!

".-."
;', .-
;: .
r:

. '~~.

MCR-82-044
Spacecraft
Users Guide
TITAN 348/340

'."", '!,"

'.'

Approved:
0'0

Fel" J. Scheffler
trector, Launch Vehicles
Space Launch Systems Division

MARTIN MARIETTA CORPORATION

DENVER AEROSPACE
P. O. Box 179
Denver, Colorado 80201
FOREWORD
This document is submitted in accordance with
PRCNP-PH to SAMSO-66-401, Vol III, Rev. 2, Line
AI015 to contract F04701-79-C-0092.
The current Titan launch vehicle family includes
the Titan 34 series with a performance level ex-
ceeding other expendable launch vehicles (ELV) in
the free world. This series, which includes the Titan
34B and Titan 34D launch vehicles, has the growth
potential for increased capability.
Titans offer users proven and reliable hardware as
well as an established and experienced space and
missile system organization that can assist in both
mission planning and implementation.
The Titan Spacecraft User's Guide will acquaint
potential spacecraft organizations with the Titan 34
series launch vehicle system capabilities and avail-
able related services. This guide describes the path
of Titan development, mission success, program
organization, vehicle configurations, launch facili-
ties, ground systems operations, performance, sup-
port services and interfaces, environments, and
spacecraft integration.
Performance capabilities are presented for options
including new upper stages, large-diameter pay-
load fairings, stretched cores and seven-segment
solid rocket motors.
A payload questionnaire in Appendix A sum-
marizes the types of information required for
spacecraft and missions. For assistance or more
detailed information relating to a specific applica-
tion, please contact:
Mr. Felix J. Scheffler
Director, Launch Vehicles
Space Launch Systems Division
Martin Marietta Denver Aerospace
P.O.Box179
Denver, Colorado 80201
Phone: (303)977-3000
ii
CONTENTS

Page

Chapter I-Titan Development . I-I

Titan I &IIPrograms . I-I
Titan III Family . 1-2
Titan 34 Program . 1-4
Titan III Mission Success . 1-5

Chapter II-Program Organization . II-I

Space Division , . II-I
Space and Missile Test Center . II-I
Aerospace Corporation . II-I
Spacecraft Program Offices . II-I
Spacecraft Contractor . 11-2
Spacecraft Integration Contractor . 11-2
Martin Marietta Corporation . 11-2
Associate Contractors . 11-2

Chapter III-Vehicle Description . 111-1

Configuration Overview . 111-1
Stage Descriptions . 111-2
Stage 0 . 111-2
StageI&II . 111-3
No Upper Stage (NUS) . 111-3
Transtage (T/S) . 111-4
Inertial Upper Stage (IUS) . 111-8
Ascent Agena . III-13

Chapter IV-Performance . IV-l

Mission Descriptions . IV-l
Flight Description . IV-3
Performance Capabilities . IV-3

Chapter V-Environments . V-I

Launch and Flight . V-2
Upper Stage/Spacecraft Thermal Interface . V-7

Chapter VI-Spacecraft StructuralInterfaces . VI-l

Titan 34B&34D-No Upper Stages . VI-1
Titan 34B/ Ascent Agena . VI-1
Titan 34D/Transtage . VIol

Titan 34D/IUS . VI-2

Spacecraft Attachment . VI-2
Payload Fairing (PLF) . VI-4

iii
Chapter VII-Spacecraft Thermal & Electrical Interface . VII-l
Titan 34D/IUS . VII-l
Titan 34D/N 0 Upper Stage . VII-2
Titan 34B/ Ascent Agena . VII-3

Chapter VIII-Spacecraft Orbital Services . VIII-l

Thermal Control Maneuvers . VIII-l
Telemetry Dipout Maneuver . VIII-l

Chapter IX-Spacecraft Equipment Interfaces . IX-I

ESMC Electrical & Electronic Aerospace Ground Equipment Services . IX-l
Control & Monitoring . IX-I
WSMC Electrical & Electronic AGE Services . IX-2
ESMC Mechanical & Structural AG E . IX-2
ESMC Facilities . IX-6
WSMC Mechanical & Structural AG E . IX-6
WSMC Facilities . IX-7

Chapter X-Spacecraft Integration . X-I

Predefinition Period (phase 0) . X-I
Definition Period (phase I) . X-2
Implementation Period (phase II) . X-4
Schedule : . X-6

Chapter XI-Launch Facilities & Ground Equipment . XI-I

ESMC Integrate-Transfer-Launch System . XI-I
ESMC Aerospace Ground Equipment . XI-6
WSMCLaunchSystem .' ' . XI-lO
WSMC Aerospace Ground Equipment. . XI-13

Chapter XII-Launch Operations . XII-I

Organization & Responsibilities . XII-I
Documentation . XII-2
Launch Vehicle Operations Management . XII-3
Test Management . XII-4
Safety Operations . XII-5
ESMC Receipt-to-Launch Sequence . XII-5
WSMC Receipt-to-Launch Sequence . XII-7

Chapter XIII-Titan Improvements . XIII-I

Optional Space Launch Vehicle Configurations . XIII-I
Optional Upper Stage Configurations . XIII-3
Optional Payload Fairing Configurations . XIII-5
Titan II as an SLV - . - .. - - - - - - - - - - - . XIII-g
Transtage Performance Improvements _ . XIII-9

Glossary . iv

iv
Appendix A-Payload Questionnaire , . A-I

Appendix B-Typical Work Breakdown Structure for a Predefinition Period . B-1

Appendix C-Typical Work Breakdown Structure for a Definition Period . C-1

l
Appendix D- Typical Work Breakdown Struc ure for an Implementation Period . D-1

Appendix E-Load Analysis , . E-1

Appendix F-Typical Spacecraft and Upper-S ages Thermal Analyses . F-1

Appendix G-Typical Trajectory Analyses.. . . G-1

v
Pu blication Notice

To: Holders of the Titan Spacecraft Users Guide

REVISION INSTRUCTIONS

Revisions to this document will be issued

periodically. A document change instruction sheet
will be included with each revision, specifying the
revision letter, date issued, and revision instruc-
tions. You will automatically receive revisions if we
have your current company affiliation and address.
We therefore encourage you to return the document
service card promptly.

Please inform us of company and address changes,

requests for additional copies, and transfer of this
document to another individual. In this way we can
keep your guide current. We welcome any sugges-
tions or comments you may have for improving this
guide.
I. TITAN DEVELOPMENT

TITAN I & II PROGRAMS

Martin Marietta Denver Aerospace has been ac-

tively engaged in missile and space programs since
1955. Denver Aerospace's first program was the
Titan I intercontinental ballistic missile (ICBM), a
two-stage missile developed and deployed as a
weapon system (Fig. I-I). Development began in
1955 with the first launch occurring in February
1959.Out of 163missiles built, 67were launched for
development or training. The last launch was in
March 1965.

11
e , ~, Figure 1-2 Titan II

Figure 1-1 Titan 1

Titan II was Martin Marietta's second ICBM pro-

gram (Fig. 1-2).Development began in 1960with the
first launch in March 1962. Titan II was the first
strategic missile that used storable hypergolic pro-
pellants with an inertial guidance system. This
weapon system was deployed in 1962and is still in
the nation's strategic systems inventory. Eighty-
one Titan II missiles have been launched for devel-
opment, training, and special programs.

The Titan II ICBM was converted into the Titan/

Gemini space launch vehicle by manrating critical
systems (Fig. 1-3). It served as a significant step-
ping stone in the evolution of the Apollo program. Figure 1-3 Titan II/Gemini
1-1
 Twelve launches occurred between April 1964and
November 1966.
TITAN HI F AMIL Y
The Titan III launch vehicle was developed under
the management of the Air Force Systems Com-
mand, Space Division. The program objective was
to design a launch system to cover a comprehensive
spectrum of future missions without the inherent
problems of a tailored launch vehicle. The solution,
achieved through optimizing existing technology,
is a set of building blocks that can be combined to
produce a variety of viable launch-vehicle con-
figurations (Figs. 1-4and 1-5).
The basic element in Titan III vehicles is the two-
stage liquid rocket core (stages I and II). Additional
Titan I Titan II Titan Titan iliA
Gemini Transtage
Figure 1-4 Titan Launch Vehicles
I-2
thrust during the boost phase can be provided by
two solid rocket motors (SRM) attached to the core
(stage 0). Various upper stages (stage III and up)
allow for mission and flight plan flexibility to meet
specific spacecraft requirements.
The Titan III program began in 1961with the devel-
opment of the Titan IlIA and Titan HIe vehicles.
The Titan IlIA had a two-stage liquid rocket core
and a Transtage for the third stage. It flew four
development missions before being integrated into
the Titan IIIC configuration. The Titan IIIC con-
figuration added two 5-segment SRMs (stage 0) to
the Titan IlIA core/Transtage arrangement (Fig.
1-6).
Since its first flight in June 1965,the Titan IIIe has
successfully deployed numerous spacecraft cover-
.~'.
Titan 236 Titan 248 Titan 346
Agena Agana Ascent Agena
 Titan IIIC Titan 1110
Transtage NUS
Figure 1-5 Titan Family
ing a broad range of flight plans, spacecraft, and
spacecraft deployment modes. The Titan IIIC mis-
sions are flown out of the Eastern Space and
Missile Center (ESMC). Some flights involved
multiple-payload missions with four to eight space-
craft from as many as three spacecraft operators
(Fig. 1-7). Martin Marietta's Titan III team has
built and integrated payload trusses with multiple
spacecraft.
Development of the core-only Titan III vehicle con-
tinued with the Titan IIIB version in 1965, desig-
nated the 23B. The same two-stage core used radio
guidance and had a 5-ft diameter Agena as an upper
stage. Follow-on programs in the I1IB series includ-
ed the 33B with a 10-ft diameter payload fairing and
Titan IIIE Titan 340
Centaur TS/IUS/NUS
Ascent Agena, and a 24B stretched version of the
standard core including stage II radio guidance and
a 5-ft diameter Agena upper stage. Titan I1IBs are
launched from the Western Space and Missile
Center (WSMC), and are still active spacecraft
boosters.
The Titan I1ID is a no upper-stage (NUS) version of
the Titan IIIC developed for WSMC launches. The
HID is similar to a I1IC without the Transtage, ex-
cept that the avionics (which are all analog) are
located in the lower stages. Like the IIIB, the I1ID
has a radio guidance system. The Titan IIID is still
an active spacecraft booster and has achieved 100
percent mission success since its first flight in mid-
1971.
1-3

Figure 1-6 Titan lIlC
Figure [-7
Transtage Deploys Eight IDCSP Satellites
The Titan HIE vehicle was a Titan HID adapted for
use at ESMC. The configuration included a Cen-
taur D-1T upper stage with a 14-ft diameter payload
fairing (PLF). The upper stage provided inertial
1·4
guidance. The Titan HIE was used to boost highly --"
successful Viking spacecraft to Mars; Voyager
spacecraft to Jupiter, Saturn, and Uranus from ear-
ly 1974 through 1977; and two Helios spacecraft for
solar investigations (Fig. 1-8).
Figure [-8 Viking
TITAN 34 PROGRAM
The Titan 34 series includes the 34B and 34D con-
figurations. These are the most advanced Titans in
concept, design, and performance.
In 1965, development began on the Titan HIM. This
vehicle was designed to launch the Air Force's
Manned Orbiting Laboratory (MOL) from WSMC.
Although the MOL was not built or flown, this
launch vehicle design was the forerunner of the cur-
rent Titan 34 series and planned growth vehicles.
(See Chapter XII!.) Titan HIM was the first
stretched-core configuration and included two 7-
segment, 120-in. diameter SRMs as stage 0 (Fig.
I·9).
The program's definition phase was completed.
Also, hardware development and engineering were
.completad to allow for four static firings of the
seven-segment SRMs and completion of the Space
Launch Complex (SLC-6).* The success ofthese ac-
tivities confirmed the feasibility of building and
flying Titan growth vehicles.
*SLC-6 became the WSMC Shuttle launch facility.
 The 34B launch vehicle launched from WSMC is
similar to a 24B except that it uses a lO-ft-diameter
PLF up to 57.9 ft long. This PLF can accommodate
a variety of upper-stage and payload combinations.
Radio and inertial guidance systems are provided
for the NUS and Agena configurations, respective-
ly.

The Titan 34B series began service from WSMC in

March 1975. As of February 1982, seven Titan 34B
flights have been successfully completed with 100
percent mission reliability.

The Titan 34D is the latest extension of Titan III. It

uses the stretched core of the Titan 34B in conjunc-
tion with five 1/2-segment SRMs to provide the
greatest current capability in the Titan family. The
Titan 34D booster has been integrated with several
launch vehicle upper stages, PLFs and guidance
configurations. The Titan 34D, as currently in-
tegrated, will be launched from ESMC using iner-
tial guidance with either a Transtage or inertial up-
per stage (IUS), and from WSMC using radio
guidance with no upper stage.

Figure 1-9 Titan IIIM

TITAN IIIMISSION SUCCESS

Titan has demonstrated its reliablity (Table I-I). To Table /-1 Operation Success Record
date, 117 operational Titan Ills have been launch- Quantity Quantity First Total Total
ed. As a part of this record, WSMC has had 76 con- Configuration Ordered Built Flight Launches Successes
Titan IIIB" 57 56 7/29/66 54 53
secutive successful flights.
Titan Ille 29 29 4/28/67 29 27
Titan 1110 22 22 6/15/71 20 20
Table 1-2 summarizes the ESMC missions flown. Titan IIIE 7 7 2/11/74 7 7
Operational flights from ESMC began on April 28, Titan 34B 11 10 3/09/75 7 7
1967, with a Titan IIIC launch of two VELA and Titan 340 13 9 --- 0 ----

three ERS satellites. "Includes Titan 23B, 33B,and 24B Flights

I-5
Table 1-2 Titan III ESMC Flight Summary
Titan Date Orbit Comments

iliA 09'{)1-64 (R&D Flight)

Failed to achieve orbit because malfunction reduced transtage
propellant flow. Stage I and II test objectives were achieved.
utA 12-10-64 100 nmi Circular (R&D Flight!
Placed 3610 Ibs of ballast in orbit.
iliA 02·11·65 100 nmi Circular, (R&D Flight)
transfer to 1500 Placed Lincoln Experimental Satellite (L ES-l) in orbit to test
nmi Circular high-frequency radio relays. First triple ignition of a rocket engine
in space.
iliA 05-06-65 (R&D Flight)
Flight objectives same as 2-11-65 flight. Ejected LES-2 and a radar-
calibration satellite. Transtage engines were than fired a fourth time
in space.
I/IC 06-18-65 100 nmi Circular (R&D Flight)
Successful maiden flight. 21,000 Ibs of ballast placed in orbit.
IIIC 10-15-65 (R&D Flight)
Propellant-valve malfunction caused transtage tumbling. Ejection
of military and radar-calibration satellites not confirmed.
IIfC 12-21-65 90 nmi Circular, (R&D Flight)
90/18,200 nmi Four satellites carried, three totaling 28,193 Ibs placed in transfer orbit
transfer
IIIC 6-16-66 Near-synchronous IR&D Flight)
Equatorial,18,200 Deployed nucleus of Initial Defense Communication Satellite Project
nml (lDCSP) for Department of Defense. Eight satellites, totaling
1025 lbs, deployed. Mission included orbit transfer, two changes
of orbital plane, series of roll maneuvers to maintain heating of
payload.
lIIe 8·26-66 (R&D Flight}
Payload fairing broke up 79 seconds after launch, causing vehicle
to roll, pitch, and destroy itself.
IIIC 11-03-66 160 nmi Circular (R&D Flight)
Flew "Roller-Coaster" trajectory with a refurbished. unmanned Gemini
spacecraft to test a hatch cut into the capsule's heat shield. Ejected
converted Titan II propellant tank containing scientific experiments
to compile data on aerodynamic environment needed by "Long Shape"
payload.
tile 01-18-67 18,200 nmi Equatorial (R&D Flight)
Eiected eight military communication satellites in IDCSP program.
lIIe 04-28-67 4670 by 60.000 (1st Operational Flight!
nrni Elliptical First night launch. The 1810-lb multiple payload included twin 130-lb
VELA Nuclear Detection Satellites and three Environmental Research
Satellltes (ERS) to conduct £mvironmental studies.
IIIC 07-01-67 18.200 nmi Ejected three IDCSP military communication satellites and three other
Equatorial satellites, Department of Defense Gravity Experiment (DODGE).
Lincoln Experimental Satellite (LES-5). and Despun Antenna Test
Satellite (DATS).
IIIC 06-13-68 18,200 nmi Near- Ejected final eight satellites in IDCSP program. Completed free
Synchronous world's first global military communications network in space.
lIIe 09-26-68 Elliptical, 100 by Ejected four experimental satellites, totaling 1170 Ibs. Satellites
19,360nmi, released in three different orbits.
synchronous equatorial.
19,320 nmi
IIIC 02-09-69 Synchronous Equatorial, .Largest communication satellite to date (1600 Ibs) orbited above
19,370 nmi west coast of South America.
lIIe 05-23-69 ElliPtical, 9130 by The 1950-Ib multiple pavload included twin VELA Nuclear Oetection
60290nmi Satyllites and three Environmental Research Satellites for celestial
envlronmental studies,
tile 04-08-70 Elliptical. 9340 by PtjCed two VELA Nuclear Detection Satellites in orbit.
60.400 nmi
IIiC 11-06-70 Air Force Spacecraft
lite 05-05-71 Air Force Spacecraft
Ilie 1HJ2-11 19,490 nmi Placed two Defense System Communication Satellites lOSeS) in orbit.
Synchronous Equatorial
file 03-01-72 Air Force Spacecraft
we 06-12-73 Air Force Spacecraft
!lie 12-13-73 Placed two DSeS in orbit.

1-6
Table [-2 (concl)

Titan Date Orbit Comments

IIiE 02·11·74 Maiden flight. Launched a structural test model of the Viking Mars
Lander.
IIIC 05·30·74 Synchronous Launched largest and most powerful NASA communications satellite
Equatorial to date, used for experimental educational and health services TV
broadcasts.
IIIE 12·10·74 Solar Orbit Launched West German solar observatory satellite, Hellos A.
lIic 05·20·75 Failed to achieve orbit due to upper stage system malfunction.
IIIE 08·20·75 Escape from Earth's Launched the Viking 1 spacecraft to MARS. The lander is still
Atmosphere relaying information from the Martian surface.
IIIE 09·09·75 Escape from Earth's Launched the Viking 2 spacecraft to MARS. The lander is still relaying
Atmosphere information from the Martian surface.
IIIC 12·14·75 Air Force Spacecraft
IIIE 01·15·76 Solar Orbit Launched Helios B.
IIIC 03·14·76 Placed two Lincoln Experimental Satellites (LES 8 & 9) and a Navy
satellite, Solrad II, in orbit.
\lie 06·25·76 Air Force Spacecraft
me 02·06·77 Air Force Spacecraft
IIIC 05·12·77 Placed two DSCS in orbit.
IIiE 08·20·77 Escape from Earth's Voyager II spacecraft placed on an interplanetary intercept of Jupiter
Atmosphere and Saturn. Spacecraft is still operating.
IIiE 09·05·77 Escape from Earth's Voyager I spacecraft placed on an interplanetary intercept of Jupiter
Atmosphere and Saturn. Spacecraft is still operating.
IIIC 03·25·78 Failed to achieve orbit due to a hydraulic pump failure.
IIiC 06·10·78 Air Force Spacecraft
IIIC 12·13·78 Placed two DSCS in orbit.
IIIC 06·10·79 Air Force Spacecraft
IIIC 10·01·79 Air Force Spacecraft
IIiC 11·20·79 Placed two DSCS in orbit.
IIIC 03·16·81 Air Force Spacecraft
IIIC 10·01·79 Air Force Spacecraft
IIIC 11·20·79 Placed two DSCS in orbit.
IIIC 03·16·81 Air Force Spacecraft
\lie 11·01·81 Air Force Spacecraft

1-7
II. PROGRAM ORGANIZATION

The Titan 34D launch vehicle system (LVS) pro-
gram involves the participation and coordination of
separate government and contractor organizations,
including those having responsibilities for the
spacecraft, upper stage, and launch vehicle. The
program organization, shown in Figure II-I, es-
tablishes coordinating relationships among the in-
dividual agencies to ensure successful launch sys-
tem integration.
Spacecraft Titan Launch Vehicle System
for launch-vehicle development and spacecraft in-
tegration. Two system program offices (SPO) with-
in SD/YV have the following specific responsibil-
ities.
The Expendable Launch Program Office (SD/YV)
is the SPO responsible for Titan launch-vehicle de-
velopment, procurement, and operations and has
the ultimate responsibility for launch-vehicle mis-
sion success. It also provides management and
Integration
technical direction for payload integration.

000 SD/YVI is the system program office (SPO) respon-

sible for the development, procurement, and opera-
I tion of IUS. SD/YVI provides IUS for the Titan
Air Force 34D program as well as management and technical
Space Division direction for the IUS contractor for spacecraft in-
I tegration. Other SD SPOs manage and direct space-
I 1 craft programs.
SD/YV Space Space &
Launch & Missile Test
Control Systems ~ Organization Initial spacecraft program requests for Titan 34D
integration planning should be submitted to SDI
SD/YVX YV. Normally when a Titan 34D launch program is
Spacecraft I- Western Space &
Contractor Expendable
Missile Center approved, an air force integration program man-
Launch Vehicles
ager is assigned to the spacecraft SPO to define and
contractually implement all integration re-
Martin Marietta y Eastern Space & quirements through spacecraft launch. Integration
Corporation Missile Center
activities should begin when a spacecraft program
is in its design phase and not later than 3 years
Space Launch before launch.
Systems
Integrator
Legend:
Space and Missile Test Center - SD/YV is repre-
Launch Vehicle
Interface sented by the Space and Missile Test Organization
R eleationsh ip
Integrator (SAMTO) for Titan 34D launch direction and con-
trol. The 6555th Aerospace Test Group (ATG) con-
Launch Vehicle trols East Coast launches from ESMC; the 6595th
Sys~ems ATG controls West Coast launch from WSMC.
Contractors

Figure II-I Aerospace Corporation - The Aerospace Corpora-

Titan Program Organization Integration
Relationship Summary
SPACE DIVISION
The Space Division (SD) of the Air Force Systems
Command (SD/YV) has executive management
responsibility for the overall Titan 34D
gram (Fig. II-2). SD/YV provides management and
technical direction for the launch vehicle integra-
tion contractor (LVIC) and associate contractors
tion provides SD with general system engineering
integration support for Titan 34D launch-vehicle
development, production, operations, and space-
craft integration.
Spacecraft Program Offices (SPO) - SPOs are es-
tablished to manage and direct the spacecraft pro-
gram. These may be within either an independent
LV5 pro- DOD or NASA Or15tmization. In either case, the
assigned office is responsible for total management
of the spacecraft, including contractual and techni-
cal direction.

II-I
 r Comm:;'der

I v·Ice c omman
i dar

f Chief of Staff
I
I T f I
----- -, .
Small &
Disadvantaged
Social Actions Staff Judge History !Jet 27,6952
Business

I
Offi.,,, Advocate Office ME S (AsFCI
Utilization
Office

Contracts
Safety Office Office·oT
Public Affairs Management
Office
USAF Clinic
Los Angeles
I
i

I T I I I
f
Commun icaticns
Directorate of Directorate of Directorate of Electronic
Security Intelligem;e Operations Support Office

Directorate of
Directorete of logistics Directorate of Meteorology
Personnel and Acquisition
Support
Civil Engineering Office
1
I I -I I I I
Deputy for Deputy fO.r Deputy for Deputy for
Deputy for Defensa Deputy tor
Contracting and Space Navigation Space Launch
Controller Meteorological Defensa
Manufacturing Systems Support Systems and Contro'
Satellite Systems Systems

Deputy for Satellite Deputy for

~ensa
. Dissamination Deputy for
Space Defense Data System SpatW
Systems Technology Communications
SYstoms
i Program Office
Program Office
Systems

I 1
Deputy
Commander
for Space
Space and
Missile Test
Organization,
Commander
6592 Air Base
I
,
Operations Vandenberg
AFB. CA
Group II
i I
i I I I I
Detechment 2 Air Force Directorate of
!Manned Space Satellite Western Spaee Eastern Space
Flight Support Operations
Control Facility, and and
Support and
Groupl, Sunnyvale Missile Center Missile Center
Integration
Houston. TX AFS.CA

Figure 11-2 Space Division Orgainzati01'z

II-2
Spacecraft Contractor - The spacecraft contractor
provides the spacecraft and may also supply a
spacecraft adapter or mounting truss. If a payload
consists entirely of single or multiple spacecraft
provided by a single contractor, the contractor will
normally supply an adapter or truss for structural
support of the spacecraft and its interfaces with the
launch vehicle.
Spacecraft Integration Contractor - For missions
that involve spacecraft from different agencies or
contractors, a spacecraft integration contractor
performs intermediate integration and provides the
truss for mounting individual spacecraft. The in-
tegrated spacecraft and truss are then integrated
with the LVS. Martin Marietta has performed this
role on previous missions. However, this role is
assigned at the discretion ofthe appropriate SPO.
Martin Marietta Corporation - As associate con-
tractor for the Titan 34D, Martin Marietta designs
and manufactures Titan stages I and II as well as
the Transtage and integrates these with the launch
vehicle system, government-furnished equipment,
and government-furnished property (GFP).
Martin Marietta is also the Titan 34D LVIC at
ESMC. In this role, Martin Marietta is responsible
for assembling the vehicle and integrating the
spacecraft system with the Titan LVS and launch
facilities, integrated system tests, and launch
operations. At WSMC, Martin Marietta is the Titan
34B/D booster vehicle integration contractor.
For spacecraft integration with both the Titan 34D
LVS and the space transportation system (STS)'
the LVIC will be assisted by Martin Marietta's mis-
sion integration support contract (MISC) and the
Shuttle engineering and acquisition support con-
tract (SEAS) for integration activities shared by
the two launch vehicle systems. These contracts are
tasked by SD to provide general system engineer-
ing integration support for DOD space transporta-
tion system operations.
ASSOCIATE CONTRACTORS
United Technologies - Chemical System Division
(UTCSD)-Designs and manufactures the solid
rocket motors for Titan 34D stage O.
Aerojet Liquid Rocket Company (ALRC) - De-
signed, developed, and now manufactures the
liquid-propellant engines for stages I and II and the
Transtage.
Boeing Aerospace Company (BAC) - Designed,
developed, and now manufactures the IUS. Boeing
is the guidance software integration manager for
IUS at ESMC. The spacecraft integration contrac-
tor (SINC) is responsible to the LVIC, through SD,
for spacecraft/IUS physical and functional inter-
faces.
Delco Electronics - Designed, developed, and now
manufactures inertial guidance components for the
Transtage.
McDonnell Douglas Astronautics Company
(MDAC) - Designed, developed, and now
manufactures the payload fairing for ESMC laun-
ches.
Spacecraft, Inc. - Designed, developed, and now
manufactures the remote multiplexed instrumenta-
tion system for the core vehicle and the stage O.
Western Electric Corporation (WECO) - Design-
ed, developed, and now manufactures the radio
guidance system (RGS) for WSMC programs.
Lockheed Space and Missile Company (LSMC) -
Designed, developed, and now manufactures the
Agena upper stage and the payload fairing for
WSMC launches and the Agena upper stage. LSMC
is also the WSMC spacecraft integration and
launch vehicle integration contractor for Titan pro-
grams.
II-3
 III. VEHICLE DESCRIPT~N

The current Titan 34 launch vehicles include Titan

34B and 34D configurations with various upper
stages and payload fairings. Both configurations
use basically, the sa~e stage I and II core building-
block arrangements (Fig. III-I). The principal dif-
ferences between launch vehicle configurations are
illustrated in Figure III-2. The 34D configurations
use five 1I2-segment SRMs, while the 34B is a core-
only configuration. A general description of each
configuration including the SRMs, core stages, and
upper stages is provided.

CONFIG URATION OVERVIEW

The Titan 34B core-only configuration attaches an

Ascent Agena upper stage. The Agena guidance Figure IlI-! Titan 34D

f",
f=i '=
~ ~
I! ~
f+
i== F
" F= III
• fl III I' ('\

Titan 348
'i': 5rd~
I

Titan 34D/No Upper Stage

~d~
Titan 34D/Transtage
I

Titan 34Dllnertial
U~~ Upper Stage

System Height - Up to 160.6 It
Weight - 202 tons Plus Payload
Payload Fairing Height - 57.9 It
Payload Fairing Diameter - 10 It
Agena (Optional)
Height - 20.7 It
Diameter - 5.0 It
,;. Thrust - 17,000 Ib (Vacuum)
Burn Time - 241 seconds
Stage II
Height - 31.3 It
Diameter - 10 It
I Thrust - 101.000Ib(Vacuum)
Burn Time - 210 seconds
Stagel
Height - 77.8 It
Diameter - 10 It
Thrust - 463,000 Ib (Sea Level)
Burn Time - 166 seconds
Guidance - Radio Guidance
System or Inertial Guidance
System
'<,
Figure IlI-2 Launch Vehicle Characteristics
System Height - Up to 161.9 It
Weight - 746.1 tons Plus Payload
Payload Fairing Height - Up to 59:9 It
Payload Fairing Diameter - 10 It
Stage II
Height - 31.3 It
Diameter - 10 It
Thrust - 101,000Ib(Vacuum)
Burn Time - 210 seconds
Stagel
Height - 78.6 It
Diameter - 10ft
Thrust - 529,000 Ib (Vacuum)
Burn Time - 166 seconds
Stage 0
Height - 90.4 ft
Diameter - 10.2 It
Totallmpulse - 246.288,000
Ib-seconds (Vacuum)
Web Action Time - 104 seconds
Guidance - nadio Guidance System
System Height - Up to 154.0 It System Height - Up to 157.5 It
Weight - 757.3 tons Plus Payload Weight - 759_8tons Plus Payload
Payload Fairing Height - Up to 40 It Payload Fairing Height - Up to 55.0 It
Payload Fairing Diameter - 10 It Payload Fairing Diameter - 10.5 It
Transtage Inertial Upper Stage - Two Stages
Height - 14.71t Height - 16.4 It
Diameter - 10 It Diameter - 9.5 It
Thrust - 16.000 Ib (Vacuum) Thrust(Stage I) - 42,000 Ib (Vacuum)
Burn Time - up to 440 seconds Thrust(Stage II) - 17,000 Ib (Vacuum)
Stage 1/ Burn Time (Stage I) - 151 s {mex]
Height - 37.0 It Burn Time (Stage II) - 101 s (max)
Diameter - 10 It Stage I!
Thrust - 101,000Ib(Vacuum) Height - 31.3 It
Burn Time - 210 seconds Diameter - 10ft
Stage I Thrust - 101,000Ib(Vacuum)
Height - 78.6 ft Burn Time - 210 seconds
Diameter - 10 It Stagel
Thrust - 529,000 Ib (Vacuum) Height - 78.6 It
Burn Time - 166 seconds Diameter - 10 It
StageO Thrust - 529,000 Ib (Vacuum)
Height - 90.4 It Burn Time - 166 seconds
Diameter - 10.2 It Stage 0
Totallmpulse - 246,288,000 Height - 90.4 ft
Ib-seconds (Vacuum) Diameter· 10.2ft
Web Action Time - 104 seconds Totallmpulse - 246.288,000
Guidance - Inertial Guidance System Ib-seconds (Vacuum)
Web Action Time - 104 seconds
(UJidance - Inertial Guidance System
I

III-l
 system provides guidance for all three stages after
some short period of open-loop guidance. The Titan
34BI Agena currently uses a 10-ft diameter LMSC
payload fairing.
The launch vehicle program still inventories the
Titan 24B core-only vehicle with radio guidance
and an Agena upper stage. For purposes of this
guide, only the Titan 34B will be discussed.
Each SRM is assembled from five 10-ft long seg-
ments plus an additional 5.7-ft long half-segment.
Forward and aft closures, a nose fairing, and an ex-
it nozzle complete the SRM assembly. The solid
propellant is a composite of powdered aluminum,
ammonium perchlorate, synthetic rubber, ad-
ditives, and a regressive burning grain design.
Each SRM uses a solid igniter to fill the grain bore
with hot gas to ignite the motor.

The Titan 34D is designed in a building-block for-
mat with various upper stage and guidance kits
available. The two-stage common core is combined
with two 5-Ih-segment SRMs to serve as a program-
common booster. Kits can be added to configure the
vehicle as required. Two of these kits, Transtage
and IUS provide inertial guidance. The third kit is a
radio guidance system for the NUS configuration.
The payload fairings consist of a 10.5·ft diameter
payload fairing for the IUS configuration and a lO-
ft payload fairing for either the Transtage or NUS
configurations.
STAGE DESCRIPTIONS
Stage 0 - Two SRMs constitute stage 0 (Fig. III-3).
They are attached to stages I and II using eight
hardpoints and are located opposite each other in
the vehicle's yaw plane. These motors furnish the
initial thrust for Titan 34D flights.
Thrust vector control (TVC) during stage 0 flight is
provided by the secondary injection of liquid nitro-
gen tetroxide (N204) into the fixed nozzle. The
N204 is held in a pressurized tank attached to each
SRM and is injected through 24 electrically oper-
ated proportional nozzles. There are 6 valves in
each nozzle quadrant. The SRMs separate from
stage I by firing forward gas-operated nuts and aft
explosive-attachment bolts. Clearance is achieved
by igniting solid-propellant translation rockets lo-
cated in the SRM nose fairing and aft closure.
Figure III-4 shows the Titan 34 core vehicle struc-
ture.
Autogenous '~::;~~~
Pressurization ~
Une
External
Conduit

. Oxidizer
Forward Tank
Tranlation
Rockets
Oxidizer
Su~tion
Fuel Tank ~ffiF=~"'1 Line
~~-..--- Forward Core Internal
Attachment Points . ! Conduit
External
Conduit

Internal
Conduit

Tie Rods
Outrigger
Fittings

TVC Tanks

Aft Intsrstaqe
Structur.e
Translation
Rockets

Heat
Shield
Stage I

Figure IlI-3 Stage 0 Configuration (S-U segment) Figure III-4 Titan 34 Core Vehicle Structure

1II-2
Stages I and II - Both core stages use storable li-
quid hypergolic propellants that can remain aboard
in a launch-ready state for extended periods. The
fuel Aerozine 50 (A50) is a blend of 50 percent
hydrazine and 50 percent unsymmetrical dimethyl-
hydrazine (UDMH). Nitrogen tetroxide (N204) is
the oxidizer. The liquid rocket engines are
hydraulically gimbaled and fed by a turbine pump.
The stage I engine has two subassemblies that pro-
vide pitch, yaw, and roll control. The stage II
engine has one subassembly that provides pitch
and yaw control. Stage II roll control is provided by
ducting turbine exhaust through a roll control noz-
zle that is swiveled. Each subassembly has are-
generatively-cooled thrust chamber, gas-generator
start cartridges, connecting plumbing, electrical
and instrumentation wiring harnesses, pressure
components, turbine pumps, and an ablative nozzle
extension. Stage I has an ablative skirt extension to
an expansion ratio of 12:1for Titan 34B and 15:1for
Titan 34D. Stage II has an ablative skirt extension
that provides an overall expansion ratio of 49.2:1.
On the launch pad, fuel and oxidizer prevalves com-
pletely isolate propellant liquids and vapors from
both stage I and II engines, providing long-term
launch readiness. These valves are opened in the
final few seconds of the launch countdown. In
stages I and II, electrically operated devices are
used to open the prevalves before stage I engine
start, and solid cartridges are used to start the
engines.
The propellant tanks are pressurized on the ground
with dry nitrogen. In flight, an autogenous pressur-
ization system (cooled gas fuel-rich turbine exhaust
and vaporized nitrogen tetroxide) is used to meet
the engine pump suction head requirements and the
in-flight structural pressure requirements.
Stage I is separated from stage II by firing gas-
separated nuts and using the fire-in-the-hole sepa-
ration technique. Solid propellant retrorockets are
used to separate stage II from the upper stage.
The Titan avionics system provides the flexibility
to adapt to a variety of upper-stage vehicles. The
basic avionics necessary to fly the lower stages are
located on the core. Attitude sensors, load relief
sensors, flight computer and programmer, range
safety provisions, and electric power and asso-
ciated harness are installed as standard equipment.
The flight computer and programmer systems can
be readily altered to accommodate a variety of
upper-body dynamic parameters. Guidance steer-
ing signals and critical mission discretes for ESMC
configurations are generated in the upper stages.
No Upper Stage (NUS) - The Titan 34D is cur-
rently launched from WSMC without an upper
stage. When Titan 34D is launched in this configu-
ration, all the avionics required for guidance are
located in the core vehicle.
The Titan 34D/NUS avionics consist of a radio
guidance system, analog flight control system, in-
strumentation, tracking and flight safety, and elec-
trical power and distribution system.
NUS Radio Guidance - Radio guidance uses radar
to link a ground computer with the airborne trans-
ponder. Ground radar tracks a beacon pulse from
the vehicle and furnishes the tracking data to a
ground computer. Vehicle position and velocity are
computed from ground radar slant range and anten-
na pointing data and compared with a reference tra-
jectory to determine deviations. The ground
guidance computer feeds encoded steering correc-
tion data into the radar for transmission to the air-
borne system.
The initial phase of Titan 34D flight is an open-loop,
fixed pitch and roll program accomplished by time
torquing the three-axis control system attitude
gyros. The vehicle is tracked and the guidance loop
is closed at 130 seconds via the radio link. The on-
board guidance equipment shapes the mission tra-
jectory by issuing pitch and yaw steering correc-
tions to the 34D flight controls system. These cor-
rections, in the form of discrete switch closures,
time torque the control system attitude gyro at a
fixed rate. The radio guidance system also provides
discretes to control34D vehicle events. Radio guid-
ance equipment includes a receiver/decoder/trans-
mitter and associated waveguide and antennas.
NUS Flight Controls - The flight controls system
accepts commands from the radio guidance system
and provides stable control of the vehicle through-
out all flight phases. The flight controls system is
an analog system consisting of a three-axis refer-
ence (gyro) system (TARS), a flight control compu-
ter (FCC), a rate gyro system (RGS)' a lateral ac-
celeration sensing system (LASS)' and the stage 0,
I, and II thrust-vector control systems. TARS,
located in stage II, provides the attitude reference
for the Titan 34D vehicle. The control system
displacement loop is closed through TARS, which
is torqued by either the open-loop program or the
radio guidance system to shape the flight trajec-
tory. The FCC accepts sensor inputs, mixes and
III-3
compensates them, and supplies analog outputs to
the stage 0 TVC system and the stage I and II ac-
tuators. System gain and dynamic filters are chang-
ed to maintain stability in the presence of different
flight conditions. These changes are controlled by
the flight programmer.
A lateral accelerometer loop is used to reduce
vehicular angle of attack in pitch and yaw thereby
reducing structural loading. Structural feedback to
minimize the effects of vehicle bending is obtained
from a rate gyro located in stage I and by deriving
rate from the TARS attitude gyro.
TVC is accomplished by secondary injection of
N204 into the stage 0 SRM nozzle and gimbaling the
stage I and II rocket engines with hydraulic ac-
tuators. Stage II roll control uses the turbine ex-
haust from the main engine ducted through a gim-
baled nozzle. The main engine actuators are linear,
double-acting, electrohydraulic, mechanical-feed-
back, position servomechanisms. Mechanical feed-
back is accomplished by internally sensing ac-
tuator position and summing it with the input com-
mand. The servo valve is a two-stage flow-control
type driven by a torque motor that is commanded
by the FCC.
NUS In-Flight Sequencing - In-flight sequencing
is provided by redundant flight programmers that
issue continuous or momentary discrete outputs as
a function of time from lift-off. An accelerometer
senses stage 0 thrust decay, and a staging timer in-
itiates stage I start and Oil separation. It also pro-
vides fairing release and spacecraft separation
signals. Because stage II burns out beyond the
range of radio guidance. a guidance discrete is
issued at a preset velocity to the redundant, on-
board velocimeters that control stage II engine
shutdown.
This device also provides a backup velocity shut-
down capability based on total velocity from lift-
off. Radio guidance also issues discretes for pay-
load fairing release and destruct safing. The se-
quence system consists of relays and switches that
output and function based on time and I or vehicle
velocity. Time sequencing inputs are provided by
the programmers with each capable of 30 discrete
outputs as a function of time and one as a function
of deceleration. Typical time-sequenced events are
pitch rates. gain changes, and enable functions.
Typical velocity-dependent discretes provided by
the radio guidance system are PLF release (back-
up). velocimeter start, and destruct safing.
1II-4
NUS Instrumentation - Data acquisition and en-
coding for telemetry makes use of a data-bus type
remote multiplexed instrumentation system
(RMIS). Instrumentation and data signals are
sampled by eight remote multiplexer units (RMU)
located throughout the vehicle. Up to 32 analog
signals with a range from 0 to 40 mV de can be
sampled by each RMU. Their outputs are requested
by a single converter unit located in stage II that
transforms them into 8-bit serial binary words that
are integrated with bilevel data into a pulse code
modulation (PCM) format that frequency modu-
lates the S-band transmitter. The output of the
transmitter feeds a single omnidirectional antenna.
NUS Flight Safety - The Titan 34D/NUS flight
safety system ensures compliance with range safe-
ty requirements if there is a flight malfunction. The
flight safety system consists of a command-
destruct system and the inadvertent separation
destruct system (ISDS). The command system in-
cludes two command control receivers (CCR), two
antennas, a four-port junction, initiators. ord-
nance, and associated circuitry to provide the
capability for ground control to either shutdown or
destruct the vehicle. The vehicles may be destoyed
in flight by initiating the destruct system ordnance.
This ordnance is activated by either a signal from
the range safety officer to the CCR in the vehicles,
or by the vehicles themselves when inadvertent
stage separation is sensed.
NUS Electrical Power - The power system con-
sists of seven silver-zinc primary-type batteries,
associated switches, and interconnections.
The radio guidance power system (RG PS) supplies
the WECO guidance equipment. The accessory
power system (APS 1 and APS 2) supplies the flight
control equipment and the sequence system. The
instrumentation power system (IPS) supplies the
instrumentation. telemetry, and rf equipment.
Power for the CCRs is derived from APS and IPS
batteries. The transient power system (TPS 1 and
TPS 2) supplies power to perform ordnance con-
trolled flight events. The ISDS power system sup-
plies power to the stage 1ISDS.
TRANSTAGE
The Transtage consists of a control module and a
propulsion module (Fig. III·5). The control module
contains flight and attitude control, guidance, and
other avionic equipment. The propulsion module
contains the liquid propulsion system including the
 Transtage Engine Summary

Parameter Value
Thrust,lb 16,000 (vacuum)
Propellant wt, Ib 23,478
Propulsion Module
(aft barrel section) Dry wt,lb 3,635
Attitude Control Modules ACS Prop. wt, Ib 125
(2 pitch, 2 yaw, 2 roll I
Main Oxidizer Tank Specific Impulse, s 309.1 (average)
Manufacturing Splice (nitrogen tetroxide)
Chamber Pressure, psia 105
[sta 133.6) Main Propellant Feedlines
Flowrate, IbIs 52
Guide Rails (2)
Nozzle Expansion Ratio 40:1
Restart Capability l\IIultiple
Payload Interface
[sta 77) Transtage Engines (2)

Guidance Truss
Electronics

/titanium)

Figure III- 5 Transtage

main engines. The Transtage airframe is an alumi-
num-skin stringer-frame structure with eight
longerons that distribute spacecraft and PLF loads
into stage II. The control and propulsion modules
are manufactured separately and joined by a
manufacturing splice. Two guide rails are used to
separate the Transtage from stage II.
Transtage Propulsion Module - The Transtage
propulsion module is connected to the aft end of the
control module. The propulsion module includes
two main propellant tanks, propellant pressuriza-
tion system, structural skirt, and two pressure-fed
liquid rocket engines. The propellants are the same
as those used in the liquid core as previously dis-
cussed.
The Transtage propellant tanks are mounted side-
by-side within the structural airframe and are iso-
lated from spacecraft and PLF loads. The tanks are
made of titanium and insulated to provide thermal
control for geostationary missions involving ex-
tended in-orbit operations. Traps and screen lines
in the bottoms of these tanks retain propellant to
ensure that the engines can be restarted in space.
Tank pressures are maintained by regulated high-
pressure helium stored in two spherical titanium
tanks.
Transtage Control Module - The Transtage con-
trol module contains the vehicle's avionics and a
monopropellant (hydrazine) attitude control sys-
tem. Removable access doors with separate welded
aluminum trusses are designed to damp the natural
frequencies of the mounted equipment. Removable
doors are provided for access to the guidance and
instrumentation electronics.
The control module is, in effect, an autonomous
control stage, because it can be modified to sepa-
rate from the propulsion module at the manufactur-
ing splice and remain with a spacecraft to provide
attitude control and velocity increments.
Transtage Attitude Control Propulsion System -
The Transtage attitude control system performs
propellant settling for main engine restarts, vernier
velocity adjustments, orientation maneuvers, and
attitude stabilization on command from the digital
attitude control system (Fig. III-6). Six rocket
engine modules (REM), operating in sets of two,
produce control moments about the pitch, yaw, and
roll axes. Each module has two fixed thrusters with
separate, series-redundant propellant valves that
protect against failed, closed/failed, open valves,
and other malfunctions. The thrust from each
module decays from 54 to 30 lb during flight. These
are fired intermittently to produce control moments
about the Transtage pitch, yaw, and roll axes and to
maintain the proper attitude during thermal con-
trol, telemetry, and spacecraft separation maneu-
vers.

