Saturn IB News Reference

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DECEMBER 1965CHANGED SEPTEMBER 1968National Aeronautics and Space AdministrationGeorge C. Marsha ll Space Flight Center

John F. Kennedy Space CenterChrysler CorporationSpace DivisionMcDonnell Douglas Astronautics CompanyInternational Business Machines CorporationFederal Systems DivisionRocketdyneA Division of North American Rockwell Corporation

GC 1044 . DECEMBER 1965. PRINTED IN U S.A.


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CHANGED DECEMBER 1967 I S A TU R N IB NEWS REFERENCETABLE OF CONTENTSForeword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iiTHE SATURN FAMILY . . . . . . . . . . . . . . . . . . . . . . . . . 1-1I n t roduc t ion to the Saturn Program . . . . . . . . . . . . . . . 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .aturn I 1-3. . . . . . . . . . . . . . . . . . . . . . . . . . . .he Saturn IB 1-3Saturn V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4. . . . . . . . . . . . . . . . . . .ATURN IS DESIGN FEATURES 2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . .eh ic le Concept 2-1Vehic le Descript ion . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iss ion 2-2Development High l igh ts . . . . . . . . . . . . . . . . . . . . . . . 2-2Technical Advances . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2. . . . . . . . . . . . . . . . . . . . . . . .utomat ic Checkout 2-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .-2 Engine 2-2

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .-IB STAGE 3-1. . . . . . . . . . . . . . . . . . . . . . . .- IB Stage Descript ion 3-1

S-IB Stage Fabricat ion and Assembly . . . . . . . . . . . . . . 3-1. . . . . . . . . . . . . . . . . . . . . . . . .a i l U n i t Assembly 3-1. . . . . . . . . . . . . . . . . . . . . . .rope l lan t Conta iners 3-4. . . . . . . . . . . . . . . . . . .oider Beam Uni t Assembly 3-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .lus ter ing 3-6. . . . . . . . . . . . .l ec t r i ca l Fabr i ca t ion and Assembly 3-9. . . . . . . . . . . . . . . . . . . . . . . .- IB Stage Checkout 3-9

S-IB Stage Systems Descript ions . . . . . . . . . . . . . . . . . 3-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . .uel System 3-11LO X System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13Control Pressure System . . . . . . . . . . . . . . . . . . . . . 3-15Engine Purge and Gearbox Pressurizat ion System . . . .Hydraul ic System . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16I ns t rument Compar tment Env i ronmenta lCondi t ioning System . . . . . . . . . . . . . . . . . . . . . . . . 3-17Tai l Un i t Cond i t ion ing and Water Quench Sys tem . . . . . 3-17Range Safety System . . . . . . . . . . . . . . . . . . . . . . . -18Elect r ical System . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19Fl igh t Measurement P rogram . . . . . . . . . . . . . . . . . . 3-20Track ing System . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21Hazardous Gas De tect ion System . . . . . . . . . . . . . . . . 3-21

H-1 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1. . . . . . . . . . . . . . . . . . . . . . . .-1 Engine Descript ion 4-1H-1 Engine Systems Descript ion . . . . . . . . . . . . . . . . . . 4-1. . . . . . . . . . . . . . . . . . .hrust Chamber and Gimbal 4-1. . . . . . . . . . . . . . . . . . . . . . . . . . .xhaust System 4-2Gas Generator and Control System . . . . . . . . . . . . . . 4-2Prope l lan t FeedSys tem . . . . . . . . . . . . . . . . . . . . . . 4-4Turbopump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4Fuel Add i t i ve B lender U n i t . . . . . . . . . . . . . . . . . . . . 4-6Engine Operat ion . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6

I gn i t i on S tage + . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6Trans i t ion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7Engine Cuto f f . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .-IVB STAGE 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . .tage Descript ion 5-1

Stage Fabricat ion and Assembly . . . . . . . . . . . . . . . . . 5-1. . . . . . . . . . . . . . . . . . . . .f t l n te rs tage Assembly 5-1. . . . . . . . . . . . . . . . . . . . . . . . .f t Sk i r t Assembly 5-1. . . . . . . . . . . . . . . . . . . .hrus t S t ruc ture Assembly 5-1. . . . . . . . . . . . . . . . . . . .ropel lant Tank Assembly 5-1. . . . . . . . . . . . . . . . . . . . . .orward Sk i r t Assembly 5-2Final Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3


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C H A N G E D D E C E M B ER 1967 S A T U R N IB NE WS-IVB Stage Systems . . . . . . . . . . . . . . . . . . . . . . . . . 5-4Propulsion System . . . . . . . . . . . . . . . . . . . . . . . . . -4Flight Control System . . . . . . . . . . . . . . . . . . . . . . . 5-8Electrical Power and Distribution System . . . . . . . . . 5-10Telemetry and Instrumentation System . . . . . . . . . . . 5-11Environmental Control Systems . . . . . . . . . . . . . . . . . -11Ordnance Systems . . . . . . . . . . . . . . . . . . . . . . . . . 5-121-2 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -1J-2 Engine Description . . . . . . . . . . . . . . . . . . . . . . . . 6-1Thrust Chamber and Gimbal System . . . . . . . . . . . . . 6-1Propellant Feed System . . . . . . . . . . . . . . . . . . . . . . 6-2Gas Generator and Exhaust System . . . . . . . . . . . . . . 6-4Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . -5Start Tank Assembly System . . . . . . . . . . . . . . . . . . 6-5Flight Instrumentation System . . . . . . . . . . . . . . . . . -5Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5Start Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5Flight Mainstage Operation . . . . . . . . . . . . . . . . . . . 6-6Cutoff Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6INSTRUMENT UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1Instrument Unit Description . . . . . . . . . . . . . . . . . . . . -1Instrumentation Unit Fabrication and Assembly . . . . . . . 7-1Instrumentation Unit Systems . . . . . . . . . . . . . . . . . . . 7-2.nvironmental Control System . . . . . . . . . . . . . . . . . 7-2Guidance and Control System . . . . . . . . . . . . . . . . . . 7-3Measuring and Telemetry System . . . . . . . . . . . . . . . 7-5Tracking System . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7Emergency Detection System . . . . . . . . . . . . . . . . . . 7-7FACILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1Chrysler Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . -1Barge Dock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -1Douglas Space Systems Center . . . . . . . . . . . . . . . . . . 8-1~ ac r amen to '~ es tenter . . . . . . . . . . . . . . . . . . . . . 8-2Rocketdyne Facilities . . . . . . . . . . . . . . . . . . . . . . . . . 8-3NASA Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4S-IB Stage Static Testing . . . . . . . . . . . . . . . . . . . . 8-4Dynamic Testing . . . . . . . . . . . . . . . . . . . . . . . . . . -5Other Testing Facilities at MSFC . . . . . . . . . . . . . . . 8-5Kennedy Space Center Launch Support Facilities . . . . . . 8-5Launch Complex 34 . . . . . . . . . . . . . . . . . . . . . . . . . -5Launch Complex 37 . . . . . . . . . . . . . . . . . . . . . . . . . -5Launch Complex Facilities . . . . . . . . . . . . . . . . . . . . 8-6

' S R E F E R E N C E. . . . . .ir Force Eastern Test Range Tracking Facilities 8-13Transportation and Handling . . . . . . . . . . . . . . . . . . . . 8-13. . . . . . . . . . . . . . . . . . . .-IB Stage Transportation 8-13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .arges 8-13S-IVB Stage Ground Transporter Dolly . . . . . . . . . . . . 8-14 -Super Guppy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .elicopter 8-14

TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9- 1Testing Requirements . . . . . . . . . . . . . . . . . . . . . . . . 9- 1

Design Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . 9-1Qualification Testing . . . . . . . . . . . . . . . . . . . . . . . . 9-1Production Acceptance Tests . . . . . . . . . . . . . . . . . . 9-1Subsystem Test ing . . . . . . . . . . . . . . . . . . . . . . . . . 9-1System Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1Final Acceptance Tests . . . . . . . . . . . . . . . . . . . . . . 9-1Flight Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2Automatic Checkout . . . . . . . . . . . . . . . . . . . . . . . . -2Test Documentation . . . . . . . . . . . . . . . . . . . . . . . . 9-2VEHICLE ASSEMBLY AND LAUNCH . . . . . . . . . . . . . . . 1 .1. . . . . . . . .ehicle Assembly at Kennedy Space Center .1 .1S-IB Stage Operations . . . . . . . . . . . . . . . . . . . . . . 1 .1S-IVB Stage Operations . . . . . . . . . . . . . . . . . . . . . 1 .1Instrument Unit Operations . . . . . . . . . . . . . . . . . . .1 .1

Integrated Launch Vehicle Operations . . . . . . . . . . . 1 .1Launch Countdown . . . . . . . . . . . . . . . . . . . . . . . . . . .I.2Launch Vehicle Flight Events . . . . . . . . . . . . . . . . . . . .1 .3PROGRAM MANAGEMENT . . . . . . . . . . . . . . . . . . . . . .11.1NASA Organization . . . . . . . . . . . . . . . . . . . . . . . . . . .11.1. . . . . . . . .SFC Project Management Organization .11.1Manned Awareness Program . . . . . . . . . . . . . . . . . . . .1 .2 .anagement Personnel . .,. . . . . . . . . . . . . . . . . . . . 1 .3NASA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11.3Chrysler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 .6Douglas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 .7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BM 11-8Rocketdyne . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 .9FLIGHT HISTORY . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 .1Saturn IB AS-201 . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 .1Summary of Saturn Flight Program . . . . . . . . . . . . . . . 1 .2. . . . . . . . . . . . . . . . . . . . . . . . . . .aturn IB AS-203 .1 .3Saturn IB AS-202 . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 .4APPENDIX A- LOSSARY OF TERMS . . . . . . . . . . . . . A-1

. . . . . . .PPENDI.X B -SATURN IB SUBCONTRACTORS B-1. . . . . . . . . . . . .PPENDIX C- LPHABETICAL INDEX C-1


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I S A TU R N IB NEWS REFERENCEFOREWORDThis volume has been prepared by the four Sa-

m turn IB major contractors; Chrysler, McDonnellDouglas, Rocketdyne Division of North AmericanRockwell, and IBM in cooperation with the Na-tional Aeronautics and Space Administration.It is designed to serve as an aid to newsmen inpresent and future coverage of the Sa turn IB in i tsrole in the Saturn/Apollo Program and as a gen-eral purpose large launch vehicle. Every effort hasbeen made to present a comprehensive overall viewof the vehicle and it s capabilities, supported by

Chrysler Corporation Space DivisionP.O. Box 29200New Orleans, Louisiana 70129Attention : D. C. Jolivette

4 McDonnell Douglas Astronautics Company5301 Bolsa AvenueHuntington Beach, California 92647Attention : L. VitskyRocketdyne DivisionNorth American Rockwell6633 Canoga AvenueCanoga Park , California 91303

4 Attention :John Ulf

CHANGED SEPTEMBER 1968

detailed information on the individual stages andall major systems and subsystems.

