31 20 8239 https://digitalprojects.uah.edu/files/original/40/1053/uah_uahp_000401.pdf 5b97bf2fb1854a4edeff77d7cf22cc84 PDF Text Text � 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 UAH Photograph Collection Identifier An unambiguous reference to the resource within a given context UAH Photograph Collection 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 uah_uahp_000401 Title A name given to the resource 2001 Homecoming basketball game against Lincoln Memorial University. Creator An entity primarily responsible for making the resource University of Alabama in Huntsville Date A point or period of time associated with an event in the lifecycle of the resource 2001-02-03 Temporal Coverage Temporal characteristics of the resource. 2000-2009 Subject The topic of the resource College sports University of Alabama in Huntsville Huntsville (Ala.) Madison County (Ala.) Format The file format, physical medium, or dimensions of the resource Slides Type The nature or genre of the resource Photographs Still Image Source A related resource from which the described resource is derived UAH Photograph Collection 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 uah_photos_2019_10 https://digitalprojects.uah.edu/files/original/40/1054/uah_uahp_000402.pdf 4ffe97e14296bf1f046eb4e54f22e3ba PDF Text Text � 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 UAH Photograph Collection Identifier An unambiguous reference to the resource within a given context UAH Photograph Collection 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 uah_uahp_000402 Title A name given to the resource UAH fans at the 2001 Homecoming hockey game against Bemidji State University. Creator An entity primarily responsible for making the resource University of Alabama in Huntsville Date A point or period of time associated with an event in the lifecycle of the resource 2001-02-02 Temporal Coverage Temporal characteristics of the resource. 2000-2009 Subject The topic of the resource College sports University of Alabama in Huntsville Huntsville (Ala.) Madison County (Ala.) Format The file format, physical medium, or dimensions of the resource Slides Type The nature or genre of the resource Photographs Still Image Source A related resource from which the described resource is derived UAH Photograph Collection 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 uah_photos_2019_10 https://digitalprojects.uah.edu/files/original/40/1055/uah_uahp_000403.pdf 0c1a5352bfd30c52317bd56489d7c89b PDF Text Text � 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 UAH Photograph Collection Identifier An unambiguous reference to the resource within a given context UAH Photograph Collection 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 uah_uahp_000403 Title A name given to the resource UAH fans at the 2001 Homecoming hockey game against Bemidji State University. Creator An entity primarily responsible for making the resource University of Alabama in Huntsville Date A point or period of time associated with an event in the lifecycle of the resource 2002-02-02 Temporal Coverage Temporal characteristics of the resource. 2000-2009 Subject The topic of the resource College sports University of Alabama in Huntsville Huntsville (Ala.) Madison County (Ala.) Format The file format, physical medium, or dimensions of the resource Slides Type The nature or genre of the resource Photographs Still Image Source A related resource from which the described resource is derived UAH Photograph Collection 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 uah_photos_2019_10 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 https://digitalprojects.uah.edu/files/original/20/1148/spc_stnv_000064.pdf ad809db4108abf8a07cf50bfc0872e0d PDF Text Text With the 1970 lunar touchdown already in its sights, NASA's Office of Manned Space Flight seeks to make the United States pre-eminent in space. A Nation Goes to /r&(/iS ".Note/ is the kime to take longer strides-time for a p e a t new American enterprise-tirrle,fir this nation to take a clearly leading role in space achieuernent a~hichin many zoaj)s may hold the key to our,future on earth. I belieup thal this nation should comrnit itself to achieving the goal, befire lhis decade is out, of landing a man on the moon and returning him safely to earth. . . . It will not be one man going to the moon . . . it will be an entire nation." -President John F. Kennedy ive years ago the United States took its first tiny steps toward the moon when Commander Alan Shepard became the first American to be rocketed into space. And the entire nation-indeed the whole world-witnessed his flight, sharing in the tension and the triumph. Today, at the halfway point in the tenyear program to land a man on the moon and return him to earth safely, the United States manned space program has both lengthened and quickened its stride. And the distance from the earth to the moon doesn't seem quite that far anymore. In developing the elements and capabilities for this decade's manned lunar landing, NASA has marshalled F I I the men and machines that will make it possible to undertake a wide range of space missions beyond the initial moon touchdown. Indeed, as Dr. George Mueller comments, "manned lunar flight serves as the focal-point of a program whose principal goal is to give the United States world leadership in all elements of space activity. The Gemini and Apollo-Saturn programs are equipping this nation with the ability to carry men and instruments into hitherto inaccessible regions of space for hitherto unachievable periods of time." Dr. George E. Mueller Associate Administrator Office of Manned Space Flight ��Dr. Mueller, Associate Administrator for NASA's Office of Manned Space Flight, bases his appraisal on the remarkable progress that has been made in the tri-lateral manned flight program-Projects Mercury, Gemini and Apollo. Together the three constitute the greatest single engineering enterprise in this nation's history. The manned space flight program is carried out by some 300,000 men and women. They work in NASA'sWashington, D.C. office, at three field centers-the John F. Kennedy Space Center in Florida; the Manned Spacecraft Center near Houston, Texas, and the George C. Marshall Space Flight Center at Huntsville, Alabama-and a t some 20,000 industrial plants in every part of the country. Dr. Mueller directs this competent crew by means of a geographically dispersed program office structure which penetrates directly through the functional organizations of the field centers and the prime contractors, to the subcontractors and the vendors. It has been said that Dr. Mueller's techniques of managing so vast a research and development program may, in the long run, prove to be one of the most valuable assets derived from the program. The first phase of the tri-lateral manned space flight program, Project Mercury, set the stage for the sophisticated space maneuvers of today and tomorrow. Using experimental oneman vehicles, Project Mercury put the first Americans into space and laid a solid foundation for the technology of future manned space flights. It demonstrated the effects of space on man, and proved that men could increase the reliability of spacecraft controls. NASA logged its first manned space flight success on May 5,1961, the day Astronaut Shepard rode his Freedom 7 space capsule on a 19-minute suborbital mission, 116 miles high into space. Another Mercury milestone was achieved the following February. Astronaut John Glenn became the first American in orbit, completing three global circuits. The following spring Gordon Cooper completed a 22-orbit mission of 34 and one-half hours, triumphantly ringing down the �curtain on Project Mercury. Dr. Mueller was a witness to, rather than a participant in, NASA's manned flight program at the time of the Mercury space spectaculars, although he was deeply involved in other aspects of aerospace technology. During the five years before he joined NASA in 1963, he was associated with Space Technology Laboratories, Inc., serving successively as director of the electronics labs, program director of the "Able" space program, vice president of space systems management, and finally vice president for research and development. I n this last position, he had overall responsibility for the technical operations of the company. While at STL, Dr. Mueller headed the design, development and testing efforts of the systems and components for Atlas, Titan, Minuteman and Thor ballistic missiles. He also played a major role in the development of Pioneer I, the United States' first successful space probe, and had overall responsibility for several other space projects, including Explorer VI and Pioneer v, and for the establishment of the Air Force satellite track- Gemini Twin Ed White maneuvers 120 miles above the Pacific Ocean, connected to Gemini 4 spacecraft by an umbilical cord. Extravehicular activity, operational term for walking ing network. in space, is a basic technique required for manned space flight capability. Mercury's Dividends Dr. Mueller adds thisfootnote to the story on the path to the moon, and forged Mercury which had j u t con- ahead with the second phase, Project cluded when he became Associate Adminis- Gemini. Named for the twin-star constellatratorfor the Ofice of Manned Space Flight: "Originally, NASA assigned only two broad tion of Castor and Pollux, Project Gemini called for a two-man spacemission objectives to Project Mercury-jrst, to investigate man's ability to survive and craft system to conduct orbital flights perform in the space environment; and sec- around the earth for up to two weeks' ond, to develop the basic space technology duration. Twelve flights were schedand hardware for manned space JEight pro- uled for the Gemini series-ten of prime grams to come. But the dividends Mercuy them manned. One of NASA's paid went beyond those basic goals. Thty objectives was to determine man's include the development of a NASA manage- performance and behavior during ment system to carryforward more advanced prolonged orbital flights, including manned spacejight ventures; exploration of his ability to pilot and control his the fundamentals of spacecra) re-enty; spacecraft. Other mission objectives raising a family of launch vehiclesfrom ex- were orbital rendezvous; docking or isting rockets that led to new booster designs; joining two spacecraft, and maneuverexpansion of the aerospace industry through ing the joined spacecraft as one unit; astronaut activity outside an orbiting NASA contracts; setting up an earthgirdling tracking system, and training a spaceship, and a series of scientific excadre of astronauts for future space explora- periments. Dr. Mueller and his capable tion programs." Small wonder, then, that NASA was manned space flight crew are justifiencouraged by this successful first step ably proud of the stand-out achieve- of Project ments of the Gemini program and the early successes of Apollo-Saturnachievements which can only be described as spectacular in light of the stepped-up pace of the United States manned space flight schedule. In the spring of 1964 the first unmanned test flight of the Gemini-Titan 11 space vehicle was flown. By spring of this year Gemini astronauts had logged more than 1,300 man-hours in space, and traveled some 11 million milesthat's almost fifty times the distance from the earth to the moon. Other mission objectives have been fulfilled. Last year, during the third revolution of an extended earth orbital flight, Gemini 4 Astronauts James McDivitt and Ed White carried out the first extravehicular activity in the manned space flight program. White left the spacecraft to walk in space, becoming a human satellite orbiting the earth at an altitude of 120 miles. Command pilot McDivitt remained �Mueller, is that in every case, the men returned in excellent physical and mental health. From the medical point of view the jights show that well-trained men can live and work in space for extended periods of time, and the condition of weightlessness does not appear to cause any serious afterefects. 7 h e astronauts' state of health is measured continuously, bbefoejight, during j i g h t and after their return. The overall appraisal of NASA'smedical team is that jights lasting a month or more are feasible. I Talented Management Another noteworthy aspect of the Gemini program is the talented management Dr. Mueller gives it. A little more than a year ago, the program was behind sdhedule, and there was.. ... "rave concern about the possibility of cost overruns. "We instituted a new kind of contract administration," Dr. Mueller remarked, "one in which the profit of the Gemini program contractors is ,tied to their total perform- Astronaut David Scott's camera captures orbiting Agena target docking vehicle as Gemini 8 spacecraft hovers about 190 feet away. Michael Collins and John Young maneuvered near this same rocket during the Gemini 10 mission in July. a t the controls with the difficult task of keeping the spacecraft in a stable attitude so that White would have a constant and dependable point of reference to gauge his movements outside the capsule. Orbital rendezvous was another mission objective. Dr. Mueller recalled the events which led to its achievement: "Within hours after Tom Love11 and Ed Borman took off on their twoweek Gemini 7 flight, preparations began for launching their rendezvous ship. Gemini 6 lifted off eleven days later, with Wally Schirra and Tom Stafford aboard. For five hours Schirra a n d Stafford carried out a complicated series of maneuvers. Then, 185 miles above the Pacific, they rendezvoused with Gemini 7. Despite their speeds of 17,000 mile a n hour, Schirra was able to guide his spacecraft to within one foot of the other. I might add that he was aided by some very fine guidance and con- trol equipment." Docking in space was added to the plus side of the mission objective ledger in March of this year after Astronauts Neil Armstrong and David Scott docked their Gemini 8 spacecraft with an unmanned Agena target vehicle. Among the most remarkable Gemini space successes was the Gemini 10 flight in late July. During that record-setting three days, astronauts Michael Collins and John Young chased and linked up with a fuel supply Agena rocket and spent nearly 39 hours linked with the other statellite; fired the rocket engine of the captured Agena for the first manned launching at orbital altitudes; soared to an orbit of nearly 475 miles-deeper into space than man has ever gone; opened the hatch of their capsule to the space environment three times; maneuvered near the orbiting Agena 8 rocket and retrieved a package from it, and accomplished a 25-minute space walk. trol. I think the operation of these contracts has constituted one of the finest examples of the proper working of the free enterprise system." The manned space flight program has a valuable asset in the person of George Mueller (pronounced Miller). The "Show Me" state native received a bachelor's degree in electrical engineering from the Missouri School of Mines, then moved to Indiana to earn a master's in the same discipline at Purdue University. H e came east to the Bell Telephone Laboratories where he conducted television and microwave and measuring experiments, and pioneered in the measurement of radio energy from the sun, in microwave propogation, and in the design - of low field electrons. After a stint of graduate study a t Princeton University, George Mueller joined the faculty of Ohio State University as assistant professor of electrical engineering; later he bacame a full professor. At Ohio State, he conducted research on the study and design of broadcast and dielectric antennas, cathode emission, low field magne- �trons and traveling wave tubes, and was awarded a P H . D in physics. The next stop was Redondo Beach, California and the Space Technology Laboratories where Dr. Mueller spent the next five years before he assumed direction of NASA'smanned space flight program. Dr. Mueller was one of the originaLurs of the concept and design of the Telebit digital telemetry system. He holds seven patents in electrical engineering, and is the author of more than 20 technical papers. With E. R. Spangler, he is co-author of a book, "Communication Satellites." Dr. Mueller is a n active participant in national and international conferences on space communications and space technology. Successful Stepping Stones Uprated Saturn I on Cape Kennedy launch pad just before it successfully boosted unmanned Apollo spacecraft into a 300-mile high suborbital flight. The February 26, 1966 flight marked the first test in space of the Apollo command and service module, the CKIH which will house America's moon explorers. 30 The Mercury and Gemznz space successes are the steppzng stones to the Apollo moon landzng mzssions and to other space operatzons of the future. The Ofice of Manned Space Flzght zs movzng ahead wzth Gemznz and expects to accomplzsh all the remaznzng program obyctzves zn the addztzonalJzghts scheduled over the remaznzng months of thzs year. Szmultaneously, remarkable progress zs also bezng made zn the Apollo program, the largest research and development program the Unzted States has ever undertaken. Project Apollo calls for NASA to develop two major launch vehicles and a three-man spacecraft; to assemble a nation-wide government-industry team; to construct a complex of advanced launch facilities, and to carry on a comprehensive testing program . . . all on a coordinated schedule. Under George Mueller's direction, they're doing just that. America's moon men will make the half-million-mile round trip in the three-man Apollo spacecraft now under development at NASA's Manned Spacecraft Center (MSC) near Houston, Texas, where a cattle range was converted to a modern installation in less than three years. Dr. Robert Rowe Gilruth directs MSC,an organization responsible for the design, development and testing of manned spacecraft and associated systems, for the selection and training of astronauts, �for support.of manned flight operations and for managing the work of the industrial team which shares the work load. The MSC Giant Probably the biggest thing at MSG these days is the Apollo spacecraft. Weighing in at 45 tons and standing 84 feet tall, the spacecraft is divided into three sections-a command module, a service module and a lunar module. T h e command module, something like the crew compartment of a commercial jet airliner, is designed so that the astronauts can eat, sleep and work and relax in a shirt sleeve environment. It is furnished with life support equipment and is chock full of controls and instruments to enable the astronauts to maneuver their craft. Since the command module will return to earth, it is constructed to withstand the tremendous deceleration forces and intense heating caused by re-entry. It's a room with a view. The double-walled pressurized chamber has three windows in front of the astronauts' couch, and two more windows on the side. A tower-like launch escape system perches atop the command module for use in an emergency launch situation. It is jettisoned after the second stage of the launch vehicle ignites. Beneath the command compartment is the service module, a 128foot diameter cylinder weighing about 50,000 pounds. Inside are supplies, fuel and an engine which the astronauts use to maneuver their craft into and out of lunar orbit or alter their course and speed in space. Once the Apollo spacecraft is orbiting around the moon, two of the astronauts crawl through a hatch into the bug-like third section, the lunar module. "The bug" detaches from the combined command-service module and descends to the moon's surface. The lunar module has its own complete guidance, propulsion, computer, communications and environmental control systems. The vehicle has two stages. The bottom stage contains the rocket engine and spidery legs which extend for lunar landing. This unit is detachable and forms the "launch platform" for the upper stage which houses the astronauts. Attached to the upper stage is the rocket engine which America's lunar explorers will ignite when they are ready to rejoin the hovering command-service module. After the astronauts crawl back into the command module, the lunar module is jettisoned and the trio heads back to earth. Just before re-entry, the service module is also detached. Parachutes are deployed to slow down the re-entry forces just before splashdown. The Manned Spacecraft Center is an outstanding example of the advanced facilities, unique in both size and capability, which NASA has constructed to meet Apollo program objectives. MSC is the home of the Mission Control Center-an office/ laboratory combination where engineers, scientists and technicians team up with computers to direct operations of manned space flights. Support functions at the Center include recovery control, recovery communications, meteorology and trajectory data, network support and monitoring devices for life support and vehicle systems. MSC is also the site of the country's largest "man-rated" space environment chamber. Altitudes of about 80 miles can be simulated in this chamber and spacecraft can be subjected to temperatures and solar radiation conditions that will be experienced on a flight to the moon. Muscle for Apollo The muscle for the Apollo program is provided by the Saturn family of heavy launch vehicles. Development of these mammoth boosters is the responsibility of Dr. Werner von Braun, director of NASA'sGeorge C. Marshall Space Flight Center (MSFC) at Huntsville, Alabama. Some 7,000 MSFC employees are engaged in the research and development of the Saturn workhorses-from conception through design, development, fabrication and assembly of the hardware, and testing. Baby of the Saturn family is the 120-foot tall, 2 1.5-foot diameter Saturn I. It has been flight tested with a perfect record of ten successes in ten launches, a record without parallel in the development and operation of large launch vehicles. In unmanned test flights Saturn I has placed test versions of the command and service modules of the Apollo spacecraft into orbit. With its cluster of eight rocket engines burning refined kerosene and liquid oxygen, Saturn I develops 1.5 million pounds of thrust in its first stage. Its second stage has six engines which burn liquid hydrogen and liquid oxygen, producing 90,000 pounds total thrust. Also under development at MSFC is the uprated Saturn I with an improved first stage version of the Saturn I, and a new and more powerful second stage. With 1.6 million pounds booster thrust, and 200,000 pounds second stage thrust, the uprated Saturn I will boost Astronauts Virgil Grissom, Ed White and Roger Chaffee into earth orbit for a long duration mission of up to two weeks. Saturn V Moon Rocket Big Daddy in the Texas-size booster corral is the Saturn v, a vehicle of gigantic size and power. The Saturn v moon rocket tops the 250-foot high Statue of Liberty by 31 feet. Assembled on the launch pad with the three modules of the Apollo spacecraft on top, the moon rocket stands 364 feet tall and weighs about six million pounds. Its first stage has a diameter of 33 feet, and is powered by a cluster of five engines packing a wallop of 7.5 million pounds of thrust. Another million pounds of thrust will be furnished by a cluster of five engines in the second stage. On top of the first two is the third stage which is identical to the uprated Saturn r second stage. The Saturn's first stages are built by NASA's Michoud Assembly Facility in New Orleans, Louisiana, and later are floated by barge into Mississippi for rumbling static tests at NASA's Mississippi Test Facility. The second and third stages of Saturn v are built in California. At Mississippi the gigantic stages are lifted directly from the barges onto the test stands, held captive and run through full strength, full duration "hot" firings. After testing, the rocket stages are replaced on the barges and floated via a complex �canal system to Cape Kennedy. Other flight equipment, manufactured and tested at NASA's nation-wide facilities, are also shipped to the John F. Kennedy Space Center (KSC)in Florida, where an integrated governmenthndustry team takes over assembly, checkout and launch of the moon-bound space ships under the direction of Dr. Kurt Debus. KSC, the major launch organization for manned and unmanned space missions, is the focal point for the development of launch philosophy, procedures, technology and facilities. So huge and so complicated are the Apollo-Saturn launch vehicles that NASA had to devise new approaches to assembling them. Thus a new generation of space facilities was born. Towering over the Kennedy Space Center terrain is the VAB (vehicle assembly building), a 524-foot high plant where four Saturn rockets can be assembled simultaneously and checked out stage by stage. Scheduled for completion this year, the VAB provides for assembly and checkout of the moon rockets in a con- trolled environment which eliminates the hazards weather could wreak on rockets and time schedules. After assembly, the Saturn v rocket, its mobile launch tower and mobile platform leave the VAB through a doorway 456 feet high. A monstrous tractor trundles the works to the launch pad. The Kennedy moonport will have two Saturn v launch pads, with the capability of launching about six vehicles a year after 1968. The pieces in this massive jigsaw puzzle called manned space flight are falling into place. Excellent progress is being made on the development of the Saturn launch vehicle; hardware is being assembled for a 1967 test flight of the Apollo lunar module, astronauts are being trained. At the pivotal halfway point in the program this spring, Dr. George Mueller, the man who manages this engineering enterprise had this to say: "The government/industry team required to carry out the manned flight program is in place and working. The program is on schedule, a schedule set when the program began. And, if progress continues, we will accomplish the manned lunar landing and safe return of America's astronauts in this decade." But Dr. Mueller doesn't want to stop there. He has emphasized many times that the lunar mission is just one of the many possible misszons which can use the capabilities of the Apollo-Saturn program. "The j r s t successful manned lunar landing will just scratch the surface. Its greatest achievement will be a demonstration ofthe ability to travel a quarter of a million miles from earth, land on that heavenly body and return safe& here. Other journeys must follow. W e must use the Saturn rockets, the Apollo spaceship and the launch facilities . . . over and over again to gain the fullest return on our investment. "We can make many jlights in orbit about the earth, about the moon or to the moon's surface. By using our capabilities efectively and imaginatively, we will be able to carry out a wide variety of missions of great scientiJic value and of direct bent$ to mankind." In Mission Operations Control Room at the Manned Spacecraft Center near Houston, Texas, personnel monitor Gemini space flight. Mission Control Center is the focal point of a global network of tracking and communications stations which provide centralized control for orbital flights. 32 � 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_000064 Title A name given to the resource "A Nation Goes to the Moon." Description An account of the resource Written by NASA Office of Manned Space Flight Associate Administrator George E. Mueller, this is an article from <i>G. E. Challenge</i>, Fall 1966, page 26 to 32. Creator An entity primarily responsible for making the resource Mueller, G. E. (George Edwin), 1918-2015 General Electric Corporation Date A point or period of time associated with an event in the lifecycle of the resource 1966-09-01 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) Mueller, G. E. (George Edwin), 1918 Project Apollo (U.S.) United States. National Aeronautics and Space Administration--History Manned space flight Type The nature or genre of the resource Clippings Text Source A related resource from which the described resource is derived Saturn V Collection Box 19, Folder 6 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/20/1149/spc_stnv_000065.pdf 0e943f2a5578c17598b035b9c91fd353 PDF Text Text SATURN HISTORY DOCUMENT University of RIabema Research Institute Nbtory of Sdensa E Technology Group > r 7 u.- Date -*----.L - - Doc. No. --, ,, , , �SPACO 5 Year Comparison Charts. Presibt's k c r . ......... .................... 1965 Picture Review d Capabilities. Balance Sheet. ........ ......................, Statement of Income and Rerained edamin~,= , . ,.-: .., .,,.. , ., ., Accountant's Opislio~ ....................... Some of Our Products................ W A C 0 Facility Locations ............. Manufacturing �DIRECTORS OFFICERS I 1 I President JOHN E. HATCH, JR WILLIAM A. BEACH ... ANNA RUTH GAMBRELL Executive Vice President . . . Corporate Secretary I II JOHN E . HATCH, JR. WILLIAM A. BEACH . .. . . . .. . . . . ... I I Executive Vice President ANNA RUTH GAMBRELL ... .. ...... GEORGE F . E P P S . . . GEORGE S. HARRIS . . DON MORRING ROGERS C. McCAULEY President Corporate Secretary . . . . . Treasurer . .Vice President . Vice President . . . . . . . Vice President �I -SPACO SALES* FIVE YEAR COMPARISON CHART< NET EARNINGS AFTER TAXES*" LOSSES PRIOR T O 1960 REDUCED INCOME TAXES PAID FOR YEARS 1960, 1961, AND 1962. < PERSONNEL * I N MILLIONS O F DOLLARS ** IN THOUSANDS O F DOLLARS �A!wk 1REPORT TO SHAREHOLDERS C The year 1965 was an eventful one for SPACO, INC. As pointed out elsewhere in this report, our s a l e s and earnings reached another all-time high. Total s a l e s of $9,198,981.91 and net earnings of $135,701.03 for 1965 a s compared to s a l e s of $6,416,712.65 and earnings of $102,625.23 for 1964 are indicative of our growth during the past year. ' The single most significant event which occurred in 1965 was the award to SPACO of the prime contract for support services to the Quality and Reliability Assurance Laboratory of the George C. Marshall Space Flight Center. The $7,000,000.00 contract was largely responsible for our increase in personnel to approximately 900 a t the close of our fiscal year. In July SPACO opened a division in Slidell, Louisiana to provide technical publication services to the Mississippi T e s t Facility and other contractors in the area. Also during the year SPACO established an electronic assembly capability a t Titusville, Florida to provide support to government agencies and contractors in the Cape Kennedy area. Our growth in personnel and our expanded facilities have created many challenges and problems which we are meeting and solving. It is gratifying to me that our employees have produced a reasonable profit even though SPACO was going through a very difficult transition period. In the months ahead we intend to build a highly technical engineering department and a more sophisticated manufacturing capability in order that we will be in a better competitive position and be of greater service to our many government and industry customers. I would like to express my appreciation to our employees who made 1965 a success for you, our stockholders. We are looking forward t o serving you in the years ahead. January 21, 1966 Huntsville, Alabama Respectfully President �If. CI,EAN ROOM ASSBA1BL.Y A i 1 �The year 1965 was a year of significant expansion for SPACO. Total employment increased from 634 to 884 persons, expanding the company's organizational structure from two Divisions to the following four Divisions: Operations Division B Quality and Reliability Assurance Division Florida Division .Mississippi-Louisiana Division. The Operations Division, consisting of four Departments, provides complete engineering, manufacturing, field support, and quality control services. The Engineering Department, employing over 150 persons by the end of 1965, is staffed with highly versatile engineers, designers, draftsmen, technicians, and technical publications personnel who are familiar with government and industrial research, design, development, test, and evaluation programs. This staff furnishes complimentary services to provide SPACO's customers total source engineering and manufacturing services which can handle any task from i t s conception through training and field engineering. The Manufacturing Department has made an excellent contribution to SPACO's growth. This Department provides the most effective and economically feasible methods for manufacturing a variety of products. A few of the highly specialized services performed by this department are the custom manufacture of printed circuit boards, the fabrication of electronic systems and equipments, and a complete, modern machine shop and metal fabrication capability. T o meet the customer's demands for greater accent on quality and reliability, the Operations Division formed a Quality and Reliability Assurance Department. This new Department is responsible for quality and reliability engineering a s well a s assuring the quality and reliability of every product produced by the Company. SPACO made further manifestation of its quality consciousness by implementing a company wide Zero Defects program. The cooperation of a l l employees was individually pledged to ensure that SPACO would continue to be a leader in providing quality engineering and manufacturing services. ��-uo!lanpo~da~pue 'd q d e ~ -%oloqd ' % u ~ ~ e a s n'9uy!pa ~l! '%up!sm ~e!a~ammoapue IeaFuqaal apn~au! san!pqedea uo!~ea!~qnd a q ~ -vale , lerp U! l a q ~ e ms u o ! ~ ~ a ! ~ ~ ~n eda ! u q ~ a aql l o l speom! ~ ~uaa!j!u%!s apem saq 'aunl u! paqs!lqelsa 'uo!s!a!a eua!s!noT -ydd!ss!ss!ty a q l .suo!~aa!j~aads ~ u a m u ~ a a o01l salqar, ~ e a ~ l ~ pue ~ a lsaqqmasse a a!uo~~aala8 u p n p o ~ ddsnq ~ a u u o s l a dsaa!asas IaJ!uqaa) pue f?~laau!8ua ~5 jo jjem e seq uo!sp!a ep!Jolg a n 'eue!s!noT '~lap!~spue ap!soTg 'all!asw!L paqs!Tqa1sa slam sa!l!l!aej ' u o p e l n d a ~s!rp jo a%elueape %u!qel UI .dasnpu! a a e d s o ~ a e aql lnoqsno~qlp a a ~ d ss a q O ~ Q dq ~ Su o a kaa!lap d ~ a m ! pue ~ d!qsuemq~om 1uaTlaaxa JOJ uo!le~nda~ aq;L -sa!1!1!qdea le!~afaeuem p m luale1 8u~laanfluajo al!ol~ada~ aayssa~drn! ne t2u~eluoa a u o p uo!s!a!a a ~ u a m s s Qbn!qeqaa pu8 hqe* aql 1eql l u a ~ e d d eaq plnoqs 11 -)aeauoa l ~ o d d n saql jo lsoa pue a a u e r n ~ o j ~ aarp d 8u!~oquom 103 QSVN dq p a ~ ~ n b sa!lspals al pua sxioda~ssa18o~dsnolamnu aql jo IIe saxeda~dluam3~edaauo!~ - a u r p ~ o o 3s l ~ o d a aa a - m a ~ % o um)eS ~d aq) u! pasn s~uauodmoapua s m a ~ s d sjo s a s d ~ e mpue %u!lsal Iea!naaIa pun laa!uaqaam Bqmrojrad u! paauapadxa sue!a!uqaa) pue s~aau!%ua q)!m pajjels s! l u a m ~ e d a as u o p e ~ a d o ~ e a p d ~ a ua% y -sll!qs pua saauaras jo &!lea a Bupuasazda~puuosrad ~ u a ~ a d m oqal ~ mpajjels ST l u a m ~ ~ e d a a s!q~, .smalsds ala!qaa aaads ulnleg TIE 30 lnoqaaqa 1m1ae O u p s o j ~ a dpue ' s a m p a a o ~ dpue s ~ d a a u o al n o q ~ a q ~ %u!qsgqe~sa 103 a ~ q ~ s u o d sS!a ~l u a m l ~ a d a alnoqaaq3 smalsds ala!qa~ aqL -dso~esoqalayl JOJ 8u!laau!%ua sa!l!l!aej pue 'saa!alas ~ l o d d n sOu!~aau!Bua pue u%!sap '%u!u!a~1 lea!uqaal 'saa!n~as suogexlqnd 'ud~leu!p~oo3 s m a ~ % o sap!ao~d ~d luarnl~edaasaalnosaa pue smaaoxd a u -1noqaaqa a1aTqaa a s d s 8u!mp palaaoas!p saraue - d a ~ ~ s ! p30 uopnTosaJ dlamp S ~ l n s u a103 a1q!suodsal SF luarn~ladaaOq~aauyBugkl!~e@ a u - s m e l ~ o l duopel - n T s a m d s pue smalsds 1noqJaqa ~!~erno1ne p a l ~ o u u o alalndmoa 30 luamdo~aaapput3 qaleasal aql lo3 pas~nbal sl~!qs payuqaal pule %fllaau!%ua d ~ e s s a a a uaql. sap!~old l u a w l e d a a %qsaau!%ug smalsds pa3ueApQ aqJ. .luaml~edaauoyeu!pJoo3 s l s o d a ~ ~ u a m m d a asuo!lelado ~ea!ld~ r l a a m ~ e d a alnoqaaq3 smalsdg alaTqaA luamlledaa s a a m o s a a poe s U I E J ~ O ~ ~~ u a m l ~ e d a%u!saau!8ug a &![en6 1uam)ladaa Oupaau!Ou~ smalsds p a a m a p y r ale uo!s!a!a arp 8 u ~ s ~ s d m osaw x m ~ e d a aXIS aqL - m l 8 o l d aaeds ulnJeS aql jo s u o p ~ u ya a m m s s e kl!l~qe!la~ pue ~ O J J U O d~ n ~ e n barp %u!l~oddns u! ~ a u u o s ~ a d ~ o ~ a a a u o a q n091 s Jaao pue saadoldma O ~ Q 00s ~ SDAO jo suojja arp a8euem 01 uo!s!A!a a a u e m s s y k!~!qe!~a.t~ pue dlge@ aql jo uo!lsmroj arp paqnbal s ~ - aq~ ~~! a s ) u n'la1ua3 ~ ~q8!19 aaads IIaqsleyy aql le d s o l a l o q a ~ a a m m s s y &~1!qe!la~ PUB h j ~ e r @ S,QSQN 103 ~ J B J ~ U O J~ l o d d n sa~%u!s e papseme sea 0 3 Q d S '5961 U! ~ T J E ~ -1uaIlaaxa a l e s a l e s!p u! uo!snadxa Jaq1Jnj 103 sa!~!umloddo 3% .sa!aua8e TeTasnpV ppe ~ u a m u ~ a a o % saa!aJas leJ!uqaal pue Bu!~aau!Bua a q s j j o a p ~ h o l d01 pamsoj s e a l u a m ~ e d a asaJ!Alag p p y g aqJ. qloq 01 �C O M P A R A T I V E B A L A N C E SHEET rEMBER 30, 1965 AND ASSETS .......;........ . . . . . . . . . . . . . . . . . ................................... ....................................... Cash Receivables, trade: United States Government: B i l l e d (Note 2) Unbilled Other........................................... Inventories, at the lower of specific cost or market: Raw materials Work i n process and finished goods ..................................... ....................... ...................... .............................. ........................... ............... ..... Leasehold improvements ..... Less allowance for amortization . Prepaid expenses and deferred charges T o t a l current ossets Notes receivable from officers Fixed assets, a t cast (Note 2): Equipment, furniture and fixtures Less allowance for depreciation Deposits and other assets .. LIABILITIES Notes payable (Note 2): Banks Trade .............. ............ Accounts payable: Trade Other .......................................... .......................................... Accrued expenses: Salaries and wages Other ............ ......................... Federal and state taxes on income Total current liabilities Long-term portion of notes payable, current portion above (Note 2): Banks Trade ........ ............... ........................................ ........................................ STOCKHOLDERS' EQUITY ..................... .......................... Treasury stock, 90 shares at cost. .................... Capital stock, no par value; authorized, issued and outstanding, -. 217,500 shares Retained earnings, as annexed Less: 230i392.36 651,817.36 1,080.00 650,737.36 - �C O M P A R A T I V E STATEMENT O F I N C O M E A N D RETAINED E A R N I N G S SEPTJ BER 30, 1965 1 1965 . L ...... ... . . . . . . . . $9,198,981.91 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,752,090.06 ........................... 1,446,89 1.85 . . . . . . . . . . . 1,150,526.92 . . . . . . . . . . . . . . . . . . . . . . . . . . 296,364.93 Wet sales Post of sales. Gross profit Selling, general and administrative expenses Operating prof it Other deductions: Interest expense Miscellaneous, net .. 11 1964 (Note 1) ... .......... ... ....... m a . . . .......................... ............ ................................ .......... .. ......... Cash dividend paid, 10 cents per share . . Income before taxes Provision for federal and state taxes on income Net income Retained earnings, beginning of year 39,345.58 (2,28 1.68) 37,063.90 259,301.03 123,600.00 135,701.03 116,432.33 252,133.36 21,741.00 Retained earnings, end of year NOTES to FINANCIAL STATEMENTS 1. On July 28, 1964, the wholly-owned subsidiary, Genco Tool Company of Alabama, was merged with the Company. The statement of income for the year ended September 30, 1964 includes the operations of the subsidiary which resulted in a net l o s s of $9,949.45 for the period October 1, 1963 through July 28, 1964. The provision for taxes on income h a s been reduced by approximately $34,000 due to the tax l o s s on liquidation. 2. Fixed a s s e t s costing approximately $137,000 and $172,000 and United States Government receivables in the approximate amounts of $505,000 and $539,000 for the years 1965 and 1964, respectively, have been pledged a s collateral for notes payable to banks and trade creditors, The long-term portion of notes payable a t various interest rates is due a t various dates through April 1968. 3. Depreciation and amortization are included in the statement of income in the amount of $81,470 for 1965 and $89,287 for 1964. 4. The Company is committed on leases for buildings and equipment which expire a t varying dates in 1966 through 1969. The amount of annual rental for the year ending September 30, 1966 approximates $354,000 and varying amounts thereafter through 1969. The main l e a s e s for buildings and equipment contain options t o extend the terms for five additional years. 