III-5
 N2 a. Propellant Tube Target try equipment includes a remote multiplexed data
bus, PCM encoder, and Svband transmitter. The
tracking and flight safety capability has been
designed for compatibility with range require-
Pressure Switch ments. Electrical power is provided by silver-zinc
Pressu ra T r8n~ducar batteries. The Magic 352 digital computer is the
Hand Valve~1
\
~~
Vaw REM
heart of the avionics system (Fig. III -7). Its special-
GN
2
Disconnect _~.::I.'i.",--.,., purpose input! output directly interfaces the 16,000-
Piteh R EM A~~"'-'!!<=
cell memory and central processor with other avi-
Hvdrazine Fill &-
Drain Umbilical
onics equipment to permit time-sharing for naviga-
Ol"dnance
Connection
Start Valve tion, guidance, flight control during powered and
coasting phases, discrete sequencing, malfunction
Figure lII-6
logic, prelaunch checkout, and guidance initializa-
Transtage Attitude Control Propulsion System tion (Fig. III -8).
(ACPS)

The N2H4 and the nitrogen pressurant are contain- Transtage Guidance and Navigation - A four-
ed in a single titanium tank separated by an elasto- gimbal carousel VB inertial measurement unit,
meric bladder, and provide positive expulsion of operating with the Magic 352 computer, guides the
the propellant under all mission conditions. vehicle to orbit injection [Fig. 1II-9). Gyrocompass-
ing and accelerometer leveling techniques are used
Transtage Avionics - The Transtage avionics con- to align the platform before launch. No external op-
sist of a digital guidance, navigation, and control tical reference is required for azimuth alignment.
subsystem designed around an aerospace digital An open-loop guidance program steers the vehicle
computer that also performs other ground and in- from lift-off until 3 seconds after the SRMs are
flight functions. The instrumentation and teleme- separated. A closed-loop explicit guidance algo-
Magic 352 Computer Characteristics·
Computer Tvpe General Purpose Binary, Parallel, Programmable,
Two's Complement, Flxe!f Point
Memory Type Random Access, Coincident Current, Toroidal Core
Memory Size 16,384 Word$ Expandable to 32,768 Words
WordSjl!'e 24 Bits, Plus lI.'lemory ParitY
Memory Cycle 3.0/J.s
Addressing Single Address-Direct, Indirect, 8< Relative
Interrupts 8 Priority Levels
Instructions 57
Execution Speeds
Add/Subtract 6.0/ls
Multiply 30/ls
Divide 36/ls
Input/Output 6.0/27/J.s
Double-Precision 9.0/1s
Add/Sub
Input/Output PrograM Controlled & Direet-Memory Access
$erial 8<Parallel Channels
LogiC Tran:;istorrrransistor MST
Cooling Radiant
Power CPU & Memory-a5 W
Total Including 1/0-220 W, 28 Vdc
Size 16x23x8 in.
Surface Area 9ft2
Volume 1.7 ft3
Weight 821bs

·Including CPU, memory, power supply, and all 110 mDdules.

Figure III-7 Magic 352 Missile Guidance Computer

III-6
 , r---- '-~ _lTr.nstage~
I' Carousel
Me.surement Unit
----0
Inertia 1 I I -....
Actuators
I
f-, ~

, (Model VB) I ~:T---'

\
+~ ! Missile ' Motor ~
l Guidance & i Pump/Reservoir
Remote !+' Sync Computer
,Multiplexed ~ Bilevel- Magic 352
: Instrumentation Computer
I

Ir
--.rH~~~l-i~~Altitude
i System
L--

1 r" Word
I I Control Propulsion I

To/From '1}' ~~~e~_:~:;e~~

Remote Sequence .
Units System '

.r:.r
I

To To
Vehicle' Spacecraft
Functions Functions
Transtage

Rate
Gyro

r-------
I Lateral
; Acceleration
~nsing System
Type Rotating X-V Platform

L-~_~~~~
--1-------'
Stage I Gyro
All Attitude
Four Gimbal
Three AC651G
Single Degree·of-Freedome
,----- - -----, r--::-:' -- --I Gas Bearing

l
SAM I I SRM 2 Magnetic Suspension
Thrust Vector 1+:4--------1..--------.1 Thrust Vector
. Control .~ Stage 0 ,--_c_on_t_ro_1__ --' Accelerometer Three AC653A
Seismic Mass

Figure III-8 Centralized Avionics System Electronics Integrated Digital & Linear Devices,
High·Frequency Switching Control
Cooling Radiant
rithm, using linear sine, then takes over for the re- Power 150 W at 28-Vdc Input (Nominal)
mainder of powered flight. Three single-degree-of- Size 22x12x10 in.
freedom, rate-integrating gyros stabilize a split in- Surface Area 8 ft2
ertial platform whose lower section is rotated at a Volume 1.5f~

constant 1rpm to distribute and minimize the effect Weight 751b

of instrument errors. The output from three plat-

form-mounted, force-rebalancing accelerometers is Figure III-9 Inertial Measurement Unit
processed by the computer to calculate vehicle ve-
locity and position. verted to analog for output to the liquid rocket
engine hydraulic actuators and the SRM secondary
Transtage Flight Control - Data from rate gyros in injection system that provide thrust vector control.
stages I and II and a lateral accelerometer in stage The main engine actuators are linear, double-
II are converted by computer AID circuits before acting, electrohydraulic, mechanical-feedback po-
being processed through the control equations. sition servomechanisms. Mechanical feedback is
Vehicle attitude to close the displacement loop is accomplished by internally sensing actuator posi-
derived from the inertial measurement unit (IMU). tion and summing it with the input command. The
The lateral acceleration loop is closed through the servo valve is a two-stage, hydraulic flow-control-
period of maximum dynamic pressure (rnax Q) to type valve driven by a torque motor that receives
prevent the buildup of large attack angles thus commands from the computer.
limiting vehicle structural loads.
Transtage Software - Software provides a demon-
The computer mixes, filters, and scales the at- strated flexible launch capability that allows the
titude, rate, and acceleration inputs to maintain spacecraft to be changed and launched in rapid suc-
vehicle stability. It increments autopilot gains on a cession. The equations that control Transtage oper-
l-second basis and changes digital filters as needed ations from launch to spacecraft separation are im-
to maintain stability throughout powered flight. plemented in operational software. This software is
The result of these digital computations is con- divided into three functional control areas: ground,

1II-7
 guidance, and flight. Digital guidance flight offers
significant flexibility advantages by cataloguing
unique mission characteristics. The basic boost-
phase guidance equations are virtually identical for
all flights so that the trajectory can be retargeted
using only software parameters to vary the orbit
and the number and timing of Transtage burns.
The flight control software equations have also
been generalized and modularized to satisfy a
broad range of mission and spacecraft require-
ments. With this flexibility, most new spacecraft
can be accommodated by changes in control param-
etersonly.
Phase-plane logic for pulsing the 12 hydrazine at-
titude control engines during coast flight is also
programmed into the digital computer. Switching
lines and pulse widths can be adjusted to satsify
spacecraft pointing requirements and compensate
for different vehicle mass properties.
Transtage Sequencing and Malfunction Logic - Is-
suance of various time-dependent and event-de-
pendent discretes for in-flight sequencing is pro-
grammed in the computer. Computer backup
modes initiated by malfunction detection logic
have been programmed to initiate corrective ac-
tions to overcome performance anomalies (i.e., reis-
sue discretes]. Quantitative flight-control reasona-
bleness tests are performed to detect and correct
transient malfunctions.
Transtage Instrumentation - Telemetry data ac-
quisition and encoding uses a data-bus type PCM
remote multiplexed instrumentation system. In-
strumentation and data signals are sampled by 11
RMU s located throughout the vehicle including the
SRMs. RMU outputs are requested by a central
converter unit located in the 'I'raristage. The central
unit converts RMU output into an 8-bit serial
binary word and combines it with bilevel and com-
puter word data in a preprogrammed PCM format
whose frequency modulates the S-band transmit-
ter. Signal strength is maintained during the trans-
fer orbit to synchronous or higher altitudes by
switching from an omnidirectional to a directional
antenna.
'I'raustage Tracking and Flight Safety - Range
safety tracking requirements are satisfied using a
C-band pulse transponder in the Transtage. It per-
mits precise determination of Transtage orbit dur-
ing boost and subsequent telemetry windows. The
transponder responds with a pulsed rf when inter-
III-S
rogated from the ground. Flight safety require-
ments are satisfied by a pair of command-control
receivers in the Transtage that can initiat.e either
shutdown or destruct when commanded from the
ground. Redundant ordnance charges rupture the
liquid propellant tanks and destroy the SRMs on
command. In addition, an ISDS system will auto-
matically initiate destruction if an anomalous sepa-
ration of the vehicle stages occurs.
Transtage Electrical Power - Three sil ver-z.inc
storage batteries supply 28 V de power to five
Transtage power buses during flight. A 175-amp-
hour battery powers the guidance, control, and ac-
cessory systems through a multibus distribution
system. An 800-Hz static inverter in stage II con-
verts this power to satisfy control system sensor-
power requirements. A 25/40-amp-hour battery
powers the instrumentation system.
The other onboard power source, also a 25/40-amp-
hour battery, is a high-current delivery unit provid-
ed to isolate transient loads from critical subsys-
tems. It supplies power for ordnance firing and
operation of the Transtage electrical hydraulic
pump.
INERTIAL UPPER STAGE (IUS)
The IUS is designed to be compatible with the Titan
34D ELV and the STS orbiter. The IUS is inertially
guided and consists of two tandum SRM stages
(Figs. Ill-IO and III-H). The primary mission is to
geosynchronous orbits.
The forward cone section structure includes the
spacecraft attachment interface at the forward end,
the IUS stage II/interstage separation plane, the
equipment support section, and the IUS adapter.
The construction is rolled skin with externallongi-
tudinal stringers and Iongerons and internal ring
frames.
The equipment support section as shown in Figure
III-12, supports the reaction control system (RCS);
the guidance, navigation, and control (GN&C)
system; the telemetry, tracking, and command
(TT&C) system; and elements of the electrical
system. The separation plane between the IUS first
and second stages is behind the equipment bay. The
lower 11.6 in. of the conical section of stage II ex-
tends into the interstage. Stage separation is ac-
complished using explosive bolts.
 Parameter Value
Thrust,lbs
Stage I 41,729
Stage II 17,164
Specific Impulse, S
Stage I 293.9 Ave
Stage \I 287.2 Ave
Propellant Wt, Ib
Stage I (fully loaded) 21.404
Stage II (fully loaded) 6,002
Dry Wt,lb
Stage I 2,467
Stage II 2,074
ReS Prop. Wt, Ib 179

Figure III-lO T34D/IUS Two-Stage Vehicle

Figure III-12 IUS Module

The cylindrical section of the interstage is a skin/

stringer construction with end rings that provide
attachment to the conical section at the forward end
and to the large SRM case at the aft end. The inter-
stage carries the large avionic batteries mounted
externally.

The aft skirt of the large SRM is a roll-forged ring

frame mating to the aft staging section. The staging

III-9
 section is a cylinder that contains the Super*Zip
separation joint. Super*Zip is a Lockheed proprie-
tary device featuring a contained linear charge be-
tween frangible doublers. The aft end of the staging
section bolts to the Titan 34D/IUS adapter (Fig:
III-IS). The adapter is also the location of the PLF
separation plane.
Target
solids, including 18 percent aluminum. The alumi-
num enhances nozzle reliability with its relatively
low flame temperatures and corrosivity. The nozzle
features a three-dimensional carbon-carbon in-
tegral throat and entrance, two-dimensional car-
bon- carbon exit cones, and a Teckwel seal joint for
the gimbaled nozzle. The nozzle is submerged to
minimize motor length and maximize performance.
The pyrogen igniters are initiated by through -the-
bulkhead initiators connected via explosive trans-
fer assemblies to redundant safe and arming de-
vices.

To significantly improve the performance of SRM-2

for certain missions, an extendable exit cone (EEC)
can be provided that does not increase motor length
I IV
----+ in a stowed condition. Using the EEC increases the
II I III
basic nozzle initial expansion ratio from 47.3 to
173.6. This design improvement provides an in-
- -r--!.. crease in delivered specific impulse of about 15 sec-
onds for an associated weight increase of about 75
lb.

IUS Reaction Control System (ReS) - The IUS

ViewA·A RCS controls vehicle attitude during IUS coast
periods, provides roll control during solid-propel-
lant motor burns, and provides vernier velocity im-
pulses. The system commands pitch, yaw, and roll
A A
maneuvers in response to discrete signals received
from the avionics system. The system uses six
REMs. Each engine module is composed of two
catalytic decornpoaibiori engines that can be clock-

~-W~~ __ ""-""-'-"~~;'ooi.,,,*,'
/
f VS220.151
1A Skirt
20.0
PLF Separation
IUS Plane - Sta 215.000
Adapter
25.15
Figure III-13 Titan 34D/IUS Adapter
IUS Propulsion System - The IUS propulsion sys-
tem shown in Figure III-10, is a two-stage system
consisting of a large aft SRM (IUS stage 1) and a
similar, smaller forward SRM (IUS stage 2). Each
SRM contains electromechanical actuators for gim-
baling the nozzle for TVC. Total stage impulse for
each motor is controlled by offloading propellant.
Maximum offload is limited to approximately 50
percent of each stage to ensure ignition.
The motors use Kevlar-49 chambers insulated with
EPDM rubber. The grain design is a simple tubular
perforation to facilitate fabrication and offloading.
The propellant formulation is an hydroxyl-termi-
nated polybutadiene oxide (HTPB) with 86 percept
ed in various positions. This enables the six REMs
to provide redundant pitch, yaw, and roll control.
IUS Avionics - The IUS avionics system consists
of a redundant inertial measurement unit (RIMU),
dual redundant computers, dual redundant signal
conditioners that provide computer input/output
buffering, and a dual redundant Titan interface
unit (TIU) that provides guidance steering and cer-
tain sequencing discretes to the Titan 34D launch
vehicle. The system schematic is illustrated in Fig-
ureIII-14.
IUS Guidance and Navigation - The IUS inertial
guidance and navigation subsystem (ONS} pro-
vides flight guidance for the Titan 34D launch vehi-
de and the IUS. It measures angular rates and
linear accelerations and provides this information
to the data management subsystem. The GNS em-
ploys a redundant strapped-down inertial measure-
ment unit that consists of five rate-integrating
gyros and five accelerometers in a skewed conical
array {Fig. III-15). Data from all five gyro/accelero-

III-I 0
 Data Cmd

! t
Signal Thrust
~ Computer A
•••• Conditioner
Unit A
Vector
Control A

Tim
Tlm/Cmd 1
Redundant
C
R
0
S A
t Titan ~
Inertial S i..-+ Signal
RF
Interface
Measurement
Unit
~
C r-+
Interface
Unit
~
Transmitter
Receiver ~
RCS
Thrusters
-B-------- ToT itan
340
System Unit
H
(RIMU)
E
(TIU) ---+
C
K Tim
~'m~mi T
Signal Thrust
1.+ Computer B f++ Conditioner Vector
Unit B Control B

i ~

Figure 1II-14 IUS Avionics

meter sets is simultaneously sent to both com-

puters.

The IUS uses an explicit guidance algorithm (gam-

ma guidance), to generate thrust steering com-
mands as well as SRM ignition time and ReS ver-
nier thrust cutoff time. Before each SRM ignition
and each RCS vernier, the vehicle is oriented to a
thrust attitude based on nominal performance of
the remaining propulsion stages. During SRM
burn, the current state vector determined from the
navigation function is compared to the desired
state vector, and attitude is adjusted to compensate
for the build-up of position and velocity errors
caused by off-nominal SRM performance (thrust
and ISP). The RCS provides vernier thrust to com-
pensate for velocity errors resulting from SRM im-
pulse and cutoff time dispersions.

During Titan 34D flight, the Titan flight controls

system (FCS) provides stable control of the vehicle.
Figure 1II-15 IUS - IMU The Titan avionics system provides an open-loop

IlI·11
steering profile consisting of time-initiated con-
stant maneuver rates in the pitch and roll channels.
The open-loop profile is corrected by steering com-
mands from the IUS guidance software in the IUS
computers. The IUS guides the launch vehicle by
torquing the Titan pitch, yaw, and roll attitude
reference system gyros.
IUS Data Management Subsystem (DMS) - The
DMS consists of two computers, two signal condi-
tioner units (SeU), and a signal interface unit
(SIU)' The DMS performs computations; data proc-
essing and signal conditioning associated with
guidance, navigation and control; safe-arm and fir-
ing of the IUS solid rocket motor and electroex-
plosive devices (EED); command decoding; teleme-
try formatting; redundancy management; and dis-
crete issuance (Fig. III -16).
Figure IlI-16 IUS Computer
The redundant Magic 3628 computers have 64,000
16-bit words that are functionally independent and
simultaneously execute the entire flight program.
Each computer continuously performs hardware
self tests and sends status indicators to the seu to
determine which computer will be in command.
The seu provides the interface commands and
measurements between the avionics computers and
the gyros, power, ReS, Tve, TT&C, and the space-
craft. The seu consists of two channels of signal
conditioning and distribution electronics desig-
nated channels A and B. Channel B is redundant to
channel A for each measurement and command
function. The signal interface unit buffers, for-
mats, and filters TT&C interface signals.
IUS Software - The IUS software consists of the
operational flight software and the mission data
load.
1II-12
IUS Operational Flight Software (OFS) - The OFS
controls the IUS in placing spacecraft into desired
orbits. Software functions provide calculation and
control capabilities for the following functional
areas: executive, mission sequencing, guidance,
navigation, attitude control, communication, re-
dundancy management, and checkout.
One unique feature of IUS software is its control of
IUS redundancy. If failure occurs, the redundancy
management function generates the necessary
processing toswitchover to a predetermined hard-
ware configuration and provides the initialization
to resume normal processing in the new configura-
tion.
IUS Mission Data Load (MDL) - The MDL is
made up of the mission parameters and vehicle-
unique data entered into the computer memory
before flight. These data include RIMU calibration
values, guidance parameters, flight control system
gains, thermal maneuver references, mission se-
quencingevent tables, etc.
IUS Thrust Vector Control (TVC) - Attitude con-
trol in response to guidance commands is provided
by TVe actuators during powered flight and by
reaction control thrusters during coast. During
solid motor burn, error signals drive the motor noz-
zle actuator electronics in the TVe subsystem, and
the resulting nozzle deflections produce the desired
attitude control torques in pitch and yaw for
powered-flight attitude control. Roll control is
maintained by the ReS roll-axis thrusters. During
coast flight, the computer pulses the RCS thrusters
to maintain vehicle attitude or to maneuver the
vehicle.
IUS Telemetry, Tracking, and Command (TT&C)-
The TT&C subsystem consists of a space ground-
link subsystem (SGLS) transponder power ampli-
fier, diplexer, rf switch, and antennas. The baseline
IUS configuration is single string but can be kitted
to be totally redundant.
IUS Electrical Power Subsystem - The IUS elec-
trical power subsystem (silver zinc batteries) sup-
plies power to both the IUS vehicle equipment and
the spacecraft. Dual buses ensure that no single
power system failure can disable both A and B
channels of the avionics. Three batteries provide
power for stage I, and five batteries supply stage II.
Conducted interference is minimized by supplying
power from the separate utility battery source to
the TVC motors, RCS valves, motor-driven power
transfer switches, and all ordnance devices.
Titan 34D/IUS Avionics Interface - The Titan 34D
stage II avionics consists of a flight control system,
sequencing, instrumentation, tracking and flight
safety, and electrical power system.
IUS Flight Control System - The flight control
system consists of:
1) Three-axis reference system;
2) Flight controls computer rate gyro system;
3) Lateral acceleration sensing system;
4) Stage 0, I, and II TVC systems as described for
the Titan 34D/NUS.
The initial flight is a Titan open-loop, fixed pitch
and roll program that is accomplished by torquing
the TARS gyro. The guidance loop is closed at
about 80 seconds by the IUS.
The IUS guidance system shapes the mission tra-
jectory by issuing pitch, yaw, and roll steering com-
mands, in the form of discrete switch closures, that
time torque (at a fixed rate) the attitude gyro. The
IUS guidance also provides discretes to control cer-
tain Titan 34D vehicle events.
Sequencing and Instrumentation Systems - The
sequencing and instrumentation systems are simi-
lar to those described for the Titan 34D/NUS.
IUS Tracking and Flight Safety - The Titan 34D/
IUS tracking and flight safety system provides
vehicle tracking and ensures compliance with range
safety requirements if there is a flight malfunction.
The tracking system consists of a C-band pulse
transponder and antenna located in the core vehicle
to provide accurate position determination during
launch boost. The pulse transponder is inter-
rogated from the ground and answers with an rf
response. The flight safety system consists of a
command destruct system and inadvertent ISDS.
The command system includes two CCRs, two
antennas, a four-port junction, relays, initiators,
ordnance, and associated circuitry to provide the
capability for ground control to either shutdown or
destroy the vehicle. The ISDS will automatically
destroy stages 0, I, and II as well as the IUS if one
stage should inadvertently separate from the rest of
the vehicle. Both the stage II ISDS and the IUS
ISDS can detect inadvertant stage II/IUS separa-
tion and initiate destruct action. The Titan
34D/IUS destruct systems, both commanded and
ISDS, will initiate the IUS destruct system if elec-
trically connected.
IUS Range Safety - The vehicle may be destroyed
in flight by initiating the destruct system ordnance.
This ordnance is activated either by a signal from
the range safety officer to the Titan CCR in the
vehicle, or by the vehicle when inadvertent stage
separation is sensed. The IUS motor destruct
system consists of shape charges on each motor
that are connected to the Titan system command
control receivers.
IUS Electrical Power - The power system consists
of nine 28 +4 V silver-zinc primary type batteries,
associated switches, and interconnections. APS 1
and APS 2 supply the flight control equipment and
the sequence system. The IPS supplies the in-
strumentation, telemetry, and rf equipment. Power
for each CCR is derived from a separate battery
(CCR 1 and CCR 2). The transient power system
(TPS 1 and TPS 2) supplies power to ignite the
engine and separate the stages. Individual ISDS
power systems supply power to stage I and II
ISDSs.
ASCENT AGENA
The Ascent Agena upper stage is used as the third
stage. It has a dual start capability and can be pro-
grammed to perform as a final boost stage, orbital
vehicle, or a combination of the two. Figure III -17
lists some of its characteristics.
Characteristics
Diameter 60 in.
Length 248 in.
Dry Weight 1.1401b
Propellant Load 13.817lb
Engine BAC 8096
Propellants HDA/UDMH
Guidance IGS
Figure III-I 7 Ascent Agena
III-13
 Agena Spaceframe - The spaceframe consists of
the forward structural section, propellant tank
structural section, aft structural section, and boos-
ter-adapter structural section. These sections pro-
vide for mounting and installing propulsion, elec-
trical, guidance, and communication subsystems.
The forward section has a beryllium covering and
doors. The section contains the guidance equip-
ment, flight control electronics, helium sphere, and
pyre-operated valve for the propellant pressuriza-
tion system, electrical power system components,
telemetry equipment, and other items (Fig. III-18).
Removable doors provide easy access to compo-
nents and equipment. The tank section provides the
supporting structure between the forward and aft
sections, and contains the fuel and oxidizer re-
quired to operate the main propulsion system. A
containment and scavenging system is mounted in
the lower portion of each tank to ensure the pro-
pellant supply required for zero gravity starts in
space. This forward section also provides an eight-
hardpoint mechanical interface for the spacecraft.
Figure 1II-18
LMSC Ascent Agena Forward Section (Control
Module)
The open-frame aft section provides structural sup-
port for the engine and other equipment. This sec-
tion is enclosed by the booster adapter until
Titan/ Agena separation. The aft section consists of
the engine mounting cone and the equipment rack,
joined to form a single assembly. A mating ring pro-
vides surfaces to connect the aft section to the tank
section and the booster adapter (separation ring).
The engine mounting cone is,a longitudinal frame-
work that extends from the mating ring to an engine
III·14
mounting ring that completes the engine mounting
cone. This ring attaches to the four legs of the
rocket engine mounting structure, thus providing a
main load path from the engine to the vehicle.
Agena Booster Adapter - The booster adapter pro-
vides the structure required to adapt the stage III
vehicle and the payload fairing to the Titan booster.
When attached, the adapter encloses the vehicle aft
section and extends from stage III vehicle station
384.00 to vehicle station 466.00. The adapter con-
sists of a short, 60-in. diameter cylinderical section
attached to a truncated cone section at the aft end.
A ring is attached to the aft end to interface the
booster adapter with the booster. A cylindrical see-
tion extends forward from the booster interface to
mate with the payload fairing. Rollers on the aft
rack engage with rails inside the boost adapter to
guide the separation of the Agena from the booster.
Agena Subsystems - The propulsion system in-
cludes: rocket engine, pressurization system, pro-
pellant feed, load, vent system, and a passive pro'
pellant orientation system.
The pressurization system (high-pressure helium)
forces the propellants into the pump inlets of the
rocket engine. The feed, load, and vent system pro-
vides for propellant loading, tank pressure mainte-
nance during loading, propellant feeding from the
tanks to the pump inlets, and propellant unloading
when required.
The passive containment system entraps propel-
lants at the tank outlets to ensure that propellants
are available for engine starts. The basic rocket
engine is a USAF Bell Aerospace engine with a
17,OOO-lb thrust and a single combustion chamber.
The forward section of the thrust chamber is
regeneratively-cooled oxidizer while the Titanium
nozzle extension is radiation cooled. The propul-
sion system uses UDMH for fuel and high-density
acid (HDA) for oxidizer. The thrust chamber is
mounted in a gimbal ring that provides vehicle at-
titude control by thrust chamber pitch and yaw
movement. Other components of the engine include
the engine thrust-chamber assembly, turbopump
assembly, gas generator assembly. engine pro-
pellant control valves, and engine electrical con-
trols.
The gas generation system provides the hot gases
required to start and maintain turbine operation
which, in turn, drive the propellant pumps. The gas
generator system consists of a small comhustion
chamber, bipropellant valve, solenoid valve, gas-
generator fuel and oxidizer venturis, and a two-
burn turbine starter assembly attached to the gas
generator inlet ports. Two small, solid propellant
cans provide initial hot gas for the two separate
starts.
An engine electrical control system provides cir-
cuits and control devices for starting, operating,
and shutting down the rocket engine in response to
signals frcrn the guidance and control system.
vides closed-loop guidance from launch through
final orbit injection (Fig. III -22). For prelaunch
alignment, a gyroreference triad is established in a
known relationship using automated prelaunch
alignment procedures. The initial phase of Titan
34B flight is an open-loop, fixed pitch and roll pro-
gram (Titan flight programmer) that is accomplish-
ed by t6rquing the Titan TARS gryo. After an ini-
tial130 seconds of launch vehicle open-loop flight,
the IGS provides closed-loop steering until Titan
34Bstage II cutoff.

A pneumatic attitude control
the aft equipment rack (Fig.
consists of six thrust valves
employ a nitrogen and freon
control gas.
system is located on
III-19). The system
in two clusters that
mixture as the cold
This closed-loop steering is in the form of discrete
switch closures that time torque (at a fixed rate) the
Titan TARS attitude gryo. The IGS is made up of
an inertial sensor assembly (ISA) and an BODO-bit
guidance computer (GC). ISA senses vehicle mo-
tion with three single-degree-of-freedom rate-inte-
grating gyros and three pendulous accelerometers
oriented along the vehicle body axes.

GC is a combination general-purpose/special-pur-
pose digital computer with a priority interrupt sys-
tem. It consists of a processor, memory, input/out-
put section, and power supply. GC processes ac-
celeration and angular rate data from the ISA to
determine vehicle attitude, position, and velocity.
Navigation computations generate steering and
Attitude
cutoff commands using a standard navigation algo-
Control Gas
Quick-Disconnect
rithm based on the linear sine law.
Fill Coupling ~ Optional Attitude
-. Control Gas Sphere
2200 Cu in. Agena Flight Control - The flight control system
3600 psi
maintains stable control of the vehicle about all
three axes in response to guidance inputs. The sys-
tem consists of a flight control electronics unit, hy-
Legend: draulic actuation, and pneumatic attitude control
- Pneumatic Thrust system.
Low Pressure
Valve Clusters
to - Control Gas Pressure
Engine Lip ••• 1
-
Regulator
Control Gas Supply
The flight control electronics unit accepts attitude
Sphere. commands from the GC. These commands are then
amplified and distributed to the pitch and yaw
hydraulic actuators. Flight control compensation
Figure III-19 Agena Attitude Control System and filtering is performed in the GC. The hydraulic
servoactuators use an electric torque motor and
Agena Avionics - The Agena avionics for Titan two-stage flow control valve to gimbal the main
34B consists of inertial guidance, flight control, in- engine. The flight control electronics also accepts
strumentation, communications and tracking, and attitude control pulse commands that are then
electrical subsystems (Fig. III-20). The heart of the amplified and distributed to the pneumatic con-
avionics is the guidance computer (Fig. III-21)_ Its trols. Static and dynamic compensation to satisfy
functions Include guidance steering, flight control, phase-plane switching of the pnemnatic attitude
and issuance of discretes for launch-vehicle and control' thrusters is performed in the GC. The
Agena control. ~. I pneumatic control system that provides three-axis
control before ignition of the main engine and roll
Agena Guidance and Navigation - The strap down control throughout Agena engine burns is activated
inertial guidance system (IGS) navigates and pro- at Titan/ Agena separation.

III·15
 .,
I
RF
Switch
1
q;J
PCM
Encoder
. Base Band -- •. Transmitter ~
ACS
Thruster
Clusters (2) I
jJ..
I
!
Tape
Recordar

r-
f\
I HVd,•• ".
Power
!
II
I I ~
Inertial Flight
Sensor
Assembly
Guidance
Computer
... Control
Electronics
- Pitch & Yaw
Actuators
!

(lSA) (Gel
I
I
Discrete
IIF Box
F-+ To
Titan 34B

Figure 1I1-20 Agena Avionics

--

- ,_~. _0'
Figure III-22 LMSC Ascent Agena IMU

Figure III-21
LMSC Ascent Agentl Guidance Computer

III·16
Agena Sequencing - GC issues the necessary
level- and pulse-output mission discretes. It con-
trols launch vehicle system discretes, Agena engine
ignition and cutoff, telemetry, PLF separation, and
spacecraft separation.
Agena Software - The basic flight program con-
tains guidance steering, flight control algorithms,
and executive and discrete logic. The flight pro-
gram also performs all required preflight status
checks and initial alignments for the computational
reference frame. A constant tape and a target tape
supplement the basic flight program to accommo-
date a specific mission and launch vehicle. Mis-
sion-oriented changes are accomplished by soft-
ware modification rather than by extensive hard-
ware changes.
Agena Telemetry - The telemetry system consists
of a PCM encoder, tape recorder, baseband assem-
bly, S-band transmitter, and antenna system. Two
telemetry channels are provided: one to transmit
data from the PCM encoder and the other to trans-
mit real-time GC word data. The second channel
can be switched with a guidance command to trans-
mit data from the tape recorder. The tape recorder
is a two-reel unit that stores operational and status
data from the PCM encoder for transmission on
command-to-telemetry (TIm) ground stations.
Flight Safety - The flight safety system provides a
way to destroy the vehicle during the boost phase if
an uncontrollable condition occurs. Before booster
vehicle/ stage III separation, the self-destruct
system can be actuated by a command signal from
the range safety officer to the booster vehicle. If a
premature separation of the stage III vehicle from
the booster occurs, the self-destruct system is ac-
tuated automatically. The principal parts of the
system are a shaped-explosive destruct-charge, a
destruct-charge initiator, two destruct batteries,
and related circuitry. All system components are
installed on the booster adapter. The self-destruct
system is disabled by a command from the GC
before normal booster vehicle/ stage III separation.
Titan 34BI Agena Avionic Interface - The Titan
34B Stage II avionics system consists of flight con-
trols, sequencing, instrumentation, tracking and
flight safety, and electrical power systems. This
equipment is located in the forward compartment of
stage II.
During the initial phase of Titan 34B flight, open-
loop fixed pitch and roll programs are accomplish-
ed by torquing the TARS gyro. The guidance loop is
closed about 138 seconds after lift-off. The Agena
guidance system shapes the mission trajectory by
issuing pitch and yaw steering commands in the
form of discrete switch closures, that time torque
the TARS attitude gyro at a fixed rate. The Agena
guidance also provides discretes to control certain
Titan 34B vehicle events.
1II-17
IV. CURRENT TITAN PERFORMANCE
Performance capabilities of the current Titan
launch vehicle family that satisfy a variety of
spacecraft user mission requirements are provided
here. Current Titan configurations include:
ESMC Launches
• Titan 34D/Transtage
• Titan 34D/IUS
WSMC Launches
• Titan 34B/NUS with radio guidance
• Titan 34BI Ascent Agena with inertial guidance
• Titan 34D/NUS with radio guidance
Descriptions of each configuration are included in
Chapter III.
General mission descriptions, flight descriptions,
and performance capabilities are provided for these
current configurations. Estimated payload capa-
bilities for current Titan configurations are pre-
sented for particular missions as well as payload
weight capability curves that define the spectrum
of available performance. These values are provid-
ed to give the spacecraft userguidance in identify-
ing the spectrum of Titan performance capabilities.
Performance data for specific missions is available
from the USAF Space Division (SD/YVX) or Mar-
tin Marietta. The estimated payload capability
values presented in this document reserve suffi-
cient margin to accommodate three-sigma vehicle
performance variations. Future performance im-
provement options for the Titan 34series (including
growth configurations with new upper stages and
large-diameter fairings) and Titan II launch vehi-
cles are discussed in Chapter XIII.
MISSION DESCRIPTIONS
The launch vehicle configurations presented in this
chapter can deliver payloads for a wide range of
missions. A brief description of three general mis-
sion types follows.
Low Earth-Orbit (LEO) Missions - The Titan 34D
configuration can deliver spacecraft to circular or
elliptical orbits while satisfying specific mission
and spacecraft requirements. These orbits can be
achieved using the booster capability only, burning
the upper stage into the orbit, or using coast injec-
tion with two or more burns when an upper stage is
included. With Transtage, a significant perfor-
mance improvement can be realized for higher-alti-
tude circular orbits using coast injection.
If orbits higher than the initial orbit are desired
(e.g., from a lower LEO to a higher LEO or from an
LEO to a high-Earth orbit), the technique most fre-
quently used to achieve the final orbit is the
Hohmann transfer, which is a 180-deg transfer el-
lipse between two coplanar orbits. The vehicle
passes from one orbit to the other along this path by
changing its velocity from the value characteristic
of one orbit to that of the other. This technique re-
quires a dual-burn upper stage. The first burn, at
the perigee of the transfer (Hohmann) orbit, pro-
vides the vehicle velocity required to reach apogee
at the altitude of the final orbit. The second burn
takes place at the apogee and provides the velocity
characteristic of the final desired orbit (i.e., circu-
lar or elliptical).
Geosynchronous Equatorial Orbits (GSO) - The
Titan 34D configuration, with either the Transtage
or IUS, can inject spacecraft into the geosynchro-
nous equatorial orbit or near geostationary posi-
tions in either the Eastern or Western Hemi-
spheres. This is accomplished by initially placing
the upper stage into a low-altitude parking orbit.
The upper stage engine is then ignited at either the
first equatorial crossing (for satellite positioning in
the Eastern Hemisphere) or the second equatorial
crossing (for satellite positioning in the Western
Hemisphere). This first upper-stage burn produces
an elliptical transfer orbit with an apogee altitude
corresponding to the synchronous altitude and
reduces the orbital inclination by some optimum
value (approximately 2.2 deg). The second upper-
stage burn circularizes the orbit at synchronous
altitude and executes a plane change that reduces
the orbital inclination to 0 deg. The orbit and
ground traces, for the Eastern and Western Hemi-
sphere cases, are presented in Figures IV-I and IV-
2.
Interplanetary Transfer-Orbit Missions - The
Titan 34D with either the Transtage or IUS can
achieve velocities that will overcome the attraction
of the Earth's gravitational field and permit inter-
planetary [i.e., escape) missions. Escape missions
require the optimizaton of many parameters based
IV-l
 legend:
~"

CD Stage /I Shutdown
® Start of First Transtage
Burn
® End of First Transtage
Burn
@ Startof Second
Transtage
11---,---,---,---,---,--,---,---,---,---,---.----.---.----.
Burn
® End of Second Transtage
75~-~-~1 Burn
I ® Spacecraft Release
. Sequence
, . - - - - Approximate Station
60 Coverage (30 elevations)
~
~I" ,----!:.<v,. \l ,

Eastern Hemisphere Orbit Trace

:
l I
T-
CD Stage II Shutdown I !
0 Start of First T ranstage Bum I I
i
® End of First Transtage Burn I i

res 12. 'so

@ Start of Second Transtage Burn I ..• i
I,
". m
I
" ee
" ..
'" lIS '00
'" " lO

® .
End of Second Transtage Burn' "

® Spacecraft Release Sequence

Appro)(imatl! Station CoveraOI!
(3" elevations)

Western Hemisphere Orbit Trace

Figure IV-l Typical Ground Traces for Transtage Configuration

IV-2
 Eastern Hemisphere Orbit Trace Western Hemisphere Orbit Trace
- Transtage Burn Transtage Burn at
at First Nodal Second Nodal Cros-
Crossing to sing to Transfer to
line of Nodes 19,323-n-mi Apogee
Transfer to (equatorial crossing)
19,323-n-mi & Reduce Orbital
Line of Nodes Apogee & Re- Inclination by 2_25°
(equatorial duce Orbital
Inclination by Transfer Orbit
crossing)
2_25° (coast time ~ 5 hr]
Transfer Orbit Final Orbit
Final Orbit (altitude ~
(coast time
5 hr] (altitude ~ 19,323 n mil
19,323 n mi Parking Orbit
(altitude ~ 80
Boost Phase Boost Phase x 375 n mil
Transtage Burn
at Apogee to
Circularize Transtage Burn at
Orbit and Re- Apogee to Circularize
North Pole duce Orbital Orbit and Reduce Orbital
Inclination Inclination to 0°
to 0°

t-L-....I...-r-+--=-k-----l----I Equatorial Plane

~....I...~~--="k---+-----l Equatorial Plane
Parking Orbit Final-Orbit
Inclination (0°) Parking Orbit

Figure IV-2 Typical Orbit Traces for Titan 34DITranstage

on the calendar opportunity and launch window to
ensure that the spacecraft will achieve its mission
in a minimum amount of time for a given energy ex-
»<> penditure. These parameters include: launch azi-
muth, parking orbit duration, declination angle,
and launch energy (C3)' Launch azimuth and coast
time in the parking orbit can be varied over a
limited range to achieve different declination an-
gles and hyperbolic excess velocities. A typical es-
cape mission flight plan is presented in Figure IV-3.
FLIGHT DESCRIPTION
A typical mission for a Titan 34D begins with SRM
ignition and vehicle lift-off. * After clearing the
launch pad, the vehicle rolls to the desired flight
azimuth and begins to pitch over in the trajectory
plane. Around 107-109 seconds after lift-off. the
vehicle senses a decreasing acceleration level, and
stage I engine is ignited. The SRMs are separated
approximately 9-10 seconds later. The stage I
engine burns for approximately 166seconds. As its
propellant is depleted, thrust chamber pressure
switches detect thrust loss. These switches provide
a signal that ignites the stage II engine and fires ex-
plosive nuts on the mating bolts separating the core
stages. The PLF is nominally jettisoned during the
early portions of stage II flight at an altitude in
which aerodynamic effects are negligible.
* A Titan 34B vehicle begins with stage I engine ig-
nition.
Stage II shutdown occurs when the vehicle has ob-
tained the desired injection condition or when the
steady-state propellant is depleted. Approximately
10-16seconds after shutdown, the staging ordnance
devices are fired and the stage II retrorockets are
ignited to disengage stage II from the upper stage or
payload. Upper-stage events and flight times are
programmed to satisfy specific mission and space-
craft requirements.
Table IV-1 presents the different sequences of
events for four Titan configurations. This informa-
tion should be regarded as typical with differences
possible for various payload combinations and
mission requirements.
PERFORMANCE CAPABILITIES
The following charts and graphs (Tables IV-2 and
IV-3, Figs. IV-4 through IV-10) present perfor-
mance capability estimates for the current Titan
boosters with NUS and various upper stages. Cir-
cular and elliptical throw-weight capabilities are
presented. Booster throw-weight capability as a
function of characteristic velocity is presented for
ESMC configurations. Trajectory simulations
used to generate these performance capabilities
satisfy normal class shaping constraints and were
constrained to maximum dynamic pressures less
than 1000psf for the Titan 34D configurations. The
Titan 34B configurations constrained maximum
dynamic pressure to 650psf.
IV-3
 Launch Azimuth
Arc Length of Parking Orbit
{true anomaly I
Declination

-'---"",
Figure IV-3 Typical Escape Mission Flight Plan

Table IV-l Typical Sequences of Events for Current Titan Launch Vehicles.
T34D/TS or IUS - ESMC TJ4BfAscent Agena - WSMC T34D/NUS - WSMC
Event Time, s Event Time,s Event Time,s
Stage 0 Ignition 0.0 Liftoff 0.0 Stage 0 Ignition 0.0
Liftoff 0.2 Start Roll Program 13.9 Liftoff 0.2
Start Roll Program 6.0 Stop Roll Program 19.9 Start Roll Program (5.0 deg/s) 7.6
Stop Roll Program 9.0 Start Pitch Program 21.6 Stop Roll Program 9.0
Start Pitch Program 10.0 Start Load Relief 53.9 Start Pitch Program 10,0
Stage 0 Thrust Tailoff 107.0 Stop Load Relief 119.9 Stage 0 Thrust Tailoff (1.5 gs) 109.4
Stage I Start 101'.1 Start of Closed Loop Guidance 135.4 Stage I Start 109.9
SRM Jettison 119.1 End Stage I Steady State 165.9 SRM Jettison 119.5
Start of Closed Loop Guidance 123.1 Stage II Ignition (91 FS-l) 166.0 End Stage I Steady State 277.7
End Stage I Steady Stage 272.7 Stage I Separation '167.0 Stage " Ignition (91 FS·l) 277.8
Stage II Ignition (91FS·1) 272.8 Payload Fairing Separation 259.5 Stage I Separation 278.6
Stage I Separation 273.5 End Stage II Steady State 374.6 Payload Fairing Separation 288.6
Payload Fairing Separation 283.8 State II Separation 387.7 End Stage /I Steady State 486.8
End Stage II Steady State 479,0 Start Agena Burn 392.3 Stage II Separation 296.8
Stage II Separation 495.0 End Agena Burn 630.9
First Upper Stage Burn 1400*
Second Upper Stage Burn 19,600*

" Bas",d on First Equatorial CrOfiSing

IV-4
Table IV-2 ESMC Estimated Payload Capability

Separable Payload Weight, Ib

Direct Inject, Circular Orbit*
Direct Inject, Elliptical Orbit* 100 nmi 200 nmi 300 nmi GSO
80 x 95 nrni, i = 28.6 deg i = 28.6 deg i = 28.6 deg i = 28.6 deg Capability
Titan 34D/Transtage/l0-ft
Dia x 25-ft PLF (MDAC) 34,900 33,800 25,600 17,000 4,100
Tian 34D/IUS/l0.5-ft
Dia x 40-ft PLF (MDAC) 33,900 32,800 24,700 16,100 4,100**

* The upper stages are not burned into these park orbits.
** 4,200 Ibs with EEC.

