ie a polyurethane shippiag dim that is included with this unit for protection. It was left- in daring test preparation&. The result was a major leakage during the static test and a major fire which possibly was not extingulhed quickly enough. Hence, major damage to a very recent stage. FIGURE 7 FIGURE 8 �Figure 7 represenM a Wemnt- k b d of r thing. & C have sr r s M c €eat October 17, we were at sur Nlisslssippi Te& F&.Wy, We p00Q~ogad thst test although the eqa@mat ww m d y to go, alP#ere was one contpactar whe diq not feel rnmtdly ready to go. Now that 161 w y to understand s h e WI$) was a residential difstrict uvhem w y d tttoetD ~ ~ employees live, in Pass C'til-isrright after Euzrtcane Camille. I do not want to getfueraod tnWs. Mt I m t f y b g to do is to paint a picture fer ym. -6 iS, it cbies not take m a y of #eae fdlurgs (F&~r%r 8) to %k@a national p r o m h t is goiw -11, d cost it out of business. It does not taka matay of tbt~sisef a W e s to reverse a national tread. It sZoes wt W e much make a failure out of o s u c @ e e a space progrm. Therefore, we w ~ adCess t ta such r possibility. In ret~ospec%, when M e e d 1T1 came to me, X WS t%@W %%, that would a 8 t m q ,d that C Q B new ~ mcmey d e w It coming b d . The p d h k ~ kept coming up, SQ wwe put. $am Iwsluldlikc say., againfn f money well spent. ~ -- pt The Ikfttsmed F wA w w m m Pmgzaa qm~tezs,i f ~ vatiibnd mated&+ W € i p r i d h , Zt contrstetos plants, has IPIQ~~'YI;~M the workem d &e parbliu to be aware of our space program. I &inis it has done a great job. Mmg of as represt?rat the mmqgement aspect of the pmgrarn and I do aot Wnk h t wehave too muah of a problem foreseeing somewhat into the frtture, George Mue;Uep described st beautiful futme ~O-T that is probably going to carry on the re& Cdl Of USF of this oaturjr. I Wnk all of as will m a a g e somehow under this. But I submit to you this morning that am burnag beings-some in your organization, some in miae-that ws have to worry about. W e are aaw ~ontpM%g&age@withwelders who know they are gpiag; to be laid off. We m e completing stageis with sheet metal manufacturers who have their termination mtiees. We are putting in enginesbuilt in plants that have virtuaIly ishut down their productiosl line. I submit to you that this is a problem that cannot be solved by the lHarmd Fligbt Awwmess Pmg~am,at least not m we iohm it Way. An ostroaautfs visit to those p l a t s wiUL bt4lp. But f do m t think an astrcm&utts visit ts the plant can sn$mlve the kind of problem that we have today. I do net'bve mewerr to t b i ~ problem. I do feel that from this m e e I should go back a d worry about out what to &, You should gobwk a d it, and worry &out it atgd fiflam oat what to do, too. I am not stwe that we have %%e mems Of getting through the immcsdittb years, if we do not innovate beyand where we are right now. �ASTRONAUT PARTICIPATION IN THE MANNED FLIGHT AWARENESS PROGRAM MAJOR STUART A. ROOSA Astronaut Those of you that are sorry that Tom Stafford isn't here, well, I sympathize with you. I feel the same way, and I also realize that probably the best speech I could give is a short one. But seriously, the MFA program in our office is a personal thing. I t i s probably the only direct link that we have to the people, the literally thousands of people, that are building the vehicles. Mow, we spend quite a bit of time at some of the contractor facilities, climbing in and out of spacecraft, checking them out. You can sign a Snoopy doll, or give a Snoopy pin or something like this but in our normal duties we don't get to the majority of the facilities involved. I realize there a r e a lot of you here that have requested personal appearances, and have been turned down so many times that youthinkwe a r e not interested. That is really not true, we do feel thatit's veryimportant, Roeco Petrone made the statement, and Iwill steal it from him, "One vehicle does not know what the other has done. The only continuum we have is the people. And so from our office, through the MFA program, we do have a link with these people. I know the personal appearance requirements are given every consideration within the Astronaut office. Lack of time is why more requests a r e not honored. I know there a r e some people in this room who a r e quite familiar with our schedules, and not to belabor the point, I would just like to say that we stay quite busy, but we aren't unique in that respect either. I would be willing to bet that we could take 50 of you and have you do your job, and you couldn't meet all requests either. We do feel that the people-to-people approach is a good one. When you go to a plant, the enthusiasm and the warmth that you feel from the people is real rewarding. And it is good for us to visit with these people. I asmme it is also good for them to see the users of their product. Take the person that is bolting the heat shield on the command module, he can get pretty motivated, thinking of the consequences. But all the little things a r e so very important also. For example, a fountain penthat you a r e goingto be using on a one-man contingency rendezvous. The data comes up on the computer quickly and you have got to copy it before it's gone, we can't afford afailure with that fountain pen either. And from my standpoint, a s far a s getting ready to fly on 14, and from the office a s a whole, we a r e real concerned about the little things. We a r e real concerned right now during this transition period. We feel this direct link to the people is important. I wish we had more time to participate in those personal appearances. I guess if you spent all your time doing that, you wouldn't be training to fly, and then nobody would want to talk with you anyway. So it is sort of a vicious circle. We a r e already well past lunch time. I would just like to say, from the crew office, "Thank you for the support that all of you have given the MFA program in your facility. I t I would also like to continue on with the theme that "We've got to keep up, and get out the good work, right now. " You know that is really important to me between now and next July. And also to assure you that we a r e shying busy, and we don't turn down those personal appearance requests needlessly. We appreciate your support, and we ask that you continue. Thank you very much. ��WALTER F. BURKE President McDonnell Douglas Astronautics Company Gentlemen, I would like to say that I am very honored to be given an opportunity to talk at this seminar. I am r e d l y just filling in for Charlie Able. Be was called away on a very urgent matter t&y ,and I have besaaslmd to step in and try to pass on the message. h l o ~ k b gat the Manned Flight Awareness that we're sio auciws to be sure works, I'd like to go back a lifflr bit and t ~ lwhy l I think the Government, and ~ ~ W k ,is leoming to ythe right @proup of peepla, namely tlw aerospace industry, and the aircraft industry as the managers of some of these extremely large tasks. As you recall, b k in the very eaxly beginnings of any aermaIrtical endeavor, there was a very quick r8coWtion of the fact that intense research of a very deep Cchnologieal area was needed in order to make the rate d progress that was desired. This brought about, in the early days, the establishment of the NACA, where it was found that the depth of investigating the number of tests required and the caliber of t h e d y . r a t e was extremely important, andin fact, was the Iamdstion stone of America's aircraft industry today, and I think we can look b k there and see the very beginnings of this Manned Flight Awareness Program, telling you too fkccuratelymy age, I oaa sssure you that I have taken part in many of these early activities f a r enough back to be very familiar with such things aa terminal velocity dives and spin program. You no longer even hear about them, but at that time they were the first and only ways we had to get irrto the structure of the airpIane, and into the response of it those features that would give tbe astronaut, o r as he was then called, the aviator, a chstnce to perform his duty and survive. Although we do a much more sophisticated job today, it ~ r t a i n l ystemmed from the deep interest and the groupof peoplethatweregenerated at that time giving us their total lives in dedication to the aerospace industry, and it so happens that right now many of us who a r e just getting into it a r e luckily still involved. I say luckily and thankfully because to me I wouldn't have picked a different job if I could start all over q a i n . I'm m e fellow that was absolutely happy with what he chose a s a profession from the first day, and I wouldn't get out of it except by force o r age, Now when you get close to the activity of the space end of the business, namely our spacecraft themselves, I would fortunately connect it with the company that was involved in both Mercury and Gemini, and when we started Mercury you can be sure that looking out for the astronaut was not only a very important thing, but it was a brand new idea of how to assure the astronaut's safety in a vehicle that we at that time could not plan to bring back and try over again, so it had to be a success on every shot. There was to be no averaging out, no statistical high score. It was decided it had to be a success 100 percent of the time. Now to get that, we spent many long weeks and months with everybody that we could collar, trying tofindout the problems of environment, trying to whittle down the chances of thermodynamic o r electronic failures, doubling up on any system that could possibly be a trouble maker, sending all kinds of animals, frankly both pigs and chimps through our test program, trying to find out what the effects of shock on the piglets which we dropped in specially designed cultures in the hangar in St. Louis were. In every case, trying to find out how to better make the vehicle give us a 100 percent chance that man would come back from the mission. I r e d 1 receiving a letter from Dr. Wernher von Braun after he had walked through our shop in which he felt that we certainly could stand a much better �approach to She O ~ I rma* I Far &f31161. we kw k e n forever WO@m$N.@Ws mstlodar phase of it, and we%@dim@a 4 4 in deveE.~~imt@: so called +'wbtte r~0.m"w 4rclezlaroomt*approach to the total mauned sd o r t that we've been in. We also had cowern about our Zest procedures. Did we k n o w h o w t o b & B P 3 ~ d t & d a n g w ?W p i t e t b years of flying and the thousands of fl&& wit& test pilots, we still hati nst rwehecj th& peak of mental acuity WLat Clh you that yoa atre &OM the p p e r thing. As a matter ob feet, in o w of our @@sly space chamber rune, we veygpg nearly lost one of our own wtronauts, Burt Nor&, primarily for a lack of dry running Ziests in maH= s u e tkt everybody not o d y uaderstcaod what to ch, WWthe test was going well, but particularly, what to do quickly if the te& started to deviate from the plan. This brought W t a whole new approach b order of magnitude as to our p r e p rationfor tests whenwe had astronauts involved. The same thing happened when uvcs built our larger space we had fire chambers. We had escape &iUties, possibilities and equipment in there for extinguishing any fires. Despite the f&ctwe iPf.lt we wtonldnvtsee a fire, we did have pmvisians for b t b eztinguishhg it and removal of the astronauts. We trained dlligen*, not only f o r the succesishtl mission, but for dl the possible deviations one might consider at all likely. This waa our initiation, p u mig;ht say, to be aware of the value of the man, a~dlmake our men aware of the value of the mission. nor the f h m M s.tsuettm to handle one of these mslJ6r bc@be@ pmqgm~w. Eamver, that one program sucha as a m have carnot b~ i&eE r e d l y stlpport a total indwtry oorgaaimtion. There were twiny thi.agg on Gemini and Memury, in conneMon with our 6-NB that 1 I e \ r . e c d not b e been available to improve the caliberof eqnigment toprovide the capabilitbs, bad these mk been many other business activities oa ia that qgmfzaffon, The manner in whlahwe k v e stmmaq* emmat of amgineering for a rdaiwely rr d mmwat sd h m m delivered, does mean that you have to call on hoflities ,particularly in the manuibturing rarea, t;brrt youwould otherwise not be able to &Bard, And J$% tbe simultaneous exfsteme of &r large pmgra8o.a within s company which provldm the capZtal to give 3 ~ this r capability. We find tbat there a r e sametima some concerns of interfasaacw bfmeen wr program for you in one particular w e , and for t hAir Farce in a competing case, and for aommercial bpslit~msin another. It's our dete~?znUW&mand o w ceefrieticm tW$it's the combin&an of these in a company && pr~videathe real muee1~atrd L e hark, wsllioh &I t b olrsh, to go ahead aac? M e one of t k a e big progrsms. But every problem, o r every instance such as t h i ~obviously brings about some problems that a r e peculiar t~ ibelf. I would like to address myself to just a few of a w e . We then, at the very early dagrzs of Wk&mry prior to w e n launrihtttg the first m w d Hercury witb Al S h e p b d , were acmzMme'd very cloeely over an extended period af time by gl coznmitrt;ee called the Welsner C o m m i ~ .TMs W e f ~ n e rCommittee was s e t up by the Government to make an indwendent evaLuat1an d just what we *re &iw7hrnv we were doing i t , did we kwrw what we were doing, a d could we d e l y agree to launch #e man? This bolt us over every aspect of the d e s w of +be vehEcle, every aspect of the test, tt wry ~ l personal ~ e scrutiny, man by man for your rna~vation, for your in;teml thinking. You felt &oduteIy bare in front of them before €hey got through, and as we went through this we became convineaxid aoae thing-thstweladneither the time, nor the mollea, to have a convfnoing statistical record thdwe w d d haBe no failures. The anly answer to that, then, hrasl t@ be that every &hotstands on its own, and every ghat must wmk 100 per-cat by itself, and the o d y guan%nte&far that is the CP&manship of t b men, the mmagernenkof the p~~ the sWU of thedesigners, md the team work between the cotltracbr and 6he customer. Far one, I am a y we have nBver worked with any group &st rivaled the NASA persoriuel in giving us &is team work. It's unmatcherble wi& mything I've been connmbd with, and Z believe I am speak wiPh equal authority for the people with whom I've heen in co&&. How are we going to motivate the permmel? As I look around tbe- room hem, I notice very, vary many faces that I've ssenbsfor@at the m e kind of meeting, and I remgnizta that the purpose of this meeting is really dud. Itfs fimt to remotivate we t b t a r e sitting hem with the sole purpose of going back home and really motivating b e that a r e not present at the meeting. As the space program. eonfinues, and as was well said before, the probability Is that most of us here will stay in it, that we a r e the ones that have been in it befwe aad are likely to control who stays in it, so we will, liking our own personal jobs, very well try to stay in it ourmhebs. But &e hundreds and thatsands of people whose craftsmaniahip we counted on may not be as SerZlrnate as that. Some of the competition will come just in the very n a b r e of aur engineering pemonnel. W i t creative engineering pemomel, the space program could net have been as succes~fulaa it is. A creative person is very seldom a very patient person. He is anxious to progreaa personally, as well a s being a part of a live team. He definitely has to be kept motivated when a tempo slows d m a little, ancl itre in this ama'that we are going t o find, I believe, the most criticd problems. How to keep the areative engineering talent charged up if the program t e m p slows down appreciably. We have ways in a large oompany of moving people from one large operation to an-r, from one activity to another. At the same time, if we want to be able to call on them instantly, we muat find a way to keep them enough involved in the space activity that they really never lose tbir touch witb it. We cannot afford to let them go for three or four years into the commercial business, o r to the military business and suddenly just draft them and pull them back and ~~~. From naw oa as we keep @ping we have to look at a totally different climate, The size of the program is getting so large, and Eras h n so large, that it undoubtedly Is going to stay in one o r more of the major aerospace hndr,, A him@ campany by no means can have the aversity d s2rfIl, the facilities available, mag �)FAfjg %rtl&, T b ~h~"t e s d o r f t y g r M m . Thew dqgy pmblernr. Ve feel that we are ws oar a r ~ n p o a t m . &me a p f 3 r ~ r n ham! slat we s d up #3awaald & a i W proprtms *erethe men a r e e p M back Wougb the r w typed actieky @my had engageDd informerly on perkodb cycling ero &at they again do lose this +t M, By the & a m token, we have to be sure W ImUititw which %be~ie pwp1a need a r e not 2sU-d eb, m L o f u s e , to that poi& Wt boornesl a pr&lgm. Ba a pmbbm wiU edst fos which we must find at B & ~ ~ R I . H&mely, haw t o keep car Pgciiftg up h3 t,dorb, a d h f b XQZU%iq we wieh, k b pe0ge cotlstmtly trained for %time when we may suddenly wed them a@ we xmve fro@6neg k s e d the program to &wmtkw, fa theiee are- we b w e are going ts be d i m s s b g with oar labar unims, j& hmw rimy we da thL witkt sr nsiflimm imgaat on our bargdniag oa@biIities. wb* area, end I speak from ab&t Za W twelve y&w% Bb &oZIDry m n ~ upemtion r in our co-ny, I asm tall y a that a&ag ever motivated the job a mwh as yoursglf vihm goa walk out there a d miBc with tc6e people. We can put out all the poskw, you can hatre all the btermittmt visit@, YOU can have all the press releaeas within the company paper you wmt, but my own *&ion is that the meat, which r e p ~ & sthwe of as sitting right here, m we go through the shop, will have to g& o5P the:the: ~ & ~ a t ros&a ic and go out whslre the hardw w Is, and W k with the people, and ga wt there s o freqwfl.&3pWt W y @tto eort of e@bg you, and it% not a &mat big surprise o r soA of oz p r a d e when JQU W r e g r e ~ t l yg~ the shop. I have found t b t the cr&@?asnpsrtimkrly, is just cp&olukly in lave with t&iq yau Bis job. H e r l tellyou, he'll stop with yau m d speak t o you about his job, haw mueh he enjoys M a g it, aracl w b t new he founrl out to do well if you give him one halS a c ~ e And . %be only -my youtli ever get tbt L by the top mamagemeat circukt.& tha&ghthe shop on a complete mrtn-*man l~wi0, BO that the sthop people feel com@letelyf m e to tsUct.0 you at all times. wt Aa an e m m p g of wfia may happa if you don't conahme Ws, &rimg 8 four year period from '64 through '68 at M G - ~ I%4g1bts, we lawched 525 SnT'.la a d four Delta rnisstles wfthmt a failure. Itla bard to belime after thett tW the design wasn't good, It's hard Q believe that the s t s l t i ~ t i cwortnnamhig ~l wasn't good, but shxte May of '68we've had several hilurss. $&oh tftm w e t w femfced into t b s e failures we hawe found t b j haw h e n brsatgll about by a multiple ia-line pe11~aslWlum. % m n e did something wrong, a d the fal'tsaor thattaras supposed to find it, clidn't find it, a d &is pa%lou&srlyi~ tlw %ing khat we have to mteb. Ycru have to get rid d $BYI feeling that anythingnast just t5u-tomatidly eyaranteeta the next shot. Sbtis.tl&g it's lurt good enough. You have to have each el%& &andiw @tilts own. We bvepostera. How lmgdoes ct man l w k &ta pstm bfLforehe walks by it dtgid it laa fmger &BC& him P How many visila a r e there w b s e the man is w b l a through the plmt rapidly b a u m it's d o m to lunch, or it's about time f a r him to catah atn airplane, a0 all the man in slop sew is two efm whisking thw&tha shop, pz"&&I.y if you we= out there, you'd hear him say ta the q X t w e , Yl wonder what that group's doing?" Now you've w a l W through, you've thought you've motivated them, and you probably didnFt. You put more questions in their minds than you put answers. You have to ~ p thedtime in tbe shop, in the lab, on the drafting board-everywhere the people a r e individually working. All I can say is that having done tbiws like thast, this is the moat rewarding part of the whole j ~ b . You get to tow the people. Surprisingly enough occasionally they'll do exactly a s you say, mther than what they had wanted to do and make you feel lib you helped them, and theae a r e the ones that h i l d this company and in-plant morale. We look over our total engineering design areas. ~ltVht were the thing8 h t we could do better?" But we then stopped to ask, "What. a r e the things about the design we have right now that while they work, do have poseibilities of not working?" And without having to define what it is, i s going to make it work, assume certain failures, and then what is your recovery capability. So we ham done this time after time, and m sc o n t ~ u obasis ~ s now have a group which r e v i e w the design work done, withthe specific charge that they - deliberately insert mental failtlre into the design without regard to why they fail, but just assume they fail, and then determine w b t is the way you can overcome anythl.ng cata&rophic happening after that. Sometimes it's mdwdmcy, sometimes it is just a different wproach to design rather than that. Where the lack of statistics hurts, is .hat even if we get by a flight, we very seldom really know how close we were to the edge with many things. Almost no flight ie nomisYal from the point of view of the setup of physical conditions. You either &nTt have exactly the t e m p a r b r e you have designed it for, or you don't be axsdly the wiad shear, o r you don't h a m waetly tbe glitch. Everything; is just a little different on every individual flight, and therefore, you cannot be sure that many place^ on the vehicle weren't just about ready to hsve a problem. Of course, the more flights you get, the more you feel you can average t b w out, but we feel that the manned phase must have many flighb in it in order to wipe out these aseas where the facts of life a r e somewhat different from the fmte that are put down on the engineering design, and it's with this particularthing that wefeel we have to show the people in our country that we a r e really bearing downon how to do this job economically, s o that we'll get their support for an on-going , more �rapid, and very a & w t k & s p g r r w m . Witlrott t h i ~ without , the hdp ' f ~ e m -the & b r pwple, a d the r e d attention of t b p@ an the @~Unel,we just aren't going to be &h b enjoy the 1wr.y of P few flights per ye-. Wetre g&ng ta have t;g get a lat of repetition in o r k r C have a truly vduable propcm. lMJr time is ja& about w, but I \zaonld like ts make C%W other comment here. Wehve a$sigwd otne program manager for A p h , I3d Battar, who Zs 8 i W q in t$e auaeace here this &moon, and he b e n on the actual role of 8~~tunwng in d e w every s i d e piwe of hardware that entsrs into'sur 8-WB again, with a review af the M8t;ory every p i e bas had, the rwords of its problems in and oElt of wcepbmee, itr rwd out of mamfwture, eo t h a we can see whether o r nut with each prolonged s k m g e period, we have to do ~omethiqgm o thanwe ~ bad thaaght about doingwhen designed tbse p& to again g u m & the ab$~auteintegrity of thenz in future servics, So we a w eonrmitted to applying our top personnel to this m m t a c y of w&hing, this dedication of being in the p%qram. We fael &at we have many problems ahead of us in a z motivation ~ activity to lookat. Primarily, net what we need tQ do it, but better ways of getting i$done. we first I would say in clusingthat their reward is going to be very great. In the BbbIe Pa Xst Corinthiirns, there's a very excellent W e comment about what the reward is. It sayer "neither eyes have seen, nor ear hath heard, the great w o n k s W the h r d h a s to show to those believe," a& we believe in the space program at M~cDcrmell-J30uglw. Thank you. �President North American Rockwell h o d afternoon, Mee and gentJemran. Thla is a p a r t i d a r l y vital time far a meeting such a s this. We have a l l been complimenting o w e l v e ~during t b past few m t h a , And we all know that we did a wonderful job on getting thaw fellows to the moon a d , pwAic3darly, getting them bask. I am not sure a t we fully wckrstmtnd why we were &la to do it, b m u s e we tend to be e n g b e r ~ rud , look at things from a techniea.1 point of view, an8 make a lot of other ~ s w m p t i m . % pwple wbo ~ w l l yput the men on ths moonandgotthenn back, happen to be the peagle of the U n M Stabs who put up the money, And we d y were tools in tbir b u d . The most imporhat thing I think we must remember for the future i s Wt W Is our role. And I don%t m h w y w put a clolkr value oa it, but it b there. So where do we go from here? It is obvviowi h t one of the nice things abut the lunar program b that it can be eaaily understood. You can get it in ysur mind. You can easily M i n e it, and it ia what yon lalght call a single paint god. However, me d the things we w e a little bit a t fault for, Is t k t we really didn't do are much homework as we h l d havebefore we got tothe mom. Ewrybody s8y8, l1I'tn@IOg tO get thQge men to the moon. Then I am ping to get the hell out of this program. " So this b r oaused a little blur, h a u s e he had to pick up some speed in determining what we a r e going to do next. But here w i n , it i s fortunate because just withinthe I don% 'think anykdp ever had a better break than Presideat Nixam, when he took off on his trip around the mrTrt immediately after Apollo 11. Bscause no mattier where hf? went, the main thim in peoples' minds around the world was, this is not President Ntxon of the United f3tat.a. This is President Nixon d tihat country that put the fellows oa the mom1 last week, the Space Task Group submitted a report to the Pretsldmt. I bappened to be talking to Tom Paiae laat Fri&y, cmd I a i d , "Tom, is there going to be any specific announcement by the President on We a r e often asked what a r e the great fallouts of the space program? On this subject, I think we strain too hard to name some specific piece of hardware which i s in being. In my opinion, the bardware hllauk in the space program a r e really not going to be known until many glegrs from now. I knew tbey are there. Bat I would be very mush surprised that anything I wrote down taday, turned out to be the impartant things in the future, And what does the Bible say? You know a s well a s I do. It says that there is a continuing space program. There are several options available, as we all know. And, incidentally, I hope that we can get away from this distinction between manned and unmanned spaceflight, because I don't think it is really a meaningful division at all. But, we know we a r e going to have a very healthy program on earth resources. We know we a r e going to have a space station. And we know we're going to have a space shuttle. You fellow8 have been struggling with those things much more than myself. I know you have differences of opinion. I am not going to t r y and design the thing here this Probably, no single event in ~e history of the world has raised the prestige of any country such ars the ApoUo Program has. Well, this is a real fallout. tbis thing?" He said, "There doesn't have to be. There it irc-them's the Bible." �try get a e b c e to pat arr oar &, so 1 m&W m k e a couple of comme&-a. Let's take the a w e && WJ -m I@ example, , (What I say can apply to @e sthem jt& a# well.) We have our goal. Let's a h sum we dl understand w h 5 that g d is. As 1 K ~ ~ B T B - ~ 5% OU~Pgoal is b make it possible to re-fly W reunse @%s'pace vehloles, &iia transport6Ltbn v&cles, in a way tibat will -give us good txonomfa r&m a& our aB0rt.s and our investment. In tbia r e s p e d theP, a@ it fans out, we dl have our ideas, m y b e some we pretty impWta~t on what it ought to be. Bo we h d to start designing by committee. And, I - k v e heard much raving and rattling about what t h CPDB wmge should be, and what the p a y l d should be ? I'll say this, "1 don't know what they should be. 'I I do say tbat if we try to make everybody happy, 4 eet down requirements that just arenY do-able, we a r e going to end up with another bust. So, let's make sure we know what the requirements are. What the important ones are aad then go on t h t basis. Here again we as etlgontaers, don't fully appreciate the points of view of some very i~ry,oTtant people, like the taxpayers and Catrgress. A d , I think we must face the fact that a very import-aat item in the final gpecifiaatfon, which we are going to end up with, has to be btased u p the remaroes available, I am counting a s r a o u r c e s the people, which, a s you dl h o w , we have plenty 'of. We donLt have much time. We never will And, of ootrpse, we newer h v e e n o w money, So I tl& t&e prqgmrn should be p b s e d on *Cis gaing to the realistic appraisal d the -ding be made avaiktble. And if we s h t , if we put OW sightstoo high, ~w~ jtx~tne'taerget there, a r people wffl get tired of waiting for as lh get there. The other thing to do, W M Bis ~ probably worse, is to set our requirements aaB our go& &Q l h , in which case, technology will oomds mrine; by us and we wlll have another program go. down the drain, as we have had so many other8 in the p w t . Getting b c k to tbis reqtzkrernenh business-I dm% know whether or not space i s going to turn out to be like some of o m experletwe in aircraft, a@ Walter was talking about. I have b m h very few airplanes that ever ended up by beingused for the requirements that were drawn gp to justk€y Wt airplase. Here we a r e a t a situation today with a 3352 being used for low-level bombing. I b o w that any airplane that started out with a low-level bombing requirement never got off tbe ground. And, a s a matter of fact, we don't have ane today. But that is t$e way these things turn out. I think this is the way we have to view these thing& ve 1re tall&= a b u t . They are good jobs, The teobqologyr is right. They are going to turn out to be a W a y program. Walter touclzed an this baaiwss which is the whole the&e of this meettug, motivation. Personally, I would like to say h t I hear the word motivation md apathy kind of used crossway, I would like to make it r e d clear that in my opinion, I know of no szpathy and I know of no people who have an apathetic attitude toward €I& pzwgmm e m t ~ ~ t st .u m .$BeCOB= krtrary. -%Fktay m me hykag Dff at t b zaze we +me.all h$isgoff, %hem IB *%?&&a mwfm&-&* Ikwk T b m az% mvma3 wry -fuuadamM thM@ paWm1&y, in t & basinem. ~ Number me, we have to have a c~nUnllousc h d l e q e . We Bave %p+ to put up somet&ing &tat is redly hard for p@opXar-Q meet. This aaukf be a combimtiom d tdmt& t&n$sl, s&eMed W w , and do&r things. Awl, iacldsnm y , I tSlinlr all t m maag times, we try ab s e p a Q these three eblngs UWla Independent ntmpartmarats. We will b y e a meet- me on S;C-. A M %eaest &$ we will have a me&&@on aost And ths O W day, we w1SL havmnotber m&zqgon pric f ng Aadym wwld think there nuere three entirely different t b g s we are talking about. . . In additiorx, a chaUemgt3 o r a goal ff you will, really 8.rrsnt+do a$,ytBsng:, o r m an mything, unless we have specific ways of mea urina; that, a d have a feedback. Then you b v e tolet the fellow know exactly h.ow he was doing; o r the group on how it was doing. In that r e e e c t , too many times I see us trying to buokshot a whole area. We do it to ourselves. You, our customer, will do it to us. You will send a million people into the plant, and just Mud a;f look the whole thing over. We come up with Wngs like reports on subjects which were never a problem to begin with. I think the m y we ought to h d l e these things is that you fellows ought to be sufficiently on top of us and when we do have a p a k spot, come in and help us, whether we need it or not. But don't try and say, 'WeU, we've going to take a look at Company X today. We a r e going to get a hundred people and look at everything. l t i I think one of the biggest things that we do, and can do an a daily basis, is the sort of thing that is called for in this program and tbert we a r e kind of weak on. It is in the general mea of what I call "discipline. " I am not talking necessarily about military discipline. If you show me a dirty shop, I will show you dirty workmanship! If you show me an engineering office where people come running in and out all hours of the morning and day, I will show you a rather haphazard engineering job1 There a r e so many of these things. I know I have arguments with my people on little things like an expewe account. They will be six weeks in getting an expense account in. Now, you start climbing over their backs, and the attitude becomes, Wee w h . What difference does it make. I am a really important guy and I am really doing my job. And someday I will get it in. And don't worry about it. " You will find out that the guy who is slack in his expense account, probably didn't get much out of that trip. SOit is this type of discipline I'm talking about. You can get people used to doing things a certain way, so that doing them right becomes automatic. �of tbts m w and I thlnhE we all are. I am in the For sample, w i ~ ~ g aorzad h g mr oqganimtioaI always get a sort d out of this-becan@ the ~o do is coma up with lW first thing e v e r y b o d y m t on a ch%. rtnd they argm whether the liaes are to be s o i d lines oy d&hd Urns. Inthevery best organizations I Wise seen, no one eves had to refer to an or$anizp~ti&nehrnrt beewee the people were worktug s o 'WBB together #at they automatically hew where tBe reepcmibiU6les were, and who was r e ~ p a ~ s & l e f a r wliert. And they get that way not because somebody drew lsncwgankzation chart. They got that way beeause peaple had b m n pmt4ciag t o make it work. Encidentally, I mfght say on the s u b j d u f o ~ a i z a t i o a e ~ I always look aX them a sort of like a bikinl, What they reveal is very inter&ing, What they hide is vital 1 You can rrpsnd a seminar on tbis one stbject alone. I think the b y to the whole thing 15 this business of our emmranictttions with our people. When I first went ta North American I was surprised, to put it mildly ,to OMtW our so-called motivation prcgram a d d (and incidentally, it took me about two M o m I could find somebodywho could tell me w W PRlf)E me@&) w m mderthe aegis of our public relations paaple. The pMlosclphy of the thing eeemed to &? t h t every timeaomebody msde a mistake in the shop, yougo tothe PRpeople andtell them about it, and they put gUt anew poster onthe thing. T h e p t e r s a r e effeutim for the first dray they are up, maybe. But motivation takes a whole lot d differen* things. One of the biggest motivation faators I kaow of was when b a e fellows were building a spaoecraft, and the tustmna& would get to h a w them. These fellows h e w that tiwy were respmfble for their lives. You coakb't ptaay better motivation^ that Recantly , b u s e mews got busy in some simulator work, we rrothdafall fnEl in the rated the v i s i t a d the m t r a ~ t u bo w i n g ont there, And all over the place ever* asked, ltEey, how come we don't see Joe Blinks aaymore ln O r , "re've you been?" Thie is a p 8 ~ u l i atool, r coming from this kind of a program, bug it really works. hother aside on this I mi#t mention is oazr methods of written c e & m . I reoognize thst records are aboleftdy necessary. There is nothing better &an a gosd mafigumtisn coatpol and procws spec, rtlzd that eort d Wng. But I'm referring now to tlre type d oommunicstions where we a r e attemptto $& management &atLon. All 200 many times I see a guywb couE.dpmb&bly walk a c r w the corridor avlld ia a fellow, but be doesn't. He sib down writ& lzim a mernoradus2. And y w bow, a r n e z n o m is never read in the frame of mind in which it is mitten. I% ia probably one of the Iousieat ways b eomnaWale wit& people that I can possibly tbi* of. M y main imprwsfcm of memos is that when you first go into a company as a yowrg engineer, you w r i h the rough draft on yellow paper for your boss. F i d y when you get promoted, you get to the point where you can sign it. Then tihe great day comes when somebody e b e signs it and you approvk it. You have really reached the peak when you have somebody sign it for you, and you didn't emu have to read it! I say you can g~ on with taege thing8 all the time. But the mast important thing-Walter lhentioned it, axrd I 'm going to repeat it, beeawe my own experience follows his exactly-is that you have got to go and see the people. Tbey should wt be s h k e d when they see you. Let them talk to you about their Jobs. ~ I remember we were running seven days, three shifts. The talk waa thkt the third shift was always the most ineffiaient and, we ought to put better people on the third shift, because aU the good people were on the first shilFt, a d the mediums on the second shift. But it wasn't so. It waann'tso at all. The people on the third ~hviftwere fully as good as any on the first rshift. But what happened is that all the bosses, and a l l the actionwas going onduring the day time. And a t night nobody was there. T b r e was a kindof W h o cares 3" attitude. For a while there I was just living in the plant. The first readion was one of almost shock. The s e c d reaction was ''What the hell is he looking for?". Finally they got to know that I m t t going to bite &em and I was really intereeted in what they were doing. It was amazing. And then should something happea-1 would take a trip a d I would be gone for two or three days. As soon as I would get back everybody would wont to know where I I d been. It is just not the head man of the division being there, o r anything lib that. Everybody ought to do it. I found &at supervision in general, spends too damn much time in their office. And that is why once I got red Mld aad took everybody's osice away from them. But it didn't last long. I'd like to conclude by say& that the most important specffic examplee in motivation that I h o w of are: (1) Letts have a good pmgram. And I think we have the mrrkings of a good program. But let's know what these goah are, and let's stick to them. Really, this is a job for trs on the top. (2) Letts do a real good job this time in coordinating the performance which we want to try and get; the schedules which we want to try and meet; and the amount of funds we have to spend, so that they all Ue together and form some semblance of a sucoessful program. My own feeling i s that as f a r as the people themselves are concerned, we have confidence to burn. Our job is to motivate t h a e people todo it, by getting a good program. To tell the truth, I think that we have grown so much, that a little of tbis hard trimming might be pretty goad medicine. I Wnk we are going to end up by being a stranger md a more productive industry as a result of it. Thank you very much. �HAROLD J. McCLELLAN General Manager Southeast Division, Aerospace Division The Boeing Company viduda, are spending some d Wir time worrying &out future security while trying; to do the job they hme to do taday , Tadw 1 mujd tke to give you my view8 hl some d the p01ffimm$ihablthat f &Mn, mbeiqytaklea ta provide~&e m ~ &m@anb@d & im-ce to NASA i n the ma* fLtLd yeam +$CE in as spoe proerram, with psUI;i& empha~ison- role thafm a r i m a t a d &magem&at1p urn of the mattn4;1ag+ p r a g r m s have fnblptng baa eha 6;6vem@-enf,and industry obtainthe go&@ $% t b @@re. BUt I thhk b~ d m the employment numberswhich all of us are really doing today-in an orderly, selective fashim in a decisive, straightforward, compssian&te m m e r , much of his Iraaertsinty can be elimiaata8. We ctua reduce the impact of this impediment ta moffvatioh. I W, perhaps, the most fimdwmnu poht is qrtick, straightforward, deeisive wtIOE1 with 8 s b r e attemp$ on the Ijart of a l l of u s to let eaeh employee, whv might be involved, know where he stands. W e hime &m.ltrrprseedd &I & i ~ gof swcemes on W ~ ~ o $ % ~ g r a m - A p o U4o through $1. Our initial $@I on'the mi3an a d returnhg #am tioaed wiSh new perfeation. Naw, the frequency of theb Iaaikhm has bea r~~ch&uP~-stretehed outand.attdia~ta Jpeapk are be- talt~noff the pragram at: mmy ef the locations ~ m g b mthe t country. If we in industry let NASA d m on any of the rem a w Bp0Jf.o miwitma-wd I epe~akd failures of my ccxse~blmce-we will have set back the agency's c b w e fez firtare programs, And in tthe eyes of the public md our work forcewe wiIi have started a whole new round of mcertainf.be and future insecurities. The -we af ~ mom imm bWt B%B &Idly pmbbly .$ding with hem is . u P I ~ . lib& o ~ . ~f a@--prchhlyin itldwtry I thbk there to awry this ~;aUms--& o i ~ i v eaction pmuide gmxl i d o r r ~ l a t i ot?~ peaph with re.ecjpwk to their fdtum fn .the space program. m m & - s h w k d r ~ r n b d ourselve@Bak f&'peredIy re- wi&dsiagthe ma&& parfxmt job o.n W b ~ tW k each be amzomplished in a timely ancl coat manner. 'EBe m w e *.19dh@ng fuWe rtssigmnentss will re& fmp~the pd4eyt p e ~ o r m m ~and e 1%5 effort that is put in m todayTI )@b. Now, during tSPio 5).rtm@trwilto??y period, one of the fmdamenWe that we mas%carefully guard against is the lack of %tte!ltionto crertification of employees for eacb job. During times like these, companies and Ore;mh&~nswithin compmies have to do a oertain e~~mm d tr w f ~ i s a t i s nshnd rw~eignmeatcto fill the WQT~~Z&I&&&!ram,. n&maUy, will i l l . mat gaps where people have departed. I &Ink it is incumW&I ably: out. &* rnomkg. I $tress we cmld axp6~e2-.inam d Ulem ta oce;w-and IS& b~ ~ ~ g h t - bent u p ewb gen;Ue3nanin this room, who has anyhe has an airtight, thiw to do Pvl* it, to h e *enin&-dat ~ ~ x g g m " l a t ~or om groups of ins- 37 �ironclad system for insuring that the worker is certified, trained and put through the sort of scrimmage sessions that Lee James and Rocco Petfone were talking about this morning. That makes you darn sure that he is ready for the ball game. A month before Apollo 11, I wrote a letter to all of our first line supervisors who are involved in our space activities, saying that the chdenge we face for perfect performance-now that the Apollo Program is beginning the operational. --is a s great or greater than the challenge of designhg and building the equipment in the first plaee. I still believe it today. At that time I c d b d on emfi supervisor in our organization to aatiefy himself that each of his employees knew his job, and h e w it instinctively. I have insisted on a rigorouaprogram of checking up on this to satisfy myself that it is done. Two weeks ago, I took one of those factory walkthroughs that Bill Bergen was talking about, and I talked to many of the employees at Michoud working on the first stage. I can assure you that that experience was most rewarding to me personally. Each of the employees that talked to me had the urge to tell about what he was doing and how difficult it was to really train and get ready for his job. He was proud of his certification for being able to do it. He was even proud that there was an inspector making sure that he was doing his work right. I know that we have isolated incidents, but I don't think we have a general letdown in morale within the sphere of workers that I talked to, But I think that we in all levels of management awe the employees frequent and proper communications about the right things. And I think if there is one message I would like the seminar on motivation to carry back-and perhaps to deal with more tomorrow-it is the question of applying o w motivational techniques-ad the extra dimension of comanunication that these Drograms give us-to the various levels of management. - It seems that when I hear about motivation, I usually hear about the fallow that's welding, or about the one that's inspecting, o r doing this or that. I, for one, would like to make s u m that we w e using this tool to carry the message through dl the ranks of management as well. Now, I think there's another pitfall. Although I won't dwell on it, I would like to mention it in passing because of the t i e of this seminar and some of the discussion that has preceded. There is a pitfall into which industry must not fall in the days ahead. It is one of diluting our skills, o r shifting too much of our management attention and emphasis on future NASA programs. I certainly believe that industmy has the clear obligation of helping NASA, through 'studies and their own in-house work, to determine the proper steps for implementing the new programs we have heard about today. However, 1% think this support to the space agency must and should somehow be clearly separated from the ball team that we are putting through scrimmage every week to play that next ball game that is coming up Saturday. I recognize there's some level within a company where this all comes together, but I w ~ d dcertaialx urge that we guard against dmpp&g it tw low, There is aii a q w t about management and motivation that 1 call a flmanager working his feedba~kloop. I would like to talk abmt it for a moment. First, let u@ recornbe and take note again, that we have had eight straight successes on Apollo-six manned successes. Now, why ? What k s made this possible ? Well, I happea to think it is because of the NASA/ industry team af Bia;By motivated people that have been warking om the propam, in addition to the other things &at have been mentioned. I think &is team is typified by some of the people we have heard today-Lee James, Rocco Petrone, and George h e , if he were here. And I could name many, many more. You gentlemen have heard two of them speak. Aad thi5 &am is typified by men who pay great attention to detail. They really know the people and the hardware. They energetically investigate the symptoms of potential problems every bit a s hard, if not harder, than they do the real problems until they ape thoroughly understood and the answer is very clear and completely out of the nag list in their minds. The paper work system, sure, follows up and tells us this is dl cleaned out. But in the time we have ahead of us, that attention to detail is going to be even more important-if that can be true-than it was for the last few flights. I think you owe it to each manager, who is working in your spheres of activity, to point out to him that the really good manager is the one that has himself set up with a good feedback loop of information. It comes not just from paperwork o r staff meetings, but from his people. Ensure he i s energetically using this technique with a real short timeline and thqt he is taking the corrective action withinhis sphere of ability to do it. When done properly he will be able to sense problems which are developing before they become panics. I think thir is probably the most importantpart of our lnscnzrgement challenge today. I would hope that somehow we can utilize the extra tools of our motivational programs to establish this in a more effective manner at all levels in the Apollo Program. If we have-and please don't misunderstand me, I think in the large part we do have, but I think there is also room for improvement-each managsr on the Apo110 Program inindustryworkhg in this mode, he will be so excited and &dlenged and motivated that he won't have five minutes to worry about being;insecure about the future. This brings me to the subject of motivation which I want to cover. I think when worked right, this attention to the feedback loop of information and the f ollowup on it, can be one of our most powerful motivation tools. It should be used even more than it is today. The reason I believe it is because inherent in this mode of operation-this face-to-face communication, beginning at the lowest level and exteading through all �s u c w 8 ~ i v eietwb wf the orgaz&ation--is tbe everlW& MI1 tQ ktwp et it until that p a r t i d a r symptom or problem is clearly d d t with i n a manner that eveqWc3y @an tinderstand. I t h W aur m O t i v & i d projgrms, for 7Khich most compmi8.s have different names undsr the Manned Right A e e n e s banner, ~ &rea very, very important part of t&$s whole prc3cegs. I will confess to feeling the way dames ekpmsse8 it &is mornjag-kind of h@&uGat f&&. And f Itnew tnang. other managera throu&W our 0 m b W o n -re ~ i ~ Timy t , tiw@@t, '%%dl,what. am Wse m ~ olsprograms (of &id%they sea ouW& signs in the way of posters) maUg do?" I OW it h e besa g m e n to my satis; f"&%oittkfittwh&.Yt r e d l y does 1s provide some extra a v a e r s of communfcati~n0x1a subject that one Mivfdud, ar m e group of fndividuals, is trying to get aorms . When we recqptze that each bum= being r e d l y only hears &at part which he wants to hem, and each will hear a t m e thing in different ways, and some lmmm beiqg5 will respond to one method ofpresentatian while &&hers will be totally a e s t i v e , then I think tb ~&&WLadpr-arn wtll give us that &led flexibili*. lf us& bg ~rmmgersproperly, it amplifies th&r &iIEty hcs@ma&at%with the people with wwhom they d d . I would like to suggest that. we attempt to iapmvie the Wlization of o m motivation program in just tbat xnammr. Qne d &e programs we have at B a g that has very mccessfuJ i& the 3-ma.r Roll of %onor. We select d e ; s a m e m p b p s and havg their name and contribution to theApolloPwgx'am rsoarded in abook 'I'his book, whish e o n b M papar &dgrzed tolast 1000years, wfll ba nr&ntained for posterity in the Smithmnian W i t u t i o n and Library of C m ~ e s s , Further, each honored employee receives an engraved doubloon a s d d e a c e &!at his name is being placed on the Lunar Roll d Honor. . has r a a ~ h e dsome people in a very deep and fmad%tmmWway. We had one gentleman f happen to knm of who falt SD strongly about it that he has made provi~ioaein his will for the line of succession of thaw emdentials to his heirs. But I am sure-and I b&g this up only to illustrate-that we have some e m p 1 a y e ~that could probably c a m less about it. It jwt & w 4 5 matifate them a s numb, or give them a s muob of a p ~ e t 3 v ereaction ~s others. Them are obbm thiag;s that r e w h those employees. D i m t coatact wlEh the astrmauts, a s wm stated earlier, i s a certainly me of the most powerful motiv a t i d took we have faund. I think this clearly tndicates the type of motivation that we a r e talking a b u t is this human-being-to-hum=-being relationship, where the person can really identify with another indiviw. Lastly, crtl the subject of moth-ation, I firmly believe tb$t our nmtivsltional programs sometimes overlook the c20-itive nature af most individuals. I #.ink &is is lme in the shops, as weU a s other places. I think eachpersm, with very few exceptions-and these emeptims are usually weeded out pretty rapidlyreally wants to do a goad job. Re wants his co-workers ta b o w 'thd b . i s do* a good job. Of course, he wants hi$ boss to know it. I think taking advantage of this f w e t d human nature in a positive and proper way can be a most powerful tool. I had apersonal experience inthe early days of welding on the S-rC krulkhead at Michoud. I found, much to my surprise, that the information1 was looking for-which wwfd tall u s how bad ~~a r e d l y were-was in our record sy$tttgm. But it was buried sa deep that it took something like s$x to eight hours for somebody to dig it out, summarize it, and get it to me. It suddenly occurred to me that I really wasntt the one that needed it, because I hadn't done any welding since I was in high rschaal. The individuals who really needed to see that data were the ones actually doing the welding. Well, we had quite a psychological seance on the pros and consof that me. We ended up having it introduced by the first level supervisor, explaining the purpose to his e m s in a positive way. We also posted the data, After every shift the data was updated. And to the surprise of mmy, we fouhd that here was the one mostpowerful drives for keeping the defect rate down on those welds. Once in a while a defeot rate would start up. Aboutall it took was the posting of the day's data and it would start back down again. Maybe we were lucky. 'But it is one example out of my experienee that says tbat if you can, in a positive manner, appeal to the competitive nature of the people you might r e d l y have a powerful tool. What is my message on motivation 7 First, I think it is different far every human being, But I think that it has something in common. 