D5-13183
Final Report - Studies of Improved Saturn V
Vehicles and Intermediate Payload Vehicles
(P-115)
SUMMARY
Prepared for
NASA - George C. Marshall Space Flight
Center under Contract NAS&-20266
INDEXING DATA
DATE
OPR
SfGNATOR
THE
BOEING
COMPANY
October 7, 1966
#
T
LOC
-
SPACE DIVISION
PGM
SUBJECT
s;
S T U D I E S O F I M P R O V E D SATURN V V E H I C L E S
AND I N T E R M E D I A T E P A Y L O A D SATURN V E H I C L E S (P-115)
SUMMARY D O C U M E N T
D5-13183
FINAL R E P O R T
P R E P A R E D UNDER C O N T R A C T N U M B E R N A S 8 - 2 0 2 6 6
SUBMITTED T O
G E O R G E C. M A R S H A L L S P A C E F L I G H T C E N T E R
N A T I O N A L AERONAUTICS AND S P A C E ADMINISTRATION
O C T O B E R 7, 1966
S U B M I T T E D BY
S Y S T E M S ANALYSIS C O N T R A C T O R
T H E BOEING C O M P A N Y
S P A C E DIVISION
L A U N C H SYSTEMS B R A N C H
H U N T S V I L L E , ALABAMA
D5-13183
FOREWORD
T h i s v o l u m e s u m m a r i z e s five t e c h n i c a l V e h i c l e D e s c r i p t i o n D o c u m e n t s
r e p o r t i n g a t e n - m o n t h s t u d y to p r e p a r e t e c h n i c a l and r e s o u r c e d a t a on
uprated payload Saturn V and i n t e r m e d i a t e payload Saturn v e h i c l e s .
T h i s study i s p a r t of a c o n t i n u i n g effort by t h e N a t i o n a l A e r o n a u t i c s and
Space A d m i n i s t r a t i o n (NASA) t o i n v e s t i g a t e the c a p a b i l i t y a n d f l e x i b i l i t y
of the S a t u r n V l a u n c h v e h i c l e and t o identify p r a c t i c a l m e t h o d s for
d i v e r s i f i e d u t i l i z a t i o n of i t s p a y l o a d c a p a b i l i t y . NASA C o n t r a c t NAS8 -20266
a u t h o r i z e s the w o r k r e p o r t e d h e r e i n and w a s s u p e r v i s e d and a d m i n i s t e r e d
b y t h e M a r s h a l l S p a c e F l i g h t C e n t e r ( M S F C ) . S-II d a t a w a s s u p p l i e d
by the S p a c e and I n f o r m a t i o n D i v i s i o n of N o r t h A m e r i c a n A v i a t i o n .
S-IVB d a t a w a s s u p p l i e d by the M i s s i l e a n d S p a c e S y s t e m s D i v i s i o n
of D o u g l a s A i r c r a f t C o m p a n y . L a u n c h s y s t e m d a t a w a s s u p p l i e d by t h e
D e n v e r D i v i s i o n of T h e M a r t i n C o m p a n y - Solid m o t o r d a t a w e r e s u p p l i e d
by U n i t e d T e c h n o l o g y C o r p o r a t i o n . T h e L a u n c h S y s t e m s B r a n c h ,
A e r o s p a c e G r o u p , S p a c e D i v i s i o n of T h e B o e i n g C o m p a n y w a s t h e
S y s t e m s A n a l y s i s c o n t r a c t o r for t h i s s t u d y .
P r o g r a m d o c u m e n t a t i o n i n c l u d e s a s u m m a r y v o l u m e (this d o c u m e n t ) ,
five v o l u m e s c o v e r i n g v e h i c l e d e s c r i p t i o n s , r e s e a r c h and t e c h n o l o g y
implications r e p o r t , and a cost document. Individual designations a r e
a s follows:
D5-13183
' D5-13183-1
D5-13183-2
D5-13183-3
D5-13183-4
D5-13183.-5
D5-13183-6
D5-13183-7
Summary Document
V e h i c l e D e s c r i p t i o n M L V - S A T - I N T - 2 0 , -21
Vehicle Description MLV-SAT-V-3B
V e h i c l e D e s c r i p t i o n M L V - S A T -V-25(S)
Vehicle Description MLV-SAT-V-4(S)B
Vehicle Description MLV-SAT -V-23(L)
R e s e a r c h and Technology Implications R e p o r t
F i r s t Stage C o s t P l a n
ii
D5-13183
ABSTRACT
This document s u m m a r i z e s a study conducted under NASA/MSFC
Contract NAS8-20266, "Studies of Improved Saturn V Vehicles and
Intermediate Payload Saturn Vehicles (P-115)", from December 6, 1965
to October 7, 1966. The details of this study a r e contained in five
"Vehicle Description Documents" (D5-13183-1, -2, - 3 , -4, and -5).
P h a s e I of the study was a p a r a m e t r i c p e r f o r m a n c e and r e s o u r c e s
analysis to select one baseline configuration for each of the six vehicles,
P h a s e II of the study included a fluid and flight mechanics study, design
impact on systems', and a r e s o u r c e s analysis for each baseline vehicle.
The uprated vehicles a r e feasible configurations and logical candidates
for payloads in excess of the c u r r e n t Saturn V capability. No major
problem a r e a s w e r e identified for either development or production.
The intermediate payload vehicle derivatives of Saturn V" a r e a logical
m e a n s of providing orbital payload capability between that of the Saturn I
and the two-stage Saturn V.
KEY WORDS
Contract NAS8-20266
D5-13183
Vehicle Description Document
Saturn V
NASA /MSFC.
Up rating
T r a d e Studies
Payload to 72 Hour Lunar Injection
iii
Fluid and Flight Mechanics
Impact
Resources
Cost
Payload to 100 NM orbit
MLV-INT
Baseline Configuration
MLV-SAT-V
D5-13183
T A B L E OF CONTENTS
SECTION
FOREWARD
ABSTRACT
1.0
INTRODUCTION
2.0
SUMMARY
3. 0 GUIDE L I N E S AND ASSUMPTIONS
4.0
M L V - S A T - I N T - 2 0 / - 2 0 LAUNCH VEHICLES
5. 0 M L V - S A T - V - 3 B L A U N C H V E H I C L E S
6.0. M L V - S A T - V - 2 5 ( S ) L A U N C H V E H I C L E S
7.0
MLV-5AT-V-4(S)B
8..0
M L V - S A T - V - 2 3 ( L ) L A U N C H VEHICLE
9. 0 CONCLUSIONS AND R E C O M M E N D A T I O N S
iv
D5-13I83
FIGURES
F I G U R E NO.
PAGE
1-1
1-2
P H A S E I L A U N C H V E H I C L E CANDIDATES
S E L E C T E D B A S E L I N E LAUNCH V E H I C L E S F O R P H A S E
II STUDY E F F O R T
2-1
VEHICLE COMPARISON
2-2
U P R A T E D V E H I C L E I N V E S T M E N T COST C O M P A R I S O N
2-3
T W O - S T A G E V E H I C L E COST E F F I C I E N C Y
2-4
T H R E E - S T A G E V E H I C L E COST E F F I C I E N C Y
4-1
INT V E H I C L E S
4-2
INT - 2 0 / - 2 1 V E H I C L E COMPARISON
4-3
F O U R E N G I N E S - I C - 2 0 STAGE
4-4
I N T - 2 0 ORBIT A L T I T U D E - A Z I M U T H P A Y L O A D
CAPABILITY
4-5
I N T - 2 1 ORBIT A L T I T U D E - A Z I M U T H P A Y L O A D
CAPABILITY
4-6
I N T - 2 0 P O L A R & SUN SYNCHRONOUS P A Y L O A D
(DIRECT A S C E N T )
4-7
SYNCHRONOUS ORBIT PAYLOAD C A P A B I L I T Y
4-8
I N T - 2 0 / - 2 1 V E H I C L E D E V E L O P M E N T AND D E L I V E R Y
PLAN
4-9
INT V E H I C L E COST E F F I C I E N C Y COMPARISON
5-1
M L V - S A T - V - 3 B B A S E L I N E LAUNCH V E H I C L E
5-2
T R A D E STUDY U P P E R STAGE E N G I N E S
5-3
T R A D E STUDY P E R F O R M A N C E DATA
5-4
T R A D E STUDY V E H I C L E P A Y L O A D COMPARISON
5-5
S A T - V - 3 B & I N T - 1 7 COST E F F I C I E N C Y T R A D E
5-6
ORBIT A L T I T U D E - A Z I M U T H P A Y L O A D C A P A B I L I T Y
5-7
HIGH E N E R G Y P A Y L O A D C A P A B I L I T Y
5-8
T W O - S T A G E P O L A R & SUN SYNCHRONOUS ORBIT
PAYLOAD CAPABILITY
5-9
T H R E E - S T A G E P O L A R & SUN SYNCHRONOUS ORBIT
PAYLOAD CAPABILITY
5-10 ACOUSTIC E N V I R O N M E N T AND S T R U C T U R A L LOADS
5-11 SAT-V-4(S)B VEHICLE IMPACT
5-12 S A T - V - 3 B V E H I C L E D E V E L O P M E N T AND D E L I V E R Y
PLAN
6-1
MLV-SAT-V-25(S) BASELINE VEHICLE
6-2
P E R F O R M A N C E T R A D E DATA
6-3
COST E F F I C I E N C Y T R A D E DATA
6-4
ACOUSTIC E N V I R O N M E N T AND S T R U C T U R A L LOADS
6-5
SAT-V-25(S) VEHICLE IMPACT
v
2
4
7
8
8
9
14
17
19
20
21
21
21
22
24
26
28
29
29
30
31
32
33
33
34
35
38
40
41
42
46
47
D5-13183
FIGURES (Continued)
FIGURE NO.
6-6
6-7
7-1
7-2
7-3
7-4
7-5
'7-6
7-7
7-8
7-9
7-10
7-11
7-12
7-13
8-1
8-2
8-3
8-4
8-5
8-6
8-7
PAGE
MOBILE ERECTION AND PROCESSING STRUCTURE
SAT-V-25(S) LAUNCH VEHICLE DEVELOPMENT AND
DELIVERY PLAN
MLV-SAT-V-4(S)B BASELINE VEHICLE
TRADE STUDY PERFORMANCE DATA
TRADE STUDY COST DATA
ORBIT ALTITUDE - AZIMUTH PAYLOAD CAPABILITY
POLAR & SUN SYNCHRONOUS ORBIT PAYLOAD
CAPABILITY
THREE-STAGE HIGH ENERGY MISSION CAPABILITY
TWO-STAGE WIND/PAYLOAD SENSITIVITY
THREE-STAGE WIND/PAYLOAD SENSITIVITY
ACOUSTIC ENVIRONMENT AND STRUCTURAL LOADS
SAT-V-4(S)B VEHICLE IMPACT
MOBILE ASSEMBLY AND HANDLING STRUCTURE
SAT-V-4(S)B VEHICLE DEVELOPMENT AND
DELIVERY PLAN
COST EFFICIENCY COMPARISON
SAT-V-23(L) BASELINE VEHICLE
SAT-V-23(L) TRADE STUDY PERFORMANCE DATA
SAT-V-24(L) TRADE STUDY PERFORMANCE DATA
LIQUID PROPELLANT POD DESIGN
ACOUSTIC ENVIRONMENT AND STRUCTURAL LOADS
SAT-V-23(L) VEHICLE IMPACT
SAT-V-23(L) VEHICLE DEVELOPMENT AND
DELIVERY PLAN
vi
51
53
54
55
57
58
60
60
62
62
64
65
68
69
70
72
74
75
76
78
80
84
D5-I3183
TABLES
TABLE NO.
4-1
4-II
4-III
4-IV
5-1
5-II
6-1
6-II
6-in
7-1
7-II
7-III
7-IV
8-1
8-II
8-UI
TITLE
I N T E R M E D I A T E V E H I C L E P E R F O R M A N C E SUMMARY
SIGNIFICANT LOAD CRITERIA
I N T - 2 0 COST SUMMARY
I N T - 2 1 COST SUMMARY
SIGNIFICANT LOAD CRITERIA
S A T - V - 3 B COST SUMMARY
PAYLOAD CAPABILITY
SIGNIFICANT LOAD CRITERIA
S A T - V - 2 5 ( S ) COST SUMMARY
SOLID MOTOR CHARACTERISTICS
PAYLOAD CAPABILITY
SIGNIFICANT LOAD C R I T E R I A
S A T - V - 4 ( S ) B COST SUMMARY
T H R E E - S T A G E 72-HOUR LUNAR I N J E C T I O N P A Y L O A D
CAPABILITY
SIGNIFICANT L O A D C R I T E R I A
S A T - V - 2 3 ( L ) COST SUMMARY
VI1
PAGE
16
20
23
23
30
38
44
45
53
56
59
61
70
77
77
84
D5-13183
1.0
INTRODUCTION
This study is p a r t of a continuing effort by NASA to identify a
spectrum of p r a c t i c a l launch vehicles to m e e t future payload and m i s s i o n
r e q u i r e m e n t s a s they become defined. The launch vehicles studied
under Contract NAS8-20266 cover a payload range between the existing
Saturn IB and the Saturn V (intermediate payload vehicles) and a payload
range beyond the existing Saturn V capabilities (uprated Saturn V vehicles)
The vehicles studied w e r e combinations of existing or modified
Saturn V s t a g e s ; some vehicles also included b o o s t - a s s i s t components.
A p r i m a r y study r e q u i r e m e n t was to make maximum use of existing
Saturn technology and support equipment.
In general, the NAS8-20266 study p r o g r a m objectives were to:
a. Select feasible and cost effective baseline vehicles from each
of s e v e r a l c a t e g o r i e s .
b. P r e p a r e sufficient technical data to define vehicle environments,
design, capabilities, and c h a r a c t e r i s t i c s .
c.
Define support system r e q u i r e m e n t s .
d. D e t e r m i n e the date that the first flight a r t i c l e could be available
within study ground r u l e s .
e. E s t i m a t e cost r e q u i r e d for implementation of the system plus
production of t h i r t y flight a r t i c l e s in five y e a r s .
T h e r e w e r e two phases of study work. P h a s e I was a twelve-week
effort in which candidate vehicle performance and p r e l i m i n a r y cost
t r a d e studies w e r e conducted to select a feasible and cost effective
baseline vehicle f r o m each of five c a t e g o r i e s (shown in F i g u r e 1-1).
An additional b a s e l i n e vehicle was later added from Category 4.
F o r each of the six baseline vehicles selected (see Figure 1-2),
P h a s e II directed the effort to defining ground and flight environments,
defining system design and r e s o u r c e impact for each stage and the
total vehicle, and determining vehicle m i s s i o n capabilities and
characteristics.
The launch v e h i c l e s in C a t e g o r i e s 1 and 2 a r e Saturn V stage
combinations for m i s s i o n s in the payload range between the current
Saturn IB and Saturn V payload capability. The launch vehicles in
1
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D5-13183
C a t e g o r i e s 3 , 4, a n d 5 a r e a d v a n c e d S a t u r n V c o n f i g u r a t i o n s with
p a y l o a d c a p a b i l i t i e s beyond t h a t of t h e e x i s t i n g S a t u r n VT h e five c a t e g o r i e s of v e h i c l e s a r e :
C a t e g o r y 1 ( M L V - S A T - I N T -20) d u r i n g P h a s e I w a s a f a m i l y of
t w o - s t a g e l a u n c h v e h i c l e c a n d i d a t e s w i t h s t a n d a r d s i z e S - I C a n d S-IVB
s t a g e s u s i n g s t a n d a r d F - l e n g i n e s ( t h r e e , f o u r , and five) and a s t a n d a r d
J - 2 e n g i n e . A s i n g l e b a s e l i n e l a u n c h v e h i c l e ( F i g u r e 1-2) w a s s e l e c t e d
for t h e P h a s e II s t u d y e f f o r t .
C a t e g o r y 2 ( M L V - S A T - 1 N T - 2 1 ) d u r i n g P h a s e I w a s a f a m i l y of
t w o - s t a g e l a u n c h v e h i c l e c a n d i d a t e s w i t h s t a n d a r d s i z e S-IC a n d S-II
s t a g e s u s i n g s t a n d a r d F - l e n g i n e s ( t h r e e , f o u r , a n d five) a n d J - 2 e n g i n e s
(three, four, and five).
A single b a s e l i n e l a u n c h v e h i c l e ( F i g u r e 1-2)
w a s s e l e c t e d for t h e P h a s e II study e f f o r t .
C a t e g o r y 3 (MLV - S A T - V - 3 B ) d u r i n g P h a s e I w a s a f a m i l y of t w o and t h r e e - s t a g e l a u n c h v e h i c l e c a n d i d a t e s with m o d i f i e d u p r a t e d S a t u r n V
s t a g e s u s i n g v a r i o u s t y p e s , n u m b e r s , and t h r u s t l e v e l s of a d v a n c e d
e n g i n e s in t h e u p p e r s t a g e s and u p r a t e d F - l e n g i n e s in t h e m o d i f i e d
S-IC s t a g e . A s i n g l e b a s e l i n e l a u n c h v e h i c l e ( F i g u r e 1-2) w a s s e l e c t e d
for the P h a s e II s t u d y e f f o r t .
C a t e g o r y 4 i n c l u d e d m o d i f i e d S a t u r n V l a u n c h v e h i c l e s with s t r a p - o n
s o l i d b o o s t - a s s i s t c o m p o n e n t s . T h r e e f a m i l i e s o£ v e h i c l e s w e r e s t u d i e d
a s follow:s:
a.
MJ_,V-SAT-V-4(S)B d u r i n g P h a s e I w a s a f a m i l y of t w o - and t h r e e s t a g e l a u n c h v e h i c l e s w i t h m o d i f i e d S a t u r n V s t a g e s , s t a n d a r d F - l and
J - 2 e n g i n e s with s t r a p - O n 120-inch d i a m e t e r (five, s i x , a n d s e v e n
segment) solid m o t o r s .
A single b a s e l i n e l a u n c h v e h i c l e ( F i g u r e 1-2)
w a s s e l e c t e d for t h e P h a s e II study effort.
b.
M L V - S A T - V - 2 2 ( S ) d u r i n g P h a s e I w a s a f a m i l y of t w o - and t h r e e s t a g e l a u n c h v e h i c l e s with m o d i f i e d S a t u r n V s t a g e s u s i n g v a r i o u s t y p e s ,
n u m b e r s , and t h r u s t l e v e l s of a d v a n c e d e n g i n e s in the u p p e r s t a g e s ,
a m o d i f i e d S-IC s t a g e w i t h s t a n d a r d F - l e n g i n e s in the f i r s t s t a g e , and
s t r a p - o n 1 2 0 - i n c h d i a m e t e r (five, s i x , and s e v e n s e g m e n t ) s o l i d m o t o r s .
No l a u n c h v e h i c l e in t h i s f a m i l y w a s s t u d i e d beyond P h a s e I,
c.
M L V - S A T - V - 2 5 ( S ) d u r i n g P h a s e I w a s a f a m i l y of t w o - and t h r e e s t a g e l a u n c h v e h i c l e s with m o d i f i e d S a t u r n V s t a g e s , s t a n d a r d F - l
a n d J - 2 e n g i n e s , a n d s t r a p - o n 1 5 6 - i n c h d i a m e t e r (two a n d t h r e e s e g m e n t )
s o l i d m o t o r s . A s i n g l e b a s e l i n e l a u n c h v e h i c l e ( F i g u r e 1-2) w a s s e l e c t e d
f o r t h e P h a s e II s t u d y e f f o r t .
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wpf •
T -1J.WLIS
•SAT V-4(S)B-
FIGURE 1-2
1
y
v
-SAT V-25{S)-
SELECTED BASELINE LAUNCH VEHICLES FOR PHASE I
D5 -13183
Category 5 included modified Saturn V launch vehicles with s t r a p - o n
b o o s t - a s s i s t liquid propellant pods. Two families of vehicles were studied
a s follows:
a. MLV-S.AT-V-23(L.) during P h a s e I was a family of two- and t h r e e stage launch, vehicles with modified Saturn V s t a g e s , standard F - l and
J -2 engines and four s t r a p - o n liquid propellant pods each using two
standard F - l engines. A single baseline launch vehicle (Figure 1-2)
was selected for the P h a s e II study effort.
b. MLV-SAT -V-24(1,) during P h a s e I was a family of two- and t h r e e stage launch vehicles with modified Saturn V stages using various types,
n u m b e r s , and t h r u s t levels of advanced engines in the upper stages, a
modified S-IC stage with 1, 800, 000 pound F - l engines, and four liquid
propellant pods each containing two 1,800,000 pound F - l engines. No
launch vehicles in this family w e r e studied beyond P h a s e I.
5
a
D5-13183
D5-13183
2.0
SUMMARY
UPRATED SATURN V'S
INTERMEDIATES
• M747M 12/YR. PRODUCTION
CM BfYR. PRODUCTION
U « Sfffi. PRODUCTION
SINGLE COST FOR
SYMW.TANEOUS IMPLEMENTATION
OFM1S-2Q/-21 ENGINE/STAGE
COMBINATIONS
mINT-20 (2STGI
F-l
3
4
78
132
PAYLOAD
KLB
•
BOTH - m
INT-21 (2ST6I
F-IJJ-2
*~l M " 52 W *S
IV Wt IH n? !«• TV-
SATV-3B
2 STG
3 STG
3*7
r
141
SATV-4ISIB
2 STG
3 STG
380
139
SAT V-2SSI
2 STG 3STG
m
W
SAT V-Z3HI
2 STG
1 STG
579
Z20
1(87.4
431.4
403.1
941.9
JS.4
279.1
324 Z
4a o
lit ec.i
0
AVG. OPERATIONAL
UNIT COST - I M
40.5
74 4
1U.7
139.0
105.1
124 a
109.6
131.0
142.5
1418
OPERATIONAL COST
EFFICIENCY-Mil
«8
292
m
su
276
844
ZZ2
494
H6
7«
R&O RIGHTVffllCUS-JM
:
IRSTDaiWBYIATP-JAN6S
FIGURE 2-1
AS-516FU70
ASS16FEB70
AS-537SCPT'73
AS-5Z4 JUNE -71
AS-5M.lU.r71
AS-SSWAV'73
VEHICLE COMPARISON
The Phase I study effort resulted in selection of six baseline launch
vehicles. The P h a s e II study effort included detailed technical and r e s o u r c e
analysis on these six baseline launch vehicles. Payload capabilities, costs,
and availability data a r e compared on Figure 2-1. Operational costs shown
a r e the a v e r a g e s for thirty launch vehicles. It should be noted that the
total of $176.7 million for the SAT -INT -20 and SAT-INT-21 is proposed
a s a single R&D expenditure to implement all eight stage/engine combinations listed. T h i s would allow NASA the flexibility of selecting the
vehicle matching each of many different payloads expected in the range
between p r e s e n t Saturn IB and Saturn V capabilities. The data required
is very sensitive to launch r a t e a s indicated by the reductions noted for
eight per year and six per year launches.
7
D5-13183
Figure 2-2 i l l u s t r a t e s the delta payload i n c r e a s e (from Saturn V)
and c o m p a r e s the investment costs for developing the uprated Saturn V
launch vehicles. The m o r e favorable vehicles from an investment
standpoint fall to the
140
1
left, i . e . , least cost
1
'
r
for a given payload
120improvement. F i g u r e
/ \
2-3 s u m m a r i z e s the
/
1
total p r o g r a m cost
too
\
/»S1
/
1
efficiency for the six
1
BU'
two-stage baseline
1
^ ^ -it
launch vehicles and
/ */
Ov
Figure 2-4 s u m m a r i z e s
•^ 1
/-«s
cost efficiency for the
40 —
- —t h r e e - s t a g e uprated
I
a?
Saturn V launch vehicles •a
" • " " ^ M ENGINES ON SAT Y
iff
M C INCREASE TOTAL THRUST)
All of these c o m p a r i sons favor the solid
i
1 1 1 1
0
OT
300
400
SOD
too
no
u no 1000 WO
m
strap-on method of
INVESTMENT COST IDOTK)
DOLLARS I N MILLIONS
uprating, usually by a
FIGURE 2-2 UPRATED VEHICLE INVESTMENT
relatively small
margin.
COST COMPARISON
1
I
Availability of the SAT-INT-20 and SAT-INT-21 intermediate vehicles
exceeds the normal Saturn V procurement time by only one month.
F o r uprating, the solid s t r a p - o n method r e q u i r e s the least lead t i m e
(3-1/2 years) which is comparable to the liquid pod s t r a p - o n (SAT-V-23(L))
method except a two-year delay has
been included in the SAT-V-23(L,)
»
lead time to build an a s s e m b l y
facility. The five-year, n i n e m
\
month lead time for the i n c r e a s e d
thrust liquid engine - l a r g e r
n
tank uprating method (SAT -V-3B)
-«SH
t u
is due to the new toroidal a e r o \
apike engine development for
at
upper stage applications.
V
no
AH the baseline launch
vehicles w e r e feasible and logical
configurations for their r e s p e c t i v e
payload capabilities. Each was
configured within r e s t r i c t i v e
existing facility limitation ground
r u l e s , limiting the m a x i m u m
M0
200
100
400
40
HO
PAYLOAD mLtSOOONMOHITt
FIGURE 2-3
3
TWO-STAGE VEHICLE
COST EFFICIENCY
D5-13183
m
MTV.
p a y l o a d a c h i e v e d t o 579, 000 p o u n d s
lfay
t o 100 n a u t i c a l m i l e E a r t h o r b i t
( S A T - V - 2 3 ( L ) ) . T h e liquid pod
m
s t r a p - o n c o n c e p t , with u p r a t e d
1Ua
F - l s a n d a d v a n c e d e n g i n e s in the
«osecond stage ( S A T - V - 2 4 ( D ) ,
a c h i e v e d p a y l o a d s to 960, 000 p o u n d s
«o
to 100 n a u t i c a l m i l e E a r t h o r b i t
when stage and total vehicle length
a»
restrictions were relaxed.
rV ^
-au
-asiv
PAYIOAC
FIGURE 2-4
9
no
m
HP U S
IRHRI.UIJMTIWNSFBITltA.JI
m
THREE-STAGE VEHICLE
COST E F F I C I E N C Y
D5-13183
4
»
i
10
D5-13183
3. 0
GUIDE L I N E S AND A S S U M P T I O N S
T h e f o l l o w i n g guide l i n e s , g r o u n d r u l e s , and a s s u m p t i o n s w e r e u s e d
in the s t u d y .
3.1
GENERAL
a.
Applicable data from previous studies w e r e utilized to the
g r e a t e s t extent possible.
b.
T h e b a s e l i n e v e h i c l e s w e r e the AS-516 and the AS-213 aa
defined by M S F C . Apollo d e s i g n c r i t e r i a w a s u s e d e x c e p t w h e r e o t h e r w i s e
s p e c i f i e d o r a p p r o v e d by M S F C . M e m o r a n d u m R - P & V E - D I R - 6 5 - 1 4 3 ,
" S a t u r n V I m p r o v e m e n t S t u d i e s " , d a t e d N o v e m b e r 5, 1965, w a s i a s u e d
by M S F C t o s e r v e a s the r e f e r e n c e d o c u m e n t for M S F C and c o n t r a c t o r
p e r s o n n e l d i r e c t l y involved in the S a t u r n V I m p r o v e m e n t S t u d i e s .
M e m o R - P & V E - D I R - 6 5 - 1 4 3 c o n t a i n s a d e s c r i p t i o n and d e f i n i t i o n of t h e
p r o j e c t e d l a u n c h v e h i c l e AS-516 to be u s e d a s the b a s e l i n e r e f e r e n c e for
t h e S a t u r n V I m p r o v e m e n t S t u d i e s . One m i n o r d e v i a t i o n to t h e AS-516
S-IC s t a g e d e f i n i t i o n w a s m a d e with M S F C c o n c u r r e n c e . T h e r e d e s i g n
of t h e c e n t e r e n g i n e c r o s s b e a m s u p p o r t w a s e l i m i n a t e d a s a b a s i c c h a n g e
b e c a u s e of a l a c k of definitive d e s i g n d a t a .
C. A l l p r o p u l s i o n d a t a u s e d by the s t a g e c o n t r a c t o r s w e r e a p p r o v e d
by M S F C .
d.
Both l a u n c h v e h i c l e a n d l a u n c h f a c i l i t y m o d i f i c a t i o n s w e r e
c o n s i d e r e d . E x c h a n g e of i n f o r m a t i o n b e t w e e n t h e l a u n c h f a c i l i t y and
l a u n c h v e h i c l e s t u d y c o n t r a c t o r s w a s c o o r d i n a t e d w i t h M S F C and KSC.
e.
T r a j e c t o r y , p r o p e l l a n t d i s t r i b u t i o n , and s t a g e s i z e o p t i m i z a t i o n
p r o c e d u r e s u s e d w e r e c o m p a r a ' b l e to M S F C m e t h o d s .
f.
T h e n o m i n a l m i s s i o n p r o f i l e s u s e d t o s i z e and e s t a b l i s h the
b a s e l i n e v e h i c l e d e s i g n , to e s t a b l i s h t r a j e c t o r i e s for h e a t i n g and c o n t r o l
a n a l y s i s i and a s a b a s i s for p e r f o r m a n c e c o m p a r i s o n w e r e :
1,
T w o - s t a g e , d i r e c t a s c e n t to 100 n a u t i c a l m i l e c i r c u l a r o r b i t
altitude.
2.
T h r e e - s t a g e , with p r e - o r b i t a l i g n i t i o n of the t h i r d s t a g e to
100 n a u t i c a l m i l e c i r c u l a r p a r k i n g o r b i t followed by a s e c o n d b u r n out of
o r b i t to 7 2 - h o u r l u n a r i n j e c t i o n . T h i s i s t h e p l a n n e d S a t u r n V m e t h o d .
11
D5-13183-3
S o m e v e h i c l e s u s e d t w o - s t a g e , d i r e c t a s c e n t to a 100 n a u t i c a l m i l e
c i r c u l a r p a r k i n g o r b i t followed by i g n i t i o n of a t h i r d s t a g e and b o o s t to a
72-hour lunar transfer trajectory.
g.
L a u n c h a z i m u t h f r o m AMR w a s 70 d e g r e e s m e a s u r e d f r o m
n o r t h to south o v e r e a s t and flight p r o f i l e s w e r e o p t i m i z e d in the p i t c h p l a n e .
h.
V e h i c l e h e i g h t , for b o t h t w o - a n d t h r e e - s t a g e v e h i c l e s , w a s
l i m i t e d t o 410 f e e t .
i.
P a y l o a d d e n a i t y w a s h e l d a t five p o u n d s p e r c u b i c foot m a x i m u m
for two s t a g e o p e r a t i o n a n d 11 p o u n d s p e r c u b i c foot m a x i m u m for t h e
three-stage vehicle.
3.2
FIRST STAGE
T h i r t y - t h r e e foot d i a m e t e r and 2 . 2 9 p r o p e l l a n t m i x t u r e r a t i o of t h e
e x i s t i n g S-IC s t a g e w e r e to be m a i n t a i n e d .
3.3
SECOND S T A G E
a.
P r o p e l l a n t m i x t u r e r a t i o of 5:1 a n d 33-foot d i a m e t e r w e r e t o
be m a i n t a i n e d .
b.
M a x i m u m s t a g e l e n g t h for b a s e l i n e s e l e c t i o n w a s l i m i t e d to
1,160 i n c h e s .
3.4
THIRD S T A G E
a.
P r o p e l l a n t m i x t u r e r a t i o of 5:1 and 2 6 0 - i n c h d i a m e t e r w e r e t o
be maintained.
b.
M a x i m u m s t a g e l e n g t h e q u i v a l e n t to 3 5 0 , 0 0 0 p o u n d s p r o p e l l a n t
c a p a c i t y at a m i x t u r e r a t i o of 5:1 (about 16. 5 foot i n c r e a s e ) w a s to b e
maintained.
3.5
RESOURCES
a.
W h e r e t w o - and t h r e e - s t a g e c o n f i g u r a t i o n s of the s a m e b a s i c
vehicle w e r e e x e r c i s e d , the t h r e e - s t a g e configuration was analyzed.
b.
U p r a t e d S a t u r n V s t a g e s w e r e to be f a b r i c a t e d by t h e p r e s e n t
c o n t r a c t o r s a n d c o s t d a t a for t h e s t a g e s w e r e o b t a i n e d f r o m t h e c o n t r a c t o r s .
12
D5-13183
c. The impact of study vehicles on test facilities at MSFCi teat
facilities at M T F , and launch facilities at KSC w e r e considered with the
a s s i s t a n c e of those agencies or their designated c o n t r a c t o r s .
d.
Two flight t e s t s were specified to qualify uprated vehicles.
e. A production p r o g r a m of thirty operational uprated vehicles to
be produced in five y e a r s was specified.
f.
