SATURN HISTORY DOCUMENT University of Alabama Research Institute History of Science & Teciw~logy Group

Date---------- Doc.No.

--------

GEORGE C. MARSHALL SPACE F L I G H T CENTER HUNTSVILLE, ALABAMA

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EFNoeljlr/876-3692 CBSones/876-5326

Distribution SATURN Office, A s t r i o n i c s Division M-ASTR-TSJ

D A T E November 2, 1962

Memo #M-ASTR-TSJ-33-62
FROM

SUBJECT

T e c h n i c a l Information S u m m a r y Concerning SATURN Vehicle SA-3

T h i s m e m o r a n d u m ov.tlines, through a s e r i e s of s k e t c h e s , s o m e of the i m p o r t a n t f e a t u r e s and sequences concerning the t h i r d SATURN flight v e h i c l e , The s k e t c h e s a r e devoted p r i m a r i l y to the control and i n s t r u m e n t a t i o n a s p e c t s of the vehicle but a l s o touch on the launch facility and countdown s checiule .

1. Introduction i

T h e SATURN C -1 P r o g r a m h a s a s i t s p r i m a r y objective, the development of a l a r g e two s t a g e vehicle f o r u s e in s p a c e o p e r a t i o n s . T e n v e h i c l e s a r e planned f o r t h e r e s e a r c h and development p h a s e 2nd a r e divided into Block I (SA-1 through SA-4) and Block I1 (A-5 through SA-10). T h e f i r s t four SATURN vehicles will b e launched f r o m complex V L F 34 a t Cape C a n a v e r a l , on a n a z i m u t h of 100 d e g r e e s E a s t of North, T h e g e n e r a l a r r a n g e m e n t of launch complex V L F 34 i s s e e n in F i g u r e 1.

In t h e Block I s e r i e s , only the S-I s t a g e i s propelled and t h e r e is no s e p a r a t i o n of the S - I stage f r o m the dummy upper s t a g e s . T h e S-IV s t a g e will b e a c t i v e on the Block 11 vehicles (SA-5 and subsequent). 2.
Review of P r e v i o u s Flight T e s t R e s u l t s

a . The f i r s t vehicle of this s e r i e s (SA-1) 1,vas launched with no technical holds, a t 1006 EST on October 27, i96l f r o m Launch Complex 34, AMR, on a n azimuth of 100' E a s t of North. The flight p e r f o r m z n c e of the vehicle w a s excellent; no m a l functions o r deviations w e r e o b s e r v e d which could b e c o n s i d e r e d a s e r i o u s s y s t e m f a i l u r e o r d e s i g n deficiency. I l o w e ~ r e r , sloshing instability w a s of encountered a f t e r 90 s e c o ~ d s flight; although t h e r e was m o r e sloshing than expected, it did not a p p r o a c h the point of endangering vehicle c o n t r o l o r s t r u c t u r a l i n t e g r i t y . The m a x i m u m engine deflections due t o the effects of sloshing w e r e f1/2 d e g r e e i n pitch and yaw, and +1/4 d e g r e e i n r o l l . Additional a n t i - s l o s h baffles have been placed into the l o w e r end of the eight

o u t e r tanks (See F i g u r e 9) on SA-2, 3 and 4 to control propellant sloshing during t h e l a t t e r p a r t of t h e propulsion period. P i t c h a c t u a t o r deflections of 2 d e g r e e s r e s u l t e d f r o m t h e t i l t p r o g r a m c o m m a n d s , a s expected. Even though this did not have any a p p r e c i a b l e effect on the stability of the vehicle, a "smooth" t i l t p r o g r a m (See F i g u r e 8) w a s introduced on SA-2 and subsequent v e h i c l e s . SA-1 did not have a c t i v e path guidance; however, p a s s e n g e r guidance h a r d w a r e was onboard f o r the p u r p o s e of R & D testing. In a d d i tion, c e r t a i n R&D c o n t r o l s e n s o r s w e r e a l s o flown. SA-1 h a d a t o t a l of - inflight m e a s u r e m e n t s of which only 505 8 11 -failed, and - only p a r t i a l l y failed. The inflight c a l i b r a t o r on Link 3 failed during flight. All R F s y s t e m s p e r f o r m e d s a t i s f a c t o r i l y . F o r a detailed a n a l y s i s of the flight p e r f o r m a n c e of SA-1, s e e MPR-SAT-WF-61-8, SATURN SA-1 Flight Evaluation, dated D e c e m b e r 14, 1961. The second SATURN flight vehicle (SA-2) w a s a l s o launched b. f r o m V L F 34 with no technical holds a t 0900 EST o n April 24, 1962, The launch p r o c e d e d without difficulties and the flight t e s t w a s a complete s u c cess.
A..