5. The Company is a party to a Government contract which provides that the Company may earn a potential award fee and an estimated amount has been included in the financial statements. The amount of the fee for the s i x months ended September 30, 1965 has not been finally determined by the Performance Evaluation Board. ��ENGINEERING ��SPACO continued to advance i t s proud reputation in the field of engineering and technical services. SPACO's ability to provide a total service from concept through training and field engineering was a major factor in the success of the engineering organizations. A significant display of confidence was made to SPACO's engineering capabilities when the company was awarded the single support contract for the Quality and Reliability Assurance Laboratory, NASA. Design of complex automatic space vehicle checkout equipment, installation of the equipment, and actual performance of checkout of Saturn space vehicles was competently undertaken by the engineering organizations. At the SPACO Huntsville facility, research and development was carried out on a variety of programs for both governmental and industrial agencies. One such program is the development of a completely automated moment of inertia measurement system for calibration of space flight hardware. Another undertaking is the simulation of space environment up to 100 miles altitude by means of large vacuum chamber for testing space flight components. The research and development of computer controlled automatic checkout systems is s t i l l mother such program currently in progress. Technical services provided by SPACO range from calibration and repair of electronic equipment to the preparation of technical publications and the training of personnel in both professional and technical skills. A field service and a quality and reliability assurance capability have been added to further advance the total engineering capability offered by SPACO. To meet the demands of the top flight engineering capabilities offered by SPACO, approximately 200 engineers and technicians were added to the personnel force. Engineering services have been extended to the missile and aerospace industries of Florida and Louisiana. Both of the new Divisions serving these two areas show promise of rapid, stable growth. Throughout SPACO's engineering organizations, the quest for engineering excellence and increased competence in technical services is continuously pursued. Such a quest is in full harmony with the company's Zero Defects Program implemented in the l a s t quarter of 1965. Both the shareholders and customers of SPACO, INC. are ensured of the company's continued success a s a leader in the field of engineering and technical services. �1MANUFACTURING 1 �~ ~ A L U 'manu~acturing S 1 service nas experienced a substantial growth rate in the past two years. The manufacturing service is performed in a modern, airconditioned building and presently offers complete machine shop services, including welding and sheet metal fabrication, and the latest in electrical fabri- 1 cation services. The manufacturing organizations are staffed with experienced machinists, welders, sheet metal workers, and electrical fabrication specialists. SPACO takes pride in providing the high level of manufacturing talent necessary to satisfy the special skills required and stringent specifications imposed by the aerospace industry. The investments made throughout the year for equipment and facilities for manufacturing have been well repaid. SPACO still boasts of having one of the most complete and modem manufacturing organizations in the southeast. The increased business and organizational expansion enjoyed in 1965 attest to SPACO's ability to successfully compete in the highly competitive field of manufacturing. SPACO's leadership in the mmufacturing field is receiving widespread recognition. Now, with ~ i v i s i o n s in Florida and Louisiana, further expansion of the nanufacturing facilities is anticipated. �SOME OF OUR PRODUCT! �FACILITY L O C A T I O N S HUNTSVILLE, ALABAMA TITUSVILLE, FLORIDA A SLIDELL, LOUISIANA �� 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_000065 Title A name given to the resource Spaco, Inc. Annual Report, 1965. Creator An entity primarily responsible for making the resource Spaco, Inc. Date A point or period of time associated with an event in the lifecycle of the resource 1966-01-21 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) Aerospace industries--United States Spaco, Inc. Type The nature or genre of the resource Annual reports Text Source A related resource from which the described resource is derived Saturn V Collection Box 16, Folder 6 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/20/1150/spc_stnv_000066.pdf dc89991be249aab5abf4e1bf6256528d PDF Text Text THE COMP)IIYY/SPCE DIYISION,~AUNCH SYSTEMS BRANCH �ANNUAL PROGRESS REPORT J U N E 30, 1967 THROUGH J U N E 27, 1 9 6 8 CONTRACT N A S 8 - 5 6 0 8 , SCHEDULES 1 A N D 1A J U L Y 27, 1 9 6 8 LAUNCH SYSTEMS B R A N C H SPACE D I V I S I O N T H E BOEllUO C O M P A N Y PREPARED BY SUPERVISED BY D.6. Valentine M a n a w m R w m g and Analysis APPROVED BY APPROVED BY Illlichawl Pmgram Warning and Reporting Manager APPROVED BY �DISTRIBUTION M, L. Alberstadf., Jrr 1 L, D, Alford J* F, Allan W. R. Allen We C, Applegate N. Bender S. Bergeman L, E. Buchart * L, G, Chchraa F. L, Csenen E. IG Cooper D. H. Creim R. T. Crowley W. W. Davis C. H. Donald Re C. Dunigan J. J. Eckle C, E. E n a f t A, A. Geiger H. D. Gunning D. 0. Haas C, W. Harris K i S. ingram J. Irico I, A. Johnson S. P. Johnson H. Kudish S. D. KruU T. R. Marley A. D. Martin C. L. M c h t i r e E. J. Merkel T. M. Mladfneo * J. D. Monroe R. H. Nelson J. L. O1Neil B, L. Osborne J. E. Parazynsld W, H. Quarles H. C. Runkel I%, C, Sanders J. V. Smith T. J. Smith H. L. Smotherman T. P. Snow C. J. Solar J, C. Sormsw D5-12601-6 I 1-1855 5-9000 5-1830 5-3100 5-1800 5-1100 5-1660 5-1910 5-1500 6-8000 5-1900 5-1200 5-7300 5-7900 5-1705 5-1070 5-7400 5-7150 5-8010 5-1070 5-1854 5-3000 5-1910 5-1300 5-1211 5-7200 5-1600 5-5000 5-3200 5-1700 5-1230 5-1230 5-1800 5-1400 5-1000 5-3600 5-1100 5-1430 5- 1940 5-7000 5-1010 5-1020 5-1260 5-9100 LA-42 JA-51 LN-70 LA-35 LA-02 LT-90 LR-69 LD-42 LR-60 FA44 LD-42 LA-19 LS-72 LS-55 LC-23 LA-42 LS-76 LS-23 FA-14 LA-42 LN-54 LA-10 LD-33 LT-43 LT-91 LP-36 LR-65 TA-01 LA-03 LA-23 LD-03 LT-92 LA-02 LN-98 LA-42 LA-18 JB-75 LN-87 JD-2 1 LS-40 LA-42 LA-31 LT-96 JD-5 1 2-5907 Sahara Park 5-1100 LT-90 5-7100 L9-28 R. L, Stallings G, H, Stoner (2) C, D. & C O U ~ R. F. T e ~ r y D, G. Valentiue (10) J. G. Weber C. W. Weteel C, A. WlIWnson L, A. Wood L, Yanolf Michoud Contracts Files Facilities Central Files Program Presentations Library (2) J. Keller 5-5240 5-1000 5-1300 5-1220 5-1220 5-1020 5-1100 5-2000 2-1000 5-1020 TA-03 84-22 LT-43 LA-2 1 LD-59 JB-33 LT-90 RS-O 1 1448 JB-33 5-1100 LT-90 5-1492 LN-95 5-1220 LP-02 1200 Cornmonwedth Bldg, 1625 K. Street, N. W, Washington, D. C. 20006 R. W, Brown M. E. Buchholz A. V. Clark H. S. Garrett J. E. Glazner H, W. Hallisey (2) C. W. Holmes F. W. Johnson T. S. Johnston L. L. Jones J. R. King H. T. Mimey J. W. Moody D. H. Newby W, R. Reynolds M. H. Riley C, L. Thionnet J. B, Taylor R-QUAL-J I-CO-LH R-P&VE-XG MS-D R-QUAL-AE I-V-S-IC R-OM-V I-V-T I-V-P MS-H R-ASTR-BV I-CO-LB I-V-Q DE P-A R-QUAL-QP R-QUAL-PC R-AERO-P I-K-V NASA NASA NASA NASA NASA NASA NASA NASA NASA NASA NASA NASA NASA NASA NASA NASA NASA NASA B. H. W. M. G. N, W, B. I-MICH-C I-MICW-F I-MICH-MGR I-MICH-QES I-MICH-OB I-MICH-DU 11-MICH-QR NASA NASA NASA NASA NASA NASA NASA Aldridge Bailey Constm Herrhgbn R, J, Nuber S, Smith W, L, WiW.ms iii �Summary Michoud Assembly Facility Mississippi Teet Facility; Page No, iii iv DBTRXBUTION CONTENTS ILLUSTXUTIOSS FOREWORD S-IC PfiOCRAM SUMMARY c 1 ,., 0 ' Summary Documentation Support Spares Support Personnel Support Spares for Government Furnished Equipment 1 3 4 8 9 9 10 10 10 10 15 18 19 5 6 - 23 25 30 54 57 63 66 66 81 LAUNCH OPERATIONS Launch Operations S-IC-3 Quality Verification 7 79 81 81 81 STAGE SYSTEMS STUDIES 89 89 ADVANCED STUDIES APPENDIXES Appendix A Appendix B Appendix C Appendix D - Contract Modifications - Proposals Submitted - Negotiations Completed - Deliverable Data Submitted Appendix E - Engineering Change CONTRACT END ITEMS AND SERVICES Summary Deliverable Hardware Design and Engineering Manufacturing Development Quality Assurance Product Performance Assurance New Technology Deliverable Data Q LOGISTICS 4 vf vii PROJECT MANAGEMENT Summary Contracting Activity Program Plans, Schedules and Reports Equipment Management Configuration Management Technical Program Analysis and Review Cost Effectiveness Program Cost Improvement Motivation Industrial Management Computer Sciences Business Information Services Michoud Organization Realignmen& 2 v 69 71 73 Appendix G Appendix F GLOSSARY Documentation Completed During FY 1968 Engineering Changes Initiated During FY 1968 MTF Systems Test Documentation Status 97 97 97 97 98 105 118 120 �ILLUSTRATIONS Page No. Figure 1-1 Figure 1-2 Figure 1-3 Figure 1-4 Figure 2-1 Figure 2-2 Figure 2-3 Figure 2-4 Figure 2-5 Figure 2-6 Figure 2-7 Figure 2-8 Figure 2-9 Figure 2-10 Figure 2-11 Figure 2-12 Figure 2-13 Figure 2-14 Figure 2-15 Figure 2-16 Figure 2-17 Figure 2-18 Figure 2-19 Figure 2-20 Figure 2-21 Figure 2-22 Figure 2-23 Figure 2-24 Figure2-25 Figure2-26 Figure 2-27 Figure 2-28 Figure 3-1 Figure3-2 Figure 3-3 Figure 3-4 Figure 3-5 Figure 3-6 Figure 3-7 D5-128016 Michoud Program Control Center R e p o m d Xnjuriaa in FY 1968 FY 1968 Injuries P e r Million Manhours MTF Document Activity During FY 1968 AS-501 Moving From KSC VAB AS-501 Launch S-fC -F LUX Duct Removal LOX Duct Installed in POGO Test F i x b e S-PC Stage Being Moved From Factory S-IC-7 Stored in Factory Building S-IC-8 in Vertical Assembly S-IC-8 Being Removed From VAB F-1 Engine Installation in S-IC 6-IC Propellant Tank Being Moved From Factory Percentage Complete Major Structures June 27, 1968 S-IC-3 Versus -2 Dry Weight Status Breakdown of S-IC Stage Weights S-IC Power Distribution System LOX Fill and Drain Valve Redesign S-IC Propellant Dispersion System Center Engine Redundant LOX Cutoff Sensor S-IC TV System S-IC Film Camera Capsule Assembly S-IC ODOP System S-IC Qualification Test Summary Growth of Assessed Reliability S-IC Stage S-IC Repair Weld Frequency Quality Audits S-ICRiskAppraisalCycle S-ICQualityMaintenanceProgram Organizational Safety Relationship ~htegratedSafety Program Controlling Documentation Cincinatti Automatic Tooling Center S-IC-5inTestStand S-IC-5 Static Firing S-IC-5 Being Removed From T e s t Stand Couapsed S-IC-6 Fuel Emergency Drain Duct Instalfation d 8-IC-D in T e s t Stand Plexighs Ducts Installed on S-I[C-33 - - - - 6 11 13 20 25 25 26 26 27 27 28 28 28 29 29 30 32 33 34 35 36 40 41 42 48 54 55 60 64 65 65 65 71 73 73 73 74 75 75 v ��F Y 1968 several major Saturn&-IC program milestones, whichwere of utmost importthe ApoUo program's mission of placing men on the moon, were achieved. The most icant milestones reached were the successful launchings of the first and second Apollol V vehicles, AS 4 0 1 and -502, from the Kennedy Space Flight Center, The AS-501 wate ed from K e m d y Space Flight Center at ?:QQ!O1 a, m. , EST, on Navember 9, 1888. -1C-1 and its Boeing Schedule I supplied ground support equipment performed exceedwell during launch and flight. AS-502 lift-off occurred at Kennedy Space Flight Center t 7:00:01, on April 4 , 1968. Performance of all systems on the S-IC-2 and its Boeing Schedule f supplied ground support equipment was satisfactory during launch and flight. However, longitudinaf oscillations (POCO)were experienced during flight. Boeing is expending every effort to alaviate thfe phenomenon in all future S-IC fights. Subsequent to the launch of AS-501 and -502, the decision to make AS-503 the first manned aturn V mission was reached. The first stage for this mission, the S-IC-3, is the Michoud assembled S-IC flight stage. This vehicle was accepted by NASA during F Y and then placed in storage at Michoud. It was later removed from storage, retested, shipped to Kennedy Space Flight Center, arriving there on December 27, 1967. At the s e of the reporting period, the S-IC-3 was at Kennedy Space Flight Center where it is ergoing extensive modification in preparation for the first manned launch. Other significant S-IC program incentive milestones achieved during 1968 include delivery of he 5-IC-4 to the Customer, on-dock Michoud, on August 28, 1967; successful static firing of the S-IC-5 at the M ississfppi Test Facility on August 25, 1967; and successful completion of the S-IC-6 and -7 post-manufacturing static firing readiness tests on July 24 and N o v e d e r 12, 1967, respectively. oeing/'Michoud testing programs were conducted throughout the year with the purpose of resolving design data problems, discrepancies, and anomalies identified during manufacturng , static firing, and AS-5 01 and -502 launch support operatiom. Major testing programs hat were conducted on a continuing basis included the reliability, qualification, development, and failure analysis test programs. Project management techniques, designed to assure efficient and effective management of the S-IC program, were under constant surveillance throughout FY 1968. An S-IC Integrated Safety Program, which is responsive to both Boeing Corporate policies and NASA requirements ,-was established during October of 1967. This program combines and integrates the previously separate industrial and systems safety plans into one overall safety program, and is overseen by the S-IC Safety Board that meets on a regular basis to provide program direction. This arrangement provides for a single safety focal point for increased Management control and improved visibility of safety performance versus assigned tasks, thereby assuring safety excellence in all phases of the S-IC program. t Throughout FY 1968 management reviews, concerning all aspects of the S-IC program, were conducted. Among these reviews were the three contractually required S-IC Technical Progress and Program Reviews that were conducted to inform NASA personnel of Boeing's progress and performance on Contract NAS8-5608. Internal Boeing Management reviews during the year included periodic meetings of the Saturn Performance and Saturn Launch Readiness Boards. These Boards are made up of Boeing executives from affected Boeing/Saturn programs and have as their mission assurance of proper performance of all Saturn contractual obligations. Personnel reassignments and organizational restructuring continued throughout the year with the purpose of assuring effective management of the S-EC program. Of major significance was the relocation -of the Baeing S-IC Systems Test eanagerts office from Michoud to the Mississippi Test Fwility. This relocation was made to enhance the coordination between Boeing Manageme* ar$ W NASA Missiesippi Test Facility Management. DS-12601-5 vii ��b SUMMARY Project Management activities during the year were directed toward managing the S-IC program to assure optimum utilization of resources and the attainment of sfa;nliic& Bllllestones including ail contractudly roquLPed obUgstiolup. During BY 1968 long-lead procurement for stages S1C-16 aod -17 was initiated under Contract NASB19644. This contract was executed on July 25, 1967, Urnfaate$ 3 the convrraienca, of *.he g o v e m e n t an Octotrer 18, 1967, and rs-at@ld an Mmoh 8, 1968. Because S-IC stages were being produced at a greater rate than they could be effectively utilized, revised program schedules and guidelines were received during the year, Boeing agreed to these revisions subject to an equitable adjustment to the Contract, and on November 13, 1967 Supplement Agreement 1MICH662 formally placed the Apollo Program 4.H schedule on contract. Negotiation of MICH-662 began on June 17, 1968 arid was continuing at the end of the reporthg mria, aft,J w 14, ti368 S ~ p g t b ~~ sg !n~v ~UId Apallo Pram= 43 meat. 977, wkfch c Schedule, was received from NASA. Negotiation of this new schedule wLU begin "immediately following" completion of MLCH-662 negotiations, The Michoud Cost Effectiveness Program was established during the reporting period. Activities under this program are directed toward identifying, evaluating, i~ndimplementing ckangea that reduce t;he total cost of the S 4 C stage and derivatives. The Michoud Cost Improvement program also continued to operate effectively throughout the year with a reported validated cost savings of $14,200,788 as compared to a goal of $9,585,740. The Boefngmfofisud work; foroca u d e m e n t adljusrtments during this fiscal year to compensate for the reduction in activity resulting from schedule slides. The work force reporting to the Boeing/Rlichoud manager was reduced by 833 which resulted in a total workforce of 4254 at the end of the fiscal year. Various Boeing/Michoud personnel were also placed on loan to alleviate manpower problems at other Boeing Saturn locations, Efforts were made to assure that Plans for Progress and Equal Employment Opportunityprograms continued during the repnrtiw prlod. Ao a part d %& g ~ e parrn an Equal Employment Opportunity Adminiskation function and aa Equal Employment Opportunity Committee were established to promote equal wPOm@* * D5412601-5 1 �CONTRACTING ACTIVITY CONTRACT DELIVERY SCHEDULE During 1967, it became increasingly apparent that S-IC stages were being produced at a rate greater than the ApoUo Program could effectively utillse. On SeptemSer 1, the NASA Contracting Officer gave official recognition to this fact by a letter requesting immediate implementation of certain "revised program gutdeliine8." On September 12, Boeing agreed to proceed with a revised plan subject to an equitable odjatment of the contract. an November 13, Supplemental Agreement FA) MICH-662 formally placed the new 4H Schedule on contract. the Saturn S-IC program. The requirements for such equipment are established by program needs and submitted to the government in the form of a fiscal year plan. The forecast is negotiated and the necessary level of funding is placed on contract. During FY 1968, funding of the facilities contract was increased in the amount of $930,000. CONTRACT MASS-5608 (SCHEDULES I & AND IA) During this reporting period, the following schedule and performance incentive milestones were accompll~bedunder Srihedule I of the constract: July 24, 1967 Successful completion of the S-IC -6 stage post-manufacturing static firing readiness test for full (299.6) incentive points O n June 17, 1968, negotiation of the 4H Schedule (SA MICH-662) was initiated based on cost proposals submitted in February and March 1968. Both parties have agreed to negotiate the further impact of SA 777 "immediately following' the conclusion of the SA MICH-662 negotiation. August 25, 1967 Successful static firing of the S-IC-5 stage for maximum (260) incentive points August 28, 1967 Acceptance by the Government of the S-IC-4 stage for 3494.6 out of a possible 3498.6 incentive points NASA PROCUREMENT REORGANIZATION For the above milestones, a total of 4,054.2 of a possible 4,058.2 incentive points were earned. In early 1968, informal conversations with NASA/ Michoud contracting personnel indicated that the procurement function for S-IC stages would be moved to MSFC in Huntsville, Alabama. This was done on April 1, 1968. A s a result, Boeinghlichoud Contracts has established and staffed the "Huntsville Representative" office to maintain li*$son with the NASA procurement function. The transition has been made without major perturbations, and it is believed that, other than the increased travel by Boeinghlichoud Contracts personnel, no impact will result. November 13,1967 Successful completion of the S-IC -7 stage post-manufacturing static firing readiness test for maximum incentive points. The incentive points earned on this milestone a r e being held in abeyance pending revision of contract schedules and incentive arrangements in accordance with SA MICH-662. A further schedule slide identified as 41 was contractually implemented by SA 777 on June 14, 1968. CONTRACT NAS8-5608 (SCHEDULE 8 ) CONTRACT NlANAGEMENT CONTRACT NAS8-2577 I n a letter dated February 1, 1968, NASA formally acknowledged accompii8hment of the performance requirements and administrative actions necessary to close out this contract. F M payment was received on F e b r u a y 5, 1968. CONTRACT NAS8-5606(F). This contract covers special facilities equipment for 05-1260 1-5 On February 15, 1968, Schedule IB to Contract NAS85608 was established for the purpose of providing documentation, modification kits, and parts to support the S-IC-T stage and the Systems Development Facility Mechanical Automation Breadboard (MAB. The new schedule was fully funded in the amount of $170,000. CONTRACT NAS8-17218 The technical work statement has been completed. To effect contract closeout, letters of cerfification and dher eoidence of contract completion are be- �ing provided to the Contracting Officer. CONTRACT NAS8-19528 The technical work statement has been completed. In order to effect contract closeout, letters of certification and other evidence of contract completion a r e being provided to the Contracting Officer. CONTRACT fU&8-19544 " TNs contmct for the procurement of long-lead items for owgee $-IC-16 ssd -17 was e x e c ~ t e don July 21, 1967. Nottce af TerminaUon fsr the conv@ntanc@ sf the Government was received from NASA on October 16, 1967. A 11 organizations, including Seattle and Wichita , reported work stopped within the required five-day period. On February 21, 1968, Boeing was informed that NASA Headquarters had approved reactivation of Contract NAS8-19544, SA No. 2 , received (fully executed) on March 8,1968, officially reinstated the contract. This SA provided for: a) Cancellation of the Notice of Termination; b) Reinstatement of the long-lead effort previously authorized by the contract; c) Adjustment of the contemplated delivery dates for stages S-IC-16 and -17 to July 1, 1971, and January 1, 1972, respectively; and d) Extension of long-lead effort through July 31,1968, with provisions for negotiation of a monthly extension toMarch 31, 1969. CONTRACT ACTIVITY fY 1968~ A summary of contract modifications, proposal^ submitt&, negotiations completed, and deliverable data submitted a r e s e t forth in Appendices A , B C and PROGRAM PLANS, SCHEDULES AND REPORTS PROGRAM SCHEDULES Document D5-11040-5, "Launch Systems Branch S-IC Project Contractual Schedules," superseded D5-110404 and was published during the previous reporting period (June 13, 1967). This document outlines the LSB S-EC project eontract schedule for stages 8-IC-3 through -15 a s set forth in CPIF Contract NAS&*5&08 (Schedule I and IA), and S-IC Stage Development and Delivery Plan, MA -2 Schedule, Plan VQIA , which is published by the NASA/MSFC S-IC Project Office. This schedule data establishes the contractual parameters for development of LSB S-IC Plan VIIIA Internal Working Schedules. During FY 1968, one revision was made to D5-11040-5. This revision adjusted contract schedule milestones on S-IC-3, S-IC-5, S-IC-6, and S-IC-7 as directed by the customer and added the period of performance for procurement of long-lead items authorized by CPIF Contract NAS8-19544 for S-IC-16 and -17. Document DS-12695, "8-IC P ~ o g r m Reporting Milestones ," identifies and provides schedule dates for the S-IC program milestones used by Boeing in reporting the progress of Contract NAS8-5608, Schedules I and IA , to MSFC. The milestones s e t forth in this document were established through mutual agreement between Boeing and MSFC to establish a common reporting baseline by which program progress could be measured. Revision "L" to D5-12535, released October 31, 1967, (1)incorporated a revised format, (2) added reference milestones for MSFC produced stages (S-IC -T , S-IC -1, and S -1C -2) and the dynamic test stage (S-IC-D) , (3) added reporting milestones for stages S-IC-11 through -15, and (4) deleted reliability and logistics program reporting milestones. In accordance with revised reporting frequency from "as required" to "once every two months ," three additional revisions, "M ," "Nl1 & "0, It were prepared and released on December 2 1, 1967, February 28, 1968, and April 22, 1968, respectively. Revision "M" and "0" incorporated minor schedule revisions and added actual completion dates for closed out milestones. Revision "N" implemented a completely revised interim schedule, in lieu of a negotiated contract schedule, based on required on-dock Michoud delivery dates contained in Supplemental Agreement MICH-662. Revision "P" is presently being prepared and is scheduled for release during July 1968. This revision will update the interim schedule to be compatible with the internal working schedule released ~ u n e17, 1968. ,. ~5-1.3595, .S-IC ,urn- round Equipment Schedules serves a s an instrument of agreement between MSFC and Boeing on the requirements for and utilization of turn-around equipment a t the Michoud Assembly Facility, Mississippi Test Facility, Marshall Space Flight Center, and Kennedy Space Center. Turn-around equipment,is defined a s those major items of equipment, regardless of complexity, that a r e reused in the assembly, handling, testing, and tramporting of S=-IC stages, Revisions "C" and "I)" to this document were released July 31, 1967 and Maroh 6 , 1968, re- �sptlctively. Both were complete revisions realigning turn-around equipment utilization requiremenis k, be compatible with revised stage internal working schedules, LSD S-IC Internnl Wqrking Schedules, released by Program Letter through tho 8-1;C Program Executivets office, are fssued to establfsh real-time schedule milestones and organizational work interfaces to ensure stage production and test continuity. Three revised working sehedules (schedule No. 's 103, 104, and an interim schedule pending negotiation of a posrlbtr! eehocluic No, 106) ware! reIeased during this raporting pe~lod, Working f3ekedtile Na. 109 was relensed, July 3, 1967, to reflect revised end-item delivery requirements for S-IC-5 and -6 and adjusted schedule dates for completion of PMC for S-IC-7 in accordance with negotiated schedule changes. Working Schedule No, 104 was issued January 5, 1968 to reflect internal schedule realignment necessary to eupport the revised delivery requirements for stages S-IC-3 through -14, which were contained in Supplemental Agreement MICH-662. Arm interim working schedule was published May 28, 1968 to provide transitory schedule direction pending negotiation of a revised delivery schedule. MICH-662 delivery requiren e n t s were invalidated by customer issuance of stop work orders on S-IC-5 and -6. PROJECT PLkN Document D5-11960, Revision D , 'IS-IC Stage Project Management Plan," published in June 1967, presents a sununary view of the organization, planning, and methods used by the Boeing Launch Systems Branch t o provide the most effective means of completing the S-IC project within the schedule and cost g o d s established by Contract NAS8-5608, Schedules I and IA, The contractual requirements for a semi-annual updating of D5-11960, during this reporting period, were changed to an "as-required" basis by Supplement Agreement MICH-310. ings which are held bi-weekly. PERT computer printouts are also forwarded to designated representatives in each affected organization. k number of new innovations have been adopted that reduced the manpower required to support the current level of reporting effort. The major changes included. a) The substitution of Saturn Apollo Reporting Procedure (SARP) charts with a form cover letter for formal bi-weekly reports to the customer; b A $et ~f trend ohart@and a s b z t fel~llf~1e of major prsbleme, that are displayed in the Status Display Center (see Management Control Centers , page 6) were adopted instead of a formal bi-weekly report to Boeing management; and A computer program was developed to automatically construct logic networla from the biweekly master PERT tape. These networks, produced for approximately $. 05 each, provide a graphic image of the computer tape. This greatly reduces the human e r r o r and time required to maintain a history of program accomplishments. MANAGEMENT CONTROL CENTERS The Boeing Program Controlcenter (PCC) (Figure 1-1) provides management with current status of S-IC program schedules, events, and items of concern. The items displayed assist management by depicting the status in a concise manner for rapid comprehension. Among the many changes to the PCC which resulted in increased effectiveness was the installation of ultraviolet lighting during FY 1968. Fluorescent materials are used along with the lighting for vivid portrayal of schedules, event sequences, and other items displayed to aid management. During FY 1968, an area ofthe PCC was devoted toResources Status. Items displayed included manpower, long-lead procurement and budget status. This coverage of resource items will continue to aid in planfuture program activities. ning PROGRAM ASSESSMENT AND PERT SYSTEM The Saturn V/S-IC Launch Systems Branch PERT System report presents milestone status measured against the currently apprwed plan. This report is produced bi-weekly. Items that a r e behind schedule are identi- . fied by t&e PERT system and are called to the attention of management thrwgh PERT assessment meet- The Boeing Status Display Center (SDC) was utilized in FY 1968 to provide real-time tracking for management visibility of stage and GSE open items prior to the launch of S-IC-1 and -2. The viewgrkphs displayed in the SM: were also used to provide the latest S-IC status during the Stage Managerrs Pre-Flight Reviews, the Program Manages's Pxe-Flight Readiness Reviews, MSFC Pre-Flight Reviews, Launch �Readiness Reviews, the Apollo FIight Readiness Reviews, Launch Readiness Board meetings, and other reviews held a t MSFC and BATC The information on the viewgraphs was also transmitted to BATC to inform them of the latest status of hardware for retrofit changes. The status of the S-IC-3, -4, and -5 and associated GSE , MTF , Mechanical Automation Breadboard (MAB) and PERT delinquency status i s currently displayed in the SDC. . The Miehoud Morning Report is published daily to augment the S-IC program information that i s displayed in We P C P and SDC and to inform management of the significant events occurring a t Michoud. . The Management Information Center was established in August 1966 upon completion of the "In-Depth Analysis" of the Michoud organization. This study was initiated to provide an assessment of individual skills and organizational structuring against tasks to be performed. This data is maintained on a current basis and displayed in the Management Information Center= Another important use for this center is the availability of comprehensive personnel data and special display material applicable to equal employ- . ment opportunities. These displays have been reviewed by visiting personnel from the Equal Employment Opportunities Commission and have proven fruitful in assuring the commission of Boeing respo'nsiveness to equal opportunities for all employees. 6 . MANAGEMENT' REVIEWS TECHNICAL PROGRESS AND PROGRAM REVIEWS Customer requirements for S-IC Quarterly Reviews were reducedfromfour tothreeberyear inFY 1967. This requirement remained constant for FY 1968. The 18th, 19th, and 20thS-IC program reviews were conducted inFY 1968. The 18th Technical Progress and Program Review was held at Michoud on July 26, 1967 and reviewed the status of S-IC stages and related activities, particularly S-IC-1 flight readiness. Technical problem r e views covered the need for test data on the characteristics of the Slow Release Mechanism and its effect on AS-501 l&unch, environmental control system incompatibility, and potential stage and GSE changes. The 19th Technical Progress and Program Review conducted at Michoud on December 14, 1967 concentrated on AS -501 (S-IC -1/GSE) prelaunch and flight performance. Anomalies that occurred during prelaunch and flight were discussed and recommendations were made for a number of S-IC instrumentation modifications necessary to obtain technical performance data On subsequent flights. Other problem areas reviewed included configuration differences between S-IC-1 and -2, qualification tests and certifications remaining and the reliability test program. The review ended with a discussion on how configuration management might be improved between Boeing and MSFC . The 20th Technical Progress and Program Review was held at Michoud on June 6, 1568. Major items D5- 121101-5 �covered in the meeting were S-IC-2 Pre-Launch and Flight Performance, and significant preflight and flight anomalies, with emphasis on the LOX vent and relief valve position switch and POGO. Other imporkant items reviewed were S l C - 3 manned eonfiguration c h a m status, S-IC stage distributor rework plan aad schedule, &st and retest quality verification program, and a discussion on the pragrammed reduction of critical skills in Engineering and Operations. SATUW PERFORMANCE AND LAUNCH READINESS BOARD MEETINGS As a part of the Boeing p r o p = tn assure pvoper performance of all Saturn contractual obligations, the Saturn Performance and Saturn Launch Readiness Boanle met periodically throughout F Y 1968. These boards, the membership of which consists of Boeingexecutives from affected Boeing/Saturn programs, hsve as their purpose and scope: a) sult of these conclusions, the following action items were assigned to Boeing Schedule I, and these items have been accomplished to the extent possible at Ohis time: 1) Identify failure modes resulting in vehicle loss and provide the rationale for the acceptability of these risks. 2) Establish the plan and schedule for the elimination of these critical failure modes in support of the first manned ve-bhle. 3) Identify the failure modes that result inlamch scrub o r delay and provide for the elimination of these or the rationale for their acceptance as risks. , 4) - Saturn Performance Board examine the activities of The Bueing Company that provide assurance that the Saturn V launch vehicle will perform in accordance the contract performance requirements and the expectations of the customer, The Board i~iresponsible for initiating corrective action as necessary to assure performance adequacy. b) Saturn Launch Readiness Board - examine the activities of The Boeing Company leading to the preparation of a successful launch of each Saturn V mission. This Board initiates corrective action, where necessary, to assure the maximum effeeUveness of Boeing's overall participation in the Saturn V launch program. The Saturn Performance Board met six times during b) A pre-launch review of Boeing AS-501 and 502 launch critical problems, assessment of the impact of these problems, and assignment of necessary corrective actions. c) Identification and assessment of the adequacy of those activities that represent the unique requirements to qualify Boeing contracted hardware and test operation for man-rating a specific Saturn mission, including: 1) Identfffcation of essential requirements that must be met to provide confidence in manned mission success; 2) Determination if these requirements can be assured by documented analysis and test; and 3) Determination if the evidence of accomplishment can be accommodated in the Design Certification Review written and oral reports. FU 1968. Some of the topics discussed at these meetings were: a) The Board reviewed the design, modification, and test programs associated with S I C pneumatic equipment. As a rerult of this seview, the Board concluded that although this equipment had successY fully (without significant delay) supported 20 static firings of the S-IC, it would be required to operate unattended at KSC for long periods of time (4 to 14 hours) and therefore provided the risk of potential launch delay as a result of component failure. The Board further concluded that there were several failure modes for this equipment that could result in the loss of a stage at MTF o r a vehicle at KSC, and that there were many faflure modes that could result in delaiy a t l m c h scrub at KSC, As a re- Mentify the action necessary to make MTF safe, i. e, , so it is not possible to lose the stage through a failure of this equipment. During FY 1968 the SaturnLaunchBeadiness Board met eight times. Discussions at these meetings included: a) The POGO effect experienced during AS-502 launch and POGO history, possible suppression systems and solutions in work. b) Mscuseion and disposition of AS-501 and -502 prelaunch open-work itemsc c) A r e a of unsatisfactory or marginal performance �EQUIPMENT MANAGEMENT during the AS-501 flight wcre reviewed with the purpose of preventing recurrences during launch of the AS-502. OTHER MANAGEMENT REVIEWS hrrfng F Y 1968 Boeing/Michoud orientation and activity reviews were given to many visiting dignitaria. A synopsis of same of these reviews follows: B a) On October 10, 1967 a briefing was conducted for the Sub-Committee f o r NASA Over-Sight, U. S. ftourss of Reproeenativee (liesiqucr Committee). At this revicw, the sub-committee was briefed on trill Boeing/Sahrn V Apollo activities, including Contract NAS8-5608 schedules I, IA, I1 and Ill, the Apollo Technical Integration and Evaluation contract (NASW-1650f, and New Technology disclosures, Schedule I and LA participation in this briefing consisted of a review of CY 1966 and 1967 schedules, costs, and problems and a preview of anticipated CY 1968 activities. These reviews brought out the fact that Boeing Schedules I and LA a r e underrunning estimated costs, and that the S-IC production program i s well ahead of the contract delivery schedules and Saturn V launch schedules, thus resulting in the necessity to place completed o r partially completed stages in storage. Boeingls transition to this reduced activity and the resultant decreased manpower needs were also reviewed for the committee. A review of the complete Boeing presentation to the sub-committee ie available in the study prepared f o r the Subcommittee on NASA Oversight, entitled "Apollo and Apollo Applications, I f dated February 26, 1968, e b) A short S-IC program briefing was given April 22, 1968 to Dr. Thomas 0. Paine, the then newly appointed Deputy Administrator for NASA. He was accompanied by Dr. Wernher von Braun, General OIConnor, and other NASA representatives. They were also given a tour of MTF and Michoud (NASA, Chrysler, and Boeing). c) On June 6, 1968 a review of the S-IC program was given by Dr. H. E Newell, Associate Administrator for NASA. The presentation explained Boeing's requirements and major rolls in the Saturn V/ApoUo Program, Boeing Space Division organization, a general S-IC stage assembly orientation, and cost performance for Schedules I and LA. The S-IC stage delivery schedule and factory utilization were also dis- cussed. Fallowing the presentation, Dr. Newell was given a plant tour. . a , During FY 1968, the Equipment Management Organization systematically re-evaluated all of its organizationaf functions and responsibilities to determine if certain organizational tasks were still required and if required tasks a r e being accomplished in the most efficbnt manner. Equippent management activities for the year included: a) The "Associated Contractor Liaison Plansffcontract document IN-I-V -S-IC -66-3, equipment management supplied the Marshall Space Flight Center with five data deliveries, including weekly inputs on S-IC equipment acceptance testing. This material will be used in the subject plan; b) "Rocketdyne Requests For Boeing S u p p ~ r t con,~~ tract document IN-I-V-S-IC -65 -9-Rocketdyne requests for Boeing support increased during the reporting period. Ten Rocketdyne requests were received and all were processed; a) Control of operating agreements-Action was taken by equipment management to convert all Boeing Schedule I/Schedule II operating agreements to standard command media. Schedule I / Schedule IlI operating agreement activity continued during FY 1968. This activity increased prior to and after the launch of AS-501 and -502. Schedule I/Schedule ILI operating agreements were reviewed and updated to correct discrepancies and to cover additional needs that became apparent during launch support. Four new operating agreements were established; d) "Master Equipment List," Document D5-12888Equipment management reviewed requirements for ground support equipment, manufacturing support equipment, and all additional equipment. * The master equipment list and all associated documents were revised and updated. The purpose of this review was to determine new equipment requirements and to ensure that all deliv.ered equipment was listed in the document. The result of this study was to provide an accurate and up-to-date listing of Launch Systems Branch S-IC equipment Pequiretnents. A n ad- �ditiond study was made to reduce document frequency md distribution. A s a result, the master equipment list and associated document publications were reduced by 532 per year; B) "Covermont Fumshed Property," (GFP) Document D5-11044-1-TO eliminate duplication that existed due to the publication of two C FP documents; D5-11044-1 (Boeing, and IN-I-V-S-IC-66-1 (contractual], the Equipment Control Board elected to cancel the Boeing CFP document and rely on IN-I-V-S-IC-66-1 as the all-inclusive GFP document. This single document now contains all firm, preliminary, and loaned NAS8-5608 government equipment. During FY 1968, 30 new requests for GFP were reviewed and coordtmted by the Esuivment Con- trol Board, These requists were coordinated with NASA and all equipment has been received by the requesting Boeing organizatiosls. The control board also processed 24 GFP reallocations during the reporting period; and Equipment Control Board-All procedures that define the operation and authority of the Equipment Control Board were reviewed and modernized. One of the objectives of this review was to assure more effective control and reaction time on reallocated equipment. A fast reaction task force was established to accomplish this objective. Controls were also initiated to follow up on reallocated equipment, CONFIGURATION MANAGEMENT Implementation of Program Directives 44 and 44A, to certify stages S-IC-1 and -2 and their associated GSE prior to launch, was accomplished during the year. Certification of the S-IC and its GSE , as directed by Program Directive 44.4, was underway at the end of the fiscal year for a more thorough description of activities required by Program Directives 44 and 4 M , see page 66. Implementation of the requirements of Change Order MICR-633 (Master Installation Notice Card Implementation Program) has been accomplished. This requisement was a prerequisite to proper implementation of that portion of MSFC/KSC Program Directive 448 that pertdm to our certification of the W F C "Saturn V Configuration Index and Modification Status Report" prior to launch of any stage. MICH-770, which has the same intent as MICH-633, has superseded MICH-633, Implementation of MICH-770 had been completed. During FY 1968, limited Product Revision Records (PRRts) were implemented to correct minor engineering deficiencies on delivered but uninstalled retrofit kits. Strict control over the release of these PAR'S is maintained by the configuration accounting office. TECHNICAL PROGRAM ANALYSIS AND REVIEW In February 1968 the new office of Technical Program Analysis and Review was established under the S-IC Program Executive. The purpose of this office is to analyze current management and operational control systems and interfaces with the goal of significantly increasing the effectiveness and efficiency of their performance in supporting program management decision processes. During F Y 1968, two task force efforts were conducted by this new office with the aim of improving the effectiveness and efficiency of stage transfer and delivery, and paperwork circulation at Michoud. The following results were achieved with an estimated net cost reduction of more than $10,000 per stage: a) TO level office labor peaks that occur at stage transfer and delivery, three steps were taken: 1) Changes were initiated against the mechanized as-built data system to minimize effort required to resolve configuration exceptions; 2) A team composed of representatives from the Boeing/Michoud Quality and Reliability Assurance, Operations, and Systems Test organizations was established for Ule purpose of resolving canfiguration exceptions via a procedure that eliminates duplicate effort and shortens flow time; and 3) A factory area was s e t up to perform intermediate staging of "J" (flight) eonfig- �MiCHOUD CENTRAL SAFETY BOC\RO and severity rates of disabling injuries per million manhours worked are represented in Figure 1-2. During FY 1968 the NASA Emergency Evacuation Plan, M-1-29, was published and the Michoud Cen-. tral Safeby Board Chairman, directed each Michoud ccmtr8ctor1s Heath and Safety office to eurvey their wsasr far compliance with this plan, As rr, result of the Boeing survey, thirteen specific recommendations were made, primarily in the Building 102 south mezzanine area, to improve the location and condition of exit signs in the factory . A comprehensive survey was taken of