Uprated vehicles will be considered to be produced at six p e r
year with Saturn IB a companion p r o g r a m at six p e r y e a r .
g. Intermediate payload vehicles will be considered to be produced
at six p e r year with Saturn V a companion p r o g r a m at six p e r y e a r .
h.
3.6
A dynamic test vehicle was required.
SCHEDULE
A p r o g r a m schedule was required subject to the following r e s t r i c t i o n s :
a. The uprated vehicle development p r o g r a m was to be p a r a l l e l with
the existing Saturn V p r o g r a m and not i n t e r f e r e with the existing Saturn V
delivery schedule.
b. Vehicle development time to be a minimum, consistent with
completion of a thorough test p r o g r a m .
c. A p r o g r a m definition phase (PDP) was required prior to beginning
uprating vehicle design and development. E a r l i e s t allowed PDP s t a r t
was J a n u a r y 1967.
d. E a r l i e s t allowed authority to proceed for hardware design and
development was J a n a u r y 1968.
3.7
PRICING
It was also r e q u i r e d in performing these r e s o u r c e s analyses that the
following pricing c r i t e r i a be met:
a.
N e c e s s a r y funds a r e available as. r e q u i r e d .
b . All c o s t s w e r e quoted in 1966 d o l l a r s with no inflationary factor
or mid-point e s t i m a t e .
c. All costs w e r e based on two-shift, five-day week for manufacturing
and one-shift, five-day week for engineering.
13
D5-13183
INT-21
INT-20
I. U.
323.3
281.4
J-2/F-L
3/1
4/1
100 N M i O r b i t
Ph - 103 L B S
F-1/J-2
78
132
F I G U R E 4-1 INT V E H I C L E S
14
100 N M i
*L " 10 3 L B S
4/3
167
4/4
186
4/5
L96
5/3
222
5/4
246
5/5
255
D5-13183
4.0 MLV-SAT-1NT-20/-21 LAUNCH VEHICLES
The MLV-SAT-INT-20 is a combination of the Saturn V S-IC and
S-IVB stages. The MLV-SAT-INT-21 combines the Saturn V S-IC and
S-II s t a g e s . All a r r a n g e m e n t s (see F i g u r e 4-1) w e r e found to be
feasible. Each of eight stage/engine configurations could be used
efficiently to launch a payload in i n c r e m e n t s between 78, 000 pounds and
255, 000 pounds to a. 100 nautical mile E a r t h orbit.
Since future r e q u i r e m e n t s will likely vary over a wide range of
payloads and configurations, all INT-2Q/-21 vehicles should be i m p l e mented simultaneously. This would allow NASA p l a n n e r s to select the
vehicle matching a specific payload r e q u i r e m e n t .
If an uprated vehicle is chosen for development, t h e r e a r e similar
logical intermediate derivatives to be considered.
4.1
CONFIGURATION SELECTION (PHASE I)
Combinations of the t h r e e Saturn V s t a g e s and n u m b e r s of engines
w e r e studied during P h a s e I to establish the m o s t promising configurations
for detailed investigation.
4.1.1
Candidate Configurations
T h r e e configurations were studied for INT-20, each having an S-IVB
with a t h r e e - , four-, or five-engine S-IC. INT-21 a r r a n g e m e n t s included
a t h r e e - , four-, ox five-engine S-II combined with a f o u r - or five-engine
S-IC. This r e s u l t e d in six INT-21 vehicles.
4.1.2
T r a d e Studies
— — _ — * . — • —
-
i
—
/
P a r a m e t r i c data were generated for the candidate INT vehicles
covering the following: (1) weight and m a s s c h a r a c t e r i s t i c s , (2) t r a j e c t o r i e s
and p e r f o r m a n c e , (3) aerodynamics and heating, (4) vehicle control,
(5) design loads, and (6) separation. A s u m m a r y of INT-20 and INT -21
launch, propellant, and payload weights is shown in Table 4-1. The fiveengine INT-20 vehicle, even though launched at a t h r u s t - t o - w e i g h t ratio
of 1.25, depletes f i r s t - s t a g e propellant rapidly. It t h e r e f o r e r e a c h e s a
s t r u c t u r a l load limit at about 88 seconds after launch and three engines m u s t
b e shut down. The resulting payload is not significantly b e t t e r than the
four-engine case (see Table 4-1) and therefore the five F - l engine INT-20
was not considered further.
15
TABLE 4-1
VEHICLE
SAT -INT -20
SAT-INT-21
INTERMEDIATE VEHICLE PERFORMANCE
W
W
P1
STAGE
ARRANGEMENT
NUMBER OF
ENGINES
LAUNCH
WEIGHT
LO6 LB
IG6 L B
S-IC/S-IVB
3/1
3.65
3.0
4/1
4.87
4.1
5/1
5.07
4-3
4/3
4.87
3. 56
4/4
4 . 87
3. 40
4/5
4. 87
3.30
5/3
6. 09
4. 56
5/4
6.09
4.47
5/5
6.09
4 . 42
S-IC/S-II
Wp, = F i r s t stage m a i n s t a g e propellant
Wp2 = Second stage m a i n s t a g e propellant
Initial launch azimuth - 70 d e g r e e s
D5-13183
750 - i
at
an8
INT20
S-1VS/S-M
MIEftSTME
150-
air
ts
a< IOD-I
AVAIL
? VBS
a:
1
M-
0-*
AFTER ATP
SINGLE
BW
AUVEH
•#•1
Ft/J-i
3/1
MSRfcD S/YR 42.3
1177*1
4/1
42.3
4/1
U$R&D 1Z/YR17O.5170.5
$/l-B
80-6 496
S-IC BURNTIME 146 212
4/5
573
5/4
5/5
35-8 35.5 15.5 33.5
SINGLE
RID
NOPROO
INC U3M
168. 2 168. 2 166. 2 165, 9 165. 9 163. 9
431 402 395 337
il5
314
154
148
143 161 155
150
(2 -146T2 -146J4-14!)(I-146)| t -146)(1-146)
(3-146) (2-146)
FIGURE 4-2
4/4
37.'8 37.8
I N T - 2 Q / - 2 1 V E H I C L E COMPARISON
F o r t h e r e m a i n i n g b a s e l i n e c a n d i d a t e s (shown on F i g u r e 4 - 2 ) , it w a s
n e c e s s a r y t o shut down one o r m o r e F - l e n g i n e s d u r i n g f i r s t s t a g e flight
to a v o i d t h e p r e s e n t 4. 68 g l o n g i t u d i n a l a c c e l e r a t i o n l i m i t . T h e t i m e of
shutdown a n d n u m b e r of e n g i n e s shut down a r e shown w i t h the f i r s t - s t a g e
b u r n t i m e on F i g u r e 4 - 2 .
I N T - 2 0 a n d INT -21 v e h i c l e c o s t s w e r e d e r i v e d for six l a u n c h e s p e r y e a r
for five y e a r s . It w a s a s s u m e d that S a t u r n V w a s a l s o l a u n c h e d at the
s a m e r a t e d u r i n g t h i s p e r i o d . B u l k of the n o n - r e c u r r i n g c o s t ( s e e
F i g u r e 4-2) is d u e t o t h e i n c r e a s e in p r o d u c t i o n and l a u n c h r a t e s .
A p p r o x i m a t e l y 124- m i l l i o n d o l l a r s a r e r e q u i r e d at KSG to build and equip
f o r t h e new r a t e . T h e r e m a i n d e r c o v e r s m o s t l y f a c i l i t i e s , t o o l s , and
e q u i p m e n t . N o t e t h e m a r k e d r e d u c t i o n i n R&D c o s t f o r eight p e r y e a r and
six p e r y e a r INT p r o d u c t i o n r a t e s . T h e n o n - r e c u r r i n g c o s t for i m p l e m e n t i n g
all c o n f i g u r a t i o n s s i m u l t a n e o u s l y i s e s t i m a t e d t o be 13 m i l l i o n d o l l a r s
(eight p e r c e n t ) m o r e t h a n the l o w e s t - c o s t s i n g l e a r r a n g e m e n t a t 12 p e r y e a r .
17
D5-13183
P a y l o a d - c o s t - e f f i c i e n c i e s ( d o l l a r s p e r pound of p a y l o a d , s e e F i g u r e 4-2)
v a r y u n i f o r m l y , following t h e n a t u r a l t r e n d w h i c h i s : s m a l l e s t p a y l o a d l a r g e s t c o s t p e r pound for d e l i v e r y , and l a r g e s t p a y l o a d - l e a s t c o s t p e r
pound for d e l i v e r y .
S i n c e a l l v e h i c l e s a r e s h o w n t o b e c o s t efficient and NASA f u t u r e
r e q u i r e m e n t s a r e m o r e l i k e l y to be a n u m b e r of d i f f e r e n t w e i g h t p a y l o a d s ,
r a t h e r t h a n o n e , it w a s r e c o m m e n d e d t h a t a l l INT c o n f i g u r a t i o n s be
s t u d i e d f a r t h e r . But, b e c a u s e f u n d s , t i m e , a n d m a n p o w e r w e r e l i m i t e d ,
d e s i g n a n a l y s e s w e r e r e s t r i c t e d to the f o u r - e n g i n e S - I C / S - I V B I N T - 2 0
and the f i v e - e n g i n e S - I C / f i v e - e n g i n e S-II INT - 2 1 . H o w e v e r , r e s o u r c e s
w e r e p r e p a r e d for a l l c o n f i g u r a t i o n s .
4. 2
DESIGN STUDY V E H I C L E (PHASE II)
T h e b a s e l i n e v e h i c l e s c h o s e n d u r i n g the P h a s e I a c t i v i t y w e r e defined
in d e t a i l , t h e i r c o m p l e t e c h a r a c t e r i s t i c s d e t e r m i n e d , and t h e i r r e s o u r c e
requirements established.
4.2.1
Vehicle Description
INT c o n f i g u r a t i o n s c h o s e n for f u r t h e r d e s i g n s t u d y a r e s h o w n on
F i g u r e 4 - 1 . T h e I N T - 2 0 h a s a s t a n d a r d S a t u r n V S-IC f i r s t s t a g e with
the c e n t e r F - l e n g i n e a n d a s s o c i a t e d s y s t e m s r e m o v e d . T h e s e c o n d
s t a g e i s a s t a n d a r d S-IVB w i t h i t s aft i n t e r f a c e a d a p t e d t o S-IC r e q u i r e m e n t s . T h e I N T - 2 1 u s e s s t a n d a r d S-IC and S-II s t a g e s . An S - I V B / S - I I
i n t e r s t a g e i s u s e d to a d a p t t o t h e i n s t r u m e n t unit a n d p a y l o a d .
T h e m a n n e r in w h i c h a f o u r - e n g i n e S-IC i s a c h i e v e d i s i l l u s t r a t e d
on F i g u r e 4 - 3 . T h e b a s e l i n e S-IC s t a g e p r o v i d e d b y NASA i n c o r p o r a t e s
an i n s u l a t e d L O X d u c t r a t h e r tKan a d u c t - i n - t u n n e l a r r a n g e m e n t . With
t h e duct r e m o v e d , it i s n e c e s s a r y t o s u p p o r t t h e c e n t e r duct s p o o l t o r e t a i n
c r o s s - f e e d c a p a b i l i t y . C o v e r p l a t e s and s e a l s c l o s e the LOX a n d fuel
b u l k h e a d s w h e r e l i n e s a r e r e m o v e d . H e a t s h i e l d p a n e l s and s u p p o r t s
f r o m o t h e r l o c a t i o n s r e p l a c e t h o s e u s e d w h e r e the e n g i n e i s m o u n t e d .
T h i s i n s t a l l a t i o n c a n be m a d e on a n y S-IC s t a g e w i t h i n s u l a t e d LOX
d u c t s . C o n v e r s e l y , a n S-IC I N T - 2 0 could r e a d i l y b e r e t u r n e d t o the
Saturn V configuration.
13
D5-13183
COVEK PLATE
COVE* PLATE
HIPLACES
CIOSS fEiD M*N*OU> V O O t
COVES PLATE
CENTER ENGME
-20
»p
SAT V
HEAT SKIEID
FIGURE 4 - 3 FOUR ENGINE S-IC-20 STAGE
4.2.2
Design Study Results?
Significant load c r i t e r i a and other data pertinent to vehicle design
a r e shown on Table 4-II with comparative Saturn V values. As shown,
load c r i t e r i a is l e s s than that for the existing Saturn V for both intermediate
baseline configurations. Therefore, no s t r u c t u r a l modifications a r e
required to the existing Saturn V s t a g e s .
Control r e q u i r e m e n t s , as shown in Table 4-11, a r e below that of the
existing Saturn V. Aerodynamic heating has i n c r e a s e d slightly for both
the INT-20 and INT-21 but is still within existing design c r i t e r i a
requiring no additional protection. Base heating on INT-20 is reduced
compared with Saturn V and is identical to Saturn V on INT -21.
19
D5-13183
Detailed studies indicate
that s t r u c t u r a l loads a r e l e s s
severe than for AS-516. No
control or separation problems
exist.
SMV 1
iHT-a
IW-2I
MAXqflJS^T 2 1
ua
HO
m
9'SATMW. ty £
L«
L«
t«H
WIGHT i m
?8I
m
343
LOAD CRITFRIA
ctwrot.
The reliability of the
INT-20 is 0. 999 and the INT-21
is the same a s the baseline
AS-516 reliability of 0. 990.
MOM
GIMBAliD f-l'S GIMBALEB F-1'S GIMBAliD F-l'S
MAX. WFtfCTION
ANGLE INFLIGHT
Z.3BFG.
£3 KG.
1SMG.
HEATING
P e r f o r m a n c e data w e r e
developed for the INT a for
TYP AERODYNAMIC S-|C
1«°F
16I°F
lift
W 0 SOI MAX. IHU
numerous m i s s i o n s . The
nominal m i s s i o n was direct
ascent to a 100 nautical m i l e
BASE MAX, TEMP.
iraft
waft
mft
c i r c u l a r E a r t h orbit with a
liftoff thrust-to-weight of 1. 25
and a launch azimuth of
at i l o i I U ; cliUfiruT >
70 d e g r e e s . Alternate m i s s i o n s
considered a range of orbit
TABLE 4-II SIGNIFICANT LOAD CRITERIA
altitudes and launch a z i m u t h s .
Figure 4-4 s u m m a r i z e s the orbit/altitude
capability for INT-20. S i m i l a r data a r e shown
on Figure 4-5 for INT-21. Net payloads for the
nominal m i s s i o n a r e 132, 000 pounds for INT-20
and 255,000 pounds for INT-21. Payloads for
polar and sun synchronous orbits a r e shown
on F i g u r e s 4-6 and 4-7. A boost t u r n is required
to obtain these orbits from Cape Kennedy. This
manuever r e q u i r e s energy expenditure which
is reflected in l e s s payload capability.
TO
m
3W
4W
ORBIT ALTITUDF IN N. MllfS
FIGURE 4-4
INT-20 ORBIT
ALTITUDE AZIMUTH
PAYLOAD
CAPABILITY
J
20
D5-13183
-a
LAUNCH AZIMUTH
W
T*„-|.25.
T«„-I.B
S-IVB BOOST TURNING
to
POLAR ORBITy
70
(ORBIT IHCLIWTKW-*!/
ttN
V»NM
»
so
100
200
300
ORBITALTIIUOEIHN. MILES
FIGURE 4-5
JO MM
$
*»
I N T - 2 1 ORBIT
ALTITUDE
AZIMUTH PAYLOAD
CAPABILITY
m
100 N* X SUN SYNCHRONOUS
ORBIT
3D
i3o
i«
iM
m
LAUNCH AZIMUTH DFG
F I G U R E 4 - 6 I N T - 2 0 P O L A R Sr SUN
SYNCHRONOUS P A Y L O A D
(DIRECT ASCENT)
T/W 0 - f. 25
S-l I BOO ST TURNING
DIRECT ASCENT
ca
.80 NM
—> ZOO
100 NM
.80 NM
<
o
100 NM
POLAR
ORBIT
150
SUN SYN
ORBIT
irx
130
140
150
160
INITIAL LAUNCH AZIMUTH -DEC
FIGURE 4-7
SYNCHRONOUS ORBIT P A Y L O A D
CAPABILITY
21
D5-13183
4.2.3
Resources
Study g r o u n d r u l e s r e q u i r i n g s i x i n t e r m e d i a t e a n d s i x S a t u r n V v e h i c l e s
p e r y e a r h a v e t h e s t r o n g e s t influence on r e s o u r c e s . T h e g r e a t e s t
i m p a c t on f a c i l i t i e s o c c u r s a t M I L A . H e r e , 100 m i l l i o n d o l l a r s a r e
r e q u i r e d for an additional mobile launcher, a mobile s e r v i c e s t r u c t u r e , and
f i r i n g r o o m e q u i p m e n t . O t h e r l a u n c h s y s t e m m o d i f i c a t i o n s and e q u i p m e n t
a r e about 23 m i l l i o n d o l l a r s .
1968
PDP
CQMPUTt
1970
I9W
i-U-U
2 I 3
J_U 3
2
3
1971
A
2
3
1772
1
Z
3
4
M?
DFSIGN& FACILITIES
7
I
AS?{MiU
TFSTAIMSfC
DYNAMIC TEST (AS-500-DTV)
I I
H E WW CONST
SEAOY ffLAUNOf SIYHRIMIXS WWBAMI
LC-39
7
16 SAT V, 6 INT PER YEAR)
SAT V DELIVERIES
WYR
• -itwvR
irffl
I I
517 iW 5 ? W3
AS-515 A ON
M H O
0 0 0
*ONMYR
INTERMEDIATE DELIVERIES
-INT-516
HltlimillliMUlTiiimimnTi
-518
HMlO IRM -OTOtoi
iiiiimiiiBniMiimilnliiillllllUTrnre
-520 ft ON
mnmap 4 9
0 & ON WYK
NOTE: MATERIAL PROCUREMfNTTORH(Y« PROD. AN0LC-D-*)
AMD LC-» MDBS PACE PROGRAM
8JYS PftOGRAM PAGED BY PROCUREMENT AND M5S KWp
•AS RtOUESTED BY KSC. PRODUCTION CAN «ACH1?IYR IN W0
FIGURE 4-8
I-NT-20/-21 VEHICLE DEVELOPMENT
AND D E L I V E R Y P L A N
A s c h e d u l e for I N T - 2 0 o r I N T - 2 1 d e v e l o p m e n t and d e l i v e r y i s shown
on F i g u r e . 4 - 8 . Study g r o u n d r u l e s r e q u i r e a p r o g r a m definition p h a s e ( P D P )
w h i c h m a y s t a r t a s e a r l y a s J a n u a r y 1967. E a r l i e s t a u t h o r i t y to. p r o c e e d
(ATP) w a s g r o u n d - r u l e d t o J a n u a r y 1968. With t h e s e c o n t r o l s , f i r s t
i n t e r m e d i a t e v e h i c l e d e l i v e r y is F e b r u a r y 1970. Since t h e INT -21 i s a t w o s t a g e S a t u r n V v e h i c l e , it w i l l not r e q u i r e m a n - r a t i n g f l i g h t s . T h e I N T - 2 0 ,
e v e n with p r e v i o u s l y m a n - r a t e d s t a g e s , r e q u i r e s a n R&D flight by M S F C
ground r u l e s .
T a b l e s 4-III a n d 4 - I V s u m m a r i z e t h e c o s t s t h a t would be i n c u r r e d f o r
i m p l e m e n t i n g I N T - 2 0 a n d I N T - 2 1 , r e s p e c t i v e l y , p l u s t h e c o s t for 30 v e h i c l e s
including l a u n c h .
22
D5-13183
OPERATIONAL
STAGE
ENGINE
PEWLOHMENT
5TAGC
ENGINE
COST DOLLARS IN MILLIONS
*
LAUNCH W H I C H
1
S-IC STAGE
S-IVB STAGE
INSTMJMENT UNIT
•
1
42
7.1
494.5
13.3
407.)
9.1
.2
Hi
3J.7
9.3
a.2
1
207.0
rar.7
32B.5
mi
tO.1
LAUNCH W H I C H TOTAL
TOTAL
743.3
1164,4
GROUND SUPPORT EQUIPMENT
S-IC STAGE
S - I V I STAGE
CS£ TOTAL
M.S
FACILITIES
a:
112
S-IC STAGE
12LT
LAUNCH WHICLE-KSC
134.4
FACILITIES TOTAL
SYSTEMS ENGINEERING AND 1NTFG«ATION
3W-1
wo
234,0
Z34.0
tisT-i
IB7.5
LAUNCH SYSTEMS TOTAL
«&3
iim.7
*U14.4
115 J, 5
RID RIGHTS III
T A B L E 4-III I N T - 2 0
4.4
4.4
3(42
S - I W STAGE
40,4
COST SUMMARY
oevacIPMENT
COST DOLLARS IN MILLIONS
ENGINE
STAGE
OPEN TIONAL
STAGE
ENGINE
TOTAL
LAUNCH W H I C H
S-IC STAGE
S-ll STAGE
S - I V I STAGE (INTERSTAGE]*
14
13.*
508.3
444.4
43.3
128.2
2549
174 8
7*9.1
634-1
43.3
L&2
IT. 5
1129.2
433.7
1540.4
4.1
27.0
2L1
341
2L1
9.1
48,1
57.2
1215
393.2
13.2
.4
S14 7
137.3
393.2
5345
234.0
Z3A0
INSTRUMENT UNIT
LAUNCH WHJCLETOTAL
GROUND SUPPORT EQUIPMENT
S-IC STAGE
S - l l STAGE
GSETOTAL
FACILITIES
13.2
S-IC STAGE
5-11 STAGE
LAUNCH WHICLE-KSC
.«
FACILITIES TOTAL
SYSTEMS ENGINEERING t INTEGRATION
1&9
LAUNCH SYSTEMS TOTAL
U04.5
10 9
•ADAPT S - l l TO IU
T A B L E 4-IV
I N T - 2 1 COST SUMMARY
23
4317
ZOL2
KB.I
D5-13183
ion
AlASaiKVEHIOfS
I
I
v -»
m
-1
i «
I»UF-I
-Z1ISF-I
;
(UttK
""
-MUM
+&
—-^
M UF-l
(D40K
-SMOO
20B
100
zoo
01UF-U7! «DK|
•titmo
300
PAYlQMI-K?LISraiNMOIttiT
FIGURE 4-9
INT VEHICLE COST EFFICIENCY
COMPARISON
[
Figure 4-9 s u m m a r i z e s the payload cost efficiency of the eight INT
vehicles (solid lines) not including R&tD flights. The dotted lines a r e
vehicles similar to INT-20 and INT -21 but using the ML.V-SAT-V-3B
stages (see Section 5.0 of t h i s document). T h e s e data demonstrate that
INT vehicles could be derived from any of the uprated configurations
studied. The s t r a p - o n s y s t e m s , in addition to first and third or first
and second stage combinations, can also be assembled with z e r o , two,
or four b o o s t - a s s i s t units.
c:
c:
r
L
L"
24
-J
J
D5-13183
25
D5-13183
STA 4604.5
r
4439
396 DIA PAYLOAD3 6 7 , 4 0 0 lbs.
4248
(3rd
I.U.
Stags)
iJ
260 DIA PAYLOAD
160,600 lbs.
3879 •
'
3843
:
3721
MS-IVB A L 3 = 16.5 ft.
TMR = 5 = 1
W p 3 = 350 K lbs.
II
I x 4 0 0 K lbs. 110'
Toroidal Eng.
3277
3l6a5
C' \
7 \
(2 StogeM
3075 (Engine Gimbal)
•
2 o 7 7
2941 •
2810
410 f t
MS-1
fiL2=
15,5 ft.
TMR = 5 * r
Wp = 1.293 M lbs.
2072
7 x 400 K lbs. II0"D.
Tori da I Eng'
A L|
W
' '
MS-IC
2024
1938 •
1835 (Engine Gimbal)
1804 •
1781
1641
=20 f t
= 4.99 M lbs.
{100 N.M.),
= 4.80 M lbs.
(LOR)
= 5.6 M lbs.
CAPACITY
5 * 1800 K lbs.
F - | Engines
• SEPARATION
1005
695
365
100 (Engine Gimbal)
i
i
FIGURE 5-1
STA -115.5
MLV-SAT-V-3B BASELINE
26
LAUNCH VEHICLE
"I
D5-13183
5 . 0 M L V - S A T - V - 3 E LAUNCH V E H I C L E S
The S A T - V - 3 B ( s e e F i g u r e 5-1) i s a S a t u r n V with a l l s t a g e s l e n g t h e n e d
a n d t h e t h r u s t of e a c h s t a g e i n c r e a s e d .
T h e v e h i c l e , a s d e f i n e d i n t h e t r a d e study a c t i v i t y and s t u d i e d in
d e t a i l in t h e P h a s e II a c t i v i t y , i s a f e a s i b l e c o n f i g u r a t i o n and a Logical
c a n d i d a t e to p r o v i d e p a y l o a d s in e x c e s s of t h o s e c u r r e n t l y a v a i l a b l e
with the Saturn V vehicle.
5. 1
C O N F I G U R A T I O N S E L E C T I O N ( P H A S E I)
T r a d e s t u d i e s w e r e d i r e c t e d t o w a r d s d e r i v i n g s u f f i c i e n t d a t a to
a l l o w M S F C to d e t e r m i n e the b e s t c o m p r o m i s e M S - I I - 3 B s t a g e t h r u s t
l e v e l which s a t i s f i e d r e q u i r e m e n t s for b o t h the S A T - V - 3 B t h r e e - s t a g e
v e h i c l e and the M L V - S A T - I N T - 1 7 t w o - s t a g e v e h i c l e . T h e I N T - 1 7 u s e s
the S A T - V - 3 B u p p e r s t a g e s ( M S - I I / M S - I V B ) a s a g r o u n d l a u n c h v e h i c l e ,
a n d w a s s t u d i e d c o n c u r r e n t l y by N o r t h A m e r i c a n A v i a t i o n u n d e r s e p a r a t e
contract.
5.1.1
Candidate Configurations
M S - I C - 3 B t h r u s t w a s fixed a t five 1.8 m i l l i o n - p o u n d F - l e n g i n e s
f o r a l l c o n f i g u r a t i o n s . T h e s e c o n d s t a g e i s an M S - I I - 3 B u s i n g f r o m four
t o s e v e n a d v a n c e d e n g i n e s with 300, 000 to 700, 000 p o u n d s of t h r u s t . T h e
t h r e e - s t a g e v e h i c l e s h a v e an M S - I V B - 3 B a s t h e t h i r d s t a g e u s i n g a
s i n g l e engine of t h e s a m e t y p e a n d t h r u s t l e v e l a s for the s e c o n d s t a g e .
M a x i m u m v e h i c l e l e n g t h w a s 410 f e e t .
U p p e r s t a g e p r o p u l s i o n c o n s i d e r e d t w o a d v a n c e d engine c o n c e p t s ,
a t o r i o d a l a e r . o s p i k e e n g i n e a n d an a d v a n c e d b e l l e n g i n e ( s e e F i g u r e 5 - 2 ) .
The L O X / L H g a e r o s p i k e engine has a t o r o i d a l c o m b u s t o r and
t r u n c a t e d a e r o d y n a m i c s p i k e a n n u l a r n o z z l e . T h i s d e s i g n r e s u l t s in a
6 4 - i n c h r e d u c t i o n in e n g i n e l e n g t h . T h e o t h e r e n g i n e c o n s i d e r e d w a s
a h i g h - p r e s s u r e L O X / L H 2 c o n c e p t with a b e l l n o z z l e . B e l l n o z z l e
e n g i n e l e n g t h , f r o m g i m b a l p o i n t to noz&le e x i t p l a n e , was m a i n t a i n e d
a t 116 i n c h e s b e c a u s e of u p p e r s t a g e i n t e r s t a g e c l e a r a n c e r e q u i r e m e n t s .
5. 1. 2
Trade Studies
P a r a m e t r i c d a t a d e v e l o p e d for the S A T - V - 3 B t w o - and t h r e e - s t a g e
v e h i c l e s i n c l u d e d : (1) w e i g h t and m a s s c h a r a c t e r i s t i c s , (2) t r a j e c t o r i e s
a n d p e r f o r m a n c e , (3) a e r o d y n a m i c s and h e a t i n g , (4) d e s i g n l o a d s , and
(5) s e p a r a t i o n . T r a d e s w e r e a l s o m a d e for the two t y p e s of a d v a n c e d
e n g i n e s o p e r a t i n g o v e r a r a n g e of t h r u s t l e v e l s .
27
D5-13183
r
J - 2 (REF)
L
ADVANCED
B E L L ENGINE
51.25"©
EXIT P L A N E
U
30"*
J
74-INCH DIAMETER
A L S O CONSIDERED
F I G U R E 5-2
138-INCH D I A M E T E R WITH
58-INCH LENGTH ALSO
CONSIDERED
T R A D E STUDY U P P E R S T A G E ENGINES
Data w a s p r e p a r e d for v e h i c l e s w h o s e s t a g e l e n g t h s w e r e o p t i m i z e d
to yield m a x i m u m p a y l o a d c a p a b i l i t y . P a y l o a d p e r f o r m a n c e was a l s o
d e t e r m i n e d for v e h i c l e s w h o s e u p p e r s t a g e length i n c r e a s e s w e r e fixed
a t 15. 5 feet for t h e s e c o n d s t a g e a n d 16. 5 feet for the t h i r d s t a g e .
Net p a y l o a d s for t h e t h r e e - s t a g e v e h i c l e with b e l l n o z z l e s a r e shown
on F i g u r e 5 - 3 . The d a t a a r e t y p i c a l of t h o s e p r e p a r e d for the t r a d e s t u d y .
D a s h e d l i n e s on F i g u r e 5 - 3 r e f e r t o t h e n u m b e r of e n g i n e s on the
M S - I I - 3 B s t a g e w h i l e t h e s o l i d l i n e s give t h r u s t p e r e n g i n e . T h e l o w e r
g r o u p of c u r v e s shows p a y l o a d with t h e u p p e r s t a g e s i z e s fixed. T h e
u p p e r s e t of c u r v e s c o v e r s t h e p r o p e l l a n t - o p t i m i z e d s t a g e s . With
o p t i m i z e d s t a g e s , the p a y l o a d i n c r e a s e s with i n c r e a s i n g t h r u s t in the
u p p e r s t a g e s . H o w e v e r , t h e v e h i c l e h e i g h t l i m i t of 410 feet i s quickly
e x c e e d e d . T h e s a m e t y p e of d a t a for the t w o - s t a g e b e l l - n o z z l e c o n f i g u r a t i o n e x h i b i t the s a m e t r e n d s . With fixed u p p e r s t a g e s , m a x i m u m p a y l o a d
i s a c h i e v e d with M S - I I - 3 B t h r u s t of a r o u n d two m i l l i o n p o u n d s for both the
t w o - and t h r e e - s t a g e v e h i c l e s .
F i g u r e 5-4 S u m m a r i z e s p e r f o r m a n c e for fixed u p p e r s t a g e c o n f i g u r a t i o n s and p r o p e l l a n t - o p t i m i z e d v e r s i o n s within the 410-fpot. l i m i t . T h e s e
d a t a c o v e r t w o - and t h r e e - s t a g e v e h i c l e s with b e l l and t o r o i d a l u p p e r
s t a g e e n g i n e s . U s e of t o r o i d a l e n g i n e s g i v e s a two to five p e r c e n t i n c r e a s e
in p a y l o a d . P e r f o r m a n c e r e s u l t s for the S A T - V - 3 B f a v o r a t o t a l M S - U
28
L
L
L
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[
[
[
L
[
r
L
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[
l.
L
1
D5-13I83
. ' / < " "
OPTIMIZED
mers
S-UTHRUST (VACUO™ LBS
FIGURE 5-3
TRADE STUDY PERFORMANCE DATA
thrust of around two million pounds using 400, 000 to 500, 000 pounds of
thrust per engine. Seven 300, 000 pound t h r u s t second stage engines
show a 2. 6 p e r c e n t i n c r e a s e over five 400, 000 pound thrust engines.
The lower t h r u s t engines
ffflfl OPTIMIZED WITH «0ffETVFHFCL£ UNOHLIMIT
rlH
exhibit better p e r f o r m a n c e
r ~ f FIXED UPPER STAOS
because engine length was
m
in
i * aw
1
held constant. To d e c r e a s e
7««K
on
m
rv\mm
engine thrust, the nozzle
•i*
m //JaLi-o
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t h r o a t a r e a was d e c r e a s e d
J.H,
£3K>
ie:
MR-41
7 ALj-lS'
thereby i n c r e a s i n g engine
4(HK
SHOOK
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a r e a ratio and thus specific
JW-fcl
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impulse. Higher mixture
ratio (6:1) in upper stages
(WT-LTOrT)
<5XM •IB
M
showed a s m a l l payioad
HW-flPTl
BO
improvement a s indicated.