All photographs and illustrations in the book areavailable for general publication. The first let-t e r ( ~ )n each photo number is a code identify-ing the contractor holding that negative; CC forChrysler, R for Rocketdyne, D for Douglas; Ifor International Business Machines, and N forNASA. Print s may be ordered by number by wr it-ing to the company indicated by the code.International Business Machines CorporationFederal Systems Division150 Sparkman DriveHuntsville, Alabama 35805Attention : J. F..HarrounNational Aeronautics and Space AdministrationPublic Affairs OfficeMarshall Space Flight Center, Alabama 35812Attention : J. M. Jones INational Aeronautics and Space AdministrationPublic Information OfficeCode BA-1John F. Kennedy Space Center, Florida 32920Attention : ack King


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SATURN FAMILY


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I S A TURN lB NEWS REFERENCETHE SATURN FAMILYINTRODUCTION TO THE SATURN PROGRAMA definite need to loft large payloads into orbitwas foreseen by the Wernher von Braun organ-ization even before the United States orbited itsfirst artificial satellite on January 31, 1958. Ini-tial planning for launch vehicles having pay-loads of 20,000 to 40,000 pounds fo r orbit almissions, or payloads of 6,000 to 12,000 poundsfor escape missions was started in April 1957.The von Braun group, then working with theArmy Ballistic Missile Agency (ABMA) , sub-mitted a "Proposal for a National IntegratedMissile and Space Vehicle Development Pro-gram" to the Department of Defense in Decem-ber 1957. The proposal indicated a need for abooster in the 1.5 million pound thrust class.After studies concluded that a clustered boosterof 1.5 million pounds thrus t was feasible, onAugust 15, 1958, representatives of the AdvancedResearch Pro jects Agency (ARPA) ordered thebeginning of a research and development project.This project evolved into the Saturn Program.The initial objective of the research and devel-opment program was to prove that the engineclustering technique, using existing hardware,could furnish large amounts of thrus t. This wasdemonstrated by building and testing a singlenon-flight stage at Redstone Arsenal, Alabama.Studies also showed that liquid oxygen and fueltanks, previously developed for the Redstone andJupite r missiles, could be modified and used for theproposed booster. It was also determined that theexisting S-3D engine used on the Thor and Jup ite rmissile could be modified to produce an increasedthr us t of 188,000 pounds. Rocketdyne, a division ofNorth American Aviation, Inc., received a con-tract to uprate the Thor-Jupiter engine. Afterredesign, simplification, and modification, t heengine was identified a s the H-1 engine. Initially,the thrust of the H-1 engine was 165,000 pounds ;at the present time it is 200,000 pounds; and inthe future it will be 205,000 pounds.Concurrent with H-1 engine development, studieswere conducted to determine the feasibility of pro-ducing a large single-chamber rocket engine ca-pable of producing very high thrus t. From theseadvanced studies, the 1.5 million pound th rus t F-1engine was conceived, and subsequently used asthe power plant for the later Saturn boosters.In October 1958, ARPA changed from a groundtest program for proving the engine clusteringconcept to a program requiring the developmentof a reliable, high-performance booster which

would serve as the first stage of a multistagevehicle capable of performing advanced spacemissions. This vehicle was tentatively identifiedas Juno V. The research group also initiateda complete vehicle study so that selection anddevelopment of an upper stage could begin.Ear ly in 1959, the Jun o V designation waschanged to Saturn, a name suggested by therelationship of the planet Saturn to the planetJupiter. As Saturn is the next planet after Jupi-ter in the solar system, the Saturn rocket wasthe next von Braun group project following thecompletion of the Jupiter missile development.Late in 1959, two decisions of far-reaching sig-nificance were made :

1. The Department of Defense decidedthat it. had no immediate use fo r a largerocket, and in view of the emergingnational space program, turned the Sat-urn project over to the newly-formedNational Aeronautics and Space Ad-ministration (NASA).

2. NASA formed a Saturn Vehicle Evalu-ation Committee (the Silverstein Com-mittee) composed of NASA and De-fense officials. The committee recom-mended th at all upper stages of Saturnvehicles be powered by the high energypropellant combination of hydrogen andoxygen, and that a new hydrogen enginebe developed.

Development of the 5-2 engine and three upperstages resulted from these decisions. A buildingblock approach to a series of successively largervehicles was outlined by NASA early in 1960.The first, Saturn I, was to be a three-stage vehi-cle, ten of which were planned. Subsequently,by increasing the thrust of the second stage, theplanned thi rd stage was eliminated.During 1960, Douglas Aircraft Company, Inc.was selected to build the second stage of Sa turnI. Designated as the S-IV stage, it was poweredby six Pratt and Whitney RLlOA-3 engines.Rocketdyne was chosen to develop the new hydro-gen fueled 5-2 engine to be used in later vehiclesof the Saturn program.In th e spr ing of 1960, successful stat ic firings ofthe S-I stage took place to verify the clusteredengine technique as a basic consideration forstill la rger vehicles.At midyear 1960, the von Braun developmentgroup handling Saturn work was formally trans-


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CHANGED SEPTEMBER 1968 SATURN IB NE WS REFERENCE

ferred to NASA, and became the nucleus of thenewly created George C. Marshall Space FlightCenter.Chrysler Corporation was awarded a contractin J une 1961 to qualify and test S-I stage engine,hydraulic, mechanical, and structural components.In May 1961, the late President Kennedy'schallenge to the nation to place astronauts onthe moon in this decade created an immediatenecessity for a launch vehicle considerably largerthan the Saturn I.Following more than six months of intensivestudy, NASA announced in January 1962 thatthe next Saturn vehicle would be the Saturn Vwith a ground stage thrust of 7.5 million pounds-five times tha t of Saturn I. It would be capa-ble of placing more than 120 tons into earthorbit. This larger vehicle would have two newupper stages: a new S-I1 second stage andS-IVB third stage, both utilizing the new J-2engines. The S-IVB stage would be an adapta-tion of the S-IV stage already developed forthe Saturn I.

As the project to land Americans on the moonwas studied, it was determined that the nationwould not build one huge rocket for a directflight fro m earth to the moon's surface. Instead, 1two rendezvous approaches were studied :

1. Bringing together two Saturn V pay-loads in earth orbit to form a moonship, and then proceed to a moon land-ing.

2. Launching a single Sa turn payload intolunar orbit, from which a small landingcraft would be dispatched to the moon'ssurface, and later rendezvous with themother ship still in lunar orbit.

Both the earth orbital rendezvous and lunar or-bital rendezvous missions would use the Sat-ur n V launch vehicle.Finally, in July 1962, it was announced that onthe basis of cost, safety, and time, th e luna rorbit rendezvous method was favored. Thisdecision entailed the use of still another launchvehicle with a capability between the Saturn I

A P O L L O C O M MA N D M O D U L ES E R V I C E M O D U L E4"'$ L U N A R M O D U L E (L M )

P A Y L O A D 1 1 TONSE A R T H O R B IT

P A Y L O A D 20 TONSE A R T H O R B I TI N S T R U M E N T U N l T

I N S T R U M E N T U N l TS- IV STAGE 2

SATU RN'l'2 STAGE SAT

A P O L L OS P A CE C R A F T

H N S T R U M E N TS- IVB STAGE21'8" D IAS-IB STAGE 121'5" DIA

'URN IB 2 STAGE &ATURN V 3 STAGEWASHINGTON NATIONAL

MONUMENTWASHINGTON, D.C.

Saturn Comparison

1-2

D-PB-SA


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SATURN IB NEWS REFERENCE CHANG ED SEPTEMBER 1968

and the Saturn V to test the complete Apollospacecraft in ear th orb it a s soon as possible. Thenew vehicle was identified as the Saturn IB, andwould be comprised of a modified Saturn I firststage (S-IB) and Saturn V third stage (S-IVB) .

I The Saturn IB permitted flight testing of thecomplete spacecraft about one year earlier thanwould have been possible had NASA waited foravailability of th e Saturn V.As the plan stood, the Saturn I would be usedto place early, unmanned Apollo command andservice modules into earth orbit; the Saturn IBwould launch those two modules plus a moon land-ing craft , lun ar excursion module, into earth orbitfor astronaut training and rendezvous practice;and the Saturn V would provide power for thelunar landing. Thus, by marrying the elementsof Saturn I and Saturn V to form the SaturnIB, manned earth orbital rendezvous flightscould begin a year earlier without the expenseof a completely new development program.Saturn IWhile plans for t he lu nar mission were progress-ing, the Saturn I project made history. On Octo-ber 27, 1961, the first Saturn I booster wasflight-tested successfully from Kennedy SpaceCenter (KSC). The f irs t f l ight booster withdummy upper stages was called SA-1. This vehi-cle was followed by successful flights of SA-2on April 25, 1962, SA-3 on November 16, 1962,and SA-4 on March 28, 1963.The SA-5 vehicle, combining the first stage S-Iwith an S-IV stage, was successfully launchedon January 29, 1964, with both stages function-ing perfectly to place a 37,700 pound payloadinto earth orbit. SA-6, launched on May 28,1964, and SA-7, launched on September 18,1964, each placed unmanned "boilerplate" con-figurations of Apollo spacecraft into ear th orbit.SA-9, launched on February 19, 1965, was thefirst Saturn I vehicle to launch a Pegasus meteo-roid technology satellite into earth orbit tomeasure the amount and size of space particles.The SA-8 and SA-10 Saturn I vehicles weresuccessfully launched from KSC on May 25,1965, and July 30, 1965, respectively, to com-plete the test and launch program with an un-precedented 100 per cent record of success.The Saturn IBBased upon th e technology of the Saturn I pro-gram, the Saturn IB uses the S-IB first stagewhich is a modified version of the S-I stage,together with the S-IVB second stage, an up-

Saturn I Launchgraded version of the S-IV stage, and an Ins tru-ment Unit originally designed for the futureSaturn V launch vehicle.The S-I first stage was redesigned in severalareas by NASA and Chrysler for i ts expanded roleas the Satu rn IB booster. Basically, i t retained thesame shape and size, but required some modifi-cation for mating with the S-IVB stage, whichhas a greater diameter and weight than theS-IV stage.Stage weight was cut by more than 20,000 poundsto increase payload capacity. This reduction wasaccomplished by a new fin design, removing hydro-gen vent pipes and brackets unnecessary to thenew design, resizing machined parts in the tailsection assembly, redesigning the spider beam,and modifiying the propellant tanks. The Rocket-dyne H-1 engine was uprated to 200,000 pounds ofthrust, compared with 188,000 pounds of thrus tfor each engine in the Saturn I, Block 11. The en-gines will be uprated again to 205,000 poundsbeginning with the SA-206.Early development of the S-IVB stage to meetthe schedule of the Saturn IB was possible bydrawing on the technology gained from Douglasdevelopment of the S-IV stage fo r th e Saturn I.