Table IV-3 WSMC Estimated Payload Capability

Separable Payload Weight, Ib Direct Inject, Circular Orbit

100nmi 200 nmi 300 nml 400 nmi
i-99deg i = 90 deg i = 63.5 deg i=99deg i=90deg i = 63.5 deg i=99deg i - 90 deg i = 63.5 dog i=99deg i = 90 dog i = 63.5 deg

T34B/NUS/l0·fl OJ. x
24-fl PLF (LMSC) 5,650 6,050 6,950 2,450 2,650 3,200 - - - - - -
T34BI Ascent Agena/l O-ft"
Oja x 57.9-ft PLF (LMSC) 7,500 7,900 8,700 6,300 6,800 7,500 5,200 5,500 6,300 - - -
T340/NUS/l0·fl Dia x
54·fl PLF (LMSC) 26,700 27,600 30,600 20,500 21,500 23,500 13,300 13,900 15,200 - 6,500 -
• The ascent agena is burned int~ these orbi,"

10000

Elliptical Orbits by
Direct Injection

1000

'E
e
",-
'C
E
:;::;
«II>
II>
CI
o
a. Circular Orbits by
~ 'Direct Injection

100'

Note:
1) 100 nmi inject altitude for
elliptical orbits.
2) Performance margin in stage II.
3) 10 x 25-ft pavtoad fairing.
4) Transtage is not' burned into
these park orbits.
5) Separable weight includes
transtage plus payload,
10;L-__ -L L-__-L ~ __~ -L _

o 5 10 15 20 25 30
Separable Payload, 1000lb

Figure IV-4 "

Titan 34D/Transtage Payload Weight
vs Altitude for ESMC
IV-5
 32 34 36 38 40 42 44 46
24 26 28 30
100000' I I I I I I I II I I I

I
I
I
I
I
I
I
I
I
I
10000,
I
I
I

I
C
1000 I Q
'0:;
--~'>:.--

e co
o
';: .f:
u
0.30.61.0 2.0 3.04.0 6.0 10.0 .='" ..: o 8 16 24 32 40 50 60 70

Dirllltl Inject to Elliptical ~ g> I C3 km2/s2

(BOX Apogee), ,." 1000 nmi .,
CI>

'tl
1J
.'lq I
III
co
M
~ I
N
•...,- I Note:
in I 11 80 x 95 nmi park orbit.
e :- 21 28.6° inclination.
E
l- •.. e 3) Propellant margin in transtage.
e s: ~ 4) 10 x 25-ft payload fairing,
~ •..
N
I

10·W- J_ i- L- ~L-----~~~--~------~------LL------~------~------J---
46
24 26 28 30 32 34 36 38 40 42 44

Characteristic Velocity. 1000 fps

Figure IV-S Estimated Titan 34D/Transtage Payload Capability

IV-S
1000

Elliptical Orbits bv-

Direct Injection

1000

'Ec:
"0",'
~
<(

''o""
C>
c. Circular Orbits by
<I:
Direct Injection
100

Note:
1) 100 nmi inject altitude for
elliptical orbits.
2) Performance ma,rgin in stage II.
3) 10.5 x 40 ft payload fairing.
4) IUS is not burned into these
park orbits.
5) Separable weight includes IUS
plus payload.
10L- L- ~ _L ~ L_ ~ _
o 5 10 15 20 25 30
Separable Payload, 1000 Ib

Figure IV-6
Titan 34DIIUS Payload Weight
vs Altitude for ESMC

IV-7
100,000 II
I

10,000

1.000

Q.30.61.0 2.0 3.0 4.0 6.0 10.0 o 8 16 24 32 40 50 60 70

Direct Inject to Elliptical
180 x apogee}, 1000nmi
I C3km2/s2

I
Note:
1. 80 x ss-nmt park orbit.
2. 28.6·deg inclination.
3. Propellant margin is in stage II of the booster
I
0-
W
"nd in the IUS ACS.
10
4. 10.5 X 40·ft payload fairing. >-

100
LI
24
~,
26
_J,
28
~I
30
_L,
32
,L_
34
_J,
36
~
38
i~, 40
~I-------L-------L------
42 44 46

Characteristic Velocity. 1000-fps

Fig'.Jre IV-7 Estimated Titan 34D/IUS Payload Capability

IV-8
 10.000

_____ Elliptical Orbits by

Elliptical Orbits Direct Injection
by Direct Injection

Orbit Inclination '" 99 deg Orbit Inclination = 99 deg

1.000 1.000
Orbit Inclination = 90 deg Orbit Inclination = 90 deg
'E ~ Orbit ,Inclination = 63.5 deg ,__ -,--- Orbit Inclination = 63.5 deg
e
.;
..
~:2
'';::;
« Circular Orbits by
Circular Orbits by
Direct Injection
:: Direct Injection
'"oa.
<t

100 100

Note: Note:
1. 100-nmi inject altitude for elliptical orbits. 1. 100-nmi inject altitude for elliptical orbits.
2. Performance margin in stage II. 2. Performance margin in stage II.
3. 10 x 24-ft payload fairing. 3. 10 x 57.9·ft payload fairing.
4. Agena is burned into these orbits.

10L- __ ~~ L- L- ~ ~ ~ ~ 10L-----L-----~----~-- ___L _L ~ ~

o 5 15 o 5 .10 15 20 25 30 35
Separable Payload, 1000 Ib Separable Payload, 1000 Ib
Figure IV-8 Fi$"re IV-9
Titan 34B/NUS Payload Weight vs Altitude TItan 34B/Ascent Agena Payload Weight vs
for WSMC Altitude for WSMC

IV-9
10000

Orbit Inclination = 99 Deg

1000
Orbit Inclination - 90 Oe9
Orbit Inclination: 63.5 Deg

Circular Orbits by
Direct Injection

Note:
1) 100-nmi Inject Altitude for
Elliptical Orbits
2) Performance Margin in Stage"
3) 10 x 54-ft Payload Fairing

10~ ~ ~ ~ ~ -L -L _
o 5 10 15 W ~ 30
Separable Payload 1000 Ib

Figure IV~10
Titan 34D/NUS Payload Weight
us Altitude for WSMC

N-IO
V. ENVIRONMENTS

General environmental considerations for Titan 34 Table V-2

launch vehicles described in this chapter cover pre- ESMC and WSMC Environmental Shelter
launch and launchlflight factors. These factors in- Air Conditioning
clude the items listed in Table V-I. ESMC
Minimum Internal
Positive Pressure 0.25 in H20
Table V-I Environmental Factors Flowrate Minimum of 3 Complete Air
Changes per Hour with a Minimum
>
u of 25% Outside Air
c
II>
Factors Dry Bulb Temperature 72°F ±50F
••• "2 u e::J ::J
'c •..
C

.2 c
••c
II>
C
l:i .;::;0 C
e
tT

IL
Relative Humidity 50% RH (maximum)
0 ••• f! CIV 0
Filtration Class 100,000 or Better (per fed
.t: U IV
II- •• c .~ f
u
"tI
c iii E u'e 0 iii ::J•.. std 209a) at Air Inlet to Environ-

Launch Phase •.<t ..

-e
U E
II>
.c
0
t; 'e., •..
II>
>
IV
C
't;
::J
tT
u
..
.;::;
IV
.g
.lII:
U
0
.c
.,§
.c
II>
a;
u
u
U

•..2
"tI
c
mental Shelter

I- jjj C
0
U ~ s en I- -e en § WSMC
Nominal/Minimum
Prelaunch
••• • Internal Positive
Pressure 0.20/0.15 in H20
Launch & Flight
••••••••••• Flowrate 21,000 CFM
70°F ± 5°F at Maximum
Temperature Dew Point of 55°F
Specific environmental factors depend on space- Filtration Remove 99.97% of All Particle
Equal to or Greater Than 0.3
craft user requirements and specific mission criter- Micron at Inlet
ia. Definition and related documentation will be ac-
complished through the integration process de-
scribed in Chapter X. Table V-3
ESMC and WSMC Payload Fairing Air Conditioning
Prelaunch - The prelaunch environments are de- ESMC Air Conditioning Capability at Payload Fairing
fined for preliminary evaluation with respect to Inlet
spacecraft environmental requirements. Environ- Temperature 50° to 99°F ± 1°
mental criteria for existing systems are provided. Dew Point Temperature 27° to 67°F ± 2°
The prelaunch environment is further controlled Filtration Class 10,000
through the application of specific procedures. A Flowrate 50 to 60 Ib/min
control plan is developed between the various agen- Static Pressure 40 in. H20 (nominal)
46 in. H20 (maximum)
cies involved to specify procedures, responsibili-
ties, and requirements for prelaunch environment- WSMC
al control. Temperature, OF 40t095±2
Moisture, Grains/lb Dry Air 22 Max (28°F dew point)
Air Conditioning - Air conditioning units at the Flow Rate, Ib/min 150 Max
launch complex supply air to the environmental Static Pressure, psig max 0.52
shelter, PLF, and launch vehicle. Filtration, Micron Remove 99.97% of Particles
~ 0.3 Microns
4
Salt Content Mg/Cu Ft Less Than 5 x 10- Na+
Environmental Shelter - The environmental shel-
ter provides environmental and contamination pro-
tection to spacecraft during prelaunch activities environment after the PLF is installed. Outlets are
before encapsulation in the PLF (Table V-2). This available on the umbilical tower level to accommo-
shelter also provides protection to personnel dur- date various fairing lengths.
ing these activities. This service is available until
approximately 90-120min before launch, at which Payload Fairing Thermal Control - Air diffusion
time the mobile service tower (MST) is retracted. systems are provided in the PLFs to maintain ther-
mal control before launch. The systems are design-
Payload Fairing Air Conditioning - A separate air ed to accommodate spacecraft temperature limits,
conditioning system is provided for the PLF (Table temperature gradient, and air impingement veloci-
V-3). This system provides a controlled spacecraft ty requirements. Typical systems. use a fitting to

v-i
 direct inlet air into the fairing nose section or to and spacecraft power sources can be maintained, if
transfer the air through a duct system to a bulkhead required, by the spacecraft.
diffuser in the fairing nose section. A typical bulk-
head diffuser system is shown in Figure V-1. LAUNCH AND FLIGHT

General Launch and Flight Environments - The

following data provide general launch and flight en-
vironments for the designer to use as preliminary
environments that the spacecraft must withstand.
Envirornnents for a specific mission will be defined
and documented through the integration process
described in Chapter X.

Dynamic Pressure - The dynamic pressure on the

spacecraft during flight depends on the trajectory
profile. and PLF jettison time. Normally, this jetti-
sion time is dictated by spacecraft aerodynamic
.heating limitations. For a typical mission, the pres-
sure is less than 0.01 psf at jettison, and decreases
to 0.00 as the altitude increases. If required, a dy-
namic pressure profile can be provided after pre-
Example of Flow CharllCteristics
liminary trajectory shaping.
Bulkhead Diffuser. 8-io. Inlet

Flowrate '" 125 Ib/min

Payload Fairing Venting - The pressure change
Average Wall Velocity = 66 ft/min
within the PLF during flight is a function of the tra-
:'-,-'.
Flow Uniformity = % Dev;'otlon from Average:
jectory' atmospheric conditions, free volume
Qusdrant 1 '" 3%;
within the fairing. and openings in the fairing and
adjacent launch vehicle compartment. Specific
Quadrant 2 '" 10%;
Quadrant 3 •• 15%; compartment pressure differentials cannot be
Quadrant 4 e 22%
quoted without knowledge of the spacecraft vol-
Pressu", Drop = 6.50 in. of H20 from Fairing Inlet to Transtage
ume, leakage areas, etc, associated with the space-
craft/fairing combination used. Typical pressures
Figure V-I encountered on previous missions are within 1psi
Payload Fairing Ai? Conditioning Duct and Diffuser of ambient pressure. Similarly, the pressure
change within the PLF has not exceeded 1.1 psi/se-
cond.
Electromagnetic Compatibility - Electromagnetic
compatibility (EMC) requirements including de- Contamination - During lift-off and flight. engine
sign, test, and interference output/susceptibility ignitions and staging events produce exhaust pro-
criteria are specified in Secretary of the Air Force ducts and debris that are potential sources of space-
Special Projects (SAFSP) Exhibit 65-27. EMC de- craft contamination. The spacecraft's sensitivities
sign requirements are tailored to each launch vehi- to contamination are recognized, and various tech-
cle program to ensure mutual compatibility be- niques are used to eliminate and/or minimize depo-
tween the spacecraft and the launch vehicle. sition.
Shielding and ordnance circuit isolation conform to
Air Force Manual 127-1 for ESMC and WSMC vehi- Payload Fairing - PLFs provide considerable pro-
cles. t~1?tipnto the payload. The spacecraft PLF is proc-
essed in controlled environmental facilities. Once
Bonding across the vehicle/spacecraft interface is in place, the fairing is attached to a ground-support
accomplished by bare metal-to-metal Icontact or air conditioning! filtering system.
through a conductive metal coating. All vehicle
power and signal circuits have ground return leads Titan configurations 34B and 34D/NUS use a Lock-
to their respective systems. One point ground sys- heed-fabricated fairing. These fairings are deliv-
tem is used so that current does not flow in the vehi- ered clean and preassembled. Cleaning is ac-
cle and structure. Isolation of the launch vehicle complished via an acoustic procedure. The LMSC

V-2
fairing has a Super*Zip separation joint encased in
a flattened steel tube to contain the products of
combustion during jettison. Internally, this fairing
has a thermal blanket composed of materials cho-
sen for their low outgassing properties. Blankets
that have been used are either an aluminum sheet-
ing or a silicon-bonded fibrous glass covered with
aluminized kapton.
Titan configurations 34D/IUS and 34D/Transtage
use MDAC payload fairings. The IUS version has
an internal isogrid construction. Cleaning proce-
dures have been developed and documented. The
Transtage configuration uses a similar fairing with
a monocoque (skin/stringer) construction. It is
cleaned using Martin Marietta procedures. Both of
these fairings have noncontaminating separation
joints that contain debris in longitudinal bellows.
Low outgassing sealants are used to contain fabri-
cation debris in places where limited access pre-
vents removal.
Stage II Retrorockets - The 34B and 34D/Tran-
stage have three separation retrorockets approx-
imately 35 ft behind the upper stage/spacecraft in-
terface. The engines are fixed at a cant angle of 30
deg to minimize payload plume impingement. The
34D/NUS and 34D/IUS have four separation retro-
rockets with 45- and 30-deg cant angles, respec-
tively. The closeness of the retrorockets to the
payload may cause an increased molecular and a
decreased particulate environment over the 34B
and 34D/Transtage. However, no contamination
concerns caused by plume inpingement are fore-
seen.
Assuming that payload surfaces remain at ambient
temperatures, expected deposition levels arising
from the retrorockets should be low. Molecular de-
position will occur if cryogenic spacecraft surfaces
exist.
Attitude Control System (ACS)-Thrusters - The
34D/NUS has no upper stage; consequently, any
ACS thrusters present are integrated parts of the
payload. However, the remaining three configura-
tions each have six hydrazine monopropellant reac-
tion engine modules. These configurations do not
have any forward pointing thrusters.
Some postseparation maneuvers may direct ex-
haust products from the thrusters toward the
spacecraft. Hydrazine from the IUS thrusters is
decomposed to nitrogen, hydrogen, and ammonia
by a catalyst bed of packed, precious metal gran-
ules. The resultant nitrogen and hydrogen are inert
gases, and the ammonia has a high vapor pressure
that minimizes deposition. The 34B Agena upper
stage has a pneumatic ACS or a similar hydrazine
system. Various freon and nitrogen gas mixtures
are used in the pneumatic system depending on
mission requirements. The 34D/Transtage thrust-
ers use anhydrous hydrazine propellant. The
hydrazine is decomposed to nitrogen, hydrogen,
and ammonia in a catalyst bed. Contaminants from
the ACS may accumulate at low levels on space-
craft ambient temperature surfaces; cryogenic sur-
faces present a greater contaminant risk.
When the IUS separates from the spacecraft, the
spacecraft may be exposed to upper-stage outgass-
ing products. The IUS SRM case and insulation are
hot at burnout and outgassing of the insulation and
case materials will occur. The spacecraft user may
request that a contamination/collision avoidance
maneuver (CCAM) be implemented if contamina-
tion is a concern. The Transtage and Agena upper
stages are liquid propellant systems and outgass-
ing is not a problem
Acoustic - Spacecraft experience an acoustic en-
vironment during boost until the launch vehi-
cle/spacecraft is out of the sensible atmosphere.
The acoustic excitation interval to the PLF has
significant peaks during the first 5 seconds after
liftoff and during transonic flight. The launch
levels are attenuated by channeling SRM exhaust
gases through an exhaust duct until the launch
vehicle begins lift-off. During this period, the ex-
haust splashes directly on the launch pad. This is
the maximum acoustic excitation period. The se-
cond peak excitation period is generated by tran-
sonic aerodynamic shock waves and fluctuating
dynamic pressure. This excitation lasts for approx-
imately 55seconds. The level is generally below lift-
off levels. Acoustic noise levels for typical launch
vehicles are provided in Table V-4.
Vibration - The random vibration environment re-
sults from the acoustic noise fields previously de-
scribed. The same excitation period prevails when
the vibration is mechanically transmitted to the
spacecraft during testing. The excitation (attenua-
tion or amplification) level at the spacecraft moun-
ting interface is unique to each configuration. Each
spacecraft program requires an analytical evalua-
tion. Typical random vibration spectrums are pro-
vided for each launch vehicle configuration in
Figures V-2through V-6.
V-3
Table V-4 Flat 100 to 1000 Hz at 0.125g2/Hz
Acoustic Noise Levels Within Payload Fairing RolI·Off BElow 100 Hz at 6 dB/Octave
- RolI·Off Above 1000 Hz lilt 6 dB/Octave
1/3 Octave Band Sound Pressure Level, dB" Overall G rms: 13.4
- Exposure: 60 seconds
1/3 Octave Band
T34B
Center Frequencv. T34D/NUS&
Hz 10·ft PLF T340/lUS T340ITS
Overall 141 145 145
25 - 121 121
31.5 - 122.5 122.5
40 - 124 124
50 - 126.5 126.5
63 122 127 127
80 124 129 i29
100 125 130.5 130.5
125 129 131.5 131.5
160 129 132.5 132.5
200 130.5 133.5 134
250 132 134 135.0
315 133 134.5 135.0
400 134 134.5 134.5
0.001.';:-_-'--L--'--:!-:.L..L.L!-:!-~_L-.J....~~..LI..LL---'
500 129 134 134 10 2000
630 127.5 133.5 133.5 Frequency, Hz
126.5 133 133
Figure V-3
800
Interface Random Vibration Environment for
1,000 125.5 132 132
Payload Interface During Liftoff and Flight
1.250 124 131 13'1
T34D/IUS
1,600 120 129.5 129.5
2,000 119.5 128.5 128.5
2,500 119.5 126.5 126:15
flat 120 to 600 Hz at 0.12 G2/Hz
3,'50 117.5 125 125
Flat 760 to 1200Hz at 0.06 G2/Hz
4,000 116.5 123 123 1.01=
RolI.Off Below 120 Hz at 12 dB/Octave
5,000 115.5 121.5 121 5
RolI·off Above 600 Hz at 6 dB/Octave
6,300 114,4 120 1 120•
RolI·Off Above 1200 Hz at 12 dB/Octave
8,000 113.5 118 118
Overall = 11.0 G RMS
10,000 112.5 116 1 116
Exposure" 60 seconds
Reference Sound Pressure'" 0.0002 Dynes/cm2 N
II
.•..
J:
'"CI 0.1
1.0
Vibration Level Converted from a 160G-lb i
Spacecraft to a Spacecran Weighing W Ib 15: ~e
o
Delta dB = :Z,O Log W

I
1600

e
e
~ 0.01
i
s

0.01 1..-_...I---I..-J-..LJ...l..1..Ll...--J...----JL......I-L-LL-.LJ...L--.&
50 100 400 1000 2000
10 50 100 400 '1000 2000
Frequency. H2O Frequency, Hit

Figure V-2 Figure V-4

Random Vibration Environment for Payload Random Vibration Environment for Payload
Interface During Liftoff and Flight of T34D/TS Interface During Liftoff and Fligbt T34D/NUS

V-4
 0.1 shown in Figure V-7. This shock response spectra
Region of Narrow ---1::.;•::=====i.;:1 envelopes the calculated response to the shock pro-
duced by jettisoning the PLF for a variety of single-
N
J:
..... degree-of-freedom systems with 5 percent critical
'"C.I damping.
•.>-
'iij
c
15 dB/Octave

c•• s
~
0.01 al
t; "
c
E
3i••
e
~.,
0::
..•.0 3l'
••
:;; e
&. 0.1
a;
"" .,'"
O::N
<I:
l!lJ:
0.001
,,0
10 50 100 400 1000 2000 .!~
-0

Frequency, Hz <1:10
E Q)

Figure V-S E § 0.0 l,';:'C--I.---l-L...u..~:-:-....I......I......L....Ll.J~-:--....L....L...L1..I.J.JLJ.J

Random Vibration Environment for Payload Inter- 'x ~ 10 10,000
face during Liftoff and Boosted Flight T34B '" Q)
:20::
Vehicle Figure V-7
Payload Fairing Shock at Spacecraft Interface,
0.1
Normalized at 2000 Hz
A typical shock response spectrum from IUS stag-
ing is shown in Figure V-8. These spectra are enve-

N
J:
.....
'"C.I
Region of Narrow --.-.n--- lopes of the calculated response to the shock pro-
duced for a variety of single-degree-of-freedom sys-
tems with 15percent critical damping.
0.01
10,000
.~
e
••
C

~
"••
a.
10 dB/Octave
en
e
o
.~
~ 0.001 1,000
s
"
<I: ••
CI

~
o
a-.,
0::

0.0001 L-_...L-.l.-.J......LLJ...JL..ll._~L.....L..L...LL.u..U-_-J 100

10 50 100 400 1000 2000
Frequency, Hz
Figure V-6 Legend:
Random Vibration Environment for Payload Inter- __ Axial
face during Agena Engine Burn Phase ofT34B - - -- Radial
Flight --Tang

,o~--------~---------L-------~
10 100 1000 10000
Shock - The primary sources of shock accelera- Frequency, Hz
tions to spacecraft during flight are PLF jettison Figure V-8
and upper-stage/spacecraft separation. A typical Shock Response Environment at IUS/Spacecraft/
shock response spectra from jettisoning the PLF is Interface During IUS Staging

V-5
 The shock response spectra for spacecraft separa- 600
tion depends on the characteristics of the separa- Maximum EmiliSivity of Innar Bare Wall = 0.1
tion system because the system is normally part of (zones A. Band CI
500
the spacecraft and it must be designed to withstand
this shock (Table V-5)_However, the levels deliv-
u, 400
ered to the launch vehicle must remain within defin- o
ed values. Qualification of the Titan booster vehicle i;:J
components is based on a 1360-g(2000Hz) shock at tV 300
the vehicle/spacecraft interface. The IUS maxi- iE _127
mum is 1500 g at 4000Hz. -115
J! 200

Table V-S Pyro Sbock Peak Acceleration Levels

100;--- -5
B
T34B T340/NUS T34D/ll.IS T34D/TS c
O~----~ ~ '--.....,....&--77
~ ~
PLF Sep Levels 2400g~' 2400 g'5" NA 1360g's" L-__~

IUS'Stg 111I NA NA •••• NA e 150 200 250 300

Allo\vable SIC 1360" .... 1360"

Time after Liftoff, seconds

Separation Figure V-9

Shock at Payload Fairing Inner Surface Temperatures for
Interface
Titan 34D/Transtage Configuration (2S-ft PLF,
il Shock res~onse environment figure provides speetrum shape Uninsulated Cylinder Walls)
for the defined shock response lellels•
••••Shock response environmant figure provides peak IUS values.

Thermal - The thermal environment imposed on a

Note:
spacecraft during launch and flight has three
Maximum Un insulated Inner Wall Emissivity '" ·0.30
phases. During the initial portion of the ascent tra-
jectory, the spacecraft is enclosed in a PLF that Zone LV Station
prevents direct exposure to the ascent aerodynamic ---265.00

heating environment. Heat transfer to the space-

craft during this period is pzimarily through radia- t-::A:=::t _ -157.73
B r ---137.85
tion from the PLF walls. The PLF wall temperature o
history is a function of the ascent trajectory, fair- --40.50
ing-wall heat capacity, and wall insulation (if any). E
Design ascent wall temperatures for the Titan 34B
and 34DPLFs are shown in PLF thermal Figures V-
9 through V-ll. Temperatures shown for the Titan
34B/Agena are representative of what could be ex- 350
pected for the Titan 34D/NUS configuration. The Zona
temperatures shown are for the most severe ascent D
300 B A and E _
heating trajectories expected for each vehicle. If
radiation to the spacecraft is too great for the tem-
peratures shown, the thermal input to the payload
e
.
~ 250

can be attenuated using insulation or thermal radi- E

ation shields, as indicated on the IUS (Figs. V-9 ~ 200 Zonas 0 and e with Internal
through V-H). '"
a. Acoustic Blanket !inner Blanket
surface temperature shown}
~
.- 150

--\----
..- --
The second phase of the ascent thermal environ-
ment imposed on the spacecraft occurs at PLF sep-
aration. At this time, the spacecraft is exposed to
the effects of free-molecular heating_ The fairing is
jettisoned as soon as possible for performance con- 50 100 150 200 250 300 350
siderations, but not before free-molecular heating Time after liftoff, seconds

and dynamic pressure effects are made acceptable Figure V-10

to the spacecraft. This typically occurs at altitudes Payload Fairing Inner Surface Temperatures for
of approximately 430,000ft and up when free-melee- T34D/IUS Configuration (40-ft PLF)

V-6
 frame, a white silicone-coated thermal shield, and
an aluminum rf screen. The temperature of the ther-
mal shield can be as high as 300°F before the PLF is
jettisoned, and then decays rapidly to 80°F for con-
600 tinuous solar heating or -240°F for continuous
shadowing. The temperature is typically less than
II.

°
f300
:::I
f
400 /

------ -------- 170°F before PLF jettisoning and greater than -

lOO°Fat spacecraft separation.

•~ IUS/Spacecraft - Heat transfer from the IUS to

200
...•
100
OL---~----~--~----~--~~--~--~
o 100 .200 300 400 500 600 700 spacecraft side, the effective emittance is less than
Axial Distance, in.
Figure V-II
Temperature Distribution on Titan T34B/Agena
Payload Fairing at Time of Shroud Separation
ular heating is around half of the solar constant (200
to 250 Btu/ft2 hour). Following PLF separation,
free-molecule heating decreases and then in-
creases. A second peak occurs at park-orbit injec-
tion. If an upper stage is used, a third peak may be
experienced near transfer orbit perigee. The
relative magnitude of the latter two peaks depends
on perigee altitude and transfer-burn timing. If
these peaks exceed allowable limits, they can be
lowered by increasing park orbit perigee.
The final-ascent heating phase results from direct
and reflected solar radiation and direct Earth in-
fared radiation. These radiation levels can be con-
trolled during park and transfer orbits using the
thermal control maneuvers of an upper stage or the
spacecraft. Typical maneuvers performed in previ-
ous missions include toasting, metronome, rotis-
serie, and continuous roll. These maneuvers are de-
scribed in Chapter VIII.
UPPER STAGE/SPACECRAFT THERMAL IN-
the spacecraft is less than 400 Btu/hour. The IUS
and spacecraft are isolated in the radiation mode of
heat transfer by a multilayer insulation blanket
with an aluminized beta cloth outer layer. On the
0.02/-l.IUScavity temperatures can range from 35°F
to 109°F.
Design Load Factors - Load factors are provided
for current booster configurations and initial sizing
and/or evaluation of spacecraft primary structure
in Tables V-6through V-9. Spacecraft response is a
function of spacecraft weight, stiffness, and later-
al/ axial coupling as well as booster configuration.
The load factors are intended to provide a conser-
vative design envelope that includes a variation
range in these parameters. Transient load analyses
performed during the development of a spacecraft
will provide the detailed member loads required for
complete design and evaluation of the structure.
Total axial load factors can be obtained from the
tables by adding the steady-state and dynamic
components. Lateral and torsional loads at the ex-
tremities of the spacecraft may exceed center-of-
Table V-6
T34D/Transtage (ESMC) Spacecraft Center of
Gravity Load Factors
Steady-State Dynamic
Event/Axis Acceleration, G Acceleration, G, G/in.
Liftoff
-
-
Axial
Lateral
+ 1.5
-
± 1.5
±4.0
/

TERFACE
- Torsional - ±O.OS
Maximum Airloads
The thermal control features of the Transtage and - Axial +2.0 ±1.0
IUS are designed so that special thermal orienta- - Lateral - ±2.5
tion constraints for 9- and lO-hour missions are not
- Torsional - ±O.OS
Stage I Shutdown
required by the upper stage. The thermal interface - Axial o to + 4.5 ±4.0
between the upper stage and the spacecraft are de- - Lateral - ±3.0
Stage 2 Shutdown
scribed below. o to
- Axial + 2.6 ±7.6
- Lateral - ±2.5
Transtage/Spacecraft - The thermal interface bet- Note:
ween the Transtage and the spacecraft at vehicle Separable payload weight assumed to be ~ 4000 lb.
station 77consists of ~ white painted structural ring

V-7
 . -----...,
Table V-7 gravity (cg) load factors. The following equation
T34D/IUS (ESMC) Spacecraft Center of Gravity may be used to estimate the distribution of loads as
Load Factors a function of longitudinal distance (x) from the
Steady-5tate Dynamic spacecraft/launch vehicle interface, where gcg is
El1ent/Axis Acceleration. a Acceleration, a, a/in. the cg load factor from the load factor tables and
Liftoff Xcgis the distance from the interface to the space-
- Axial + 1.5 ±1.5
-- lateral - ±!i.O craft cg.
Torsional - ±O.O5
Maximum Airloads
- Axial +2.0 ±1.0
- lateral - ±2.5
- Torsional - ±O.O5 The following frequency criteria are recommended
Stage I Shutdown to minimize vehicle/ spacecraft interaction.
- Axial Oto + 4.5 ±4.0
- Lateral - ±2.0
1) Lateral frequencies from 2.0 to 10.0 Hz:
Stage 2 Shutdown
- Axial Oto + 2.5 ±.4.0
- lateral - ±2.0
- Relatively high acceleration responses are
Note: observed during lift-off.
Separable payload weight assumed to be ""'4000 lb.
- Levels above these fundamental frequencies
result in lower dynamic loads during lift-off
Table V-8 as well as lower spacecraft loads and dis-
T34D/NUS (WSMC) Spacecraft Center of Gravity placements during maximum airloads.
Load Factors - Levels below 6 Hz can affect launch-vehicle
Steady-State Dynamic control-system performance.
Event/Axis Acceleration. a Acceleration, G, G/in.
Liftoff

I - Axial
- lateral
- Torsional
Maximum Airloads
+ 1.5
-
-
±1.5
±2.5
±O.O5
2) Axial frequencies from 12 to 24 Hz:

- Spacecraft respond to stage I engine shut-

- Axial
- Lateral
+ 2.0
-
±1.0
±Z.5
down.
- Spacecraft respond to stage I engine thrust
- Torsional - ±O.O5
pulsation.
Stage I Shutdown
- Axial o to + 4.5 ±4.0
- Lateral - ±2.0 Because of the early and critical nature of load
S~age 2 Shutdown analyses, its method and sequence are discussed in
- Axial o to ""2.5 ±4.0
more detail in Appendix E.
- Laterai - ±2.0
Note:
SP.aeeeraft/upper stllge weight assumed to be in 30,000 Ib
ronge •. Ground-Wind Constraints - The Titan 34D vehicle
configurations have sufficient structural capabili-
Table V-9 ties to withstand the loads imposed by ESMC's
T34B (WSMC) Spacecraft Center of Gravity 99.9-percent or WSMC's 99.0-percent surface wind
Load Factors profiles for prelaunch and lift-off conditions. These
Steady-5tate Dynamic wind profiles are defined in Atmosphere and Wind
Event/Axis Acceleration, G Acceleration, G, a/in. Criteria for the Titan 34D Vehicle, Martin Marietta
Liftoff
document no. MCR-76-553, 1976. The vehicle/ um-
- Axial + 1.5 ±1.5
- Lateral - ±2.0 bilical tower collision constraint requires wind
Maximum Airloads placarding over a limited wind azimuth range at
-
-
Axial
Lateral
+2.0
-
±1.0
±2.5
both ESMC and WSMC.
Stage i Shutdown
- Axial Oto +5.0 ±4.0 The Titan 34B vehicle at WSMC requires placard-
- Lateral - ±2.0 ing of the ground winds for both the hold-down and
Stage 2 Shutdown I
fly-away launch sequences. The structural capabil-
- Alliel Oto + 4.5 ±4.0
- Latera! i- ±2.0 ity of vehicle/launch-stand bolts is the limiting fac-
tor for the hold-down launch. The vehicle/tower
~--
Note:
Spacecraft/upper stag'" ww1aht assumed to DO In 15,OOO-tb collision constraint is the limiting factor for the fly-
range.
away launch.

V-8
Winds Aloft - (ESMC and WSMC) - The launch Table V-lO
vehicle structural design for the Titan 34D and 34B ESMC and WSMC Winds Aloft Placard versus
is based on a 99-percent wind speed and a 99-percent Fairing Characteristics
wind shear envelope for the windiest quarter of the Placard
year. These design conditions provide acceptable Wind
launch availabilty for a high percentage of poten- Fairing BV Probability.
Launch Length. Diameter, Interfaces. %* (Worst
tial winds. The launch probability varies with Vehicle Site ft ft vs quarter)
spacecraft payload-fairing size charteristics. The T34DI ESMC 40 10.5 215 99
ESMC and WSMC winds aloft design criteria are IUS 45 10.5 215 99
defined in Atmosphere and Wind Criteria for the 55 10.5 215 95

Titan 34D Vehicle, Martin Marietta reference docu- T34DI ESMC 30 10 77 82

Transtage 40 10 77 82
ment no. MCR-76-553, 1976. Table V-10 defines the T34DI WSMC 55 10 220 99
allowable wind probability for the currel t launch NUS 60 10 220 96
vehicle and PLF configurations. T34BI WSMC 32 5 1 99
Agena 50 10 220 99
60 10 220 99
T34BI WSMC 50 10 220 99
NUS 60 10 220 99

• Percentages refer to probability of not exceeding the limit.

V-9
VI. SPACECRAFT STRUCTURAL INTERFACES
Target
Structural interfaces between spacecraft and Titan
launch-vehicle components include the upper boost 10 deg ~o}- 5 deg
stage and PLF. These interfaces are described be- TYPica136\ /-,Z
\ 117.645
low for the following launch vehicle configurations: Places \ ~~q::~~ Bolt Circle
Basic
1) Titan 34B/NUS/10-ft diameter PLF (LMSC),
2) Titan 34B/ Ascent Agena/10-ft diameter PLF
(LMSC),
3) Titan 34D/NUS/IO-ft diameter PLF (LMSC), Alignment
4) Titan 34D/Transtage/10·ft diameter PLF Pin Typical
Four Places
(MDAC),
5) Titan 34D/IUS/10.5·ft diameter PLF (MDAC).

The adapters and interfaces discussed in this chap-

ter are typical for those configurations currently
flown or planned. However, these interfaces can be
modified to meet specific user requirements.
Titan 34B and 34D . NUS - These vehicles require
an adapter at the forward end of stage II for the
structural interface with the spacecraft and PLF. A
ring frame at vehicle station 220.151 provides the
structural interface for mating the spacecraft/PLF
adapter to the vehicle. This ring frame, shown in
Figure VI-I, is an aluminum channel with a bolt-
hole pattern for attaching the adapter. Seventy-two
bolts (3/8-in. nominal diameter) with four align-
ment pins (1/2-in. nominal diameter) are used to
align the adapter with the vehicle and reaction
shear loads at the interface. These bolt holes coin-
cide with the 36 stage II stringers that react to ten-
sion and compression loads from the adapter,
spacecraft, and PLF.
Matched tooling, established from existing master
gauges, is available to drill hole patterns in the
adapter and vehicle interfaces. These tools are re-
quired to preclude fit problems during mating at the
launch site.
Titan 34BI Ascent Agena - The forward end of the
Ascent Agena at vehicle station 1.51 provides the
structural interface for mating the spacecraft to the
vehicle. This structural interface, shown in Figure
VI-2, consists of a ring frame with a 60-in. outside
diameter and an unsymmetrical bolt hole pattern
for attaching the spacecraft. Eight bolts (I/2-in.
nominal diameter) are used to attach the spacecraft
to the Ascent Agena, The bolt holes coincide with
the Ascent Agena's eight internal stringers that
react to tension and compression loads from the
spacecraft.
I
L2.460 mn
120.270 ± 0.03 dia
View A-A
j
Theoretical ,0.750 Spacecraft/Payload Fairing Adapter
s.,;"", lIi::A220.,5,
~BO""~
Figure VI-J
Titan 34B and 34D NUS/Spacecraft
Structural Interface
Matched tooling is available to drill hole patterns in
the spacecraft and Ascent Agena interfaces. These
tools are required to preclude fit problems during
mating at the launch site.
Titan 34D/Transtage - The ring frame (Fig. VI-3),
on the forward end of the transtage at vehicle sta-
tion 77.00 provides the structural interface for
mating the spacecraft and PLF to the vehicle. This
ring frame has a 5-1I2-in. by 10-ft-outside d iameter
aluminum channel with an inner bolt circle for at-
taching light spacecraft (less than 4000 lb) and an
outer bolt circle for attaching heavier spacecraft.
Eight bolts, with a shear pin on each side of the bolt
for both inner and outer bolt circles, are used to at-
tach the spacecraft, spacecraft adapter, or PLF.
These bolt holes coincide with transtage longerons
that react to tension and compression loads from
the spacecraft and PLF. The inner and outer bolt
holes have nominal diameters of 5/8 in. and 15/16
in., respectively. Tapered shear pins installed in

VIOl
 Mating Bolt Hole
Matched tooling, established from existing master
Locations at STA 247.0 gauges, is available to drill the bolt and tapered,
<

Degrees (ref) Radius {refl shear pin-hole patterns in the adapter vehicle inter-
22°29'59" 29.006 faces. These tools are required to preclude fit prob-
67°30' 9" 29.009
lems during mating at the launch site.
112°29'55" 29.010
157°29'49" 29.010
202°29'33" 29.010
247°29'24" 29.009
Titan 34D/IUS - The front end of the IUS at vehi-
292°29'33" 29.006 cle station 47.60 provides the structural interface
337°30' 3" 29.007 for mating the spacecraft with the vehicle. This
0.5000 ~ g:gg~g dia Hole through structural interface, shown in Figure VI-5, consists
for Payload Mounting Bolts (Eight Places) of a ring frame with an overall outside diameter of
+Z \\
114.0-in. and a holt-hole circle for spacecraft attach-
ment. Eight 5IB-in. diameter (nominal) bolts, with
1/2-in. shear pins on each side to react spacecraft
shear at the interface, are used to attach the space-
craft to the vehicle. The holt holes coincide with the
IUS longerons that react to tension and compres-
sion loads from the spacecraft. The Titan 34D/IUS
vehicle assem bly is shown in Figure VI -6.
o -t °
-y
Matched tooling, established from existing master
gauges, is available to drill bolt and tapered, shear
I
o
pin-hole patterns in the spacecraft and IUS inter-
faces. These tools are required to preclude fit prob-
lems during mating at the launch site.