SO
Wft "*
I*
3»
•m
These t r a d e study data,
TOROIDAl
KLL
TOROIDAL
BfU
those p r e p a r e d on MLV-SATINT-17 and t h e i r respective
t r a d e study r e s o u r c e analysis
were c o m p a r e d by NASA/MSFC FIGURE 5-4 TRADE STUDY VEHICLE
PAYLOAD COMPARISON
29
D5-13183
i n o r d e r to r e a c h a c o m p r o m i s e on engine quantity, t h r u s t , a n d t y p e . It
w a s found t h a t t h e I N T - 1 7 v e h i c l e would o p e r a t e m o s t efficiently a t
a p p r o x i m a t e l y 3 . 0 m i l l i o n p o u n d s of t h r u s t . On t h e o t h e r h a n d ,
S A T - V - 3 B n e e d s a s e c o n d s t a g e t h r u s t c l o s e r to 2 . 0 m i l l i o n p o u n d s for
m o s t efficient o p e r a t i o n . F a r t h e r , t h e S A T - V - 3 B t h i r d s t a g e r e q u i r e s
n o t m o r e t h a n 180, 000 p o u n d s of t h r u s t f o r m o s t efficient o p e r a t i o n .
N A S A / M S F C s e l e c t e d a c o m p r o m i s e s e c o n d s t a g e t h r u s t of 2 . 8 m i l l i o n
p o u n d s , s e v e n 400 t h o u s a n d pound e n g i n e s , for f u r t h e r s t u d y . T h e
c o m p r o m i s e d p e r f o r m a n c e by t h i s c h o i c e is i n d i c a t e d on F i g u r e 5 - 5 .
A l s o i n d i c a t e d i s the d e g r a d a t i o n to S A T - V - 3 B which would h a v e r e s u l t e d
had NASA c h o s e n a s t i l l h i g h e r t h r u s t Level {3. 0 m i l l i o n p o u n d s ) . M S F C
s e l e c t e d t h e t o r o i d a l a e r o s p i k e engine r a t h e r t h a n the b e l l nozzle e n g i n e
s i n c e t h e b e l l w a s e x a m i n e d i n d e t a i l in l a s t y e a r ' s s t u d i e s .
-38
,
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LOAD OHTERIA
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363
CONTROL
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GIMBALEDF-l'S GIMBALED f - l ' S
HTATINC
TYP. AERODYNAMIC
-
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am
167°F
lift
BASE MAX. TEMP.
! *
-' *
A *
U l - l t THHUir IVACl • 10* L f l l
F I G U R E 5-5
5.2
S A T - V - 3 B & INT-17 COST
EFFICIENCY TRADE
* BASELINE JW WITH TJW • L Z 5
o o
T A B L E 5-1
SIGNIFICANT
LOAD CRITERIA
DESIGN STUDY V E H I C L E {PHASE II)
D e s i g n and a n a l y s e s w e r e c o n d u c t e d for t w o - a n d t h r e e - s t a g e
S A T - V - 3 B v e h i c l e s u s i n g the p r o p u l s i o n s y s t e m s c h o s e n by M S F C .
C o m p l e t e r e s o u r c e s w e r e p r e p a r e d for t h e t h r e e s t a g e v e h i c l e .
5. 2 . 1
Vehicle Description
The M L V - S A T - V - 3 B b a s e l i n e v e h i c l e i s s h o w n in F i g u r e 5 - 1 . The
M S - I C - 3 B s t a g e u s e s five 1. 8 m i l l i o n pound t h r u s t u p r a t e d F - l e n g i n e s .
F i r s t s t a g e l e n g t h i n c r e a s e i s 20 feet for a p r o p e l l a n t c a p a c i t y of 5. 6
m i l l i o n p o u n d s with a p r o p e l l a n t loading ( T / W o = 1.25) of 4. 99 m i l l i o n
p o u n d s and 4. 8 m i l l i o n p o u n d s f o r the two and t h r e e s t a g e v e h i c l e s ,
r e s p e c t i v e l y . T h e s e c o n d s t a g e h a s s e v e n 400, 000 pound t h r u s t t o r o i d a l
a e r o s p i k e e n g i n e s . It h a s a l e n g t h i n c r e a s e of 15. 5 feet f o r a p r o p e l l a n t
c a p a c i t y of 1.29 m i l l i o n p o u n d s . T h e s h o r t e r t o r o i d a l e n g i n e s a l l o w s a
6 2 - i n c h r e d u c t i o n in i n t e r s t a g e length t h e r e b y p e r m i t t i n g a c o m m e n s u r a t e
30
D5-13183
t a n k a g e i n c r e a s e . The t h i r d s t a g e (for t h r e e s t a g e a p p l i c a t i o n ) u s e s a
s i n g l e 400, 000 p o u n d t h r u s t t o r o i d a l a e r o s p i k e e n g i n e , a 1 6 . 5 foot l e n g t h
i n c r e a s e f o r a p r o p e l l a n t c a p a c i t y of 350, 000 p o u n d s of p r o p e l l a n t .
5.2.2
D e s i g n Study R e s u l t s
P a y l o a d p e r f o r m a n c e d a t a for the S A T - V - 3 B f o r both n o m i n a l and
a l t e r n a t e m i s s i o n s w e r e d e t e r m i n e d . T h e n o m i n a l m i s s i o n f o r the two
s t a g e v e r s i o n i s d i r e c t a s c e n t to a 100 n a u t i c a l m i l e c i r c u l a r E a r t h o r b i t .
N o m i n a l m i s s i o n for the t h r e e - s t a g e v e h i c l e is d i r e c t a s c e n t to a 100
n a u t i c a l m i l e c i r c u l a r p a r k i n g o r b i t , followed by r e i g n i t i o n of the t h i r d
s t a g e a n d b o o s t i n t o a 72 h o u r l u n a r t r a n s f e r t r a j e c t o r y .
Alternate
m i s s i o n s c o n s i d e r i n g a, r a n g e of a l t i t u d e s and l a u n c h a z i m u t h s w e r e a l s o
considered.
F i g u r e 5-6 s u m m a r i z e s the o r b i t / a l t i t u d e c a p a b i l i t y for the two s t a g e
S A T - V - 3 B . Net p a y l o a d f o r the n o m i n a l m i s s i o n is 367, 400 p o u n d s .
H o w e v e r , with t h e high t h r u s t ( 2 . 8 m i l l i o n pounds) and s h o r t b u r n t i m e
of t h e M S - I I - 3 B s t a g e , a s i z a b l e p e r f o r m a n c e l o s s o c c u r s a t the h i g h e r
o r b i t a l t i t u d e s . F o r e x a m p l e , m o r e p a y l o a d is o b t a i n e d a t a 300 n a u t i c a l
m i l e o r b i t with e x i s t i n g two s t a g e S a t u r n V ( I N T - 2 1 ) t h a n i s o b t a i n e d with
a S A T - V - 3 B . If e n g i n e t h r o t t l i n g i s u s e d in t h e M S - I I - 3 B s e c o n d s t a g e ,
t h e p a y l o a d l o s s e s to t h e h i g h e r o r b i t s a r e r e d u c e d c o n s i d e r a b l y a s shown
in F i g u r e 5 - 6 High e n e r g y m i s s i o n
(C-a) p e r f o r m a n c e of the
t h r e e s t a g e v e h i c l e is
i l l u s t r a t e d on F i g u r e 5 - 7 .
Net p a y l o a d for t h e
n o m i n a l 72 h o u r l u n a r
injection mission is
160, 000 p o u n d s . P a y l o a d s
for p o l a r a n d s u n s y n c h r o n o u s o r b i t s a r e shown
on F i g u r e s 5 - 8 a n d 5 - 9 .
A boost turn is r e q u i r e d
to o b t a i n t h e s e o r b i t s
from Cape Kennedy. This
ORBIT AlTITWf - N. MILfS
maneuver requires
F I G U R E 5-6 ORBIT A L T I T U D E - A Z I M U T H
energy expenditure which
PAYLOAD CAPABILITY
i s r e f l e c t e d in l e s s p a y l o a d
capability.
S i g n i f i c a n t l o a d c r i t e r i a , a n d o t h e r d a t a p e r t i n e n t to v e h i c l e d e s i g n ,
a r e s h o w n on T a b l e 5 - 1 , w i t h c o m p a r a t i v e S a t u r n V v a l u e s . Although
m a x i m u m d y n a m i c p r e s s u r e (q) a n d a c c e l e r a t i o n a r e s l i g h t l y l e s s for the
31
D5-13183
S A T - V - 3 B the i n c r e a s e i n v e h i c l e h e i g h t , t h e 33-foot d i a m e t e r t w o - s t a g e
payload, and i n c r e a s e d engines t h r u s t s have significantly i n c r e a s e d
s t r u c t u r a l l o a d s o v e r t h e e x i s t i n g S a t u r n V.
C o n t r o l m a x i m u m d e f l e c t i o n a n g l e i n flight h a s i n c r e a s e d f r o m 3 . 5
d e g r e e s (on S a t u r n V) to 4 . 3 d e g r e e s u s i n g the c u r r e n t a t t i t u d e , a t t i t u d e
r a t e c o n t r o l s y s t e m . T h i s i s w e l l within the c u r r e n t 5. 15 d e g r e e g i m b a l i n g c a p a b i l i t y of F - l e n g i n e s . A l t e r n a t e c o n t r o l m o d e s t u d i e s s h o w e d
t h a t a p p r o x i m a t e l y 12 p e r c e n t r e d u c t i o n i n m a x i m u m b e n d i n g r e s p o n s e
c o u l d b e e x p e c t e d if an a n g l e of a t t a c k f e e d b a c k loop w e r e a d d e d to t h e
attitude, attitude r a t e control mode.
Both a e r o d y n a m i c a n d b a s e h e a t i n g t e m p e r a t u r e s on the S A T - V - 3 B
v e h i c l e a r e c o m p a r a b l e to S a t u r n V.
The r e l i a b i l i t y of t h e
two and t h r e e stage c o n f i g u r a t i o n of S A T - V - 3 B
v e h i c l e i s 0. 975 a n d 0. 9 6 5 ,
respectively, as compared.
to 0. 990 a n d 0. 980 for t h e
baseline AS-516.
The a d d i t i o n a l
p r o p e l l a n t in a l l s t a g e s
i n c r e a s e s the 0. 4 p s i
on-pad explosive o v e r p r e s s u r e range 600/feet
c o m p a r e d to S a t u r n V but
not enough to i m p a c t t h e
adjacent pad at MILA.
C3(TWICI SPECIFIC WRCY) -
F I G U R E 5-7
KmhKp
HIGH E N E R G Y P A Y L O A D
CAPABILITY
S a t u r n V flight and c r e w p r o v i s i o n s a r e s a t i s f a c t o r y f o r u s e with t h i s
v e h i c l e . No p r o b l e m s w e r e found w i t h s t r u c t u r a l d y n a m i c s , R F a t t e n u a t i o n
o r a n t e n n a look a n g l e .
S t r u c t u r a l l o a d s a n d a c o u s t i c e n v i r o n m e n t s a r e i l l u s t r a t e d on F i g u r e
5 - 1 0 , T h e a c o u s t i c l o a d s h a v e i n c r e a s e d s l i g h t l y in the f i r s t s t a g e but
a r e w i t h i n the e x i s t i n g s p e c i f i c a t i o n l i m i t . S o m e s e l e c t i v e r e q u a l i f i c a t i o n
of c o m p o n e n t s m a y be r e q u i r e d . T h e s e c o n d s t a g e a c o u s t i c l e v e l h a s
i n c r e a s e d sufficiently f r o m the s t a t i c f i r i n g of s e v e n 4, 000, 000 pound t h r u s t
t o r o i d a l e n g i n e s and i n f l i g h t c o n d i t i o n s to r e q u i r e a n e w s p e c l i m i t for t h i s
s t a g e . No p r o b l e m s e x i s t in t h e t h i r d s t a g e .
As shown in F i g u r e 5 - 1 0 , t h e c o m b i n e d l o a d i n g c o n d i t i o n h a s i n c r e a s e d
s i g n i f i c a n t l y c o m p a r e d to S a t u r n V, r e q u i r i n g a m a j o r s t r u c t u r a l beefup a s
32
D5-13183
130
!«
LAUNCKAZIMI/m
i«
150
m
LAUNCH AZIMUTH - OtGS
DECS
FIGURE 5-8 TWO-STAGE POLAR &
SUN
SYNCHRONOUS ORBIT
PAYLOAD CAPABILITY
FIGURE 5-9
THREE-STAGE
P O L A R St SUN SYNCHRONOUS
ORBIT P A Y L O A D C A P A B I L I T Y
a s shown in F i g u r e 5 - 1 1 . P e r c e n t a g e i n c r e a s e s in d r y w e i g h t s of e a c h
S A T - V - 3 B s t a g e a r e a l s o t a b u l a t e d in F i g u r e 5 - 1 1 .
5. 3
RESOURCES
I n c r e a s e s in t h e length a n d t h r u s t of t h e S A T - V - 3 B - s t a g e s c o m p a r e d
to S a t u r n V i m p a c t production,- t e s t , t r a n s p o r t a t i o n and l a u n c h f a c i l i t i e s .
U p r a t e d F - 1 e n g i n e and new t o r o i d a l u p p e r s t a g e engine d e v e l o p m e n t s a r e
the m o s t c o s t l y i t e m s r e q u i r e d . E x i s t i n g f a c i l i t i e s w i l l be e m p l o y e d to
m a n u f a c t u r e a n d t e s t t h e M L V - S A T - V - 3 B . T h e s e f a c i l i t i e s a r e to be u s e d
on a n o n - i n t e r f e r e n c e b a s i s with n o r m a l S a t u r n V p r o d u c t i o n s c h e d u l e s ,
T h e p r e s e n t s t a g e a n d I. U. v e n d o r s w e r e a s s u m e d to be c o n t r a c t o r s for
the modified vehicle components.
A d y n a m i c t e s t v e h i c l e , s t r u c t u r a l t e s t c o m p o n e n t s , and two m a n r a t i n g R&D flights a r e r e q u i r e d . R e l o c a t i o n of w o r k p l a t f o r m s and i n c r e a s e
in h e i g h t is r e q u i r e d a t the M S F C D y n a m i c T e s t S t a n d to h a n d l e the new
c o n f i g u r a t i o n . T h e f i r s t s t a g e of the d y n a m i c t e s t v e h i c l e will be r e f u r b i s h e d a f t e r t e s t a n d u s e d a s a flight s t a g e . The s e c o n d s t a g e of the
d y n a m i c t e s t v e h i c l e will h a v e u n d e r g o n e s t r u c t u r a l s t a t i c t e s t p r i o r to
-D t e s t i n g .
33
D5-13183
STATIC
,
h
INFLIGHT
, LAUNCH
IN
rStATfCFIRING
FIRWCAICHP IB FLIGHT STATIC FIRING.
H—-h
•[• -ir
H
-h
ON nt«M w VUDMU m •MUW,
175
NfWSPFC LIMIT
E
145
u:
LAUNCH
SATVSWC
3ATVSWC
J-
155
MLV-SAT-V-3B
l«
-MAX4.K
F I G U R E 5-10
GROUW r WBOUND
ACOUSTIC E N V I R O N M E N T AND S T R U C T U R A L LOADS
A p r o d u c t i o n r a t e of s i x v e h i c l e s p e r y e a r for a p e r i o d of five y e a r s
w a s u s e d to a s s e s s p r o d u c t i o n i m p a c t . A c o m p a n i o n i n t e r m e d i a t e p a y l o a d
v e h i c l e , a l s o p r o d u c e d a t s i x p e r y e a r for five y e a r s , w a s t h e S a t u r n IB,
m a k i n g u s e of t h e M S - I V B - 3 B .
MS-IC-3B
The t h r u s t i n c r e a s e f r o m 7 . 5 to 9- 0 m i l l i o n pounds n e c e s s i t a t e s
i n c r e a s e s in s k i n s t i f f e n e r a n d r i n g f r a m e g a g e t h r o u g h o u t the M S - I C
s t a g e . T h e s e c h a n g e s p l u s t h e i n c r e a s e in s t a g e length r e q u i r e r e q u a l ification of t h e e n t i r e s t r u c t u r e .
R e v i s i o n s a r e m a d e t o S-IC t o o l i n g to a c c o u n t for the new m a t e r i a l
t h i c k n e s s and s t i f f e n e r l o c a t i o n s o r for l e n g t h i n c r e a s e s . An a d d i t i o n a l
t a n k a s s e m b l y p o s i t i o n a n d n e w t a n k c l e a n p o s i t i o n a r e a d d e d to avoid
long d o w n t i m e while t o o l i n g up for t h e n e w c o n f i g u r a t i o n . T h e M T F and
M S F C t e s t s t a n d s r e q u i r e m o d i f i c a t i o n to a c c e p t the l o n g e r s t a g e . Both
s t a n d s , h o w e v e r , a r e c a p a b l e of h a n d l i n g t h e g r e a t e r t h r u s t b u t m o r e
h o l e s a r e n e e d e d in the f l a m e d e f l e c t o r s .
34
FORWARD SKIRT
77% > STRENGTH
AFT SKIRT
86% > STRENGTH
NEW
TOROIDAL ENGINE
FORWARD SKIRT
142% > STRENGTH
COMMON BLKD
INCREASED RADIUS
THRUST STRUCTURE
NEW DESIGN 66'
LH2 TANK
44% > STRENGTH
NEW FEED LINES
INTERSTAGE
69% > STRENGTH
NEW THRUST STR
7
NEW TO
LOX TANK
ADDITIONAL FRAMES
NEW FEED LINES
INTERSTAGE 60% > STRENGTH
ONE ADDITIONAL
HELIUM BOTTLE
DRY WEIGHT INCREASE
MS-1C-3B- 14.2%
MS-ll-3B-35.6%
MS-IVB-3B-22.5%
FIGURE 5-L1
SAT-V-4(S)B VEHICLE IMPACT
INTERTANK
41% > STRENGTH
THRUST S
35% > ST
D5-13183
T i m i n g Of the M S - I C - 3 B p r o d u c t i o n i s p a c e d by u p p e r s t a g e r e q u i r e m e n t s ; t h e r e f o r e . A u t h o r i t y to P r o c e e d i s not r e q u i r e d u n t i l 26 m o n t h s
a f t e r s t a r t of the u p p e r s t a g e p r o g r a m s . With t h i s t i m i n g , t h e f i r s t flight
a r t i c l e will be d e l i v e r e d t o MI3-.A 3 . 5 y e a r s a f t e r f i r s t s t a g e A T P .
MS-H-3B
The s t r u c t u r e a n d p r o p u l s i o n s y s t e m c h a n g e s t o t h i s s t a g e w i l l
n e c e s s i t a t e s t a t i c and d y n a m i c s t r u c t u r a l t e s t s a n d a " b a t t l e s h i p " t e s t
d e v e l o p m e n t p r o g r a m . T o m e e t t h e r e q u i r e d d e l i v e r y d a t e of t h e d y n a m i c
t e s t s t a g e , p r o d u c t i o n of t h e s t a n d a r d S-II would be a c c e l e r a t e d , s t a r t i n g
with S - I I - 1 8 . Two flight t e s t s t a g e s a r e i n c l u d e d in the d e v e l o p m e n t p h a s e .
S t a n d a r d t r a n s p o r t e q u i p m e n t i s g e n e r a l l y c o m p a t i b l e with t h e
&1S-II-3B, a l t h o u g h l e n g t h e n i n g of s t a g e t r a n s p o r t e r s would b e n e c e s s a r y ,
a s well a s m i n o r m o d i f i c a t i o n s s u c h a s r e l o c a t i o n of tie downs oh t h e
P o i n t B a r r o w , B o t h T y p e I and T y p e II t r a n s p o r t e r s c a n h a n d l e the a d d e d
weight, e x c e p t t h a t t i r e l o a d s m a y be e x c e s s i v e on t h e T y p e I I .
D e l i v e r y of t h e d y n a m i c t e s t s t a g e , n i n e m o n t h s p r i o r to the f i r s t
flight s t a g e , d e t e r m i n e s t h e point a t w h i c h p r o d u c t i o n of the s t a n d a r d S-II
would be p h a s e d out to a l l o w p h a s e - i n of n e w tooling for t h e M S - H - 3 B .
T h e s t r u c t u r e a n d p r o p u l s i o n s y s t e m r e v i s i o n s r e q u i r e m o d i f i c a t i o n of
s t a n d a r d tools o r d e s i g n of n e w t o o l s . T o o l i n g m a i n l y affected i s t h a t for
m a n u f a c t u r e of t h e LH-, t a n k , f o r w a r d a n d aft s k i r t s , i n t e r s t a g e , LOX
tank e x t e n s i o n and new t h r u s t s t r u c t u r e .
The S e a l B e a c h f a c i l i t y r e q u i r e s s o m e m o d i f i c a t i o n s , i n c l u d i n g m i n o r
building e x t e n s i o n s and r e v i s e d a s s e m b l y s e q u e n c e s . New f a c i l i t i e s
a r e n o t n e c e s s a r y , but s t a g e a s s e m b l y and buildup t o o l s will be m o d i f i e d .
Handling e q u i p m e n t a t a l t f a c i l i t i e s w i l l be m o d i f i e d for the i n c r e a s e d s t a g e
weight. M o d i f i c a t i o n a n d c h e c k o u t of the S t a t i c "Test T o w e r would b e
c o m p l e t e d in D e c e m b e r 1 9 7 1 , -the d y n a m i c t e s t s t a g e s h i p p e d to M S F C in
D e c e m b e r 1971, a n d t h e f i r s t o p e r a t i o n a l flight s t a g e c o m p l e t e d in
S e p t e m b e r 1973.
MS-lVBj-_3B
E n g i n e e r i n g d e s i g n o r r e d e s i g n effort i s n e e d e d m a i n l y in the s t r u c t u r e
a n d p r o p u l s i o n s y s t e m a r e a s b e c a u s e of t h e i n c r e a s e d t a n k v o l u m e ,
h i g h e r flight l o a d s a n d t h e i n s t a l l a t i o n of a new t y p e h i g h e r t h r u s t e n g i n e .
D e v e l o p m e n t a n d q u a l i f i c a t i o n e f f o r t i n v o l v e s a m o d e r a t e a m o u n t of w o r k
a s s o c i a t e d with the s a m e v e h i c l e c h a n g e s . A d y n a m i c t e s t s t a g e will be
f u r n i s h e d for t e s t a t N A S A / M S F C to v e r i f y p r e d i c t e d v i b r a t i o n m o d e s
and f r e q u e n c i e s .
36
D5-13183
To allow for modification to tooling and facilities without interfering
with standard stage d e l i v e r i e s , a t e m p o r a r y speed-up of the standard
stage a s s e m b l y is planned. No new fabrication technology is proposed
nor any new o r unique testing p r o c e d u r e s . Some expansion a n d / o r
modification of facilities is r e q u i r e d , at the Santa Monica and Huntington
Beach plants, and at the S a c r a m e n t o T e s t Center.
The i n c r e a s e d stage size precludes t r a n s p o r t a t i o n by the Super Guppy
and will mean dependence on ocean shipment to the Sacramento test site
and to Kennedy Space C e n t e r . Major modification of the stage t r a n s p o r t e r
is needed because of the added length, and l e s s e r modifications to other
items of handling equipment.
Launch. Facility and Operation Impact
Changes a t MILA for the SAT-V-3B vehicle a r e p r i m a r i l y due to
i n c r e a s e d vehicle length. Mobile launcher swing a r m s as well as VAB
higb and low bays a c c e s s platforms a r e relocated. A new (taller)
mobile s e r v i c e s t r u c t u r e is needed since insufficient time is available
between last S a t u r n V and first MLV-SAT-V-3B to r e w o r k the existing MSS.
No changes a r e r e q u i r e d in the Saturn V operational plan for
SAT-V-3B.
Schedule
An MLV-SAT-V3B vehicle development and delivery schedule is
shown in F i g u r e 5-12. The vehicle timing is based on almost four y e a r s
required for upper stage engine development. Upper stage design is
paced so that battleship stages axe available when P F R T engines a r e
r e a d y . Completion of all c r i t i c a l stage ground development testing is
completed before the f i r s t flight a r t i c l e r e a c h e s MILA in September of
1973.
Cost
A cost s u m m a r y for the SAT-V-3B is shown in Table 5-II*
37
D5-I3183
I M-KtnuHCflMenmin
t ucaUHmicnn c o n s t
F I G U R E 5-12
COST
—
mt-tsruaiaMun
> im»-t ro« cowvn
t
SAT-V-3B
cmioLi-imiiuBMnMUM
M M « H . w i u n a umcswr
nsrm«FitfTH.iBir.
V E H I C L E D E V E L O P M E N T AND D E L I V E R Y P L A N
- DOLLARS IN MILLIONS
LAUNCH VEHICLE
S-IC 3 t » g e
S-II S t a g e
S-IVB Stage
I n s t r u m e n t Unit
LAUNCH VEHICLE TOTAL
DEVELOPMENT
STAGE
ENGINE
OPERATIONAL
STAGE
ENGINE
TOTAL
70.0
165.7
97.8
123.0
336, Z
62.9
596.3
551.1
362.4
130.7
439.7
686.9
114.4
1214.0
1774.;
642.4
130.7
333.5
522.1
1640. 5
1241.0
3761. 3
GROUND S U P P O R T E Q U I P M E N T
S-IC Stage
S-II S t a g e
S-IVB S t a g e
OSE T O T A L
10. Q
2B.1
33.7
£1.9
64.8
48.5
31.9
92.9
82.2
71.8'
135.2
207.0
5.4
721.8
39.2
13. 3
21.7
12.6
BG3.5
FACILITIES
Toroidal Engine a
S-IC Stage
S-II S t a g s
S-IVB Stage
L a u n c h Vehicle - K5C
Launch Vehicle - Other
39,2
13.3
21.7
7.2
81.7
4.a
FACILITIES TOTAL
128.7
S Y S T E M S E N G I N E E R I N G AND I N T E G R A T I O N
LAUNCH SYSTEMS T O T A L
4. e
39.2
2.3
895.1
727.2
425.1
425.1
536.3
561.3
1097.6
1241.0
2928.B
41 >9.0
R&D F L I G H T S U l
T A B L E 5-II
SAT-V-3B
COST SUMMARY
33
5266.6
3Z5.6
0 5 -13183
39
D 5-13183
STA
T
4804.5
4439
396
DIA PAYLOAi
493,900 LBS
4248
2 6 0 " DIA PAYLOAD
188,800 LBS
i
I.U.
(3rd Stage)
3955 •
3919
J
3797
A L = IG.5 ft.
MS-IVB
W P = 3 5 0 K lbs.
I x J-2
MR = 5 - 1
i_L
[
LU--1-
3330.5
3244.5
\f
\
3144
(Engine
Gimbal)
3017
2885.5
(2ndT
Stage)1
410 f t
AL
MS-II
= 0
ft.
«p5=930
K lbs.
5 x J-2
MR = 5 :
2346
I
2258
w
2162 (Engine Gimbal)
2062
2039
1899
•v
r
AL
=
41.5 ft.
/\ /\ /\
W P j = 6 . 6 4 M lbs.
5 x 1522 K
•
•
SEPARATION
F-[
1360
A"
MS-IC
1098.5
998.5
Four 3 Segment 1 5 6 "
Solid Racket Motors
(Fwd
Attach)
788.5
Wp s = 4 . 4 5 M lbs.
Web Burning Time
1 0 0 . 6 Seconds
365
116 ( A f t
Li
F I G U R E 6-1
Attach)
100 (Engine Gimbal)
i
MLV-SAT-V-25(S)
STA
- 115.5
BASELINE VEHICLE
40
D5-13183
6. 0
MLV-SAT-V-25(S) LAUNCH VEHICLE
T h e S a t u r n V-25(S) v e h i c l e ( s e e F i g u r e 6-1) i s a S a t u r n V w i t h l e n g t h ened f i r s t a n d t h i r d s t a g e s , a d a p t e d for a t t a c h m e n t of four 1 5 6 - i n c h d i a m e t e r
solid p r o p e l l a n t m o t o r s .
T h e v e h i c l e a s defined in the P h a s e I t r a d e study a c t i v i t y a n d s t u d i e d in
d e t a i l in the P h a s . e II a c t i v i t y i s a f e a s i b l e c o n f i g u r a t i o n and a l o g i c a l c a n d i d a t e to p r o v i d e p a y l o a d s in e x c e s s of t h o s e c u r r e n t l y a v a i l a b l e with t h e
Saturn V vehicle.
6. 1
C O N F I G U R A T I O N S E L E C T I O N (PHASE I)
By v a r y i n g t h e weight and t h r u s t of t h e 1 5 6 - i n c h s o l i d r o c k e t m o t o r s
and the w e i g h t of p r o p e l l a n t in t h e c o r e s t a g e s , a n u m b e r of r e l a t e d
SAT-V-25(S) v e h i c l e s w e r e e v o l v e d . P a y l o a d c a p a b i l i t y and v e h i c l e c o s t s
w e r e e s t a b l i s h e d for t h e s e v e h i c l e s in o r d e r to c h o o s e one a r r a n g e m e n t for
m o r e detailed analysis.
6. 1.1
Candidate Configurations
F o r the t r a d e study, both t w o - and t h r e e - s t a g e o p e r a t i o n was c o n s i d e r e d V e h i c l e h e i g h t w a s fixed a t 410 feet for both t w o - and t h r e e - s t a g e c o n f i g u r a t i o n s . P r o p u l s i o n a n d engine type for a l l s t a g e s wag fixed to c o r r e s p o n d to
the b a s e l i n e A S - 5 1 6 v e h i c l e . V a r y i n g w e i g h t s of p r o p e l l a n t a n d c o r r e s p o n d i n g
s t a g e l e n g t h s w e r e studied for a l l s t a g e s . F o u r 1 5 6 - i n c h solid p r o p e l l a n t
r o c k e t m o t o r s w e r e a t t a c h e d to t h e v e h i c l e for t h r u s t a u g m e n t a t i o n . T h e
n u m b e r of s e g m e n t s (and t h u s solid p r o p e l l a n t weight) in t h e solid m o t o r s
w a s v a r i e d b e t w e e n two and four. Solid m o t o r
t h r u s t / t i m e r e s t r a i n t s w e r e s p e c i f i e d by M S F C .
B u r n t i m e s a n d t h r u s t l e v e l s of t h e v a r i o u s
s i z e d solid m o t o r s w e r e v a r i e d a l s o , within
t h e r e s t r a i n t s , to o p t i m i z e v e h i c l e liftoff
thrust-to -weight.
6.1.2
Trade Studies
F i g u r e 6-2 i s t y p i c a l of the p a r a m e t r i c
p e r f o r m a n c e d a t a p r e p a r e d for t h e t r a d e
study. F i g u r e 6-2 i l l u s t r a t e s t h e n e t p a y l o a d for the v a r i o u s n u m b e r of s e g m e n t s in
t h e 1 5 6 - i n c h m o t o r s a s a function of liftoff
t h r u s t - t o - w e i g h t f o r the t h r e e - s t a g e v e h i c l e .
T h i s c h a r t s h o w s two c o n d i t i o n s , i. e. ,
(1) o p t i m i z e d f i r s t s t a g e p r o p e l l a n t w e i g h t
with s t a n d a r d s e c o n d s t a g e p r o p e l l a n t w e i g h t ,
41
F I G U R E 6-2 P E R F O R M A N C E
T R A D E DATA
D5-13183
and (2) optimized propellant weights for the f i r s t and second stages. The
MS-IVB in all c a s e s was sized to maximize payload out of 100 nautical
m i l e E a r t h o r b i t to l u n a r i n j e c t i o n . N o t e t h a t t h e c u r v e s a r e t h e l o c i of
m a x i m u m p a y l o a d r e s u l t i n g , f r o m c o n s i d e r i n g different c o n s t a n t solid m o t o r
web a c t i o n t i m e s c o m b i n e d with v a r i o u s c o r e v e h i c l e l a u n c h w e i g h t s .
The data d e m o n s t r a t e that:
a.
P a y l o a d i n c r e a s e s a p p r o x i m a t e l y eight p e r c e n t with e a c h a d d i t i o n a l
solid motor segment.
b.
A p a y l o a d i n c r e a s e of m o r e than two p e r c e n t a c c r u e s by o p t i m i z i n g
second s t a g e l e n g t h . T y p i c a l o p t i m i z e d S-H s t a g e length i n c r e a s e s a r e
on the o r d e r of an a d d i t i o n a l t e n f e e t .
c.