Operation of the control s y s t e m w a s s a t i s f a c t o r y ; the sloshing instability noted in the SA-1 flight was successfully s u 4 p r e s s e d by t h e addition of the baffles in the lower end of the o u t e r propellant t a n k s . Engine pitch deflections of 2 d e g r e e s r e s u l t e d f r o m a n unexpected binding of the t i l t device c a m . T h e s e t r a n s i e n t deflections a p p e a r e d a t i n t e r v a l s of a p p r o x i m a t e l y 13 s e c o n d s . T h i s condition h a s been elimjnated by a r e d e s i g n of the fine z e r o c a m of the t i l t p r o g r a m t r a n s m i s s i o n . In addition, a s p e c i a l l a b o r a t o r y check of the operation of this device i s now m a d e . SA-2 did not have active path guidance; however, p a s s e n g e r guidance h a r d w a r e was onboard f o r R&D testing. R & D control s e n s o r s w e r e a g a i n flown. A t o t a l of 526 inflight m e a s u r e m e n t s w e r e f l o w on SA-2. Of 1 this total, only 6 m e a s u r e m e n t s failed, and - m e a s u r e m e n t p a r t i a l l y failed. All R F s y s t e m s p e r f o r m c d s a t i s f a ~ t o r ' i l ~ .
P

A w a t e r cloud experiment ( P r o j e c t Highwater) w a s s u c c e s s f u l l y a c c o m p l i s h e d by injecting the upper s t a g e s ! w a t e r b a l l a s t (190, 000 pounds)

into the u p p e r a t m o s p h e r e a t a n altitude of 105 k m by rupturing the upper s t a g e s with p r i m a c o r d a t L. 0 . t 162 seconds. . F o r a detailed a n a l y s i s of the flight p e r f o r m a n c e of SA-2, s e e MPR-SAT -WF-62 -5, SATURN SA-2 Flight Evaluation, dated June 5, 1962.

3.

R e s u m e of Main F e a t u r e s of SA-3 a. F u l l P r o p e l l a n t Loading (620,000 pounds on SA-1 a n d SA-2 v e r s u s 780,000 pounds on SA-3). T h i s r e q u i r e d a change i n the c o n t r o l gains p r o g r a m f o r SA-3. T h i s additional weight of 160,000 pounds h a s r e d u c e d the liftoff a c c e l e r a t i o n considerably (1.4 g on A-1 and SA-2 v e r s u s 1.2 g on SA-3).
b.

P r o j e c , t Highwater T h i s e x p e r i m e n t will be c a r r i e d out f o r the second t i m e on SA-3. The m a i n differences a r e : SA - 2 L. 0. t 162 s e c . 105 k m 81. k m SA-3 L.O. S 295 s e c .

Time Altitude Range c.

Centaur E x p e r i m e n t T h i s is a dynamic study conducted i n support of the Centaur p r o g r a m . Th.e d e t a i l s of the s i m u l a t e d Centaur w e a t h e r shield a r e shown i n F i g u r e 3. T h e f a i l u r e of the Centaur flight is believed t o have r e s u l t e d f r o m deficiencies i n i t s w e a t h e r shield. ST-124 P I n e r t i a l P l a t f o r m S y s t e m A l a b o r a t o r y m o d e l of the ST-124 s y s t e m (manufactured by M-ASTR) will b e flown for the f i r s t t i m e .
d.

e . T h e S - I r e t r o r o c k e t s will b e f i r e d a t Inboard Engine cutoff f 12 s e c o n d s .

f. Outboard Engine Cutoff will b e given by a propellant depletion signal i n s t e a d of by a t i i ~ e a s in SA-1 and SA-2. r

An umbilical tower swing a r m will s e r v i c e t h e f o r w a r d end of the S -1 s t a g e instead of the long cable rriast used f o r SA-1 and SA-2.
g.

4.

Control System (See Figure 6)

T h e r e i s no active path guidance in SA-3. Control information is supplied to the Flight Control Computer by the following s e n s o r s : a. The ST-90 Stabilized P l a t f o r m System which provides the attitude r e f e r e n c e signals, and

b. The 4 Local Angle-of-Attack T r a n s d u c e r s which provide

the angle -of -attack signals. The n e c e s s a r y attitude r a t e information i s obtained by e l e c t r i c a l differentiation of the t h r e e attitude signals in the Flight Control Computer by m e a n s ' of R - C networks. This computer filters, amplifies, and/or attenuates, shapes, and s u m s t h e s e signals and in t u r n i s s u e s steering commands to the eight hydraulic a c t u a t o r s for p r o p e r positioning of the four outer H-1 engines, which effect vehicle control in pitch, yaw and roll. The control s y s t e m gain f a c t o r s (a,, al, and b,') for the pitch, yaw and r o l l axes a r e shown in F i g u r e ' 7 , along with the engine and control actuator locations. It should be noted that this gain p r o g r a m i s somewhat different f r o m SA-2 because the vehicle's control c h a r a c t e r i s t i c s w e r e changed due to t h e full propellant loading. With this new gain p r o g r a m , the stability of the vehicle i s i m proved over SA-1 and SA-2.
\