1 think basically it boils down to saying that I want to know somebody cares. You want to know somebody cares. A worker wants to know that someme cares. The ability of various people to show that they do care b u t his work and what he's doing can be brought to bear with good management plus the use of the motivational tools that have been developed. However, the communications process needs the advantage of feedback I urge each of you to take back the message that management, on all levels, must be much more active in this area than I think we have been. . W e should remember that the future starts now-this minute. What was said a minute ago i s in the past. And every day the future starts anew. The next big event in the future for most of us in the room-and the people you are goiag to talk to when you leave this room-is Apollo 12. Pete Conrad, Dick Gordon, Allen Bean, and all of the flight crews on subsequent flights must be made to feel that the team represented by us today, a s well a s the people who work with us, view a i r missions with the same single-minded purposefulness for perfectirrn that has typified the Apolla mission successes to date. Let us make sure G t w e carry this message, and other messages from this seminar, back to each member of our respective work forces, both managers and employees alike. . �PANEL DISCUSSION QUESTION: Will the various centers cmtinue to provide p~~jltea-s and motivational xlaaterisls to the contractor? to get themselves all on board is a very good thing bsy&m right now. And certainlywe are mainfor t taining mtcnqp~ltentcontact by g&ting everybody reorie~tecfto something on the new team, even though they have all betin a part of it, one place o r another bdore. MR. SCHNEIDER: I will field that one myself- The answer t o w is yes. QUESTION: We have a question hem for me. Are any funds available for maintenance of facilities d training for contrmtors who a r e essentially all done ? MR. SCHNEIDER: In the AA9 funded a m , if you mem someom like C h q s l e r , for example, w r h we have the launch vehicles in stbpagg, we are marfatrr,inftyz: a crqwbility a t t h w e c o a b t a r r a so that eve can rmotivate thje launch vehicles. Wit&mspect to supporthg s u b tractors and s u p p ~ r &r s all of their equipment is delivered, that decision will be made on a piece-bypieee brawls. We will examine whether o r not it i$ required, and take the appropriate action. QUESTION: Next question is for Lee James. It is from Mr. Trainer of DCASR. How do you maintain top management active support? QUESTION: Now the next question is addressed to Walter Burke, and I thinfr it is a particularly good one. It says, "How do you motivate the people building commercial jets ?I1 MR. BURKE: I guess it is the very same way that we do on W s particular program. To me the thing that gets the best work out of the ~ e o a l eb to diamss with them my problem, and ask ihe?;lh<rw do they think they a n help. The hardest part for me is to keep my mouth shut, while I let them tell me. If you can do #we two, you get the people that are going to be on the job era interested in contributing that the word motivation just tells what t h y m e doing, rather than mything you Instill into them. And csmmsrcid j e k are one of the greatest pieces of engineering that has come d m the road for a long wMle. Nothing is more beautiful than a M=-8 (and I hope a lot of DC-10s). They'll motivate anybody. QUESTION: The next is amotivation question, and it is addressed to Dave Law. It says, "Can we use visits to the Mission Control Center as an inaentive award in the same way aril we would use vlsitrs to the Cape?" MR. JAMES: I really think Bill Bergen, Burke, and some of those people answered that question for me. Certainly a lot of this is direct communicatioa, and communications is one of the toughest problemrs we have. I feel we in NASA a r e working a whole new chain now. And that chain is getting educated; is getting around a great deal. For instance, I have changed jobs, and I have a new deputy. The Saturn boss is now Roy Guthrey , who is here. And they are now going throqgh a cycle of getting ready for the next launch, 507. My deputy (who is new to the program) has been on the West Coast with Roy all week. And Roy himself with his new deputy, Dtck Smith, have been on the West Coast all week going through the flight readiness review cycle to h e sure that all of the things we have been talking about today a r e not going to happen on this next launch. The newness of them in thme jobs, and the attentionto detail that they are having to give MR. LANG: Bill, I am sure that such a motivation device could be arranged. There are regular tours out here at the center that a r e fairly public in which some of the facilities are available, like the simulation facilities in the mission control center. But I am sure you mean during ttn actual mission, and I think with a little preplanning that could be arranged. QUESTION: Next question is addressed to Hal McClellan and it says, llRemembering the old adage 'Once burned, twice shy', do you think the new employees expected in the space program in 1971 and 1972 will be as motivatible as the old team?" �MR, McCLELLAN: planning an 21. clays out of the pad. This ia made pomible became we no longer have cryogenio o r hypergolias tbat we have t~bad slshrd. So we a r e WeU , my answer bthat irr an qualified yes. I trutnk try& b d e ~ o u p l &e e two systems B o ~ t e l there y tZrat the exietiw employees a98 the new emplqees t h a t ~ o o m i3 ~ u r s s p a c f e p ~ ~ isf u ~ capability ~ on Pad 39, such that it ahouldnlt taIly joiniffg; tb~&pragram for a desire ko gmtbipatg becom rany constraint. (The mttwer to the question in m&ttk$%d4sr g;rekted a&veatwm. Naw I t2dt& that is Ifnslmgpythe way I am.) wheaithy rreaazbjeotsdtathe pmsurrsrm isnposdugaa them by $heir wnrk&g e n v i r o m 3 , a d their naanQUESTION: , tftrt ean pPt % e m M w into that. BWt, I . metiwah that underlies pny pkr?aon &at is a part of tlw s p a e w program. Now Bktro is aras for BiU Bergen that, gee, I could hew .ew mymu. Wlt E gwbmb I cEldnlt, It says, 'CL natlce yon said, 'We didn't have enoughwe m ' f k"pbenmgb money. ' A d o cost w w high. Crra the E j U A s r o w e team redly do a program diHehatZy po 1t c a b lws Pv MR. BERQEN: I didn't mean to sey we dididnlt haw emugh money. I said, no matter what that amount of mangy was tbe progmm ahodd be ksflard -so it ie mmpatible with tbe f m d h g . In &her wr&, we s h d d n l t plan on dQtaa rpemaim m y bey;~nBour new. The b b r part ad W quwtioa is, f t Cwe ~.build t?hings for legs m m ~ e y ?The ~ m m r is ~bviowly,"Yes, we Can. W t now yau a& yourerelf, lfWill it b the And this is ths question that we really cm't answer. Are we going ts stick wit31 the philaecyshy t b t ha8 s o f a r barn a wry good one, n philaeophy of 100 percant sucwis8 ? i tkhk \wetregoing to have to maintain very ~trtcs t e a in S W 8 ~-s M certificsttioa, feating, vibmtlQntesting, and yols name it. And thi~ in my Mnitfon is mi- to cost a lot of money. It i s debatable, for example, static testing, is one we alwi~yeQPUC about e l h n i d i n g , aud you can save a lot of mantay. But my kstgue~f4b, though, we are not gaiaig; to let the reliability fmtors take a secondary priority over the cost factor. The next one is for me, and it says, llWould you preferto ham ar r e a c t i v ~ t d W 34 o r 37 at y m r disposal PLP 8 d b ~ h ~ i C0*l€S n g with Ap0u0 ?" MR. KWEIDER: Well first, I am going to lm using Complex 34 o r 37 (we haven't made that dtwision yet) for the hunch d the m w s d vehicles wing tbe S a r a IB. A@hr as Conqhx 39 g w , we a r e doing our bast to deM>upLe BAB from Apollo. In that we will have r Wisated lot d a dedicated bay in the VkB,andwe a* &w.h r h g our system such .that we can do &mo& all of our Cape testing intside of the VAB. We are only not nsspe the Manned F l a h t Awareness Program to a NASA organ kdional level to include all of NASA, unmned as wall as manned?" This is addressed to anyone. MR. SCHNEIDER I will tab the l i b r t y of answering it myself. I think it is a very goodquestion, and I understand there have been some thoughts dong those lines. It is quite possible that it wlll become Space Flight Awareness, rather t b n M a n k d Space Flight Awareness sometime in the future. The next one is addressed to George Meuller, who likswiae ianlt here, and it says, "In the minds af the people of the Unit04 States, the Apollo Program was to put a man on &e mom. Do you have a catch phrase o r brief description of the next goal?" MR. SCHNEIDER: I will field that one, too, and say, of course. I consider the, next goal as Apollo 12, and that is still to land a man on the moon and come back. But ff you mean for the long range, the way we a r e steering the program hopefully, is to a programthat is less epectacular and more undemtandable to people. We are looking for things like thespace statiaa and the space shuttle. You may have heard Dr. von Braun (I understand from reading the newspaper) said, "Well, maybe in 1976 the President of the United States will be able to have a fireside chat." But to have a talk with the nation from spaee. I think 1976 m d d be an awfully ambitious goal. But we are trying to make it such that space flight isn't nearly as specialized a s it is M a y . That is why as I said befare, I think I am in a transitory kind of program trying to lead into that area. Certahly AXP will still be specialized, but we are hoping to get some of the specialty out of our systems and components. QUESTION: For anyone and I will pick Lee James for this one. "Where will the polar apace stastion be launched?" �MR. JAAES: MR. SCHNEIDER: I guess that means WWtt C h ~otr Emt Colast as % launching site? Well, %%em's c%nougbextra eneqgy required for the might y ~ put a in arbit to require, I think, a vehicle someQ3ng on the~o&er of the Saturn V That would be the sfs;rting -win%. And I guess the question lenda itseu to the fa& that if you are doing I will field &at for R w o , and say .Y in the sense d a w e re!scw in the chssic. Sunday Supplement sense, no, tbre L not. However, a s you recognize, s p w e rescue has m a y , m y wpwts. Of cOtErBe, the Apollo Pr08;ram will c6n;tinue a8 the A p d o Program had. In thfa BBP Program we do not have a rescue ca@i%ity per SB, except for the fact that we have retreat m w h n l s m w b r e tlte cnzw can obviously go back into the aammand and service modtrle and come back rtt any time. If the command and service module is the source sf the problem, we have the optlon, at least up until the time when our food and water begins to run out (and incidentally we a r e putting a year's wo&h of supply on there hopefully) of just staying there until the new command and service module is s a t up. And I do have one eommand and service module. Obviously that isn't rescue in the classic sense, but it says, " ~ l r i g h t ,there a r e retrieval capabilities. '' When you get into & e r a of tbe shuttle, then you begin talking about a vehicle that will be reusable and willhave quickturn-around times. And then, of course, the idea of rescuing stranded people becomes practical and something that can be real, including its use on the planetary mgssione. . the polar lautlch, you eitktar utilize an exorbitant amount of energy getting into it, o r else you fly over some South American taountrtes. It would appear to me that inrstead of moving this eatire oomplex to the West Coast, the only o h i c e is to ruegotiah such a launch, if we a r e ever going go have a p o k r m e station. I don't latow &at W is a firm program item right now, so I presume they don't have these negotiations with us right now. a t I think the answer to that has to be the East Coast. There ie the d t e r native, of course, of a northerly launch, where our negotiations a r e closer to home, but so is the first land that you go over. QUESTION: Will Manned Flight Awareness Saturn/Apollo launch honors activity be continued a t #9C 7 QUESTION: MR. SCHNEIDER: The answer to that i s an unqualified yes. Quation for Walter Burke: What should the criteria be in determining what types of jobs should be cmsidered in giving people the FMA Snoopy award ? QUESTION: MR. BURKE: Question for Bill Bergen: Y w mentimed aircraft design. Do you think that a 100 percent reusable booster and spacecraft is feasible on the present time scale ? Or arosldd a tmdmff, i. e., some expemdrrbles, seem to be the mmt p r w t i c d approach, referring of course, to the space shuttle? f thinkif youdisting~ish,at any time, the value of the contribuUon of an individual as compared to another, you will in a seme really i~validate the whole program. Individuals a r e selected to do a neceesary job. And each job that is so necessary requires such perfection that you should reward all on an equal basis, rather than distinguish beween shop personnel, engineering personnel o r flight opertttious personnel. The shop man, from my years of working with them, is om of the most valuable tools that the American economy has, and nothing should be done to make him feel that he gets a second grade award. MR. BERGEN: You a r e very restricuw?wbm y w say 100 percgnt recoverable. In my opinion, the r&yiag of these things ia very &$5nitaLy feasible. As YOU probably know, each one is cheeked out after it rebms, and in none of the f l o m spaecraft have we found any anomalies after flight, There are a few things, for example, that are very sensitive, like perbatteries a d h a d oontroUersl whsah w d d have to be changed, But I tbinkrdtght awl reuse of the present spacecraft is very definitely f w i b l e . QUESTION: Dave La%, eould you field this one, please? When do you Wink the NASA program options proposed to the President will be decided upon and NASA given a firm go-ahead? Do you anticipah significant Congressional opposition ? MR. LANG: Aquestionfor Wocco Petrone. It says, "Space rescue has not beendbcuissed for future missions. Are there any plans owcerning apace rescue in the future?lt Theanswer to that is we have been given no firm date. However, there a r e plans, and we a r e moving out on them. As far as Congressional opposition is con- �c e m d (as in every Congressional action) there will be oppwiaon, and khequwtionis just how strong tbat oppositia will be and to what level. We have no indication a s to which one of the options will be selected, o r how fast it will be selected. Lee, could you add anythhg to that? MR. JAMES: Question for Bill Brgen. It says, "You, a s a prime cmhrwtor, have cited the problems of communicatiw between NASA and yourself a s well as certain of your organizations. How can the second and third team of contractors be stimulated ta do the jab? MR. BERGEN: There is one thing, Bill, that seems like it is worth saying. I find the emotional support that I am aware of in the Cmsrem , and with the public, e k . , to be high for the options given to the President. I think that the real problem, which all of us might as well understand, is that the year end budget is taken up by present day programs, This really doesn't giveus the option of exercisfng one of these new follow-on programs in the time scale that I believe the emotions of the public and the Congress and the President would allow. That is a pretty good question. Baaicdly, I don't think he has a prvblem any different than the prime QUESTION: QUESTION: A question for me. Is AAP fundingsufficient to dlm continuation d the RgtQA system that keyed the ApoUo Program success? Is the same WQA approaeh necessary? Que~ttim for Mr. McClellan. Slowdown in launches has. It d e p d e ugon a e severity of it. In aome cases, we hatre bad a subcontr&ctor who has had a little difficulty here wd there, we have been very, v e w helpful to Mm, whether he likes it o r not, and commaiaate very intimately with them. So here agaln it i~ a xrm8-r of degree. I thinlc communicatiom is a very fa~cinatiagsubject. I could talk about it forever, and we will never solve it. But it is something that you have got to keep working on, all the time. at the Cape must give a disturbing feast o r famine coxdition for €ke launch c r e w ! What a r e you doing to level the workload? MR. MECULLAN MR. SCWNEICrER: We have baea fwdmd in rPkP h a sat&&otorgr manner. We a m not hurting for mmey W year. I hope tbrs same i s true n& yeax. We are in areasonably g d shape, bItt we h v e not elwted to continue dl of p m i w ApoUo RIBd&A practices. Where we a r e ink-& with ApoUO, like the CSM where we waul&'t separate them, we are oontinuitlg RWA effort $d t h ApaUo and AAP will be built on B e same sk-a. Ia amas such as experiments, we are making some rather wide d e v i a t i w from the tditimal W,ApoIlo, RaaQA requfrements. We ape hying B h i l o r the R&$A requirements to fit the n d e . .Taub o w we usually have C&bgory 1, Crew B&@; C&egory 2, Mimion Success; Category 3, Seoo~&ry Qbjec@ve ; and Category 4 seems to have the tltle All Other. I have a new category in AAP mlled Category Experiment. And that just says we a r e treating expetimerb on an individual basis and giving them the R&QAtreatment that is commensurate with the eperirnent. On some of them,we a r e telling the pritlcipd investigator, llDeliver a satisfactory piece Qf equipment to these specifications on such and su& a date." If it doesn't work, we aren't going to fly it. And it is his responsibility to be sure that it works. On other experiments, obvioualy the more complex ones, and ceFtainIy the ones that interface with tlre spaeecrstft o r &e workshop, we don't have thgt &titwb. We have to tailor the requirements to fit the need. The Cape Kannedy area, for our part of the action there, is a Ceting operation. We conduct kunches of Minute Ma,and help NASA with the Saturn launches. The nature of that type of activity is one of peaks and valley&, We reaognfze that, a8 do, I am certain, most of the work force tbatls involved in that activity. ThL does add a complioation, in that particular instance, that when you go into a valley period, we have to call upon people to provide them other opportunities withia the company. To make f m i l y moves, as other companies have, we have move policy. It creates an additional hardship on the people. But so far it has turned out to be a workable situation. I think I can best illusstrate that it does work by my own experience. I have moved every two years ever since I have been on the ApoUo Program, the last seven years. Each one a little bit traumatic. But looking back and summing all of them up, it is quite an experience. QUESTION: Question for Bill Bergen. Will you please amplify on your statement concerning industry participation in NASA studies and other preliminaries ? MR. BERGEN: Well, as I recall, I was trying to make the point that at this stage of the game is where planning, and good �planning really pays off. Take these new p of which I think I cited t k aidkh. T b t h g C o d n is to sit down and esaatbltab bye an w wmmt on what are the p r i m a r ~gds. A& ef let "~lls lZQt clobber up those primary 60- by patbi%in a lot of other things tbatmul.d be &ato hi%%%, or t k x g sibmebody would like us b b v e , m h wej lose trackof what we a r e really trying to do and what we are a&ally doing. there rt formal mlod for mkg who the critical p q t e are, w h m is for fh&ng t b eritical compon e d s l I'm @ng to ask Lee Jamgel if be wmld like to anmer that. MR. JAMES: Well,I don't lorow bow f o r d this @anbe. I guess we will probably have to answer this by example. If Veto Pec%o hem at uth~yeier,who I saw her@!W&yty, will excum me, we might use him. Px&a.bly, the Lee James, I guess yort arethe best qualified t o field this one for ROCCO.It s a p Dr. htrmf$stated the qualification of hardware& a &rough faifwe m d y sis as being assentid f a r the sme6us of the Saturn missions. RSC prcrvides correet eval.uatio&s for failures at the lam& ~ hBut . does R86 akso m11ider the possibility of &he reeurmnce d these hfiums during flight? MR. JAMES: Well, the first part of that isn't m t i ~ e l yaccurate. I think RCKleo would say ' W C irs an engineering onthe-spot activity, and for @om@ failure down there, they do get into it f i s t . l' Tf the program management chain, which I used to bea patrt daa, gets it& tl& right away and finds a deeper analysis sf Ws is required and comes out of the ffSG iaboratoriw, of course, we wait for that analysis. And Racmlshappy to wait for it. What really is done at the Oape is to provide a quick, on-the-spot d y s i s , and as we feed &is back through our charnels to our prime contractors, tf that makes sense, thenwe go&% it. Tf a deeper analysis is required, then we have to take the time to do it. I think simultaae~1sly,thou&, we ought to reJ b e that the paper work through the UCR s y s t ~ m ,etc., is feeding every one 09 these kacrk through the entire system. It goes all way to the primes o r the v a dors (as the case may b)to W e 5ure that the astion that we took wasn't just a lucky one. 80 I ahW we a r e real careful not to let superficial answer that might come up on spot k the final answer, in case that answer might be wrong. QUESTION: It looks a s if we hawetime for one mare qu~stion. Is there one more fmm the f l w r . The quetisn is lFfs placer in our whole system, where the critical @kills dropped the t m s t in- the c x s r e i e , b in t b mnufacture d tEre develop& dearigm for the 6-133 stage of the &turn IB, wMoh is done by Cbrygler. Since that a & ~ t y l w a sskrbd fimt, it quit%nabrally ends be3or-e &erned tJ.m &tarn V wtlvity. And yet these vehiclc&shve to be lannohedwith the necessary backup of an m g i ~ r i u g barnto tbnstnimum depth possible. And backup in manufwturiog is absolutely required and certainly the right checkout people. Mow, I guess our Gowrnmntsl procees, a s Veto would probably be happy 20 tall you, c o m b for doing this rather thoroughly. Every time youget scrubbed down a little bit more in money, ha has to e-he those critical s k i l I ~jnst a little bit mors clmely. He ftlLs probably gone t k w g b tlws ref&mtAmn n s w e us of examining the c r i t b a l eklllsthat he really has tohave ta Bs this fob of coming back up, probably tea o r twenty times by now. And emb time we bave to decide if the budgetary process iis suob, that, QK-we will really make a Judgement here, that we are not going to have a welding problem come baok up that has to be redone, and take a chance an n d beping the weldem. The next time it might be somethfag else. There are certainly ermneprevmed exp&rta,and things like this that we identify that we haw just got tn keep. So the real problem now is h profitably utilize these. I think it w s EJiU Bergen or s~mebodyliere earlier tbat e d d that you oan'tget a soneept prsm motivated and theta just prrt htm on the &elf and say . y r time comes up two years f m m now. Ne haza ppt to be oreatiwe during that time, 60 mceg~uidentify them, the, proper u t i l k d i m of them &ring this drought, is r e d l y s problem. But I think it is an i t e d i v e proceea that we have gone t h r o w now with each of the c o a 0 r a o t a r s - ~ l a ~ North , Amgrican, Being, and Chrysler-enough times to redly ferret out what critical skikillswe just cranlt do away with, eventhough they may not be fully utilized during the low period. �MFA CONCEPT AT W O R K �JOHN W, SMALL Assistant Field Director Space Station Task Group Manned Spaceflight Center Frask Bomm stsked me to express hirr apalogiea to you f o-rnot baingable to attand this m m b g f s wsslon. Ats Dr. Fmi86 said, he was prs-emptd suddenly by the White He,atse. PLB m a y of you know, Frank digeontbued hie active flying status in January d this p m r to &vob his energy to formulating what ttr next major w e mtivity will be. fh asked that I pass on gtFd briefly describe the proo&e &ughts to gram a t we a m n m working on. A kev Pemwt Inthe plan roo heard Dr. Mueller de- a wrih yesWrdg is qGe station module. Recall that he mentimed modules will be playing quite a role i n t b mat sptteaprogr%m! This module will be capable d a wide r m ~ eof wienttfi~aotlviGY 4t e c h logical applioati&s. The space station itself will last for ten years, with Borne resupply by reusable shuttles, that you heard about yesterday, It will a~.ooomm&te a twelre-rnm crew. sad will be kmadmd la& earth orbit tq thie &turn V. TMS p m c d a r d i g u s a t i o n ( F i w a 1)a~tllkesa nuclear energy s m e for prim~ m~ of 26 Mlowa;tts, I t also has a solar cell power syotmn a bttukup c+iZity, - One d the firart tkings we will be doing after we launch a qwme s W o a in1875 will be perfarming an artificial gfxvl& eqxerbenrt, This particular eomept uEilLes a spent $@tarnff m e . By oomcting it with a cable arrange.$nent to the spaoa station module (Figure 2) and by rvt~t;ing this whole affair at &ppfoximat.ely four r w ~ l u t b n sper mimte, wo obtain up to 7/1.0 of $he earth1s gravity at the space statioa module point, The spwe station mduhe will be orbited rn (4eg)dt~ttte Irumcha andwill be joined together ;rtvarta$ stages of a q a c e baeebtrildup which you bard a b u t ye@tt%rday. The space base in this particular configuration (Figure 3) utiiizes an artificial gravity capability by a rotating hub arrangement, Those compartments 1 II 1 �are shown at either end &&twauldprovide the artificial gravity to the men. Over hare, on thefairlydarlc side of the figure, I believe y w can makclee out our space shuttle that is dark& to the slpaeebam. CBviously this is another key tothe next p r q p m - a lowcost, reusable @we shuttle that w d d be able to sustain the spme base activities through refueling and through cargo x e p h ~ e m t . The compartment a s shown in Figure 4 dong the hub axis is a zero g r a d e area ftnd the rotating areas will be the gravity. field eompmtment8. We have f rm flying compartmentsh a t m e c b k & out on the spwe base and can p e r f o m ~ e ~ ~ i experiments 6Ps in orbit around the space base. ibltbmgh we bvsnlt dtea*ckd any adverse bialqical effsct on our astrenaats to date in the zero (3 envirament, when we are talk.txyp;.abwt the 10-r dusaptian mbsfone, my, of a phmetary nature of ypwards of two tr;,three years, we haven4 yet studied the biological prooeases emugh to esEablish what b e e longer term effects will be. The lab, a s you see in the contjepktaf form in Figure 4, is actually zt facility that ccovld check out not only the man and hihi13 oonditioniag (unlike other experiments that we fomd in C&mini and Apoilo which were diacrete) but many aqMcts of t4-mman. It could also check other triads of orgtWsms b stzldy eB&s that gravity wtadly~min *rm-wc w$p s t a d -8. 1 mQght afmg , P&es t.@ h -o~h&edo $ s s ~ ~ T t f a r ie&?b@thgeggE i t M t r g l b r e orient itwE. But, i f you push %tover, and keep it over, ym will get a &a@ d deformed frogs fronz thoae eggs. Same will br Ws*n withot& a y I*, aid there will be oreaturea t S vaz-bs sm. &a there fs a m m b i s m inlife tbt i a gravity-dqxndent. I might also mention &&t car11(41 this yew in March, Dr. Christian Barmaxi had a fear k t e r a t i n g comments to m&e to s m & u w 5 W csf the 3tmw at Representatives &at s e W ka Pt r e j a a n pr-em that we are e q e ~ i e n e i q g & e ~ r s p b t s .EBmPetifely, la@ mm$ioned Wb:&e ceU QZ & d ua are the same, but the m&al atmotar~,%haDraiQ$bat.b i d e f i e cells together, is different. Bnd it appears to be very gravity-oriented. Dr. Bamard has suggested experiments in space to Jeam more Of this phenmenon. I am not sulgge&.isa; that this space base facility could scrlve aU mdtclilll probbma, but I rn sayin$ a t this is a unique fadiity w e e W be utilized L look et varying Q9 gravity ta better uadmtpmd our hE1IE1Etll rneehsnbm. FIGURE 4 Figure 5 skmv~en dtmc&iguraticu1 of a space base, &gain oolliiksting Bgwm-ioua nodules ofthe m e station &tzW Wwther. The artificial gradty effect is created by. a '5r9' wtth a r o k t i n g b b . At the end of each of these we have r pml-r r w t o r Theae atre flying in W s dimtion, and again we hirre the zero G operating arm, md .the gzdrlty weas. Ovew here you see another free flyfng wtrmmisal module which I'd like to s h w on the next figurn. . Figure 8 s h w s the free flying m&ulst d w k d to the spa- baas priar toflyhg out away from the influence of the space base to sbtdngCKld astronautical readings. It has a 120-inch telescope. The module itself is FIGURE 5 �FIGURE 7 p&ad off by mactioa control jets, Them solar panels am a h m iA the atOW& ~.oBfiguration. After cheakout the ment-ntmthe coq-ent. Thisdoor comes op~n, tub3 W ~oan B be made of the miverse, without the a t m o w r e getting in the way. 1'4 like to, with t b next serieer of Rguree, mention a few &at could be dune in spree. Figure 7 is aa BrXi(Btafdwmc~ptimDf certain earth r e l o u re~ mote sensing Qp of equipmeat. Now some of these figures that I'll be sbwing will rqretsent o r typify thrisgs t k t we cgn Be in space. It doesn't neserrsruily mean we'll Xrs doing dl of these things in the space base, but we do i n t a d to complement 8utomabd satellite~.Where tt h e 8 sense, we w i l l send t r a i n 4 base, because the goal not te require the very ~ r o a&Wing s thrrt m ~ t r normally a get. There wW '$e a limited crew ~ w b rbut , tr large capability for transporting scientists of the general variety. thw~ FIGURE 8 Figure 8 is a picture of the Dallas area and I am going to try to pinpoint areasfor you, if you can make them out. There are several reservoirs around that are used for drinking water to service the populace. As you can gee, there is some silt filtering into the reservoir, there. Now that's a very interestingprocess, and the hydrologists can learn a lot about sedimentation flow from a synoptic view from the air. Figure 9 is a Gemini VII film, an infrared picture that Frank Bormantook. This is the ImperialValley, which i s very well irrigated and a very lush areavery cultivated. This is the Rio G r m e River and this is Mexico. Now the infrared film is sensitive to the chlorophyl content of the crops; infact, the redder the red, the greener the crops, and the more healthy they are. You can see over here on the Mexican side of the border, it is not very well cultivated yet. The other bluer areas show uncultivated lands. So we can get an idea of the health content of the crops. �FIGURE 11 Purdue is helping us obtain r e f h t a n c e signature properties in various amps (Figwe 10). The "wv stands for wheat, and the "oft stads fox oats. Over to the right you can see a format that's been established h t eingles atit khe wheat from the oats and relates i t to what $he total resource in wheat would be. Now all this can be geared to a central processing station within the spaee bme complex, and other data need n ~ be t transmitted to the earth to get OUT total wheat resources. Figure 11 is a n ~ t h e rspace picture taken in Apollo. We have a contour of cloud heights. Where it makes sense, we will send eome of the trained weather observers up there to get a better handle on our long range weather forecasting by these contour plots of altitude, leadkg toward our ultimate dream of actually controlling the weather. FIGURE 12 Figure 12 shows a program that we're pursuing'. Yesterday you heard mrioua dements of the Apollo Applications Program, the first three portions of the chart, and today a bit about the space station, which we plan tofly in 1978, and a space shuttle tothe right which will also be operational at that time. All this leads to a space base capability, a facility capability that NASA would provide and the country would have. What this wiIl do is lead toward a general capability of planetary flight. Figure 19, for example, could be a space module, that you see to the right of the picture, that i5 being wsd in a Mars mission. A little bit further to the right you see a conceptual drawing of the Mars landing, and Cwa vehicles further to the right r q r e e e n t Iander~that could be deployed from an orbiting Mars vehicle down to the surface to bring various samples back to the orbiting Mars station. FlGURE 13 �So very briejay, I hope I have given you ~ o m eingight into the aetirlty N a G is presently engaged in, with fairly slzbskxntirif. Mustrkl swo*. I wsatre you it is a very, aery a i p r o u s effort to pravide the nation with a broad ba&wtP4chnological capability in sptice, Iw& like to e n r p h a ~ h that e right now we w e hthe px6grmx1 defint:tion phaw. This is in anticipation of program approval for national commitment in fpme. Ats Dr. M u d e r said yesterday, we are qui* opkimistlc that we wiW get this appmvd. The Vice President has errdwlsad it, we feel optimistic that the P r e d dent will give hie approval. But .the optimism that we have is based on the confideme tBaZ the country has in the space team that ; i c W l y made fieApoIlo 11sa swceso The American public now has been trained to look for m w e s s , following m c e s s They believe &at success will follow sucoew tn the apace program and they continually q e e t us to demonstrate success and rigfitly so. We e m % &ford r failure. We want that program up there. Whether we get it or aot, really depends on you and your team. Y ~ n assamblere, r inspectors, the whole team, Sum WFS~S a phychological slump that we ree-iee right w . We talked about it yesterday. And I @uppose we'll be tsrlkbg about it today. But slump talk r a y breeds slump talk. All the bad effects, and the insecurity that results in below par . . workmanship, that we can't afford. But we have to think positively now. How do we convince the assembler, and the inspector that he owns that part of the spacecraft he is putting together, that he will inherit that program up there? And how do we create an atmosphere of his recognizing his personal contribation toward that program up there ? Now we cannot inspire people to do specific jobs, on nebulous terms like building a national capability for the exploration of the solar system. We have to translate this to what he is doing toward that capability, and make him a part of it. He won't be doing a better job on the next Apollo flight on a nebulous term. So we have to get smarter in our translation. In 1954 Roger Bannister broke the four minute mile, and that was a pretty big milestone. Before that people didn't think it was possible. But racers didn't stop trying to repeat his performance. On the contrary, many people now have &monstrated that capability. In fact, in a good meet, a s many as four starters have finished in less than four minutes. Wit it really depends on the pacer in the race, how fast the race is going to be. And the excellence of the race depends on the pacer. Now the product of this symposium is to develop a methodology of offering individual challenges. And we've got to betha pacers, because we want that program up there. And tomorrow really depends on today. Thank you for your attention. �DR. JOHN CUNDON Director Reliability and Quality Assurance Office NASA Headquarters Good morning, ladies and gentlemen. I would like to talk to you this morning about the relationship between the l k n m d Flight Awareness Program and NASA's Quality Program. Our Quality Program, as you might surmise, is aimed at ensuring that our aeronautical and spaee hardware perform its intended miseion. However, the realization of this d m is not the sole respomibility of Quality Assurance personnel within NASA, or within our Department of Defense support group, or within the contractor organization. This in no way is to belittle the Quality Assurance people, but rather to emphasize that mission success depends on everyone doing his: o r her job effectively and conscientiously. And certainly it is in this context that the Manned Flight Awareness Program has provided vital support to our Quality Program. The efficieat attainment of quality hardware is dependent upon many factors. However, there are two which I would like to talk about this morning. These a r e wmewhat intangible factors, but nevertheless very important; specifically they are : the management environment relative to quality ;and the motivation of individual workers. Now, motivating the individualworker to eliminate errors from his work, and to constantly guard against carelessness, is one of the very fundamental objectives of the Manned Flight Awareness Program. I think it has done a great job in accomplishing that objective. And certainly those of us in the reliability and quality business in the agency feel that it has provided a vital complement to our function. Motivation, and the factors which influence it, is really a subject for the behavioral scientists, if it is pursued in depth. I won't attempt to pursue it to any degree of depth. However, I think most of us have observed the contrast between the presence and absence of motivation, a s reflected in the behavior of individuals. Let me cite a few examples which, at least in my view, indicate the presence of motivation in an individual. e The person who has an open, creative, and responsive attitude toward his job and his coworkers. a The person who enthusiastically searches for better ways to accomplish things and is not satisfied with the status quo. The person who recognizes the capability and experiences of others and is eager to learn from them. The person who finds a way to get the job done efficiently and effectively, in spite of the constraints and obstacles which may seem insurmountable. The person who unselfishly does more than the minimum required. These, I believe, are charact6ristics of motivated people-the type of people who a r e so vital to the attainment of quality hardware for the success of our space missions. The type of people that we have fortunately had in great numbers on the Apollo Program. The Manned Flight Awareness Program has played a vital role, and will continue to play a vital role, in the areas of comznunications and recognition. These are b o key areas in the field of motivation. We must inform the individual of the importance of his job, and of how his job contributes to some total objectives. And we must recognize the individual who has performed superior or outstanding work. I think recognition in particular if3 very important to the individual who has done a fine job. Again, the Manned Flight Awareness Program has provided us very valuable assisfstace in these areas of communication and recognition. I am sure that those of you in industry who have participated in this program have found this to be a significant adjunct to your motivational efforts. �Of equal i m p ~ ~ Wtomthe efficient aataiamezj of quality hardawe ts th% aavimtu~tent regarbing q d i t y . Ewrp day we we fa& with misinbrprektirmns a d Thi- GEomG atwags Eorn8t eeme ox& the w a y w t U theyyiUA&i&&w WEQYo m might lo@cdy & B @ $ s ~ ~ . must be r n ~ f e &&.the a ~ t h i ~ i 6 a m e f proc~i~ ess & c i d w ~ ,indeed. m e iaftuemed . cost, schedule, a d g a ~ s m w l ~ t m s i M i o nP. some cases, managem& &&$ma m y @w the impress i a that qadi@ was &yen a@pmpri&econ.8:idkrration in the decision process. &iknaa;m@nt th.16 has P r e s p ~ i b i l i t tyo iderm the fm%xnm41 involved, af the reaauns for such kek$ dm&Pms, aS aa e-omant canducive to ;thea t W m n e of q d I Q 12&0m io to be suMlEed. Haw a%enyidf aararst $8- bwd tXws m m plJ n t that manegem@&"is o d y iaterwW in mm&hg a s c M d e , " OP "me d;$ kterested in rwtucing eosts ? I f ''They hatre nu ititereat in q d t y ,tfi.eucef&se, why s h d d I be i a b m a ia the quality of the- hardware ?" "Why sb@ 1 wma aihether this pw~ticular discrepancy, of Ws pmip;ticuWdefioiency is properly recorded, appraprhte tmPfi%%ve action taken, d properly ebsed wt PI1 tYIf mwmgem11 d r r e d t cam, why should I care ? l ~1&*pea ~ ~ fm be , emugh a$ an optimist to belime &at rn e~&iZfmswwe. M to firmly believe that. &la& X lave m e r talked t~ a member af the rnaatqeham who has given me cause to reaeb ~ ~ ~ E E &%o B%Be I emttrzwy. P I Wrfntr the ftmdameau prolpfem is W mwmge-misat opten doas not take the%ine? 'ko p t the word & o m the line, so that p q d e w&erg$aM wby a Wis$ran -8 made which may seem to eaafU&witb appropriate C-mi&ation of the qualfQ of the product. ness within the wgdation; d to e o m m i a t t k when appropriate t$e iwmow h;~r &cigiuns that &act that pmd*t, arjdd 3.W 9:ualtq ~f dhst product. fa thka way, p a % m p t h t m your side and atp b e p i t onthe sMeolgmdq\letlitg. The Mamed Eli@&&s\f-@% cantly help& p u fda P ~ c g r r a miua steme m a t meate this typs of d longer duratioa, Aad it i s allrse obviow, or should be, that our quality reguimmeats forh$rclwwa will be more strfaaFent. Tkw el16 need fer highly mrptivatd psrmmal, ooq3led with 0 BIE~IW& x?lm&prn& €!tivfronmmt for q d i t y , wili 60ntime into this w a d b a d e . Certainly the lkm& FligbG A w m w Ragram wiU oontiaw ta be tt vital 8upprt to those of us in the quality business %mk you very much. . �DR. CHARLES HUGHES Director Industrial Relations and Compensation b r v i o e Texas Instruments, Incorporated After spending anumber of years being concernedwith motivation and participating in some research, and looking at all the work thatts been done in achievement motivation, I sometimes get the feeling that this entire spaceprogram was set up just to prove out the theories. It is an amazing example, even down to the kind of language, terminology, and concepts that have been deveIoped, of the kind of motivation program that can turn on the commitment of people to achieve clearly identified g a d s . I am no6particularly concerned about the reaearch and the conc&ts, only with the engineering d s maas application of these ideas within the business organization. When we look around, we came very quickly to the conclusion that motivation comes from having a job in which the g o d s are excruciatingly clear. So that at m y point in time we know what it is we are expected to a c w q l i s h . This bas got to exist from the top, rigM down to the bottom of the organization. From the chief honcho, right to the little girl o r guy who is asse&?-kblhg the anit. Sothe guy's bossturns out tobe the number-one factor that affects this motivation. Although, interestingly enough, we have found that supervisors themselves do not motivate! It is the content of the job. But the supervisor can arrange condition8 in which the job content has enough motivating factors in it so that we can get the kind of commitment that we need to have. So some of these eonditioas of motivation that supervisors affect can be illustrated by Figure 1. If you look first at the bottom b x , it says, !What we really want to get is human effectiveness. If There a r e some criteria that the organization needs to meet. These a r e some suggestions. For example, in a business, profitable growth, because under the free enterprise system, that is your index of how much contribution you are making to that society. Institutions that act responsibly within tkat society do not have to suffer fram em$ssipe third party intervention, which typically follarr irresponsible behavior bath for corporations a d individuals. And one in which the organisatian itself is renewing, so that when it acoomplishes sr god, it <tan continue to be vital and be alive a d contiaue to grow. Because, if i t is not going to grow, it will go cnrt of business, o r d t should l There &re some human criteria that a r e not particularly different: the entrepreneurial concepts, the idea of the organization is that commitment to the god@ neoessary for that organization to grow and survive; so too, the individual has commitment to the goals for himelf axid whatever kind of work career that he expects Co get; and stn environmentwithin the organization of mutual trust, not trust baaeduponblind faith C O W D I I I O N S SATISFIED BY SUPERVISORS EIP+mQMENT H U M A N EFFECTIVE N t S S CONDIT,ONS ORGANUATEONAL CRlTERlA bnmlknad kll-rdna (a WIG -1bla ritlzmmhlp Rwli&la of ptsntiol 1 FIGURE 1 �but the kind & trua &at somias&am ctizdogue, kmmbg that we know wfiat we are eqw& to accompBsh. Now, these kinds of conditiol.is weald be criteria to determine whether or nat the o ~ ~ a is ~&Yw.tive. o n In the research thae hors bean done w I W wr orgWsation and in a number d p h ~ d we , hvebL.i&d to isolate some of the Ia&oea L&0218 @efdlwnced by management ias order t6 g& &%I eonmttmel42 to tihe success of the o q g m i & ~ ta &i@ z~aev-t ccf the goal. One of them &at 1. u$g$iDy-m&@dfail interpersonal confideace. I s+ Wsg &out the old 1930 type of human rel&lms f~a"Wt collCinue to exist in some ort~;rnts:&%w~. T&.baaic theory of pT%qp?ams. these I consider oXjmieu2-e Tm&a 31"&itl.om The idea behind them tfi &a%you ml-e pe@e into productivity. All p w 8s.w C do 50s Qgme oat how to l w e them enough, i~ the right; w w I am talking about interpersmal conftden~e~ w h W is bamd upon a about people, of which different set of a#-Sans the most impolrtmt ons is high expectations. We will expect excellence, a d we will communicate that l We will not accept aery$ki~gless exceIlence in the work of T&emembers d the organization, whwver they a r e l We will grat~ta freedom to act in pursuit of the goal, a c e %w b w e a char m d e r s W i n g of what those gods are4 We w i l l develop authentic relationships, best m p ~ w s &by candor, a9d very clear, dirsct, blmt ~ ~ ] ~ r n Z t R b ~about t & o n what ts! occurring, We win s b w a p e q x s t for the l i n d i v W , (1) because he i~a peoplea 83iEd @) because he can contribute to the s u c m s of the enterprise We w g i encourage ateam oriehtatios in thebest sense of that concept-a group of people arith a aomman god, who must all .pull together and make the oars bend o r we will not get there ! There mast also be a clear under, kind of interpersonal standing d these ~ o n @ t i m s a confideme. Lt s a p ao@g abut m~thexhood. It says nothing about pledge cards. It says this is the job that we must accsnapliwb. = . Another contlItioa, probably Wre mas%singly important one, is g o d s which are meazxingful to the individual who is expected to accomplish them. To do that, they a r e going;-& have to be understandable to him. He has to see them as desirable. They axe going to have ta be c h a l l e m But, they will have to be seen a s attainable. Gods that a r e too remote, too long a term, too dtstwt, and with too little probability & mccess wfB not motivate. But conversely, gods which a r e too easy, toa close, too simple, do not do it either. The evidence on that seems to be quite clear. Wals that are set high enwgh to have a challenge, with &out an $0 percent probability of s u o e e s for tfie individualal,will get the most motimtion, T h m goals must be mutually supported so that in emcution d his job, he is not in conflbt with another goal af the organization. A conflict that has already been mentioned at least twice this morning is time schedule versus quality. That kind of pd-com2ic?t is going to lead to confusion, and possibly disaster. 80 goals rpust be mutually supportive, SQ &at by doing well on one job, the goals of another job are enhanced. And another goal which seems to be critically i~z~portant (if we can engineer it; it is very difficult) is the idea of an . opportunity for d l members af the organization to influence what those g o d s an?. It does not mean that Ule assembly man on the line is going to tell the program director what. w go&@ the program are. But il dates mean that aay per-, & my level, to the degree &at he or e r b has m uppartwitp to really wderstmd, can make a w e inpuQ ts the plan before the pLm is locked in. This will get a much higher level of commitment t~ execute those goals. + knouler thhg W e%w ts hawe been &menstrated mr d o w again i s tfio idisra that systems should help rathmthm msrtrict %e d i e v e m e n t of the goal. Now peagls, mch a s myw& and twxountaats, a r e point& out as papie who rest&& god achievement tbrwgh t b ~eysbns they &wlQp. These systems a m Qftmsem g j y p w t p@@e as elaborlrte Mickey the c o m p u W full of are &bm'dhHe I%@& pflojwt g d r . %y$wmrshould be u m k a M W 1 e tr, &B guy wrho hais to use meht! (which is not the pmgrammer; it is the guy operating the business). They should be controllable by the w r , so that he am have the information and the resoureem aecewaPy to do h t work. Systems should be adaptable to the situation, rather thsn elegant solutims to queatlana th3 have not been addressed. N w that verybrief ketch af the conditiorrs for motivation seems Co be &B to q p l y at any level of the oqgmization! And those are thin#@that could be under the influawe md control of the mpemisor. But the climate of the organizaticin can make this either real o r can make it a facade ust a big game in which no one d n r i t s that they d y do not agree. Now in the authority-oriented orgmizatian (an organiration that runs on the authority of somebody to tell somebody else what to do), this will work, It has been qttfte wccswful. M a y businesses have been built upon this. Many nations have been hilt upon this. The question is whether it is efficient, a s effective as some other mode8 , Let me point out ut couple of things that give the character of an authority-oriented organization. It is basedupon a theory of social organization snd business organization dttsignE4d to handle the industrial revolution, aver a hundred years ago, by a socio1ogiis.tby the name of Weber He called it bureauc m y , at which time it was a good word. Now it is a four le@r w o d . The basic idea behind bureaucracy i r functional epwialization. See Figure 2. They will put function A under one management team, and h c tion B under another management team, and C and D and so on. And we will build el-aboratelong pyramids of people. The onlyproblern with this is thatyouhave to have a very well defined hierarchy of authority in order to operate that way, because the functions do not have a common objective. They do not have a common god. And so in the authority of an organization, you will find evidence of this as usually expressed by some kind of a tree-shaped organization chart that is extremely valuable 'because it tells you -1 . �who can do what to whom. And whether they have to like it or not1 It is bawd upon the same concept of, llYou will play ebllley ball, and you will enjoy it ! l1 Now b a u m od functional specidisation, planning and eQntPd will have to be kept at a very high level. Responeibilities are, for e q l e , separated throughout the organieation in which qaality is the r e m s i bility d the quality department and everybody understands it &;it way. And the authority for it rests entirely with them, beause it is their godand is not the god of the mst of the people. And we see that planning andcontrol is what manag.ers do. Now if we say that is the excludive right of managers-they will plan and they will control-then there i s the third function, doing. Executing the plan, is a function of the people well down in the arganization. They will find a common phenomenon, that the managers are turned on. They are motivated because they have a fun job. They have a job with motivating content. But, thesy cannot understand why the hell the rest of the people a r e not. So motivation as seen in this concept is the right of someone to tell someone else what to do, the relationship between an hdiviclud and a figure of authority. Going;along with itwill be typically a a y s b n of rights and duties of tfieemployws, sometimes expressed as a mion contract, work rulars, and other kind8 of things. and control those people against that plan." Then sommBese ftw below that is a group of people (typically called labor, wage roll, and other obscenities) inwhich the job is to tldo." But don'tplan. Don't think. Don't control. Don't evaluate. And because they don't have that in their job content, it is much tougher for them to bgeome motivated. And we get a gap. And that gap is a p r d l e m . It is a problemthat needs to be solved, in industry, if we are going to get the kind of human effectiveness that we have the right to expect. The question comes down, "Now how can we design jobs so they can be more meaningful? How can we get more people involved in a process of being concerned a b u t the goals of the organization; being committed to the objective; and havingthose kinds of goalswhich any person can relate their job to ?l1 During the space program, up to this point, that was very, very clear. Anybody could understand the! name of the game, and what that one ultimate goal was, and possibly could relate themselves ts it. Unless the space program develops somathingthat is just a5 clear a s put someone on the moon and bring him back safely within a deade-a v q c l e a r god, anyane can relate to thatunless a new one is developed that is as simple and as clear as that (it is in your brain, you don't have to write it down, you don't have to hang it on the wall for people ta know it), we will suffer a loss of motivation clue to the laok of a clear, meaningful goal. MMIIAQL:MEWT/ LABOR DICHOTOMY AUTHORITY ORIENTED ORGANIZATION "uwn" FIGURE 2 This kind of operation will run, if the management accepts the assumption that it has all of the brains, and what it wants is hired hands. But a8 Drucker pointed out, you cannot hire hands. The whole man comeas with it, and you get this kind of problem (Figure 3). It is a statement of a problem, one that is known in industry quite widely, partioulariy in the typical mmufacturfng organization in which up at the top there is planning and control, organizing, the fun thing;s, the motiwting things. And management says, "Thatls my job, and I do that. l1 We come down lower in the organization andwe get a bunch of people called supervisors. We say, "Here is the plan, now go lead FIGURE 3 In doing research and motivation, there has been material developed over the last ten years that has helped to clarify things about industrial motivation. Up to that point, it was generally done with people in mental institutions or with rats in the laboratory, none of which necessarily predict what people do at work. This research has become, I think, a set of guidelines that can be used to tell management what to do in a number of cases. We can test our plans and assumptions against these, with some confidence. This is based on the work originally done by Frederick Herzberg at Western Reserve, which is now having world wide attention as an industrial motivation con- �cept. What it dm8 is eepwate Wr p h w m e n m tnto two distinct fac-tms. Chie set af h t a r s relate to &he environment im -oh tbe work is dmw. And thep de not motivate at all. If they az% yau unhappy and dissatfsfied, md you have 1.ow m o d . If 6%' a r e g-ood, you me jut s o t didsawifid. There is anather mt of fmhrs d%i&, if present, w01e the motivators. And ift-9 me a ~ t p r e ~YOU t , may not be unhappy, 6& gFaiu are no2 motivated either. You a r e just there, sitt&gamand in a warmbath, ladring at each other' s nayel. And management bus ym that they love you, and p r work is iaapartant, while p u put on left haad door h d a s , day deer day in the automobile plant! Figure 4 is a c w q t d -at k W oE organiaabtion we could have. Lat me just pick on%a oauple of tbine;s, so we can see how we might be able to eagkneer a way, on a mass soalew&h Ohousdra ofpmpL, to g@tsome advaqtages L&nPdivid;e,the orgmis&ios k s d upcln goals, otherwise Imm as projwt management. Lea us organize Q h s ~ t i ? m o r g ~ ~ 1 if~ ~ weu cranpossibly n, figure oat haw to, a% oMwr a matrix ot'gmizatktn, o r on a cmc@ ofpmjecErs, d.Mpl%p s o w t s , and tasks. Because Mthh &e kw&s Porn@-projset mamgemnt concept, the pal@ get a lot ebmr tohome. AnB thm the olrg&izaklon &tart 1.d like ~ a PERT ahart, and we burned the rest of #e onas that looked lke little trees because they do not mpre~entwhat happens. In fact this flow elm& type 0s orgmkatiols tells us how the work moves through it, tells us what the gods a r e at each point, and the time, and the other criteria. If we do that, the planning and control aspects of work get closer to the individual who is going to execute the job. . This big wheel shown in Figure 5 (with a shaft through the middle of it) is an artist's reprasenbtion of how you might look at this motivatiw theory. It says in the outer circle, "There are some needs that people have, and if we do not mabtain them they a r e going to be so unhappy you will not be able to operate. And GOAL ORIENTED ORGANIZATION THE JOB / FIGURE 5 they have ta do with physic&l &@, social ~ e e d s , stabs, orientations, se~urity, and some f m of ecmomic need. So we lave p.bysica.1 working oonditiws. I file cafeteria is bad, people are unhappy. So we spend money on the cafeteria. They ape not now motivated-they are just no longer unhappy with the c d e t e r k , So then it's the parking lot. So you improve the park@@ kt. NQWpeople we not unhappy with the parklot. They a r e still not motivated, Companies can evolve elaborate schemes of air conditioning, the esthetic6 of the buildings. If they don't, they will havedissatisfaction. But they somehow say look how much I love you! Lo& what I give you! How come you are not m5timWP The answer to that is, "Look at what you have asked me to do1 That is what turns me on o r turns me off. '' People have social needs. I$ is nice te have a Ghristmas pwty. If you w e gohg to have a Christmas party for the plant, have a g m d C h r i w s party. But don't expect any motivatia frm itE Matter of fact, you might as well not do it. It does not lead to work performance. However, if p q b expect to have a Christmas party, they would be unbppy if you don't do it. And if you give a good enough one, they will temporarily not be dissatisfied . Status ? Status can cauae us problems. Status helps us get that gap. Status is always there. Some jobs are more important than other jobs. That is a fact of life. It is not necessary to create executive dining rooms, however, to reinforce the fact that we are management. 1t is not necessary to measure your office to see whether it i s m e footwider or narrower than the guy's wPkt door, o r to make sure you have the u W a t e status symbol, a secretary that looks good from the front aad. the back l These things inhibit eonamunication. They cause problems. They also waste assets that could be spent in more meaningful ways. Orientation is necePsary. If people don't know what is going on, they will invent what is going on. So we tell them what is going on. We put our brochures and company rumspapers and tell them how great and �wonderful mdimportant their work and the company's business is to this space program. But that does not motivate them todo their work. There is no evidence that it does. But if they do not h o w those things, they will be confused, disoriented, and possibly dissatisfied. So we can remove dissatisfaction through this. We should do it l We should do a good job of it l But we a r e not getting motivation yet. Security? If we a r e insecure in our work, we are going to be unhappy. So we get absolute security! It does not lead to happfness, as manywives will tell you. Now economics is an interesting one. If we don't get paid enough for what we do (or we think we don't) we a r e going to be unhappy. But, when we a m paid enough for what we do (we have a nice base rate) we a r e temporarily not unhappy. But I asaure you, we shall be unhappy again about our pay. We may have had breakfast this morning, butwe will need to eat again. And regardless of how good the breakfast was, we don'twant another one right after it. And a s Herzberg says there is nofood whichwill keap you from eating. So the stuff in that outer circle is environmental. The environment in which the work is done. Let us make the environment good. If we want to get the things that really make it go, it is in the job. And they are the needs for growth, achievement, responsibility, and recognition. Those are the things which motivate. And they come, not from existing, not from being within the plant1 They come from the job we have asked people to do. Growth means that we can continue to improve our skills. We can learn. We can grow. Responsibility means we know, clearly, that we are responsible for making cePtain kinds of things happen. When we know quite clearly that we have that responsibility to get results, this can motivate. Recognition for doing well oan motivate. Aad achievement turns out to be the strongest motivator of all, in any work group studied, whether it is salesmen, engineers, accountants, or ladies on the assembly line. Achievement, a s all the research that has been done overthe last several years says, isthe strongest motivator of all. And achievement comes from long-term involvement. It comes from a career concern in the way of advancing yourself through the organization, through what you do. And it comes primarily from having goals in the work-and in the organization-which a r e visible to everyone. Which a r e clearly understood! And w h i ~ hare seen a s desirable! And when we achieve those goals it almost becomes its own reward. Figure 5 shows examples of things that can take care of these conditions. For instance, under economic, we give insurance, we give holidays. If we don't do that, we don't keep up with the industry. I think we are going to have dissatisfaction. But having nine holidays, and getting a tenth one, never produced any motivation, only an incredible expense and disruption. And automatic increases (which gives everyone the same raise regardless of their level of performance) takes pay out of the motivator category. If you want to put the economic factors into the motivator category, what we would do is tie it to achievement. And the better the achievement, the better the pay; the poorer the achievement, thepoorer the pay. And for no achievement, there shall be no pay! The thing to do with both the authoritarian managers and the non-performers is to place them with your competition, because they are a drag on the organization and they will create dissatisfaction. We have learned this in our organization the hard way. We continue to recreate these studies and to our amazement find that it holds up most of the time. We give free coffee in the morning and afternoon. It does not have anythiig to do with motivation, but if the coffee isn't any good people a r e going to holler. Once upon a time somebody started giving free doughnuts in the morning. Some companies may think that that motivates! I assure you when thedoughnutmachine would break and you got a brokenore0 instead, you cannot believe the kind of dissatisfaction that occurred. So we stopped all of that, and interestingly enough, there has yet to be the first comment about discontinuing thatpractice. And every company has little peripheral practices which are tradition-posters and signs, slogans, company songs. Maybe it sells insurance, but I don't think it'll get a guy on the moon and back, These things, if they are tradition and they don't disrupt things too much, and they amuse the management, they perhaps should go ahead and do them. But let us not confuse, however, the maintenance of the environment, with the content of the work. That is alI . Motivation is in the work itself. Let me just tell you one quick example, from a company that I once worked for. I went to work and they said, llOkay, you're a hydraulic test inspector. fl Now that sounded like a good quality-assurance type job. They gave me a little bottle of purple dye and a stamp and, hot damn, I'm a hydraulic test inspector. Iwent to work with a guy. I said, "Hi, I'm supposed to work with you, but I didn't bring any tools. " He said, "That's all right. You can use mine." (Because he didn't.) For four months he did nothing. And I said, ''What do I do?" He said, "Pick up this casting. Bolt it down to that jig there, and put the a i r hose on it. Drop it in the sink of water. If it doesn't bubble in 15 minutes it's good. Hitit with your stamp, put it in that box. If it bubbles, it's bad. Put it in that box. I said, "Is that it ?I1 He said, "That's it. " And I kid you not that I made 800 percent of standard the first day. And truly, it was explained to me in the parking lot about that, So the next day I worked very slow the first half of the shift. Did nothing at all the second half of the shift, made 200 percent of standard! I put half on my work sheet. The other guy who did nothing, whose tools Iused, got the other half ! And the department was full of about 60 people who did the same thing. And we never saw the supervisor, except when the shop atewa~dwould call him and explain the benefits of behaving himself. Where's the motivation? 