Significant p a y l o a d i n c r e a s e s a r e a t t r i b u t a b l e to t h e s h o r t e r b u r n t i m e
solid r o c k e t m o t o r s and the r e s u l t i n g h i g h e r v a l u e s for liftoff t h r u s t - t o weight r a t i o ,
In d e v e l o p i n g t h e s e d a t a , no s t r u c t u r a l p e n a l t i e s w e r e a s s e s s e d to t h e
c a n d i d a t e v e h i c l e s for t h e liftoff t h r u s t - t o - w e i g h t v a r i a t i o n . When s t r u c t u r a l w e i g h t p e n a l t i e s , a r e c o n s i d e r e d , a s they w e r e in o t h e r s i m i l a r s t u d i e s ,
it i s found t h a t beyond 1. 6 t o 1.8 t h r u s t - t o - w e i g h t , p a y l o a d i n c r e a s e s a r e
not a s l a r g e a s i n d i c a t e d on F i g u r e 6 - 2 .
F i g u r e 6 - 3 c o m p a r e s the p a y l o a d c o s t e f f i c i e n c y
of d i f f e r e n t s o l i d m o t o r w e i g h t s for the o p t i m i z e d
S - I I s t a g e and s t a n d a r d l e n g t h S-II s t a g e . T h e
c h a r t i n d i c a t e s t h a t S-II s t a g e o p t i m i z a t i o n i s not
w o r t h w h i l e but t h a t l a r g e r solid m o t o r w e i g h t s
c a n s i g n i f i c a n t l y i m p r o v e v e h i c l e c o s t efficiency,
F r o m t h e s e d a t a , and b e c a u s e m i n i m u m s o l i d
m o t o r b u r n t i m e w a s g r o u n d r u l e d a t 100. 6 s e c o n d s ,
i t w a s r e c o m m e n d e d to M S F C t h a t the v e h i c l e
Z.M i n d i c a t e d a s " b a s e l i n e " on F i g u r e s 6-2 and 6 - 3 be
c h o s e n for t h e n e x t p h a s e of study. M S F C a p p r o v e d
this selection.
OPTIMIZED S-l I
ira
wo
no
200
PAYUM0-IB5*I03
F I G U R E 6 - 3 COST E F F I C I E N C Y
T R A D E DATA
42
D5-131S3
6. 2
DESIGN STUDY VEHICLE (PHASE II)
The single SAT-V-25(S) vehicle chosen during the P h a s e I activity
was defined in detail, its capabilities and c h a r a c t e r i s t i c s w e r e determined,
and its r e s o u r c e r e q u i r e m e n t s w e r e established.
6.2. 1
Vehicle Description
The MLV-SAT-V-25(S) baseline vehicle is shown in F i g u r e 6 - 1 . It
utilizes four t h r e e - s e g m e n t 156-inch strap-on solid rocket motors each
with 1. 1 million pounds of propellant for t h r u s t augmentation. Each solid
motor has a launch t h r u s t of 4. 0 million pounds. They burn r e g r e s s i v e l y
so that at burnout t h r u s t is reduced to about 65 percent of the liftoff value.
Each of the solid m o t o r s has a liquid injection (N2O4) t h r u s t vector control
system to augment the capability of the gimbaled F - l engines during flight
through the m a x q r e g i m e . The liquid core stages of SAT V-25(S) a r e
equipped with standard F - l and J - 2 engines. F i r s t stage propellant
capacity has been i n c r e a s e d to 6. 64 million pounds by lengthening the stage
41. 5 feet. The second stage is standard S-II length with a propellant
capacity of 930,000 pounds. The third stage (for t h r e e - s t a g e applications)
is i n c r e a s e d in length by 16-1/2 feet and has a propellant capacity of
350,000 pounds.
6. 2. 2
Design Study R e s u l t s
As noted on F i g u r e 6 - 1 , the SAT-V-25(S) two stage payload capability
to 100 nautical mile orbit i s almost 494, 000 pounds and its 72-hour lunar
injection t h r e e - s t a g e capability i s almost 189, 000 pounds.
Use of this vehicle was also considered for applications where the
baseline core vehicle (liquid stages without solids) could be flown by itself
o r with only two s t r a p - o n solid m o t o r s . The payloads identified for these
a l t e r n a t e s a r e shown on Table 6-1.
To further i m p r o v e payload, a special study was conducted to determine
the effect of tailoring the solid motor thrust time t r a c e . For this study, the
t h r u s t was made r e g r e s s i v e until the vehicle h a s passed through the maximum
dynamic p r e s s u r e r e g i m e . The t h r u s t level was then made p r o g r e s s i v e until
solid motor burnout. The payload improvement for the optimum r e g r e s s i v e p r o g r e s s i v e t h r u s t t i m e t r a c e over that available witn the baseline vehicle was
approximately one p e r c e n t . This improvement was not considered significant
enough tp w a r r a n t complicating solid motor design for r e g r e s s i v e - p r o g r e s s i v e
burning.
Significant load c r i t e r i a , and oths r data pertinent to vehicle design, a r e
43.
D5-13183
TABLE 6~I PAYLOAD CAPABILITY
NET PAYLOAD (LB)
TWO-STAGE
THREE-STAGE
100 NM Orbit 72-hour Lunar T r a j .
Core Vehicle Without Solid Motors
T 0 / W o = 1.25
231,466
38,475
239,558
91, 568
W p l = 4,343,423 lb
T 0 / W 0 = 1.18
W P 1 = 4,696,492 lb
Core Vehicle With Two Solid Motors
T Q /W Q = 1.40
387,073
147,954
493,900
188,800
W p i = 6,000,000
Core Vehicle With Four Solid Motors
T 0 / W Q = 1.734
W p i = 6,640,000 lb
44
D5-13183
shown on T a b l e 6-II with c o m p a r a t i v e S a t u r n V v a l u e s . Although m a x
d y n a m i c p r e s s u r e (q) and a c c e l e r a t i o n a r e i n c r e a s e d s l i g h t l y , the 410
foot v e h i c l e h e i g h t c o u p l e d with the 33-foot d i a m e t e r t w o - s t a g e p a y l o a d
c a u s e t h e l a r g e s t i m p a c t on s t r u c t u r a l d e s i g n r e q u i r e m e n t s .
Control requirements necessitate
a d d i t i o n a l c a p a b i l i t y beyond t h e p r e s e n t
fin a n d F - l e n g i n e g i m b a l i n g of t h e f i r s t
s t a g e . T h e u s e of t h e liquid i n j e c t i o n
t h r u s t v e c t o r c o n t r o l on the solid m o t o r
i s r e q u i r e d f o r 26 s e c o n d s n e a r m a x q
t i m e of flight. A l s o , b e c a u s e the f i r s t
s t a g e i s r o t a t e d 4 5 d e g r e e s c o m p a r e d to
S a t u r n V, t h e flight c o n t r o l s i g n a l m u s t
be m o d i f i e d to c o m p e n s a t e for the r o t a tion.
-»S)
SATV
MAX f HBSIFT2)
s»
m
,"S AT MAX
L»
LW
no
m
LOAD CRITERIA
4 C
WIGHT tfT)
CONTROL
MODE
5IM6AUD F-1'S GIMBALED F-l'5
LnvCOM SOLIDS
SOLID MAX.
L8 0 fTRM(JK)lt
N/A
DEFLECTION ANGLf
SOLID TVC OPERATING 46-71 SEC
N/A
I
BATING
TYPABRMWUIIIC
I S - K F W SOI MAX TEMP
A e r o d y n a m i c heating i s significantly
(MAX TEMP 8ASFI
ZorfF
wnrV
l o w e r thari t h e S a t u r n V- T h e shock
wave from the solid motor nose cap may
MS-IC-B IS)
flft€B
ROTATED 45*
i m p i n g e on t h e f i r s t s t a g e LOX t a n k a n d
M
5
E
.
I
K
Sit
WITH
T
*
l o c a l i n s u l a t i o n m a y be r e q u i r e d . No
L25
0 Q
problems a r e anticipated as a result
T A B L E 6-II SIGNIFICANT
of a e r o d y n a m i c h e a t i n g .
LOAD CRITERIA
The base heating environment is
m o r e s e v e r e for t h e M L V - S A T - V - 2 5(S)
t h a n f o r the S a t u r n V d u e to t h e solid m o t o r e x h a u s t p l u m e s . Heat shield
m a t e r i a l s can withstand the anticipated 2080°F t e m p e r a t u r e s successfully.
T h e aft s o l i d m o t o r a t t a c h m e n t s k i r t w i l l r e a c h 195Q°F. I n s u l a t i o n p r o t e c t i o n h e r e w i l l be r e q u i r e d .
T h e r e l i a b i l i t y of the t w o - and t h r e e - s t a g e c o n f i g u r a t i o n s of
S a t u r n V-25(S) a r e 0. 986 and 0. 964, r e s p e c t i v e l y , a s c o m p a r e d to
0. 990 and 0. 980 for t h e b a s e l i n e A S - 5 1 6 . T h e l o w e r v a l u e s for r e l i a b i l i t y c a n b e a t t r i b u t e d to t h e a d d i t i o n of t h e s t r a p - o n solid m o t o r s and
to l o n g e r f i r s t and t h i r d s t a g e b u r n t i m e s .
S e p a r a t i o n of the 1 5 6 - i n c h S R M ' s f r o m the v e h i c l e c a n be a c c o m p l i s h e d
s a t i s f a c t o r i l y u s i n g e x p l o s i v e s e p a r a t i o n d e v i c e s and s m a l l solid r o c k e t s
for separation force.
T h e a d d i t i o n of m o r e fuel in the f i r s t s t a g e and the four s o l i d m o t o r s
i n c r e a s e s t h e 0. 4 p s i o v e r - p r e s s u r e d i s t a n c e to a v a l u e g r e a t e r than t h e
d i s t a n c e b e t w e e n P a d A and P a d B on L a u n c h C o m p l e x 39- W a i v e r s for
45
D5-13183
t h i s d i s t a n c e w i l l b e r e q u i r e d for j o i n t u s a g e o£ t h e s e p a d s when e i t h e r
pad c o n t a i n s a fueled c o r e v e h i c l e with t h e solid m o t o r s a t t a c h e d .
S a t u r n V flight and c r e w s a f e t y p r o v i s i o n s a r e s a t i s f a c t o r y for u s e
with t h i s v e h i c l e . C o m m u n i c a t i o n s for s o m e s t a t i o n s w i l l be " b l a c k e d out"
due to t h e e x h a u s t p l u m e i n t e r f e r e n c e , O t h e r s t a t i o n s , h o w e v e r , w i l l h a v e
c l e a r a n t e n n a a c c e s s d u r i n g t h e s e p e r i o d s and c o n t i n u o u s c o m m u n i c a t i o n s
c a n be m a i n t a i n e d
S t r u c t u r a l l o a d s a n d a c o u s t i c e n v i r o n m e n t a r e i l l u s t r a t e d in F i g u r e 6 - 4 .
The d e s i g n l o a d s a r e h i g h e r t h a n t h o s e for the s t a n d a r d S a t u r n V r e q u i r i n g
an i n c r e a s e in v e h i c l e s t r u c t u r a l w e i g h t . T h e p r e s e n t a c o u s t i c s p e c i f i c a t i o n
l i m i t s a r e e x c e e d e d a t s e v e r a l l o c a t i o n s on t h e f i r s t s t a g e . R e q u a l i f i c a t i o n
of a c o u s t i c a l l y s e n s i t i v e c o m p o n e n t s on t h i s s t a g e w i l l be r e q u i r e d .
M a j o r c o r e v e h i c l e c h a n g e s i n c l u d i n g the i m p a c t of s t r u c t u r a l load
i n c r e a s e s i s s u m m a r i z e d in F i g u r e 6 - 5 . D r y w e i g h t i n c r e a s e s a r e a l s o
tabulated.
FIGURE 6 - 4
ACOUSTIC E N V I R O N M E N T AND S T R U C T U R A L LOADS
46
MM
MM
taatf
titf
M
mJ
Unl
L-J
L-J
L-J
U-J
58% > STRENGTH INCREASE
FORWARD SKIRT
177% > STRENGTH
PROPELLANT TANKS
COMMON BLKD
INCREASED RADIUS
FORWARD SKIRT
195%) STRENGTH
LH2 TANK
574% > STRENGTH
AFT SKIRT
116% > STRENGTH
INTERSTAGE87% > STRENGTH
-FORWA
89% >
LOX TANK
ADDITIONAL FRAMES
502% > STRENGTH
INTERSTAGE 86% > STRENGTH
DRY WEIGHT INCREASE
MS-IC-25(S)
31.5%
MS-1I-25(S)
8.6%
MS-IVB-25(S)
27.4%
TWO ADDITIONAL — ^
HELIUM BOTTLES
INTERTANK
115% > STRENGTH
THRUST STRUCTURE
33% > STRENGTH
FIGURE 6 - 5 SAT-V-25(S) VEHICLE IMPACT
D5-13183
6. 3
RESOURCES
T h e p r e s e n t s t a g e , e n g i n e , a n d I . U. m a n u f a c t u r e r s w e r e a s s u m e d to
be c o n t r a c t o r s for the m o d i f i e d v e h i c l e . A d y n a m i c t e s t v e h i c l e , s t r u c t u r a l
t e s t c o m p o n e n t s , and two R&D flights for m a n - r a t i n g a r e r e q u i r e d . A new
d y n a m i c t e s t stand will be r e q u i r e d for t e s t of t h i s v e h i c l e s i n c e i t s launch
w e i g h t e x c e e d s p r e s e n t S a t u r n V stand c a p a b i l i t y . T h e S-IC s t a g e of the
d y n a m i c t e s t v e h i c l e w i l l b e r e f u r b i s h e d a f t e r t e s t and u s e d a s a flight
a r t i c l e . T h e 1 5 6 - i n c h s o l i d r o c k e t m o t o r s with t h e i r t h r u s t v e c t o r c o n t r o l
s y s t e m m u s t be d e v e l o p e d and qualified for t h i s a p p l i c a t i o n
A p r o d u c t i o n r a t e of s i x v e h i c l e s p e r y e a r for a p e r i o d of five y e a r s
w a s u t i l i z e d to a s s e s s the p r o d u c t i o n i m p a c t .
MS-IC-25(S.)
F i r s t s t a g e length i n c r e a s e c o u p l e d with the m o r e s e v e r e s t r u c t u r a l
l o a d s r e q u i r e c h a n g e s in s k i n g a g e , stiffener s p a c i n g , and f r a m e c h o r d
a r e a . T h e s e c h a n g e s n e c e s s i t a t e r e v i s i o n s in m a n u f a c t u r i n g t o o l s , New
t o o l s a r e r e q u i r e d for s o l i d m o t o r a t t a c h m e n t s t r u c t u r e m a n u f a c t u r e . T h e
a d d i t i o n of solid m o t o r f u n c t i o n s (ignition, s e p a r a t i o n , i n s t r u m e n t a t i o n )
n e c e s s i t a t e s c h a n g e s and a d d i t i o n s to f i r s t s t a g e e l e c t r i c a l c a b l e m a n u facturing boards.
T h e l o n g e r , h e a v i e r t a n k s of t h e M S - I C - 2 5 ( S ) c a n n o t be h y d r o s t a t i c
t e s t e d in the p r e s e n t M i c h o u d VAB p o s i t i o n . A new stand w i l l be n e e d e d
and c a n be l o c a t e d in a p r e s e n t l y u n u s e d p o s i t i o n in that building. T h e
final a s s e m b l y and tank a s s e m b l y s t a t i o n s a l s o m u s t be modified for i n c r e a s ed s t a g e length
To i n t r o d u c e the new c o n f i g u r a t i o n , without f a c t o r y m o d i f i c a t i o n d o w n t i m e , an a d d i t i o n a l t a n k a s s e m b l y s t a t i o n and m o r e s t o r a g e s p a c e m u s t be
added in the Michoud f a c t o r y .
T h e two p r e s e n t l y u n u s e d s t a g e t e s t p o s i t i o n s m u s t be m o d i f i e d to
a c c e p t t h e l o n g e r S-IC s t a g e s . C a b l e s will b e i n s t a l l e d to t h e p r e s e n t
t e s t c o n t r o l s t a t i o n s a n d c o m p u t e r s . S o m e new t e s t e q u i p m e n t (solid m o t o r
s i m u l a t o r s ) and m i n o r m o d i f i c a t i o n of e x i s t i n g e q u i p m e n t i s r e q u i r e d .
Modification of the S - I C t e s t f i r i n g s t a n d s a t M T F and M S F C a r e r e q u i r e d only b e c a u s e of t h e i n c r e a s e d s t a g e length and a s s o c i a t e d p r o p e l l a n t
capacity.
A m i n o r m o d i f i c a t i o n to the s t a g e t r a n s p o r t e r c a b l e s and s t e e r i n g
p o t e n t i o m e t e r w i l l a d a p t i t f o r t h e new s t a g e l e n g t h . H o w e v e r , the
48
D5-13183
additional stage weight exceeds the forward (thrust structure) c a r r i a g e
capability. Two new wheel dollies must be added to the forward c a r r i a g e .
Both shuttle and sea going barges must have their decks strengthened
and supports and tie downs relocated for the longer heavier stage.
For the solid rocket m o t o r s , a development p r o g r a m of ten firings is
assumed. Minor facilities a r e required but new tools, jigs and fixtures
a r e a major i t e m . New t e s t and checkout and t r a n s p o r t a t i o n equipment i s
also included- R a i l transportation from manufacturer to KSC is assumed.
MS-II-2 5 (S)
Manufacturing r e q u i r e m e n t s for the MS-II-25(S) stage a r e defined
by the schedule d e l i v e r y dates and the stage s t r u c t u r a l modifications. A
separate stage will be manufactured to be utilized for both static s t r u c t u r e s
test and for stage dynamic test. Delivery of this static/dynamic (S/D)
stage r e q u i r e s that the standard S-II production be a c c e l e r a t e d to accumulate
sufficient stages to maintain a constant delivery r a t e at one stage every two
months.
The revised s t r u c t u r a l design will r e q u i r e modification of the f a b r i cation and a s s e m b l y tools for the forward and aft s k i r t s , LH2 tank walls,
i n t e r s t a g e and a e r o - f a i r i n g s . The Seal Beach facilities r e q u i r e a minimum
of modifications; t h e major work required is modification to the structural
test tower for the i n c r e a s e d test loads. Some handling equipment at Tulsa
and Seal Beach will r e q u i r e modification a s a r e s u l t of the increased stage
weight.
The c u r r e n t S-H p r o g r a m t r a n s p o r t equipment and vehicles a r e c o m patible with the MS-II-25{S) stage design; no modifications would be required
to handle the additional stage weight.
MS-IVB-25(5)
The elongated tank of the MS-IVB required by this vehicle has a significant impact on r e s o u r c e s . The standard S-IVB facilities for manufacturing,
assembly, test and checkout will need modification to accommodate this
l a r g e r , heavier stage. Additional machine tools and space a r e required for
the detail p a r t manufacturing. The m o s t significant a r e a i s the skin m i l l s
for machining the tanks. The 24 to 36 month delivery time for these machines
make early delivery of modified stages difficult. The a s s e m b l y and checkout
towers must be reworked to i n c r e a s e their v e r t i c a l capacity. Welding torches,
platforms, and stage interfaces must be relocated and adapted to the new
vehicle. A complicated scheduling problem exists to provide time to modify
49
D5-13183
the f a c i l i t i e s with m i n i m u m i n t e r f e r e n c e w i t h d e l i v e r y of s t a n d a r d s t a g e s .
T h i s r e q u i r e s a c c e l e r a t i n g t h e p r o d u c t i o n r a t e of the s t a n d a r d s t a g e s and
s t o r i n g t h e m for d e l i v e r y On t h e i r n o r m a l shipping d a t e . T h i s could o v e r l o a d s o m e of t h e c h e c k o u t t o w e r s a n d r e q u i r e e i t h e r e x t e n s i v e o v e r t i m e o r
a d d i t i o n a l f a c i l i t i e s and GSE. T h e s t a t i c f i r i n g a t S a c r a m e n t o r e q u i r e s
modifying t h e t e s t s t a n d . A s t r e a m l i n i n g of the t e s t p r o c e d u r e i s r e c o m m e n d ed a s a m e a n s of s i g n i f i c a n t l y r e d u c i n g t h e c o s t of t h e s e m o d i f i c a t i o n s .
The
s t r e a m l i n i n g w o u l d p e r m i t m a k i n g t h e p o s t - f i r i n g c h e c k o u t in t h e t e s t stand
and e l i m i n a t e modifying t h e v e r t i c a l c h e c k o u t l a b o r a t o r y cells.T h e t r a n s p o r t i n g e q u i p m e n t will r e q u i r e s o m e r e d e s i g n a n d a l l s h i p m e n t s w i l l be by w a t e r s i n c e t h e p r e s e n t S u p e r Guppy a i r c r a f t c a n n o t c a r r y
the e l o n g a t e d s t a g e .
L a u n c h F a c i l i t y and .Launch O p e r a t i o n s I m p a c t
T h e i m p a c t of t h i s v e h i c l e on t h e l a u n c h f a c i l i t y and O p e r a t i o n s w a s
studied by T h e M a r t i n C o m p a n y u n d e r s e p a r a t e c o n t r a c t to K e n n e d y S p a c e
C e n t e r . T h i s study a c t i v i t y d e s c r i b e d the m i n i m u m i m p a c t l a u n c h s e q u e n c e s
for t h i s v e h i c l e a s shown below.
T h e m o d i f i e d c o r e v e h i c l e w i l l be a s s e m b l e d a c c o r d i n g to s t a n d a r d
p r o c e d u r e s in t h e VAB on a m o d i f i e d m o b i l e l a u n c h e r (ML) a n d w i l l
s u b s e q u e n t l y b e t r a n s p o r t e d to t h e p a d for a t t a c h m e n t of the solid r-ocket
m o t o r s . C o n c u r r e n t w i t h t h e c o r e v e h i c l e a s s e m b l y and c h e c k o u t , t h e
solid r o c k e t m o t o r s (SRM) s e g m e n t s and c l o s u r e a s s e m b l i e s w i l l u n d e r g o
r e c e i v i n g i n s p e c t i o n , c o m p o n e n t i n s t a l l a t i o n and i n d i v i d u a l c h e c k o u t in a
new m o b i l e e r e c t i o n and p r o c e s s i n g s t r u c t u r e (MEPS) at a r e m o t e s i t e .
After the liquid c o r e v e h i c l e on the m o b i l e l a u n c h e r h a s been s e c u r e d to
the l a u n c h p a d , t h e M E P S w i t h i n s p e c t e d s e g m e n t s and p r e - a s s e m b l y
c l o s u r e s for a l l four of t h e solid r o c k e t m o t o r s w i l l m o v e to t h e l a u n c h
pad and w i l l be m a t e d w i t h t h e m o b i l e l a u n c h e r and g r o u n d s t r u c t u r e f o r
t r a n s f e r o p e r a t i o n s of the s o l i d r o c k e t m o t o r s e g m e n t s ( s e e F i g u r e 6 - 6 ) .
Two c r a n e s m o u n t e d on t h e M E P S w i l l be u s e d to lift and a t t a c h the. aft
solid r o c k e t m o t o r c l o s u r e (with the p r e - a s s e m b l e d aft a t t a c h m e n t s k i r t )
to the liquid c o r e . A s s e m b l y of two S R M s w i l l b e a c c o m p l i s h e d c o n c u r r e n t l y .
T h e t h r e e c e n t e r s e g m e n t s and the f o r w a r d c l o s u r e w i l l then be s t a c k e d on
top of e a c h of t h e aft c l o s u r e s . T h i s p r o c e d u r e w i l l be d u p l i c a t e d for
a s s e m b l y and m a t i n g of t h e r e m a i n i n g two solid r o c k e t m o t o r s .
After
a s s e m b l y i s m a d e and a l i g n m e n t of all four S R M s i s c o m p l e t e d , t h e M E P S
w i l l then be t r a n s p o r t e d b a c k to i t s p a r k i n g p o s i t i o n . F r o m t h i s point on,
the l a u n c h o p e r a t i o n s p r o c e e d in a m a n n e r s i m i l a r to t h o s e for t h e S a t u r n V
v e h i c l e wit,h t h e e x c e p t i o n of t h e a d d e d o p e r a t i o n s for i n t e g r a t e d s o l i d r o c k e t
m o t o r c h e c k o u t and f o r s o l i d r o c k e t m o t o r a r m i n g .
50
D5-13183
i
/ - sim
ABOUT t
-«*-s I
I
ELEWIQH
F I G U R E 6-6
M O B I L E E R E C T I O N AND
PROCESSING STRUCTURE
I n t r o d u c t i o n of t h e 1 5 6 - i n c h solid r o c k e t m o t o r s i n c r e a s e s p a d
o c c u p a n c y t i m e f r o m 58 to 70 d a y s . H o w e v e r , e m e r g e n c y t a k e - d o w n
c a n b e a c c o m p l i s h e d in 39 h o u r s , w e l l w i t h i n t h e 7 2 - h o u r h u r r i c a n e
warning time.
T h e e x i s t i n g v e r t i c a l a s s e m b l y building with the w o r k p l a t f o r m l o cations altered can be utilized.
M o d i f i c a t i o n s a t the l a u n c h p a d i n c l u d e r e i n f o r c e m e n t of t h e m o b i l e
l a u n c h e r s u p p o r t p i e r s and pad s t r u c t u r e a n d t h e p r o v i s i o n of h e a t s h i e l d s
for pad m o u n t e d e q u i p m e n t a n d ' s t r u c t u r e , new f l a m e d e f l e c t o r s and i m p r o v e d f l a m e d e f l e c t o r a n c h o r a g e , f l a m e p r o t e c t i o n for f l a m e t r e n c h
w a l l s , a u x i l i a r y e x h a u s t d e f l e c t o r s h i e l d s and i n c r e a s e d high p r e s s u r e
g a s a n d p r o p e l l a n t s t o r a g e c a p a b i l i t i e s . A d d i t i o n a l q u a n t i t y and flow
r a t e s of i n d u s t r i a l w a t e r w i l l be r e q u i r e d with i n c r e a s e d p u m p i n g c a p a c i t y
and u p g r a d i n g of t h e h y d r o m a t i c s y s t e m s . T h e w a t e r m a i n s s e r v i n g the
pad a r e a a r e a d e q u a t e without m o d i f i c a t i o n . E x i s t i n g e l e c t r i c a l power
and c o m m u n i c a t i o n s a r e s a t i s f a c t o r y .
A solid rocket motor i n e r t components building m u s t be provided.
A m o b i l e e r e c t i o n a n d p r o c e s s i n g s t r u c t u r e (MEPS) m u s t be p r o v i d e d with
p a r k i n g p o s i t i o n a n d a d d i t i o n a l c r a w l e r t r a n s p o r t e r r o a d w a y for a c c e s s .
T h e "mobile s e r v i c e s t r u c t u r e (MSS) w i l l r e q u i r e a h e i g h t e x t e n s i o n to a
51
D5-13183
l e v e l of 396 feet to p e r m i t w o r k p l a t f o r m s to be r a i s e d to the r e q u i r e d
service levels. This will r e q u i r e i n c r e a s e d structural reinforcement
and i n c r e a s e d elevator r u n s , The cantilever framing which supports
the p l a t f o r m s in t h e v i c i n i t y of t h e s o l i d s m u s t be r e w o r k e d to i n c r e a s e
the l a t e r a l c l e a r a n c e - It i s not p o s s i b l e to a c c o m p l i s h t h e s e r e q u i r e d
m o d i f i c a t i o n s in t h e f i v e - m o n t h t i m e s p a n b e t w e e n t h e l a s t S a t u r n V
l a u n c h and the f i r s t M L V - S A T - V - Z 5 ( S ) R&D l a u n c h ; t h e r e f o r e , a new
MSS i n c o r p o r a t i n g t h e a b o v e c h a n g e s m u s t be built.
O n e new and one m o d i f i e d m o b i l e l a u n c h e r (ML) a r e r e q u i r e d to
s a t i s f y t h e l a u n c h r a t e and. p r o g r a m p h a s e - i n r e q u i r e m e n t s for t h i s
v e h i c l e . T h e p r i n c i p a l m o d i f i c a t i o n s i n v o l v e r e l o c a t i o n to h i g h e r l e v e l s
of a l l u m b i l i c a l a r m s , s h i e l d i n g of t h e front u m b i l i c a l f a c e , i n c r e a s e d
e l e v a t o r r u n s , an e n l a r g e m e n t of t h e a s p i r a t o r h o l e , f r o m 4 5 f e e t to
55 feet, s t r e n g t h e n i n g of t h e M L p l a t f o r m s t r u c t u r e , r e p l a c e m e n t of the
e x i s t i n g v e h i c l e s u p p o r t a r m s and r e l o c a t i o n of e q u i p m e n t in t h e u m b i l i c a l
t o w e r and m o b i l e l a u n c h e r p l a t f o r m . P r o t e c t i o n f r o m e x h a u s t i m p i n g e m e n t on t h e b o t t o m of the M L will be r e q u i r e d b e c a u s e of t h e e x h a u s t
plume spillover from the flame trench.
T h e c r a w l e r t r a n s p o r t e r w h i c h w i l l be u s e d to t r a n s p o r t t h e m o b i l e
l a u n c h e r and M E P S w i l l r e q u i r e u p r a t i n g by a p p r o x i m a t e l y 11 p e r c e n t
to h a n d l e the i n c r e a s e d l o a d s c a u s e d by t h e h e a v i e r MSS. T h e s e m o d i f i c a t i o n s w i l l i n c l u d e s t r u c t u r a l beefup and a n e w , m o r e p o w e r f u l s t e e r i n g
system.
Schedules
Within t h e Study g r o u n d r u l e s and a f t e r an a n a l y s i s of the r e q u i r e d
d e s i g n and d e v e l o p m e n t p l a n s and m a n u f a c t u r i n g i m p a c t , a s c h e d u l e for
d e v e l o p m e n t and p r o d u c t i o n of t h i s v e h i c l e w a s p r e p a r e d . S e e F i g u r e 6 - 7 .
T h i s s c h e d u l e s h o w s t h a t t h e M L V - S A T - V - 2 5 ( S ) f i r s t flight v e h i c l e c a n be
a v a i l a b l e 42 m o n t h s a f t e r h a r d w a r e a u t h o r i t y t o p r o c e e d ( A T P ) .
Costs
A v e h i c l e c o s t s u m m a r y i s shown in T a b l e 6-III-
52
J
J
D5-13183
]
1W
*
I
1
1
1
I
!
I
P
)T
iw
I
1W
|
4
w
!!••••• IT
WHMHIFME
SPttCOM-
1971
1T7Z
Ijijlll
*'
nw>i
l
.T
niwn
OMCUttS COW
mrrnr
•IGMMH
L C - » MOO
I II
STAGE DCVELOPMEHT
MMC'BIS)
iimcr
MS-ll-aS)
MS-IVB-ast
nwtiuit j
tn
IBMI-D
JW'DIA SOLID S
t UNITS
VEHICLE DaiVERIES
t is wiuir ifouo siniBi
MIV-SAT V-SISI
4 0 »tON
IW
L •MkUUemMcoMun
t MFHSHMCOBUTI
i sur-unflDititttMe
cime*«TH
Wccotim
*
OCJK*. «K»mi
SOtlSTttMCS
IHMTRJOfl
n-goc< »IL*
* mac s-ic STITIC r u n o
tnocnvuiE
FIGURE 6-7
a
SAT-V-25(S) LAUNCH VEHICLE DEVELOPMENT
AND D E L I V E R Y P L A N
COST - D O L L A R S I N MILLIONS
LAUNCH VEHICLE
fiooit A s s i s t
5-lC Stage
5-11 S t a g e
S-IVB S t a g e
I n s t r u m e n t Unit
DEVELOPMENT
STAGE
ENGINE
OPERATIONAL
STAGE
ENGINE
96.7
77-1
58.7
72.0
LAUNCH V E H I C L E T O T A L
640.1
513.8
359. 1
136.1
Z07.8
GROUND S U P P O R T E Q U I P M E N T
Boovt A s s i s t
S-IC S t a g e
S-II S t a g e
S-IVB S t a g e
17.0
11.5
33.7
GSE T O T A L
62. Z
96.7
1649. 3
440.5
273.8
IBS. 5
37.7
537.2
991.0
761.0
469.0
136.1
940. 5
2894, 3
5.5
5. 5
43.4
69.1
S2.2
26.4
57.6
48. 5
5. 5
TOTAL
132. 5
200.2
FACILITIES
S-IC Stage
S-II S t a g e
S-IVB S t a g e
L a u n c h V e h i c l e - KSC
Launch Vehicle - Other
FACILITIES TOTAL
LAUNCH SYSTEMS T O T A L
19.6
.7
5.4
192.5
10.0
ZZi.l
732.9
z.y
102.2
500.9
S A T - V - 2 5 ( S ) COST SUMMARY
53
9*1.1
478.5
475.8
2990.5
1
R i D F L I G H T S (2)
T A B L E 6-III
19-6
.7
U.l
919-7
10.0
5.7
727.2
60 3
1
I
I
ma
-DYNAMIC TEST
S Y S T E M S E N O I N E E R I N O fc I N T E G R A T I O N
!