Sloshing of the propellants in the S - I stage i s controlled by the a n t i - s l o s h baffles to the level where it does not significantly affect the control s y s t e m . F i r s t and second bendirzg mode influences on the control s y s t e m a r e s u p p r e s s e d by phase shaping and/or attenuation of those f r e - I quencies ( ~ to "4 cps and ~6 to ~ 1 cps) in the Flight Control Computer. 2 2 (See F i g u r e 12)Pitch programming of the vehicle i s provided by a c a m device located in the Servo Loop Amplifier Box which c0ntain.s the p r e - selected tilt program. A f t e r D. C. power t r a n s f e r a t L . 0 . -35 seconds, the p r i m a r y 28 v. d . c. power f o r the vehicle s y s t e m i s supplied by two 2650 amp-nlin. capacity b a t t e r i e s . These b a t t e r i e s a l s o supply a. The 1800 VA Rotary Inverter which provided 400 cycle, 115 v. a . c . power p r i m a r i l y t o the ST-90 and the vehicle cont r o l s y s t e m , and

b. Th.e 400 VA Static I n v e r t e r which supplies 400 cycle, v. a. c. power t o the ST-124 Inertial P l a t f o r m System.

115

5.

Guidance and Control R&D Hardware (See F i g u r e 6)

The following devices a r e being t e s t flown on SA-3 t o obtain s o m e of the n e c e s s a r y engineering information r e q u i r e d for the development of the guidance and control s y s t e m of future SATURN C-1 vehicles: a . T h r e e ST-90 mounted AB - 3 A c c e l e r o m e t e r s which provide velocity information in "digital" form.
b. A Guidance Signal P r o c e s s o r - Repeater (GSP-R) which p r o c e s s e s the "digital" velocity signals and conditions them f o r telemetering.

c. A 3 a x e s Control Rate Gyro Package which provides a t t i tude r a t e information a s a. c , signals to the Control Signal '~rocessor. d. A Control Signal P r o c e s s o r which converts the attitude r a t e information to d, c , control signals and conditions them f o r telemetering.
e. P i t c h and yaw Control A c c e l e r o m e t e r s which m e a s u r e l a t e r a l vehicle accelerations, convert the signals to d, c. control signals and condition them for telemetering

f , A Q-ball Tra.nsducer which m e a s u r e s pitch and yaw angles of-attack and dynamic p r e s s u r e , converts the signals t o d. c . and conditions them for telemetering.

g . A ST-124P Inertial P l a t f o r m System ( P l a t f o r m , Electronic Box and GSP-R) which provides attitude e r r o r signals f r o m i t s gimbal r e s o l v e r s to the telemetering s y s t e m and velocity information in "digital" f o r m f r o m i t s t h r e e AB-3 Accelesom e t e r s through i t s GSP-R where they a r e conditioned for telemetering.
h. In addition, a Horizon Sensor System and a T i m e B a s e Selector a r e a l s o being flight tested.

6. T r a j e c t o r y
The b a s i c flight t r a j e c t o r y for SA-3 (with 'all eight engines operating) i s orztJ.ined i n F i g u r e 5.. The tilt p r o g r a m i s based on the seven
5

engines operating c a s e a f t e r L. 0. f 30 seconds, The vehicle pitch angle o f - a t t a c k brought about by t h i s c o m p r o m i s e is r a t h e r s m a l l a n d t h e r e f o r e acceptable f r o m the control standpoint. Cutoff of the inboard engines i s initiated b y the propellant l e v e l s e n s o r s a r o u n d 140 seconds a f t e r liftoff. (See F i g u r e 9). The outboard engines cutoff about 8 seconds l a t e r when they r e c e i v e a s i g n a l f r o m the first " T h r u s t OK" p r e s s u r e switch t o s e n s e turbopurnp p r e s s u r e decay.
7.