1'11 tell you where it was. It was those ten minutes in the morning and afternoon when the bell would ring and they would play Hillbilly music, and we would toss washers in a hole in a board l That was motivating, Why? Because it was under my control. I planned it. I organized it. I evaluated it. I might even win �60 cents at it. f t was grotrrptlr, s e h i ~ y e m a1 t Rserponsibility and rwognikionwere d l p r e s m t . But 20 mfntttes a day? No, wmething wms m o w , BomeWng was really wrong with an orgmfr;ert;2on&at l$ke that. And I assure y w that .fn my organis&tion we can ffnd the same kind of thing. It is a seversprobl~m that needs to be a&tiwked, when people a m givw-i routine, Mickey Moueel stuptd jobs to do. There is ab@e m&rdiag atAT&Tmade by BobBorrcZ who has work& quite a bit on thie They a@k&a el, ' W t 1 s the best thbg about your job?1' Sht? saysl "The money.I1 may. He says, llAU d&t, w h t v s the worsk thing &boaty a w jab?1T T h e money.w We said, llArmtt you c m W i e w purseif?" f i e says, ltNo, itle the best thing, t3nd the w ~ mtfriag, t because it ties me to this stupid job. She rm&atands the motivation theory. . What we need to do is to fwd same way of making work meanbgfd. That is the d y way we Blre piw to get motivation. Fnxl H a ~ ~ b w gwho , originated this researeh tells a veqy great sQry. He mid a c o m p y call& him up md wys, IWe have a mativation problem and want you to mnne d m and see if you can enrich 6hem j&r a d indm them mare motivating. lt fie went dowa and looked rrnd says, lWell, you have got to ehmge ttie job." T h q said, "There ir ao way we can eb@gethat job.It He says, 7tWe11,then, you have these d t e m t t v e ~ :1. Automata i t b e c a w itfs unfit for hmax c~fStiD%Pti@n; 2. Live with it, a d go ri@t abed kiddfsg M e &at heir work is impoPtant. Or have a morale problem. " They said, "1 thought f01x were aa @pertin motivation. He said, ItYou got an expert's a n m e r I t . There is no way ta mativatew-ith impoverished, trivial kinds of tasks There m a t be meftning in the work. It is a problem, particuZaFIyr ia d w h r @ , to do this. It is not easy. We. have buiIt these hinds of jobs. he unims ha6e rsststerd US. And a y or*zatio-ns are r e d u ~ i q t bcoMerat of the jab to a very narrow band of short oycle, highly rejmatable processes. And as Harry Lminrpan my@, 'When a man asks you for a job, he9s a&hg you to t#ll him who he is. So yyeu give him so~n&ircg atupid to do. I guarantee he wiU behave in a stupid mrtaner We have got to get out of this k W of probl~m. . . Figure 6 puts these Wo thing5 together. That gap that s h m s in between labar. You could put that g q between the top manrpe;emeat the middle management just as well, F a r ezmetlj the s u e kinds af reasons. All namag~bmerrtj~bg,j u ~ tW a u s e they carry that title, am not rnaaniagftd, It depends on whether o r not they inm1ve tn a top d m , caseadd, iterated process af ddithe program, plan, and objectives. Izr-001w~eattrtl the $ m i n g procress, nst just W i n g w h k the p b is, but havingk&mdmeate the plan embe very pwerfd am3cam ge& &high degree of commitment to mhieve. achievement motfvation comes from gads, and knw&g what the pals are. Comes froen invo1vement and planning! Bnd that seems to be the mewer. The eqgbeeririg Of this prtxess, 08 a mass organie a t i d &, wili be vite difficult to achieve in iW. W setkiag gays that any job ought ta have plaxmbg itr.it*dobg init* contr~llw o r evaluating. And wbtsver happeaad Q baderrhip? Leadership of the &aimern is becoming lest3 a c ~ e p b b l e . m e r h i p in *e ww m a p a -a w h t she guy above does is involve the p q l e below him in planning. Thatre an operational definition of leadership. It seems to have nokhirg ta do writB p e r d i t y characterietios. It s-ly has to do with high expectations of people. We should think well enough of what they can do for the organization thatwe a r e going to involve them a8 znnch aswe can. T h p would have a series of cirales going &own through the organization, just a s f a r a s we ern engineer it. So &at every job has s e e motiv&ing element, Werwirse, we will just have to tolerate the morale problem, o r an incredibly large cost. me Figure 7 contains some Meas taken out of a book by J o b Gtwcber caIl& W Rmewaf, that I think do relate tothis b a r b s s of e b y b g dive and k q b g the orgaaizatlon gruwing Particularly with the kinds of experiences that mmy people have been involved in the space program 4m r d y must be experiencing at this time. The first is an effective program for the recruitment and development of Went. That goes without saying. . We &odd not acegit 1~8s than w e l t e n c e in the people we bring in, if we have any way of doing it. Swahdly, provide a haepitable envtmnnwnt. That s a p , "Take good a m of the maintenance factors anb then ehu$up about it. Third, prmide an adequate ayetern of iaternal, c ~ m u n i o a k i m laot , in one direction through & diefectric layer of management, but one tb$gem both ways, with the same degree sf speed and accuracy. A tough problem. It flms down so easily, and it does not come back. Fluid internal structure which says orjgmiaartiaal s h c k m e i.s a dqmmdmt v r u l d e . Do not fitpsujgets into the current hmeauoratlc orgmimtian. Change the arganiaatisn any time the godis change. Watah out for becombg a priaomr of your own procedures. That has happaad to all af us. Qnce upon a time I heard of a man who wnt in rtn expense account. ft had rubber BoQts m it-eight dollars. They sent it back ta him saytag the company d-It buy r u w r boots, that's your e x p n m . The thing e r n e right bisck. %matotd, and a note, "Thebaob are in there. T q and find them. I dm heard af an enginemring miwager m e time wha famd an edict whioh said, "Thou s W t n o t buy anymore mimossopes. He says, got to have that ]artiaular microscope, I cannot reach my project ~ d Management ~ . said, ~ "You can'tkve themicroscqe So he filled out @purchase requisition, listed all of the parts, rand the last line said, wPlwacaassemble M o r e delivery. It Now, that is ome way ta y w r creativity. It might be better that it went into the project. ." �THE SELF-RENEWING ORGANIZATION I U I A ( l m M V E C I W U I I I 1 0 1 m r ~ MINT AND I R WT A W rnnmumrn IOI TIE CIOV~DC.A IIOWABU IW#V(DIUL An L D E P U A n UIIO* s v I D 1 w nllcmuL -N+ YUWU)(t A R U l O IKmWLL s IUI w u a IOI -nu4 slnwmmc nr rrroc~uDV wwsv WLll.EcoyECI~OF~I*OCMIIID nu POR Eomrmm rm rmco INTIRUTS 1W1TUQWWWIvUTIWM*IIHlJI~ FIGURE 6 V e W Werests do get created, and they get very probative. M they w e very wasteful of resources. Particularly, human resources. The orgmBation e W d be interested in what it is goiag b became-not what it has been. Never mind d t your p a l wm last year. History is fine, but Gannet do p b n i n g b& on extrapolation from tie p t . Wtth atrowgic planning (glflmn@ with gods) the qaenc0ioa is, where do you want to be 7 Now, let ras work bmWa&s, through our ptoinning cycle, to m e W ~ W W eP rerally get there o r not. T h t ie the way yew f U auk whether the gods are meaningful. N<rt b w i s e w g osmlay a i~txaigghtline ac~o6lcrthe chart a d make it go to to p&t, But, where do we really n d m d w m t tobe? ?eatbe chslle~lgeisto engineer r way of gettfng tbre. Does the organization have g o d s &at a r e visible, desirable, and challenging to ita members 3 FIGURE 7 In s u a m w y we are not going to motivate anybody by loving them with fringe benefits, programs of faked superficial involvement, p l d g e cards, and other obe~o1et.emanipdations. We have got to have good working conditions. Have a good environment for people to work in and do their job. But these a r e not going to motivate. The only thing that is going to rnotivsate is things &tot we ask them to do. Whenever we have a motivation problem, we should & say, "1 wonder what the hell is wrong with that jguy?" A better question is, "I wonder what is wrong with that guy1$ jab?" Because, I assure you, when he i s out playing golf o r bowling, he i n probably so motivated you wouldn't recognize him. But, under those conditions, he has significant opportunities for motivation. If we would engineer that kind of process at work, then we could achieve our organizational goals. Wlt we must take the time and care to have the goals well understood, clear, constantly visible, with realtime feedback through true involvement in the goal setting process. �INNOVATIONS IN MOTIVATION MODERATOR PANEL MEMBERS EUGENE E. HORTON JOHN WILLMOTT Chief Manned Flight Awareness Office Manned Spacecraft Center IBM TOM SCOTT The Boeing Company DWAYNEGRAY North American Rockwell TONY TOCCO TRW HAROLDDURFEE Grurnman Aerospace Corporation GORDON MACKE McDonnell Douglas Astronautics Company ��It was pspnted oink by Seu yesterday, and several af MIF mtamgff~eWt,t-B$:tface-ta-face colifmnnication S s probably the best tool thatwe will ever come up with. So, wtfb &at background, I would like to start by b-tng Bur panel: From my right, John Wilhott of IBM: Torn Eic& representing Boeing Cornpimy, Dwaytxe Gray of North American-Rockwell ; Tony Tmoo, TRW System, Redondo Beach; Harold W e e , Ortfi~wnanAerospaoe Corporation; and, fid l y , G o ~ d 6Ma&e ~ of McDonneU-muglas Astron u t i e s Ccmpmy. WouM &nv of vou like to start thing8 off ? Tom Scott Stmethe panel is discussing innovations, I have found imovatione tobe very effective in some, programs for which 1 have BsLd mqxmsibility. Effective both from the viewpoimt d getting the employee participation; and effective from the viewpoiat of getting the interest of management. It may be more meaningful, though, if I start wt with some of the results we have achieved tbrough innovations of well-established programs. First, in a 1400 man organization, well run, the best record of employee partkipation of any organization waa in Baeiag. They came in with some innovatiow at the direction of the Vice President. And we raised the &tal eost savings from $1,500,000 to $3,500,000 in a p a r i dof one ymr. Dr rather, we changed in ten weeke to that rate, and it was actually accomplished in a y a w , In mother 16,000 man organization, we came up with a very simple innovation that you may w w t to me. last year we had a total eost savings of 42 million dollars, 74 percent over our goal. I attribute the whole thing to one bit of innovation. I have foIls3lued 10 precepts, 10 ideas in motivation. One of them i%innovation itself. But I'd like to recite the ten principles for you. Ftr.st, anybody cosneot8d wlth the program from management on down, must distinguish the difference between pep talks, inspiration, and true motivation. Pep talks can create enthusiam, Inspiration can create de&ermhation. But motivation affwts an attitude change. And that is the thing we must get. dmotivation results in the employee's feeling a proprietary inten=& in the company. A rssponsi$ili%~as a member of f h team, and dedication te ul:tiIrr.ate mission sucGess. Thin& motrvatioa result8 in a permanent and sustainbg effort towards the a t t a h e n t of management gera2s by &e employee, Inspiration and pep talk? The results last a s long as you apply the pressure, and them they drop off. Fourth, moti&ion can be measured to €he extent the employees contribute ideas to management. Many peo3JLsdonftknow how to measure (especially mmagemeat people) md don't understand thatmotivation can be measured. It is measured to the extent that employms cantribute ideas. the extent of the contributions a r e ultimately measured in dollars of cost savings or cost a w o i h e , They are inseparable. east sauinge,achievement reflect the degree af *Owem management shows for motivational pro- m, m, grams. If you show mmagement that they a r e saving money, they get concerned with motivation. And it makes your life easier. Seven$h, a motivatianprogram yielding a million dollar c08t sa-s o r cost a m i d a c e , should have the same level Elf management support and interest as a $20 million contraact in which they a r e anticipating a million dollar profit. I have come up with a theorem of my own on motivation. I say that the motivational results vary directly as the level of management support, times the square of the talented insight of the motivation manager, divided by the physical results of the motlvatim effort. And by the physical results I mean that you divide by the number of charts, posters, and everything else, There is an old Germanproverb that states that the better the carpenter the fewer the chips1 Eighthi the same is true with employee motivational programs. The fewer evidences of motivation effort that the employee discovsrs, the better your motivation effort. The best program in the world would be one that is not a program-the type of feeling you get in your family. Now comes the key to the whole thing that attracts the interest of management. Ninth the program results, measured in dollar cost savings, can be permanently increased at least 100percent, 10weeks after you energetically integrate the individual motivation of employee participation in cost improvement programs. When you eliminate the coxapetition W e e n programs, get them working together, in a period of loweeks you canincrease your results 100 percent. It is just as easy to increase them 100percent a s it is 10 percent o r 5 percent. And you can go beyond 100 percent, if you want. Tenth, motivation appeals must be on the level of interest, and level of comprehension of the employee group to whom it is addressed. Too many programs a r e real fancy programs intended to get the aesthetic approval of management, rather than being a Lawrence Welk type of program that appeals to the employee. Now I think that if you integrate your efforts, and post your results to management intermsof dollar savings, you will get their support, and with the integrated effort accomplish an increased employee participation at the same time. -9 - Mr. Horton: Thank you, Tom. Dwayne, do you have any commentc from North American ? Mr. Gray Well, Gene, I guess I have a little different philosophj in regards to this thing called motivation than a lot of people have. I don't think that it is the tools of the trade that we use. Admittedly, when they a r e used discreetly, I think they can help an awful lot. But I think that there is one thing that rnustbe in any effort, whether o r not we are speaking of a formal motivation program or any type of goal to be obtained, and that is the proper attitude. And I think that this attitude, too many times aims at the employee, at the working level. I think that if we would change our phil~sophj �here a little, and we wouU start s ards a t the highest level of gram aimed at the p e r s o d bstaa&ax$sof &%memhers of management, down t&mugh &% chain of command, I don1t think, we wodd hrv% -to &out o w people too much, other than @vbgh m tfke guidame. Because they will work to t h p ~ o r s -sz ~ that we set. I tbnlr, wke&ex WE use the other twb o r not, if we contin- b maintain and keep these standards in front of a r people, m d then recognize f ~ r&acornthem very meaningeuUy glrd ~ i n ~ e r e l ytheir plishments, whatever t h y &&& t o w d the &andards, I think that will give us m m motivation than all the posters aand awspper dfppinger we a= hang up, And that is p r h e e l y what we a r e basing our motivation effort on a t $he present time in the Space Division. Our stadardh) have been set by the President of Space Division, & all the people a r e aware of &is. It is carried down through the chain of command, and we a r e plotting courses toward achievingthese goals, And we don't have to just speak in terms of e r r o r d r e e performance. Ifowever, we have, a s Mr. Bergen and several of the othw speakers pointed out y e s t d a y , cost axid eoheaules. But whea we start aiming our differeat p m g r m s at W s e different goals, when we e;st to a certain level, we have to qecify exmtly what we m e m and w b t we want from oar people in order to obtain thew g o d . Too mmy times we speak of motiva,tiomin geaeralities And too many timer we fastrata not only the peoplq but supecrisisn. If you are t&fng &wt preveding defects, then you have to to1 them that is what you want them to strive for. H you are talking a b u t saving dollars, you aim your pr-hW;n at that, but you have to be speeifio I we too many rncttivation programs where people tfiidz they can just hang up the word motivation, a d that is going; to take care of all the problems. Well, it's not. And I think that the way the staulms are a& by mamgement, at the highest levels, and communicated down Ehrmp;h the ranks is what is going to determine the success of the program. . . Mr. Macke: Could I get back to the original statement of what we are going to take back with us, if I might 3 I think this seminar is the finest seminar I have aver attended, and I have been to all of them, as you knaw, Gene. And I have found this one to be the most enlightening and the most productive. What I will take back from this seminar is something I hsrd never beea able to take back before. And that is fine messwes from our great wM* father who sat up here yeabrday, and the hlMA great whtb fathers who sat up here yesterday. I aam goingto take all those meaeiages back to our people. They wee to the point. They were objective. I think I m d d sit hem and talk about what we have done with VIP at McBonnell-Dougla~. But I see very mimy fi9nilia.z fmes out there. I think yau all knuw we have a s a c ~ ~ d u l p r o g r a mIf. any of you are not familiar with it, you can write to me at Huntington maah a . we will send you all the brochure material necessary. 1&iak what is important t-y is to talk about what we are wing to do with t;odq7s~liaate-with cutbacks, critical skill loss, ad ma far*. It&&& the message from both industry .dtnd MA&%. pe~&rdaygpve us m e of the mewem. I think p r a b & l ~&& m,W 5namrtan-t thing is for fellows like ousmfws, m the oWd bme, and wr com.terg8TtS throughout. the rest d indwtzy to ktmp ourthinking positive-go w d and generate a gookt olimat&. I have been e q m s d to same of my 00-h* l across the nation, and some of my own pmpZe b k home that have a defeatist attitude. How in the hell are we going to motivate people, thou-& s f them, if we go arownd with a long face. So I think the first objective-to meet tke demanding conditions of the present climate-is for us to start thinking pwikive and to show that we are thinking positive. I d s o think that I wodd like at this time to thank you, Gene, axid dl your coqtexparts, for these excellent presenhticms, and for the type and caliber of persomel who were on this rtatzd. And I would like to for a round of applause to show appreciation to our Ivbumed Flight Awareness counterparts and thank them for the exc8llentpr;mel they designed yesterday. I havebefare me reams ofpaper that say what we a r e going to do, a d I am not going to d m l l on the details, just some of the highlights. We have had a program. We a r e looking; at our programs at MrtDonnell-Douglas and that is quite a bit of ioeking, I'll just pick out a cmple of the highlights. We are guing to remtivate, witfamore emphasis, w w d o r awarenew programp both the mainline a d workshop. We have already developed an i n t e d awareness prop;ram which will get the message and cammunieation down to the grassroots lmal, from the b p down, on the responsibilities of the people, their part of the fob, This has been going on constantly. But we are going to do it in a clarsmom manner until all, everybody on Saturn and Apollo rnrrinline anB workshop, has gone through this. We are going to train their supervisors, because when they hear it from their supervisor, this is more important to them. It's long lasting, that's one thing. The other thing, of course, is the community-the wives at home. I don't think anybody tonchd on that yet. They are going through these pangs of insecurity. More $0 t k a the husbands who are still working. Sa we hatre devised a program to get the message of motivation, morale, and the future of the space industry, through radio statim communication-free time incidentally. And our first attempt-and it's only pham one, subject to be changed each time-was abaut three weeks ago. We negotiaw with radio station KPOL, th r e d quality standard AM/FM in Orange County, &at has &out a 200 mile transmitting range. Within that 20Q miles is of course McDonnell-Douglas, and many of our competitors and many of our team components. So we intend with this program, which will go on for the rest of the year, to get the message out to the community and the housewives. I would like to play the taped message just ts show them what is happening. Before the tape, one grand and glorious thing that happened yesterday is that Mr. Wallerburg, our president, said that he felt the greatest tool of motivation was getting out there in the shop. And believe me, starting Monday morning he had better get himself a new pair �be^, Iwmme be is e o m m i t W m ; but, he is right. Bnd many atber feUms said this yesterday. AMtW's~tk~*zfiaethipg. I t h i n k a l l d w h e r e e a t Wits fathers should k damn grateful &at were her* y t a s t ~ y ,because b y axe committed d m . It mt@t help with the budget sltuatton, gentlemen. So if we a d d have the tape now. d dpollo estromub had barely returned from the moon when ht~ricmulrabegan to a&, 'Tf we a n reach the mom, why can% we settle some of our lesser problems here on earth?" Columnists and commentators pointed to tfre cdlbaeks in the automobik indastry Qf d&&ive ears, short lived applianc~s, and poor quality smtrol in general, aug:p@t;Bdthat perhaps other IndustlPies might learn from the wrospwe industry, how to do it right the first time. The Pentagon, NWA, the Congress, and evan the President had ganged up on contraci tors hthe apace program, and demanded that they do somethinga b t quality control-that was in 1964. In 1969 we reached the moon. The M ~ l k ~ e l l Dazrglas Curp~rrttioareceived last year's award from the .Pmtagon for oatsbrtnding results in the program designed to cut costs m d defects. I tous& the Bmta Mmica p l a t and talked to the people involved in the program, and must admit ttidlt 3 was not only ifilp~e8sedbut overwhelmed. MeDomell-Douglas calls its effort the VIP program. The vice president and gemral manager of the western atvldm d McDamell-Douglast aaFkronautiee division, Jack Logan, explained to me how it works. The b&c grugram that w w designed and developed by Charlie Able, who fs, the chief executive officer d & m u - D o u g l w Astronmtbs, was really d w i m d on a rather simple philosophy. Number we, €hepeople a r e importmt to the tow 'mmagement objectives and that you had to conv&ee them dhert they' are important; and that you have to show vw;r simsre rtppreciakion-for them; and show them &at it does result in benefits to them, to the camp a g ~& Da & country. Peopb tehd to forget in the ratbe af by-to-day &fort, that every job that theydo i e w r y i m ~ o r t & ~We t . in the middle mana g & d , Pn &e G e r management levels have dwlgned a program that contimourlly m i n d s them p post ere, tlsmugh meetings, through awards b t they truly a r e hportasst. And this thing sort ~f works f r ~ m the grassroots on up. Strangely emaugb it cloe~sn'tindude money. But m w t of us think of rnaaey :y being the ultimate reward. TVs more o r less m-ecognition. Is it true that recognition works better than money in this partiouleur i w t a m e ? Mr. Logan: Well, I muid aay this, r ~ ~ p i t i o n w o rgenerally ks a s well a s money. Wow of course we have our etmdtrrd employee suggestion system, in which any employee is eligible to make svggestiorrs towards improvement of the product or reduction of the cost sf the praduct. Aad we do hand out, regularly, mWttur51sl m s d morrey m is result of these suggestions. Hawever, the r d grassroots solution to the psbblem, Ray, in our opinion, is that 9%pement of the people, o r maybe 99.9 percent of the w a t to do the right job, as long as you convince them that top management is truly q p m i a t i v e of the individual effurts. And the ~ w d ofs varims~kinds,a simpk plaque in some eases. Remads b e l m intrinsic value, such a s pen trnd aetar, cigarette lighters, these kinds of things, are just a symbol of the appreciation of mmagemenit. It i~ amaeing haw people react to them. It is really not the thing that you handout $thatis valuable. It is the fact that top management has taken the time to say thanks for a job well done. (Announcer) Would you go so far out on the limb to say that this approach would work in most any industry? Mr. Lagan: Oh, I don't doubt it. I think it's inherent in human w b r e that we all like to be appreciated, and that we a l l will do a better job if the bose will come around and pat us on the back once in a while. ( h m cer) Well, thatvs the magic ingredient, according to But it takes a lot of effort. The VIP Jack Log-. program is everywhwe in evidence at McDomellDouglas plants-goal charts, progrese charts, awards to the group which won last week, and a photsgraph of the group with that individual. One group of VIP winners was flown to Cape Kennedy to watch the Apollo 11 launch while another group newt to Houston to help welcome the astronauts back. The company wants its employees to keep constantly alert to opportunities to improve efficiency in the product. And the company in turn keeps constantly alert to ways to reward these alert employees. The real payoff, of course, is in more Oovernrnentcontracts, whichmeans more prof$t for the company, and more work and more pay for the employees. The Government demanded quality control on the space program. If the general public were half a s fussy about the things we buy, we might be able to encourage the same practice in other industry. �Mr. Horton: What kind of respctnse h v e yau g&m to that. .. Tremendous. CBf mr#e, I ifid a little PR work in W this w w gobg to letting evePybsdy ~ ~ C Eindisapee?kEy be on at 7: 30 on s Sunday night, two weske ago. So I imagiae we had a tsem-s d i m m , and I bet Ulrtt P d w t b 8 n ' t go by tias%smx&ody doom't come by and say, r t M t s a n i e e t l t b . W w i f s d I I i - e d to it, I f &Lad t W aork of Urfng. 80 we &re $a&' on with t h t type d pregnm, espes~idly the c d t i o n s of M a y . Nat a b ~ y the s sme r& &%tion. We have conttwted a few ethers, and t$ew t:@ows are middle of thg Poad%lS. %?eiavert af p t the baGiEgmwd Oil these Mlm%.We can't hawe a lJWt o r a rightist doing this soTt df IMng. Wetm got to hame a middle of the road c o r m m m ~ t om~a%b Wng. So it isworking for us. The ~ e d t a am fine. En them tims, I think it is good to get &b Wea ta toe humwife, 4the general public. I thbk we are.going to accomplish a hell of a lot here. attack our probhmbe ia our ownfashion in dediag with suppliers antP In trying to get message acrm to them that we are g f a m with hum;zn lives. You can't Wtl8 far mything bss thm the very be*. We have yet ta really twist aii arm. W e h v e always gone in as the gue& of the supplief, Wme af this sending a TWX, "I'll Be there an e~ and so, and please try to heve somany bodies. " And this method of going in as a guest has worked wonders for us, evea when there It has enabled us to are same serious pr&l-s. es-lish a rapportwith them. And I think the answer to dealing with your t4rrpplier is simply what was said at the very begbning;, tFCommunieatewith them. I f OW I go k k to an Letdent that I came acroas right after I came onWard this program, right #ter the fire. I went i n t ~a mpp1ierta plant, cmd I came amass a gwdnaotherly type on the assembly line making little boggons, smarts, an4 gizmos. When 1 came around and looked over her shaulder , she s d d , I f You know, Ifvs hen working an this program for 5 years, and this ia the first time anyane has bothered to tell me whare #is thing is going." I have never forgotten that. And I #ink that has sort of shaped all of our efforts. The people wwho w e working on the sub~omponents that go into the b k k boxes that we take and put in our segment of fie Saturn-that the rest of you assemble into the various other stages-have a right Mr. Horton: to lanow what the heck is going an. So we have geared our program to bringing them up-aX,-date information, Before we WEBcpie~ttolafl$zm the audience, I would a s accurate as possible, as soon as pos~ible. In fact, like to swing the dUcus&oa, just for r moment, to I put together what Mitch Sharp has come to call a subcontractor awl v d r r q p l i e r relations. I think Dog and Pony Show. We have been back and forth this is a fairly reprasmEltave group of some of our acrosr thecountry, ishundred$ ~fpresentations at dl major mntractare. Btu W s a , in ~p~alki32$ to us of our major suppliers. And it has paid off for us. It yestemby, poMed 94t W it ibl ~ g r y e@syfor Borneis w r y difficult to measure. But thefeedback we get one who ie, w&ae; en a he& shielA, a d boltbg it from the mppliers management indicates that the mesinto plaae, tQ W ~ t ~ Butait ia ~another , kind d sageis getting across. I had a very interesting bit problem whm yoar have a man w b i s makingtrfovntain of feedback the other day. I wars talking to one of the pen for which he c%m~t see the @pw application, sxeeutives of one of our supplier8 b d he said, You particularly if it it4 an off the ahelf itam. I would know you r e d l y scored with us. He wid, "It got so like to direet this questim to you, John, and also to bad, that we had to stop the non-Saturn people from Tony. 'What do you think carn be done to improve coming to your sessions. If He said, IWe build things the mitxtione, th8t.t yau b e in your plants with your to NASA speeiffeations a d we build things to other subccrntractors andvendors, to t e e them more swam of the efforts and the objsctivcs of the l h m e d Flight W C . The people working on Ure nQn-NBSA hardware would come tnto one of our sessions andgo back Awarsnase Propara ?If f thiak in am#we~iaQ; tUs, you to the floor and raise dl manner of hell with the manmight describe &I us ecmsd the c ~ m u n t c s t i o n l ~ ~ agement. How came we are not building it this way? o r techniques thak a r e employed in your campay a t How come we are doing it this lousy way?" That is this time. the first real concrete evidence that we had down on the floor, that themeasage was getting across in a lasting manner. Now, we like to gage the effectiveMr. Willmott: ness of our supplier visitrs on what we hear from the floor, not what management tells you. Because manWe have for tt#,laat several ysars a t ElM b m engaged agement is dl too pae-particularly if they have a in s very mtive 1upp1iw 8~8r-s effort. AS one contract wtth you-to pat you on the back. "Great time we called them vewb~ai,and wmewhere along job. Come back any time you want to." But it is the the b e it bqgm k?s W in my omw. B e c a u a when I think of @fa word vendor, I ti&& of eornepne ~)8~3afng little comments you get from the people on the floor that make the difference. dong with a push cart of W-doffss or mmetbing of this sort. We ditwtded efiat we would dignify it somewhat and call thm suppliers, So gap, dl our ruppliers Now, we have a program of visiting all of our critiseem to **fa@ this. cality 1suppliers every 6 months, and our criticality 2 suppliers and selectad criticality 3 mppliers once a year. And we hkve managed to adhere to this rather The IBM Corp9mtL~nwo&r ia a ntrmber of different rigorous schedule, and there's only one person in the ways, and because we do wcwk in different ways, and program. And this has worked very very well. But a r e subject to some dmerent restFtctions , we kave to . �facing tBe inbvitabh ~Utb%etOkbth$t 3 are now we ctming, as the remll. of h v h g reached the moon. Ar@ sa, &my cJ;f our i ~ ~ 1 p ~ 1 iae rms aehuttbg Bow23 their &tarn efforts. A d thb beoomm a @l~zn. I bye beem to @ever&phase-out banquets, aoma of those aaarful godbye $ession~1,W pe-qdecmm up toyou and ss$ you, "Why is it Thia is a very tocxgb thing to m e r . You don't wsnt to tdk a b u t 1%but p u have to, What we a r e p tu do is, iii same inBttanoes, go badr to our major suppliers, the iswppliers that we kmm we will be umhg if followon b h s r ck,a~coma-&o ha& tothem on a reductxl e&edatle--to kaep thgm tnfomed a# ts what is going m in the ~ e p We m~ e tga out . dprtxnise them businass, Our procurexmnt p e q l e would olimb dl over as fur that, But, we can keep upen the lines of c.ornmwWia. We ase dm plmaiag ta make a v a i k b l b m i n g ; quatiti- of the aw8tPmess matee r f d dealing wi%hthe follow-on Apdlo snissioas, amiW1t3 our enytpliers fw distribution i n - h m . I &ti& the imprtmt thing that we have f w d at IBM is &at you caa open up a good chamel of c o m u n i cation with pur aup&ere. Them if you do get a pmblerm, ytau cm in Wt it in a mature, gentlemanly fashioa wbthwt beating each other m r the b e d . 'We want to keep t h s s channels of commuaica-eimrs Bpen. t a t . I have the Ieermg that Dr. Hughes said it dl. There were w many things that I had in my mind, I said, llThat is what I would like to gay. " And he said them. But I w d d like to h e one other point, and tha0 i s , "It is important to tell the man he has a job with god@ Thdtt today, here and now, there is a more important concern and that is about having a job with gods. ." I think we are living in somewhat a state of euphoria alter the ecuemes d Apollo 11. And I also think that maybe we a r e whistlhg in the dark about how things are and bow we can w i l y make this transition from Apollo 11 to A p l b 13, and beyond. I think that it is human to put .vested personel interest, the basic emotions, the basic drives before national interest. And, I think this a fact of life. This is something we are going to have to face. Now, I would agree that this has been very enlightening for us. Certainly, it has be0n enlightening for me to hear s m e of the things that have been reported here today, and yesterday, about hon-goiag program plms. But, I think we have to ask o w e l v ~the s same question that the drunk would a& lean* up against the lamp post, "Are we here for enlightenment or support ?" Mr. Durfee: Mr. Hartan: Tony, would you like to comment on this, o r speak to a a o t b r poht . Mr. Tocco: Well, let me comment on this one first. We have had limited experience with the program as itaEfects our suppliers. Rowever, this experience has included factoring in our quality data system into the overall supplier p r o g r m f o r zero defects and Manned Flight Awareness. I think that the point to be made here is that we have to look at all of these things that we do, in the way of motivation, quality, and reliability, as interdependent activities, rather than monolithic efforts in our company. Because, if they work together a s a kind of research network, the results seem to have a much larger payoff. NOW,mother thing we have been doing for some time is develop a Vendor Rating System. Based on this Vendor Rating System we will shortly have recognition d certain selected suppliers. We went through the gambit of calling them vendors, and then suppliers. And thatworked so well that we now call them speciality suppliers. That works even better. But, we do have a kind of network of things that we do that a r e aimed at our subcontraotors to intensify their awareness of their role in helping us produce a quality product, but not only a quality product, but a product on scheduLe, and a t the lowest overall cost. And again, this means it has to be sort of a consortium of activities. Because you can't gat at this total goal without doing other things besides motivating by posters, o r by occasional visits. The element of communication is very impor- I certainly can't add much if anything to all the preceding comments this morning. I think that the profundity that might tie afew things together is a thought of mine-when you have a dozen people, you have a dozen different personal reactions to adiff erent situation. I think that one of the main things to keep in mind in motivating our people is the fact that Joe likes his silver Snoopy. He is extremely proud of it. All of the people are. Joe may be a little more proud of it. Maybe express a little more personel appreciation than the next guy. We, in Grumman, t r y to diversify the motivation of our people. We do try to assist our management in carrying out the precepts that Dr. Hughes mentioned this morning, and the other speakers talked about earlier. At the same time, our contract with the members of the NASA team, that deal in motivation provides us with a gimmickery the importance of which mustnot be minimized. But, at the same time, we must be careful that we don't concentrate on it to the exclusion of recognizing what lies in the motivation coming from adult, mature, intelligent treatment by our management. We hold our Snoopy presentations regularly. Our management gets on the floor regularly. Our management pats the men on the back regularly. We think that ours is abalancedprogram. It does incorporate, to a reasonable degree, all of the elements that have been discussed here. I'm proud of this. We think that in this way, our people who appreciate the gimmickery, feel that they are recognized. I feel that, with the other approaches, the serious engineer feels that his work is recognized, because his boss and the bosses over him express this recognition. �Mr. Gray: I would liketo elahorate ozr cmepoWthat Tonybrougbt up. I think W s is a g d time1 a d a goad envirmment for us dl to kind ~f sbphwk zLnd We a look at whatwe aredotrig in: our moti~o%tm program. Z Wak for the pa& few p r m WB hoe dl been more o r less driving forwakdgretty forcefully and awfully hard with a lot of new idsnew cancepts and new etppreaches. And, I thirnlc fiat wmetimers if we lsok deep enough, we will find certain Uliags that caa be just a s demotivatdng tct our p e q l e , as they a m motivating. I think t h i ~ b a gsod time to ~eev-aliltate what wefre doisg in th%@ field, b d e m r e that We weed these things oat a d keep it on the posiMve side. Mr. Horton: Before we go into quwth>ns f m m the audience, I would like to see a shm bf WPPB f tho%eof ysu who represent organizations that, at %birr time, have something o r someone that you could identify a s the Mgnned Flight Awareness element within yous organization. That is rather impressive to me. I don't know how many of you a r e representing the Ekpartglmt of Defense, industrg or otber centers, but if we candouble this number by the wlrt mesting of this sort, I think we should have a very meirningfuf awareaess effort. Well, a t this time, I m l d like to have the mikes move to those who have questions. I would like to ask a weetkon. With respect to this meeting again, I think that a meeting b to have a product to be successful. I would like to rase a question, 'What is th% p d u a t of this meeting?" Is it a one-event kind of thinp; where we have met, we havediscussed, a d we will go away, md take n o w except some information with us, that may o r may not be worthwhile in an implementing standpoint? Or, can we go away from this me&% with an action planned? Something that we can work on, so that this will be the first st= uf a continuing proceas to make the iVbmwd FlQht Awareness Prugmn a living program in all c d our orgmizatiom. And if we can agree an the latter being the h t k r approach, then how do we do about doing that? This has been my first opportunity to interfwe with my counterparts. And t b t is re-grdWle, beetruse in this kind of situation, I h v e not been able to talc43 advantage of the lessons l e a n 4 in other amas, and eome sf the innovations that have come about in other companies and other ~gaakak.ions.So we need totalk to each other more. Wtt, there has to be a mechanism that provides the opportunity to do this. It can't be a random thbg. Maybe we need to set ~p some task forces o r some study g r o u p , but a t least some planned approach to make this firart step meaningful in improving the overall performanos on Manned Flight Awarenerss, so that the end objectives of the customer and ourselves can be met, and, a s I say, in a verydiffioultenvironment, One of the cqtains of indrrstry who spoke yesterday, is laying offpeople at the rate of about 1000 a month. In this enviranment, it is difficult to c0nvinc.e the employees of the objective of Zero Defects or Manned F l i a t Awareness. The individual is not a s much concerned, if you will, with Apollo 12 as he is with October 12. Will he have a job on that day, when Re M a the etrearn that is going out the gate and handing in their badges every day? Mow, this is a nervous environment we are in. And I think it is a shame to gloss over the realities of it. I don't think that we can appeal to the American worker by saying, 'Well, the American worker is dedicated to craftsrnen~hip.~'This is not true inmany, many instances. Our consumer products I think abundwtly attestto the fact that pride in workmenship has in many areas disappeared. So perhaps I am asking a psychotic question here. Where do we go from here in a very difficult enviro m e n t where funding has been cut. In the letter of imitation I received from Dr. Gilruth, it was stated that there is concern about a degradation of quality, and the personal eeal to excel in this program on irrdiviciual jobs. It is not going to be easy to get that answer. But I think we have to design a blueprint for some action, other than just a discourse of the problem and an illumination of the future plan of NASA. What I asking for here is some effort toward that objective of admitting a team that will make this a going program in the months and years ahead-recognizing the tremendous problems that we face. �MANNED FLIGHT AWARENESS THEMES AND PROGRAM CONTINUITY �CENTRAL THEMES AND AWARDS A 1 CHOP Headquarters West Coast Representative Manned Flight Awareness Office You know, I've b n sitting herelistening to tap manqx%bentrqrmsentatives, snd the more successful m t i w t i o n directors, and the m e thfag that strikes n ei ad ~ D wS a t h a d dl the way through this area ob mrA'f9d M L v i & ~i ~ the,£act W w e need to mmnmicata. That is not a new problem. Go back @xmt Ijat.Wv pare, when man flrst crrtwfjed out upon to t& to his feilow man. But he f&e had;- slnd M wrttttsn lan@@ge, He could not put down a l;a~wg,~%atsgbt.Plratead Qf We shflity to write,he did earn@ up wi& tha ability to draw, And even today oar ~ ~ e o l ~exploring; ~ r f scave%will find drawings on the cavern waUa-man desperately atbmpting to put d h something that will last, and give the benefit of his thoughts. Now today we have a written ltuiguage, a d through f3m @ace pmgxpm we have oommunications that a r e werldwidh. You would thhk we wouldn't have any problem t@bg ta e&ah dher But obviously we. do. I t$i&. st 1$8t14t &ma of our top maaagement people w l h w&A&y mM, '%&we neeti to d~is comnunieate s lit& btt be&fmwith worker. They recognize a e p m m s , Ws too in NASA have a problem of corn., We b v e to oorammbcltewith i m y thQY8 ; Wd m1tW&6&0fr8. We have to try to get our mes- . B - hi@&& -t@amto your w o r k e r s - d thous;pgPZ ef there a r e several them. And when the M d P$t@ Awaremera p r o w tried to build a little fire ~&Ier mr efforts in #is area, &out two and a half years sga, one of the things we r@csgniaad?slacking was a .central theme. We knew that everybody had m~tfvationalprog;l.nuns in the field. But they w&re~'t k 9 I l ytaking NASAfsr massage. They weren't tarlk%qgt b g t our astronauts*and our mission a d s . $0 we bAed-to put to$e&br alittle_c8ntrJ theme, and Z ,ams w e you a r e all fmDierr with our f f o o p y the Aatxs~wiuV~ program. f d a f t want30 go into it..too because we don't have much W e . But there a r e a few little thing@ I would like to mention about S n q y the Astronaut. Snoopy is not a motivation grolpsun, and there ham b e several remarks in that dirwtion today. I h o p no one lock? upon Snoopy the Astronaut, a s a motivation program. Snoopy sems two purporserr He is a visual symbol of commanication, and he serves a s an award, or recognition program, for use of the astronauts themselves. Those are his only two r o h s . Hehas abeblukly nothing to do with your motivation program. A good motivation program has been spelled out here pretty distinctly today. But, Snoopy is an aestst. He is at001 for you, if you care to use him. A good motivation tool. He has bees extremely effective. I think most everyone relates to Snoopy, in one way o r another. But people do relate to cartoon@, ever since that dim day in the geological past. People do fYmn-onlT to a good cartoon. We have been caxrying Snoopy a s a communicatiom symbol for approximately two years now. When we firat made our contact with United Features, which owns this copyright, and with Mr. Charles Schulz ,we made some agreements with them. I would like to q e l l these out go that if yo^ have any doubt in your m h d you know exactly what you can, and what you csnnot do, with this symbol. . Number o w : M r . Schuk and United Features both agreed &at they do not want company personnel artists i n the art department drawing Snoogy, a d using that image tB& they draw on posters, decals, cards or angrthing else. The reason for this, no two artists wilI &raw hinoopy exactly alike. Pretty soon, when a million different Snoogys appear, he looses his identity. If you want to use Snoopy in a particular way, or if you need a particulardrawing, all you have to do Ihl ask fox it, And I'll tell you how to do that. ~ d if we a use Snoopy in any form on posters, cards, eta., we will carry the United Features copyright. Just a small Ifcffin a circle followed by United �Features Syadicde, lW9 (smd that w i l l &mge to 1970). The reason f o r a a t is a v e q gmd w. If a p r c d u ~ e r of materids that a r e sold *Q tb public ean prove ip oourt that tl &tlsaeter lib; qppxd%housands bf times witbout. a ,then3t bbecmm public property. This fs P wry d&1e piece of prcqerty we me &Uowd .t@ we a;t no wst to o.i think the Zesrst we ctwr do i s be d~olubalywsre taat when we use it id sur eaiqgqy pspers there is o c ~ y l " i g h t u w b m e athe&ctary. ~ Bw%f&st,we a h o a assllz"e that @ pfckrre i&E bwbemfurniled to us by Mr. &hul&, at.covers postere, deode, and silver pin has a copp5gM m &e hwk, B we h v e Ederz~in which we wish to w e m g . o a other items, we m e t , under mr ag~reasext, -it tbe~e-to Mr. James Aememey at B~&m=es. My expertenca with him hirs~tbsrd~h.asapp~a.lped 100p%rcenEdeve@W i we hawe asked h3m far. & Xhis i8 M) pmbbm either. I% does want t~ hfmwhat we me doing wit31 his prapmty. a m tha basic @ourid W for using Ehmpy-. z@ a a e oa @waeWeyrrtC w t is ovaiiable to you. All T Q P .tso~do~b ,tlWmit your idea as to h0r\kr wtsh ko w e thiW Iff& chmwter, give me a rcmgh &W, am3 I w i l l have Mr. Schulz draw it for you. afe dm do u%etemqthiag be has d r a m before. For &-I@, tbe oaI*toms that @pparedisn fakp them tla& hse theao, ,w*wsl'fe &-tic pr-d af muram th& we use the ewp&. Bo tlutt&ollld be n,problam. We have dlQIi‘q$ many ~ ~ Chr8 ~ , ~ again, d y cm@k@a h m p y aa an astmwut. That's iqwtm&. &a w e of c-ne 1s very eBecWe have found t2ve. I think a kt af gm do like &e ;SMopy cartoms apd da umfe the?. E&mevw, & m e QT the mmqmnfear do n ~mum t t~ be w%&Sm~py.C & w I b w of, bwww Eboog,~WM wed in a car & @ p t l w on tdeW&a. 1 f&& it ww, ad Ford Cbg2.W~that ulaedt.8e &@e pm.w%y 4$mg. TBis paI.tEcaIar Supplier mtakss mwtber b m Bf car, @awe him, %ha&gwdness, $Wrwc)gn* k.BBs2 &@repa 80ma @dwwl help in ttre cwt.oo~merm. I would to s_Bm.you aezwlmn h t h f b~ m~ drm by ~ L woria S famous ct~&anist, at3&htdZWQt&%b~mBIhb (!Ygure 1). Ithinltyoudll9fl~ . the Am&c;m p p l e Tkey have all g ~ at real good sense of humor, and they get the message real fast. Cartooning a s a basic form of communication is extremely effective. This is all we're trying to do with these characters, turd we don't use them loopercent. A%you all know, we put out a great many posters. They are not all cartoons. We use our astronaut pictures. We use that have no trace of ~ t marry things , humor in them. But we liketo intersperse alittle bit of humor, because we think it gets a hold on people. We get our message across just a little bit better. I believe we have Mr. Hrt in the audience with us, and I would like to introduce Johnny. I wish you would come up and say hello, Johnny. I'd like to have you all meet him, and then we will go over the ground rules of Qur agreement with Johnny. af %a little eluarr- 'W, '+ d3mwa by Jaha$ m. f gatfss ae a to jwlnars i s toThar whar9de~thwbel. I am v w htri@d*@ Johnnyt@8pad pad=. $&m%yhas LBm& to 13 us uae his f E % 1 c$maw fez xis. We OB -d&~, or in rn dber can m e P watfr .la which he d eppmva. We &.laa@a~have * faf -6 8%-t ~~~ &ar &@ ~ O S ~ S . Mr. Stmt.\cvozadlike3W %oamw i%eOWa ~ t & t T Sd~t?, % &@& SO& b ~ &' @& MkEXpWy doing &i4. &a@%&* wUl I~aee-th%ir mt&nf&y. tand their d : W e @!'~WQ %I, FIGURE 2 �of you will come up with some good ideas for cost reduction, using Johnny's characters. You can also look at new technology, or dress up otherwise very dull engineering standards reports. Johnny's working on a bunch of them for us now. He will work in any area that is approved by NASA. So we hope to put Mr. Hart: 1'11 be verybrief. When youareas short a s 1 sun, you a r e pretty h r i d in the first place. But I am just proud and happy to be given the opportmity to work on this very noble program. Thank you very much. Mr. Chop: Let me tell you a little more about this guy. So you will know the type of guy you a r e working with. When I talked to him about coming down here to virit with you all, 1 offered to attempt to get invitational travel orders so that NASA would pick up his travel cost. He said, "No, that is too much trouble, I will just pay my own way. " And he did, a l l the way from Eadicatt, New York, and back. That will give you an idea of the sinoerity that he brings to this program. The g r m d ruler again, I q l a i n e d to Johnny how we operate with the United Features and with Mr. Sohulz, Mr. I-& has Preatiss Hall. Is that right, Johnny? He like8 our existing arrangement. A single source of cow&&, whioh will be my office. Otherwise he would get afload of letters and he would have to pick and choose himself to decide which are most import m t and that would take up all his time. One of the things bis -nay fs insisting on, is that we do not He has a job to do. He makes his o v e ~ ~ o him. rk money cartooningfor the Syndicate. You make nothing cartooning f a r NASA. The groundrulethen is usethe single point of contact for your request, and that will be my d i c e . The mcond is that the company artists will nat dram $he liMe characters. Johnny will do that for us. And third, if we have anything outside of pWteTs and decals we want to produce, we will have to ieubmit it for approval. I want to digress just a minute. With Mr. Bolger in Tom Stafford's office the other day we had a little discussion about astronaut plant visits. As you may know,' Tom has just been assigned to the job of Chief Astronaut. That was previously held by Alan Shepard. Tom kind of threw up his hands while we sat there and said, "You know, I get letters from everybody asking for an astronaut to visit a plant. I get phone calls, notes that a r e scribbled, messages from the chief's secretaries. " He said, llYouknow, we've got to put this thing on the right road. " He said, "I want everything in writing, and I want it from one single source." And, he said, "1 want a 30-day lead time, minimum. And Iwant an alternatedate. 'I Mr. Bolger thought that was reasonable. He turned to me and said, "Alright, you do that." And, so, I have that one teo. If you want an astronaut to visit your plant, drop your NASA MFA guy a letter. He will acknowledge and forward the letter to me atNorthAmericanRmlrwell Spaee Division, Downey, California. My address is 12214 Lakewood Fbulevard. Attention: A1 Chop/RESPO Qffice. We must have about a 30day lead time, and an alternate date, Tom said he would honor everything he can. You must keep in mind the words that Stu Roosa had for us yesterday. 71 �MANNED FLIGHT AWARENESS WORKING TOOLS EUGENE E. HORTON Chief, Manned Flight Awareness Office Manned Spacecraft Center In the hierarchy oS hounds, there is one who stands scarf and g w l e s above the rest (Figure 1). He is the only beagle to reach the moon, and he even got k r e W o r e that sttpid cat next door. He isa p l l ~ t , p h i l q h r , moflteur, the quintessence of quixotic q a d q e d s . He is the master stroke of c h m n i r t Charkes '"SpaFYEjrWSchulz. His name, of couroe, is Szmapy. Thew is _amagic about this mutt that has e n d e a r 4 him to mmi9220ns. Snoopy appears in newspapers z@&mdthe globe, in dozens d languages. He grin8 a t us from sweatshirts, flight bags, pennants, s u e d toys, decals, coloring books. And even, thaaks t~ Colonel Ton Stafford, from space. Hz is a household word. Perhaps we love him because we relate to him.. We a l l lead a dog's life. Whatever his magic, he i e one of the most powerful communie&tors of aur a p . TMs is why he katc beonmr: apart of our Mam& Plight Awareness PPogrm. Bnd, like Smoky the Bear, who served to p r ~ t e c tour forests for some 28y@us,he is an important symbol. Snoopy, in his astrcmmt's garb, i s the astronautsrmatscot. He has h o r n ttr.8 accepted symbol of quality and of erncellence d worth and craftsmttnship in everything associ~tedw i a the Manned Spaceflight program. we attach a lot of importance to Snoopy. He is our standardbearer for quality and for professionalism. His work is impo-t. His job is really our job, to held the team together. And one way bo hold the team together is to create meaningful work. This is the job for management. But it takes more than this. It also takes close cmmunication, up and down and acrross the organization. And it has to take many forms, because people a r e different and are motirated in different ways. One motivator that has universal appeal (and we have discussed this these two days) is dissemination of understandable information, from the top-straight talk. Evidence from the boss that the workwedo each day is important; that someone cares that the job is done right, and done right the first time! (Figure 2.) Now, the value of ~ymbolsshould nst be mhimized. In Suly, there was a flag placed td the surface of the moon. Lt: w m not just a flag, W m r , it was an American sag! It symbolized. It was the standard of a free p@@s. It was Mt .anth& nakd, far-away rock to say m-. It has a message &?out imwination, courage, a d %ete@hnolagic.al prowess. And, as our Prestdent soon P o d , this measage had been heard in evgry laad he visited. The flight s f Apollo 11 is etched farever in hie-. Yet, the m e event that will burn most vividly in the minds of men, i s the raising of Old Glory on the lunar surface. A symbol. A lot of people attach importance to symbols. And FIGURE 1 �FIGURE 3 FIGURE 2 There are many ways to communicate. When Snoopy joined our program, we introduced him to a few Did you know that Snoopy, assisting our Manned Flight Awareness Pragrafn, rwohee the Department of Defense, the airlines that carry our carrgo, and some 200 contra~tors? Did you h o w that in three years MFA has distributed 90, a00 posters, a quarter of a million photographs, 900 individEEEal awards, 40,000 safety deods 3 Also, produced a monthly newsletter to all contmc-tors, WAS and MU oenter8, and seven films on M@ Flight Awareness wxi quality; &own exhibits to 155,000 ;films to 100,000 ; sent astronauts to 53 plants; hosted some 600 honorees at Cape Kennedy? I &ink it a p p ~ o p r i dour Snoopy's reply, "Good grid l (Figure 3. ) . This is a plcCm typifying wtivitles of theastronauts in support of the Manned Flight Awareness Program. Figure 4 shows aertronaut I h 8 W tyhweikart at Grumman, Bethpage appearingbefom the workers who assembled the hardware for his flight. And, we a r e hoping that dw* the months ahead, these visits will continue and will be conducted on a eelectivebasis in order to equitably serve the interests of dl contractors, with the astronauts appearing in plants throughout the nation where critical hardware is produced. As mentioned a moment ago, we have a poster program. It is unique perhaps in the sense that only through NASA, it is possible to obtain the Snoopy DO IT RIGHT. GUARANTEE A SUCCESSFUL '1- w m u ' P FIGURE 4 FIGURE 5 ��So, a findpointmade yesterday. This ie not the end, it's the begimiag. There L sm orderly, balanced program ahead of us, with work thatwill carry usfer generations tocome. Thebenefits are just emerging. New technology will be a m a W , and new jobs. With the space station, and shuttle, and mission^ to Mars, the challenge to the creative individual i s just now opening up. Bappfness is lentwing them is a future. This is fundamental to aur motivational effort. We know mut3h better aa a r e d t of this oonference, and the programs t a t we have seen over the p ~ s ttwo days, what the challenge is. Now, let us go home and spread a little happiness. FIGURE 8 . - . . - oF THE BEG\UN\NG! BUT TNE END . :<*,. FIGURE 11 - -. . " -- .. i S &L. �C L O S I N G R E M A R K S I wfll just take a minu&?of your time i$ closing before co~lef.udingour meetJng. We have been an the phone here f s r semral bars trytag to rw&Frmk Bomm in Mew Ya*. We was schedded k3 b with us, and wantad to be here, but unfortunately becaws of some gmbIerns inNew York he is behind schedule, and won't be uriM us. We will miss the oppostaznityto hear from him. Tkio L unfortunate s i w e he is a s vitally interest& iatMs wsrk as we are and one af o w strongest stlpywJ*o and Avoea&s. I @@t wmW to say a fm words about the purpose of M was to bring you here, introduce you to ma'RABA@ms for the Euhre, and to reemphasize the c a a e p t of a team Mort we have htd from the beghming of the apaee program. Every man in the aerospace f a r m that works on these space pprofpims is a member ~f that team. That of courae is what we have beean & y i i to emphasize with our Manned Plight Awareness Program all along. And finally, we wanted to reiterate the requirement for quality workmanship. We ham dme this bwause we are qarleaeing?; an ira%vit&1%slump, o r leaown, after the major effort to get C the mom with -10 11. And it concerns us all, You h v e haard of tb ooncern d NASA and contract and mzxnwsmnt ye@terday. We want to combat this letdam amd the ioxwred morale that we sae in a l ~ tcrf csur p l a t @ ,beau- of the cutbacks, by a m r i n g that the people who are motivating and talking to the workers intheir plants understand what our plsannw i~ and k m that we are going ahead with a p m g r m for &e Atbre. To do Sis we have brought to you whatwe & h k i@afaisly goodcast sfchaweters to sped--top N W and iadustry m$Lnagement. And thme people bfe come because they are concerned. They we qxken of their concern h t this letdown ad f w t Wt this b r e d s burnan error and indiffezem to d d i l , An4 Of course with that we a r e d@d of ageriaicing g fdlure of some kind which could kiU some ef our programs. I fu5twa.at f~ W e one momsat to r e d a statement by krzy M e r e r ,whom most of you know. He spent 35 or 440 years a8 Mr. Flight Safety f o r the United Itia$eta, a d he i s k n m around the world. He unfortuatsly had an operation rmently and then a minor h& atfa&, so he cddntn't wma doma here. Luckily he isba& on hisfeet a d wellen his way to recovery. S t Jerry says, in a short statement, Dr. Wfge Mueller , in a cIwsic statement a tbe ra~wes&d splashdown on Apollo 11 sdd, 'In this moment of man's greatest achievement, it is timely for us to dedicate ourmlvee to the unfinished work so nobly b e g o m by three of us, to rewlve that this nation, under Gad, will join with all men in the pursuit .of the destiny of mankind that will lead the way to the planets.' These words propose a powerful bacon to guide the future of mamed space flight. But to reach this god, a vast sucaession of intermediate problems must be solved. Not the least of these is the motivation of craftsmen toward perfection. The Achilles heel of spacecraft can be the man a t the bench. Success thus far is attributed to human integrity, the basis of product integrity. The natural inclination of most mm to conduct themselves with integrity has been superbly supported by the MFA progrrams which you individually, and collectively, have conceived and implemented. However, the psychological environment has ahangal. Apollo 11 was a tremendous suwesi. Complacency feeds on sumess. Thousands of craftsmen are being laid off-creating a problem of morale. The future is uncertain-creating-a problem of discipline, Dr. von Braun addressed himself to thase problems at the Honorees Reception on the eveningof July 15. He affirmed his confidence in the success of Apollo 11. Whatworried him, he said, was not Apollo 11, but Apollo 12, 15, 16, a d on down the line. It is for this readson you have gathered here. The exceptional originality of your previous programs may need additional creativity to maintain the momentum of the past. I am confident that this will happen. Iregret that I runnot present to hear the liveIy discussions and unique ideas that will be presented. Jerry Lederer . I want to thank you dl for coming, for giving us your time, and for participating. I know it is a sacrifice to you comingfrom your work. We felt that the fairly overwhelming agreement in the need for this reunion and participation was very gratifying. We have over 400 people that participated. And finally we want to thank the MSC, Dr. Gilruth, and the rest of his staff for being hosts to us here today. That's it, gentlemen, t+t concludes the meeting and thank you very much for coming. PHILIP H, BOLGER � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000053 Title A name given to the resource "After the Moon - What? Minutes of the Manned Flight Awareness Seminar." Description An account of the resource The seminar was held at the Manned Spacecraft Center, September 25-26, 1969. Creator An entity primarily responsible for making the resource United States. National Aeronautics and Space Administration Date A point or period of time associated with an event in the lifecycle of the resource 1969-09-26 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Manned space flight Project Apollo (U.S.) Saturn Project (U.S.) Space flight to the moon Space vehicles Type The nature or genre of the resource Minutes (administrative records) Text Source A related resource from which the described resource is derived Saturn V Collection Box 33, Folder 14 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000051_000074 https://digitalprojects.uah.edu/files/original/20/1138/spc_stnv_000054.pdf 2c71d16aefa23ff5b7d8c14e3e4197de PDF Text Text PRESENTED AT TtiE FOURTII INTERNhTlONAL CONFEREI!CE ON FLU!D SEALING HELD I N CONJUNCTION WITH ~ M ~ . 