ENGINEERING PAPER

SPTtJRN HiSTORY DOCUMENT

University of Alabama Resea~ch Instit*

History of Science L. Technology Group

Date

---------- DOC.NO.

------c~

FLIGHT RESULTS A N D EXPLRlENCES U71TWT H E S-IV STAGE OF THE SATQRN I

P R E P A R E 5 BY:

LIJDLLl'iG ROTI-t
M I S S ! L E A N 5 S P A C E S'.'STEUS DiVlSlON S ' J A C E SVSTEMS CSNTE9 D O U G L A S A ! R C R 4 F ? C O M P A N Y . INC.

F L I G T SES9ZfS 2 i D EXPERIE:;CES r1 T Ti-?S-FJ STAGE OF ' i i SATLEZl I /T H

T i r e e y e a r s ago a t your annuctl meeting a t Xoblenz my colleague, Ifx. T. J. Gorfion, t o l d you about our plans with t h e S-IV s t a g e of t h e Saturn I system.
A t t h a t time he gave you an o u t l i n e of our ideas,

our c a l c u l a ?'his Is

t i o n s , our designs and t h e expectations w e had f o r t h e f u t u r e .

t 5 e p e r i o d o f development which every engineer loves most; because it i s

a t t h i s t h e he can l e t h i s c r e a t i v e rnind go u n r e s t r i c t e d .
we ha-re gone through t h r e e y e a r s of "blood, x ~ r m i n gsuccesses.

Since t h e n

sweat and t e a r s " aod h e a z t -

Our f i r s t t r u e space baby, t h e S-IV stage, has reached Today

narihood and has l i v e d up t o a l l of our promises and e x p e c t a t i o n s .

it i s my p l e a s u r e t o r e p o r t t o you about our xork, our e x ~ e r i e n c e s , and,

about t h e successes we have had with t h e Saturn v e h i c l e .

W a r e very proud o f t h e p r o j e c t rihich has been s o success17ul. e

It i s a

e s i g n i f i c a n t s t e p c l o s e r t o t h e :core ambitious grograms i n ?:hi& w a r e noT<engaged. I am very hsppy t o be a b l e t o show you a t t h e end o f ny

speech a most unique f i L r of t k e s e p a r a t i o n of t h e S-IV from t h e S-I; t h e separ,-.tion of t h e skroud woun8. t h e Pegasus and t h e u n f o l ~ i n go f t h e Pegzsus senso-- s a r e l s i n f i i g h t . Tnanks t o t h e g e n e r o s i t y of NASA, you
The p i c t u r e s of

i ~ r i l : p r t i c i p t e i n t h i s i n t e r e s t i n g sFace o p e r a t i o n .

t h e 2eplojmonz of t h e Pegssus were taken by t e l e v i s i o n c m e r a s nounted on t!-e S-IV and t e l e n e t e r e d t o t h e ground s t a t i o n a t Antigua.

2.

DESCIIIPTIO:; O F STAGE

For t h e b e n e f i t o f t h e p o p l e wr?o d i d not hear rlr.. Cc:.dcnts paser, permit fie t o r e p e a t a few g e n e r a l renarks about t h e S a t u r : ~I Froqra~i. The present Saturn f z x i l y o f b i g scace b c o s t e r s consist:: of t h r e e d i s t i n c t configurations (Fig. 1 ) : t h e Satnrn I, t h e Saturn I 3 and t h e Saturn V. The Saturn I

c o n s i s t s o f t h e f i r s t s t a e e S - I and +,he second st%ze S-I71 (3'ig. 2 ) .

Orig-

i n a l l y pianaed ris a c;z50r space booster, i t i s now being used f o r providing f l i g h t daza t o study a d v e r i f y design concepts and subsystem f o r t h e

! ? Saturn I and Saturn V; of p r t i c u l z r b - p r t a n c e was t h e researc!l and developEent of t h e l i q u i d hydrogen

(m2) and

l i q u i d oxygen

(LOX) s y s t e m .

The

progress of t 3 e prograT was s o succ ?srr'ui t h a t it -.,as p s s i b l e t o use t h e l a s t t h r e e t e s t v e 3 i c l e s f o r c a r r y i n g s r z c e e x y e r i i e n t s , i n t h i s g z e t i c u l a r case, t h e Pegasus e x p e r b e n t . The S a t r r n I 3 c o n s i s t s of t k e f i r s t s t a g e S-IB and t h e second s t z g e S-IVB.

3).

The Saturn IB mission i s b a s i c a l l y t o i n j e c t a s i x t e e n ton payload The s p e c i d and primary mission i s t o launch t h e t h r e e V i t a l information w i l l be gathered with Sav-

i n t o earth o r b i t .

~rirneciApollo s p a c e c r a f t i n t o o r b i t .

t h e s e P . p l l o launckings before t h e f i n a l a t t a c k on t h e noon i s s t a r t e d .

ing of t i m e and c o s t s were achieved with t h e i n s e r t i o n of t h e Seturn I B i t l t o t h e Frogran. I n addition, a very capable and v e r s a t i l e booster system f o r

g e n e r a l use was e s t a b l i s h e d . The Saturn V b o o s t e r ( ~ i 4), . t h e f i n a l o p e r a t i o n a l Acollo -2ooster, c o n s i s t s ~ or" t h e S-IC, t h e S - I 1 znd t h e S-ITB.

It i s developed p r k 2 - r i l y t o c a r r y t h e

A ~ i l o~acecrsft s on i t s l u n w mission.

It w i l l be r;ke n o s t p7t;eyful booster

i n t h e Wesizer~lk-orld f o r z long t h e t o cone.

SATURN FAMILY

PAYLOAD (CONF B )

SATURN 1 (BLOCK II)

SATURN IB (2 STAGE)

SATURN IB (3 STAGE)

SATURN V

SATURN I

SABU W N I B

SATURN OB

These i n t r o d u c t o r y rexarks shocli? give you a good f e e l i n g o f t h e place t h e h Saturn fa~lfr s i n t h e A p l l o 5rogra.n. 5 e f o r e I ?resent t'ne e x p e r i e ~ c e s have gathered -A+,!! h e S-TJ, we t iTtrocF~ceyou t o sone o f t h e d e t a i l s o f t h e S-I7 design.

l e t ne

This s l i d e (Fig.

5)

shows you a p i c t l ~ r e f t h e s t a g e ai%er coapletion and ready t o be n a t e d t o o the f i r s t stage.

rile next p i c t u r e ( ~ i g . ) shows you t h e i n t e r n a l arrange6

ments s t a r t i n g with t h e c o n t a i n e r s which a t t h e same time se-rve a s t h e o u t e r wzlls. The engine systems a r e enclosed by a shroud, a ~ d ,t h e forward s k i r t The v i t a l

serves a s connecting f r a n e f o r t h e instrument u n i t and payload. s t a t i s t i c s of t h e S-IV a r e sho>;n i n F i g . 7 .