^
DESIGN a FACILITIES
]
I
I
1
1
|
1 I 1 | 1 I < I I J I [ 3^41 1 j _?j 3 I t I 1 J 11 3 I « 1 1 M l I i
940.5
39 31.0
4534.1
324.2
D5 -13183
STA
4804,5
4473.5
4282.5
3 9 6 " D1A PAYLOAD
379,300 LBS
260
DIA PAYLOAD
139,300 LBS
3595
3559
I.U.
( 3 r d Stage]
3437
3165
3082.5 •
2 9 8 2 (Engine Qimbal)
2891
•
2855
2723
MS-M
flL
=
Wp
= 9 3 0 K lbs.
0
N
5 x J-2
MR = 5 = 1
2184
2096
•
2 0 0 0 (Engine Gitnba!)
1900
1877
1737
MS-IC
•
fiU
= 28 ft.
Wp
= S M lbs.
5 1 1522 K
•
•
SEPARATION
F-l
1196
T
1052
8 7 4 (Fwd A t t a c h )
Four 7 Segment (20
Solid Rochet Motors
WD
732
'- 2 . 2 8 M lbs.
Web Burning Time
110.7 Seconds
365
116
i
i
FIGURE 7-1
(Aft
Attach)
100 (Engine
i
STA - [15.5
MLV-SAT>V-4{S)B BASELINE VEHICLE
54
Qimbsl]
D5-13183
7.0
MLV-SAT-V-4(S)B
The S A T - V - 4 ( S ) B (See F i g u r e 7-1) i s a S a t u r n V v e h i c l e with l e n g t h e n e d
f i r s t s t a g e , a d a p t e d to a c c e p t a t t a c h m e n t of four 120-inch d i a m e t e r solid
motors.
T h e v e h i c l e a s defined in the t r a d e study a c t i v i t y and s t u d i e d in d e t a i l
in t h e P h a s e II a c t i v i t y i s a f e a s i b l e and c o s t e f f e c t i v e c o n f i g u r a t i o n and
i s , t h e r e f o r e , a l o g i c a l c a n d i d a t e to p r o v i d e p a y l o a d s in e x c e s s of t h o s e
c u r r e n t l y a v a i l a b l e with the S a t u r n V v e h i c l e . Mo m a j o r p r o b l e m a r e a s
w e r e i d e n t i f i e d for. e i t h e r d e v e l o p m e n t o r p r o d u c t i o n of t h i s v e h i c l e .
7. 1
C O N F I G U R A T I O N S E L E C T I O N ( P H A S E I)
By v a r y i n g t h e n u m b e r of s o l i d r o c k e t m o t o r s e g m e n t s (and thus solid
p r o p e l l a n t w e i g h t ) , and c o n s i d e r i n g both o p t i m i z e d l e n g t h and fixed length
c o r e s t a g e s , a n u m b e r of r e l a t e d S A T - V - 4 ( S ) B v e h i c l e s w e r e evolved.
P a y l o a d c a p a b i l i t y and c o s t s w e r e e s t a b l i s h e d for t h e s e v e h i c l e s in o r d e r
to choose one a r r a n g e m e n t for m o r e detailed a n a l y s i s .
7. 1. 1
Candidate Configurations
F o r t h e t r a d e study both two and t h r e e s t a g e o p e r a t i o n was c o n s i d e r e d .
T h e v e h i c l e h e i g h t w a s fixed a t 410 feet for both the two and t h r e e s t a g e
c o n f i g u r a t i o n s . P r o p u l s i o n and e n g i n e type for a l l s t a g e s w a s fixed to
c o r r e s p o n d to t h e b a s e l i n e A S - 5 l 6 v e h i c l e . V a r y i n g w e i g h t s of p r o p e l l a n t
and c o r r e s p o n d i n g s t a g e l e n g t h s w e r e s t u d i e d for all s t a g e s . F o u r 120-inch
s o l i d p r o p e l l a n t r o c k e t m o t o r s w e r e a t t a c h e d to t h e v e h i c l e for t h r u s t
a u g m e n t a t i o n . T h e n u m b e r of s e g m e n t s in the
IN
s o l i d m o t o r s was v a r i e d b e t w e e n five and s e v e n .
HMD SOLID MOTORS
BO
T h e c h a r a c t e r i s t i c s of e a c h s o l i d m o t o r w e r e
OPTIMIZEDs p e c i f i e d by M S F C . S i g n i f i c a n t s o l i d m o t o r
14
p a r a m e t e r s a r e s h o w n in T a b l e 7 - 1 . T h e v e h i c l e liftoff w e i g h t w a s v a r i e d to m a i n t a i n a
-5*
liftoff t h r u s t - t o - w e i g h t of a p p r o x i m a t e l y 1.25.
7.1.2
Trade Studies
|
ltd
SJWQ
F i g u r e 7-2 i s t y p i c a l of the p a r a m e t r i c
p e r f o r m a n c e d a t a p r e p a r e d for the t r a d e s t u d y .
ZERO MOTORS
* - li
F i g u r e 7-2 i l l u s t r a t e s the net p a y l o a d v e r s u s
the n u m b e r of s e g m e n t s in the 120-inch m o t o r s
SO
5
<
f o r t h e t h r e e - s t a g e v e h i c l e . T h i s c u r v e shows
NO, OF SEGMWTS
two c o n d i t i o n s , o p t i m i z e d f i r s t - s t a g e p r o F I G U R E 7 - 2 T R A D E STUDY
pellant weight with the upper s t a g e p r o p e l l a n t
P E R F O R M A N C E DATA
55
T A B L E 7-1
SOLID MOTOR CHARACTERISTICS
UA -1205
15-Segment)
UA -120
(6-Segm
Motor diameter
120 in
120 in
Average sea level I S p (approximately)
230 s e c
234 s e c
Sea level action time total impulse
9 7 , 132, 000 l b - s e c
Total propellent weight
116, 0 8 0 ,
421, 480 lb
495.01
4 8 9 , 519 lb
570, 69
Characteristic velocity
5,170 f t / s e c
5,170 f
Overall m o t o r length
1, 015. 8 in
1, 127 i
Maximum chamber pressure
690 p s i a
680 ps
Initial nozale throat a r e a
1, 116. 3 sq in
1, 301 s
I n i t i a l n o z z l e exit a r e a
8, 930 sq in.
8, 922
Initial expansion ratio
8. 0
6. 86
Nozzle length
114, 0 in
111. 6 i
Nozzle weight
7 , 7 0 5 1b
7,705
Burn action time
112. 0 s e c
107. 8
Total motor weight
•Mr-Ma
.
p i • . I. I
,~---9«
pfwt
|~"-(-H
P~ i
>*
D5-13183
w e i g h t s fixed, a n d p r o p e l l a n t w e i g h t s f o r a l l s t a g e s o p t i m i z e d . F o r t h e
o p t i m i z e d v e h i c l e s , t h e S-IYB s t a g e would h a v e to be l e n g t h e n e d a p r o x i m a t e l y 14 f e e t w h i l e t h e S-II s t a g e r e m a i n s at i t s s t a n d a r d l e n g t h and t h e
S-IC s t a g e i s i n c r e a s e d in l e n g t h by a b o u t 28 feet. A s i m i l a r study of
t w o - s t a g e v e h i c l e s s h o w s the o p t i m u m c o r e v e h i c l e to b e b a s i c a l l y a
s t a n d a r d S-II s t a g e and a 2 8 - f o o t l o n g e r M S - I C s t a g e .
The F i g u r e 7-2 d a t a d e m o n s t r a t e s t h a t :
a.
P a y l o a d i n c r e a s e s a p p r o x i m a t e l y 4 . 5 p e r c e n t with e a c h a d d i t i o n a l
solid motor s e g m e n t (increased solid propellant weight).
b.
P a y l o a d gains of a p p r o x i m a t e l y 3 p e r c e n t a c c r u e by o p t i m i z i n g
p r o p e l l a n t w e i g h t s in a l l s t a g e s .
HOD
&MD
I
no
I'HSaiH
NO0F5FGMENTS
FIGURE 7-3
COST DATA
7.2
T R A D E STUDY
F i g u r e 7-3 c o m p a r e s the payload cost
efficiency of u s i n g v a r i o u s s o l i d m o t o r
w e i g h t s ( n u m b e r s of s e g m e n t s ) with e i t h e r
fixed o r o p t i m i z e d c o r e s t a g e s . It s h o u l d
be noted t h a t the m a j o r d i f f e r e n c e b e t w e e n
o p t i m i z e d v e h i c l e s and fixed u p p e r s t a g e
v e h i c l e s i s the t r a n s f e r of 100, 000 p o u n d s
of p r o p e l l a n t f r o m t h e S - I C t o t h e S - I V B
s t a g e . T h e r e s u l t a n t i n c r e a s e in S - I V B
c o s t only a l l o w s a 1. 5 p e r c e n t i m p r o v e m e n t
in c o s t efficiency even though p a y l o a d i s
improved 3 percent.
S i n c e study g r o u n d r u l e s s p e c i f i e d that
u p p e r s t a g e m o d i f i c a t i o n s be m i n i m i z e d ,
a fixed length u p p e r s t a g e v e h i c l e was
c h o s e n for the n e x t p h a s e of s t u d y . T h e
s e l e c t e d v e h i c l e i s i n d i c a t e d on F i g u r e s
7-2 and 7 - 3 a s " B a s e l i n e . "
DESIGN S T U D Y V E H I C L E ( P H A S E H)
The s i n g l e S A T - V - 4 ( S ) B s e l e c t e d d u r i n g the P h a s e I a c t i v i t y w a s
defined in d e t a i l , i t s c a p a b i l i t i e s and c h a r a c t e r i s t i c s w e r e d e t e r m i n e d
and i t s r e s o u r c e r e q u i r e m e n t s e s t a b l i s h e d .
57
D5-13183
7.2.1
Vehicle Description
T h e b a s e l i n e S A T - V - 4 ( S ) B v e h i c l e i s s h o w n i n F i g u r e 7 - 1 . It i n c o r p o r a t e s s t a n d a r d l e n g t h u p p e r s t a g e s and a 28-foot l o n g e r f i r s t - s t a g e
a u g m e n t e d by four s e v e n - s e g m e n t 120-inch r o c k e t m o t o r s . The solid
m o t o r s , a s d e s i g n a t e d by M S F C , c o n f o r m t o p r e l i m i n a r y d e s i g n s d e v e l o p e d
by U n i t e d T e c h n o l o g y C e n t e r for T i t a n H I - C a p p l i c a t i o n s . E a c h m o t o r
h a s an i n i t i a l s e a l e v e l t h r u s t of 1. 4 m i l l i o n p o u n d s a n d a p r o p e l l a n t
weight of 579, 000 p o u n d s . E a c h m o t o r h a s a l i q u i d i n j e c t i o n (NpO'j)
t h r u s t v e c t o r c o n t r o l s y s t e m to a u g m e n t the c o n t r o l c a p a b i l i t i e s of the
g i m b a l e d F - i e n g i n e s d u r i n g flight t h r o u g h the m a x q r e g i m e . The liquid
c o r e s t a g e s of S A T - V - 4 ( S ) B a r e e q u i p p e d with s t a n d a r d F - 1 and J - 2
e n g i n e s . T h e f i r s t s t a g e of the v e h i c l e i s r o t a t e d 45 d e g r e e s f r o m i t s
p o s i t i o n in the s t a n d a r d S a t u r n V c o n f i g u r a t i o n to m i n i m i z e t h e i m p a c t
on l a u n c h f a c i l i t i e s and o p e r a t i o n s .
T h e s e c o n d s t a g e is s t a n d a r d
S-II l e n g t h with a p r o p e l l a n t c a p a c i t y of 930, 000 p o u n d s . The t h i r d
s t a g e (for t h r e e - s t a g e a p p l i c a t i o n s ) is s t a n d a r d S - I V B l e n g t h with 230, 000
p o u n d s p r o p e l l a n t c a p a c i t y . S i n c e study funds a n d t i m i n g w e r e l i m i t e d ,
the d e s i r a b l e i n c r e a s e d l e n g t h S - I V B w a s not s t u d i e d a n d the S-II s t a g e
for M L V - S A T - V - 2 5 ( S ) w a s u s e d d i r e c t l y on S A T - V - 4 ( S ) B .
7.2.2
D e s i g n Study R e s u l t s
iSThe S A T - V - 4 { S ) B t w o - s t a g e
p a y l o a d c a p a b i l i t y to 100 n a u t i c a l m i l e s o r b i t i s 379 t h o u 5
s a n d pounds and i t s 72 h o u r
"fa
lunar injection t h r e e - s t a g e
a
c a p a b i l i t y is 139 t h o u s a n d
pounds.
U s e of t h i s v e h i c l e w a s
a l s o c o n s i d e r e d for a p p l i c a t i o n
w h e r e t h e c o r e v e h i c l e {liquid
s t a g e s without s o l i d s ) c o u l d
be flown by i t s e l f o r with only
two s t r a p - o n s o l i d m o t o r s .
The payloads identified for
t h e s e a l t e r n a t e s a r e as shown
in T a b l e 7-H.
1
LAWH AirMiJ™
m
-?^"^.
*v
1
'
BIHtCTASCENT
i%?*:
180°
^
300
1
S*^
fs
v
N
^
**3$
V -s
,
V_
4 m
CUU
1
V
100
so
300
ORBIT. ALTITUDf-NM
F I G U R E 7 - 4 ORBIT A L T I T U D E AZIMUTH PAYLOAD CAPABILITY
A d d i t i o n a l s t u d i e s i d e n t i f i e d i n f o r m a t i o n u s e f u l for m i s s i o n p l a n n i n g .
P a y l o a d s a v a i l a b l e for v a r i o u s o r b i t a l a l t i t u d e s b e t w e e n 30 and 300
n a u t i c a l m i l e s a n d l a u n c h a z i m u t h s b e t w e e n 45 d e g r e e s a n d 180 d e g r e e s
a r e s h o w n in F i g u r e 7 - 4 . P o l a r a n d n e a r p o l a r qrb.it p a y l o a d s a r e shown
53
D5-13183
TABLE 7-II
PAYLOAD CAPABILITY
C o r e Vehicle Without Solid Motors
NET PAYLOAD (LB)
TWO-STAGE
THREE-STAGE
100 NM Orbit
72-hour Lunar
Injection
T 0 / W 0 =1.25
243,512
89,444
251,683
92,445
320,725
117,805
330,920
121,549
379,300
139,300
W„, = 7,387,368 lb
T /W Q = 1.18
°
W D 1 = 4,740,350 lb
Core Vehicle With Two Solid Motors
T 0 / W 0 = 1.25
Wts, - 5,358,842 lb
T o / W 0 = 1.18
W D 1 = 5,855,789 lb
Core Vehicle with Four Solid Motors
T 0 / W 0 = 1.25
W™ * 6,000,000 lb
59
D5-13183
?STAavrHICLESIN™lHAl«.S5IONPL-3mi
i n
F i g u r e
7
_
5
_
T h r e e
.
s t a g e
mission
payload capability far a 24-hour sun
s y n c h r o n o u s o r b i t , and m o r e g e n e r a l l y ,
p a y l o a d a s a function of t h e s p e c i f i c
e n e r g y p a r a m e t e r a r e s h o w n on F i g u r e
7-6.
Significant load c r i t e r i a a n d o t h e r d a t a
p e r t i n e n t to v e h i c l e d e s i g n a r e shown
on T a b l e 7-III with c o m p a r a t i v e S a t u r n
V v a l u e s . Although m a x dynamic p r e s s u r e
(q) and a c c e l e r a t i o n a r e r e d u c e d , c o m p a r e d
to SAT V, t h e 410-foot v e h i c l e h e i g h t
c o u p l e d with the 33-foot d i a m e t e r t w o stage payload shape has a l a r g e impact
on s t r u c t u r a l d e s i g n r e q u i r e m e n t s .
T h e f i r s t s t a g e c o n t r o l r e q u i r e m e n t s of
the SAT-V-4{S)B n e c e s s i t a t e additional
c o n t r o l beyond t h e p r e s e n t fins and g i m b a l
F I G U R E 7 - 5 P O L A R & SUN
c
a p a b i l i t y of the F - l ' s u s i n g the c u r r e n t
SYNCHRONOUS ORBIT
attitude, attitude rate control system.
PAYLOAD CAPABILITY
A l t e r n a t e c o n t r o l mode s t u d i e s s h o w e d
t h a t a p p r o x i m a t e l y a 5 p e r c e n t r e d u c t i o n in m a x i m u m b e n d i n g r e s p o n s e
could be e x p e c t e d if an a n g l e of a t t a c k f e e d b a c k c o n t r o l m o d e w e r e e m p l o y e d . T h e u s e of t h e l i q u i d i n j e c t i o n t h r u s t v e c t o r c o n t r o l on t h e s o l i d
m o t o r is r e q u i r e d for
21 HOUR SYNCHRONOUS ORBIT
-HIGHFMESGV
30 s e c o n d s n e a r m a x i m u m q t i m e of flight,
a s shown i n T a b l e 7-111.
S i n c e the s o l i d m o t o r
TVC r e q u i r e m e n t s a r e
l e s s t h a n the T i t a n I I I - C ,
the liquid i n j e c t a n t t a n k s
w i l l be o f f - l o a d e d to c a r r y
only t h e r e q u i r e d fluid.
The u s e of e n l a r g e d fins
in lieu of s o l i d m o t o r
T V C was a l s o c o n s i d e r e d .
This analysis indicated
t h a t the fin s i z e for the
30
baseline SAT-V-4(S)B
C , (TWICE SPECIFIC ENERGY) M K M J 5 K )
v e h i c l e would have to be
F I G U R E 7-6
THREE-STAGE
double t h a t r e q u i r e d for
HIGH E N E R G Y MISSION
AS-5L6 {150 s q u a r e f e e t
CAPABILITY
iw
l«
150
UUNCHAZIMfTH- DFG
2
60
D5-13183
p e r fin v e r s u s 7 5 s q u a r e f e e t p e r fin).
Wind t u n n e l t e s t s will be r e q u i r e d to s u b s t a n t i a t e t h i s a n a l y s i s . B e c a u s e of the
r o t a t i o n of the f i r s t s t a g e 45 d e g r e e s , t h e
flight c o n t r o l s i g n a l m u s t be modified to
c o m p e n s a t e for t h e r o t a t i o n .
-*S)B
MTV
LOAD CHITfHIA
M A X ^ tLBSTT2!
t£H
m
g ' l A T M A X ^ tc
WIGHT (FTI
L13
L«*
»3
'ID
CONTROL
MODE
C o n t r o l s t u d i e s of v e h i c l e s defined
in t h e s p e c i a l s t u d y on p a y l o a d s e n s i t i v i t i e s
SOLID MAX.
DEFLECTION ANGLE
below indicated that for reduced payload
l e n g t h s f o r t h e t w o - s t a g e v e h i c l e {payload
SOLID TVCOFf RATINC
d e n s i t i e s of 5 pounds/feet-* and g r e a t e r )
HFATINO
a n d f o r n o m i n a l p a y l o a d l e n g t h s for t h e
AERODYNAMIC M H I I
FT-UffT
t h r e e - s t a g e v e h i c l e , t h a t no a d d i t i o n a l
BASE MAX, TEMP.
c o n t r o l c a p a b i l i t y beyond n o m i n a l for AS-516
i s r e q u i r e d for t h e S A T - V - 4 ( S ) B .
OTHERS
GIMBALEDF-rs GIMBALEDF-1'S
PlUSN^LITVC
ON SOLIDS
Z. 3° PER MOTOR
70-100 SEC
653,000
coA
NU
NU
Won
waft
MS-|C-*S»
ROTATED « "
S t u d i e s w e r e c o n d u c t e d to d e t e r m i n e
the payload envelope and corresponding
wind l i m i t a t i o n s for the v e h i c l e with: (1)
BA5ELINE516WITHTIW - L S
0 0
no o r m i n i m u m u p p e r s t a g e m o d i f i c a t i o n s ;
T
A
B
L
E
7-III
SIGNIFICANT
a n d (2) the full s t r u c t u r a l m o d i f i c a t i o n s a s
LOAD
C
R
I
T
E
R
I
A
i n d i c a t e d for t h e M L V - S A T - V - 4 ( S ) A v e h i c l e
in t h e p r e v i o u s f i s c a l y e a r 1964 c o n t r a c t e d
study effort. T y p i c a l r e s u l t s a r e s u m m a r i z e d on F i g u r e s 7-7 a n d 7 - 8 .
T h i s d a t a s h o w s t h a t for t h e n o m i n a l p a y l o a d l e n g t h s (i. e . , 159 feet for
the t w o - s t a g e p a y l o a d and 101 feet for the t h r e e - s t a g e p a y l o a d ) t h a t t h e r e
i s b a s i c a l l y no p o s s i b i l i t y of flying e i t h e r the t w o - o r t h r e e - s t a g e v e h i c l e
f r o m D e c e m b e r t h r o u g h M a r c h u n l e s s m o d i f i c a t i o n s a r e m a d e to the
u p p e r s t a g e s . With m i n i m a l m o d i f i c a t i o n s , t h e a v a i l a b i l i t y for l a u n c h
d u r i n g t h e s e m o n t h s i s a p p r o x i m a t e l y 20 p e r c e n t . T h i s d a t a f u r t h e r
s h o w s t h a t , with no m o d i f i c a t i b n s to t h e u p p e r s t a g e s , a 95 p e r c e n t o r
b e t t e r l a u n c h a v a i l a b i l i t y c a n be o b t a i n e d for e v e r y m o n t h of the y e a r by
r e d u c i n g the t w o - s t a g e p a y l o a d length to a p p r o x i m a t e l y 70 feet (payload
density equals 12.5 pounds/foot3). The data shows, however, that t h r e e s t a g e a p p l i c a t i o n s w i l l not h a v e 95 p e r c e n t a v a i l a b i l i t y with any l e n g t h
p a y l o a d d u r i n g F e b r u a r y and M a r c h u n l e s s the u p p e r s t a g e s a r e modifiedA 50 p e r c e n t o r b e t t e r a v a i l a b i l i t y for a t h r e e - s t a g e p a y l o a d length of
50 f e e t i s p o s s i b l e f o r e v e r y month of the y e a r with no u p p e r s t a g e m o d i fications.
The a d d i t i o n of m o r e fuel in the f i r s t s t a g e and the f o u r s.olid m o t o r s
i n c r e a s e s t h e 0..4 p s i o v e r p r e s s u r e d i s t a n c e to a v a l u e g r e a t e r t h a n the
d i s t a n c e s b e t w e e n P a d A and P a d B on L a u n c h C o m p l e x 39. W a i v e r s for
t h i s d i s t a n c e w i l l be r e q u i r e d f o r j o i n t u s a g e of t h e s e p a d s when e i t h e r
61
D5-13183
l»
FACTOR OF SAFETY • U
! STAGES - NO UPPER STAGE MODIFICATIONS
120
MONTH OF YEAR
F I G U R E 7-7
T W O - S T A G E W I N D / P A Y L O A D SENSITIVITY
FACTORV0F SAFETY-L*
STRUCTURAL MODIFICATIONS NOMINA! PAYLQAD LENGTH - W FT.
MODIFICATION STEPS
L NO MODIFICATION
t MODIFY I.U
\ MODIFY S-l I FWO.
SKIRT I TANK SHELL
100
* N D O i r r S - l l AFT SKIRT
. IS-IWS-ll IKIERSTACE
M M COMPLETES
FULL STRUCTURAL
MODS.)
n
PER COT
LAUNCH
AVAILABILITY
»
JAN
FIGURE 7-8
FEB
MAR
APR
MAY
JUN
JUL
AUG
MONTH OF YEAR
OCT
NOV
DtC
T H R E E - S T A G E W I N D / F A YLOAD SENSITIVITY
62
D5-13183
p a d c o n t a i n s a fueled c o r e v e h i c l e with the s o l i d m o t o r s a t t a c h e d .
a c o u s t i c l e v e l w i l l r e q u i r e p r o t e c t i o n of p e r s o n n e l d u r i n g l a u n c h .
The
F l i g h t a n d c r e w s a f e t y a r e s a t i s f a c t o r y for t h i s v e h i c l e . C o m m u n i c a t i o n s for s o m e s t a t i o n s m a y p o s s i b l y be " b l a c k e d o u t " due to t h e e x h a u s t
plume i n t e r f e r e n c e . Other s t a t i o n s , however, will have c l e a r c o m m u n i cations during these periods a n d can provide continuous communications.
A s s u m i n g an Apollo p a y l o a d and l a u n c h e s c a p e s y s t e m , t h e a b o r t
l e a d t i m e f o r t h i s v e h i c l e Was d e v e l o p e d for c o m p a r i s o n with that of t h e
S a t u r n V. U s i n g a s o l i d m o t o r T N T e q u i v a l e n c y of 100 p e r c e n t , a n a b o r t
l e a d t i m e of 2 . 76 s e c o n d s is r e q u i r e d for t h i s v e h i c l e v e r s u s 2. 19 s e c o n d s
for t h e S a t u r n V. A b o r t l e a d t i m e i s t h a t t i m e p r i o r to e x p l o s i o n of t h e
v e h i c l e t h a t t h e l a u n c h e s c a p e s y s t e m f i r i n g p u l s e m u s t be i n i t i a t e d .
O t h e r s t u d i e s s h o w e d t h a t no p r o b l e m s for a b o r t a r e a n t i c i p a t e d b e c a u s e
of s e p a r a t i o n d y n a m i c s .
A e r o d y n a m i c h e a t i n g for t h e M X J V - S A T - V - 4 ( S ) E i s s i g n i f i c a n t l y
l o w e r t h a n the S a t u r n V. T h e a e r o d y n a m i c h e a t i n g i n d i c a t o r (AHI) at
6 5 3 , 000 f o o t - p o u n d s p e r s q u a r e foot f o r t h e S A T - V - 4 ( 5 ) B i s 18 p e r c e n t
l o w e r t h a n t h e n o m i n a l SAT V A H I v a l u e of 7 9 2 , 000 f o o t - p o u n d s p e r
s q u a r e foot a n d 30 p e r c e n t b e l o w t h e m a x i m u m AHI v a l u e for the S a t u r n
V of 924, 000 f o o t - p o u n d s p e r s q u a r e foot. T h e s h o c k wave f r o m the
s o l i d m o t o r n o s e c a p m a y i m p i n g e on the f i r s t s t a g e n e a r t h e i n t e r t a n k
and local insulation may be r e q u i r e d .
The b a s e h e a t i n g e n v i r o n m e n t is m o r e s e v e r e for the M L . V - S A T - V 4{S)B than for t h e S a t u r n V due t o the s o l i d m o t o r e x h a u s t p l u m e s . Howe v e r , h e a t s h i e l d m a t e r i a l s can w i t h s t a n d t h e 2200 d e g r e e F t e m p e r a t u r e s
a n t i c i p a t e d s u c c e s s f u l l y . T h e aft s o l i d m o t o r a t t a c h m e n t s k i r t w i l l r e a c h
2480 d e g r e e s F . I n s u l a t i o n p r o t e c t i o n on the aft s k i r t w i l l be r e q u i r e d .
A b a s e h e a t s h i e l d will a l s o be r e q u i r e d for e a c h of the s o l i d m o t o r s .
The
i s 0. 984
baseline
fications
r e l i a b i l i t y of t h e t w o - and t h r e e - s t a g e M L V - S A T ~ V - 4 ( S ) B v e h i c l e
a n d 0 . 9 6 7 , r e s p e c t i v e l y , a s c o m p a r e d to . 990 a n d . 980 for t h e
AS-516. The l o w e r r e l i a b i l i t y c a n be a t t r i b u t e d to the m o d i to t h e s t a g e s and the a d d i t i o n of the s t r a p - o n s o l i d m o t o r s .
S e p a r a t i o n of t h e s o l i d m o t o r s f r o m the c o r e v e h i c l e c a n be a c c o m p l i s h e d s a t i s f a c t o r i l y u s i n g e x p l o s i v e s e p a r a t i o n d e v i c e s a n d the p r e s e n t
T i t a n HIC s e p a r a t i o n r o c k e t m o t o r s .
63
D5-13183
Vehicle combined loads and acoustics a r e illustrated in F i g u r e 7-9The design loads a r e approximately 60 p e r c e n t higher than those for the
standard Saturn V. The acoustic specification limits a r e exceeded at
s e v e r a l locations on the f i r s t stage. Acoustic requalification of approximately. 70 p e r c e n t of the acoustically sensitive components on this stage
will be r e q u i r e d .
IN RIGHT
LAUNCH
INaiCHT
. MI v ueumi if
175
rLAUNCH
1
STATIC
\ \ | HHIHC|
LAUNCH
(tun
US
. 1»
l*V-SAT-B-«SIB
«
US
D
MWXi^ff
. MAX**
rJ|f-REBOUH0
FIGURE 7-9 ACOUSTIC ENVIRONMENT AND STRUCTURAL LOADS
Major vehicle changes including the impact of s t r u c t u r a l load i n c r e a s e s
a r e s u m m a r i z e d on F i g u r e 7-10. Dry weight i n c r e a s e s a r e also tabulated.
4.3
RESOURCES
The p r e s e n t stage and I. U. vendors were assumed to be c o n t r a c t o r s
for the modified vehicle components. A dynamic test vehicle, s t r u c t u r a l
test components and two R&D man-rating flight vehicles a r e required.
The existing Dynamic T e s t facility will be employed to test the
MLV-SAT-V-4(S)B-D. N e c e s s a r y modifications include relocation of
platforms for i n c r e a s e d vehicle length and an additional hydrbdynarnic
support.
64
IU
2B5% > STRENGTH
FORWARD SKIRT
217% > STRENGTH
PROPELLANT TANKS
78%>STRENGTH
COMMON BLKD
INCREASED RADIUS
FORWARD SKIRT
215% > STRENGTH
LH2 TANK 502% > STRENGTH
INTERSTAGE
103% > STRENGTH
INTERSTAGE'
66% > STRENGTH
DRY WEIGHT INCREASE
WS-IC
13.9%
MS-II
K.M.
MS-1VS
||.f»
ONE ADDITIONAL
HELIUM BOTTLE
INTERTANK
56% > STRENGTH
FIGURE 7-10 SAT-V-4{S)B VEHICLE IMPACT
THRUST STRUC
28% > 5TREN
D5 -13183
T h e S - I C s t a g e of t h e d y n a m i c t e s t v e h i c l e w i l l b e r e f u r b i s h e d a f t e r
t e s t and u s e d a s a flight a r t i c l e .
The 120-inch solid r o c k e t m o t o r s w i t h t h e i r t h r u s t v e c t o r c o n t r o l
s y s t e m a r e a s s u m e d to be f l i g h t qualified in t h e T i t a n III-C v e h i c l e
systems.
A p r o d u c t i o n r a t e of s i x v e h i c l e s p e r y e a r for a p e r i o d of five y e a r s
was utilized to a s s e s s production impact.
MS-IC-4(5)B
The m a j o r i m p a c t of t h e f i r s t s t a g e c h a n g e s on M i c h o u d f a c i l i t i e s
w i l l b e due to the a d d e d S R M functions a n d m a n u f a c t u r e of the S R M aft
S k i r t s t r u c t u r e . A d d i t i o n a l a s s e m b l y e q u i p m e n t , c h e c k o u t and h a n d l i n g ,
a n d t r a n s p o r t a t i o n e q u i p m e n t w i l l be r e q u i r e d . T h e aft a t t a c h m e n t
s t r u c t u r e is a m a r a g i n g s t e e l s t r u c t u r e r e q u i r i n g boring m a c h i n e s , welding
f i x t u r e s , a n d a d d i t i o n a l w e l d i n g f a c i l i t y a r e a . T h e h e a v i e r and l o n g e r
f i r s t s t a g e w i l l r e q u i r e r e w o r k of m u c h of t h e e x i s t i n g e q u i p m e n t .
M a j o r t o o l i n g a n d a s s e m b l y r e q u i r e m e n t s a t M i c h o u d i n c l u d e an
a d d i t i o n a l tank a s s e m b l y s t a t i o n , an a d d i t i o n a l t a n k c l e a n i n g p o s i t i o n ,
and some additional and modified tooling. Additional warehousing,
q u a l i t y a s s u r a n c e , and r e c e i v i n g i n s p e c t i o n a r e a s w i l l be r e q u i r e d .
T h e s e a d d i t i o n s p r o v i d e t h e c a p a b i l i t y of i n t r o d u c i n g t h e n e w c o n f i g u ration with m i n i m u m downtime.
M o d i f i c a t i o n of the S - I C t e s t f i r i n g s t a n d s a t M T F and M S F C a r e
r e q u i r e d only due to i n c r e a s e d s t a g e l e n g t h a n d p r o p e l l a n t c a p a c i t y .