those areas u#- Uziw Pyr-A-Larm fire and smoke dctttsctbrs which contain small amounts of radioactive material. All such detectors were identified and registered with the Louisiana Board of Nuclear Energy, -- MICHOUD LlNE CONTROL SAFETY COUNCIL The Line Control Safety Council continued its activities in safety awareness and accident prevention programs. During the reporting period, recognition for outstanding safety participation was given each month to an individual employee who was chosen by the Council. Additionally, a letter of commendation was written each month to the organization m q e r of the Safety Director who was most effective in promotion accident prevention. LlNE CONTROL SAFETY PROGRAM SUPPORT . The Michoud Safety Training Program gained impetus by the addition of a Safety Indoctrination Course series. This six course series covers safety command media, accident causes and prevention, and specific job hazards. All maintenance and manufacturing employees have attended each course in the series. The Line Control Safety supervisor and the Line Control Safety monitor training courses were updated during the fiscal year and presented monthly, Michoud new hire safety orientation includes instructfon on industrial hazards, Company policy, and command media. Participation in the Line Control program is continually monitored. The "Line Control Program Supervisor's/ Safety Guidewhas been revised and distributed to all supervisors in the Line Control Program. - SAFETY ADMINISTRATION There were 1262 reported injuries in FY 1968 compared to 1625 reported injuries in FY 1967. Health and Safety processed 97 Workmen's Compensation claims in F Y 1968, 8 of which were disabling injuries, This compares ta f27 claims fn FY 1967, 10 of which were disabling injmies, The monthly frequency D5-12601-5 Figure 1-2 Reported Injuries in FY 1968 The statistical injury indices for FY 1968 are compartable: ed to FY 1967 rates in the foUFY 1968 FY 1967 Reported total injury frequency average rate 0'83 Disabling injury frequency rate 0.98 Disabling injury severity rate 20.24 180 1.11 18.2 Workmen's Compensation claim rate 11.9 14.0 *All ratee are per million manhours worked, 11 �A program for inrlrroving the evaluation of crnployees for high risk, high v:liue jobs has been proposed, This program involved revising tho existing certification p r o g r m and providing additfond supervisor training and b?.tfdn$We. I n adtiition, a new combined certificntion and ltcalth csmination progr'm will be administered to provide s standard health examination to all employees engaged in critical tasks. NOUSTRNL HYGIENE AND RADIATION SAFETY Znriustrial hygiene activities d u r i FY 1968 consisted primmay of cvnluntign nrrd control of: emfromental health hazards resulting from fndust~ialoperations. Specific accotnplishments during the past year include the following: TECHNOLOGY AND AUOIT A Health and Safety technology audit function has been formed. This function includes industrial hygiene, radiation safety, safety audits, artd speciai projects. The safety audit program schedule was accelerated to achieve the goal of performing an audit of each shop area every six months, Audit emphasis has shifted from detailed area safety inspections to evaluation of the Line Control Safety Program, and the effectiveness of each organization's hazard identification and conk o l meoaures. PARTICIPATION IN LOCAL INDUSTRIAL HYGIENE AND SAFETY EFFOR?S a) Improved exhaust ventilation was obtained to reduce the exposure to toxic and irritating vapors in the silk screen room and the potting and molding facility; b) A central dust collection system was ob- t a e d for the tool grinding shop, and all equipment in the shop was provided with local exhaust ventilation; During the reporting period, several lectures were presented to classes at Delgado College and Tulane University, and a class of graduate students in environmental health fromTulane were given a lecture and a tour of the Michoud Assembly Facility. c) All changes to process specifications were reviewed to determine that adequate instructions were included conoerning safety handling of hazardous materials; and The New Orleans office of Civil Defense presented a ten-hour Civil Defense Radiological Monitoring Course to selected Michoud personnel. Seventeen Boeing employees completed the course. d) Noise surveys were performed in several areas of the Michoud Assembly Facility, including the carbon arc gouging operation in the manufacturing development laboratory. SAFETY ENGINEERING * A summary of FY 1968 radiation exposure levels for several groups of radiation workers is given below: Number of radiation workers on program 34 Average exposure to all radiation worke r s (millirem) 25 Active support of industrial hygiene activities in New Orleans colleges, universities, and professional societies has continued. Emphasis on hazard analysis and safety design review has been maintained in the areas of manufacturing process changes, test systems, tooling acquisitions, and facility modifications. Functions requiring special attention in the planning of safeguards were the oxygen flow tests, titanium machining, fuel tank hydrostatic test cycling, ablative coating, helium bottle changeout, "POGO" test program, hardware or stage transportation, and steel handling ring installation. SAFETY SURVEILLANCE , Average exposure to a l l quality radiographers (millirem) 33 Average of health and safety monitors (rnillirefn) 53 The maximum allowable dose of radiation, as stated in Louisiana Radiation Regulations, is 5000 millirem per year. The employees on the radiation control program are engaged id welds-x-raying, laboratory work, radiation monitoring, and instrument, calibration. Engineering surveillance and inspection activities have been expanded to provide direct technicd support to the shop safety organizations. Professional safety personnel have been assigned to each shop area to assist in the identification of shop production groblems. This method has proven to be effective. MISSISS1PPI TEST FACILITY HEALTH AND SAFRY ~oeing/MississippiTest facflity completed FY 1968 ' �without a disabling injury, A total of 884,399 manhours were recorded during this period. Boeing/MTF has worked 2,061,972 manhours and recorded only one such injury. That injury occurred in May, 1966. S h e that date 1,89B,6 17 manhours have been worked without a dissblfng injury, The monthly rate of fnjurfea per a9il;lion mmboure worked at MTF ars presented in Figure 173. TOTAL INJURIES January and May 1968. Each of these inspections indicated that our security procedures and Industrial Security Manual compliance are satisfactory. Representatives of Factory Mutual Insurance and Factory Xnsurance Association conducted recurring larss preventton inspections on a quarterly bmis during 1968. These inspections revealed that Boeing fire prevention procedures were satisfactory. A security eduoation program was given to L80 memk bars at mwgrmsnt Iry the Paew Qollrpora%Bimatm of Security on March 25, 1968. Security clearances were granted to 459 employees during FY 1968. tX, J 0 I =r" gm -I d Evacuation control plans were developed for Boeing areas in the S-IC test complex, S-IC booster storage building, and Engineering and Administration Buildings at MTF Evacuation routes were posted in all work areas of these facilities, and detailed instructions were distributed to all personnel. Fire and evacuation drills have been conducted and assessed by management in each facility. Fire brigades were formed and trained for each facility consisting of four teams in the S-IC static test stand and one team in each of the other facilities. -- occupied a 3 . B W .D 9 I : s Figure 1-3 FY 1968 Injuries Per Million Monhours MTF - Several studies have been made to improve fire protection capability on the S-IC Test Stand. These studies have resulted in a proposal that, when implemented , will provide auxiliary fire protection capabiIity when the high-pressure industrial water system is out of service. In August 1967 the Michoud Safety Contest was expanded to include Boeing activities at MTF. Out of a possible 100 points, the MTFts point standing rose from 63.1 to 98.7 by the end of CY 1967. At the end of the fiscal year, Boeing/MTFfs point standing is third with a cumulative standing of 600.5. An MTF quarterly Safety Award Program was established in April 1968, This award is presented to the employee who has demonstrated outstanding safe-work attitudes, influenced the safe-work attitude of fellow employees, taken Mtiative to locate, identify, and report safety hazards, and measurably contributed to the Safety Program. sECURw Proper security of all classified data, matsrial, and hardware was maintained during FY 1968, Security inspections of the Boeing pcrrtiw of the Michoud Aasembly Facility were conduoaed in SepWmber 1967 aad DP-1260 1-5 The Hurricane Preparation Committee conducted a comprehensive review of our existing "Hurricane and Tropical Storm Plan," and although the content of the plan required no changes, there were sufficient organization, location, and title changes necessary to require ib reprinting. The "Boeing/Michoud Plant Disaster Plan," which is a comprehensive disaster control plan, has been updated and released. I t contains detailed planning for the protection of personnel and plant during natural disasters, major accidents, and civil disturbances, also a civil defense and evacuation plan. PERSONNEL MANPOWER Michoud and the Mississippi Test Facility employment declined by 833 employees during FY 1968. This planned reduction was made possible by incrieaafng efficiency, schedule changes, and tke continuing transition from a developmentalto a production type program. The following comparison indicates the reduction in each payrok 13 �T O W Michoud,and MTF 6-29-67 6-27-68 Hourly 1,607 Ccnernt O i f i c ~ 2,023 Proksslonalfloohnfcn1 850 Supervisory 508 Office Exempt 99 1125 1767 769 490 103 , P,ayroll ' - - - Total Net Change -482 -256 81 18 + 4 -- -833 Of the Miahoud and MTF tutrrt of 4284 sa of June 27, 1968, 3394 employees were new hires anel 860 were transfers from other Boeing locations. TRAINING Paid-time training increased during F Y 1968 with 14,677 employees completing 1474 classes. In FY 1967, 8182 completed paid-time training classes. Of the 14,677 employees who received paid-time training during FY 1968, 1641 completed 296 certification classes ; 1808 completed 5 12 re-certification classes; and 11,228 completed 666 systems, skills and management courses. MTF training requirements have been supported on a continuing basis. Major emphasis has been placed on certification, re-certification, reliability, and safety training programs in support of critical operations for S-IC stage testing. A steadily declining work force caused a r ~ d u c t i o nin the number of employees particiwatim i n off-hour training programs. During FY 1968, 640 employees cornpleted 55 courses. Durihg FY 1967, 883 employees completed 82 courses. Attendance at seminars, technical sessions, and symposiums ipcreased during FY 1968 with 610 employees i n attendance. During FY 1967 , 341 attended similar sessions. MANAGEMENT DEVELOPMENT PROGRAhn The Management Development Program has been significantly expanded and strengthened during FY 1968. A separate management development function has been established a s a p a r t of the Industrial Relations organization. This function is responsible for the administration of activities leading to early identification, selection, and development of the management talent needed to meet current and future needs. Michoud is represented on the Boeing Launch Systems Branch M magement Development Committee which fe responsible for the formulation of objectives and plans that will ensure effective management development actions. It also identifies improvements, reviews progress, and provides recommendations pertaining to Launch Systems Branch management development activities. Three off-hour management courses were attended by Boeing employees; and 12 paid-time management courses were conducted f o r 680 employees. GRADUATE STUDY PROGRAM As s r e e 9 t of the Boeiarg Graduab Study Broglem, I f amploytsss will receive their Masters degree at the end of the ItSurnmer term in 1968. Additionally, 75 empfoyees took 361 credit hours during the Fall semest e r 1967, and 55 enrolled for 271 credit hours for the Spring semester of 1968. UNDERGRADUATE PROGRAM As a result of the Boeing Undergraduate Study Program that was implemented in FY 1967, four employees will receive their Bachelors degree at the end of the Summer term in 1968. Additionally, 54 employees took 299 credit hours during the Fall semester, 1967 and 37 enrolled for 182 credit hours for the Spring semester of 1968. COOPERATWE WORK-STUDY PROGRAM The Michoud Cooperative Work-Study Program has increased from 28 students in FY 1967 to 50 students in F Y 1968. This represents the largest number of Co-op students of any location o r Division in the Company. Forty-four a r e Engineering students, five a r e Math and Computer Science students, and one is a Management student. PLANS FOR PROGRESS AND EQUAL EMPLOYMENT OPPORTUNW PROGRAMS A special team of investigators from the Contracts Compliance Office of the Department of Defense conducted a formal investigation of the Michoud Assembly Facility in August, 1967. Fourteen recommendations concerning certain personnel practices and procedures resulted from this audit. Subsequent Boeing action taken on each of these recommendations has been acceptable to the Contracts Compliance Office. An Equal Employment Opportunity Administration function was established in October, 1967. This function includes the development, maintenance, and monitoring of affirmative action policies and procedures for all aspects of the Boeing/Michoud Equal Employment Opportunity Program, A Boelng/Michoud Equal Employment Opportunity �Committee was established in January, 1968. I t concerns itself -with all activities related to Equal Employment Opportunity within the Boeingl'Michoud cornplex and assists in the promotion of equal employment opportunity regardless of race, religion, color, sex, age or natio~alorigin. During the reporting period, a member of Boeing Management ww elected Vice-President of the New Orleans Voluntary Equal Employment Opportunity Council. Boeing Hanqement was also represented on bhe boards of the following organizations: (I) New Qrtecule amid Wolfme P l m w C o m a the plmaing a r m of the Unlted Fund: (2) The f2ommuntty Relations Council a biracial group affiliated with State and Nation4 Community Relations Council Organizations; (3) The City Department of Public Welfare; (4) The Citizens Advisory Committee to the Southwest Educational Development Laboratory a committee organized to resolve problems on intercultural education related to Negro and Southern American minorities; 45) The Urban League of New Orleans; (6) New Orleans Area Manpower Advisory Committee a committee that has approval authority for the funding of all training in a seven parish sector falling within the provisions of the Manpower Development Training Act of 1962;and (7) Personnel Advisory Committee of Total Community Action the committee devoted their efforts toward ensuring the success of the Concentrated Employment Program (CEP) - - - - - . All non-supervisory Boeing employees were briefed on the Company's Equal Employment Opportunity policy. Supervisors and prospective candidates for supervision who attended the Introduction to Management course received comprehensive EEO briefings. The Fall and spri$g College Relations Program resulkd in recntiang kamw visiting 21 colleges, seven of which were predominantly Negro. Industrial Relations hosted 30 Job Development Specialists and Center Directors from the 15 Systematic Training and Redevelopment (STAR) Incorporated Basic Education Centers located in Mississippi. A briefing and tour of thenfacilities were included in the visit. Two Negro students from Southern University, Baton Rouge, Louisiana, participated in the 1967 Co-op Program. A former Negro Co-op student of the University of Detroit accepted an offer of permanent employ ment. Seven Negro employees (five supervisors and two nonsupervisors) completed the recently developed Introduction to Management course for supervisors aad prospective candidates for supervision. One of the non-supervisors was later promoted ta supervisory status, D5-12601-5 During this reportirig period, three Negro employees were promoted to supervisory status raising the number of Negro supervisors to six. COMPUTER SCIENCES During FY 1968 the Business Information and Support Services, and Command Media Organizations were transferred from the Information Management Organization to the Program Planning and Reporting Organization. The remaining Information Management Organization was then rede~ignatedComputer Sciences AppUostions (CBA) This wganfz&tion was d@smed necessary to permit CSA to effectively support the conversion to third generation computer systems. During the organizational realignment, a Computer Systems Requirements Organization was created within CSA to act as liaison between using organizations and systems design groups. This organization exercises surveillance over all mechanized data systems from request to implementation, and assures maximum system efficiency and integration. . MECHANIZED DATA SYSTEMS DEVELOPMENT NEW SYSTEMS IMPLEMENTED As-Built Configuration System-The Michoud A s-Built Configuration Management System was successfully implemented with the delivery of the S-IC-4 in March 1968. Many of the reports previously prepared manually for the Acceptance Data Package are now obtained automatically from the mechanized system. The mechanized system examines a specified Engineering design baseline and then expresses the asbuilt configuration of a given S-IC stage as equal to the design baseline, plus or minus some known level of exceptions, Thie provides Boeing Quality and Reliability Assurance with overall configuration management in support of deliveries, as well as data for launch readiness reviews. The as-built system uses the exception principal for recording configuration data. This allows the system to rapidly recognize and/or resolve differences in configuration due to engineering design changes, The system also tracks instrumentation components, traceable parts, time-cycle and age We sensitive parts, retrofit installations, and con£i@ration exceptions. The as-built system: a) Eliminates the need for manual comparisons between two engineering design baselines; b) Provides a concise listing of configuration ex15 �ccptlons in an indcnhred sequence, thereby providing a display of the systems which are in a "no-go" condition due to a configuration deficiency; C) Produces summary- listings and reports on a blnlely basls for Management vfaibility; and g Allows for rapid accountability of as-built conEigwation differences between any two S-IC vehicles. exp'mdcd to serve the needs of MTF and the Boeing Atlantic Test Center (BATC), This will provide a colnmon configuration accountability system for each S-IC from manufacturing through flight. hlTF Recap System-The MTF Recap System, a set of computer programs designed to track Saturn record system papmvark by maintaining a visual listing of open items against stage processing and GSE configuration changes at MTF, has been implemented. This system is directed toward obtaining zero defects testing by providing the necessary visibility for organizing scheclulcd work, tracking open work, and documenting completed work, Operations Change Status Reporting-The Operations Change SL~tusReporting System was implemented during FY 1968. This system's objective i s to schedule and monitor a committed change to the basic contract from the time the change i s committed by the change board to the date of delivery. Reports from this system provide operations management with current detailed status visibility on committed change; a detailed change scheduling tool; and a means to measure performance on committed changes. Some of the other mechanized data systems deveioped during the past year, and a brief description of each, are: Cost Review System-Major modifications were made to the Launch Systems Branch Cost Review System which collects and updates actual labor cost data by task and NASA 533 report line number. These changes increased the capabilities of the system to produce automated graphical displays and management and customer reports of actual and budget data at the task, contract-schedule , organization, and manager levels. CONVERSIOM TO THfRD GENERATION EQUIPMENT We are continuing the conversion of Honeywell computer equipment programs to run on the Univac 1108 computer. The following systems are now being processed on the Univac 1108: Part Requirements, Material Inventory Control, Facilities Equipment A cquisition, Plant Services Maintenance, Southeast Personnel Accounting and Records, Suggestion Records, Filling of Hourly Openings, Stage Cost Control, AsBuilt Configuration, Engineering Release, Traffic Routing, and Facilities Stores Inventory. As part of the conversion redesign, significant compression of programs is being accomplished, leading to reduction in computer run-time and operational set-up time. COMPATIBLE CONVERSION SYSTEM af Equipment and Final Assembly P a r t Shortage System - provides management with better visibility on parts shortages existing in equiprnent and final assembly parts crib areas; b) Packaging Preservation Requirements System a reference file of packing and cratmaintng specifications for all parts shipped from Michoud; and c) Facilities Stores Inventory System maintains inventory control of spare parts and cansumable 16 SfGNlFICANT SYSTEMS MOOlFlCATlONS PERT-VZsuaJ Task Analysis (VISTA), a computer program designed to rtutomatically plot PERT networker on the SC-4020 Digital Plotter, has been implemented. The automation of plotting networks will replace the manual drafting efforts required to update PERTed networks while permitting a one-to-one accuracy correlation of network graphics to PERT tabular reports, The scope of the As-Built System is currently being - supplies stocked for use in the Factory Equipment Maintenance Program, - The requirement that Boeing convert its programming to operate on a Univac 1108 computer with direct access mass storage has led to the concept of a centralized file management system as the most economical and efficient approach to conversicm. The file management system must perform record address lockup, data retrieval, data restructuring, file backup, and access control. Additionally, the system must support operationp under both Univac 1108 Executive Systerns--EXEC 11 and EXEC VEIf. The Compatible Conversion System satisfiee these requirements. A b o , operating as a set of library subroutines available to both Fortran and Cobol worker programs, it supports the following features: D5-12601-5 �utomatic index constructioi~and maintenance for user-specified data files; ata storage, retrieval, and updding commands r direct record access; Automatic record blocking a d deblocklng to increase serial processing speed; d) Standard file backup and recovery procedures; and e) LolSfcd file structuring facilities. The Compatible Conversion System will operate under either Univac EXEC 11 o r EXEC MIZ, allowing conversion of \vorker programs to a stable mass storage interface, The system has been designed and coded and is currently being checked out against both Executives . A l l deliverable data items for S-IC-2 were delivered on or before schedule even though some input data items were received late. The outputs of the system required to support Boeing's presentations to the FLight Evatuation Working Group were available when needed. MECHANIZED DATA PROCESStNG CONVERSION TO UNIWAC 1005 The Univac 1004 Card Processor was upgraded to a Univac 1005 Card Processor, This equipment modification allows usage of internally stored program instructions to execute production processes. Before the equipment was modified, machine instructions had to be wired into a logic panel. This is a timeconsuming process. The programming effort required to put a job into production has been significantly reduced by the equipment modification. OPTICAL SCANNER UTILIZATION NUMERICAL CONTROL A year ago, the use of Numerical Control (NC) machinery at Boeing/Michoud was just beginning. Only the Cincinnati ATC-430 machine was in production. No software was available for this machine; hence, all part programming was manual, difficult, and tedious. Since that time the N/C computing group has modified, implemented, and checked out software (postprocessors) for six N/C machine tools. They a r e the Cincinnati ATC430, Sunstrand N/C-3 Milling Machine, Gorton 2-30 Tape Master, Sunstrand OM-3 Machining Center, Kearney and Trecker Skin Milling Machine, and Cincinnati Veroi-Power N/C Bed Mill. The first three machines are in production status. The other three are scheduled to go in production by the summer of 1968. A l l software packages have been checked out and a r e awaiting machine activation. FLIGHT DATA EVALUATION A system of computer programs developed during 1967 and 1968 to support S-IC flight evaluation was rtsed to process data from S-IC-1 and -2 flights. Some of the outputs of this system, e. g. , tapes confaining re-formatted, calibrated data, are contractually required deliverable data, with a very rigid schedule. Half of the data items for S-IC-1 were delivered on schedule and half were behind schedule for various reasons, includiug late receipt of input da@, unexpected data anomalies, aad processing problems, Usage of the Control Data Corporation 915 Optical Scanner has been significantly increased during FY 1968. Current output volume of cards is approximately 25,000 per month. Applications under development are expected to boost this figure to 100,000 records per month by mid-year. MECHANIZED DATA SYSTEMS STANDARDS Technical standards to direct and control the development and implementation of automated systems have been written and released. Documentation standards for defining automated system requirements, system' design, and maintaining computer program system configuration control are now in force. Documentation standards governing the acceptance test, the user's guide, and the program maintenance guide will be released in the near future. In addition, approximately 120 technical standards have been issued to CSA programming personnel describing the equipment available for use in automated systems ( both second generation and third generation), characteristics of the software on these systems, and guides to efficient use of this computer hardware/software. During the next year it is expected that the initial development of technical standards will be completed. These standards will cover all areas of technical information needed to interface with the Slidell Computer Operations Office contractor, guides to good programWag practice, docwnenWon standards, design stan- �dnrds, nnd progrnn~minglanguage and equipment s b n cf:wds. These standards a r c e.upccterf to contribute to in~provoiidesign of computer programs and to their usc~iiifnessto others by virtue of program generality nrtd comprehensive program documentation. BUSINESS INFORMATION SERVICES During FY 1968 the n u m b r of listings in the Michmd telephone directory and the number of volumes ~ u b lishcd were reduced. On March 20th, the alphabetical section for Boeing was reduced from 5300 name listings to 1735, The number of pages for the Boeing section was reduced from 67 pages to a t o t d of 22 pages. The total number of directories received from the Support Contractor was reduced from 5000 books p e r quarter to 3000 copies. This resulted i n an estimated cost savings of $16,840 per year. On March 14, 1968, NASA restored indicia mail privilegcs to Bocing official mail destined for Washington, D.C ,, Huntsville, Alabama, and Cape Kennedy, Florida. This privilege will result in estimated postage savings to the government of approximately $24,000 per year. During FY 1968 a Michoud directive was revised and published to establish telephone standards patterned after the Boeing Aerospace Group Administrative Services Business Manual. As a result, since October 31, 1967, Michoud telephone equipment costs have been reduced by $2563 p e r month, This reduction represents $30,756 per year savings to the Government. RECORDS MANAGEMENT During FY 1968, approximately 2500 cubic feet of records were received from Michoud organizations and stored in the records storage center. Based on Boeing Aerospace Group records and release cost standards, a savings of $2.65 per cubic foot of records is realized when records a r e placed in inactive status in storage a r e a s as opposed to office areas. I n FY 1968, using this standard, a net savings i n the amount of $6651.50 was realized. A mechanized system, which provides a listing of organization working files, ha^ been developed, TMs system provides a master listing of records, with common Michoud categories and subcategories, including specific types of records, file location, and responsible supervisors. The purpose of the system is to provide rapid identification, location, and retrieval of records associated with cost, schedule, and product technical performance. a The Classified Control Station has comr~letedanother full year of service to the various Michoud organizations without a single security violation. COMMAND MEDIA The Boeing Launch Systems ~oeing/MichoudCommand Media System formally establishes and documents management policies and controls, authority delegations, and practices. During FY 1968, the command media documentation of systems and product control was revised to ensure meeting NASA and Boeing goals. The record system for the S-IC stage was more clearly established with the issue of eighteen new and revised procedures. A new system has been devised to ensure timely response, traceability, and economy for contractual data delivery requiremen& and i s proposed for implementation through appropriate command media. The documentation of the Saturn V interschedule working relationships between Schedules 1, 11, and IZT to command media is now in progress. Management Directives and Operating Procedures a r e forwarded to NASA, on a quarterly basis, as contractual data delivery requirements. * I DOCUMENT CONTROL The Boeing Launch Systems Branch Document Control System, since its implementation, has proven to be one of the most cost effective operations at Michoud. During this reporting period, additional significant reportable savings have been generated and validated through the cost improvement system. Identified savings, associated with the cancellation of documents during preparation (that were considered valid by both Boeing and NASA/MSFC) , were undetermined by NASA Headquarters at the close of FY 1967. ~ k ; e validity of these savings was established during FY 1968 when $480,590 in savings for these activities were approved for the Launch Systems Branch. The total validated contribution of the Document Control System t o the Cost Improvement program through CY 1967 exceeded $13 million, which was 13.57 percent of Michoud and 9.64 percent of the total Boeing Launch Systsrns Branch savings. C - �Document Control participated in NASA/Boeing tiations for the revision of contract deliverable requirements directed toward consolidating Con NAS8-5608, Schedules I and LA, Data Requireme Lists (DRLJ, developed a data management statement sf work, and clearly Identified, through line itsme In the DRL , total data delivery requirement for both contract schedules. Text proposed by Document Control to improve contract h a t a ~ & j g e ment was successfully negotiated into the statement of work. The consolidated DRL and statemen%of work were implemented try Contract DOCUmsnt TNdeS-IC-67-10, S-IC P r a g r a n Deliverable Data, in January 1968. T o fulfill h need to improve contract data delivery management, Document Control participated with Michoud Contracts in developing a new system for the production release, accountability, and delivery of data. The new system eliminates multiple channels for delivering data to NASA and replaces them with a more orderly and cost-effective flow through existing centralized release services. I t also establishes a data serial numbering system, consistent with contract requirements, which permits management accountability and traceability of deliverable data. In March 1968, Document Control issued instructions that changed the focal point for issuing Boeing document serial numbers and implemented a new format f o r requesting document development authorization. These changes simplified the maintenance of the "LSB Document Control Report" by eliminating previously required monthly organizational data inputs. Consolidation of the document number issuance with the preparation of data inputs into one functional area under Document Control has reduced workloads of all organizations. It has also ensured the timeliness and accuracy of document indices. A review of document activity during the reporting period (see Figure 1-41 indicates an increase in the number of active documents during the last year, A substantial portion of this increase is the result of incorporating into the system, documentation that was not formerly included, and for which accountability OX distribution control did not exist. FORMS MANAGEMENT During FY 1968, the LSB Business Forms Management System has continued to be a cost effective aperation. Under this system there has been no out-of- D5-1260 1-5 tock situation in Forms Store during the past year. so, by careful inventory, issue and reorder control, production requirements imposed on the support services contractor for business forms has been decreased by 40 percent while the number of controlled form items has increased 35 percent over the pre- GOVERNMENT FURNISHED SUPPORT SERVICES A t the request of NASA, Boeing conducted a study of its support services requirements to seduce the overall support effort by 25 percent, The FY 1968 neaotiated budget for government furnished support s e k i c e s (less Computer Services) for Boeing/Michoud was $6,973,000 compared to $8,350,000 for FY 1967. The reduction in projected support services was about 16 percent. Actual expenditures, if extended through June 1968 at the present rate, will amount t o $6,458, 600, an additional support services reduction of about 7.3 percent. Therefore, the government furnished support services required during FY 1968 were decreased by 23 percent, or $1,891,000 from the FY 1967 level. As a result of improved communications and coordination between Boeing Reproduction and the support services contractor's reproduction representatives, more Boeing reproduction requirements a r e being accomplished in a timely manner by the support services contractor. This has enabled us to reduce headcount in the Boeing reproduction shop by approximately 30 percent. MICHOUD ORGANIZATIONS REALIGNMENTS During FY 1968, several significant changes were made in the Boeing/Michoud organization structure. T o provide a consolidation of related functions and posture during the first quarter, the Information Management organization concentrated its resources on the task of implementing the new computing equipment a t the Slidell Computer Center. Business information and support services and the command media functions were transferred from Information Management to the Program Planning and Reporting organization. In the second quarter, the Michoud Information hlaaagemer;lt organization was redesignated Michoud Computer Sciences Applicatic~ns, which 19 �ACTIVE DOCUMENTS - CANCELLED DOCUMENTS (RELEASED) III I ChNCELLED WCUMENTS (UNRELEASED) rflflfl/#m t Figure 1-4 Document Activity During W 1968 properly denotes the functional description of the organization. * At the beginning of the third quarter, the S-IC Program test function emphasis shifted from static firing to flight, thus the test evaluation function was transferred from the Systems T e s t organization to the Engineering organization. This change enables the test evaluation involvement in flight evaluation tasks t o be accomplished more efficiently. - I he S -IC Operations organization was realigned in the third quarter of the reporting period. This realignment involved combining all Industrial Engineering organization t o more effectively utilize skills while maintainlag proper support to the manufachtring organization; and consolidating all manu- facturing activities and manufacturing support activities to effectively reduce operating costs without impacting performance schedules. The S-IC Systems Test Manager's office was relocated from Michoud to MTF in the third quarter of the fiscal year to enable Boeing to establish a closer working relationship with the NASA Manager at MTF . The Management Development Coordinator position was established during the fourth quarter of the fiscal year, reporting to the Michoud Industrial Relations Manager, because of increased emphasis on management development and because of recommendations s e t forth in the Launch Systems Branch Management Development Plan. �CONTRACT END ITEMS & SERVICES �SUMMARY Launch of the AS-501 and -502 took place at the Kennedy Space Flight Center (KSC) during F Y 1968. These vehicles were thrust into flight by the S-IC-1 and -2, Both stages, and their Boeing supplied ground support equipment, functioned satisfactorily and no anomalies o r objective discrepancies occurred which adversely affected their flight. The flxrst ~wina;Michoudmadachrred flight stage, the 8 4 C - 3 , ww rhfpped to x l C on December 23, 196'1. This stage is now a t KSC where it is being modified in preparation for the first Manned Apollo Saturn Launch. Several significant incentive milestones were achieved during F Y 1968. The S-IC-4 was delivered to NASA, on-dock Michoud, on August 28, 1967. This stage has remained at Michoud since formal delivery, and la presently undergoing modifications which were originally scheduled for completion at KSC. Also during FY 1968 the S-IC-5 was auccessNly static fired, and S-IC-6 and -7 completed post-manufacturing checkout. At the end of the reporting period the S-IC-8 and -9 had been completely assembled and were in storage a w a i w start of post-mmufaoturing checkout. Also, the SIC-10 was in horizontal assembly, and S-IC-11 through -15 major struckues assembly was proceeding as achecialed. Throughout the fiscal year S 4 C stage and W E d e s m activities were directed toward increasing the quality of the product and resolving problems and anomalies identified. These efforts were supported by various testing programs including reliability, qudification, development, and failure analysis. During FY 1968 Engineering laboratories completed 331 tests. A s a result of the POGO phenomenon experienced during the AS-502 flight Boeing has formed a task force to cope specifically with this problem to assure its slbviation prior to the next 8-IC flight. Quality and product assurance activities were conducted on a continuing basis during FY 1968. The objective of these activities is assurance of the quality of the end item and its components, and assurance that activities critical to missions or programs are ... identified, planned, and accomplished. During the reporting period 55 quality audits were conducted as a part of the quality program. These audits resulted in the definition of 467 discrepancies which have been resolved or are being resolved at this time. The Quality Maintenance Programwas initiated by Boeing during FY 1967 and expanded by Change Orders MICH-544 and MICH-723 during FY 1968. The purpose of this program is to assure the quality of vendor hardware, with primary emphasis on that hardware where failure could cause loss of stage or crew. his program includes Boeing Management visits to vendors, audits of engineering documentation, quality analysis of vendor hardware, and other testing and moffvational techniques designed to improve the quality of vendor hardware. -t DS-12601-5 23 �DELIVERABLE HARDWARE STAGES * NASA/MSFC ASSE t of FY 1968, both the S-IC-1 and -2 e r e they were undergoing prepamtion These vehicles were lwnched, a s part 68, respectively. (Figure 2-1 crh ng mwed from the KSC VAB , Fi S-501 launch. Subsequent to the AS-501 and -502 launches, all available S-IC-1 and -2 performance data, including engiring sequential film and S-IC/S-11 stage separation from the 8-11 stage was evaluated by the Boeing ormance Analysis team. he SdC-1 and Boeing supplied GSE performed ati isaetorfly during AS-501 countdown and flight and, in 1 S-IC-1 mission objectives were met. e of all systems was satisfactory, and ies o r objective descrepancies which urred did not adversely affect overall stage systems performance. mance of all S-IC-2 systems was satisfactory countdown and launch of the iiS-502. Performance of the Boeing supplied S-IC GSE was also satisfactory, and no f d u r e s of components o r systems occurred during launch countdown. No failures o r deviations which occurred in S-IC systems during the AS-502 launch adversely affected overall stage systems performance. The occurrence of the POGO phenomenon (see page 371 caused no problems on the S-IC-2. Specific problems encountered during the AS-501 and -502 launches, and the corrective actions taken to rectify these problems, are discussed throughout Section Kt of this report. Detailed information on S-IC-1 and -2 performance during these flights can be obtained from Documents T5-7000-1, S-IC-1 Flight Report, released January 11, 1968 and T5-7000-2, S-IC-2 Flight Report, released June 28, 1968. S-IC STAGES - BOEiNG ASSEMBLED The S-IC-D was stored in the S-IC booster storage building at MTF at the start of the fiscal year. On November 10, 1967, it was erected in the S-IC static stand a t MTF for a s e r i e s of fuel tank drain tests, h commenced on December 18, 1967, and were leted on January 17, 1968. (See anti-vortex tests, 75.) On February 1the stage was removed the test stand and on February 6 was again placed rage in the booster storage building at MTF. 1968, the S-IC -D was placed aboard ansferred to Michoud. It was then n April 23, 1968, where MSFC plans lay a t &e Space Orientation Cen- 1968, the 5-1C-F , in storage at 25 �Michoud, ivils hcing used for crew training in preparation for the S-IC-3 helium bottle changeouts authorized by ECP 0215. The atage rcrnaincd in storage until March 8 , 1968, when it was ~novedto the Michoud Vertical rlssembly Building (VAB) where it was erected on hf~trc-h12, 1968. t2'hiie in the VAB, the duminum forward hnncff i&ring was removed , nnd n steel handling ring was installed in its place. The stage wits returned to storage on hIwch 18, 1968, where i t remained until hlay 20, 1968, when it was moved to the factory for rcmavai of a LOX suction duct required to support the Michoud LOX Suction Duct Flow test