The b a s i c element of t h e S-IV s t r u c t u r e i s t h e container assembly ( F i g . 8 ) . To save weight and v o l m e , t h e U1

2

and L : tanks a r e a s i n g l e u n i t , separated O:

by a coxm,on bulkhead which a l s o serves a s an i n s u l a t i o n b a r r i e r between t h e two g r o p e l l a n t s . This i s necesssry t o avoid t h e s o l i d i f i c a t i o n of LOX vrhich
2'

w o ~ l d c c u ~i f t h e bulkhead rezckes t h e temperature o f t h e L o Y

To s t a b i l i z e

t h e container w a l l a g a i n s t compressive loads caused by l o n g i t u d i n a l loads and bcnding ncments, i n t e r n a l s t i f f e n e r s i n a weffle p a t t e r n a r e used. The

which connects t o t h e a f t bulkhead of engines a r e mounted t o a t h r u s t f r ~ z e

t h e LOX c o n t a i n e r .

The a f t s k i r t aad t h e a f t l n t e r s t a g e not only p r o t e c t

t h e engine assem%ly-, b u t a l s o c a r r y t h e loads 'so t h e i n t e r f a c e with t h e f i r s t stage. The a f t i n t e r s t a g e contains blo1:-out pmels f o r r e l i e f of t h e c h i l l -

c?om gases.

The c c n i c a l fcrwar3 i n t e r s t z g e connects t h e i n s t r a ~ e n t n i t with u

t h e s t a g e 23d c a r r i e s t h e ~ a y i o s d . Bonde3 al.u-7linum honeycomb i s beirig used f o r s k i r t s and i n t e r s t a g e s .

I a l s o :.;ant t o mention t h e h e a t s h i e l d which r o t e c t s

t h e forwird a r e a from h e a t o f t k e er:gine exhaust.

S-IV STAGE PRODUCTION

S-IV STAGE CUTAWAY

V STAGE V TAB. STAT GN VALUES

a

OVERALL LENGTH OVERALL DIAMETER

0

41.0 FT. 18.3 FT.

LH2 TANK-VOLUME LOX TAN K-VO LUME DRY WEIGHT

4300 CU. FT. 1300 CU. FT. 14,000 LBS. 140,000 LBS. 90,000 LBS. 490 SEC.

a 7 rn

FORWARD SKI R T LENGTH DIAMETER TANK SECTIONS LENGTH D! AME T R E 130 IN. 154 IN. LOX 126 IN. 200 IN.

TAKE-OFF WEIGHT THRUST

LH2 260 IN. 220 IN.

I
I

BURN TIME

SATURN S- V STAGE INBOARD PROF

L!Q QXY.7
( 4 ) ULLAGE ROCKETS

f - AFT BULKHEAD HEAT

(2) RETRO-ROCKETS

'""'"7

w
COMMONJ BULKHEAD

/-

AFT END VIEW

ENGINES
SEPARATION PLANE

Tp-e p r o p l s i o n sjrsten; o f t h e S-TJ u s e s s i x W a t t Zc h i i t n e y kLlCA-3 rocket engices ( ~ i 9 ) . Each engine develops 15,000 ~ o u n d so f thxist a t a l t i t u d e . ~

{ The p r o p e l l a n t s a r e U
restarted.

ar?d LOX.

The gb.bal m n t e c i engines a r e not t o be

This f e a t u r e xi11 he u s e 3 only i n t h e second generetion o f t h e The t:nLzst cha?l'cer i s o f t u b u l a r c o n s t r u c t i o n 'vrith

S-TV stages, t h e S - I V ~ / Y .
r e g e n e r a t i v e cooling.

Xeliun i s used a s ~ r e s s u r a n tf o r t ? e opjgen container The hydrcgen pump 2nd t'ile oxygen ~

and t h e c o n t r o l devices.

u a ~e energize4 r p

by a hydrogen-driven t u r b i n e .

It i s i s t e r e s t i n g t o note t h a t t h e engines a r e

designed f o r operation a t high a l t i t u d e s and had t o be t e s t e d a t s i m l a t e d a l t i t u d e s of b0,000 t o 60,000 f e e t . 'i"nis r e q u i r e d i n s t a l l a t i o n of d i f f u s e r The e l e c t r i c a l system or' t h e

m d exhaust ducts f o r a l l hot s t a t i c f i r i n g s .

S-TV provides AC and DC FoTi:er t o t h e s t a g e through f o u r s e > a r a t e b a t t e r i e s .

Two 28 v o l t 15 A b a t t e r i e s and two !

2 v o l t 5 A b z t t e r i e s &re being used. 8 Y

hydroxide : e e s e l e c t e d a s tile e l e c t r o 7 y t e s . :r Z i n c - s i l v e r oxide a d ~ t a s s i u m The b a t t e r i e s a r e s e a l e d and t h e r r ? o s t e t i c a l l y c o n t r o l l e d . Guidance i n p u t s f o r t k e s t a g e a r e received f r o n t'fie Instr3mer.t Unit corn~uter through a hard-dire t r u n k l i n e t o t h e s t z g e s e l e c t o r switch (l?ig. Each engine i s g i ~ b a l l e d j t 30 hydraulic a c t u a t o r s ir. a b _oosition r e t e i s i 5 degrees/second. Peak e ~ g i n e To o b t a i n
, ~ L ? X ~ ~ Li g ' r t fl T

10).

degree p a t t e r n .

px-fornance,

it :.res e s s e n t i a l xo zrovide e system

!Illis system uses capacitance Tiass
A yropll:mt u t i l i -

f o r p r o ~ e l l a n tioading m3.d e p l e t i o n .

sensing >robes f c r both t h e 0-xyger. end 'i+rdrogen tanks.

z a t i o n e l e c t r o n i c s a s s e ~ b l y e c e i v e s t h e xess prcbe o u t y ~ t s r 2nd t a i l o r s t h e o x i d i z e r c o n s u ~ y t i o :or' t h e engines t'nrougll t h e rilicure r a t i o c o n t r o l v , ~ l - ~ ~ e . ~

In t h i s r m n e r , t h e c r o ~ l l a n t s xre d e ~ ~ l . e t . e d l e s s than 3.5 percent of t i i e to

i n i t i a l loading.