2 4AS1.E t h AlJNUAL MEETING IN PIIILE.DELPII!A, MAY 5-9.1969: This paper is thc literary prcpcrty of t l ~ eSociety indicated on the first page. Thc press may summarize frecly from this manuscript after presentation, citing source; however, publicstion of material constituting more than 2006 of tile manuscript shall bc construed as a violation of t l ~ cSoricty's rights and subject to appro2riatc I g a l actiori. Manuscripts not to be published by thc Society will bc releascd,in wri!irig for 'publica:lon by otlicr sources. Statcxcnts and opiriions advanced in papcrs arc uridcrstood to be individual expressions of tho author(s) arid not those ' of t3e Scciety. AVAILABLE. FROFA: AMEltiCAN SOCIEl-Y OF LUCRICATION CNCINECRS. 838 DUSSE tIICIl\'~A\', PARK ItIDGE, ILl.li<OlS COOGC �MfALTER J. CIESLII: Pesco Products, Gedford, Ohio Tlzc object o j t1z.c leaorit clisctissccl in this yapcr was to dceelop a rclinblc helitrtn. 60.9 sllnjt scal for rise in an electric motor-driool, licitlid osygeiz pump on a space uellicle. Tllc dcvclo~~mcnt e.orl coocred tests on ttco basically diflerent jnce scal designs, one raith an atfncllecl carbon jacc and ille olllcr tvitll o floating lal,$fted carbon jaca Scocral tclloi~stiibration da~npingcleviccs orlcl unriotrs seal material coinbitzafioru tacre in ticsf iga fcd. . hcliuili seal for use in an eIcctric motor driven liquid oxygcn pump for a n~anncclspacevchicle was tllc objective of tliis investigation. PUfAP DESIGN Elcctric motel--driven, liquid oxygen pumps can be dcsigndd. with a floodccl, canncd, or scalccl motor. Shaft scals arc not required in the first t\vo typcs of units, but oiic or more arc ncccssary with tllc scalcd type motor. Tlic lattcr type of unit is discussed llcrc togctllcr with thc tcst work concluclcd in developing a satisfactory sllah scd. From the clcsign stanclpoint, thc flooded motor unit is t l ~ clnost sinlplc. All motor cotnpo~lcnts opcrate in dircct coritact \\pith the punipccl fluicl and no seals are rcquirccl. But, from a safcty standpoint; this dcsign could bc thc most hazardous. IVhilc all matcrials arc sclcctccl for compatibility \vitll liquicl oxygct~,co~libi.lstionis still possiblc undcr ccrlaiti conclitiol~s.For instance, in a si~nulatcdshort circuit test of a motor stator siibmcrgccl in liquid oxygen, the electrical iiisulalion, part of the colq~crwindings,'and iron stator Inminations were burncd away, as slio\vn in Fig. 1. Coinbustion of thcsc matcrials was tcrniinatccl only wlicn tlic supply of oxygcn was exhaustccl. .: In thc canmcl rtlotor dcsign, usually only thc stator laininations, windings ancl lcads arc hcrmctically scalcd witliin a stainless-stccl slicll, thiis l>rcvcntingdircct contact with tlic liquicl osygcn. 111c rotor, howcvcr, is nor~nallystill submcrgccl clircctly in thc licluicl. In this dcsign tlic safcty aspccts of t l ~ cstator with its elcctrical insulation arc itnprovccl.' I.To\vcvcr, t l ~ cprcscncc of t l ~ c . slainlcss slccl slator sl~cllit1 t l ~ cmotor air gap rccluccs thc molor clricicnr:y and iticrcascs tlic inolor opcraling currcn t. For t l ~ cifnit c;isci~xscdItcrc thc rccluirccl ciirrcnt was incrcasccl 1 y approsiiiintcly 20 pcrccnt \vhcn a canncd stator clcsig~lwas tcslccl. This figurc worilcl 11c ftirtl~cr incrcasccl if llic rolor \\.as also cannccl. ' , INTRODUCTION Liquid ohygcn is one of thc tnorc aclivc cryogenic fluids. Unclcr propcr conditions.it \\.ill react with tllc colnnlon coinbustible matcrials, and undcr ccrtaiu conclitions,, such as aclclccl energy input, it will rcact with mclallic construction materials. l'his is an important consiclcration in tlic dcsign of cquipmc~ltfor usc in liquid oxygen applications. It is cspccially important in the design of rotating macliiucry, for cxainplc eleclric niotor-drivcn pumps. In this type of equiymcnt the rcsultaut encrgy input cluc i0.a possihlc electrical overload or mechanical sllock may bc sufiicicnt to initiate a mild rcaciion or cvcn a violent detonation. Elcctric motor-clrivcn liquicl oxygen pumps havc oieratcd succcssfiilly, undcr norn~alconditions, with all parts complctcly submcrgcd and wcttccl by liqiiicl oxygcii. 13ut in applicatioos which may prescnt a possiblc hazard to human lifc, tllc safcty aspccts can bc enhanced by aclditional clcsign precautions. In tlic elcctric rilotor arc drivcn ptnnp for instance, evcn thougli all ~n;~terials sclcctccl for lnaxi~iiiilncornpal ibili ty with liq~iiilosygii~, thc motor can bc cncloscd in a hcliiun gas incrtccl containcr. A dcsign of this typc, of coursc, will rcqliirc roiatilig shaft scals. Illc sclcction and testing of a stiital>ld . . 9rcscntcd.ul lhc Fourt:i In1crna:ionol ~orafc;enceon Fluid Sco!ing h ~ l in d conjunction with I:ie 1969 ASLE Annuol hlcc!ing irr Pliilodcl;~l~io,Pa. This papcr sponsored by flle An~criconSocicly OF hlccllonicol Engineers. . .. .263 . �flange 10 incllcs in dialnctcr. lirciglit of t l ~ cunit is . splxosimatcly 15 pounds. On [he space v'clliclc the unit is fliinge Inounlccl'in a bottom opening of a liquid osygcn supply lank ar~c1,'cxccpt for the outsidc face of the flange, is totally sub-. rncrgcd in licluicl oxygen at -2'37°F.This cryogcnic cooling pcrlnits a lnotor dcsign of smaller size and \wight and of improvcd cficiency due, to the rctli~ccd coppcr losses in thc stator windings. Normally, the moior cavity is incrted wit11 hclium gas at a prcssrlrc of 11 , I:roximatcly 50 psig, but this prcssurc can go as high as.80 . psig, which is limitcd by the motor cavity rclief valve. , SEAL CONSTRUCTION Fig. I-Elcclric ~ o t o Slator ; Aller Sirnutoted Short Circuit Test in Liquid ' Oxygen. In the sealed motor dcsign all motor parts opcrate within a housing incrted with prcssurized hclium gas. This dcsign prcscllts a minimtun safcty hazarcl. An cxample ,of this clcsign is shown in Fig. 2. This is an clcctric motor drivcn licluid oxygen pump unit for use on a space vehicle. 11ie hclium prcssurizccl motor is separated from tlic pumpcd fluid by a heliuln seal and a liquid oxygen scal opcrating in a back-to-back arrangemcnt with a comnlon ovcrboard vent betwccn them. I l l e pump unit is clrivcn by a one horscpowcr clcctric motor o ~ c r a t i n gat 11,000 rpln from a three-phase A.C., 400 IIz, po\vcr s o ~ u c ca t a supply voltage of approximately 40 17.R.hl.S. lin'c-td-line. Thc unit is approximately 12" long, 4" in clian~ctcrand has an intcgral mounting Because of the cryogcnic opcrating environment, elastomcric sealing clcmcnts are not usable. Thercfore,. an all metal wcldcd bello\vs.seal dcsign is cmploycd as shown in Fig. 3. This is a cartridge type seal which is shrink fittcd directly into the aluminum pump housing. Static scaling is providcd by the seal caltriclgc shrink fit in the pump housing and by tlle metallic bellows. A loose or unattached carbon face picce is usccl with this seal. The back side of the carl~onface piece is lapfittcd to the bellows end platc to provide an cffcctive static seal at this point. The'clynamic or opcrating surface of thc carbon face is of the gas face typc consisting of two concentric lands. l l l e inncr land is continuo~a and performs the pl.cssurc scaling function, wl~ilcthe outcr is a scgmcntcd bcaring land \vI~ichscrvcs to rcduce seal facc pressure. Rotation of the carbon face picce is prcvclltcd by slots, in the O.D. of the carbon face, \vhich engage with radial kcys located in the I.D. of the scal cartridge. Compnrcd to a scal having an integral typc calbon face piece, the loose facc piccc typc seal 11s thc following aclvant agcs: . 1. Seal face distortion due to differential thermal contraction of scal matcrinls is minimized. 2. Vibration damping is achievcd by friction bct\vcen the face picce and keys. l'he carbon facc picce opcratcs against a rot:iing ring clampcd axially on the sllaft and statically scalccl to the shaft by aluminum compression gaskcts. V q WrUd Te brbonN=*\ Fig. 2-Liquid Oxygen Pump Will1 klc,liu~~i lncrfcd Motor. Fig. 3-llcliuni . Bellows Seal \Vil!, I kaI %I1 LD. Loorc Carbon Fate. �Scal materials arc as follo\\,s: lcakagc thcn slo\\;ly dccays to so~iicratc bct\vccn tllc Scal cnrtrirlgc including bcllows-71s Staiulcss Stccl -P5N carbon . Carbon f;~ccpiccc Rotating ring -]lard cliro~nc .. . on 440C Stainless Stccl (Anncalcd) l l i c 400 scrics stainless stccl is l~scclin prefercncc to'a 300 scrics bccause of its higher Lllcrnial conductivity. Thc chrome plate tl~ickncssis 0.0015-0.005" as platccl and 0.001" minimun~aflcr lapping. SEAL CHARACTERISTICS Significant scal cliaracteristics are listcd in Table 1. Tlle scal face prcssure of 10 psi consists of 7.5 psi duc to bellows spring pressure and 2.5 psi resulting from the 5596 scal hydraulic overbalance at 50 psig hclium gas opcrating pressure. l l e ma.\imum a l l o ~ a b l cseal friction torque of 10 oz. in. is governed by thc motor torquc remaining after all othcr pump rcquirenlcnts have bccn satisfied. I t & influenced to a large extent by [lie noto or starting currcnt lililit \vhicIi govclns tlie motor torque capability. The maximum pcr~nissiblcseal leakage ratc is 25 stanclard cd)ic inclies pcr minutc (SCIXI) of hclium gas a t a motor cavity prcssurc of approximately 50 psig. Actual scal lcakngc expericnccd during testing is about 2 SCIhl dynamically and 20 SCIhI statically, i.e., with tlic unit non-operating. It is interesting Lo note that the clynamic leakage is much lo~vcrtlian thc static Icakagc. Tlic transition from the dynamic to thc static lcakagc rate takcs place in apPr~si~natcly 10 to 40 seconds a f c r tlic pump has come to rcst following powcr shut-olf. The seal lcakagc incrcascs to the pcak static valuc at which it remains for a pcriod of 30 seconds to 3 ~ninutes.Thc TA~I.E I-IIELIUhI SEAL CIIARACTElXISTICS 1. Scal Operating Spcccl, RPII 2. ,Surface Spccd, ft/rnin. 3. P-V Factor, PSI' Ft/XIin. 4. Opcratiiig h1cdiu111 5. Prcssurc, PSI11 11,000 5 2300 23.600 .I~cliu~n Gas 50-80 -297 6. l'cmpcraturc, "F 7. Scal 1)cflcction (installed), Inch 8. Axial Load, Lbs. 9. Ikcc Arca, in2: Scaling Land Ilcaring Land 10. IIydraulic Ovcrbalancc, 9L 11. kace I'rcssurc (Total), PSI 12. Frictiori Torquc (Xluxir~ium),oz in. 13. Friction 111' 14. Facc I'Iittl~css,I1cli\111l Light Bands 15. . Run-Out (Ilotating I:acc), l'.I.lt., illcli , .040-.050 2.5 0.19 0.14 55 .Id I0 0.10 1-2 0.0005 ski clyna~nicand ~ n a x i ~ n ustatic ~ n rates. Tl~isclinrncteristic is rcpcat~1,leon sticccssivc pump tcsts. l l i c 1 ~ 1 n iunit p opcrating lifc rcquirc~ncntis 10 1iou1.s wllich is nmde up of duty cyclcs each consisting of 20 minutcs of opcratiun follo~vcclby a soak timc of not lcss than 5 minutcs. \\'car ratcs of scal C O I I I ~ ) O I I C I ~ ~cspcriS enccd during tcst i1.e as follows: P5N Carbon Face Piece Chrome Plate on Rotating Ring 0.00005 in./hr 0.000025 in./lir . ' . Ilicsc \%?carrates wcre detcrniincd from three tcsts with a total run timc of approximately 30 hours. The ratcs indicate that tlic scal \vill easily surpass the rcquired life requirement. Numcrous tcsts were pcrformed to dcvelop a scal combination that would meet the rcquired life, leakage, and torquc requirements. Thc tcsts werc conductcdon scvcral scal dcsign variations and on various con~binationsof seal face and mating ring materials. I'ariations in scal facc unit loading werc accomplisllcd by varying tlic bellows spring load, seal facc \vidtIi, and hydraulic overbalance. For tcst purposes, thc scals werc installed in tlie LO2 pun111 prcviously discussed. The tcsts wcre pcrfor~ncdwith the unit subn~crgcdin liquicl oxygcn and with thc motor cavity incrtccl with helium gas at prcssurcs fro111 5 to 130 psig. Tlic tcsts consisted of rcpeatccl opcrating cycles of 20 millutes cluration. Aftcr each operating cycle, tlic electrical power to tlie unit was shut off and the unit was allowed to soak for a minimum of fivc minutes before restart. Static scal lcakage \!.as measurccl bcforc and aftcr every run, ancl dynamic lcakagc during each run. SEAL CONFIGURATIONS TESTED liyo basically dilferent types of bcllows scals wcre tcstcd wit11 the dcsign variations shown in Fig. 4 and Tablc 2. Initial tcsts were pcrformcd with a scal having an-intcgral carbon facc prcss fittcd in an encl plate weldcd . to tlic scal bcllo\\~s.1,atcr tests wcrc donc with a scal having a scparatc unattached floating carbon nose piccc statically scalccl to thc bello111s end plate by a lappcd fit as previously dcscribcd. A bcllowvs scal will] an intcgral car1)on facc ancl no vibration d:ir~lpcrwas tcsicd first. I~sccssivclcakagc, carbon wcar and chipping of thc carbon filcc at thc O.D. ancl premature bclloti7s failurc were cspcricncccl wit11 this scal. Af(er rcmoval fl'om thc pulnp, tlie scal was sul)jcctccl to vibration tcsts at aml)icnt tcnlpcr;~tt~rc and founcl to have a bronc1 nntural rcsonnut frequency rangc, wliicll inclr~clcclthc unit operating spccd. An attcmpt \vas maclc to shift Ll~isrcsona~itfrcqi~cricyband Ly cllnnging the 1ir1rnl)crof bcllows convoli~tionsto 7 and also to I 1 from tlic original 9 convolutions. Thcsc cllruigcs did not �swsrrn IIICCRU VlORlIlGN I r ' W i R TIE w1h~504ILQ r t c a XAL COIFIGUUIIOY SEU W I ~ HmAnNc cuaon nee A m Fig. 4-Seal Configurations Tesfed. prove cffcctive, so a vibration clamper spring \\:as aclclcd to the scal. l'hc vibration danlper consistcd of a flat steel spring encircling the bcllows O.D.al>prosinnatcly at the ~ n i d point of its axial Icngth. The spring applied a distri- TABLE 2-SEAL VIBRATION DAB~PER butcd forcc acting radially inward at the bello\vs 0.11. This was a fingcr typc spring with lhc fingers cslc~iding o~itiilardmncl rcaqling against the 1.11. of the scnl casc. A vibriition tcst of illis seal at aml)icnt teii1pcl;tture indicatcd that this spring was not vcry cffcctive in clunnping out vibration. Close visual examination of the seal rcvcalcd that thcrc 'was vcry littlc physical interaction bctween tlic spring and tlie bcllo\vs. llnis was confirmed by' the prcscnce of very little hystcrcsis in the load versus dcflcction calibration of this scal pc;fornncd a t room tcmpcrature. The scal design \\.as tlnen furthcr moclilicd to include an adclitional spring acting around the O.D.of the seal nose rctaincr plate w l ~ i c lis~ wclclcd to the bcllows. Vibration tests of this seal indicatcd no natural resonhnce in the operating spccd mnge. IIowevcr, operatiorla1 tests of the scal within the unit still rcsultcd in excessive leakage and chipping of the carl~onnose at the facc 0.13. A load versus deflection calibration df this scal exhibited a very widc liystcrcsis. This iilay have camcd hanging up of the carbon nose rclativc to the mating ring with the consequent poor performance. A round wire damper spring of approximately square ,configuration was installed in the scal acting betwcen tlle scal nose retainer O.D.and the scal case I.D. This spring provcd cffcctive in damping the seal when it was subjcctcd to a vibration tcst at rQoln temperature. An ol>cra: tional test of the seal \ililhin the unit shoivcd the leakage. to be within acceptable limits. But addition of the round VIBR;\TIOX AND LEAKAGE CIIAMCTERISTICS RESOS,\NT FREQUEXCY O F I)ELI.O\VS sE.4~-.' (ROOMTE~IPEIIATURE) , Seal with Integral CnrLo~ifice Piece None 173 to 190 Ilz ~ A ~ A N ; S Excessive lcnkage, premature bcllo\i~sfailurc,.rcsonant fi-cqucncy rangc includcs operating spccd of 183 cps. ' Fingcr Spring at XlidPoint of Dcllows O.D. Finger Spiing at Bcllows Slid-Point & at Carbon Face 0.1). Round IVire at Carbon Face 0.D. Inhcrcnt in Dcsign 120 to 205 112 Nonc bctwcen 20-SO0 IIz 560 1Iz 153 to 205 ITz wit11 ,lo torsional lo:1d. Nonc bciwccn 20SO0 IIz with a t&sionnl load of S oz. in. applicd to thc cnr1)on. Excessive Leakage, Insuficicnt Damping Exccssivc L,cakagc, I righ IIystcrcsis Calibration Curve Low Lcakagc and Adcquatc Damping Low 1-cakagc and Adcq~latc Dariq>i~ig. Prictiori damping ariscs Lctwccn thc slots at thc ca~.l,onface 0.11. and thc keys at the scnl casc I.D. �wirc diunpcr spring incrcasccl tlic scal spriiig r:itc and ~ila'dc Under tliis conclit ion, ass~i~ili~lg a tri:uigular I~ydraulicface inslilliution witliin t l ~ cpurnp fi~irlycritical. For a scal . prcssurc distril~utiot~, 50 percent of tlic scal facc arca is load of 2.5 Ibs. the scal liad to LC installed with an inioutside and 50 ycrccnt is i~~sidc thc bcllo\vs mcan cKectial clctlcclioi~of 0.010 to 0.012 inch. Furtl~crirnprovctive dinmctcr. Such a scal is said to have ail ovcrl)alancc mcnt \\'as, tl~cr~forc, coi~sidcredclcsirable. of 50 pcrccnt. %Ilc ;naul cfTectivc or cquivalcnt piston A basically dilfcrcnt type of bcllo\\s scal was tcstcd ncst. diameter is npprosimalcly equal to the average gcomctThis scal employccl a scparatc u~lattacllcdcarbon fitc6 ric diameter of the. bellows. In a scal with a 70 pcrccnt piccc scaled statically to the bcllowvs end plate l?y' a overbalance, 70 percent of tlic scal facc area is outside lapped fit. NO addccl vibrittion damping devices wcrc rcof tlie incan cffectivc diamctcr. In tliis scal, tlie total facc . quircd with this scal. Leakagc and wcar were rcpcatcdly pressurc consists of tlic pressure due to the spring load within acceptable limits. nccausc of a lower scal spring ancl 70 pcrccnt minus 50 percent or 20 pcrccnt of the rate, installed scal dcflcctio~lis approsi~natcly0.040 to scal operating prcssurc. Theorctically, hydraulic scal over0.050 inch for a.seal loacl of 2.5 Ibs. making installation balance should not be necessary, but practically it comnon-critical. This scal is prcsc~ltlybch~gused in production pcnsatcs for scal facc mccl~a~~ical and thermal distortiorls liquid oxygen pumps. At approximately 50 psig helium and manufacturing impcrfcctions in facc flatness. \lrhcn pressure static Icakagc of this seal is fro1113 to 20 SCIhl the scal must operate ovcr a range of prcssurcs, it must and dynamic Icakagc is about 2 SCIM. be hyclraulically ovcrbalanccd suficicntly to keep the leakage within acceptable liillits at the highest pressure. During the devcloplnent tests, the scal bellows spring SEAL FACE PRESSURE loads were variccl froin approsi~llatelyseven to two pounds, . . scal I~yclraulicovcrbalancc from 70 to 46 per cent, and One of the more important seal pararnetcrs is tllc facc seal face arcas.fr01110.10 to 0.39 squarc inches. This reprcssurc. Statically, it is duc to the bcllo~vsspring load suiltcd in seal facc pressures from 40 to 10 psi. and hydraulic unbalancc. During seal operation, hyclrodyThe highcr values of seal spring load and ovcrbalance namic loads ancl therinal dislortions also affect thc facc producccl higher facc prcssurcs. Thc highcr facc prespressurc. sures resulted in low initial lcakage, but presented conThe spring load must bc adequate to enable the seal siclcrable wear ancl friction torque problems, and cvcntufacc to follow, ancl to maintain contact with, the scal ally Iiigll leakagc duc to seal face scoring. At tlic other rotating ring wit11 its inherent out-of-squarcncss. \Vhcn a scal facc load extreme, wvhile wear and friction torque scal is to be operalee1 at a single pressurc only, the spring were lo\\ very little scaling was achieved. At ovcrbalload alonc could bc uscd, \vitll a liydraulically balanced anccs of 50 pcr ccnt or Icss, scal lcakage was very erratic. scal, to achic've acceptable scal performance. Best over-all results wcrc oblainccl with a seal spring In a ' hydraulically balancccl seal tllc hyclraulic forces load of 2.5 Ibs., an ovcrbalance of 55 per ccnt, and a tcnding to load and unload tllc seal face arc equal and resultant seal face pressurc of 10 psi. Seal Icakagc, frictllc facc prcssurc is due to the bcllo\vs spring load only. tion torque and facc wcar wcrc within acceptable limits. 3-PROPEI~TIES O F SEAL h.lATERIt\IS TAI~LE BTU-IN ~IATERIAI. F0 - El' UECU . , TIIEIL\IAL ESP~~SSION EIARDSESS In./ln./FO @ 70°F Goor 1000 261 (Rc 22) 251 (Sc 20) 2200 to 2.100 ~uriistcn - Carbidc (KSO1) (Nickel Ililldcr) .' ' I ' (Bcrrylco 25) P5N (Purc Carbon Co.) G39. (U. S; Crap!\itc Co.) P2003 (Purc Carl)on Co.) Sclcroscopc 100 220 approx. Sclcroscopc SO �TABLE4-SUMMARY OF SEAL TEST RESULTS Wear Rate Seal face herial Rotating Ring hlaterial Intcgral Carbon Face Typc Scul 1 C39 Carbon Chrome on 30.1 2 Chro~ncon 3 4 " 5 P2003 Carbon S P5S Carbon 9 . ' 1 10 11 12 I. . 13 14 Tungsten Diselenide Silver Tefon ' 5 Over Balance Face 'Area Inch2 ' % Run Time Hr Min Xone 3.2 70 0.18 20 4 1 3 Seal Face In./Hr Rota:ing Ring In./Hr Seal Operating Press. psig Leakage Std In.3/Min. Static Dynamic 0.004 (1) 5 ' 01 (2) (1) . 40 0.00015 (2) 40 5 130 0.000S 0.010 ,130 . 36 130 225 130 Light wear, erratic seal, high leakage P2003 carbon is hygroscopic and not suitable for cryogenic use. High leakage 1.8 70 0.18 18 Round Wire Round IVire 2.6 ' 70 0.18 41 1.3 55 0.18 17 2 27 Chrome i n . 440C P2003 , CnrSon P5S Carbon Round \Yire Round Wire Round Wire 2.6 70 0.18 41 4 00 (2) (2) 3.1 70 0.18 44 4 30 (1) (1) 130 54 36 1.8 46 0.10 13 8 05 (2) . 130 320 220 P5S Carbon' Round Wirc Round Wire Round Wire Round Wire 2.0 55. 0.13 22 1 32 0.0043 0.012 130 87 44 . 1.7. . 50 0.11 16 15 47 0.00008 (1) ,130 81 30 3.2 . 50 0.18 18 2 16 0.0014 (2) 5 130 4.9 50 28 1 55 0.0011 0.000008 130 3 33 590 25 15 33 170 100 130 95 270 ,200" 130 ' , . Rzhr~nxs 44 Xone ' ' (2) . . Heavy transfer film. high torque, wear . and leakage I-Iigh leakage. seal lift off 150 4200 %I 1300 35 22 . High wear 30 Very high rotating ring wear, early seal failure . . . Very high wear pnd high,torque C!:romc on 440C ' Aluminum OsiJc LA-2 C!:romiurn 3 Carbide LC-:c . S!iicon Carbide 2 Flat Spring Chrome on 440C Round Wire Chrome on 440C Round Wire 300 Sort material, low mechanical strength, very high leakage Inherent In Design 20 High seal torque, restart impossible I 3 Floating Carbon Face Type Seal >IYlOii Chrome on 1' I 44OC 4 Spring Load' Lbs. 440C P2003 Carbon P5S Carbon 1:. 7 Damper Spring 5 ~ e Total Face Press. psi P5S Carbon Chrome on RECU Tungsten Carbidc , lnheren t In Design . 3.7 3.6 55 .. . .. . 50 - . 0.18 . 0.16, 0.18 31 ' 21 ' 2 I6 50 40 0.0005 0.0003 (2) '. 0.000003 5 330 . . 260 60 Damper spring ma!$tnctioned Good wear and leakage Selective wear caused conical projcctions and high \wear and high leakage Selective wcnr caused conical projections and high wear and high leakage . ' 300 ' , 10 2 Very high wear, erratic and high leakage (rough surfaces) Low mechanical s:rength, dimensional instability. high leakage and wear High torque a: operating pressure Unit started at lowcr pressure High torque and high leakage 2 Leakage was not significantly better than present design Leakage was 5 sci~nfor first four hours, then increased to 20 scim 2 Low wear, low and repeatable Icakagc �I~~ATERIALS TESTED . ' TO~rlioi~iiizc scal distortion and conscilocnt Icaliagc, it is clesirablc to use ~natcrialsl~nvitlg,as ncarly as possil)lc, similar espinsion charactcristics an6 masirnuin hcat . concluctivity. Listccl in Table 3 arc thcrmal expansion, conclactivity, and Iiarclncss for scvcral scal matcrials. Other properti'es sucll as film laying cl~aractcristics,friction and wcai-ing qualitics, must bc dctcnnincd by actual test. Various combinations of carbon facc and mating ring matcrials wcrc tested as summarized in Tablc 4. Initial tests nrcre performcd ising a seal with an intcgral carbon 'nose wit11 a G39 carbon fact nlatcrial operating versus scveral cliflcrent mating ri~lg~natcrials.Carbon film transfer onto thc mating ring was hcavy and lcakagc, wcar, and torque were gcncrally high ancl not acceptable. A 1'2003 grapliitc matcrial with a clieinical salt imprconation opcrati~igvcrsus scvcral mating ring material~ 9 geilerally rcsultccl in high leakagc. Also, it was clisco\lcred in the coursc of thc program that tliis ~natcrialwas hydroscopic and, tlicrcforc, not suitablc for cryogenic use. Moisture attractecl to it rcsultcd in frcczing - bctwcen tlic seals and matigg rings \vithin the pump. Next, a P5N casbon graphite facc material with a chclnical salt impregnation was operatcd against a P5N mating ring. This resulted in high friction, torquc, wear and Icakagc, ancl confirmccl similar rcsults obtainccl with othcr carbon vcrsus casbon combinations in this pump unit. The 1'5N nose piccc was also tested versus flarnc platcd mating rings of aluminum oxiclc ancl chromium carbide. Carbon nose n7car and scal leakage \\we high. This zppcarccl to bc due to sclcctive wcar of thc flamc platetl materials resulting in sharp conical surface projcctions that abraiclecl thc carbon nosc matcrial. Thc P5N was also opcratcd against a silicon cahidc mating ring. \17ear and lcakagc wcre high and sealing \!?as erratic. In an attempt to rcducc seal friction, two non-casbon scal facc matcrials ~ \ ~ e tcstecl. rc One was a lligli tcrnpcratilrc material consisting largely of tungstcn disclcr~icle solicl lubricant ancl the othcr was silvcr-tcflon composition. Both rcsullecl in higli. wcar ancl leakage. The tungsten disclc~liclematerial had Ihc undcsirablc property of bccoming soft, dimensionally unstablc and wearing excessivcly after bcing cxposcd to liquid osygcn. Thc silverteflon material, duc to the fibrous nature of thc embcdclccl tenon particles, \\?asdiificult to polis11 to. the higli dcgrcc of surface finish ncccnary for good scaling.'i\n 'attempt to run-in thc niatcrial did not improve its scaling characteristics. ' . An h.lYl0K ciubon fucc piccc with an antilnony atldilive \\.as tested \rcrsus I~nrdcnccl(Ilc 55) 440c stainlcss slccl. This material producccl a vcry I~cnvytralisfcr filn~ on tlic mating ring. l'llc carl>on fcicc \\.as polislicd. IZcSulL:~utlediagc.wils low but scal friction torclt~c\ifas exccssivcly high. Tests wcrc also. conducted \\lit11 a I'5N carbon scal face opcrating vcrsus ~natingrings of harcl clirolnc platc on bcryllii~mcoppcr and also versus tungstcn carbide witli a nickcl binclcr. In both cascs thc mating rings ancl carbon faccs werc vcry liglltly scorccl across tllc arcas of contact. A vcry light carbon transfcr film was prcscnt on the mating rings. Lcakagc.and \ircar resl~ltswcrc approsimately thc salnc as obtainccl will1 P5N vcrsus harcl chromc on 440c stainlcss stecl. ?lie bcst and most consistc~ltrcsults wcrc obtainccl with a P5N carbon face opcraling versus a mating ring of hard chrome platc on annealed 440c stainlcss stccl. ljrear, leakagc, and friction torque wcrc within acceptable limits and werc repeatable. This material co~nl>iilation has bccn qualified ancl is presently being med in'a liq~iicloxygen punlp on a space veliicle. CONCLUSIONS From the work clcscril~cdhcrein tlic followi~lgcon clusions nrere reached: 1. The best seal co~nbilialionconsistccl of a P5N ear- bon face opcrating vcrsus a rotating ring of Ilarcl chronic platc 011 annealcc1440c stainless steel with a hydra~ilicoverbalailce of 55%, a face pressure of 10 psi ancl a spring load of 2.5 lbs. 2. The over-all pcrformaucc of the floating carbon facc typc scal was superior to tlie intcgral facc type seal. 3. The floating carbon facc seal \rw..found to have thc following advantagcs: a. Scal facc distortion cluc to the differential contraction bctwecn the carbon face ancl thc stainless stccl Lcllo\\~send platc was eliminated. b. Aclcquatc axial ancl torsional. .vil>ration damping - was achicvcd by friction between the car1)on . facc and the seal stationary keys with no conse. qucnt incrcasc in bcllows spring rate. c. Rcfinisliing and rcplacclncnt of tllc scal ca'rbon facc coulcl be donc without removal of the scal from thc pump housing. . d. Thc Iappccl bcllo~\~s encl plate dicl not rcqriirc rcfinisliing during the life of tllc unit. . ' . � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000054 Title A name given to the resource "A Helium Face Seal Application In a Liquid Oxygen Pump." Alternative Title An alternative name for the resource. The distinction between titles and alternative titles is application-specific. FICFS Preprint 24 Description An account of the resource Presented at the Fourth International Conference on Fluid Sealing held in conjunction with the 24th annual meeting in Philadelphia, May 5-9, 1969. Creator An entity primarily responsible for making the resource Cieslik, Walter American Society of Lubrication Engineers Date A point or period of time associated with an event in the lifecycle of the resource 1969-05-09 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) Liquid oxygen Pump seals Sealing Type The nature or genre of the resource Reports Text Source A related resource from which the described resource is derived Saturn V Collection Box 31, Folder 32 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Is Part Of A related resource in which the described resource is physically or logically included. FICFS Preprints Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000051_000074 https://digitalprojects.uah.edu/files/original/20/1139/spc_stnv_000055.pdf a3ffc30c2c9f010d1c077286206b49e3 PDF Text Text A Hybrid Simulation for Dynamic Verif icatio of Saturn Guidance and Control Subsystem: �IBM NO. 68-U6O-0013 A HYBRID SIMULATION FOR DYNAMIC VERIFICATION O F SATURN GUIDANCE AND CONTROL SUBSYSTEMS . Ronald T Patray May 15, 1968 International Business Machines Corporation Federal Systems Division Space Systems Center Huntsville, Alabama �A HYBRID SIMULATION FOR DYNAMIC VERIFICATION O F SATURN GUIDANCE AND CONTROL SUBSYSTEMS Ronald T. Patray International Business Machines Corporation Federal Systems Division Space Systems Center Huntsville , Alabama I. INTRODUCTION This paper presents a discussion of a hybrid simulation used to dynamically verify the Saturn Guidance and Control subsystems. First, the Saturn vehicle is briefly described to provide background information. The Instrument Unit (IU) is considered in more detail to give a proper setting f o r the Guidance and Flight Control (G and FC) discussion that follows. After a brief description of the actual G and FC System operation, simulation models of the G and FC components a r e considered in detail. This is followed by a discussion of the model assignment to a particular computer (digital o r analog) and justification f o r making that assignment. Finally, results of the A S - 2 0 4 / ~ ~ 1 hybrid simulation studies a r e briefly considered with mention of the actual flight data. 1 11. SATURN VEHICLE DESCRIPTION The Saturn IB, which has two propulsive stages (Slide I ) , is serving as a launch vehicle f o r the Apollo spacecraft earth orbital flight tests. These flights simulate certain studies of the lunar landing mission and provide flight 1 Some of the material in this paper is based on notes f r o m an IBM conference presentation entitled, "Digital Computer Program for Support of Hybrid Computer Simulation of Saturn Launch Vehicle, " by E. W. Snyder. �t e s t s for the spacecraft and the S-IVB/IU Stage. Each Saturn IB has a payload consisting of some combination of a Lunar Module (LM), Service Module (SM), Command Module (CM), and Launch Escape System (LES). The Saturn V, which has three stages (Slide I ) , is the launch vehicle f o r the actual lunar landing missions. For these missions the Saturn V will c a r r y a payload consisting of an LM, SM, CM, and LES. 111. INSTRUMENT UNIT The major purpose of the Instrument Unit (IU) shown in Slide 2 is to provide the Saturn vehicle with a centralized astrionics package for guidance, control, sequencing, and telemetry during boost and earth orbit, and through lunar trajectory insertion. The IU subsystems (Slide 3 ) include the Structural Portion, Guidance, Flight Control, Environmental, Instrumentation, and Electrical. A. Guidance and Flight Control Subsvstems Slide 4 lists the major components of the Guidance and Flight Control Subsystems. Included a r e the Launch Vehicle Digital Computer (LVDC), the Flight Control Computer (FCC), the ST-124 Inertial Platform, and the control accelerometer and rate gyro /control signal processor. Slide 5 shows a rough sketch depicting the closed loop operation of the Guidance and Flight Control Subsystems. Sensors on the inertial platform meas u r e the angles ( 8 ) between the inertial and body reference f r a m e s and changes in velocity along each inertial axis. These signals a r e transmitted to the LVDC-LVDA where the velocities a r e used in navigation and in computing the commanded gimbal angles (x). The actual platform gimbal angles ( 8 ) a r e differenced with the x's to give attitude e r r o r signals ($1 in the inertial platform frame. These $ 's a r e transformed to result in attitude e r r o r signals ( A qb ) in the body frame, which a r e fed to the FCC where they a r e filtered and summed with the filtered rate gyro signals to give engine actuator commands (4).The ,f3 signals drive the actuators and thus change the thrust vector orientation which in turn changes the vehicle attitude. (6) IV. DYNAMIC VERIFICATION OF THE GUIDANCE AND CONTROL SYSTEM Filters in the FCC and parameters in the LVDC flight program a r e designed to give satisfactory stability margins while maintaining good vehicle �response to guidance commands. These designs a r e determined by using linearized models and linear stability analysis techniques at a few frozen points in time. While this method of design has proved, thus f a r , to be reliable, it does not consider the effects of nonlinearities in the guidance system, nor does it consider vehicle dynamics continuously throughout boost flight. Thus, a means of dynamically checking the FCC filter design and LVDC flight program in a total system configuration under flight conditions, over all times of vehicle boost flight, was needed to ensure the nonexistence of adverse dynamic effects on the vehicle, the astronauts, and the guidance accuracy. It was decided that a system would be devised in which, except for the LVDC flight program, all components significantly affecting the vehicle dynamics would be simulated. For this task, a six degree-of -f reedom real time hybrid simulation with LVDC/LVDA flight hardware in the loop was chosen that would fully exercise the flight program and check its dynamic effects on the vehicle throughout simulated boost flight, and at the same time check the FCC filter design for vehicle stability and response. V. HYBRID SIMULATION Slide 6 shows a simplified G & FC loop for pitch and yaw. The LVDC and LVDA a r e flight-type hardware, while the Flight Control Computer, Engine Actuator, Vehicle Dynamics, Rate Gyro, Inertial Platform Assembly, and Propellant Utilization System (PU) a r e simulated on the hybrid system. Each component that significantly contributes to vehicle dynamics is described below, followed by a description of the simulation model of each component. A. Launch Vehicle Digital Computer (LVDC) 1. Actual LVDC Slide 7 depicts the Saturn V flight computer (LVDC) tasks by phase: Phase I includes the time of f i r s t stage boost. During this phase the vehicle is moving through the dense portion of the atmosphere where high aerodynamic pressure occurs. To avoid excessive structural loads caused by guidance maneuvers, no guidance constraints a r e applied. An open loop guidance scheme in the form of a time tilt program is used. Phase I1 includes the second stage boost time. The flight program during this phase uses a path adaptive guidance scheme called Iterative �Guidance Mode (IGM) in which guidance is a function of space-fixed position (F ) and velocity (G ) , ~ / m and time. This adaptive guidance scheme seeks to attain predetermined space -fixed position and velocity vectors with the consumption of a minimum amount of propellant. Phase I11 includes the f i r s t burn time of third stage boost and orbital time. IGM guidance is used during the boost portion of this phase. Phase IV includes the second burn time of third stage boost. IGM guidance is also used during this phase. Phase V includes all mission time after $-NB/IU Apollo Spacecraft separation. The LVDC/LVDA has a s inputs inertial platform gimbal angles, measured changes in velocity along each platform axis, and flight sequencing discretes. The LVDC/LVDA outputs a r e attitude-error steering commands and flight sequencing discretes. Since an actual flight type LVDC/LVDA is used in the simulation, no LVDC/LVDA model was devised. B. ST- 124 Inertial Platform Assemblv 1. Actual Platform The Inertial Platform Assembly (Slide 6) is the main sensor for guidance. At guidance reference release, which occurs a few seconds before liftoff, the platform becomes inertial (space-fixed). A resolver attached to each platform surface measures the gimbal angle ( 8 ) between the surface and vehicle axis. These resolver outputs a r e read by the LVDC flight program every 40 milliseconds. Integrating accelerometers, mounted along each axis of the platform, sense changes in measured velocities (AX,, A * ~ , A 2,) in increments of .05 m/sec. Signals representing these velocity changes automatically increment o r decrement velocity counters in the LVDA. These counters a r e read periodically by the LVDC flight program. �2. Platform Simulation Model Platform gimbal angles ( 0 ) a r e simulated by first transforming the simulated body r a t e s (Slide 6) into the inertial coordinate frame, and then integrating the resulting gimbal angle r a t e s (8). Gimbal angles a r e computed and transmitted to the LVDA at a 40-millisecond rate. (4) The platform integrating accelerometers a r e simulated in two ways: During f i r s t stage simulation, vehicle thrust is obtained through a table lookup scheme of thrust versus vehicle altitude. Thrust is then used with remaining vehicle m a s s (m,), which is computed, to obtain total vehicle acceleration . engine angles (F/mV). This acceleration is resolved through the simulated ( P ) to result in body acceleration components gB,yB, ZB). which in turn a r e transformed via the platform gimbal angles (0) into inertial platform acceleration components Wm, Y,, z,). These accelerations a r e then used to compute changes in measured platform velocity components (AX,, A A i m ) which would normally be sensed by the platform integrating accelerometers. The measured velocity changes a r e computed and transmitted through special interface equipment to the LVDA every 40 milliseconds. During the second and third stage simulation, vehicle thrust is obtained through a table lookup scheme of thrust versus Propellant Utilization System (PU) valve position, which is the output of the PU System simulation model. After vehicle thrust has been obtained, changes in the platformmeasured velocities (AX,, A , A z,) a r e derived in the same manner as in the f i r s t stage simulation. . C. Flight Control Computer (FCC) 1. Actual FCC The primary functions of the FCC a r e to provide command signals (PC) to the engine actuators and to ensure adequate vehicle stability by compensating the guidance and control loop with proper attitude e r r o r and r a t e filters. These f i l t e r s a r e implemented with passive elements. The FCC shown in Slide 6 has as inputs attitude-error steering commands ( A4's) from the LVDA and body r a t e s (4's) f r o m the body rate gyros. These inputs, when filtered in the FCC and summed, result in actuator commands (PC's)which move the engine actuator, and thus the thrust vector, to cause changes in vehicle dynamics. �2. FCC Simulation Model Slide 8 shows a simplified block diagram of the pitch control loop, including sloshing and bending models for a single engine stage. The simulated attitude and attitude rate filters a r e implemented with passive elements a s in the actual FCC. The control gains a. and a 1 a r e changed during actual and simulated flight in discrete steps to offset changes in the control moment of inertia. D. Engine Actuators 1. Actual Actuators The Saturn engine actuators, while differing in type from stage-to-stage, a r e all highly nonlinear with rate and position limits. 2 . Actuator Simulation Models Linear approximations of the engine actuators a r e used in the hybrid simulation. The transfer functions for these actuator models a r e of order three o r four, depending on the boost stage. In using these linear approximations, small engine angles (0 to 1 3 degrees) a r e assumed. Simplified nonlinear actuator models a r e presently being developed to handle more severe cases of engine movement. E. Bodv Bending Model The effects of one mode of body bending, caused by forces due to engine position ( p ) and acceleration a r e simulated in the pitch plane (Slide 8) by a second order linear model. The effects of bending (dB and A O B ) a r e sensed by the rate gyros and platform gimbals and therefore affect the guidance and control loop. (B), F. Moment Equation Model Motion of the rigid body is described by simple rotational mechanics: is equal to a moment coefficient C2 times Sin P , The attitude acceleration (4) where C2 is total thrust times the moment a r m (distance from engine gimbal to center of gravity) divided by the moment of inertia. The Hybrid Simulation �computes C2 on line from its component parts. The small angle approximation Sin P = P (radians) is used. G. Propellant Slosh Model Propellant Sloshing (LOX and LH2) effects on the vehicle attitude acceleration in the pitch plane and the Propellant Utilization System Valve Control a r e included in the simulation of the second and third stages. The inputs that cause major sloshing action in the pitch plane a r e the vehicle translational acceleration due to thrust in the pitch plane and vehicle attitude acceleration in the pitch plane. These inputs cause the propellants to move against the tank walls which, in turn, causes attitude acceleration to be induced by two factors: the force of the propellant sloshing m a s s acting on tank walls through a moment a r m about the center of gravity, and the sloshing m a s s being displaced from the center line of the vehicle acting through a radial moment a r m about the center of gravity. The model used to simulate the sloshing effect during second and third stages consists of two linear second-order directly coupled differential equations with m a s s varying coefficients. These differential equations describe the radial motion of the slosh m a s s (LOX and LH2) in the pitch plane. H. S-I1 and S-TVB Propellant Utilization Systems (PU) 1. Actual PU System One function of the PU system is to control the LOX and LH2 flow to the thrust chamber in such a manner that depletion of LH2 and LOX will occur simultaneously. Remaining LOX and LH2 a r e measured by capacitance-type probes in each tank. The signal from each probe is gain adjusted so that when the two signals a r e differenced, a resulting signal will drive the PU valve position servo to give a desired EMR. Sloshing (LH2 and LOX) causes the signals representing remaining propellant to vary, which in turn tends to cause the PU valve position, EMR, and thrust to vary at the sloshing (LOX and L H ~ frequencies. ) Since a varying thrust has ill effects on the guidance system, the PU valve control signal is filtered so that sloshing frequencies a r e highly attenuated in the resulting valve control signal. �2. PU Simulation Models Slide 9 depicts a S-IVB PU system model obtained from a MSFC Guidanct This is basically the model used in the Hybrid Dynamics Design Document. Simulation. The S-I1 model is essentially the same except for a different sloshing filter. In the PU model, remaining LH2 and LOX masses at any point in time a r e determined by integrating the total flow r a t e s and subtracting these f r o m the initial LH2 and LOX masses. Slide 9 also shows how the effects of propellant sloshing on the PU system are implemented. VI. COMPUTING TASK ASSIGNMENTS In assigning computing tasks several factors were considered that seemed to fall into two general categories as shown in Slide 10 and as follows: A. Application Orientation 1. Frequency Content In the Hybrid Simulation, models with high frequency content were simulated on the analog computer, which has a bandwidth of several kH. The f r e quency response of digital computers depends on both the algorithms used to represent a given model and the solution r a t e of the algorithms. In general, f o r good accuracy, the solution rate must be several times the highest significant frequency . 2. Precision Requirements Where high precision was required the digital computer was used, because parameter value can be maintained and expressed in much smaller increments. An analog signal value is usually expressed in no more than four o r five decimal places. 3 . System Composition In the r e a l world the LVDC is digital while the FCC is analog. Precision in a simulation need not be greater than it is in the actual system. This was a consideration in assigning the FCC simulation task. MSFC Memo #R-ASTR-F-66-45, Phase I1 Guidance Dynamics Design Document f o r AS-207, 8 March 1966. �Flight Hardware Interface 4. The output of the hardware (LVDC-LVDA) consists of attitude steering commands ( A 4 ) which a r e analog signals. The inputs to the flight hardware a r e platform velocity counts, which a r e discrete in nature, and platform gimbal angles, which a r e analog signals. 5. Type of System One important consideration in some of the model assignments was the time varying coefficients in the differential equations representing the models. The analog computer readily lends itself to modeling the differential equation while the digital computer easily handles time varying coefficients. The models were therefore simulated on a hybrid system using multiplying DAC's to combine the coefficients with the dependent variable and i t s derivatives. B . Simulation Hardware 1. Memory Size and Speed of Digital Computers While memory size can be important, it was not a consideration in this simulation. The speed of the digital computer was a consideration, in that i t determined how fast the various loops in the program could be processed and, therefore, what the solution r a t e s f o r the various model algorithms would be. 2. Equipment Configuration of the Analog Computer Task assignment is largely dependent on the types and number of elements on the analog computer. In this simulation the analog computer specifications were based on the already determined task assignments listed below; thus the elements were not really a consideration in this case. 3 . Linkage Characteristics The bit configuration (word length), conversion rates, and number of channels @/A, A/D, D/D) were important considerations in assigning c e r tain tasks. �4. Communication Channel Count and Precision Versus Consolidation of Small Computing Task on One Machine When implemented all-analog o r all-digital by the use of special techniques, a model which is best suited to hybrid application will use fewer conversion channels but may lose precision and accuracy. C . Assignments Slide 11 shows a list of the actual computing task assignments. a r e as follows: These Analog - - - Flight Control Computer Control Actuator Moment Equations Propellant Slosh Model Body Bending Model Propellant Utilization Control System Digital - - D. Inertial Platform Time and Mass Varying Function Generation Navigation Model Telemetry Ground Station Control of Automated Setup and Checkout of Analog Computer Propellant Utilization System Valve and Pump Model Data Reduction and Preparation Hybrid Simulation Tie -In Tie-in of the total hybrid simulation is presented by tracing system signal flow in the S-IVB stage pitch plane as follows. The analog computer receives the attitude steering command ( A 4 ) from the LVDC-LVDA. The P control computer model filters this signal and sums it with the filtered body attitude rate ($p) generated by the vehicle dynamics model. The resulting signal (PCP)is fed to the actuator model which generates the simulated engine �(9). angle This is then multiplied by the control moment coefficient (CZp), provided by a digital model, to result in a rigid body pitch attitude acceleration due to engine thrust. This component is summed with the attitude acceleration arising from propellant sloshing to give total attitude acceleration ($p). This $p is integrated once to result in rigid body attitude rate (dp)that is summed with attitude rate due to body bending ) to give a simulated body rate gyro bp output (bgp). The propellant sloshing model has a s inputs, engine angle ( 6 ) P and attitude acceleration (Pp), while the bending model is forced by engine angle (Pp) and engine rotational acceleration (b ). P (6 The propellant utilization (PU) system is forced by remaining LOX and LH2 m a s s which a r e computed on a digital computer. The PU system is perturbed by radial positions of propellant sloshing m a s s e s (LOX and LH2). The output of the PU system is valve position (av). A digital computer receives as inputs from the analog models the attitude rate (dgp), the engine angle (Pp), and the PU valve position (8,). The $gp is resolved into the inertial platform frame to result in a platform gimbal angle rate ( 6 p), which is integrated to give the gimbal angle (0 p). The PU valve position (6 ). is used in a table look scheme of total thrust ( F ) versus 6, to obtain F, which is then divided by remaining vehicle m a s s (mv) to result in total vehicle acceleration (F/mv). Vehicle m a s s is computed by subtracting integrated propellant flow rates from initial vehicle mass. Components of body m ~ the engine gimbal angles. acceleration a r e obtained by resolving ~ / through These components a r e in turn resolved through the inertial platform gimbal angles to result in inertial platform accelerations components, which a r e used to compute changes in measured platform velocities. These changes in velocities and the simulated inertial platform gimbal angles a r e transmitted via special interface equipment to the LVDC -LVDA where the accumulated velocity changes a r e used for navigation and computation of commanded platform gimbal angles (x). These x ' s when differenced with the actual platform gimbal angles result in attitude e r r o r signals (+) which a r e transformed into the body frame to result in attitude steering commands (A$). These A $ 's a r e then transmitted t o the analog computer to close the guidance and control loop. �VII. RESULTS In concluding this presentation, some of the results from the AS-204 L M / ~Hybrid Simulation studies will be discussed. Slides 12 and 13 show s t r i p recordings of some of the simulated vehicle and systems dynamics f o r a nominal case. From left to right on Slide 12 a r e the pitch attitude steering command (A$*), pitch engine angles (Bp (1,2) and ($ (3,4), pitch body r a t e (&p), yaw attitude steering command ( ~y), 4 yaw engine angles (fly (2,3) and (Py (1,4), and yaw body rate (&y). Magnitudes of these parameters and significant flight events a r e indicated. Slide 13 shows Cfrom left to right) the roll attitude command @OR), body roll r a t e (eR), radial displacement of the fuel and LOX sloshing m a s s (Z and ZL), remaining LOX and fuel weight (WL and WF), the change in engine mixture ratio (AEMR), and P U valve position (aV). These simulation results compare favorably with actual flight data. All significant differences a r e attributable to uncertainties in certain initial conditions. While results from the hybrid simulation have been good, certain anomalies in actual Saturn flights have revealed a need f o r studies that were not previously considered. These studies can be handled by making slight modifications to certain simulation models. VIII. SUMMARY A hybrid simulation is used to dynamically verify the guidance and cont r o l subsystems of Uprated Saturn I and Saturn V vehicles. This is done by simulating pertinent vehicle dynamics in a closed guidance and flight control loop with flight-type (LVDC and LVDA) hardware in the loop. In conjunction with equipment constraints, the computational complexity imposed by the requirements for high precision solutions of the guidance and navigation equ: throughout the total boost portion of the mission and f o r accurate solution of nonlinear differential equations with variable coefficients and high frequenc: content led to the choice of a hybrid system for this application. This simr has already proven to be a valuable tool fop preflight prediction of vehicle/ system dynamic performance and i t s effects on guidance accuracy. With further developments, it will also be useful for detailed evaluation of dyna. behavior under extreme combinations of off -nominal situations. �LAUNCH ESCAPE SYSTEM LAUNCH ESCAPE SYSTEM COMMAND MODULE SERVICE MODULE COMMAND MODULE SERVICE MODULE ADAPTER S-IVBSTAGE LUNAR LE q+- - - I 1 J -2 ENGINE INSTRUMENT S-IVB STAGE 5-IVB AFT INTERSTAGE --I I . 1 J-2 ENGINE S -IC STAGE S-IB STAGE 8 H-1 ENGINES APOLLO-SATURN V VEHICLE UPRATED SATURN I VEHICLE Slide 1 �SATURN INSTRUMENT UNIT Slide 2 �Instrument Unit Subsystems e STRUC'TURAL PORTION e GU IDANCE AND CONTROL e ENV I RONMENTAL CONTROL e MEAS UR ING AND TELEMETRY e RAD 10 FREQUENCY e ELECTR ICAL Slide 3 15 �Guidance and Control Subsystem o LAUNCH VEHICLE DIGITAL COMPUTER (LVDC) o LAUNCH VEHICLE DATA ADAPTER (LVDA) o FLIGHT CONTROL COMPUTER (FCC o ST 124 INERTIAL PLATFORM a BODY RATE GYROS Slide 4 16 �Simplified Saturn V Slide 5 17 �Guidance and Control System - .. .. .. Xm ' Ym ' Zm lnertial Platform Assernbl y >P ------------------- B~ - I I I -% JJ I I inertial Velocities (~11,A V , OW) Inertial Platform Gimbal Angles ( 0 ) 1 __c LVDC -1 -1 LVDA n v ~ b Flight Control Computer @CP Engine Actuator Vehicle . -@% Dynamics I A A ' -vT' ' PU System Rate Gyro --------- Slide 6 18 I I I �FLIGHT COMPUTER TASKS B Y PHASE 185 Kilometers (100 Naut. Miles I SATURN V I APOLLO PHASE t Slide 7 19 I TASK I �Control Loop Slide 8 �Propellant Utilization System z~ ,c o s e F SLOSH INITIAL L H 2 ~ t ~LH2~ ~ ~ -- . 8wF a z ~ FROM SLOSH MODEL NOMINAL L H ~ FLOW RATE I LH2 BRIDGE SERVO I 'PU K~ ( d s 2 cs5 t 6s4 - - bS ' - es3 fs2 g s POSlTlONER VALVE AA\P FORWARD SHAPING -1 VALVE : K~ I GEARS & POT REDBACK I LOX BRIDGE SERVO - - 2C~"~ , 1 1\ .s K~~ z~ FROM SLOSH MODEL - ' coseL . IINITIAL aW~ aZL LOX SLOSH WEIGHT Slide 9 LOX WEIGHT I N O M l NAL LOX FLOW RATE Lox TO THRUST MODEL �Factors Related to Computing Task Assignments in Hybrid Simulation 1. APPLICATION a. b. c. d. e. 2. FREQUENCY CONTENT PREC IS ION REQU I REMENTS SYSTEM COMPOS IT1ON FLIGHTEQUIPMENT INTERFACE TYPE OF SYSTEM COMPUTER HARDWARE a. b. c. d. MEMORY S I Z E AND SPEED OF D I G l T A L MEMBER EQU I PMENT CONFIGURATION OF ANALOG MEMBER LINKAGE CHARACTER1 STICS COMMUNICATION CHANNEL COUNT AND PRECISION vS CONSOLIDATION OF SMALL COMPUTING TASK ON ONE MACHINE Slide 10 22 �Computing Task Assignment ANALOG a a a a a a FLIGHT CONTROL COMPUTER CONTROL ACTUATOR MOMENT EQUATIONS PROPELLANT SLOSH MODEL BODYBENDINGMODEL PROPELLANT UTl L l ZATl ON CONTROL SYSTEM DIGITAL a a a a a 0 0 lNERTl AL PLATFORM TIME ANDIOR MASS VARYING FUNCTIONS GENERATION NAVIGATION MODEL TELEMETRY GROUND STATION CONTROL OF AUTOMATED SET-UP AND CHECKOUT OF ANALOG PROPELLANT UTILIZATION SYSTEM VALVE AND PUMP MODELS DATA REDUCTION AND PREPARATION Slide 11 23 �Slide 12 �Slide 13 �4 Federal Systems Division, Space Systems Center, ~untsville,Alabama � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000055 Title A name given to the resource "A Hybrid Simulation for Dynamic Verification of Saturn Guidance and Control Subsystems." Alternative Title An alternative name for the resource. The distinction between titles and alternative titles is application-specific. IBM No. 68-U60-0013 Description An account of the resource This paper presents a discussion of a hybrid simulation used to dynamically verify the Saturn Guidance and Control subsystems. First, the Saturn vehicle is briefly described to provide background information. The Instrument Unit (IU) is considered in more detail to give a proper setting for the Guidance and Flight Control (G and FC) discussion that follows. After a brief description of the actual G and FC System operation, simulation models of the G and FC components are considered in detail. This is followed by a discussion of the model assignment to a particular computer (digital or analog) and justification for making that assignment. Finally, results of the AS-204/LM1 hybrid simulation studies are briefly considered with mention of the actual flight data. Creator An entity primarily responsible for making the resource Patray, Ronald T. International Business Machines Corporation. Federal Systems Division Date A point or period of time associated with an event in the lifecycle of the resource 1965-07 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) Project Apollo (U.S.) Saturn launch vehicles Apollo spacecraft Spacecraft guidance Spacecraft control Computerized simulation Dynamic tests Type The nature or genre of the resource Reports Text Source A related resource from which the described resource is derived Saturn V Collection Box 26, Folder 34 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000051_000074 https://digitalprojects.uah.edu/files/original/20/1140/spc_stnv_000056.pdf 3c1d866c81cec99dbfe2a16cc984fec6 PDF Text Text . . t..: ..:,;.:. \ ...... L . , 1 { .; : ,'. LA....- ;'.';,I e>,.< - i <.. ,... : . . <. . .<.;, -> 5 d A , . -. ;j&..$?,;:,;;,;; ,:.' ........... ..,... y:\. :;::'. &. . ,: ':..... "...J:,--.. . P ;.. .-.<. . . . :,. . " ,.,' . .'->, -2 i *>->,.., \.<:.'..:., SI:,. ,> . ri 4 ;! > ' ' ' ,i' .