fixture whicl~ has been constructed at Michoud to test dynamic chnracteristics of suction lines for the proposed POGO suppression system (see POG0,page 37). Figure 2-3 shows thc LOX duct being removed, Figure 2-4 shows i t installed in the test fixture. At the end of the report period, the S-EC-F was still in the Michoud factory building. where it was erected in the VAB on December 30,1967. Following launch of the AS-502, it was decided that the AS-503 would be a manned launch, For this reason the vehicle was de-erected, and the S-IT stage was shipped back to MTF for a second static firing. A t present, the S-KC-S ia undergoing extensive modification at KSC , with a tentative lamch date in November 1968. Figure 2-4 The S-iC-3 was accepted by NASA (Michoud on-dock incentive milestone) on March 15, 1967. The stage was then placed in storage a t Michoud where it was located at the s t a r t of the reporting period. During the first half of FY 1968, eighty-one modifications were incorporated into the S-IC-3 at Michoud. Formal retesting of the S-IC-3 prior to shipment to KSC began on November 13, 1967. Retesting was completed on December 5,and the S-IC-3 was accepted by NASA on December 11, 1967. The stage was then placed on a barge on December 21, departed Michoud on December 23, and arrived at KSC on December 27 26 LOX Duct installed in POGO Test Fixture The S-IC-4 was undergoing refurbishment and poststatic checkout at the start of the reporting period. Post-static checkout was completed with customer acceptance of the simulated flight test on August 16, 1967. The stage was then placed in storage on August 22, 1967. It was accepted by NASA, on-dock Michoud on August 28, 1967 (3494.6 out of a possible 3498.6 incentive points were earned) and it remained in storage until December 27, 1967, when i t was moved t o the stage test facility for modification and retest. Retest was accepted by NASA on March 22, 1968, however shipment of the stage to KSC was deferred by NASA direction. On April 1, 1968, incorporation of all changes that could be "rolled bacK' from KSC began at Mich- D5- 12601~5 �wid. &%adification is continuing, with shipment of the stage to KSC presently scheduled for August 23, 1968. S-IC-5 The s b g e had just been loaded into the static test stand a t MTF at the hsegfnning of FY 1068. Pre-static firing checkout sf the stage was completed, and on August 25, it was successfuly static fired for 125 seconds. Incentive points of 260.0 out of a possible 260.0 were earnod for this firing. (For a detailed descripUon of S-IC-5 static firing activities s e e page 73.) The stage was removed from the static test stand on September 11, shipped back to Michoud on September 12, and moved (Figure 2-5 shows an S-IC stage being moved from the Michoud factory building) into the stage test facility f o r refurbishment and modification on November 15, 1967, Refurbishment and modification were discontinued for a period of time but were renewed on January 30, 1968. On April 1, 1968, the stage began preparation for post-static checkout, scheduled a t that h e to commence on April 22, 1968, Post-static checkout was deferred at NASA's request and, at the clwe of the reporting period, is scheduled tcJ commence on July 8, 1968. !f------ -- . . Systems 'tA" instrumentation (hardwire instrumentation for static firing purposes only), and incorporation of committed modifications, It was shipped to MTF on March 1, 1968 and erected in the test stand on M,wch 4, 1968. Stage power-on wns accomplished on April 4, but on April 23, a t the direction of the Program Executive, S-IC-6 acceptance tests were suspended s o that proposed POCO suppression modifications, resulting from AS-502 flight analysis, could be studied for possible incorporation and testing on the S-IC-6 prior to the decision to incorporate them on the S-XC-8, A raview of changes affecting the stage was then conducted to decide which changes would be practicable for accomplishment prior to a later static firing schedule. At the end of the reporting period, S-IC-6 static firing was scheduled for eary August 1968. S-IC-7 Post-manufacturing checkout of the S-IC-7 began on August 14, 1967 This activity was completed on November 13. Maximum incentive points were earned for achievement of this milestone, but they a r e being held in abeyance pending negotiation of SA MICH -662 (see page 3). The stage was placed in storage on November 22, 1967. " _*-""f Figure 2-6 shows the S-IC-7 in storage in the Michoud factory building. On March 13, 1968, the S-IC-7 began installation of Systems "A" instrumentation (hardwire instrumentation for static firing purposes only) and incorporation of committed modifications. At the close of FY 1968, the stage was scheduled to be delivered toMTF (to begin preparation for static firing) onSeptember 13, 1968. . S-IC-6 The S-IC-6 was undergoing post-manufacturing checkout at the end of FY 1967, Post-manufacturing checkout was completed on July 24, 1967, with customer acceptance of the simulated static firing test. (Maximum incentive points of 299.6 were earned for attainment of this milestone. ) The stage remained ak. Michoud through February 1968 for storage, inst&&%ionof Figure 2-6 S-IC-7 Stored in Factory Building �S-IC-8 Vcrtlcnl nssembly of the S-rC-8 was completed Septcmbcr $1, 1967 imnc? hoz.izontni assembly begon the following clay. (Figure 2-7 shows the S-IC-8 invertical assembly and F i w c 2-8 shows ft being removed from the vcll.tict11 position in the RIichoud V A B , ) Due to modifications to thc ~vorkingschedule, the vehicle remained in a fitctory work position for horizontal assembly and morlificaliw incorporntion until May 110, 1968, when it was tmnsfcrred to a factory storage position where i t will remain for an indE.finite period. Several proposals have been made during the past year to initiate a factory verification test with the S-IC-8 vehicle. This test would consist primarily of a proof pressure test Eo check for leakage in the LOX and fuel tank systems, At one time, in mid-March 1968, dl preparations were completed and readiness reviews were held with the Mickoud Operations Manager, but performance of the test in the factory was suspended a t the last moment by NASA directive. S-iC-9 All major structure@for the vehicle were completed furing FY 1968. Vertical assembly was completed February 22, 1968, and horizontal assembly began the following day. Horizontal assembly was completed June 17, 1968, and the vehicle began a period of modification incorporation. Figure 2-9 shows F-1 engine installation in an S-IC stage during horizontal assembly, Delivery to the Michoud Systems Test organization for post-manufacturing checkout is presently scheduled for November 14, 1968, Figure 2-7 S-It-8 i n Vertical Assembly Figure 2-9 Figore 2-8 28 S-IC-8 Being Removed From VAB F-1 Engine installation in S-IC A l l major structures for the S-IC-10 were completed during the past year. Figure 2-10 shows completed S-IC propellant tank being moved from the Michoud factory building. Vertical assembly of the stage was completed June 18, 1968, and horizontal assembly began the following day. Delivery to Systems Test for post-manufacturing checkout is presently scheduled f o r Junuary 22, 1969. D5-1260 1-5 �?, * -".***--- -)r*$, m--~-7*.-.e.*Cw-"w-*;P"Q.~*1 - ' r* --' rr*.llla"W? t I I included one refurbishment unit for RP&VE and two KSC generd units. ? 9 i 1. f 1 .* . --- Figure 2-16 ---__-- -. --- '$ \ 11Y--- S-iC Propellant Tank Being Moved From Foctory During the past year, CCP 9289 (launch support hardware at KSC) , which established Michoud as the focal point for umbilical refurbishment, was initiated. Under this concept, all five of the S-XC umbilical carriers installed on a LWT will be removed from that LUT after a launch and returned to Michoud for refurbishment and updating. The present contract provides that a s e t of umbilicals be supplied for launches through the S-IC-15 with replacement of the units on each LUT after the last presently scheduled launch. Assembly i s now in progress on sets for the S-IC-4 and -6 and production support. *.I - .Jd S-JC-IITHROUGH -15 Assembly was started on the 3-XC-11 through S-IC-14 vehicles during the past year. Several of the major structures for the S-IC-11 have been completed. Assembly is proceeding as scheduled on the S-IC-11 through -15. Figure 2-11 gives the percentages of completion on S-IC-11 through -15 major structures a t the end of the report period. The remaining three units of Modification 122/174 pneumatic equipment were deivered to KSC during the past fiscal year. The helium and nitrogen sections of the LUT #3 pneumatic console were returned to Michoud Operations by Engineering Laboratories in mid-August 1967 following completion of a life-cycle test, Refurbishment and updating of the two units was accomplished on an accelerated basis, and the last of the two units was delivered to KSC on January 5, 1968. The third unit, the LUT Number 3 pneumatic checkout rack Number 2, was delivered to KSC on January 17, 1968. S-IC STAGE SUPPORT EQUIPMENT Figure 2-1 1 Percentage Complete June 27, 1968 - S-IC stage transportators Due to the revisions to the vehicle delivery schedule during the past year, S-IC stage transporters have become the pacing item in the completion of vertical assembly at Michoud. This is due primarily to the length of time the transporters a r e required to stay at KSC , and the number of vehicles in process at MAF in the horizontal position. At present, plans axe being made to work around the transporter shortage problem by placing vehicles in horizontal assembly on storage stands. T o provide a more definite resolution to this problem, action will also be taken in the near future to attempt to have transporters released from KSC as soon a s a vehicle is erected. b) S-IC forward handling rings The provisioning of handling rings to support the lift and join of the forward skirt has become an a r e a of concern during the past year. Because the S-IC-3 handling ring could not be released in time to support the S-TC -10, it became necessary to erect the S-IC-F vehicle in the VAB and change - Major Structures GROUND SUPPORT EQUIPMENT KSC EQUIPMENT Thirteen end items required by MICH 112, CCP 9001, were delivered during the past fiscal year. Fifteen end items remain to be delivered. T h e last three units of Modification 123/185 umbilicals were delivered in the past fiscal year. These units D5-12601-5 - a) - 29 �out i t s aluminum handling ring for anPIISFC supplied steel handling ring. Yet even with this measure, it was necessary to waiver postproof-load test impectionin order to lift the forward s k i r t on schedule, The 5-16-3 h,wdlng ring i s now programmed for turnar*aund utfllzntian on tho S-IC-11 vehicIpt, and again does not support the MAF demand date, El oivever , efforts a r c now being made to accelcr:dc releaso of this handling ring from KSC , and with the use af premium time effort during rccyclo teat, the problem may be resolved. DESIGN AND ENGINEERING S-IC ENGINEERING DOCUMENTATION other committed changes. There were 3679 documentation packages released, of which 1961 were retrofits. Documentation releases associated with change action consisted of the completion of documentation for 117 chmgus ars listed in Appendix A, Changes initiated included 185 ECPs, 25 PRRs and 8 CCPs for a total of 218 changes a s listed in Appendix 3. During F Y 1968, Boeing Engineering worked ~ l o s e l y with the Computer &fences Applications organbatian ta assure that the Automtitic Rdeass &atem conversion from Honeywell to Univac computing equipment was successful. As a result, a high level of confidence can now be placed in the Automatic Release System, and the quality and timeliness of the required reports are excellent. S-IC STAGE WEIGHT STATUS Engineering dncumentatfon releases for F Y 1968were of a sustaining nrtture and consisted of retrofit and The final S-IC-1 stage dry weight a s determined by �the weight and balance log was 307,550 pounds pounds over the Contract End Item (CEI) speci tion weight of 305,284 pounds. The final S-ICdry weight a s determined by the weight and bal log was 306,159 pounds. This final weight is 137 pounds under the CEI specification weight of 306,2 pamde, T h s calculated dry w i g h t of the S-IC-3 stage for which Boeing has responsibility has increased 353 pounds during this reporting period. The F-1 engine weight did not change. At this ti Bocing is 669 pounds under the specification wei for 5-16-3. Variations in S-IC-3 versus S-f weight are plo-d Q Figure 2-12, Those do not include R&D fnstswnentauon, which with each vehicle (S-IC-2 through S-IC-5). Figure 2-13 represents the CEI spectfication wei CEI specification weight (less engines), 330 rent weight (R&D less engines), current dry (less R&D), and dry stage weight {R&D) for S-IC-2 through -15, A comparison of current we versus CEI specification weight for the S-IC-3 is included. - - S-IC STAGE DESIGN SERVOACTUATORS - Hydraulic Research servoactuator spring failure During pre-static firing checkout of the S-IC-5 a t NTF, the locks-off null position test revealed that the Hydraulic Research (HR) servoactuators on engine number four were not within specified limits, thereby causing erratic response. The cause of this out-ofnull positioning was traced to broken torsional springs that a r e designed to. preload the rotational mechanical feedback mechanism in one direction to remove backlash in this portion of the actuator control loop. Investigation revealed that the spring failure was due to contamination during heat treatment, As a result, HR servoactuators on the S-IC-1 were replaced with Moog servoactuators, and we were directed by NASA to replace the material used in Ihe failed spring (17-7PH steel) with a material not susceptible to s t r e s s corrosion. The actuators removed from S-IG-1 were used on the S-IC-2 after incorporation of improved process 17-7 PH steel springs, and Inconel 718 was selected a s the new material for the S-IC-3 and subsequent stages. Servoactuator s t r e s s corrosion- Failure of a Moog 50M (MSFC prmured) servoactuator occurred during bench test* at MSFC in February 1968, Severd other failures were subeequeatly dfseovered on D5-12601-5 tor bodies at both Moog and MSFC, MetalluranaIysis of the f i r s t f a i l u ~ eindicated that s t r e s s osion cracking occurred at the parting plane of e forged body, which m e constructed of 7075-T6 uminum. ~ e c a u s ethe S-1C-2 had four actuators this model installed, a change was initiated to reme them with BOB (Boeing procured) servoactuars. Boeing procured servoactuators were acceptable because additional processing controls, to minimize residual tension stresses on the surfaces f the actuator bodies, had been imposed during abrication, As a result of the above events, both Moog axl Hydraulic Researoh (Wlt) servollnkratDrs a r e being redesigned, and a test program for comparing s t r e s s corrosion resistance of 60B and 50M actuators has been initiated. 7075-T73 aluminum will be used a s body material for both the Moog and HR servoactuators, The Moog cylinder will remain 4340 steel while the HR cylinder will be changed to 7075-T13 aluminum. Miscellaneous other components win require processing modification to preclude s t r e s s corrosion. Test evaluation procedures for comparing 60B and 50M servoactuators will include accelerated s t r e s s corrosion testing bv alternate immersion in 3.5 percent salt water and X-ray diffraction measurements to determine residual s t r e s s levels on actuator body surfaces. Completion of the actuator redesign program is scheduled to provide production parts for use on the S-IC-6. The 6 0 3 (Boeing procured) 50M (MSFC procured) comparison study is scheduled for completion in September 1968. - Servoactuator redesign to eliminate s t r e s s corrosion and hydrogen embrittlement - Change Order MICH 738 directed Boeing to redesign servoactuators to eliminate all s t r e s s corrosion and hydrogen embrittlement susceptible materials, A review of all materials used in servoactuators has been conducted and material changes will be accomplished. Servoactuator electrical filter design-During S-IC-1 static firing, unexplained electrical noise in the Moog servoactuators input signal, accompanied by random movement of the actuator, was experienced, fnvestigation revealed that the observed noise resulted from vibration of the servoactuator torque motor that occurred in sufficient magnitude to saturate the flight amplsier and cause loss of actuator control. A change was initiated to reduce the noise level of Moog servoactuators on S-IC-3 through -10 by the use of a filter assembly that has been successfully tested in actual firings on the single-engine stand a t MSFC during &ne 1967, On August 31, 1967, S-IC-5, the f i r s t stage equipped with the flight configuration 31 �i- CEI SPEC. WEIGHT S- l C-2 - BOElNG CURRENT WEIGHT (R&D) (LESS ENGINES) (LESS ENGINES) ~ E SPEC. I WT. 306,296 " AS REPORTED BY THE F l N A l WEtGHT AND BALANCE LOG. . S-I C-3 WEIGHT STATUS 12-30-67 6-27-68 CHANGE 305,435 211,976 305,788 212,329 4.353 +353 7,931 7,931 0 304,681 305,498 +817 212,181 7,847 212,998 7,847 t817 0 I, CURRENT WEIGHT A. DRY STAGE (INC. R&D) B, DRY STAGE (INC. R&D) (LESS ROCKETDYNE) C. RESEARCH AND DEVELOPMENT ilR&D) II.CEI SPECIFICATION WEIGHT A. CEI SPEC. WElGHT (INC. R&D) B. BOEINC PORTION, CEI SPEC. WEIGHT f INC. R&D1 C. R&D, CEI SPEC. WEIGHT RESEARCH AND DEVELOPMENT INSTRUMENTATION (R&DI (CURRENT) S- 1 C-2 S- IC-3 S- IC-4 S-1C-5 7,950 7,931 5,407 5,177 POUNDS POUNDS POUNDS POUNDS C Figure 2-13 32 Breakdown of S4C Stag6 Weights D5-12601-5 �filter msembly, was static fircd at MTF, and malysis of thrust vector control data showed that actuator8 equipped with the filter asr;embly performed within end item test plan requirements, ELEMRICAL 01STRIBUTORS During FY 1968 the Electrical Distributor Qualification Test Report was revised to incorporate certain exaggerated environmental test results and minor changes requested by MSFC , including changes to determine the effect of foam fn electrical distributors. Testa were conducted on cr distributor without foam, and results indicated that foam did not affect component o r structural dynamic responses. To eliminate concern with foam expansion, deletion of BMS 8-38 Sta-foam from electrical distributors wm proposed, However, this modification was disapproved by NASA. Inspection of printed circuit boards in electrical distributors revealed that some solder joints were cracked. Analysis indicated that the cracked solder joints were caused by differential rates of thermal expansion between component leads and board material, Environmental tests, thermal shock, and vibration verified the functional integrity of printed circuit boards with cracked solder joints. To eliminate cracked solder joints, manufacturing processes were revised to reduce stress in solder joints, and redesign of printed circuit board was initiated to provide strain relief for susceptible solder joints. An electrical distributor redesign study was initiated dufing the reporting period. This study will define distributor design criteria and investigate application of advanced packaging, interconnection, and termination techniques to electrical distributors. The study goal is to determine methods of improving distributor maintainability. During rework of S-IC-3 spare distributors to S-IC-1 stage configuration, misaligned and protruding contact members were noted in methode printed circuit card connectors. Subsequent discrepancy inspections revealed that these conditions were prevalent in a large percentage of installed connectors and in new connectors in stores. Cracked contacts were also noted in a number of connectors during these inspections Investigation revealed that the conditions were not design discrepancies, but resulted from inadequate control of materials and dimensions, which is inherent with parts procwred to vendor part n m bers with no control by the procuring activity, To provide tighter c&ols atld to assure producti~nof eatiafa&ry parts, a cormecEor specification was . 335-12801-5 originated, and a change was initiated to replace the FD744-%-SF connectors with MBC455 connectors on S-IC-3 and subsequent stages. Since no failures of the FD744-%-SF connectors had occurred during qualification, reliability, development, subsystem or stage level tests, or during numerous static firings, they were retafned on S-Ie -1 and -2, Figure 2-14 illustrates the S-LC power distribution system, Figure 2-14 S-IC Power Distribution System LOX FllL AND DRAIN VALVES During countdown demonstration testing of the AS501, LOX fill and drain valves were found to be leaking. Analysis of the valve failure revealed a eircumferential crack in the main seal, which is believed to be caused by severe thermal stresses induced in the teflon seal when it contracts, at cryogenic temperatures , at a rate faster than the surrounding metal. These stresses could also be enlarged by tolerance buildups, high flow rates, or valve cycling. This failure could not be duplicated during follow-up testing by the vendor, Parker Aircraft Comp+ny. Boeing assumed the risk of flying the S-IC-1 and -2 without changes to these valves. These decisions were based on the following: a) The valve has been installed in 18 locations per stage on the 8-1 and S-I3 stages with no eimilar failures experienced; b) Only two other failures (one seal cracked and 33 �onc showing cvidcncc of a crack starting) of this type had bccn experienced on the S-IC stage; c) A review of quality records was unable to attributc the failure to any specific lot of seals. Visual examination of approximately eight other, scals , inclucting one from the e.me lot as the S-IC stage valves, revealed no additional cracked seals; ,and d) Analysis indicates a high probability that any leakage would be GQX rather than LOX in the in installed valves. In event of a cracked ~t?d addition, the SA-501 mission revealed only gaseow leakage in the valve area. ORtGlNAL DESIGN S-IC PROPELLANT DISPERSION SYSTEM - Installation interference As a result of the problems encountered during installation of the Flexible Linear Shaped Charge (FLSC) on both the S-IC-1 and -2, the ordnance cowling installation has been redesigned, The redesigned cowling consista of m openfaced box with cover plate, and allows lateral insertion of the ordnance. Rework operations on the S-IC-3 ordnance included cleaning of the existing propellant tank cowling and replacement of the cowling on the forward skirt and intertank with the openface and cover-plate configuration mentioned above, The propellant tank cowling was reworked rather than removed because this cowling is bonded to the REDESIGN 1 :iguse 2-15 LOX Fill and Drain Valve Redesign The vendor has redesigaed the main seal area by splitting the existing one-piece seal into an internal dynamic seal arsd an external static seal (see Figure 2-15), An additional row of circumferential springs on a metal seal back-up contains the internal dynamic seal and provides the sealing surface. The new design has been subjected to limited qualification tests to assure that all design requirements can be met, and the redesigned valves will be incorporated into S-IC-3 and subsequent stages. However, qualification testing revealed that existing test procedures could allow a valve to qualify and yet experience leakage in stage use after repeated dry cycling during stage test and checkout. This condition has been evaluated by Engineering with the conclusion that the condition is an acceptable risk for the S-IC-3 Mght. However, efforts to resolve the problem are continuing and Engineering will initiate changes proposing the development and procurement of an improved design. 34 tanks and rebonding requires environmental control that is not available at KSC On S-IC -4 and on, the existing bonded cowling is being replaced with the new, open-face cowling. . - Support bracket failure During a routine inspection of the S-IC-1 fuel dispersion system installation, it was discovered that 31 support brackets had become unbonded. Investigation concluded that this failure resulted from sustained load application to the support brackets. This situation has been avoided on . subsequent vehicles by assuring a clearance between the cowling and the support strap. The failures on the S-IC-1 were dispositioned by removing the failed brackets and support straps. On the S-IC-2, failed brackets were removed, all support straps inspected, and shims were installed to provide desired clearance, An inspection of the support bracket installation on S-E-3 and -4 reveded only one failed bracket on the D5-12601-5 �EtECTRlCAL INPUT OMMAND DESTRUCT I Figure 2-16 J S-IC Propellant Dispersion System S-IC-3 and none on the S-IC-4. All support strap installations were inspected and reworked as required on all subsequent stages. Figure 2-16 is a schematic of the S-IC' propellant dispersion system. PROCEDURES FOR CHANGE-OUT OF TIMEICYCLE SENSITIVE ELEMENTS LOX ENGINE CUTOFF SENSORS - Solar Cell Redesign The LOX engine cutoff sensor solar cell has been replaced with a solar cell that is reliable at cryogenic temperatures. This action was taken because the previous solar cell had a history of failures. - During FY 1968 a change was initiated to resolve difficulties encountered in controlling time, cycle, or age sensitive S-IC parts, and to implement a new 50 percent life requirement at stage delivery. Life limit requirements, which were originally listed in Document D5-12713, will be released as new Class I documentation. The new Class I documentation will define the life limits and life apportionment by test phase of all S-IC time, cycle or age sensitive.parts. This documentation will also define the disposition of parts a t the end of life limits and, if parts can be reworked, the work necessary to restore the time, cycle, or age life to zero. Center Engine Redundant LOX Cutoff Sensor A new optical LOX engine cutoff sensor was developed, for installation in the center engine LOX duct, to provide a redundant method for initiating center engine shutdown upon LOX depletion (see Figure 2-17). This change is effective on S-IC-2 and S-IC-4 and subsequent stages. This change is not necessary on the S-IC-3 because the center engine on this stage is shut down by a timed signal from the instrument unit. LOX VENT AND RELIEF VALVES A redesign of the position switches on the LOX vent �and relief valves was initiated to resolve the following problems: a) Oil contamination could result in switch failure causing countdown delay due to the LOX vent valve position interlocks; and b) The actuator post-to-spring spotwelded joint failed during the S-IC-2 CDDT , resulting in an electrical short and loss of "open" position indication, which caused CDDT delay. PARKER VALVES STRESS CORROSION To eliminate the possibility of s t r e s s corrosion in the Parker Normally Closed IN.C ) Fill and Drain Valves (LOX and fuel), N. C LOX Interconnect Valves, and Normally Open (N. 0. ) LOX Interconnect Valves, the actuator housings of these valves were reheat treated to a 7075-T7351 condition. This change was initiated on stages S-IC-2 and on because failure of the actuator housings could result in loss of actuator pressure that would cause closing of the N C , valves and opening of the N .O vaIves If this occurred during fuel and/or LOX fill operations, the fuel and/or LOX fill and drain lines could rupture because the GSE would not be able t o shut off the fuel/ LOX supply in time to prevent excessive surge pressures. . . . . . LOX INTERCONNECT VALVE During the reporting period three Whittaker LUX interconnect valve shafts failed, and a fourth was f d to have circumferential cracks, that were 36 identical to those found on the three failed shafts, indicating a potential failure. Of the three valves that failed, two failed during functional testing, and the third failed during reliability test cycling. Seven other valves were disassembled and their shafts were magnetically inspected. Of these seven, one was found to have circumferential cracks on the shaft. To prevent such failures, which would render the valve inoperative, the shaft material was changed (S-IC-2 and on) from 440C to Inconel 718, heat treated to 180,000-200,000 psi. F-1 ENGINE LOX SEAL PURGE REGULATOR The LOX Seal Purge Regulator is a flight critical component that has been subjected to prolonged operating time during prelaunch test activities at KSC Because this additional operating time was not anticipated during initial design and testing, a reliability test program was initiated to simulate five complete life cycles. There were no critical failures on three test regulators each of which waa subjected to a total of 840 hours of operation to satisfy the reliability test that simulated static firing, prelaunch, flight environments, and service times, A burst test will be conducted using one of the reliability test regulators to determine any detrimental effects the reliability Iff@~ y ~ f might b g have h%dBI t h rfa@atorr This @&tier erck@&ledto kgin in Augwt 1988, . RETROROCKETS - During FY 1968 there have been several major D5-1260 1-5 �problems concerning S-IC retrorockets. These problems and their resolution are: - Propellant cracks, voids, and separation Problems of this type have occurred on S-IC retrorockets. ' I o solve such problems as they arise, Z'hiokol Chemical Corporation (the vendor) details propellant problams on Material Review Board (MRB) forms, submits the MRB forms t b Boeing Engineering for approval, and then proceeds to take the approved corrective actio~. Localized thin aroas in rocket cases - During a drwwintJ operation that ww used in ttra rnfu~uf~oftrre of rocket cases, longitudid thin strips, called creases, were generated in the case walls. To resolve the problem, a stress analysis was made on each case-to determine the maximum pressure each would withstand. The three cases with lowest wall thickness in the creases were then hydroburst. These operations indicated that the remaining creased cases were acceptable insofar as design strength requirements are concerned. Overdrilled holes in rocket cases and out-of-round rocket cases These problems were resolved by stress analysis and the test firing of one rocket. The test rocket had an unacceptable out-of-round condition, and the 1/4 28UNF holes in the head end were overdrilled, Thiokol created a "worst possible'' condition in the roeket by extending the already overdrilled holes through the case and into the propellant. The bolts were installed and the rocket was fired resulting in nominal performance parameters and no evidence of case deterioration due to either discrepancy. - seconds to T+135 seconds, a significant longitudinal oscillation of 5 cps built UP and then died out after reaching maximum at T+126 seconds. Acceleration, thrust, and propellant pressures were all in phase, indicating a closed loop instability, called POGO, that limit cycled, Accelerations reached 0.8 gts peak-to-peak at the Command Module interface and 0.4 g's peak-to-peak on the S 4 C stage. These oscillations can affect payload structure and impair the effectiveness of the astronauts, The Crolution t;o this problem involves a change to the LOX delivery system to effect a change in propellmt line freqwncier , t;heeeby dsloclupli~the orsefllatfm and estaXslishing stability. A full-scale analysis is underway to determine and incorporate the solution to this problem prior to the S-IC-3 launch. Several POGO solutions have been considered, and the two prime corrective systems currently being considered are a helium injection sysbm (ECP 0442) and prevalve accumulators with helium injection fECP 0446). A brief description of these systems follows. a) This system involves injection of gaseous helium into the upper portion of the LOX suction ducts through existing bosses of the four outboard engines during the time that POGO could occur. The helium supply will be tapped off the high pressure side of the stage helium manifold, then routed through shutoff valves, regulators, and orifices to manifolds located in the intertank area, and then through check valves into the suction ducts. - S-IC-1 and S-IC-2 flight retrorocket performance exceeded prediction Both the S-IC-1 and S-IC-2 flights have revealed retrorocket motor performance in excess of that predicted. Pressure transducers are used in flight to measure the performance of each of the eight retrorockets. Investigation revealed that Tkiokol uses tubing filled with grease to measure performance while the Boeing instrumentation is coupled directly to the pressure chamber and exposed to direct pressure and temperature transients. Because flight performance was predicted on Thiokol measurements, it was necessary to run comparative instrumentation tests, The results of this testing indicate that flight instrumentation read high in an indication of excessive performance. Final reso* Iution of tNta problem i s not complete for W8 report;fng period, - POGO During the S-IC-2 flight, in the period from T+110 D5-1260 1-5 Helium Injection System (ECP 0442) b) Helium P revalve Accumulator System (ECP 0446) This system involves injection of helium gas into the LOX prevalve cavities, thus enabling the prevalves to serve as accumulators. Onboard helium will be provided by tapping off the high pressure side of the helium manifold. As a result of the POGO resolution effort an extensive testing program has been undertaken by Boeing Schedule I, Numerous component tests, development, reliability, and qu&f1cation, have been initiated to help raaolve thia problem. A LOX suction duct flow test fixture, which is being used to test dynamic characteristics of suction lines as a result of proposed POGO suppression s y s t e m , has also been constmcted at Michoud, 37 �AIR SCOOP BIMINATNIN hfSFC hnx ngrccd to delete the base air scoops for st,ngc,s S-IC-3 and on, This i s being done because nnnlysis intficatcs that the base air scoops used on the S-IC a r e not rrqulrcd to maintain temperatures in tho base rugtan within ncceptztblc levels. The 5IC-1 flight verified this m d y s f s when the data was cx,unined and thc actual base environment was found to be much less scvcre than the design environment. This data indicnted that air scoops were not necessac far coaling, Scoop elimination was also desirnblc Imm thc et.mdpoint of weight (a~>proximably ,500 Ibs,), cost, and possible interference with LUT hardware during llft-off; and a chmgc to provide a rain cover ovcr t h scoops ~ to prevent deflection of rain water on thc fnsulatcd base area surfaces will also be avoided by scoop elimination. Data from the S-IC-2 flight confirmed that the scoops are not required. The base environment on the S-IC-2 was more severe than S-16-1, as expected, but still less than design levels. HEAT SHIELD - Heat shield material The basic ingredient of the &I-3 1 ccramic hsulation originally used on the heat shield was Tipersul. Therefore, upon notice from the I)upont Company that production of Tipersul would be discontinued, Boeing stockpiled a supply to support estimated S-IC requirements. However, due to an unexpected high usage rate in production and refurbishment operations, the stockpile proved insufficient. As a replacement for M;3 I, the MSFC M&P Laboratory developed a new insulation, FTA 442A. The Rohr Corporation performed development tests and fabricated production panels with the new insulation f o r qualification. Tests were run subjecting the panels to the predicted flight environmenb. As a reliability test, panels were subjected to an additional 140 seconds of acoustic test with minor damage, In a separate test, engine shutdown followed by a flight cycle was simulated with favorable results. Based on preliminary data and reports, the new mateda.1 appears more than adequate for flight use, and will be used, rather than Tipersul, for the heat shields on S-IC-I0 through -15. " - Heat shield delamination During the S-IC-1 flight, two thermocouples located on the heat shield a t holddown M i t i o n III indicated a sharp temperature rise a t approximately T+110 seconds. During the S-1C -2 flight, two thermocouples located on the heat shield 38 at holddown Position Il indicated a sharp temperature rise at T+96 seconds. These anomalies were attributed to cracking and/or delamination of the M-31 ceramic insulation. TV camera film at Position I on the S-IC-2 flight showed a triangular area of delamination approximately 10 inches on each side, bat no thermacouples axe installed in this area to record the effects of the delamination. This problem appears to be localized because average coldside and brazeline temperatures were 72OC and 185OC, respectively, These low average temperatures indicate that, even though local damage may have occurred, the heat shield remained effective. Additional vibration and acoustic measurements will be included on the S-IC-3 heat shield to determine the cause of the delamination. FORWARD SKIRT TEMPERATURE Insulation was applied to the S-IC-1 forward skirt to prevent high temperatures. Data received from the S-IC-1 flight indicated that temperatures were lower than anticipated. However, because the insulation thickness was not strictly controlled, this data is not completely reliable. Therefore, controlled thickness insulation will be placed on the S-IC-3 at thermocouples, and temperature data will be gathered during its flight. If this S-IC-3 flight data indicates that insulation is not required, it will be eliminated from S-IC-4 and subsequent stages. STAGE RAINWATER DAMAGE While the S-IC-1 was on the pad at KSC, rainwater entered the thrust structure area through the electrical cabling access opening underneath the electrical tunnel and caused water damage to certain electrical components. To prevent rainwater from entering the stage, a type of adhesive tape was applied to the electrical and pressurization tunnels and other affected areas on S-IC-1 through -3. Because this tape application is a temporary measure, rubber and metal seals will be installed on the S-IC-4 and following stages. FORWARD UMBILICAL DOOR Film taken of the launches of the S-IC -1 and -2 disclosed that the forward umbilical door interfered with the umbilical disconnect cable at liftoff and remained open during flight. Although no apparent stage and only slight umbilical damage resulted, the forward umbilical door was redesigned to prevent interference with the disconnect cable and to ensure proper closure of the door during Right. The change was made for S-IC-3 and on, but the change could not be made to the S-fC-2 due to schedule impact. D5-1260 115 �measurements. Of the 880 active measurements, 865 provided valid data. OESICCANT FILTER UMlTS The desiccant filter unit is comprised of a particulate filter, which is 100 percent efficient in removing particles 50 microns or larger, and a silica jell desiccator which ha$ the capability to reduce the relattve hum?tdiw of Znnawiw air frum 98 percent to 65 percent. NASA has reviewed the application of desiccant filter units to be used on the S-IC propellant tanks and approved their usage during all MAF operations, This change constitutes a major cost reductien because the prc%viowlym a d positive greseurization ayrtrttn required c m a t monitorif af the equipment. The desiccant filter systam requires monitoring only to the extent of changing out the desiccant portion approximately unce each seven to ten days. . The mags of the desiccant alter system on propellant tanks of the S-IC stage in storage was applied earlier, and its usefulness and convenience has been establshed. Recently, relative humidity samplings of the tank interiors were found to be well below a new customer requirement of 40 percent maximum. SLOW RELEASE MECHANISM Boeing Schedule I and II were concerned about the number (12) of slow release mechanisms (SRIVI) and the possibility of inadequate lubrication of the SEW with the KSC procedure of greasing after SRM assembly of the pin in the die. , Three spares S-IC-2 slow release mechanism, lubricated to a new KSC procedure, were pulled in the MAF laboratory. The peak extrusion loads of 66, 63, and 69 kips were in the low portion of the range of peak loads obtained during the developmental test program, Loads analyses, with 12 SRMs having these latest test data characteristics, indicated that although the vehicle responses have increased, in all cases these vehicle responses remained within design limits. Also, the time required for SRM extrusion had dropped indicating less probability of AS-502/LUT interference than would have existed with a 16 SRNl configuration having peak force values of the original specification. Therefore, a properly instrumented 12 SRM configuration using thc4 new KSC SRM lubrication procedure was used on S-IC-2 and will be wed on S-IC-3. 