OMTROL FORWARD

The S-FI t e l e z e t r y systen nees'ures, gathers, arid trsans~iitsf l i g h t Fnstrunentation data. Acceleraticn, force, notion, pressure, s t r a i n , temperature,

v i b r a t i o n and t h e w e n t functions, etc., stations. ?: ,o

a r e p a r a ~ e t e r ss e n t t o t h e ground

b a s i c types of t e l e ~ e t r y r e used a

R.:/F!~ and ?~I.!/FI~:/FI.I. The f l i g h t

Tflree d i f f e r e n t systexi t r k r s x i t awroxina.te1.y ~ G G z t a chancels. d

d a t a system i s a u p e n t e d f o r gromd t e s t i n g by additional h a r & ~ ~ i neasurere merits. Total s t a t i c f i r i n g i n s t m ~ e n t a t i o napprcaches 1,000 charnels.

The hy&aulic systen provides engine gimballing f o r stage a t t i t u d e control. Rajor compnents of t h e hydrzulfc s y s t e i ~ r e an engine-driven hydraulic a px-np, ~ o t o r - d r i v e na u x i l i a r y hydraulic f o r each engine. pu-p, and two actuator assemblies

Tlie efigine-driven pmp operates a t 3,450 ~ s and i s i Tne a u x i l i a r y rprp ogerates a t

driven o f f t h e turbopmp accessory drive.

engines during checkout and t o charge 2,950 psi, a d i s use.? t o g i ~ b a l

zhe hyrhaulic a c c w l a t o r p r i o r t o l i f t o f f .
l i n e a r , double-acting,

The engice actuators a r e

equal-piston-displacenent unit s

iiiow l e t ne

resent

some of t h e sr;er-ial developnent t a s k s w had t o p r e

for= since they represent t h e t b ~ i c a l t e p ~ i n gstones f o r f u t u r ? develops ments.

In t h e s t r u c t u r a l f i e l d , one of t h e biggest challenges jras t h e

design of an i n t e g r a t e d contiliner f o r LOX & ~ d LCp ( E g . 11).

'rle not ori1y

had t o d e a l wizh a tempereture of -253 C ( t 5 e t o i l i r g

saint for hyjrcgen)

end i t s n f f e c t on rraterials, but a l s o ;,rith t h e t e x ~ e r a t u r ed i l f e r e n t i a l bet-,t7een-253 C and -183 C ( t h e b o i l i n g p i n t of oxygen) md t k e difi'erence between t t e s e t e n ~ ~ e r a t u ~ e s t h e a b i e n t t e n p r z s u r e m d i.;: Ln.fl.>ence end
0 0

S-IVB STAGE PROPELLANT TANK TEMPERATURES AT FIRST STAGE BURNOUT

on t h e b o i l o f f r a t e s .

2014 T-6 ~ ~ U Y L E ~ J - Qs e l e c t e 3 a s t h e m i t e r i a l :q2s

beczuse o f i t s good perfornance a t lo.,i t e n ~ e r a t u r e s , and, because o f our fa~Llixity iritli t h i s ~ ~ t e r i ia l e a r l i e r ~ r o ; e c t s l i k e t h e Thor. n W also e

had extensive experience x i t h LCX from t h e develop-ent o f b a l l i s t i c missiles. There we Lad lezrned t o h v l d l e t h e cryogenic Liquid ivithout

s p e c i a l i n s u l a t i o n y e t keep t h e b o i l o f f l o s s e s withir, 2cceptsble limits. With I.B2 e n t e r i n g t h e p l c t u r e a c m p l e t e l y new envirom-ent has e s t z b l i s h e d . Boilof f r a t e s tiithout i n s d a t i o n becane unacceptably high.
A very

i n t e r e s t i n g study o f t h e a i i v a n t q e s and disadvantages o f i n t e r n a l o r e x t e r n a l i n s u l a t i o n had t o be conducted. The 7_eroblen was s o complex t h a t

t h e i n d i v i d u a l n i s s i o n of a p a t i c u l a r s t a g e became t h e c r i t e r i o n f o r t h e se?,ection. Tnis was dezonstrated very v i v i d l y by choosing e x t e r n a l insuOf

L e t i o l f o r t h e S - I 1 and i n t e r n a l i n s u l a t i o n f o r t h e S-TV ( ~ i 1~ ) . 2

i n t e r e s t i s that, t h e i n s ~ d a t i o nc o n s i s t s of 1/2 t o 3 / L of an inch of p l y urethane foam wiiich i s i n form o f t i l e s glued t o t h e iriner w a l l of t h e hydrogen container.
A l z y e r o f l i k e r g l a s s c l o t h prevents t h e f u e l frcrn seeging i n t o t h e

f o ~ ? . Some of t h e b e n e f i t s of' t h e i n t e r i o r i n s u l a t i o n a r e :

more c o n t i n ~ o u s

insuls.tion ( l e s s h e a t l e a k s ) , bonding m a t e r i a l t e ~ y e r a t u r ec l o s e r t o nornal; lower hy5rogen l o s s during ckiildo-,,?I of tile container i.:bich i s , f o r t h e S-TV, only l/&f t h e slnount a s zeeded f o r t h e e x t e r i o r i n s u l z t i o n ( ~ ~ ~ r o x i . . : a t e l y o one t a ~ k i l l i n g ) ; l e s s c!:ange f f o r d z x g e during handling, e t c . There are

obviously some disadvantages connected with i n t e r i o r i n s u l a t i o n such a s contzv5nation of t h e f i e 1 by c h i ~ z e di n s u l a t i o n , no? using t h e increased a z k e r i a l g e r f o r z ~ r i c ea t lo;.;er t e x ~ ~ e r a t u r ee, t c . One of t h e 3 a j o r prablems

in the develogx?nt of such l a r g e l i g h t weight c o n t a i n e r s i s i n t h e s i z e

itself, &:ore Lngenuity was req7-1ired i n designing t 5 e f'ixtures an3 t o o l s As an exan2ieJ

for ~ a u f e c t u r i n g than Tor t h e design of t h e t ~ n kt s e l L ' . i

m t i q g of t'ne c y l i n d r i c a l s h e l l t o t h e d o ~ e s could be done only i n t h e v e r t i c a l position. The accuracy of t h e s e high s t r e s s e d structiuxes had t o

be very exact t o 2void l o c a l s t r e s s r i s e r . Eecause o f t h e low d e n s i t y o f t h e tydrogen/oxygen p r o ~ e l l a n tc o ~ b i n a t i o n ,

a r_ininm-volurne tank arrangezent i s necessary t o reduce tine t a n k weight.

A c y l i n d r i c a l t a n k with hemispherical dones was s e l e c t e d a s t h e n o s t

e f f i c i e n t arrangexent. (I?ig. 13) :.ihich,

This r e q u i r e d development o f a coTrmon bulkheail

f o r ease of manufacturing and tooling, was t h e sane shape

as t h e f ~ r ~ i a mdd a f t d o ~ e s . Tnis hemispherical segment, of alurninum r

hoceyconib s a n & ~ i c hconstruct'on, s e p a r a t e s t h e oxygen and hydrogen.
The

f i b e r g l a s s hexagonal honeycod i s bonded t o t h e 2014 T-6 aluminum f a c e .