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D-PB-SB

Modern-Day Pegasus in flight high above the earth, with the Saturn I/S-IV stage attached to the meteoroid detection payload, while the unmannedApollo spacecraft soars ahead in the same orbit after being separated from t he S-IV stage by a sprin g mechanism. The orbit ing vehicle, includingthe S-IV and Apollo, is about 70 fee t long, and Pegasus "wings" measure 96 feet across.

The 200,000 pound thrust Rocketdyne engine The equipment used in the Ins trument Unit repre-more than doubled the S-IV stage thrust capa- sents a unique blend of old and new technologies.bility. Development of the 5-2 engine also drew Due to military requirements, early missile pro-heavily upon large-engine technology experience in grams were concerned with accurate delivery ofhydrogen pumping acquired under advanced en- inanimate payloads after a relatively short periodnine group (AEG) sponsored programs. of powered flight. Automatic control systems were- - - - the prime requirements to provide guidance andThe Instrument Unit used on the Saturn IB is control for these of military vehicles.1 nearly identical to that used on the Saturn V.Equipnient used in the Saturn I , Instrument The addition of man as an extremely impohantUnit program was intended to test the concepts consideration in Saturn IB design meant thatfo r design of the Saturn v InstrumentUnit. new systems had to be developed, while skillfullyThere are a few carryover componellts; however, adapting the best features of older systems forlater Saturn I vehicles used an inertial platform longer durations, varied objectives, and an over-and control com~uter imilar in design and oper- riding concern for the safety of the human pas-ation to that being used in the s at urn TB.The guidance computer used in the early SaturnI vehicle was an adaptation of a computer devel-oped by International Business Machines foruse in Titan 11. For the Saturn IB, it is replacedby a n IBM computer of completely new designwhich incorporates the added flexibility and ex-treme reliability necessary to carry out the in-tended Saturn IB missions.

senger.Saturn VSaturn V, third and largest member of the Saturnfamily, is a three-stage vehicle capable of send-ing a 50-ton payload to the moon, or boosting 1as much as 125 tons into low earth orbit. As theApollo lunar launch vehicle, Saturn V will stand364 feet high, and when fully fueled will weighover six million pounds.


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S A T U R N IB N E W S R E F E R E N C E

The S-IC first stage will be powered by fiveRocketdyne F-1 engines, each having 1.5 millionpounds of thrust, for a total of 7.5 millionpounds. This stage will be 33 feet in diameterand 138 fee t long, and will use liquid oxygen andRP-1 (kerosene) a s propellants.The S-I1 second stage will also be 33 feet in di-ameter, with a total length of 81.5 feet, and willuse liquid oxygen and liquid hydrogen propel-lants. This stage will have a total thrust of onemillion pounds provided by five 200,000 poundth ru st Rocketdyne J-2 engines.

The S-IVB third stage, which also serves as theupper stage of the Saturn IB, will be 21.7 feet indiameter and 58.4 feet long, and the hydrogen-fueled J-2 engine will provide 200,000 pounds ofthrust. The 5-2 engine will be modified to pro-vide an in-space res ta rt capability to meet require-ments of the Saturn V lun ar launch mission.The Saturn V Instrument Unit built by IBM isnearly identical to that used on the Saturn IB,with no change in physical dimensions or internalsystems ;however, minor modifications in instru-mentation will be made t o meet the Satu rn Vmission requirements.


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SATURN IB


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I S A T U R N IB N E W S R E FE R E N C ESATURN IB FACT SHEET

PHYSICAL CHARACTERISTICSOVERALL VEHICLE

S-IB STAGES-IVB STAGEINSTRUMENT UNITSPACECRAFTLAUNCH ESCAPE TOWER*Including 6,400 Ib af t interstage

Diameter Height Weight224 f t 153,200 Ib (dry)1,312,000 Ib (approx)(total liftoff)

21.4 f t 80.3 f t 91,500 Ib (dry)21.7 f t 58.4 f t 29,650 Ib* (dry)21.7 f t 3.00 f t 4,500 Ib21.7 f t (at max) 52.7 f t 48,400 Ib (fueled)2.2 f t 33.3 f t 8,500 Ib

PROPULSION SYSTEMSS-IB STAGE -Eight bipropel lant H-1 engines developing 1,600,000 Ib thrus tRP-1 Fuel- 2,000 gal (270,500 Ib)LOX- 4,000 gal (611,000 Ib)

S-IVB STAGE- ne bipropellan t J-2 engine developing 200,000 Ib thrus tLH, - 2,500 gal (36,000 Ib)LOX-20,000 gal (191,000 Ib)

CAPABILITYS-IB STAGE- Operates approximately 2.5 minutes to reach an alt itude of approximately37 miles at burnout.S-IVB STAGE-Operates approximately 7.5 minutes to achieve orb ital speed and alt itude.INSTRUMENT UNIT-Supplies electron ic commands fo r steering, engine ign it ionand cutoff, and staging operations.PAYLOAD- 8,385 Ib on sub-orbital trajecto ry.

CHANGED AUGUST 1966

VEHICLE AS-202


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SATU R N IB NEWS REFERENCE CHANGED DECEMBER 1967

SATURN IB FACT SHEETAPOLLO 5 (VEHICLE AS-204) FLIGHT EXPERIMENTMISSION PROFILEThe Apollo 5 mission (vehicle designated Apollo/Saturn 204)will be the first space test of the Apollo lunar module (LM)destined to take astronauts to the lunar surface and retu rnthem to the Apollo command spacecraft in lunar orbit.

Purpose of this flight is to verify the unmanned LM's propul-sion systems and to further verify the launch vehicle's per-formance for future manned space flight. Also planned for thisflight will be the second (S-IVB) stage propellant dump experi-ment afte r LM separation i n preparation for later Saturn flights.

The Uprated Saturn I will be launched from complex 37B atthe NASA-Kennedy Space Center to an elliptical orbital altitudeof approximately 102 by 138 statute miles. A payload consistingof the S-IVB, instrument unit, SLA (spacecraft LM adapter) pan-els, Lunar Module 1, and nose cone will go into orbit. Soonafter orbit is achieved the nose cone will be jettisoned and 10minutes later the SLA panels will be deployed. About 30 min-utes later the LM will be separated and checked out in orbit.The S-IVB and instrument un it wil l maintain attitude control fo rabout three orbits.

PHYSICAL CHARACTERISTICS* Diameter HeightOVERALL VEHIC'LE 180.9 f t

S-IB STAGE 21.4 f t 80.3 f tS-IVB STAGE 21.7 f t 58.4 f tINSTRUMENT UNIT 21.7 f t 3.00 f tSPACECRAFT L/M ADAPTER 21.7 f t (at max) 28.0NOSE CONE 12.8 f t (at max) 11.3 ftLUNAR MODULE (inside L/M adapter)*Data f or AS-204 only; may vary with nominal data cited on following pages.

**Including 6,654 Ib af t interstagePROPULSION SYSTEMSS-IB STAGE -Eigh t bipropel lant H-1 engines developing 1,600,000 Ib thrus tRP-1 uel- 79,065 Ib (41,693 gal)LOX- 30,491 Ib (66,899 gal)S-IVB STAGE- ne bipropellant J-2 engine developing 225,000 Ib thrust (maximum) 'LH2- 5,000 Ib (58,920 gal)LOX- 89,400 Ib (19,850 gal)CAPABILITYS-IB STAGE- Operates approximately 2.4 minutes to reach an alt itude of 39.6 miles atburnout.SlVB- perates approximately 7.5 minu tes to achieve orbital speed and altitude.INSTRUMENT UNlT- upplies electronic commands for steering, engine ignitionand cutoff, and staging operations.PAYLOAD- 6,300 Ib in earth orbit.

Weight156,600 Ib (dry)1,285,000 Ib (approx)(total liftoff)85,317 Ib (dry)30,300 Ib**4,600 Ib3,950 Ib1,067 Ib31,325 Ib


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S A T U R N IB N E W S R E F E R EN C E HANGED SEPTEMBER 1968

SATURN IB FACT SHEETAPOLLO 7 (VEHICLE AS-205) FLIGHT EXPERIMENT

MISSION PROFILEThe Apollo 7 mission (vehicle designated ApollolSaturn 205)will be the first manned space test of the Apollo command1service modules.

Purpose of this flight is to verify the spacecraftlcrew opera-tions and subsystems performance for an earth orbital mission.Primary objectives are (1) demonstrate CSMIcrew performancein an orbital environment; (2) demonstrate crewlspace vehicle1mission support facilities performance; (3) demonstrate ade-quacy of the launch vehicle attitude control system for orbitaloperation; (4) demonstrate CSM aciive rendezvous with theS-IVBIIUISLA; and (5) demonstrate S-IVB orbital safing capa-bility. Secondary objectives are to $valuate the S-IVBIIU orbi-tal coast lifetime capabilty and demonstrate CSM manualattitude control of the launch vehicle in orbit.The Saturn IB will be launched from complex 34 at theNASA-Kennedy Space Center to an 'elliptical orbit of approxi-mately 138 by 173 statute miles. The S-IVB, IU, SLA (spacecraftLM adapter) and the Apollo CSM (commandlservice modules)

will go into orbit. Total weight to be injected into orbit isapproximately 66,850 pounds, including propellants. At 1 hourand 34 minutes into the flight, a 12-minute LOX dump begins,followed at 1 hour and 42 minutes by the beginning of a47-minute cold helium dump. Manual control of the S-IVBattitude from the spacecraft begins at 2% hours into the fl ightand ends 7 minutes later. The CSM separates from the S-IVB2 hours and 55 minutes after liftoff.

D-PB -201

v

PHYSICAL CHARACTERISTICS* Diameter Height WeightOVERALL VEHICLE 224 ft 153,361 (dry)1,290,184 Ib (approx)(total liftoff)S-IB STAGE 21.4 f t 80.3 f t 84,400 Ib (dry)S-IVB STAGE 21.7 f t 58.4 f t 28,380 Ib**INSTRUMENT UNIT 21.7 f t 3.00 f t 4,280 IbSPACECRAFT L I M ADAPTER 21.7 f t (at max) 28.0 f t 3,820 1bAPOLLO CSM 12.9 f t (at max) 34.0 f t 32,480 lb***

*Data for AS-205 only; may vary with nominal data ci ted on following pages.**Includ ing 6,478 Ib af t interstage.***Including 8,930 Ib SPS tanked.PROPULSION SYSTEMSS-IB STAGE - ight bipropellant H-1 engines developing 1,600,000 Ib thrustRP-1 Fuel- 77,216 Ib (42,000 gals.)LOX- 31,346 Ib (67,000 gals.)S-IVB STAGE- ne bipropellant 1-2 engine developing 225,000 Ib thrust (maximum)LH, - 7,348 Ib (64,000 gals.)LOX- 93,273 Ib (20,000 gals.)CAPABILITYS-IB STAGE- perates approximately 2.4 minutes to reach an altit ude of 37.6 miles a tburnout.S-IVB- perates approximately 7.5 minutes t o achieve orbi tal speed and altitude.INSTRUMENT UNIT- Supplies electron ic commands fo r steering, engine ignit ionand cutoff, and staging operations.PAYLOAD- 6,600 Ib in earth orbit. 1


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CHANGED SEPTEMBER 1968 SATURN IB N E WS R E FE R E N C Efor manned flights to the moon. It will be car-ried atop the Instrument Unit to complete thevehicle's launch configuration.