Solid m o t o r s w i l l not b e f i r e d in c o n j u n c t i o n w i t h t h e s t a g e s t a t i c t e s t .
The s t a g e t r a n s p o r t e r a n d the b a r g e s m u s t b e m o d i f i e d t o a c c o m m o d a t e
the i n c r e a s e d stage length. Additional solid motor handling and t r a n s portation equipment will b e r e q u i r e d .
MS-II-4(S)B
M a n u f a c t u r i n g r e q u i r e m e n t s f o r the MS-II-4{S)B s t a g e a r e defined
by the s c h e d u l e d e l i v e r y d a t e s a n d the s t a g e S t r u c t u r a l m o d i f i c a t i o n s .
A s e p a r a t e s t a g e w i l l b e m a n u f a c t u r e d to b e u t i l i z e d for both s t a t i c
s t r u c t u r e s t e s t a n d for s t a g e d y n a m i c t e s t . D e l i v e r y of t h i s s t a t i c / d y n a m i c
(S/D) s t a g e r e q u i r e s t h a t t h e s t a n d a r d S - n p r o d u c t i o n be a c c e l e r a t e d t o
a c c u m u l a t e sufficient s t a g e s to m a i n t a i n a c o n s t a n t d e l i v e r y r a t e at one
Stage e v e r y two m o n t h s .
T h e r e v i s e d s t r u c t u r a l d e s i g n w i l l r e q u i r e m o d i f i c a t i o n of t h e f a b r i c a t i o n a n d a s s e m b l y t o o l s for the f o r w a r d a n d aft s k i r t s , LH? t a n k
66
D5-13183
w a l l s , i n t e r s t a g e and a e r o - f a i r i n g s . T h e S e a l B e a c h f a c i l i t i e s r e q u i r e
a m i n i m u m of m o d i f i c a t i o n ; the m a j o r w o r k r e q u i r e d i s m o d i f i c a t i o n to
t h e s t r u c t u r a l t e s t t o w e r for the i n c r e a s e d t e s t l o a d s . S o m e h a n d l i n g
e q u i p m e n t a t T u l s a and S e a l B e a c h w i l l r e q u i r e m o d i f i c a t i o n a s a r e s u l t
of t h e i n c r e a s e d s t a g e w e i g h t .
T h e c u r r e n t S-II p r o g r a m t r a n s p o r t e q u i p m e n t a n d v e h i c l e s a r e
c o m p a t i b l e with t h e MS-II-4{S)B s t a g e d e s i g n ; no m o d i f i c a t i o n s would
be r e q u i r e d to h a n d l e t h e a d d i t i o n a l s t a g e w e i g h t .
Due to s t u d y funding l i m i t a t i o n s , a s e p a r a t e M S - I I - 4 ( S ) B r e s o u r c e s
study w a s not m a d e . T h e M S - I I - 2 5 ( S ) s t a g e r e s o u r c e d a t a w a s u s e d
without m o d i f i c a t i o n f o r S A T - V - 4 ( S ) B .
MS-IVB-4{S)B
The e n g i n e e r i n g r e d e s i g n of t h e s t a n d a r d S-IVB to c o n v e r t i t to the
M S - I V B - 4 ( S ) B p r e s e n t s no s c h e d u l e o r t e c h n i c a l p r o b l e m s . S t r e n g t h e n i n g
t h e b a s i c s t r u c t u r e of the s t a g e w i l l r e q u i r e a few d e v e l o p m e n t a n d
q u a l i f i c a t i o n t e s t s . T h e t e c h n i q u e s and p r o c e d u r e s r e q u i r e d for t h e s e
t e s t s a r e s i m i l a r to m a n y t e s t s c o n d u c t e d on t h e S - l V B s t a g e . T o o l s
and facilities for performing the tests a r e r e a d i l y available and will
not p r e s e n t any p r o b l e m . The fabrication, a s s e m b l y , checkout, and
f i r i n g t e s t f a c i l i t i e s u s e d for the s t a n d a r d S - I V B c a n be a d a p t e d to the
M S - I V B - 4 ( S ) B . T h e m a c h i n e t o o l c a p a c i t y r e q u i r e d to p r o d u c e t h e
s t a n d a r d S-IVB i s a d e q u a t e to p r o d u c e the s a m e r a t e of M S - I V B - 4 ( S ) B
s t a g e s . T h e d e t a i l t o o l i n g w i l l r e q u i r e n u m e r o u s m i n o r c h a n g e s but
t h e s e p r e s e n t no s c h e d u l e p r o b l e m s . T h e a s s e m b l y a n d c h e c k o u t t o w e r s
c a n b e m o d i f i e d to a c c o m m o d a t e t h e M S - I V B - 4 ( S ) B w i t h o u t any s c h e d u l e
c o m p l i c a t i o n s . H o w e v e r , t h e 12 p e r y e a r p r o d u c t i o n r a t e ( s i x for M L V S A T - V - 4 ( S ) B a n d s i x for S a t u r n IB) t a x e s the c a p a b i l i t y of T o w e r s 5 and
6. T h e S a c r a m e n t o T e s t C e n t e r f a c i l i t i e s a r e a d e q u a t e a n d c a n be a d a p t e d
to t h e M S - I V B - 4 ( S ) B without i n t e r f e r e n c e with the s t a n d a r d s t a g e d e l i v e r y
r a t e s . T h e p r e s e n t t r a n s p o r t a t i o n e q u i p m e n t i s a d e q u a t e for the m o d i f i e d
s t a g e though s o m e s t r e n g t h e n i n g w i l l be r e q u i r e d on s e l e c t e d p i e c e s of
equipment*
Launch Facility and Operations Impact
The m o d i f i e d c o r e v e h i c l e w i l l be a s s e m b l e d a c c o r d i n g to s t a n d a r d
p r o c e d u r e s in t h e VAB on t h e M o b i l e L a u n c h e r a n d w i l l s u b s e q u e n t l y be
t r a n s p o r t e d to t h e p a d w h e r e t h e solid r o c k e t m o t o r s will be a t t a c h e d .
T h e Solid m o t o r s e g m e n t s w i l l be a s s e m b l e d in a M o b i l e A s s e m b l y and
Handling S t r u c t u r e (MAHS), at a s i t e t o be p r o v i d e d , a n d t r a n s p o r t e d by
t h i s MAHS to the l a u n c h p a d f o r s u b s e q u e n t a s s e m b l y of the s o l i d s to the
67
D5-13183
ELEVATION
F I G U R E 7-11
M O B I L E A S S E M B L Y AND HANDLING S T R U C T U R E
c o r e v e h i c l e . T h e MAHS w i l l m a t e with the m o b i l e l a u n c h e r f o r t h i s
a s s e m b l y o p e r a t i o n a n d h a n d l i n g e q u i p m e n t within the MAHS will be
u t i l i z e d f o r p l a c e m e n t of t h e s o l i d m o t o r s a g a i n s t the c o r e v e h i c l e {s«e
F i g u r e 7-11). After a s s e m b l y of t h e s o l i d m o t o r s , t h e MAHS will be
r e m o v e d a n d r e p l a c e d by t h e s e r v i c e t o w e r . N o r m a l o p e r a t i o n s for t h e
c o r e v e h i c l e will be r e s u m e d a n d a d d i t i o n a l o p e r a t i o n s a s r e q u i r e d for
solid m o t o r final c h e c k o u t a n d a r m i n g will be a c c o m p l i s h e d .
The e x i s t i n g VAB w i t h w o r k p l a t f o r m l o c a t i o n s a l t e r e d a n d the
e x i s t i n g l a u n c h p a d a n d i t s existing, f l a m e t r a n c h c a n be u t i l i z e d . T h e
c r a w l e r t r a n s p o r t e r r o a d w a y s a r e sufficient f o r t h i s v e h i c l e with the
e x c e p t i o n of t h e r e q u i r e m e n t for s o m e a d d i t i o n a l c r a w l e r t r a n s p o r t e r
roadways a s r e q u i r e d for a c c e s s to the solid m o t o r a s s e m b l y site. Major
i m p a c t a r e a s i n c l u d e t h e d e v e l o p m e n t and c o n s t r u c t i o n of the MAHS and
m o d i f i c a t i o n s to t h e m o b i l e l a u n c h e r (ML) to i n c r e a s e i t s d e c k load
c a p a c i t y , t o r e l o c a t e the s w i n g a r m s , to r e l o c a t e the t a i l s e r v i c e m a s t s
and hblddown s t r u c t u r e , a n d to e n l a r g e t h e a s p i r a t o r hole to a l l o w a d d i t i o n a l
68
D5-13183
s p a c e f o r t h e s o l i d r o c k e t m o t o r n o z z l e s . I n s u l a t i o n in s e l e c t e d a r e a s
w i l l h e r e q u i r e d tQ p r o t e c t t h e M L d u r i n g l a u n c h .
T h e t o t a l c o s t f o r t h e m o d i f i c a t i o n a n d a d d i t i o n s d e s c r i b e d i s 177. 3
m i l l i o n d o l l a r s . Of s i g n i f i c a n c e i s t h e f a c t t h a t a m a j o r p o r t i o n of t h i s
c o s t i s due to the r e q u i r e m e n t s for a new a s w e l l a s a m o d i f i e d m o b i l e
l a u n c h e r (ML) a n d a new a s w e l l a s a modified m o b i l e s e r v i c e s t r u c t u r e
(MSS). T h e s e n e w i t e m s a r e f o r c e d b e c a u s e of the g r o u n d r u l e which
l i m i t s t h e t i m e b e t w e e n t h e l a s t s t a n d a r d SAT V l a u n c h and the f i r s t
M L V - S A T - V - 4 ( S ) B l a u n c h to f i r e m o n t h s . If t h i s t i m e could b e e x t e n d e d
to p r e c l u d e t h e s e n e w i t e m s , t h e a b o v e c o s t could be r e d u c e d by a p p r o x i m a t e l y 80 m i l l i o n d o l l a r s .
Schedule
Within the s t u d y g r o u n d r u l e s and a f t e r an a n a l y s i s of the r e q u i r e d
d e s i g n and d e v e l o p m e n t p l a n s and m a n u f a c t u r i n g i m p a c t , a s c h e d u l e
f o r d e v e l o p m e n t and p r o d u c t i o n of t h i s v e h i c l e w a s p r e p a r e d ( s e e F i g u r e
7-12). T h i s s c h e d u l e s h o w s t h a t the M L V - S A T - V - 4 ( S ) B . f i r s t flight
v e h i c l e for m i s s i o n a p p l i c a t i o n s c a n b e a v a i l a b l e 41 m o n t h s a f t e r h a r d w a r e A u t h o r i t y to P r o c e e d ( A T P ) .
1 ,it3,l
DESIGN t
FACILITIES
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S A T - V - 4 ( S ) B V E H I C L E D E V E L O P M E N T AND D E L I V E R Y P L A N
69
DS-13183
Costs
A vehicle cost s u m m a r y is shown in Table 7-IV.
TABLE 7-IV
SAT-V-4(S)B COST SUMMARY
COST - D O L L A R S IN M I L L I O N S
DEVELOPMENT
STA^E
ENGINE
OPERATIONAL
STAGE
ENGINE
TOTAL
L A J N C H VEHICLE
5ot-*t A s s i s t
S-iC S t j 4 e
S-tl S t a g e
5-iVB SUge
' . n a t r ' i m e a t Unit
LAUNCH VEHICLE T O T A L
1.0
74.0
=S.7
47- i
Bl4. T
iW. 2
136,1
LS.5
II. 5
Ifc.8
GSE T O T A L
43.3
III. 4
H,!. i
"*.t.O
!'"•.
•i&.
1^,1
GHOUND S U P P O R T E Q U I P M E N T
3 o o s t A151 st
S-IC S t a e e
S-H S t » ; e
5 - i V ? Stage
319.4
2T3. -1
H*. i
17. i*
-q". -
i
i6QI.li
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26-4
=.7.6
43. i
W.
j .
4 . i
6-.1
hi), i
5
r.6. •
FACILITIES
S-IC Slage
S-n 5ta»e
S-1V2 S t a g e
L a u n c h V e h i c l e - KSC
Launch Vehicle - Other
FACILITIES TOTAL
S Y S T E M S E N G I N E E R I N G AND I N T E G R A T I O N
l ^ U N C H SYTTEMS T O T A L
.S.n
18.1)
2-0
177.3
l.l
4."
7; 3.!i
[•?<*.!
7.J2.9
••ii.o
2-7
475.R
*:"..
429.1
ii.M-B
3'. T»
43
u
R I D FLIGHT
81'J. =
: '44
n
II)
1178. T i
507, S
A comparison of the r e l a tive values of cost effectiveness for the MLV-SAT-V-4
(S)B; -22(S) and -25(S), shows
that the most cost effective
method for further improvement
of performance is through the
use of l a r g e r solid m o t o r s
r a t h e r than through the use of
uprated upper stage engines.
This comparison is shown in
F i g u r e 7-13.
FAYIOAD FOR 72 HOUR LUNAR INJECT JON
IN THOUSANDS OF POUNDS
FIGURE 7-13 COST EFFICIENCY COMPARISON
70
D5-L3183
71
STA 4 804.5
44395
4248.5
2 6 0 " DIA PAYLGAD
220,200 lbs.
3697
3661
3539
3002.5
2986; 5 •
2893 (Engine Gimbol)
2795 •
£759 •
2627
2088
2000 •
1904 {Engine Gimbol)
1804 •
1781
1699 (Fwd Attach) p
164!
1448 p
1356 p
•
SEPARATION
1005
821 p
729 p
699 p
695
607 p
365
317
225
116
100
STA
FIGURE 8-1 SAT-V-23(L) BASELINE VEHICLE
72
p
p
(Aft Attach)
(Engine Gimbgl)
-115.5
D5-13,183
3. 0
MLV-SAT -V-23(L)
LAUNCH V E H I C L E
T h e S a t u r n V-23(L) v e h i c l e ( s e e F i g u r e 8-1) i s a m o d i f i e d S a t u r n V
w i t h l e n g t h e n e d f i r s t and t h i r d s t a g e s , and a d a p t e d for a t t a c h m e n t of four
2 6 0 - i n c h d i a m e t e r liquid p r o p e l l a n t p o d s . T h e modified S a t u r n V c o r e
and liquid p r o p e l l a n t p o d s u s e s s t a n d a r d F - l and J - 2 e n g i n e s .
T h e S A T - V ~ 2 3 ( L ) v e h i c l e a s d e f i n e d i n t h e t r a d e s t u d y a c t i v i t y and
s t u d i e d in d e t a i l in P h a s e II a c t i v i t y i s a f e a s i b l e c o n f i g u r a t i o n and a
l o g i c a l c a n d i d a t e t o p r o v i d e p a y l o a d s . i n e x c e s s of t h o s e c u r r e n t l y a v a i l a b l e
with t h e S a t u r n V v e h i c l e .
T h e S a t u r n V - 2 4 ( L ) v e h i c l e ( s e e F i g u r e 1-1) i s s i m i l a r to S A T - V - 2 3 ( L )
e x c e p t that f i r s t s t a g e a n d liquid p r o p e l l a n t p o d s u s e d u p r a t e d 1. 8 m i l l i o n
pound t h r u s t F - l e n g i n e s and t h e u p p e r s t a g e s u s e d v a r i o u s n u m b e r s and
t h r u s t l e v e l s of u p r a t e d e n g i n e s a s defined f o r t h e S A T - V - 3 B v e h i c l e .
T h e S A T - V - 2 4 { L ) v e h i c l e w a s only s t u d i e d d u r i n g t h e P h a s e I study
a c t i v i t y . A v e h i c l e c o n f i g u r a t i o n c o u l d n o t b e defined t h a t fell within t h e
410 foot study g r o u n d r u l e h e i g h t l i m i t a t i o n a s defined in S e c t i o n 3. 0.
8. 1
C O N F I G U R A T I O N S E L E C T I O N ( P H A S E I)
B y v a r y i n g t h e p r o p e l l a n t w e i g h t b e t w e e n t h e c o r e s t a g e s and p o d s , a
n u m b e r of r e l a t e d S A T - V - 2 3 ( L ) and S A T - V - 2 4 ( L ) v e h i c l e s r e s u l t e d .
Payload c a p a b i l i t y a n d v e h i c l e c o s t s w e r e e s t a b l i s h e d for t h e s e two f a m i l i e s
Of v e h i c l e s in o r d e r to c h o o s e a s i n g l e b a s e l i n e v e h i c l e for m o r e d e t a i l e d
analysis.
8. 1. 1
Candidate Configurations
D u r i n g the t r a d e study both' two a n d t h r e e s t a g e v e h i c l e s w e r e c o n s i d e r e d .
P r o p u l s i o n and e n g i n e t y p e for a l l s t a g e s and t h e l i q u i d p r o p e l l a n t pods for
the S A T - V - 2 3 ( L ) v e h i c l e w a s fixed to c o r r e s p o n d to s t a n d a r d S a t u r n V
e n g i n e s a s defined for t h e b a s e l i n e A S - 5 1 6 v e h i c l e . E a c h of t h e four liquid
p r o p e l l a n t p o d s u s e d two s t a n d a r d F - I e n g i n e s .
On t h e S A T - V - 2 4 ( L ) v e h i c l e , five 1.8 m i l l i o n pound t h r u s t u p r a t e d F—1
e n g i n e s w e r e u s e d in the M S - I C - 2 4 ( L ) s t a g e and two in e a c h of t h e liquid
p r o p e l l a n t p o d s . M S - I I - 2 4 ( L ) s t a g e u s e d v a r i o u s n u m b e r s and t h r u s t l e v e l s
of u p r a t e d e n g i n e s a s defined in t h e M L V - S A T - V - 3 B s e c t i o n . T h e M S - I V B 24(L) s t a g e u s e d a s i n g l e u p r a t e d e n g i n e of the s a m e t y p e and t h r u s t l e v e l
a s defined in the M S - H - 2 4 ( L ) s t a g e .
P o d p r o p e l l a n t c a p a c i t y w a s d e t e r m i n e d by t r a d i n g p r o p e l l a n t b e t w e e n
73
D5-13183
liquid c o r e s t a g e s and the p o d s . Pod d i a m e t e r s r a n g i n g b e t w e e n 156
and 396 i n c h e s w e r e c o n s i d e r e d .
8. 1.2
T r a d e Studies
F i g u r e 8-2 r e p r e s e n t s t h e p r o p e l l a n t t r a d e b e t w e e n t h e M S - I C - 2 3 ( L )
c o r e s t a g e and t h e liquid p r o p e l l a n t p o d s for the SAT-V-23(L.) v e h i c l e .
T h e l o w e r s e t of c u r v e s i s f o r t h e t h r e e s t a g e 72-ho.ur l u n a r i n j e c t i o n
m i s s i o n a n d t h e u p p e r s e t of c u r v e s f o r t h e t w o - s t a g e 100 n a u t i c a l m i l e e a r t h
o r b i t m i s s i o n . A s shown, t h e v a r i a t i o n of p e r f o r m a n c e a s a function of
p o d - t o - M S - I C b u r n t i m e a n d p r o p e l l a n t l o a d i n g i s not e x t r e m e l y s e n s i t i v e
fcr e i t h e r two o r t h r e e s t a g e v e h i c l e s . T h e b a s e l i n e SAT-V-23(1_) w a s
s e l e c t e d , t h e r e f o r e , , to s a t i s f y the 410 foot v e h i c l e h e i g h t l i m i t .
T
W p l 4W p z 0PnMIZfD
1
SO Wp? - BOOK FIXED
3
3
i
•HO" I0PTI
41?
«r
Wpj-WKFItfO
3»
30
60
70
8URNTIW/5-IC BURN TIM -PERCENT
F I G U R E 8-2
SAT-V-23(L)
T R A D E STUDY P E R F O R M A N C E DATA
T h e S A T - V - 2 3 ( L ) f i r s t s t a g e w a s l e n g t h e n e d 20 feet and the t h i r d
s t a g e l e n g t h e n e d I D . 5 f e e t w h i c h w a s e q u i v a l e n t to the l e n g t h a n d p r o p e l l a n t
c a p a c i t y of t h e M L V - S A T - V - 3 B b a s e l i n e v e h i c l e .
F i g u r e 8 - 3 s h o w s net p a y l o a d v e r s u s t h e n u m b e r of e n g i n e s ( d a s h e d
l i n g s ) and t h r u s t p e r engine ( s o l i d l i n e s ) on t h e M S - I I - 2 4 ( L ) s t a g e for
v e h i c l e s w i t h p r o p e l l a n t o p t i m i z e d s t a g e s and v e h i c l e s w i t h s e c o n d s t a g e
l i m i t e d t o 15. 5 feet l e n g t h i n c r e a s e and t h i r d s t a g e l i m i t e d to 16- 5 feet length
i n c r e a s e . A s shown on F i g u r e 8 - 3 , with fixed u p p e r s t a g e s a n d a M S - I I - 2 4 ( L )
74
D5-13183
t h r u s t of 1.6 m i l l i o n p o u n d s (lower f a m i l y of c u r v e s ) , t h e m i n i m u m v e h i c l e
h e i g h t for t h e S A T - V - 2 4 ( L ) w a s 507 f e e t a t a p a y l o a d of 3 4 8 , 000 p o u n d s .
O p t i m i z i n g t h e p r o p e l l a n t l o a d i n g in t h e u p p e r s t a g e s a t a M S - I I - 2 4 ( L )
t h r u s t l e v e l of 1. 6 m i l l i o n p o u n d s w o u l d r e s u l t in a p a y l o a d of 369, 000
p o u n d s to 7 2 - h o u r l u n a r i n j e c t i o n and 860, 000 p o u n d s to 100 n a u t i c a l
m i l e o r b i t w i t h a v e h i c l e h e i g h t of 536 feet. A l s o , a t M S - I I - 2 4 ( L ) t h r u s t
l e v e l of b e t w e e n 2. 8 a n d 3. 0 m i l l i o n p o u n d s a p a y l o a d of 410, 000 p o u n d s
t o LOR and 9&0 t 000 p o u n d s to 100 n a u t i c a l m i l e o r b i t c a n b e o b t a i n e d
w i t h a v e h i c l e h e i g h t of 600 feet. S i n c e no v e h i c l e fell w i t h i n t h e 410 foot
height l i m i t , S A T - V - 2 4 ( L ) w a s not c o n s i d e r e d f u r t h e r .
(tart
i»n
S-l I THRUST (VAC) - HTLB5
F I G U R E 8-3
SAT-V-24(L)
T R A D E STUDY P E R F O R M A N C E DATA
T r a d e s t u d i e s of liquid p r o p e l l a n t p o d d i a m e t e r s i z e r a n g i n g b e t w e e n
156 to 396 i n c h e s show that v e h i c l e a n d p r o g r a m c o s t a r e r e l a t i v e l y i n s e n s i t i v e to pod d i a m e t e r s b e t w e e n ZOO to 300 i n c h e s . A 2 6 0 - i n c h d i a m e t e r
pod w a s s e l e c t e d for b e s t o v e r a l l v e h i c l e g e o m e t r y .
8.2
DESIGN STUDY V E H I C L E (PHASE II)
The baseline SAT-V-23(L) vehicle chosen during the P h a s e I activity
w a s d e f i n e d in d e t a i l , i t s c a p a b i l i t i e s a n d c h a r a c t e r i s t i c s w e r e d e t e r m i n e d
and i t s r e s o u r c e r e q u i r e m e n t s e s t a b l i s h e d .
75
D5-13183
8.2.1
Vehicle Description
The .selected baseline vehicle incorporates a 16. 5-foot longer third
stage, standard length second stage, and 20-foot longer f i r s t stage t h r u s t
augmented by four 260-inch d i a m e t e r liquid propellant pods.
The 131-foot long pods (as shown in F i g u r e 8-4) attach to the MS-ICZ3(L) stage at the outboard engine locations, use S-IC technology, s t r u c t u r a l
concepts, and s y s t e m s . Each pod has two standard F - l engines which
gimbal to supplement the control capabilities of the core vehicle
Each pod
i s an independent stage which can be checked out and test fired as a unit.
FIGURE 8-4
8.2.Z
LIQUID PROPELLANT POD DESIGN
Design Study Results
The SAT-V-23(L) two-stage payload capability to 100 nautical mile
orbit is 579, 300 pounds and its 72-hour lunar injection payload is 220,200
pound s,
Use of this vehicle was also considered for application where the
baseline core vehicle (without the liquid pods) could fly alone or with
two strap-on liquid pods. The payloads identified for these alternates
a r e shown on Table 8 - 1 .
76
T A B L E 8-1
No.
T H R E E - S T A G E 72-HOUR LUNAR
INJECTION PAYLOAD CAPABILITY
p£, - 1 0 J L b s .
of P o d s
0
80
155
220
Significant l o a d c r i t e r i a a n d o t h e r d a t a p e r t i n e n t to v e h i c l e d e s i g n
a r e shown on T a b l e 8-H w i t h c o m p a r a t i v e S a t u r n V v a l u e s .
T h e c o n t r o l r e q u i r e m e n t of t h e S A T - V 23{L) r e q u i r e s t h a t t h e four o u t b o a r d e n g i n e s
on t h e c o r e v e h i c l e a n d a l l eight e n g i n e s on
t h e p o d s g i m b a l . T h e m a x i m u m gxmbal r e q u i r e m e n t s d u r i n g m a x q flight i s 4. 1 d e g r e e s of t h e 5. 15 d e g r e e s m a x i m u m a v a i l a b l e . A e r o d y n a m i c fins a r e n o t u s e d .
T h e a e r o d y n a m i c h e a t i n g of t h e M S IC-23(L) forward skirt has i n c r e a s e d from
1 6 7 ° F {Saturn V) to 2 1 5 ° F due to t h e shock
p a t t e r n s from t h e pod nose cones. This i n c r e a s e d t e m p e r a t u r e i s not a p r o b l e m .
B a s e h e a t i n g of t h e M S - I C - 2 3 ( L ) i n c r e a s e s f r o m 1 9 0 0 ° F (Saturn V) to 2 2 0 0 ° F .
The heat shield can withstand the increased
base temperature.
-mi
MTV
MAX^ OS/FT2)
792
m
g'sATMAX HjC
L90
WIGHT (FTI
410
LQADCRITIRIA
£0NTHCH
MOW
MAX. QEFUTTIQN
ANGU1NFLIGH1
12GIMBALED
F-1'S
G1MBALE0 F-l'S
41 KG
J.5M6.
Z15°f
1«°F
WATINC
TYP. AERODYNAMIC
IS-iCRM). SXT.I
MAX TEMP
BASE IMAXTW.J
Waft
*BAStLIWS16WITHT.yw
-LZ5
C o m m u n i c a t i o n s for s o m e s t a t i o n s w i l l
•0 o
b e " b l a c k e d o u t " due to t h e e x h a u s t p l u m e
T A B L E 8-II SIGNIFICANT
interference. Other stations, however, will
LOAD C R I T E R I A
have c l e a r communications during these
p e r i o d s a n d c a n p r o v i d e c o n t i n u o u s c o m m u n i c a t i o n s . C r e w safety s t u d i e s
show t h e a b o r t l e a d t i m e to be 15 to 20 p e r c e n t g r e a t e r than for t h e S a t u r n V.
T h e s e a b o r t l e a d t i m e s c a n b e r e d u c e d by i n c r e a s i n g t h e e s c a p e s y s t e m
rocket motor capability.
77
D5-U1B3
D i g i t a l s i m u l a t i o n of s e p a r a t i o n d y n a m i c s for t h e e x p e n d e d p o d s
d e m o n s t r a t e s that a positive c o r e / p o d separation c l e a r a n c e i s obtained
a n d t h a t a x i a l c l e a r a n c e o c c u r s a t 1. 83 s e c o n d s a f t e r s e p a r a t i o n .
T h e a d d i t i o n a l p r o p e l l a n t in the f i r s t a n d t h i r d s t a g e s a n d t h e four
liquid p r o p e l l a n t p o d s i n c r e a s e s t h e 0. 4 p s i on-p.ad o v e r - p r e s s u r e
d i s t a n c e t o a v a l u e 28 p e r c e n t g r e a t e r than t h e d i s t a n c e b e t w e e n P a d A
and P a d B on L a u n c h C o m p l e x 39. W a i v e r s for t h i s d i s t a n c e m i l b e
r e q u i r e d for j o i n t u s a g e of t h e s e p a d s when e i t h e r pad c o n t a i n s a fueled
c o r e w i t h fueled p o d s . T h e a c o u s t i c l e v e l w i l l r e q u i r e p r o t e c t i o n of
p e r s o n n e l during launch o p e r a t i o n s .
C o m b i n e d s t r u c t u r a l l o a d s and a c o u s t i c e n v i r o n m e n t s a r e i l l u s t r a t e d
in F i g u r e 8 - 5 . T h e d e s i g n l o a d s h a v e i n c r e a s e d s u b s t a n t i a l l y and r e s u l t
in v e h i c l e d r y w e i g h t s w h i c h a r e a p p r o x i m a t e l y 25 p e r c e n t h i g h e r than
t h o s e f o r t h e A S - 5 1 6 . T h e a c o u s t i c a l e n v i r o n m e n t i s h i g h e r than S a t u r n V
s p e c i f i c a t i o n s f o r s o m e v e h i c l e a r e a s on t h e f i r s t s t a g e . A c o u s t i c r e q u a l i f i c a t i o n of a p p r o x i m a t e l y 70 p e r c e n t of t h e a c o u s t i c a l l y s e n s i t i v e
c o m p o n e n t s on t h i s s t a g e w i l l b e r e q u i r e d .
r
JHFLICttT^
UUHCH
INFLIGHT
LAUNCH
A J,r.fl A T I C F""NC mam
THIS TUMSIEH UMM1HM EliSIl ON P « SKI
MVM»WIUftKSU».
NEWSPECLIMIT
5ATVSPEC
FIGURE 8-5
ACOUSTIC E N V I R O N M E N T AND STRUCTURAL. LOADS
73
r—
D5-13I83
T h e i m p a c t of s t r u c t u r a l load i n c r e a s e on t h e c o r e v e h i c l e i s shown
in F i g u r e 8 - 6 .
8. 3
R e s o u r c e g_
E x i s t i n g a n d new f a c i l i t i e s w i l l be e m p l o y e d to
t h e M L V - S A T - V - 2 3 ( L ) . T h e s e f a c i l i t i e s a r e to be
b a s i s w i t h the S a t u r n V p r o d u c t i o n s c h e d u l e s . T h e
m a n u f a c t u r e r s w e r e a s s u m e d to be c o n t r a c t o r s for
components.
m a n u f a c t u r e and t e s t
u s e d on a n o n - i n t e r f e r e n c e
p r e s e n t s t a g e and I U
the MLV-SAT-V-23(L)
A d y n a m i c t e s t v e h i c l e , s t r u c t u r a l t e s t c o m p o n e n t s , and two R&D
v e h i c l e s a r e r e q u i r e d - T h e MS-IC-Z3(L.) s t a g e and the four liquid p o d s
of t h e d y n a m i c t e s t vehicle w i l l b e r e f u r b i s h e d a f t e r t e s t and u s e d a s flight
articles.
T h i r t y M L V - S A T - V - 2 3 ( L ) o p e r a t i o n a l v e h i c l e s at a r a t e of s i x p e r
y e a r for five y e a r s f o r m t h e b a s i s for t h e p r o d u c t i o n c o s t
A new d y n a m i c t e s t s t a n d i s r e q u i r e d b e c a u s e t h e S A T - V - 2 3 ( L )
l a u n c h w e i g h t e x c e e d s S a t u r n V d y n a m i c t e s t s t a n d foundation c a p a b i l i t y
by 30 p e r c e n t .
MS-IC-23(L)
T h e i m p a c t of the f i r s t s t a g e c h a n g e s on m a n u f a c t u r i n g and t e s t
f a c i l i t i e s i s c r e a t e d p r i m a r i l y by the i n c r e a s e d s t a g e length and m a t e r i a l
thickness
T h e r e v i s i o n to t o o l i n g for M S - I C - 2 3 ( L ) i s the s a m e a s m a d e
for the M S - I C - 3 B s i n c e the s t a g e l e n g t h s a r e i d e n t i c a l a n d m a t e r i a l
t h i c k n e s s is s i m i l a r .
Liquid P r o p e l l a n t P o d s - M S - I C - 2 3 ( L )
P o d r e q u i r e m e n t s a r e s i m i l a r to t h o s e of a n y new s t a g e . New
s t r u c t u r e w i l l b e q u a l i f i e d a n d i t s u l t i m a t e load c a r r y i n g c a p a b i l i t y d e t e r m i n e d . A full pod s t r u c t u r e i s c o n s t r u c t e d for t h i s p u r p o s e . O p e r a t i n g
components (propulsion, mechanical, electrical/electronic) presently
u s e d on S-IC a n d in an u n c h a n g e d o r l e s s s e v e r e e m d r o n m e n t on the pod
do not r e q u i r e f u r t h e r t e s t i n g . T h e bulk pf pod c o r n p o n e n t s fall in t h i s c a t e g o r
P o d p o s t - m a n u f a c t u r i n g t e s t i n g c a n b e a c c o m p l i s h e d in the e x i s t i n g
S - I C t e s t c e l l s a t Michoud.