The

design i s conservztive and provides s u f f i c i e n t bending s t i f f n e s s t o accon;.lodate f u l l r e v e r s e p r e s s u r e f o r t h e condition of f i l l 1 hydrogen t m k p r e s s u r e and a vented oxygen tank. during p r o p e i l a n t loading. Large thermal s t r e s s e s m s t a l s o be accormodated Close-tolerance f a b r i c a t i o n techniques were

develop?d which p r d u c e d a s o g h i s t i c a t e d s t r u c t u r a l configuration u i t h higk r e l i e 3 i l i t y . The only l a r g e s t r u c t u r e d i r e c t l y e x p s e d t o l i q u i d Over 400 f e e t of welding i s r e q u i r e d on

hycLrogen i s t h e comnon bulkhead. t h e buikhead. E:;tremely

high q u a l i t y c o n t r o l measures were required, and, The bulKcead hes ~erl"orn.ed s a t i s -

t o a l a r g e Cegrce, had t o be developed.

f a c t o r i l y in a l l of i t s f l i g h t exyerinents. The ckoice t o u s e bonded al:~micw~ koneyconb d i d no5 t u r n out t o b e t h e 3 e s t one. The combination of n o i s e frequencies f r o 3 t h e ecgines a d

therclal s t r e s s e s c a w e d frequent debonding. t h e f l i g h t yererfor~ancelwa.s exrerienced.

B J no i n t e r f e r e n c e with ~

BONDING OF COMMON BULKHEAD

I have shoi;n

ir,

zj7 i r s t ~ ; i c t ~ u zt~ e t t h e S - N and S-T?3 a r e alxays the f hs

las; powered s t q e s and, a s such, have t h e s m e trede-off f a c t o r s a s t h e ~ a y l o a d . P r o ~ e l i a n tloading a d c r o p l l a n t insulation becomes, therefore, accon-r,lishr,e~t. D c u g l ~ shas d e v e l o ~ e da a decisive f e c t o r f o r r l i s s i ~ n P r o r e l l a n t U t i l i z a t i o n (PU) systerr. ( ~ i g . 14) f o r cryogenic l i q u i d s which has Sroven accuracies of b e t t e r than 0.5$.
The systen uses nass-sensing i n

t h e Ycrm of c a p e i t a n c e sensors, and, an onboard c o z p t e r f o r control.

c a l i b r a t i o n systen was develosed, :+rhich insures t'ne required accuracies f o r loa,iing as w e l l as c o n s c ~ p t i o ncontrol. Proble,m i n t h e feeding system

of t h e hydxxogen which were e x ~ e r i e n c e dduring t k e Centaur developrent ;.rere overcoze by using vacuun jacketed l i n e s but s t i l l t h e problem of s t r a t i f i c a t i o n had t o be solved. S t r a t i f i c a t i o n =ems t h a t t h e texperature of t h e To avoid pump

Ihi2 i s not uniform but riarmer and colder l a y e r s e x i s t .

c z v i t a t i o n arid o t h e r d i f f i c u l t i e s , a s t e p pressurization system i s used a t

ul

interne3iate ~ o i n t n f l i g h t . i

hd Jxot5er >ro-DlerI, t h e Pogo e f f e c t , which p l ~ ~ te e Thor and Titan project was ?lot experienced i n t h e S a t ~ r n f l i g h t s . I
Orle najor p r ~ t ~ l e r n zrose, :.&en it became obvious during t h e engine de-relop-

ment t h a t a t3n-ust of 20,000 pc7~1ds per w i n e (80,000 f o r ?L engines) ccdld not 5 e achieved. Sorle chmges i n t'ke cayload nade it a l s o aclvisa3le

t o increase t h e t o t a l th-mst t o 90,000 pounds u d t h e r e f o r e 6 e ~ g i n e s had

t o be used.

P s Far back as i n t h e Viking vld t h e C o r p r a l devcloprrent i n th-. l a t e

LO'S

we had euserienced d i f f i c u l t i e s 35th base he.:ting.

F i e c l a s t e r e d engines

of tl-e S-IV s t ~ 4 e were e x g e c ~ e j t o c r e a t e tine s a r e rzoblens d7ue t o tile .

SATURN S- \I PROPELLANT UT

ON SYSTEM

LOADING 2% TELEMETRY

i n t e r a c t i o n of t h e engine exhaust plumes a t high a l t i t u d e s .

Extensive

t h e o r e t i c a l c a l c u l a t i o n s and model t e s t s were conducted and f i n a l l y a heat ~ . s h i e l d develo-pea which solved t'ce problem ( ~ i 15).

In general

it, can be s t a t e d that, our very thorough Deve1ope.n.t an6 @al/

Test Frogra? has ninimized a c t u a l f l i g h t problem.

4.

DEVEMF?~~TT Q.VAL/TEST STATISTICS ND S

I believe it w i l l be of i n t e r e s t t o you t o u n d e r s t ~ ~ h e scope accl t h e td e f f o r t necessary t o develop a l a r g e r e l i a b l e booster, md, I sb-all put emphasis on t h e work " r e l i a b l e . " Xost e q u i p e n t used i n a rocket can

be increased i n r e l i a b i l i t y by using redundancy. Obviously t h i s i s out of t h e question f o r t h e l a r g e subsystems, but s t i l l i n t h e S-IV we have some measure of increased r e l i a b i l i t y i n t h e c l u s t e r of s i x e n g i ~ e s . Basically t h e approach t o high r e l i a 3 i l i t y i s t o use a very strong Progrm ( r i g . 16). d e t a i l e d aid iiell-exercised devel-opzent and &urzl/~est As t h e nave implies, a developen'; t e s t i s used t o prove t h e b a s i c design of

corrFonents/sub-assenblies

or t o determine improved ~erformancef o r r e l i After t h i s ~ h a s ei s conclLuded,

a b i l i t y , whichever i s t h e more desired.

t h e co",paents/sub-assemblies go t:hrough a q u a l i f i c a t i o n t e s t before production brawings and s,-ecificat5ons a r e f i n a l i z e d ar,d released t o rmufazturing. !?%is develo-men'; and & u a l / ~ e s zF r o g r m consL,itutes actuzlly.