MISSIONTests of the Apollo spacecraft in both manned andunmanned flights a re the initial missions assignedto the Saturn IB launch vehicle.In keeping with the "all-up" philosophy of flighttest, the first launches have been made with thefirst and second stages and the instrument unitfully active, and have carried live payloads. On thesecond flight, the S-IVB stage itself was the pay-load, serving as an orbital test bed f or experimentsrelated to the behavior of liquid hydrogen underlow-gravity conditions.In the Apollo Applications Program, an S-IVBstage will become a manned Saturn I Workshop,with its liquid hydrogen tan k converted into livingand working quarter s for a three-man crew afterthe fuel is depleted in achieving Earth orbit.

DEVELOPMENT HIGHLIGHTSBecause of NASA's original determination tomake maximum use of technology and equip-ment already existing or under design, SaturnB was brought to full development in less thanfour years after the initial go-ahead decision.

In that time, Marshall Space Flight Center andChrysler Corporation have completed necessarymodifications and uprating on the S-IB stage;Douglas has developed the S-IVB stage for theSaturn IB and accelerated production and test-ing to meet the launch schedule; MSFC andIBM Federal Systems Division have done thesame in adapting the Saturn V Instrument Unitfo r Saturn I B ; and Rocketdyne has uprated theH-1 engines for the S-IB first stage, and steppedup development and production of the 5-2 en-gine fo r the S-IVB second stage.The first S-IB booster was test fired a t MSFCon April 1, 1965, and subsequently delivered toKennedy Space Center, Florida, in mid-August.The second stage for the first Saturn IB flightvehicle was acceptance fired a t the Douglas Sac-ramento Test Center on August 8, 1965, anddelivered to KSC on September 19.The Instrument Unit for the Saturn IB wasdelivered to KSC on October 20, and mating ofthe IU and the rocket stages was completed atLaunch Complex 34 on October 25. The firstSaturn IB flight vehicle was thus completed just

39 months after the initial NASA decision toproceed with its development.TECHNICAL ADVANCESAutomatic CheckoutSaturn IB is the first major space launch vehicleto employ completely automated, computer-con-trolled checkout systems for each of its stages. Thecapability was initially operationaI on the S-IVBand the Instrument Unit, and on the S-IB stagefor all vehicles after the fourth launch. IThe Automatic Checkout System (ACS) uses acarefully detailed computer program and asso-ciated electronic equipment to perform a completecountdown checkout of each stage and all itsvarious systems, subsystems, and components.With electronic speed, it moves through a morethorough and more reliable countdown than ishumanly possible. Yet the system permits testengineers to monitor every step of the operation,and to over-ride the computer's functions if neces-sary.With electronic signals, the computer tests eachitem on the extensive check-list programmed intoits memory. It compares the response with theresult it is programmed to expect.On receiving a proper response, the computerautomatically moves ahead to the next test. But ifany tested component fails to respond correctly,the computer automatically indicates the failureat the control console. The machine can pin-pointthe malfunction for the test conductor. I t can alsoautomatically indicate ways to double-check aquestionable response, in order to further defineany difficulty.The computer system is used f or the final factorycheckout of each S-IVB and Instrument Unit. Itis used in pre-firing checkouts of the S-IVB beforethe acceptance test; performs the final countdownfo r the stat ic firing, and controls the actual firing;and i t is used again for post-test checkouts.At Kennedy Space Center, pre-launch checkoutand actual launch control functions for the entireSaturn IB also will be computer operated.The automatic control technology developed forthe Sa turn program shows promise of significanttechnical "fall-out" fo r application in many com-mercial and industrial applications where rapid,accurate tes ting of complex equipment is necessary.J-2 EngineThe 5-2 engine which powers the Sa turn IB upperstage is the most powerful hydrogen-fueled engine


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SATURN IB NEWS REFERENCE

to be developed fo r flight. It represents a state-of-the-art advance including new systems conceptsand significant improvements in many componentdesigns.Development of a la rge engine using liquid hydro-gen, with a self-integrated control circuit andsystem, and a self-contained instrumentation as-sembly, along with stringent requirements forstart ing and re-starting a t altitude with long coasttimes between starts , required investigation of newareas of circuitry, high-speed rota ting machinery,and unique thrust chamber designs.Control circuits and valves were developed to as-sure utilization of propellants a t maximum effi-ciency and t o permit changing the ra tio of oxidizerto fuel in the engine during operation. These notonly make it possible to control propellant deple-tion, but also to vary the engine's thrust by chang-ing the oxidizer-fuel mixture ratio. As the mixtureratio is changed from a nominal 5.0 to a maximumof 5.5 or a minmum of 4.5, thrust varies fromabout 175,000 to 225,000 pounds.

A pressurized gas sphere is provided for enginesta rt and re-start. It is recharged during test orflight, to remain ready a t the proper pressure forre-start. Electrical controls are sequenced duringthe initial start and burn, in order to re-set thesystem for another start. The electrical packagecontains circuitry to permit the re-starting, andengine conditioning controls have been establishedto provide proper temperature and pressures ofthe fluids in the engine a t the re -start signal.Significant advances were made in the design ofsuch components as a regeneratively cooled thrustchamber that permits proper cooling a t the mini-mum and maximum flow; an injector that givesoptimum performance through the entire thrustrange; an axial flow turbopump to feed liquidhydrogen in high volume, and a centrifugal oxi-dizer pump that is separately operated; a gasgenerator to produce gases fo r operation of thefuel and oxidizer turbopumps; and new types ofinsulation and advanced circuitry.


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S-IB STAGE


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SATURN IB N E WS R E F E R E N C E

S-IB STAGE FACT SHEETCHANGED DECEMBER 1967

WEIGHT: 84,100* lb (empty)99 5,0 0* Ib ( loaded)BURN TIME: 145" secVELOCITY: 7700" ftlsec (maximum)ALTITUDE AT BURNOUT: 39* st at ut e m ile sMAJOR STRUCTURAL COMPONENTSTAIL UNlT ASSEMBLYNINE PROPELLANT CONTAINERSSPIDER BERM UNlT ASSEMBLYEIGHT FIN ASSEMBLIESMAJOR SYSTEMSPROPULSION: Eight bipro pella nt H-1 engines

Tota l thrus t: 1,600,000 Ib (S-IB-4 and S-1B-5); 1,640,000 Ib (S-IB-6 through S-IB-12)Propellant: RP-1- 281,600 Ib (42,100 gal)*

LOX- 29,900 Ib (66,900 gal)*Pressure: Control, 1.0 cubic foot of gaseous nitrogen at 3,000 psig.Fuel pressur ization, 38.6 cubic fe et o f gaseous hel ium at 3,000 psig.LOX pressurization, gaseous oxygen conve rted fro m LOX by engines.HYDRAULIC: Power folr gim balin g four outboard engines.

ELECTRICAL: Two 28 vdc batteries, basic power f or a ll electric al functions .TRACKING: OOOP Transpmder.TELEMETRY:Four subsystems h andl ing 396 f l igh t measurements (S-IB-4).

Two subsystems handl ing approximately 230 f l igh t measurements (S-IB-5 hrough S-IB-12).* ~ ~ ~ r o x i m a t i o k sor Stages S-IB-4 throu gh S-IB-12. Refer

to Saturn IB Fact Sheet for mo re exact values.


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SATURN I 9 NEWS REFERENC E CHANGE D DECEMBER 1967

S-IB STAGES-IB STAGE DESCRIPTIONThe S-IB stage consists, basically, of a cluster ofeight H-1 rocket engines (4 fixed inboard and4 steerable outboard), a tail unit assembly, ninepropellant containers, a spider beam unit assem-bly, and eight fin assemblies. The nine propellantcontainers attach to the tai l unit assembly a t thelower end and to the spider beam unit assemblya t the top.S-IB STAGE FABRICATION AND ASSEMBLYConstruction of the S-IB stage begins at theMSFC Michoud Assembly Facility with the fabri-cation of the ta il unit assembly and the spiderbeam unit assembly. The tail unit assembly, pro-pellant containers, and spider beam unit assemblyare then brought together in a major assemblyoperation called clustering. After clustering, theeight engines and various pneumatic, mechanical,and electrical systems are installed to completethe assembly of the stage.Tail Unit AssemblyThe tail unit assembly consists of four radialthrust support outriggers and four radial fin sup-port outriggers, all of which are attached to a bar-rel assembly core. The ends of the outriggers are

FINASSEMBI

joined by shroud panels which form the peripheryof the tail unit. A lower shroud panel assemblyencloses the engines and forms the engine com-partment. The forward end of the assembly isclosed by fire walls and the aft end is closed byflame shields. When assembled into the stage,fou r of the engines are attached to the barrelassembly and four are attached to the thrustoutriggers.The barrel assembly is comprised of an upper anda lower thrust ring, four shear web assemblies,and four skin panels.The thrust support outrigger assemblies consistof two shear panels, a thrust beam, an actuatorsupport beam, an outboard engine mounting pad,three webs, a bulkhead, a shroud support plate,and various angles and channels. The fin supportand thrust support outriggers are similar. Thefin support outriggers have no thrust supportbeam and no actuator support beam.The water quench system, calorimeter purge sys-tem, and fire detection system, along with variouslines, components, and electrical equipment thatare parts of other stage systems are installed t ocomplete the tail unit assembly.