A s t a t i c f i r i n g t e s t s t a g e ( b a t t l e s h i p w e i g h t ) i s p r o v i d e d to qualify
t h e two engine c l u s t e r .
79
2 1 3 * > STRENGTH
FORWARD SKIRT
177% > STRENGTH
PROPELLANT TANKS
76% UPPER
U % LOWER > STRENGTH
FORWARD SKIRT
210% > STRENGTH
C O M M O N BLKD
INCREASED RADIUS
AFT SKIRT
116% > STRENGTH,
INTERSTAGE'
87% > STRENGTH
LH2 TANK 626% > STRENGTH
INTERSTAGE
83% > STRENGTH
DRY WEIGHT INCRMSE
*5-IC-»l)
»•»
MS-II-2XU
9.9*
MS-IV1-SIL) 27.7*
ONEADDITIONAL
HELIUM BOTTLE
INTERTANK
80% •) STRENGTH
FIGURE 8-6
SAT-V-Z3(L)
VEHICLE IMPACT
I
1
THRUST ST
162% > ST
r—i
r -i
D5-13183
T h e m a n u f a c t u r i n g plan for t h e S A T - V - 2 3 { L ) l i q u i d p o d s i s s i m i l a r
to t h e S-IC e x c e p t for w e l d i n g s k i n s l o n g i t u d i n a l l y r a t h e r than c y l i n d r i c a l l y
and r e d u c i n g b u l k h e a d g o r e s f r o m s i x t e e n to s i x .
A new m a n u f a c t u r i n g f a c i l i t y w i t h a p p r o x i m a t e l y two m i l l i o n s q u a r e
feet of a r e a i s n e e d e d t o p r o d u c e 24 p o d s p e r y e a r . T h e f a c i l i t y c o u l d b e
located at Michoud,
A s c a l e d - d o w n S-IC d u a l p o s i t i o n t e s t s t a n d a n d s t o r a g e f a c i l i t i e s
m u s t be p r o v i d e d at M T F for pod a c c e p t a n c e f i r i n g .
MS-n-Z3(L)
T h e M S - I I - 2 3 ( L ) s t a g e R D T & E p r o g r a m w a s i n f l u e n c e d by two f a c t o r s s t a g e d e s i g n m o d i f i c a t i o n s and s c h e d u l e d e l i v e r y d a t e s for t e s t h a r d w a r e .
T h e s t a g e d e s i g n i n c l u d e s a s t r e n g t h e n e d s t r u c t u r e ; t h e r e f o r e , a new
s t r u c t u r a l s t a t i c t e s t w i l l be r e q u i r e d . D e l i v e r y of t h e d y n a m i c t e s t s t a g e
n i n e m o n t h s b e f o r e t h e flight t e s t of the new s t a g e r e q u i r e s a c c e l e r a t i o n of
p r o d u c t i o n to t w e l v e s t a g e s p e r y e a r for the s t a n d a r d S-II s t a g e p r o g r a m .
S t o r a g e h a s b e e n a s s u m e d a v a i l a b l e for t h e s e s t a g e s a t no a d d i t i o n a l c o s t .
Two flight t e s t s t a g e s a r e a l s o i n c l u d e d in t h e d e v e l o p m e n t p r o g r a m The c u r r e n t . S - I I p r o g r a m t r a n s p o r t equipment and vehicles a r e
c o m p a t i b l e w i t h t h e M S - n - 2 3 ( L ) . No m o d i f i c a t i o n w i l l b e r e q u i r e d to
h a n d l e t h e a d d i t i o n a l s t a g e weight.
T h e m a n u f a c t u r i n g r e q u i r e m e n t s a r e a l s o defined by s c h e d u l e d e l i v e r y
d a t e s and s t a g e s t r u c t u r a l d e s i g n . S c h e d u l i n g of t h e M S - I I - 2 3 ( L ) s t a t i c /
d y n a m i c (S/D) t e s t s t a g e n e c e s s i t a t e s a c c e l e r a t i o n of the s t a n d a r d S-II
p r o d u c t i o n to a c c u m u l a t e sufficient s t a g e s to m a i n t a i n d e l i v e r y to KSC
a t t w o - m o n t h i n t e r v a l s . M a n u f a c t u r e of the f i r s t flight t e s t s t a g e i s
s t a r t e d four m o n t h s a f t e r t h e S / D s t a g e . T h e r e v i s e d s t r u c t u r a l d e s i g n
r e q u i r e s m o d i f i c a t i o n of t o o l s for f a b r i c a t i o n and a s s e m b l y of t h e f o r w a r d
and aft s k i r t s , Lrlg t a n k w a l l s , i n t e r s t a g e , aft LOX b u l k h e a d a n d a e r o d y namic fairings.
T h e Seal B e a c h f a c i l i t y r e q u i r e s o n l y m i n o r c h a n g e s , p r i n c i p a l l y
m o d i f i c a t i o n to t h e s t r u c t u r a l t e s t t o w e r to t a k e t h e i n c r e a s e d t e s t l o a d s .
S o m e h a n d l i n g e q u i p m e n t a t T u l s a and S e a l B e a c h w i l l r e q u i r e m o d i f i c a t i o n .
T h e S t a t i c T e s t T o w e r m o d i f i c a t i o n m u s t be c o m p l e t e d by S e p t e m b e r 1 9 7 1 .
for t e s t of t h e M S - I I - 2 3 ( L ) . A f t e r s t a t i c t e s t , t h e s t a g e i s m o d i f i e d for t h e
d y n a m i c t e s t a n d s h i p p e d to M S F C in A u g u s t 1972. B i - m o n t h l y d e l i v e r y of
t h e 30 flight s t a g e s o c c u r s a f t e r c o m p l e t i o n of t h e s e c o n d flight t e s t s t a g e
M S - I I - 3 6 {October 1973).
31
D5-13183
MS-IVB-23(L)
T h e g r e a t e r l e n g t h a n d w e i g h t n e c e s s i t a t e m a j o r m o d i f i c a t i o n to the
S t a g e T r a n s p o r t e r and c e r t a i n i t e m s of h a n d l i n g e q u i p m e n t , a n d m i n o r
c h a n g e s to o t h e r i t e m s . M i n o r m o d i f i c a t i o n s of p r o p u l s i o n and e l e c t r i c a l
GSE a r e a l s o r e q u i r e d .
C o m p l e x a r r a n g e m e n t s a r e r e q u i r e d to p r o v i d e t i m e for m o d i f i c a t i o n
of t o o l i n g and f a c i l i t i e s w i t h o u t affecting d e l i v e r y of s t a n d a r d s t a g e s T h e t i m e for m o d i f i c a t i o n a n d e x p a n s i o n of t h e t o o l i n g and f a b r i c a t i o n
f a c i l i t i e s i s p r o v i d e d by a t e m p o r a r y a c c e l e r a t i o n of t h e a s s e m b l y of t h e
standard stage and then s t o r a g e p r i o r to delivery.
T h e r e a r e no m a j o r p r o b l e m s in t h e o t h e r r e s o u r c e a r e a s . T h e d e s i g n
i s w i t b i n p r e s e n t f a b r i c a t i o n t e c h n o l o g y . No new o r u n i q u e t e s t i n g p r o c e d u r e
i s r e q u i r e d . M o d i f i c a t i o n s w i l l be r e q u i r e d to t r a n s p o r t a t i o n a n d h a n d l i n g
e q u i p m e n t , T h e i n c r e a s e d s t a g e s i z e p r e c l u d e s u s e of the Super Guppy and
necessitates ocean shipment.
L a u n c h F a c i l i t y and O p e r a t i o n a l I m p a c t
T h e m o d i f i e d c o r e v e h i c l e w i l l be a s s e m b l e d
p r o c e d u r e s in t h e VAB o n t h e M o b i l e L a u n c h e r .
M i c h o u d w i l l be s h i p p e d to M I L A w h e r e t h e y w i l l
v e h i c l e in t h e VAB. A f t e r t e s t a n d c h e c k o u t , t h e
to t h e l a u n c h p a d .
a c c o r d i n g to s t a n d a r d
The pods a s s e m b l e d at
b e a t t a c h e d to t h e c o r e
v e h i c l e w i l l be m o v e d
N o r m a l o p e r a t i o n s for t h e v e h i c l e w i l l b e r e s u m e d and a d d i t i o n a l
o p e r a t i o n s a s r e q u i r e d for t h e p o d final c h e c k o u t and a r m i n g w i l l be
accomplished.
T h e e x i s t i n g VAB w i t h worjs p l a t f o r m s r e l o c a t e d and m o d i f i e d c a n b e
u s e d . T h e l a u n c h pad and f l a m e t r e n c h n e e d m o d i f i c a t i o n to a d a p t to t h e
MLV-SAT-V-23{L) configuration. The existing c r a w l e r t r a n s p o r t s will
be r e p l a c e d . One S a t u r n V m o b i l e l a u n c h e r w i l l b e m o d i f i e d to h a n d l e
S A T - V - 2 3 ( L ) . A new m o b i l e l a u n c h e r and m o b i l e s e r v i c e s t r u c t u r e a r e
p r o v i d e d b e c a u s e of p r o g r a m t i m i n g .
Schedules
Within t h e study g r o u n d r u l e s and a f t e r an a n a l y s i s of the r e q u i r e d
d e s i g n a n d d e v e l o p m e n t p l a n s and m a n u f a c t u r i n g i m p a c t , a s c h e d u l e for
d e v e l o p m e n t and p r o d u c t i o n of t h i s v e h i c l e w a s p r e p a r e d . S e e F i g u r e 8-7.
T h e v e h i c l e t i m i n g i s b a s e d on new m a n u f a c t u r i n g and t e s t f a c i l i t i e s
for t h e p o d s , g r o u n d t e s t p o d m a n u f a c t u r e and t e s t b e f o r e t h e f i r s t flight
a r t i c l e r e a c h e s MILA in t h e s e c o n d q u a r t e r of 1 9 7 3 .
82
D5-13183
Costs
T h e v e h i c l e c o s t s u m m a r y i s shown on T a b l e 8-II1.
1OT
DESIGN * FACILITIES
DYNAMIC TEST
LC3SM0D
STACE DEVaoPMENT
MS-IC-2UC0RE
MS-IC-a POO
Ms-u-a
MS-tVS-HL
VEHICLE DB.IVESIE5
mv-SATV-a.
4 * » ft t n w i
l
MFntlMMMjiicawuii
mil
*ssa«iiiiTicn
\ arnmamniwiiii
* •Ti-isuvcanwtm
CMTICM.MIM
UVM
"»*UltJf>CT«K
SUIUINtCdKST MOUW
ira mp tuimrtniKu
i n s r jfrturamm nicm
F I G U R E 8-7
SAT-V-23{L)
V E H I C L E D E V E L O P M E N T AND D E L I V E R Y P L A N
COST - D O L L A R S I N M I L L I O N S
DEVELOPMENT
STAGE
ENGINE
OPERATIONAL
STAGE
ENGINE
TOTAL
LAUNCH VEHICLE
B o p s t ASSiat - Pod
5-lC Stage
S-II S t a g e
S-IVB S t a g e
Instrument Unit
LAUNCH V E H I d L E T O T A L
GROUND S U P P O R T E Q U I P M E N T
Boost A s s i s t - Pod
5-IC Stags
S-II Staga
S-IVB S t a g e
GSE T O T A L
132. T
67.6
52. 7
72. 1
1023. 8
595.7
.517.6
5 59.3
131.5
398.4
249.0
161.3
36.4
1554.9
912.3
757.6
467.8
131.5
331.1
2627.9
865.1
3824. L
33.4
16. 2
11. 5
S3. 7
43.2
27.0
57.6
48. 5
76.6
43,2
69.1
82.2
94. 8
176.3
371.1
5.4
229.9
56. 5
.7
11.4
FACILITIES
Boost Assist - Pod
S-IC Stags
5-II Stage
S-IVB Stage
I n s t r u m e n t Unit
L a u n c h V e h i c l e - KSC
Launch Vehicle - Other
229.9
54. 3
.7
6.0
213.2
10.0
FACILITIES TOTAL
SYSTEMS ENGINEERING 1 INTEGRATION
LAUNCH SYSTEMS T O T A L
2.7
944,9
944.9
T A B L E 8-III
SAT-V-23{L)
977.8
10.0
770.0
1276.3
475.8
507.5
4O5Q.0
9i,iA
4915.1
R ( . D F L I G H T S (2)
COST SUMMARY
33
764.6
SS6Q.0
413.0
D5-13183
9- 0
CONCLUSIONS AND R E C O M M E N D A T I O N S
A l l t h e l a u n c h v e h i c l e s s t u d i e d u n d e r the NAS8 -20266 study c o n t r a c t
a r e f e a s i b l e c o n f i g u r a t i o n s a n d c a n d i d a t e s for p a y l o a d s r a n g i n g f r o m
7 8 , 000 p o u n d s t o 9 6 0 , 0 0 0 p o u n d s to a 100 n a u t i c a l m i l e E a r t h o r b i t .
Specific b a s e l i n e v e h i c l e s studied w i t h i n f a c i l i t y l i m i t a t i o n g r o u n d
r u l e s w e r e l i m i t e d to a m a x i m u m p a y l o a d of 579, 000 p o u n d s to a 100
nautical mile E a r t h orbit.
9.1
INTERMEDIATE PAYLOAD LAUNCH VEHICLES
F r o m t h e s e s t u d i e s , it was concluded that all the i n t e r m e d i a t e launch
v e h i c l e s w e r e f e a s i b l e u s i n g e x i s t i n g S a t u r n V S t a g e s with m i n i m u m
m o d i f i c a t i o n s . T h e s e eight l a u n c h v e h i c l e s w i l l c o v e r an i n c r e m e n t a l
p a y l o a d r a n g e f r o m 78, 000 p o u n d s to 255, 000 p o u n d s in low E a r t h o r b i t .
No m a j o r s t r u c t u r a l o r o t h e r s y s t e m c h a n g e s a r e r e q u i r e d to the e x i s t i n g
S a t u r n V s t a g e s t o obtain t h i s f a m i l y of flexible l a u n c h v e h i c l e s .
T h e r e f o r e , it i s r e c o m m e n d e d that in t h e s e l e c t i o n of t h e i n t e r m e d i a t e
p a y l o a d Vehicles t h a t both c o s t e f f e c t i v e n e s s and f l e x i b i l i t y be c o n s i d e r e d In the u t i l i z a t i o n of e x i s t i n g S a t u r n V s t a g e s for i n t e r m e d i a t e p a y l o a d
application, a l l p o s s i b l e a r r a n g e m e n t s should be i m p l e m e n t e d s i m u l t a n e o u s l y to o b t a i n t h i s f l e x i b i l i t y . It i s f u r t h e r c o n c l u d e d t h a t a l l
Uprated S a t u r n V v e h i c l e s a l s o have i n t e r m e d i a t e d e r i v a t i v e s . In o t h e r
w o r d s , w h e n a n u p r a t e d v e h i c l e i s c h o s e n for d e v e l o p m e n t , c o n s i d e r a t i o n
s h o u l d b e g i v e n to d e v e l o p i n g s i m u l t a n e o u s l y i t s i n t e r m e d i a t e p a y l o a d
capabilities.
9-2
U P R A T E D SATURN V LAUNCH V E H I C L E S
T h e u p r a t e d v e h i c l e s defined i n t h e t r a d e s t u d y and s t u d i e d in d e t a i l
in P h a s e II a r e f e a s i b l e c o n f i g u r a t i o n s and l o g i c a l c a n d i d a t e s for p a y l o a d s
in e x c e s s of the c u r r e n t S a t u r n V c a p a b i l i t y . No m a j o r p r o b l e m a r e a s
w e r e i d e n t i f i e d for e i t h e r d e v e l o p m e n t or p r o d u c t i o n . No s i g n i f i c a n t
a d v e r s e flight e n v i r o n m e n t a l c h a r a c t e r i s t i c s w e r e i d e n t i f i e d .
M a j o r v e h i c l e m o d i f i c a t i o n s to adapt t h e S a t u r n V v e h i c l e to t h e s e
new u p r a t e d c o n f i g u r a t i o n s w e r e defined a s f o l l o w s .
a.
S t r u c t u r a l m o d i f i c a t i o n of a l l s t a g e s to e n a b l e the v e h i c l e to
w i t h s t a n d the h i g h e r l o a d s i m p o s e d due to the l a r g e r p a y l o a d c a p a b i l i t y
a n d i n c r e a s e d p a y l o a d e n v e l o p e ( i n c r e a s e d p a y l o a d d i a m e t e r and 410 foot
vehicle height).
35
D5-13183
b.
S t r u c t u r a l m o d i f i c a t i o n of s o m e s t a g e s for i n c r e a s e d t a n k l e n g t h s
and i n c r e a s e d e n g i n e t h r u s t .
c.
S e l e c t i v e r e q u a l i f i c a t i o n of t h e a c o u s t i c a l l y s e n s i t i v e c o m p o n e n t s
to qualify t h e s e c o m p o n e n t s for t h e i n c r e a s e d a c o u s t i c a l e n v i r o n m e n t G e n e r a l c o m p a r a t i v e c o n c l u s i o n s a r r i v e d at f r o m t h e NAS8-20266
studies a r e a s follows.
T h e S A T - V - 3 B l a u n c h v e h i c l e h a s t h e b e s t p a y l o a d to l a u n c h w e i g h t
of a l l t h e u p r a t e d v e h i c l e s s t u d i e d . T h e S A T - V - 3 B h a s the m i n i m u m
l a u n c h i m p a c t of a l l t h e u p r a t e d l a u n c h v e h i c l e s s t u d i e d . On t h e o t h e r
h a n d , t h i s v e h i c l e r e q u i r e s the m o s t r e s e a r c h and d e v e l o p m e n t c o s t
p e r pound of p a y l o a d , and r e q u i r e s the m o s t l e a d t i m e of a l l u p r a t e d
launch vehicles studiedThe SAT-V-4(S)B launch vehicle has the best payload per r e s e a r c h
and d e v e l o p m e n t d o l l a r w i t h a n o m i n a l l a u n c h i m p a c t . H o w e v e r , a s
shown on F i g u r e s 2 - 3 and 2 - 4 , when o p e r a t i o n c o s t s a r e i n c l u d e d , the
S A T - V - 4 ( S ) B d o e s not b e c o m e the m o s t c o s t effective l a u n c h v e h i c l e .
It r e q u i r e s t h e l e a s t l e a d t i m e a n d d e v e l o p m e n t c o s t of a l l the u p r a t e d
launch vehicles.
Of a l l the u p r a t e d l a u n c h v e h i c l e s s t u d i e d u n d e r the NAS8-20266
c o n t r a c t , t h e S A T - V - 2 5 ( S ) l a u n c h v e h i c l e i s t h e m o s t c o s t effective
( s l i g h t l y a h e a d of SAT -V-23(Iv)). T h e S A T - V - 2 5 ( S ) v e h i c l e , w h e n
c o m p a r e d t o the S A T - V - 4 ( S ) B v e h i c l e , d o e s c o s t m o r e to d e v e l o p and
has a g r e a t e r impact at the launch facility.
The SAT-V-23(L) launch vehicle has the g r e a t e s t payload capability
of a l l the l a u n c h v e h i c l e s s t u d i e d and i s a l m o s t a s c o s t effective a s the
S A T - V - 2 5 ( S ) . It a l s o h a s t h e a d v a n t a g e of u s i n g e x i s t i n g s t a n d a r d
S a t u r n V e n g i n e s , p r o p e l l a n t s , and s y s t e m s , t t d o e s , h o w e v e r , h a v e the
g r e a t e s t i m p a c t on the l a u n c h f a c i l i t y .
A s shown in F i g u r e s 2 - 3 and 2 - 4 , the c o s t e f f i c i e n c y of the SAT - V - 2 3 ( L )
l a u n c h v e h i c l e i s d i r e c t l y c o m p e t i t i v e with the m o d i f i e d S a t u r n Vs with
s t r a p - o n s o l i d m o t o r s { S A T - V - 4 ( S ) B and SAT - V - 2 5 ( S ) ) . T h e d e v e l o p m e n t
of a low c o s t liquid s t a g e f o r s t r a p - o n b o o s t - a s s i s t p u r p o s e s would
f u r t h e r r e d u c e t h e c o s t e f f i c i e n c y of the S A T - V - 2 3 ( L ) l a u n c h v e h i c l e .
A n o t h e r f a c t o r r e s t r a i n i n g t h e p o t e n t i a l p a y l o a d c a p a b i l i t y of the
S A T - V - 2 3 ( L ) v e h i c l e i s the 410-foot h e i g h t l i m i t a t i o n e s t a b l i s h e d a s a
g r o u n d r u l e for t h e N A S 8 - 2 0 2 6 6 s t u d y . F u r t h e r w o r k should be done
t o c o n s i d e r o v e r c o m i n g t h e 410-foot height l i m i t a t i o n s u c h a s i n s t a l l i n g
the payload outside VAB, modification to VAB, e t c .
36
D5-13183
F u r t h e r studies should be directed toward future refinements of
the vehicle designs and specifically toward possible future applications. The i n c r e a s e d payload capability and improved cost effectiveness over that of the existing Saturn V could be u s e d to reduce s i g nificantly o v e r a l l m i s s i o n costs by allowing the payloads for these
missions to i n c r e a s e in weight to provide payload design simplification. Fox example, a direct lunar shot for Apollo-type missions
could g r e a t l y r e d u c e the cost of the payload package from those r e quired for the c u r r e n t LOR h a r d w a r e .
Assuming, manned interplanetary exploration i s an ultimate NASA
goal, it is further recommended that:
a.
A study be conducted on a modified u p r a t e d Saturn V
c o r e with 260-inch d i a m e t e r solid m o t o r s t r a p - o n s a s
an " u l t i m a t e " Saturn V uprating step, which, e. g. ,
could eliminate rendezvous a s a r e q u i r e m e n t for manned
fly-by m i s s i o n s and minimize rendezvous f o r m o r e a m bitious m i s s i o n s .
This method of uprating should be
c o m p a r e d both with the SAT-V-23(L) and -24(L) vehicles
d e s c r i b e d in this study and "low-cost" p r e s s u r e - f e d
s t o r a b l e liquid pod strap-on alternatives; and
b.
The feasibility of a stepped uprating p r o g r a m utilizing
a common c o r e be explored which would minimize facilities impact. In other w o r d s , size a modified Saturn V
liquid c o r e that could efficiently accept a s s t r a p - o n
b o o s t - a s s i s t components s e v e r a l different sizes of solid
rocket m o t o r s a n d / o r s e v e r a l different sizes of liquid
pods. Also develop a complementary flexible launch
support equipment concept.
87
D5-13183-6
Final Report - Studies of Improved Saturn V
Vehicles and Intermediate Payload Vehicles
(P-115)
RESEARCH & TECHNOLOGY
IMPLICATIONS REPORT
Prepared for
NASA - George C. Marshall Space Flight
Center under Contract NAS8-20266
INDEXING DATA
DATE
OPR
October 7, 1966
T
z-s-cv-4
•1GNAT0R
Sac
THE ^ / U 7 A ^ COMPANY
LOC
- ,
-
SPACE DIVISION
PGM
SUBJECT
':;i..y
S T U D I E S O F I M P R O V E D SATURN V E H I C L E S
AND I N T E R M E D I A T E P A Y L O A D SATURN V E H I C L E S (P-115)
RESEARCH & TECHNOLOGY
IMPLICATIONS REPORT
D5-13183-6
FINAL REPORT
P R E P A R E D UNDER CONTRACT N U M B E R N A S 8 - 2 0 2 6 6
SUBMITTED TO
G E O R G E C. M A R S H A L L S P A C E F L I G H T C E N T E R
N A T I O N A L A E R O N A U T I C S AND S P A C E ADMINISTRATION
O C T O B E R 7, 1966
S U B M I T T E D BY
S Y S T E M S ANALYSIS C O N T R A C T O R
T H E BOEING COMPANY
S P A C E DIVISION
LAUNCH SYSTEMS BRANCH
H U N T S V I L L E , ALABAMA
D5-13183-6
ABSTRACT
T h i s d o c u m e n t r e p o r t s t h e r e s e a r c h and t e c h n o l o g y i m p l i c a t i o n s
involving the S a t u r n vehicles studied u n d e r NASA/MSFC Contract
N A S 8 - 2 0 2 6 6 , " S t u d i e s of I m p r o v e d S a t u r n V V e h i c l e s a n d I n t e r m e d i a t e
P a y l o a d S a t u r n V e h i c l e s fF-115)," f r o m D e c e m b e r 6, 1965, to
O c t o b e r 7, 1966P h a s e I of t h e study w a s a p a r a m e t r i c p e r f o r m a n c e a n d r e s o u r c e s a n a l y s i s to s e l e c t o n e b a s e l i n e c o n f i g u r a t i o n for
e a c h of t h e s i x v e h i c l e s .
P h a s e II of the s t u d y i n c l u d e d a fluid and
flight m e c h a n i c s s t u d y , d e s i g n i m p a c t on s y s t e m s , a n d a r e s o u r c e s
a n a l y s i s for e a c h b a s e l i n e v e h i c l e .
The intermediate payload vehicle
d e r i v a t i v e s of S a t u r n V a r e a l o g i c a l m e a n s of p r o v i d i n g o r b i t a l p a y l o a d c a p a b i l i t y b e t w e e n that of t h e S a t u r n IB and t h e t w o - s t a g e
S a t u r n V.
T h e u p r a t e d v e h i c l e s a r e f e a s i b l e c o n f i g u r a t i o n s and
l o g i c a l c a n d i d a t e s for pay-loads in e x c e s s of t h e c u r r e n t S a t u r n V
capability.
No m a j o r p r o b l e m a r e a s w e r e i d e n t i f i e d f o r e i t h e r
development or production.
KEY WORDS
Contract NAS8-20266
D5-13183-6
Intermediate Saturn Vehicles
Saturn V
Research Implications
Technology Implications
Problem Areas
Uprated Saturn Vehicles
l
r
D5-13183-6
££^
FOREWORD
T h i s v o l u m e c o n t a i n s t h e r e s e a r c h and t e c h n o l o g y i m p l i c a t i o n s
r e s u l t i n g f r o m a t e n - m o n t h s t u d y to p r e p a r e t e c h n i c a l a n d r e s o u r c e
d a t a on u p r a t e d p a y l o a d S a t u r n V and i n t e r m e d i a t e p a y l o a d S a t u r n
vehicles.
T h i s s t u d y w a s p a r t of a c o n t i n u i n g effort by the N a t i o n a l
A e r o n a u t i c s and S p a c e A d m i n i s t r a t i o n (NASA) to i n v e s t i g a t e t h e c a p a b i l i t y and f l e x i b i l i t y of t h e S a t u r n V l a u n c h v e h i c l e a n d to identify
p r a c t i c a l m e t h o d s for d i v e r s i f i e d u t i l i z a t i o n of i t s p a y l o a d c a p a b i l i t y .
NASA C o n t r a c t NAS8-20266 a u t h o r i z e s t h e w o r k r e p o r t e d h e r e i n and
w a s s u p e r v i s e d a n d a d m i n i s t e r e d by t h e M a r s h a l l S p a c e F l i g h t C e n t e r
(MSFC).
S-II d a t a w e r e s u p p l i e d by t h e S p a c e & I n f o r m a t i o n D i v i s i o n
of N o r t h A m e r i c a n A v i a t i o n .
S - I V B d a t a w e r e s u p p l i e d by t h e M i s s i l e
& S p a c e S y s t e m s D i v i s i o n of D o u g l a s A i r c r a f t C o m p a n y .
Launch s y s t e m d a t a w e r e s u p p l i e d by t h e D e n v e r D i v i s i o n of T h e M a r t i n C o m p a n y .
Solid m o t o r d a t a w e r e s u p p l i e d by United T e c h n o l o g y C o r p o r a t i o n .
T h e L a u n c h S y s t e m s B r a n c h , A e r o s p a c e G r o u p , S p a c e D i v i s i o n of
T h e B o e i n g C o m p a n y , w a s t h e S y s t e m s A n a l y s i s c o n t r a c t o r for t h i s
study.
P r o g r a m d o c u m e n t a t i o n i n c l u d e s a s u m m a r y v o l u m e , five v o l u m e s
c o v e r i n g v e h i c l e d e s c r i p t i o n s , r e s e a r c h and t e c h n o l o g y i m p l i c a t i o n s
r e p o r t (this d o c u m e n t ) , and a c o s t d o c u m e n t .
Individual designations
a r e a s follows:
D5-13183
D5-13183-1
D5-13183-2
D5-13183-3
D5-13183-4
D5-13183-5
D5-13I83-6
D5-13183-7
Summary Document
V e h i c l e D e s c r i p t i o n M L V - S A T - I N T - 2 0 , -21
Vehicle Description M L V - S A T - V - 3 B
Vehicle Description MLV-SAT-V-25(S)
Vehicle Description MLV-SAT-V-4(S)B
Vehicle Description MLV-SAT-V-23(L)
R e s e a r c h & Technology Implications Report
F i r s t Stage Cost Plan
il
D5-13183-6
TABLE O F CONTENTS
PAGE
A B S T R A C T AND KEY WORDS
FOREWORD
TABLE OF CONTENTS
ILLUSTRATIONS
iv
1- 0
INTRODUCTION
1
2.0
STUDY R E S U L T S
6
3. 0
AERONAUTICS TECHNOLOGICAL IMPLICATIONS
3 . 1 AERODYNAMIC S T A T I C S T A B I L I T Y
3. 2 WIND S P E E D E N V E L O P E F O R LAUNCH T O W E R
C L E A R A N C E STUDIES
7
7
7
4. 0
E L E C T R O N I C S AND C O N T R O L T E C H N O L O G I C A L
IMPLICATIONS
4. 1 L A U N C H TOWER C L E A R A N C E
4 , 2 E F F E C T O F C O N T R O L MODES ON V E H I C L E
LOADS
4. 3 R A N G E / V E H I C L E COMMUNICATION
INTERFERENCE
4 . 3, I R F I n t e r f e r e n c e F r o m A d d e d S t r a p - O n
Structure
4. 3. 2 R F I n t e r f e r e n c e F r o m Modified E x h a u s t
Plume
4 . 3 . 3 Modified A n t e n n a S y s t e m
5. 0
6. 0
i
ii
iii
10
10
10
11
11
12
12
M A T E R I A L S AND S T R U C T U R E S T E C H N O L O G I C A L
IMPLICATIONS
5.1 S T A B I L I T Y C R I T I C A L S T I F F E N E D C Y L I N D R I C A L
S H E L L DESIGN
5. 2 P A Y L O A D E N V E L O P E WIND S E N S I T I V I T Y
5. 3 F L I G H T LOADS P R O B A B I L I T Y
5. 4 GROUND WIND LOADS
14
15
16
LOW COST LIQUID F R O P E L L A N T P O D
18
ill
14
24
D5-I3183-6
ILLUSTRATIONS
P H A S E I LAUNCH V E H I C L E CANDIDATES
S E L E C T E D B A S E L I N E LAUNCH V E H I C L E S
FOR P H A S E n STUDY E F F O R T
T Y P I C A L AERODYNAMIC DATA
T Y P I C A L GROUND WIND S P E E D E N V E L O P E
IV
1. 0
INTRODUCTION
This r e p o r t s u m m a r i z e s the technological p r o b l e m s involved when
u p r a t i n g the S a t u r n V payload capability o r when using Saturn V stages
f o r m i s s i o n s in t h e p a y l o a d r a n g e b e t w e e n t h e c u r r e n t S a t u r n IB a n d
Saturn V capability.
T h e s t u d y i s p a r t of a c o n t i n u i n g effort by NASA to identify a
s p e c t r u m of p r a c t i c a l l a u n c h v e h i c l e s to m e e t f u t u r e p a y l o a d and
m i s s i o n r e q u i r e m e n t s a s t h e y b e c o m e defined.
The vehicles
Saturn V stages;
A p r i m a r y study
Saturn technology
In g e n e r a l ,
s t u d i e d w e r e c o m b i n a t i o n s of e x i s t i n g o r m o d i f i e d
some vehicles also included b o o s t - a s s i s t components.
r e q u i r e m e n t w a s to m a k e m a x i m u m u s e of e x i s t i n g
and s u p p o r t e q u i p m e n t .
t h e NAS8-20266 study p r o g r a m o b j e c t i v e s w e r e t o :
a.
S e l e c t f e a s i b l e and c o s t effective b a s e l i n e v e h i c l e s
e a c h of s e v e r a l c a t e g o r i e s ;
from.
b.