\, , ..... :: . . -:,. : , ..... . ! . "". . ' L.:;. , : '~ - .' <t:$;3d; , ;,:::>. >, .r.<<;:;;::-..::: . . . ...... ,*,.- :.; . : % < ? 2 ,r.' ... '.-' ,../ .;, ! . , . .$. .. .',..> ' -:. . . . < -+,--. ,:.L- ........ ;:.. . . . . . . . . . . ,. . . . . . . - . . . ,-; .... .: ,,... :,: ; . .:...:.... ..:. -,-a ..:.;. .; :,;. ,.,. ....... --- -.?4--,-:' . . ,; ....... .,...* ........ .".. ...... ; .... :..,>,. . . . . . . . .. . .. ....., . ' . . . .; . :,4-,* *,:. :v."*.-v ; 2 - . C I - " ,- . , . . \ > -. - . -. 4........... ? c. -.-.'O*-: h.<; :;...; . :..... -% . . ,:?T ,>; 7sL2,:~.yi" .-..\.> *,.-;. -,&> *2*..'...' ' >. . , . CONTROL CONFERENCE . -,' ..; / . /c.:.:: "if . ..;.*r. -... . ':<.-.,. .:. . .,.. ........ . .,, . . .A. , . _ SF-,- . . . . . . .. . z 9 9 . . - ..... . : .., , .;, : 12-14, 19631 MASSACHUSEl-iS 6NSTlTUTE OF TECHNOLOGY: .'._. . , 1 I,/, . . -;.?;~~,;~;,;.~;q~;;i;~;,j ?.~, + '< -. . , - k:-,-:.;:. :;:,: ;,..:::,;:?, \ ::,;.?*:, . , , . , % . . & - C,~MBIIIDGE, h4kSS?iCKL!SE-iTS ' by 0. T. DUGGAN Fiars2.,.ahl Spaco F l i g h t Center National 2.esonautics and Space Aclrdn-is lration Huntstaillo, i2.2. .- No. 6 3 - 3 9 . L - . \. *::'.: ,! ,\ v:;..;: *::. . ' , ,., :,; 'li: ..:.... ;. .... -:M c . ,.> ....... % . ; . $ , . <:.. < . .;.&i>:. b;.:;: :: .: :......... .-h %.::.;. .... ...:. :..% '.- ......". .." : pUGUST . ."-..* U..,. . ;::,*'Yh AlAA GUIDAXCE AND , :. ".; . .'I, $ . . '2. \-~~'.. ,-:,j , r,:-,,..; .., v L . .i: -A .L, 1 , c.:.,;.:':........ -3.>,>..*, . . . t .\. ;.; .<-. '.. s:3, v..\ .... *. , .> ", F ' . -.: ? R,, L. 5: - :..:...,, ... . . . . . ., . . . . . . . . -.... . .,, .. .,'.. ..% ' . . ,. . , ., .. . < . . . . ,-: .. . ., . . .......... . . . . . . . . . k.. . . ,. . . . ;.. . . . . . . . . . . . . . c.... ........................ .-;.:.'.:-\!:: , . ,. , , : . '. , , .,, .. . . . . . . , . ,, . . . . .- -. . . . . G.h :.. . , *J , E I , . . <.,A ,'.:. .'. " . . C.. . -. .;. . 1 ;, , ,.... :':.: ..\, ,.> .........:\\ *i. . i* ,;. ... ':.;;. ' "1 . ..-.--j. ...I ' , , ,,, , 6. ... " . ... .. .. . .----------. .... ,+ 7..- . .. 6:. ..........*. ,&;. . , :-/" , L ..$ . _. .. . . . . . /</ ,-.. . . . :.. .\ , ' ... .J .? : ,,; ::d:----L-.;".:,. >./ ; ,,' . ,L" :: 'j . . <, .: ~<G -,.',; . . * ..-...:....... . .>.......:.....";;>22-4' ;. '..,...I. - /- <--:.= C . . .- 7 7 i"" .-----. . ----. . .., / . . - ' i . - ��.,-- ;;;;p!iPier , is 109 db maximum and i s controlled by an AGC voltage from the range tracker. MODULATOR - POWER SUPPLY ASSEMBLY The modulator-power supply i s b u i l t as one assenbly. The roduiator i s an a l l s o l i d s t a t e device that receives a 144 pps sync pulse from the timer and produces a pps, I:&s, 3500-volt nodulator pulse iot- the transmitter. The modulator c i r c u i t consists of a d.c, resonant charging network and an opsn-cndcd, pulse forming network t o generate the oodu l a t o r pulses. The power supply is a dace-to-d.c. converter with a 26 V d o c . input t h a t supplies s i x regulated v o i t c g e i ?in4 O n d ~ ~ f i r a g ~ l e tVvitags ad f o r t h e f ivo assemb 1 ies of the a1 timeter. tracker is to track the delayed video I-eturi? s i c j nal and produce a g s t e whose width i s a iuncticn of the d i s t a n c e t o the eartii, It s l z c Senerates AGC signals' t o control the Cjdiri of the I F amp!;fTers and a r e l i a b i l i t y signal w h i c h i n d i c s ~ e s t h a t the t r a c k e r is lflocked-on" the return s igrzl and t h a t the a l t i t u d e d a t a being tran;:a;ttcci i s re! iabie. ~ The t r a c k e r can search f o r , " I c c k - ~ n,~and t r a c k returned signal w i t h power levais as i c w a:, -Ci dbm, and w i t h range r n t c s u p t o 6 ;.m/s. 7:-tc t r s c k e r has two rrodes of operation: rke l g t r a c % i ! mode and the t l s e a r c h t rmcde. Figure 3 i s a simplIfIed biock diagram of the t r a c k e r i n the H t r a c k s lmode of operaiion. TIMER ASSEMBLY The timer c o n s i s t s of the timer sub-assembly and a 21.233664 MHz clock o s c i l l a t o r . The o s c i l l a t o r supplies the time base f o r a l l functions of the timer (Figure 2 ) . The clock frequency i s divided t o produce the 144 pps sync pulse and i s f u r t h e r divided t o produce the 36 pps t r a n s f e r signal t h a t c l e a r s and resets the storage r e g i s t e r and accumulator. The 36 pps signal i s divided by 18 t o provide the 2 pps time s i g n a l . This time signal i s the i n put t o a 9 - b i t counter t h a t provides a binary coded elapsed time output. The a l t i t u d e data is generated by gating the 21 MHz clock signal i n t o an 18-bit accumulator. The < z i n g signal i s the counter g a t e from the range .acker. I t s width is proportional t o a l t i t u d e . The counter gate occurs 144 times per second (four times the r a t e of the t r a n s f e r puls?), which means t h a t the IS-bit a l t i t u d e word i s the count a c ~ cumu lated during four counter g a t e i n t e r v a l s . This provides an a i t i t u d e readout t h a t i s the average of k a l t i t u d e measurements made over a 1/36 of a second i n t e r v a l . This method a l s o slows the data r a t e t o a r a r e reasonable va Iue. The 18-bi t storage r e g i s t e r receives and s t o r e s the 13-bi t a1 t i tude word f rom the accumulator. The storage r e g i s t e r i s cleared and r e s e t 36 times per second, j u s t prior t o r e s e t of the accumulator. Data i s avai lable f o r telemetering f o r approximately 23 ns out of every 28 ms. Clear and r e s e t functions a r e performed during the remaining 5 ms. The stored 18-bit a l t i t u d e word i s read by the te!emeter;ng equipment a t a r a t e not synchronous w i t h che t r a n s f e r pulse r a t e , which r e s u l t s in periodic readings t h a t occur while the 18-bit s t o r age r e s i s t e r i s i n the process of being cleared and r e s e t (new data s h i f t e d i n fron the accumulator). i n order tnat these erroneous readings w i l l not be nisin:er?reted, an " i n h i b i t " signal i s generated 5 LLi:een -- torag age c l e a r t 1 and "storage resetu ( t h e 5 ns pc;;od previously mentioned). This i n h i b i t s i g nal is used as a "flaga1 on t h e telernetered data t o denote unrel iable data. pP 1 .L,+ Rb,NGE TRACKER ASSE3BLY The primary function of the a l t i m e t e r range The negative s t a r t pulse from t h e t r a n s m i t t e r s t a r t s the counter g a t e f 1 ip-f lop and the l inear sweep generator. The l inear swaep generator gener a t e s a i i n e a r ramp function t h a t r i s e s to approximately l G O voi t s i n 3 6 0 0 4 s, The pick-off dioce a t the output of the 1 inear sweep generator a 1 lows some portion of t h e l i n e a r sweep t o psss t o tne range g a t e generator c i r c u i t . The portion t h a t i s passed depends upon the magnitude of t h e d.c. voltage fed f r o n the servo amp1 if i e r t o the p;ck-oii diode. The portion of the l i n e a r swee? t h a t passes ~ h r o u g hthe pick-oci d i ~ d eis t h a t whicn occuis a f t e r the sweep volrage has reached t h e n a g n i t u l s of the d . ~ . voltage from t h e servo. Since the amplitude of the l i n e a r sweep i s a Functir: of t i a e , the magnitude of t h e d.c. voltage fro,? the servo determines a t what time along ehe i inear swccp the pick-off diode w i l i begin t o pass the sweep, The portion of the sweep'that i s passed t h r o u ~ h the pick-off diode i s amplified, shaped, and d i f f e r e n t i a t e d t o form a sharp pulse a t the i n s t a n t the sweep i s picked o f f . This pulse i s used t o range g a t e and t o generate the generate the 2-/$s' s t o p pulse which terminates the counter g a t e , -ine , counter g a t e i s fed t o the e r r o r sensor where i t concrols a high speed video switch. The I? gated video pulse i s a l s o fed t o t h i s switcn. the end of t h e counter g a t e does not coincide with the c e n t e r of the returned video pulse, an e r r o r signal causes t h e servo output voltage t o cnange i n the di rection necessary t o return tne end 05 the counter g s t e t o the c e n t e r of t h e video pulse. As the a l t i t u d e changes, t h e e r r o r sensor and servo c i r c u i t s mair,t : n ;he range g a t e a d t h e efid of the counter g a t e coincident with the recurned video pulse. As long as coincidence i s n a i n t a i z e d , range loss relay K-101 i s energized and t h e t r a c k e r I n t e g r a t o r s i n the operates i n t h e I'track" mode. servo c i r c u i t s t o r e range r a t e information, whicn a1 lows the t r a c k e r t o continue tracking a t tne same r a t e during s h o r r duration s i g n a l fades, i l I u s t r a t e s typical wavsshapes of 'the Figure tracking c i r c u i t s i n t h e "tracki1 mode of operation. AGC C i r c u i t s (Fisure 5) The range t r a c k e r produces t h r e e AGC s i g n a l voltages: fixed AGC, noise A C C , and pdise AGC. These t h r e e voltages a r e fed t o an "OR" g a t e , which a l lows only the most negative voi t a s e t o pzss. ~~-&,?>;hz �Noise AGC i s used during the I1searcht8mode. It i s generated by the IF noise and i s adjusted fdr optimum searching action. the storage c i r c u i t t o maintain "icck." Pulse AGC i s used i n the mode of opera tion and i s generated f ron the 2 - 4 s rangegated video pulse alone. The a ] timetei- aatenns was rjes l ~ c e de n d b u i l '; by the Antenna Developiiient Ijnl t ot ;',SF::. I t i8 a planar 3 by 4 s l o t a r r a y . The s l o t 5 a:e ctched on one s i d e of a l/b-inch t h i c k , coppcr-lsrninsted rexoli t e sheet. The o t h e r s i d e of t h i s shze'c h z s an etched feed l i n e which divides the poSwer cqvsi iy a n d i n phase among the s l o t s . To bloc!: one 5 i d e of the s l o t s , another l/8-inch ::hick, copper- 1c:~iI:;~iteJ r e x o l i t e s h e e t i s used, duplicating the povtcr divider on one s i d e where the lamination on tha other side i s l e f t intact. Fixcd AGC i s used during the t r a n s i t i o n from "scarchI1 to lltrackll mode of operation to prevent thc I F amplifier from s a t u r a t i n g , Video Gatinq (Fiqure 5) The returned video pulse i s gated a t several poinks i n the range tracker t~ gate out noise and other unwsnted s l g n a l s wh! la allawing kka v f J e 6 return signal t o pass. The width of the gates depends upon whether the tracker i s i n the search mode o r track mode. The f i r s t gating c i r c u i t (Al) encountered by the returned video i s relay controlled. I n t h e search mode, the g a t e width i s approximately 35004s long. The f i r s t 100As following the transmitter pulse i s gated out by an i n h i b i t pulse f torn the blanking g a t e generator and the l a s t 3300 ,L(s of the time interval between transmitted pulses is gated out by a blanking gate from the sweep g a t e generator. This gate s e t s t h e maximum and minimum tracking 1 i m i t s of the range t r a c k e r as required by the mission of t h e a l t i m e t e r and prevents processing of unnecessary noise. I n the track mode, gating c i r c u i t A1 i s cont r o l led by the 2-14s range gate. This al lows only the 1-,d/s video return and I - A s of noise t o pass t o the o t h e r c i r c u i t s of the tracker. The second g a t e (A2) gates the video i n t o the pulse AGC and r e l i a b i l i t y signal c i r c u i t s . i t i s always controlled by the 2&s range gate; theref o r e , very l i t t l e AGC voltage i s deveioped by t h i s c i r c u i t u n t i 1 t h e return video pulse and range g a t e are coincident. Gated storage c i rcui t A4 gates and s t o r e s t h e video pulse energy during each range g a t e i n t e r v a l . Th i s stored vo i tage produces the pulse AGC voltage ,. and the "re1 iabi 1 ity" signal which causes the range tracker t o swi tch from 18search1rt o ll.trackltmode of operation. ANT Eb!!IF\ One anfeqna i s used f o r both %fentimitt;n: ?nd recei V I ng. This antenna conP i guration oroduccs a pattern normal t o i t s a p e r t u r e having 16 db cjain a; the c e n t e r of the lobe. The level of s i d a lobes i a r e l a t i v e l y low, but high enough t o a s s u r e aaequate signal s t r e n g t h u r i n g ' t h e e a r l y portion of t h e f l i g h t t r a j e c t o r y . 9 PROBLEM AREAS The two major problems encountered i n t h e design of t h e Saturn radar a1 timeter stern f r o n the lack of knowledge of radar returns f roa a l t i tudes beyond the c a p a b i l i t y of a i r c r a f t . Existing theory as t o the r e f l e c t i v i t y f i g u r e of sea-water v a r i e s over a wide range, even a t t h e r e l a t i v e i y low a l t i t u d e s f o r which data e x i s t s . Transmit:zr power requi reinent f o r the a 1 tlmeter was based ci? a conservative r e f l e c t i v i t y f i.gure, and what ccltild be realized within e x i s t i n g weight and space l i r i i i tations. Accuracy of the system depends heavily c n the shape of the return echo. Existing theory s t a t e s t h a t above the c r i t i c a l a l t i t u d e of the s y s t e a , the return pulse r i s e time becomes equal t o the tracsmitted pulse width. Attempts were made t o verify t h i s theory, but f l i g h t t e s t s t o a l t i t u d e s of 22 k~ revealed very l i t t l e increase i n retiirn pulse r : s e time.2 For lack of experimental data a t a i t i t z d e s of 50 km t o 430 k ~ t,h e tracking system design was based on the assumption t h a t e x i s t i n g theory as t o -. return pulse shape i s c o r r e c t . An e r r o r i n t h i s ..'. assumption w i l l r e s u l t in a b i a s e r r o r i n t h e a i t i tude data. EXPERIMENTAL F L i GHT Gate A3 allows a l l of t h e video and noise from gate A 1 t o pass t o the noise AGC c i r c u i t , except the video t h a t occurs during the range gate interval. I n the search mode, approximately 350yds of noise and video e n t e r s the noise AGC c i r c u i t t o provide AGC voltage. I n the t r a c k mode, however, the only video and noise reaching g a t e A3 i s t h a t which occurs during the 2 M s range g a t e i n t e r v a l . The i n h i b i t pulse from the range g a t e generator prevents t h i s from passing through A3; consequently, p r a c t i c a l l y no noise AGC v o 1 t a g e . i ~ developed. Gsted storage c i r c u i t A 5 gates and s t o r e s the e r r o r signal used by the servo loop. During t h e search node, the 3 5 0 w s of noise plus video i s used as the gating signal t o determine t h e direction i n which the servo i s driven t o acquire the returned signal. During t h e t r a c k mode, t h e 2-y$-' s range gate i s used t o g a t e the e r r o r signal i n t o The radar a l t i m e t e r was flown as an experimental passenger aboard Saturn vehicle SA-4 on March 28, 1963. The t r a j e c t u r y o f t h i s vehicle was not ideal f o r a l t i m e t e r operation because of the t i l t angle of rhe vehicle over the p o r t i o ~of L LL IZ t r a j e c t o r y of i n t e r e s t . The antenna main lobe was centered 90' from t h e main a x i s of the vehicle f o r optimum- s i gnal return during hor i zonta 1 il ign t ( f o r which the a l t i m e t e r was designed), with minor lobes centered 45' from the main lobe (Figure 6 ) Tne a l t i m e t e r lllocked-onll t h e return pblse when :hz vehicle was s t i l l a t a t i l t angle of 47' from t h s horizonta 1 . lrLock-onll occurred a t approximate :y 105 seconds a f t e r l i f t - o f f and was maintained until approximately 125 seconds a f t e r lifi-sf:, a t whicn time the retro-rockets were f i r e d and :he v e h i c l e began to r o l l . The a l t i m e t e r tracked From approximately 40 km t o 62 lun above the E a r t h ' s s u r f a c e . Telemetered t e s t data indicates t h a t t h e a l t i n e ~ e r operated properly throughout the f 1 i g h t . . ~CQCU-3 , - * ,*.- -- �f i g ~ r e7 shows the f l u c t u a t i o n s i n t h e a l t i tude d a t a . The g e n e r a l t r e n d i n t h i s f i g u r e has no signia;icancc and i s o n l y t h e r e s u l t o f some d i f f e r encing c a l c u l a t i o n s which were done t o emphasize the h i s h e r frequency o s c i i i a t i o n s . T h i s f i g u r e shows: t h a t the data contains noise bursts t h a t o c c u r about every second; t h a t an a l t i t u d e s h i f t o f about 30 n o c c u r r e d a t o u t b o a r d engine c u t o f f (oECO) ; dnd t n a c t h e rehdam o r r e f i p 06bbt *$Q rn, wXie1-i i s w i t h i n t h e a1 t i m e t e r s p e c i f i c a t i o n s . Tne cause o f :he n o i s e b u r s t s and t h e a l t i t u d e s h i f t a t OECO has n o t y e t 5een c o m p l e ~ e l ydetermined. The o u t p u t d a t a f r o m t h e a l t i m e t e r i s compared w i t h t h e a c t u a l t r a j e c t o r y i n F i g u r e 8. The c a b l e a s s o c i a t e d w i t h t h e a l t i m e t e r and t h e d i s t a n c e between t h e v e h i c l e c e n t e r o f g r a v i t y and t h e a l t i m e t e r antenna c o n t r i b u t e about +I5 m t o 2 0 m b i a s i n t h e d i f f e r e n c e s shown. The o s c i l l a t i o n s about t h e mean a r e caused by t h e n o i s e i n t h e a l t i m e t e r o u t p u t . T h e d e v i a t i o n s (a1 t i m e t e r minus a c t u a l t r a j e c t o r y ) v a r y f r o i i l +bO,m t o -20 m. The AGC v o l t a g e du;lng t h e lock-on ? - r i n d i n d i c a t e s t h a t t h e r e c e i v e d s i g n a l 5;i*ei,gth v z r i z d bcewcen -60 dbm and -80 dbn, - i he n e x t e x p e r i m e n t a l f l i g h t F I 1 1 o f f e r a Gore f a v o r a b l e t r a j e c t o r y and wl i l a i l o w t e s t i n g o f :ha a i t i m e t e r performance t o an a l t i t d d e i n excess c ? 200 h. 1. S a t u r n Antenna Systems, SA-4 ( ' J o l ~ m e 2) , G. 6 . M a r s h a l l Space F i i g h t C c q t e r , A s t r i o n i c s D i v i s i o n , I n s t r u m e n t a t i o n Eranch, R? S y s t c n s S e c t i o n , Antenna U n i s , December ! G , 1962 2. A Study 0 : The Radar R e f l e c t i v i t y O f Sea Water A t V e r t i c a l I n c i d e n c e , by Radar A l t i r c e t r y Research L a b o r a t o r y , H.M. Summsr, Techn;ca? Di r e c t o r , Auburn Research F o u n d a t i o n , Auburn, Alabama, d a t e d dune 1, 19-52 ( F i r s t R e p o r t W ; t ~ > Data Supplemaat) and March 1, 1563 (Second ~eport) . MODULATOR LOCAL 14- MIXER idA " * , ~1-4~ : ~ ~ ~ a I RALGE TRACKER !----I I -1 TIMLA Eii ALTITUDE vi023 ��WI:jE#t;& RADlATfCf: S)k4HEC>,:,?A332 A::TEiJEW FIGURE 6 RCOUCED ALTIMETER OUTPUT I U E I E R S L RETRC lGYtTlUl ALTITUDE DIFFERENCE (METERS) OECO (ALTIMETER MINUS ACTUAL TRAJECTORY) I RANGE TIME (SEC) poYw?rrFIGURE 8. ALTIMETER DATA COMPARED TO ACTUAL TRAJECTORY 6 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000056 Title A name given to the resource "Saturn Radar Altimeter." Alternative Title An alternative name for the resource. The distinction between titles and alternative titles is application-specific. No. 63-352AIAA Description An account of the resource Paper given at the AIAA Guidance and Control Conference, August 12-14, 1963, Massachusetts Institute of Technology, Cambridge, Massachusetts. Creator An entity primarily responsible for making the resource Duggan, O. T. Date A point or period of time associated with an event in the lifecycle of the resource 1968-01 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) Saturn launch vehicles Altimeters Radio altimeters Altitudes--Measurement Type The nature or genre of the resource Reports Text Source A related resource from which the described resource is derived Saturn V Collection Box 9, Folder 25 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000051_000074 https://digitalprojects.uah.edu/files/original/20/1141/spc_stnv_000057.pdf dd110f801b9cebaa3dc3698b49514d40 PDF Text Text March 1, 1963 SATURN HISTORY DOCUMENT Uniues&cy of Alabama ~ w f ~ S e i w -& ALIGNMENT TOOL AIDS IN �Development of a two-piece mechanical alignment tool has solved a major problem for welding large, ukusual contoured skin sections. Massive mechanical, pneumatic, or hydraulically-operated devices are no longer required for - *- effecti~e-tankwall alignment. The tool, a manually attached device, can be positioned along the weld line at any interval dictated by the material thickness or rigidity of the parent metals. A one-inch wide (.005 inch thick) steel band connects the two aligning members of the tool. This steel band will serve as the medium by which the ' workpieces will be brought into alignment. The steel band is firmly secured to the clamp (with shearing mechanism), passed between the two workpieces at the weld line and attached to the takeup spool. This slotted spool attached o a takeup block, is used to remove the slack in the steel band. A shaft 1 - to which the take*:hlock is attached is used to apply sufficient force to -----. The steel band is__secwed to the clamp by threading --- align the workpieces. _ I it over and under two dowels in such a manner that when pressure from the spool is applied, the friction of the band itself will hold it fi&ly place on the dowels. in ' A single thickness af the band will withstand a pull of 850 pounds and a double thickness will withstand approximately 1500 pounds. In order to realize proper tension on the band, a torque wrench is used. A detachable �-adapter,which serves as the attaching point for the torque wrench, is mounted - -- on the clamping lever. -- . - - Attaching the alignment tool to the workpieces can be accomplished more ---------- - easily when two- operators are used. One operator threads the steel band onto the d o w e l s - b n ~ p - t e - s e c u r e it. He then positions the clamp while passing the band between the workpieces. The operator on the opposite side of the workpiece receives the band, feeds the band into the slotted takeup spool, and turns the takeup spool until the two clamping members are brought into contact with the workpiece surfaces. Necessary power to force the work- pieces into proper alignment is then applied through operating the clamping .lever. .. An arm member or handle, designed in the clamp, serves as an instru- ment of instant disengagement. When this a h is depressed, it will actuate a shearing mechanism within the clamp, thereby cutting the steel band and releasing the entire tool from the workpiece. During the welding operation it is essential that the alignment tool be disengaged just a h e a h e h e welder 1 . to eliminate interference with the seam tracking device. In fabricating the large diameter tanks for the Saturn V Booster, hori- - zontal, vertical, and circumferential welds must be performed on materials - - -o ? - ~ & ~ i nthicknesses ~ and contours. Since this tool applies its aligning force in a localized area and can be attached to the workpieces anywhere required, its application and use is not dictated by any size or contour. This tool is also used during welding of outlet fittings where large or bulky holddown devices would make it virtually inaccessible for the welder to perform. �This alignment tool was designed by Mr. W. J. Franklin, chief-of Structures Engineering Branch, and Mr. N. C. Martin, Chief of Tool Engineering I Section. These two organizations are part of the Manufacturing Engineering Division at NASA's George C. Marshall Space Flight Center, Huntsville, A1 abama. �IDEAS- MECHANICAL Clamping Tool Aligns Odd-Shaped Sections for Welding Margaret A. Maas, Southeastern Editor Alignment of large and unusually contoured sections for welding purposes can be achieved by a two-piece, manually operated tool. The tool is a clamping device connected by a 1-inch-wide (0.005-inch-thick) steel band. The steel band is threaded over and under two dowels in such a manner that when tension is applied to the band, the friction of the band itself holds it in place. The band is passed 'between the sections being clamped and fed into a slotted takeup spool, which is turned until the two clamping members contact the work- ing surfaces. A torque wrench used on a shaft mounted to the takeup spool block applies sufficient force to align the piece. A single band will withstand a pull of 850 lb and a double-thickness band, 1500 lb. Band is sheared just ahead of welder by depressing a shear arm designed into the clamp. The alignment tool was designed by W. J. Franklin and N. C. Martin of NASA's George C. Marshall Space Flight Center, Huntsville, Ala. U DESIGN NEWS-SEPTEMBER 4, 1 9 6 3 CLAMPING TOOL aligns outlet fitting for weldii � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000057 Title A name given to the resource "Alignment Tool Aids in Large Tank Fabrication." Description An account of the resource Includes the clipping "Clamping Tool Aligns Odd-Shaped Sections for Welding" from <i>Design News</i>, September 4, 1963, written by Margaret A. Maas. Creator An entity primarily responsible for making the resource Vardaman, W. K. George C. Marshall Space Flight Center Date A point or period of time associated with an event in the lifecycle of the resource 1967-03 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) Liquid propellant rockets--Fuel tanks Type The nature or genre of the resource Reports Text Source A related resource from which the described resource is derived Saturn V Collection Box 8, Folder 19 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000051_000074 https://digitalprojects.uah.edu/files/original/20/1142/spc_stnv_000058.pdf 79b702f9bdc6ea6564e33c8dd71d4eb5 PDF Text Text IBM Report No. 66-894-0008 ALL DIGITAL SIMULATION O F SATURN I, IB AND V BOOST VEHICLE AND GUIDANCE AND CONTROL SYSTEMS 8 L - .. - .' W. D. Carson R. E. Poupard T. D. Steele F. W. Eubank INTERNATIONAL BUSINESS MACHINES CORPORATION Federal Systems Division Space Systems Center Huntsville, Alabama - .. I * . I. ' . - I .' J . June , 1966 �ALL DIGITAL SIMULATION OF SATURN I, IB AND V BOOST VEHICLE AND GUIDANCE AND CONTROL SYSTEMS F. W. Eubank by W. D. Carson, R. E. Poupard T. D. EXeele International Business Machines Corporation Federal Systems Division Space Systems Center .* I. INTRODUCTION The Saturn V launch vehicle i s being developed by The National Aeronautics and Space Administration's George C. Marshall Space Flight Center for Project Apollo; Saturn I and Saturn IB vehicles are providing the early testing and support for Project Apollo. The nerve center of the Saturn is its guidance and control system. An airborne digital complter provides the link which closes both the guidance and control loops, making verification of the flight computer program of vital importance. During a powered flight this onboard digital computer program can be divided into four major parts: a) b) c) d) guidance, including navigation, control, vehicle sequencing, and computer telemetry. Each of these major computer functions must be verified and tested prior t o launch, and many procedures a r e currently used. They include open loop tests of the flight hardware, closed loop studies (using a laboratory model of the flight computer with both analog and digital models of the Saturn vehicle), and an alldigital simulation of both the flight computer and the Saturn vehicle. Each has i t s own advantages, and those of the all-digital simulation a r e summarized briefly in ;he following discussion. Simulation is defined a s the analog or digital comniter implementation of a set of equations which =present some usually complex portion of the physical ~ o r l d(system). Simulation has followed the development of computers, a s it would be impossible to simulate most systems without a computer. In aerospace work the need for simulation is particularly acute since enormous expenditures a r e required to produce prototype o r engineering models. In many cases these models a r e unavailable, and the first flight is the first test. Simulation provides answers similar to those obtainedfrom exhaustive laboratory tests of an engineering model. ' ~ e d l e ~R. , S. , Digital Computer and Control Engineering, McGraw-Hill, 1960, p. 143. . Huntsville, Alabama The all-digital simulation described here consists of a marriage between two separate simulators. The first simulator is a digital flight computer model called Simulational Interpretivel:Routine by Tedley, since it makes the IBM 7094 at$ Processing System appear to be the flight computer. It copies the flight computer in word length, instruction execution, and timing. In this case the flight computer is either the ASC-15 (Saturn o r the Launch Vehicle Digital Computer (Saturn IB and V). The second simulator is a mathematical model of the Saturn vehicle and the remaining guidance and control hardware. It contains the six-degree-of-freedom equations of motion representing the Saturn rigid body dynamics. Hence, the name 6D is often applied to the simulator which also contains a model of the Saturn control system and a set of calculations designed to represent the inertial platform. The essential guidance and control interfaces a r e simulated in enough detail to permit analysis of the Saturn vehicle closed-loop guidance and control performance.. The simulation requires the flight computer model to perform the flight sequencing a s in actual flight, and provides the flight computer model with the appropriate sequencing command responses. Flight computer telemetry i s recorded a s the simulated flight progresses, permitting postflight analysis of the flight program a s in actual flight. In some applications, discussed in Sections 11. A and IU. B, the detailed flight-computer model i s not required and is replaced by a simpler model called the FORTRAN guidance model. This all-digital simulator has advantages over other flight program tests. It is closed loop but has no hardware interface problems a s it is entirely contained in one computer and in one program. Tedious programming requirements a r e eliminated a s simulation requires no real-time operation. Studies performed on this simulator a r e repeatable, and can include numerous flight perturbations with minor programming effort. The simulator i s readily accessible to more than one analyst at a time; user maintenance is at a minimum. While it is recognized that all-digital simulation may not be the best solution for every simulation problem, i t s usefulness has been established for the Saturn guidance system studies and analyses. ,The basic const&ction and use of this simulator i s the subiect of this note. The treatment will be general but specific enough to provide a useful insight to a complicated simulation problem. / SUPPLEMENT TO IEEE TRANSACTIONS ON AEROSPACE AND ELECTRONIC SYSTEMS VOL. AES2. NO. 4 JULY.1966 809 �11. SIMULATOR DESCRIPTION As mentioned in the Introduction, there a r e two simulators involved - the Launch Vehicle Digital Computer (LVDC) simulator, and the Saturn vehicle simulator (6D). Figure 11.1 shows a general block diagram of the combined simulation. A. LVDC Simulator A brief discussion of the onboard digital computer functions i s required for a better understanding of the LVDC simulator. Four major functions pkrformed by the LVDC are: a) b) ' c) d) quidance and navigation, control sequencing, and telemetry. The quidance loop is closed through the LVDC. An inertial platform provides the LVDC with measured velocity changes. The computer must then add gravitational velocity changes to the measured quantities and perform the required integrations to obtain the current vector position and velocity. The guidance equations use positon, velocity, magnitude of acceleration, and time to generate steering commands, which a r e the desired platform gimbal angles. These desired angles a r e the output of the guidance equations and serve as the input to the computer control calculations. . - The control loop is also closed through the LVDC. The -desired gimbal angles from the guidance routine are subtracted from the measured gimbal angles obtained from the platform. These differences a r e transformed to body-fixed coordinates and issued at a high rate (25/sec) a s attitude errors to the analog control computer, closing the control loop. Vehicle sequencing consists of discrete signals issued by the LVDC through a stage switch selector to provide necessary switching functions to the various Saturn stages. All sequencing is performed by the L M C . The telemetry functions require that certain words be telemetered periodically from the computer to aid in real-time evaluation of the vehicle performance and provide data for mission control decisions, postflight evaluation. ---.. -and . In order to test the digital' program designed for use in the LVDC, it is necessary to have.a model of the flight computer which will: a) execute the flight program instructions exactly a s the hardware, b) carry out all arithmetic operations with precisely the same accuracy as the flight computer, and c) preserve communication and timing. The Simulational Interpretive Routine designed to do this is called a "bit-by-bit" (BBB) simulator since its computations compare exactly, digital-bit-by-digitalbit, with the LVDC computations. The BBB model simulates the LVDC memory, initializes all locations (just as they would be initialized in flight), decodes instructions, and executes them sequentially a s dictated by the flight progyam. Any instruction errors in the flight program (Section El. A describes some typical errors) will show the same symptoms in the simulator a s in flight. Any detected instruction of data errors cab be corrected in the BBB model by appropriate memory changes at the beginning of a run, providing a test of proposed changes. The input/output data paths connecting the flight computer a r e simulated, permitting a study of timing o r data-handling problems in the communication interfaces. The four primary computer tasks outlined above (guidance, control, sequencing, and telemetry) must be verified before each flight using the BBB model. Even with this detailed simulation, the cause, or even the presence of an error, is not always obvious. The simulation remains a tool of the analyst - not a replacement for him. Two modes of operation a r e possible for the BBB simulator. In preflight studies, when the flight program must be exercised with guidance and control loops closed, the LVDC output quantities are fed to the 6D, and appropriate flight inputs a r e determined. Figure II. 1 shows the principal communications interfaces. The BBB model requires discrete signals, gimbal angles, and velocity data as inputs. Its outputs consist of attitude-error signals, flight sequencing discretes to the 6D, and telemetry data. In postilight evaluation (the second mode of operation), the inputs a r e already available from flight data, so all outputs a r e recorded simply for comparison with flight results. The use of the BBB simulator i s open loop in this mode. A FORTRAN model of the LVDC is used for guidance and navigation studies, to determine range of variables for scaling the LVDC flight program, to evaluate failure effects studies, and for all other studies which do not require the BBB simulation of the LVDC flight program. To ensure a n adequate model for preliminary flight program design and checkout, however, all essential LVDC flight program algorithms a r e included. �Two important advantages of the FORTRAN model the BBB model are: a I ~ r g ereduction in computer time necessary to complete a simulation run, which implies a larger number of runs for a given time, and the computer language used in writing the simulator. AS the name implies, the FORTRAN model is written in FORTRAN which allows the model to be changed and i s understood by more analysts thail the L W C flight-program language. B. 6D Simulator The 6D simulator must take the outputs from the LVDC model (either BBB or FORTRAN) and process them to compute the inputs to the LVDC. These communications were discussed in a previous paragraph (page 2) and a r e shown in Figure 11.1. Proceeding around the loop in Figure 11.1, the LVDC model issues attitude e r r o r commands to the control computer. They a r e filtered and combined with attitude-rate commands and load-relief signals from body -mounted accelerometers to produce engine gimbal commands. These commands a r e transmitted by the actuator model to the vehicle simulator where rotational and translational accelerations a r e computed. The characteristics of the vehicle's physical environment (aerodynamics and gravitation) a r e calculated and their effects included in the equations of motion. The rotational and translational accelerations a r e integrated for use in models of the inertial platform, the vehicle-mounted accelerometers, and the rate gyros. The 6D computations of position and velocity serve as standards with which the LVDC navigation quantities may be compared. The 6D discussion is divided into three parts: the launch vehicle and its environment, the inertial platform, and the control and actuator systems. 1. Launch Vehicle. T l i e S a t k IB boost vehicle is shown in Figure II. 2 and consists of two stages. The first (S-IB) stage is powered by eight Rocketdyne H-1 engines which generate a total thrust of 1.6-million pounds. The four inboard engines a r e clustered around the vehicle's centerline and a r e canted such that the thrust vector of each engine points through the approximate vehicle center of gravity at liftoff. The outer four engines a r e gimballed for control purposes and are also canted. The second (S-IVB) stage is Powered by a single Rocketdyne 52 engine which i s mounted on the vehicle's centerline and gimballed for Pitch and yaw control. Roll control i s achieved by reaction jets mounted on the S-WB stage. The launch vehicle simulation i s conveniently @videdinto five parts: a) the rigid bddy equations of motion, b) aerodytiamics, c) gravitation, d) propulsion and mass characteristics, and e) the vehicle-mounted sensors. a. Equations of Motion. m e vehicle is assumed to be a rigid body and, consequently, has sixdegrees-of-freedom-three rotational and three translational. The equations of motion were derived from the principles of Newtonian Mechanics. The velocity of the center of gravity relative to the body is small compared to the vehicle inertial velocity and is neglected. The external forces (excepting gravitational forces) a r e summed with respect to a set of coordinates originating a t the center of gravity, and extending along the vehicle's pitch, kaw, and roll axes. The resultant force i s then divlded by the total vehicle mass to obtain acceleration. This acceleration i s transformed to an inertial frame where i t is summed with gravitational acceleration and integrated to obtain true inertial velocity. The integration scheme is a modified form of trapezoidal integration, and double precision is used for computation of most integrals. The rotational equations of motion a r e simplified by making use of the vehicle's geometric and mass symmetry about the longitudinal (roll) axis. It is assumed that the vehicle's pitch and yaw axes a r e aligned with the principal axes of inertia. These equations a r e solved in the body frame by summing the external moments, dividing by the appropriate moment of inertia, and adding coupling between axes. b. Aerodynamics. There a r e aerodynamic forces acting on the vehicle as a result of its passage through the atmosphere. The vehicle is launched from a specified site located on the rotating earth, and the atmosphere is assumed to rotate with the earth. The characteristics of the atmosphere a r e obtained from Patrick Air Force Base Standard Atmosphere (1963) as a function of altitude. The logitudinal aerodynamic force equation can be developed from knowledge of these characteristics and the priciple of Bernoulli. An additional term is added to account for the base drag due to the vacuum created a t the base of the vehicle. The linearized normal force equation is an empirical equation proportional to the aerodynamic normal force coefficient which also depends upon atmosphere characteristics, principally the Mach number. Both the longitudinal and the normal force equations use the relative velocity d the vehicle, which is the vector difference in the vehicle's inertial velocity and the atmosphere's inertial velocity (earth's rotation and wind velocity). Wrnd velocity may be excluded or modified by programmer option. The vehicle" center of gravity (cg) and center of pressure (cp) a r e not at the same point; and, since the aerodynamic h c e s may be assumed to act at the center of pressure, a turning moment i s created about the center of gravity. Wind tunnel measurements yield TRONIC SYSTEMS VOL. A@-2, NO. 4 JULY, 1966 �D.O. 9 *B iB t' 4 E' 6 eP - -._ Discrete Outputs Steering Commands (Attitude Errors) Body Fixed Translational Acceleration - Body Fixed Accelerometer O u t p t s Body Fixed Rate G y o Outputs Engine Gimbal Angles Platform Accelerometer Outputs - - Body Fixed Rotational Velocities Platform Gimbal (Attitude) Angles Figure 11.1. General Block Diagram of the 6D Simulation SUPPLEMENT TO IEEE TRANSACTIONS ON AEROSPACE AND EL.ECTRONIC S Y S E M S VOL. AFS-2, NO. 4 JULY. 1966 �craft S-NB O n e 1-2 Engine 200,000 Lb. Tl~rust S-IB Eight H-1 Engines 200,000Lb Thmst Each . Figure 11.2. Saturn I-B Vehicle SUPPLEMENT TO IEEE TRANSACTIONS ON AEROSPACE AND ELECTRONIC SYSTEMS VOL. AES-2, NO. 4 JULY. 1966 �empirical data for the center of pressure location relative to the engine gimbal plane. The moment a r m is calculated from the knowledge of the center of gravity location which is fixed by the knowledge of the vehicle's m a s s distribution. For the calculation of the aerodynamic moments the center of pressure is assumed to be located on the vehicle's roll axis. c. Gravitation. The gravitational acceleration is calculated in the 6D, combined with other accelerations; and the resulting acceleration is integrated t o provide essentially error-free velocities and positions for con~parisonwith LVDC navigation quantities. The method employed for gravitation calculations is similar to the methodused by the Saturn flight programs, except that the equations include four t e r m s in a Fischer ellipsoid model2 of the earth's gravitational field instead of two. d. Thrust-Mass Characteristics. Engine thrust and vehicle mass characteristics (i. e. , cg location, moments of inertia, etc.) a r e obtained from the Propulsion and Vehicle Engineering Laboratory, Marshall Space Flight Center. The data a r e generated in a detailed simulation of the Saturn propulsion system. This simulation employs empirical equations and uses measurements taken from static-test firings. The thrust and m a s s data a r e updated for each vehicle to provide accurate results from the 6D without actually including an extensive propulsion system simulation. The individual engine thrust vectors a r e resolved through the engine gimbal and cant angles and a r e summed to obtain a resultant force acting at the vehicle's center of gravity. Based on engine and vehicle geometry the turning moments a r e calculated f o r use i n the rotational equations of motion. e. Vehicle Sensors. Saturn' s control system employs two types of vehicle-mounted sensors: rate gyros for stability both stages) and accelerometers for wind-load relief (first stage of Saturn IB only), The outputsfrom the vehicle equations of motion a r e utilized directly to simulate the outputs of these sensors. Corrections for the signals measured by accelerometers not mounted a t the vehicle's center of gravity a r e also added when necessary. 2. Inertial Platform. The platform simulator is used t o simulate the outputs obtained from the Bendix ST-124M stabilized inertial platform during flight. The ST-124M is a three-gimbal platform having a n innerto-outer gimbal order of pitch, yaw, and roll. These ' ~ i s c h e r , I., "An Astrogeodetic World Datum from Geoidal Heights Based on the Flattening f = 1/298.3, I f JOURNAL OF GEOPHYSICAL RESEARCH, Vol. 65, NO. 7, July 1960, pp. 2067-2076. 814 gimbals provide angular measurements for attitude control of the vehicle through the LVDC and the flight control computer. These measurements a r e used, also, to provide a body coordinate to inertial coordinate system transformation matrix and to simulate the outp~its of the integrating accelerometers. The model has provisions to include platform e r r o r s a s well a s gimbal angle misalignments and accelerometer failures. 3. Flight Control Computer and Actuator Dmamics. The Saturn's flight control cornouter and " related subsystems a r e analog and must be represented digitally in the 6D simulation. The flight control computer combines inputs f r o m the rate gyros, control accelerometers, and tf?e LVDC to generate a gimbal commaiid t o the control-engine actuators. The control computer filters, amplifies, and sums these i n p ~ t s . The gains and filters a r e changed periodically during flight by switches activated by discrete outputs from the LVDC. The pitch, yaw, and roll signals a r e then a p propriately combined to provide inputs to the hydraulic actuator system which positions the control engines. The engine gimbal angles a r e limited to simulate the physical stops mounted on each control engine. The data describing the filters and the hydraulic actuator system a r e usually given a s linear transfer functions in t e r m s of the Laplace variable. The use of such data assumes that linear differential equations wilI adequately describe the behavior of a system represented in this manner. Studies were made to show that a Z-form approximation to the inverse Laplace transform will provide adequate filter representation and actuator outputs for the range of input frequencies that a r e of interest (2 - 3 c p s ) 3 ~ 45.~ Since the vehicle was assumed to be rigid, no bending and sloshing models a r e included. The Z-form theory i s utilized in a separate program to obtain coefficients of difference (recursion) equations to represent the filters and the engine actuator system. Gain changes, a s well a s filter changes, a r e made wherever commanded by the LVDC. Scarson, W. D. , "Digital Simulation of Analog Subsystems - A Numerical Example, "Astrionics Internal Note M-ASTR-IN-63-26, Astrionics Division, George C. Marshall Space Flight Center, Huntsville, Alabama, September 16, 1963. 4 ~ o u ,Julius T., Digital and Sampled-Data Control Systems, - New York: McGraw-Hill Book Company, ' ~ a ~ a z z i n iJ. , R., and Franklin, G. F., SampledData Control Systems, McGraw-Hill Book Company, Inc. , New York, 1958. SUPPLEMENT TO IEEE TRANSACTIONS ON AEROl;PACE AND ELECTRONIC SYSTEMS VOL. AES-2, NO. 4 JULY, 1966 �IU. SIMULATOR DE\ 'ELOPMENT AND USES A. Early Application and Development The use of an all-digital simulator for Saturn preflight evaluation started with the SA-5 flight, the f i r s t Saturn I, Block I1 vehicle. This vehicle was the f i r s t of the Saturns to attempt two-stage flight (S-IV secozd stage) and f i r s t to c a r r y a l o ~ ga digital flight computer, although the digital computer operated open loop on this flight. Early in 1963 work began to combine the already existing digital simulations of the flight computer (ASC-15) and the vehicle (6D). These simulators had been developed, independently, for altogether different applications than combined simulation, although both operated on the IBM 7094. Several problems were encountered immediately. A common clock and a communication interface (internal to the IBM 7094) had to be established. Certain parts of the 6D required a fixed-time operation interval, notably the digital representation of the control system, whereas the ASC-1 gave and received outputs and inputs at varying times. Additionally, it was necessary to decide which mcdel would lead the other; i.e., should the 6D integrate from t to t + A t , and then the ASC-15 catch up, o r vice versa. - These problems were resolved by decisions made early in the program. A convenient choice for the common clock was the ASC-15 computer time. This choice (made s;?ecifically f o r the ASC-15 drum-storage machine) has proven satisfactory, even with the newer core computer(LVDC), and is still in use. The ASC-15 required two types of inputs and generated two types of outputs. Discrete inputs and outputs were used for vehicle sequencing, and their occurrence times during a computation cycle were flight dependent, whereas measurements and computed commands always occurred a t the same time in each computation cycle independent of the flight. The communication interface controlled the flow of both kinds of information between simulators. This was accomplished, in the case of discrete inputs and outputs, by testing appropriate registers for changes each time the interface routine was entered. In the second c a s e , measured and computed data were transferred by clocks into the appropriate location in each simulator. Each data block was transferred only once per computation cycle. The communications interface was used to fix the integration step size for the 6D and to control the relative timing between the simulators. At the end of each ASC-15 drum revolution, the ASC-15 simulator transferred control to the communications block, where the decision was made whether the 6D should be called to catch up with the ASC-15. Thus, the 6D integration step size was fixed to be an integer multiple of the drum revolution time, and the ASC-15 was selected to lead the 6D in r e a l time. Implicit in the decision to communicate discrete inputs and outputs a t one drum revolution intervals i s the contention that no closer determination of event times than one drum revolution is required. This contention i s true for all vehicle sequencing except the S-IV engine cutoff signal. In this instance, the cutoff signal is issued in a loop much shorter than one drum revolution, and this special discrete required communication between simulators on a word-time basis (1/64 of a drum revolution) near cutoff. Once cutoff was detected, the 6D simulator fdjusted i t s step size to permit computation of the vqhicle state a t the cutoff time. In short, the communication block served a s data manager for control of information transfer and for time keeping between the 6D and ASC-15 simulations. While these decisions regarding timing and communications were being made and modified by experience, the combined simulation was proving i t s usefulness in flight program checkout for the SA-6 flight. Four types of e r r o r s were found in early checkout runs; two were flight program e r r o r s and two were simulator e r r o r s which appeared to be flight program e r r o r s . The first type of e r r o r s were coding e r r o r s made in the preparstion of the ASC-15 flight program and a r e inevitable on tasks of this magnitude with time limitation. Their detection was the primary reason f o r construction of the combined simulation. Typical e r r o r s of this type included improper coefficients for guidance and navigation computations, erroneous initial conditions, and incorrect sine and cosine subroutine computations. The second type of e r r o r s could be called conceptual e r r o r s in the flight program. Discovered by the combined simulation, they included gaps in the velocity computation which caused the vehicle to m i s s the desired cutoff velocity and scaling of some quantities resulting in lloverflowllof their fixed-point representation under certain circumstances. F o r instance, in the SA-6 flight program, flight time was scaled so that if it exceeded 656 seconds, i t would s t a r t over; i . e . , 657 seconds would appear in the computer a s 1 second. This scaling was adequate for most flight conditions since nominal flight time was 610 seconds, but it could be exceeded under some extreme - but possible flight perturbations. When exceeded, the guidance system failed to provide accurate steering commands, and the vehicle failed to achieve the desired orbital conditions. Conceptual e r r o r s involved e r r o r s a t a level above simple coding e r r o r s . They may occur when last-minute mission changes impose unforeseen operating conditions upon the flight program. Thus, they a r e potentially present in every flight program. SUPPLEMENT TO IEEE TRANSACTIONS ON .4EROSPACE AND ELECTRONIC SYSTEMS VOL. AES-2, NO. 4 JULY,1966 �The f i r s t two types of e r r o r s , if undiscovered, could have caused severe mission degradation o r even failure. At the time these e r r o r s were discovered in the SA-6 flight program, the flight program had successfully passedmost of i t s other checkout procedures; and it is unlikely that many of the e r r o r s would have been found by other means. Therefore, although the combined digital simulation was not originally considered vital in the program checkout procedure, it soon became the most reliable and thorough flight program checkout tool in use.. The third e r r o r source uncovered in the studies was in the communications block described above. Timing problems were particularly difficult to isolate and cure. One problem cast considerable suspicion on the ASC-15 implementation of the cross-range steering equations. E r r o r s of types one o r two above were suspected; but, in truth, a one computation cycle transport l a g in execution of the command was being introduced by the communication block. This transport lag caused a decrease in the system's stability margin which was causing the undesirable behavior. . A fourth type of e r r o r was uncovered when attempts m) were made to determine the source of wlargeM(200 navigation e r r o r s observed by comparing the separate 6D and ASC-15 values of the vehicle's position near cutoff. Once again, programming o r conceptual e r r o r s were suspected, but these were eliminated in succession until such an explanation was illogical. Since the source of the e r r o r was not the flight program, the two simulators were suspected. The e r r o r was finally traced to the 6D, heretofore accepted a s "perfect. " Correction of the 6D decreased the navigation differences to an explainable 30 meters a t cutoff. Thus, e r r o r s in the simulators themselves were the fourth type found . Complete acceptance of both the airborne digital computer and all-digital checkout occurred after the SA-6 flight. This particular flight had an unexpected, unplanned, early engine shutdown in the f i r s t stage. The guidance implementation in the ASC-15 corrected for the perturbation and succeeded in placing the vehicle in the proper orbit. Of the system tests, the all-digital simulation alone had: a) discovered certain scaling problems which would have prevented proper program operation in the event of an early-engine shutdown, and b) subsequently, verified that the corrected flight program would successfully handle any engine shutdown condition. B. Simulator Uses The basic 6D vehicle simulator is used with and without the BBB LVDC model. When used without the BBB s i m u l ~ t o r ,a FORTRAN representation of the equations solved by the LVDC is substituted. In this configuration, the simulator is used for studies such a s the determination of the best form for implementation of navigation, guidance, and control equations in the LVDC. The primary uses of the over-all simulation (GD/BBB) a r e for verification of the flight program and f o r postflight evaluation of the guidance system. The BBB simulator is also used alone without the 6D vehicle portion in the postflight evaluation effort. \; 'I 1. Studies and Analysis. The 6 ~ / ~ 0 ~ T ~ A ~ m o d is normally used for all studies and analyses. This version executes in approximately one-half real time on the IBM 7094 11. Examples of studies performed with the regular 6D are: a) verification of logic used to initiate vehicle sequences, b) navigation and guidance accuracy, c) consumption of roll attitude control system fuel, d) verification of backup and e r r o r path logic in the flight program, e ) determination of acceptable methods for guidance during mixture ratio shift in the 52 engine, and f) algorithm studies. A variation of this GD/FORTRAN configuration i s used for simulation of free fall o r orbital flight. This version is used for verification of the proposed orbital navigation scheme, determination of three axis attitude control system fuel consumption, and determination of times of passage over ground stations. These studies a r e performed in several phases, requiring slightly different versions of the basic simulation. In the initial studies, a simplified FORTRAN model of the guidance computer i s adequate to study stability problems and basic implementation methods. Later studies require that exact algorithms be used in the FORTRAN model to study the accuracy problem, algorithm convergence, and scaling. Accuracy estimates a r e obtained by comparison with an ideal guidance scheme, based on calculus of variations, and an ideal vehicle. Vehicle attitude during the orbital mission phase is maintained by a reaction jet control system. The attitude control scheme (i .e , logical decisions, SUPPLEMENT TO IEEE TRANSACTIONS ON AEROZ)PACE AND ELECTRONIC SYSTEMS . VOL. AES-2, NO 4 JULY. 1966 �computation of e r r o r commands, etc .), i s implemented in the LVDC. Considerations such a s control scheme, implementation, and limit cycles have a significant effect on fuel tank size. These a r e important considerations from a weight and volume standpoint. The vehicle simulation i s used for these studies to select the best compromise between control scheme and implementation and fuel consumption required to maintain the vehicle attitude within acceptable bounds. The FORTRAN model is adequate, although algorithms must be included in the simulation. It can be seen that the several versions of the basic simulator a r e used quite extensively and all are necessary to adequately define and specify the guidance computer program necessary to perform a given mission for a particular vehicle. 2 . Flight Program Verification. After the flight program specifications a r e completely defined and the program written, a systematic procedure is necesslry to verify that the finished program meets the specifications and is adequate to handle expected perturbations. There hs a general agreement that, once the program speciflcations a r e defined, the flight program must not limit mission success. That is, any vehicle failures o r perturbations that a r e sufficient to fail the flight program will already have caused a mission failure. The flight program must be written to accommodate uncertainties in vehicle parameters and certain noncritical hardware failures that do not cause a mission failure. Examples of vehicle perturbations include uncertainties in fuel load, vehicle mass, center of gravity location, m a s s flow rates, engine specific impulse, and thrust misalignments. ,In addition to these vehicle uncertainties, specifications, such a s accomplishment of mission objectives with a failure of one first-stage engine after a specified time from liftoff, may exist. Mission objectives must also be met if certain discrete inputs to the LVDC a r e either missed by the computer o r not issued by the vehicle's stages. Therefore, backups must be provided in the flight program for these discretes. The capability of the flight program to compensate for these vehicle failures and uncertainties, and meet required cutoff conditions a t the same time, must be verified. A systematic procedure f o r this verification has been established using the vehicle simulation combined with the BBB guidance computer simulation. In order to verify that the flight program was correctly written, it must be used in this effort. Therefore, the actual flight program tape is loaded into the BBB simulator. This verification also provides an opportunity to detect and correct any programming, scaling, o r constant e r r o r s in the actual flight program. Simulator runs a r e made with vehicle failures and uncertainties inserted singly and in combination to simulate the worst possible conditions under which the flight program can reasonably be expected to perform. Between twenty and thirty pertarbation runs a r e necessary with the simulator to completely verify the program operation. The ability of the vehicle to achieve stated mission objectives, such as a pre-determined orbit o r specified impact area, is evaluated. In addition to verifying proper operation of the flight program, this procedure yields an e s t k a t e of guidance and control system performance that is necessary in postflight evaiuation of the guidance and control system. Both the nominal behavior of each guidance and control variable and the variations a r e available from which a predicted flight envelope can be drawn. 