ANTI SLOSH BAFFLES,70 - I N C H F U E L C ON T A I NE R T E L E M E T R Y A N T E N N A A N DP A N E L A S S EM B L Y

A N T I -S L OS H B A F F L E S ,C E N T E R L OX C ON T A IN E R

OU T B OA R D E N GI N E ( 4 )OUTBOARD ENGINE

S-IB Stage\ I N B OA R D E N GI N E ( 4 )

CC-7 1 CC-72S-IB Stage Assembly Cutaway


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SATURN IB NEWS REFERENCELEGEN D FOR S-IB STAGE MA NUFACTURING SEQUENCE FLOW CHART

1 UPPER AND LOWER THRUST RlNG*FABRICATE AND ASSEMBLE2 ENGINE SHEAR WEB ASSEMBLY

'FABRICATE AND ASSEMBLE3 BARRE L ASSEMBLY

'ASSEMBLE UPPER AND LOWER TURUST RINGS TOSHEAR WEBS*INSTALL INTERMEDIATE RINGS AND SUPPORT FITTINGS-IN STA LL SKIN ASSEMBLIES AND FIREWALL PANELS.INSTALL ATTACHING HARDWARE INCLUDING ENGINE MOUNTING PADS4 FI N SUPPORT OUTRIGGER ASSEMBLY

.ASSEMBLE SHEAR PANELS, DRILL FIN AND BARREL CONNECTING HOLESPOSITION AND INSTA LL WEBS.INSTALL ATTACHING HARDWARE, STIFFENERS, AND FITTINGS*INSTALL SHROUD SUPPORT PLATES5 THRUST SUPPORT OUTRIGGER ASSEMBLY

ASSEMBLE SHEAR PANELS TO THRUST BEAMINSTALL BULKHEADINSTA LL STIFFENERS, DRIL L FIN AND BARREL CONNECTING HOLES.INSTALL FITTINGSINSTALL HROUD SUPPO RT PLATEINSTAL L ACTUATOR SUPPORT BEAM6 TA lL SECTION ASSEMBLY- INSTAL L, ALIGN, AND ASSEMBLE OUTRIGGERS TO BARREL ASSEMBLY.INSTALL RlNG SEGMENTS, BRACKETRY, AND FITTINGS*IN STA LL FUEL AND LOX BAY FIREWALL PANELS ASSEMBLY*INSTALL UPPER SHROUD PANELS

*INSTALL LOWER SHROUD PANELS~ ~ N S ~ A L LEAT SHIELD BEAM STRUCTURE AND HEAT SHIELD PANELS LOWER SHROUD ASSEMBLY*INSTALL TOOLING RlNG7 T A IL UN l T ASSEMBLY

.INSTALL WATER QUENCH SYSTEM.INSTALL LOX PRESSURIZATION SYSTEM LlNES.INYTAI I ENGINE PIIRGE I INES* P % I T ~ & F ~ E L A N DCXSUCTIONlNES*INSTALL CALORIMETER PURGE SYSTEM*INSTALL LOX REPLENISH LlNES.INSTAI I STATIC TEST NITROGEN PURGE LlNES.INSTALL F I R E DETECTION SYSTEM'INSTALL ELECTRICAL EQUIPMENTINSTA LL MISCELLANEOUS EQUIPMENT*INSPECT AND PERFORM CONTINUITY, MEGGER, AND PNEUMATIC CHECKOUT8 105-INCH LOX CONTAINER PRIOR TO CLUSTERING- INST ALL MISCELLANEOUS EQUIPMENTINSTALL EXTERNAL MECHANICAL EOUlPMENl'INSTA LL SNDW AND ICE SHIELDS9 SPIDER BEAM U Nl T ASSEMBLY

*ATT ACH UPPER AND LOWER SPLICE PLATES TO HUB ASSEMBLY ATTACHRADIAL BEAMS, CROSS BEAMS. AND INSTA LL SPLICE PLATES'DRIL L HOLES FOR PROPELLANT GONTAINER CLUSTERING AND SIV B STAGE ADAPTATIONPREFIT AND REMOVE SEAL PLATESINS TALL FORWARD TOOLING RlNG'INST ALL OPTICAL TARGETS AND ALIGNINS TALL CONTROL AND MEASURING COMPONENTS, FITTINGS, AN0 TUBING1070-INCH LOX CONTAINERS PRIOR TO CLUSTERING

INSTALL MISCELLANEOUS HARDWARE.INSTALL EXTERNAL MECHANICAL EQUIPMENT*IN STA LL ENVIRONMENTAL PROTECTION EQUIPMENT.INSTALL BREATHER ASSEMBLIESPER FOR M CONTINUITY, MEGGER. AND PNEUMATIC CHECKOUT

INST ALL LOX REPLENISHING VALVEINSTAL L DELUGE PURGE AND WATER QUENCH SYSTEM TUBING14 TANK TOP AREA INSTALLATION - PHASE I- - INS TALL LOX PRESSURIZATIOP SYSTEM LlNES AND VALVESINS TALL FUEL PRESSURIZATION SYSTEM LlNES AND VALVESINS TALL COOLING DUCTS FOR INSTRUMENT COMPARTMENT COOLING SYSTEMINST ALL FLIGH T MEASUREMENT TUBING15ENGINE MODIFICATION

REWORK ENGINE PER INSPECTION REPORTMODIFY ENGINE PER MODIFEATION DRAWINGLNSTALL HYDRAULIC SYSTEM (OUTW ARD ENGINES ONLY)*IN STA LL FLIGHT MEASUREMENT SYSTEM'WEIGH AND DETERMINE CENTER OF GRAVITY15A NBOARD ENGINE INSTALLATION

.INSTALL INBOARD ENGINES NO 5 6 7 AND 8 FLAME SHIELD, AND ACCESS CHUTE.INSTALL INBOARD ENGINE FUEL Nb i o x SUCTION LINES16 T A IL AREA INST AL L AT ION - PHASE II

AND GOX LlNES

17OUTBOARD ENGINE INSTALLATION'INSTALL OUTBOARD ENGINES NO. l ,Z, 3, AND 4'INSTALL OUTBOARD ENGINE FUEL AND LOX SUCTION LlNES18 TANK TOP AREA INSTALLATION - PHASE II- - 'INSTALL ANTENNA PANELS, ANTENNAS, AND COAXIAL CABLES'INSTALL STATIC FlRE TUBINGINSTALL FLIG HT ELECTRIC AL EOUIPMENT-INSTALL STRAIN GAGES

19 T A IL AREA INST AL L AT ION - PHASE Ill.INSTALL STATIC TEST FlRE MEASURING SYSTEM-INSTA LL OUTBOARD ENGINE HEAT EXCHANGER LOX AND GOX LlNES.CONNECT OUTBOARD ENGINES TO ENGINE PURGE SYSTEM.INSTALL ELECT RICAL CABLES TO FlRE DETECTION SYSTEM'INSTALL MEASURING RACK (ELECTRONIC) MODULES*INSTALL INBOARD ENGINE FLAME CURTAINS AND ADJOINING HEAT SHIELD PANELS'INSPECT SPIDER BEAM, LOX AN0 FUEL BAY AREAS, ENGINES, PROPELLANTCONTAINERS, AND INSTRUMENT COMPARTMENTS'INSTA LL AND ALIGN ACCELEROMETERS, GYROS AN0 ERECTION TARGETSPER FOR M ALIGNMENT CHECK OF STAGE

'CONTINUITY TESTS*POWER DISTRIBUTION TESTS*UECHANICAL ACCEPTANCE TESTS OF STAGE SYSTEMSINSTRUMENTATION AND TELEMETRY TESTS*MECHANICAL COMPONENTS AND ELECTR ICAL NETWORKS TESTS.SIMULATED PLUG DROP AND AL L SYSTEMS TESTS

20 PREPARATIQN FOR SHIPMENT AN0 STATIC TESTCLEAN AND PAINT TAlL UNlTINSTALL OUTBOARD ENGINE FLAME CURTAINS, AND STATIC TEST HEAT SHIELD PANELS~ ~ E T E R U I N ERELIMINARY WEIGHTINSTALL RADIATION SHIELD, STATIC TEST ENVIRONMENTAL PROTECTION, ERECTIONHARDWARE, SHIPPING INSTRUMENTATION,AND ROAD SHIPMENT PROTECTION EQUIPMENT*SHIP TO STATIC TEST SlTE

21POST STATIC TEST REFURBISHMENT) 1 7 0 . l N C ~ FUEL CONTAINERS PRIOR TO CLUSTERING 'RECEIVE AND CLEAN

INSTALL MISCELLANEOUS HARDWARE REMOVE STATIC TEST COMPJNENTS AND INSTRUMENTATION*IN STA LL ELECTRICA L COLAPONENTS N CONTAINER SKIRTS AND INSTRUMENT INSTALL FLIGHT COMPONENTS AflD INSTRUMENTATION*COMPARTMENTS OF FUEL TANKS F-1 AND F2 PERFORM STAGE ALIGNMENT CHECKINSTALL EXTERNAL MECHANICAL EQUIPI.IENT PERFORM FUNCTIONAL CHECKOUT*INSTALL EL ECTRICAL TRUNK CABLES AND CONDUCT COVER ASSEMBLIES*INSTALL HIGH PRESSURE SPHERE IN FORWARD SKIRT OF F-3 AND F-4 21A STAGE CHECKOUT*IEiSTALL BREATHER ASSEMBLIES CONTINUITY TESTSPERFORM CONTINUITY MEGGER AN0 PNEUMATIC CHECKOUT ' OWERDIST'IIBUTION TESTSlilECHANlCAL ACCEPTANCE TESTS OF STAGE SYSTEMS12CLUSTERING

13 TAIL AREA INSTALLATION - PHAY IINSTAL L LOX AND FUEL PREVALVESINSTA LL LOX SUMP INTERCONNECT LlNESINSTA LL FUEL SUMP INTERCONNECT LlNESINSTA LL PNEUMATIC TUBING

Legend fo r S-IB Stage Manufacturing Sequence Flow Chart

. STR,UE\TAT O\ AND T!_f'dET?Y T E S ?MECnAh CA- CCMP'):ERTS Ah0 E-ECTRICA- hETbORdS TESTSJMBI-ICA- C SC)h',ECT 3 'A.LATEC .A.2Cr Ah0 F- GnT ALL TYSTEIISTEST22 PREPARATION FOR SHIPMENT TO LAUNCH SlTE

'INST ALL ADDITIONAL FLIGHT ITEMSOOETERMINE WEIGHT AND CENTER OF GRAVITY*CLEAN AND TOUCH-UP EXTERNAL SURFACE'INSPECT AND REPAIRINSTALL ENVIRONMENTAL PROTECTION, SHIPPING INSTRUMENTATION,ERECTION HARDWARE, AND ROAD SHIPMENT PROTECTION EQUIPMENT*INSPECTION AND FINAL BUY-OFF*SHIP TO LAUNCH SlTE*SHIP LOOSE ITEMS


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S-IB Stage Manufacturing Sequence Flow Chart


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C H A N G E D D E C E M B ER 1967 S A T U R N IB N E W S R E F E R E N C E

Propellant ContainersThe cylindrical section of each propellant con-ta iner is built up of skin-milled, butt-welded,aluminum alloy segments internally reinforcedwith rings to form a monocoque type construction.Container wall thickness varies from top to bot-tom in relation to stress concentrations. Hemi-spherical bulkheads a re welded to each end of thecylindrical section, and a sump is welded to theaf t bulkhead. The forward bulkhead of all fiveLOX containers are fitted with a pressurizationand vent manifold ; the four fuel containers haveopenings for fuel or LOX vent manifold connec-tions. A cylindrical skirt reinforced with lon-gerons is attached to both the forward and aftbulkheads to complete the basic container. Theunits are cleaned, painted, pressure tested, and

CC-73S- IB Stage Ta i l Area Cutaway

calibrated for precise volume before shipment tothe Michoud Assembly Facility.Internal and external equipment is installed tomodify the basic container. Electrical equipmentis installed in the af t skir t areas of all fou r fuelcontainers, and in the instrument compartmentslocated in the forward skirts of fuel containersF-1 and F-2. A 19.28-cubic foot high-pressuresphere is installed into the forward ski rt of fuelcontainers F-3 and F-4.Spider Beam Unit AssemblyThe spider beam unit assembly is assembled in aspecial fixture. A hub assembly is placed in thecenter of the fixture and the upper and lower spliceplates are attached to the hub. Eight radial beamsar e attached to the hub assembly at 45-degree in-tervals and the outer ends of th e radial beams arejoined by cross-beams fastened with splice plates.When the basic structure is completed, hardwareis installed th at will be used to attach the propel-lant containers during the clustering operation.