P r e p a r e sufficient t e c h n i c a l d a t a to define v e h i c l e e n v i r o n m e n t s , d e s i g n , c a p a b i l i t i e s , and c h a r a c t e r i s t i c s ;
c.
Define s u p p o r t s y s t e m
d.
D e t e r m i n e t h e d a t e that t h e f i r s t flight a r t i c l e could b e
a v a i l a b l e w i t h i n study g r o u n d r u l e s ; and
e.
E s t i m a t e c o s t r e q u i r e d for i m p l e m e n t a t i o n of the s y s t e m
p l u s p r o d u c t i o n of t h i r t y flight a r t i c l e s in five y e a r s .
requirements;
T h e r e w e r e two p h a s e s of study w o r k .
Phase I was a twelvew e e k effort in w h i c h v e h i c l e p e r f o r m a n c e a n d p r e l i m i n a r y c o s t t r a d e
s t u d i e s w e r e c o n d u c t e d to s e l e c t a f e a s i b l e a n d c o s t effective b a s e l i n e v e h i c l e f r o m e a c h of five c a t e g o r i e s (shown in F i g u r e 1-1). An
additional baseline vehicle was later added from Category 4.
F o r e a c h of t h e s i x b a s e l i n e v e h i c l e s s e l e c t e d ( s e e F i g u r e 1-2),
P h a s e II d i r e c t e d t h e effort to defining g r o u n d and flight e n v i r o n m e n t s , defining s y s t e m d e s i g n and r e s o u r c e i m p a c t for e a c h s t a g e
and the total vehicle, and determining vehicle mission capabilities
and c h a r a c t e r i s t i c s .
1
GROUND RULES
MAX VEHICLE
S I Z E - 4 1 0 FT
MAX M S - H
SIZE 1160 IN
MAX M S - I V B
SIZE 3SOK
PROPELLANT
AT MR 5 :i
MAX PAYLOAC
5 LB/FT-3
(2 STG)
I I LB/FT3
(3 STG)
STD:STANDARD
flL=CHANGE IN
STAGE LENGTH
LAUNCH
VEHICUE
A
A
A
M5-IVB
MS-IVB
MS
MS-II
MS-H
MS-II
MS
MS-IC
MS-IC
MS-IC
+ SRM
MS
MS-IVB
^
S-ll
tf
9-1C
+
w
•m
I NT-20
+ SRM
INT-21
S A T - V - 3 B S A T - V - 4 ( S ) B SAT-V-22(S) S A T - V -
CATEGORY
ADVANCED
ENGINE
THIRD
ADVANCED
ENGINE
STD J-2
STD J-
STAGE
0, L VARIABLE A L VARIABLE
SECOND
STAGE
FIRST
STAGE
STD J - 2 S
STD J - 2 3
i L - D
i j L - 0
STD F - l s
STD F - l S
AL - 0
A L - O
ADVANCED
ENGINES
A L VARIABLE
5
F-t
XI.6M
A L VARIABLE
ADVANCED
ENGINES
STO J - 2 S
flL VARIABLE A L VARIABLE
STD F - l 5
STD F - l ' a
A L VAR
STD J
A L VAR
STD F
ENGINES
A L VARIABLE
A L VARIABLE
A
L VARIABLE
6 L VAR
A X 120 I N
4 X 120 IN
4 X 15
STRAP-ON
DIA SOLID
DIA SOLID
DIA S
COMPONENTS
MOTORS
MOTOR S
F I G U R E [-1
P H A S E I LAUNCH VEHICLE CANDIDATES
MOTO
IMFT
ntlKWIIffMIOttro
Kin —
r*0-ta
p*-w.«PLii
-Pi-lH.lUIUONMOUm
S-IM-M
Jl-IJ. UJ-l. MRftl
S-ll
i-ica
H-Hir-l
-SIC
tL'ft 5lF-]
* p l - IHHIRS
r D -I.NMLIS
INT - 2 1 .
-INT-20IW
mn •
Sk-mjUM
«ftfT
/ft
UMM
Pt-«.WILBSWflNAA
-Ct-W,WlW
!*»„•L2P
-Mi-IVI-«fl>.
t l - d liJ'l, HRJ-L
P i - U » , m i l s 10ft
Pt-SM.JO
*L'l*J'IU-i,W.fcl
- Mj-tMr$> I
iL-0. J i J - * , l « i - l
• JM-H-JSKI
-*i-IC*tSli
•ws-ic-wsi
IL-D.. Si J-l MIS.]
&
1L-W, J.F-1
W CIA KM
*, • a
•SAT
FIGURE l-^
IM
us
V-4(S)B-
J
-SAT-V-25(S)-
J
* f p -l.»7
SELECTED BASELINE LAUNCH VEHICLES FOR PHASE II S
D5-13183-6
^WBOKgy,
The launch vehicles in Categories 1 and 2 are Saturn V stage
combinations for missions in the payload range between the current
Saturn IB and Saturn V payload capability.
The launch vehicles in
Categories 3, 4, and 5 are advanced Saturn V configurations with
payload capabilities beyond that of the existing Saturn V.
The five categories of vehicles are as follows:
Category 1 (MLV-SAT-INT-20) during Phase I was a family of
two-stage launch vehicle candidates with standard size S-IC and S-IVB
stages using standard F-l engines (three, four, and five) and a standard J-2 engine. A single baseline launch vehicle (Figure 1-2) was selected for the Phase II study effort.
Category 2 (MLV-SAT-INT-21) during Phase I was a family of
two-stage launch vehicle candidates with standard size S-IC and S-II
stages using standard F-l engines (three, four, and five) and J-2
engines (three, four, and five). A single baseline launch vehicle
(Figure 1-2) was selected for the Phase n study effort.
Category 3 (MLV-SAT-V-3B) during Phase I was a family of
two- and three-stage launch vehicle candidates with modified Saturn V
stages using various types, numbers, and thrust levels of advanced
engines in the upper stages and uprated F-l engines in the modified
S-IC stage. A single baseline launch vehicle (Figure 1-2) was selected
for the Phase II study effort.
Category 4 included modified Saturn V launch vehicles with strap-on
solid motor boost-assist components. Three families of vehicles were
studies as follows:
a.
M-LV-SAT-V-4{S)B during Phase I was a family of two- and
three-stage launch vehicles with modified Saturn V stages, standard
F-l and J-2 engines with strap-on 120-inch diameter (five, six, and
seven segmented) solid motors. A single baseline launch vehicle
(Figure 1-2) was selected for the Phase II study effort.
b. MLV-SAT-V-22(S) during Phase I was a family of two- and
three-stage launch vehicles with modified Saturn V stages using various
types, numbers, and thrust levels of advanced engines in the upper
stages, a modified S-IC stage with standard F-l engines in the firststage, and strap-on 120-inch diameter (five, six, and seven segmented)
solid motors.
No launch vehicle in this family was studied beyond
Phase I.
4
D5-13183-6
&CFMW4
3^
c. MI/V~-SAT-V-25{S) during P h a s e I was a family of two- and
t h r e e - s t a g e launch vehicles with modified Saturn V s t a g e s , standard
F - l and J - 2 engines, and strap-on 156-inch d i a m e t e r (two, t h r e e ,
and four segmented) solid m o t o r s . A single b a s e l i n e launch vehicle
(Figure 1-2) was selected for the P h a s e II study effort.
Category 5 included modified Saturn V launch vehicles with strap-on
b o o s t - a s s i s t liquid propellant pods. Two families of vehicles w e r e
studied a s follows:
a. MLV-SAT-V-23(J_) during P h a s e I was a family of two- and
t h r e e - s t a g e launch vehicles with modified Saturn V stages, standard
F - l and J - 2 engines, and four strap-on liquid propellant pods, each
using two standard F - l engines. A single baseline launch vehicle
{Figure 1-2) was selected for the P h a s e II study effort..
b. MLV-SAT-V-24(L,) during P h a s e I was a family of two- and
t h r e e - s t a g e launch vehicles with modified Saturn V stages using various
types, n u m b e r s , and t h r u s t levels of advanced engines in the upper
stages, a modified S-IC stage with uprated F - l engines, and four
liquid propellant pods each containing two uprated F - l engines. No
launch vehicles in this family w e r e studied beyond P h a s e I.
5
D5-13183-6
2.0
•«OM5»V4gVv
STUDY RESULTS
The six b a s e l i n e vehicles studied under the contract a r e logical
configurations and candidates for payloads ranging from 78,000 pounds
to 579,000 pounds to a 100 N. M. E a r t h orbit.
All eight configurations of the i n t e r m e d i a t e launch vehicles studied
during the t r a d e study phase a r e feasible using existing Saturn V stages
with minimum modification.
These vehicles have payload capabilities
ranging from 73,000 pounds to 255,000 pounds and provide a family
of flexible and c o s t effective launch vehicles which a r e available within
the n o r m a l lead time required for the stage elements (2 y e a r s } .
The four u p r a t e d baseline vehicles a r e feasible configurations and
logical candidates for payloads in excess of the c u r r e n t Saturn V c a p a bility. No m a j o r problem a r e a s for development, production, o r
flight environmental c h a r a c t e r i s t i c s w e r e identified.
The i n c r e a s e d
payload capability and improved Cost effectiveness over that of the
existing Saturn V could be u s e d to reduce o v e r a l l m i s s i o n c o s t s .
For
some m i s s i o n s , i n c r e a s e d payload capability can be used to simplify
the mission m o d e and thus r e s u l t in l e s s complex payload designs
and fewer components. F o r example, a d i r e c t lunar shot for Apollotype m i s s i o n s could g r e a t l y r e d u c e the c o s t s of the payload package
from those c o s t s required for the c u r r e n t LOR h a r d w a r e by the
elimination of the lunar rendezvous.
Explanation of the technical and r e s o u r c e data on this contract
is s u m m a r i z e d and reported in detail in the following documentation:
D5-13183
D5-13183-1
D5-13183-2
D5-13183-3
D5-13183-4
D5-13183-5
D5-13183-6
D5-13183-7
Summary Document
Vehicle Description MLV-SAT-INT-20, -21
Vehicle Description MLV-SAT-V-3B
Vehicle Description MLV-SAT-V-25(S)
Vehicle Description MLV-SAT-V-4(S)B
Vehicle Description MLV-SAT-V-23(L)
R e s e a r c h & Technology Implications Report
F i r s t Stage Cost Flan
6
D5-13183-6
3. 0
3.1
AERONAUTICS TECHNOLOGICAL IMPLICATIONS
AERODYNAMIC STATIC STABILITY
3,1.1 P r o b l e m Definition
The uprated Saturn V launch vehicles a r e aerodynamically unstable
during boost flight.
The amount of aerodynamic instability is one of
the major factors that d e t e r m i n e s the thrust vector control r e q u i r e ment. The uprated launch vehicles that use boost a s s i s t components
a r e difficult to analyze because of the complex flow fields about the
core vehicle and the strap-on solid m o t o r s o r liquid propellant pods.
E s t i m a t e s of the total n o r m a l force contribution to the core vehicle
a r e difficult to make because of the c a r r y o v e r from the strap-on to
the core vehicle and the c a r r y o v e r from the core vehicle to the
strap-on s. The effect of the gap between the c o r e vehicle and the
s t r a p - o n and t h e effect of the s t r a p - o n on fin o r engine shroud effectiveness a r e also difficult to determine.
The lack of experimental
data and the inability of the various theoretical methods to analyze
these complex vehicles add to the difficulties.
3.1. Z Solution Approach
It i s r e c o m m e n d e d that wind tunnel t e s t s be conducted on a Saturn
V uprated configuration that u s e s solid s t r a p - o n m o t o r s for boost
a s s i s t to d e t e r m i n e the effect of the s t r a p - o n m o t o r s on the vehicle
aerodynamic coefficients.
The t e s t s should determine the i n c r e m e n t
in the aerodynamic coefficients so that the r e s u l t s can be applied to
other vehicles with a minimum of effort,
Typical wind tunnel data would have a variety of u s e s if it
followed the form shown on F i g u r e 3-1.
3. 2
WIND SPEED ENVELOPE FOR LAUNCH TOWER CLEARANCE
STUDIES
3.2.1 P r o b l e m Definition
In the definition of launch tower c l e a r a n c e , the 99 percentile
ground wind speed envelope i s used.
This wind speed envelope is
the r e s u l t of a statistical analysis of ground windB m e a s u r e d over
a number of y e a r s in a clear field at P a t r i c k Air F o r c e B a s e at
various altitudes and c o r r e l a t e d with the power law U = Ui (Z/Z^J
A wind speed envelope determine in this m a n n e r could be different
from what a Saturn V type launch vehicle experiences because of
l a r g e p r o t u b e r a n c e s around the launch vehicle. The schematic in
F i g u r e 3-2 i l l u s t r a t e s the problem.
7
Fjm
D5-13183-6
C O R E ONLY
S T R A P - O N MOTOR S
STRAP-ON MOTORS,
F I N S & SHROUDS
N
O
STRAP-ON MOTORS
/V,
u
U
CORE ONLY
MACH NO.
MACH NO.
C O R E ONLY
(0
M
O
H
0
RAP-ON MOTORS,
& SHROUDS
GAP/DS.0.
=0
C O R E WITH
STRAP-ON
MOTORS
0
i
P.
<
en
U
MACH NO.
F I G U R E 3-1
T Y P I C A L AERODYNAMIC DATA
8
D5-13183-6
99 P E R C E N T I L E
PATRICK A . F . B.
(NO PROTUBERANCES)
\
-ESTIMATED WIND SPEED
ENVELOPE OVER LUT DECK
h
a
i-j
H
MOBILE
LAUNCHER
HARDSTAND
s. L.
WIND SPEED
FIGURE 3-2 TYPICAL GROUND WIND SPEED ENVELOPE
Differences between a wind speed envelope determined in a clear field and
that experienced by a Saturn V launch vehicle will r e s u l t in differences in the
aerodynamic disturbing moment on the vehicle which would affect the liftoff
trajectory .
3 2 2 Solution Approach
T h e o r e t i c a l e s t i m a t e s of the induced wind velocity should be made
using the Schwarz Chrigtoffei t h e o r m o r other complex transformations
to update the wind speed envelope. T h e s e theoretical e s t i m a t e s of
the induced velocity over the hardstand and the mobile launcher can be
u s e d to d e t e r m i n e , m o r e a c c u r a t e l y , the wind speed envelope that
the launch vehicle will experience and to c o r r e l a t e the experimental
wind speed data that is now being obtained on the mobile launcher.
9
4 . 0 ELECTRONICS AND CONTROL, TECHNOLOGICAL. IMPLICATIONS
4.1
LAUNCH TOWER CLEARANCE
4. 1.1
P r o b l e m Definition
L a r g e launch vehicles of the nature of those considered in this study e x perience high horizontal translations during lift-off when subjected to design
winds and biased with off nominal design and construction p a r a m e t e r s .
L a r g e drift distances and the resulting probability of tower collision can
r e q u i r e extensive modification to existing launch pad facilities,
4. 1. 2
Solution Approach
Investigate the effect of distributed aerodynamics on vehicle lift-off
t r a j e c t o r y and extend the study of lift-off dynamics to include r e p r e s e n t a tion of r e s t r a i n e d r e l e a s e and malfunction conditions (engine loss). P a r a m e t e r i z e rigid body control s y s t e m feedback loops to minimize drift d i s tance while remaining within attitude (guidance) c o n s t r a i n t s , A six degree
of freedom digital simulation should be used tb conduct these studies.
4. 2
E F F E C T OF CONTROL MODES ON VEHICLE LOADS
4.2.1
P r o b l e m Definition
The effect of a l t e r n a t e control modes on gimbal r e q u i r e m e n t s was examined
during the course of these studies. These r e s u l t s showed that the effect of
varying control modes on gimbal displacement was negligible, and that one
control system could not be recommended over another on the basis of r e duced TVC r e q u i r e m e n t s . This result does not p r e c l u d e , however, the
possible advantage of one control system over another in the a r e a of reducing
bending loads. Limited studies showed differences in m a x i m u m bending
responses of 12 p e r c e n t and 5 percent r-espectively for the MLV-Saturn V-3B
and the MLV-Saturn V-4(S)B vehicles when comparing an attitude-attitude
r a t e control s y s t e m to attitude -attitude r a t e with angle of attack feedback.
These r e s u l t s w e r e obtained without optimizing control gains for load relief
and using synthetic wind r e p r e s e n t a t i o n s .
The amount of load reduction available by control s y s t e m s optimisation
is a function of c o n t r o l mode, vehicle configuration, and the nature of the
wind forcing input. T h e s e effects should be a s s e s s e d to provide information
upon which selections of optimum control s y s t e m s for the uprated Saturn
family of vehicles may be based.
10
D5-13183-6
4. 2. Z
^
Solution Approach
A comprehensive study is indicated uaing candidate control s y s t e m s with
gains optimized for load relief. In o r d e r to d e t e r m i n e the relative effect of
varying vehicle configuration, it is suggested that the family of u p r a t e d and
intermediate Saturn V vehicles in its entirety be examined. Selected vehicles
among t h e s e should be examined using both synthetic and r e a l wind r e p r e s e n t a tions which a r e consistent with each other. A number of m e a s u r e d (Jimsphere)
profiles of varying severity would be selected and consistent synthetic profiles
having the s a m e peak wind magnitude at the s a m e altitude would be constructed.
Wind s h e a r of the synthetic profiles would be adjusted to give the s a m e peak
bending r e s p o n s e using nominal attitude-attitude r a t e control before control
systems optimizations for load relief a r e begun. Stability analyses using the
elastic p r o p e r t i e s of the vehicles and varying s e n s o r placement to a s s u r e
practicability of the control gains selections and optimizations would be
required,
The feasibility of employing multiple s e n s o r s and weighted control s y s t e m s
feedbacks to limit vehicle elastic bending r e s p o n s e should be examined,
4. 3
4.3.1
4. 3.1.1
RANGE/VEHICLE COMMUNICATION INTERFERENCE
- R F Interference F r o m Added Strap-On Structure
P r o b l e m Definition
The addition of s t r a p - o n boosters, either liquid or solid, may place
the s t r u c t u r e of the booster in a position that i n t e r f e r e s with antenna
look angles from the vehicle to the ground station. Each antenna on the
Saturn V stages should be considered to determine if s t r u c t u r e o b s c u r e s
line of sight to any ground station.
The s t r u c t u r e of the s t r a p - o n booster also may modify the antenna
radiation p a t t e r n s . The booster structure acts as reflectors which will
modify the radiation c h a r a c t e r i s t i c s of each antenna.
4, 3.1. 2
Solution Approach
Antenna radiation p a t t e r n tests should be conducted on an antenna
range using models of the vehicles with s t r a p - o n b o o s t e r s . These t e s t s
should be p e r f o r m e d for all of the antenna s y s t e m s on every stage. A
complete description of an antenna's radiation field a s it exists in space
about the vehicle should be plotted. The t e s t s and plotting of data should
be conducted to the s a m e groundrules as the data p r e s e n t e d in Boeing
Document D5-155a6-l, May 16, 1966, title: "Saturn V Antenna Systems
AS-501, " conducted for contract NAS8-5608.
11
D5-13183-6
4. 3.1. 2
Solution Approach (Continued)
It m a y be n e c e s s a r y t o r e l o c a t e t h e a n t e n n a s by m o v i n g t h e m o u t w a r d
f o r w a r d , o r t o a d i f f e r e n t a n g u l a r p o s i t i o n to i m p r o v e t h e r a d i a t i o n
p a t t e r n a n d / o r l o o k a n g l e . It m a y a l s o be n e c e s s a r y to c h a n g e t h e d e s i g n
of the a n t e n n a s y s t e m s t o i m p r o v e the r a d i a t i o n p a t t e r n .
4. 3 . 2
R F I n t e r f e r e n c e F r o m Modified E x h a u s t F l u m e
4. 3 . 2 . 1
P r o b l e m Definition
The u p r a t e d v e h i c l e s h a v e e n l a r g e d e x h a u s t p l u m e s due to i n c r e a s e d
m a s s flow. The s o l i d s t f a p - o n m o t o r s a l s o add d i f f e r e n t e x h a u s t p r o d u c t s , i n c l u d i n g m e t a l p a r t i c l e s , w h i c h i n c r e a s e the d e g r a d a t i o n of t h e
RF system.
4. 3 . 2. 2
Solution Approach
The c o m m u n i c a t i o n d a t a r e c o r d e d f r o m T i t a n III flights s h o u l d be
e v a l u a t e d t o d e t e r m i n e R F i n t e r f e r e n c e t h r o u g h t h e e x h a u s t p l u m e of
c o m b i n e d l i q u i d e n g i n e s a n d s o l i d r o c k e t m o t o r s . T h i s d a t a s h o u l d be
c o r r e l a t e d to d a t a f r o m S a t u r n I flights a n d o t h e r s o u r c e s of R F i n t e r ference data through exhaust p l u m e s . This evaluation should consider
t h e R F i n t e r f e r e n c e a s a function of a n t e n n a look a n g l e , ' u s i n g t h e look
a n g l e c u r v e s in S e c t i o n 5. 2 . 7 of d o c u m e n t s D5-13183-3, - 4 , a n d - 5 .
4. 3 , 3
Modified Antenna System
4.3.3.1
Problem
Definition
The i m p r o v e m e n t s t u d y i n d i c a t e d a r e q u i r e m e n t to p l a c e a r e d u n d a n t
s e t of M 3 - I C a n t e n n a s on t h e s t r a p - o n b o o s t e r s which w o u l d be u s e d
p r i o r to s t a g i n g of t h e s t r a p - o n b o o s t e r s . The s t r a p - o n b o o s t e r s h a v e R F
s y s t e m s i n d e p e n d e n t of t h e S a t u r n V, but r e q u i r e c o m b i n a t i o n of the
f o u r b o o s t e r R F c i r c u i t s on t h e M S - I C a n d r e d i s t r i b u t i o n t o a n t e n n a s on t h e
s t r a p - o n s . The l o n g e r c i r c u i t p a t h s a n d a d d e d s w i t c h i n g f r o m the t r a n s m i t t e r s t o the a n t e n n a s m a y p r o d u c e i n c r e a s e d R F d e g r a d a t i o n a s w e l l
as presenting h a r d w a r e p r o b l e m s for the proposed s y s t e m .
4. 3. 3 . 2
Solution A p p r o a c h
The m o d i f i e d a n t e n n a s y s t e m s p r o p o s e d (in S e c t i o n s 6. 1. 4 of d o c u m e n t s
D5-13183-3, - 4 , a n d -5) f o r u s e w i t h the s t r a p - o n b o o s t e r s s h o u l d be
e v a l u a t e d a n a l y t i c a l l y , a n d t h e n t e s t e d with a s y s t e m s b r e a d b o a r d u s i n g
S-IC components.
12
D5-13183-6
4. 3. 3. 2
^MKggi
Solution Approach (Continued)
The r e s u l t s of this investigation would be to determine a r e a s of RF
systems adequacy, r e c o m m e n d changes to the Saturn V s y s t e m s , and
define further testing r e q u i r e d . It is n e c e s s a r y to investigate the R F
systems for the upper stages as well as the MS-IC to a s s u r e adequare
communication i o r the vehicle.
13
D5-13183-6
5. 0 MATERIALS AND STRUCTURES TECHNOLOGICAL IMPLICATIONS
5.1
STABILITY CRITICAL STIFFENED CYLINDRICAL SHELL DESIGN
5.1.1
P r o b l e m Definition
Since the original design of the Saturn V vehicle, s e v e r a l methods of
analyses have been developed to m o r e accurately predict the load-carrying
capability of s t a b i l i t y - c r i t i c a l axially c o m p r e s s e d stiffened cylinders. However, none of these methods have been proved r e l i a b l e for all stiffened
cylinder configurations applicable to the Saturn V vehicle. One of these
methods, developed by Boeing, {Ref. D5-13272) c o n s i d e r s all t h r e e possible
modes of instability failures and has been partially verified with r e s u l t s from
the S-IC c o r r u g a t e d intertank test p r o g r a m and f r o m various t e s t data in the
l i t e r a t u r e . This method is currently being extended to account for the inc r e a s e in l o a d - c a r r y i n g capability due to p r e s s u r e stabilization.
5.1. 2
Solution Approach
1.
Verify by test and analyses the validity and r a n g e of application of
the available analytical p r o c e d u r e s including the method developed
by Boeing.
2.
Compare r e s u l t s of the various methods.
3.
Use the b e s t of these methods for each type of sti0ehed cylinder
applicable to the Saturn V vehicle and r e - e v a l u a t e the various uprated
Saturn V vehicles for possible weight savings and i n c r e a s e d r e liability.
5. 2
PAYLOAD ENVELOPE WIND SENSITIVITY
5, 2.1
P r o b l e m Definition
The i n t e r m e d i a t e vehicles INT-20 and INT-21 w e r e studied using the
Apollo payload shape and were shown to have adequate strength without modification using c u r r e n t Saturn wind c r i t e r i a . Due to the limited volume of the
Apollo envelope, and l a r g e r payload weights afforded by these vehicles for
orbital m i s s i o n s , payload densities a r e relatively high. Actually these
vehicles have considerably m o r e v e r s a t i l i t y for c a r r y i n g pay loads of higher
volume and lower density during extensive periods of the year. This v e r s a tility is available from two s o u r c e s : (1) using reduced factors of safety for
un-manned m i s s i o n s , and (2) from reduced wind magnitudes which exist
during periods of the year for which launches may be planned.
14
D5-13183-6
5.2,2
Solution Approach
In o r d e r to define the versatility which exists in this r e s p e c t , it is
suggested that comprehensive analyses be p e r f o r m e d using a family of payload shapes and s i z e s and winds of varying magnitude a s defined by MSFC
c r i t e r i a for each month of the y e a r . Payload length limits would be e s t a b lished for each month of the year as a function of peak wind speed for manned
and un-manned f a c t o r s of safety within the s t r u c t u r a l Capability of these
vehicles. F r o m t h e s e data estimates of launch availability v e r s u s month of the
year may be obtained for payloads of varying size on a probabilistic b a s i s .
Such, information i s very desirable for planning p u r p o s e s .
5. 3
FLIGHT LOADS PROBABILITY
5.3.1
P r o b l e m Definition
Generally speaking synthetic wind r e p r e s e n t a t i o n s which have been
developed from s t a t i s t i c a l analysis of m e a s u r e d wind data do not produce
loads responses with the same probability, i. e. , t h e r e is no d i r e c t c o r r e l ation between the probabilities of peak wind speed, wind shear, altitude,
and direction, and load exceedance probability. C u r r e n t l y t h e r e a r e i n sufficient data upon which to base computation of the combined probability
of ail wind p a r a m e t e r s so that even synthetic c r i t e r i a m u s t still be selected
through e x e r c i s e of sound engineering judgments. Obviously c o n s e r v a t i s m
is a desirable consideration in this case. T h e r e a r e sufficient m e a s u r e d
winds, however, to approach the problem from the d i r e c t load exceedance
standpoint. Improved wind m e a s u r e m e n t systems a r e producing higher
resolution profiles. It should be possible to use these data coupled with
other m e a s u r e d wind information to compute load exceedance probability
from s t a t i s t i c a l samples of m e a s u r e d profiles. This approach would reduce
the need for c o n s e r v a t i s m associated with engineering judgments which have
been r e q u i r e d in the past in the development of synthetic profiles.
5. 3. 2
Solution Approach
Up to this t i m e such solutions have not been practicable due to the limited
wind information available, extensive computer times r e q u i r e d to obtain solutions for adequate statistical samples of m e a s u r e d profiles, limited accuracy
of the profiles t h e m s e l v e s , and absence of c o r r e l a t i o n s between mean wind and
random turbulence r e s p o n s e s . As a result, no methods have been tailored to
this purpose which encompass the complete solution.
In o r d e r to obtain loads of known exceedance probability the following is
required:
15
D5-13183-6
5.3.2
^gEgX/Vg-V.
Solution Approach (Continued)
1.
Development of high speed digital or analog simulations to obtain
probability distributions of loads r e s p o n s e s to s t a t i s t i c a l samples of m e a n
winds.
2.
Utilization of J i m s p h e r e data to obtain power s p e c t r a l densities of
random turbulence and a s s o c i a t e d m e a n wind p r o f i l e s .
3.
Statistical o r d e r i n g of vehicle r e s p o n s e s to mean winds and random
turbulence and c o r r e l a t i o n of these responses using vehicle responses to
t o t a l wind profiles ( J i m s p h e r e ) .
The r e s u l t would be bending load probability distributions for d e s i r e d
launch periods a s functions of launch azimuth for c r i t i c a l vehicle stations
for all times during boost. Such information would be very valuable to
a s s i s t in the selection of design c r i t e r i a for the advanced Saturn family of
vehicles. In addition, c o r r e l a t i o n s of these r e s u l t s could be made with
synthetic profiles developed through statistical analysis of the winds t h e m s e l v e s . This would provide consistent synthetic c r i t e r i a for u s e in design
studies and the relationships between p r i m a r y wind statistical p a r a m e t e r s and
the s t a t i s t i c a l p r o p e r t i e s of vehicle r e s p o n s e s .
5. 4
GROUND WIND LOADS
5. 4.1
P r o b l e m Definition
Computation of t h e ground winds loads r e s p o n s e for l a r g e launch vehicles
is one of the m o s t problematic a r e a s faced in the c o u r s e of vehicle design.
Limited knowledge of wind forcing functions and the coupled elastic r e s p o n s e
to random v o r t e x shedding has historically r e q u i r e d wind tunnel verification
o r total r e l i a n c e on wind tunnel r e s u l t s . Vehicle s i z e has p r o g r e s s e d to the
point where limited knowledge of scaling relationships seriously hinders
application of wind tunnel r e s u l t s . Considerable time and effort is being
spent on the c u r r e n t Saturn V p r o g r a m to l e a r n m o r e about this problem area
including full s c a l e ground winds testing using the AS-500F vehicle. An
effort should be made to a s s e m b l e all available knowledge from this and other
s o u r c e s and to extrapolate the r e s u l t s to the l a r g e r uprated configurations.
In addition, wind tunnel t e s t s of u p r a t e d Saturn configurations will be required.
5.4.2
Solution Approach
Apply t h e s e r e s u l t s to the l a r g e r uprated Saturn configurations and obtain
r e v i s e d ground wind loadings for design p u r p o s e s .
16
D5-13183-6
5. 4 . 2
Solution Approach
(Continued)
1„
P l a n and conduct wind tunnel t e s t s to establish ground wind load
r e s p o n s e s of u p r a t e d configurations.
2.
Utilize this information and c u r r e n t Saturn V analysis and t e s t
r e s u l t s to extend analyses methods to include the l a r g e r uprated vehicles.
3.
Revise ground wind loads for design p u r p o s e s based on these
results.
17
P5-13183-6
6. 0 LOW COST LIQUID PROPELLANT POD
L a r g e p r e s s u r e fed liquid engine systems for b o o s t - a s s i s t and for booster
application a r e feasible, and approach the simple s y s t e m s and s t r u c t u r e s of
solid rocket m o t o r s .
6. 1
PROBLEM DEFINITION
The use of liquid propellant pods for b o o s t - a s s i s t on the MLV-SAT V-23(L)
configuration provided a flexible method for vehicle uprating. However, the
pod design was b a s e d on S-IC technology and concepts which result in higher
costs than for solid m o t o r s .
I
I
The use of a p r e s s u r e fed engine(s) and monocoque propellant tank
s t r u c t u r e can m a k e the pods competitive with solid m o t o r s on a cost b a s i s .
The liquid propellants a r e cheaper than solid propellants, and transportation
and handling of the dry stage is e a s i e r . The specific impulse of the liquid
pod is better than the solid m o t o r s which provides a performance advantage.
6. 2
SOLUTION APPROACH
;
The feasibility of a simplified liquid pod design which will be c o s t competitive with solid m o t o r s should be determined. The design should be
optimized from a cost and reliability standpoint, with l e s s e r emphasis on
performance.
J
Evaluation of pod components and s y s t e m s to define performance
c h a r a c t e r i s t i c s and cost would lend not only to understanding the specific
r e a s o n s for cost differences, but also to identify m e a n s of optimizing cost
effectiveness. The potential of incorporating the following into the pod d e sign should r e c e i v e attention:
a. Simplified engine - eliminate turbopump (pressure-fed) - minimum
valves and controls.
b.
Simplified p r e s s u r i z a t i o n system - minimum complexity and components, and simple controls.
c.
Simplified propellant tankage (monocoque structure) and thrust
s t r u c t u r e , made of inexpensive m a t e r i a l s and fabrication techniques,
r e q u i r i n g minimum inspection and testing.
d.
Storable propellants and p r e s s u r i z a t i o n g a s e s , packaged, and sealed.
T h e s e a n a l y s e s of a low-cost pod should be compared in size and costeffectiveness to the cryogenic pump-fed pod and solid m o t o r s used in the
studies under NAS8-20266.
18