1NSTRUMENTATFON - Flight measurements On the S-IC-1 flight there were 854 active and 18 waived measuremeats. Of the 854 active m e ~ u r e m e n t,s 831 provided valid data. The S-IC-2 flight had 880 active and 13 waived . - Thermocouple bond failure Thermocouples bonded to the LOX and fuel tank surfaces became detached during flight and gave erroneous data. Improved bonding methods have been developed aad all taak surface measurements on S-IC-3 through -5 will be rebonded. - - Engine area vibration data Sptwious high amplitude, low frequency ~ u t p u bhave invdidaO;(admuch of the vfb~aionand acwstlc date o b t a e d during static firings and the S-IC -1 and S-I@-2 Rights. This problem is concentrated in the engine area, and is caused by the emitter followers and AC amplifiers being overdriven by excessive piezoelectric transducer outputs. The high transducer outputs are caused by high amplitude, high frequency shocks that are generated by uneven engine combustion. To resolve the problem on S-IC-2 though -5, a change was initiated which removed seventeen engine area vibration transducers that had se~aratelvpackaged emitter followere and interconnecting coaxial cables, and substituted seventeen transducers that have integral emitter followers with a higher output capability. S-IC-2 flight data indicated that this change considerably reduced, but did not eliminate, the problem. Another change has been initiated to add a capacitor to the AC amplifier input to block low frequency noise signals. This change is effective for all engine measurements on S-IC -3through -5, and should reduce the high amplitude, low frequency outputs to a level that will not interfere with accurate measurements. - LOX pump inlet pressure measurements The 60B72091-1 transducer used on the LOX pump inlet high frequency pressure measurements has consistently failed during static tests and flight. These failures are apparently caused by physical shock while the transducer is at LOX temperature. These measurements are important for the detection and evaluation of POGO. To determine the best corrective action for this problem, several new measuremente will be made on the S-IC-6 and tested during that stage's static firing. These new measurements include relocation of the subject transducer to a less severe environment, replacement wlth a prototype of a more rugged design, and determination of the feasibility of using existing measurements for detection of POGO-indbed pressure oscillations by increasing the sampling rate. Fuel filter manifold differential pressure transducers -- f mes€igation afthe fuel filter manifolddifferenUalppessure trsn8ducgrbiaashift problem revealed that - D5-1260 1-5 39 �LEGEND 1. YAGI ANTENNA 2. TRANSMITTER 3. -28 VDC 4. VIDEO REGtSTER 5. TO SYSTEM 2 6. CAMERACONTROL 7. TV CABLE ASSEMBLY 8-CAMERA 9. COUPLING LENS 10. IMAGE ENHANCER 11. DC TO AC INVERTER 12. FIBER OPTICS BUNDLE 13. JUNCTION BOX 14. OBJECTIVE LENS 15. PROTECTIVE WINDOW 16. INSULKTION BLANKET shifts can be induced in the transducer by prolonged temperature soak at 130°C. However, after 1200 hours af soaking, test transducers showed no decrease in shift rate with time. Extensive studies by the vendor produced design modifications that were thought to eliminate stress in f i e seneor unft aesem- 40 bly, and thus eliminate the shift problem. Prototypes of the new design, however, showed no improvement. A new design consisting of a single diaphragm with a depasited thin-film strain gage bridge is being investigated. This design m d d eliminate the need for a reference bellows and silicone ofl fill, Also, the new D5-12601-5 �tfansducer would be of an all-welded construction which would minimize diaphragm stresses. Two prototypee of the new design are being built for evaluation. - LOX and fuel loading system During 6-IC-1 checkout, tbe loading system "out-of-lock" monitor that is used ae an interlock in the propellant tankkg computer system (PTCS) operated intermfttently. This waa caused by the loading electronics being susceptible to stage noise under certain conditions. The pr6blem w m corrected by a new design. transfer tests. This problem was corrected by providing untnterrupted power ta the loading syetem. During this reporting period, a change was released to disconnect the checkout (RACS) cables from the loading electronics for S-IC-1 and -2. This prevented instrumentation test,, usfng the RACS system, from upsetting discretes in the PTCS. A change waa also released to provide control of the calibration commands to the loading system from the measuring and R F console in the LCC for S-IC-3 and on, S.IC fv SYSTEM During LOX lotxding at MTF where LUX wm load& Q near 100 percent on the loading probe, the LOX overfill sensor intermittently indicated a wet condition. This was attributed to LOX being splashed onto the overfill sensor due to LOX boiling. This problem wae corrected by moving the overfill sensor approximately four inches forward. The S-IC-2 was the first S-IC flight stage with the TV system lastaIled. The system, which is detailed in Figure 2-18, operated satisfactorily during pre-launch operations and launch. During the SIC-1 CDDT, power to the loading system was lost durfng the power transfer test, upsetting the propellant tanldng c o m p t e r system dfscretes. This was caused by the loading eystem being powered from GSE bueees that a r e turned off during the power The S-fC-2 was the first S-IC flight stage with the film camera system insta31ed. The Position X separatfon camera capsule waa the only capsule recovered, but its fflm was washed out during the first five seconds after separation. It is concluded ehat this FILM CAMERA SYSTEM �was caused by a combination of sun glare and S-II ullage rocket deposits on the quartz protective window, The action necessary to correct this problem will be accomplished on the S-IC-3 and subsequent stages. The W e e camera capsules, that were not recovered, apparently were not ejected, Excesaive temperature and pressure environments immediately following separation -me suspected to have caused faflure of the camera ejection pressurization syrstem. The exact cause of this failure is still being investigated, and changes being incorporated to prevent ita recurrence on S-IC-3 are: from a) Change pneumatic to stainless isteel; b) Add orifices to prevent pneumatic line ruptures from bleeding down the ejection bottles; c) Add thermal insulation to exposed protective cover cables; d) Modify the GSE regulator system such that the ejection bottle can be pressurized to a higher pressure ; e) Add orifices to prevent pneumatic line ruptures from bleeding down the ejection bottles; f) Add thermal insulation to exposed protective cover cablea; and g) Modify the GSE Regulator System such that the ejection bottle can be pressurized tu a higher pressure. Figure 2-19 illustrates the Camera Capsule Assembly. �TELEMETRY SYSTEMS - DC-DC converter and DC power isolator DC-DC converter (60B76 123) and DC power is01a h r (60B76503)failures, due to incompatible production procedures, caused a redesign of the assemblies to provide more reliable componante, Also, NASA disapproved the qualiQcation of the assemblies because of the under voltage rated capacitors used in the vendor design. - ' Remote digital sub-multiplexer (RDSM) -ring a sitnulaW flight test on ehe S-IC-2 at KSC, a 108s of synchronization occurred on the pulse code modulation (PCM) telemetry link. The cause was traced to a remote digital sub-multiplexer (RDSM) output word containing nine logic llzeros" and one logic "one, " while the preceding word contained ten logic "ones. " Under these conditions, the RDSM output caused the digital gate card in the PCM/DDAS assembly to trigger erroneously and inject an incorrect bit into the 30 bit PCM synchronization pattern. Duplication of the problem in the Boeing electronics laboratory indicated that the problem was due to cable capacitance between the RDSM and PCM/DDAS assemblies. A new digital gate card, with input capacitors that masked the effect of the cable capacitance, was incop porated on 5-IC-2 and subsequent stages. This change was not required on S-IC-1 because of the RDSM measurement profile. - Offset Doppler (ODOP)Transponder Boeing has been unable to verify qualification of the Offset Doppler (ODOP) Transponder to the Contract End Item Specification for the S-IC. However, sufficient data was provided on the range safety decoder, and Boeing concurs that the decoder is qualified for the S-IC stage, Figure 2-20 illustrates the ODOP system, GSE/MSE DESIGN S-E PNEUMATIC EQUIPMENT - - S-IC pneumatic console MTF The LOX dome purge maximum lock-up requirement has been increased to 1200 psig and the lock-up pressure recorded from the S-IC-5 static firing was within this limit, A change was also processed to put the low purge on an orificed by-pass circuit to reduce the service time on the regulator. Analysis of S-IC-T static firing data indicated a potential pressure overshoot problem on low h e 1 prepressurization when the fuel tank is at minimum ullage. This pressure overshoot could cause the D5-1260 1-5 stage fuel tank relief valves to cycle. Therefore, a change has been processed to assure that . the stage relief valve will not be actuated under normal conditions. The high failure rate of the helium bottle fill regulator ham been corrected. Andyeie of S-IC-4 and -6 static firing data indicated a potential pressure overshoot problem on LOX prepressurization. Also, calculations based on the static firing and launch data indicated a potential pressure undershoot problem tm fuel prepressurization during engine startup. A change wae processed to corrsot thaae problems prior to S-ZC-3 launch. This change will be verified during the S-IC-6 static firing. - - S-IC pneumatic console KSC All systems met launch mission rules requirements for S-IC-1 and S-IC -2 launches. Subsequent to each launch, one piece of equipment (forward umbilical service) was found slightly damaged due to severe launch environments. Problem areas which became evident during the processing of S-IC-I, and S-IC-2 are: a) A rupture of the GHe Primary Regulator diaphragm would'result in loss of LOX bubbling capability and therefore jeopardize the stage. A change was processed to add redundant capability and was incorporated prior to launch. b) Position of hand ball valves needed more positive control to preclude position change during vibration and allow easy monitoring of valve position. A change that provides position indication and locking was processed to rectify this problem. c) A considerable number of failures occurred in Pneumatic Console solenoid valves. An extensive failure analysis program was conducted in cooperation with the vendor and it was determined that serious seat deformation was occurring when valves were energized for extended periods of time under high pressure conditions. A development program was then initiated to determine the best possible material to resist the seat deformation and meet sealing requixements. Necessary changes have been made and the valves have passed a rigid qualification test. d) Numerous problems were experienced with the primary module Ladewig pilot operated relief valves during qualification testing for 5-IC-1 certification, Redesign of the valves was underW e n and accomplished prior to S-IC-1 launch. Life cycle testing at ~ o e i n g / ~ i c h o uwas d suc43 �cessful. The ncw valve c o a ~ r a t i o nuses a pilot valve: separated from the main valve body by flcsfble hoscs to correct a vibration sensitivit~;problem with the original integral pilot mounting. the subsystems of the S-IC stage handling equipment, At that time, design, maintenance, proof load, and inspection requirement responsibilities were divided between Engineering, Operations, and Facilities for various segments of the total handling equipment. e) Two regulator failures occurred in the LOX dome purge module during CDDT activities for S-IC-2. The failure effects were identical, but the failure causes were not. The f i r s t remla* apparently failed due to operating the module with the inlet manual isolation valve instead of the LCC control. The mpsccrnd rdgtuIator had the same law outlet pressure but had misaligned poppet guide bores that resulted in abnormal wear. A change that provides for incorporation of redundancy, and deletes the failed regulator has been processed. Boeing Engineering was directed, on may 27, 1967 to accept responsibility for the forward lifting linkage assembly and the rotational brace assembly for the Michoud VAB. A production revision record was then established which, (1) provided a new forward hfting linkage assembly, (2) modified the forward handlfw ring b e t f ~ r too proof teet the new forward lifting linkage assembly, (3) modified the existing rotational brace assembly, and (4) modified the existing adjustment linkage assembly. This equipment was used for the first time during lowering operations of the S-IC-10 in the Michoud VAB. Mathematical models were constructed to simulate components, specifically valves and re@lators, in the pneumatic console, thereby facilitating prediction of in-flight operation of these components. Results compared favorably with test data. In addition, studies were made on the necessity of adjusting pipe sizes at the inlet to the pneumatic console to retard the introduction of facility contamination. Research has continued on filtered flow restrictors designed to reduce contamination while still regulating fluid flow. S-IC storage racks The storage racks that were secured to the LUT during the launch of AS-501 were damaged and their contents, including the bulkhead protection equipment, were partially destroyed. It was apparent from inspection of the launch damage that the racks had been subjected to a more severe environment than the environment furnished a s design criteria. f) - - S-IC pneumatic checkout racks KSC Tests conducted using the mechanical automation breadboard (MAB) indicated that the pneumatic checkout racks (PCR) a s presently designed a r e not capable of meeting the customer accuracy requirements for checkout of the S-IC stage LOX, fuel, and thrust OK calips switches. This problem is twofold; first, the ramp rates for pressurization/depressurization of calips systems a r e too high, resulting in excessive pressure change; and, second, the pressuretransducers cannot be calibrated to the required accuracy of 5 -05 percent full scale due t o operation of the transducers a t 16S0F. An engineering change will be processed to eliminate the problems outlined above. GSUMSE TRANSPORTATFON AND HANDLING EWPMENT - - 6-IC stage handling equipment Xichoud VAB H u e r o w rejections against the forward handling ring and the forward Ufthg linkage aseambly brought out the fact that major inconsistencies exfsGed within 44 - An interim change was established to reinforce the rack structural integrity and to provide additional holes for venting the inside of the racks to outside pressures. However, incorporation of this change could not be made to support the AS-502 launch and the launch caused even more damage to the storage racks than AS-501. Damage to the bulkhead protection equipment was eliminated for S-IC-2 since the equipment was relocated from the storage racks to a room in the base of the LUT prior to launch. Subsequent to S-IC-2 launch, the interim change was revised to provide additional vent holes and structural reinforcement on several of the LUT level 60 racks. These modifications constitute an interim fix based primarily on launch damage experienced during the first two launches. The fix is planned for installation prior to S-IC-3 launch. The major problem in redesigning the storage racks * has been in defining the actual launch environment. Adequate data to define the environment has not been gathered because requests that the GSE equipment a r d o r the adjacent LUT structure be suitably instrumented to collect data to define the actual launch environment have been rejected, F i n d redesign of actual launch environthe storage racks to susmen& ia being held pending definition of the launch environment. D5-1260 1-5 ' �SWMSE Intertank umbilical reconnect assembly (a) The intertank umbilical reconnect assembly con- , taias a switch that provides a signal indicating that carrier retraction has been completed. The signal is used to initiate retraction of the swing arm, and its failure can cause mission abort. MSFC requested that a change be submitted to incorporate a redundant "Carrier Retracted" signal source. This was done, the design qualfffed by tercrt, and the chan~qewse fncorparat* ed on the LUT 1intertank umbilical reconnect assembly prior to the S-IC-1 launch. This design change will also be incorporated prior to the launch of all subsequent stages. [b) A failure analysis of the intertank umbilical reconnect locking mechanism, which had failed at KSC during swing-arm tests, disclosed a design deficiency in that an adverse accumulation of manufacturing tolerances could cause breakage of internal parts. Breakage results in the malfunction of the locking mechanism, and prevents a reconnection of the carrier to the S-IC stage. Design corrective action for the locking mechanism to support the S-IC-1 launch resulted in an interim fix, which could be incorporated by rework of existing components. Rework was necessary to support the launch without impacting the schedule. The corrective action taken for stages S-IC-2 and on resulted in a design to prevent recurrence of the failure. (0) The Boeing Company initiated a change for the redesign of the intertank umbilical to include backup capability for the retract system. Th& change resulted from a failure mode and effect analysis and revealed that single - -point failures cwld prevent umbilical retraction. Also, a request for change action has been initiated by S-IC liaison at BATC requesting that the single point failure be eliminated from the retract system. This change has been approved with additional directions to eliminate single point failure modes in the retract and reconnect systems. dl During the extension of swing arm number 1 at KSC, following the S-IC-2 overall swing arm test, the intertank umbilical inadvertently became unlatched from the retracted position. The event went unnoticed durfng the remainder of arm extension a d as the gwlng arm approached full extension, the umbilfcal struek the stage. Minor damage, requiring no repair, was experienced by the stage, but the umbilical LOX lines were damaged to the extent that partial replacement was required. Subsequent investigation revealed that the ability of the latch to hold the umbilicd in the retracted position under shock conditions wae marginal, Therefore a change was initiated which provided a redesigned latch to prevent a recurrence of the problem. Forward umbilical carrier problem at KSC on S-IC2- Two valve-type umbilical ooupZings on the S-IC forward urnbiliaal ground oarrier did not mate prom perly with the flight-half couplings. This resulted in partial*closureof the valves within the couplings and restricted flow. Indications were that hardware nonconformance (currently undefined) prevented the ground carrier from fully contacting the vehicle plate. The problem with the couplings was corrected by a change that installed a spacer behind the ground-half couplings thereby assuring that the internal valves are fully open. With MSFC and KSC concurrence, S-IC liaison generated a change, that called for replacement of the poppet valve couplings with straightthrough couplings on S-IC-3. The straight-through couplings should eliminate any problem of flow and lock-up pressure associated with the forward umbilical service unit. However, with the bowed condition of the forward umbilical flight plate, shimming of the straight-through couplings may be required to prevent leakage at the coupling seal. The closure problem of the coupling valves will not occur on S-IC-4 and subsequent stages because couplings used on the forward umbilical for these stages are not susceptible to this problem, However, the basic cause of the problem, improper umbilical carrier mating, is still under investigation. MISSISSIPPI TEST FACILITY S-IC-5 static firing - While preparing for the S-IC-5 static firing the stage fuel emergency drain duct collapsed during the fuel loading portion of the propellant load test. Investigation revealed that a negative pressure of as much as 12 psig was being developed in the facility RP-1 fill and drain system by a recirculating procedure that was being used for cleaning purposes. Although the same procedure had been used on previous stages (S-IC-T and S-IC-4) the condition was not detected because these stages were equipped with heavy-walled I.060'3 drain ducts. The wall thickness of the 5-IC-5 duct was only 03Zrt. After additional investigaffon and experbentation, the ta*g Procedure was revised to eliminate the recirculation mode, a nitrogen preesurization system was installed in the . �facility RP-1 lines, md the lines were instrumented to give a continuous r e d o u t of system pressures, - During the second propellcant load test of the S-IC-5 the LOX tank ullage pressure was observed tu go negaifve about 0.3 psig for a few seconds after two-line LOX bubl~lingwas initiated. This negative pressure was produced when the ullage volume was suddenly chilled by LOX geysering into the tank from one o r more of the partially filled suction ducts. The tanking procedure w3s changed to close the vents and pressurize the LOX tank to 3 to 4 psig before start of bubbling, This procedure was used eutcessfully on firing day. However, the auxiliary vent had to be cycled 38 times in maintaining the ullage pressure between 3 add 4 psig. Experimentation is under way at MSFC (S-IC-T at R-TEST) to devise a procedure that will suppress geysering without the necessity for cycling the vents. Valve position indications from the pneumatic console were lost momentarily four times during the S-IC-5 static firing. A post-firing examination disolosed no broken wiree or loose connections in the power circults, and a change was initiated to provide a redundant path for indicating power to the pneumatic consoles at MTF and KSC, Oiict a) b) 46 Support KSC An engineer from Michoud has been on site atKSC to provide direct coordination between Boeing Schedule I (Test Requirements) and Schedule Il? (Test Procedures),. This work involves assisting in the review of approximately 150 test procedures per stage, the resolution of commenta from Michoud and KSC on approximately 50 test procedures per stage, and the preparation of the detailed audit of test procedure compliance with test requirements. This support will beprovided to KSC as long as it effectively contributes to the S-IC stage program. Technical support was also provided during the prelaunch tests and during the actual launch countdown of AS-501 and -502. This support was provided through participation in a team stationed in the central instrumentation facility at KSC and through a team stationed in the Huntsville operations support center at MSFC. For the CDDT and launch of the AS-50 1 and -502, continuous support during the final 24 hours of countdown was provided for KSC from Michud, - Preoperational safety review An S-IC preoperational safety review for the S-IC-1 was conducted at KSC during the period July 5 through August 11,1967. The review team consisted of members from Boeing, General Electric, International Business Machfnes, and Rocketdyne. Test procedures affecting the S-IC stage were reviewed against safety criteria that were developed to determine whether or not unsafe conditions could occur as a result of executing the procedures. A total of 159 test procedures were reviewed, resulting in 119 safety problems reports. All 119 have been closed out. - KSC test requirements coordination Revision E to "Specifications and Criteria for S-IC Stage Prelaunch Checkout and Launch Operation at KSC" (D5-13618) was released during FY 1968. This revision incorporated committed changes and MSFC comments. The majority of these comments concern level of detail and the addition of primary requirements for tests being conducted in excess of the existing requirements. These comments were discussed with MSFC on December 19, 1967, and The Boeing Company agreed to make many of the changes to encourage a more uniform MSFC acceptance of document D5-13618 as KSC test requirements. - AS-501 and -502 GSE launch damage As a result of the launch environment, some GSE items on the mobile launcher were damaged. The following table is a brief asseslsment of this damage: S-IC-1 S-IC-2 a) S-IC pneumatic console Valve manifold assembly damaged No damage b) Pneumatic checkout racks No damage No damage c) Prevalve accumulators No damage No damage d) Aft umbilicals Major damage No damage e) Intertank umbilical Minor damage Control box panel missing Miaar damage No damage Forward umbilical ' D5-1260 1-5 �I' Intertank " 3) Thrust Minor damage Minor damage Minor damage Minor damage No drtm structure h) Heat shfeld storage No damage No damage i) Thrust structure No damage vertical internal access equipmetlt storage r a c h No damage j) Forward skirt Moderate Moderate &ten%mcear dam ~ W W equipment storage racks k) Fuel tankupper bulkhead protection equipment storage racks 1) LOX tank upper bulkhead protection equipment storage r a c h Racks heavily damaged Totally destroyed Racks heavily damaged Racks heavily damaged damaged Totally destroyed A damage assessment for tbe S-IC umbilical equipment that supported the S-XC-1 launch was aecomplished* The three AFT umbilical carriers sustained major damage resulting from the f a u r e of the tail service mast protective doors. The intertank reconnect assembly and the forward umbilical carrier euetafned only minor damage, A change w a initiated ~ a s a result of thie assessment. This change provided additional fasteners for the intertank reconnect aseembly control box covers to prevent the covere from beearning detached as Ls reeult of vibratfon. A preliminafy assessment of the damage euetaiaed by D5-12601-5 A detailed analysL of this damage L contaiaed in dacument B5-%584& "MobBa Launcher No. 1 Q8E Damage - Assessment and Corrective Action Recommendations," for the AS-501 launch and the follow-on document, D5-13842-1, for the AS-502 S-IC-2 launch, ENGINEERING TEST PROGRAMS During F Y 1968 test activities were directed toward the completion of the reliability program, qualification program, and resolution of design data problema and discrepancies identified during manufacturing, ~t;;Lt;lD Xi&%, a 4 6-IC-I, BXXd 8=XC43 I w ~ suggsst ~h sper&aaaa, rn) Intertank vertical Heavily internal access equipment storage racks the 8-IC umbilical equipment during the AS-502 launch was conducted. The three Aft umbilical carriers sustained no visual damage and appeared to be d e quately protected by the redesigned blast shields that were added to the t a i l service masts following the AS-501 launch. The intertank umbilical reconnect arssembly sustained moderate damage resulting from heat and vibration, but there was no major structural damage. The forward umbilical carrier eustained no apparent damage. At the beginning of the reporting period, Engineering Laboratories had 59 tests on hand. During the year, 355 tests were received, and 331 were completed. Testing is divided into categories of reliability, qualification, and development testing, and f aflure analysis. The High Pressure Test Facility, which experienced approximately five months of down time due to a high pressure line failure, resumed operations in August, 1967. To minimize the impact of the loss of the facility, six tests were conducted at the adjacent Michoud/Chrysler laboratory facilities. RELIABILITY TEST PROGRAM The reliability test program began the report period with six testa scheduled for a December 6, 1967, completion date. During that period, four teats were received, one was cancelled, one was reopened, and nine were completed. Reliability tests completed during F Y 1968 include: R401- Pressure relief switch R415 Redesigned outboard engine GOX line assemblies R427 Engine purge system regulator R22Z Thrust OK distributor -- 47 �R409 R465 R402 R4 11 R413 -- Redesigned Valve-to-tunnel duct aseembly feeder duct - Upper hot helium supply duct GOX GOX -- lnboard GOX line assembly Uppcr outboard GUX duct assembly OUALIFICATION TEST PROGRAM During the reporting period, qudiflcation testing for 220 compotients was successfully completed, increasing the number of certified components by 208 from 1103 to 15I I, sixty components r e m h to be certified (see Figure 2-21), All S-IC-1 and S-IC-2 stage and stage-peculiar GSE hardware was qualified prior to launch, and all S-IC3 stage and stage-peculiar GSE will be qualified prior to launch. At the beginning of this reporting period, the engineerirrg laboratories had eIeven qualification tests on hand scheduled for completion during December, 1967, During the period, sixteen additional tests were received, one was cancelled, and nineteen were completed, leaving seven tests to be oompleted, Also, the piece parts qualifioation test, P24 (quality assurance inspection of MBR37496-9 and MBR3749610 relays), is an open end item with lots tested on a periodic basis as they are delivered. DEVELOPMENT TEST PROGRAM During F Y 1968, 208 Development Tests were initiated, and 213 were completed. Engineering Laboratories supported the AS-50 1 mtowlmmr~ S-IC CONTRACTOR QUA1TEST SUMMARY OnmlOltOU1WEl' ALL CATEGORIES +--. Figure 2-21 48 -- S-fC Qualificatian Test Summary Dti- 1260 1-5 �lnunch by conducting three development tests. Five development tests were conducted in support of the AS-502 lnunch. Subsequent to the S-IC-2 launch, Engineering Labora- torirs also participated in the search for cause mtl solutions of problems encountered during the flight of AS-502. Durlng FY 1968 twenty-eight development testa that lcd to desibq changes were conducted. Eight development tests that deal with current problems were in progresa at the end of the reporting period. FAILURE ANALYSIS TEST PROGRAM During the fiscal year 90 faflure analysis testa were completed. INVESTIGATION OF DEEP-FLAW EFFECT IN S-IC TANKAGE Problems on the S-II stage focused attention on all S-IC stage pressure vessels that a r e proof-tested at room temperatures and a r e used at cryogenic temperatures. The problem involves the fracture toughness of tank material in the presence of a deep surface flaw. A fracture toughness test program has been initiated in Seattle to investigate the deep-flaw effect in 22 19 aluminum with a scheduled completion date of July 1968. Previously, an evaluation of all S-IC pressure vessels had been conducted by the structural development unit in Seattle. Based on existing data, the S-IC propellant proof tests were found to be adequate. Results of the current test program a r e expected to verify this evaluation. S-IC SYSTEMS A N D STUDIES STAGE SAFETY STUDY The stage safety study was conducted for S-IC-2 through S-IC-15 stages, a t MSFC1s request, to determine whether the stages would be safe at KSC for a seven-day period during which RP- 1 fuel is onboard, stage electrical power off, and GSE electrical power on o r off. "Safe" was considered to be a condition that would assure no physical o r functional damage to stage systems o r subsystems. Damage was considered to have occurred if the design limits, tolerances, o r specifications of a stage, system, o r subsystem were exceeded. The study indicates that the S-IC Stages a r e "safet1 when certain conditions exist as' defined in the study. S-IC ENGINEERING SYSTEM SAFETY PLAN Safety Engineering i s preparing an, "S-IC Engineering Safety PlanrTwhich will develop and implement a system that identifies relevant goals, requirements, controls, procedures, responsibilities, methods of accomplishment, and schedules for systems safety engineering. A preliminary copy of this plan was reviewed and commented on by affected organizations, and the estimated final release date is July 1, 1968. SPECIFICATION COMPLIANCE STUDY All S-IC requirements necessary to assure astronaut safety, stage integrity, and achieve end conditions of flight have been designated a s "Man-Rating Requirements", and will be verified as completed through an S-IC-3 specification compliance study. The S-IC contract end item specifications and Saturn interface control documents have been reviewed and a l l applicable man-rating requirements identified. Documented verification of compliance is being established by reviewing engineering and test documentation to assure that the identified requirements have been met. This study will be published as document D5-13874, "Specification Compliance Study for S-IC-3," which is scheduled for release on June 28, 1968. S-IC STAGE DAMAGE PREVENTION STUDY Document D5- 13704, ITS-IC Stage Damage Prevention Study," was completed on April 12, 1968, and is currently being released. This document presents the results of a study that was performed to establish and recommend dispositions of ground support equipment failures that could cause S-IC stage damage at MTF, The original findings were based on the S-IC4 configuration. A formal "Fault Tree Analysisf1wae used to identify areas of concern. One hundred twenty-one potential hazard areas have been identified of which 93 have been satisfactorily resolved with the remaining 28 still under study. A follow-on study to update the findings for the S-IC-6 configuration is in progress and will be documented prior to static firing. S-IC STAGE STORAGE S-IC stage storage requirements have been prepared and forwarded to MSFC for approval. MSFC standards 492 and 500, giving S-IC stage storage specifications, were received as information from MSFC, and have been reviewed. In several areas, these standards a r e more stringent than the Boeing prepared requirements. Major differences a r e in the �basic processing program modifications were incorporated, and PERT charts were released in about one half the time required for the S-IC1 flight. Data handling team interface review meetings were held to strengthen the overall communication network between the various flight evaluation organiz;ationa. area of ambient humidity, maintenance of contaminant levels and restriction of partfeulate material, and, in general, cover long storage periods* The fin& agpmvod requirements for storage will become part of the CEI Specification Part XI, FllGHf NAUIATION PROGRAM Test data requirements for analysis of the AS- S-1C.l Flight a) 502 CDDT, countdown, and launch were compiled and coordinated with the MSFC Mission Operations Office and MSFC Com~utationLaboratory. Inputs were made for fnclu'ion in the NASA Program support requirements document and the MSFC processed data requirements document, Attempts were made to obtain installation of additional instrumentation at KSC for measurements of the launch environment and its effect on the GSE. This was not successful for the ASS02 launch, but efforts are continuing for the S-IC-3 launch. Flight Ev aluat ion Preparations In prcpriration for tho S-101 flight, a complete practice run was necornplfshed using the S-IC-3 static firing telemetry data as the data bank, The practice*run provided a successful verification of our capability to reduce, process, and analyze the S-IC-l flight data. Also, a complete set of flight predictions were calculated and documented. These predictions were used to provide a rapid assessment of the S-IC-1 flight performance by identifying mearsurements that were significantly different from those anticipat&, b) Flight Evaluation The S-IC- 1launch occurred at 7:00:0 1 a. m. , EST, on November 9, 1967. The Boeing flight evaluation team participated in three presentatfon meethgs which reviewed the flight d a t a The required twenty-one day report was submitted to MSFC a s scheduled, on December 5, 1967. Generally, the AS-50 1 flight met all mission objectives except a s specified in the BoeingSixty Day Report, document T5-7000-1, which was released as scheduled on January 11, 1968. The report evaluated the performance of the first flight of the S-IC stage. The flight prediction document, was released on March 11, 1968. This document listed the predictions for S-IC-2 flight measurements. b) Flight Evaluation S-IC-2 post-flight activities, including the reduction and processing of the raw telemetry data, followed the PERT plan as closely as possible. The BERT completion times of some items were not met due to late delivery of data tapes from MSFC, and special analysis of the POGO problem, which impacted the entire processing effort. Data from the TEL 4 ground receiving station was used as the primary source for the PAM and FM data until the POGO problem became evident, A 2 cps "wow and flutter" error was found in this data, and the Central Instrumentation Facility ground receiving station data was used. S-IC-2 Flight a} Flight Evaluation Preparations Preparation for the S-IC-2 flight included such activities as certification of the basic data processing program using S-IC-2 flight readiness test data as input and verification of the stage telemetry configuration. Standard basic processing analysis program work was completed on schedule, As a result of prubIems encomtersd on the S-TC-1 Bight, several 50 Processing charts were released daily aa a tracldng method for the flight processing. These charts were released through L+14 days as required. A11 b e i n g contractual data deliveries were completed on or before the required delivery dates. The S-IC-2 data quality and delivery schedule was generally better than that for the S-IC-I. launch, As a result of pereonnel training after the S-IC-1 D5-1260 1-5 �ght and improved activity schedttlbg, the numbcr of aperture cards made for the S-IC-2 flight reduced by 33 per cent from the $-IC-1 t. a result of a problem encountered Sn the PCM a from the S-IC-2, a new formatting &ahue for PCM data was designed. The L+1, L+8, and L+14 day presentation material for the SIC-2 night were delivered on schedule to the MSFC flight svduatem working gmup FEW^ ohtlimas, The boejlng be21 dw input to the FEWG AS-602 report waer submitted aa scheduled on May 9, 1968, The L+60 day report T5-7000-2 was released, as scheduled, on June 28, 1968, V.7 PH. STAiNLESS STEEL USAGE SURVEY A Boeing survey is being conducted to determine all 17-7 PH steel parts used on the 5-IC stage that are reliability critical per document D5-11910. Fiftyfour parte made from this alloy were f~und, These are urrd In c~mpntaa@Xirat& h tat& dssmctat~ A matsix sf the pmoesssrr tur$ proceesing wed h fabrication of these parts is in preparation, to launch, that are dispositioned "use-as-is. " The procedure requires both NASA and Boeing technical and contract signatures to validate the waiver. All waivers are then documented in the appropriate Part I CEI Specification subsequent to vehicle launch. Ten 5-6-2 waivers were processed, approved, and incorporated hta the Part I CEX Specg$cation using this procedure. INTERFACE CONTROL DOCUMENTATION (ICD) AND INTERFACE REVISION N O T E E (IRN) STATUS OF BASIC ICD'S As of May 16, 1968, there were forty-five basic ICDta applicable to the S-IC stage, of which thirty-three are applicable to the stage hardware, eleven are applicable to the GSE, and one is common to both stage and GSE. All ICD1s a r e identified fn the May 1, 1968, issue of MA-004-002-2H, "Saturn V/S-IC Interface Control Documentation Contractual Index and Stabs Report. l t pa* CONTRACT END ITEM (CEI) SPEClFlCATiONS The Part II S-IC CEI Specification, S-IC-3 through S-IC-10, has been prepared and is currently being reviewed by NASA. This specification will be incorp r a t e d into CPIF Contract NAS8-5608, Schedule I, subsequent to negotiation and NASA approval, and when it is approved, will serve as the basis for configuration definition and a c c e p h c e testing of Stages S-IC-3 through S-XC-10. Ttre S-IC-4 was delivered to the Customer at Michoud with one government and two contractor CEI nonconformaaces for which no corrective action was required. Of these nnnconformances, eleven MSFC and twenty-four contractor qualified electrical comportents failed to fully achieve electromagnetic interference test requirements under MIL-I-618D. Also, voltage fluctuations (transient@ in excess of the end item test plan limit8 (t 14 volts) appeared at one of the monitored electrical circuit mints during power application add removal sequences. During the fiscal year, a wafver procedure was establlshed to cover wncodo~mancee,evidenced prbr D5-1260 1-5 Of the forty-five basic ICD1s applicable to the S I C stage and associated GSE, forty-one were officially accepted by Boeing, three have not been received, and one is not acceptable at this time. The three ICD1s not received are flight sequence programs for AS-508, -509, and -510, The ICD not acceptable to Boeing is the interface between the LUT and the S-IC access and bulkhead protection equipment storage racks. An administrative change propos d, which defines the changes required for compatibility with S-IC stage documentation, has been submitted to NASA. On August 8, 1967, Boeing initiated the use of record ECP's for the purpose of contractually accepting IcD/ ntN1s if they are compatible with S-IC Stage and CSE hardme and documentation. ~~~~d E C P I ~~ - 0 0 0 1 through R-0073 have been submitted to MSFC through May 16, 1968. RELIABILITY ENGINEERING RELIABILITY ANALYSIS - Documents'D5-12572-1, Its-IC System Design Analysis Propulsion/Alechaaical,'~and D5-12572-2, llS-XCSystem Design Analysis Electrical/Electronfcs ,'I were each updated Mce during this reporting period. These updates reflecEed failure mode and effect analysis, both - 51 �1 propulsion/mcehanical and electricallelectronics , for S-IC-3 and -4. Other imporbtnt S-IC reliability documents that were relemed during the reporting period, and the purpose for the release, are: 4 Document D5-11910, ,"Saturn S-IC Reliability Status Report,ll -Two updates were made, one to add additional status on reliabiliQ program elements, and one to add S-IC-4 stage release. b Dacumefit D5-31964-1, "Saturn S-IC Stage Reliability Analysis Record. "-Updated twice during F Y 1968 to report predicted and assessed reliaWlity for S-IC-3 and -4. 6) Document D5-13693, "Hydrogen Explosion Hazard Survey." -Updated twice to report that no ignition source is present in the interstage area that is sufficient to detonate an assumed hydrogen atmosphere. d) Document D5-11954, llSaturnS-IC StageReliability ~' Assessment and Prediction P r ~ g r a m . -Revised once during the year. This document contains the methodology used to apportion reliability goals and describes in detail, the Saturn S-IC reliability information system, 8) weekly I1FailureStatus SummaryM(unresolved failures) for program corrective action, the Michoud Reliability Data Center has initiated a "Top Priority" report for each scheduled launch. This report includes only those failures that could impact launch. If program corrective action cannot be implemented prior to the launch, the problem is submitted to the BoeinghIichoud UER/ CER Assessment Board for launch impact assessment. This "board" is chaired by the S-IC Chief Engineer with representatives from Boeing Quality and Reliability Assurance (Q&RA), and Product Assurance. Equipment Ouality Analvsi8 The equipment quality analysis effort was expanded during F Y 1968. This was the result of increased emphasis on product quality initiated in 1967. Emphasis has been placed on the analysis of reliability critical components. Additionally, this area has been expanded to provide the quality maintenance testing required by contract change order MICH-723. This combination of equipment quality analysis and quality maintenance testing constitutes an ambitious schedule of in-depth testing and analysis of "criticals1hardware. During the fiscal year, 111 Equipment Quality Analyses sad six Quality Maintenance Testa were performed. A summary of this activity follows: a) Document D5-12789, "Design Analysis for S-IC Malfunction Detection System. "-Updated once to reflect release of S-IC-4. This document cmtafns the necessary analyses and data from which the S-IC design requirements for a malfunction detection system may b t determined. ' In addition to monitoring receiving and subassembly discrepancies, major emphasis has continued on monitoring and evaluating in-service faiIures that occur on stage and GSE hardware during post-manufacturing checkout, static firing, and post-static checkout and after delivery to KSC . In addition ta tracking each in-service failure in the 52 ........................111 Number of EQA's performed andclosed..........................,... 92 ................. 51 Design C hasge ................. 5 Process Change.. .............. 5 Quality Control Improvement.. .. 31 1) With no anomalies.. 2) With anomalies resulting in : Failure Analysis Continuow emphasis has been placed on the S-1C Failure Analysis program. A total of eighty-two failure analysis test were completed during the reporting period. Operating procedures were revised during FY 1968 t o improve processing and analysis of failed hardware. Number of EQA's performed, during F Y 1968.. NOTE: Some EQA's resulted in more than one type of change. c) Number of EQAts performed remaining open ......................... d) A11 QMTts performed are open. e) Number of hardware problem analyses performed F'Y 1968 f) Number of discrepancy checks idsued FY 1968...