B ar r e l A s sem b ly - T he ba r r e l as sem b ly i s t he c e n t r a l s t r uc t u r a l m em -be r o f t he t h r us t s t r uc t u r e as s em bly. T he ba r r e l as s em b ly i s s hownmounted on an assembly f ix ture.

CE NT E R L OX CONT A I NE R

S- IB Stage Top V iew Cutaway

CC-04 ( 8Lower T h r us t R ing on A l i gnm en t T ab le- ower t h r us t r i ng , c om p le t e l yas sem b led , i s s hown on an a l i gnm en t t ab le r eady f o r op t i c a l a l i gnm en tc hec k ou t p r i o r t o f ab r i c a t i on o f t he ba r r e l as s em b ly .


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S A T U R N IB N E W S R E F E R E N C E C H A N G E D D E C E M B E R 1967

CC-03 ( C ) CC-02 ( B)Thrust Struc ture Assembly -The thrus t struct ure assembly is the Tail Unit Assembly -Chrysler technicians inspect the tai l uni t assemblymounting poin t for the engine, the propellant containers, and the fins. during an intermediate phase of fabrication. The tai l unit is inverted onEngine thrust is transmitted through the thrus t structure assembly. an assembly fixtu re in this photograph.

CC-06 (D) C C - 0 6 ( F )Propellant Containers -A ll nine prope llant containers are shown pri or Insta lling Fuel Container Pressurization Sphere- Workmen insta ll ato clustering. From left to right are the 105-inch diameter center LOX pressurization sphere into the forward skirt of a fuel container. Thecontainer, four 70-inch diameter outer LOX containers, and four 70- sphere is used to store helium for the fuel pressurization system. TWOinch diameter outer fuel containers. fuel containers are equipped with spheres and two have instrument com-partments in the forward skirts.FLIGHT-

PRESSURIZATION ANDV E N T M A N I F O L D

CC-06 (E )Outer Propellant Container-This cutaway drawing of LOX container 0-3 is representative of all 70-inch propellant containers; however, only containers0-3 and F-1 are equipped with a fi l l and drain line. The four f uel containers do not have the pressu rization and vent mani fold. I


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SATURN la NEWS REFERENCEHoles are drilled for use in attaching the S-IVBstage to the spider beam at the launch site. Aspecial handling ring is attached to the spiderbeam and an alignment check is made in prepara-tion fo r the clustering operation.

CAMERA PODS (21 I SEAL PLATES (8 )

3EAM (81

BEAM (6)

CC-08 B)Forward End of S-IB Stage -The forward end of the S-IB stage is heldtogether by the spider beam unit assembly. The forward skirts of theLOX containers are rigidly fastened to the spider beam to give theforward end of the stage structural integrity. The fuel tanks aremounted on a sliding pin arrangement that allows them to compensatefo r LOX tank contraction.ClusteringThe S-IB stage is clustered in a horizontal posi-tion. Multiple-level platforms a t the ends of thestage allow simultaneous assembly operations.

CC-09 DlPositioning Spider Beam Unit Assembly- orkmen position the spiderbeam on the assembly fixture. The man wearing earphones is directingan overhead crane that maneuvers the assembly.

The assembly fixture for the S-IB stage is a tru ss CC-09 E)structurewith a front and a rear cradle which is Container Clustering-The thi rd of four LOX containers is lowered intoposition using two overhead cranes. The LOX containers are clusteredsupported by fou r adjustable leveling stands that first, followed by the fuel containers. The containers are clustered in anallow vertical and horizontal movement for the opposite pair sequence to keep the assembly balanced.

CC-09 A )Positioning Tail Unit Assembly-The tai l unit is the fir st major assem-bly to be placed in the assembly fixture.

CC-09 C)Clustering Complete- he stage is shown completely clustered in thisillustration. The next major operation is the installation of the H-1engines. The fin assemblies are not permanently installed until thestage is erected on the launch pad. The console i n the foreground isused to raise, lower, and rotate t he stage i n the assembly fixture.


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alignment of components. Rollers in th e fro nt andrear cradles allow the stage to be rotated duringassembly.A large bridge crane is used to place the tail unitassembly in the rear cradle. The 105-inch diametercenter LOX container is positioned so tha t th e af tskirt can be fastened to the top end of the barrelassembly. The spider beam unit assembly is thenattached to the forward end of the center LOXcontainer. The tail unit assembly, center LOXcontainer, and spider beam unit assembly are ro-tated a s a unit to facilitate attachment of theouter containers.CC - l O ( A )Engine Modi ficat ion-T he basic H-1C (inboard) and H-1D (outboard) The 70-inch diameter outer LOX containers areengines, produced by Rocketdyne, undergo modification by Chrysler installed first. The containers are installed in anbefore they are installed on the stage. In this illustration one of fouroutboard engines is undergoing modification. opposite-pair sequence to keep the assembly with-- n the balance requirements of the assembly fix-

CC - 0 5 ( 6 )Inboard Engine Installation- hrysler technicians, using a specialhandling tool, install the fi rst of four inboard H-1 engines. The largediameter lines in the background with 90-degree bends are the fuel

ture. LOX containers are attached to the tail unitassembly and to the spider beam unit assemblywith retaining bolts and eyebolt assemblies.The fuel containers ar e installed in a similar man-ner to complete the container clustering operation.Fuel containers are attached to the tail unit as-sembly by a ball and socket arrangement, and tothe spider beam unit assembly by a sliding pinand socket arrangement. This allows for the vari-able distance between the spider beam unit assem-bly and the thrust structure assembly caused bycontraction of the LOX tanks a t cryogenic tem-peratures.Assembly operations are completed by installinglines, manifolds, cables, electrical and pneumaticcomponents, engines, and instruments. The fin as-semblies are attached to the stage as the vehicle iserected a t the launch site.

and LOX suction lines through which flows to the engines.

c c - 0 5 ( c H-1 Engines -The eight H-1 engines are clustered in an inboard and anOutboard Engine Installation-Technicians insta ll the fi rs t of four out- outboard square pattern. The outboard square pattern is rotated 45board engines into the tai l unit assembly. degrees from the inboard pattern.


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C H A N G E D D E C E M B ER 1967 S A T U R N IB NEWS R E F E R E N C E

CC-IO(C)Checkout -Chrysler technicians check out the hydraulic system on anoutboard engine before it is instal led on the stage.H-1 ENGINE INSTALLATIONBefore being installed in the stage, the H-1 en-gines undergo modification, consisting primarilyof the installation of static test and flight mea-surement instrumentation and cables on inboardand outboard engines, and the installation of thehydraulic system on outboard engines.The inboard engines are installed first, using aspecial handling fixture to insert each engine intothe tai l unit assembly. Fuel and LOX suction linesare installed and, when the last inboard engine isinstalled, the flame shield is installed and a seriesof operations connecting the inboard engines intoother stage systems is performed. These opera-tions include the installation of engine drain lines,

CC-05 E)Heat Shield Panel Installation- hrysler technicians install heat shieldpanels on the lower shroud assembly beam structure. The panels enclosethe aft end of the tail assembly to form an engine compartment. Anoutboard engine flame curtain is shown i n the right foreground.

GOX lines, purge systems, LOX supply lines toheat exchangers, and electrical cables. IThe outboard engines are installed in approxi-mately the same manner as the inboard engines.The engines are connected into the stage systems,and the electrical cables that monitor and controlall eight engines are installed. Engine installationis considered complete aft er the flexible flame cur-tains, the heat shield panels, and other heat pro-tective equipment has been installed.

P L A T E

-FRONT SPAR

-DIAGONAL TUBE (2)

HEAT SHIELDCC-07 BS-IB Fin Structure-The S-IB fi n is of basic rib and spar construction,

'covered with aluminum skin panels. The eight fins support the launchvehicle on the launch pad and provide aerodynamic stability duringflight.

CC-I1 C)Installation-Tec hnician laces electrical harness located in the aftskirt of a propellant container.


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CHANGED DECEMBER 1967 SATURN IB NEWS REFERENCE

Electrical Networks- tation equipment andstage redundant cutoff circuits are checked forthe capability to initiate engine cutoff at anytime a malfunction is detected. The flight se-quence operation is checked by verifying cir-cuit operations that occur during prelaunch,liftoff, and separation functions. Engine cut-off is also verified by simulating the conditionsof an engine failure, failure to launch due toloss of liftoff circuitry, and a malfunctionaf te r liftoff causing emergency engine cutoff.

CC-17 (B) R F Systems- es ts a re made to assureChec k ou t S t a t i on Con t r o l Room - T he t es t c onduc t o r m on i t o rs t he p r og -r es s o f ac t i v i t y i n t he c hec k ou t bay on t he c l os ed c i r c u i t T V m on i t o r. A proper operation of the telemetry systems andt ec hn i c i an as s u r es t ha t t he p r ope r s equenc e o f ev en t s oc c u r s by m on- the ODOP (offset doppler) tracking system.i t o r i n g th e p a n el a t t h e r ~ g h t n d o f t h e c o n s o le . The tests assure that power output, voltageInstrumentation- wo categories of instru-mentation a re made.1. Indirect measurements utilizing signal

conditioners fo r evaluation of acoustic,temperature, pressure, vibration, liquidlevel, current, strain, and turbine rpmmeasurements.

2. Direct measurements using a direct outputin the flight mode to evaluate acceleration,pressure, and signal levels.

Mechanical Systems- uel, oxidizer, propul-sion, pneumatic, and hydraulic systems arepressure tested to verify system integrity andto assure th at leakage is within the allowablespecifications. While these systems are pres-surized, other system characteristics such as

-standing wave ratio, frequency, insertion lossand doppler shift are within specifications.

pressure switch actuation and de-actuation T e lem e t e r G round T es t S t a t i on - T h i s i l l us t r a t i on s hows one o f t he t woTM gr ound s t a ti ons t ha t s uppo r t t h e c hec k ou t s t a t ion . T he t ec hn i c ian i nlevels, timing characteristics, vent t he c en t e r i s s hown m ak ing an ou t pu t s e lec t i on on pa t c h boa r d t ha t w i l lcracking and reseating pressures, and critical be moni tored on the osc i l loscope located jus t be low. Four osc i l lographorifice flow rate ar e checked. r ec o r de r s a r e s hown t o t he r i gh t o f t he t ec hn i c ian .

c on t r o l s t he s l av e c om pu t e r s t o s equenc e and m on i t o r v eh i c l e t es t s. S-IB Stage Final Assembly Area

3-10


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SATURN IB NEWS REFERENCE CHANG ED DECEMBER 1967

Control System- he outboard engines aretested to assure proper function of hydrau-lic actuators, control system linearity, andproper reaction to control accelerometer sig-nals. During gimbaling, checks are made toassure proper clearance between the stage tailsection and engines.Instrumentation Compatibility- his test as-sures compatibility between the stage meas-uring instruments and the telemetry systems.Each telemeter channel is tested to assure thata linear output response of proper level canbe obtained.Simulated Flight- ll vehicle systems areevaluated as a unit. The stage is programmedthrough a complete preflight and flight se-quence during which time the umbilicals areretracted, the hydraulic system is activated,engine gimbaling tests are performed, andinboard and outboard engine cutoff sequencesar e verified.