3. Postflight Evduation. Although the simulator described here has ~ o kte n used for postflight analysis of the guidance and comtrol s y s t b , an equivalent simulator was used f o r this purpose on the Saturn I , Block I1 vehicles. The two configurations used in this analysis a r e the full ~I)/P)BB simulator and the BBB simulator alone. The primary posfflight use of the GD/BBB simulator i s im malfunction analysis. The computations done inflight a r e reconstructed to determine if the guidance computer performed correctly under the circumstances. This application was r e quired only once on the Saturn I , Block I1 s e r i e s when an engine failed during first-stage burn. That particular flight (SA-6) was reconstructed by two methods: a) a trial-and-error method of thrust and mass flow rate adjuskment in the remaining engines, and b) using actual reconstructed thrust and center of gravity data from the postflight propulsion analysis. Results from both methods agreed closely, both with each other and with telemetry reconstruction of the flight, a t f i r s t stage cutoff. Table 111. B. 1 compares each of four sets of positions and velocities with the computer telemetered positions at f i r s t stage cutoff. The four sets of points were obtained a s follows: case 1 corresponds to method 1 above. That is, the telemetered position and velocity values a r e compared with a GD/BBB simulation in which thrust and mass flow rates have been adjusted. Case 2 compares telemetered quantities with a ~ D / B B Brun a s described in method 2. Case 3 compares telemetry data with range tracking information. Case 4, the worst of the lot, makes a oomparison between the telemetered quantities and the output of a GD/BBB simulation in which thrust and mass flow rate for the failed engine alone had been modified. All differences shown in the table, except Case 4, were less than 1% of the actual position o r velocity. Differences for Case 4 ranged to slightly over 2%. This example illustrates that the simulator can be used to reconstruct flight conditions quite closely and is useful in determining whether or not the guidance SUPPLEMENT T O IEEE TRANSACTIONS O N AEROSPACE AND ELECT RONIC SYSTEMS VOL. AES-2, NO. 4 JULY, 1966 817 �computer operated correctly after the malfunction. It also demonstrates the good agreement between 6D simulation of the vehicle and the actual vehicle performance. The second application of the simulator in postflight analysis requires the use of the BBB simulator alone. In this application the correct operation of the guidance computer hardware i s determined by using actual telemetered flight con~puterinputs a s simulator inputs. The simulated computer is then allowed to compute for one computation cycle, and the data generated by the simulator is compared to corresponding data from flight computer telemetry. If these data do not compare bit f o r bit, the cause is determined. if the cause is in the computer hardware, a more detailed analysis of the computer operation during that computation cycle will follow in an attempt to pinpoint the hardware failure. Only the data telemetered fromthe guidance computer can be compared in this manner, which impliss that every operation of the guidance comput5r cannot be monitored using this technique. Table 111. B . 2 shows the amount of data examined with this procedure f o r two typical Saturn I , Block I1 vehicles. Not all telemetered data can be compared since a portion of the data a r e input data, and other data yield information on hardware operation that is not simulated. This analysis tool is not a guaranteed method of locating computer faults. However, it will permit the determination of the a r e a of possible malfunctions in the computer. In addition,!it increases confidence in the proper operation of the h i d a n c e computer during a flight. TABLE 111. B. 1 COMPARISON OF TRAJECTORY RECONSTRUCTION DATA IN PLANE VELOCITY ERROR DIFFERENCES Y X DATA SOURCE IN PLANE POSITION ERROR DIFFERENCES Y X Case 1 0.132% 0.537% 0.176% 0.315% Case 2 0.135% 0.293% 0.035% 0.223% 0.057% 0.187% 0.078% 0.095% 1.680% 0.576% 2.040% Case 3 - Case 4 Case 1: Case 2: Case 3: Case 4: - 0.782% Trial and e r r o r adjustment of thrust and mass flow rate. Thrust and mass data from postflight propulsion analysis. Range tracking data. Reduction of total thrust and mass flow rate only to account for failed engine. Comparison a t f i r s t stage cutoff. SUPPLEMENT TO IEEE TRANSACTIONS ON AEROSPACE AND ELECTRONIC SYSTEMS - VOL. AES-2, NO. A JULY. 1 9 h h �f, I I T Research I n s t i t u t e (NAS8-20129), Low T h r u s t P r e p a r a t i o n of t h e f i n a l r e p o r t i s a l s o beginning on t h i s c o n t r a c t w i t h some s m a l l c o n s i d e r a t i o n being g i v e n t o t h e e f f e c t of o b l a t e n e s s and t h e three-dimensional guidance problem, B r i e f e x e r c i s e of a s p i r a l d e s c e n t guidance scheme, based on s t e a d y - s t a t e c i r c u l a r v e l o c i t y c o n d i t i o n s being maintained throughout t h e f l i g h t t o provide a v e l o c i t y r e f e r e n c e o r c o r r e l a t e d v e l o c i t y , has been r e p o r t e d , g, Republic A v i a t i o n (NAS8-20130), O p t i m i z a t i o n Theory and C e l e s t i a l Mechanics The bimonthly p r o g r e s s r e p o r t f o r March and A p r i l on t h i s c o n t r a c t i n d i c a t e s t h a t t h e major p o r t i o n of work under t h i s cont r a c t has been completed. D r , MorrisBn i n d i c a t e s f u r t h e r t h a t t h e remaining time i n t h e c o n t r a c t w i l l be used i n c l e a r i n g up d e t a i l s , checking r e s u l t s and p r e p a r a t i o n of t h e % i n a l r e p o r t , No d i f f i c u l t i e s i n completing the c o n t r a c t on s c h e d u l e a r e a n t i c i p a t e d . h, Vanderbil t U n i v e r s i t y (NAS8-203711, A p p l i c a t i o n s of COV t o T r a j e c t o r y Problems The p r o g r e s s r e p o r t f o r A p r i l on t h i s c o n t r a c t i n d i c a t e s t h a t work was continued on t h e m u l t i - s t a g e t r a j e c t o r y o p t i m i z a t i o n problem i n i t i a t e d under t h e preceding c o n t r a c t NAS8-2619, Work was a l s o i n i t i a t e d , through s t u d i e s of s t e e p e s t d e s c e n t and v a r i o u s o t h e r d i r e c t methods, t o improve computational procedures i n d i r e c t methods, D r , Boyce f n d i c a t e s t h a t work w i l l c o n t i n u e i n t h e same a r e a s d u r i n g t h e n e x t r e p o r t i n g p e r i o d . D. O p t i m i z a t i o n Theory Branch 1, In-House a t t e m p t s t o f i n d f i x e d feedback g a i n s producing p e r f o r m n c e comparable t o t h e optimum time r e s p o n s e of a system s u b j e c t e d t o d e t e r m i n i s t i c A s u i t a b l e i t e r a t i o n technique f o r s o l v i n g t h e n o n l i n e a r disturbances d i f f e r e n t i a l e q u a t i o n s and two-point boundary v a l u e problems has n o t been found; however, f i r s t a t t e m p t s a t a p p l y i n g a quas i - l i n e a r i z a t i o n method f o r s o l u t i o n of s u c h problems have g i v e n promising r e s u l t s , . 2. Contractors a. Northrop Schedule Order #1 Objectives: (1) To i n v e s t i g a t e load r e l i e f systems f o r t h e S a t u r n V/Voyager, and ( 2 ) t o determine t h e a p p l i c a b i l i t y of l e a r n i n g systems t o b o o s t e r c o n t r o l and o f f - l i n e problem s o l v i n g , � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000058 Title A name given to the resource "All Digital Simulation of Saturn I, IB, and V: Boost Vehicle and Guidance Control Systems." Alternative Title An alternative name for the resource. The distinction between titles and alternative titles is application-specific. IBM No. 66-894-0008 Description An account of the resource The introduction notes, "The Saturn V launch vehicle is being developed by the National Aeronautics and Space Administration's George C. Marshall Space Flight Center for Project Apollo; Saturn I and Saturn IB vehicles are providing the early testing and support for Project Apollo. The nerve center of the Saturn is its guidance and control system. An airborne digital computer provides the link which closes both the guidance and control loops,making verification of the flight computer program of vital importance. During a powered flight this onboard digital computer program can be divided into four major parts:a) guidance, including navigation, b) control, c) vehicle sequencing, and d) computer telemetry." Creator An entity primarily responsible for making the resource Carson, W. D. Eubank, F. W. Poupard, R. E. Steele, T. D. International Business Machines Corporation. Federal Systems Division Date A point or period of time associated with an event in the lifecycle of the resource 1966-07-01 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) Project Apollo (U.S.) Saturn launch vehicles Airborne/spaceborne computers Apollo spacecraft Computerized simulation Digital simulation Type The nature or genre of the resource Reports Text Source A related resource from which the described resource is derived Saturn V Collection Box 17, Folder 60 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000051_000074 https://digitalprojects.uah.edu/files/original/20/1143/spc_stnv_000059.pdf beba84b6e41e32c88a0b78d7553b40ee PDF Text Text :;x, Douglas Paper 3172 SATURN H:STORY DGC~.JMENT Univcisit-y of Alcbens Re-nrlrch institute History of Science & Technology G r o q Date ---------- Doc. No. -------- ALTITUDE SIMULATION I N SATURN SIV STAGE TESTING Prepared By: D . D . HOFFERTH Branch Chief Field Development Engineering Sacramento Test Center Sacramento, California E. L. WILSON Branch Chief Space Propulsion Branch Missile & Space Systems Division Huntington Beach, California A . L. POLANSKY Design Engineer Space Propulsion Branch Sacramento ~ e s Center t Sacramento, California Presented To: Society of Automotive Engineers DDUGLAS /M/SS/LE &: SPACE SYSTEMS D/V/S/UN / �ABSTRACT Altitude Simulation i n Saturn SIV Stage Testing The Douglas Aircraft Company has been invoived i n testing the Saturn SIV stage at the Sacramento Test Center for the past two years. The propulsion system for the SIV stage consists of six (6) Pratt & Whitney Aircraft Company rocket engines 0 which are designed specifically for high altitude start and operation. During static firing tests of this engine a t sea level, a steam jet ejector in combination with a diffuser, are used to simulate altitude conditions, The intent of this paper i s to examine the performance of this altitude simulation system, and to discuss problems encountered i n making i t operational. �The Douglas Aircraft Company has been involved i n testing the Saturn S I V stage a t the Sacramento Test Center for the past two years. The SIV i s an upper stage of the National Aeronautics and Space Administration's Saturn Space Vehicle. A later version of the Saturn Space Vehicle i s programmed to launch an Apollo to the moon. The propulsion system for the SIV stage consists o f six (6) Pratt 8, Whitney Aircraft Company RLIOA-3 rocket engines capable of generating a total of 90,000 pounds thrust a t as titude (Figure 1). These engines were designed specifically for high altitude start and operation and, therefore, require an altitude simulation system to permit sea level static testing. The normal starting altitude of the Pratt & Whitney RLlOA-3 engine, when used as part of the SIV stage, i s approximately 240,000 feet, where the expected absolute pressure i s 0.17 psia. I t i s not required that this low a pressure be obtained for sea level testing, however, The engine requires sufficient pressure drop between the liquid oxygen pump inlet and the combustion chamber to attain a pre-start flow o f liquid oxygen. This flow must be sufficient to cool the pump so that stall free acceleration and mainstage operation can be achieved. The time interval required, as w e l l as the quality and quantity of liquid oxygen required, had to be established during static testing. Even more basic, however, i s the requirement that the high expansion ratio (40: 1) thrust chamber bell be operated without flow separation. If the engine were operated a t sea level back pressures, separation would occur, , w i t h attendant structural and performance degradation. The engine bell construction �The Douglas Aircraft Company has been involved i n testing the Saturn SIV stage at the Sacramento Test Center for the past two years. The SIV i s an upper stage of the National Aeronautics and Space Administration's Saturn Space Vehicle. A later version of the Saturn Space Vehicle i s programmed to launch an Apollo to the moon. The propulsion system for the SIV stage consists of six (6) Pratt & Whitney Aircraft Company RLIOA-3 rocket engines capable of generating a total of 90,000 pounds thrust at altitude (Figure 1). These engines were designed specifically for high altitude start and operation and, therefore, require an altitude simulation system to permit sea level static testing. The normal starting altitude of the Pratt & Whitney RLlOA-3 engine, when used as part of the SIV stage, i s approximately 4240,000 feet, where the expected absolute pressure i s 0.17 psia. It i s not required that this low a pressure be obtained for sea level testing, however. The engine requires sufficIant pressure drop between the liquid oxygen pump inlet and the combustion chamber to attain a pre-start flow of liquid oxygen. This flow must be sufficient to cool the pump so that stall free acceleration and mainstage operation can be achieved. The time interval required, as well as the quality and quantity of liquid oxygen required, had to be established during static testing. Even more basic, however, i s the requirement that the high expansion ratio (40:l) thrust chamber bell be operated without flow separation. If the engine were operated at sea level back pressures, separation would occur, , with attendant structural and performance degradation. The engine bell construction �was intended for altitude operation and thus not designed to withstand the high loads which would be encountered i n sea level operation. The total altitude simulation system u t i l i z e d i n the SIV stage static testing (1) the diffusers, (2) the eiectors, (3) the i s comprised of four elements: accumulators, and (4) the steam boilers and 'feed water system (Figure 2). The diffusers are attached to each of the six engines w i t h a flexible seal, and are closed a t the opposite end by blow-off doors. In this configuration they serve as a vacuum chamber to provide low ambient pressures (less than 0.9 psis) i n the forty-five (45) second period up to and including engine ignition. By controlling the engine exhaust gas flow through internal geometry, the diffusers also sustain the required absolute pressure a t the engine bell e x i t after the engine start transient. The diffusers are approximately thirty-five (35) feet long, and are of double w a l l construction to provide for water cooling. The wal I s are fabricated from low carbon steel and are spaced one-fourth inch apart to accommodate a cooling water flow rate of approximately 3100 gallons per minute per diffuser. Each diffuser i s connected to a two stage steam jet ejector system w i t h a thirty.(30) inch vacuum line. A pneumatically operated butterfly valve i s installed i n this vacuum line to permit isolation of the eiectors from the diffusers. The i n i t i a l purpose of this isolation was twofold: (1) to prevent hot gases from the diffuser being sucked through the eiectors just after engine ignition, and (2) to prevent aspiration of a i r through the ejector and into the lower end of the diffuser during normal engine operation, where after-burning would cause high �temperatures and resultant damage to the diffusers. ... These butterfly valves were also found to be of value in the sequencing of ejector operation with respect to the diffuser during the initiation of vacuum pumping. Each stage of the two stage ejector i s thirty (30) feet long, and they are assembled together i n a vertical array on the front of the test stand (Figure 3). The first stage suction chamber i s at the level of the diffuser vacuum line. Steam reaches the second stage ejector without intervening valves between them and the constant pressure steam regulators. The first stage steam lines were provided with intervening three-inch valves to permit delaying the entrance of steam into the first stage ejectors until the second stage had established a partial vacuum throughout the system. I t was learned early i n testing of the altitude system, however, that this delay was not necessary inasmuch as no significant change i n vacuum pull-down characteristics were encountered with simultaneous admission of steam to both ejector stages. Mani- folding for delivery of steam to both stages of the ejectors i s supplied through . an eighteen (18) inch steam line from the constant pressure regulators i n the accumulator area. Two thirty thousand (30,000) gallon capacity steam accumulators serve as storage vessels for the steam energy used to power the ejectors. These vessels are half-filled with water, and when charged, hold heat i n this water a t 406'~. he upper half of each accumulator contains steam a t 406'~ and 250 psig pressure. To insure optimum performance of the eiectors, motive steam i s supplied from the accumulators a t a constant pressure. his 'is accomplished by the use of constant �pressure regulators (one for each accumulator), which maintain 135 psia at the ejector nozzles. The regulators are of the twelve (12) inch, 90' angle valve type, and are commanded open and closed by the automatic SIV stage firing sequence. The actual opening travel of the regulating valve i s controlled by high pressure water from the accumulators. This controlling water i s regulated as a function of the pressure i n the eighteen (18) inch steam line. The opening travel of the poppet i n the constant pressure regulators then increases as the accumulator pressure falls off during a test run. A boiler of 250 BHP capacity i s used to produce 8625 pounds per hour of dry and saturated steam a t 250 psig for charging the steam accumulators. ' The process of charging the accumulators requires approximately twelve (12) hours. The "packageu boiler i s o i l fired, and i s automatically actuated with boiler steam pressure. The normal supporting systems for operation of a steam boiler are part of this complex area, which includes the feedwater system, deaemtor, blow down tank, and o i l storage tank. The design specifications for the steam supply system and ejectors of the altitude simulation system were established as a function of the Pratt & Whitney RLIOA-3 engine.chilldown flow rates during the period prior to engine ignition. The internal convergent-divergent geometry of the diffusers was established using the parameters of engine combustion products flow during firing operation to assure a sustained pressure of 3.0 psia or less at the engine bell exit. The Pratt & Whitney RLlOA-3 engine utilizes liquid oxygen and liquid hydrogen as propellants. Since both of these propellants have very low boiling �temperatures (-297' and -423O~, respectively), each pump must be chilled to essentially its respective liquid boiling point to assure that at engine ignition liquid w i l l be present at the pump inlet and not gas, since gas would cause pump cavitation. To accomplish adequate chilldown of' the liquid hydrogen pump a t sea level requires forty-five seconds of time, during which gaseous hydrogen i s 'dumped into a stand vent system, and carried off to a burn stack. During the last ten (10) seconds of this forty-five (45) second period, the liquid oxygen pump i s simultaneously being chilled down, and dumping approximately 2.0 pounds per second of first gaseous and then as chilldown proceeds, liquid oxygen into each diffuser. These gases must be carried out'bf each diffuser while continuously maintaining a pressure of 0.9 psia or less. The low pressure i n the diffusers during chilldown i s required to provide the proper pressure drop between the engine pump inlet and the engine combustion chamber or diffuser to assure the chilldown propellant flow rates. Operation of the altitude simulation system i n conjunction with the Pratt &,Whitney engine starting sequence was of such critical nature that control of the system was integrated into an automatic engine firing logic. As i s shown on Figure 4, the base for the timing of logic events was established with time T=O occuring at engine start command. A t T-60 seconds or fifteen (15) seconds prior to initiation of the firing logic, the manually switched sequence of starting three (3) electric motor-driven water pumps and opening of the deflector plate water: valve i s started. This timing assures full water flow through the cooling water jacket of the diffusers, as well as full water flow for deflector plate �cooling by engine start command. The automatic engine f i r i n g logic i s initiated a t the beginning of LH chilldown which i s forty-five (45) seconds 2 prior to engine ignition, or T-45 seconds. Simultaneous w i t h LH2 chilldown initiation, both the constant pressure regula toss and the first stage ejector steam valves are opened to begin the vacuum pumping action w i t h the diffuser butterfly valves closed. Ten (10) seconds later, a t T-35 seconds, the diffuser butterfly valves are opened, and the diffusers are evacuated to approximately 0.5 psia by pumping action from the operating ejectors. To provide feedback information to the automatic engine firing logic that the altitude simulation system i s functioning properly, specifically that the differserapressure i s a t or below 2 . 5 psia, pressure switches set to pick up a t 2.5 psia are installed on each diffuser. The picked-up talkback i s required from a l l six of the diffuser pressure switches by T-10 seconds to enable the logic signal commanding the start of the liquid oxygen pump chilldown. I f these talkbacks are not a l l received, a hold i s automatically imposed i n the logic. The d i f f i c u l t y must then be isolated and corrected before a recycle of the sequence can be performed. At T-0 seconds the logic signal for engine ignition i s given, and the first stage ejector steam valves are closed. After successful engine start i s achieved a t approximately T+2.4 seconds, as indicated by proper signals from each of the engines, the altitude simulation system i s automatically shut down by simultaneously closing the constant pressure regulators, and the diffuser butterfly valves. steam jet ejector system no longer operating, a pressure of less than With the 1.0 psia (3.0 psia maximum allowable) i s sustained a t the engine bell e x i t until engine cutoff, by the pressure physics of engine exhaust gas flow controlled by internal diffuser geometry �The actual data for diffuser operation during the acceptance firing of the f i f t h Saturn stage, the SIV-5 Vehicle, at Sacramento (Figure 5) shows typical performance values. As can be seen, approximately five (5) seconds after the butterfly valves were opened than - by T-30 seconds, a pressure of less 1.0 psia had been achieved i n each diffuser. This pressure was held constant until engine ignition, a t which point the diffuser pressure began to increase as the engines proceeded through their normal start transient and engine combustion chamber pressure increased. The pressure increase continued until T+2.0 seconds, when i t changed slope sharply, and caused the diffuser blow-off doors to be carried The pressure returned immediately then to less then 1 .O psia, and was rut- away. tained a t this value until engine cutoff occurred at T+477.5 seconds. With engine cutoff, the pressure i n each of the diffusers returned to ambient within one (1) second. Having discussed i n general terms the hardware elements of the altitude simulation system, and having reviewed typical performance data of the system as gathered during Saturn SIV-5 Vehicle firing, i t i s appropriate that some of the problems encountered i n achieving the present level of performance be discussed. As i t was. stated earlier, constant pressure regulators were installed a t each accumulator, to provide steam a t 135 psia to the ejectors for optimum performance of the ejectors i n vacuum pumping. Since the total duration of the steam eiector system operation for each test was only f i f t y (50) seconds, severe dynamic demands were,imposed on the constant pressure regulating system. Because of the mass of the moving elements i n the twelve (12) inch, 90' globe valves, which were the regulating �devices i n the steam line, time restrictions had to be imposed on opening and closing speed. This mass also caused overshoot difficulties which would not have been a problem i n an "on the line" system which was the application for which these regulators were designed. To understand the specific difficulty and how i t was corrected i t i s necessary to examine the elements of the constant pressure regulating system (Figure 6). For simplicity only one system i s shown, although i t was duplicated for each accumulator. The constant pressure regulator was operated i n its opening cycle by a regulated, constant bleed, wafer system which sensed the pressure i n the eighteen (18) inch steam line as its controlling function. water was obtained from the bottom of the accumulator. The The force of water on the opening side of the constant pressure regulator actuating piston was counterbalanced by a controlled source of gaseous nitrogen. On command from the automatic engine firing logic, at T-45 seconds, for steam to be supplied to the ejectors, an electrical signal caused the shutoff valve i n the water regulating system to open. This permitted high pressure water to reach the opening side of the actuator on the constant pressure regulator, driving i t 'open, and a t the same time compressing the gaseous nitrogen on the upper side of the actuating piston. The pressure increase i n the eighteen (18) inch steam line was sensed and fed back to the water regulator which began to close down the water shutoff valve, and thence the water flow to the opening side of the actuator. Thus the constant pressure regulator reached that position which would supply steam to the ejectors a t 135 psia . �1 I n the original installation cooling coils were provided i n the water line to the water regulator to assure that high pressure water without entrapped steam would be available for motive force at the actuating piston of the constant pressure regulator. I t was quicltly discovered, however, that the change i n pressure a t the regulated water shutoff valve caused the water to flash to steam. This condition caused the \ constant pressure regulator to be driven f u l l cycle open to closed and back to open, and rendered the water regulating system ineffective i n establishing a constant steam pressure. To assure that cool water was always available to the regulating system, a one hundred (1 00) gal Ion water tank was added downstream .of the cooling coils. This f i x worked effectively and permitted additional testing of this system which established that the response of the constant pressure regulator to i n i t i a l overshoot was too slow. Specifically, the range of pressure during the overshoot was 180 psia to 200 psia, and the time from the open command signal until stable pressure was achieved was approximately sixty (6C) seconds. Since only forth-five (45) seconds of steam system operation were required, this system transient was unacceptable. The d i f f i c u l t y was f i n a l l y traced to excess volume i n the water regulating system, which caused excessive time for the water to be bled off and, therefore, slow response of the constant pressure regulator to the overshoot. When the volume of the water system was reduced by short coupling the elements of that system to the constant pressure regulator, this problem was solved and acceptable performance was .achieved. system i s shown i n Figure 7 A composite of typical data from the altitude simulation Note that the magnitude o f overshoot i s approximately �170 psia - not significantly changed from the 180 to 200 psia level - but that stable pressure regulation i n the eighteen (18) inch steam line i s achieved w i t h i n thirty (30) seconds of the open command. During the i n i t i a l static tests of the Saturn SIV Vehicle a t the Sacramento Test Center, an aluminum blow-off door was used as the closure on the diffusers. This door weighed approximately one-hundred and twenty (120) pounds, and was held i n place a t the lower end of the diffuser by four (4), four hundred (400) pound pull magnets. The blow-off doors remained i n place on the diffusers prior to engine start, and were then ejected from the diffusers at engine start as the chamber pressure increased. Because of the force w i t h which the doors were ejected, some damage was always sustained as they contacted w i t h the test stand flame deflector plate. Experience quickly established that the aluminum doors could usual l y be repaired for use a second time, but that repair beyond this point was not practical. The high usage rate of aluminum doors, and high i n i t i a l cost coupled w i t h the cost involved i n the repair operation, created the incentive for fabrication of fiberglass doors. Testing o f a blow-off door fabricated of fiberglass, quickly established clear advantages of this product over the one fabricated of aluminum: (1) the fiberglass door weighed less than one-half as much as the aluminum door (53 pounds compared to 120 pounds) and offered considerable advantage i n handling the doors for installation, and (2) fiberglass construction resulted i n doors which were flexible and liable enough to absorb impact w i t h sustaining damage. the flame deflector plate without The combination of light weight and f l e x i b i l i t y o f the fiber- glass doors was manifested i n l i t t l e damage being incurred by the doors w i t h �each use and established a high reuse factor. This reuse factor coupled w i t h lower i n i t i a l costs and lower repair cost, as compared w i t h the aluminum door, permitted a savings of several thousand dollars i n the Saturn SIV program. Before and during the early portions of the hot firing program, i t was found that some of the diffuser doors would occasionally blow off upon activation of the altitude simulation system. This w w l d result i n the i n a b i l i t y to draw a vacuum i n those diffusers affected and thereby cause an automatic cutoff. It was first thought that flame deflector plate water flow was washing the doors o f f and the operating sequence was changed to assure a t least partial vacuum prior to achieving f u l l deflector plate water flow. The persisted however, and several additional factors were evaluated. 4 I t was found that i n i t i a t i o n of steam flow i n the ejector generated a momentary but very slight overpressure i n the diffusers, which could contribute to door blow-off . By starting the steam blow-down w i t h butterfly valves closed, this surge was prevented from entering the lower ( ~ l e n u m )section of the diffusers immediately above the doors. The most direct cause of door loss was attributed to the accumulation o f water i n the steam supply lines. The i n i t i a l design incorporated preheat valves that permitted a small quantity of steam to bypass the constant pressure regulating valves for the purpose of conditioning the lines downstream. i t was intended that this would reduce condensation during the i n i t i a t i o n of steam flow t o the eiectors. Unfortunately, the preheat steam condensed into large accumulations of water, and i n i t i a l main steam flow carried this water to the ejectors w i t h attendant �water hammer loads i n the lines, ejectors, and diffusers. Preheat was eliminated - 9 . very early i n the test program, but the water "slugging" problem persisted, although i t was less severe. The entrained water would cause violent shock loads i n the ejectors as i t turned corners and eventually went through the elector nozzles, and these loads were transmitted to the diffuser through the connecting thirty (30) inch ducts with sufficient force to actually shake the doors off. The addition of drains to the system a t a l l low points, and particularly immediately upstream and downstream of the constant pressure regulating valves solved this problem. The condensation occurring during initial flow of steam into cold lines was less severe than anticipated. With the incorporation of procedures for draining water which had accumulated a t a l l low points i n the steam lines to the ejectors, and changing of the logic sequence to open the butterfly valves after steam flow was well established i n the eiectors, operation of the altitude simulation system became very re1iable. The double-walled diffuser construction, mentioned earlier, i s shown i n Figure 8. The inner wall i s one piece, 5/16 inch thick, extending from the engine exit to the plenum section (Section #8). The plenum i s separable from the rest of the diffuser and incorporates a section of water-cooled 30-inch vacuum line. Spacer rings of 1/4 inch square cross section are welded to the inner wall every six (6) inches. The rings are not'ched to permit some longitudinal equalization of water flow and to permit a i r and/or vapor to be vented. The outer'shell i s two pieces, each welded to one of the end flanges of the inner wall. A slip joint gland seal midway along the diffuser permits each half of the outer she1l to move freely i n the axial direction, thus preventing buckling �loads on the inner w a l l during the expansion caused by heat generated during a static firing. outer shell. Water i s introduced into the annvlus through holes i n the The i n l e t and outlet water manifolds are essentially identical, half-round sections of pipe covering the holes and having flanged connectors t o the test stand water distribution manifolds. Initially, no attempt a t controlling the vertical distribution of water flow was made. Water temperature was monitored a t one point i n the final discharge line from each diffuser, and a single diffuser was instrumented a t each water discharge point to establish a profile of temperature along the length of the diffuser. The first two static firings, of 10 and 14 seconds duration, were insufficient i n duration to establish a temperature profile a t the cooling water discharge ports. The third firing was aborted a t 28.5 seconds because of what was then considered an excessive water discharge temperature of 165'~. Although no physical damage occurred, orifices were instal led i n the outlet flanges of the upper sections of the diffuses tcs force more of the flow through the lower sections. The allowable water discharge temperature was raised from 1 6 5 ' ~ to 1 9 0 ' ~ and static firings of 62, 41, and 7 seconds were accomplished w i t h no overheat evidenced. The first f u l l duration 420 second firing, the seventh static firing, resulted i n extensive damage to the plenum section of the diffusers, even though the maximwm allowable water temperature was not exceeded. I t was determined that local boiling or trapped a i r near the water outlet o f the lower section of the diffusers restricted water flow sufficiently t o permit hot spots to develop to the point that the inner liner became plastic and bulged inward. Metal flow occurred a t the bulge i n each diffuser, and i n �one case was of sufficient magnitude to cause the bulge to rupture, The exit water manifolds were removed from each diffuser and additional holes drilled through the outer wall to reduce restriction to water flow. Vent holes to eliminate air traps at the upper end of each section were also added i n the outer wall. The orifices were changed i n a19 the outlet flanges i n an attempt to distribute water flow such that a constant tempemture rise would be obtafned across each diffuser section, The discharge water from the previously damaged lower section was diverted from the collection manifolds feeding the deflector plate, and used to cob1 the bellows section i n the 30 inch duct connecting the diffusers to the steam iniectors. The next full duration firing resulted I n a small bubble i n Section # 1 of Diffuser Number 2, and the respective outlet orifice was enlarged for a l l six (6) diffusers, Subsequent full dumtlon firing tests on both the battleship test vehicle, and four (4) fltght vehicles were performed with no further difficulties encountered i n cooling of the diffusers. The altitude simulation system described i n this paper has been used to accomplish some thirty-one (31) static firing tests. Each of these tests involved the functioning of a set of steam ejectors and diffusers for each of the six engines utilized on the Saturn SIV sta$e. In this sense, one hundred and eighty-six (186) operational cycles were accomplished i n simulating altitude conditions for an engine firing. While problems were encountered i n making the total a! titude simulation system functional, they were solved quickly a? the beginning of the staticatestingprogram. The performance of the system i n achieving the low pressures required, and i n achieving them with a high level of reliability has been we1l estdbl ished as very satisfactory. ����FIGURE 4 I I -7 -6 -5 -4 -3 -2 -1 I i i i i i i i i i i -30 -20 -10 -9 -8 I I 8 +l +2 +f +4 +S I I I I I I I I i I 1 I +s 4-7+8 +1+1@ 4-9+$O+t)+t) +@ i i i i i i i 1 i I 1 SATURN S-IV GROUND TEST START SEQUENCE i EXPANDED TIME SCALE (SECONDS) -60 -50-40 WATER VALVE OPEN DEFLECTOR WATER PUMPS 1-2-3 DEFLECTOR PLATE STATIC FIRING AUTO SEQUENCE 1ST STAGE STEAM EJECTORS ON 2ND STAGE STEAM UECTORS ON DIFFUSER PRESS. MONITOR SWITCHES ENABLED LH2 PRESTART VALVES OPEN LOX PRESTART VALVES OPEN ENGINE IGNITERS ON ENGINE START VALVES W E N ENGINE PRESSURE QK �5 SATURN SIV-5 ENGINE DIFFUSER OPERATION PRESSURE aLGUMVOiWS f CO)ISTAfdl i1STSTUXEJETOR VALVES OPEN �FIGURE 6 FROM PNEUMATIC VALVE REGULATOR SOLENOID VALVE HAND VALVE NCHECK VALVE - CONSTANT PRESSURE REGaBMTGq CONTROL SYSTEM WATER SHUTOFF & MWUUTING VALVE CONSTANT WATER ( & �PRESSURE-PSIA �DIFFUSER W A E R 8) � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000059 Title A name given to the resource "Altitude Simulation in Saturn SIV Space Testing." Description An account of the resource This paper was presented to the Society of Automotive Engineers. The abstract reads, "The Douglas Aircraft Company has been involved in testing the Saturn SIV stage at the Sacramento Test Center for the past two years. The propulsion system for the SIV stage consists of six (6) Pratt & Whitney Aircraft Company rocket engines which are designed specifically for high altitude start and operation. During static firing tests of this engine at sea level, a steam jet ejector in combination with a diffuser, are used to simulate altitude conditions. The intent of this paper is to examine the performance of this altitude simulation system, and to discuss problems encountered in making it operational." Creator An entity primarily responsible for making the resource Hofferth, D. D. Polansky, A. L. Wilson, E. L. Douglas Aircraft Company. Missile and Space Systems Division Date A point or period of time associated with an event in the lifecycle of the resource 1965-01-01 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) Saturn launch vehicles--Testing Saturn S-4 stage Altitude simulation Type The nature or genre of the resource Reports Text Source A related resource from which the described resource is derived Saturn V Collection Box 12, Folder 60 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000051_000074 https://digitalprojects.uah.edu/files/original/20/1144/spc_stnv_000060.pdf d62b3e42d82eaccd92efb30379a91002 PDF Text Text , - -> * I NATIONAL AERO;x.'AUTICS AND SPACE ADMINIS~RATIONI WO 9-41 5 5 VJAjl-I,:r'GTON, D.C. 20546 TELS' WO 3-6925 1 L3< J 1 - -. GSLil G , ' . Y- 7- f i F-u*-. *.-. 3 . r z (ACCESSION NL'hrtCR) . 3 1 1 > C f 4 9;ili L < ( N A S A C R OR TMX OR A D N U M U E R ) Address by James E. Webb, A d m i n i s t r a t o r N a t i o n a l Aeronautics and Space A d m i n i s t r a t i o n i I J I n v e n t o r s ' Congress and Space Symg?osiuin L i t t l e Rock, Arkansas October 30, 1964 I,, ' ,/ G e r i c a n Procrress and Goals i n Space \ I t i s h e a r t e n i n g t o p a r t i c i p a t e i n a meeting l i k e t h i s , one i n which i n v e n t o r s , i n d u s t r i a l r e p r e s e n t a t i v e s , and members of t h e S t a t e government cone t o g e t h e r t o exchange i d e a s . Such a c t i v i t i e s cannot f a i l t o spur expanding c r e a t i v e e f f o r t and more d i v e r s i f i e d i n d u s t r i a l p r o d u c t i o n i n t h i s s t a t e and r e g i o n . I a m e s p e c i a l l y p l e a s e d t o d i s c u s s t h e N a t i o n a l Space Program b e f o r e t h i s group t o n i g h t , A s p e r s o n s concerned w i t h i n v e n t i o n and development, you w i l l be e s p e c i a l l y I i n t e r e s t e d i n t h e space program, i t s s i g n i f i c a n c e t o t h e n a t i o n ' s p o s i t i o n of world l e a d e r s h i p , and i t s r e l a t i o n s h i p �to t h e growth of America i n a n age merked by e x p l o s i o n s of knowledge i n a wide v a r i e t y of s c i e n t i f i c and t e c h n i c a l f i e l d s . Much of t h e p r o g r e s s of t h e world h a s bccn based upon t h o s e c r e a t i o n s of hard work and i n s p i r a t i o n which w e c a l l inventions, times. T h i s i s no l e s s t r u e today than in e a r l i e r L e t m e i l l u s t r a t e by . k f e r e n c e t o t h e steam engine, a source of power on e a r t h , and t o t h e r o c k e t engine, t h e source o f power i n space, I t was James Watt who developed t h e f i r s t r e a l l y s u c c e s s f u l steam engine i n 1774, pursuing' a s a l o n e l y i n d i v i d u a l a c r e a t i v e idea. T h i s engine embodied t h e e s s e n t i a l f e a t u r e s of t h e modern steam engine. Watt's engine provided t h e power f o r t h e I n d u s t r i a l Revolution; it l e d t o r a i l r o a d s , t o steam-operated m i l l s and f a c t o r i e s , t o steaniboats and s h i p s f o r r i v e r and ocean commerce. The work o f D r . Robert H. Goddard w i t h p r i m i t i v e , liquid-powered r o c k e t s i n t h e 1 9 2 0 ' s and 1930's i n Massachusetts and New Mexico was i n t h e same p a t t e r n a s W a t t ' s work, His was no l e s s a n i n d i v i d u a l achievement, c a r r i e d o u t under d i s c o u r a g i n g circumstances. r o c k e t i n 1926 -- The f l i g h t of Goddard's f i r s t a t o t a l of 184 f e e t i n two and one h a l f seconds -- �-3- was one of t h e major e v e n t s l e a d i n g t o t h e f a n t a s t i c speed of about 25,000 m i l e s p e r hour f o r t o d a y ' s Venus and Mars probes t o d i s t a n c e s of m i l l i o n s of m i l e s i n t o deep space, and u l t i m a t e l y w i l l e n a b l e men t o e x p l o r e t h e moon and p l a n e t s . The power of c r e a t i v e i d e a s such a s D r . Goddard's and t h e a b i l i t i e s and w i l l i n g n e s s of men t o c a r r y them t o f r u i t i o n have been among t h e p r i n c i p a l a s s e t s of t h e United S t a t e s s i n c e i t s foundation. The r e v o l u t i o n a r y changes t h a t a r e t a k i n g p l a c e i n s c i e n t i f i c and t e c h n o l o g i c a l p e r s p e c t i v e s through t h e mastery of s p a c e open v a s t new realms f o r t h e c r e a t i v e a c t of i n v e n t i o n , and f o r t h e t r a n s l a t i o n of i n v e n t i o n t o p r a c t i c a l use. We must t a k e advantage of t h i s new s i t u a t i o n . As t h e N a t i o n a l Space Program moves i n t o i t s s e v e n t h y e a r , t h e United S t a t e s has reached t h e halfway p o i n t i n a broadb a s e d , a c c e l e r a t e d program f o r t h e p r e s e n t decade, a program t h a t w a s planned and h a s been c a r r i e d forward by t h r e e Adninistratiocs. L e t me b r i e f l y d i s c u s s w i t h you some of t h e major achievements and plans of t h i s program: o Manned s p a c e c r a f t f ~ cra r r y i n g crews i n n e a r - e a r t h o r b i t s of long d u r a t i o n , f o r i n v e s t i g a t i n g space outwsrd a q u a r t e r of a m i l l i o n m i l e s from t h e e a r t h , and f o r t a k i n g a s t r o n a u t s t o e x p l o r e t h e moon and t o r e t u r n them s a f e l y home. �-- ?dvanced, highly instrcmented, c n n ~ a n n e d s p z c e c r a f t ,,,,l..r.atically progranxned -- -,,,,h or remotely c o n t r o l l e d b y r a d i o from f o r m i s s i o n s m i l l i o n s of m i l e s deep i n space, i n c l u d i n g . ,-..,ftto examine t h e p l a n e t s e l e c t r o n i c a l l y , b y photography, *. ? ., t o transmit t h e information t o e a r t h s t a t i o n s . One .:;.:t 0 2 t h e s e extremely d i f f i c u l t f e a t s w i l l b e a t t e m p t e d nonth, d u r i n g a 30-day p e r i o d f o l l o w i n g Novefier 4. NASA launch two 570-pound Mariner s p a c e c r a f t t o f l y by t h e ? l a n e t Mars, j u s t a.s Nariner I1 f l e w b y Venus a b o u t two y e a r s a;o. Tne c h i e f d i f f e r e n c e , and it i s a b i g one, i s t h a t Venus x i s 3 6 m i l l i o n m i l e s d i s t a n t from e a r t h and Mars w i l l b e 1 5 0 r n i l l i ~ nmiles. about The Venus voyage took a l i t t l e over t h r e e months; t h e Mars f l i g h t w i l l r e q u i r e almost e i g h t and one-half Each of t h e s p a c e c r a f t apart -- w i l l -- which w i l l b e launched a few days c a r r y i n s t r u m e n t s f o r e i g h t s c i e n t i f i c experiments; s i x of t h e s e a r e designed t o measure r a d i a t i o n , magnetic f i e l d s , and 'micrometeorites i n i n t e r p l a n e t a r y space and near Mars. If a l l ' g o e s w e l l , a t e l e v i s i o n camera aboard each c r a f t w i l l t a k e up t o 22 s t i l l photographs of Mars, and a s p e c i a l d e v i c e t o determine t h e c h a r a c t e r i s t i c s of t h e &YIartianatmospheric p r e s s u r e '"ill be t u r n e d on. L ~ o r i e sa r e achieved, The t e l e v i s i o n p i c t u r e s , i f planned t r a j e c should be comparable i n d e t a i l w i t h photo- �graphs of t h e moon t a k e n by t h e b e s t e a r t h - b a s e d t e l e s c o p e s , These first p i c p e e r i n g m i s s i o n s c a n ~ o tprove or d . i s p r s v e t h e e x i s t e n c e of l i f e on K a r s , b u t t h e y can, i f s u c c e s s f u l , i n c r e a s e o u r knowledge of t h e p r o b a b i l i t i e s . We have had t~ /'success w i t h a s e r i e s of weather s a t k l l i t e s which have photographed from high above thousands of cloud p a t t e r n s , i n d i c a t i n g p r e v a i l i n g weather f r o n t movements. These s a t e l l i t e s i n c l u d e s o f a r e i g h t s f t h e T i r o s s e r i e s and one of t h e Nimbus series, I n a d d i t i o n t o cloud photos from t h e sunward s i d e of t h e e a r t h , some of t h e weather s a t e l l i t e s , n o t a b l y Nimbus, have employed i n f r a - r e d s e n s o r s t o map weather p a t t e r n s a t n i g h t . I n s t z l l e d on some of N A S A ' s e a r l i e s t s a t e l l i t e s were f o r e r u n n e r s of t h e i n s t r u m e n t s which have achieved such h i g h d e g r e e s a€ s u c c e s s f o r T i r o s and Nin-ibus, e We have r e f l e c t e d o f f t h e g i a n t , aluminized Echo b a l l o o n - s a t e l l i t e thousands of r a d i o , r a d i o - t e l e p h o n e , f a c s i m i l e , and o t h e r e l e c t r o n i c s i g n a l s -- photo- c l e a r messages between p o i n t s thousands of m i l e s a p a r t on t h e e a r t h ' s s u r f a c e , Echo i s a " p a s s i v e u s a t e l l i t e , a n o r b i t i n g " m i r r o r i n t h e sky" for electronic signals. e T e l s t a r , Relay, and Syncom a r e America's " a c t i v e n comunications s a t e l l i t e s . That i s , t h e y p i c k up from e a r t h s t a t i o n s s i g n a l s s f t h e r a d i o o r t e l e v i s i o n t y p e s , r e c o r d them �-6- ,,i 3 a g n e t i c t a p e s , t h e n r e t r a n s n i t t o distant p o i n t ? c n t h e q l c b e , l n Syncon we have t h e f i r s t s o - c a l l e d "stationary" s a t e l l i t e s which, s i n c e t h e y o r b i t a t 2 2 , 3 0 0 m i l e s above t h e e a r t h , hover aSove t h e same s p o t . s Our o r b i t i n g ~ b s e r v a t o r i e sof s e v e r a l t y p e s n o t o n l y study t h e e a r t h from above i t s atmosphere, a s we91 a s t h e sun and t h e s t a r s , b u t a l s o measure s o l a r and cosmic r a d i a t i o n and t h e f o r c e s of g r a v i t a t i o n and magnetism n e a r t h e e a r t h and t o v a s t d i s t a n c e s ~ u itn space, @ We a r e b u i l d i n g r e l i a b l e and v e r s a t i l e r o c k e t e n g i n e s t h a t w i l l develop tremendous t h r u s t s , r a n g i n g from 1.5 m i l l i o n pounds f o r S a t u r n I t o 7,5 m i l l i o n pounds f o r t h e S a t u r n V, These g i a n t pawer e n g i n e s w i l l b e c a p a b l e of c a r r y i n g o u t missions i n s p a c e r e q u i r e d by t h e n a t i o n a l i n t e r e s t s d u r i n g t h e p r e s e n t decade and perhaps f o r a longer p e r i o d . o The n l t i o n a l space program has e s t a b l i s h e d a world- wide t r a c k i n g and d a t a a c q u i s i t i o n network, 0 We have b u i l t and a r e b u i l d i n g o t h e r l a r g e ground f a c i l i t i e s f o r f a b r i c s t i n g , t e s t i n g , l a u n c h i n g , and c o n t r o l l i x g t h e new r o c k e t s and s p a c e c r a f t -- f a c i l i t i e s t h a t w i l l be b a s i c n a t i o n a l a s s e t s f o r many y e a r s t o come, a NASA r e s e a r c h and development c e n t e r s , s t a f f e d w i t h s k i l l e d �1 and experienced p e r s o n n e l , a r e s t u d y i n g what t h e United S t a t e s r e q u i r e s i n spzce and what i t can accon~?li.cii, A t t h e sarce time t h e s e p e r s o n n e l work with i n d u s t r y , where more t h a n 90 p e r c e n t of t h e NASA funds a r e s p e n t , i n t h e p r o d u c t i o n of t h e r o c k e t s , s p a c e c r a f t , and o t h e r equipment, o W e have augmented t h e n a t i o n ' s r e s e a r c h c a p a b i l i t i e s i n our u n i v e r s i t i e s by means of t r a i n i n g g r a n t s , f a c i l i t i e s g r a n t s , and r e s e a r c h g r a n t s and c o n t r a c t s . o The program h a s founded an i n d u s t r i a l b a s e t h a t c a n meet any n a t i o n a l needs i n space t h a t may develop, and many r e q u i r e m e n t s on earth. I t i s important t o n o t e t h a t NASA works v e r y c l o s e l y w i t h t h e A i r Force i n manned space f l i g h t , The Gemini two-man s p a c e c r a f t w i l l s e r v e t h e A i r Force a s a key element i n i t s ,Qnned O r b i t i n g L a b o r a t o r y prognam. The t o t a l NASA e f f o r t c o n t r i b u t e s technology, s c i e n t i f i c d e s c r i p t i o n of i t s s p a c e envirosment, and o p e r a t i o n a l e x p e r i e n c e t o a wide v a r i e t y of d e f e n s e projects. The Department of Defense, i n t u r n , s h a r e s a p p l i c a b l e knowledge from i t s m i l i t 3 r y p r o j e c t s with NASA, This exchange i s a n i n t e g r a l p a r t of t h e concept of a n a t i o n a l space progrm These a r e t h e n ? t i o n a l r e s o u r c e s a n d f a c i l i t i e s which t h e space program i s c r e a t i n g and p r ~ v i n go u t , They a r e of key importance t o the p r e c e n t s t r e n g t h and t o tka f u t u r e of t h e United S t a t e s , �The present r.39.e of EASA in aerona!-iticaland space research is a continuation and extension of that occupied. by its predecessor agency, the National Advisory Committee for ~eronautics, For more than 40 years, this civilian agency supgl.ied the basic scientific knowledge and technological development required to undergird our national requirements in aeronautics, both civil and military, and enabled the nation to assumeunquestiomlik supremacy in the air. Today, NASA is conducting research and development in support of every agency of the government which has, or may encounter, the need for operational activity in space. This includes the Weather Bureau in meteorological satellite operations, the Communications Satellite Corporation, and the Department of Defense. Ma:l's experience in space is limited, and all of the potential requiremezts and opportunities which it presents cannot yet be forsseen, But it is evident that they are there, And it is evident that not only we, bwt the Soviet Union and many other nations, also know they are there and intend to exploit them to enhance both their prestige and their power; Tha recent Soviet VosXh3d flight, during which three men �o r b i t e d t h e e a r t h i n a single s p a c e m f t , w a s a s i g n i f i c a n t space accomplishment, and a convincing demonstration t h a t t h e Russians i n t e n d t o p r e s s forward i n manned s p a c e f l i g h t a c t i v i t y . A t t h i s s t a g e i n t h e space e f f o r t , t h e S o v i e t Union c o n t i n u e s t o e n j o y t h e advantage i n o p e r a t i o n a l r o c k e t power t h a t i t h a s h e l d s i n c e t h e o u t s e t of t h e Space Age. c a t c h i n g up. But we a r e The 1 . 