*.r..rrea.*.e.-o..*..e=~...*. 19 ............. 138 39 D5-12601-5 �Oata Gallect~on artd Analysis During F Y 1968, 525 special computer printouts concernirrg faifure data were supplied to requesting organfzafioas by the Launch Systems Branch Reliability Data Center. These special printouts were reqaired to @upportsuch varied actfvitfae m product mcsaurmca, hurnaa engineering, and logistics. L A totrh of 789 Boeing Investigation and Corrective Action Requests (BICAR") were initiated by the Launch Systems Branch or assigned to Bming by NASA during F Y f 968, 8even hundred Urirty-five of these werecloered, and 54 r e m a n open and are programmed for completion aMf closeout during the first quarter of FP 1969. Continuous effort is being expended to isolate repetitive failure trends. Some of these collective analyses have resulted in further laboratory analysis and/or design corrective action, The requests for design corrective action are included in the BICAR statistics above. A total of 84 NASA "ALERTS" (problems experienced by other NASA centers and contractors) were received and evaluated for 6-IC impact during FY 1968. Seventyfive were closed; nine remain open, Refiability Audits The results of the FY 1968 reliability audits of compliance with the reliability requirements as defined by D5-11013, "Reliability Program Plan," and related documentation have been published for the first three quarters of FY 1968. These three quarterly "Reliability Program Status" reports were D5-13747-3, D5-13747-4, and 05-13757-1. The "Reliability Pro=am Status" report for the fourth quarter FY 1968 will be published after the end of the fourth quarter and will be designated D5-13757-2. The review included analysis of specifications, qudification, receiving inspection, functional test, vendor surveillance, and failure history. As a result of the review, recommendations were made for strengthenina; product quality of piece parts and standards. These recommendations resulted in tighter receiving inspection, increased vendor surveillrmae, and inoremced equipment quality analysis activity. Also, an engjneering review board recommended action on 34 critical piece parts for either new specifications, revised specifications, or higher level of qualification, Those recommendations were approved by the S-IC Chief Engineer and are in process of being implennenbd. Reliability Analysis Model Work continued during this report period in support of the reliability analysis model. This model delineates ground rules for providing S-IC stage reliability data I Reliability to MSFC as an input into the MSFC Level X Analysis Model (RAM). Failure effect analysis loadsheets, non-critical cables lists , criticality determination loadsheets , symbolic block diagrams, and engineering critical components lists for S-IC-3 and S-IC-4 have been completed and transmitted to MSFC. Faiture Management by UCR Task Force and Assessment Board During FY 1967, a task force was established to assure that all Unplanned Event Records (UER) and Unsatisfactory condition Reports (UCR) were properly dispositioned , failure analyses completed, program corrective actions taken, and flight readiness actions specified prior to the AS-501 flight. Major functions performed were: a) Classification of all S-IC program failures by their criticality as assessed in relation to S-IC-1 launch effect; b Establishment and implementation of a workable failure and failed hardware activity tracking system; and c) Support to the UERNCR Assessment Board, which was established based on the task force finding that program corrective actions could not be ,completed on all failures in time to meet the launch date. Product Quality Survey Work continued on the "Product Quality Survey" during this report period. This survey, which was initiated during FY 1967, reviews and updates existing GSE failure mode and effect analyses. This updating covers hardware and time intervals not previously analyzed, identifies single failures that could cause abort, and identifies single failures that could cause loss of stage vehicle o r crew. As a part of the product quality survey, an in-depth review was made of all $-IC stage piece parts and standards, This review was conducted by Engineering, Quality and RellaE>ifityAssurance , and 0perat;fom. f35-52601-5 Assessment Board members were the S-IC Chief Engimer ,Q&RA representative, Product Assurance manager and the UCR task force manager, , 53 �I The itshiesamcnt Board reviewed all w e s o l v e d failures and evvluatccl the risk each might have on the AS-501 launch and flight to assess Boelng's 8-IC flight readincss position. R e l i a b L ~Program Ptesentations The monthly S-IC reliability program status was presented to NSFC on February 19, March 18, aad April 16, 1968. The general outline of these presenWions is as follows: Activities of relihility and ssordinaaon sf b) c) dl e) 0 g) h) committcre; Summarize ECP's initiated, c h w-e d , o r s t o ~ v e d because of reliability activities; -- Summary of ECP1s reviewed by reliability organizations ; Failure reporting and correction action; Human factors; F M ~ E A ' S ,reliability predictions and assessReliability test; P a r t s program activity; j) Materials and processes activity; Boeing selected areas from 65-18 history approach, philosophy; and k) Significant changes in program o r organization. I) Since July 1967, the reliability coordination committee has held bi-monthly meetings to implement corrective actions required to eliminate S-IC reliability deficiencies , all of these actions were completed by December 29, 1967, Two NASA/Boeing meetings concerning reliability program deficiencies and planned corrective actions were held August 91, 1967 and September 5, 1967. These meetings presented The Boeing Company's positiotl and planning to implement an effective S-IC reliability program, Another meeting was held on December 7, 1967 to report the status of the 6-IC reliability program and discuss associabd prablems. Growth of Assessed Reliability for S-IC Figure 2-22 depicts the growth of assessed reliability for the S-IC stage. MANUFACTURING DEVELOPMENT The Manufacturing Development organization, a part of the Boeing/Michoud Operations organization, supports manufacturing in all areas necessary for the production of S-IC stages. This organization works closely with Engineering Design and other technological groups, and maintains constant surveillance on new trends in materials, design, and techniques that a r e applicAle to the Boeing/Michoud S-IC program. WELD DEVELOPMENT TANK SKtN TEE STIFFENER CRACKS At Michoud Engineering's request, a weld repair program war, devised to repair tee stiffener web cracks. Since minimum heating in skin membrane was desired, the following heat sink methods were employed on simulated repair weld panels: copper chill blocks were placed adjacent to the manual 'i'ungstenInert G a s (TIG) repair on ofie side of the skin membrane, and dry ice was held in place on the opposite side of the skin membrane. As a result, heat-affected membrane areas of the simu-. lated repair weld did not exceed 300°F, and this repair procedure was adopted in lieu of riveted doublers for future tee stiffener crack repairs. 6UX DUCT LINE MODIFICATION Figure 2-22 54 Growth of Assessed Reliability1-S-IC Stage Manufacturing Development was requested by Michoud Engineeriag to assist in high priority prototype weld fabrication of an S-IC GOX line duct. This work bvolved manual ETA (Gas TungsWben Arc) D5-12601-5 �1 I welding of A-286 alloy with Hasteltoy W filler wire DIAPHRAGM TEST HARDWARE ' and was initiated after reliability tests [static pressure plus induced vibratory stress) resdted in fillet weld failures. Engineering redesigned the COX duct line by deleting four fillet welded gussets qnd replacing them with an attachment flange with 400 p r c e n t penetration single ves weld joints, yabrlcatfon of needed weld tooling and establishment of welding sequence was then undertaken by Manufacturing Development. Upon completion of this redesign, reliability testing established acceptability of the redesigned assembly, As a part of Boeingls company-sponsored activities at Michoud, two flat bulkhead tank assemblies were completed this year in support of Boeing/Nmtsville Engineering. Fabrication of these tanks was part of a program initiated by Huntsville to determine. the feasibility of replacing forward S-IC bulkheads with flat diaphragm bulkheads. MACHINING AND FORMING SATURN S-rC REPAIR WELD HISTORY ELECTROMAONETIC C Q ~ LREPOTTING AND MANUFACTURING FACILITY ESTABLISHMENT STUDY Repair welding a t Miehoud is monitored by the Manufacturing Development organization. Records of repair weld frequency include the S-IC-15 stage. Figure 2-23 is a data plot, which includes 1968 repair weld frequency. Accumulative percentage of required repair welde through March 1968 was 0.605 percent, This compares favorably with the March 1967 average of 0.614 percent, During the reporting period, a repotting procedure, including tooling, was established for repairing o r buklding new 4-1/2-inch diameter electromagnetic coils that a r e used with the high-energy capacitor discharge unit to correct contour distortions on the S-KC. Damage occurs to these coils when part of the polyurethane potting compound separates from the coil or when a dielectric breakdown of the pot- I AlRS/100" OF WELD) Figure 2-23 D5-12601-5 S-IC Repait Weld Frequency 55 �1. ting occurs. f n thc past, dnmaged forming coils wcrc sent lo itnother fscility to be repairad. This usuaily took rtbaitt three months. I t is now possible to repair a rlamnged coii at X-lichoud in five days. It is also possible to produce new coils to alleviate tkc pmscnt shortnge and to evaluate coil efficiency for various dcslgns, close tolerance requirements, an orbital fIaring concept developed by NASAfMSFC was evaluated. This concept, which utilized a cone and die cartridge assembly may alleviate the misalignment problem encountered with the conventional Leonard 3CP machines. Its use will possibly enable certification of only one machine oapable of ueing varying tube sizes. STRESS RELIEF WITH VlBRELlEF MACHINE CHEMtCAL PROCESSES An evaluation was made of sonic vibration for s t r e s s relieving metal parts warped by machining, welding, o r hcnt treating, This was done to find a method for expediting the flattening of base heat-shield panels warped during test firing of the S-IC-4 stage s o that these panels could be used on the S-IC-8. T e s t s conducted using a Vibrelief machine manufnctured by Lodding Engineering Corporation were unsuccessful; therefore, sonic vibration for s t r e s s rclicving metal parts of the S J C vehicle i s not considered practical a t this time. Further research on this method i s necessary to expand its potential for future production use. IFFU US ION BONDING CAPABILITIES AT BOElNGlMlCHOUD The growing importance of diffusion bonded assemblies in aerospace applications prompted a study of limitations and capabilities within the Boeing/ Michoud facility. One of the objectives of this study is the development of a sub-scale facility in which various concepts relative to the production of a true diffusion bonded assembly may be evaluated. Successful solid-state diffusion bonding of Ti-6A1-4V (titanium alloy) to itself has been achieved with little difficulty. Solid-state bonding of 6061 aluminum to itself has also been achieved with the use of a copper interleaf. Efforts a r e continuing to diffusion bond aluminum to itself without the use of an interleaf. As a part of this effort, an evaluation is being made of a process by which component specimens a r e protected from atmospheric contamination by being totally immersed i n a cleaning solution a t each stage of the cleaning process. While still immersed in the final cleaning solution, the components a r e transferred to a vacuum chamber within the furnace. This chamber, containing the same solution, is then sealed, pumped out, and back-filled with argon. Diffusion bonding then takes place in this argon atmosphere. AIR POlLUTlON CONTROL Many Boeing suppliers are located in Los Angeles County, California, where a i r pollution control regulations have been put into effect. Since there is a trend toward increased legislation regulating permissible contamination, Manufacturing Development is conducting a survey of current control regulations and legislation. Boeing/Seattle has already found it necessary to modify one process specification to meet Los Angeles County requirements. Possible replacement processes for Boeing specifieations that do not meet Los Angeles County air pollution standards a r e being investigated. HIGH TEMPERATURE RESIN FOR ELECTROMAGNETIC FORMING COIL ENCAPSULATION Several materials have been examined for electromagnetic forming coil encapsulation. Criteria for evaluation included high-impact strength, hightemperature stability, and a hardness comparable to cured polyurethane resin, the material that is used to pot coils for ambient use. Representative formulations of the following three different types of material have been selected for further development: a temperature-resistant epoxy resin, a high-. : strength silicone rubber, and a high-temperatureresistant polyaromatic. ' EVALUATION OF ZlNC PAINT COATINGS FOR STEEL TABLES IN VAB A zinc paint coating was applied to one section of a steel turntable in the VAB and was found to resist the corrosion that normally occurs. Plans have been made to apply this coating to the three turntables in the VAB. This will result in a labor Cost savings. . �reinforced with advanced filaments, such as oron, in lieu of normal glass fibers. The result is a high-strength, high-stiffness , low-weight material with major structural applicstiom Fabrication data and experience on a laboratory basis is being gained for possible use e stages bepond the S-XC-5. Tensile and flexural test p-la of boron filaments in an epoxy matrix have been fabricated and tested, and continued evaluation is planned for combined boron filament/gtass cornpoaites where advantage can be taken of the high strength of boron filaments and the low c w t of QbaOnen, . ELECTRICAVELECTRONICS SHEET M PROGRAM DEVELOPMENT SYSTEMS During this reporting period a product analysis function was established in the source control group. As a result, undesirable trends, potential problem areas, and deficiencies, can now be detected by review and evaluation of Equipment Quality Analysis ( E W )reports, Unplanned Event Records (UER1s), fdlus%/defecl data, receiving fmpe~Woa~ ( I ~ o F E B I , laboratory reports, and other pertinent data, and action as necessary will be initiated to correct the same. E MOLDS FOR ELECTRICAL CABLES During the reporting period, a technique was devefoped for polyethylene molds to be produced for use in electrical cable production. A .O4-inch thick polyethylene molding materid i s used since it is semi-transparent, semi-ridged , i s eaaily trimmed, and requires no mold release. The molds axe made on a commercial RAY-VAC vacuum-form machine, which has a 24 by 24-inch capacity. The sheet polyethylene, while hot, is formed over a die by pulling a vacuum under the mandrel. Significant savings can be realized by using sheet plastic molds since they can be reproduced at the rate of one per minute on the RAY -VAC machine. IMPROVED MANUFACTURING TECHNIQUES During FY 1968, Boeing/Michoud worked with tool eupaliesa ts d w e I ~ pa z q y inapx~vedmmubacW= imVB be@n komqusB * T h s ~ ewahalmB@ "*d in Boeing Operations experience retention documents dealing with the following subjects: a) b) c) d) QUALITY ASSURANCE "Portable and Perishable Tools;" "Cryogenic Hardware Processing;" "Machine Shop Modernization;" and "Weld Fabrication of Large 22 19 Aluminum S-IC Booster Components. " In relation to the above mentioned improved mamifacturing techniques, Boeing/Michoud developed a presentation that points out how American industxy as a whole has benefited from the improved techniques developed. This presentation was made to the Subcommittee on NASA Oversight, Committee on Science and Astronautics, U, S, House of Representatives, and t o key personnel a%MSFC, A mechanized priority system was implemented in the mechanized procurement system during FY 1968. The receiving inspection daily status report now displays status and estimated completion dates for each priority item. A new "Work Plan" format for source surveillance and inspection has been completed. A source coordinator visited all field locations for the purpose of conducting an indoctrination course of the new plan. NASA representatives in the receiving inspection area audited the receival of gases during the month of Aunust 1961. Recommended actions were made to re&e that each receipt be chemically tested for all attributes of the procurement specification or have the vendor supply certified test data. Purchase orders were changed to require that certified test data be furnished with each receipt. A revbed system far planning inspections of government haisbed equipment has been put intoeffect. A detailed inspection record repIaced the previous "blanket" planning. A receiving inspection/source control work plan has been developed that provides for unified and coordinated inspection effort from release of purchase order until delivery of hardware to the production store. A review of the piece part inspection plans and failure rejection history was conducted during the fiscal year. The aim of this review was to reduce inspection when possible to do so without compromising the quality of the end product. The end result of this review was that inspection wa8 reduced �on certain parts, tncrcascd on some, and remained the s m e on others. d) Eddy current inspection for detecting surface cracks in steel spherical bearings and housings; The computerized Q&RA configuration accountability system was implemented during the redelivery of 5-IC-3 and was proven to be fully operatiannf d u r l a the rodellvery of tb 8-IC-4, This system i s a s e r i e s of interrelated comptiter programs that mechanize the configuration evaluation and accounting systems. I t will be implemented a t KSC for 5-16 -4 and on. e) Eddy current technique for detecting surface cracks in nonmetallic ablative coating; ft A system to provide visual and audible alarm at a remote location of the presence of a fuel leak; gj A system with an automatic tube feed that inspects lengths of aluminum tubing for rejectable surface defects with a visual and audible MT;P Q&TZA wnca reorgarixzed during FY 1988 to form a Qualitaf Engineering support section in addition to the existing test inspection and configuration accountability s e c t i o h , This reorganization provides overall quality program coverage for the MTF portion of the S-IC program. MTF Q&RA initiated the development of a computerized t'ab run system which provides an automatic recap system for all tests, a daily status report, and a work scheduling report. The tab run is a daily updated listing of all open, planned and unplanned, paper listed by location, milestone, and test event prerequisites. This system has resulted in an estimated savings of $84,000 annually at MTF darm; h) A new method of preparing mounts of titanium fasteners has been developed and implemented. The new method provides for mounting the fasteners in full section and then surface grinding, instead of splitting, on the cutoff machine. This provides a much superior specimen, with no cutting burns, which was very difficult to obtain previously; and i) A new test fixture was developed in the physical test laboratory to do torque and tensile tests on nut plates and other self-locking fasteners. The fixture reduces setup time and improves testing capabilities. . A facilities inspection plan was established by MTF Q&RA for inspection of preventive maintenance accomplished on all critical systems where &&RA is required to control functional configuration o r cleanliness level. Planning for 4 1 facilities work is being reviewed by Q&RA for quality requirements. The MTF &&RA organization also initiated a program of periodic inspection and preventive maintenance of government furnished property not formerly included in the preventive maintenance program. The development of nondestructive testing techniques is continuing. At the present time, the following techniques a r e under investigation and development: a) Crack detection in drilled holes - objective is to develop an ultrasonic technique and portable instrument to rapidly detect cracks in the sides of drilled holes with ultrasonic surface waves; b) Comparison of nondestructive test methods for weld inspection objective to compare the capabilities of visual, X-ray, eddy current, and ultrasonics to detect defects in welds using actual defects a s determined by destructive inspection as the standard; c) Soldering capability of printed circuit (PC) board objective is to develop an eddy current technique and instrument to determine the capabiuty of PC boards to produce an accept- TECWMMUES The development and documentation of nondestructive testing techniques continued during the reporting period. Techniques developed that further enhance our ability to verify the integrity of S-IC components are: a) Eddy current thickness measurement of nonmetallic coating; b) Ultrasonle mtrmuretment of metal Chicknesa from one side ; 6) 58 Eddy current techniques for identifying 3-nuts of different tempers; - - able @olderosmction; d) - Surface roughness measurements objective to develop an eddy current technique and portable instrument to rapidly measure surface roughness of machined surfaces; D5-1260 1-5 �- propagation dekction objective to p an ultrasonic technique (acoustic emission) to detect the propagation of cracks metals. Particularly directed toward longm stress corrosion crack generation in red structures; I - f) Weld penetratiqn monitoring objective to develop an infrared technique that measured the depth of weld penetration during welding process; g) Pene-trmt capabilities objecttve to compare the capabilities of selected penetrants to detect surface cracks in metal; and h) Ultrasonic hand scanner objective to evaluate the performance and capabilities of an ultrasonic system utilizing a portable hand scanner for spot weld inspection and other selected applications. - c) LABORATORY INSPECTION PROCEOURES The basic technical document for Factory Operatiomfiest Inspection, D5-11982, "Special Inspection Procedures" is continually being updated and expanded as necessary to reflect changes in hardware. The basic technique document for Factory Operations/'Test Inspection, D5-11997, "Quality Technical Instruction'', is also being updated and expanded as necessary to reflect the adoption of new techniques as they are developed. "Sampling Procedures for Fluids and Gases", Document D5-13666, is being rewritten to establish guidelines for all gas and fluid systems at MTF. This rewrite develops the criteria for systems sampling rather than components sampling and provides a single source for fluid cleanliness control. The end result will be the development of a composite Document D5-12855, "Cleaning, Testing and Handling of Oxygen, Fuel and Pneumatic Components", which will include the requirements and control methods to be applied to stage and support facility s y s t e m . Set up criteria for accepted certified vendor test data in lieu of in-house functional testing; b) Assure compliance to all safety standards during LOX compatibiZity testing of materials; and D5-126060-5 An additional portable magnetic particle tester ww reaeived and cer#fied for reaeivfnyr inspeation nondestructive testing; 6) Two new particle identification kits were received by the quality evaluation laboratories. These kits contain slides of identified contaminants that will aid in the identification of unknown contaminants found in clean environments or on cleaned parts; c) Two 23 by 70 inch "Mylar Flol' laminar flow benches were received and installed for contamination control and receiving inspection, These benches greatly increase the capabilities of both areas by providing a clean environment for inspecting larger clean parts and a second area for performing particulate contamination analysis; d) Receiving inspection acquired five additional 10-power lighted inspection glasses to aid in inspection of electrical circuits and other small electrical parts; e) The metallurgical laboratory received a set of eight electrical conductivity standards ranging from 1.0 percent to 101.2 percent, International Association of Copper Standards (IACS) to be used for the verification of heat treatment of alloy by eddy current method; f) Receiving inspection has received a Model PT-1033-8 Product-0-Ron for precision measurement of roundness and geometrical relationship. This instrument records measurements on recording discs to an accuracy of -+ 0.0000025"; and g) A portable vacuum tweezer system unit was received by the quality evaluation laboratories, This unit will enable personnel to collect and separate particles greater than .05" and, when wed with the Swinny Hypodermic Adapter, to Procedures have also been developed during the fiscal year tb: a) - TOOLS AND EQUIPMENT Following is a partial listing of tools and equipment that have been obtained and put into use during the reporting period: a) - Provide a method of obtaining and m a i n t a i n t ~ a record of corrective actions taken by suppliers on discrepant hardware. 59 �$ - collect particles lcss than ,OB" on 13mm dinnteter filters for conLmination and spectron acopic ,malysfs;i. a U A t l f V ASSURANCE ACTIVITIES QUALITY ENGlNEERlNG RNIWS - During the fiscnl year, quality engineering reviewed 75 engineering drawings, 330 engineering orders, 52 supplier acceptance test procedures, 330 supplier cleaninz tiocuments, and 110 company specifications for compli,ancc with the requirements of EN-I-V-S-IC68-13. Thcy nlso participated in six critical design INPLANT AUDITS SPECIAL AUDITS SUPPLIER AUDITS Figure 2-24 reviewe for supplier furnished bardware. QUACITY AUDITS Figure 2-24 denotes the quality program audits performed during F Y 1968. A total of 55 audits were made, sixteen of these were inplant, 13 were in special categories, and the remaining 26 were audits of Boeing suppliers. Audits performed resulted in a total of 467 discrepancies. The 26 audits of Boeing suppliers resulted in the identification of 54 system and hardware discrepancies. The not& ddlscrepanciee have been resolved, o r a r e in work at this time, �i SOURCE EVALUATION AND SURVEILLANCE The Michoud source control chart room has been expanded into an effective supplier performance and hardware problem analysis function. Supplier performance review charts are maintained that reflect both satisfactory and unsatisf acbry supplier performances, This technique provides source control management with the aides necessary to assess manpower requirements and placement, arrd permits a decrease in source control surveillance of suppliers with coqtinuoue satisfactory performance and a concmtration of carrective effort on those suppliers with current hardware or system deficiencies, Nonconformance data is analyzed, categorized, and displayed in the source control chart room in such a manner that impact problems and discrepancy trends a r e reedily recognized. This visibility provides a means of initiating timely corrective action of noted deficiencies, meaningful assessment of representative's performance, and effective product improvement. Product nonconformances are classified into one of four categories; critical hardware failures, noncritical hardware failures, critical hardware defects, and noncritical hardware defects, The number of nonconformances allowed to accumulate against a supplier before initiating positive remedial acffon depends upon the classification of the deficiemy as follows: Category f - Category II I Category ItI - Category IV - Critical Hardware Failure One Unit - Noncritical Hardware Failure Two Units Critical Hardware Defects Two Units - - Noncritical Hardware Defects Three Units - When supplier performance review charts indicate that a supplier is deficient in one o r more of the above categories, a product analysis report is generated. This report, which describes the deficiency in detail, is then forwarded to the cognizant source representative and a date by which the representative must ensure that the supplier has taken appro~ r i a t ecorrective and nonrecurrence actions is established. When analysis of a hardware deficiency indicates that previously delivered hardware and/or hardware currently in production c d d be affected by the same anomaly, the cugnfzmt representative fe - immediately notified by telephone. The problem is discussed and a decision made relative to withholding acceptance of hardware at the supplier's facility until the problem is resolved. When deficiencies in a product are considered to be of sufficient magnitude to withhold shipment, all affected inhouse materiel and quality control personnel are notified. This notification includes a description of the deficiency and the justification for withholding acceptance, Upon resolution of the reported deficiency, the representative is required to return the product analysis report, containing a complete description of the correotive action taken, to the Source Control offkre, The stated corrective actton is reviewed for adequacy and, if acceptable, retained by the supplier performance review group for future reference. Thh continual evaluation of supplier performance assures the delivery of high-quality products and provides the necessary management tools for maximum source control effectiveness. The practice of periodically performing in-depth hardware analyses and quality and process control systems reviews at selected supplier facilities has been formalized under Change Order MTCH-728, "Quality Maintenance Program. The purpose of the Quality Maintenance Program is to provide additional confidence that existing hardware will perform as intended and/or qualified, emphasizing critical hardware and hardware with no apparent problems. (A more complete description of the Quality Maintenance Program can be found on page 63 of this document.) A document has been released defining Quality Maintenance Program requirements, selected suppliers, and the tentative schedule for review. As now constituted, source control is responsible for constructing all review plans, scheduling and coordinating review team activities, providing team captains, and assuring that suppliers correct all noted deficiencies. Suppliers selected for review under the Quality Maintenance Program will be reviewed annually throughout the life of their contracts. The process control function has been realigned, Work plan surveillance is now being maintained at processors in the Southeastern area, The surveillance schedule provides for a minimum of two visits annually to each processor. All process survey and surveiIlance activity is now being handled through the Michoud source control office. RECEIVING INSPECTKIN The Xichoud receiving inspection group inspected and processed 32,539 lots during FY 1968, , I �QUALiN NALUATION LABORATORIES During 1988 mnjor investigations were conducted by the quality evaluation I,&oratories, Some of these investigations were: a) b) c) 62 An Pnvosttgntion of the possibility of corrosion of thc Saturn V fuel tank by microbial cont.unination found in RP-l fuel in February 1967 has k e n completed, No visual evidence of pitting o r any form of corrosion were noted on iridito test $-tripsof 2219 and 7075 dumfnurn aoys, Failure analysis of a cracked nut submitted to the quality cvduation laboratory by KSC d e t e r mined the failure to be due to s t r e s s corrosion crnektng. Thc basic material of the nut is 303 stainless steel. Intergranular corrosion was evident. Susccptibility to such a t h c k is attributed to excessive c ~ r b i d eprecipitate at the grnin boundaries. Carbon combines with chromium in the steel and may precipitate out a s chromium carbide at the grain boundaries during This and in s o doing i t depleted the chromium in the areas the and hence made the susceptible to intergranular attack, as chromium i s the main element for resistance to corrosion. A 300 s e r i e s alloy, such a s 304L o r 316L, with much lower carbon content that 308 has been discovered to be much l e s s susceptible to a t t s k , Periodic cracking when flaring 1/4 by .035 inch wall 606 1-T6 aluminum tubing has been a manufacturing problem for Some time. Nearly all such tubing has been procured from Alcoa to MIL-T7081 specification. Laboratory testing of this tubing has found it to meet the mechanical property and chemical requirements of the procurement specification. Flaring is done to MS33584 drawing, From considerable testing and examining done, regarding this problem, it is apparent that optimum conditions must exist in the tubing (including ideal chemical composition) before it can be consistently flared in the T6 condition. Very sIight discontinuities readily become crack initiators, Flaring tests on a sample of recently received similar tubing manufactured by Reynolds found it to flare acceptable. Comparison tests with Alcoa smples showed some difference in chemical composition, though both manufacturers were within specification requirements. Magnesium, f o r example, was 1.2 pex%f'cent irt the Reynolds tubing and 0.86 percent in Alcoa. Mechanical properties were determined to be essentially the same. General surface condition, though different (mottled on Reynolds and smooth on Alcoa) is not believed to be directly accountable for success or failure in flaring. Further testing is being done but at the present time it appears that chemical composition is a key factor in the resolution of the problem. PRODUCTION INSPECTION Ikicrementd in-process inspection co-hcidont d t h the build-up of the S-IC stage is continuing. The Quality and Reliability organization is providing support to Engineering for qualification t e s t i q , reliability testing and development testing. DUALITY ASSURANCE ACTIVITIES (MTF) Duality Engineering Review During F Y 1968, quality engineering reviewed 160 facility maintenance instructions, 39 acceptance test procedures, document D5-11789-100 test procedures, Bnd all inshplctionso The used were conformance to the end item test plan and IN-IY-S-1C-65- 13 requirements, and the incorporation of prerequisites, correct sequence, and safety requirements, Configuration Accountability The MTF GSE/MSE configuration definition was established by comparing the engineering "asdesigned" and the "as-built" configuration, This configuration assessment establishes the baseline necessary to support the development of modification programs. The "as-built1' configuration was used extensively in the review and development of the planned modifications to incorporate the engineering change proposals required to update the S-IC pneumatic console. S-IC-4 and -5 analysis data showed that Systems A Dynisco Pressure Transducers in use had a high failure rate. Investigation showed that, when the transducers were first received, they were discovered to have an unstable zero. The 150 transducers were returned to the vendor, where some of the potting was removed to allow the compensating network to be rebalanced. fnspection of the failed transducer also showed that the unsupported bridge compensating coil had failed due to metat fatigue. A substitate type of p r e s w r e traasducer was obtained and put in use, . D5-12601-5 �- --. [JRANCE A WIwa. WAC& AANCE The objcctive of the Product Performance Assurance function a t Michoud is to provide incrcwcd confidcnoe and assurance to both Boeing Management and NASA that activities critical to the mission o r program a r e ntified , planned, and accomplished. The organizarts directly to the Boeing Michoud Manager and im in discharG-ing his obligations for $uccessstags nigh*, ft is raspomible for monitoring. and assessing the adequacy of technical disciplines throughout design, production and test, and the integratfon of these disciplines to ensure total product integrity and st'age flight readiness, with supporting data. During FY 1968, Product Performance Assurance activlties were characterized by a continuation of a riskassessment approach and the promotion of techniques to strengthen disciplines to minimize o r eliminate identified risks. Particular emphasis was placed on greater focal-point administration of the three closely related disciplines of system safety, reliability, and quality assurance to provide for increased task selectivity within and among these three disciplines and the implcmenhtion of selected tasks in order of assurance effectiveness. STAGE FLIGHT READINESS ASSESSMENTS The final AS-501 formal flight readiness assessment of the S-IC-1 stage was conducted during the Apollo Program ~ i r e c t o r ' ; Flight Readiness Review on October 19, 1967. The MSFC Saturn V Program Manager's Pre-Flight Review (PMPFR) for the S-IC-2 stage portion of the AS-502 vehicle was held on January 16, 1968. This review was preceded by a similar review at the IHSFC Stage Manager's level on January 9, 1968. The PMPFR presentation consisted of an overall stage contractor and stage manager's assessment, plus a ~ystem-by-system review of the stage and its peculiar GSE. The final flight readiness assessment of the S-IC-2 stage was conducted during the Apollo Program Director's Flight Readiness Review on March 11, 1968. On April 4, 1968, the S-IC-2 stage was flown successfully. However, the second and third stages experienced some engine difficulties during the flight necessitating certain changes to the AS-502 mission profile. D5-12601-5 Both the AS-501 and AS-502 were unmanned flights. In the last quarter of FY 1968, NASA designated the AS-503 (s-IC-3 stage) as the first manned flight, Assessments of S-IC stage flight readiness ( a Product Assurance activity) a r e supported and validated through reviews by the Boeing Performance Board and Launch Readiness Board (see page 71, which consists of top management representatives from all Boeing/Saturn Programs. The Manager of Product Performance Assurance serves a s Secretary of the Performance Board. RISK APPRAISAL CYCLE Work continued during the reporting period on assuring the technical and performance integrity of the S-IC stage by strengthening the means fox timely identification of problem sources and dispositions, known a s the risk appraisal cycle, Figure 2-25 illustrates the sources of problems and screening processes used to arrive at whether there is any r i s k to the solution and if s o , is the r i s k acceptable for the next launch o r does further action have to be taken before the next launch. This activity is the cornerstone for arriving at stage flight readiness assessments a s discussed above. QUALITY MAINTENANCE ASSURANCE In February 1.967, ~oeing/Michoudinitiated a program to further assure the quality of vendor hardware, with primary emphasis on that hardware where failure could cause loss of crew or stage (reliability critical hardware) . During FY 1968, this activity was expanded under Change Order MICH-544 issued in July 1967 and Change Order MICH-723 issued in March 1968. The major areas constituting this program are: a) Michoud management team motivation visits to vendors to re-emphasize the significance of their hardware in successful Saturn V launches; b) In-depth audit of documentation associated with the engineering and procurement cycle for reliability critical hardware; c) Physical identification of hardware (and associated documentation) as reliability critical to highlight its unique stature in the function of the stage o r GSE ; 63 �SOURCES AND D l SPOSTION OF PROBLEMS RISK APPRAISAL CYCE 1 O P E N WORK L R B - ACTION BEFORE NEXT LAUNCH ACTION - - Z . POTCNTIAL TECHNICAL CONCLRN 1 + "TOP TEN" I ASSURANCE A R E A S O F CONCERN I I EVIEW A N D ASSESSMENT POlNfS AFTER P E R F O R M A N C E BOARD LRB Figure 2-25 S-tC Risk Appraisal Cycle d) Hardware review at vendors for such disciplines a s receiving inspection, processing methods, and quality control standards; e) Quality hardware analysis of vendor hardware consisting of both destructive and non-destructive testing; and f) Design confidence tests consisting of selected testing modes to augment and reinforce the qudification test program. Considerable progress was made during this fiscal year in accomplishing these objectives which are time phased for completion by the end of 1970. Results to date are contributing to increased confidence in total product integrity. Figure 2-26 is illustrative of the visibility given to this effort in the ~oefn&tXIZichoud Program Control Center. I #FAILURE A N D CORRECTIVE ACTION PROGRAM Continued emphasis was given to the area of hardware failures to further improve the disciplines involved in identifying, evaluating, tracking, and closing out such failures on a timely basis. A closed-loop system was established between Michoud and Boeing Atlantic Test C enter to provide for "real-time" visibility on failures. Also, a Failure Review and Assessment Board was created to review, assess, and dispose of W s e failures impacting the next launch. This board is composed of representatives from Engineering and Product Performance Assurance. SYSTEM OPERATION A N D S A F E N ASSURANCE An 5-IC Integrated Safety Program was established in October of 1967 under the administration of Product I �Figure 2-27 Figure 2-26 5-IC Organizational Safety Relationship Quality Maintenance Program PesEormfmaa Aaeurace, TMhfr pragrrun 18 respamiw to Boeing Corporate Policies and NASA requirements, The nwel aspect of t h i s program is that it combines and integrates the heretofore separate industrial and system safety into one safety plan and calls for organizational ancillary plans responsive to this master plan. Product Performance Assurance controls and maintains the master plan, approves the ancillary plans to ensure total safety integration and compatibility, chair the S-IC Safety Board consisting of organizational representatives and provides program direction as recorn mended by the Board. This arrangement provides for a single safety focal point for increased management control and improved visibility of safety performance versus assigned tasks. Figure 2-27 illustrates the organizational safety relationships including the composition of the S-fC Safety Board while Figure 2-28 depicts the controlling safety documentation for this integrated safety program. The S-IC Safety Board is chartered as a management working group to provide the means by which the combined attention of all organizations can be directed toward assuring safety