S-IB STAGE SYSTEMS DESCRIPTIONSFuel SystemThe stage fuel system receives RP-1 fuel from aground source, stores the fuel, and then suppliesit to the eight H-1 engines. The system consistsof fo ur fuel containers, pressurization components,distribution manifolds, control valves, switches,sensors, piping, interconnect lines and the connect-ing hardware required to fill or drain the con-tainers, bubble the fuel before flight, pressurizethe containers, and supply the fuel to the engines.Equal pressurization of the containers and uni-for m distribution of fuel to the engines is main-tained through interconnect lines at the top andbottom of the containers. In the event of an enginefailure, the fuel normally consumed by the inoper-ative engine is supplied to the operating engines.Each container supplies fuel to one outboard andone inboard engine through suction lines connectedto th e container sump. Two engine cutoff fuel sen-sors generate a signal when the fuel is decreasedto thei r level that will initiate inboard engine shut-down. Similar engine cutoff sensors in the LOXsystem will initiate inboard engine shutdown ifLOX depletion occurs prior t o fuel depletion.Outboard engine shutdown occurs approximately3 seconds aft er inboard engine shutdown. The out-board engines are normally shut down whenengine thrust decay, resulting from LOX deple-tion, causes the outboard engine thrust OK pres-sure switches to deactuate. The outboard enginesar e shut down simultaneously since the thr ust OKpressure switches on all outboard engines are

VENT YALYL CONTROL/ WICI(-D~~CONNLCT FUEL TANXlNr CCMPYTLR ( LOW i aUICX-OISOHNECT CDUPLlNBco"FL,Ma -EL i l n l n i , C OMP U l l l l n l C H J PUlCMlSCONNrCT COUPLIM/

Fue l Sys tem Schemat icinterconnected a t this time. However, if fuel de-pletion occurs prior to LOX depletion, the out-board engines will be shut down when fuel reachesthe level of fuel depletion sensors located in thecontainer sump.Probes in two of the four fuel containers permit Itelemetric monitoring of the fuel level duringflight.FUEL FILLPrior to filling the containers with fuel, normallyclosed vent valves and a fuel fill and dra in valve ar eopened. The vent valves are actuated by controlpressure from a ground source supplied throughthe vent valve control quick-disconnect coupling.The fill and drain valve is actuated by controlpressure from the ground source supplied throughthe opening control quick-disconnect coupling.Fuel is then pumped through the fill and drainnozzle into the sump of container F-1. The sumpsof the containers are interconnected to ensureequal distribution of fuel. The fuel containersare initially filled to a predetermined level basedupon a nominal density.The rat e of flow to the containers is controlled bya fuel tanking computer in the ground controlstation. The computer shuts off the supply whenthe containers a re filled to the predetermined level.If the computer should malfunction and not shutoff the fuel supply, an overfill sensor will ini tiate asignal to stop the fill sequence.FUEL LEVELINGFuel in the containers is maintained at the requiredlevel by adding or draining. The level is adjustedaccording to calculations by the fuel tanking com-puter based on pressure differentials in containerF-4 and on fuel density calculations based on tem-peratu re measurements from each container. Tem-perature sensors monitor the temperature of the


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C H A N G E D D E C E M B E R 1967 S A T U R N I B N E W S R E F E R E N C E

TO FUEL CO NTAI NERPRESSURIZATION SYSTEMt

CC-36AFuel Conta iner Pressur izat ion L ines

fuel in each container fo r the density calculationsand electrically transmit the results to the com-puter.FUEL DRAINIn the event that fuel must be drained from thesystem, the containers are pressurized from aground source. The vent valves are closed, thefuel fill and drain valve is opened, and fuel underpressure flows from the containers through theopen valve and the fill and drain nozzle to theground storage tank. Container pressure for

I he draining operation is maintained between 29.6psia and 32.4 psia.I UCTION LINESEight suction lines supply fuel from the con-tainer sumps to the engine turbopumps. Normallyopen fuel prevalves, located near the top of eachsuction line, may be closed by pneumatic pressuresupplied by the stage control pressure system orby pneumatic pressure supplied from a groundsource and through an orifice.The fuel containers are interconnected at the topthrough the fuel container pressurization mani-fold. The fuel vent valves are connected into thismanifold. The fuel containers are also intercon-nected a t the sumps through interconnect lines.An antivortex device and screen is located at theaf t bulkhead of each container.FUEL BUBBLINGPressurized GN2 from a ground source is bubbledthrough each fuel suction line to agitate the fueland thereby maintain a uniform fuel temperaturethroughout each container. Fuel bubbling begins

just before LOX fill and continues until the startof fuel container pressurization.FUEL CONTAINER PRESSURIZATION JThe fuel containers are pressurized with heliumstarting from approximately two minutes andthirty-three seconds prior to launch and continu-ing until the S-IB flight is completed. The con-tainer pressure maintains a pressure head for theengine fuel pumps and provides structural integ-rity by preventing the formation of a vacuum inthe containers as fuel is depleted during flight.Major components of the pressurizing system arehigh-pressure helium storage spheres, solenoidvalves, pressure switches, a sonic nozzle, and dis-tribution lines.Prior to launch, two 19.3-cubic-foot, high-pressure )storage spheres are pressurized to 3,000 psig.Helium is supplied from the launch facilitythrough the fuel container pressurization quick-disconnect coupling connected to one of the launchfacility umbilicals. The helium passes through afilter and a check valve before i t enters the stor-age spheres. From the storage spheres, heliumflows through two normally open solenoid valves,a sonic nozzle, the distribution line, and into thefuel containers. The sonic nozzle restricts the flowof helium. Pr ior to flight, container pressure i smaintained a t between 29.6 and 32.4 psia by a )control pressure switch located at the top of con-tainer F-3. The switch controls the operation ofthe normally open solenoid valves and shuts offthe helium supplied to the container when thepressure reaches 32.4 psia. If container pressureshould exceed 35.7 psia, the sensing line will mon- Iitor the overpressurization and cause the ventvalve to open. The containers are vented untilnormal pressure is maintained again.A high pressure switch located on the storagespheres monitors sphere pressure and is a par t ofFUELCONTAINERPRESSURiZitTiON FlLTER

WICK-DISCONNECTCOUPLNO

SOLINOID VALVE (2,

SONIC NOZZLE

CC-87Fuel Conta iner Pressur izat ion Schemat ic


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S A T U R N IB N E W S R E F E R E N E E C H A N G E D D E C E MB E R 1967the engine ignition interlock. The switch must in-dicate a minimum pressure of 2,800 -t50 psig orthe countdown is stopped.At liftoff, the electrical circuit to the solenoidvalves and switches is disconnected and uninter-rupted pressure from the spheres flows throughthe open solenoid valves and sonic nozzle into thecontainers. Engine fuel consumption is such thatthe system cannot be overpressurized and the pres-sure will fluctuate between a 17 psig upper limitand an 11 psig lower limit until stage burnout.LOX SystemThe LOX system receives LOX from a groundsource, stores the LOX in containers, and thensupplies LOX to the eight H-1 engines. Majorcomponents of the system are the fou r outer LOXcontainers 0-1, 0-2, 0-3, and 0-4, the center LOXcontainer 0-C, control valves, interconnect lines,suction lines, piping, switches, manifolds, sensors,vent valves, vent and relief valve, and the GOXflow regulator. These components provide themeans of filling or draining the containers, replen-ishing LOX, bubbling LOX, pressurizing the con-tainers, and supplying LOX to the H-1 engines.

system have not already initiated the sequence.Outboard engine shutdown occurs approximatelythree seconds aft er inboard engine shutdown. Theoutboard engines are normally shut down whenengine thrust decay, resulting from LOX deple-tion, causes the outboard engine thrust OK pres-sure switches to deactuate.The outboard engines are shut down simultane-ously since the "thrust O.K." pressure switches onall outboard engines are electrically interconnecteda t this time. However, if fuel depletion occursprior to LOX depletion, the outboard engines willbe shut down when fuel reaches the level of eitherof two depletion sensors located in the sumps offuel containers F-2 and F-4. Sensors in three LOXcontainers permit telemetric monitoring of theLOX level. ILOX FILLBefore filling the containers with LOX, the fournormally closed vent valves and the vent and reliefvalve are opened. GN2 control pressure from thelaunch facil ity opens the vent valves. The vent andrelief valve is opened by GN2 pressure from theonboard control pressure system through thesolenoid valve.After the vent valves are opened, the normallyclosed fill and drain valve is opened by controlpressure supplied by the ground control station.LOX is then pumped through the fill and drainnozzle and the open fill and drain valve into thesump of container 0-3. The sumps of the containersare interconnected to ensure equal distribution ofLOX. The LOX containers are initially filled to alevel based on nominal fuel density.The flow into the containers is controlled by aground station LOX tanking computer. When thecontainers are filled to the predetermiqed level,the computer shuts off the LOX supply. If thecomputer should malfunction and not shut off theLOX supply, an overfill sensor will generate a

Equal pressurization of the containers and uni-fo rm distribution of LOX to the engines is main-tained through interconnect lines at the top andbottom of the containers. In the event of an en-gine failure, the LOX normally consumed by theinoperative engine is supplied to the 0peratin.gengines.The center container sump is connected to thesumps of the outer containers. Each outer con-tainer supplies LOX to one outboard and one in-board engine through suction Iines connected tothe container sump. When LOX falls to the levelof the engine cutoff LOX sensors located in thebottom of containers 0-2 and 0-4, a signal is gen-erated that initiates the inboard engine shutdownsequence, provided that similar sensors in the fuel

signal to stop the fill sequence.

CC-88LOX System Schematic

LOX REPLENISHINGLOX in the containers must be continuously re- Iplenished until containers are pressurized to com-pensate for boil-off losses and changes in fueldensity. Corrections are applied to the LOX tank-ing computer and the containers are replenishedfrom the ground LOX storage tank. A normallyclosed replenishing valve is opened by control pres-sure applied from the launch facility. The LOXflows into the sump of container 0-4. Differentialpressure is sensed by the top and bottom sensinglines in container 0-C and routed to the tankingcomputer through the LOX sensing line quick-disconnect coupling.