Telemetry System

The t e l e m e t r y s y s t e m of t e n s e p a r a t e R F l i n k s , h a s 35 c o m ponents. F i g u r e 10 shows t h e type of t e l e m e t r y unit, i t s t r a n s m i t t e r f r e quency, and m e a s u r i n g capacity. FM/FM i s used extensively on SA-3. T w o SS/FM units a r e u s e d to t r a n s m i t high frequency information ( v i b r a t i o n and a c c o u s t i c a l m e a s u r e m e n t s ) . A U H F s y s t e m and P C M s y s t e m a r e being flown f o r the f i r s t t i m e .

8.

Measuring System

The m e a s u r i n g s y s t e m h a s m o r e than 1000 m e a s u r i n g compone n t s -( s i g n a l conditioners; a . c. and d. c. a m p l i f i e r s , zone boxes, etc. , and measuring transducers; flowmeters, accelerometers, p r e s s u r e gauges, e t c . ), which provide o v e r 700 individual m e a s u r e m e n t s ( 6 1 1 flight and 106 blockhouse). 9. R. 3. S y s t e m s (Range Safety a n d Tracking) ' -- -

T h e four R. F. s y s t e m s used f o r r a n g e s a f e t y and t r a c k i n g a r e shown i n F i g u r e 11. . T h e s e s y s t e m s a r e c o m p r i s e d of 19 components. a. Command System: The function of the command s y s t e m is t o e n e r g i z e the c o r r e c t vehicle function upon r e c e i p t of the p r o p e r R. F. command signal f r o m the ground t r a n s m i t t e r ( r a n g e safety officer). Range safety r e q u i r e s t h a t e a c h vehicle launched f r o m the Atlantic M i s s i l e Range c a r r i e s a n approved command d e s t r u c t s y s t e m . T h e s y s t e m i s c o m p r i s e d of two s e p a r a t e and independent units; the only i t e m s t h a t a r e common a r e t h e antennas and s o m e cabling. E a c h unit r e c e i v e s its power f r o m a s e p a r a t e 28 v. d. c . b a t t e r y . On t h e SA-3 flight, r e l e a s e of the w a t e r b a l l a s t i n the S-IV and S - V dummy s t a g e s will b e m a d e ( P r o j e c t Highwater - See F i g u r e 5). The r e l e a s e will be by command f r o m the r a n g e safety officer through the vehicle command d e s t r u c t s y s t e m , about 150 seconds a f t e r cutoff. T h i s e x p e r i m e n t wjll a l s o b e a positive t e s t of the S - I s t a g e command d e s t r u c t s y s t e m .

b. Azu.sa and C-Band R a d a r S y s t e m s : T h e s e s y s t e m s p r o vide s i g n a l s t o a ground computer complex t o obtain position and velocity information. T h e s e t r a j e c t o r y data a r e p r e s e n t e d on plotting b o a r d s f o r the r a n g e safety officer t o u s e i n d e t e r mining " r e a l t i m e " vehicle p e r f o r m a n c e . In addition, they a r e a l s o u s e d f o r the post flight evaluation of the v e h i c l e ' s t r a j e c tory.

c. UDOP System: T h i s s y s t e m provides t r a j e c t o r y data (vehicle position and velocity) f o r the post flight evaluation of the v e h i c l e ' s p e r f o r m a n c e .

M e m o #M-ASTR-TSJ-33-62

DISTRIBUTION: M -DIR Dr. Dr. Mr. M -SAT Dr. Mr. Mr. Dr. M-MICH Dr. M-CPO Mr. M-FPO Mr. M -AERO Dr. Dr. Mr. Mr. M-P&VE Mr. Mr. Mr. Mr. Mr. Mr. Mr. M-ME Mr. Mr. Mr. Mr. M - QUAL Mr. Mr. Mr. M-LVOD Dr. Mr. Mr. Mr. Mr. M-TEST Mr. Mr. M-RP Dr. M-ASTR Dr. Mr. Mr. Mr. Mr. Mr. Mr. Mr. Mr. Mr. .. . Mr. Mr. Mr. Mr. Mr. Mr. M-PI0 Mr. LOC Dr. Dr. Mr.

vonBraun Rees Neubert Lange Lindstrom (5) Vreuls Kuettner Constan Maus Koelle Geissler Speer Jean Teague Mrazek W e i d n e r (10) Palaoro Glover Rothe Heusinger Kistler Kuers Paetz Nowak Crumpton Grau Klauss B r o o k s (5)

Gruene R.igel1 ( 4 ) J e n k e (4) C h a m b e r s (4) Sendler (4) Heimburg Driscoll Stuhling e r Haeussermann Kroeger Weber Chase Kruidenier Wagnon Currie Angele Boehm Hosenthien Hoberg Fichtner Mandel Digesu Taylor Moore Joe Jones Debus Knothe ( 2 0 ) Claybourne

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