Spacecraft Attachment for Titan 34B. 34D NUS,

and 34BI Ascent Agena - These spacecraft cannot
-z be directly attached to the ring frame at vehicle sta-
tion 220.151 (Titan 34B and 34D NUS) or vehicle sta-
o .375 + 0.055 dia Hole through tion 1.51 (Titan 34BI Ascent Agena) ring frame.
- 0.000
Therefore, an interface adapter structure must be
+0.010 . + 0.010 ( )
C Bore 0.625 _0.010 dia x 0.125 _ 0.000 Deep Four places used.
for Diaphragm Mounting

Note: Titan 34D/Tl'anstage and 34D/IUS - The space-

1. Recommended Bolt for Full Strength:
a .4995
O·iameter - + 0.0000
_ 0.0010 a ft er PIatmg
2. Heat Treat - 180-200,000 psi ULT {minI
3. Standard Torque - 480-690 in.-Ib
Figure VI-2
Titan 34B/ Ascent Agena/Spacecraft
Interface
nominal I12-in. diameter tapered holes react with
the shear loads developed by the spacecraft. A
typical mounting arrangement for light payloads is
shown in Figure VI -4.
Spae{)el'nit l'(lquil'(lm~ntg such
perties, adapt~l' goomatry, and stiffness, must be
evaluated to determine whether the inner or outer
location should be used and how many attachment
points are required.
craft can be directly attached to the forward ring
frame of the Titan 34D/Transtage or IUS and sepa-
.
rated at that plane. However, an interface adapter
structure is normally used. The interface adapters
usually contain the spacecraft separation ordnance
mechanism and remain attached to the boost vehi-
cle after the spacecraft is separated.
Structural
Spacecraft or spacecraft adapters interfacing Tr an-
stage at the outer bolt circle require special inter-
face fittings. These fittings must allow interfacing
and PLF separation at the same location.
The ada9ter for attaching single or dual spacecraft
l1Swoigbt, mass pro- is usuallr provided by the spacecraft contractor
(Fig. VI'11i'\. The adapter for multiple spacecraft is a
more complex truss structure and is usually pro-
vided py a spacecraft integration contractor (Fig.
VI-8).

VI-2
 0.686-0.695· 0,<' e- /\

<>: ~\:\ \
<:
diaHole

v > \~\120'270-dia
BL 0.000
7"~'.,/
( \~,G?/~ (refl
~~o,;yy/\ 111.770-dia
~ LA.4.4 A.OOO (ref)
Shear Pin '
(two places)
2.000 Innter Bolt Circle
Typical Eight Places

0.936-0.947-
dia Hole
>< >'\ ;"~
~A~-
A-:'~~~\'
A
7_",/0 ~

~/
.~:\/-
'\
v ~\::/\,
~O0/
~/ 0
y,'C;;::/I\
~A ~
/~
WL60.000

Sk?r.::
120.270-dia
-V rY'> (ref)
3.500 .
Shear Pin 1.750 117.520-dla
(two places) (ref)

Outer Bolt Circle

Typical Eight Places

Spacecraft Interface ---.--.~ 111.770 Basicdia

0.12r .~
Target
0.500-dia -.115 deg LST A 77.0
Section A-A

Figure VI-3 Figure Transtage/Spacecraft Structural Interface

Payload Mounting Bolt (1) 0.686-0.695 Di.f

(2) 0.509-0.514 die x
30 deg T_red Hof.
(eight pfec•• for
Payload ",acecr.ft interfeee)

- -.-~-
./f----- -
,
Spacecraft
Interface

I ~
0.12R:--~
TT,
0.500 dia 15 d1ea

STA 47.6
Section A-A

Figure VI-S IUS/Spacecraft Structural Interface

Figure VI~4
Transtage Interface - Light Payload
VI·3
 Figure 8 Multiple-Spacecraft Adapter

PLF Envelopes - The allowable spacecraft dy-

namic envelope is determined by the reduction of
the allowable PLF dynamic envelope using a calcu-
Figure 1//-6 Titan 34D/IUS Vehicle Assembly
lated rattlespace (usually 1 in.}, which is a safety
margin design objective for dynamic clearance be-
tween the spacecraft and PLF. The allowable PLF
dynamic envelope is determined by its internal
structural design, fabrication and alignment toler-
ances, and static and in-flight dynamic deflections.
The spacecraft external envelope must include
manufacturing and alignment tolerances as well as
static and in-flight dynamic deflections (Figs. Vl-9
through VI-12}.

Spacecraft-peculiar requirements affecting enve-

lopes could include air-conditioning diffuser sys-
tems and thermal or acoustic blankets on the inter-
nal surface of the PLF structure (Fig. VI -13). Modi-
fications of these envelopes to satisfy specific
spacecraft requirements are negotiated during in-
terface definition.

Spacecraft I and PLF envelopes are affected when

the third stage of the booster is encapsulated by the
PLF. Manufacturing and alignment tolerances
Figure 7 Spacecraft Being Mated to Adapter along with static and in-flight dynamic deflections

VI-4
 T34DITS - Payload Fairing Access Access Door (31·in. high
Access Door 131 in. High x 36 in. x36-in. clearance, 1 trisection)
wide, clearance, 1 trisection)
Inspection Access Door
Inspection Access Door (5.8x7.5 in. clearance,
View A-A 15.8x7.5 in. clearance, 1 trisections)
(rotated 90 dtlg) 2 trisections)
Air
Conditioning
. Inlet Air
Payload ~ ~ - - Conditioning
Envelope~. Diffuser
Separation ~ ~ Separation
Joint ' 1 Joint T34D/IUS Payload Fairing Access
r~' ViewA·A
(rotated 90 deg)
'~ ~ Air
Conditioning Air
~ Separation Joint Payload
Envelope Inlet ~ __ Conditioning
Target Diffuser
44.84 R ~ ~ separation Joint
Separation Joint
15 deg I

c-IO 120 deg 120 deg

i 6y5
-==-=t-~- - - Target
Access Door (17x18 in.
~,,,;o"
Target
.Ioint
Spacecraft
Envelope clearance, 3 trisections)
L Including
;44.8 R

h/,
-- Deflections, -
Alignment, &
,5deg

-lA--
Tolerances

1
D
2.0~ .
C L---.l\.-....l---L
Spacecraft 1 Spacecraft
& PLF L ± 0.50 A Envelope
! 3.75 I Including
Deflections
4-~/~/- ~ Alignment
111-107.27 dia -1I118ta 77.0
f..-- 1'2.27 dia- I
144.0
& Tol
STA 47.6
Boost 1
~120.27 dia- Spacecraft
Vehicle

L, ft
Dimension, in.
L A B C 0
Weight,
Ib*
-t PLF
~~~-..4I1

Booster l..L----li==!=~, IUS

15 180 112.3 112.3 79.1 84 1448 Vehicle - + I STA 215.0
20 240 1.11.7 111.7 78.9 144 1660 Booster .f-- 126.30 dia
Vehicle IPLF OSL)
25 300 111.6 111.1 77.9 144 1875
30 360 111.5 110.3 77.1 144 2092 Dimension, [in.] Weight
35 420 111.3 108.7 75.5 144 2331 i,'. ft L A B C D Ib*
40 480 111.2 107.3 74.1 144 2546 40 480 117.0 115.2 114.5 73.9 3918
45** 540 111.1 106.5 73.3 144 2784 45 540 117.0 114.4 112.5 71.5 4287
50" 600 111.1 104.3 70.3 144 2990 55 660 117.0 114.3 108.6 67.2 4877
*Weight Includes External Standard Insulation *Weight Includes External Standard Insulation System
System
**Not Flown on Previous Programs
Figure VI-lO
Figure VI-9 T34D/TS lO-ft diameter PLF (MDAC) T34D/IUS lO.5-ft diameter PLF (MDAC)

VI-5
 '--r A

,!
f :10.0
!I
-n'!f
7!
(
___ .L

~S.
i

IC Dynamic
Envelope
A

t
T
i
.10.0
Yf\
~#
".
_._1.
Z-\ -..- +

~.-'
Jt
30.0

~/C Dynamic
Envelope

•I
: I
105.2

-rV
!

--- '105.2
dia
-t
! 100.0)
E
i
I

•• :
~a_

~ __ .i,
"-I-r
107.7: 100,0

If
II __
I I
c
~1'~1
V I."
f----l+ Lli -r, I t
die I I J61.5
+

fr-~
D

I----;f I
I
'
i T
E
t I 140~.OI --r-j --+.t-. :-~~na
44 I-----l-r

l
;
!
F
_L
.A-
I
i
j
I
Ascent
Agenil
r ,: i i 219.5
i LX

.. l~~14
40
.f I
li;: ==:!:I V
__
4.6
_L
r:
B
PLF
..
..1.. -~---,---'--
t'
'
+
40 t '-"-===94
r-r- _~
:
.MABA

.. ,-
--t- \.-. ...1 120.0 dia
'USLI
,MABA • 19 J-I
1--- ------+-120.0
1---rT34B
clia
Fairing. Configurations {lSLI
Structural Fairing Configurations
. Module Length, in • Weight,lb Structure
131.06 Modules Length, in. Welght.lb
A 478.0
B 141.94 483.0 A 131.06 478

C 89.00 372.0 B 226.50 1271/120t

D 106.00 426.0 C 195.00 794

E 108.00 447.0 D 195.10 794
F 45.40 335.0 E 141.94 483
X'''' 4.41) 79.0 tNonseparable Weight Included
in 12711b
O"Module X Is nonseparable.
Note:
Note:
Thermal liner weights if
Optional thermal liner weights required are nose cap = 56 Ib
56 Ib in the nose cap and 9 Ib/tt and barrel section = 9 Ib/ft.
in the barrel sections.
•• Overall PLF I.ength Depends
" Overall PLF length depends
on module selections. on Module Selections
Figure VI-1I Figure VI-12
T34D/NUS 10-[t diameter PLF (LMSC) T34BIAscent Agena lO-ft Diameter PLP (LMSC)

of the encapsulated third stage must be considered
to determine the allowable spacecraft dynamic en-
velope.
After the PLF is mated to the vehicle, access to the
spacecraft is provided through doors in the PLF.
These standard spacecraft access doors are provid-
ed in all PLF configurations. Spacecraft-peculiar
access doors can be provided, but may be restricted
by structural and thermal considerations derived
from special analyses.
Payload Fairing rf panels are considered space-
craft-peculiar equipment. Rf panels can be provid-
ed in the nose or cylindrical portion of the PLF but
require structural and thermal evaluation.
PLFs flying on current Titan launch vehicle con-
figurations are shown in Figures VI-9 through VI·
14. Stru tural weights and dimensions are includ-
ed. The weights shown include standard insulation
and may vary with specific spacecraft mission reo
quiremauts.

VI-6
Figure VJ-13 Figure VJ-14 Titan 34DMDAC 10-[t Fairing
Titan 34D MDAC Fairing Segment Air Condition
Diffuser

VI-7
VII. SPACECRAFT ELECTRICAL INTERFACES
TITAN 34D/TRANSTAGE
Electrical Interfaces - The standard electrical in-
terface consists of a four-point spacecraft separa-
tion ordnance harness, four discrete signals, and a
bilevel instrumentation channel.
The standard spacecraft separation ordnance firing
circuit is capable of firing four separation devices
with two initiators in each device. The second ini-
tiator has only one bridgewire. The initiators must
have the following characteristics:
1) Resistance - 1 ohm (nominal),
2) No fire - 1 amp/l.O W for 5 min,
3) All fire - 4.5 amps with 20-ms pulse duration.
All eight initiators/bridgewires will receive firing
current within 4 ms for a minimum of 20 ms. It is
possible to fire eight separation devices (16 ini-
tiators/bridgewires) by adding new hardware to the
Transtage. As long as the initiators are on the
Transtage side of the spacecraft separation plane,
no staging separation connectors are required.
The standard four-discrete-signal interface is de-
signed for operation of solenoids, relays, or switch-
ing devices within the spacecraft. These discretes
are relay actuated with the following characteris-
tics:
1) Voltage - 25 to 32 Vde,
2) Current -10 amps (maximum).
The discrete can be issued in any sequence or in
groups of 2,3, or 4 for redundancy. Timing between
signals is 1 second (nominally), and timing between
redundant signals is 20 ms (maximum). Additional
discretes can be made available by adding new
hardware in the Transtage. Typically, the space-
craft contractor provides the capability for most in-
terface separation connectors systems (i.e., zero-
force or lanyard operated).
Instrumentation - The Titan 34D RMIS accepts
analog and bilevel (discrete) data from the space-
craft over a broad range of sampling rates. In-
dividual measurements from the spacecraft can be
routed across the interface for sampling by an ex-
isting Transtage remote multiplexer or, as an alter-
native, can be processed in a separate remote
multiplexer located on the spacecraft. The stan-
dard instrumentation interfaces consist of four bi-
level channels to monitor spacecraft separation
switches. Additional instrumentation channels can
be made available with the following characteris-
tics (Table VII-I).
Table VII-l
Typical Vehicle Instrumentation Characteristics
Type No. of Available Channels Sample Rate, SPS
Bilev.1
(on, +6 to +35 Vdc; 6 1600
off, ·5.0 to +4.0 Vdcl 17
100
Analog
(0 to 40·MVdc input; 1 400
a·bit D/A output] 2 200
3 100
24 20
Prelaunch Electrical Services - Ground power,
signals, and instrumentation can be provided to the
spacecraft through a fly-away umbilical system on
the Transtage. There are approximately 40 to 50
spare wires in the umbilical system for these ser-
vices.
TITAN 34D/IUS
Power - The IUS spacecraft (IUS/SC) interface
provides for the distribution of power and data ser-
vices. It also provides functional interfaces to the
spacecraft for ordnance firing, command discretes,
and telemetry data. The IUS can distribute elec-
trical power to the IUS/SC interface connector for
all mission phases from prelaunch to spacecraft
separation. A dedicated IUS/SC battery ensures
uninterrupted power to spacecraft separation. A
de-de converter-regulator kit may be installed on
the IUS vehicle if the spacecraft requires regulated
power.
The IUS system provides redundant switches to
transfer spacecraft power between spacecraft and
ground support equipment (GSE) and the IUS vehi-
cle battery sources. During prelaunch, the IUS sys-
tem power transfer switching is controlled by com-
mands from the IUS GSE. The IUS GSE interfaces
with a spacecraft GSE interlock circuit that con-
trols the prelaunch spacecraft ground power trans-
fer between the spacecraft, GSE, and IUS power.
IUS battery energy available to the spacecraft at
the IUS/SC connector interface is a 3.0 kW-hour
minimum at 28 Vde nominal at an average power of
VII-l
 300 W during the time power is used. Incorporating
a de-de converter-regulator kit in the IUS vehicle to
provide regulated voltage at the IUS/Se connector
interface will supply the same average power of 300
W but will reduce energy availa ble at the spacecraft
interface to 2.4 kW-hour due to de-de converter-
regulator losses.
During prelaunch checkout, ground power may be
directly distributed to the spacecraft by the IUS
system with regulation controlled by the spacecraft
ground euqipment. The standard IUS/Se battery
voltage at the IUS/Se interface is 28 V de +4 V de
with a peak voltage capability of 38 V de. Incoporat-
ing a de-de converter-regulator kit on the IUS to
regulate spacecraft input voltage will provide a
selected voltage between 24 and 36 V de to + 0.3 V de
at the IUS/SC connector interface.
Ordnance Power - The IUS system provides and
distributes ordnance power to the IUS/Sa inter-
face for firing spacecraft ordnance devices in two
groups of eight initiators: a prime group and a
backup group. The IUS system ordnance firing cur-
rent supplied to the IUS/Se interface for each
spacecraft initiator has a 5-amp de minimum while
the short circuit current has an ll-amp maximum.
The minimum firing pulse duration is 40 ms. The
IUS system provides the safe shorting and elec-
trostatic protection for each spacecraft IUS ord-
nance circuit interface.
The spacecraft ordnance circuit resistance mea-
sured at the IUS/SC interface should be 1.5 ohms
maximum including the initiator bridgewire.
The IUS provides the firing current to fire the pri-
mary and backup spacecraft ordnance devices
within 5 ms of each other. The initial command to
fire both groups of initiators should be provided at
the preselected separation time of 1 second. A sec-
ondary firing command is provided at 80 seconds
±10 IDS after the initiation of the initial fire com-
mand.
Separation - The IUS system provides the capa-
bility to monitor up to four separation switches or
breakwires provided by the spacecraft. Each cir-
cuit (signal and return) is monitored by the IUS
telemetry system to verify separation. Separation
monitors are used only to verify spacecraft separa-
tion.
Interconnections - The IUS/Se electrical inter-
connection interfaces shall comply with the EMC
requirements of the IUS EMC controls.
VII-2
Spacecraft Commands - The IUS has the capabil-
ity to send a maximum of eight primary and eight
backup discrete commands to the spacecraft for the
operation of solenoids, relays, or switching de-
vices.
TITAN 34D/NUS
Power - The Titan 34D/NUS can supply space-
craft with low-noise, 2-8-V de power from redundant
4 amp-hour silver-zinc batteries, and with high-
current transient power from separate redundant 4-
amp-hour silver-zinc batteries. Primary power
from the APS batteries are available to the
spacecraft for discrete sequencing and instrumen-
tation purposes, and transient power from the TPS
batteries can be used for high transient loads such
as ordnance firing with no constraints on noise and
ripple. Additional batteries can be installed on the
Titan to satisfy spacecraft-unique requirements if
required.
Spacecraft Sequencing - With the addition of stag-
ing timerts] or a programmer. the Titan 34D/NUS
could supply additional in-flight sequencing dis-
cretes that could be converted into the desired end
function by the spacecraft. Discretes can be issued
as a function of the time from lift-off, time from
another discrete. or time from a flight event.
Interconnections - Electrical interconnections be-
tween stage II and the spacecraft are routed to a
connector panel on the spacecraft adapter. All in-
terconnections that cross payload separation or in-
flight staging interfaces are subject to an analysis
of the separation interface arid staging dynamics.
Firing current can be supplied directly to the space-
craft separation ordnance through a special inter-
face harness. Spare wires in the Titan 34D um-
bilical system can be allocated to route spacecraft
functions to the ground for checkout and monitor-
ing. All power leads from the vehicle to the space-
craft must be physically separated from other
spacecraft wiring.
Instrumentation - The Titan 34D RMIS can accept
a limited number of analog and bilevel (discrete)
channels from the spacecraft over a range of sam-
pling rates. Individual measurements from the
spacecraft can be routed across the interface for
sampling by an exist ing stage II remote multiplex-
er, or they can be processed in a separate remote
multiplexer located onboard the spacecraft.~,·.
 Up to six analog measurements can be routed
across the spacecraft interface for sampling on
RMUs in stage II. For more than six added mea-
surements, an RMU can be installed on the space-
craft and the converter sampling format be ad-
justed to address the additional remote unit (Table
VII-2).
however, large-capacity requirements have been
met to support spacecraft for extended mission
periods. Characteristics of a few frequently used
batteries are shown in Table VII-3. Separate from
the main power supply, smaller secondary bat-
teries are used in the Ascent Agena to power the
flight termination system.

Table VII-2
Typical Vehicle Instrumentation Characteristics Table VII-3 Battery Characteristics
Type No. of Available Channels Sample Rate, SPS
Battery Type CeUs Nom Voltage Amp·Hour Mean Watt·Hour Wt,lb
Bilevel
IVB 18 27.5 16 440 17
(on, 4 to 35 Vdc; 6 1600
oH, 5 to 0.6 Vdcl 6 400 VIA 17 26.0 45 1,170 26
6 100 IC 16 24.5 450 11,025 118
Analog 2 800 IK 16 24.5 475 11,637 128
30 18 27.5 400 11,000 134
(0 to 40-MVDC Input; 4 400
8·bit D/A output) 4 200
4 100
8 40
10 20
Spacecraft Avionic Support Functions - Pyrocon-
trol for spacecraft separation, ascent electrical
Discrete signals are normally routed directly to the
power, ascent telemetry, and spacecraft control,
converter unit for sampling at programmed rates. can be supported from the Agena electrical system
Bilevel (discrete) channels can be made available. through the payload pyro and control J-box. Be-
Spare analog channels in a spacecraft-dedicated cause spacecraft support requirements vary, this J-
remote multiplexer can be adapted to discretes to
box can be changed to accommodate individual
minimize interface wiring. The number of channels
spacecraft needs. Through the J -box, the space-
and the sampling rates to the spacecraft can be
~ craft can interface with either analog or tell-tale
reallocted. monitors on the Agena telemetry, pyrotechnic
power control relays, and electrical power buses. In
TITAN 34B/ AGENA addition, some prelaunch checkout monitoring and
control via the Agena umbilical system can be ac-
As an orbiting vehicle, Agena can provide attitude commodated.
control, electrical power, and data services to
spacecraft. Unique features permit Agena's use as Communications - SGLS-compatible high data
a three-axis stabilized platform after the ascent role
rate systems are available to accommodate large-
has been fulfilled.
volume data originating in the spacecraft. A large
capacity command system can also be installed to
Power - Silver-zinc primary batteries supply
permit ground/space control of the payload, data
power to the spacecraft. Usually, two small bat- services, and data links.
teries can satisfy all ascent mission requirements;

VU-3
 VIII. SPACECRAFT ORBITAL SERVICES
The upper stages (Transtage, IUS, and Agena) pro- N
vide the spacecraft with important services other
than orbit delivery. These services are described
below. lh~

Thermal Control Maneuvers-The upper stages

can perform thermal control manuevers to reduce
and control spacecraft thermal loads. Typical ma-
3h ~ __
(Sun's rays)

--
Insolation Vector

neuvers include toasting, metronome, rotisserie,

and continuous roll. These maneuvers are perform- 4h J< ---= -
5h
ed during intervals spent in park and transfer or- 6h
bits. a
Figure VIII-2 Typical Toasting Maneuver
A rotissere maneuver, shown in Figure VIII-I, con-
sists of periodic 230-deg rotations about the roll
axis, with direction reversal typically at 6-min in-
tervals after l-rnin dwells at limit positions.

Note:
230·deg rotation about roll axis, reversing
direction at 6·min intervals, with 1-min
dwell before reverse. Solar impingement
occurs normal to roll axis.

Ya~ ~...
AXIs
=
Roll Axis
about Figure VIII-3 Continuous Roll Maneuver

V A metronome maneuver consists of a periodic 70-

deg rotation about the yaw axis, with a direction re-
Pitch
Axis versal typically at I-hour intervals (Fig. VIII-4).
The payload will generally be oriented toward the
Sun.

Note:
70·deg rotation about yaw axis, reversing
direction at '-hour intervals. Solar im-
pingement occurs parallel to roll axis.
Pitch

., . :}--
Axis
i/ Insolation

Figure VIII-l
4h

Typical Rotisserie Maneuver

Isolation
Vector
(Sun's rays)
1h
N

. ~boO~!iOn
Yaw Axis 0.-
()

Jif'/-
RoliAxis _~;

I. /
;e:~~rrays)

-b'~~
~~~' 1/ __ ~h
A toasting maneuver consists of periodic IBO-deg
rotations about the yaw axis, reversing direction 2h 1- - I
.
-- --
5h
from a limit position typically at Ivhour intervals 3h 4h
(Fig. VIlI-2). Figure VIII-4 Typical Metronome Maneuver

A continuous roll maneuver, shown in Figure VIlI- TELEMETRY DIPOUT MANEUVER

3, consists of rolling about the roll axis at typical
rates of 0.580 dog/second and a maximum rate of 6 A telemetry dipout maneuver typically consists of
deg/second. This maneuver may be employed any three to six completely general reorientations in
time during a coast period. pitch, roll, and yaw to satisfy telemetry orientation

VIII-l
 requirements. Telemetry data are transmitted dur- craft can be provided. The incremental velocities
ing three phases of flight: (1) elliptical transfer or- are achieved using the aft-pointing (pitch yaw) at-
bit, (2) final separation, and (3) collision avoidance titude control engines.
maneuvers. The upper stages can also transmit
telemetry data at other times throughout the mis-
Pointing Accuracy- Final pointing attitudes at
sion, as constrained by available electrical power
payload separation are achieved using the upper-
and thermal constraints. These transmission times
stage attitude control system. Mission-dependent
can be adjusted to satisfy spacecraft requirements.
software controls velocity increments and attitude
No special telemetry transmission maneuvers are control switching logic to obtain the desired com-
required in park orbit. However, during the coast bination of delta velocities, pointing accuracies, at-
period in the elliptical transfer orbit to synchro- titude rates, and convergence times.
nous orbit, special maneuvers may be programmed
to point the medium-gain antennas at the appropri- The Transtage uses a ±O.5-deg attitude pointing
ate ground station for data transmission. dead band during spacecraft separation. A ±2.0-deg
Collision Avoidance-The upper stages can be ma- dead band is used during the extended coast periods
neuvered away from the spacecraft after spacecraft in park orbit, elliptical transfer orbit, and at syn-
separation using the attitude control system. The chronous altitude. A ±4.0-deg dead band is used
Transtage main engines may also be used if re- during collision avoidance maneuvers after
quired. These maneuvers place the upper stage in payload separation.
an orbit with an inclination and period to preclude
recontact. The rnaneu ver s are performed in a man- The IUS uses a ±O.5-deg attitude pointing dead-
ner that avoids spacecraft contamination by ex- band during spacecraft separation and for velocity
haust products from the main engine or attitude corrections after SRM burns. Deadbands of ±O.5
control system (Fig. VIII-5). and ±5.0 deg are used for attitude hold during ex-
Spacecraft Drift and Separation-The upper stages tended coast periods in park, elliptical transfer,
can perform drift and orbital placement maneuvers and final orbits. A ±O.5-deg dead band is used dur-
for multiple spacecraft. The spacecraft can be ing collision avoidance maneuvers after payload
separated in park, transfer, or final orbits. A sepa- separation. The Agena uses equivalent pointing
ration velocity difference between m ult.ip le space- deadbands during orbital maneuvers.

Pitch/yaw (;'\ f5\ Start

'7' Away 0..JComplete \::.J CAM 6. V
\..!..J SC CAM !'!. V ~ __ IY\
) from

\-------.(stabilized I

'" ~ __------- \>

\ 90·deg .¢SI ~
115-d
------~ -)\)1- J :::>: 115·deg
_

265 ft
/
U-J

Any Previously
Deployed SC
D / eg ~ &/ (generic) at Least 30-deg Off
of Jet Axis and
Over 2500 ft Away
f8I
\V For Multiple
Develop SC,
2500·ft •• / /-(4\
Separation Before , '-::..J Maneuver to
Next CAM 6. V / CAM 6. V
Pass·By
Distance

'
120-200 ft 5>
(genericl / <:::Y
0g~~~::
/" Separation

Y
Distance

SC.SPe:ified* -;
Separatitm .
Attitude

Orbit
Velocity
Vector
( •• (J----it...... 010 (!f'
Y.:\
Inhibit REMS fo~ 4.s"eond

Separate (;;,: 1.0 FPSI. Tip·Off of IUS + 6 dog/second

Set Pitch/Yaw Dead Bands to ± 10 deg

o /
Stabilize at
Separation I,
Set Roll Deadband to ± ~GO deg

Alll'tude (± ~.4devl

"No~ COl1$trained for Single SC Delivery

Figure VIlI-S Contamillatioll~Collision Avoidance Manuever (CCAM) Used

I
VIII-2
IX. SPACECRAFT AEROSPACE GROUND EQUIPMENT INTERFACES

ESMC Electrical and Electronic Aerospace Posttest (POOP)

Ground Equipment Services-The Titan launch - Data Reduction and Analysis
vehicle system electrical and electronic aerospace
ground equipment (AGE) can provide power, con-
Pretest and Utilities
trol, monitoring, and data services to spacecraft
- Test Sequence and
from the Vertical Integration Building (VIB) In- Data Base Translation
strumentation Room, AGE building, and AGE - Program/Data Base Loading
- Configuration Management
vans. Control and display racks for consolidating - Media Conversion
spacecraft checkout functions can also be installed - Diagnostics
in one of the spacecraft control rooms in the VIB
Launch Control Center (Figs. IX-1 and IX-2).
On-Line (OLOP)
- Vehicle I/O (analog/discrete)
- Vehicle Sequence Control
- Criteria Evaluation
- Data Recording/Display
-----------
Application Software
- Vehicle/Age I/F Data Bllse

-T -
-
-----r-
Vehicle Test Sequences

Simulation (OLSM)
- Vehicle Simulation

Figure IX-I ESMC Instrumentation Room

1----------- --
Application Software
- Vehicle Math Model Data Bese
~----------
Figure IX-3 PACE Software

PACE has spare data recording capability avail-

able and can accept bilevel signal monitoring
spacecraft functions (Fig. IX-4). The recordings
have a time resolution of 10ms.

Figure IX-2 ESMC Control Room

CONTROL AND MONITORING

Programmable Aerospace Control Equipment

(PACE)-PACE controls the vehicle countdown
sequence, includes spacecraft hold monitors, and is
used to perform time- and event-dependent count-
down functions for the spacecraft. The launch vehi-
cle and spacecraft hold monitors provide a way to
terminate launch operations if safety or mission-
critical monitors are not in a go status. Programm-
ed countdown commands can be used for spacecraft Figure IX-4
functions such as arming or activation (Fig. IX -3). ESMC or WSMC PACE Data Recorder System

IX-1
 The data transmission set can provide discrete WSMC Electrical
and Electronic AGE Ser-
commands from the launch control center in the vices= The WSMC Titan launch vehicle system
VIE to the launch complex. Discrete channels are electrical and electronic AGE is equivalent to that
available for issuing commands and monitoring described for ESMC.
spacecraft response.
ESMC Mechanical and Structural AGE~Titan
Landline instrumentation can be used to monitor launch vehicle system mechanical AGE can pro-
analog stimulus and response data from the space- vide pressurization gases, propellants, and check-
craft during prelaunch checkout. The landline en- out services for spacecraft (Table IX-I).
coder at the launch complex multiplexes the analog
inputs. Pressurization Systems=- Pressurization systems
at the launch complex can provide nitrogen and
Data from all systems are converted and displayed helium for the spacecraft and spacecraft checkout
in real time on strip chart recorders, digital voltme- equipment. Gases, or GN2 and helium controlled to
ters, and indicator iights. more stringent specifications, can be supplied in K-
bottle or tube-bank-trailer quantities. Gases sup-
Coaxial lines provided from the environmental plied can be filtered to an absolute level of 2.0j.lID
shelter allow spacecraft communication with re- (Table IX-2).
motely-located, special-purpose checkout equip-
ment via the range wideband video distribution Table IX-2 Gas Available at Launch Complex
system. Rf windows can be provided in the PLF to Launch Complex
allow communication between spacecraft at the Gas Pressure Flowrate Location
launch complex and checkout equipment in the GN2 2to 10 in. 10 scfm UT, MST, OHA, FHA
Satellite Assembly Building (SAB). GN2 G to 20 psig 1.75lb/sec UT
GN2 6 to 50 psig O.Slb/sec OHA, FHA
Power- Electrical power for the spacecraft support GNz Oto 95 psig 1.75lb/sec UT
equipment is available from wall-mounted ac and GN2 150 ± 10 psig 1.75Ib/sec UT, MST, OHA. FHA
de distribution panels in the VIB spacecraft control GN2 1500 to 5100 2.5 to 5.0 UT
room. At the launch complex, 28- V de and psig Ib/see
120/210/460- Vac power are supplied from the space- He 1500 to 5100 1.8lb/sec UT
psig
craft distribution control unit in the AGE building.
GN2 10 to 30 psig O.l1lb/see ES
Spacecraft requirements for ac power on the um-
bilical tower. the MST. and in the AGE building, Test Set Capabilities
are furnished from AGE distribution panels.
Gas Pressure, psig Flowrate, scfm
Emergency ae power is provided by a facility diesel
Nitrogen 60 to 80 15 to 40
generator. This generator provides power for elec-
Nitrogen 135 to 200 15 to 40
trical equipment required to achieve a safe shut-
down if normal power is interrupted during a test or Nitrogen 200 to 240 5to 24
Helium 3575 ±25 5to25
launch.

Table IX-l Nitrogen and Helium Gas Quality

Maximum
Solid Particles Fibers
Amount of
Filterable Maximum size, Maximum No. per Maximum size. Maximum No. per
Gas" Additional Requirements Solids microns 100 gm of Gas microns TOO 901 of Gas
Nitrogen Type I Hydrocarbons ';;;;75ppm 2.5mg o to300 t 0·750 x 25 t
as Carbon, per 100 gm 300 to 500 10 750·2000 x 25 20
0
Maximum Dew Point - 60 -
r- of gas 500 to 1000 2 2000-6000 x 40 2
Over 1000 a Over 6000 0
Helium Hydrocarbons ~Oppm
as Carbon,
o
Maximum Dew Point ·60 F
Minimum Purity 99.5% bv
Volum@

"Specificetion: Nitrogen. MIL·P·27£101;

Helium. MIL-P·27407.

t As restricted by total amount of filterable solid s.

IX-2
Nitrogen and helium are stored at pressures up to
5500psig in the gas storage area at the launch com-
plex. These can be delivered at regulated pressures
and flowrates to the umbilical tower and MST.
Nitrogen (GN 2) and helium are available at the VIB.
Nitrogen is stored in tanks at pressures up to 5500
psig, while helium is stored at pressures up to 2200
psig in tube-bank trailers. Pressure controllers and
distribution systems are provided.
Upper-Stage Pressurization Test Set-This test set
may be used to calibrate spacecraft switches, per-
form spacecraft functional tests, and perform leak
checks at the launch complex (Fig. IX-5).
Vacuum-Drying and Sampling System-A helium I
purge set provides helium at 0 to 15 psig and a
flowrate of 0.007 to 0.03 lb/second. The vacuum-
drying set can provide a vacuum of 101lm.A gas
sampling set determines the contamination level
and the moisture content of the nitrogen and helium
gases. A dew-pont indicator is an integral part of
this system.
Propellant Servicing Units-This equipment is us-
ed to load small quantities of hydrazine propellants
into the upper stage and is available for servicing
spacecraft.
Liquid Propellants-Liquid propellants for space-
craft may be obtained from either the range or the
vehicle propellant storage facilities at the launch
complex.
Work Platforms-Six facility platforms in the en-
vironmental shelter provide access to the upper
stage, spacecraft, and PLF (Figs. IX-6 through IX-
8). The platforms are approximately 10 ft apart in
elevation, and each has an area of approximately 26
ft by 41 ft. The platforms are hinged and fold up to
permit installation of the vehicle, spacecraft, and
PLF. AGE platform adapters and auxiliary work-
ing platforms are used in conjunction with the
facility platforms to provide complete spacecraft
access (Figs. IX-9 through IX-H).

10/So-ton Crane,
I ' i
I

I
1 : 5-ton Crane
" ~~ ( hook el 275 ft o-;n.)
.
y
~,'. ,

Elev 300 ft 6-in .

Elevator
Ev 281 ft ·0 in. ,- ~
Umbilical Tower
r1
~
~ "-1 . 'l~ , Environmental
Shelter
Elev ator"
JI
II

II
,
<-=-=
-ji-' It-
.-.- 1-'-
II
I
1
~ EI 259
1
-- 3. EI 249
ft 2,in.
ft 5-in.
,
-1
.!I
1
Ii =--'----- EI 238 ft 8·in.

~ ..-+
'I 1
o
EI 225 ft 6-in .
" 1
~o ( ! - EI 216 ft 5·in .
II ., "- "y . j - 9, EI 204 ft 7-;n.
I':"
Sta ~()O.Q. it} In 'j
e- "-~,,,
I I ' .. Upper Stage

Umbilica I Mast
1i II
·1"

~ -.~ !--
'Y~'
.•..

' .Titan 340

~.
11
J::I
Launch Vehicle

II l
Figure IX-S Propellant Servicing Unit II
IV "
"
~ ~ 8ta 1415.0
South Elevation (EI 100 ft O-in.)
Upper-Stage Attitude Control System neumatic
Test Set-This equipment, using GN2, is provided
Figure IX-6
to leak-test the upper-stage attitude control
system, and may be used to leak-test spacecraft at- Spacecraft Handling and Access Provision
titude control systems. at Launch Complex 40 (ESMC)

IX-3
 l.wm 13 EI 246 ft 5oin. Level 13 EI :249 ft 5-;n.
c:c:= cr:=:=

tl)..ft gift L"wl U El 238 ft 3-10. Level 12 EI :238 ft 8·;n.

PiV/Glid Fairing ~
=
l.eve! 11 El 225 ft 6-in. Level 11 101 225 ft 6-ln.

W_WaI' I cr:===
V'JestV'Jall
=
Raised leval 10 Environmental Spacecraft
EnvlrOftlTlMtII
I Spaeecraft EI 218 ft o-In. Shelter "'.!... Interface

...
She'ter /' ~';"-~-- - --:'7, -- VS 47.6 EI 219 ft 7-in.
Interface
VS 77.0 EI 217 ft 3-ln. lL..l LJI

Leval10 EI 216 ft 5-ln. ~--------.i

.
Level 10 EI 216 ft 5·in.

Jr
I I

:r~J : .l:~

:
I
:
•
I I

I=------i- VS 151.600 EI 210 ft 11-in. 10.Mt Die I /

I
I

:
IUS I
I

:
"- Lowered Level 10
EI 212 ft 4-in.
Payload Fairing --'6-'-1 ~~~ .~ - - - - - - -{\
T34D
Level 9 EI 204 ft No. Level 9 EI 204 ft Nn.
= k T34D I =
VS 220.151 EI 205 ft 2-in.

Figure IX-7 Figure IX-8

ESMC LC-40 - Typical Transtage and ESMC LC-40 - IUS and Payload Access
Payload Access

0... G.. Vehicle E F

I

I 1.4 -+--+.f
124ft
Fixed Platform
o

Umbilical Mast
--.-I-
ill 1.9 -itt-i!?:772~~~771--j--tt----li--
/'
J
~~jl
d IUS <; II Target ,!II

='Kmt[] ,
I .__ . 'y~ 1
tJ
Leyal 10 EI :n6 ft I> in. Key'
W Folding Platform

Figure IX-9 ESMC LC40 Level Available for Spacecraft (level 10)

IX-4
 N E F
•. <i Vehicle r I
ES

~~-T- Fixed Platforms

G.. Vehicle
~
-- ~orm
-¥h"""'~-'r«e,....,.",'7'7t--+-.~:=
1.9-H=~U=T=::::::::::;;:;;J11I

I
H
+-10-".1----1-
I
I
w~~III
I~~:.,
"[I
Target
ll
e
~
N2 eod Fltttn ••

8-in. AIC
8·in. Duct AIC Duct
Auxiliary ..J----~-
I=--=
D I-f ~ [ 1'1
.,
IPlatform Adapters
(typical)

Umbilical
Ma~
2.7 --
---n L; I

--- - __
If'iF~9~~9~9~'i'
1.:

I_->.J..l<.--'L.--"'-"'--,--'<--"-'_II
!.d;/.
i)l/
•..•---
Ir'""" I _I

H
10to 30 psig N2 End Fitting

Key:

24-ft •. / ~ ES ~oor I ~ Folding

Platforms
Level 11Platform Configuration (EI-225.5 ftl

!FigureIX-10 ES Level Available for Spacecraft (leoel LL)

•• N E

5-ft11-in.~
F
I,

I
Door I pn
1.4 +-_..h="",M:'r1fi====""""""""==F""-=-=-==-=W--==rJ Opening ~.
I Height
i umbilz,cal
Mast
6-ft 2.25-in. \
Vertical 9-ft 9-in.
J
ILJ . "
l7'7'>'7"1/'.A77'T Clearance Vertical

CI_o_ ~;::.~

TM~:·:j==_--=-, --IIIW~~~Wa-+- -=1 ~'

I ~!tform II' I ~
I M

!O
2.7
j;
I
mbili~
MaR
---~~Jd~..,,!bdlLl\
i
11f=~=========""-=t1"t1"==="'i
I Key:
~ Folding
~ Platforms

Figure IX-11 ESMC LC-40, ES Levels Available for Spacecraft (levels 12 throught 14)

IX-5
EMSC FACILITIE§
Electrical- Commercial power is used at the
launch complex for all loads except safe shutdown
loads. A diesel generator is provided for those
power loads that must be used for safe vehicle shut-
down. Regulated commercial power has the same
characteristics, except for the steady-state voltage
(noload to full load).
Handling and Access- Bridge cranes in the MST
and the environmental shelter are used for handling
vehicle PLF and spacecraft; installing, removing,
or adjusting platforms; and other required func-
tions. Ground space for spacecraft parking and
hoisting is provided at the launch complex (Table
IX-3).
Two elevators in the MST and one elevator in the
umbilical tower are available for transporting per-
sonnel and equipment (Table IX-4).
Spacecraft Installation-The spacecraft is raised
from the transporter into the environmental shelter
using the MST IO-toncrane, hydro set, taglines, and
spacecraft-provided handling fixtures. Once in-
side, the shelter doors are closed (Figs. IX-12 and
IX-13).
PLF Installation-The PLF is installed using the
mobile service tower environmental shelter (MSTI
ES) 5-ton crane, hydro set, tag lines, and PLF·
unique handling fixture. Figures IX-14 through IX-
16 show the installation of the MDAC 10-ft diameter
fairing on the Transtage.
WSMC MECHANICAL AND STRUCTURAL
AGE
Pressurization Systems- Existing pressurization
systems at the launch stand provide gaseous nitro-
gen for spacecraft and spacecraft checkout equip-
ment. Gaseous nitrogen supplied to the launch
stand meets the specifications summarized in
Table IX-5. Specialty gases and ultra-pure gases
are supplied in K-bottle and tube-bank quantities.
Filtration can be provided to 2.01lm absolute.
Work Platforms- Auxiliary platforms are used in
combination with the main facility platforms in the
MST/ES for access to the spacecraft (Fig. IX-17).
Depending on the spacecraft's configuration and
access requirements, several types of platforms
may be used (Figs. IX-IS through IX-20). Special
design platforms for unique access requirements
may be provided.

Table IX-) Bridge Crane Characteristics

Speeds ft/min
Capacity, Hook Horizontal Hook Travel, Trolley Bridge
Crane tons Height, ft ft from Vehicle Hook Traverse Traverse
MainMST 50 200 13 N of Vehicle 10 40 40
Centerline
& 45 S of Vehicle
Centerline
15E & 24 Wof
Vehicle CantGrline
Auxiliary MST 10 203 30 40 40
Environmental Shelter 5 75 19% N& 1%50f Y.zand 10 '1 and 10 1 and 15
(LC-40 only; Vehicle Centerline
7-E & 7-2;3 W of
Vehicle Centerline

Table IX -4 Elevator Characteristics

Door
Opening Traveling Maximum
Capacitv. Car Imide Clear Dimensions. No. of Speed. TraVBI,
Location iype Ib Dimensionll, it ft landing" fpm It
M!l!T P09'(:onnoi :1,000 S •• 4 •• ; SxO 14 150 UiO
Freight lZ,OOO llh 101(8 8K8 14 100 'Iao
Umbilical PDfilonnei & 3.000' 611:4)(0 5)(8 14 16ft 146
Tower U9ht I"re;ght

IX-6
WSMC FACILITIES

MST Handling and Access-Bridge and monorail

cranes in the MST can be used for handling the
payload/ spacecraft, installing and/or moving plat-
forms, and other functions.