excellence in the S-IC program. The Board meets on a regular basis and provides sui effective tool for the integration of organizational acb tivities relating to hazard tdentification m d control, Visibility on these activities is m-d in the Boeing/Michoud Program Control Center, Figure 2-28 Integrated Safety Program Controlling Documentation The line control safety effort is recognized as a continuing vital element in the master safety plan as is the Line Control Safety Council of line safety directors. This Council, as an adjunct to the S-IC Safety Board, continues to specifically assist line supervision assigned to production, test, and laboratory operations in carrying out their line control responsibilities. PRE-OPERATIONAL SAFETY REVIEW During F Y 1968, a pre-operational system safety review of the S-K-1 and -2 was held at KSC to provide for increersed safety assurance. This was carried �out aa part of a total system safety review of the AS561 aad 4 0 2 under Program Directives 44 and 44%. The purpose of these directives, as they relate to BoeIng Schedule I, is: a) - b, 44 - Provide correlation of the S-IC-1 configuration baseline and m a w e #at the 84G-1 launch vehicle, design, hardware, test specifications and criteria, software, and test procedures were consistent and compatible. '* - ments within Schedule I design'yetern 'lea and/or glosurance respansibiljtty are technfc* accurate, adequate, consistent, and cornn patible for AS-502 and -503, GSE, and KSC facilities. MSFC SYSTEM SAFETY NETWORK NEW T E CHN ()LOGY During 1968, a total of 54 New Technology disclosures were reported from Schedule I. One such item, which should have broad appeal, is a technique for makiw view graphs very quickly from expendable printsd matter, such a s magazines. The resulting transparancies mW be either in Or and white* , DELIVERABLE DATA Data submitted during PY 2868, in oompliance with the requirements of Contrwt NAS8-5608 (Schedules I & IA), are included in Append& D. Delivery of these items was in accordance with requirements wt forth in Document IN-I-VS-IC-67-10, "5-IC Progpaaa Deliverable Data. l1 TECHNICAL SUPPORT DATA . ��SUMMARY Facilities improvement activities at Michoitd during the fiscal year were concerned with fmprovcment of Boeiw/Alichoud production and fnbricntion capabilities. A s R pnpt of this program, flve numerically controlled machines nwre iwtalled and checked-out. Rearrnngoment and removal of outmoded machinery is also being accomplished. certain stores areas in the factory building, Boeing's activation tasks at the Miesissippi Test Facility were completed during F Y 1867. The formal letter acknowledging completion of the required tasks by The Boeing Company, was received from NASA on April 18, 1,968. �tion of certain areas nnci a reduction of space required for other functions. The installation of a new GOO0 psi CN2 gas header line In the high pressure test facility was completed during tho third quarter of FY 1968. Also, a request for additibnnl paving at the high pressure test facility was submitted and approved a s a NASA in-house responsibi1it-y. Thn l ~ c wpaving should be completed early in F Y 1969. SUPPORT AND GENERAL P U N T ROCKETDYNE FACILITIES MODIFICATIONS Modifications to the Rocketdyne area of the manufacturing builcting ware accomplished during March 1968. These modifications, which were requested by NASA, consisted of providing an office area and additional clean room capability, upgrading the helium supply, and completing other modifications which provided Rocketdyne with a complete working operation. Also in March 1968, at request, all thermal iwulation b f a n w s were transferred to RockeMyne for fication prior to shipment to KSC, Rocketdyne was also assigned 23,000 square feet of storage space on the south mezzanine to provide the space necessary to store and modify the insulation blankets. for additional equipment and the increasing need for better utilization of ow: existing equipment. It is estimated that there will be over 10,000 general-purpose type items that will be controlled and issued through the centralized store. During the pnst year, a rebuild shop, which allows BoeingJMichoud to rehabilitate machines that would otherwise require outside support, was established. OFFICE Significant progress toward reducing coets on the Saturn program was made during the fourth quarter of FY 1968 by consolidating office space. Plans are to deactivate, in early FY 1969, the entire southeast wing, first floor, of the Office and Engineering Building (No. 350). This will result in a considerable reduction in operations and maintenance costs over the ensuing years. TRAFFIC The Facilities organization, in conj~nctionwith the NASA-Michoud Traffic Safety Board, alleviated a large number of internal safety and traffic problems b.Y installing caution signs at dangerous intersections, adding additional speed limit signs and roadway markings, rerouting traffic and rearranging parking spaces in the parking lots. UTlLlZATlON FACILITIES FOR EQUIPMENT A utifization system for equipment was completed in November 1967 and it will be implemented a s soon as the switchover to third-generation computers is complete. This is an electronic system that monitors utilization of equipment items, such as machine tools and related production suppart equipment. Utilization is defined in terms of equipment run time, time under load, downtime and maintenance time, and is measured and recorded in actual hours on a real-time basis. The system is completely automatic from point of origin to actual recording, and can monitor up to 1000 pieces of equipment. All monitored equipment is connected to a central recording console via hardwire, and utilization of each equipment item is recorded on a machine processible format for computer input. MICHOUD FABRlCATlON PLANS AND ACTIVITIES " - GENERAL R A N T - The Facilities organization has implemented a centralized store concept that incorporates all general-purpose type test and production equipment. This plan was hplemented in view of the decreasing avairabilie of funds 72 STAGE STORAGE Early inFY 1968, it was recognized that there was not sufficient storage area for S-IC stages atMichoud. This inadequacy became a reality when revisions occurred in the transfer and transportation schedules of stages from Michoud to KSC At this time, Facilities planning prepared several proposals and a recommendation to solve this problem. The stage storage plan was presented, accepted, and approved byNASA. To implement the plan, it was necessary to relocate the specimen preparation area and major painting facility, and to double-deck certain stores areas within the plant. . Supplemental Agreement MICE-596 was received in August approving the storage plan. As a result , 14,000 square feet of double-decking was confitructed for storage space (8000 square feet in the factory building and 6000 square feet in the vehicle ' component supply building). Positions 1 and 3 were completed on schedule and supported the revised delivery schedule. Position 2 became available inApril 1968, Alf effort connected withthis project was completed in June 1968, when the floor and ramp repairs were completed. D5-12601-5 �AUGMENTATION, MODERNIZATION, REHAEffLITATIOM A N D REBUILD PROGRAM Approved F Y f 967 funds (Contract NAS8-5606(F)) for modification, replacement, and rehabifitation amounted to $1,895,195, Thesc funds have either been oomc rnitted o r a r e in the processof beingcommitted. During F Y 1968 5930,000 worth of funds were approved f o r Contract NASB-5606(F). b, ' i ' MISSISSIPPI TEST FACILITY P a s t annual progress reports have concentrated on the facilitfes activation &%sirsat MTF During FY 1967, The Boeing Company's facilities activation tasks a t MTF were completed. The letter certifying cornpletion of activation at MTF was submitted to the NAW/MTF Contracts representative for concurpence on January 24, 1968. The letter of completion, recognizing concurrence on the part of The Boeing Company, was reccived by Boeing on April 18, 1968. . S-1C-5 STATIC FlRtNG ACTIVITY The S-IC-5 was installed in the S-IC test stand at MTF on June 29, 1967 (Figure 3-2). Stage electrical connections were completed on July 12, and on July 13, 1967, power was applied. Propellant load tests were eompleted by August 9, 1967, and the stage was successfully static fired for 125.096 seconds a t 6: 14 p.m. , August 25, 1967 (Figure 3-31, The S-IC-5 stage was removed from the static test stand on September If, 1967 (Figure 3-41, and returned to Michoud at approximately noon the following day. Figure 3-4 S-IC-5 Being PROBLEMS ENCOUNTERED AND RESOLVED DURING S' S-IC-5 STATIC FIRING ACTIVITY Figure. 3-2 D5-12601-6 S-IC-5 in Test Stand Thrust Vector Control (TVC) system checkout began July 21, 1967. During checkout, two Hydraulic Research servoactuators were found to be defective. They were returned to the vendor for failure analysis and replaced with serviceable items. TVC system oheelrout was completed August 4, 1967. 73 �XPP-1 tanMag commenced J d y 25, 1567, After tanlciw ha& reached ?O wrcent fill level a shtdrlown ww called due ttz Chc collapse of a fucI emergency drain duct (Ffntra 3-51. An hZTF investigutinb. committee was In~media'delyfosmezl to determine the cause of thLq ini~fcfonk. Spocblad test rbcju$remon~WOFQ orntlhed ts dewmine the recirculation flow m d pressuse charactcristics of the facility fueling system, These tests WCP'C co~niJuctedan J u l y ZF, 1967, and sufficient negative preusttrss were encountered within tire system to have a a u ~ s dthe duet t o coifapse (a ctoscriptiou of the cmses ol Chis oollgf,'se w e @apage 45), dHI a l g a lp~owlXsmt t e s b were 8usprenete-d pending a review and evaluation by the Branch investigation t e r n wNeh was held July 27, XOG7, The facility fael emergency drain duct sysQ S ~ ~ k &$ubst"que~tly q modified a d rehrued to operatSoaal eodi~w;llsatiotl, F i n d Branch investigation t e r n recommenrfations for revising LOX loadp r ~ c d u f e swere complied with prior lo pyaload bstts, which were completed on 4rernreb a re=- ,high pressurr?a, therefore , on August 5 , 1967, i t was removed and replaced. During preparation for the S-IC-5 static firing engine servoactuators were changed out f.4 times because of le&ge, axereme limit cycling, out of specification ia the lock-off-null position, anci piston rod seat leaks out of tolercmce, ". Duriw static firing of thc S-1C-5, a Z-inch piece of tha tarbinn? h i s t tomperatuse maasr~iwtthsrm~colngle crgehd md brake, off, Eta~XreMyaefowd the pigcs in one of the turbine manifold nozzles of engine position 102. The piece trm removed and the exl@ne returned to o p e r a t i o d corrf~wration,a pressure leak check retest was aaQsfactorily performed oa September 8 , 1967, PLtST-STATIC FIRING ACTiWifY Qn A~tgust31, 1967, a stand-up presentsttion ~vmgiven by B w u g to stuumarize the static firing five-day "Qdck Lmk Repot%," This presenbtiaa revealed that '94 perceat of the System "Ar7measurements recorded during static firing of the S-XC-5 \%re good. A lf Certificates of A ccamplishen~tfor completion of the S-XC-5 acceptance test procedures were rebased by September 26, 1967, 8-iC-B STATIC FIRtsNB PREPARATBOM The S-IC-6 stage was shipped from Mic2loud and mrived at MTF on March 1, 1968. The stage w s then placed in the tata at if test ~ h ondN w e h 4, 1968. Y A req~xisement11y fada&% to rerun s h hfSE a~domatic checkoat procedmes , psiur ~ t a g epower-on, delayed power-on from M u c h 25, 1968 to April 4, 1968. Three of the six MSE ~utomaticcheckout procedwes that NASA reqEEir@dto be rerml cont.talaed errors and were returned to Michoud for correction, Initid power-oa was sxaeeessfully accomplished on April 4 , 1968, a d heat shield installation was ssu@@essfally completed 0x1April 5. i Figure 3-5 Calfapsed S-1C-5 FweO Emergency Drain Duct During the imtallation of a heavy manudl efig2oe aeluator on J d y 35, 1967, tkte No. 1 fuel && pressme duct on e e e 1Q4 m go~ged. Af er the gauge was polished, in accordance with a RockeMyn~disposition, Uzo NoU 1 &el high pressure riuct waas, b e &in to suppor-f; 74 On Agrfl23, 31968, %-IC-Ci s t d i e firingactivity was . suspended n$th the exception of 8utborized modifications, This w m cFo~.loso tllczlt several m d f i c a t i o ~ ~ resulting s from AS-502 Bight iuadysis could b incoa.psrated rtnd teslhd on the 6-IC-6 prior to the decisim to ixlelude them on the 6-EC-3; the prhcipipali changes to be tested a r e V 0 6 8 s@pressioa systems (set? pwe 37). A review of cbmges affecting t h 8-16-6 ~ was conducted with tXne purpose sf "raUing back? dl chmp;es practicable for aecompl1Isbment prior to 8 Inter s&Bo f i r i w sched- ule, 135-12601~-5 i i . , �fncorporatlon of tflc required POGO suppression sys- , tern on tile S-IC-G began on June 14, 196s. Stage power-on was trccon~plishedon June 26, axid static firing of the S-IC-li is scheduled for Auwst 6, 1968, S-IC-D FUEL TANK DRAIN TESTS (ANTI-VORTEX) - dl ;-crrit?xi~gcund'ition was observed during Ij8tl-j segment fuel tank drain tests at Michoud. A vortex formation in the fuel Lank during flight could cause gas ingestfon at tile engine fuel punlp inlets, and could result in engine explosion. Because of a need for Eurther testing, the S-IC-D was installed in the MTF static test stand (Figwe 3-6) and modiffed s o that water drain tests could be conducted to determine i f a vortexing condition existed in the stage fuel tank. Modifications included removal of tlie S-iC-D engine simulators, and Figure 3-7 Plexigiass ~ u c t sInstalled on S-IC-D ing, it was decided to terminate drain tests, and replace S-XC fuel tank anti-vortex assemblies with a~qsembXiesof the same design as those used on S-XC-1 and -2. S-IC PNEUMATiC CONSOLE Figure 3-6 instaliation of S-IC-D in Test Stand installation of necessary monitoring equipment including ten plexigl,ws ducts which were installed on the fuel ducts to allow high-speed photography of bubble ingestion patterns f see Figure 3-7), ~ea;in(: began on December 18, 1967 and was completed on Jaztliazy 27, 1968. During that period of time, a total of 20 tests were cortducted on four different antivortex bdtlea. The basic test consisted of filling the fuel tnnk ~4thwater to the 40 percent level and then cameras located inside record bubble fctrmatio Test data reduction was comple Work continued throughotd FY 1968 to revise the pneumatic console vent and relief circuitry. The original vent and relief circuitry was not designed for a "wide open" reedator failure. If this type of failure was to occux, it would came an over-pressure condition to exist i n the do\riastream piping and could abort a launch. For various reasons, but principally because of the unavailability of parts, the work of modifying the console was sporadic, workarounds were implemented so console modifications would not affect S-IC -6 power-on. GROUND EQUIPMENT TEST SET Because the manual Ground Equipment Test Set (GETS) was designed as a continuity tester with no automatic stage simulation capability, stage sequence tests could not be verified without an S-IC stage. To eliminate the use of an S-XC strage as a test fixture for verifying ground support equipment. operation and for developing t programs, the manual GETS to a super or automatic GETS ion. This modification was begun on Octomd completed November 17, 1967. ckout was completed Novembor 27,1967. 75 �in static firing, was incorporated. The pipe assembly, necessary for the rework activity, was built at Michoud and delivered to M T F on April 26, 1968. The change was functionally complete on May 13, 1968, GSUMSE t ? i t 1 I1 i i I I /: Early in J~inuary1968, General Electric QuLzlity znd HeUabiliW Assurance Engineering reported that comblning Stngefok and Cyrolok tube fittings could cause "a potential hazard to safety, tutd a detriment t;o operatlon," General Electric hnd been issuing the tube fittfngs on tho assumption that the two varieties were interchmgeable in all combinations, A Boeing committee 'K'W appointed to investigate the possibility of any anomalies in the Ground Support Ecluipmenthfanufacturt?rsQuppo~tEquipment (GSE/NISE) installations. An bvcsltgaU.an wa9 conducted as a result of Uloir findings m1d it was determined that no intermiuing of S~tageloMGyroloktube fitting components existed on the S-IC static test stand, cw stated in the oommitteelrr rcport of M u c h 1968. Work was started iti l a b February of 1968 to provide a capability for remote pressurization and venting of the GOX ductsystems, The test fLuture, used to marmally vent the COX ducting system during confidence and leak tenting, presented a s d e t y hazard during confidcnce testting and therefore did not meot personnel safety requirements j f I . The tost fixture was sent to Michoud for re~vurkon February 26, 1968, and a workaround version, borrowed from Michoud, was modified for use a t M T F during the time tile reworked test fixture was at Michoud. a i\iaGficatioxt of the hydraulic terminal equipment to eliminate l e m e and/or functional failure of the pneumrrticdy operated ball valves and ~ s o c f a t e dp n e u m t u ic and electrical controls, which would cause a dolay Work to add rQmoh vQntfW$CWabfliW to gmeow nitrogen (GN2) control pressme s p s b m s was started on March 18, 1968. This ~ v a sdone to eliminate a potellaal Wrsonnel safety hazard by providing remote venting. of trapped high pressure GN2, and to retain sufficient GN2 pressure to allow prevalve closure during flight to ensure mission cornplotion. The change was originally committed to be i n s t d e d at Michoud prior to stage shipment to M T F but, because of the late delivery 6f hardware, the change was made at M T F . , The change to add the above mentioned remote venting to the ON2 control pressure system made it necessary to remove the stage mounted prevalve accumulator bottles from stages S-IC-6 and on. Certain tests, performed to v e r i b operation without the accumulators, were sdisfactorilly completed and the change was begun at M T F on Mwch 18, 1968. The tubing required to add remote venting and to remove the accumulator bottles was sent to Michoud for fabrication, testing, and cleaning. Installation and functional checkout wm conrploted on March 26, 1968, MTF DQCUMEWTAP1ON Boef.q/WI.Tf" document statup, for FY 1968 is indicated Jn Appendix G, r * Q 76 D5-12601-5 ���DOCUMENTATION $UPPORT "S-IC LOGISTICS LAUNCH SUPPORT PLAN," DS-13705 This document describes the actions necessary to ass u r e complete and timely Schedule 1 logistics support for the S-IC launch, and has been updated to incorporntc changes resulting from the S-IC-1 launch. However, there knvc been no signlficttnt changes in the manner o r scope of logistics support. SPARE PARTS STATUS SUMMARY The Stock Status and Consumption Report, DRD MFhas been deleted by con506B of IE-I-VS-IC-65-10, tract change and replaced by a Spare Parts Status Summary, DRD LS-078 of EN-I-VS-IC-67-10, for each stage. Reporting for the summary of each stage is to begin thirty days prior to the on-dock KSC date, and will reflect logistics1 support position for that stage, TECHNICAL SUPPORT DATA Publication of S-IC stage and GSE technical manuals continued on o r ahead of schedule throughout FY 1968. During this period a complete revision on the S-IC-2 Stage Maintenance and Stage Flight Measurement Manuals was published. Also, a total of fifteen GSE technical manuals were revised. "LOGISTICS INFORMATION REPORTING SYSTEM," 05-13759 The implementation of third-generation computing equipment necessitated reprogramking the logistics reporting system. A study was conducted to devise a system which would utilize the potentials of advaiced computing equipment and better satisy Iogistics' needs. The resulting system has been documented in D5-13759, "Logistics Information Reporting system, I' and is scheduled to be implemented during October 1968, CENTRALIZED INVENTORY CONTROL SYSTEM q Implementation of a centralized inventory control system was postponed because of a delay in the avail- ability of video displays Cathode Ray Tube (CRT) units. When available, these units will allow direct communication with the file in a third-generation online computer, and will function a s an integral part of the logistics program. SPARES SUPPORT Three "sparesv hardware stores were supported during FY 1968. The Michoud store was used as a central store for test site provisioning and a s a site support store for post-manufacturing checkout and poststatic test checkout operations at Michsud. Stock at the MTF store was built up and maintained in support of S-IC-5 and -6 static tests. A limited number of parts from ,the MTF stores were diverted to KSC for backup support of launch critical applications, however, a full inventory level at MTF was maintained. The S-IC-1 and -2 launches were successfully supported with no delays caused by spares shortages. At the end of the fiscal year, stock levels were satisfactory at all sites. The task of refining and operating an effectiveBoeing/ vendor repair program for failed repairable components is being reviewed. This review has important implications for future spares support due to kxtensions in the program performance period. PERSONNEL SUPPORT To assist BATC in the spares liaison effort to support the S-IC-2 test and launch, Logistics Engineering placed two additional spares maintenance representatives at KSC prior to the beginning of the Countdown Demonstration Test. The loan of these two additional liaison personnel provided round-the-clock liaison between Michoud and KSC , resulting in rapid resolution of any spares problems that might have impacted test and launch operations. The personnel on loan returned to Michoud immediately after the launch. SPARES FOR GOVERNMENT FURNISHED EQUIPMENT A logistics problem was encountered with the GFE provided to MTF by MSFC and operated by Boeing. This problem is associated with lack of design definition and resulted in our inability to obtain formal design and drawilig corrective action on discrepancies noted during spares provisioning and procurement activities. However, in spite of such problems, the spares support position for GFE has continually improved during this reporting period, . ����LAUNCH OPERATIONS There has been an on residence Test Conductor at BATC from s-fC Systems Tests T e s t Engineering and Operatiom M ichaud to support AS-$03 processing. - depth review and audit of all change incorporation, rework and retest activiQ involving the S-IC-3 from the end of Post-Manufacturing Checkout (Simulated Static Firing, 8-24-66) through May 1968. This review was directed by NASA a s a result of the AS-502 flight failures. The initial Branch report was submitted to the customer on June 5 , 1968. ����APPENDIX A APPENDIX C CONTRACT MODIFICATIONS NEGOTIATIONS COMPLETED The number of contract modifications received during the period July 1, 1967 through J w 30, 1988, i e as follows: The number of negotiations completed with NASA during the period JuIy 1, 1987 through June 30, 1968, is as follows: Contract NAS8-5606{F) Ctantrnat NAS8-5608 Csntraat NAS8-1BIM -- 6 251 Cohtraet NAS8-5608 Gontrwt NA68-29844 1 -- 93* 1 *Totaling approximately $8,155,063 APPENDIX B APPENDIX D PROPOSALS SUBMITTED DELIVERABLE DATA SUBMITTED The umber of firm cost proposals aubrafmd ta N A a dwiq Mi@ period Ju& 1, $867 Ju\ht $08 28813, le The number of items of deliverable data submlmd $Q &A% duardxag~the priad July 1, 1867 Ukraugh 3we 90, lQ4i8, i a as foIlows: as follows: �APPENDIX E ENGlNEERtNG CHANGE DOCUMENTATtON COMPLETED DURING FISCAL YEAR 1968 CHANGE NO* DESCRIPTION EFFECTIVrl'IES STAGE GSE 0247 Provide filter networks to reduce noise susceptibility and realign LOX and fuel loading electronics assemblies 0248 Replace orifice irk fuel pre;prasrsuriaation msdufe of the S-EC pneumatic cansole MTF f MILA 1, 2, 3 MAB 0249 Redesign aft umbilical # 1, $2, and #3 ball valve actuator arm MILA 1,2, 3 0250 R p o v e ground umbilical fluid couplings from spare locations in S-IC umbilical equipment 3-15 0261 Replace helium shutoff valve with a check valve 1-2 0264 Replace roller stops on LOX interconnect support bracket installation 1-15 0265 Replace roller cams on LOX interconnect support brackets 1-3 0266 Provide capability to vent downstream of helium bottle fill isolation valve 0267 Rework circuitry of the DC-DC converter and DC power isolator 0269 Provide separate vent lines for the presertation module of the forward umbilical service unit MILA 1, 2, 3 0270 S-IC engine alignment check MTF 1 0273 Provide identification of S-IC stages by numbers 3-15 0275 Provide manllal ground control of stage prevalves at K5C 1 MILA 1, 2, 3 0276 Provide power-off turbopump seal purge capability 1-15 MILA 1, 2, 3 0279 Prevent corrosion of spherical rod-end bearing used throughout the S-IC stage structure 2-15 provide electrical bonding of retrorocket and manifold 1-15 9 E 1-15 MILA 1, 2, 3 MSE 1, 2 MAB MTO 1 MAB MILA 1, 2, 3 1-15 c e 0280 ' CDF 98 D5-12602-5 �CHANCE NO. DESCRIPTION E FFECTIvlPTfES STAGE OSE 0285 Incorporate improved lockwire installation procedure on fluid power system duct insulation installation 3-15 0286 Revise visual fnstrumentation camera port squib cable assembly 2, 3 0288 Add remote venting caa>abiIlty of GNZ control prsssurtzation sysbm 2-15 MTF 2 MSE 1, 2 MAB 0289 Remove stage mounted prevalve accumulator bottles from the S-IC vehicle 6-l6 MAB 0290 Modify the fuel tank prepressurizsation module of the S-IC pneumatic console MTO 1 MILA 1, 2, 3 MAB 0291 Revise engine cocoon thermal conditioning controls and thermocouple cable acceptance test requirements 0295 Revise S-IC Level I electromagnetic compatibility test requirements 0298 Add inlet filter to the forward umbilical service unit 0299 Provide sealing of stage structure to prevent equipment damage from rain w a b r 1-15 Provide redundant electrical power circuit for fuel pressurization system 3-15 0302 Replace 50M04050-1 Hydraulic Research servoactuator with 60B84500-1 MOOG servoactuator 1 0303 Modify the S-IC pneumatic console LOX/fuel prepressurization modules 0305 Rework 60B84500-3 Hydraulic Research servoactuator 3-15 0306 Rework prefiltration valve subassembly on MOOG servoactuator 60B84500-1 3-15 0309 Relocate the positive pressure line on the LOX and fuel tank upper m e a d s s 4-15 0300 D5- 12601-5 * I I MILA 1, 2, 3 MAB 7-15 MILA 1, 2, 3 MILA 1, 2, 3 MTO 1 MA3 99 �G&MNGENO. EFFECTNITIES GSE 8TAGE EfESCItFPTION Provide separate mounting of three pilot relief v d v e subassemblies in the S-IC pneumatic console 0312 MTF 1 MILA 1, 2, 3 MAB 0313 Revise electrical surge suppression circuits in the S-IC pneumatic console 0315 Delete non-flight hardware from flight documentation 2-15 0316 Rework the Hydraulic Research servoactuator 50&104050-1 removed from S-IC-1 and use them for S-IC-2 2 0318 Add LOX pressure sewing line to the intertank umbilical reconnect assembly 0320 Revise fairing turn buckle attachment fitting material to 7075-T73 1-15 032 1 Provide Parker LOX vent and relief valve as standby for Whittaker LOX vent and relief valve I 0322 Provide explosion proof enclosure for prevalve ground accumulator pressure spheres Sr MTF 2 MILA 1, 2 , 3 MAB MILA lr2, 3 MTF 2 MILA 1, 2, 3 0323 Revise S-IC propellant dispersion system installation 2-15 0324 Revise test requirements and procedures for ordnance safe and arm device 2-15 t MILA 1, 2, 3 0328 Rework the intertank umbilical locking mechanism 0329 Reroute cable installation on fins B and D 2-3 0330 Substitute amplifier used for ten mandatory prelaunch red line temperature measurements 3-15 10332 Revise the S-IC stage thrust structure hazardous gas detection system to provide sampling orifice in each quadrant 3-15 0335 Remove, retest and re-identify dl 65B23280 check valves MSE 1, 2 MTF 1 MILA 1, 2, 3 Q 100 OM4 Modify the fairing heat shield access panels 3-15 0345 Add weather protection covers to base air scoops 2-15 I%-1260 1-5 �DESCRIPTION EFFECTlVITIES STAGE GSE iminate 17-7 P H mechanicd feed back rings in trydrauh Research S-IC servo- 3-15 im engine fairing skin to prevent injury 3-15 odify servoactuator jack pin assembly MSE 1, 2 MTF 1 WILA evise materid of stage anti-friction plates 3-15 Provide additional vents for the servoactuator and Boeing supplied engine thermal 2-15 dify servoactuator boot fitting installation to lace fasteners with through bolts 3-15 Change S-IC documentation to comply with KSC pull test requirements 2, 3 Provide positive moisture sealing of electrical vities for the 60B49002 helium pressurization d emergency dump valves 2-15 ncorporate improved position switches in the 2-15 LOX tank vent and relief vqlve (60B51002f Instdlation of the ordnance bracket assembly on the LOX and fuel tanks 2-4 Protect electrical cables a entry {forward and aR) to stage from electricd tunnel 2-15 Revise S-IC propellant dispersion system installation kit Provide uninterrupted power (+28 VDC) to LOX and fuel loading electronics KSC Genl 3-15 Modify S-IC interta.uk umbilical lock mechanism MILA 1, 2, 3. 0372 Modify the S 4 C pneumatic console helium primary regulation circuit MAB MTF 1 MILA 1,2, 3 0374 Revise the main sed in the LOX fill and drain valve 335- 4260 1-5 3-15 �CHANGE NO. 102 E FFECTWITIES STAGE GSE DESCRIFTION MLA 1 0377 Modify the S-IC storage racks to provide protection during launch 0379 Replace vent seals on all Aireseareh prevalves md emergency drain valves 5-15 0382 Eliminate H e flow overlap of the stage and ground fuel tank pressurization system 2-15 0888 Modify filter m W o I d delta pressure 9-31s 0396 Block debris valvejs in S-IC intertank reconnect assembly LOX fill and drain lines in the open position 0401 Provide locking and position indicating mechanism for S-fC pneumatic console and forward umbilical service unit MSE 1, 2 MILA 1 MTF 1 MILA 1, 2, 8 MA33 0406 Modify TV objective lens housing assembly 2,3 0411 Provide drain for servoactuator rod seal leakage 2-15 0414 Replace bolts in fairing heat shield access panel 3-15 0415 Replace 50M04049 MOOG servoactuator with 60B84500 MOOG servoactuator 2 0419 Provide new latch on the S-IC intertank umbilical reconnect assembly MILA 1, 2, 3 0848 R1 Replace pressure gage in forward umbilical service unit LUT #1, #2, #3 0866 R1 Modify heater blanket assemblies 1-3 0867 R1 Modify base heat shield installation 1-15 0868 R1 Modify connector hex nut 3-5 0870 R1 Modify base heat shield support angle installation 1-4 0871 R1 Correct bolt lengths on lower fairings 3-15 0873 R1 Modify support installation to allow installation of the recoverable camera 2, 3 0874 R1 Correct bolt length on thrust structure baee air scoop installation 1-15 0875 R1 Provide pilot relay for heater power contactor in 5-IC pneumatic console MILA 1, 2, 3 MTF 1 t D5-1260 1-5 �E FFECTlVrl'IES CHANGE NO, DESCRUPTfON STAGE 0876 R l Modify ground cables in TV camera system 2, 3 0877 R 1 Modify retrorocket initiation system 1-15 0879 Bl - MILA 1 Modify tube assembly in the pneumatic console 0880 R 1 Eliminate an out-of-tolerance condition in the LOX leakmeter measurement F45-118 1-5 0883 R 1 Correct bolt length callout on servoactuator boot installation 1-15 0884 R 1 Modify length of cable assembly 115W305 1-5 0885 R 1 LOX f i l l and drain valves (3-239, B240) MILA 1,2, 3 MAB MTF 1 control valves reversed cables 0887 R1 Calorimeter purge line clamp 0889 R 1 M9dfa7S-IC inbrtank umWUed to delay GSE 2-5 XMXu olotswe of detJsir%r vRIvr3 0891 R 1 Heat shield panel installation 2, 3 0892 R l Electrical installation forward skirt 2, 3 0893 Rl Eliminate leakage in LOX pressure sensing line MILA 1, 2, 3 0896 R1 Housing assembly aft 1 and 2 MILA 1, 2, 3 0897 R1 Rebonding of anti-friction plates 2 0903 R 1 Engine fairing blanket assembly 2-15 0904 R 1 Cable and instrumentation installation units 101 and 102 2-4 0906 R 1 Measurement installation fin B 2, 3 0907 R 1 Propellant dispersion system installation and retrorocket initiation system 2-15 0908 R1 Change bolt callout 2-15 0913 R 1 Rase heat shield bracket misalignment 3-15 1214 G Increase accuracy of GOX flow control valve pilot pressure measurement I I MSE 1, 2 ��ENGINEERING CHANGE DOCUMENTATION I N n l A T E D DURING FISCAL YEAR 1968 CHANCE NO. e DESCRIPTION E FFECTTVPTIES STAGE GSE Reduce the fuel and LOX tank standby pressure output in the forward umbilical service unit MILA 1, 2, 3 0231 Cancelled Provide 6-IC engine hydraulic sysbm pressurization for stage shipment and storage MILA 1, 2, 3 MTO 1 0242 Modify S-IC pneumatic console to provide pressure calibratian source in mobile launcher room MILA 1,2, 3 'NIAB 0247 Provide filter networks to reduce noise susceptibility and realign LOX and fuel loading electronics assemblies 0248 Replace orifice in fuel prepressurization module of the S-IC pneumatic console MTF 1 MILA 1, 2, 3 MAB 0249 Redesign aft umbilical #1, #2, and # 3 ball valve actuator arm MILA 1, 2, 3 0250 Remove ground umbilical fluid couplings from spare locations in S-IC umbilical equipment 3-15 0251 Modify the length of the telemetry antenna feed cables 3-15 0260 * Cancelled Replace angular rate gyros for measurements R4-120, R5-120 and R6-X20 2-15 0261 Replace helium shutoff valve with a check valve 1-2 0263 * Cancelled Provide venting for stage access equipment storage racks 0264 Replace roller stops on LOX interconnect support bracket installtion 1-15 0265 Replace roller cams on LOX support brackets 1-3 0266 Provide capaljility to vent downstream of helium bottle fill isolation valve * 1-15 MILA 1, 2, 3 MSE 1, 2 I* MAB MILA 1, 2, 3 MTO 1 MAB MILA 1, 2, 3 0267 D5-1260 1-5 Rework circuitry of the DC-DC converter and W: power isdatas 1-15 105 �DESCRIPTION CILZNGE NO, EFFECTrnfES STAGE CSE 0269 Provide separate vent lines for the preservatioa module of the fortvard umbilical service unit MILA 1, 2 , 3 0271) 9-IC en&&@alignment check MTF 1 0272 Provide S-IC forward skirt access equipment for access to S-II engfnes 2-15 0273 Provide identification of S-IC stages by numbers 3-15 0274 * Cancelled Remove umbilical fluid coupling from spare location on S-IC umbilical equipment 2-15 MSE 1 , 2 MTF m u 1,2, 3 0275 Provide manual ground control of stage prevalves at KSC 1 MILA 1, 2 , 3 0276 Provide power-off turbopump seal purge capability 1-15 0279 Prevent corrosion of spherical rod-end bearing used throughout the S-IC stage structure 2-15 0280 Provide electrical bonding of retrorocket and CDF manifold 1-15 0285 Incorporate improved lockwire installation procedurw on fluid power system duct insulation installation 3-15 0286 Revise visual instrumentation camera port squib cable assembly 2, 3 0287 Modify Marotta solenoid valves (65B23278) 0288 Ad&remote venting capability of GN2 control pressurization system 2-15 MTF 2 MSE 1, 2 MAB 0289 Remove stage mounted prevalve accumulator bottles from the S-IC vehicle 6-15 MAB 0290 Modify the fuel tank prepressurization module of the S-IC pneumatic console MTO 1 MILA 1, 2 , 3 MA3 '0291 Revise engine cocoon thermal conditioning controls and thermocouple cable acceptance test requirements MILA 1, 2 , 3, MAB i 106 MTF 1 MILA 1, 2, 3 MSE 1, 2 MAB D5- 1260 1-5 �CHANGE NO. E FFECTWITIES STAGE CSE DESCRIPTION 0292 Provide backup engine pump seal purge systems 0293 LOX engine cutoff sensor solar cell redesign 0294 * Add a mechanical relicf valve in the helium bottle gas storage system 3,4 0295 Revise S-IC Level I electromagnetic compatibility test requirements 7-15 0296 Add instrumentation provisions to the S-IC pneumatic console forward umbilical service unit and S-IC umbilicals 0297 Provide digital range safety command system antenna shields Q298 Add idet filter ta the fornard umbiliod service C aneelled MTF 1 NlfltA 1, 2, 8 PAAB 2-15 NIXLA lt2,3 uazlt Provide sealing of stage structure to prevent equipment damage from rain water 1-15 Provide redundant electrical power circuit for fuel pi-essurization system 3-15 0301 * Cancelled Incorporation of second source LOX vent and relief valve 6-15 0302 Replace 50M04050-1Hydraulic Research servoactuator with 60B84500-1 MOOG servoactuator 1 0299 0300 . r Modify the S-IC pneumatic console LOX/fuel prepressurization modules 0305 Rework 60B84500-3 Hydraulic Research servoactuator 3-15 0306 Rework prefiltration valve subassembly on MOOG servoactuator 60B84500-1 3-15 0309 Relocate the positive pressure line on the LOX and fuel tank upper bulkheads * . MfLA 1, 2, 3 MTO 1 MAB 0303 . 4-15 0310 C ancelied Add umbilical interface measurements to vehicle IP&C list 1-15 0311 Provide redundant circuitry and power in the stage separatidn system 3-15 MTF 1 MILA 1, 2, 3 MSE 1, 2 �EFFECTNITIES CHANGE NO, 0312 DESCRIPTION STAGE' Provide separate mounting of three pilot relief valve subassemblies in S-IC pneumatic consale GSE MTF 1 MILA 1 . 