a largo - p r t i o n of t h e e f f o r t s of t h e o v e r a l l d e v e l o ~ . e r ; tgrografi. Let rie give you an e x a ~ p i e skoxing you t h e s t z x i s t i c s of t h e S - N by (3'ig. 17). Zooking a t these f i g u r e s it becones obvlous rihy our s p c e

p:-~gri.~s r e so conplex and c o s t l y i n both money a d the. a

For exasley

BASE REGION FLOW F

S-IV COMPONENT TESTING CATEGORIES

RESEARCH

- TO IDENTIFY NEW MATERIALS OR PROCESSES -

DESIGN DEVELOPMENT ADVANCED COMPONENTS, CONFIGURATIONS, OR, CONCEPTS

QUALIFICATION TESTING

- VERl FY OPERATION OF PRODUCTION COMPONENTS

IN SIMULATED FLIGHT ENVIRONMENTS

RELIABILITY VERIFICATION

- STATISTICAL SAMPLING TO VERl FY PERFORMANCE

ADEQUACY

PRODUCTION ACCEPTANCE - VERIFYING ACCEPTABILITY FOR END ITEM USE

FORMAL QUALIFICATION

- EXTENSIVE PRODUCTiON COMPONENTS TESTING TO

DETERMINE MANUFACTURING REPRODUCIBILITY

S-IV DEVELOPMENT AND QUALlFlCAT TEST PROGRAM

NUMBER TOTAL NUMBER OF DEVELOPMENT TESTS

180

HOURS

TOTAL NUMBER OF QUALIFICATION TESTS

TOTAL TEST PROGRAM

look a t t h e number of t e s t s involved.

W have t o a s s m e t k a t a certairl e

~ e r c e n t a g e , maybe 50$ or rtore, w i l l not succeed during t h e f i r s t t e s t and e ?my w e l l have t o go through a s e r i e s of t e s t s before w can be assured t h a t t h e production i t e m 1ci.11 operate as designed. such c a r e f i l investigations zrld :roof One can a g u e t h a t s i n c e

had not been p r f o m ~ e c i with e a r l i e r One irnnprtant reason i s t h a t

r A s s i l e s and vehicles, why do w do i t now? e

our l a r g e space boosters and t h e i r p y l o a d s represent a much l a r g e r e f r o r t than ever before. That means a f a i l u r e i s not only f i n a n c i a l u , but a l s o You h o w t h a t w have f o r many of our mise

tim*wise, a much heavier l o s s .

s i l e s a very l i m i t e d time i n which t o launch i n order t o conplete t h e mission successfully. One m i s f i r e might s e t us back one o r more years.

It i s f o r these reasons t h a t we e r e conp2lled t o increase t h e requirements f o r r e l i a b i l i t y more and more. Tr'my p o p l e have ar,gued d3uiag t h e l a s t but look

decade t h a t we a r e holding o f f progress with our s t r i c t delr.pmds, a t the results.

The ~ h o r / D e l t amissile, which i s being b u i l t by c y coz~pany,

t h e Douglas ALrcraft Conparv, has r e c e n t l y prfcrmed t h e 321d consecutive laimc:? without a f a i l u r e . has launched The Saturn I i n a q u i t e spectacular perfornance,

9 vehicles

with 9 successes ( 5 of these vehicles were launched

~ 5 t hh e Do-alas S-FJ stage), and we hope we can f i n i s h t 3 e progrvn next t

lrontn with another successf'ul l a s t lauqciling. design and a superior t e s t program. Tnese a r e tine r e s u l t s of a good

It rnxight be of ir-terest t o look a t some

d e t a i l e d f i g a r e s ( ~ i 18). Conparing, f o r exi!,m,ple, t h e nun'aer of t e s t s con~ . nected k%th t h e d i f f e r e n t subsystems. devslopent :prticular

It i s t o some degree a mirror of t h e

problens we had; but it a l s c indicates t h e c o l ~ ~ l e x i t y t h e of subsystens. Outstan3ing exm~=,les zi-e t h e e l e a t r i c a l cornpnents

and subsysteras ~L:nosec i e ~ e l o ~ e required nt

4: ~

of a l l t e s t s .

Experience has

V DEVELOPMENT AND
ON TEST PROGRAM

ELECTRICAL

40 %

PROPULSION

30 %

MECHANICAL

I8 %

STRUCTURAL

12 %

TOTAL PROGRAM 100 %

shown t h a t nost of t h e problems occurring auring a c t u a l operation =e nected with e l e c t r i c a l f a i l u r e s .

con-

A very important aspect of t h e Frogrun

i s t h e involvenent of a v e q l a r g e nuqber of vendors, a l l of whom had t o understand tlle philosopiiy of zerfection and r e l i a b i l i t y %fnichhad 20 be applied t o our p r o j e c t . To give you a f e e l i n g of t h e extent of ,w-rticipa-

e t l o n , l e t m ent ti on t h a t we engaged a force of 2200 vendors who supplied a ~ p r o x i m a t e l y76% of t h e 72,OC.O compnents the S-IV c o n s i s t s o f . Included

i n t h i s figure, naturally, i s t h e engine supplier, even though they delivered t h e engines through t h e Government t o us. The vendors p a r t i c i p a t e d a l s o in Of t h e 715 t e s t s performed, most

t h e ~ a l / ~ e Program but t o a l e s s e r degree. s t

528 were conducted by G a g i a s zzd 187 or 26% by t h e vendor.

60$ of

a a l l ~ u a l / l e s t i n f~ i l e d during t'ne f i r s t t e s t and a s t i l l sizeable n a ~ b e r had t o be perforned repeatedly.

5.

FLI,3I;T TEST RESULTS As you h.or.r,

t h e i n s t a l l a t i o n s f o r iaunching such g i a n t space boosters have carem

t o be, by necessity, l h i t e d i n nunbers; and require, therefore,

sche&uling. This s c h e e ~ l e s f t r r l y f i x e d e a r l y i n t'ne developent, stages i of such a vehicle. Since these vehicles require e d e t a i l e d checkout a t t h e

f a c t o r y and, again st t h e t e s t s i t e where they a r e zcceptance f i r e d f o r t h e f u l l duratior?, Development and Qualification Testing has t o s t a r t my nonths before t h e f l i g h t . Tne f l i g h t t e s t i t s e l f i s t h e f i n a l proof t h a t everything and t h a t +,he b a s i c f k e tines

had been done within t h e lii-xits given by t h e desiser design i t s e l f was c o r r e c t .

W have f l i g h t t e s t e d tyke S-IV st-e e

now zz?d have had f i v e Fa11 successes.

Here are some of t h e r z s u l t s .

Trernendo~s mLounts of r:easurexents ground a s shown in F i g x e 19.

a r e conducted x ~ d tele:?etered t o t h e
r,

iiow l e t ne give you

condensed rundo'm

of t h e r e s u l t s c f t h e d i f f e r e n t f l i g h t s (F'ig. 20).