A 50-ton bridge crane is mounted on top of the MST

to lift and position the booster vehicle stages, space
vehicle sections, and the SRM segments. The crane
is controlled from consoles located at several MST
platform levels.

MST Handling and Access- A 2-ton bridge crane,

for hazardous-area use, is located at the top of the
environmental shelter for handling spacecraft com-
ponents. A 3-ton monorail crane, is located within
the environmental enclosure for handling the PLF
shroud. There are two elevators on the MST for
freight and personnel. Total capacity of each
elevator is 4000lb. The approximate dimensions are
5 ft by 7 ft by 8 ft. Stairs and ladders also provide ac-
cess to MST levels.

Figure IX-I3
Spacecraft Basing Mated with Transtage

Figure IX-I2 Figure IX-14

Spacecraft Basing Raised to Environmental Shelter Trisector Basing Posture Drive Installation

IX-7
 ~
Figure IX-iS Figure IX-J6
Second Trisector Being Moved into Place Fairing Trisectors Being Loaded onto TS IIF
During Installation during Installation

Table IX-5 Quality of Gaseous Nitrogen at Launch Complex

I Gas
G"!ieOUS
Additional Rqmts &
Allowable Dev
MIL·P·Z7401
Maximum Total
Filterable Solids
2.5 mg per 1oo-g of Gas
Maximum Solid Particles
Size, Microns
o to 300
No. per 10()..g Gas
Unlimited
Maximum Fibers
SiZll, Microns
Oto 750 x 25
No. per 100·S Gas
Unlimited
Nitrogen Hydrocarbons As
Carbon, 75 ppm Max,
soe to 500 10 750 to 2000 x 25 20

Dew Point ·GOoF Max 500 to 1000 2 2000 to 6000 x 40 2

Over 1000 0 OVllr 6000 0

Specification: MIL-P-27401

IX-8
 ~ Vehicle ~ Vehicle ~ MST
Hook Height of New 3· Ton
l-~~+-~~..p.,r Monorail EI 241 ft 1%·in. Max

2·Ton Hook.Height
Crane EI 229 It 2Y.iin. - Level 21, EI 222 ft 2%'ln,
50· Ton Hook Height
Crane EI 212 It 6·ln. Max -c::~=c.:=;:"'L_-I Level 20, EI 210 It 7%·ln.

Level 19, EI 200 It 7%·ln.

Mobile Service Tower

Environmental Level 18. EI 190 It 7%·ln.

Shelter
Level 17. EI 180 It 7%·ln.
UT Boom
Elevations UT Platforms
Level 16, EI 170 It 7%·ln.
MST Platforms
Level 15. EI 160 It 7%·ln.
Level 15 EI .-
157 It 7%·ln. SV Boom EI 150 It 7%·in. Level 14. EI 150 It 7%:ln,
No.2 EI 142 It B·in. __ ~ _
Level ;3, EI 140 It 7%·ln.
SV Boom
No.1 EI 132 It 4 In.
EI 130 ft 7%·ln. Level 12. EI 130 It 7%·ln.
Level 11 -J. 1_.l~LL-JU
__ .)r---,V,--,S,,-""2=20c1.~.gIJ.~1
ftJU.1!l~:l!!, __
EI 122 ft 8~·ln. Level 11, EI 120 ft 7%-in.

Umbilical Tower

__________
~ ~J:~~~~~~d_~~ ~~==~~~~~~~~~~~~~====~L~ev,el 1.EI22ft6%·in.

So~th Elevation
West Elevation ,

Figure IX-17 Payload Handling and Access Provisions at SLC-4E Launch Complex (WSMC)

IX-9
 ® MST
T
North
Fixed ~~a==:-1l1
EI 120 it 7%-io_ I'

Electric /~ /"'T\ /
Il _
~\...
========/. Panel ,
L
4ft10~in'l~ c:::JOO ~.-4j)
Fixed 1-'" Fixed Platform " A~rfock&
EI120 ft 7%,-in. Airwash
Platform
EI 116it 3~-in. l-:::==r;::.,; I 8 it 10~·in.--I
Roo!' Sect
AttachedDoor
Access to 1 _
EI 117 ft 03/4·in. ----=---
-a---~MST

8 1
-u-m-b
E
Tower
il=iCS=I==i'H:r'il
-'
L--
, ~ I
8
e
_E_I_'2_0_ft_71_14-in.
I-M

Crosswalt ~
~

r;
Boo~ No.3

I
Key:
EI = 122 ft 8"'·in.

Figure lX-I8 SLC4E ES Platform Level II

IX·l0
 Vehiclet
~
N

If I
Roof Area
tMST

1
C=:J
Rack
ill
36 x 6
8 0

Folding
Platforms

-it-----it- t MSTNehicle

@-====H ES Area

Umbilical Fixed Platforms

~:
~H ---I
c:J Cable Tray
--'---- 11------.,0

I Existing
Roof
Area

Storage Room

~---I~============~I~I~====~I o
I I
2 4
I I I
Scale, ft

Figure IX-19 SLC-4E ES Platform Levels 12, 13, and 14

rx-ri
 Vehicle ~

Existing
I
Folding Platform
- Segments to Remain
at EI 160 ft 7%-In.
1
Fixlld Platform
EI 160 ft 7%-ln. ~:~:r?rRd~1
c:::=::l
Rack
0:;/-= ]1- --0
Lower Folding
Fixed Platform Platforms 3 ft
EI 160 ft 7%-in. (to EI 157 ft 7%-in.)

/ MST Exterior Wall

~--
Umbilicel
Tower /' Cable Tray
= (Ref)
~--H ---0
160 ft 7%-in./ Rack
c::::::J
8---++11--

l
Key:
EI 157 ft 7% in.

1__ 0 2
Wi •• 4

Figure IX-20 SLC-4E ES Platform Level 15

IX-12
x. SPACECRAFT INTEGRATION
Spacecraft are integrated with the Titan vehicle in
increments defined as work phases (Fig. X-I). For
new spacecraft, phase 0 (predefinition), phase I
(definition), and phase II (implementation) are nor-
mally required. In certain cases, phases I and II
may be combined. This can occur with a modified
spacecraft previously integrated with the Titan
vehicle.
An established procedure is followed for space
launch systems integration: however, flexibility
permits the integration services to accommodate
unique spacecraft requirements. As soon as the
Titan is considered for a new spacecraft applica-
tion, the applicable spacecraft program office
should contact the SD/YV to coordinate the in-
tegration efforts of affected agencies and contrac-
tors.
Defining space launch systems integration in-
volves a description and understanding of what
must be accomplished in each phase as well as the
responsibilities and schedules associated with each
phase. The descriptions provided in this chapter
are general.
PREDEFINITION PERIOD (PHASE 0) X
A predefinition period (phase 0) is necessary to
define launch system capabilities for a specific mis-
sion, or to establish vehicle feasibility for perform-
ing the required mission.
A contractual study is usually required for new or
modified spacecraft with new mission require-
ments, or when significant changes in the Titan
configuration are required. In such cases, phase 0 is
required to establish feasibility, estimate cost, or
provide specific launch system data.
Typical items that require a phase 0 study are:
1) Integration program schedules;
2) A new flight plan with unusual launch azimuth
or orbit requirements;
3) A guidance accuracy requirement, or a per-
formance requirement greater than currently
available;
4) A mission significantly longer than current
missions;

Phase 0 Spacecraft
Predefinition Presentation* Data*
Noncontractual SPO Requast"
Period

-------------------------------
RFP Proposal Go·Ahead

Contractual

Data & Report Questionnaire- Program Management-

Phase I
Definition RFP Proposal Go·Ahead Program Management-
Period

Contractual
Preliminary Requirements Preliminary Requirements Final Requirements Intersystems
Definition Package- Definition Package Review· Definition Package- Requirements Review·

Phase II
Implementation Proposal
RFP Go-Ahead Program Management-
Period

Contractual Systems Effectiveness AG EITSE De.ign!

Ave DasignlProduction
Studies· Production

Facility Modification Launch Operations" Launch- Post Launch Operations-

*Participation by Spacecraft Agency

Figure X-l Spacecraft Integration Flow Diagram

x.i
 5) Spacecraft too large for current launch vehicle I} Conducting a detailed analysis of space launch
configurations, or that impose significantly system requirements,
larger loads on the launch vehicle; 21 Performing analytical and tradeoff studies,
6) Spacecraft uncertainties concerning vehicle 3) Determining final requirements definitions,
stability; 4) Determining compatibility of spacecraft hard-
7) Spacecraft with unusual safety or security re- ware and operations with Titan launch sys-
quirements that affect operations. tems,
5) Identifying long-lead requirements.
Specific system integration tasks, schedules, and
6) Preparing preliminary interface specification
responsibilities are defined in a phase 0 proposal
control drawings,
submitted by the integration contractor. A key ele-
7) Developing program schedules/plans and pro-
ment in the integration process is completion of a
gram management plans.
spacecraft questionnaire by the spacecraft SPO
. and/or spacecraft contractor. The inability to
answer specific questions because of unknown Phase I forms the basis for the implementation
spacecraft requirements should not delay the in- period RFP and other agency/contractor support.
itiation of studies because all questionnaire items
are not critical to phase 0 or I schedules. Experience
Phase I begins with the identification of spacecraft
on previous integration programs has shown that
requirements from the questionnaire. The ques-
spacecraft and space launch system agencies and
tionnaire is used to derive corresponding launch
contractors should jointly answer questionnaire
system requirements. Requirements derived for
items that significantly affect program schedules.
the Titan space launch system are controlled by
The completed questionnaire should be submitted
correlating them with the initial spacecraft re-
to SD for use in preparing the request for proposal
(RFP) for the definition period studies. A typical quirements and the implementation period re-
payload questionnaire is included in Appendix A. quirements document.

Reports are prepared at the conclusion of the phase
o study to document technical results, constraints,
costs, schedules, and the program management
plan. This effort establishes the RFP requirements
for phase I and an outline of total program re-
quirements. The LVIe normally performs the
phase 0 study, assisted by associate contractors
and/or other agencies. SD/YV provides contrac-
tual and technical direction.
DEFINITION PERIOD (PHASE :0
The definition period (phase n study is conducted
in general accordance with the Titan III Space
Launch Integration Program Plan (SAMSO-CR-67-
110). This plan defines the tasks required for
spacecraft integration and includes predefinition
and long- lead tasks that may be initiated to support
spacecraft design. Definition period tasks are per-
formed by Martin Marietta Denver Aerospace
under contract to SD. The spacecraft contractor
supports the definition period through a separate
contract with the spacecraft SPO.
Interface specifications and control drawings are
generated and negotiated to define the technical in-
terfaces between contractors. A program schedule
that interrelates the spacecraft integration ac-
tivities required to achieve the desired launch
schedule is developed. Data developed during the
definition period are submitted to SD/YV and form
the basis for phase II proposal and study tasks. The
phase II definition period is performed in ac-
cordance with a phase I requirements document
generated in phase O. This document is the prin-
cipal element of the phase I proposal and is a state-
ment of work defining the tasks to be performed.
Appendix B presents a detailed work breakdown
structure (WBS) for the definition period.
The following paragraphs briefly describe WBS
tasks performed in each definition period element.
Paragraph numbers correspond to WBS numbers
in the phase Irequirements document.
1.0 SCOPE

The main objective of Phase I is to define the This section defines general information. such as
overall system and identify integration re- purpose. applicable documents, and interface re-
quirements including hardware, software, data, quirements. It also identifies program agency and
services. and operations. This involves: contractor roles and responsibilities.

x·z
2.0 PROGRAM MANAGEMENT AND Table X-2
CONTROL Typical Payload Fairing Interface Documentation

2.1 Program Management Document Number Title

This subsection defines the integration contrac-
tor's responsibility to provide program manage-
ment and systems integration engineering during
the definition period.
2.2 Configuration and Data Management
Under this item, the spacecraft interface docu-
ments are prepared, coordinated, and negotiated
with the spacecraft agencies (Table X-I).
Spacecraft-peculiar requirements for the PLF are
included in the spacecraft interface documents.
The integration contractor schedules and conducts
meetings to prepare, negotiate, and document the
interface specifications and control drawings.
Table X-I
Typical Spacecraft Interface Documentation
Document Number Title
ICD-T34X/XXX-XXXXX Interface Control Document,
Program XXX Spacecraft to T34X;
Airborne and Ground System
Parametric Interfaces
Interface Control Drawing, Program
XXX Spacecraft to T34X; Airborne
Physical and Envelope Interfaces·
Interface Control Drawing, Program
XXX Spacecraft to T34X; Airborne
Electrical and Instrumentation
Interfaces-
Interface Control Drawing, Program
XXX Spacecraft to T34X; Ground
System Electrical and Instrumenta·
tion Interfaces*
Interface Control Drawing, Program
XXX Spacecraft to T34X; Ground
System Physical, Envelope, and
Access Interfaces*
Appendix XX to Interface SpeCification, Sta!1dard
IF8-T34D/XXX-XXXXX Payload Fairing to Follow-on SSLV,
Parametric Interfaces
Appendix XX to Interface Control DraWing, Stan-
ICD-T34D/XXX·XXXXX dard Payload Fairing to Follow-on
SSLV, Envelope and Physical and
Air Conditioning Interfaces
Appendix XX to Interface Control Drawing, Stan-
ICD-T34D/XXX-XXXXX dard Payload Fairing to Follow-on
SSLV. Electrical and Instrumenta-
tion Interfaces
Appendix XX to Interface Control Drawing, Stan-
ICD-T34D/XXX-XXXXX dard Payload Fairing Age to
Launch Site AGE/RPIE, Envelope
and Physical Interfaces
2.3 Program Planning and Schedule Management
The contractor will provide the planning and sched-
ule control required to manage the program. During
the predefinition period, a program plan will be pro-
duced as part of the requirements package. It will
be improved in phase 1, coordinated with affected
program agencies and contractors, and used for
phase I and II program control.
2.4 Liaison
Technical and management liaison are maintained
with program agencies and contractors throughout
the definition period study.
3.0 SYSTEMS ENG INEERING AND SUPPORT
3.1 Definition Phase IEngineering
The definition phase identifies the requirements for
integrating the spacecraft with the Titan launch
system.

* Included in the top ICD 3.1.1 Derivation and Allocation of Require-

The PLF interface documentation is prepared by
the integrating contractor and coordinated with the
PLF contractor (Table X-2). These documents
define unique spacecraft requirements. Normally,
spacecraft agencies are not involved in the coor-
dination between the integrating and PLF contrac-
tors, although the documents are available to them.
In some cases the PLF interface document already
exists for standard PLFs. Detailed instructions for
preparing spacecraft and PLF interface documents
are described in the Format and Requirement for
Interface Documents, SAMSO·STD-77-4,Rev. A.
ments-Spacecraft and mission requirements
specified in the questionnaire and other program
requirements are reviewed and evaluated to
establish Titan requirements.
3.1.2 Derived Requirements Definitions- De-
rived requirements are used by Martin Marietta to
assess Titan/spacecraft compatibility and deter-
mine Titan interfaces, new hardware, modified ex-
isting hardware, testing, support, safety, and pro-
cedural requirements.
3.1.3 Implementation Period Requirements-A
formal requirements document is prepared to

X-3
 define phase IIintegration tasks. An integration ef-
fectiveness program plan may also be prepared to
verify that the spacecraft is compatible with the
LVS. In lieu of a separate plan. this information
may be directly incorporated into the phase II re-
quirements document.
3.1.4 LVS/Spacecraft Requirements Definition
Package- A requirements definition package is
prepared by the integration contractor and submit-
ted to SD. A review is then conducted by affected
spacecraft and LVS agencies to assess compatibili-
ty with spacecraft requirements.
3.1.5 Special Studies- Preliminary design
studies or other special studies may be required
during the definition period to further define hard-
ware/software requirements or define the effort for
the implementation period study.
3.1.6 Identification of Phase II Long-Lead
Tasks-Some phase II tasks are initiated during
the definition period to meet schedule re-
quirements, support spacecraft design, or to
satisfy other program considerations. The launch
vehicle and spacecraft contractors identify, for
their respective system program office, the long-
lead tasks that must be accomplished in the defini-
tion period. The launch vehicle program office then
incorporates approved long-lead tasks into the
phase I RFP for the integration contractor. The
SPO does likewise in the RFP for the spacecraft
contractor.
Phase II tasks can be initiated during phase I;
however, this is only done for certain analyses re-
quired to support program schedule requirements.
These include the planning trajectory analysis,
preliminary thermal analysis, and preliminary
loads analyses. Some vehicle hardware design
tasks may be performed to define spacecraft-
launch vehicle and spacecraft-facility interfacing
r hardware. . 3.2.4 Maintenance Analysis and 3.2.5 Spares Provi-
~\ e -r
I h P L G ('"'. lJ f\ 1 l!j tJ fLut.. 10 /J
. Implementation Period (phase H)-The final step
in the spacecraft integration process is to perform
the implementation period (phase II) tasks. Phase
II begins at the completion of phase I study and ex-
tends through launch and postflight operations.
One of the prime outputs of the definition period is a
phase II requirements document defining the tasks
to be performed by the L VIe. The spacecraft con-
tractor's effort to support phase II is contracted by
the spacecraft systems program office. The follow-
ing briefly describes the implementation period
tasks performed within each element of the WBS.
Paragraph numbers correspond to the WBS tasks
listed in Appendix C.
1.0 SCOPE
This section presents general information (in-
cluding document purpose, other applicable
documents, and interface requirements), and
defines the roles and responsibilities of program
agencies and contractors.
2.0 PROGRAM MANAGEMENT AND
CONTROL
This section defines the integration contractor's
responsibility to provide program management and
systems engineering, and defines the procedures
used to maintain various interface documents.
3.0 SYSTEMS ENGINEERING AND SUPPORT
3.2 Systems Effectiveness
3.2.1 Integration Effectiveness-The integration
contractor performs integration effectiveness tasks
to ensure that spacecraft requirements are iden-
tified and implemented, and that the launch vehicle
is compatible with the spacecraft.
3.2.2 Test Planning-An appendix to the existing
vehicle measurement list is prepared to identify
spacecraft telemetry measurements required for
the Titan launch vehicle. Other tasks involving the
integration contractor's test documentation are
also performed.
3.2.3 Personnel Training-Personnel training for
payload integration is provided when required.
sioning Analysis-Maintenance and spares provi-
sioning analyses are conducted for vehicle and
ground equipment provided for or modified to meet
unique spacecraft requirements.
3.2.6 Reliability Analysis-A failure mode and ef-
fect analysis is performed on spacecraft-peculiar
hardware in the launch vehicle.
3.2.7 Special Reviews-A system and subsystem
review may be performed if major changes are made
in vehicle hardware.
3.2.8 System Safety-Hardware, personnel, and
launch-operations safety activities are performed
by the space launch integration contractor to sup-
port the payload integration effort.
3.3 Spacecraft and Payload Fairing Support
In this task, the integration contractor performs
analytical studies to support spacecraft and PLF
contractors. The work breakdown structure shown
in Appendix C provides for normal studies. Studies
may be added to satisfy special spacecraft re-
quirements.
Three analytical studies of particular significance
to spacecraft agencies and contractors are describ-
ed in detail in Appendices D, E, and F. Other
analyses [e.g., performance, subsystem environ-
mental, electromagnetic compatibility, and soft-
ware) can be performed as required.
4.0 PROVIDE AVE
4.1 Launch Vehicle Modifications
Under this task, the integration contractor pro-
vides or modifies launch vehicle hardware and soft-
ware to satisfy spacecraft interface requirements.
4.2 Payload Hardware and Support
The integration contractor designs and procures
hardware and supplies for the spacecraft contrac-
tor to install on the spacecraft or for use in
spacecraft tests. For electrical and instrumentation
subsystems, this hardware is typically the
spacecraft half of the electrical and instrumenta-
tion interface connectors.
Special test tooling tasks can involve supplying an
interface master guage tool to the spacecraft con-
tractor to verify interface compatibility, or
developing the wiring harness forward of the
launch vehicle interface. In contrast, a typical
special hardware and test task is preparing a pro-
totype launch-vehicle attachment ring for space-
craft contractor use in test programs.
4.3 Payload Fairing Hardware and Support
The LVIC has no hardware responsibility for the
PLF. PLF hardware modifications are performed
by MDAC or LSMC under separate contract with
the launch vehicle system program office.
5.0 PROVIDE AGE/TSE
Under this task, the integration contractor pro-
vides new equipment or modifies existing AG E and
test support equipment to satisfy spacecraft inter-
face requirements or ensure compatibility. This in-
cludes MST modifications to umbilical supports
and work platforms to establish spacecraft com-
patibility.
5.1 Instrumentation System
Program-peculiar ground decommutation station-
punched tapes are provided.
5.2 Electrical System
The payload systems test set is modified to support
vehicle tests. The test set serves as a spacecraft
simulator for verifying spacecraft interfaces and
verification testing of spacecraft ordnance circuits
by the launch vehicle contractor. Spacecraft-
peculiar ground checkout cabling and facilities
may be identified for launch complex use.
5.3 Structural System, 5.4 Mechanical System,
and 5.5 Handling Equipment
Normally, no work is required in these categories
because the spacecraft contractor supplies the
necessary handling and servicing equipment for
the spacecraft.
5.6 Work Platforms
Auxiliary work platforms within the environmen-
tal shelter are frequently required for spacecraft ac-
cess. The platforms may be provided by either the
spacecraft contractor or the integration contractor,
and are new design and build items. Standard com-
mercial platforms are available at the launch site.
5.7 Special Test Tooling and 5.8 Special Test
Hardware
These categories accommodate special spacecraft
requirements not satisfied by other tasks.
6.0 FACILITY MODIFICATION
The integration contractor studies facility change
proposals, prepares formal documentation for fa-
cility modifications to accommodate spacecraft re-
quirements, and performs subsequent construction
surveillance.
X-5
7.0 CONDUCT OPERATIONS
This task defines launch site integration and opera-
tional support for the launch vehicle, AGE, facili-
ty, PLF. and spacecraft.
7.1 Integrated Tests
Any effort required by the integration contractor to
conduct or support a test. other than those perform-
ed during normal launch operations, is defined
Additional time may also be required for procure-
ment cycles before phase I and II studies and PLF
production. The 36-month schedules included are
nominal (Fig. X-2 and X-3). Further schedule com-
pression of the integration activities can occur.
Such schedule compression depends on circum-
stances such as recurring integration activities
with limited changes to spacecraft characteristics
and the upper-stage configurations to be employed.

--
Months
here. New Spa~cr8ft Oesign
31619 1211511821/24127 30133136

7.2 Launch Operations Phase I Oeflnitlon Pha.<l

Pharo II - Implementation Period

I I ==
The LVIC conducts launch operations at the launch Analvsi< (load., fit mechanics. ete)
I i i
I I
site. These tasks are supported by associate con- SoftVolBre Development
r
tractors and the spacecraft contractor.

7.3 Mission Support

Targeting

Manufacturing

-
Cycle

(LV T34D)

Material Procurement
Mh
1.
I
**t I
l!Ui

- Dort.1I & Sub·A •• embly

Ti--
The LVIC provides vehicle and facility data for - Major Weld/Final Assembly

various operational plans, performs range support LV Pack and Ship

tasks, conducts postflight data analyses, and per- VIS & SMAS Operations
forms mission support liaison. Launch Complex Operations I
I ,
II

Payload Fairing Procurement

7.4 Hardware Maintena.nce and Support

The LVIC provides hardware maintenance, repair.

and support services for spacecraft-peculiar mod-
ifications to the launch vehicle, ground equipment.
Payload Fairing Preparation

Initial Launch Capability

Figure X-2 Typical ESMC Payload Integration

IT-"
andPLF. Months

i--
New Spacecraft Design
3}619112115118121124127130133136
Schedule-Spacecraft integration schedules de-
Ph •••• I - Definition Ph_
pend on the specific application being considered
Phase 1/ - Implementation Period
and can vary significantly with program re-
Analysi< (toads, fit mechanics, ete)
quirements. Considerations that affect schedules
Fit Control<
include:
Manufacturing (LV T340)

1) Necessity for and duration of a phase 0

--
- I\'laterial Procurement

feasibility effort. - Detail & Sub'Assembly

I
2) Single versus multiple spacecraft.
3) Program urgency.
4) Security,
5) Spacecraft development,
6) Test schedules.
- Major Weld/Final

LV Peck and Ship

laun-ch Complex Operations

A••••mbly

Initial Launch Capability (I LC)

-- it>

7) Prior integration of an earlier spacecraft con- Figure X-J

figuration. Typical T34D WSMC Payload Integration Schedule

X-6
XI. LAUNCH FACILITIES AND GROUND SYSTEMS
The Titan 34D launch vehicle system uses pre-
launch and launch services provided by the ESMC
at Cape Canaveral Air Force Base, Florida and the
WSMC at Vandenberg Air Force Base, California.
This section defines the receipt, checkout, and
launch facilities and describes the basic equipment
needed to perform these tasks.
ESMC Integrate-Transfer-Launch System-The
Titan 34D is launched from ESMC and is processed
Solid Motor
Assembly Bldg
(SMAB)
Industrial
Area
-~
Figure Xl-J Areas of Titan Operations and Launch Support
using an integrate-trans fer-launch (ITL~ concept.
This permits maximum use of the launch complex
because most prelaunch activities are conducted at
a remote integration building. Operations at the
launch complex are minimized by assembling and
checking the vehicle before transport to the launch
complex. The ITL facilities principally consist of a
VIB, solid motor assembly building (SMAB~, and
the launch complex. Additional support facilities
are located in the ESMC industrial area (Figs. XI-l
andXI-2).
Areas of Titan III Operation & Launch Support
Tel4 - Telemetry Ground Station
SAB - Satellite Assembly Buildings
MAB . Missile Assembly Building
No.1 - Payload Fairing Operations
No.2 - Payload Fairing Storages
- Missile Research Laboratory
MMC Titan III Administration Offi
4-
N
036
j - --
Scale in Thousand Feet
XI-l
 .-----..."

Figure XI-2 Titan Integrate- Transfer-Launch Facility

Facilities in the ESMC industrial area are available

to receive, inspect, assemble. and check out the
spacecraft before transfer to the launch complex.
DOD spacecraft normally use the satellite assem-
biy building. Other range services and facilities are
available for use. Most spacecraft are usually
transported directly to the pad for integration with
the Titan 34D.

Solid Motor Processing Area-The solid motor

processing area has four separate facilities:

1) An inert storage building for inspecting, as-

sembling, and testing inert SRM components;
2) A separate building for receiving, inspecting,
and assembling live components;
3) A segment-arrival storage area for ordnance
items and SRM components;
4) Segment-ready storage building to provide a
controlled environment for SRM components
before transfer to the SMAB.
Vertical Integration Building-The VIB is used to
inspect. erect. and check out the Titan core (Fig.
XI·3). The same functions are also performed on the
Transtage when it is an integral part of the Titan
system [i.e., Titan 34D/Transtage). The VIB has
four assembly and checkout cells, a low-bay area,
and the launch control center.
Figure XI-3 Vertical Integration Building
Assembly and Checkout Cells-Only two cells in
the high-bay area are used to assemble the Titan
34D system on its transporter and to perform vehi-
cle test and checkouts. The cells have a full comple-
ment of platforms, equipment, and services for per-
forming these operations. The center high-bay area
is used to receive, inspect, and erect Titan cores and
the Tl"anst.age. A low-bay area near each cell pro-
vides space for checkout instrumentation AGE
vans attached to the transporter. The vehicle's elec-
trical umbilicals are connected to these AGE vans
and remain connected until after launch.

XI-2
Launch Control Center (LCC)-The LCC is an in-
tegral part of the VIB (Fig. XI -4).Ground electrical-
electronic equipment monitors and controls vehicle
operations in the VIB cells and at the launch com-
plex. Two of the master control rooms in the LCC
are outfitted with a launch control console, closed-
circuit TV console, TV monitors, countdown-
readout set, recorder-reproducer set, power
distribution set, and a launch complex safety of-
ficer's console (Fig. XI-5).

The LCC also includes the ground instrumentation

equipment used to monitor and record telemetry
signals from the launch vehicle. Rf systems on the
vehicle at the launch complex are checked out using
an antenna and preamplifier located on the control
center roof.

Solid Motor Assembly Building (SMAB)-The

SMAB is a multiuse facility consisting of:

1) East low bay-STS and Titan assembly/

checkout facility;
2) West low bay-Shuttle payload integration
facilty (SPIF);
3) Center high bay-SRM build-up, Titan/SRM
mate and checkout areas.
Control
Center The center high bay has a 305-ton bridge crane with
a 50-ton crane on the same carriage. The 50-ton
crane is used to stack SRM segments from rail cars
Figure XI-4 Launch Control Center in the VIB into the SRM assembly cells on the east side of the

Data Instrumentation

Jl :=~I-rllfiIT1ITUl'l I"f -,,=/J n,_-----INn~\1\

f.-Tra_nsmiSS-----jion

[j ~
~l"l-

J-(Jj ~t:=:U
-0 ~e~
r -
:-
PACE

().,----ill Q~~IL-J~---7/~
CC2

COSUUS) 1 1\ ~
cos (IUS)

~, I~ ",
P/L 1

J
\
Figure XI-S ESMC Control Center
XI-3
 high bay. Assembled, pretested SRMs are then
mated to the Titan core using the 305-ton crane (Fig.
XI-6).

Launch Complex-The launch complex [LC] con-

sists of the launch pad, mobile service tower, um-
bilical tower, AGE building, air-conditioning
shelter, gas storage area, propellant holding areas,
and miscellaneous service facilities. LC-40 is the
launch complex for the Titan 34D (Fig. XI -7).

Launch Pad-The launch pad is a concrete deck,

with fixed foundations that support the launch
vehicle transporter and assembled Titan 34D vehi-
cle, MST, and umbilical tower. A concrete exhaust
duct is an integral part of the launch pad and
deflects SRM exhaust gases away from the pad.

Mobile Service Tower (MST)-The MST provides

facilities for mating the IUS (when part of the
system) and the spacecraft to the Titan 34D and for
servicing and checking the complete integrated
system (Fig. XI-8). Work platforms at 14levels pro-
vide access to the vehicle, upper stages, spacecraft,
and PLF. A lO-ton hook on the bridge crane is used
to handle the PLF and spacecraft. The bridge crane
also has a 50-ton hook, which is used for IUS in-
stallation.
Figure XI-6
The entire structure is mounted on self-propelled, Installation of SRMs on Transporter in SMAB
electric motor-driven trucks that ride on rails. Just Higb Bay

AGE Building
Fuel HQldinl.l A •••••
Fuel Vent StilGk
Umbilical Tower \
Protective Clothing Building

CCTVTower

Complex Support Building

{undergroundl
Traffic Control House
Parking lot
Ready Building
~~b.~~Substation

.~:~:::::::~~~~:--;:J
~
Paint, Oil, & lubricant
~--'--Film Camera
Building

Gas Storage Area

. ~"\ ;."
Traffic Control !-louse

\
Lau,,,," P"d
O"idizer Holding Area
FigureXl-7 Launch Complex 40

XI·4

Figure XI-8 MST and ES at LC-40
before launch, the MST is moved from its service
position at the launch pad to its park position.
Environmental Shelter-The environmental shel-
ter is an integral part of the MST and provides a
controlled environment for the spacecraft and up-
per stage (Fig. XI-9). Rf-transparent panels in the
south face of the shelter permit rf communication
with the SAB in the industrial area. Self-sealing
umbilical slots on the west side of the shelter are
provided for the electrical and air-conditioning um-
bilical system in the boost vehicle and spacecraft
area. One large door on the shelter's south side and
a sliding roof are opened to receive the PLF,
spacecraft, and upper stages.
Fixed and folding platforms at six levels inside the
environmental shelter provide 360-degaccess to the
upper stage, spacecraft, and PLF. Portable work
Figure XI-9
Spacecraft Being Raised to the Environmental
Shelter
stands are used in conjunction with the folding plat-
forms to provide access to the spacecraft. The
shelter has personnel access doors at each work
level and airlocks on levels 9 and 10. A 5-ton bridge
crane in the shelter is used to install the PLF and
may be used for any spacecraft operations perform-
ed in the enclosure.
Umbilical Tower (UT)-The UT provides pro-
pellants, pressurization gases, conditioned air to
the launch vehicle, and conditioned air to the PLF.
Installations on the tower have been provided to ac-
commodate both manual and launch-disconnected
umbilicals.
The UT has sliding platforms that provide access to
the launch vehicle and umbilical installations. The
platforms below the environmental shelter in the
MST have folding segments that match the UT plat-
forms to provide 360-deg access to the launch vehi-
cle (Fig. XI-8). The upper platforms provide access
to umbilical installations for the upper stages,
spacecraft, and PLF.
AGE Building-The AGE building is a two-story,
reinforced-concrete structure located between the
MST rails adjacent to the launch pad. The upper
XI-5
story, which is level with the launch pad, houses the
two Titan AG E vans and has provisions for-two ad-
ditional vans for either upper-stage or spacecraft
AGE.

Air-Conditioning Shelter=- The air-conditioning

shelter houses air-conditioning units for the vehicle
and spacecraft. The environmental shelter air-
conditioning unit is located in the MST.

Gas Storage and Propellant Holding Areas- The

gas storage area contains storage vessels for high-
pressure nitrogen and helium. Separate fuel and ox-
idizer holding areas contain facilities to store,
transfer, and unload propellants for the launch
vehicle including the SRM thrust vector control
tanks.

AEROSPACE GROUND EQUIPMENT

Two types of aerospace ground equipment are pro-

vided for the Titan. Mechanical-structural AGE is Figure XI-lO Titan AGE Transporter System
used to handle, transport, assemble, and service
the vehicle and spacecraft. Electrical-electronic
AG E is used for checkout, testing, monitoring, and while the vehicle moves from the VIE to the launch
launch control. complex (Fig. XI-H).

Mechanical-Structural AGE-Titan 34D mechani- Propellant Loading and Pressurization Units-

cal-structural AG E includes the launch transporter Two units are used at the launch complex to load,
system; propellant loading and pressurization offload, and vent the Titan 34D propellant tanks
equipment: vehicle air-conditioning units; and mis- and SRM TVC tanks during prelaunch operations.
cellaneous transportation, handling, and servicing A GN2 pressure control unit in the AGE building
equipment. controls preasuree and flowrates during pressur-
ization, blanketing, and purging operations.
Transporter System-The transporter moves the
core vehicle or the core vehicle/upper stage from Air Conditioning and Miscellaneous Servicing-
the VIB to the SMAB where the SRMs are mated, AG E air-conditioning units are available to service
and then to the launch complex where the trans- the vehicle, PLF, and spacecraft. One unit supplies
porter frame serves as a launch platform. The air to the Titan 34D and can be used for the
overall system includes the transporter with um- spacecraft. A separate unit supplies conditioned
bilical mast, two diesel-electric locomotives, a air to the PLF after it is installed.
launch control van, and an instrumentation AGE
van (Fig. XI-IO). A portable propellant servicing unit, as well as test
sets for purging and sampling helium under
The transporter frame includes the umbilical mast, vacuum and other sets for leak-checking the ACS
launch mount, and removable undercarriage as- and preseuriaarion system, are used to check out
semblies. The umbilical mast supports electrical and service the upper stage. This equipment is
umbilicals that remain connected to the launch available for spacecraft use.
vehicle from its buildup in the VIB through launch.
The mast also serves as an interface for electrical ESMC Electrical-Electronic AGE-ESMC electri-
cables from the AG E vans that remain connected to cal-electronic AG E falls into three categories:
a Illllster junction box at its base. The launch mount
supports the vehicle and spacecraft from buildup 1) 'I'itan 34DI 'I'ranstage unique,
until launch_ 2} Titan 34D/IUS unique,
3) Common.
AG E vans house the launch control and instrumen-
tation squipmsnt. Ths vans are mounted on rails This equipment includes prelaunch checkout units,
and remain connected to the transporter frame support, and launch control and monitoring ssts.

XI.B
Fixed electrical-electronic AGE is located in the
VIB, SMAB, and AGE buildings. Van-mounted
electrical-electronic AGE is located in the VIB dur-
ing vehicle buildup and initial checkout and is later
moved with the vehicle to the AGE building at the
launch complex (Figs. XI-ll and XI-12).
Transtage-Unique AGE-Most Transtage AGE
capability is integrated with Titan 34D and is in the
common category. Transtage-unique AGE is re-
quired for inertial guidance checkout, monitoring,
and control. This equipment consists of a guidance
control monitor group (GCMG) and a telemetry
data monitor group (TDMG). The van-mounted
GCMG controls IGS bus power, loads and verifies
on-board computer software, commands and moni-
tors IGS alignment, monitors and displays IGS
status, and supports the launch countdown. The
TDMG, installed in theVIB instrumentation room,
provides real-time telemetry data reduction and
monitors and displays critical IGS parameters.
IUS-Unique AGE-The IUS electrical-electronic
AGE is used for integrating and testing the IUS
with the spacecraft integration. It also tests the IUS
and Titan 34D at the launch pad and supports
launch countdown operations. The IUS checkout
station (CDS), located in the VIB, is the major item
of IUS electrical-electronic AGE that supports IUS
checkout and launch activities at ESMC. It is the
control center for IUS test and launch areas and is
connected by landlines that carry IUS telemetry
Launch Control Center
- Control Room
_ Instrumentation Room
~ G:1
".~
Launch Complex
Figure XI-II Titan 34D Checkout & Launch Control Equipment ..
data, IUS commands, and remote ground support
equipment control and status (Fig. XI-12).
COS consists of three control stations and one
support-equipment station. Each control station
provides the capability to control and monitor IUS
performance in real time. The support-equipment
station provides for rf testing activities, data re-
cording, and data playback. Any of the three con-
trol stations can support IUS test and launch ac-
tivities by patching to any of the six test areas. Dur-
ing an IUS countdown and launch, two control sta-
tions will be used-one prime and one backup. If
the prime station fails, the backup station assumes
control. However, only the prime station can send
IUS control commands.
CDS control stations are computerized, real-time
test control and data monitoring systems. Tests are
executed from a cathrode ray tube (CRT) keyboard.
CDS monitors the response via telemetry and per-
forms automatic limit checks. The operator is
notified if the response falls outside predetermined
limits.
Common AGE-Common ESMC electrical-elec-
tronic AGE consists of prelaunch checkout units,
launch control and monitoring sets, instrumenta-
tion, data, and power support. Common AGE is
located in the vans, VIB, SMAB, and the AGE
building. Equipment that interfaces directly with
the launch vehicle is located in the vans.
~
~ ~
",,~
XI-7
 Control Center (Vib~ Van I
Pad (L.C-40t
I
I
I
I
I
I Titan
(refl UJ IUS Gnd
PQWllr
I Power- Supplies Subsys

I
I

DC !lwrto
CCAGE

~+---~
Pfinter/

~
PACE Console
CCG1E (ref}
,------------
! COS (BAC) Printer! I

:~~: I
I
~~
! .---= - I Data Processing I
• CRT ~~- Equipment I
L
I Consoles _
I Van GIE
I
Figure X[-12 ESMC Launch/Checkout Equipment

Prelaunch checkout equipment consists of PACE, Located at PACE H/W Located at

Control Center Racks (Z/pad) Laun~h Pad
a flight safety system checkout and control monitor
(2)
group, a pulse tracking control monitor group, and Disks Launch Control T
Assembly
a combined systems test simulator set (CSTSS). I
T
• Majority Voted
D iscrates Cmds
A
P ACE is a computer-driven command, control, - Single Ended
t----~I N

checkout, and data-monitoring system that per- Discretes Cmds

- Discrates
forms automated end-to-end testing of critical vehi- PACE Scanners
cle subsystems. It also serves as a readiness moni- Computers
(31
tor and launch countdown master sequence (Fig. Vehicle Checkout
XI-1S). PACE is made up of minicomputers with Assembly

two CRT/keyboards, two magnetic tape units, two - Single Ended

Discretas Cmds
printers, two disk drives, and two input/output - Analog Commands
racks. The computer and peripherals are located in . Analog Monitors
the VIB launch control center and interface with the Mag - Discretes
Tapes Scanners
launch area via input/output racks in the AGE (21
vans, Tests fire computer sequenced using test
language application software to apply stimuli and Figure XI-13 PACE Equipment
monitor for correct response. Go/no-go status is
displayed for the particular testing process with in- during the test and can be printed for posttest
dications of channel response and any malfunction- evalution. Criteria violations are printed in real
ed component. Data is recorded on magnetic tape time during the test and may result in a hold or in-

XI-B
itiation of corrective action. Analog and digital
data are recorded for posttest evaluation.
The flight safety checkout and control monitor
group exercises the shutdown and destruct cir-
cuitry before live ordnance is installed The pulse
tracking control monitor group interrogates the C-
band beacon and monitors its response. The
CSTSS provides interconnecting cabling and simu-
lators for verifying the ordnance circuits and
simulates in-flight functions required to support a
combined systems test.
Launch Control and Monitoring-Electrical-
electronic AGE includes PACE, a launch control
console, and flight safety system control monitor
group.
PACE functions as a readiness monitor and the
master countdown sequence for the Titan 34D
ground equipment, launch vehicle, upper stage,
and spacecraft. It automatically time sequences
launch events from initiation of the terminal count-
down through lift-off. It monitors and displays
countdown status, hold status, and criteria viola-
tions in real time.
The launch countdown is controlled from the
launch control console in the VIB (Fig. XI-14). This
unit controls ground or external power application
and displays overall status, initiates terminal
countdown, and serves as the communications
center for the launch facility. The console also
monitors ground power, hold indications, SRM
parameters, and the status of the water system at
the launch complex.
Figure XI-14 ESMC Control Room
The monitor group for tracking and flight safety
systems monitors the arming and safing of the
Titan 34D ISDS, the command destruct system,
and the SRM ignition system during the terminal
countdown.
Support equipment- ESMC -operations include
ground instrumentation, a data transmission sys-
tem, and van and launch pad power distribution
and control units. Each unit can interface with the
upper stage and/or spacecraft to support control,
checkout, and monitoring.
Ground instrumentation at' the launch complex
consists of signal conditioners and a low-level en-
coder that multiplexes incoming facility measure-
ments into a serial PCM data train. This data train,
in turn, modulates a voltage control oscillator
(VCO)carrier for landline transmission to the VIB.
The ground instrumentation equipment in the VIB
instrumentation room then discriminates the oscil-
lator input and applies it to the landline PCM
decoder, which decommutates the data and sends it
to digital-to-analog converters for real-time display
on strip charts or meters. Separate equipment in
the VIB instrumentation room, shown in Figure XI-
15, can also receive and decommutate PCM data
from the remote multiplexed instrumentation
system, which is transmitted open-loop by the vehi-
cle antenna. The equipment can also decommutate
and convert the closed-loop PCM video output of
the RMIS converter for real-time display. Space-
craft data can be integrated into either or both of
these instrumentation systems and monitored in
the instrumentation room.
Figure XI-IS ESMC Instrumentation Room
The launch-vehicle portion of the data transmis-
sion system can transmit 240 discrete signals be-
tween the launch complex and the VIB control
center. The spacecraft portion provides 120discrete
command and monitor signals, as well as 20 digital
monitors. These data are time-multiplexed in 16-bit
words, 30times per second.
Power distribution control units are used to supply
28-Vde power to the vehicle from commercial
and/or emergency power sources and standard rec-
tifier units. These units control, distribute, and
monitor readiness and transient bus power to supp-
ly launch vehicle buses, facility, and AGE power.
They can also supply 28-Vde power for upper-stage
and/or spacecraft functions.
XI-9
WSMC Launch System-The Titan 34D and 34B within the propellant storage area of each launch
are each erected, tested, and launched from WSMC complex.
SLC-4 located at the southern end of the
Vandenberg Air Force Base (Fig. XI-16). SLC·4 is Power for the launch complex is supplied from two
part of a two-launch-pad configuration (SLC'4E for sources. Diesel generators are used to supply
Titan 34D and SLC·4W for Titan 34B) that shares a countdown electrical power to the sites and are the
common launch operations building (LOB) and prime power source during launch countdown.
common technical support building (Fig. XI·17). Back-up power is supplied by a commercial power
Each launch pad area consists of an MST, pro- source.
pellant storage area, a high-pressure gas storage
area, launch services building (LSB), UT, launch There are three independent facility air-condi-
mount, and MST track system (Fig. XI -18). tioning systems at SLC'4 and one each at SLC'4E,
SLC-4W, and the LOB.
Launch vehicles are erected and positioned on the
launch mount using the MST bridge crane and ser- Launch Pad-Each launch pad is a monolithic
viced by their respective MST and UT, the sup' reinforced-concrete structure that supports the
porting LOB, and technical support buildings. All launch vehicle and MST. A concrete exhaust duct is
propellants are storable at normal temperatures an integral part of the launch pad and deflects core

Vandenberg AFB

Mobile Service
TOlI'Jerr-r~ __

Umbilical
~ I. Tower \
.ez.:> 7 \

South Vandenberg
(Sudden KanCh)
0. __ -- -_ ••••••• __ ••••••.