2 , 3 MAB - 0313 Revise electrical surge suppression circuits in the S-IC pneumatic console MTF 2 MILA 1, 2, 3 MAB 0314 Add calibration valve to pressure switch sensing line MILA 1, 2 , 3 0316 Delete non-flight hardware from flight documentation 2-15 0316 Rework the Hydraulic Research servoactuator 5011104050-1 removed from 8-IC-1 and use them for S-IC -2 2 0317 * Cancelled Combustion chamber pressure measurement telemetry channel change 5-15 0319 Add LOX pressure sensing line to the intertank MILA 1, 2, 3 Provide redundant 28 VDC monitoring power circuitry in the S-IC pneumatic console MTF 1 MILA 1, 2, 3 MAB 0320 0321 Revise fairing turn buckle attachment fitting material to 7075-T73 1-15 Provide Parker LOX vent and relief valve as 1 ' standby for Whittaker LOX vent and relief valve 0322 Provide explosion proof enclosure for prevalve ground accumulator pressure spheres MTF 2 MILA 1, 2 , 3 Revise S-IC propellant dispersion system installation 0324 Revise test requirements and procedures for ordnance safe and arm device 2-15 0325 Provide a redundant method for initiating center engine cutoff under LOX depletion condition 2-15 0320 Cancelled Delete BMS8-38 sta-foam from S-IC electrical distributors 3-15 0327 Modify the LOX vent and relief valve configuratiw by removing the actuator gear clutch springs 9d15 0 * MTO 1 MILA 1, 2 , 3 MSE 1, 2 �CHANGE NO, 0328 DESCRXPTION EFFECTIVITIES STAGE GSE MILA 1, 2, 3 Rework the intertank umbilical locking mechanism - Reroute cable installation on fins B and D 2 -3 0330 Substitute amplifier used for ten mandatory prelaunch red line temperature measurements 3-15 0332 Rcvise the S-IC stage thrust structure hazardous gas detection system to provide sampling orifice in each quadrant 3-16 0333 Replace vibration transducers 60B72188-3 with 6OB72184-1 for 17 measurements in the engine area 2 -5 0335 Remove, retest, and re-identify all 65B23280 check valves 0308 Reviae F-f engine cocoon temperature 0329 MSE 1, 2 MTF 1 lWLA 1, 2, 3 3-16 transducer 0337 * Cancelled Replace resistors on printed circuit of telemetry oscillator assembly 11-15 0338 * Cancelled Replace the RN 55C1253F resistor in the 50M65485-1 printed wiring assembly in the subc a r r i e r oscillator assembly 11-15 0339 Correct cabling installation design deficiencies on S-IC stage 3 0344 Modify the fairing heat shield access panels 3-15 0345 Add weather protection covers to base a i r scoops 0346 Redesign the LOX overfill sensor 0347 Eliminate 17-7 PH mechanical feedback springs in Hydraulic Research S-IC servoactuator 3-15 0348 Eliminate single failure mode in outboard engine cutoff measurements for time base T-3 3-15 0349 T r i m engine fairing skin to prevent injury to personnel 0350 Provide attaching holes for hold down arms hood closure lanyard 1 D5-1260 1-5 �DESCRIPTION ClMMGE NO. EFFECTIVITIE$ GSE STAGE Modify servoactuator jack pin assembly 6351 MSE 1, 2 MTF 1 MILA 1, a 0362 * Cancelled 4 Provide special handling equipment at KSC 4-15 0353 Redesign of remote digital sub-multiplexer power supply 3-15 0354 Revise material of stage antifriction plates 3-15 0355 Provide additional vents for the servoactuator ancl Boeing suppBed engine thermal insulation 2-15 0356 Modify servoactuator boot fitting instauation to replace fasteners with through bolts 3-15 0357 Change 5-IC documentation to comply with KSC pull test requirements 2-3 6358 Provide positive moisture sealing of electrical cavities for the 60B49002 helium pressnrization and emergency dump valves 2-15 0359 Incorporate improved position switches in the LOX tank vent and relief valve f 6OB51002f 2-15 0360 Installation of the ordnance bracket assembly on the LOX and fuel tanks 2 -4 0362 Provide redundant electrical circuits to eliminate single failure modes in the engine cutoff system 3-15 0363 Protect electrical cables at entry (forward and aft} to stage from electrical tunnel 2-15 0365 Revise S-IC pneumatic console documentation MSE I, 2 MTO 1 MILA 1, 2, 3 MAB 110 KSC Geni 0367 Revise S-IC propellant dispersion system installation kit 0368* Cancel$& Delete brackets from LOX and fuel tanks 13-15 0369 Provide uninterrupted power (+28 VDC) to LOX -and fuel loading electronics 3-15 0370 Redesign of GOX feeder duct (603[351403-1) 3-15 D5-12601-5 �EFFECTNITIES STAGE GSE 0371 hlodify S-IC intertank umbilical lock mechanism MILA 1, 2, 3 0372 Modtfy the S-SC pneumatic cowole helium primary 'egulation circuit lMAB MTF 1 MILA 1, 2, 3 0373 * Cancelled Requirements for structural load monitoring at 9374 Revise the main seal in the LOX fill and drain valve 3-15 0375 Delete forward skirt umbilical door 4-15 0376 Reduce minimum pressure requirement for stage helium bottles and delete the helium bottles high pressure checkout switch 4-15 0377 Modify the S-IC storage racks to provide protection during launch MILA 1 0378 Provide additional fasteners for S-IC intertank umbilical reconnect assembly control box covers MILA 1, 2, 3 0379 Replace vent seals on all Airesearch prevalves and emergency drain valves 5-15 0381 * Cancelled Provide "power off" turbopump seal purge capability 3-15 0382 Eliminate He flow overlap of the stage and ground fuel tank pressurization system 2-15 0389 Eliminate water acceptanoe testing for Airesearch fuel prevalve 20PA32011-13 11-15 0385 Revise testing to prevent negative pressure in the S-IC LOX tank 2-15 0386 Change spring material in Whittaker LOX prevalves (2OM32010)and accomplish a modified requalification test 8-15 0387 Revise flight instrumentation to verify stage performance and environment 3-15 0388 Redesign electrical disconnect bracket (6OB67324-7) 3-5 0389 * Cancelled Modify filter manifold delta pressure transducer (Dl191 t u b a 3-15 C D5-12601-5 2-3 KSC MTO 1 MILA 1, 2, 3 MAB MSE 1, 2 MILA 1,2, 3 MTF 1 �CkiALANCE NO. DESCRIPTION Provide backup LOX bubbling system in the S-IC pneumatic console 0390 0392 EFFECTNM'IES STAGE GSE ' MTO 1 MAB MILA 1, 2, 3 Delete the S-IC base air scoop Provide a manual means to fill the stage hefirun bottles 0394 MAB MTQ 1 MXLA 1, 2, 3 Change O-rings in 65B23278 solenoid valves MSE 1, 2 MTF 1 MILA 1, 2, 3 0396 * Cancelled Block debris valves in S-IC intertank-reconnect assembly LOX fill and drain lines in the open position 0397 * Cancelled Change the material on the 60B41044 LOX fill and drain elbows 6015 0398 Provide for control of fuel and LOX loading electronics calibration commands from propellant tanking computer system 3-15 0399 Modlfy installation of acoustic vibration measurements utilizing 60B67632-XXX coaxial cable assembly 0400 Modi$ S-IC intertank umbilical reconnect assembly to include a backup retract capability MILA 1 MSE 1, 2 MTO 1 C 0401 112 Provide locking and position indicating mechanism for S-IC pneumatic oonsole and forward umbilical service unit manual ball valves MTF 1 MILA 1, 2, 3 MAB 0405 Modify the umbilical coupling for the oxidizer suction line bubbling system 0406 Modify TV objective lens housing assembly 0407 * Cancelled Readjust outboard LOX and fuel depletion system timers 2 0409 Provide hardwire engine actuator position interlock for engine cutoff 3-15 MSE 1, 2 MTO 1 0410 Modify engine cutoff circuitry to reduce potentiaI of premature shutdown 3-l6 MSE 1, 2 MTO 1 3-15 MSE 1, 2 MTF 1 MILA 1, 2, 3 D5-1260 1-5 �I -*. CHANGE NO. ' ' , DESCRIPTfON EPFECWITIEs BTAGE: 08E 0411 * Y rovide drain for servoactuator rod seal C ancelled leakage 0$12 Replace Southwestern Industries gage and absolute pressure switches with Consolidated Controls pressure switchers 3-15 0414 * cmcsw Replace bolts in fairing heat shield access panel 3-15 0415 Replace 5OM 04049 MOOG servoactuator with 60B84500 MOOG servoactaator 2 0419 Provide new htch on the S-IC intertank umbilical reconnect assembly 0421 Solder RF coaxial shield braid to connect shield clamp 3-8 0423 Y isual identification for S-IC stage ordnance 3-15 _ 2-15 M I U 1, 2,'3 AiLAB IVIIfLA 1, 2$ 8 systems I 0425 * C mcelted Modify fuel tank vertical internal access equipment 0426 Identification of equipment containers to twit 120 4-15 0428 * Propellant depletion system timer setting for S-IC-3 (B/P 30) 3 0429 * Add instrumentation for analysis of vehicle release condition 3 0430 Change frequency of telemetry links 6-15 0432 Modify LOX and fuel prepressurization syshms 0437 Lockwire threaded connectors which do Ifid have drilled holes for lockwiring 3-15 0441 Provide additional protection for components vulnerable to damage from the S-E/S-XI separation environment 3-15 0442 install helium injection POGO suppression systems 3-15 0444 Increase Ecmvard umbilical servioe unit flow cmilitg . G ancelled , D5-U60 1-5 I KSC Genl MSE 1, 2 MTO 1 MILA 1, 2, 3 MTO 1 MAD MSE 1, 2 MTO 1 MU 1 113 �CHANGE NO. DESCRfPTfON EFFECTNPTBS STAGE 0848 El Replace pressure gage in forward umbilical. service unit O866Rl Modify heater blanket assemblies 1-3 0867 R1 Modify base heat shield installation 1-15 W68 Rl Modify connector hex tlut 3-45 0869 R1 Eliminate interfe~enceon base air scoop measurement installation 1-5 0870 Rl Modify base heat shield support angle installation 1-4 0871 R1 Correct bolt lengths on lower fairings 3115 0873 R1 Modify support installation to allow installation of the recoverabie camera 2, 3 0874 R1 Correct bolt length on thrust structure base air scoop installation 1-15 0875 R1 Provide pilot relay for heater power contactor in S-IC pneumatic console 0876 RI Modify ground cable in TV camera system 2, 0875 R1 Mod* 1-15 0879 R1 Modify tube assembly in the pneumatic console 0880 R1 Eliminate an out-of-tolerance condition in the LOX leakmeter measurement F45-118 0883 R1 Correct bolt length callout on servoactuator boot installation 1-15 0884 R1 Modify length of cable assembly 115W305 1-5 0885 R1 LOX fill and drain valves (B-239,B240) control valves reversed cables retrorocket initiation system GSE LUT #I, 82, #3 MILA 1, 2, 3 MTF 1 3 MILA 1, 2, 3 MAB MTF 1 114 0887 Rl Calorimeter purge line clamp 0889 R1 Modify S-IC intedank umbilical to delay closure of debris valve 0890 R1 LOX arrd fuel loading electronics unit calibrai tion cablee 2 -5 MILA 1,2 D5-12601-6 �CHANGE NO, . a . E FFECTrVRTElS STAGE GSE DESCRIPTION 0891 R l Heat shield panel installation 2,3 bBQ2R1 Electrical installation forward skirt 293 0893 R l Eliminate leakage in LOX pressure sensing line MILA 1, 2, 3 0896 R l Housing Assembly aft 1 and 2 MfLA 1, 2, 3 0887 RZ Rebonding of antifriction plat;ee 2 0900 R1 Fuel delivery system installation fuel tank 1-15 0902 R1 Cable and instrument installation thrust chamber tmit 105 2-5 0903Rl Engine fairing blanket assembly 2-15 0904 R1 Cable and instrumentation installation units 101 and 102 0906 R1 Measurement installation fin B 2, 3 0907 R1 Propellant dispersion system installation and retrorocket initiation system 2-15 0908 R1 Change bolt callout 2-15 0913 R l Base heat shield bracket misalignment 3-15 0914 R1 Rework fuel ordnance cowling and revise ordnance installation requirements 2 -15 0916 ~i Rework thrust chamber insdation 2-5 0918 R1 Revise fin and fairing nut callouts 3-15 0920 R1 Replace insulation bracket covers 2-9 0929 R1 Disconnect position switch cables on vent and relief valves 2 1214 G Increase accuracy of GOX flow control valve pilot pressure measurement MSE 1, 2 1219 G Revision to stage handling equipment (MAB VAB) MAB 1221 G Utilize RCA llOA as primary engine test programmer MTF 1224 S Correct errors on LOX anti-vortex documenwon D54f2601-5 - 2-4 10-15 115 �CHANCE BO, DESCRDPTION EFFECTIVITIES STAGE GSE 1225 S Replace roller cams oh LOX interconnect support bracket installation 1226 G Modify MTF rotational brace MTF 1 1227 C Modify the MTF hydraulic terminal equipment MTF 1 1232 0 Modify pin puller assemblies a d adjustment MTF 1 4-15 l i n a p s assembly at MTF 1233 G Modify the area contamination detection system 1235 S Provide self-aligning capability for engine fairing turnbucMes 5-15 1236 S Redesign rate gyro heater blanket assembly 10-15 1237 S Relocate engine actuator electrical filter assembly 5-15 1238 S Revise S-IC servoactuator thermal insulation documentation 10-15 1239 S Revise 60B19612-1 static firing antifriction plates to facilitate removal 6-15 1240 G Provide capability for remote pressurization a d venting of the COX ducting system 1243 G Modify aluminum forward handling ring test requirements 7-15 Provide new presampling filter and modified power supply cards -15 Eliminate solder joints susceptible to cracks in electrical distributors 10-15 1244 S + Cancelled 1245 S MSE 1, 2 MTO 1 t. ��APPENDIX G - SYSTEMS TEST M T O DOCUMENT STATUS REPORT DOCUMENT NO, 5-10016-1 f)fi*11789-005 DOCUMENT TITLE STATUS BMTOEMERGENCYCONTROLPUM IN WORK BTACE BEQUENCE/QBERATI[QNE Pub3 FOR COMPLETED SATURN S-IC -5 D5-11789-008 STAGE SEQUENCE/OPERATIONS PLAN FOR SATURN S-fC -6 COMPLETED 05-11789-100 STAGE SEQUENCE/OPERATIONS PLAN FOR SATURN S-IC -- PROCEDURES AND INSTRUCTIONS FOR PROCESSING STAGES AT MTF COMPLETED D5-13034 S-IC S P E C U L TESTS COMPLETED D5-13034-3 LOX EMERGENCY DUMP LINE TEST CANCELLED D5-13034-38 S-IC BOOSTER STORAGE BUILDING FLOOR SETTLEMENT TEST COMPLETED D5-13034-39 POST EMERGENCY DRAIN LINE COLLAPSE, SPECIAL RP-1 TRANSFER TESTS IN WORK D5-13034-40 FUEL TANK DRAIN TESTS S-IC -D IN WORK D5-13034-41 TEST OF S-IC STATIC TEST STAND VENTILATION IN WORK D5-13034-42 RCA/IlOA BECKMAN COMPUTER PROGRAM DEVELOPMENT COMPLETED D5-13034-43 TEST OF HOLDDOWN ARM ANTI-FRICTION PLATE IN WORK D5-13034-45 ENVIRONMENTAL TEST, S-IC EAST OBSERVATION BUNKER IN WORK D5-13034-46 IN-PLACE GN2 ONE-HALF INCH BY-PASS LINE TEST INWORK D5-1304'747 HELIUM FLOW CONTROL VALVE FLOW RESPONSE TEST IN WORK 5 / D5-13034-48 118 SIMULATED ON2 ONE-HALF INCH BY-PASS LINE TEST W WORK D5-1260 1-5 �DOCUMENT NO. DOCUMENT TITLE STATUS - MTF D5-13743 FACILITIES MAINTENANCE PLAN D5-13781 FACILITIES mINTENANCE RECORD SYSTEM CANCELLED CONTAMINATION CONTROL OF S-IC IN WORK D5-13970 SYSTEMS AT MTF CANCELLED �GLOSSARY CRT Cathode ray tube AS Apollolsaturn CSA Computer Sciences Applications MTC Bwing A t CSM Central Stores Michoud BEAR Boeing Investigation and Corrective Action Request CY Calendar year DAF Data Acquisition Facility DDAS Digital data acquisition system DEE Digital even& evaluator - Test Center, ICSC , Florida CAM Change action memo CAR Corrective action request CCB Configuration Control Board CCP Contract change proposal CDDT Countdown Demonstration Test CDF Confined detonating: fuse CDR Critical design review CEI Contract end item CID Cable Interconnect diagram C U S S I CHANGE: If an engineering change deviates from the contract and must, therefore, be covered by contract revision, it is Class I. All Class I changes are processed by Engineering Change Proposal. Class I changes are specifically identified as such if one or more of the following is affected: (I) Part I CEI Specifications; (2) Contract price o r fee and contract guarantees, delivery, or test schedules; (3) Changes to Part lI CEI Specifications if any or the following are affected interchangeability, electrical interference, present adjustments, interfaces, computer programs, change in vendors, retrofit, requalification testing, and any change affecting high energy nuclear radiation sources. - CLASS If CHANGE: All changes that are not Class I. C/O Checkout CPFF Cost plus fixed fee f contract) CPZF Cost plus &cenW@fee (contrwt) 120 Discrete iddiscrete out DRD Docutnent requirements description DRL Document requirements list DTS Data transmission system EAMR Engineering Advance Material Releases EAPL Engineering assembly parts list ECM Engineering change memorandum ECP Engineering change proposal ECPR Engineering change proposal requirements E CS Environmental control system EDS Emergency detection system E/E Electrical/electronic EITP End item test plan EMC Electromagnetic compatibility EM0 Equipment management organization EMPL Engineering master parts list EO Engineering order EPRR Engineering parts release record EQA Equipment quality analysis ERS Experience retention study, also Equipment record system FACX First article configuration inspection D5- 12601-5 �FISC Flexible line~wshaped charge LSBRS Launch Systems Branch records system FM Frequency modulated (modulation) LUT Launch Umbilical Tower FY Fiscal year MAB Mechanical automation breadboard GETS Ground Gquipment Test Set MAF Michoud Assembly Facility GFE Government furnished equipment MAR Maintenance Action Revision GFP Govelmment furnished property MB NASA/MSFC-Boeing (jointly issued specification, drawing, o r part number) . GN2 Gaseous nitrogen COX Gaseous oxygen gPm Gallons per minute GSE Ground support equipment HLS Hydraulic load simulator (NLAB) HPA High pressure air HPG High pressure gas HPIW High pressure industrial water HPSU Hydraulic power supply unit ICD Interface control documentation ICE Instrument calibration equipment IDEP Interservice Data Exchange Program MBR . MSFC/Boeing relay (last letter represents type of part) MCMRP Minimum configuration management requirements plan MCL Measurement control laboratory MDS Malfunction detection system Manufacturing engineering MF Medium Frequency Michoud Michoud Assembly Facility, New Orleans, Louisiana MIG Mechanical inert gas (welding process) MRB M m r i e l Review Board MSC Manned Spaceflight Center, Houston, Texas MSE Manufacturer's support equipment (GSE to support manufacturing facility) MSE I Manufacturer's support equipment this test complex used for PSC and refurbishment of stages. MSE 11 Manufacturer's support equipment this test complex used for PMC of stages. MSFC Marshall Space Flight Center, Huntsville, Alabama 3 IRN Interface Revision Notice ITGE Integrated telemetry grouud equipment JOD Joint occupancy date KSC Kennedy Space Center, Florida KSI Kips per square inch KVA Kilovolt ampere - =I2 Liquid hydrogen LN Liquid nitrogen MTF Mississippi Test Facility, Mississippi LOX Liquid oxygen MTO LSB Launch Systems Branch Mississippi Test Operations (Boeing Systems Test organization responsible for MTF activities) 121 �:,- 1 i'9i A ' , 0 : National Aeronautics and Space Administration HC Numerical Control NBT Nondeshzlctive Test N/N Next IIiyher Part Number HME NitrogeRnlelium NPSII Not positive suction head OAT Overall test (procedure) 0bE3 On-Line data input system OWP Offset Doppler system PAM Pulse amplitude modulated PAR Part analysis report PART f CEI specifications set forth "detail design and performance requirements" for S-IC-F, S-IC-1 through S-IC-10, and all deliverable GSE at KSC QC Quality control QMT Quality Maintenance Test R&D Research and development RACS Remote automatic calibration system RAM Reliability Analysis Model RDC Reliability Data Center RMM Remote Digital Sub-Mult;lplexer RF Radio frequency RFP Request for proposal RP-I Fuel (kerosene) I I? f C NASA ' h h* R-QUAL Quality Laboratory, MSFC - . - PART Ef CEI specifications set forth "drawings and test requirements" for S-IC-3 on (does not affect S-IC-F , S-IC-1, S-IC-2, o r deliverable GSE) R-TEST Test Laboratory, MSFC SA Supplemental Agreement SCN Specification Change Notice SDC Status Display Center SE Support Equipment ST-MTF Systems test PCA Production control area PCC Program control center PCM Pulse code modulated PD Program Directive PERT Program evaluation and review technique PMC Post-manufacturing checkout p/N Part Number PRR Production revision record (a claas IT change) PSC Q&RA - MTF TCC Test control center TIG Tungsten inert gas (welding process) T/M Telemetry TVC Thrust Vector Control UCR Unsatisfactory Condition Report UER Unplanned event record VAB Vertical Assembly Building VISTA Visual Task Analysis Post-static checkout WAC Work Authorization Change Quality and Reliabiliw Assurance AP Delta p , differential pressure C 122 D5-1260 1-5 � 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_000066 Title A name given to the resource "Saturn V First Stage Annual Progress Report: Fiscal Year 1968." Alternative Title An alternative name for the resource. The distinction between titles and alternative titles is application-specific. D5-12601-5 Description An account of the resource The report covers June 30, 1967 through June 27, 1968: Contract NAS8-5608, Schedules 1 and 1A, July 27, 1968. Prepared by J. P. Delaloye, Management Reporting and Analysis; Supervised by D. G. Valentine, Management Reporting and Analysis; Approved by R. F. Terry, Program Reports; D. H. Creim, Michoud, Program Planning and Reporting Manager; E. K. Cooper, S-IC Program Executive. Creator An entity primarily responsible for making the resource Delaloye, J. P. Boeing Aerospace Company. Space Division. Launch Systems Branch Date A point or period of time associated with an event in the lifecycle of the resource 1968-07-27 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) Saturn launch vehicles Saturn S-1C stage Project management Type The nature or genre of the resource Annual reports Text Source A related resource from which the described resource is derived Saturn V Collection Box 27, 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_000051_000074 https://digitalprojects.uah.edu/files/original/20/1151/spc_stnv_000067.pdf 6d546011779bd6bc44167875ef38a8c8 PDF Text Text SATURN MISTORY DO~"llj--~ Univer"h/ OF Aigbama R~~catch Instikg '"t0.y of Science E bChnD,ogy Dak-- THE I ~ 1 I REPORT L OF THE ! --_------- Doc 'OW --- ---_ �..................... ........................... .............................. I I To Our Stockholders 2 The Foundaflotl 4 Mission Suppart ........................ 4 bearch 6 EIechnigs ............................. 7 Infomation Sciences .18 Structural and Mechanid Systems ....... .19 Architecture and Facilities Engineering ... .21 ................... t h e Future ..............................22 .............. ................... Brown Engineering Facilities .23 Officers and Directors .24 Financial Information ........... Center Pages ............. ............. ........ Cash Wow per share (I). . . . . . . . . Dividends paid . . . . . . . . . . . Total daties and wages . . . . . . . . Net addhiom to buildings, leasehold irnprovements,and equipment . . . . . Net J e a . Net h o m e Net income per share (1) ........ Total sbckhoIders' equity Wotking capital Number of stockholders of remrd Number of employees ........... ..... ......... (I Computed ) on total shares outstandng at close of year 1965 (2) Restated for pooling of interest Received long-term mission support contracts. Built large electronic ground support systems for Saturn program. Acquired Electro-Mechanisms, Inc., a New England electronics manufacturer. Began construction on electronics manufacturing plant at Lewis burg, Tennessee. Established Information Sciences, Inc., in key southeastern cities. De ;EMan fhe wmvw we the SIX a m of sc&vfiy wrrenNy being pursW by Brown Enghee'ring. The subject of' each prcture Is shown w i n in$@ ,the repart t a g h e r with an expkna#Ofl eaphon. �TO OUR STOCKHOLDERS The year 1965 marked an important 12 months far Brown Engineering Company. I n c ~ a s e dsales and earnings were accompanid by other significant events that promise to profoundly affect Brawn's future. For the fgth straight year, the corn pany's safes and earnings Increased over those of the previous 12 months. Sales in 1965 tabled $45,302,418. Net earnings, reachjng the $1 million mark for the fiat time, were $1,134,484, ar This compares with earnings d $924,641, or $1.24 per share, in 1954. $1.52por share. safes of $42,3W,754and Long-term contracts having a poten- In addition to his res 6ibltEties as pfesident and chafrrnan of the at emwe EngInesring Company, Milton K. Cummfngs 1s act/%?in community, state, and natfonal affaffs. �tial value of more than $1M million were awarded the company to provide technical suppart ta the National Aeronautics and Space Administration's George C. Marshall Space Flight Center. The latest awards replaced a m m ber of short-term contracts Brown held with this key NASA installation, and offered the company a solid eeonornic base far the next five years. Brown expanded its markets and capabilities, especially in electronics and information systems, through smaller firms as subsidiaries, new equipment, and facilities. Brown acquired Electro- Mechanisms, Inc., a New EngEahd elec- 3,mO employees, highest employment tronics firm, and established Infarma- in the company's history, and locations tion Sciences, I nc., in Atlanta, Georgia, in Jx states. We believe the events of to prov'rde management and computer "165 will strongly influence the future services. In addition, the company en- success of Brown, Our long-term contered an option to purchase T ram-Data, tracts, along with our expanded mpaInc,, a Huntsville electronics firm. bilities and markets, give us a solid Construction was begun in 1965 on a foundation for growth. manufacturing plant at tewisburg, TenWe are grateful to the many permns nessee, to house a part of the com- - customers, stockholders, and empany's growing electronics operations, ployees - who made 1965 s ~ & a sigand a highly advanced computer was nificant period in Brown's history. Their installed in Brown's data pracesslng continuing interests in our company give us every reason to look to the fulaboratory at Huntsville. At year's end, Brown had more than ture with great confidence. Milton K. Cumrnings Chairman and president ��space and defense deeply involved Brown in programs of the National Aeronautics nnd Space Administration and the Army during 4965. The company made significant contributions to these agencies toward the development of large space boosters for space expIoration defense. and modern missiles for In '1965, Brown received new longterm contracts to support programs of the ~ a r s h a l lSpace Flight Center. The awards included prime contracts to support the Propulsion and Vehicle Engineering Laboratory and the Research Projects Laboratory at the center, as well as subcontracts to support the Test Laboratory and the Quality and Reliabi lity Assurance Laboratory. These contracts represent potential sales of more than $100 million for Brown over a five-year period. Since these are awardfee type contracts, under which the company's fee is governed by the quality of i t s performance, Brown has the opportunity to real ire greater profits than it did from former mission support agreernenk the study of materials used in the v e hicles. Brown also contributed to such advanced projectsas preliminary studies for manned orbital vehicles and tightweight surface vehicles for lunar exploration. As the prime contractar to the Propulsion and Vehicle Engineering Laboratory, Brown provides technical support to MSFC's mission to develop Saturn space boosters far America's moon program. The company has technical and professional personnel of almost every scientific discipline assigned to this task. Their work includes such activities as the analysis of the Saturn vehicle's structure, engines, and propulsion systems; the integration of major systems that are necessary to form the complete vehicle; the evaluation of r e lated ground support equipment; and MSFC's Quality and Reliability Laboratory included the development and aperatian of an automated information storage and retrieval system which provides reliability data on parts and materials used in the Apollo space program. Known as the Apolla Parts Information Center (APIC), this system is ab te to automaticajly answer the queries of ather NASA centers and industries associated with the space program. The highly sophisticated system is particularly advantageous to today's widespread, but fast moving,space program, because it accepts inquiries 24 Brown's significant contAbutions to 7% ddatrnifle the mdian of fuaf lh the h k s is beyand #e MI & ih'e esifh's ~ a v Brow? deveIcp? a unique methad Tor d f m v ethg thts condr D ~ by I kmng me fluH float En amtkr. HHeae, a Hue Ifqtrid, floafin in a red flrrfd, !s Wb~atedto s h o ~resmrJm w b t might ~e p m in the ,fuel tank a' 9 miffg kr#W whlcle. of a space v'ehi'efewhim It �hours a day and tranmiu or r-ives text?phot~gnph$,and drawtna;s over a world-wide network. In Suppart of the MSPC Test L h m bry, Brown test$ .components and subsystems far qaGe v&icles and related ground supp,rrt equipment by evaluatIng their r e d o n in hasrile mimmen&. Addithnallp, the ~ompanyde sign5 faciIitia for testi% en@& and bgaste35, and designs and buitds spe- cial fixtures that a r ~us& in w&- mental t@Tirlg. Brow<nYsrole in the space proairam at the Ma&all $pace Flight Cmtw also murrnpas pwjeas that lie beyond ,tudafi's Apnlb moon missfon. As the prime soure for m h n t d suppart ta MSFC's Research Projem Letboramry; the mmpat~yIs a prWia1 parkkipant' in scientific programs assocbtd with mads wrrt.irtut#g invstigatians o# the universe after he reachathe moan. a r c h and &velupment auppo& w a provided b r inettiat ,~idarrc~. ahd ~ m trd .equi~mmtfor a VTQL ~ v d d Wffand landinid 9ikmft- ltESEARCH ri The seIeEtSan of @to q p oj NASA's R e m d h~ i e & tabo-q at -the NASA / b lZ a r W Spwe FIEght Center IhWCl ef1ecYs s ~ !y an oar increased c q ~ b i f i t 3 e li'n ~ this parea tn additinn to p ~ m g . a s i s I s ~ ~ e potted the A m y Materiel ~pmrrtmd's to this MSN= function, Brown's BEN i b % Praft. Office In the deielop- s d ~aft3tb.Biti~ were also d h c t d meht of Pcmerid5 anti-missile missile md a c c o m p l i € a t of sdew system through the perforfia'nce of en- tifir: sftrdles for other NASA o t g a b #neering, Wi, and ahalpis t a 8 b tionst the A m y , and Navy, as we11 as Under a cunmct from the Army Mi+ #he dwekymM of new products and sile Cammand, %a rompmy dweloped tedtnolqies for the company, a guidance and control spterrt for a with MSFC*$ REnew anti-tank . n b s i l ~In a d j t i ~ n ,re- Under the con= The company made signif iamt cotrtributlona in 1965 ta the Atmy's dwelapc merit of m i a l e and aircraftpa -1 t as an automat& zystern far stouing.andre trhvlng m$ineering data. Bro,wn s ~ * �Exampfa af muM-layer cfrcuR baa& and nnfed w&Rn develcrw and manuktured gy Bawn ~ngkseringand its ruhsidia@, Elecfro-Mechanisms, Cktu/try shown above is part of Wernefw egujpment used fo trmsmff vltal dab back to Earth from Saturn space vehlclm. �of flexible printed cabling a d multilayer circuit baa& was acquired as a subsidiary. A joint venture was effected with another company specializing k data acquisiaon systems, A new division, to be housed in a modern plant a€ Lewisburg, Tennessee, was created to continue the company" telemetry and instrumentafion operations. Advances were made in the field of micmcircuitry, new products were introduced, and other products were improved to take advantage of new market putentials and advancing techndogins. last, Firrther, Ef the computer should FaiI completely, the DCE's control panel allows vehicle checkout te be performed manually, avoiding the enormous ms,t af an aborted mIssian. The DCE is capable of receiving and processing command signals controlling up ta 21116 discrete function's within the vehicle. To accomplish this gigantic feat requires approximately 13,000 electronic module assernbtia wwithin each of the nine DCE systems currently being hui lt. The DDAS receives data transm ftted from the Saturn vehicle, decodes it, and presenb it for evaluation. The cornplexity of this equipment is indicated by the fact that 103 major racks of equipment Brawn continues to be the largest supplier of telemetry and i nstrumen-tatian equipment for the Saturn program, not only to NASA, but to many of NASA's prime contracQrs as well. Thew incl ude No~th American Aviation, Boeing, Dauglas, IBM, and General dectric. Plans are underway to add a line of industrial and commercial talemetry equipment fe the aerospace and defense units Brawn builds. Telemetry equipment has appIicatians fur remote monitoring in process cuntrol, biomedicine, petrateurn, and chemical in- dustries. Perhaps the mest significant contributions to Brown's diversification in elmtronics are the subsidiary acquisltians are required. and facility expansions that took place Other contracts awarded to Brown in 1965, Engineering during 1965 include one The acquisition of Flectro-Meckanwith the Air Farce's Rome Air Develop- isms, Int., finalized in 1965, has pravan ment Center and one with NASA's to be an extremely good investment, Langtey Research Center. The Rome This young, dynamic, and profitable contract is Brown's first major research subsidiary has increased its grass sales contract with the Air Force and calls from $500,000 in 1964 to almost $3 The DCE, designed by Brown under an for the company to investigate the fun- million in 1965. Electro-Mechanisms earlier contract, incorporates a high de- damental limitations of negativeresis- has facilities in Methuen, Massachusetts, gree of reliability through the use af tance semi-conductor devices used in and Nashua, New Hampshire, and is triple-redundant voter circuitry. This communications systems, The Langley currently seeking new plant locations feature allow$ the DCE to continue to contract fe for design, development, far future expansion of its printed cirfunction in the event one of fie signals and manufacture of an aircraft-tu-air- cuit cabling and multi-layer circuit from the Saturn Ground Computer is craft ranging and altimeter system. boards. To link Saturn Y space vehicles to au- tomated checkout equipment, Brawn is building discrete control equipment (DCE) and a digltal data acquisition system (DDASI for checkout and monitoring functions before and during the launching of these vehicles. The relationship of this equipment to NAmSA's Apollo program (moon mission) is depicted on the facing page. ContmI Ewlpwnt IDCEI systems are shown herre w parts of the Saturn Ground Computer System, Also shown Is IP Digital Data Aqdsitlotr System (DDASI, being brrllt by Brawn under mntract b General Electric. A fonctlanal d@scr/ptEonof thesystms follews: (!) W L X E is kccased at the Launcher Umbi11wlTower (&LET) fu aubmat!calfy translate cwmnands from the Bturn Gmnd Corn utet Into discrete control tunet~ons !or veRicie d m m t (automstic made). The- WE may also be opemted /n ft8 manud mode $0 rnwlrrally r'nftlateconiF'o1 funcbans through a control pane) located dthes on the DCE itself (local mandmadel or UP bc 7 miles away f r e p t s manual mdBI. 121 The DDAS recervas stma& Pam the Saturn vehIek Which indicate the varl~useven& &king p/ace In the vehfcie duflng performance of uehTcYe checkout. T b m signals are tmns!atd fnta d&ifat language by the DbAS and relayed to the Saturn Ground Cornpuh far evdmtid~,The DDAS mmtlnues to mcelve data after rehkk launch through t e l m wur'p~~~ent. ~ 133 The Two of h w d s DIscreie Saturn G m n d Compuw at f h LUT is canneefed b ern )dentical eompuhr at the Launch Cantfol Center (LCCl so that the en the operation of the LW mmpmr /$ du Itcaw In the LCC carnplmv 141 A second D& is located sf the LCC and ls connecW to the LCC m p o f e r In the same wa that the flat DCE E s cannested to the computer, Thus, since hofh DCPs are funMming In fha same manner and receiviq idwEia1 inputs, the outputs are Ilkewlse ident/cat, 151 An hd!Wor panel Is ccmneeted to tha output ind df the secorPd DCE In the same way that the W r n vehtcle is connmed to the first WE. Slncs the outputs of bofh EE's are Idenikal, the Indicator panel can be made to Ino'rcate an or all of fie contra/ fmctim baing a p p d t o ~ l vee h/&. Thus, pednrmance df th& entire grdund checkout flocedure, fakM place at the LUT, ten be m i t o & af the l&,before and after /aurrch. In add~Yion, all nr any pari pf the LX checkout procedure can bs mtr&fI& manualy through tha first DCE3 &of panel. ���B R W N ENGINEERING COMPANY, IVC., AND SUBSIDlARlES Y e m ended Bembm-31, I=, a d kmhr *I, 19# -I965 . ,\ lS4 I ! . I ~e~era~'and:ad&ni~trafjve expense : . . . . . . . INCOME FROM QPERATIUNS Other deductions; tnt~restmpmw . . . 0th expmm - net . . . . . . . . . . . INCUMZ BEFORE TAXES ON INCOME T a a on inmme - Note C: Federalincgmehat~s . . . . . . . . . . . . State i n m e t a x e . . . . . . . . . . . . . TOTAL T A X B QN INCOME NET INCOME Add retained earning at bqginming wf year . . . . . . . 2,003,337 $ 3i137,315 W u a ~ $ 5 1 7dividends paid - $.XI a ahare in 1965, and 1964 146,352 RETAtNEDEARNING5ATEND OF YEAR $2,991,263 Deprecktisn and a m r t i z a i o n inciwded above: Year ended Dwernbw 31,1965 - $938,m. Year ended Chcmbw 31,1964- $ W , J 1 5 . !3emates to .amdidaid financial state man^. . . . . . . . . Warking capital at begrnntngof yeat Addilms: Cash fun& p W d & by operatiatd~: Werinramc . . . . . . . . . . . . . ~ @;$ . Prmkion for depredaQanand amortleation of pmpmty, plant,equiprnmf, ad kmhald irnprravemenQ . . . . . . . . . . . Amortkatian ~f rnimltmenus quiprnmt a d y he* ~;ro.n-& expenses I n m in~Iang-mrm debt . . . . . . . . . . 5ak ef Eammm 5tuc.lc under employee slack aptiopla m,$% . . . . . . . Oducticrns: Cash $ivkhn& paid . . . . . . . . . . . Net additions t . property, ~ plant, equipment, and teamhold impravmen& M d I n r m c in maher mn-currant Working capital at end of year . . . . . . . . . . . .. . 4 m* . %' -&## - ? > ,' - �����A joint venture with Trans-Data, hcWd Another addition occurring in 1965 may scrgn r ~ ~ uinl tB m d s acqukition was tha &tabfishhentof n micrclcfrcuit of this Huntsvj IIe-based company. laboratory in the WunBville facility: Trans-Data, Inz., has qecialized =pa- Mlc~o:oelectronicpackaging tech iques Mities in the dpign and development now being developed will be used to af ground-based data acqsluhitlan sys- develop a transmitter that will send up tem. to 50 channels of data, The unique Lewisburg, lenn~ssae,b the site of asp%!& of this trahsmftter is that jjt will anather expandon of Brawn" elmren- be only one inch In diameter by five ia capabilities A new manufacturtng irr&es long, and will transmit data from plant b being built on a 30-aae sit& in with in the shaft of a rotating turbine. kwi3burg's new i n d ~ t r i a lpark. The plant will allow Brown to maintain its position as a principal supplier of te- New electronic products develaped in lemetry and Instrumentation equipment 1964 by Brown include a "sslder-lwb far the space program and will m m Ing" machine for applying proterrlve the additional floor space requirements solder a a t h g s to printed-drcult boards Fdr the M r e emergence of the com- for wttmeIy high-reliability applimtians. This machine represents s siftpany i n t ~cgntmercial markets. nificmt advance in the state of the art, hwaus i-t cah decr&a~eproduction time ahd costs o w previous methods. Weml ac-w items have been developed far the Brow- clwed-circuit tele-vEs4an canara. These Include an optleal pan/tilt/zoorn .device which enables an operator to vary the camera's field of view f m a remote lmation whik the camera itself remains stationary. The camem has also undergone tedesi~n.As a result, it can be bui tt more ecanomfally ahd offers improved reliability, performance, maintainability, and flexibility. Additianally, Brown camera can be modified so that it wjll be sensitive to infrared light far detedtion of hydrogen flm. It is expected that this modification will find the a/seaming igmlsnt e m f l y lnstaited P" "iIte" facjtlty t~ mwrt pewrfitm m t e r s &ecfly I n b m a W I e 'Y,pe O a Drqwn% Wuntw enk& md mlerufilmrecords. This &v!ce can five different type fonts at the rate 6f 2;aod &MWS per SWM, �widespread applications in both government and commercial areas. Strobe lighting is also being used in conjunction w i t h the camera, lending t o a variety of "exploring" applications: inspection of caves, drilled holes, and buried pipe lines. ing used in two major airborne navigation projects. Brown's BECON connector line has n o w been expanded t o 29 bas~ctypes, four of which were added in 1965. In addition, Brown makes 1 2 types of custom-designed BECON connectors for special applications. Another product improvement is the adaptation of the company's BECON printed-circuit connectors as microcircuit carriers. An outstanding feature of these connectors is that the microcircuits are held t o the carrier b y spring clips instead of solder, facilitating considerably the replacement of circuit elements. This approach is currently be- INFORMATION SCIENCES / Brown's capabilities in computer sciences increased significantly in 1965. A whollyo w n e d subsidiary, l n f o r m a t i o n Sciences, Inc., was established in Atlanta. A n I B M 360 computer and a Philco 6000 optical scanner were installed at the Huntsville facility, A centralized information-dissemination system was de- veloped for shipboard helicopter maintenance. A n d several extremely complex computer simulation models were developed for the U.S. Army and NASA, including an analysis of the saturation probability of a defensive missile syst e m and a detailed analysis o f a wheeled vehicle operating over the surface of the moon. Information Sciences, Inc., Brown's new subsidiary, is presently providing data processing services, automated engineering and management services, and technical publications services t o aircraft, aerospace, defense, and commercial customers, including many small Disc storage unit of IBM 360, Model 40, computer, recently installed at Brown's computer facility. This disc system offers several operating advantages over magnetic tape. �businesses throughout the Southeast. Since this subsidiary was established in Atlanta, Georgia, only last July, employment has more than doubled and branch offices have been established in four Southeastern cities: Huntsville, Birmingham, and Montgomery, Alabama, and Merritt Island, Florida. In order to better serve this market, an IBM 360, Model 40, computer was installed. In support of i t s program to develop an automated engineering data system for the U. S. Army, Brown installed an advanced optical scanner that directly converts typed words and numerals to computer symbols and transcribes them on magnetic tape. This sophisticated technique virtually eliminates the time-consuming chore of keypunching information before placing i t on tape. mission and closed-circuit television to bring the needed information to the particular shop. Brown also developed a method for the automatic writing of military speUnder a contract with the U. S. Army, cifications by computer, and a comBrown designed and developed an in- puter simulation program for evaluating formation-dissemination system for use the mobility performance of wheeled in a floating aircraft maintenance fa- vehicles on the moon's surface is becility for offshore maintenance and re- ing investigated by Brown for NASA. pair of helicopters. This system allows any of the various shops aboard ship to STRUCTURAL AND MECHANICAL SYSquickly obtain maintenance and repair TEMS / Over the years Brown has esinformation from a central data storage tablished and expanded specialized unit. Brown's system, which i s micro- fabrication and testing capabilities to film oriented, utilizes facsimile trans- support the company's intimate role Test fixture in Brown Engineering's Test Laboratory for dynamic testing of rocket engine gimbals. Gimbal under test is for engine used in third stage of Saturn V space vehicle. ��I ' 1 , 1 services being provided t o NASA, the U. S. Navy, industry, municipal governments, and private citizens. to partrcipate In the manufacture and testrng of grant arms rt desrgned t o support service Irnes gorng from ground equrpment t o the Saturn vehicles. Brown also evaluated the relrability of electrical, mechanrcal, hydraulic, and pneumatic components for the Saturn ground support equrpment, and the company burlt and ~nstalledelectronrc instrumentatron equrpment for handlrng hazardous lrqurd propellants used In space vehicles. Reed-Mullrns and Associates, Brown's architects-engrneers, desrgned a new Federal Offrce Burldrng and Court House In Tuscaloosa, Alabama. The modern three-story structure wrll feature a penthouse and wrll contain approxrl~lately63,000 square feet of floor space ARCHITECTURE AND FACILITIES ENGINEERING / During 1965, Brown continued t o expand its capabilities in architecture and facilities engineering, with Brown's Facilrties Engrneerrng Department performed work on a turbrne engrne test facilrty for the U. S. Navy, completed design and construction Herbert Johnson Towers, a recently completed apartment building for the aged, was designed by Brown's Reed-Mullins and Associates. This eight-story structure is conveniently located near several of Huntsville's shopping centers and incorporates many unrque convenrences, particularly suitable to its residents. drawings for Brown's new test facility, and desrgned a thermal rnsulation test facilrty and a mobrle acoustrc research laboratory for NASA's George C. Marshall Space Flrght Center (MSFC). The m o b ~ l eacoustrc research laboratory 1s an easrly-movable acoustic test facility for exposlng large test specrmens, werghrng up to 30,000 pounds, to the tremendous nolse levels produced by a Saturn V booster whrle ~t is b e ~ n gtest fired Brown helped develop comprehenslve master plans for MSFC facrlrtres rn Huntsv~lle,Alabama, and Michoud, Loursrana, covering such Items as rarlI oads, utr lrtres, roadways, drarnage, securrty, and crvrl defense. �THE FUTURE upon the recommendation of the board of directors, a Curparate Development and Planning Committee was organized to examine the future p a l s of the company and to apply its talents te the solution of problems vital ta Bruwn's continued growth and development, This committee has developed an aggrasive plan for growth that includes sales and profit goals and acquisition plans for Brown. Further, a Future Programs Office was established to enhance the company's opportunities for participating in new government and industry research and development programs and to broaden Brawn's participation in existing programs. In the future, Brown expects to cornmand a major rota in significant new developments on earth, as well as outer spare. Aggresive goals for sales, earnings, market expansion, and technaIogical advances are a part ad this course. Such goals are considered realistic, be cause Brown's interests over the next decade parallel the demands and problems America's growing population and prusperity are expected to creak. Brown believes that it is In a strong position to make important contributions to future space developments, because of the amciation the company has with today's moon program in its work for NASA The company looks forward to increased partidpation in missile devafupment programsfor the Army, a5 well as the research and develupment t a s k sf other branches of the military, Brown also expects to be one of the companies that will contribute solu- tions to America's mass transporntian problems an earth. It believes that the same technologies that will carry man from earth to h e maan can be applied to get man from his home to his office. The company's expanding electronim capabilities promise to give Brown a significant share of the rapid growth market far large special-purpose systems, special packaging devices, microcircuitry, and closed-circuit television, Brown expects to be a prominent competitor far the virtually unlimited information retrieval and computer m i c e market. Through a subsidiary, the company has already made a position fur itself in this commercial field. As department stores, warehouses, utilities, and others turn to computers to serve their gruwlng l i n e af customers, Brown's future is expected to spiral upward in this a m . Laset. research, carried on by the company for several year% is expected to bring about significant applications for this exotic light source in medicine and industry. Spccialized design, engineering, manufacturing, and testing capabilitis within the same complex has put Brown irl an excellent position to participate in the development of major systems. The company's corrtribution~in the farm of modern hospitals, libraries, industrial plants, and other public buildings are expected to be recognized as enginears and architects are chosen for the future development of the nation's communities. The company looks to this future with optimism and enthusiasm. �BROUln E161nEERllRG FACILITIES ELECTRO-MECHANISMS, INC. ACi . - ..ISLAND, FLA. �OFFICERS1 From the top, Milton K. Cummings, President Joseph C. Moquin, Executive Vice President Robert B. Anderson, Senior Vice President WiIliam A. Giardini, Vice President Raymond C. Watson, Jt.,Vice President lack W. Hendrix, Vice President of Administration William 1. Vernon, Secretary and Treasurer DIRECTORS Milton K. Cummings, Chairman Robert B. Anderson William A. Giardini Elliot Coldstein Thomas D. johnson M. H. Lanier, jr. H. E. Monroe JosephC. Moquin Sidney IG Tally Kenneth I. Thornhill William 1. Vernon D~im, copy, art, photagraphy, 24 and printing by I s m n En~lneeringCompany �� 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_000067 Title A name given to the resource "Annual Report of Brown Engineering Company, Inc. For the Year Ended December 31, 1965." Creator An entity primarily responsible for making the resource Brown Engineering Co. Date A point or period of time associated with an event in the lifecycle of the resource 1966-02-01 Temporal Coverage Temporal characteristics of the resource. 1960-1969 Subject The topic of the resource Saturn Project (U.S.) Aerospace industries--United States--Periodicals Brown Engineering Co. Type The nature or genre of the resource Annual reports 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 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