O 29 J m u q 1564, n

t h e f i r s t Saturn vehicle (SA-5) stage, uFan corpletior, of a n o f i n a l f i r s t stage f l i g h t , indectecl r,pproxinatelj 38,000 ~ o m c ? s n t o o r b i t . i This

mass consisted of t h e S-IV stage, Instrument Unit, and a b a l l a s t e d Supcter nose cone ~ay1oa.l. The prescribed e l l i p t i c a l o r b i t of a 1L2 n a u t i c a l mtle perigee a r ~ d 416 n a u t i c a l mile a p g e e was achieved. a S - N t e s r objec-

t i v e s inciuded d e ~ o n s t r r t i o nof t h e s t a r t and full-duration S~wningof the stage proljulsion s y s t e i t o pro-cellant depletion, str;ic t u r a l i n t e g r i t y of both f l i g h t stzges, a d pro,ro-,e.ro p r a t i o n of the e l e c t r i c a l , d a t a acquisition, hydraulic, and f l i g h t c o n t r o l systems. I midance systern. ioop. SA-5 was t h e T i r s t f l i g h t t e s t of t h e

Hoirever, t h e path adaptive g ~ i d u l c e ;?as flovtn open-

Engine cerfornr,r,ce was s l i g i - t l y lower than ~ r e d i c t e d . The propellant

u t i l i z a t i o n systen s e r f o r ~ , e di t s f'unc%ions exceedingly well, r e s u l t i n g i n a

prc_oellant u t i l i z a t i o n of

99.$

~ e r c e n tof zredicted depletion.

Cxe f l i g h t

anoraly was t k e debor2ing of an e f t i n t e r s t a g e p n e l observed t o occur subsequent t o s t % e separrtion.

On

28 Xay 1$L,

t h e second S e t ~ r i vehicle (SA-6) r d t h a l i v e S-IV stage was l Tie S-IV-6 stage, together w%th t h e Inst-ruTent Unit

successfully flohm.

a d a b a l l a s t e d A p l l o b o i l e r p l a t e pzyload, 'r;as i n j e c t e d i n t o Tile prescribed orbir, 1m:th a 99 n a u t i c z l n i l e perigee and 129 n a u t i c z l ~ d l e acogee. S-IV burn-

t t e s t obfectives incluried denonstration of tine s t ~ r &n&full-&ration

systen co~~:a:?<e3 ci~toff'. 5ng of t k e s k g e p r o ~ u l s i o nsystem t o a g ~ i d m c e

-12e

s t r u c t u r a l i n t e g r i t y of both f l i g h t stsges, she groper operation of t h e

e l e c t r o n i c and 53ta a c z u i s i t i o n s y s t e m , as >;ell as t'ne hybaulic,

a d

GHT MEASUREMENTS

PARTIAL SUCCESS

FA1LED

% SUCCESSFUL

GHT TEST SUMMARY

STAGE

STAGE THRUST % STAGE I S P %

x 3

STAGE TOTAL IMPULSE % ENGINE BURN TIME % PROPELLANT UTILI ZATI O N % T/M DATA RETRIEVAL % INJECTION VELOCI TY % ORBITAL PERIOD % ORBITAL LIFE % (DAYS)

m
h)

f l i g h t c o n t r o l s y s t e m were a l s o p s i of t h e t e s t 0b:ectives; t h e t e s t i n g of t h e A:p110 j e t t l s o n escape system.

i n addition t o

i h e f i r s t s t q e e q e r i e n c e d zn unexpected e a r l y cutoff of one engine, w&ich r e s u l t e d i n lower and sloxer burnout conditicns. 3.e S-IV stage engines

ocerated noLTally with t h e exception of one e n g i ~ e , xhicn experienced a t h r u s t c o n t r o l l e r malfilnction r e s u l t i n g i n higher-t'nan-predicted t h i x s t from t h e t engine. The s t % e p r o p l s i o n systen ,perfomm.ce was s l i g h t l y lower Significantly, t h e guid*nce system com~andedt h e S-IV stage I'his was eccom-

than predicted.

t o make up f o r t h e subnormal S - I stage cutoff conditions. plished s a t i s f a c t o r i k v .

The p r o p l i a n t u t i l i z e t i o n system again cerformed

i t s h c t i o n exceedingly well, producing an e x t r a ~ o l a t e dp r o ~ e l l a n t t i l i z a u t i o n of off.

99.95 percent t o propellant depletion from t h e a c t u a l coozimded cut-

The S-TJ stage a f t i n t e r s t a g e panel debonding observed on the SA-5

f l i g h t d i d not reoccur. O 18 Sectex5er 1964, n -the t'tird Saturn vehicle (SA-7) with a l i v e S-IV stage The S-IV-7 stage, togetner rri_th t h e Instrunent Unit

r:as successfully fiown.

and a b a l l a s t e d b o i l e r p l a t e A p l l o payloea, uas i n j e c t e d i n t o t h e prescribed e l l i p t i c a l o r b i t of 10G n a u t i c a l n i l e perigee and a 129 n e u t i c a l n i l e a p g e e .

,-. n ee s t objectisres were i d e n t i c a l t o the SA-6 f l i g h t , except t h a t t h e b o i l e r ~ t

> l a t e Acollo escape notor ifas t e s t e d lnstead of t h e i e t t i s o n notor. The

stage propulsion system perforxiice wls zgairl s l i g k t l y lobier than ;i-edicted.

P1

1c.e propellant u t i i l i z a t i o n system rerforxed exceedL~glywell, wit:? an extra-

p l - a t e d p r o _ r e l l a ~ u t i l i z e t i o n of t t h e act-uai corx'3ndecl c u t o l f . on t h e SA-5 f l f g h t reoccur:-eci,

99.95

percent t o _rro~ellanC e s l e t i o n from d

The S-IV e f t i n t e r s t a g e g a e l deboncling observed pad i s not yet co:?,?let,el;y ~ ? d e r s t o o d .

O 1 FeFjru~ry1565, t h e fourth Saturn vehicle (SA-9) with a l i v e S-TJ n 6 stage tras successfully flown. Tq:?is was t h e f i r s t Saturn vehicle enployed 'The p y l o a d , designated

t o place a fi~1l.yoperational payloa3 i n t o o r b i t .

Pegasus A, along x i t h t h e Lnstrument Unit, t h e S-T? stage, a d a b o i l e r p l a t e r .4pllo, was i n j e c t e d i n t o t h e prescriSed ell.iptica1 near-Eart'n o r b i t with a perigee of 6 8 n a u t i c a l miles and an a p g e e of 402 n a 7 ~ t i c amiles. l

The

srimary t e s t objective ?,as t o e s t a b l i s h t h e Fegasus e x p r i r i e n t i n o r b i t t o determine t h e magnitude a d d i r e c t i o n of inte-rzediate s i z e meteroids.

In

addition, t h e A p U o c o m d nodule was t o be separated from t h e service nodule. I n order t o assure successful Aygollo separation and Pegasus nete-

oroid d e k c t i o n - m e 1 deployment, it was necessary t h a t t h e vehic1.e r o l l r a t e be minimized.