.'-'F="""'_ ~__."".-...;: -,
-u.._<.••••._:""-:--,"<51 -- -::- -:-~ ~ ~ -,
.•... ,

Figure XI·16 Typical Titan WSMC Launch Site

XI·10
 ~ ~!lITL~~:' Bid,
~~~
Road E /' ~ House
Road A
Figure XI-I 7 Space Launch Complex 4
Figure XI-18 Titan Launch Mount System
vehicle or SRM exhaust gases away from the pad.
The entire launch vehicle is systematically assem-
bled and checked out on the launch mount, which is
supported by a pad base located over the exhaust
duct opening.
Mobile Service Tower (MST)-Each MST provides
facilities for erection and buildup of the launch
vehicle, spacecraft and fairing mating, as well as
spacecraft servicing and checkout (Fig. XI -19).
Work platforms at strategic levels allow personnel
and equipment access to various vehicle levels. The
platforms fold or retract to clear the launch vehicle
during MST movement. The environmental shel-
Figure XI-19 Mobile Service Tower - SLC-4E
ter, an enclosed area within the upper portion of the
MST, provides an environmentally clean and
secure area for spacecraft activities. Elevators in
each MST provide personnel and freight access to
the platforms. Stairs and ladders also provide ac-
cess to various MST levels.
Accessibility for installing the spacecraft and PLF
is provided by means of a large door on the west
side of the environmental shelter and a moveable
roof. Hoisting the PLF and/or the spacecraft is ac-
complished by the overhead MST cranes. The en-
tire structure is mounted on self-propelled, hydrau-
lic-driven trucks that ride on fixed rails. Just
before launch, the MST is moved from its service
position at the launch pad to its parked position.
Umbilical Tower (UT)-Each UT provides servic-
ing capabilities for electrical components, propel-
lants, pressurization gases, as well as conditioned
air for the launch vehicle (Fig. XI-20). There are
launch vehicle and spacecraft AGE horizontal um-
bilical booms that provide various propellant and
gas service lines, electrical cabling, and air-
conditioning ducts from the ground systems to the
vehicle. The basic structure is an open bridgework
xr-ri
 Figure Xl~21 Launch Operations Building

Figure XI-20
Umbilical Tower with Booms and Umbilicals=
SLC-4E
Figure XI-22 Control Center in LOB
with the north and east sides covered to provide
plume flame and blast protection during vehicle
lift-off.

Launch Operations Building (LOB>-The LOB is a

two-level, reinforced-concrete structure located
north of the launch pad (Fig. XI-21). The Titan
systems located in its basement level include: [I]
the power supply and distribution system for dc re-
quirements of the LOB, (2) the ground instrumenta-
tion equipment, and (3~the PACE computer and
peripheral equipment. The launch control center is
located on the ground floor and includes the launch
control console, facility console, and flight safety
control monitor groups for each pad (Figs. XI·22
through XI -24). Figure X/-23 WSMC Instrumentation System

Each LSB is a single-level structure adjacent to the control set, nitrogen pressure controller, and air-
launch pad that contains the electronic and me- conditioning system.
chanical equipment necessary to bring the vehicle
to readiness for launch countdown (Fig. XI·25). The The LSB at SLC·4W includes a room to store HDA
L8B houses the de power supplies, van power and UDMH, the Agena propellants, and related
distribution control, PACE input and output racks propellant equipment. The LSB at SLC-4E in-
for vehicle checkout, control monitor and data cludes a room to store hydrazine propellant and
recording, propellant transfer and pressurizaton rela/;(}d propellant equipment (Fig. XI -26}.

XI-12
 u<lJl[:::l=. 7_-=-:_
lMSC LMSC Air Conditioning W~rk
Room Shop
o o j l
o
o
Room Tool
104A Room
(Martin
TIIiB Marietta)
Launch Corridor
Control

TIIiD
Launch Control Room
103

Upper Level

o LMSC AGC LMSC

Martin Gas Engine Fuel
Handling Support Room
Marietta Room Equip
Ready Room Elec 8. Mech Room

Stairway o o o

(Quintron Vehicle Equipment

Systems) Figure XI-26 LSB Floor Plan (SLC-4E)
Communi-
cations ly located on the north and south side of each
Room
launch pad (Pigs. XI-27 and XI-28)_ They are used
Ground Station to store, load, and unload propellants for launch
DC Power
Supplies vehicles, including the SRM thrust vector control
tanks for the Titan 34D. Each holding area houses a
Elee Interconnect ready storage vessel, propellant loading unit (Fig.
to4E & 4W Cable Vault 10
(cable trays) XI-29), and the associated plumbing systems neces-
sary for the storage and transfer of propellants on
Basement Floor
the launch complex.

Figure XI-24 LOB Floor Plan (SLC-4E)
Gas Storage Area-Each launch pad has a gas
storage area that contains storage vessels for high-
pressure nitrogen (Fig. XI-30). Liquid nitrogen is
delivered in trailer lots to the LN 2 tank. Using con-
verters, the LN 2 is vaporized by heating and then
pressurized into the pad GN2 tanks. There are two
banks of GN2 tanks used to provide all GN2 services
through the nitrogen pressure controller to the
launch pad area and to the vehicle (Fig. XI-31)_

WSMC Aerospace Ground Equipment (AGE)-

Figure XI-2S Launch Service Building at SLC-4E
Propellant Holding Areas-The propellant holding
areas which include the oxidizer holding area
(OHA) and fuel holding area (FHA) are respective-
Two types of support equipment are provided for
the Titans mechanical-stuctural AGE and elec-
trical-electronic AGE. Mechanical-structural AGE
is used to handle, transport, assemble, and service
the vehicles. Electrical-electronic AG E is used for
checkout, testing, monitoring, and launch control.
Mechanical-Structural AGE-Titan mechanical-
structural AGE includes the launch mount; um-
bilical booms; propellant loading and pressuriza-
tion equipment; vehicle air conditioning ducting

XI-13
Figure XI-27 Fuel Holding Area at SLC-4E
Figure XI-28 Oxidizer Holding Area at SLC-4E
Figure XI-29 Gas Storage Area at SLC-4E
and flow control; and miscellaneous erection,
handling and servicing equip:menL
Launch Mount and Platform Set-The launch
mount for each facility is supported by the pad base
and located over the exhaust duct opening. At SLC-
4E, four launch head support units on the top sur-
face of each mount interface with the SRM
'r"
XI·14
Figure XI-30 Propellant Load Unit (PLU)
Figure XI-31 Notrogen Pressure Controller (NPC)
longerons and support the complete vehicle (Fig.
XI-32). At SLC-4W, four launch head support units
are mounted on top of a launch mount ring and in-
terface with the Titan core longerons for support. A
launch mount and vehicle access platform set pro-
vide access to each launch mount head and base
before, during, and after the vehicle is erected.
Propellant Loading and Pressurization Units-
These units are used at both launch pads to load, of-
fload, pressurize, or vent the Titan propellant
tanks and the SRM TVC tanks at SLC·4E during
prelaunch operations. A GN2 pressure control unit
in the LSB controls the pressures and flowrates
during pressurization, blanketing, and purging
operations.
Air Conditioning- The Titan and spacecraft air-
conditioning system is supplied with conditioned
air from each launch pad and LSB facility system.
The AGE portion of the system consists of the in-
sulated ducting, flow control/measurement sys-
t;;,ID, temperature control/measurement system,
 Control Center " Launch Support Building
fl~ ,
~
~
~,
l;f=QJ
~
FeC,
Countdown LCe ,
~
II)
T&FSS
~RSO~
~VPDC
VPDC

TV ffiJ
@---~ CCPOC ~
Voice ~
Recorder WECO
~:~~ -; I @1 _
p,PACE Processors, E1J
Consoles , ~ P~

~--aH---~T~~
Instrumentation Control I P d GIE CSTSS~
Control Center GIE' a

Figure XI-33 WSMC Launch/Checkout Equipment

located in several areas of WSMC. The radio-

Figure XI-32
Titan 34D SRM/Launch Mount Interface
air-cleaning system, umbilical
instrumentation parts.
guidance AGE includes the guided missile test set
(GMTS) located in the LSB, and the guided missile
monitor (GMM) located in the LOB. GMTS is the
primary checkout equipment for the airborne
guidance equipment. GMM monitors airborne
operation during launch countdown after the LSB
has been evacuated. The radio-guidance radar and
computer are located in the control room of
guidance ground station 7. The radar antenna is
enclosed in an inflated, rf-transparent, plastic
cover to prevent winds from affecting antenna posi-
system, and tion. The tracking system remains pointed at the
vehicle when the antenna is locked on.

Core Erection-Erection of the core stages at each
launch pad is accomplished using a pivoting erec-
tion fixture at the pad vehicle erection area and the
MST overhead bridge cranes.
Service Booms-Service booms extend from each
UT to vehicle vicinity. The lower positioned booms
carry umbilicals to the Titan core, while the upper
booms are used by satellite vehicles.
Electrical-Electronic AGE- WSMC electrical-
electronic AGE consists of Titan 34D NUS unique,
Agena unique, and common (Fig. XI-33). This
equipment includes prelaunch checkout units, sup-
port, and launch control and monitoring sets.
Electrical-electronic AGE that directly interfaces
with the launch vehicle is located in the LSB.
NUS-Unique AGE-Most NUS AGE capability is
integrated with the Titan 34D and falls into the com-
mon category. NUS-unique AGE, required for
radio guidance checkout, monitoring, and control is
Titan 34BI Agena Unique AGE-The Agena
checkout and launch control philosophy uses the
airborne PCM system as much as possible for
systems test analysis (in lieu of landlines through
the vehicle). A ground processing system produces
the data used for vehicle performance evaluation
with landline functions limited to ground power
monitoring and those launch vehicle and payload
functions that must be simulated. The ground com-
puter system is used for monitoring purposes only.
Vehicle test control is handled by the air borne com-
puter' which is manually controlled using the as-
cent guidance systems test set and the auto data
set.
The data processing system receives a serial bit
stream from the vehicle via TIm, hardline data con-
verted to a PCM serial bit data stream by AGE, and
local discrete data from AGE.
Hardlines provide a ways to monitor responses to
commands as well as the status of preselected func-

XI-15·
 tions in the vehicle and AGE. Response to com-
mands and status are verified by the output of
analog or discrete signals from the monitors. The
output of the vehicle and AGE hardline monitors is
routed to the ground processing system via
hardline patch panels.
Hardline data from the vehicle and AGE that re-
quire conditioning are routed via the hardline patch
panel to the appropriate signal conditioner for
proper conditioning as inputs to the PCM genera-
tor. Data from the vehicle and AGE not requiring
conditioning are directly routed from the hardline
patch panel to the input of the PCM generator.
The power system provides the source, distribution
circuits, switching logic, high- and low-voltage pro-
tection, and overcurrent protection required to
power the vehicle for testing. In addition, it pro-
vides the power to AGE circuits required for vehi-
cle and AG E hardIine command and monitors.
Common AGE - Common electrical-electronic
AG E consists of prelaunch checkout units; launch
control and monitoring sets, and instrumentation
and power distribution support equipment. Equip-
ment that directly interfaces with the launch vehi-
cle is located in the LSB.
Prelaunch checkout equipment consists of PACE,
a flight safety system checkout and control monitor
group, a proposed pulse tracking control monitor
group, and a CSTSS. . hold status, and criteria violations in real time.
PACE is a computer-driven command, control,
checkout, and data monitoring system that per-
forms automated end-to-end testing of critical vehi-
cle subsystems. It also serves as a readiness moni-
tor and launch countdown master sequence.
PACE is made up of three minicomputers with two
CRT/keyboards, two magnetic tape units, two line
printers, two disk drives and two 110 racks. The
computer and peripherals are located in the control
center, shown in Figure XI-34, and interface with
the vehicle in the launch area via 110 racks. Tests
are computer sequenced using test language ap-
plication software to apply stimuli and monitor the
outputs for the correct response. Go/no-go status is
displayed for the test in process with indications of
channel response and any malfunctioned compo-
nent. During the test, data is recorded on magnetic
tape and can be printed for posttest evaluation.
Criteria violations are printed in real time during
the test and will result in a hold or initiation of cor-
rective sequences. Analog and digital data are
recorded for posttest evaluation. The flight safety
ehoekout control monitor group exercises the shut-
XI-l6
Figure XJ-34 PACE Room at LOB
down and destruct circuitry before live ordnance is
installed.
Launch control and monitoring- Electrical-elec-
tronic AGE includes PACE, a launch control con-
sole, a tracking and flight safety monitor group,
and power distribution and control units.
PACE functions as a readiness monitor and master
countdown sequence for the Titan 34D ground
equipment, launch vehicle, and spacecraft. It auto-
matically times the sequence of launch events from
initiation of the terminal countdown through lift-
off. It monitors and displays countdown status,
The launch countdown is controlled from the
launch control console. This unit controls vehicle
power application, displays overall status, initi-
ates terminal countdown, and provides manual
abort capability. The console also monitors ground
power, hold indications, SRM parameters, and
guidance system status.
The monitor group for the tracking and flight safety
Bystem controls and monitors:
1) Arming and safing of the Titan 34D ISDS and
destruct systems,
2) Command receivers,
3) Engine shutdown circuit,
4) SRM ignition system during terminal count-
down.
Support equipment common to WSMC includes
ground instrumentation and power distribution
and control. Ground instrumentation at the launch
complex contains signal conditioners and ampli-
fiers for measurement transmission to the ground
station in the LOB for data display. Separate equip-
ment in the LOB instrumentation room can also
receive and decommutate PCM data from the
RMIS. These data are transmitted open-loop by the
vehicle antenna or decommutate and convert
closed-loop PCM video output of the RMIS con-
verter for real-time display. Upper-stage and!or
spacecraft data can be integrated into either or both
of these instrumentation systems and monitored in
the instrumentation room.
Power distribution control units are used to supply
28-Vde power to the vehicle from commercial
and! or emergency power sources and standard rec-
tifier units. These units control, distribute, and
monitor readiness and transient bus power to supp-
ly launch vehicle buses. facility. and AGE power.
They can also supply 28-Vde power for upper-stage
and! or spacecraft functions.
XI-17
XII. LAUNCH OPERATIONS
ORGANIZATION AND RESPONSIBILITIES
Space Division-The U.S. Air Force SD has ex-
ecutive management responsibility for the Titan
LVS. SD exercises its responsibilities through the
Titan LVS program office which is operationally
represented by the 6595th Aerospace Test Wing of
the Space and Missile Test Organization (SAMTO).
SAMTO in turn, functions through the WSMC
6595th Aerospace Test Group (ATG) based at
Vandenberg Air Force Base and the ESMC 6555th
Aerospace Test Group at Cape Canaveral Air Force
Station.
SD is the SPO responsible for expendable launch
vehicle development, procurement and operations,
and system facilities development. It is responsible
for launch vehicle systems mission success through
spacecraft separation and provides management
and technical direction to the Titan launch vehicle
system contractors.
Commanders of the 6595th and 6555th ATGs or
their designees are the launch directors and exer-
cise final authority over launch operations. These
responsibilities include: (1) determining opera-
tional and technical readiness ofthe facility, AGE,
and launch vehicle; (2) launch site security and
safety; and (3)overall operational scheduling of the
launch. In addition, the launch director chairs the
launch test working group (LTWG) and facilities
working group (FWG) meetings. ESMC and WSMC
provide range and base support services to tenant
air force agencies, NASA centers, and system and
payload integrating contractor organizations. Sup-
port services are provided to the range user as
established by the program requirements docu-
ment, operations requirement document, and base
tenancy plans.
Aerospace Corporation-The Aerospace Corpora-
tion provides general systems engineering and in-
tegration support for SD anli the 6595th and 6555th
ATGs for launch operations.
Martin Marietta-As the ESMC LVIC, Martin
Marietta is responsible for integrating the Titan
34D/IUS and 34D/TS operations. LVIC is also
responsible for interfacing with the spacecraft con-
tractor to plan launch operations, prepare inte-
grated test and/or launch procedures, and conduct
spacecraft-to-launch vehicle integrated tests. As
LVle, Martin Marietta performs consolidated
launch services for the GFP-supplied airborne and
ground systems of associate contractors.
As WSMC booster vehicle integration contractor
(BVIC), Martin Marietta is responsible for inte-
grating the Titan 34B and 34D/RGS operations.
BVIC is the launch conductor for the Titan launch
vehicle's booster integrated tests and launch. It
also performs consolidated launch site services for
associate contractors except United Technologies
Chemical Systems Division (UT CSD).
The WSMC launch vehicle integrating contractor
at Vandenberg Air Force Base has the responsibili-
ty of functioning as the spacecraft test conductor
for all integrated tests and launches and preparing
integrated test and launch procedures for the
satellite vehicle shroud/ satellite vehicle/booster
vehicle. Either SD or LMSC has the role of launch
vehicle integrating contractor for payloads
presently scheduled for launch on Titan 34B and
34D/RGS.
The LTWG is the senior air force interagency and
contractor organization for managing site opera-
tions. LTWG is the parent working group for all
subsidiary working groups. It meets on a regular
basis and is composed of senior representatives
from government agencies and contractors. WSMC
and ESMC launch test working groups are chaired
by the 6555th ATG and the 6595th ATG, respective-
ly. Each LTWG member is specifically responsible
for:
1) Supporting the LTWG in all matters pertinent
to the member's respective area of expertise
and areas of contractual responsibilities;
2) Reviewing test objectives to determine if the
member's organization can meet program ob-
jectives;
3) Identifying all discrepancies in schedules,
system hardware, support equipment, and in-
terfaces, and recommending possible solu-
tions;
4) Providing postflight evaluation data;
5) Participating in developing and/or modifying
launch test directives;
6) Requesting special LTWG meetings through
either the executive or technical chairman.
XII-l
 Sllhwoi"king Group-The following subworking
groups are chartered from, and report to, the
LTWG:
1) Safety (AVE);
2) Safety (facilities and AG E);
3) Mechanical/liquid propulsion;
4) SRM propulsion (mechanical);
5) Quality and reliability;
6) Guidance & control (Titan III core AGEl AVE
and SRM electromechanical valves/AGE};
7) Tracking, flight safety, and ordnance;
8) Instrumentation (AVE/AGE);
9) Documentation;
10) Electrical (AVE/AGE);
11) Facilities;
12) Payload;
13) Electromagnetic compatibility (EMC).
Additional subworking groups may be established
as required.
Facility Working Group {FWG}-The FWG func-
tions as a local configuration management board
for reviewing and coordinating changes in site
facilrties and real-property installed equipment
(RPIE). FWG receives and evaluates facility
change requests and facility engineering change
proposals. It makes recommendations to the SPO
concerning implementation. FWG is chaired by the
6555th or 6595th ATGs and includes representa-
tives from all air force agencies and contractors.
DOCUMENT ATION
The following represents the minimum documenta-
tion required to satisfy requirements for a sue-
cessful Iaunch.
Program ltequirements Document {PRD)-The
PRD is a planning and requirements document
outlining the support required by SAMTO for each
mission. A basic PRD will be prepared by SD/YVX
with program support; request (PSR} inputs from all
participating contractors. LVIC participates in ma-
jor PSR revision/changes before PRn publication.
LVie also reviews PSRs, as GFP data from par-
ticipating contractors, for compatibility as related
to integration. After SD approval, this document is
submitted to SAMTO.
Operations Requirements Documents (ORD)-The
ORD outlines range support requirements for a ma-
jor test or flight plan, and is derived from the PRD
and Iaunch test directives (LTD). LVle provides an
XH-2
integrated ORD input to the 6595th or 6555th ATG
formulated from inputs provided by all associate
and spacecraft contractors.
Launch Operations Requirements Document
(LORD)-,The LORD describes Titan system roles
and responsibilities for all contractors and the gov-
ernment from prelaunch through postlaunch. Also
identified are the typical recurring site operations,
support functions, and implementing government
agency/contractor responsibilities for the conduct
of receipt-to-launch and postlaunch activities.
SAM TO generates an integrated LORD formulated
from requirements provided by the 6595th or 6555th
ATGs and all associate and spacecraft contractors.
Countdown Manual-The countdown manual pro-
vides a step-by-step integrated checklist of all
systems operations from countdown start through
launch. In addition, it provides contingency pro-
cedures for recycle and backout if countdown is ter-
minated. The countdown manual will be prepared
from the following as well as other appropriate
source data:
1) Titan 34D vehicle acceptance, checkout, retest
and backout criteria;
2) Upper-stage acceptance, checkout, retest, and
backout criteria;
3) Associate contractor inputs;
4) Spacecraft contractor inputs;
5) PRD;
6) LTD.
'I'he countdown manual is approved by 6595th or
6555th ATGs, with concurrence from other par'
ticipating organizations.
Integrated Test Proeedures-> Integrated test pro-
cedures are prepared whenever more than one
organization must participate in testing. Integrated
test procedures are prepared for recurring and non-
recurring test activities, including launch count-
down. LVIC prepares procedures for tests after ob-
taining inputs from participating organizations.
The integrated test procedures are approved by
ATG and participating organizations.
Calibration \¥mk Book-The calibration work
book contains the calibration characteristics of all
Titan launch vehicle instrumentation sensors.
Martin Marietta, with the associate contractors,
prepares the calibration work book to support
Titan launch vehicle pad checkout activities.
Launch Constraints Document (LCD)-The LCD
provides launch critical constraints and is based on
inputs provided by associate aerospace contrac-
tors.
Launch Test Directives (LTD)-The LTDs include
design data, mission objectives, instrumentation
requirements and channel assignments, test func-
tions and responsibilities, general countdown and
hold or shutdown instructions, special safety pre-
cautions, data priorities, quick-look data, and re-
quirements for data disposition and support.
Separate directives are prepared for each test in the
program test plan and are used as test planning and
authorization documents.
Test and Schedule-The 6595th or 6555th ATGs ex-
ercise technical test and schedule control over sys-
tem testing to ensure that contractors maintain
system hardware, software, and checkout equip-
ment integrity.
Test Scheduling-Meetings to discuss status,
scheduling, tests, and pad interface concerns will
be set up and chaired by ATG. A representative
from each affected air force agency and contractors
will attend.
Integrated Program Schedules-The integrated
program schedules document is the master plan
and site scheduling document that outlines major
milestones for vehicle delivery, test operations,
and launch operations at the launch site. These
schedules are prepared by Martin Marietta.
Test Procedures-Test procedures (other than the
countdown manual and integrated procedures) are
provided as required by each associate contractor.
The procedures control step-by-step functional
checkout of involved airborne and/or ground com-
ponents, black boxes, subsystems, and systems.
Many types of test and operation procedures are
provided to accommodate:
1) Recurring tests,
2) Nonrecurring tests,
3) Special data gathering tests,
4) Retest activities,
5) Ground-system tests,
6) Standard operations,
7) Component removal and replacement,
8) Receipt-to-Iaunch sequencing,
9) Preventive maintenance,
10) Safing,
11) BackoutJrecycle.
LAUNCH VEHICLE OPERATIONS
MANAGEMENT
General-Test requirements for launch operations
testing are identified by the system test objectives,
interface test specifications, contract item (CI)
specifications, procedure packages, and other gov-
ernment-approved system documentation.
Vehicle Operations- Vehicle operations consist of
receipt, vehicle erection, subsystem installation as
required, checkout and launch of vehicles and at-
tendant operations, maintenance, and postlaunch
securing and refurbishment of GSE.
Reviews- Air Force reviews are conducted by
LVIC at specific milestones in the receipt-through-
launch test sequence. Reviews verify successful
completion of prerequisite test operations and
system readiness to proceed with subsequent tests.
Readiness Review-A readiness review that in-
cludes the following milestones is conducted before
launch:
1) Booster CST,
2) Launch combined systems test (CST) (ESMC
only),
3) Integrated systems test (IST) (WSMC only),
4) Flight systems test (ESMC only),
5) Launch propellant load,
6) Launch readiness.
The review covers the following items:
1) Open and closed Martin Marietta automatic
report system (MARS) (completed at site on
current cycle);
2) Discrepancy check and report (DC&R)status;
3) Unverified failures;
4) Time limitation status;
5) Qualification test, pedigree, and waiver status;
6) Corrective action problem summary (CAPS)
history;
7) Crew certification;
8) System configuration.
Pretest Reviews- Pretest reviews are conducted
before selected milestone events in the launch
preparation sequence. Pretest reviews cover the
following items:
1) Open items that affect the upcoming operation
or test,
2) Procedure redlines,
XII-3
3) Crew assignment,
41 Other work in progress that would affect the
upcoming test or operation.
Posttest and Launch Evaluation-Data are collec-
ted for evaluation following test or launch by the
responsible system contractor. Data collection and
evaluation responsibilities are listed in Table
XII-l.
Table XII-1
Data Collection and Evaluation Re~ponsibilities
,...--
ISystem Data Collection
operations and is responsible to the launch control-
ler for the operational readiness of the spacecraft to
support launch. The see serves as the air force
contact point for spacecraft vehicle contractors.
Guidance Test Centroller (GTC)-The GTe super-
vises the conduct of radio guidance system ac-
tivities (WSMC only). The controller is responsible
to the launch controller for control of all guidance
operations that support Titan test and launch ac-
tivities.
Aerospace (technical staffj-« An aerospace techni-
Data Evaluation cal representative will he stationed. at all critical

I
ISRM
corelTranstage

IPayload
System
Fairing
I
!Booster Contractor
Booster Cl)ntractof
Booster Contractor
Baoster Contractor
SRM Contractor
Booster Contractor
areas and will review anomalies/test results and
make recommendations to the test director and
launch controller.

ISpacecroft Spacecrafl:Contractor 8: Spacecraft Contractor

Boester Contractor Spacecraft Vehicle Launch Conductor- LMSC at
IIUS IUS COf\tractor iUS Conti·actD~ WSMC or the spacecraft contractor at ESMC is the
!Core Booster Contractor Booster Contractor
spacecraft vehicle launch conductor and is respon-
sfble to the spacecraft countdown controller,
IL.iquid Rocket
Engines
Booster Contractor BV& Engine
Contractor

ICCR
RMIS Booster Contractor
Booster ContraGtor
Booster Contractor
Booster Contractor
TEST MANAGEMENT
Typical test management responsibilities are:
Test Director-The test director is responsible to
the commander of the space and missile test
organization for the accomplishment of the overall
launch "Operations objectives. The director receives
and evaluates data to determine if test objectives
can be met. The test director is the commander of
the 6595 or 6555ATG or the commander's designee.
Launch Controller-The launch controller super-
vises launch operations and exercises overall
technical test control. The controller is responsible
to the test director for the operational readiness of
hardware and resources as well as regulating the
test in progress.
Booster Countdown Controller (Reel-The BCe
supervises the conduct of booster vehicle launch
operations. The controller is responsible for the
operational readiness of the booster vehicle and
reports to the launch controller.
Spam,crdt Countdown Controller
see supervises the conduct of spacecraft launch
Booster Vehicle Launch Conductor (BVLCj-The
BVLC is the booster vehicle integrating contractor
representative specifically responsible for the
operational readiness of the launch complex to sup-
port tests. BVLC also conducts Titan 34D booster
vehicle tests, and is directly responsible to the
launch controller.
SRM Launch Conductor (UTCSD)-The SRM
launch conductor has operational responsibility for
conducting SRM tests and is responsible to the
launch controller.
Aerojet Engine Representative (AERj- The AER
has booster vehicle operational responsibility for
providing technical recommendations to the in-
tegrating contractor regarding all liquid rocket
engines (LRE). The representative is responsible to
the BVLC.
Radio Guimmce Launch Conductor (WECO)-The
WECO representative is responsible for the guid-
ance operation and is responsible to the guidance
test controller at WSMC.
Integl"ated TestJLl'tunch Conduet-c- Integrated
testing at the launch complex is controlled from the
air forM launch control console. Qualified contrac-
tor and air force personnel are on duty in the Lee
during £111 tests affecting their responsibilrty areas.
(SCq-The Anomalies and/or failures that OCelli" during
testing and result in deviations from approved test

XII-4
procedures require approval by the launch con- 4) Administering safety inspection report docu-
troller. The launch controller provides direction to mentation, i.e., maintain records and report
proceed or backout/recycle. status of all safety discrepancies identified in
safety inspections;
SAFETY OPERATIONS 5) Assisting the Air Force in the investigation and
preparation of reports concerning accidents
System Safety Requirements-Operations are con- and incidents;
ducted in accordance with the system safety re- 6) Reviewing, approving, and validating new
quirements specified in SSD-CR-66-402, Attach- launch operating procedures. Reviewing and
ment B, and SAMSO-65-286,Attachment A to Ap- approving all procedural changes;
pendix C. 7) Providing surveillance and safety direction for
all launch operations and performing as cer-
Safety Integration-Martin Marietta provides tified crew members on each potentially hazar-
materials and services necessary to assess new dous operation;
and/or modified vehicle and AGE/facility designs 8) Assisting the Air Force in performing ground
and to integrate the launch complex safety re- system safety evaluations directly related to
quirements. These operations include: operations.

1) Performing system safety assessments of new

and/ or modified designs and operations; ESMC RECEIPT·TO·LAUNCH SEQUENCE
2) Providing system safety data submittals as re-
quired by the contract data requirements list Titan 34D launch operations consist of receipt-to-
(CDRL); launch functions for the core, upper stages,
3) Administering, under direction of the complex (including equipment furnished by associate con-
manager, the area safety permit program for air tractors and government agencies), and SRMs (Fig.
force and contractor personnel. This includes XII-I). These operations are performed at three
conducting annual safety briefings, maintain- areas- VIB, SMAB, and LC (Fig. XII-2). Sup-
ing records of certification status and issuing porting operations are performed in the solid motor
monthly reports, conducting visitor safety processing area and the MAB. Initial spacecraft
briefings and issuing and controlling perma- launch operations are performed in a building as-
nent and visitor area safety badges; signed in the industrial area. Less complex

Solid
Motor Launch
via ~embly Complex
Operations Building Operations
Operations
---- -- ----- -I
1 Solid 1 Missile
via
Preparation
Motor
Processing
Area
Operations
- SRM
Buildup &
Checkout
Assembly
Building
Operations
Launch
Vehicle
on Pad

Receipt 2 Receipt & 1 2 Receipt &: 1 Launch 2

Inspection Inspection Processing Typical Vehicle
& Erection Core/SRM Spacecraft
ofSRM Mating of Payload Upperstage/
of Core Hardware Fairing Operations Spacecraft
Vehicle Tdsections Integration

Receipt 3 2
Receipt & 1 3
Inspection Sub •••• mbly Processing Launch
& Erection of Segments Combined
at SAB or
of Transtage &: Sections NASA Systems
Test
Hangar AE
Industrial Area
In.Ar ••
-------------
4 4
IUS Launch
Acceptance Receipt Preparation
Testing & Procelling & Uounch
Operation

Figure xtt-t ESMC Typical Receipt-to-Launch Flow

XII-5
 Launch

\
LC-40

Figure XIl-2 Launcb Operations in VIE Control

spacecraft may be delivered directly to the launch

complex. I
VIB Operations- Four basic functions are per-
formed in the VIB. Applicable facilities and AGE Figure XlJ-3 Titan in Transit from VIB to SMAB
are prepared to receive the core stages. The core
consists of stages I and II for 34D/IUS; and stages
I, II, and Transtage for 34D/TS. The electrical
AGE is tested for combined electrical functional in-
tegrity. After passing an initial visual inspection,
the vehicle stages are raised to the vertical position
and assembled on the transporter to perform sub-
system testing, SRM interface checks, and vehicle
acceptance testing. As these checks are performed
in the VIB, the spacecraft, IUS (as applicable), and
PLF are received, inspected, and tested in other
areas.

After interface check com.pletioTI in the VIB, the

vehicle stages and associated AG E are checked to
verify proper operation before further tests. Separ-
ate testing are made on power, instrumentation,
guidance, flight controls, propulsion, and tracking Figure XIJ-4 Titan in Transit from SMAB to LC-40
and flight safety systems. Following the comple-
tion of subsystem tests, a combined systems accep-
tance test that consists of a simulated countdown, Launch Complex Operations-Operations at the
launch, and flight covering all events through launch complex begin before the vehicle arrives.
spacecraft separation is performed. A posttest data The facilities and AGE are checked out, and the
review is then performed. After the acceptance test, PLF is received and stored in the environmental
the vehicle is transferred to SMAB (Fig. XII ·3). shelter.

SMAB Operaiions-SRMs are assembled, checked
out. and prepared for mating to the core, with or
without the Transtage, before core vehicle and
Transtage transfer from VIB. Once the core reaches
SMAB the assembled SRMs are erected on the
j IUS vehicles, the IUS is mated to the core and
transporter for mechanical and electrical mating to
the core. Aft staging rockets are installed, and the
assembled vehicle is transferred and moved to the
launch complex (Fig. XII-4). The IUS is received
and processed in the cast bay of the SMAB before
transfer to the launch pad.
XII-6
After the transporter arrives at the launch com-
plex, the MST is moved into position around the
vehicle. Access platforms are moved into place,
~d mechanical connections are made. For 34D/
checked out before the launch CST. As soon as all
these preparations are completed, the spacecraft is
transported to the launch complex. Once the
spacecraft is installed and checked out, the PLF is
mated and all systems are prepared for the launch
CST (Fig. XII-5J.
 izing tasks, and performing final systems verifica-
tion tests. The countdown begins after final system
checks and clearance from the range.

WSMC RECEIPT TO LAUNCH SEQUENCE

WSMC Titan 34D!34B launch operations consist of

receipt-to-launch functions for the core (including
equipment furnished by associate contractors and
government agencies), as well as for SRMs for the
Titan 34D system (Fig. XII-6). These operations are
primarily performed in two areas-the launch com-
Figure XII-S plex and the solid motor receiving! storage area.
Launch Operations in VIB Control Room Core vehicle (stage I and II) acceptance testing is
performed in the Martin Marietta Denver
The launch CST is a joint functional test of the total Aerospace Vertical Test Facility.
launch vehicle, participated in by all contractors
(range, ATG, and aerospace], The test demon- Initial PLF, spacecraft, and upper-stage launch
strates the compatibility of all involved systems, operations are performed in a remote building and
airborne and ground, in preparation for an actual then delivered to the launch pad, or are delivered
launch. This test includes verification checks, a ter- directly to the launch pad as applicable.
minal countdown, and simulated launch and flight.
Titan 34D SRM components are received, in-
Final launch preparations consist of installing bat- spected, and some subassembly operations con-
teries and ordnance, loading propellants, pres sur- ducted at a location remotely located from the

SLC-4E/4W SLC-4E/4W
Denver Booster
Vertical Vehicle
Launch
Test Vehicle
Operations
~ (RV) r- Operations

, Receiving SLC-4E 1 1
Inspection Inspection Solid Core Payload Payload (PL) Booster
& Erection
of
and
Sub •••• mbly
f- Rocket Motor
Buildup
I-- Erection Fairing (PLF)
Proeoe.ing
- Processing Vehicle
P.yload
Core Vehicle (SRM) Mate

2 1 1 2 1 1 2
Acceptance Receipt & SRM SLC-4E Receipt &: Receipt &
Testing Checkout&:
Launch
Inspection Inspection Inspection System
ofSRM Acceptance Core/SRM of Hardware
Mating Payload
Hardware Testing
Integr8t ion

2 3 2 2 3
Subassembly Integration Processing Processing Lau nch
of Segments Tests & Checkout & Checkout Rea diness
&: Processing

EJ
4 4
BV Upper-Stage Itegrated
Combined Processing System
System Test
Test

5
Receipt & Launch
Inspection Operations
of
Upper Stage

2
Processing
& c/o

Figure XJI-6 WSMC Typical Receipt-to-Launch Flow

XII-7
 ... --...... ..

launch pad. The assemblies are transported to and
erected on the launch mount. The core stages are
delivered directly to the SLC-4E launch pad,
erected, and attached to the SRMs. The electrical
AGE is tested for combined electrical functional in-
tegrity. After the SRMs and the core stages pass in-
dividual subsystem and system tests, the core and
the SRMs are electrically mated. The 1ST consists
of selected integrated testing and a simulated flight
test (SFT) which includes countdown and simu-
lated launch and flight. The upper stage, space-
craft, and PLF are installed, and an 1ST conducted.
Subsystem/ system tests and a CST are performed
on mechanical, electrical, instrumentation, guid-
ance, flight controls, propulsion and tracking, and
flight safety systems.
Titan 34B core stages are received, inspected, and