5 m i l l i o n pound t h r u s t S a t u r n I launch v e h i c l e , a l r e a d y s u c c e s s f u l l y f l i g h t t e s t e d on seven o c c a s i o n s , c a p a b l e of p l a c i n g 38,700 pounds i n e a r t h o r b i t . The S a t u r n V, now under development, w i l l g e n e r a t e 7.5 m i l l i o n . . pounds of t h r u s t and p l a c e 240,000 pounds i n t o e a r t h o r b i t , and it w i l l a l s o launch our e x p l o r e r s t o t h e moon. Let me add a arm-d about t h e Apollo program, which h a s l u n a r e x p l o r a t i o n a s one of i t s g o a l s . I t i s imoortant t h a t e v e r y ~ m e r i c a nr e c o q n i z e t h a t t h e fundamental o b j e c t i v e of t h e Apollo program, and of t h e e n t i r e n a t i o n a l s p a c e e f f o r t , pre-eminence i n s p a c e , and n o t t h e achievement of any s i n g l e s p e c i f i c goal. To a c h i e v e space l e a d e r s h i p , t h e n a t i o n must d e v e l o p t h e f a c i l i t i e s , t h e technology, t h e s c i e n t i f i c knowledge and t h e a b i l i t y t o o p e r a t e i n s p a c e a s we have �l e a r n e d t o o p e r a t e on t h e l a n d , s e a , and i n t h e a i r . I t i s e s t i m a t e d t h a t 90 p e r c e n t of t h e e x p e n d i t u r e s b e i n g made i n t h e Apollo program would be r e q u i r e d t o a c h i e v e pre-eminence i n s p a c e , even i f we had no i n t e n t i o n of going t o t h e moon. Moreover, y e a r s of o r d e r l y e x p e r i m e n t a l f l i g h t w i l l be conducted i n o r b i t near t h e e a r t h , b e f o r e t h e f i r s t a s t r o n a u t s set o f f f o r t h e moon. We w i l l l e a r n t o maneuver i n s p a c e , t o j o i n s p a c e c r a f t i n o r b i t , t o f l y o u t a t w i l l and return a t w i l l . Although one o b j e c t i v e i s t h e moon, t h e n a t i o n w i l l accumulate some 5,000 man h o u r s of f l i g h t i n n e a r - e a r t h o r b i t b e f o r e t h e f i r s t a t t e m p t i s made t o launch Apollo t o t h e moon. That i s almost 100 t i m e s t h e e x p e r i e n c e i n e a r t h o r b i t which was accumulated by a l l of our a s t r o n a u t s d u r i n g a l l o f the f l i g h t s i n t h e Mercury program. The i m p l i c a t i o n s of t h i s e x p e r i e n c e , and t h e a c q u i s i t i ~ n of t h i s o p e r a k i o n a l s k i l l f o r b o t h c i v i l i a n s p a c e programs and t h o s e o f t h e Department of Defense, a r e a p p a r e n t , The United S t a t e s space program h a s y i e l d e d f o r t h i s n a t i o n one s i g n i f i c a n t b e n e f i t which t h e Russians have n o t been a b l e t o g a i n from t h e i r s e c r e t space a c t i v i t y . It h a s �becorns a s i g n i f i c a n t force E c r i n t e r n a t ions: 2 0 - o ~ ~t ri oa n between t h e U n i t e d S t a t e s and o t h e r n a t i o n s of t h e w o r l d , and s t r e n g t h e n e d o u r t i e s n o t o n l y w i t h o u r F r e e \j?orld a l l i e s , b u t w i t h many o f t h e ercerging n a t i o n s . NASA c u r r e n t l y h a s 2 2 o p e r a t i o n a l t r a c k i n g and d a t a a c q u i s i t i o n s t a t i o n s l o c a t e d i n 1 8 d i f f e r e n t counizries, with t h r e e additional locations a g r e e d u p n b u t not y e t operational. Such s t a t i o n s r e 2 r e s e n t c o m o n e f f o r t s and c e n t e r s f o r c o n t i n u e d growth of u n d e r s t a n d i n g and c o - o p e r a t i o n . Three i n t e r n a t i o n a l s a t e l l i t e s which w e r e c o n c e i v e d , d e s i g n e d , f i n a n c e d and e n g i n e e r e d abroad -- A r i e l I and I1 f o r t h e B r i t i s h and A l o u e t t e I f o r t h e Canadians been l a u n c h e d by NASA. -- have Additional s a t e l l i t e launchings a r e s c h e d u l e d f o r b o t h of these c o u n t r i e s a s w e l l a s f o r t h e F r e n c h , I t a l i a n s and t h a European S2ace R e s e a r c h O r g a n i z a t i o n . N i n e French and B r i t i s h e x p e r i m e n t s a r e scheduleii f o r i n - c l u s i o n on NASA s a t e l l i t e s which w i l l be l a u n c h e d over t h e n e x t few y e a r s . NASA h a s c a r r i e d o u t 65 c o - o p e r a t i v e l a u n c h i n g s of sounding r o c k e t s w i t h 11 c o u n t r i e s , and c u r r e n t l y has �,greements w l t h t h r e e a d d i t i o n a l c o u n t r i e s f o r such p r o j e c t s . I n a d d i t i o n , 41 c o u n t r i e s a r c now p a r t i c i p a t i n g i n N A S F ' S m e t e o r o l o g i c a l s a t e l l i t e p r o j e c t s , c o n d u c t i n g s p e c i a l sbs e r v a t i o n s of l o c a l w e a t h e r c o n d i t i o n s a t t h e i r own e x p e n s e which a r e s y n c h r o n i z e d w i t h the p a s s e s o f U . S. w e a t h e r satellites. Seven c o u n t r i e s have a l r e a d y b u i l t e x p e n s i v e ground t e r m i n a l s and conductzd t e s t t r a n s m i s s i o n s i n connect i o n w i t h o u r communications s a t e l l i t e program, and a g r e e ments have been r e a c h e d w i t h f o u r o t h e r c o u n t r i e s . You a r e a l l f a m i l i a r , I am s u r e , w i t h t h e c o - o p e r a t i v e a r r a n g e m e n t s rsached w i t h Japan providing f o r d i r e c t t e l e v i s i o n coverage of t h e Olympic Games v i a t h e Syncom s a t e l l i t e . I n t e r n a t i o n a l p e r s o n n e l exchanges, which p r o v i d e f o r d i r e c t c o n t a c t s between s c i e n t i f i c and t e c h n i c a l p e r s o n n e l , c o n t r i b u t e i m p o r t a n t l y t o a l l o f t h e above c o - o p e r a t i v e efforts. Under t h e XASA f e l l o w s h i p program, t h e s p o n s o r i n g c o u n t r y pays for t h e t r a v e l and s u b s i s t e n c e o f i t s t r a i n e e s . T h i s r e q u i r e r e n t f o r investment on t h e p a r t of t h e p a r t i c i pating country assures careful consideration of t h e personnel s e l e c t e d and t h e i r f u t u r e u t i l i z a t i o n when t h e y r e t u r n . C o s t s o f i n s t r u c t i o n a r d borne by XASA. �A t the present time, t h e r e a r e 9 2 I n t e r n a t i o n a l Research E z s s o c i a t e s i n NASA c e n t e r s , 44 I n t e r n a t i o n a l Graduate ?ello-v?s i n U. S. U n i v e r s i t i e s , and 176 f o r e i g n t e c h n i c a l t r a i n e e s a t NASA c e n t e r s i n s u p p o r t of c o - o p e r a t i v e p r o j e c t s and ground f a c i l i t y o p e r a t i o n s , I n addition t o the formal exchanges, EASA and i t s c e n t e r s are h o s t s t o numerous foreign v i s i t o r s , U p t o J u l y 1 of t h i s y e a r , t h e r e had been 8 , 4 0 0 such v i s i t o r s from 95 c o u n t r i e s ; 1,900 d u r i n g t h e l a s t s i x months. T h e s p a c e program i s producing new s c i e n t i f i c knowledge w i t h wide i m p l i c a t i o n s f o r p r a c t i c a l use. A n o f f i c i a l of t h e Westinghouse A i r Brake Company was quoted t h i s week t h a t "Space r e s e a r c h i s c r e a t i n g a ' t e r r i f i c f a l l o u t ' of b a s i c knowledge which o l d e r i n d u s t r i e s a r e t r y ing t o u t i l i z e , " I n a d d i t i o n , t h e ailvances i n technology r e q u i r e d t o b u i l d , launch and o s e r a t e t h e b o o s t e r s and s p a c e c r a f t are p r o v i d i n g t h e base f o r much of t h e technology of t h e f u t u r e : i n materials, i n e l e c t r o n i c s , i n processing, i n r e l i a b i l i t y , and i n v i r t u a l l y e-7ery f i e l d of technology, �AS of S e p t e n b e r 1, 1 9 6 4 , EASA had r e c e i v e d from a l l s o u r c e s 3 , 5 1 9 d i s c l o s u r e s of i n v e n t i o n s b e l i e v e d t o p o s s e s s patentable novelty. TWOthousand two hundred and f o r t y of t h e s e were r e c e i v e d from c o n t r a c t o r s and 1 , 2 7 9 from N A S A ' s own employees. Of t h i s t o t a l , 2 , 1 1 1 d i s c l o s u r e s have been placed i n the inactive f i l e s , One thousand f o u r hundred and e i g h t d i s c l o s u r e s were a c t i v e a s o f September 1. Of t h e s e , 508 a r e t h e s u b j e c t s of p a t e n t a p p l i c a t i o n s . One of NASA's own i n v e n t o r s i s Mrs. B a r b a r a Lunde. T h i s a t t r a c t i v e 26-year-old aerospace engineer-housewife works a t o u r Goddard Space F l i g h t C e n t e r , i n Maryland, just o u t s i d e Washington, Mrs. Lunde h a s two p a t e n t a p p l i c a - t i o n s b e i n g c o n s i d e r e d b y t h e P a t e n t O f f i c e and h a s d i s c l o s e d f o u r more f o r c o n s i d e r a t i o n . Her i n v e n t i o n s i n c l u d e two v a l v e s , f o r s p a c e c r a f t , :.~hich have no moving p a r t s , Tomorrow, M r . Breene Kerr w i l l t e l l you i n d e t a i l of t h e NASA Technology U t i l i z a t i o n grogram d e s i g n e d t o make a l l o f t h e s e advances q u i c k l y a v a i l a b l e t h r o u g h o u t t h e K a t i o n , I u r g e you t o t a k e f u l l advantage of t h i s program i n A r k a n s a s . I t i s o f major i m ~ o r t a n c et o your economic f u t u r e . Bear i n �,ind t h a t it t o o k 112 years t o d e v e l o p photography t o a n d e g r e e , 56 y e a r s t o d e v e l o p t h e t e l e p h o n e , 35 y e a r s t o p e r f e c t t h e r a d i o , 15 years t o develop r a d a r . Television took 12 y e a r s , t h e a t o m i c bomb s i x and t h e t r a n s i s t o r f i v e . I n t h i s c o n n e c t i o n , it i s of s i g n i f i c a n c e t o t h e S t a t e of Arkansas t h a t a major p a r t of t h e n a t i o n ' s s p a c e i n s t a l l a - t i o n s a r e a l r e a d y f u n c t i o n i n g t o t h e s o u t h and e a s t of your State. I r e f e r t o what h a s been c a l l e d t h e S o u t h e r n C r e s c e n t of t h e s p a c e program. The f i r s t o f t h e s e i s t h e Cape Kennedy complex, t h e major s i t e f o r t h e l a u n c h i n g of o u r l a r g e r o c k e t s . This i s a permanent i n s t a l l a t i o n , a major e l e m e n t i n t h e n a t i o n ' s c a p a c i t y t o go i n t o s p a c e . It is already a large f a c i l i t y and i s b e i n g expanded g r e a t l y t o accommodate t h e l a r g e S a t u r n r o c k e t s which w i l l c a r r y o u r a s t r o n a u t s t o t h e moon. To g i v e you some i d e a o f t h e s c o p e o f t h i s u n d e r t a k i n g : d u r i n g t h e p a s t t h r e e F i s c a l Years some 700 m i l l i o n d o l l a r s was a p p r o p r i a t e d f o r c o n s t r u c t i o n of NASA f a c i l i t i e s a t Cape Kennedy. �The second p a r t of t h i s development i s t h e M a r s h a l l Space F l i g h t C e n t e r a t H u n t s v i l l e , Alabama. There some 6 , 5 0 0 p e o p l e a r e a t work, p r i m a r i l y engaged i n b u i l d i n g t h e f i r s t of t h e g r e a t S a t u r n r o c k e t s , w i t h t o t a l o p e r a t i n g c o s t s f o r t h e c u r r e n t F i s c a l Year o f over 100 m i l l i o n d o l l a r s , and w i t h a c o n s t r u c t i o n program a b o u t a t h i r d a s l a r g e . The t h i r d p a r t i s found i n a complex a t Michoud, L o u i s i a n a , and i n n e a r b y s o u t h e r n M i s s i s s i p p i . A t Michoud, a World War I1 a i r c r a f t p l a n t , a l r e a d y owned by t h e Government, i s b e i n g used t o b u i l d t h e f i r s t s t a g e s of t h e S a t u r n I-B and S a t u r n V r o c k e t s , persons. I t employs o v e r 1 1 , 0 0 0 Not f a r from Michoud i s b e i n g c o n s t r u c t e d t h e M i s s i s s i p p i T e s t F a c i l i t y , where t h e S a t u r n r o c k e t s w i l l b e checked o u t and t e s t e d t h o r o u g h l y . I n t i m e , some 3 , 3 0 0 s c i e n t i s t s , e n g i n e e r s , and t e c h n i c i a n s and s u p p o r t w o r k e r s w i l l b e a t work a t t h i s massive f a c i l i t y . The l a s t p a r t i s a t Houston, where t h e Manned S p a c e c r a f t Center i s being constructed. This, l i k e t h e o t h e r s t h a t I have c i t e d , i s a permanent i n s t a l l a t i o n d e s i g n e d t o be t h e c e n t e r f o r a l l o f o u r e f f o r t s t o s e n d man i n t o s p a c e . �c u r r e n t l y , t h ~ r ea r e mar@ "Lha.11 4,000 p n o p l ~eit .sror!r a t the Houston C e n t e r , and q u i t e l i k e l y t h i s number will i n c r e a s e in t h e f u t u r e . One o f t h e c e n t r a l f a c t s about t h i s g r e a t complex of space a c t i v i t i e s t h a t I have d e s c r i b e d i s t h e p o s s i b i l i t y t h a t many v a r i e d research, developmant and p r o d u c t i o n activities w i l l gravitate in t h i s direction. T h i s i s made l i k e l y by r e a s o n s of economics and of convenience. By and l a r g e , t h e s e w i l l be a c t i v i t i e s t h a t r e q u i r e heavy c o n t r i b u t i o n s from s c i e n c e and technology, and Arkansas and t h e o t h e r s t a t e s of t h e South a r e now i n a p o s i t i o n t o g e t r e a d y t o t a k e f u l l advantage of the p r o s p e c t . Arkansas must b e a b l e t o advance i n such a r e a s a s e l e c t r o n i c s , i n t h e development and use of new m a t e r i a l s , i n medical r e s e a r c h r e l a t e d t o t h e s e v e r e r e q u i r e m e n t s of s p a c e , and the like. I t must n o t only make p r o v i s i o n s f o r s u i t a b l e working art! l i v i n g c o n d i t i o n s f o r s c i e n t i s t s and e n g i n e e r s , it must a l s o be f a r - s i g h t e d i n t r a i n i n g i t s people a s t e c h n i c i a n s and s k i l l e d workmen, f o r t h e s e are a s e s s e n t i a l i n t h i s k i n d of a c t i v i t y a s t h e s c i e n t i s t s and e n g i n e e r s . �I n conclcsion, I w o u l d l i k ? t o emphasize that -just as t h s devslopment of t h e autornobil*: and the a i r c r a f t i n d u s t r i z s r e s u l t e d i n a g r e a t e r and s t r o n ~ e rn a t i o n a l economy acd provi3ed nevv j o b s f o r m i l l i o r . ~ , o u r v e n t u r e i n t o s p a c e i s s t i m u l a t i n g t e c h n o l o g y and s p u r r i n g o u r economy toward new and g r e a t e r h e i g h t s . Furthe?more, o u r s p a c e prograni i s enhancing t h e n a t i o n ' s c d u c s ? i o n a l s t a n d a r d s a t a t i m e when the ray.id advance of t e c h r . c _ i s g i c a l achievement makes even g r e a t e r demands upon e d u c a t i n n . Faen w e add the w i l l and t h e d e t e r m i n a t i o n o f Americans, a s i n d i v i d u a l s and a s a p e o > l e , and t h e i n g e n u i t y of o u r government-industry-v1niver5ity complex, w e have a program f o r t h e s u c c e s s f ~ le x p l o r a t i o n of s p a c e f o r t h e b e t t e r m e n t of a l l mankind. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000060 Title A name given to the resource "American Progress and Goals in Space," address by James E. Webb. Description An account of the resource This address was given by James E. Webb, Administrator, National Aeronautics and Space Administration, at the Inventors' Congress and Space Symposium, Little Rock, Arkansas. Creator An entity primarily responsible for making the resource Webb, James E. (James Edwin), 1906-1992 United States. National Aeronautics and Space Administration Date A point or period of time associated with an event in the lifecycle of the resource 1964-10-30 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) Astronautics and state--United States Space race United States. National Aeronautics and Space Administration Type The nature or genre of the resource Speeches Text Source A related resource from which the described resource is derived Saturn V Collection Box 12, Folder 32 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Is Part Of A related resource in which the described resource is physically or logically included. NASA News Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000051_000074 https://digitalprojects.uah.edu/files/original/20/1145/spc_stnv_000061.pdf 271b6a70fbb7b29e2196d2c74298e1b7 PDF Text Text I John F. Space Center N A T I O N A L A E R O N A U T I C S A N D SPACE A D M I N I S T R A T I O N KM HISTORY DOCUP ity of Aiabama Researcl QF Science 6 Technolc _ -LI-..-----D=N~.-------- - AMERICA'S SPACEPORT �"The story of man's achievement thrmgh30ut history has been the story of his victory over the forces of nature. In that continuing story, our generation has been given the opportunity to write the grandest chapter of them all. It i s on our schedule, in oar plm, and in our determination to put men 092 the moon before 2370." President Lyndon B. Johnson sept.n, 1966 �W E L-COME... , . ' .& . Welcome to the John F. Kennedy Space Center, NASA. This i s the major launch base from which manned and unmanned spacecraft explore the environment beyond the Earth's atmosphere, reaching out to the Moon, the Sun and the planets. Thousands of dedicated engineers, scientists, technicians and support personnel, members of an integrated GovernmentIndustry team, have created these facilities. The Center's superb launch team has achieved many "firsts" i n man's conquest of space. These accomplishments represent an important phase of the Nation's effort to achieve and maintain preeminence i n space research and exploration. I trust you w i l l share our pride i n the unique environment of the launch center and the historic work being carried on here. John F. Kurt H. Debus, Director Kennedy Space Center, NASA �MISSION John F. Kennedy Space Center i s the major NASA launch organization for manned and un: manned space missions. As the lead center within NASA for the development of launch philosophy, procedures, technology and facilities, Kennedy Space Center launches Apollo space vehicles; unmanned lunar, planetary and interplanetary spacecraft; and scientific, meteorological and communications satellites. The mission encompasses planning and directing: Preflight Preparations Vehicle Integration Test and Checkout of Launch Vehicles, Spacecraft and Foci liti es Coordination of Range Requirements Countdown and Launch Operations Supporting t h i s primary mission are a host of technical and administrative activities. These include design engineering; testing, assembly and checkout of launch vehicles and spacecraft; launch operations; and purchasing and contracting. The national Spaceport i s the site from which American astronauts w i l l be launched on lunar exploration missions before the end o f the decade. The A i r Force Eastern Test Range, part o f the Air Force Systems Command, operates and maintains the largest missile proving ground i n the free The Test world, one that spans 10,000 miles. Range's mission i s to provide launch f a c i l i t i e s and support services for launching missiles and spacecraft, and gather useful data from the flights. The Range supports NASA-sponsored launches for the peaceful exploration of space. �The National Aeronautics and Space Administration was established October 1, 1958. T h i s was 12 months after the launch o f Sputnik 1, the f i r s t man-made Earth satellite, and n i n e months after the launch o f Explorer 1, the f i r s t United States satellite. The maior focus o f NASA's launch operations has centered on Cape Kennedy, formerly Cape Canaveral, Florida. The antecedents of these a c t i v i t i e s date back to t h e years f o l l o w i n g World War II when the War Department selected the s i t e as a t e s t i n g area for longrange guided missiles. T h i s s p i t o f land i u t t i n g into the A t l a n t i c Ocean wos selected because o f the chain o f islands stretching southeastward t o Ascension Island which could accommodate tracking stations to measure the f l i g h t of research and development vehicles. The s i t e was formally approved J u l y 8, 1947. Soon afterward, Congress author i z e d the acquisition and construction o f the A t l a n t i c M i s s i l e Range, now the Eastern T e s t Range. A s a Department o f Defense facility, the range was assigned to the A i r Force for management. Subsequently, the range was extended t o the Indian Ocean, a distance o f more than 10,000 miles. The Army and Navy have a l s o u t i l i z e d the range f a c i l i t i e s i n the development o f rocket-powered weapons systems. As the NASA program got underway, the Cape became the headquarters of the Launch Operations Center, later renamed the John F. Kennedy Space Center, NASA. In late 1964, the Kennedy Space Center was relocated on adiacent Merr i t t Island. The s i t e occupies some Here, foci l i t i e s have 88,000 acres. been installed t o accommodate enormously powerful space vehicles t o carry man to the Moon and back, and to undertake even more challenging missions i n the vast reaches o f the universe. By noteworthy coincidence, the Spaceport has an unusual heritage. Numerous Indian burial mounds and middens (refuse piles) have been discovered on NASA property. Researchers have removed artifacts dating back to the time of Christ. Elsewhere, part i c u l a r l y along the beaches, traces have been found of early Spanish activity. Dr. Charles Fairbanks of the University of Florida has pointed out: 'This was one of the areas where Western c i v i l i z a t i o n came to the New World, and now it i s the area from which our c i v i l i z a t i o n w i l l go forth to other worlds." �LAUNCH VEHICLES T h e United States space program depends on the $ability o f scientists and engineers t o provide the means for propelling useful pay loads i n t o Earth orbit and into the farther reaches of space. For t h i s task, launch vehic l e s of varying sizes and capabilities are necessary. The f l i g h t path chosen for a payload determines what performance i s required of the particular launch vehicle. Obviously, it would be impractical to use our most powerful launch vehicle, the Saturn V, t o orbit a small, lightweight group o f s c i e n t i f i c satellites, or to r i s k failure of a mission by placing too much weight on a launch vehicle of any size. For these reasons, NASA has developed a family o f r e l i a b l e launch �vehicles of different sizes, shapes and capabilities. The objective has been to develop the smallest number of vehicles consistent with the f u l l scope of the space program. Launch vehicles employed for space missions i n the recent past evolved principally from basic military systems developed and tested during the previous decade. Technological exchange between military and scient i f i c projects continues to benefit the national space program. The f i r s t United States satellite was orbited by an Army-developed Jupiter-C missile. Delta, the workhorse of NASA's unmanned spacecraft program, employs components developed by the A i r Force and Navy. Modi- SATURN I fied Army/Air Force developed Redstone and Atlas boosters were utilized for the Mercury program, this country's i n i t i a l manned space flight effort. The Gemini launch vehicle was a modified Air Force Titan II booster. Centaur, the world's f i r s t space launch vehicle to be powered by liquid hydrogen fuel, and the highly successful Ranger and Mariner space probes were boosted into space by modified Air Force Atlas vehicles. The Saturn family of heavy launch vehicles, which was developed by NASA expressly for the peaceful exploration of space, evolved from technology acquired during the Army's early Redstone, Jupiter and Juno miss i l e development programs. A P O L L O / U P R A T E D SATURN �MANNED SPACE FLIGHT For thousands of years man has dreamed of the day when he would explore the vast universe that surrounds his tiny planet. This aspiration has stemmed from his fundamental thirst for knowledge and his readiness to accept the challenge of the unknown. When Orville Wright made the first powered flight in 1903 at a speed of 31 miles per hour, the significance of his achievement was barely recognized. Yet, in l i t t l e more than half a century following that historic event at Kitty Hawk, man' has succeeded i n orbiting the Earth at speeds measured in thousands of miles per hour. Now, he i s literally reaching for the Moon as the first stop on the way to exploration of the solar system and the infinite reaches of interstellar space beyond. The achievements in space since the first satellites were launched have paled to insignificance when compared with future proiects. Only i n the light of what he has already accomplished can man look ahead with the almost certain knowledge that he eventually w i l l realize his age-old dream of exploring the universe. Viewed in terms of time and distance, the challenge of space exploration seems insurmountable. Yet, a review of the technological accomplishments of the 20th century indicates that what appears as impossible i s merely difficult. The exploration of space i s following the pattern by which flight within the atmosphere was mastered. Each new development provides a platform from which to take the next step, and each step i s an increment of scientific knowledge and technological skill. ��MERCCJRY Project Mercury, the first of the manned space flight programs, was organized October 5, 1958, and successfully executed i n less than five years. The primary objectives of Proiect Mercury were: To place a manned spacecraft i n orbital flight around the Earth. To investigate man's performance capabilities and his abili t y to function in the environment of space. To recover, safely, both man and spacecraft. Project Mercury demonstrated that the high-gravity forces of launch and reentry, and weightlessness in orbit for as much as 34 hours, did not impair man's ability to control a spacecraft. I t proved that man not only augments the automated spacecraft controls, but also can conduct scientific observations and experiments. - Moreover, Project Mercury proved that man can respond to and record the unexpected, a faculty beyond the capability of a machine which can be programmed only to deal with what i s known or expected. In addition, the Mercury flights confirmed that man can consume food and beverages and perform other normal functions while i n a weightless environment. Finally, Mercury laid a sound foundation for the technology of manned space flight. The Mercury spacecraft, a one-man, bell-shaped vehicle, 9.5 feet high and 6 feet across at its reentry heat shield base, weighed approximately 4,000 pounds at liftoff and 2,400 pounds at recovery. The launch vehicle for the Mercury suborbital missions was a modified Redstone rocket generating 78,000 pounds of thrust at liftoff. A modified Atlas rocket whose three engines produced 367,000 pounds thrust was employed for Mercury orbital flights. Complexes 56 and 14 at Cape Kennedy were utilized for the Mercury missions. �GEMINI &mini was %he Lntermdiate step tawutd ~ h i c n r i n gB manpad lwsw land# ing, bridgina the afIigjhtexp4ilcnce k w e m tke S ~ W T - ~ Q ~ missions andhe lang durdflm mirsions of Apollo. Major obitctives achieved during the p r ~ r a m included d*mons+ration that man can perform effectively during extended periods i n spoce, both within and outside the p~oiectivaenviron.men+ of a spacecraft, development crf r m dezwus and doeking techniques, and parfelttan of controlled rsenTry and landing procedures. The Gemin i progrm provided fhe first American demonstratim of arbi tal rendezvous a skill which must be devdeped to land Amsriean exploxers on the Meon and is camduct the adwnced ventures of the future. The welaan Gemini spaeemafr was also a bll-shaped vehicle; however, it was almost twice as heavy, SQ perceht larger and contained 50 per- wmq - cccn? more valume than the Mercury saw&crafit. The tatsneh vehicle empleyed i n the C m i n i prepram was the modified Air Force Titan tl rocket which devdoped a thrust of 430,000 pounds at liftoff. The o v ~ ~ length l t af the Gmttni-Titan ll spa&@vehicle was 109 h t , Gemini flights wwe launched from Complex 19 at Cope Kennedyelr, The t a r p t vahicls fos thq Gemini r.(tndezvuur ond docking misrims was B d i f i e d Agena-D vehicle with (J fwwad moun~edtarget docking adapter, which provldedtb connecting point far mwting wjth the &mini srraaecrdt. The Agena-a, with a multiple restwt capability, had a rated thrust o f appmxim&aly 16,W pcrunds. it was' launched an an Atlas Standard Launch Vehicle which generates about 390,000 pounds of thrust. Gemini Aflas/Agena t a r p t vehiefrs had an avarall length of 104 fret. They were lounched from Complex 14 at Cape Kennedy. �r '. Tf sign- FJ,,F3Jh . \ ' .. �fir.-+.- Apollo i s the largest and most complex of the manned spoce flight programs. Its goal i s to land American astronauts on the Moon and return them safely to Earth. The astronauts w i l l travel to the Moon in the three-man Apollo spacecraft. Weighing 45 tons, the spacecraft consists of three sections - a command module, a service module and a lunar module. The command module may-be likened to the crew compartmentof a commercial jet airliner. It i s designed so that thrse men can eat, sleep and work in it without wearing pressure suits. Of the three modules, only the command module w i l l return to Earth. Thus, it i s constructed to withstand the tremendous deceleration forces and intense heating caused by reentry into the Earth's atmosphere, The service module contains supplies, fuel and a rocket engine so the astronauts can maneuver their craft into and out of lunar orbit and alter their course and speed in space. > l-. k 1 The lunar module i s designed to carry two men from lunar orbit to the Moon's surface for exploration and and then back into lunar orbit for rendezvous with the command and service modules. After the crew transfers back to the command module, the lunar module i s jettisoned and left in lunar orbit. Providingthe muscle for theApollo program i s the Saturn family of heavy launch vehicles. The first of these to be flight tested by the Kennedy Space Center was the Saturn I. Developing 1.5million pounds of thrust at liftoff, theSaturn I demonstrated the feasibility , .- . . = r d of clustered rocket boosters and qualified vehicle guidance and control systems. It also tested the structure and design of the Apollo command and service modules, physical compatibility of the launch vehicle and spacecraft and iettisoning of the Apollo launch escape system. Additionally, Saturn I vehicles orbited large Pegasus micrometeoroid detection satellites to monitor the frequency of micrometeoroids and to determine if they would be a hazard to manned space flights. Currently, uprated Saturn flight programs are underway at Kennedy Space Center. W i t h the greater power of the uprated Saturn, a l l three modules of the Apollo spacecraft are launched into Earth orbit. Initially, the flights are unmanned. Soon, uprated Saturn vehicles w i l l launch three astronauts on Earth orbital missions up to 14 days in duration. Lunar missions w i l l use the enormous power of the Saturn V launch vehicle. Together with the three modules of the Apollo spacecraft, the Saturn V stands 364 feet, weighs about 6 million pounds at launch and develops 7.5 million pounds of thrust at liftoff. Development of the Saturn vehicles i s the responsibility of the Marshall Space Flight Center, Huntsville, Alabama. The Manned Spacecraft Center, Houston, Texas, has responsi bility for Apollo spacecraft development, training of the flight crews and conducting the flight missions. Assembly, checkout and launch of the ApolloSaturn space vehicles are conducted at Cape Kennedy and at the Nation's Spaceport by Kennedy Space Center. �1 ;,I ' '. 5' - SATELLITES AND SPACE -. PROBES .-... �Unmanned spacecraft are making important contributions to man's knowledge ahout the world in which he lives and the universe around him. Much of this knowledge i s derived from the growing family of scientific satellites and space probes launched by Kennedy Space Center. Explorer satellites have mapped the Earth's magnetic field and have pioneered i n gaining new knowledge of the Earth's shape and mass distribution. Explorer I, this country's first satellitewhich was launched from Cape Kennedy on January 31,1958, discovered that the Earth was partially surrounded by a belt of deadly radiation, subsequent1y named the Van Allen Radiation Region. Other satellites have furnished information on micrometeoroids,temperatures in space, radiation and magnetic fields, upper atmospheric conditions, solar activity and other phenomena. Meteorological satellites have achieved the most significant advances in weather forecasting since the invention of the barometer over three centuries ago. T I ROS satellites, the first of a series of orbiting "weathermen," were launched from Cape Kennedy Complex 17 by Delta vehicles beginning i n April 1960. These satellites returned well over a million cloud:over photographs of the Earth's surrace. Starting in 1966, operational ueather satellites were launched for the Environmental Science Services Admini stration by Kennedy Space Center personnel. Placed into polar 3rbit from the Western Test Range in Ealiforn ia, these satellites photograph cloud cover and transmit pictures to weather stations akound the world. This type of fast, accurate weather reporting coupled with long-range weather prediction can be worth untold millions of dollars to agriculture, business and industry. Communications satellites such as Echo, Telstar, Relay, Syncom and Early Bird, launched on Delta vehicles trom Cape Kennedy's Complex 17, are shrinking the distances between continents, and are leading to better under- standing among the world's people. Exploration of the Moon's surface and environment by unmanned space probes i s essential to obtain data for manned lunar landings. This type of information i s also important i n yielding clues to the origin of the Moon, the solar system and perhaps even the universe. Rangers 7, 8 and 9 returned thousands of close-up pictures of the Moaj before smashing into the lunar surfac+: On June 2, 1966, the Surveyor I space& craft, the first of a series of instryk mented soft-landers, settled gently onto the lunar surface and transmitted thousands of detailed photographs ba* to Earth. Other Surveyor soft-landers are making detailed examinations of the Moon's physical phenomena and surface composition. These spacecraft are launched by Atladcentaur vehicles from Cape Kennedy Complex 36. Lunar Orbiter spacecraft, circling the Moon in low orbit, have photographed with amazing clarity wide areas of the lunar landscape. Launched from Complex 13 at Cape Kennedy, the Lunar Orbiter missions have provided significant data on potential landing sites for Apollo astronauts. Investigations of other planets of the solar system are conducted by unmanned Mariner spacecraft. On December 14, 1962, Mariner 2 became the first spacecraft to scan another planet at close range as i t passed within 21,600 miles of Venus. Mariner 4, after an eight-month iourney, passed . within 6,000 miles of Mars on July 14, 1965. Instrument observation of the plahet yielded invaluable clues to scientists seeking clues to the possibility of life on Mars. Mariner spacecraft are launched by Atlas/Agena vehicles from Cape Kennedy Complexes 12 and 13. Goddard Space Flight Center manages NASA's unmanned scientific,, meteorological and communications satellite programs. Unmanned lunar, planetary and interplanetary programs are managed by Jet Propulsion Laboratory. Launch operations for these programs are conducted by the Kennedy Space Center. �LAUNCH COMPLEX 39 Launch Complex 39, the nation's f i ~ s toperational spaceport, ranks as one of history's great engineering achievements. Developed and operated by the Kennedy Space Center, the immense facility is designed to accommodate the massive Apollo/Saturn V space vehicle which w i l l carry American astronauts to the Moon. Complex39 reflects a new approach to launch operations. In contrast to the launch facilities presently utilized at Cape Kennedy, Complex 39 permits a high launch rate, economy of operation . .. and superior flexibility. This new approach, known as the 'mobile concept," provides for assembly and checkout of the Apollo/Saturn V vehicle in the controlled environment of a building, i t s subsequent transfer to a distant launch siteand launch with a minimum of time on the launch ad. The maior components of Complex 39 include: the Vehicle Assembly Building, where the space vehicle i s assembled and tested; the Launch Control Center, which houses display, monitoring and control equipment for �checkout and launch operations; the Mobile Launcher, upon which the space vehicle i s erected for checkout, transfer and launch and which provides internal access to the vehicle and spacecraft during testing; the Transporter, which transfers the space vehicle and Mobile Launcher to the launch site; the Crawlerway, a specially prepared roadway over which the Transporter travels to deliver the Apollo/Saturn V to the launch site; the Mobile Service Structure, which provides external access to the vehicle and spacecraft at the launch site; and the launch site, from which the space vehicle i s launched on Earth orbital and lunar missions. The Vehicle Assembly Building provides a startling contrast to the low Merritt Island landscape. Covering 8 acres of ground, the Vehicle Assembly Building conslsts of two major working areas: a 525-foot-high high bay area and a 210-foot-high low bay area. The- high bay contains four vehicle assembly and checkout bays, each capable of accomrnodoting a fully ossembled, heavy-class space vehicle. The low bay contains eight preparation and p heck out cells for the upper stages of the SacturnV vehicle. Vehicle stages are shipped by barge from fabricatian centers to a turning basin near the Vehicle Assembly Bui lding, off-loaded onto special carriers and transported to the building. The first stage i s towed to the high bay area and erected on the Mobile Launcher. Four holddown-support arms on the Mobile Launcher platform secure the booster in place. Work are positioned around the booster for inspection and testing. Concurrently, upper stages of the Saturn V are delivered to the low bay cells, inspected, and tested. When testing of the individwal stages i s completed, the upper stages are prepared for mating and moved to the high bay area. A l l components of the space vehicle, including the Apollo spacecraft, ore assembled vertically in the high bay area. The fully assembled space vehicle then undergoes final integrated checkout and simulated flight tests. Located adjacent to the Vehicle Assembly Building and connected to the high bay area by an enclosed bridge i s the Launch Control Center. All phases of launch operations at Complex 39 are controlled from this four-story concrete structure. The first floor of the Launch Control Center contains offices, a dispensary and a cafeteria. The second floor is allocated to telemetry, measuring and checkout systems for use during stage and vehicle assembly in the Vehicle Assembly Building, and for launch operations at the launch site. Four firing rooms occupy the third floor one for each high bay in the Vehicle Assembly Building. These rooms contain control, monitoring and display equipmentreqwired fw automatic vehicle checkout and launch. Each firing room i s supported by a computer room, which is a key element in the automatic checkout and launch sequence. The Mobile Launcher, the key to launch operations at Cemplex 39, actuallyperforms a dual function. It serves as an assembly within the Vehicle Assembly Building and as a launch ~ l a t f o r mand umbilical tower at the launch site located several miles away. The Mobile Launcher i s a 446-foothigh structure with a base platform measuring 25 feet high, 160 feet long and 135 feet wide. I t weighs 10.6 million pounds. Whether in the Vehicle Assembly Building, at the launch site, - �or in its parking area, theM~bileLauncher ir positioned on six 22-foot-high steel pedestals. Nine swing arms extend from the Mobile Launcher's tower. The three astronauts wi ll enter the Apol lo spacecraftvia the top swing arm. These arms are dei~igrrrrdto swing rapidly away from the vehicle during launch, Besides carrying vital umbilical lines prapellant, pneumatic, electrical, data link to the space vehicle, the swing apms also permit a catwalk access to the vehicle during tfaa final ~ h a s eof countdown. The ApolloAaturn V i s p s i t i m e d on the Mobile Launcher and secured by f a r suppart and holddown arms. At the pad these arms hold the vehicla during thrust buildup of ths engines. A 45-square-foot spcning in the k s e plotform permits passage of engine exhausts at ignition. Three Mebile Launchers have been corrsttuctrd at Complex 39. A tracked vehicle hnewn as the Trclnsporfer moves thc 36-stsry Apol lo/ Saturn V space vehicle and Mobile Launcher horn the Vehicle Assembly Building to the launch site. Two Trans- - - are stutioned a t Camplex 39. "Ihe Transporter i s similar to ma- porters chines used in strip mining operations. Weighing app~aximately6 mi Illan ponds, it i s 131 feet long and 114 M w?&. Its height is adjustabls froa aQ to 26 feet. The vehicle moves on. h r J~ltlLletracked crawlers, e s h 10 %a& high and 40 feet long. Each shwe & ~ m l c r track weighs atrout a tat. ffrwa W Q $? shws on each h a c k B F F ~l ~ ~ t 1 1of 8 tracks on the c n t h A t a l s . Two main Civet d i m 1 engines provide 5,500 hnrsepwe-r. T* aher diesels gsnerah 2,t 30 h w ~ p ~ w e farr Ievk-ling, iackhg, rtew~tlsg, Il@ng, verrtiloting and sfsctrsnia syat%ns. Aurilimty plmimature pmvide power to the Mabila L W W RwG h~ carried by the Trurrhparter. Fn optaatian, the Jranspwter s l ips under the Mabile Lwncher while inside the Vehicle Assembly Building, Its 16 hydraulic i a ~ k s rulsctheMobila Launcher, with the spaee vehicle aboard, from support pdestals, The leaded Tranoporter then backs out of the Vehicle Assembly Building and transfers the 11.5-million-pound-load 3.5 mil& te the �launch site. The Transporter has a speed of 1 mile per hour when fwlly loaded and twice that when unloaded. It can negotiate curves of 500 feet mean radius. A leveling system provides the capability to maintain the entire load i n level position during *he transfer operation. The combined weight of the Transporter, the Mobile Launcher m d the Apollo/Saturn V exceeds 17 million ~ o u n d sa t the time of transfer from the Vehicle Assembly Building to the launch site. To accommodate fhis load, a specially constructed Crawlerway was prepared. The Crawlerway extends from the Vehicle Assembly Building to the launch site, and consists of twa 40foot-wide lanes separated by a SOfoot-wide median strip. The overall width of the roadway i s 130 feet or about equal to an eight-lane parkway. Unsuitable material was removed from the roadbed before beginning construction of the Crawlerway. The area than was compacted with hydraulic fill and selected material s, topped with crushed graded lirnerock, paved w ith asphalt, sealed and covered with gravel, forming a roadbed approximately 7 feet thick. From eight to twelve thousand pounds-pet-square-foot in surface prossures are exerted on the Crawlerway; this i s equivalent to a stress of 40 iet- liners landing at the same time on a runway. The Mobile Service Structure i s a 402-foot-high tower which weighs 12 million pounds. The structure contains five service platforms that provide circular access to the space vehicle for final servicing at the launch site. The two lower platforms can be adiusted up and down the vehicle, while the three upper platforms have a fixed elevation. Like the Mobile Launcher, the Mobile Service Structure i s transported to the launch site by the Transporter. I t is removed from the pad a few hours prior to launch and returned to its parking area. Two launch sites are located at Complex 39, three and one-half miles from the Vehicle Assembly Building. Each site i s an eight-sided polygon measuring 3,000 feet across. The maior elements of the launch iites include the launch pads; storage tanks for liquid oxygen, liquid hydrogen and RP-1 propellants; gas compressor facilities; and associated umbilical connection lines necessary for launching the space vehicle. The launch pad itself i s a reinforced concrete hardsite measuring 390 feet by 325 feet. Top elevation of the pad is 48 feet above sea level, sufficient distance for the rocket's engine nozzles to rest above a 700,000-pound flame deflector. �INDUSTRIAL AREA The lndustrial Area of the Kennedy Space Center i s located 5 miles south of Launch Complex 39. The area was planned so that a l l functions not required at the launch complexes could be grouped for ease of administration and efficient operations. Here, the administrators, scientists, engineers and technicians plan and accomplish many of the detailed operations associated with prelaunch testing and preparing space vehicles for a mission. The Headquarters building i s the admin istrative center for spaceport operations. Dr. Kurt H. Debus, Director of the Kennedy Space Center, and his immediate staff maintain offices on the top floors. Procurement, program management, legal and other support functions occupy lower floors. The largest structure i n the Industrial Area i s the Manned Spacecraft Operations building. This facility i s used for modification, assembly and nonhazardous checkout of Apollo spacecraft. It also provides astronaut quarters and medical facilities, spacecraft automatic testing stations and complete supporting laboratories. Following systems testing and Apollo service module static firing, Apol lo spacecraft are delivered t o this building for integrated systems testing. Here, individual spacecraft modules undergo acceptance testing and integrated systems and altitude chamber testing. Two 50-foot altitude chambers environmentally test Apol lo spacecraft in conditions simulating altitudes up to 250,000 feet. Space-suited astronauts participate i n these simulated flight tests. The Information Systems facility i s the hub of thespaceport's instrumentation and data processing operations. It provides instrumentation to receive, monitor, process, display and record information received from the space vehicle during test, launch and flight. The lndustrial Area contains special laboratories and testing facilities for the hazardous checkout operations associated with spacecraft pyrotechnic devices and toxic fluids. Among the other maior f a c i l i t i e s located i n the lndustrial Area are: �- Flight Crew Training Building this foci li t y provides an environment where astronauts and flight controllers under the direction of Manned Spacecraft Center personnel can practice for manned Apollo space missions. actual Apollo spacecratt and creates nearly complete realism for simulated missions. For about three weeks prior to a mission, astronauts go through makebelieve flights and cope with purposely contrived emergency situations. - - - L i f e Support Test this facility i s used for high-pressure testing and liquid oxygen supply testing of environmental control systems. FluidTestSupport this facility i s a single-story structure housing laboratories, shops and service areas to support the entire test area. Critical component lesting of spacecraft fluid test [systems are conducted i n the laboratories which maintain special clean-room conditions. Hypergolic Test this facility i s used to test and check out stabilization and attitude control systems, orbital maneuvering systems and reentry control systems for spacecraft. Hypergotic fluids utilized i n these systems are especially hazardous since they ignite upon contact with each other. Cryogenic Test this facility i s used for checking the cryogenic systems of spacecraft. Cryogenic fluids are supercooled. An example would be liquid hydrogen which must be maintained a t a temperature of 423 degrees below zero. Pyrotechnic Installation this ten-story-high facility i s used to install spacecraft pyrotechnic - - - - devices and to statically weigh and balance the spacecraft i n i t s mission configuration to determine its center of gravity. The facility i s also used for optical alignments of critical components of the guidance and navigation systems, as well as acceleration tests on dynamic fixtures. Ordnance Storage this facility provides remote, safe storage for solid fuel motors, pyrotechnic devices and aligned launch escape towers. RF Systems ~ e s t this facility i s used to adiust, test and check out spacecraft rendezvous apparatus and procedures in a simulated free space condition. Transmitting antenna height, elevation, squint and azimuth angles and transmitter frequency are remotely controlled from an operator's console. - - Additional support structures in the Industrial Area include cafeteria, warehouses, fire station, security offices, utilities and occupational health fac i l i ties. �CAPE KENNEDY FACILITIES Stretching northward along the Atlantic Ocean are the famous launch complexes of Cape Kennedy. The Cape i s managed by the U. S. Air Force for theDepartment of D e fense and designated as Station 1 of the Eastern Test Range which reaches 10,000 miles to the Indian Ocean. The U. S. Army, Navy and Air Force have used the Cape's f a c i l ities for missile development programs. Since the advent of the national space program in 1958, however, the area has also been u t i l i z e d by NASA as a launch s'ite for space vehicles. In the foreground are the two pads of Launch Complex 36 from which Surveyor spacecraft are launched toward the Moon. �Ten manned space missions were launched from Complex 19 during the highly successfu! Gemini program. Here, the Gemini 12 vehicle, the final flight i n the program, i s readied for launch. At the right i s the erector which i s employed i n servicing the space vehicle. Prior to launch, the erector i s lowered t o the ground. The umbilical tower on the left carries electri call communications and propellant lines to the rocket. lt remains attached t o the vehicle until liftoff. - A t Launch Complex 34, one of two Saturn launch sites on Cape Kennedy, the 300-foottall service structure encloses an uprated Saturn launch vehicle. Unlike the erector used at Complex 19, this structure moves back from the launch ready vehicle on rails. At nearby Complex 37, another Saturn launch site, a similar structure serves two launch pads that are connected by rails. From these sites, astronauts w i l l be launched on Earth orbital missions i n - . the three man Apollo spacecraft. - 1 , ,.This view of Launch Complex 37 shows the service structure in an open position with an rated Saturn launch, vehicle on the pad. To afford launch crews access to the rocket, the service structure closer around the Saturn. The platforms, which can be seen i n the photograph, provide work levels at various stages of the configuration. This unmanned Saturn, AS- 203, was successfully launched July 5, 1W6. The mission was an orbital flight t o examine the effects of weightlessness on the liquid hydrogen fuel of the second stage. For this reason, i t was equipped with a nose cone instead of an Apollo spacecraft. Blockhouse personnel of the Kennedy Space Center's Government- industry launch team follows liftoff of uprated Saturn AS-20-3 on television monitors inside Complex 37 launch control center. Seated at a console and pointing (front center) i s Dr. Kurt H. Debus, Director of the Kennedy Space Center. Manning the peri scope directly behind Dr. Debus i s the Marshall Space Flight Center Director, Dr. Wernher von Braun. The launch control center i s located approximately 1,200 feet from the launch pad. Constructed of heavy reinforced concrete, the two story, dome shaped structure can withstand blast pressures of 2, 188 pounds per square inch. - - - �THE HUMAN ELEMENT �The John F. Kennedy Space Center i s many things. It i s the tremendous power of space vehicles carrying precious cargoes o f men and equipment; i t i s s c i e n t i f i c progress i n it i s material and hardwareaction; some minute and delicate, some huge and powerful-in various stages o f being born and growing up; i t i s a l l these and more. The John F. Kennedy Space Center i s also people. From N e w York City; Nashville, Tennessee; Dallas, Texas; San Jose, California-virtual ly from a l l over the United States-these people, representing a l l racial and ethnic backgrounds and professions and skills, have been molded into one o f the greatest teams ever assembled for a peacetime endeavor. More than 24,000 strong and representing the b e s t launch talent i n government and industry, t h i s team devotes i t s s k i l l s and talents to the United States' goal o f space preeminence. Additionally, thousands of Air Force Eastern T e s t Range personnel and A i r Force-associated con- ... tractor personnel are providing v i t a l range and mission support to NASA activities. Because the continuing progress of the space program i s dependent upon the total, coordinated efforts of many people, no task i s inconsequential, no job t r i v i a l and no individual unimportant. Each success hinges on the premise that the people involved w i l l do the best iob they know how to do a t a l l times. The entire space program i s varied and complex, as are the s k i l l s required to successfully accomplish the iob. Welders, radio technicians, doctors o f medicine, engineers, scientists, mechanics, tinsmiths, writers, photographers, truck drivers, policemena l l these and more are employed. T h i s i s but a fragment of the whole. As each day expands the scope and technology o f space activities, the need for people who can cope w i t h and contribute to the growth of the space program also expands. People are the most important asset o f the program. �PRIVATE INDUSTRY �BUDGET Research and Development of Ground-Support Equipment and Instrumentation Construction of Facil- $ 37,876,000 ities FACTS & FIGURES MANPOWER Federal Service Personnel Support Contractor Personnel Stage Contractor Personnel Corps of Engineers Personnel (C of E) Construction Workers NASA and NASA Related Manpower-July 1, 1967 $339,800,000 Administrative Operations Total Budget Estimate (Fiscal Year 1967) $ 93,620,000 $47 1,296,000 - GOVERNMENT INDUSTRY TEAM AT KENNEDY SPACE CENTER CONTRACTORS CONTRACTORS �8 PUBLIC BUS TOURS Daily bus tours of the Kennedy Space Center and Cape Kennedy are available to the public. Tours originate near the Center's Gate 3 , adjacent to U. S. Hwy. 1. The tour route includes the industrial and launch a r e a s of the Kennedy Space Center and Cape Kennedy Air Force Station, with s t o p s for photography and a v i s i t to the Vehicle Assembly Building. Nominal f e e s are charged for the tour. Tour information and reservations may be obtained by writing NASA Tours, P o s t Office Box 21222, Kennedy Space Center, Florida 32899. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000061 Title A name given to the resource "America's Spaceport." Alternative Title An alternative name for the resource. The distinction between titles and alternative titles is application-specific. KSC-601 Description An account of the resource Guide to John F. Kennedy Space Center, including an introduction from Center director Kurt Debus. Creator An entity primarily responsible for making the resource John F. Kennedy Space Center United States. National Aeronautics and Space Administration Date A point or period of time associated with an event in the lifecycle of the resource 1967-09-01 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) John F. Kennedy Space Center Launch complexes (Astronautics) United States. National Aeronautics and Space Administration Astronautics--United States Outer space--Exploration Aeronautics--United States Type The nature or genre of the resource Pamphlets Text Source A related resource from which the described resource is derived Saturn V Collection Box 36, Folder 103 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000051_000074 https://digitalprojects.uah.edu/files/original/20/1146/spc_stnv_000062.pdf 8efd923cf171c8ba40ec870024c5ba75 PDF Text Text ANALOG SIMULATION 0 STAGE PROPULSION SYSTEM DYNAMIC CHARACTERISTICS J. W. L e h n e r Senior E n g i n e e r C h r y s l e r C o r p o r a t i o n Huntsville Ope r a t i o n s �Analog Simulation of Saturn S-IB Stage Propulsion System Dynamic Characteristics ABSTRACT The purpose of this paper is to present the the development of an analog computer model to sion system dynamic characteristics. tions a r e included. employed in stage propulassump- INTRODUCTION The propulsion model was developed to investigate the possibility of sustained ongitudinal oscillations occurring a t any time during f i r s t stage powered . It was designed to be used in conjunction with a dynamic struce propulsion system feed back (closed-loop) behavior. This phenomenon occurs when propellant tank fluid pressure perturbations (transmitted through the propulsion system) a r e sufficient to be amplified by propulsion system/structure interaction. The propulsion system to be described is defined as the fluid-mechanical components from the propellant tank bottoms through the H-1 engines. This system is composed of eight engines (four non-gimbaled inboard engines and four gimbaled outboard engines) and sixteen feed lines (two per engine). However, only one feed lineengine system is simulated and used a s representative. It is presented in two parts, feed lines and engine, to best project the methods and logic involved. Schematics a r e presented which illustrate the physical characteristics of each system. Numerical designations a r e assigned to each liquid-mechanical line segment interface and power generating subsystem location. The resulting system subdivisions a r e modeled individually using their respective numerical designations as the subs criptive nomenclature for model formulation. Analytical and empirical methods a r e used to describe each subsystem. The lumped parameter technique is used to define fluid dynamic and turbine-turbopump dynamic characteristics. Characteristic equations simulate pump, turbine and combustion chamber steady state performance. Other specially derived techniques (not developed in this paper) a r e used to describe line elasticity and combustion chamber pressure time delays. These equations a r e then combined, in the manner illustrated in logic diagrams, to form dynamic math models of the feed lines (LOX and fuel) and engine . System peculiarities such a s pump inlet cavitation compliance, pump dynamic gain, feed line fluid-structure interconnect and combustion chamber pressure delay were investigated in separate special studies to determine their influence on system �response. These studies were performed using test methods in conjunction with computer model studies. The results were inconclusive; however, assumptions were made that reduced the effect of the resulting model deficiencies. These assumptions a r e delineated in the following system descriptions. Method of Fluid-Mechanic System Analysis The fluid-mechanical systems to be described a r e subdivided into individual line segments of a size less than a 30 cps one-quarter wave length to allow for an acceptable frequency response range of 0-30 cps . The location of each segment was dictated by simulation requirements . Their dynamic properties, inertance (I), capacitance (C) and resistance (R), were individually lumped a s illustrated in Figure 1 to permit the following treatment. Fluid inertance, that property of fluids which resists acceleration, appears in the general flow equation which expresses fluid flowrate ( W - lb/sec) a s a function of inertance ( I - sec2/in2) and the pressure differential [ (pi-p0-&) - lb/in2 1 available for fluid acceleration: Inertance is calculated using line (segment) length (L - inches), line cross-sectional a r e a (A - in2) and the gravity constant ( g = 386.4 in/sec2) a s follows: A fluid flowing through a container will experience a pressure drop due to resistance resulting from fluid viscosity and/or momentum losses. The effect of this resistance (R - sec/in2) is reflected in the following equation: where the resistance is calculated from known flow conditions by: Capacitance is that property of a fluid-mechanical system which accounts for system elasticity. This t e r m is a function of both fluid and container (line) elasticity. However, in most cases for this model, line influence is insignificant. The effect on system behavior is characterized by the following ecpation: �where the capacitance (C - in2) is calculated using container volume (V - in3), fluid specific weight (Q - 1b/in3) and fluid-mechanical system effective bulk modulus ( - lb/in2) a s follows : teff The term geff includes the effect of line elasticity and is determined as a function of fluid bulk modulus ( p ) , line diameter (D = inches), line thickness ( t - inches) and line modulus of elasticity (E - lb/in2) by: It was necessary in some cases to use effective values of inertance and capacitance due to varying segment (line) geometry. These values were calculated by dividing the segment into smaller parts , calculating the values of the respective parameters, and then combining these by the following equations to arrive at an effective magnitude: Equations 1-3 were combined for computer programming in the manner illus trated in Figure 2, to form a single segment model. System Description 1) Feed Line Simulation The feed lines, illustrated in Figure 3 as typical, a r e subject to a wide range of dynamic disturbances. All significant disturbances a r e expected to originate as pressure perturbations at the tank bottom. However, the complex construction (gimbal joints, expansion joint and bends) of the line exposes the fluids to various other dis turbances initiated by line motion. A four segment model, illustrated in Figure 4 , was developed to investigate the effects of these nebulous disturbances. Propellant cavitation exists for some distance upstream of the pump. The degree of cavitation is dependent on pump and propellant operating conditions and is influenced by line geometry. Its effect on fluid dynamic behavior is that of a soft complex non-linear spring. This effect is simplified for simulation by assuming the cavitation bubbles to be localized at the pump inlet as a single bubble with constant linear spring characteristics. This is accomplished with capacitance C4-5 shown in Figure 4. �Line Segment 7 Capacitance \-- Resistance Following Segment Line Segment Analogy Figure 1 ! i Typical Line Segment Figure 2 Single Element Simulation Tank Sump YimbdJoint FmiZir:-i -Prevalve I I ----------L Expansion Joint I L Figure 3 Typical Propellant Feed Line Simulation I - - Pump - - - - - - - - -J Figure 4 Typical Feed Line Simulation �The values used for C4-5 establish feed line resonances and correspondingly equal propulsion system resonances. This condition is illustrated in Figure 11 for a feed line resonant frequency of 15 cps. 2) Engine Simulation The H-1 rocket engine system schematic, Figure 5, illustrates the numerical designation assigned to each liquid-mechanical segment interface and power generating subsystem (thrust chamber, etc.) location, as well as other essential engine characteristics. The system subdivisions were modeled individually using their respective numerical designation a s the subscriptive nomenclature for model formulation. As illustrated, the engine propellant flow subsystem is subdivided into LOX segments L5-6, L6-7, L8-9 and L7-10 and fuel segments F5-6, F6-7, F7-8, F8-8', F8 ' -9 and F7 -10. These segments, with the exception of L5-6 and 5'5-6 (the LOX and fuel turbopumps), a r e modeled using the lumped parameter technique described previously. The models a r e then combined in the manner illustrated in Figure 7 where the inertance characteristic is represented by: and the capacitance by: to provide the necessary flow and pressure conditions for the combustion chambers (thrust and gas generator) and pump descriptions. The LOX and fuel turbopumps a r e simulated using equations derived from H-1 engine nominal steady state performance characteristic curves typically illustrated in Figure 8 . These equations do not account for pump performance variation due to perturbations in inlet conditions, but a r e sufficient since such variations a r e considered small as compared to the normal operating level. The equations a r e of polynominal second order form and satisfactorily approximate the performance characteristics where pump pressure head (AP)is a function of pump flowrate @ - lb/sec) and pump speed (& - rpm) a s follows : The shaft torque required to maintain the flow conditions of equation 8 is: �where pump efficiencies (LOX and fuel) (Eff) vary only a small amount and are usually assumed constant. Q is an empirical constant used to adjust the equation to any necessary condition. Equation 8 is used to derive A P L ~ and - ~ APF5+ and equation 9 defines T L and ~ T L .