A non-propulsive venting system vas enployed t o iinit

O~ererationof t h i s systen was success-

vehicle motion a f t e r engine c u t o f f .

fil a l t h o q h an unexpected roll-moment was i q a r t e d t o t h e Pegasus because

of iaptngenent of vented oxygen on t h e d e t e c t o r p n e l s .

(lJtktough t h e

f o r c e iii2arted i s very srr?-11, t h e l a r g e panel eisea and ,~omentz m of she

$6 ' x l L r Pegasus "wings" i s s u f f i c i e n t t o produce a s i g n i f i c a n t r o l l r a t e . )

The resultirrg moL,ion, rrhile g r e a t e r than e x ~ e c t e d , d i d not con>rorrjse t h e success of t h e mission. s1ig':tl.y One contributing f a c t o r t o t h e roil-moment was a

'r,Pg7vlert'nan expected q u m t i t y of r e s i & u a l p r o p e l l m t s a t t h e t h e !i%e perforr:ance of t h e propi-sSon syscem d u ~ i l i g

of i n j e c t i o n i n t o o r b i t .

tlze f i r s t t h r e e S-IV f l i g h t s had been c o n s i s t e n t l y 0.7% lo:?er than noainal. This had been a t t r i b u t e d
TO

a base drzg effec-i caused by engine c l u s t e r i n g

and he& been taken i n t o ECCO-!L'~+ determining t h e predicted S-IV perforin rlmce of SA-9.

In t k i s f l i g m however, s y s t e ~ e r f o r ~ a n c ei?zs -1ery nearly p

nol.?inal, %erefore t're b i a s 2n p e d i c t i n g p r f o r n ~ z t c er e s u l t e d i n so;-e:ch~t . Iriigher grozellant resicllizls.

O 25 n

!:2qJr

l$65, t h e f i f t 5 conzscutive successful E-Ti f l e x as ~ ; w of t h e t

S z k m vehicle,

SA-8.

c b i e c t i v e of t h i s f l i g h t , as of SPA-9, was t o p t The ~ e r f o r m n c e of

ari ogerational Pegasus payload in$o a neer-Zarth o r b i t . $!?is stage was abzost exactly es yreriicted.

The o r k i t p r a ? e t e r s consisted

of a raxigee of 276 n e u t i c a l rr.iles aad zn zpogee of 406 nawtical ~ d e s . a order t o reduce t h e roll-zotior! h p a r t e d by vented gasses, t h e LOX znd LH2 n o n - y o y l s i v e vents %ere inxerckanged so t h a t vented oxygen iiould not be d i r e c t e d toward the p y l 0 a d p a e l s . The ef'fect of vented hydroger, vould

prodxce a roll-~?.o:nent, btd of a l e s s e r rnaFprr?itu2e. Perfornulce of t h i s stage was very nearly exactly as a n t i c i p a t e d . The pzyloed r o l l - r a t e was

s i g n i f i c a n t l y reciuced and no d i f f i c u l t j r was e x ~ e r i e n c e di n A p o l l o s e p a a t i o n o r Fecesus deployment. ;?ith

E

P r o p e l l a t u t i l i z a t i o n on t h e f l i g h t was excellent

ncnzn~tlm i d u e r a t i o r ~ a i n t a i n e dthroughout t'ne ~ o ~ i e r eort ti on of d

the f l i g h t .

6.

S- T EEXFZELTJCE N73 ITS IJTACT 0:: S-FTl? F

As w gathered t h e actual e x x r i e n c e with t h e S - N systen?, w a ~ p l i e d e e it 5rxectietely t o t h e S-IVB wfnich :,:as then i n t h e design stage. Ideally a

longer t i n e s p a would have en&- led t h e engineers t o rake a even b e t t e r use of t h i s experience. us t o change desi,q There vere very few negative r e s u l t s rv~hichforced The nain b e ~ l e f i tcarre f r o n tifie proof t h a t

concepts.

c e r t a i n zethods we had used worked v e i l and cculd be i n c o r p x a t e d i.rithcut f l x t h e r t h e -cons~xLngd e v e l o ~ z e n te f f o r t s , The ~ o s iavzluable e x ~ e r i e n c e t was t h e f a x i l i a i z a t i o n ;.rith t h e handling of I., S:.
d

% i s iiss zn ~:~~ex-c.?-ored
s,

f i e l d f o r roclcet operations 2nd had been avoided f c r istically difficult.

long t h e as unreai-

It can be s t a t e d t'r,at Douglas 'cy r-o:.r i s haidling : I , J=

i n a r o u t i n e xmvler. i n t h e world.

A t t h e no3ent we a r e probably t h e l w g e s t L! c o n s q a e r t2

S-I7,r e x ~ e r i e n c e si n s t a g e s e r a r a t i o n zqd i g n i t i o n i n space The t e s t 2nd checkout procedures

x e r e used i n he design o f t h e S-IVB.

eskaklished during t h e developnent of t h e S-IV were used a s t h e Coun3ation Tor t h e t e s t prograq o f t h e muck? Fore c o ~ q l e x S-FE,.

Oi ccurse, e x * ~ r l e n c e s

o f earl,ier rIZssiles l i k e t h e S ~ y b o l t , t h e Thor and t h e Mike, whtch were d e v e l o p d by t h e s m e team, c o n t r i b u t e d a s well.

7.

ST,WS O S-IV F

S - I F ? PROGiiAM progran? m e n on ?.ky 2LJ 1 9 0 t h e

Where do we stand now i n our S-IV/S-IVS

f i r s t d e v e l o p e n t c o n t r a c t was signed t h e prograii included t h e development, panufacture, and t e s t of t e n S-IV s t a g e s o f 5iliich s i x jrere t o be f l i g h t tested. This program was t o be ended with t h e l a s t launch i n August
itrill

1965.

W a r e aow c l o s e t o t'ne end and hopefully e l a s t E i g h t of SA-10 next ~ o n t h . t h e S-DJB, s t a r t ? e d i n A p r i l 1$2

conclude successfu1l.y with t h e

following prcgram, t h e development o f Of t h e

has s o f a r 3rcceeded very n i c e l y .

~ r o g r a m e c tf o u r u n i t s f o r ground t e s t i n g , t h e twelve u n i t s f o r t h e Saturn E and t h e s i x u n i t s f o r Saturn V, we have b u i l t and d e l i v e r e d a l l o f t h e f i r s t category. 3 The f i r s t v e h i c l e o f t h e Saturn 3 c l a s s i s i n t h e t e s t stand a.t The next i s i n f i n a l checkout a t Huqtington Beach, i n d i f f e r e n t szzges o f a s s e r + ~ l yand nanufacture.