delivered to the SLC-4W launch pad and erected.
Subsystem/system tests similar to Titan 34D tests
are performed. The upper stage, spacecraft, and
PLF are installed and an 1ST similar to the Titan
34D1ST is performed.
The 1ST is a joint functional test of the total launch
vehicle, participated in by all contractors (range
and ATGI. The test demonstrates the compatibility
of all involved systems, airborne and ground, in
preparation for actual launch. The test includes
verification checks, countdown, and simulated
launch and flight.
Final launch preparations consist of installing bat-
teries, ordnance, loading propellants, pressurizing
tanks, and performing final systems verification
tests. The terminal countdown begins after final
system checks and clearance from the range.
Launch Timeline -The planned Titan 34D receipt-
to-launch timeline is shown in Figures XII-7 and
XII·8 for the representi ve programs and is based on
spacecraft operations requiring less than two
weeks at the launch complexes. Additional time re-
quired to accommodate spacecraft operations in-
creases the timeline.
The ITL concept provides launch rates of approx-
imately eight launches per year for Titan 34D/
Transtage and five launches per year for IUS.
Tables XII·2 and XII-3 show typical receipt-to-
launch intervals for the Titan programs.
Readiness Countdown-A typical readiness count-
down commences with a combined systems test and
proceeds to the countdown (Fig. XII·9). The space-

Weeks
Function , I 2 I 3 I 41 5 I 6 I 7 I g~ 9 I 10 I 11 1-12 I 13 I 14 I 15 I 16' 1 171 HI 1 19 I 20 I 21 1 22 I Z3
Titan on Dock
Ere.;tion & Mate ~
Rec Insp & Power-On
Props
Power-On A

Subsystem Test &

Acceptance
CST Preps iii!

VIS CST & Review

Vehicle to SMAB A
• SMAB Operations I!IilIlil

Vehicle to LC-40 .to.

Power-On Preps IiIIlil!1Iill!I

Power-On IUS A
Mate A
34D/IUS Subsystems "we
Tests
BaseHneCST A
SpaceGrafr eret;tion
I -
-
& l/F Verification
Launch CST A
Readine05 Countdown
Master- Countdown A

Figure XII-7 ESMC Typical Titan 34D/IUS Receipt-to-Launch Timeline

XIl-S
 Weeks
Functions 2 I 3 I 4 I 5 I 61 7 I8 I9 110111 112 113 114 115116 117118119120121122123124
Facility Preparations
Electrical Functional
Checkout
Transfer SRM to Pad
SRM Buildup
--
Booster Core Erection
Booster Posterection
Checkout
Initial Power Application
- 6
6

-
SRM AF Acceptance
Booster System Checkout
SRM Core Electrical Mate
Heatshield Installation
Flight Safety System
Checkout
Vehicle Verification
Booster CST*

"After CST, the booster is loaded with propellants.

Figure XII-8 WSMC Typical Titan 34D Receipt-to-CST Timeline

Table XII-2 ______ Days f---r--r-----.---r--...---..--r--,---I

T -5
-
ESMC Receipt-to-Launch Intervals (weeks) Function F.8T -7 T ~ 1 -4 1 -3 I -2 I -1 I -0

Program VIB SMAB Pad Total

Launch CST
T34DlTranstage 10 1 6 17
••
-
CST Data Go
T34D/IUS 10 1 11 22

--
Remove CSTSS
Install & Connect
Ordnance
Power-On SIV Test

--
Table XII-J Management
WSMC Receipt-to-Launch Intervals (weeks) Walkdown
Integrity Checks
Program Flow Time"
Oxidizer Load
T34D/RGS 15" Pressurize TVC
•
T34B

"These intervals do not include

the approximate 4 weeks launch
pad refurbishment interval.
9" Tanks
Fuel Load
IUS Tasks
Pressurize
-
-
Core Tanks
Battery Installation
Flight Control
•
craft operations listed in Figures XII ·10 and XII-11 Testing
are typical and do not include special spacecraft

-
PACE Triple-Mode
operations; however, special spacecraft operations Check
are performed at this time. Secure MST

Countdown-The countdown includes a manual Note:

and an automatic sequence for launching the vehi- The readiness count for 34D/Transtage is 9 days due to the extra time
needed for transtage propellant loading.
cle in accordance with the established launch time.
A number of spacecraft operations are performed Figure XII-9
..-~ during countdown (Fig. XII ·10and XII -11). Typical Readiness Countdown-J4D/IUS

XII-9
 '----'.,
T·400 300 200 1~O
Event .I I I ~
IUS Guidance Test A
Complete
Start Range Sequencer A.
Booster Power
C-Band Checks
Spacecraft Closeout
per Launch
A

-
Radiate Open-loop •••
S-Band
AVV
Secure IUS
Secure PlF
PACE to Triple Mode
••
-
- I!IIII
·
..

Move MST to Park

Evacuate Area
launch

Figure X/I-I0 Titan 34D/IUS Typical Countdown

1M

- &.

Hour:;
r 26
Booster Range Safety Checkout
Booster Electrical Checkout
Booster TIM Ambients PSVOR
Flow Check
- -
2 I 4 I 6 I 8 I 10 I 12 I 14 I 16 I 18 I 20 I 22 I 24 I 28130 I 32 I 34 I 36 I 3B

Boostsr Critical Ord Connect

S/V A.rming
·
-
---
SN Preps
Booster Preps
s/V Readines; Checks
BN
BN
Readiness Checks
Destruct Pin Removal
MST to-Park Position
-
S/V VTS Loads Conditioning
s/V Final Verification
-

-
Countdown Evaluation and fi'IIIIIIlI
Readines; Check
Terminal Count

Figure XII-ll Titan 34D/RGS-Typical Countdown Sequence

XU-IO
 XIII. TITAN LAUNCH VEHICLE PERFORMANCE IMPROVEMENTS
-...
This chapter describes configurational options Table XlIl-I
with a high potential for improving the perfor- Current Titan Launch Vehicle Configurations
mance capabilties of the launch vehicles described
in Chapter IV. These improvements could increase Vehicle Typn Payload Falrlll\l!l
the size and w~igh-tof payloads that can be flown Booster Upper Stage Die,ft M8xLength, ft Type
from ESMC and WSMC. WSMC Launchw
- 348 NUS· 10 52.2 LSMe
- while the items discussed in this section have not 348 AMentAga,.. 10 57.9 LSMC
been fully integrated, theyhave been assessed to 34D NUS· 10 69.9 LSMC
the degree that they are considered viable options ESMC Launches
to augment current Titan capabilities. Descriptions 34D TraMtIIP.. 10 40.0 MDAC
that follow include a summary of improved vehicle 34D IUS·· 10.5 55;0 MDAC
configurations highlighting specific boost vehicles • No Upper Stage
as well as upper stages and PLFs for the Titan 34 .•• 'ne"ial Upper Stage

series and Titan II. A brief look at Transtage com-

ponent improvements for future consideration is
also included. Nominal perlormance values are Table XIlI-2 Titan Improved Boost Vehicle
provided on selected configurations. The values
Characteristics ESMCIWSMC
presented are initial estimates. Further analysis
will be required to identify the full potential of com-
ponent improvements to meet payload user re-
quirements.
.- n.-6'
~
I--
~
i--
~
~
A~p\
~
'--
A 19\
~
r-
~
Titan Improved r- t-- I--
Boost Vehicle i-- I-- I-- I--
OPTIONAL SPACE LAUNCH VEHICLE Characteristics
ESMC/WSMC t-- I-- I-- I-- f---- I-
CONFIGURATIONS-
r- I----- f---- l- I..- l-
f----
Table XIII·2 r- I--

The components of the Titan 34 series building

blocks are shown in Figure XIII -1. Currently, in-_ r- ~ 10- F=
f----
tegrated items (shown shaded) are summarized in I1TA ~ ~
their system configurations in -Figure XIII-2 and ~~~ 61... L-- /:j
'-
Table XIII-I. (For more detail, see Chapter III.) Titan 340 Titan34D
Titlln34D
Enhancements include increased SRM per- Parameters1 ~m.nt 7-Segment - 7&ament
SRM SRM SRMSS I 81II
formance, stretched versions of stages land II, and
Boost VEhicle Height. 2 ft 107.6/101.9 t07.61101.9 118.0/112.3
new upper stages with new or existing PLFs. SRM Heivht. ft BOA 111.9 111.9
Usable Cora Propellant. Ib
- Stage 1 290.4001 290.4001 33O.aool
Improved SRMs- The seven-segment SRM shown 294.200 214.200 335,200
-Stag82 66.9001 66.9001 87,4001
in Figure XlII-2 is similar to the current 5-%- ti7,500 67,600 88,300
segment version. The additional 1-% segments in- Total Boost Vehicle wt,3 tons 742.6/744.8 883.4/886.8 914.6/917A
crease the total impulse for two SRMs by approx- SRM Total Impulse in a
Vacuum UlHIcondl 246,288,000 316,966,000 315.956.000
imately 29 percent while increasing the boost vehi-
Note:
cle weight only 19 percent as shown in Table XIII -2. 1. V.I •••••ohown for ESMC. TranstailllWSMC, Nus, 8nd TGS.
2. HIlgllts shown ..-0
to Fwd ••••• stap II skirt.
3. This pertains to SUIJI$ 0 through II only. .

Stretched Boost Vehicle Core- The stretched stage

version of Titan 34D increases the length of stage I
by 82.8 in. and stage II by 42.3 in. The stretched core
combined with the seven segment SRMs yields
significant increases in payload performance when
combined with the Pl.Faand upper stages shown in
-"'---------- Figure XIII-I. (See Tables XIII-4 and XIII-5, and
Values for each parameter in Table XIII-2 are pro-
vided for ESMC configurations with Transtage and
for WSMC with NUS and a radio guidance system.
Boost vehicle weights shown will vary for different
upper-stage configurations -and launch sites (i.e. J

Figs. XIII -3through XIII -9.) ESMC vs WSMC).

Xlll-!
 Pilyload
F.irlng

lD.5-ftdia·
.(MDAC·MOD)

Upper
StageS

TitBn34D
~~Segment SRM
NotB:

1.
2.
Figure XIII-l 3.
 14-ftdia
(LMSC)

Inertial Upper1
StBge

Thlln 340
7·Sogmont SRM
$SIlt II
.j.
Titan Growth Performance-Performance esti- should be regarded as typical with significant dif-
mates for Titan launch vehicle growth options at ferences possible for various combinations of
ESMC and WSMC are provided for the configura- payloads and mission requirements.
tions listed in Table XIII-3.
Table XIII-3 Titan Growth Options Assessed Payload Fairing Effects on Performance- PLF
weights and sizes have significant effect on per-
Payload
Boost Vehicle Upper Stage Fairings, ft Guidance formance capabilities. Examples of these effects
T34 B PAM·O 10 x 25 MOAC IGS* are shown in Table XIII-8 for ESMC and WSMC
T340 NUS (TS·CM) 10.5 x 26.2 MOAC IGS
T340 NUS (TS·CM) 14 x42 MOAC IGS
launches. Curves for Titan 34D/NUS and
T340 NUS (TS·CM) 16.7 x 49.2 MOAC IGS 34D7/NUS with various PLFs are presented in
T3407 NUS (TS-CM) 10.5 x 26.2 MOAC IGS
T34 07 NUS (TS-CM) 14 X 42 MDAC IGS Figure XIII-n. These curves show the tradeoff be-
T34 07 NUS (TS-CM) 16.7 x 49.2 MOAC IGS
T34 07 SSI & II NUS (TS·CM) 10.5 x 26.2 MOAC IGS
tween separable payload weight and characteristic
T3407 TS 10 x 25 MOAC IGS velocity.
T34 07 SSI & II TS 10 x 25 MOAC IGS
o T340 TS·OPS 10 x 25 MOAC IGS
::l: T3407 TS·OPS 10 x 25 MOAC IGS
'"
w T34 07 TS:OPS 14 x 42 MOAC IGS Optional Upper Stage Configurations-Four new
T3407 TS·OPS 16.7 x 49.2 MOAC IGS
T34 07 SSI & II TS·OPS 10 x 25 MOAC IGS upper stages are being assessed for use with the
T34 07 SSI & II TS·OPS 14 x 42 MOAC IGS
T34 07 SSI & II T5-0PS 16.7 x 49.2 MOAC IGS
Titan 34 series launch vehicles to improve payload
T3407 IUS 10.5 x 40 MOAC IGS capabilities. * They are the orbital positioning stage
T34 07 SSI & II IUS 10.5 x 40 MOAC IGS
T34D 0·1T 14 x 58.5 LMSC IGS (OPS), payload assist module-delta (PAM-D),
T3407 0·1T 14 x 58.5 LMSC IGS
T34 07 SSI & II 0·1T 14 X 58.5 LMSC IGS
second-stage propulsion system (SSPS) and the
TII NUS 8x 26 MOAC IGS Centaur D-lT (improved). System characteristics
TII NUS 10 x 30 MOAC IGS
TII SSPS 10 x 30 MOAC IGS for each of these upper stages are shown in Figure
T34 B PAM·O 10 x 25 MOAC IGS· XIII-12. In addition, the Transtage control module
T34 0 Core Ascent Agena 10 x 57.9 LMSC IGS
T34 07 NUS 10 x 54 LMSC RGS (TS-CM) can be flown independently ofthe propul-
u T34 07SS1 & II 10 x54 LMSC RGS
::l: TII NUS
NUS 8x 26 MDAC IGS
sion module when only upper-stage guidance and
'"
;: TII NUS 10 x 30 MOAC IGS control are required by the user.
TII SSPS 10 x 30 MOAC IGS
TII PAM·O 10 X 30 MDAC IGS*
Note:
- Orbital Positioning Stage-The orbital positioning
*Guidance in Lower Stage
Core-No Stage 0 SRMs stage is a kick stage configured by Martin Marietta
D·1T -Improved Centaur
07-7·Segment SRMs
to provide additional GSO capability to the Titan
IGS-Inertial Guidance System 34D/Transtage configurations. As shown in Table
IUS-Inertial Upper Stage
LMSC-Lockheed Missile & Space Company XIII-4, with a 10.5MDAC fairing, the OPS provides
MOAC-McOonnell Douglas Astronautics Company performance to GSO in the 5000-lbrange. OPS pro-
NUS-No Upper Stage
OPS-Orbital Positioning Stage pulsion is provided by the same type of STAR 48
PAM·O-Payload Assist Module
RGS-Radio Guidance System SRM, built by Thiokol, that is currently used in the
SSI & II-Stretched Stages I & II STS PAM -D module and Delta launch vehicle. This
SSPS-Second·Stage Propulsion System
TS- Transtage stage uses three-axis stabilization incorporating
TS·CM- Transtage Control Module (no propulsion system)
the standard Transtage carousel VB IMU operating
in conjunction with the Magic 352missile guidance
Performance Capability Estimates-Tables XIII-4 computer (MGC).
and XIII-5 and Figures XIII-3 through XIII-lO pre-
sent performance capability estimates for the Titan PAM-D-The PAM-D manufactured by MDAC is a
growth options at ESMC and WSMC. The circular kick stage similar to the OPS in propulsion, but
and elliptical throw-weight capabilities for the directly applicable to the lighter Titan 34B mis-
Titan booster are presented for the WSMC con- sions. The PAM-D is spin stabilized by an integral
figurations listed in Table XIII-3 while the booster spin table. Lightening the structure for smaller
throw-weight capability as a function of charac- payload weights and the absence of avionics (i.e.,
teristic velocity is presented for the ESMC con- GN&C and ACS) in PAM-D accounts for most of
figurations. the weight differential from OPS.

Typical sequences of Events-Tables XlII-6 and

XIII-7 present typical sequences of events for * Optional upper-stage configurations for Titan II
selected growth configurations. This information as an ELV are discussed later in this chapter.

XIII-3
 Table Xlll-4 Titan L/V Growth Options Estimated Payload Capabilities ESMC
Payload Weight, Ib
Earth Orbits Interplanetary
SOx95nmi, 12-hr Circular, Geostationary
I,.aunch Vehicle 2S.6-deg 28.6-dug Synchronous
Configuration Inclination
C3 =25 C3 =50 C3 "'75 ca '" 100
Inclination Equatorial kml/s2 kml/s2 km2/s2 km2/s2
Tlion /UNUS
-
-
8 x 2G·ftPlF
10 x 30-ft I'Ll"
1,000 -
-
-
- -
- -- - -
6,500 - -
Titan lIiSSPS
- 10 x SO·ft PlF 8,100 - - - - - -
Titan 34S/PAM-O
- 10 x 25-ft PLF 9,600 - - - - -
Titall 34D/NUS (TS-eM)
-
-
10.5 x 26.2·ft PLF
14.0 llI: 42.O-ft PlF
33,500
31.800
-
-
-- -
-
-
-
- -
- 16.7 x 49.Z·ft PLF
Titan 34D/TS.OPS
31.000 - - - -
-
-
-
-
- 10 x 25-11 PLF - - 4,000 5,000 3.200 2,000 U~OO
Titsn 34D/Cantaul" 0·11'
- 14.0 x 58.50ft PLF - 12,000'" 8,300" 8.200"
. 5,200* 2.800* 1,200*
Titan 3407/NUS (TS-eM)
- 10.5 x 26.2-ft PLF 40,000 - - - - - -
-
-
14.0 it 42.Q.ft PLF
15.7 x 49.2-ft PlF
38,200
36,900
-
-
-
-
-- -
-
-
-
-
-
Titsn 34D7/TS
- 10 )( 25-ft PLF - 9,400 5.000 5,300 2,000 - -
Titan 34Dl/IUS
- 10.5 x 4(J.ft PlF - - 5,100'''' 5,300 3.000 900 -
Titan 34D7/TSoOPS
- 14 x 42-ft PlF
-
10 x 25·ft PLf -- -5,600 -
5,900
-
5,600 3,500
-
2.100
-
1.300
-
- t6.7 x 49.2-ft PlF - 5,400 - - - - -
Titan 3407/Centllur D·IT
- 14.0 X 58.5oft PLI" - 14,000" 9,800" 9,700" 6,300" 4,000" 2,300"
Titan 34D7I55 I & II/NUS (T5-CM)
- 10.5 x 26.2-ft PI-I" 42,600 - - - - - -
Titan 3407188 I & WTS
- 10 x 250ft PlF - 10.500 5.500 6.100 2.700 - -
Titan 34D7/88 I & II/IUS
- 10.5 x 4lJ.ft PlF - - 5,400t 6.000 2.900 1,100 -
Titan 3111l1/SS I & II/TS.OPS
- 10 x 25-ft PLF - - 6,200 6,200 3,900 2,400 1,500
- 14 x 42-ft PLF - - 5,900 - - - -
- 16.7 x 49.2-ft PlF - - 5,700 - - - -
Titan 3407/SS I & II/Centaur D·IT
- 14 x 58.5 ft PI-F
o
- 15,100" 11,000" 10.600" 6.900" 4,400" 2,800"

•• !IIE Version Centaur O-IT·\SP = 446 s

"* Approximately 5200 Ib with fEe
t Approximately 5500 fb with EEC

Second- Stage Propulsion System (SSPS)-The Attaching the SSPS to the Titan vehicle is shown in
SSPS is an upper-stage option for use on Titan: 34D Figure XIII -12. In this installation, a miniskirt for·
configurations. This stage, which has multiple re- ward attachment ring located at the forward end of
start capability, is currently in production as the the SSPS connects with an inter stage adapter
second stage for the Japanese N-ll launch vehicle. (ISA).
For Titan 34D applications, two modifications are
incorporated. First. the Transtage carousel avion- Centaur D-1T-The improved Centaur D·1T,
ics package is mounted on the SSPS forward shown in Figure XIII-12. is the uprated version of
adapter to provide three-axis stabilization for the D-l T that was used as the upper stage on the
guidance and control. Second, the fixed 65:1 area Titan IIIE Viking missions. This later version in-
ratio nozzle is replaced by a 100:1. two-piece nozzle cludes the replacement of the LH2 boost pump ACS
incorporating an EEC while maintaining the 1.9 with a new hydrazine system and a new silverized
mixture ratio to achieve an engine-specific impulse insert in the nozzle' s throat. This insert system ac-
of 323 seconds. counts for the improved specific impulse of 448.4

XIII·4
Table XII/-S Titan LIV Growth Options Estimated Payload Capabilities-WSMC

Payload Weight, Ib
Direct Inject, Circular Orbit
100 nmi 200 nmi 300 nrni
Inc = Inc = Inc = Inc = Inc = Inc = Inc = Inc = Inc =
Launch Vehicle Configuration 99 deg 90 deg 63.5 deg 99 deg 90 deg 63.5 deg 99 deg 90 deg 63.5 deg
Titan II/NUS
- 8 x 26-ft PLF 4,600 4,700 5,400 1,200 1,300 1,400 - - -
- 10 x 30-ft PLF 4,100 4,300 4,800 - - - - - -
Titan IIISSPS
- 10 x 30-ft PLF
Titan II/PAM-D
6,500 6,700 7,600 4,900 5,200 5,700 - 3,600 -
- 10 x 30-ft PLF 6,100 6,400 7,200 3,200 3,400 3,700 - - -
Titan 34D Core Only/Ascent Agena
- 10 x 57.9-ft PLF 7,100 7,400 8,300 5,900 6,400 7,100 4,800 5,100 5,900
Titan 34B/PAM-D
- 10 x 25-ft PLF 7,100 7,400 8,300 5,100 5,400 6,000 - 3,400 -
Titan 34D7/NUS
- 10 x 54-ft PLF 32,300 33,500 37,100 25,400 26,500 29,000 - 17,300 -
Titan 34D7/SS I & II/NUS
- 10 x 54-ft PLF 33,700 35,300 37,800 30,100 31,100 33,700 - 22,400 -
Note:
63.5-deg inclinations require special range safety considerations. Direct fly-out values are presented above, however vehicles with
solid rocket motors may require yaw dog-leg maneuvers for this inclination.

seconds (2.4-second increase). These changes have

been approved by the Air Force and will be in-
corporated into future builds. Typical performance
capabilities for the Titan lIIE version Centaur D-
IT [i.e., Isp = 446 seconds) with large-diameter
PLFs, are summarized in Table XIII-4.
Optional Payload Fairing Configurations-The
PLFs in Figure XIII -13 provide growth potential
for future payloads. The lengths and envelopes
shown are nominal and represent typical configura-
tions that have been assessed.

These envelopes are dynamic for the 10.5-ft MDAC

and 14.0-ft LMSC fairings and include an addi-
tional clearance beyond deflections and eccen-
tricities of 1 in. on either side of the payload. In
general, the user should not penetrate this envelope
under most conditions including accounting for any
deflections coupled with an upper stage inside the
fairing. However, additional envelopes are possi-
ble, depending on the actual defined and evaluated
payload configuration.

The static envelope only is shown for the I4.0-ft and

16.7-ft MDAC fairings. While these fairing con-
figurations have been assessed for launch vehicle
performance (Table XIII-4), further analysis will be
required to define their dynamic payload envelopes
because this definition depends considerably on
payload tolerances and deflections.

5-% Segments 7 Segments The diameters shown in Figure XIII-I3 describe

typical cylinder envelopes for each PLF and may
Figure XIII-2 Titan SRM Options vary with vertical distance from the fairing/
XIII-5
Table XIlI-6 Table X1II-7
Typical Sequences of Events for Typical Sequences of Events for
Titan Launcb Vebicles-ESMC Titan Launch Vehicles-WSMC
T34B/PAM·D (1Ox25·ft PlFJ T34D/NUS/TS-CM (10.5x26.2·ft PH) T34BjPAM·D (10x25·ft PLF) Tl407lNUS (101154-ft PLF)
Event Time, s Evellt Tim •.•, 5 EVllnt Timll,& Event Time,s
Liftoff 0.0 Stage 0 Ignition 0.0 Liftoff 0.0 Stage a Ignition 0.0
Start Pitch Program 20.0 Liftoff 0.2 Start Pitch Program 20.0 Liftoff 0.3
Start Load Relief
Stop load Relief
53.9
119.9
Start Roll Proaram (5,0 deg/$)
Stop Roll Program
7."
0.0
Stan of Closed-Loop Guid:mce
End Stag., I S1nady-Stllte
135.4
164.0
Start Roll Program 15.0 degJsl
Stop Roll ProgT3m
7.'
0.0
Start of Closed·Loop Gljidan~ 135.4 Start Pitch Pmgtam 10.0 Stage I Separation 164.8 Stan Pitch Program 10.2
End StagB I Steady-State 163.5 Stage 0 Thrust Tallotf 107.3 Payload Fairing Separation 280.0 Stage 0 Thrust Tailoff 119.3
Stage! Saparation 164.4 Stage I Start 107.8 End Stagll " Steady-State 372.2 Stage I Start 119_9
Payload Fairing Separation 290.7 SAM Jettison 117.4 Stage /I Separation 388.2 SRM Jllttison 129.5
End Stage II Stllfldy-5tate 369.0 End StalJlJ I Steady-Stat\! 273.4 Stan PAM-D Bum 393.2 End St3ge I Steady-State 287.1
Stagl! II Soparation 38e.o Stage II Ignition (91 FS-l) 273.5 End PAM-O Burn 478.3 Stage III;nition 191FS-11 287.2
Start PAM·D Burn 390.0 StBge I Separation 274.3 Stage I Sapar.lt;on 287_9
End PAM·O Burn 475.0 PaylGlld Fairing Separ8'tlon 284.2 T34D7/SS 1 6<II/NUS (10x54-ft PLF) Payload Fairing Separation 297.9
End Stagll II Stliady-St3tll 480.4 Event Time.s End Stage II Steady-Stllte 496.1
T34D7jNUS!TS-CM (1O.5x26.2-tt PLFj Stage II Separation 490.4 Stage 11Separation 506.1
Stage 0 Ignition 0.0
Eva"t Time, s Liftoff 0.3 TII/NUS {8x26_ft PLFI
TIiINUS 110x3O It PLFI
Stage 0 Ignition 0.0 Stan Roll Program 7.8 Time,
Evant Time. s Stop Roll Progr.lm 9.0 Event $
Liftoff 0.3
Start Pitch Program 10.2 Lihoff 0.0
Start Roll Program (5.0 dug/s:l 7." Liftoff
9.0
0.0
Stage 0 Thrust Tailoff 118.6 Start Pitch Program 16.0
Stop Roll PrOgram Stan Pitch Program 15_0
Start Pitch Program 10.0 Stage I Start 119_2 End Stage I Stoady-Stata 152.3
End Stage I Steady-State 152.3 153.1
Stage 0 Thrust Tailoff 117.1 Stage I Separation SRM Jettison 128_8 Stage I separation
153.1 End Stage I Stll3dy-State 309.5 Payload Fairing Separation 203.2
Stage I Start 117.6 PaylGlld Fairing Sapamtion 227.4
SRM Jettison 127.2 Stage II Ignition (91FSo1) 309.7 End Stage II Stllady-Statc 332.3
End St39" II Steady-8tata 332.3 310_4 Stage II Separation 347.6
End Stage f Steady-State 283.2 Stage II Separation 347_6
Stage I SepaT3tion
Stage IIlgn!tion 191 FS-1 I 283.3 Payload Fairing Sepllration 320.4
St<lllO" I Sapar1l'tion 284.1 End Stage II Stectdy-State 583.7
Payload Fairing Separation 294.1 Stage II SepilT3tion 593.7
End Sta;J1l" Steady-State 490_2
Stage II SopaTation 500.2

100,000
Note:
1. This pertains to an 8().nmi
injection altitude with a 28.6-deg inclination.
50,000
2. For PLF sizes, see Table X 111-3_

20,000

10,000 T34D7/SS! 8<IIICentaur D·1T

5,000
T340/Transtage

2,000

1,000 ! ,,, , ! , ! !
•
4 812 20 70 80 90100• 110 120
° ~
500
0; eu
-ll
.!!C 'ee
w e-
•s
w
~
~ ••~ ••-
Gl ,.
e
III

• • I. 38
! I, I
40 42
I. !
44 46
!
48 • 50
I I
52
I
54
26 28 30 32 34 36
Cher~oristk: vercenv. 1000 fps

Figure XIII-3 Estimated Improved Titan LlV Payload Capabilities

XIIl·6
10,000 Note: 10. Note!
1. 100 nmi Inject Altitude for 1. 100 nmi Inject Ah:itude for
Elliptical Orbits Elliptical Orbits
2. Performance Margin in Stage II 2. Performance Margin in Stage II
3. 10 x 25-ft PLF 3. 8 x 3()-ft PLF

Elliptical Orbits by
Direct Injection Elliptical Orbits by
Direct Injection

1,000 1,000

Orbit Inclination"" 99 deg

Orbit Inclination'" 99 deg

Orbit Inclination = 90 deg

Orbit Inclination"" 63.5 deg Orbit Inclination c:: 90 deg

Orbit Inclination'"" 63.5 deg

Circular Orbits by
Circular Orbits by
Diract Injection
Direct Injection

100L- ~ ~ ~---
o 5 10 15 o 5 10 15
Separable Payload. 1000 Ib Separable Payload, 1000 Ib

Figure XIII-4 Figure XIII-5

Titan II/NUS Payload Weight vs Altitude Titan II/SSPS Payload Weight vs Altitude
forWSMC for WSMC

Table XIII-8 booster interface. The height dimensions indicate

Effect of Payload Fairing Sizes on Titan the length from the Titan launch vehicle interface to
Boost Vehicles the top of the PLF's cylindrical portion. The space-
craft envelope in the nose section is available on all
I PLF Weight, Ib I Throw Weight. Ib of these fairings depending on payload configura-
ESMC (referem:. mission BOdS nmi, 2&6-deg incl tions and dynamic environment.
Tibln II/NUS
- 8x25-ft PLF 1,320 7,000
- 10x30-ft PLF 1,987 e.500 lO.5-ftDiameter Modified MDAC PLF-The stand-
Trtlin 34D/NUS CT5-CMJ
- 10.5x26.2·ft PLF 2,456 33.500 ard 1O.5-ftMDAC fairing has been fully integrated
- 14.0x42.()..ft PlF 5,867 31,800
with Titan 34D/IUS. The modified version, shown
- 16.7x49.2-ft PLF 7,275 31,000

Titan 340n See SRMs/NUS (T$-CM) in Figure XIII-13, includes removal ofthe standard
- 10.5)(26.2·ft PLF 2.456 40,000
- 14.Dx42.().f, PlF 5.867 38.200 fairing's aft section. This enables direct attach-
- 16.7x49.2·ft PlF 7,275 36.900 ment of the fairing's eight longerons (as hard
WSMC (reference mi.ion tOOxl00 nml, 9O.O-deg ine) points) to the standard Transtage mounting ring. A
Tibl" II/NUS
- Bx26-ft PLF 1,320 4,700
typical mounting arrangement for Transtage/OPS
10x3D-ft PLF 1,987 4,300 is shown in Figure XIII·14. The PLF mounts direct-
XIII-7
10.000 Note: 10,000 Nota:
1. 100 nmi Inject Aldtude for 1. 100 omi Inject Altitude for
Elliptical Orbits Ellipti~1 Orbits
2. Performance Margin in Stage II 2. Performance Margin in Stage II
3. 10 x 30-ft PLF 3. 10 x 58-ft PLF

Elliptical Orbits by
Direct Injection
Elliptical Orbjts by
Direct Injection

1.000 1.000

Orbit Inclination = 99 deg

Orbit Inclination"" 99 deg
Orbit Inclination = 90 deg
Orbit Inclination"" 90 deg
·ec E
e
Orbit Inclination"" 63.5 deg

.,
Orbit lnclinencn= 63.5 deg .;
.; ~
~ i!
;:
••
=<m =<m
0
m
Circular Orbits by ••
0
Circular Orbits by
'"
0
e, Direct Injection
~
••
Direct Injection

••

100 100
I I I I
a 5 10 15 a 5 10 15
Separable Payload. 1000 Ib Separable Payload, 1oo0lb

Figure XIlI-6 Figure XIII-7

Titan IIIPAM-D Payload Weight os Altitude Titan 34D Core Only/Ascent Agena Payload Weight
fOT WSMC us Altitude for WSMC

ly on top of the Transtage configurations; whereas,
the upper portion above the forward attachment
ring of SSPS is contained within the fairing. The
coupling of SSPS's dynamic movement with the
spacecraft must be considered when determining
dynamic spacecraft envelopes.
14.ft Diameter LSMC PLF-This PLF is an adapta-
tion of the Centaur standard shroud (CSS) version
successfully flown with Centaur D-I T on Titan
HIE. Only minor modifications would be required
to fly this fairing on Titan 340 vehicles.
14·ft and 16.7-ft Diameter MDAC PLF-These 14-
and 16.7-ft diameter PLFs are growth versions of
the standard IO.5-ft diameter fairing developed by
McDonnell Douglas for IUS. These configurations
use the same isogrid pattern skin and intermediate
frame construction on the constant sections and
three-sector forward nose cone as the 1O.5-ftfairing.
Interface with the Titan boost vehicle would be
done by a jettison able boattail section of monoco-
que design. PLF jettison would be accomplished by
the same three-sector separation system deployed
on the IO.5-ftfairing.

XIU-8
 10.000 Note: Minimum modifications required for use as an SLV
1. 100 nmi Inject Altitude for include:
Elliptical Orbits
2. Performance Marg;n in Stage II 1) Payload-peculiar dome and forward skirt mod-
3. 10 x 25-ftPLF ifications. These additions are dependent on
the PLF used. Two current options include the
8- and 1O-ftMDAC fairings shown in Figures
XIII·16 and XIII·l7. respectively.
2) Instrumentation and range safety system
(lRSS) kit avionics and ordnance. This pack-
age incorporates a Titan III RMIS, S-band
transmitter, C- band transponder in the upper
Elliptic.1 Orbits by
stage to enhance tracking, and command
Direct Injection destruct receivers in the upper stage. An ISDS
would be included for stages I and II.
3) New stage II wiring harness required to ac-
commodate avionics upgrades.
1.000 4) New instrumentation truss for IRSS com-
ponents.
Orbi1lnelination •• 99 deg 5) Modification of existing guidance and flight
control avionics. These upgrades include using
Orbit Inclination"" 90 deg Titan IIIC software to provide load relief and a
Orbit Inclination = 63.5 dag digital autopilot.
Ec 6) Deletion of butterfly valve lock (BVL) coded
switch.
..,,;, 7) Additional batteries for ISDS. stage I, and the
; CCRs.
;(
: Circular Orbits by
Direct Injection
8' Viable launch vehicle configurations assessed for
~
Titan II include NUS, PAM-D, SSPS, and SGS-II.
Characteristics for PAM -D and SSPS are provided
in Fi~ure XIII-12. The characteristics for the Titan
II version of SGS-II (i.e.• 8-in. longer nozzle on
100 stage 3 and required structural beef up) are shown
in Figure XIII·18. The SGS·II includes two Star 48
o 5 10 15 motors mounted in tandem (two stages) with a spin
Separable P.v'oad. 1000 Ib
system between stages for flight stabilization. Per-
Figure XIlI-8 formance values for selected configurations are
found in Tables XIII·4 and XIII·5.
Titan 34BIPAM-D Payload Weight V$ Altitude
forWSMC
TRANSTAGEPERFORMANCE
TIT AN II AS AN SLV IMPROVEMENTS

Titan II ICBMs will be deactivated in the near
future. A viable option for these missiles is use as
space launch vehicles (SLV).
The current Titan II ICBM (less reentry vehicle
assembly) and its system characteristics are shown
in Figure XIII -15. The loaded weights and vernier
values will change with modifications required to
~ convert Titan II into an SLV. Preliminary assess-
ments of Titan II in the configurations described
below have identified its potential capability to fly
many of the missions planned in the near future.
Transtage improvements are being evaluated for
current Titan launch vehicle configurations. These
improvements will augment the increased capabili-
ty to GSO. Table XIII·9 summarizes potential,low-
risk Transtage performance improvements. Low-
risk lassessments pertain to the technical risks in-
volved.
Implementation of these items can result in an in-
creased payload delivery to GSOs ranging from 379
to 4421b.These items are:

XIII-9
.f0.000 10,000

Note: Note:
1. 100 nmi Inject Altitude for 1. 100 nmllnject Altitude for
Elliptical Orbiu Elliptical Orbits
2. Pe.-f6lmance Margin in Stage II 2. Performaroc. M ••rglll in SUlge "
3. TOx 54-h Payload Fairing 3. 10 x 54·ft Payload Fairing
4. 63.5-deg indination is without 4. 63.5-deg Inclination is without
yaw dog- leg and requires special yaw dog·leg and requires special
r.nge !HIfety cOMiderations n!Onge~fetY considerations

EllipticCiI Orbits by
Direct Injection

Elliptical Orbits bv
Oirect Inicclion .••• ~::5:';:--
__ 4

Orbit Inclination" 90 deg

1,000 1,000

Orbit mcuneuon= 99 deg

Orbit Inclination::: 99 deg
Orbit Inclination::: 90 dcg
Orbit Inclination::: 63.5 deg -T"----.l,
Orbit Inclination '" 63.5 deg

Circular Orbits by _.£-.C:--".

Direct Injection

100L- ~--------~------~~--3-~~~~ 100'- -''-'- -' __..J..__

-'--''''-- -'
~ ~ ~ ~ 20 25 30 35 40
Separable Payload. 1000 Ib Separable P ••ylo.,d. 1000 Ib

Figure XIII-9 Figure XIII-lO

Titan 34D71NUS Payload Weight vs Altitude for Titan 34D71SS & IIINUS Payload Weight vs Altitude
WSMC forWSMC

40
Titan 34D7/NUS

10.5x26.2-ft P~load Fairing

14x42-ft P~loacf Fairi",

16.7x49.2·ft Paylu.d Fairing

Table XIII-9 Transtage Low Risk Improvements

10 11 P/L to GSO.
Item Ib

• Titan 34D/NUS Lightweight He Tanks

Lightweight ACS Tank
5~0
16-20
o Stag. II LLSS 80-90
40
2' 28 30 32 34 36
Charar:t!lristlc Velocity. 1000 'PS;
38
Lightweight REMS 60-70
Increased Engine Noale
Figure XlII-ll Expansion Ratio 175-190
Typical Effect of Payload Fairing Lightweight. Ox T8nk 9-12
an ESMC Payload Capahility

XIII-IO
 1) Lightweight helium tanks can be built by sub-
stituting composite spheres (i.e., Titanium
liner with Kevlar overlap) for present Titanium
spheres.
2) The ACS tank can be lightened by using a
smaller, 25-in. diameter, spherical Titanium
tank. This will be accomplished without de-
creasing Titan 34D system capabilities.
3) The low-level sensor shutdown system (LLSS)
senses incipient propellant depletion. Follow-
ing a programmed delay, the LLSS issues a
normal engine command shut-down sequence
while delivering virtually all the total impulse.
4) The current Transtage REMs can be replaced
by newer, lightweight IUS REMs. No other
portion of the existing Transtage ACS will be
affected by this change.
5) The Transtage engine nozzle expansion ratio
can be increased from approximately 40:1 to
50:1 by adding a Columbium skirt extension.
. This upgrade, shown in Figure XIII-19, will
provide an increase in specific impulse.
6) Weight of the Transtage oxidizer tank can be
reduced by changing the chern-mil thicknesses
to 0.02 min. Flight design pressure will change
accordingly from 207.8psig to 185.0psig.

Viable options for future Transtage performance

improvements could further increase payload to
GSO up to 1535lb. These items include lightweight
telemetry, propellant use system, increased Tran-
stage operating life, unitized skirt, stage stretch,
boost pump, and engine chamber redesign.

L Transtage
Avionics

100:1 EEC
Characteristics OPS Pam-D SSPS Centaur D-IT

Height, ft 6.7 7.2 16.7 32.0

Diameter, ft 10.0 5.0 10.0* 10.0
Dry Weight, Ib 961 570* 2,151* 4,058*
Loaded Weight, Ib 5,543 4.777* 15,490* 35,176*
Thrust,lb 15,000 15.000 9,940 33.000
Specific Impulse. 5 289 289 323 448.4
Burn Time,s 84 84 Up to 426 Up to 399
Engine Thiokol TE-M-711-3 Thiokol TE-M-711-3 Aerojet AJ10-118k P&WRL 10A-3-3A
(Star 48) (Star 48)

* Including Adapter(s) Shown

Figure XIII-12 Optional Titan Upper Stages

XIII-ll
 Upper Stages Upper Stages
Transtagll Transtage
TS/OPS TS/OPS
TS/CM TS/CM
SSPS Centaur

fw:::::::::::::·::::·:·:::·::···:::::·:::::tt

Ht L
Ht

Dia (dynamic)

L, it Ht. in. Dia, in.

26.2 205.3 115.2 L, ft Ht, in. Dia, in.
31.2 265.3 114.4 40 278.7 147
41.2 385.3 114.3 58.5 500.2 147

10.!Ht dia MOAC {modified} 14-ft die LMSC

Upper Stage Upper Stages

Transtage Transtage
TS/OPS TS/OPS
TS/CM TS/CM
IUS
Centaur

L. ft Ht, in. Dia. in. L, ft Ht, in. Dia, in.

42.6 333.0 152.6 49.2 352.0 186
68.0 637.4 152.6 65.7 550.1 186
68.1 578.9 186

14-ft dia MDAC l6.7-ft dia MOAC

Legend:

~ Fairing Ii)::) I Payload Envelope

Figure XIII-I3 Optional Payload Fairings

XIII-12
 Longeron Fittings 8 PI
to Line Up with Standard
Transtage Mounting Interface
System Characteristics
Spacecraft ~ Modified 10.5-ft
Adapter T34D Fairing Hardpoints
- 24 Equally Spaced at a
(bottom shell
assembly removed) diameter of 98.3 in.
OPS
Ring Frames Guidance
- All Inertial
Stage II
Propellants Loaded - 59,450 Ib
Thrust - 100,470 Ib (vacuum)
Radial Load Vernier Isp - 270.0 s (vacuum)
Link Vernier Thrust - 1,790 Ib (vacuum)
-...........'c::~~~~~rn Loaded Weight - 64,440 Ib
Stage I
Propellants Loaded - 252.950 Ib
Thrust - 424,900 Ib (sea levell
- Loaded Weight - 261,850 Ib
Separation
Nuts & Stud

- Transtage Skirt
-11~.O-ft
dla
1---
Figure XIII-14
Modified to.s-f: Diameter PLFITitan Interface

90.o-ft
/~--- Oxidizer Tank

Stage I

o
/r------ Fuel Tank

Figure XIII-15 Current Titan II ICBM

XIII-I 3
 t
61.8
1.0

!
I
.rSpacecraft
Envelope
Dynamic
-*
311.4 I L
/lSLI
I ~ Spacecraft
Dynamic:
Envelope
230.7
1+-------4-- Splice Joint

T
115.6
i
I
A
(dial

i i
It
i
86.0 dia
i+
jI
PlF

Titan II
3.8
.L,
96.0dla
t 11--
-
107.3Idia)

Figure XIII-16 114.3 (dial

8-ft diameter Payload Fairing (MDAC)

120.3 (dial
~
Typical
Payload Mounting Interface

Dimension. in.
l. ft l A B c 0
15 180 112.3 112.3 79.2 84
20 240 111.7 "'1.7 78.6 144
25 300 '11,6 1'1.1 78.0 144
30 360 111.5 110.3 77.2 144
35 420 111.3 108.7 75.6 144
40 480 111.2 107.3 74.2 144

Figure XlII-17 10-ft diameter Payload Fairing

XIII-14
 PI

-.---~ · · r -t
,.,l--t--Sl.. -, SGS II
" Payload Attach
. At =44.0

, Fitting Assembly

filII'" IlIIillI~ s_,

72 in. I I

',,:I1~/
A =329.0
50.0

, I \
/
Gas Generat~r
(spin system)
Transtage
At = 1760
1
€= 40:1

I~\-

At = 2200 70.0
Separation
..I.M>--Cl--'!!I!O--<lIllpl,..I. Plane
I E= 50:1
I
, Stege 3
80 in. \ _ Booster
\ I Adapter Figure XIII-I9
, I Assembly
Improved Transtage Engine Nozzle Design

1Ji-ifi:rb
-_..----~
"--~,~--~\
SGt"
,, , \
Titan
-'---_L ..J Adapter

System Data
System Height (PI/Titan): 137 in.
Overall Diameter: 70 in.
Stege 3- Stege 4
Dry Weight 617Ib-- 3661b
Loaded Weight 5037Ib** 47731b
Engines TE·M·711·8 TE·M·711·3
Propellant TP·H·3340 TP·H·3340
Thrust (vacuum) 14,980lb 14,980lb
- Specific Impulse 294.1 s 289.3 s
Action Time 86.05 87.0s
* 8 in. Longer Nozzle on Stage 3
** Does Not Include Booster Adapter Assembly (237 Ib)

Figure XIII-I8 SGS-II System Configuration

XIII-15
APPENDIX A-PAYLOAD UESTIONNAIRE

The items listed in this payload questio 1.4.3 Equipment Deployment Constraints
representative of payload information th t must be 1.4.4 Acceleration Constraints Before
provided to accomplish required payloa integra- Deployment
tion and launch activities. Additional in ormation
-" 1.4.5 Attitude Constraints Before Deployment
may be required for specific spacecraft. he ques-
tionnaire should be completed by the pacecraft 1.5 Spacecraft Separation Parameters
contractor and validated by the spacecraf program
office. All interface requirements identi .ed in the 1.5.1 Velocity Limits
completed questionnaire will be docume ted in in- 1.5.2 Rate-of-Angular-Change Limits (pitch, yaw,
terface specifications and/ or interfac control and roll)
drawings that must be revised if mission or space- 1.5.3 Timing (multiple spacecraft release time
craft requirements change. The format nd para- delays)
graph numbers below should be followed.
1.5.4 Latitude and Limits
1.0 MISSION REQUIREMENTS 1.5.5 Longitude and Limits
1.1 Integration Schedule (required launc date) 1.5.6 Orientation and Limits (pitch, yaw, and roll
1.1.1 Level II and III Milestones axes)
1.1.2 Launch-on-Demand Requirement ( 0 day, 60 1.5.7 Separation Directions (e.g., in plane, per-
day, etc) pendicular to plane, and northerly)
1.2 Spacecraft Orbit Parameters (e.g., p rk orbit, 1.5.8 Acceleration Constraints during Deploy-
transfer orbit, and GSO) ment
1.2.1 Apogee and Limits 1.5.9 Attitude Constraints during Deployment
1.2.2 Perigee and Limits
1.6 Postseparation Launch Vehicle/Upper-Stage
1.2.3 Inclination and Limits Requirements
1.2.4 Argument of Perigee 1.6:1 Operations (e.g., complete shutdown and
1.2.5 Longitude of Ascending Node special orientation)
1.2.6 Right Ascension of Ascendin Node 1.6.2 Postseparation Maneuver Requirements
(RAAN) (e.g., time delays, separation distances be-
If Geosynchronous:
fore initiation, orientation, new-orbit identi-
fication, and minimum velocity additions)
1.2.7 Longitude Placement
1.6.3 Acceleration Constraints after Deployment
1.2.8 Longitude Drift Rate
1.6.4 Attitude Constraints after Deployment
1.2.9 RAAN Requirement
1.2.10 Longitude of Ascending Node (L N) Re- 1.7 Special Trajectory Requirements
quirement
1.7.1 Airload Limits after PLF Jettison
1.3 Launch Window Parameters
1.7.2 Free-Molecular Heating Constraints
1.3.1 Orbit Lifetime
1.7.3 Thermal Maneuvers
1.3.2 Eclipse Time Constraints
1.7.4 Spacecraft Release over Telemetry or Track-
1.3.3 Ascending Node ing Ground Stations
1.3.4 Orbit Inclination Limits versus Tim 1.7.5 Spacecraft Release in rf View of Tracking
1.3.5 Window Duration (over a year) Data Relay Satellite System (TDRSS)
1.4 Preseparation Functions 1.7.6 Telemetry Maneuvers (no. of dipouts re-
1.4.1 Equipment Deployment Identity (e.g., spa- quired)
tial envelope and cg changes) 1.7.7 Rf view of TDRSS during Orbiter Maneuv-
1.4.2 Equipment Deployment Timing (e.g., time ers
before separation and time between events) 1.7.8 Number of Equatorial Crossings

A-1
 2.0 PAYLOAD CHARACTERISTICS 2.4.2 Handling Limits [o.g., acceleration con-
2.1 Physical Envelope straints)

2.1.1 Size and Shape (e.g., dimensioned assembly 2.5 . Critical Orientation-during Checkout, Pre-
launch, and Onol'bit
drawing ground launch and deployment con-
figurations) 2.5.1 Antennas (e.g., location, direction, and
2.1.2 Coordinate System (spacecraft relative to ' beamwidth)
launch vehicle) Including Longitudinal 2.5.2 Sensors (e.g., location, look angle, and fre-
Vehicle Stations quency)
2.1.3 Kick Stage (i.e., manufacturer's designa- 2.5.3 Solar Arrays (e.g., location and size)
tion, thrust, specific impulse, burn action 2.5.4 Other Critical Elements
time, and propellant off-load limit)
2.6 Ordnance Items