~ Combustion chamber characteristics a r e derived from chamber geometry and combustion products in the form of characteristic exhaust gas velocity (C*) . This term (C*) defines a relationship between pressure, flowrate and mixture ratio a s illustrated by Figure 9 and the general rocket engine relationship in which injector end combustion pressure (PI - psi) is a function of C*, total flowrate - lb/sec), chamber throat area (4- in2) and the gravitational constant (g - in/sec2). Steps were taken to reduce the algebraic content of the defining relationships to a minimum for analog application. In the case of the thrust chamber at a nominal mixture ratio of 2.33 pressure is predominantly a function of total propellant flowrate, and has only a minute response to expected mixture ratio changes about the nominal. For these reasons, thrust chamber steady state pressure is adequately defined by the following linear relationship: NT P'g = f@g) = K67g (11) where K is an empirical constant and may be determined simply by Gas generator combustion performance is a strong function of both mixture ratio and total flowrate. The gas generator operates fuel rich in a region (MR, = .342) well below the stoichiometric mixture ratio. As is apparent from a study of the C* curve trend, this operating condition causes the gas generator (GG) to be exceptionally sensitive to ratio changes. Consequently, a performance perturbation (about a nominal) model of the GG was developed to enhance analog computer accuracy. The resulting equations are: 6). The subscript N designates nominal values of mixture ratio (MR) and flowrate Subscripts L and F represent LOX and fuel, respectively, and their omission represents a combined o r total value. Combustion delay time and chamber pressure lag time a r e simply represented �by a pure time delay: and a first order lag: and a r e incorporated into equations 11 and 12 to simulate essential combustion dynamic behavior as follows : Values of T l and 7 a r e determined from propellant, chamber and operating characteristics. A constant value of '7 l is used and is calculated at nominal operating conditions a s : where Vol is chamber volume (in3), At is the chamber exit throat area (in3) and vn is the nominal gas exit velocity. A special study was performed to determine the value of -y . Turbine operating performance is a function of inlet and outlet gas characteristics and of turbopump speed. Exit gas behavior is assumed constant for dynamic turbine operation. Turbine inlet gas characteristics, pressure, temperature, weight flowrate and inlet gas velocity a r e defined as functions of chamber flowrate and mixture ratio to simplify the expression for turbine torque perturbation (nTlO). These characteristics a r e combined with turbine hardware characteristics and turbopump speed perturbations (&N6) to give : Included in the above equation is power lost due to gearbox resistance. Turbine torque is used along with total turbopump required torque p6)to define turbopump speed perturbations a s : �where 110, 6 is the combined inertance property of the turbopump, gearbox and turbine, and T6 is determined from: Total turbopump speed is defined as: Engine thrust is determined from the general rocket engine relationship: Chamber throat area (Ag - in2) and thrust coefficient (CFg) a r e assumed constant. The individual engine equations were integrated in the manner illustrated in Figure 7, to establish the engine dynamic model. 3 Propulsion System Simulation The three models were then combined a s shown in Figure 6 and programmed on an analog computer to produce single engine results which a r e graphically illustrated in Figures 10 and 11, as gain (dbs) versus frequency. These results were obtained to establish the individual effects of the LOX and fuel feed lines resonant conditions on propulsion response. This was accomplished by sinusoidally perturbing, separately, the LOX and fuel feed line inlets while systematically varying their respective resonant frequencies. Propulsion system total thrust (FT) is determined by the relationship which describes inphase engine operation, a desired worse case condition. A more detailed description of the individual equations, along with special derivations of combustion pressure delay (T,7')and effective fluid bulk modulus (peff) a r e presented in Chrysler Technical Report No. HSM-R181. �Fuel (RP-1) LOX Figure 5. 200K H-1 Engine Schematic , A P ~ l LOX Feed Line {-r PL5 WLS APF~/ , > H-1 Engine Model ---- 1 ::ast IB ' ___+ Typical System Engine -- Figure 6 . Propulsion System Simulation ��Volumetric Flow Rate (GPM) I 2400 . 3000 L 4000 Figure 8 . LOX Pump Developed Head Versus Volumetric Flow Rate and Speed *Extracted from Rocketdyne Technical Manual No. R-1352P-3 0 r Q) G ic^ 2. h .r( c1 8 $ 4 0 3 m .r( k a, +-, 0 ; & U Mixture Ratio (MR) 1 2.0 # 2.2 I 2.4 Figure 9. Characteristic Velocity Versus Injector End Chamber Pressure and Mixture Ratio 1 2.6 �� Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000062 Title A name given to the resource "Analog Simulation of Saturn S-IB Stage Propulsion System Dynamic Characteristics." Description An account of the resource This copy has handwritten notes that change the title to read, "Analog Simulation of Uprated Saturn I Stage Propulsion System Dynamic Characteristics." The abstract notes, "The purpose of this paper is to present the techniques and logic employed in the development of an analog computer model to simulate Saturn IV first stage propulsion system dynamic characteristics. Restraints, problem areas, and major assumptions are included." Creator An entity primarily responsible for making the resource Lehner, J. W. Chrysler Corporation Date A point or period of time associated with an event in the lifecycle of the resource 1966-11-01 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) Saturn launch vehicles Electric analog computers Analog computer simulation Analog computers Spacecraft propulsion Type The nature or genre of the resource Reports Text Source A related resource from which the described resource is derived Saturn V Collection Box 19, Folder 29 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000051_000074 https://digitalprojects.uah.edu/files/original/20/1147/spc_stnv_000063.pdf 4f6b05a7994bd629cc076c96c8443e3d PDF Text Text SATURY UlSTORY DOCUMENT University of Alabama Research Institute Histofy OF Science & Techrloloyy Group -- Date - - - - - . - - - - DOC NO. - - -"ANALYSIS AND PROJECTIONS O F S P A C E VEHICLE AUTOMATIC CHECKOUT ANC L 4UNCH" by C. R. Vedane T e c h n i c a l S y s t e m s Office G e o r g e C. M a r s h a l l Space Flight C e n t e r Huntsville. 41a b a m a -I b 1 INTRODUCTION At t h e t i m e t h e d e c i s i o n w a s m a d e t o apply a u t o m a t i c techniques t o t h e p r o c e s s of checking out and launching a S a t u r n v e h i c l e , t h e t o t a l o p e r a t i o n w a s u n d e r m a n u a l c o n t r o l . C o n s i d e r a b l e a d v a n c e s have been m a d e i n t h e t r a n s i t i o n f r o m m a n u a l t o c o m p u t e r c o n t r o l . The purpose of t h i s p a p e r i s t o p r e s e n t a projection of the i m p r o v e m e n t s t h a t m u s t be m a d e b e f o r e m a x i m u m benefits c a n be obtained f r o m t h e a u t o m a t i o n e f f o r t . A brief d e s c r i p t i o n i s given of t y p i c a l checkout o p e r a t i o n s and of t h e evolution of h a r d w a r e . With t h i s a s background, a n a n a l y s i s i s m a d e of t h e i m p l e m e n t a t i o n p r o b l e m s e x p e r i e n c e d in a u t o m a t i o n ; and f i n a l l y , f r o m t h i s a n a l y s i s p r o j e c t i o n s a r e d e r i v e d and s t a t e d . CHECKOUT OPER 4TIONS As s t a t e d above, t h i s s e c t i o n p r e s e n t s a brief d e s c r i p t i o n of t h e t e s t i n g o p e r a t i o n . No a t t e m p t i s m a d e t o d e s c r i b e a l l of the i n t r i c a c i e s of t h e t a s k s i n c e t h i s i s not t h e t h e m e of t h e p a p e r . The p u r p o s e i s t o e x p o s e t h e r e a d e r t o the p a r a m e t e r s which m u s t be c o n t r o l l e d and m o n i t o r e d , plus provide a g e n e r a l u n d e r s t a n d i n g of t h e n a t u r e of t h e o p e r a t i o n . T h i s i s n e c e s s a r y f o r the r e a d e r t o u n d e r s t a n d t h e h a r d w a r e r e q u i r e m e n t s and s u b s e q u e n t a n a l y s i s s e c t i o n . F i g u r e 1 i s u s e d t o a i d t h e a c c o m p l i s h m e n t of t h i s objective. It d o e s not r e p r e s e n t a n y s p e c i f i c t e s t p r o g r a m ( s u c h a s post-manufacturing c h e c k o u t , s t a t i c f i r i n g , e t c . ) but p r e s e n t s the g e n e r a l s t r u c t u r e of a l l t e s t o p e r a t i o n s . P r e s e n t e d a r e t h e v a r i o u s s y s t e m s t e s t s which a r e gene r a l l y p e r f o r m e d c o n c u r r e n t l y , followed by t y p i c a l combined s y s t e m s tests. T h e following d i s c u s s i o n w i l l d e s c r i b e t h e t y p e s of s i g n a l s involved a n d g r o s s l y t h e i r a r r a n g e m e n t . �T h e n e t w o r k s a r e u s u a l l y defined a s t h e c i r c u i t r y w h i c h c o n t r o l s , m o n i t o r s , a n d s u p p l i e s power t o t h e v a r i o u s black boxes u s e d i n t h e vehicle. In performing control functions, this c i r c u i t r y usually applies o r r e m o v e s d . c . v o l t a g e t o o r f r o m t h o s e b l a c k boxes a c c o r d i n g t o p a r t i c u l a r s e q u e n c e a n d / o r s e t of l o g i c . In doing s o , i t a c c o m p l i s h e s s u c h o p e r a t i o n s a s ; s t a r t , cutoff a n d s a f i n g , m a l f u n c t i o n d e t e c t i o n , s e p a r a t i o n , d e s t r u c t , e t c . T h e m o n i t o r i n g f u n c t i o n c o n s i s t s of providing high r e s o l u t i o n , r e l i a b l e , r e a l - t i m e i n f o r m a t i o n t o t h e g r o u n d s y s t e m s and personnel. This information, a s with the control functions, i s u s u a l l y i n t h e f o r m of 2 8 v o l t s i g n a l s w h i c h a r e n e i t h e r on o r off. E a c h of t h e c i r c u i t s m u s t be v e r i f i e d t o i n s u r e t h a t e a c h c o m p o n e n t w i l l p e r f o r m i t s intended function without interfering with other c i r c u i t s . D u r i n g t h e t e s t s of t h e o t h e r s y s t e m s , d i f f e r e n t t y p e s of s i g n a l s a r c e n c o u n t e r e d . T h e g u i d a n c e a n d c o n t r o l c h e c k s r e q u i r e being a b l e to apply simulated e r r o r signals to the stabilized nlatform, r a t e gyros, c o n t r o l a c c e l e r o m e t e r s a n d o t h e r e r r o r s e n s i n g d e v i c e s . The r e s p o n s e f r o m these devices m u s t b e m e a s u r e d simultaneously with the application of t h e s t i m u l i t o c h e c k t h e c a l i b r a t i o n . In m o s t c a s e s t h e s e s i g n a l s a r e a n a l o g , c o n s i s t i n g of v a r i o u s v o l t a g e s a n d f r e q u e n c i e s ; c o m m u n i c a t i o n w i t h t h e c o m p u t e r i s v i a a d i g i t a l l i n k , r e p r e s e n t i n g a n o t h e r t y p e of s i g n a l . In i t s v e r i f i c a t i o n v a r i o u s d i a g n o s t i c r o u t i n e s m u s t be p e r f o r m e d , plus v e r i f y i n g t h e i n t e r f a c i n g of t h i s e q u i p m e n t w i t h t h e o t h e r f u n c t i o n a l e l e m e n t s of t h e g u i d a n c e a n d c o n t r o l s y s t e m s . T h i s r e q u i r e s the capability to handle, i n s o m e c a s e s , the s a m e analog p a r a m e t e r s a s previously mentioned and i n other c a s e s , d i s c r e t e signals which o p e r a t e v a r i o u s c o m p o n e n t s on t h e v e h i c l e v i a t h e s w i t c h s e l e c t o r . T e s t i n g of t h e i n s t r u m e n t a t i o n a n d R F ( r a d i o f r e q u e n c y ) s y s t e m s r e p r e s e n t s t i l l a n o t h e r t y p e of o p e r a t i o n . V e r i f i c a t i o n of t h e TM ( t e l e m e n t r y ) p a c k a g e s r e q u i r e s o s c i l l a t o r a d j u s t m e n t , p o w e r output c h e c k s , etc. ; and the R F packages requires frequency interrogation, 4GC checks plus VSWR on a l l a n t e n n a e . As f a r a s t h e p a r a m e t e r s a r e c o n c e r n e d on t h e input t o t h e T M p a c k a g e , t h e y a r e not a n y d i f f e r e n t (with t h e e x c e p t i o n of v i b r a t i o n m e a s u r e m e n t s ) i n t y p e t h a n e n c o u n t e r e d i n t h e o t h e r s y s t e m s . The differences a r e in the acquisition and processing methods T h e p r i m a r y function of t h e i n s t r u m e n t a t i o n s y s t e m i s t o m o n i t o r t h e p e r f o r m a n c e of t h e o t h e r s y s t e m s . T h e r e f o r e , t h e v e r i f i c a t i o n m u s t be a c c o m p l i s h e d d u r i n g t h e t e s t i n g of t h e s e s y s t e m s . C o n s e q u e n t l y , a highly i n t e g r a t e d a n d c o o r d i n a t e d o p e r a t i o n i s n e c e s s a r y . �Testing the mechanical s y s t e m s requires the capability t o control D r e s s u r e t o the v a r i o u s pneumatic and propellant s y s t e m s , verify e n g i n e s , both m e c h a n i c a l l y a n d e l e c t r i c a l l y , e t c . The p a r a m e t e r s i n volved i n s u c h a n o p e r a t i o n r u n t h e g a m u t . An a d d i t i o n a l a t t r i b u t e of t h i s o p e r a t i o n i s s a f e t y , t h u s r e q u i r i n g continuous m o n i t o r i n g of c e r t a i n parameters. In t h e c o m b i n e d s y s t e m s t e s t s , t h e o p e r a t i o n c h a n g e s f r o m p a r a l l e l t o s e r i e s . With e x c e p t i o n of a c t u a l l y loading p r o p e l l a n t s , no new p a r a m e t e r s a r e i n v o l v e d ; h o w e v e r , t h e whole n a t u r e of t h e o p e r a t i o n c h a n g e s . The specific s y s t e m s t e s t s have the p r i m a r y objective t o verify the int e r n a l f u n c t i o n s of e a c h s y s t e m . The p r i m a r y o b j e c t i v e of t h e c o m b i n e d s y s t e m s t e s t s i s t o a s s u r e t h a t t h e r e a r e no i n t e r f a c i n g p r o b l e m s a m o n g t h e s y s t e m s . E a c h of t h e c o m b i n e d s y s t e m s t e s t s h a s d i f f e r e n t o b j e c t i v e s , but t h e c o m m o n a s p e c t i s t h a t a l l of t h e s y s t e m s a r e o p e r a t i n g i n a n itt egrated fashion. This requires that the total operational sequence be p r e - p l a n n e d a n d t h a t e a c h s y s t e m e n g i n e e r h a v e t h e c a p a b i l i t y t o know t h e p e r f o r m a n c e of h i s s y s t e m . MANUAL HARDW ARE REQUIRED T u r n i n g t o t h e GSE r e q u i r e d t o p e r f o r m t h e m a n u a l t e s t i n g o p e r a t i o n , F i g u r e 2 r e p r e s e n t s a typical testing complex. The figure depicts the w a y i n w h i c h t h e G S E i s o r g a n i z e d , by s y s t e m s , a n d t h e v a r i o u s t y p e s of s i g n a l s d e s c r i b e d p r e v i o u s l y . I n g e n e r a l , t h e f i g u r e i s p r e t t y s e l f e x p l a n a t o r y . E a c h t e s t e n g i n e e r c o n t r o l s h i s s y s t e m v i a p a n e l s equipped with switches f o r s t i m u l i a n d m e t e r s and lights for r e s p o n s e monitoring. H o w e v e r , t h e o p e r a t i o n involving t h e i n s t r u m e n t a t i o n s y s t e m m a y r e . q u i r e e l a b o r a t i o n . T o i n s u r e t h e c a l i b r a t i o n of t h e m e a s u r e m e n t s , i t i s f i r s t n e c e s s a r y t o c h e c k f r o m t h e t r a n s d u c e r t h r o u g h t h e s i g n a l conditioni n g , w h i c h i s a c c o m p l i s h e d by obtaining a h a r d w i r e r e c o r d i n g . T h e m e a s u r e m e n t i s then switched to the telemetry s y s t e m and a recording i s o b t a i n e d v i a R F link. T h e s e r e c o r d i n g s a r e t h e n c o m p a r e d t o i n s u r e a c c u r a c i e s of t h e T M s y s t e m . l T h e a n i m a t i o n p o r t i o n of t h e f i g u r e d e p i c t s how t h e t e s t i n g o p e r a t i o n i s coordinated and conducted. E a c h s y s t e m engineer i s responsible for h i s s y s t e m s w i t h t h e t o t a l o p e r a t i o n being d i r e c t e d by a t e s t c o n d u c t o r . REASONS F O R AUTOMATION It m i g h t s e e m a p p r o p r i a t e a n d helpful a t t h i s point t o a s k t h e q u e s t i o n "If t h e h a r d w a r e n e c e s s a r y t o a c c o m p l i s h t h e job i s a v a i l a b l e , why �develop complex digital equipment t o automate the proces s t ' ? The basic r e a s o n s a r e found in the design concept and m i s s i o n r e q u i r e m e n t s of the S a t u r n v e h i c l e s . F r o m the d e s i g n viewpoint, the concept is a staging a p p r o a c h with e a c h s t a g e being developed a t a different location i n t h e United S t a t e s . F r o m a m i s s i o n viewpoint the s a m e basic vehicle m u s t be a b l e t o a c c o m p l i s h varying m i s s i o n s with v a r y i n g launch r a t e s . T o provide the capability t o i n t e g r a t e t h e s e s t a g e s into a launch vehicle a t t h e launch s i t e and provide the n e c e s s a r y m i s s i o n flexibility a n onboard c o m p u t e r s e e m e d t o be the a n s w e r . In addition, the data r e q u i r e m e n t s t o v e r i f y a s t a g e w e r e becoming quite voluminous. T h e r e a r e two c o n s i d e r a t i o n s to this point. F i r s t , i s t k d a t a n e c e s s a r y on a r e a l - t i m e b a s i s during the t e s t i n g operation. Second, i s the d a t a that needs t o be analyzed, but t h i s a n a l y s i s c a n be p e r f o r m e d a f t e r the t e s t i s completed. F i g u r e 2 shows the t e s t engineeF a s t h e m e a n s of accomplishing the data a n a l y s i s i n a r e a l - t i m e situation As t h e s y s t e m s become l a r g e r and m o r e complex, m o r e people a r e involved. This i n c r e a s e s the complexity of the coordination n e c e s s a r y t o a c c o m p l i s h the t e s t i n g operation. 4 c o m p u t e r has the capability to monitor a l l of t h e data points, c o m p a r e the a c c u r a c i e s , i s s u e subs e q u e n t c o m m a n d s , a n d c o o r d i n a t e t h e p e r f o r m a n c e of l a r g e t e s t s than the e n g i n e e r s involved. S i m i l a r l y , t h e magnitude of the off-line data a n a l y s i s t a s k i n c r e a s e d , which a c o m p u t e r c a n p e r f o r m much faster. In the data gathering and p r o c e s s i n g , t h e r e a r e s o m e r e a l advantag e s t o be gained f r o m automation concerning a c c u r a c y and repeatibility. If a t e s t p r o c e d u r e i s c o n v e r t e d t o a n a u t o m a t i c p r o g r a m , t h i s t e s t will be p e r f o r m e d i n t h e s a m e m a n n e r e a c h t i m e i t i s run. Consequently, the d a t a d e s c r i b i n g the p e r f o r m a n c e of the s y s t e m should be r e p e a t a b l e . 4 1 ~ 0 ,i t was planned that the s a m e t e s t p r o g r a m could be p e r f o r m e d a t d i f f e r e n t t e s t l o c a t i o n s , s u c h a s t h e f a c t o r y checkout and s t a t i c t e s t l o c a t i o n s . However, t h i s objective has not m a t e r i a l i z e d t o the d e g r e e initially planned. This l a r g e l y i s a r e s u l t of GSE and s t a g e configuration differences. Another advantage i s t h a t a higher d e g r e e of a c c u r a c y i s obtained through g r e a t e r s e n s i t i v i t y of the m e a s u r i n g d e v i c e s . This i s evidenced i n m e a s u r i n g analog p a r a m e t e r s and i n timing the bi-level s i g n a l s . 4nother advantage of significance i s the s h o r t t i m e r e q u i r e d to p e r f o r m a t e s t provided no a n o m a l i e s o c c u r r e d . This has p a r t i c u l a r payoffs by being a b l e t o p e r f o r m l a t e c h e c k s of a s y s t e m p r i o r t o s t a t i c f i r i n g o r a n a c t u a l launch. 4 �AUTOMATION HARDWARE CCPJCEPT T h e p o s t - m a n u f a c t u r i n g c h e c k o u t of a S a t u r n s t a g e p r o v i d e d t h e f i r s t a p p l i c a t i o n of a u t o m a t i c t e c h n i q u e s a n d a r e s t i l l i n u s e . I n h e r e n t in the application w e r e s o m e c o n s t r a i n t s which proved t o have f a r - r e a c h ing i m p a c t s . C o n s o l i d a t e d a n d r e d u c e d t o t h e b a s i c e l e m e n t s , t h e s e c o n s t r a i n t s w e r e : ( 1 ) no s c h e d u l e i m p a c t t o t h e p r o g r a m , a n d ( 2 ) no l a r g e r e d e s i g n e f f o r t t o t h e s t a g e a n d GSE. T h e f i r s t c o n s t r a i n t m e a n t t h a t t h e a d a p t i o n of a u t o m a t i c e q u i p m e n t t o t h e m a n u a l e q u i p m e n t would b c a c c o m p l i s h e d on a n o - i n t e r f e r e n c e b a s i s . T h e s e c o n d c o n s t r a i n t m e a n t t h a t t h e a u t o m a t i c e q u i p m e n t a n d t e c h n i q u e s would be d e s i g n e d t o i n t e r f a c e w i t h t h e GSE a n d not w i t h t h e v e h i c l e s y s t e m s . F i g u r e 3 d e m o n s t r a t e s t h i s point a n d i s u s e d t o p o r t r a y t h e s y s t e m w h i c h h a s b e e n i m p l e m e n t e d . I t c o n s i s t s of a t h r e e g e n e r a l p u r p o s e c o m p u t e r complex with r e m o t e satellite t e s t stations. 4 p r i m a r y a s s e t of t h i s s y s t e m i s i t s f l e x i b i l i t y p r o v i d e d t h r o u g h t h e u s e of t h r e e individ u a l c o m p u t e r s . T h e c o n s t r a i n t s of no p r o g r a m i m p a c t m a g n i f i e d t h e i m p o r t a n c e of t h i s f l e x i b i l i t y . It a l l o w e d one c o m p u t e r t o be v e r i f y i n g t h e i n t e r f a c e w i t h t h e p e r i p h e r y e q u i p m e n t a n d developing u t i l i t y p r o g r a m s w h i l e t h e o t h e r two c o m p u t e r s c o u l d be v e r i f y i n g t h e t e s t s t a t i o n i n t e r f a c e s and developing t e s t p r o g r a m s . A f t e r t h e v e r i f i c a t i o n of t h e a u t o m a t i o n s y s t e m a n d d u r i n g t h e s t a g e t e s t i n g o p e r a t i o n s , a l l of t h e c o m p u t e r s w e r e u s e d s i m u l t a n e o u s l y only d u r i n g t h e o v e r a l l s y s t e m s t e s t s . C o n s e q u e n t l y , a t l e a s t one c o m p u t e r w a s a v a i l a b l e f o r debugging p r o g r a m s t o be u s e d i n f u t u r e t e s t s . E a c h t e s t s t a t i o n w a s g i v e n t h e c a p a b i l i t y t o a c c e p t a n d output d i s c r e t e a n d a n a l o g s i g n a l s . T h e d e g r e e of c a p a b i l i t y f o r e a c h type d e p e n d e d upon t h e s t a g e s y s t e m f o r w h i c h t h e s t a t i o n w a s d e s i g n e d . Man-machine interfacing with e a c h t e s t station w a s provided through a f l e x o - w r i t e r . T h i s a l l o w e d t h e t e s t e n g i n e e r t o o p e r a t e a l l of t h e i n p u t / o u t p u t c a p a b i l i t y of t h e t e s t s t a t i o n m a n u a l l y . I n a d d i t i o n , t h e e x e c u t i v e p r o g r a m w a s d e s i g n e d t o allow h i m t o c a l l u p p r o g r a m s f r o m t h e c e n t r a l c o m p u t e r c o m p l e x . O n c e a p r o g r a m w a s o n - l i n e , i t could be s i n g l e s t e p p e d o r r u n c o m p l e t e l y a u t o m a t i c . C o m m u n i c a t i o n between the central computer complex and the t e s t stations was via a distribution m a t r i x which allowed any c o m p u t e r t o work with any t e s t station. �As r e f e r e n c e d p r e v i o u s l y , t h e a m o u n t of d a t a w h i c h w a s n e c e s s a r y t o r e c o r d a n d a n a l y z e w a s g e t t i n g unwieldly. T o be a b l e t o handle t h e d i s c r e t e b i - l e v e l t y p e s i g n a l s , a CEE ( d i g i t a l e v e n t s e v a l u a t o r ) w a s developed. T h i s d e v i c e h a s t h e c a p a b i l i t y t o a c c e p t a c h a n g e of s t a g e , r e c o r d t h e t i m e a n d i d e n t i f i c a t i o n a n d output a r e c o r d on t a p e o r p r i n t e r . C a p a b i l i t y i s p r o v i d e d by s o f t w a r e f o r r e a l - t i m e o r off-line e v a l u a t i o n . As c a n be o b s e r v e d by c o m p a r i n g F i g u r e s 2 a n d 3 , s o m e m o d i f i c a t i o n s w e r e m a d e t o t h e GSE t o a l l o w c o n t r o l a n d m o n i t o r i n g of t h e s t a g e s y s t e m s . B e c a u s e of t h e c o n s t r a i n t of no l a r g e r e d e s i g n e f f o r t , t h e m o d i f i c a t i o n s w e r e e n g i n e e r e d u s i n g t h e g u i d e l i n e s of providing a c c e s s t o the existing m a n u a l control and monitoring functions. In the e l e c t r i c a l a r e a s , this w a s relatively e a s y since the s t a g e s have a l w a y s b e e n c o n t r o l l e d a n d m o n i t o r e d by r e m o t e t e c h n i q u e s . T h e r e f o r e , i n t h e g e n e r a l c a s e , i t w a s a m a t t e r of " t e e i n g " t h e s e f u n c t i o n s i n a blockhouse d i s t r i b u t o r a n d c o n n e c t i n g t h e m t o t h e a p p r o p r i a t e t e s t station. A u t o m a t i o n of t h e i n s t r u m e n t a t i o n s y s t e m t e s t i n g o p e r a t i o n r e q u i r e d a s o m e w h a t d i f f e r e n t a p p r o a c h . I n F i g u r e 3 , t h e p r o b l e m of gaining a c c e s s t o r e c o r d t h e m e a s u r e m e n t s b e t w e e n t h e s i g n a l conditioning and t h e T M p a c k a g e w a s a m a t t e r of "teeing" t h e m e a s u r e m e n t a n d c o n n e c t ing t o the r e c o r d e r and Instrumentation T e s t Station. However, t o a c c o m p l i s h t h e c o m p a r i n g of h a r d w i r e r e c o r d i n g w i t h t h e T M r e c o r d r e q u i r e d digitizing the information the T M ground station received. T h i s w a s a c c o m p l i s h e d by d e s i g n i n g e q u i p m e n t t o a c c e p t t h e TM s i g n a l s a t t h e d i s c r i m e n a t o r s and d e c o m m u t a t o r s , digitize t h e s e m e a s u r e m e n t s and i n t e r f a c e t h e m with the Instrumentation T e s t Station. P r o g r a m s w e r e p r o v i d e d t o do t h e c o m p a r i s o n a n d p r i n t t h e r e s u l t s on t h e f l e x o writer. About t h i s t i m e , a n o t h e r m e t h o d of a c c o m p l i s h i n g t h e s a m e t e c h n i q u e s u s i n g o n - b o a r d e q u i p m e n t w a s being d e v e l o p e d . T h i s m e t h o d h a s c o m e t o be known a s DDAS ( D i g i t a l Data A c q u i s i t i o n S y s t e m ) a n d h a s r e p l a c e d t h e e a r l i e r t e c h n i q u e i n m o s t c a s e s . T h e a d v a n t a g e s of converting the m e a s u r e m e n t s t o digital f o r m on the s t a g e i s the reducti o n of n o i s e p r o b l e m s a n d l e s s g r o u n d e q u i p m e n t i s r e q u i r e d . L e s s s u s c e p t i b i l i t y t o n o i s e i s a c h i e v e d by having l e s s w i r e l e n g t h b e t w e e n t h e m e a s u r e m e n t a n d t h e A / D c o n v e r t e r (analog t o d i g i t a l ) . L e s s e q u i p m e n t i s a c h i e v e d by e l i m i n a t i n g a n d / o r r e d u c i n g t h e need f o r g r o u n d recorders. �F i g u r e 3 does not depict one piece of equipment used in the e a r l y phases of automating i n s t r u m e n t a t i o n checkout. This w a s a p r e s s u r e balance s y s t e m u s e d t o a p p l y a known p r e s s u r e s t i m u l i t o the p r e s s u r e t r a n s d u c e r , thus providing a b a s i s f o r c o m p a r i n g t h e r e c o r d i n g taken a t t h e s i g n a l conditioner output. I n c r e a s e d quality and reliability of t h e t r a n s d u c e r and the implementation of t h e R 4CS (Remote Automatic C a l i b r a t i o n S y s t e m ) h a s deleted t h e n e c e s s i t y for t h i s technique. The RACS provide f o r a two-point c a l i b r a t i o n check of the a m p l i f i e r by being a b l e t o apply a known signal a t the high and low end of a n a m p l i f i e r r a n g e . The t r a n s d u c e r provides a t h i r d point by m e a s u r i n g the a m b i e n t conditions of t h e s y s t e m which i t i s monitoring. In t h e m e c h a n i c a l s y s t e m s , much m o r e modification w a s n e c e s s a r y t o obtain c o m p l e t e r e m o t e a u t o m a t i c control. As mentioned previously, the m e c h a n i c a l checkout o p e r a t i o n w a s neither r e m o t e l y o r automatically c o n t r o l l e d . G e n e r a l l y , p r e s s u r e s w e r e s e t up by using hand valves and hand l o a d e r s and w e r e m o n i t o r e d by a l o c a l gauge. To achieve r e m o t e c o n t r o l r e q u i r e d t h e addition of solenoid o r m o t o r d r i v e n l o a d e r s f o r venting loading p r e s s u r e s f o r shut-down, t r a n s d u c e r s t o provide r e a d i n g s a t r e m o t e locations and s o m e s e l f - d i a g n o s t i c capability i n c a s e of a b n o r m a l conditions. Space will not p e r m i t t h e d e s c r i p t i o n of the a u t o m a t i c s y s t e m s t h a t a r e now u s e d i n the S a t u r n I B and S a t u r n V P r o g r a m s . The s y s t e m s now u s e d , with one exception, employ a single c o m p u t e r r a t h e r t h a n a m u l t i - c o m p u t e r a s the c e n t r a l c o m p u t e r complex. In one p a r t i c u l a r application of t h e c e n t r a l c o m p u t e r complex s y s t e m a l l of t h e input/output capability i n c o r p o r a t e d i n the t e s t s t a t i o n h a s been integrated. IMPLEMENTATION ANALYSIS So f a r , this paper has been devoted t o a d e s c r i p t i o n of the testing o p e r a t i o n , the h a r d w a r e and h a r d w a r e changes n e c e s s a r y t o convert t h i s o p e r a t i o n f r o m m a n u a l t o automatic. The next phase will p r e s e n t a n a n a l y s i s of t h e p r o b l e m s e n c o u n t e r e d during t h e implementation phase. T h e s e p r o b l e m s c a n be grouped into t h r e e c a t e g o r i e s : (1) (2) (3) Hardware Software People �T h e r e a d e r w i l l note i m m e d i a t e l y t h a t t h e s e a r e v e r y g e n e r a l c a t e g o r i e s ; t h e r e f o r e , the s p e c i f i c s within m u s t be f r a m e d . Hardware In t h e h a r d w a r e c a t e g o r y , i n c o m p a t i b i l i t y p r o b l e m s w e r e e n c o u n t e r e d within t h e a u t o m a t i o n e q u i p m e n t i t s e l f ; t h e r e w e r e i n c o m patibility p r o b l e m s e n c o u n t e r e d w i t h t h e s i g n a l functions which the e q u i p m e n t w a s d e s i g n e d t o handle. T h e r e w e r e o t h e r p r o b l e m s conc e r n i n g t h e c a p a b i l i t y of the e q u i p m e n t t o m a n a g e t h e o p e r a t i o n a l r e q u i r e m e n t s . T h e s o l u t i o n t o t h e s e p r o b l e m s h a s brought a b o u t a c o n s i d e r a b l : a m o u n t of a d v a n c e s i n h a r d w a r e d e s i g n and t e c h n i q u e s . T h e r e i s a b a s i c s y s t e m p r o b l e m t h a t b e c o m e s evident a f t e r the automation equipment i s interfaced and i s performing a testing o p e r ation. This problem was alluded t o in the discussion concerning the c o n s t r a i n t s i m p o s e d i n t h e i n i t i a l a p p l i c a t i o n of a u t o m a t i c t e c h n i q u e s . It w a s pointed out t h a t t h e r e w a s t o be no m a j o r r e d e s i g n e f f o r t of the v e h i c l e . T h i s r e s u l t e d i n t h e a u t o m a t i o n e q u i p m e n t being i n t e r f a c e d w i t h t h e GSE r a t h e r t h a n t h e s t a g e s y s t e m s . H e r e i n l i e s t h e s y s t e m p r o b l e m . T h e e f f e c t being not a r e d u c t i o n of g r o u n d s u p p o r t equipm e n t ; but i n s t e a d a n a d d i t i o n of a u t o m a t i o n e q u i p m e n t t o p e r f o r m the c o m m u n i c a t i o n a n d i n t e g r a t i o n t a s k t h a t the m a n w a s doing. With t h e c o n c e p t of i n t e r f a c i n g t h e 110 (input-output) of t h e c o m p u t e r t o t h e GSE, t h e GSE i s c o n s i d e r e d t o be t h e d e c i s i o n making d e v i c e . T h e c o m p u t e r i s c o n s i d e r e d only a m e a n s of c o m m u n i c a t i n g the s t a t u s of t h e GSE a n d v e h i c l e t o t h e e n g i n e e r s . T h i s c o n c e p t f a i l s t o u s e one of t h e s t r o n g a s s e t s of t h e c o m p u t e r ; t h i s i s i t s c a p a b i l i t y t o g a t h e r d a t a a n d m a k e s u b s e q u e n t d e c i s i o n s . A continuance of t h i s philosophy w i l l i n c r e a s e t h e s i z e a n d c o m p l e x i t y of t h e h a r d w a r e and s o f t w a r e system. Another way of d e s c r i b i n g t h e s a m e p r o b l e m i s by taking a r a t h e r a n t h r o p o m o r p h i c view of t h e v e h i c l e a n d GSE. T h e method of c o m m u n i c a t i o n of a c o m p u t e r i s a d i g i t a l language. With the e x c e p t i o n of t h e o n - b o a r d c o m p u t e r s a n d t h e DDAS (which c o n c e r n s only r e s p o n s e s ) t h e v e h i c l e u n d e r s t a n d s only d i s c r e t e a n d a n a l o g language. T h e r e f o r e , t h e m a j o r p u r p o s e of t h e e l e c t r i c a l GSE i s t o be a n i n t e r p r e t e r between t h e c o m p u t e r a n d the v e h i c l e . I t b e c o m e s a p p a r e n t t h e n t h a t s t e p s need t o be t a k e n t o g e t t h e v e h i c l e t o c o m m u n i c a t e i n a language m o r e c l o s e l y a l i g n e d w i t h t h e c o m p u t e r language. T h e two e x c e p t i o n s r e f e r r e d t o �above r e p r e s e n t s t e p s i n this d i r e c t i o n s i n c e both communicate via digital links. By expanding t h e i r u s e provides the key f o r a c c o m p l i s h ing the additional s t e p s n e c e s s a r y . The w r i t e r w i s h e s t o make v e r y e x p l i c i t , a t t h i s point, that the above logic i s u s e d t o e s t a b l i s h a longr a n g e goal. T h e r e a r e many i n c r e m e n t a l s t e p s n e c e s s a r y before that goal c a n be r e a c h e d . Also, t h e r e a r e many t r a d e - o f f s concerning complexity which m u s t be m a d e between the vehicle and t h e ground equipment. T o r e a c h this goal, t h e following actions need t o be taken: (1) I n c r e a s e d r e l i a n c e on DDAS. r e l i a b i l i t y and handling techniques . This will r e q u i r e i m p r o v e d (2) R e a s s e s s t h e balance of complexity between the vehicle and GSE. In o r d e r t o achieve l a r g e reductions of e l e c t r i c a l GSE, i t would be profitable t o allow m o r e complexity on-board the vehicle. ( 3 ) E l i m i n a t e the need f o r t o t a l checkout capability a t the launch o p e r a t i o n s . T h i s c a n be achieved by delivering t o the launch o p e r a t i o n s totally configured and v e r i f i e d s t a g e s . (4) Review the interlocking r e q u i r e m e n t s , using t h e guiclel i n e of allowing t h e c o m p u t e r t o m a k e t h e decision. (5) Develop m e a n s of controlling vehicle s y s t e m s through the u s e of o n - b o a r d techniques a n d / o r expanded u s e of p r e s e n t c a p a b i l i t i e s . By being a b l e t o c o n t r o l t h e vehicles through u s e of on-board s y s t e m s , a r e d u c t i o n i n t h e i n t e r f a c e points between the vehicle and GSE i s gained. If the n u m b e r of the i n t e r f a c e points i s r e d u c e d , two i m p a c t s a r e a consequence. F i r s t , t h e r e i s a g e n e r a l reduction of GSE, s i m p l y bec a u s e t h e r e a r e l e s s functions t o be handled. Second, t h e r e i s l e s s possibility of a change i n the vehicle causing a subsequent change i n t h e GSE. An e x a m p l e of this i s i n the way the DDAS p e r f o r m s . S e v e r a l hundred m e a s u r e m e n t s m a y input t o the DDAS, but the output i s a single wave t r a i n . T h e r e f o r e , many m e a s u r e m e n t changes c a n be m a d e with the only e f f e c t t o t h e GSE being a change t o the m e a s u r e m e n t a d d r e s s in the CDAS wave t r a i n . This type of change c a n be accepted by a change in the s o f t w a r e . Software Providing a s o f t w a r e s y s t e m to i m p l e m e n t the automation of thc, checkout and launch o p e r a t i o n s h a s been and continues to be one of the m o s t challenging a s p e c t s of the automation endeavor. �T h e d i s c u s s i o n c o n c e r n i n g t h e n a t u r e of t h e t e s t i n g o p e r a t i o n pointed out t h e v a r i e t y of s i g n a l s involved a n d t h e d i f f e r e n t t y p e s of t e s t s c o n d u c t e d . T o c r e a t e a s o f t w a r e s y s t e m t o m a n a g e t h i s t y p e of o p e r a t i o n r e q u i r e s a t r e m e n d o u s a m o u n t of c a p a b i l i t y a n d f l e x i b i l i t y . I n doing a n a n a l y s i s of t h e d i f f i c u l t i e s t h a t w e r e e n c o u n t e r e d , e a c h s e e m e d t o be r o o t e d t o a v e r y b a s i c a n d f u n d a m e n t a l point; t h a t of being a b l e t o d e s c r i b e a l l of t h e r e q u i r e m e n t s of t h e job. Of c o u r s e , t h i s i s a n e s s e n t i a l i n g r e d i e n t i n a n y t a s k . But, i t r e a f f i r m s t h e point t h a t t h e b e s t s p e n t t i m e i n a n y new e n d e a v o r i s t h a t s p e n t i n d e s c r i b i n g t h e t a s k a n d planning i t s i m p l e m e n t a t i o n . T h e p r o b l e m s t h e t e s t e n g i n e e r e n c o u n t e r e d i n providing s y s t e m s t e s t r e q u i r e m e n t s t o t h e p r o g r a m m e r w e r e d i r e c t m a n i f e s t a t i o n s of t h e a b o v e point. P r i o r t o a u t o m a t i o n , t h e e n g i n e e r h a d n e v e r b e e n r e q u i r e d t o d e s c r i b e i n h i s t e s t p r o c e d u r e s a l l of t h e s t e p s , w i t h t h e e x p e c t e d r e s p o n s e s a n d l i m i t s , t o t h e d e t a i l r e q u i r e d by a c o m p u t e r p r o g r a m . O t h e r d i f f i c u l t i e s w e r e e n c o u n t e r e d i n d e t e r m i n i n g t h e a m o u n t of c a p a b i l i t y and f l e x i b i l i t y r e q u i r e d i n t h e e x e c u t i v e p r o g r a m . I n o r d e r t o d e v e l o p a n e x e c u t i v e p r o g r a m , d e c i s i o n s h a v e t o be m a d e c o n c e r n ing m a n - m a c h i n e r e l a t i o n s h i p s , o n - l i n e o r off-line c o m p i l a t i o n , m e m o r y c a p a b i l i t y a n d i n p u t / o u t p u t r e q u i r e m e n t s t o n a m e a few. T h e s e d e c i s i o n s m u s t be m a d e a s e a r l y a s p o s s i b l e s i n c e c h a n g e s t o t h e s e i t e m s w i l l cause m a j o r impact to the executive p r o g r a m development. The language the t e s t engineer should u s e i n writing the t e s t i s p r o b a b l y t h e m o s t c o m p l e x a n d c o n t r o v e r s i a l i s s u e . P a r t of t h e d i f f e r e n c e of opinion i s a r e s u l t of t h e t y p e of s y s t e m being a u t o m a t e d . F o r example, to monitor the instrumentation s y s t e m m a y require a p r o g r a m t o c o n t i n u o u s l y s c a n a g r o u p of m e a s u r e m e n t s . T h i s r e q u i r e s a c o m p l e t e l y d i f f e r e n t t y p e of p r o g r a m t h a n one t o c h e c k o u t t h e cutoff circuitry. The f o r m e r c a s e requires a p r o g r a m t o perform a monitoring function continuously with v e r y little man-machine interfacing. A machine language p r o g r a m i s probably best suited f o r t h e s e needs. T o p e r f o r m a c h e c k of t h e cutoff r e q u i r e s i s s u i n g h i - l e v e l s i g n a l s a n d m o n i t o r i n g f o r c o r r e c t r e s p o n s e s on a s t e p by s t e p b a s i s . T h e r e i s m o r e man-machine interfacing concerning display requirements, c a p a b i l i t y t o c h a n g e t h e c o u r s e of t h e t e s t and s a f e t y c o n d i t i o n s . A m a c h i n e l a n g u a g e p r o g r a m d o e s n ' t p r o v i d e t h e f l e x i b i l i t y , plus t h e t e s t e n g i n e e r l o s e s h i s knowledge of t h e p r o g r a m i n m a c h i n e l a n g u a g e d o c u mentation. 10 �It i s t h e w r i t e r s opinion t h a t t h e s e a r c h f o r a c o m m o n l a n g u a g e (defined a s one l a n g u a g e i n w h i c h a l l t e s t p r o g r a m s a r e w r i t t e n ) i s t h e w r o n g a p p r o a c h . T h e w r i t e r f e e l s t h a t t h e l a n g u a g e u s e d should be d e t e r m i n e d by s u c h c r i t e r i a a s : ( 1 ) t h e n u m b e r of d e c i s i o n s t h e e n g i n e e r s m a y h a v e t o m a k e d u r i n g t h e o p e r a t i o n , (2) t h e r e p e t i v e n e s s of t h e o p e r a t i o n , ( 3 ) t h e s a f e t y c o n s i d e r a t i o n s , (4) t h e d i s p l a y r e q u i r e m e n t s , e t c . All of t h e a b o v e c r i t e r i a a r e c o n c e r n e d w i t h d e t e r m i n ing t h e t y p e of o p e r a t i o n t h a t i s t o be p e r f o r m e d . T h i s i s r e a l l y t h e k e y in d e t e r m i n i n g the language best suited f o r the t e s t p r o g r a m . A language f o r p e r f o r m i n g c o m b i n e d s y s t e m s t e s t s c a n be d e v e l o p e d w h i c h XT i l l c o n t r o l t h e t o t a l o p e r a t i o n a n d a l s o allow t h e a p p r o p r i a t e s u b l a n g u a g e t o be u s e d . Of t h e c r i t e r i a u s e d t o d e v e l o p a s o f t w a r e l a n g u a g e , b e i n g c a p a b l e of a c c e p t i n g c h a n g e s i s c l o s e t o being t h e m o s t i m p o r t a n t . The S a t u r n h a r d w a r e (vehicle and GSE) w e r e designed with m i s s i o n flexibility in mind. Mission flexibility o r a n y flexibility f o r that m a t t e r i s synonymous w i t h c h a n g e s . T h e r e f o r e , a s u s t a i n e d l e v e l of c h a n g e s c a n be e x p e c t e d f o r t h e d u r a t i o n of t h e p r o g r a m . T h e c h a l l e n g e i s t o d e s i g n h a r d w a r e and s o f t w a r e s y s t e m s that will a c c e p t changes with m i n i m u m impact. I m p a c t i n t w o w a y s : (1) t u r n a r o u n d t i m e a n d ( 2 ) t o t a l c o s t ( d o c u m e n t ation, time, manpower). S o f t w a r e s y s t e m s m u s t be v e r i f i e d p r i o r t o t h e i r u s e i n t h e o n - l i n e hardware system. The techniques used for the verification activities m u s t be planned e a r l y . T h e r e a r e m a n y c o s t v s . d e g r e e of v e r i f i c a t i o n t r a d e - o f f s t h a t m u s t be m a d e . T h a t i s , f o r a g i v e n p r o g r a m t h e r e i s a r a n g e of v e r i f i c a t i o n t e c h n i q u e s t h a t c a n be u s e d . T h e y r a n g e f r o m using another software p r o g r a m t o using duplicate h a r d w a r e . Running t h e p r o g r a m o n d u p l i c a t e h a r d w a r e w i l l p r o d u c e t h e m a x i m u m c o n f i d e n c e t h a t t h e g i v e n p r o g r a m i s v e r i f i e d . But, i n g e n e r a l , i t i s a l s o t h e m o s t e x p e n s i v e . F o r t h e v e r i f i c a t i o n of a t o t a l s o f t n a r e s y s t e m t h i s t e c h n i q u e i s n e c e s s a r y . F o r c o m p o n e n t s of t h e s y s t e m a l e s s e r d e g r e e of c o n f i d e n c e c a n p o s s i b l y be a c c e p t e d a n d s u b s e q u e n t l y a l e s s c o s t l y m e t h o d u s e d . What m e t h o d i s u s e d s h o u l d be planned c o n c u r r e n t l y w i t h t h e i n i t i a l d e s i g n of t h e s y s t e m . T h e n e c e s s i t y f o r t h i s i s q u i t e obvious b e c a u s e of t h e t i m e r e q u i r e d t o d e v e l o p t h e v e r i f i c a t i o n p r o g r a m s a n d / o r h a r d w a r e . 4 1 ~ 0 ,a n y c h a n g e s i n plans f r o m a n o r i g i n a l v e r i f i cation concept will cause serious schedule impacts. P r o b a b l y t h e g r e a t e s t m i s c a l c u l a t i o n i n t h e g e n e r a t i o n of a s o f t w a r e s y s t e m w a s t h e t i m e r e q u i r e d . T h e difficulty e n c o u n t e r e d i n t h e �g e n e r a t i o n of the s y s t e m s r e q u i r e m e n t s w a s a contributor t o this t i m e . Independent of this i s the t i m e r e q u i r e d t o c r e a t e , document and v e r i f y a p r o g r a m . P r e v i o u s t o automation the t e s t p r o c e d u r e s w e r e g e n e r a t e d f r o m s y s t e m s r e q u i r e m e n t s , but they could be g e n e r a t e d s h o r t l y p r i o r to running the t e s t . With t h e advent of m o r e complex s y s t e m s and automation t h i s i s no l o n g e r possible. The optimum solution would be to develop a l l of t h e h a r d w a r e e a r l y enough t o allow adequate t i m e f o r s o f t w a r e development. T h i s optimum solution cannot be obtained i n a c o n c u r r e n t p r o g r a m s o techniques m u s t be developed to t r a n s f e r s y s t e m s r e q u i r e m e n t s t o s o f t w a r e p e r s o n n e l c o n c u r r e n t with h a r d w a r e development. E x p e r i e n c e t o date h a s brought the r e a l i z a t i o n that a t o t a l softw a r e s y s t e m h a s t o be developed i n t h e s a m e m a n n e r a s a h a r d w a r e s y s t e m . F i g u r e 4 depicts a software s y s t e m which i s r e p r e s e n t a t i v e of a type t h a t i s n e c e s s a r y f o r the launch o p e r a t i o n s . The m a j o r decisions c o n c e r n i n g t h e components of t h i s s y s t e m have been d i s c u s s e d above. Once t h e s e d e c i s i o n s have been r e a c h e d and the r e l a t i o n s h i p among the components e s t a b l i s h e d , they should c o m e under a configuration management s c h e m e . T h i s will i n s u r e the c o n t r o l of any i n t e r f a c e impacting c h a n g e s . A s e r i o u s d e t e r e n t t o a n automation effort i s t h e lack of u n d e r standing of the c a p a b i l i t i e s and limitations of the s o f t w a r e s y s t e m s . Putting the s o f t w a r e s y s t e m u n d e r a configurationmanagement s c h e m e enhances i t s understanding, because it f o r c e s the s o f t w a r e t o be t r e a t e d a s a s y s t e m with a l l of t h e accompanying documentation. To f u r t h e r a c c e l e r a t e the understanding p r o c e s s t r a i n i n g s e s s i o n s should be conducted explaining t h e design and o p e r a t i o n of the s y s t e m . People L a s t , but m o s t i m p o r t a n t i s t h e people problem. This c a t e g o r y i s probably t h e m o s t complex a s w e l l a s being the m o s t i m p o r t a n t . The w r i t e r i s not s u r e that t h e r e a r e any distinct c h a r a c t e r i s t i c s t h a t can be d e s c r i b e d i n a n explicit, independent fashion. However, t h e r e a r e a couple which s e e m t o be basic and c a n be d e s c r i b e d . F i r s t , t h e r e i s i n a n y new endeavor a knowledge-time p a r a m e t e r . That i s , a t t h e initiation of a n activity t h e r e i s a lack of knowledge of how that a c t i v i t y c a n be a c c o m p l i s h e d , but a s t i m e proceeds this knowledge b e c o m e s a v a i l a b l e . The p r o b l e m i s t o develop the communication methods ( i n t e r m s of organization and information t r a n s f e r ) t o apply t h i s knowledge effectively t o a l l r e q u i r ing a c t i v i t i e s . In the c a s e of automating �S a t u r n I s t a g e t e s t i n g , t h e r e w a s a n u n d e r s t a n d i n g of t h e c h e c k o u t o p e r a t i o n a s i t w a s being p e r f o r m e d m a n u a l l y . T h e r e w a s not a t h o r o u g h u n d e r s t a n d i n g of e a c h h a r d w a r e , s o f t w a r e a n d o p e r a t i o n r e q u i r e m e n t , n o r o r how t h e s e r e q u i r e m e n t s s h o u l d be fulfilled t o a c h i e v e t h e a u t o m a t i o n job. A s s t a t e d a b o v e , t h e r e i s nothing unique a b o u t t h i s s i t u a t i o n . I t a p p l i e s t o a n y new e f f o r t . T h e a s p e c t i n t h e S a t u r n p r o g r a m which m a k e s this m o r e impacting i s the time element. By e x a m i n i n g t h e k n o w l e d g e - t i m e r e l a t i o n s h i p d e s c r i b e d i n F i g u r e 5 i t c a n be s e e n t h a t t h e a u t o m a t i o n s y s t e m c o n c e p t , w h i c h w a s t o s e t t h e pace f o r the S a t u r n I B and V p r o g r a m s , w a s f o r m e d p r i m a r i l y f r o m t h e a c c u m u l a t e d e x p e r i e n c e of only one S a t u r n s t a g e . B e f o r e t h e f u l l c o m p l i m e n t of e q u i p m e n t w a s o p e r a t i o n a l a y e a r a n d a half w a s c o n s u m e d . A s o n e m i g h t e x p e c t , knowledge of how t o d o t h e job a c c u m u l a t e d d u r i n g t h a t t i m e c a u s i n g h a r d w a r e , s o f t w a r e and o r g a n izational changes. T o t a k e this relationship and expand i t over the total S a t u r n I B and V p r o g r a m s , t h e p r o b l e m i s g r e a t l y i n c r e a s e d . It c a n be s e e n f r o m F i g u r e 5 t h a t t h e i n i t i a l c o n c e p t s w e r e being d e v e l o p e d t o p e r f o r m factory checkout, static testing and launch operations - engrossing nine d i f f e r e n t l o c a t i o n s , f i v e s t a g e c o n t r a c t o r s , a n d two NASA C e n t e r s . Very little actual experience, i n proportion to the total program, exi s t e d a t t h a t t i m e . I m p l e m e n t a t i o n of t h e s e c o n c e p t s r e q u i r e d a p p r o x i m a t e l y t h r e e y e a r s . During t h e s e t h r e e y e a r s much experience w a s gained, thus considerably a l t e r i n g the concepts that w e r e f i r s t applied. The second characteristic concerns the attitude toward automating the testing operations. Unfavorable attitudes concerning automation h a v e g e n e r a l l y r e s u l t e d f r o m a l a c k of u n d e r s t a n d i n g of t h e long r a n g e n e e d s a n d b e n e f i t s . T h e s e a t t i t u d e s involved, of c o u r s e , v a r y w i t h i n t h e knowledge-tim:: r e l a t i o n s h i p . I n t h e S a t u r n - A p ~ l l op r o g r a v t h r e e o r four y e a r s a r e required for the launch site personnel t o acquire the s a m e a m o u n t of e x p e r i e n c e a s t h o s e involved i n t h e i n i t i a l d e s i g n and c h e c k o u t o p e r a t i o n s . F u r t h e r , t h i s t i m e i n v o l v e s t h o u s a n d s of people w i t h d i f f e r e n t d i s c i p l i n e s a n d b a c k g r o u n d s . T h e r e f o r e , if t h e l a s t o p e r a t i o n i s t o t a k e a d v a n t a g e of t h e e x p e r i e n c e a n d knowledge g a i n e d p r e v i o u s l y , t h e p r o c e s s of a c c u m u l a t i n g a n d c o m m u n i c a t i n g t h i s e x p e r i e n c e m u s t be a c c e l e r a t e d . �PROJECTIONS AND CONCLUSIONS B e f o r e t h e m a x i m u m benefits c a n be r e a p e d f r o m a u t o m a t i c t e c h niques s e v e r a l a d v a n c e s need t o be m a d e . The f i r s t a n d f o r e m o s t a r e i n t h e people c a t e g o r y . F i r s t of a l l , g o a l s need t o be e s t a b l i s h e d and p r o c l a i m e d . T h e s e g o a l s m u s t be i n t e r m s of f u t u r e conditions f o r which a u t o m a t i c t e c h niques a r e t h e only a n s w e r . In t h e S a t u r n p r o g r a m , g r o u p s of people have r e s i s t e d a u t o m a t i o n on t h e b a s i s t h a t the i m m e d i a t e job, with w h i c h they w e r e c o n c e r n e d , could be done b e t t e r t h e old way. The l o n g e r r a n g e needs should be d e s c r i b e d and explained. A r e c e n t s u r v e y of t h e S a t u r n - A p o l l o P r o g r a m d i s c l o s e d that t h e only functions t h a t h a d n ' t been a u t o m a t e d , a t one location o r a n o t h e r , w e r e l e a k c h e c k s , a m p l i f i e r c a l i b r a t i o n and s o m e monitoring of c r i t i c a l functions. Of t h e s e , i t would be a w a s t e of money t o a u t o m a t e l e a k c h e c k s and s o f t w a r e techniques have been developed t o e l i m i n a t e t h e need f o r a m p l i f i e r c a l i b r a t i o n . S o t h e p r o b l e m i s not technology, but u n d e r standing a n d a t t i t u d e s . T r a i n i n g i s a n a c t i v i t y t h a t n e e d s t o be e x p l o r e d . It i s probably t h e only way i n which t h e l e a r n i n g c u r v e c a n be i m p r o v e d . As d i s c u s s e d p r e v i o u s l y , t h i s i s a v e r y s e r i o u s a s p e c t i n the S a t u r n - A p o l l o p r o g r a m w i t h i t s t i m e s p a n between t h e beginning a n d the end of the t e s t i n g o p e r a t i o n . A l s o , t r a i n i n g c a n be u s e d t o e r a s e a t t i t u d e p r o b l e m s . In t h e h a r d w a r e a r e a s e v e r y s t e p which w i l l allow the vehicle t o be m o r e autonomous should be t a k e n . T h i s w i l l have the effects of r e d u c ing t h e GSE and r e l i e v i n g s o m e of the s o f t w a r e b u r d e n s . To i t e r a t e s o m e of t h e points d i s c u s s e d p r e v i o u s l y , t h e review of interlocking r e q u i r e m e n t s , d e v e l o p m e n t of g r e a t e r r e l i a n c e on DDAS and developm e n t of o n - b o a r d s y s t e m s provide t h e g r e a t e s t potential. B e f o r e the l a t t e r c a n be i m p l e m e n t e d i n t h e m a i n s t r e a m , t e s t a r e a s need t o be provided t o d e v e l o p t h e c h a n g e s . T h i s would a l s o allow t h e p e r s o n n e l t o gain confidence u n d e r r e a l i s t i c conditions, thus aiding t h e i m p l e m e n t ation process. The m a j o r point t h a t n e e d s t o be m a d e i n the s o f t w a r e a r e a i s t h a t i t needs t o be t r e a t e d a s a s y s t e m . Also, i t should be t r e a t e d on an e q u a l b a s i s a s t h e h a r d w a r e . In t h e S a t u r n - A p o l l o P r o g r a m t h i s m e a n s �a t r i a n g u l a r s i t u a t i o n of v e h i c l e , G S E and s o f t w a r e . No change should bc m a d e t o one without c o n s i d e r i n g t h e effect of the other. T o i m p l e m e n t t h i s r e q u i r e s t h a t t h e r e be c o n c u r r e n c y among a l l t h r e e f r o m t h e initial concept t h r o u g h the l a s t launching. Of c o u r s e , t h i s adds complexity t o t h e t o t a l p r o g r a m , but not n e a r a s much a s would be i f this w a s not recognized. - P r o j e c t i n g outside t h e t h e m e of t h i s p a p e r , t h e r e i s one l a s t point t h a t should be e x a m i n e d . T h a t i s t h a t t h e checkout and launch i s only one f a c e t of t h e Saturn-Apollo P r o g r a m . Since they a r e the l a s t a c t i v i t i e s a l l o t h e r a c t i v i t i e s s u p p o r t t h e m . T h e r e f o r e , if f a s t e r , m o r e effective techniques a r e applied t o t h e s e a c t i v i t i e s t h e s a m e techniques need t o be applied t o t h e supporting a c t i v i t i e s . An e x a m p l e of t h i s i s i n a t e s t p r o g r a m which s e n d s a s t i m u l i t o the vehicle t h e n i n t e r r o g a t e s a d a t a t a p e f o r the p r o p e r r e s p o n s e d a t a . The d a t a t a p e i s t o be supplied by e n g i n e e r i n g containing a l l of the p a r a m e t e r s and t h e i r l i m i t s . Howe v e r , if e n g i n e e r i n g i s n ' t g e a r e d t o s u p p o r t t h i s type of o p e r a t i o n , the d a t a t a p e w i l l n e v e r be a v a i l a b l e on s c h e d u l e nor w i l l change capability e x i s t . T h i s s o r t of supporting r e q u i r e m e n t s r e p r e s e n t s a whole field t h a t m u s t be e x p l o r e d and i n t e g r a t e d into t h e t o t a l job. �W I - = w = > C3 ��INSTRUMENTATION TEST STATION PERIPHERY EQUIP TEST STATION RELAY LOGIC ANALOG GEN FIGURE 3 AUTOMATED CHECttOUT OPERATI ON �MAN-MACH INE FIGURE 4 SOFTWARE SYSTEM IN PUT-OUT PUT �DEFINITION O F DEFINITION 0 FIGURE 5 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Saturn V Collection Relation A related resource <a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a> Identifier An unambiguous reference to the resource within a given context Saturn V Collection Description An account of the resource <p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p> <p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p> <p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context spc_stnv_000063 Title A name given to the resource "Analysis and Projections of Space Vehicle Automatic Checkout and Launch." Creator An entity primarily responsible for making the resource Vedane, C. R. George C. Marshall Space Flight Center Date A point or period of time associated with an event in the lifecycle of the resource 1966-10-01 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn project (U.S.) Automatic test equipment Rockets (Aeronautics)--Launching Space vehicle checkout program Launching Type The nature or genre of the resource Reports Text Source A related resource from which the described resource is derived Saturn V Collection Box 19, Folder 17 University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama Language A language of the resource en Rights Information about rights held in and over the resource This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections. Relation A related resource spc_stnv_000051_000074