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CHANGED DECEMBER 1967 SATURN IB NEWS REFERENCELOX CO NTAI NER VENTAND REL I EF VAL VE flight, container pressure also provides structural

CENTER LOXCO NTAI NERPRESSURIZATION AND VENT integrity to the containers. GOX converted from

LOX by the heat exchanger on the H-1 enginesis used as the pressurant for inflight operation. .JTo pressurize the LOX containers before engineignition, the vent and relief valve and the ventvalves are closed. Helium flows from the launchfacility through the LOX container pressuriza-tion quick-disconnect coupling, a check valve,and a pressurant diffuser into container 0-C. Thehelium then flows from container 0-C throughthe interconnecting lines to the outer containers,thus equally pressurizing all containers. The LOXprepressurization switch monitors container pres-sure and shuts off the helium supply when thepressure reaches 57.7 psia. In the event the a

CC-4OALO X Con t a ine r P r es s u r i z a ti on L i nes

LOX DRAINIn the event tha t LOX must be drained from thesystem, the vent valves and vent and relief valvesare closed, the containers are pressurized, and thefill and drain valve is opened. LOX under pressurethen flows from the containers through the openvalve and fill and drain nozzle to the ground stor-age tank.I UCTION LINESEight suction lines conduct LOX from the outercontainer sumps to the engine turbopumps. Nor-mally open LOX prevalves are located near thetop of each suction line and may be closed bypneumatic pressure from the stage control pres-sure system or the launch facility should the needarise prior to launch. The prevalves also providea backup to the main LOX valve in the H-1 en-gines for LOX shutoff.

switch fails, the vent and relief valve will openwhen pressure in the sensing line between thevalve pilot and container 0-3 increases to between60 and 63 psia. However, if the vent and reliefvalve should fail to open by this method, the LOX

Iground vent pressure switch will actuate at 67.5psia to energize the solenoid valve and open thevent and relief valve. The manual valve is usedto calibrate the pressure switches.At liftoff, the LOX ground vent pressure switchis disabled and ove~pressurizationprotection isprovided by the vent and relief valve. Heliumfrom the launch facility is disconnected andGOX from the H-1 engine heat exchanger assem-blies is used as the pressurant. The GOX outputfrom all eight heat exchanger assemblies flowsinto a manifold, through the GOX flow regulator,the pressurant diffuser in container 0-C, andthrough the interconnecting lines to the outercontainers. The GOX flow regulator maintainsLOX container pressure a t approximately 50The LOX containers are interconnected a t the top psis. The regulator is controlled by a pressureby lines between the LOX pressurization and vent feedback sensing line from container 0-C.manifold and each outer container. Interconnect

lines connect the sump of the center container tothe sumps of each outer container.LOX BUBBLINGPressurized helium is applied a t the inlet of eachengine LOX pump and bubbles up through theLOX suction lines into the container. The heliumrising through the LOX stabilizes the tempera-tur e a t the pump inlet to prevent pump cavitation.I OX bubbling is initiated just afte r the initiation :?of fuel container pressurization and continuesuntil LOX container pressurization occurs.LOX CONTAINER PRESSURIZATIONThe LOX containers ar e pressurized with helium ~RYELL~NT

:&ERAduring preflight operations to provide a pressure EXMUST CC-89head a t the inlet of the engine LOX pumps. During LOX Conta iner Pressur izat ion Schemat ic


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SATURN IB N E W S R E F E R E N C E C H A N G E D DECEMBER 1967The LOX prepressurization switch, which is alsodisabled a t liftoff, is enabled again a t liftoff +30seconds. During flight, the switch continues tomonitor LOX container pressure and transmitsa signal to the solenoid valve to open the vent andrelief valve should container pressure increase to58.5 psia., ontrol Pressure SystemMajor components of the system are a storagesphere, a pressure regulator, a manifold, a reliefvalve, switches, solenoid-operated valves, filters,and monitoring devices.The control pressure system receives pressurizedGN2 from the launch facility, stores i t, and thensupplies it a t a reduced and regulated pressure tooperate pneumatic valves in the fuel and LOX sys-tems, open LOX vent valves, purge calorimeters,pressurize the engine gearboxes, and purge theLOX seal area of the engine turbopumps.

I he high-pressure storage sphere is pressurizedfrom the launch facility through the sphere pres-surization quick-disconnect coupling, a filter, acheck valve, and the vent valve and manifold as-1 embly. The 1.0-cubic foot storage sphere ischarged to 3,000 psig; a pressure switch and pres-sure transducer monitor sphere pressure. Whennecessary, the system is vented through the ventvalve and manifold assembly.High-pressure GNa flows from the storage spherethrough the vent valve and manifold assembly andthe filter to a pressure regulator. The pressure reg-ulator reduces and regulates the pressure to 750psig and supplies the gas to a control pressuremanifold. Pressure in the manifold is monitoredby a pressure switch and pressure transducer. Themanifold is protected from overpressurization bya relief valve.Control pressure GN, is routed from the mani-

P R L V l L V l CONTROLQ",CK-oi~"nErCT COUPLNB\

CALoRIMLTER,,,

ORIFICLII,mControl Pressure System Schem atic

, .O FUEL TO LO XPREVALVE P R E V A L V E,TYPICAL, IT IPICALI

CC - 9 0

fold to a solenoid valve for the operation of theLOX vent and relief valve. Control pressure GN,is also routed to eight solenoid valves to close theLOX and fuel prevalves at the termination ofstatic test and during the infligh.t engine shut-down sequence a t stage burnout. A launch facilityconnection through a quick-disconnect couplingallows ground control of the prevalves prior tolaunch.Control pressure GN2 is also used to pressurizethe engine gearboxes and purge the LOX sealson the turbopumps ; manual valve provides shut-off control. GN2 supplied through a solenoid valveis used to purge the windows of three calorimetersso that combustion products do not accumulate onthe windows and cause the calorimeters to giveerroneous indications. IEngine Purge and Gearbox Pressurization SystemSeveral GN2 purges are s tarted during launchpreparations to prevent contamination of the en-gine and reduce the possibility of an accidental firebefore engine ignition.LOX PUMP SEAL PURGEAND GEARBOX PRESSURIZATIONThe LOX pump seal purge and gearbox pressuri-

LOX PUMP SEAL GEARBOX PRESSURIZATIONPURGE AND GEARBOX CHECKVA LVEPRESSURIZATION rGE ARB OX PRESSUR IZATION

I O R I F I C EL I Q U I D P R O P E L L A N T

6EARBOX PRESSURIZATIONAND LOX SEAL PURGE ORIFICE MANI FOL D PU9G E

LOX SEAL PURGE ORIFICE MANIFOLD PURGE

MAIN LOX VALVE

C H EC K VA LVES 13)GAS GENERATORC O N T R OL V A L V E

THRUST CHAMBERFUEL INJECTORMANIFOLDTH R U STli /CHAMBER IEAT EXCHANGER

ASPIRATDR

CC-8 1Engine Purge and Gearbox Pressurization System


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CHA NGE D JUNE 1966 SATURN IB NEWS REFERENCE

I ation operation a re described together since bothare supplied GN2 from a common source.The ga s is supplied by the vehicle control pressuresystem; the supply is routed through a ring-linemanifold with branch lines to each engine gearbox.The LOX pump seal purge and gearbox pressuri-zation s ta rt s when the S-IB stage control pressuresystem is pressurized and continues throughoutlaunch preparations, engine starting, and S-IBflight. If the launch i s cancelled, purging continuesuntil all LOX within the engine LOX pump hasboiled off.Low-pressure GN2 purge is applied to the spacebetween the LOX and lube seals in the turbopumpto isolate LOX leakage fro m the lubricant leakage.LOX and lubricant leakage into the area betweenthe seals is drained overboard through separatedrains.Gearbox pressurization is accomplished with GN,also reduced in pressure. The check valve and therelief valve operate together to maintain a pres-sure within the gearbox to prevent the lubricantfrom foaming a t high altitudes. The relief valvealso functions to bleed spent lubricant (RP-1 fueland Oronite 262 additive) to the atmosphere.The pressure within the gearbox also forces anyfuel th at leaks past t he fuel seals and into the gear-box to drain overboard through the gearbox lubedrain. The leakage can be visually monitored priorto engine ignition.I LOX DOME PURGEThe LOX dome of each H-1 engine is purged byboth a low-level purge and a full-flow purge. Thelow-level purge maintains a slight positive GN2pressure in the LOX dome to prevent contami-nants fro m entering the t hru st chamber nozzle andflowing to the injector plate and the LOX dome.I t also prevents moistu re fro m condensing in thearea. The low-level purge is started prior to pro-pellant loading and continues until shortly beforeengine ignition; GN2 pressure and flow rate ar ethen increased to t he full-flow level. The full-flowpurge continues until LOX pressure in the LOXdome is greater than purge pressure. If a launchis cancelled, th e full-flow purge resumes as LOXpressure decays below purge pressure. The GN2purge then expels LOX from the LOXdome andthe LOX bootstrap line. Afte r a sh ort interval, thefull-flow purge rate is reduced to the low-levelrate.Ground source GN2 for both purge levels flowsthrough the LOX dome purge check valve, througha manifold on the main LOX valve, and then. intothe LOX dome. The GN2 is vented through theth rust chamber nozzle.

THRUST CHAMBER FUEL INJECTORMANIFOLD PURGEThe thrust chamber fuel injector manifold purgeprevents LOX fro m entering the fuel injector man- -ifold dur ing engine ignition. The purge is star tedapproximately 30 seconds before engine ignition. (Ground source GN2 flows through a ring-line mani-fold around the engine compartment and then intoa purge manifold of each of the engines. Eachpurge manifold distributes the GN2 into threethrust chamber fuel injector manifold purgecheck valves. The GN2 flows through t he thrustchamber fuel injector manifold, through the injec-tor plate, and out the thrust chamber nozzle. Thepurge is stopped when fuel pressure builds up inthe fuel injector manifold, as a resul t of enginestarting, and closes the three check valves. ILIQUID PROPELLANT GAS GENERATORLOX INJECTOR MANIFOLD PURGEThe liquid propellant gas generator LOX injectormanifold purge prevents the combustion productsfro m the solid propellant gas generator f rom con-taminating the liquid propellant gas generatorLOX injector manifold. The purge is started justbefore engine ignition and is stopped by LOX pres-sure buildup in the manifold. If a launch is can-celled, the purge commences immediately followingengine shutdown and continues until the solid pro-pellant gas generator has been removed.Ground source GN2 flows through branch linesleading to each engine, and through a check valveinto the LOX injector manifold. The GN2 purgethen flows through the liquid propellant g as gener-ator, the gas turbine, and the heat exchanger. TheGN, purge is exhausted through the engine as-pirator. IHydraulic Sy;temEach outboard engine has an independent, closed-loop hydraulic system that gimbals the engine forvehicle flight control, moving the engine in pro-portion to the magnitude of an electrical inputsignal. Movement is provided by two hydraulicactuators that may be extended or retracted inde-pendently or simultaneously.Major components of each system are a mainhydraulic pump, an aux il

Saturn IB News Reference

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