2.2 Mass Properties 2.6.1 Identity Function and Hazard Classifica-
2.2.1 Weight (e.g., total, separable, and retained tion (quantity and type in accordance with
masses) Including Propellant Load of Kick AFETRM 127-1, manufacturer's part
Stage and Control Systems number, location, usage. etc)
2.2.2 Center of Gravity (e.g., cg locations about 2.6.2 Installation (i.e., when, where, and by whom
the three-reference axes of total, separable, supplied. installed, and connected)
and retained masses for launch and orbit 2.6.3 Shorting Plugs [i.e., when, where, and by
configurations) whom supplied and installed)
2.2.3 Moment of Inert.ia (e.g., inertia about the 2.6.4 Electrical Characteristics (e.g., no-fire cur-
three-reference axes of total, separable, and rent, all-fire current, bridgewire resistance,
retained masses for launch and orbit con- and pin-to-case resistance) ..... -----..
figurations) 2.6.5 Rf Susceptibility [i.e., pin-to-case, pin-to-
2.2.4 Product of Inertia (e.g., product of inertia pin, and bridgewire-to-bridgewire rf suscep-
with respect to the three-axis cg of the total, tibility and input impedance at the following
separable, and retained masses for launch frequencies: de, 243, 2300, 5000, 5700 and 9000
and orbit configurations) MHz)
2.2.5 Propellant Slosh Characteristics 2.6.6 Electrostatic Sensitivity Data
2.6.7 AKM Flight Termination Data (identify
2.3 Dynamic Model type, manufacturer's part number, location,
2.3.1 Degree-of-Freedom Table initiation method, etc]
2.3.2 Dynamic Model Coordinate System
2.7 Special Safety Items
2.3.3 Natural Frequencies to 70 Hz
2.7.1 Item Identification (e.g., cryogenics, cor-
2.3.4 Elastic Mode Matrix to 70 Hz rosive fluids, high-pressure gases, and nu-
2.3.5 Constraint Mode Matrix clear items)
2.3.6 Interface Stiffness Matrix 2.7.2 Item Characteristics (e.g., quantity, pres-
sure, and radiation levels)
2.3.7 Mass Matrices (total and interface)
2.3.8 Modal Damping Matrix 2.8 Thermal Characteristics
2.3.9 Discrete Acceleration Transformation 2.8.1 Thermal Math Model (i.e., an analytical tool
Matrices containing the thermal nodes and con-
2.3.10 Deflection and Clearance Loss Transfor- ductors; the emissivity, absorptivity, con-
mation Matrices ductivity, and resistivity characteristics;
and the thermal-node view factors of the
2.3.11 Load Transformation Matrices spacecraft)
2.4 HandlingConstraints 2.8.2 Heat Sources (i.e., identification, location,
2.4.1 Ground Transport (e.g., orientation with orientation and amount, times, and duration
respect to Earth) of heat generated)
2.8.3 Node Limits [i.e., maximum and minimum
allowable temperatures per node)
2.8.4 Sun Angle (13) and Limits
2.9 Contamination Control
2.9.1 Ground Conditions (e.g., constraints before
and after PLF installation)
2.9.2 In-Flight Conditions (e.g., during ascent tra-
jectory before and after jettisoning PLF)
2.9.3 Critical Surfaces (Le., type, size, and loca-
tion)
2.9.4 Surface Sensitivity (e.g., susceptibility to
propellants, gases, and exhaust products)
2.10 Separation System
2.10.1 Separation Mechanism (e.g., design of
fasteners, clamps, springs, lanyards, and
loose hardware and suppliers)
2.10.2 Separation Loads on Launch Vehicle (e.g.,
reactions, shock, and spinup torques)
2.10.3 Separation Rates (e.g., longitudinal, later-
al, and radial)
2.10.4 Separation Method (e.g., discrete or uplink
required)
1 Launch Vehicle/Upper Stage
2.11 Grounding Philosophy
2.11.1 Structure (e.g., use of structural grounds
and current levels)
2.11.2 Electrical Equipment (e.g., grounding
technique for black boxes and power sup-
plies)
2.11.3 Single-Point Ground (e.g., location and
related equipment)
2.12 Rf Radiation
2.12.1 Characteristics (e.g., power levels, fre-
quency, and duration)
2.12.2 Locations (e.g., location of receivers and
location of spacecraft when radiating)
2.12.3 Checkout Requirements (e.g., open-loop,
closed-loop, prelaunch, and ascent trajec-
tory)
3.0 AVE REQUIREMENTS
3.1 Mechanical Interfaces
3.1.1 Mounting Points (e.g., location, number,
size, and type of mounting hardware)
3.1.2 Mounting Alignment (e.g., rotational and
planar position requirements relative to
.local horizon)
3.1.3 Mounting Surface Characteristics (e.g.,
coplanarity and flatness)
3.1.4 Service Items (e.g., location, size and type of
commodity, lines, and special attachments)
3.1.5 Connector Details (e.g., manual, flyaway,
umbilical, or in-flight operation; and manu-
facturer's part number).
3.1.6 Commodity requirements (e.g., type, pres-
sure, flowrate, temperature, and quantity
timing).
3.2 Electrical Interfaces
3.2.1 Connector Items (i.e., location and function)
3.2.2 Connector Details (e.g., flyaway, umbilical
or in-flight operation; manufacturer's part
number; potting type; wire size; and pin
assignment)
3.2.3 Bonding Requirements (e.g., interface ma-
terials and finishes)
3.2.4 Shielding Requirements (e.g., each con-
ductor, entire connector, shield grounding,
maximum shield ground length, and shield
ground through connector)
3.3 Electrical Power-Requirements from
3.3.1 28-Vdc Control Power (i.e., current, dura-
tion, function, time, and tolerances)
3.3.2 28-Vdc Ordnance Power (i.e., current, dura-
tion, function, time, and tolerances)
3.3.3 28-Vde Instrumentation Power [i.e., current,
duration, function, time, and tolerances)
3.3.4 10-VdcInstrumentation Power (i.e., current,
duration, function, time, and tolerances)
3.3.5 Other Power Requirements
3.3.6 Overcurrent Protection Requirements
3.3.7 Number, Types, and Sequences of Discretes
3.3.8 Redundancy Requirements
3.4 Telemetry Requirements for Transmission via
Launch Vehicle/Upper Stage
3.4.1 Measurement Identities (e.g., temperature,
pressure, and switch closure)
3.4.2 Signal Characteristics [i.e., discrete bilevel,
analog, maximum response, sampling rate,
and condition represented by on-off or high-
low state).
3.4.3 Signal Conditioning Requirements (e.g., in-
put impedance, impedance circuit load
limits, overcurrent protection, and signal-
to-noise ratio)
A-3
 3.4.4 Circuit Identity (i.e., connector number, pin 4.0 AGE/FACILITYREQUIREMENTS
number, and wire size) 4.1 Spacecraft/Launch Vehicle Integration
3.4.5 Use Time (i.e., during checkout, prelaunch, 4.1.1 How Accomplished (i.e., sequence from
and in-flight)
spacecraft delivery through attachment to
launch vehicle)
3.5 Ordnance Safing/ Arming 4.1.2 Handling Equipment (e.g., description, who
3.5.1 Item Identitification [i.e., function and loca- supplies and operates, when used, and where
tion) stored)
3.5.2 Accessibility (e.g., direct access, remote cir- 4.1.3 Spacecraft Covers (e.g., description. who
cuitry, and manual or automated activation) supplies and uses, when used, and where
stored)
3.5.3 Sequence (i.e., installation and removal
times) 4.1.4 Spatial Envelopes (e.g., dimensions and
clearance requirements for containers,
3.6 Material Requirements handling equipment and payload covers;
3.6.1 Compatibility (e.g., finishes, electrolytic and work-area requirements)
aspects, and chemical) 4.1.5 Fairing Installation (i.e., desired method of
3.6.2 Outgassing [e.g., constraints on nature and PLF installation such as segment-by-
quantity of constituents) segment or as a unit)
4.1.6 Equipment Disposition (e.g., container
3.6.3 Contamination (e.g., retrometer) Con-
straints disposition, handling equipment, and space-
craft covers after the environmental shelter
3.7 Preflight Environment is closed and/or after the PLF is installed)
3.7.1 Requirements (e.g., cleanliness, tempera- 4.1.7 Support Services [i.e., services required and
ture, relative humidity, air conditioning, expected request meansl
and air impingement limits in each area from
spacecraft delivery through terminal count-
4.2 Spacecraft Checkout AG E
down)
4.2.1 Spacecraft Checkout Procedures
3.7.2 Lost Environment (i.e., effects on payload if
environmental criteria are exceeded and a 4.2.2 Use and Storage [i.e., identification and
subsequent recovery plan) locations of use and storage)
3.7.3 Monitoring and Verification Requirements 4.2.3 Installation Criteria (e.g., weight; volume;
tiedown requirements; who supplies, in-
3.8 PLF Requirements stalls, operates, and removes; when sup-
3.8.1 Heating [e.g., temperature and temperature plied, installed, used, and removed; and
change rate limits) postuse disposition)
3.8.2 Venting Characteristics (i.e., quantity, tim- 4.2.4 Compatibility (e.g., compatibility with
ing, and nature of gases vented from range safety requirements and launch vehi-
payload) cle propellants)
3.8.3 Pressure (i.e., pressure limits inside PLF) 4.2.5 Space Requirements (i.e., unusual work/op-
erating space requirements and locations)
3.8,4 Rf transmission (e.g., size, location. and
orientation of rf-transparent windows in
PLF) 4.3 Preflight Environmental Protection
3.8.5 PLF Separation (separation altitude, shock, 4.3.1 Equipment (i.e., identity, characteristics,
and acoustic limits are determined by fairing and location of required environmental pro-
and mission performance requirements) tection equipment)
3.8.6 Other PLF Constraints (e.g., special air- 4.3.2 Operation (i.e., who supplies. installs.
conditioning requirements) operates, and removes; when supplied, in-
3.8.7 Acoustic Blankets (may require further stalled, used and removed; and postuse
analysis) disposition)

A·4
 4.4 Spacecraft Access 4.9 Rf Transmission
4.4.1 Mechanical Attachment (i.e., requirements 4.9.1 Antennas (i.e., function, location, physical
for direct access from delivery through characteristics, beam width, beam direction,
spacecraft attachment to the launch vehi- and relationship to other antennas and
cle/upper stage) receivers/transmitters)
4.4.2 Before Fairing Installation (i.e., require- 4.9.2 Transmission (e.g., frequency and power)
ments for direct access after closing en- 4.9.3 Operation (e.g., nature of use and operating
vironmental shelter closure and before in- time requirements)
stalling PLF)
4.10 Monitors and Controls
4.4.3 After Fairing Installation (i.e., require-
ments for direct access after PLF is install- 4.10.1 Signals (i.e., identify monitor signals from
ed) spacecraft and/or AGE during readiness
and terminal countdown as well as time
4.5 Umbilicals signals to be monitored)
4.5.1 Identity (i.e., function and location) 4.10.2 Transmission (e.g., via payload telemetry,
launch vehicle telemetry, and landline)
4.5.2 Source (e.g., spacecraft or launch vehicle
AGE) 4.10.3 Evaluation (e.g., location of data evalua-
tion center, evaluation responsibility,
4.5.3 Support and Control (e.g., structural sup-
measurement limits, and go/no-go con-
port requirements and retraction mechan-
straints)
isms)
4.5.4 4.10.4 Launch Control Center [i.e., description
Installation (e.g., when and by whom sup'
and use of launch control center by
plied and installed)
spacecraft)
4.6 Hard Lines 4.11 Security
~
4.6.1 Mobile Service Tower (i.e., identify reo 4.11.1 Proposed Security Plan [e.g., visual barrier
quirements for service) requirements, special clearances, and
4.6.2 Umbilical Tower (i.e., identify requirements security requirements imposed on launch
for service) vehicle (L/V)]

Installation (e.g., when and by whom sup-
4.6.3
plied and installed)
4.7 Commodities
4.7.1 Identification (e.g., quantity and character-
istics of gases, propellants, and chilled
water)
4.7.2 Source (e.g., supplied by launch vehicle,
common services, orspacecraft]
4.7.3 Timing (i.e., time that commodities are reo
quired and expected transfer-time duration)
4.8 Electrical Power
4.8.1 AGE Requirements (e.g., voltage and fre-
quency limits, consumption characteristics
of power for AGE at the satellite assembly
area, satellite operations area, and launch
complex)
4.8.2 Facility Requirements (e.g., voltage and fre-
quency limits, consumption characteristics
of power for spacecraft- related facility items
at the satellite assembly area, satellite
operations area, and launch complex).
4.11.2 Identification of Special Physical Access
and Data Access Security Requirements
during All Operations
5.0 SYSTEM TESTS
5.1 Test Plan (i.e., discussion of each test that can
affect or be affected by the launch vehicle,
such as structural static test, ground vibration
survey, electromagnetic compatibility, rf in-
terference, environmental demonstration, in-
terface compatibility, installation verifica-
tion, and combined system test. Discussion
should include details of test hardware,
simulators and gauges needed, testing respon-
sibility, etc)
5.2 Test Schedule [i.e., time-based schedule show-
ing test duration and milestones)
6.0 LAUNCH OPERATIONS
6.1 Flow Chart (i.e., detailed sequence and time
span of all spacecraft-related launch site ac-
tivities, including AGE installation, facility
installation and activities, spacecraft testing,
and spacecraft servicing)

A-5

A-6
APPENDIX C- TYPICAL WORK BREAKDOWN STRUCTURE FOR A
DEFINITION PERIOD

(WBS definition phase effort) 2.4 Cost Management

1.0 SCOPE
1.1 General Considerations
1.2 Applicable Documents
1.3 Interface Requirements
1.4 Organization, Responsibilities,
ships
1.5 Data Requirements
2.0 PROGRAM MANAGEMENT
TROL
2.1 Program Management
2.2 Configuration Management
2.3 Program Schedule/Planning
2.5 Liaison and Meetings
3.0 SYSTEMS ENGINEERING AND SUPPORT
3.1 Definition Phase Engineering
3.1.1 Initial Review of Requirements
and Relation- 3.1.2 Derived Requirements Definition
3.1.3 Integration Program Requirements Tree
3.1.4 Implementation Period Requirements Docu-
AND CON- ment
3.1.5 Intersystem Requirements Review/Re-
quirements Definition Package
3.1.6 Special Studies
Management 3.1.7 Identification of Phase II Long-Lead Tasks

C-1
APPENDIX D- TYPICAL WORK BREAKDOWN STRUCTURE FOR AN
IMPLEMENTATION PERIOD

(WBSimplementation phase effort) 3.3.1.2 Additional Trajectory Simulations

1.0 SCOPE 3.3.1.3 Range Safety Data
1.1 General Considerations 3.3.2 Performance Analysis
1.2 Applicable Documents 3.3.3 Launch Window Analysis
1.3 Interface Requirements 3.3.4 Sun Incidence Angle Determination
1.4 Organization, Responsibilities, and Relation- 3.3.5 Tracking and Telemetry Compatibility
ships Analysis .
1.5 Data Requirements 3.3.6 PLF Thermal! Aerodynamic Heating Analy-
2.0 PROGRAM MANAGEMENT AND CON- ses
TROL 3.3.7 Venting Analysis
2.1 Program Management 3.3.8 Propellant Consumption Analysis
2.2 Configuration Management 3.3.9 Digital Attitude Control System Perfor-
2.3 Program Schedule/Planning Management mance Analysis

2.4 Cost Management 3.3.10 Powered-Flight Stability/Flight Controls

Analysis
2.5 Liaison and Meetings
3.3.11 RF Interference/EMC Analysis
3.0 SYSTEMS ENGINEERING AND SUPPORT 3.3.12 PLF Separation Analysis
3.1 Not Applicable (definition phase) 3.3.13 Payload Separation and Postseparation
3.2 Systems Effectiveness Analysis
3.2.1 Integration Effectiveness 3.3.14 Payload and Upper-Stage Thermal Analy-
sis
3.2.1.1 Integration Verification
3.3.15* Upper-Stage Heat Flux
3.2.1.2 Interface Compatibility
3.3.16 PLF Conditioned-Air Analysis
3.2.1.3 Verification of Payload-Peculiar
Modifications to Titan Vehicle 3.3.17 Payload Loads Analyses
3.2.2 Test Planning/Requirements 3.3.17.1 Preliminary Loads Analysis
3.2.2.1 Vehicle Measurement List Require- 3.3.17.2 Design Loads Analysis
ments 3.3.17.3 Spacecraft Modal Participatiori
3.2.2.2 Usage and Allocation Drawings 3.3.17.4 Verification Loads Analysis
3.2.2.3 Engineering Test Orders 3.3.18 Maximum Vehicle Loads and Launch Prob-
3.2.2.4 Acceptance, Checkout, Retest, and ability (placard) Analysis
Backout Criteria (ACRBC) 3.3.18.1 Loads Analysis
3.2.3* Personnel Training 3.3.18.2 Launch Vehicle Design Loads
3.2.4 Maintenance Analysis Analysis
3.2.5 Spares Provisioning Analysis 3.3.18.3 Launch Vehicle Verification
Loads Analysis
3.2.6 Reliability Analysis
3.3.19 Rattlespace Analysis
3.2.7 System Safety
3.3.19.1 Preliminary Loads Rattlespace
3.2.8 Maintainability
Analysis
3.2.9 Human Engineering
3.3.19.2 Design Loads Rattlespace
3.2.10 Special Reviews Analysis
3.3 Payload and PLF Support 3.3.19.3 Verification Loads Rattlespace
3.3.1 Trajectory Analysis Analysis
3.3.1.1 Planning Trajectory 3.3.20* Contamination Analysis

*Effort not normally required for spacecraft in-

tegration.
D-l
3.3.21* Attitude Control System Plume Impinge- a.O PROVIDE AGE/TEST SUPPORT EQUIP-
...""">,
ment Analysis MENT(TSE)
3.3.22 Mass Properties Analysis 5.1 Instrumentation System
3.3.23 PACE Software 5.1.1 Design
3.3.24 Special Studies 5.1.2 Production
3.4 Flight Software Design/V erification/V alida- 5.2 Electrical System
tion
5.2.1 Design
4.0 PROVIDE AVE 5.2.2 Production
4.1 Launch Vehicle Modifications 5.3* Structural System
4.1.1 Instrumenttion 5.4* Mechanical System
4.1.1.1 Design 5.5* Handling Equipment
4.1.1.2 Production 5.6* Work Platforms
4.1.2 Electrical 5.7 Special Test Tooling
4.1.2.1 Design 5.8* Special Test Hardware
4.1.2.2 Production
6.0 FACILITY MODIFICATION
4.1.3 Structural
6.1 Facility Design Criteria
4.1.3.1 Design
6.1.1 * Communicatons
4.1.3.2 Production
6.1.2 Electrical
4.1.4 Flight Controls
6.1.3* Structural
4.1.4.1 Design
6.1.4* Mechanical
4.1.4.2 Production
6.2 Construction Surveillance
4.1.5* Propulsion
7.0 CONDUCT OPERATIONS
4.1.6* Special Test Tooling
7.1 Integrated Tests
4.1. 7 Special Test Hardware
7.2 Launch Operations
4.2 Payload Hardware and Support
7.2.1 Vertical Integration Building
4.2.1 Instrumentation
7.2.2 Missile Assembly Building
4.2.2 Electrical
7.2.3 LC-40Tests and Operations
4.2.3* Structural 7.2.4 Payload Peculiar Operations Tasks
4.2.4* Mechanical
7.3 Mission Support
4.2.5 Special Test Tooling
7.3.1 Operations Plans
4.2.6 Special Hardware and Test
7.3.2 Range Support
4.3 PLF Hardware and Support
7.3.3 Postflight Data Analysis
4.3.1 Instrumentation
7.3.4 Mission Support Liaison
4.3.2 Electrical
7.4 Hardware Maintenance and Support
4.3.3* Structural 7.4.1 Launch Vehicle
4.3.4* Special Test Tooling
7.4.2 PLF
4.3.5* Special Hardware Tests 7.4.3* Payload
7.4.4* Support Services
.,..- "v .

*Effort not normally required for spacecraft in-

tegration.

D·2
The system integration contractor and spacecraft
contractor shall conduct load analyses and struc-
tural testing to demonstrate structural integrity.
Generally. three load cycles are.considered=-pre-
liminary, design, and verification. Spacecraft con-
tractor modal survey testing precedes the verifica-
tion load cycle, while static load tests follow the
design. load cycle. The preliminary load analyses
should be started as Boon.as possible; preferably
when a spacecraft is first being considered for flight
on a Titan vehicle. Ideally, this analysis is a phase
I, long-lead item accomplished during the defini-
tion period. The overall program flow chart (Fig. E-
1) shows load analysis tfmelinea and their relation-
ship to program milestones, for both new space-
craft designs and modifications to existing con-
figurations.
Preliminary Load Analyses-The LVIC defines,
and the spacecraft SPO approves, a preliminary set
of load factors to initially size primary structural
members in the spacecraft. Whenever possible,"
these load factors are based on data from previous
similar spacecraft. The spacecraft contractor then
computes all spacecraft modes up to 70 Hz can-
tilevered. from the boosterInterface, The dynamic
model must be approved by SU.
The following data should be provided to the LVIC
and the Titan III SPO in support of the spacecraft
dynamic model:
1) Rigid-body (6-D) inertia matrix about the
spacecraft/vehicle interface as well as discrete
mass matrices;
2) Free-free stiffness matrix including interface
degrees-of-freedom or constraint modes and
reduced stiffness to facilitate redundant inter-
face coupling;
3) Description of the model, geometry, and coor-
dinate system;
4) Mode shapes, frequencies, and estimated
structural damping in each mode based on the
rigid vehicle interface;
5) Member loads transformation;
6) Format desired by the spacecraft contractor for
the loads printout furnished by the integration
contractor;
7) Definition of critical points for spacecraft-to-
PLF clearance loss analysis.
The LVle computes the overall flight configuration
modes for the launch vehicle using appropriate
launch vehicle data and the spacecraft cantilevered
modes. The LVIC also calculates displacements,
accelerations, and internal loads at critical space-
craft stations selected by the spacecraft contractor
for critical in-flight events, usually including lift-
off. stage I burnout, stage II shutdown, and max-
imum airloads. The results of these analyses also
determine the clearance loss between the spacecraft
and the PLF.
The modal coupling techniques and loads method
usedin the analyses must be approved by the Titan
III SPO. The results should be documented and
submitted to the Titan III SPO for approval and
distribution.
Design Load Analyses- If the spacecraft structure
is significantly redesigned after the preliminary
load analyses, the spacecraft contractor will update
the cantilevered dynamic model defined in the
previous section. LVle will then compute the
overall flight configuration modes for the launch
vehicle using the updated dynamic model and ap-
propriate booster data. For all critical in-flight
events, LVIC will also calculate displacements, ac-
celerations, and internal loads at critical spacecraft
stations selected by the spacecraft contractor.
As before, modal coupling techniques and load
combinations must be approved by the Titan III
SPO. Critical conditions to be analyzed will be
selected from such discrete in-flight events as:
1) Stage 0 lift-off (prelaunch and postlaunch),
maximum airloads for critical Mach numbers
(including effects of gust, buffet, and disper-
sions), maximum axial accelerations and SRM
separation;
2) Stage I ignition and burnout;
3) Stage II ignition and shutdown;
4) Upper-stage ignition and burnout (if ap-
plicable).
This analysis will be documented in a final design
loads report and submitted to the Titan III SPO for
approval and distribution.
s-i
.- -- .-~---- -~-----
SIC
POR

E-2
iffOe:;inn (34 months typicallyl-----:----- --'_:- .;....;~-.....:..~~ --_~

to Previously Integrated Spacecraft Deoign (22 months-typical) ---------."...'---,.'-':"~----~~~...;.;~~~.:.;..;.....;..;..:..c..;-_'.:e~1

Typically
6 Months
Before
Typically . launch
18 Months
• Before
launch

Design
Results

·Static· Loads R~test May Not Be Required.

Again, the spacecraft contractor may be directed
by the spacecraft SPO to apply a load margin to the
internal loads to account for unknowns in the
spacecraft model. Using these loads, the spacecraft
contractor will perform stress analyses to deter-
mine the structural integrity of the spacecraft. If
another significant redesign of the spacecraft struc-
ture is required after the final dynamic analysis of
the spacecraft, the spacecraft cantilevered modes
will be updated by the spacecraft contractor. Such
load analyses deemed necessary by the Titan III
SPO will be reevaluated by the spacecraft contrac-
tor using these new cantilevered modes.
Verification Load Analyses-The spacecraft COn-
tractor performs such experimental tests as t-e-
quired to verify the validity of the spacecraft model
used in the design load analyses. All tests are pkr-
formed on spacecraft structure representative lof
the flight article. The test plan must be approved Py
the spacecraft SPO. The LVIC and the space diri-
sion/launch vehicle integrator (SO/LVI) are noti-
fied of the date, time, and location of all such tests
and are provided access to monitor the test pro-
gram. I computing spacecraft internal loads can be found in
Based on the experimental test data, the spacecraft
contractor provides the integration contractor with
a revised dynamic model of the spacecraft. The in-
tegration contractor then repeats selected critical
load analyses using the updated model. These
analyses are documented in a verification loads
report and submitted to the Titan III SPO for ap-
proval and distribution.
The spacecraft contractor will use the internal
loads generated from these tests to repeat stress
analyses and redetermine internal load distribu-
tions to validate spacecraft structural integrity.
The new loads will provide the basis and test levels
for static load tests of the spacecraft structure.
Following the validation program, the spacecraft
contractor conducts a static test program to demon-
strate the spacecraft structure's ability to sustain
all critical loads. These tests will be based on loads
from the verification load cycle.
A description of the required spacecraft dynamic
model data and the methodology used by LVrC in
A Generalized Coordinate Dynamic Model Data
Format, report number TOR·0078 (3451-04)-1,Space
Division (AFSD) Headquarters, October 1, 1977.
E-3
 APPENDIX F-TYPICAl SPACECRAFT AND UPPER-STAGES
THERMAL ANALYSES
(WBS paragraph 3.3.14)
Depending on program schedules and the amount
of spacecraft design support required, preliminary
thermal analyses may be performed during the
definition period. The integration contractor nor-
mally performs required prelaunch and in-flight
analyses during the initial phases of space-
craft/Titan integration. When possible, they are
based on similarities with previous Titan/ space-
craft integration programs and a previously used
flight plan. When similarities cannot be estab-
lished, or when special spacecraft requirements ex-
ist, it may be necessary to perform detailed thermal
analyses and tests. If such analyses or tests are re-
quired, the spacecraft contractor should provide
the following information:
. 1) A spacecraft thermal model consisting of
lumped nodal arrangements and capacities,
conductances between nodes, view factors be-
tween internal nodes, and radiation properties
for all node surfaces. Normally 150 nodes with
200 internal thermal conductors, both conduc-
tion and radiation, is sufficient;
2) Spacecraft drawings showing shapes and
dimensions;
3) Locations, power outputs, and time histories
for internal power generation sources;
4) Locations, weights, specific heats, and temper-
ature limits of pyrotechnic devices;
5) Allowable prelaunch and in-flight tempera-
tures for the general spacecraft area and for
specific critical components and surfaces;
6) Humidity and velocity constraints for condi-
tioned air during prelaunch operations.
Based on these preliminary data, the integration
contractor will:
1) Determine the configuration factors between
spacecraft, trusses, PLF, Transtage, and
space. These configuraton factors are used to
establish the gray-body interchange factors
(i.e., factors that account for multiple reflec-
tions) used in subsequent temperature com-
putations.
2) Evalute all external heat fluxes to external
nodes, accounting for shadowing and gray-
body effects. These external heat fluxes in-
clude aerodynamic heating, free molecular
heating, solar flux, albedo, and Earth-emitted
flux .
3) Compute temperature time-histories during
flight to determine orientation and shielding re-
quirements.
4) Perform analyses to account for variations in
lift-off times with low and high lift-off tempera-
tures to ensure temperature compliance with
orbital mechanics launch windows and to per-
turb radiation properties to give a worst-case
temperature.
A description of the preliminary spacecraft, PLF,
upper stage(s), thermal models, configuration fac-
tors, heat fluxes, and temperature histories are
submitted to SD for approval and distribution.
In addition, a separate AGE study will be initiated
using defined prelaunch constraints for the space-
craft to evaluate air-conditioning requirements in
the environmental shelter and within the PLF. Ad-
ditional provisions will be identified if the existing
systems do not meet spacecraft requirements.
F-l
APPENDIX G- TYPICAL TRAJECTORY ANALYSES
A four-part trajectory analysis is performed by the
integration contractor. This analysis covers the
planning trajectory, mission specification refer-
ence trajectory, guidance reference trajectory, and
pretest trajectory.
Planning Trajectory- A planning trajectory analy-
sis is conducted 18to 30months before launch, dur-
ing the definition period. This is an open-loop
guidance and control system, 3-degree-of-freedom,
point-mass analysis based on preliminary mission
requirements and nominal Titan performance
characteristics. A mission specification is provided
by SD for this analysis. The input data for this
analysis are compiled in a preliminary launch vehi-
cle data book that defines the mass properties and
characteristics of the propulsion system, PLF, and
spacecraft.
The results of the planning trajectory analysis are
used to:
1) Refine mission planning operations,
2) Develop a preliminary error analysis,
3) Evaluate Titan performance tradeoffs and
establish a performance baseline,
4) Provide data for Sun-angle, and tracking and
telemetry look-angle analyses,
5) Develop a preliminary sequence. of events
(discrete list),
6) Provide an initial reference for preliminary
guidance and navigation-error analyses,
7) Identify revisions required for guidance and
control equations and resultant software
changes,
8) Provide input to the spacecraft interface and
mission specifications,
9) Perform preliminary thermal and separation
analyses.
Mission Specification Reference Trajectory-This
reference trajectory analysis is performed 6 to 12
months before launch. The analysis satisfies the
specification document requirements and becomes
an official baseline for spacecraft and Titan plan-
ning. This open-loop guidance and control system,
3-degree-Qf-freedom, point-mass analysis is used
to:
1) Verify baseline guidance equations,
2) Establish or verify thermal maneuvers and
spacecraft separation analyses,
3) Provide a reference point for tracking network
and range safety studies,
4) Establish a basis for guidance error analysis,
5) Provide a nominal profile for a 6-degree-of-
freedom analysis,
6) Establish a basis for the launch window
analysis,
7) Provide a baseline for spacecraft mission plan-
ning,
8) Provide additional data for spacecraft inter-
face specifications.
Guidance Reference Trajectory-The guidance ref-
erence trajectory analysis is performed approx-
imately 45to 70days before launch. This is an open-
loop guidance and control system, 3-degree-of-
freedom, point-mass analysis that incorporates
specific performance characteristics for the par-
ticular Titan launch vehicle.
Specific characteristics include:
1) Calibrated propellant loads,
2) Propellant temperature on the launch date;
3) Actual SRM performance data;
4) Preliminary and actual weight data;
5) Tested and guaranteed data for the specific
vehicle;
6) Final mission specifications.
The results of this analysis are primarily used to
provide a basis for generating final guidance
G-l
system parameters, and to update baseline mission
performance.
Pretest Trajectory-The pretest trajectory analy-
sis is performed approximately 30to 45 days before
launch. This is a 6-degree-of-freedom analysis that
incorporates closed-loop guidance system steering
and control system stabilization. It provides the
final preflight predicted trajectory used to:
1) Make the prelaunch evaluation of vehicle per-
formance.
2) Establish performance incentives,
3) Provide final inputs to range safety,
4) Provide information for worldwide tracking
operations,
5) Establish scientific verification of guidance
system parameters,
6) Provide a basis for postflight analyses.
G-2
 GLOSSARY
A/D Analog to Digital Ctdn Countdown
ac Alternating Current cu ft Cubic Foot
ACPS Attitude Control Propulsion System
ACRBC Acceptance, Checkout, Retest, and
Backout Criteria DATS Despun Antenna Test Satellite
ACS Attitude Control System dB Decibels
AER Aerojet Engine Representative DC&R Discrepancy Check and Report
AFETR Air Force Eastern Test Range deg Degree
AFETRM Air Force Eastern Test Range dia Diameter
Manual DMS Data Management Subsystem
AFS Air Force Station DOD Department of Defense
AFWTR Air Force Western Test Range DODGE Department of Defense Gravity
AGE Aerospace Ground Equipment Experiment
ALRC Aerojet Liquid Rocket Company DSCS Defense Systems Communications
APS Accessory Power System Satellite
ATG Aerospace Test Group DSP Defense Satellite Program
AVE Aerospace Vehicle Equipment DTS Data Transmission System
AVV Automatic Vehicle Verification DTS Data Transfer

BAC Boeing Aerospace Company ~ Emissivity

BCC Booster Countdown Controller EE Environmental Enclosure
BLO Butt Line Zero EEC Extendable Exit Cone
Btry Battery EED Electroexplosive Device
Btu British Thermal Unit EI Elevation
BVIC Booster Vehicle Integration ELV Expendable Launch Vehicle
Contractor EMC Electromagnetic Compatability
BVL Butterfly Valve Lock EPOM Ethylene Propylene Oiene Monomer
BVLC Boost Vehicle Launch Conductor EPS Electrical Power Subsystem
eq Equatorial
C3 Launch Vehicle Energy ERS Environmental Research Satellite
[kmt/ seconds) ES Environmental Shelter
CAM Collision Avoidance Maneuver ESMC Eastern Space and Missile Center
CAPS Corrective Action Problem Summary
CC Control Center F Fahrenheit
CCAFS Cape Canaveral Air Force Station FCC Flight Control Computer
CCAM Contamination/Collision Avoidance FCS Flight Controls System
Maneuver fed Federal
CCPDC Command Control Power FHA Fuel Holding Area
Distribution Console fpm Feet per Minute
CCR Command Control Receiver FSCMG Flight Safety Control Monitoring
CCTV Closed-Circuit Television Group
CDP Command Data Processing ft Feet
cfm Cubic Feet per Minute FWG Facilities Working Group
cg Center of Gravity
CI Contract Item G Gravitational level of acceleration
cm Centimeter GC Guidance Computer
COS Checkout Station GCMG Guidance Control Monitor Group
CRT Cathrode Ray Tube GFP Government- Furnished Property
CSS Centaur Standard Shroud GHSE Ground Handling Service
CST Combined Systems Test Equipment
~ CSTSS Combined Systems Test Simulator GIE Ground Instrumentation Equipment
Set gm Gram

vi
GMM Guided Missile Monitor LASS Lateral Acceleration Sensing System
GMTS Guided Missile Test Set lb Pound
GN2 Gaseous Nitrogen LC Launch Controller
GN&C Guidance, Navigation, and Control LC Launch Complex
gnd Ground LCC Launch Control Center
GNS Guidance and Navigation Subsystem LCD Launch Constraints Document
gpm Gallons per Minute LEO Low-Earth Orbit
GSE Ground Support Equipment LES Lincoln Experimental Satellite
GSO Geosynchronous Orbit LH2 Liquid Hydrogen
GTC Guidance Test Controller LLSS Low-Level Sensor Shutdown System
LMSC Lockheed Missile and Space
h Hour Company
H/W Hardware LN2 Liquid Nitrogen
HDA High-Density Acid LOB Launch Operations Building
He Helium LORD Launch Operations Requirements
ht Height Document
HTPB Hydroxyl-Terminated Polybutadiene LRE Liquid Rocket Engines
Oxide LSB Launch Services Building
Hz Hertz LTD Launch Test Directives
LTWG Launch Test Working Group
Inclination Angle LVI Launch Vehicle Integrator
Specific Impulse LVIC Launch Vehicle Integration
Is~
I/ Interface Contractor
I/O Input/Output LVS Launch Vehicle System
ICBM Intercontinental Ballistic Missile
ICD Interface Control Document
IDCSP Initial Defense Communications MAB Missile Assembly Building
Satellite Project MABA Maximum Access Booster Adapter
IFS Interface Specification MARS Martin Marietta Automatic Report
IGPS Inertial Guidance Power Supply System
IGS Inertial Guidance System MDAC McDonnell Douglas Astronautics
ILC Initial Launch Capability Company
IMU Inertial Measurement Unit MDL Mission Data Load
in. Inches mg Milligrams
Instl Installation MGC Missile Guidance Computer
lOP Input/Output Panel Mgmt Management
IPS Instrumentation Power System MIS Motor Inert Storage Area
IRFNA Inhibited Red Fuming Nitric Acid MISC Mission Integration Support
IRSS Instrumentation and Range Safety Contract
System MMC Martin Marietta Corporation
ISA Inertial Sensor Assembly MOL Manned Orbiting Laboratory
ISA Interstage Adapter MRL Missile Research Laboratory
ISDS Inadvertent Separation Destruct ms Millisecond
System MST Mobile Service Tower
ISL Inside Skin Line MST/ES Mobile Service
1ST Integrated Systems Test Tower/Environmental Shelter
ITL Integrate-Transfer- Launch
IUS Inertial Upper Stage Na Sodium
IUS/SC Inertial Upper Stage/Spacecraft NASA National Aeronautics and Space
Administration
Kbd Keyboard nmi Nautical Miles
km Kilometer Nom Nominal
NPC Nitrogen Pressure Controller
L/V Launch Vehicle NRZ Nonreturn-to-zero
LAN Longitude of the Ascending Node NUS No Upper Stage

vii
 0 Oxygen RPIE Real-Property Installed Equipment
OFS Operational Flight Software RSO Range Safety Officer
~ OHA Oxidizer Holding Area
OLOP On-Line Operational Program s Second
OLSM On-Line Simulation Model S/W Software
OPS Orbital Positioning Stage SAB Satellite Assembly Building
ORD Operations Requirements Document SAFSP Secretary of the Air Force Special
Projects
P/L Payload SAMSO Space and Missile Systems
PAA Pan American Airlines Organization
PACE Programmable Aerospace Control SAMTO Space and Missile Test Organization
Equipment SAS Segment Arrival Storage Area
PAM-D Payload Assist Module-Delta SC Spacecraft
PCM Pulse Code Modulation SCC Spacecraft Countdown Controller
PIC Payload Integration Contract SCU Signal Conditioning Unit
PI Places SD Space Division
PL Payload SD/YV Space Division/Launch Base
PLF Payload Fairing Operations Program Office
PLU Propellant Load Unit SD/YUI Space Division/Systems Program
PODP Postoperational Data Processor Office for Inertial Upper Stage
ppm Parts per Million Program
PRD Program Requirements Document SD/YVX Space Division/Expendable Launch
psf Pounds per Square Foot Vehicles Program Office
psi Pounds per Square Inch SEAS Shuttle Engineering and Acquisition
psig Pounds per Square Inch-Gauge Support Office
PSR Program Support Request SFC Simulated Flight Test
PSV Pressure Sequencing Valve SFC Squib Fire Circuit
PTCMG Pulse Tracking Control Monitoring SGLS Space Ground Link Subsystem
Group SIC System Integration Contractor
PTPCS Propellant Transfer and SINC Spacecraft Integration Contractor
Pressurization Control System SIU Signal Interface Unit
PTPS Propellant Transfer Propulsion SLC Space Launch Complex
System SLY Space Launch Vehicle
pwr Power SMAB Solid Motor Assembly Building
SOP Standard Operating Procedures
Q Dynamic Pressure SPIF Shuttle Payload Integration Facility
SPO System Program Office
R Radius SRM Solid Rocket Motor
R&D Research and Development SRS Solid Rocket Storage
RAAN Right Ascension of the Ascending SSLV Standard Space Launch Vehicle
Node SSPS Second-Stage Propulsion System
RCS Reaction Control System Sta Station
REM Reaction or Rocket Engine Module Std Standard
rf Radio Frequency STS Space Transportation System
RFP Request for Proposal (Shuttle)
RGPS Radio Guidance Power System SVC Space Vehicle Contractor
RGS Radio Guidance System Syn Synchronous
RGS Rate Gyro System
RH Relative Humidity T&FS Tracking and Flight Safety
RIMU Redundant Inertial Measurement TARS Three-Axis Reference System
Unit TDMG Telemetry Data Monitor Group
RIS Receiving Inspection and Storage TDRSS Tracking and Data Relay Satellite
RMIS Remote Multiplexed Instrumentation System
System I TIU Titan Interface Unit
RMU Remote Multiplexer Unit TIm Telemetry

viii
TPS Transient Power System Vac Volts Alternating Current
TS Transtage VAFB Vandenberg Air Force Base
TS-CM Transtage Control Module VCO Voltage Control Oscillator
TSE Test Support Equipment Vdc Volts Direct Current
TT&C Telemetry, Tracking, and Command VIB Vertical Integration Building
TVC Thrust Vector Control VPDC Van Power Distribution Console

UDMH Unsymmetrical Dimethylhydrazine WBS Work Breakdown Structure

UES Uniform Environmental Shelter WECO Western Electric Company
USAF United States Air Force WL Water Line
UT Umbilical Tower WSMC Western Space and Missile Center
UTCSD United Technologies/Chemical
Systems Division {3 Launch Azimuth
UTS Ultimate Tensile Strength e Arc Length of Parking Orbit (true
anomaly)
+ Declination

ix