Sacrarrento, Z a l i f o r n i a . California.

All o t h e r s -e

Tne d e v e l o p e n t prograx ~r'nichincludes a p p r c x i r s t e l y 1000 t e s t s i s coning along. t k n y p r o b l e s s s t i l l challenge t h e ir?ger.ui'iy 05 oilr engineers, b u t

no major o b s t a c l e i s foreseen.

As menxione3 before, zhe experience gath-

ered d u r i n s t h e develoy;r-enz o f t h e S-Fi has heiged t o s a s e t h e proble-ns o f t h e s-5n3.

has e n v i r o m e n t a l l y controlled cold p l a t e s available f o r conditioning auxiliary pyloads

P.e accom.odatioti of e x ~ e r h e n t sand/or p y l o a - 3 ~

f o r these locations d e ~ e n d t h e mission reqliireaents ; i.e on xent, mounting, e l e c t r i c a l o r b i t a l operating t k e .

b.
Faker,

., environ-

t e l e ~ z e t r j , a t t i t u d e control, and

Pods containing experiments and/or payloads can be nountec? on t h e i'orward s k i r t of t h e S-IVB, (78 f e e t 3 and 1100 l b s . each). The ~ o d s i l l allori experiments t o be : w ( a ) sub Jected t o space environment by j e t t i s o n i n g t h e pod f a i r i n g ; ( 5 ) j e t t i s o n e d a s a package or a s i n d i ~ r i d u a le x p e r h e n t s ; ( c ) launched i n t o a v a r i e t y of o r b i t s by using a s o l i d motor such as t h e X-258 Delta t h i r d stage.

c.

m e volume within t h e LH tank w i l l provide a very cold environ2 meat -vrhich may be usel'ul t o e x p r i m e n t e r s i n t e r e s t e d i n low noise reception o r e q e r i n e n t s with s u p e r - c o n * ~ c t ~ g a t e r i a l s . n Several

3.5 f e e t 3 s p h e r i c a l b o t t l e s a r e available.
E l e c t r i c a l power and telemetry i s accessible t o these areas.
If present

e l e c t r i c a l poT*rerand telemztry i a not adequate, a d 3 i t i o n a l b a 2 t e r i e s of t h e Saturn V type m d an adctitional telemetry system ( k i t ) can be added. Attitude con7;rol of t h e S-IX? including payload i s available t o t h r e e axes during t h e 4-1/2 hour o r b i t a l coast.

+0 1

in a l l

If' a d d i t i o n a l a t t i t u d e con-

t r o l l e d coast i s required, t h e l a r g e r Saturn ST K S and/or r e l a x a t i o n of t h e C ' c o n t r o l tolerance can be provided. much a s This w i l l p-ovide a t t i t u d e c o n t r o l t o a s

72 holx-s i n o r b i t .

I s t a t e d i n t h e beginning t h a t % e Saturn I x1 i n i t i a l h B i1
mnned and nanned P.pollo hadware. t o raztly other p?.yload objectives.

f l i g h t t e s t un-

Ilowever, i t s c a p a b i l i t i e s a r e ;.;Lcplicable

The Saturn E,f o r instance, catl place up t o 35,000 _pounds i n t o a 100 n.mi. due e a s t e a r t h o r b i t (see f i g u r e 2 ) or 27,900 pounds i n t o a polar o r b i t . 1, The t h e e stage Saturn IB,/~entaur version being planned as t h e booster f o r Voyager w;,ll place 9,800 pounds t o synchronous o r b i t a l t i t u d e , over 12,300 pounds t o escape and about 8..5cC, .punds on a Mars-Venus t r a n s f e r t r a j e c t o r y , Certain f u t u r e

These f i g u r e s recresent t h e t o t a l prime payload capability.

nissions 3s presently planned w i l l not have prime ~ a y l o a d s which f'ully u - t i l i z e t h i s t o t a l booster c a p a b i l i t y .

On shese launches, t h e r e i s a-good

p o s s i b i l i t y t h a t a u x i l i a r y payloads or experinfents could be c a r r i e d along a t a ar;linL~alcost t o t h e ex~erirnenter. O the ST T stage these e x i s t s a vide v a r i e t y of s i z e s a d shapes cf volumes n -VJ and ~ f o r mounting prime ~ a ~ r l o a d s a u x i l i a r y e x ~ e r i r - e n t s( ~ i 22).. ing of such z u x l l i a r y experiments or prime payloads i s >".at t h e Space Pac coricept. The niount-

Pouglas c a l l s

fn exanple of a p r i ~ e i payload v o l u ~ ei s t h e 'Jgyager

type shrcud which would allow 300@ cu . f t

. of

sgttce.

I n adAition, t h e r e a r e

volumes w a i l a b l e :ihlre a u x i l i a r y pqvloads czn be xountet i n such areas as t h e forward s k i r t , a f t s k i r t , e x t e r n a l yods, and, within t h e hydrogen tank itself.

A nore det,ailed description of t h i s space ,?sc i s a s follows:

E x ~ e r i n e r . 5ayd,/or _cayloads czn be c a r r i e d ir. t h e f o r ~ r a - dski?-", (up ~ t o 1 0 $eet3 2x6 10C lbs.) 2ft s k i r t (8 feet3) cr ~ ~ i i t h i h e I n s t r u 1 tn zent Unit,

3.

(425 f e e t 3 and 2533 l b s . ) .

?he for:v7arc! s k i r t a r e a a i s o

SATURN B PERFORMANCE

S-IVB PAYLOAD VOLUMES

PAYLOAD FAIRING FORWARD SKIRT

ENVE LOPE

(VOL. 810 M )

1
PAYLOAD ADAPTER

With t h e excellent r e s u l t s of t h e S - N s t q e backing our expectations i n t h e c a p a b i l i t i e s of t h e S-J?B/B; Te a r e very encouraged i n our f u t u r e programs of space exploration. W -know ve have t h e t e c b ~ i c r , i o o l s . e t W mnt to e

assure o w s e l v e s of t h e cooperation of all ~ e o p l ei n t h e 'western world, and, hopefully t h e whole tiorld, 5n

QLW

space endeavors. W hzve tack-;led e It has t&er:

W e h o w t h a t the magnitude of tl-.is t a s k i s a trernendoas one.

t h e f i r s t p a r t ; the d e v e l o p e n t of s u f f i c i e n t l y lage

boosters.

us many years a d i t w i l l require some a c r e before we have perfected then.

Bat w have only scratched t h e s u r f w e of t h e v z s t complex of space explorae tion.
Ikis i s t h e f i e l d .&ere we w i l l have t o concentrate our f u t u r e space

e f f o r t s and wh?re t h e r e s u l t s w i l l be most b e n e f i c i a l t o a l l of mankind.