Saturn 1B Launch Vehicle Flight Evaluation Report-SA-207 Skylab-3

8/8/2019 Saturn 1B Launch Vehicle Flight Evaluation Report-SA-207 Skylab-3

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SATlJRhlMBW-SAT-FE-73-5 OCTOBER , 1973

0) SATRRN 18 LAUNCHEVALUATION BEPORT-SA-207:234 p HC $13.75 ESCL 22C G3/

SATURNB LAUNCHN73-33821

Unclas'30 3a44VEHICLE

FLIGHTEVALUATIONEPORT-SA-07SKYLAB-3

?RE?AREDDYEVALUAIIOR WORKIll 6KOUPAlURR fll6Hl

N.TI0N.L AERONAUTICS AND SPICE no


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6EOR6EC. WARSHALL PACEFLIGHTCENTERMPR-SAT-FE-734 OCTOBER , 1973

SATURNB LAUN@# EHICLEFLIGHTEVALUATIONREPORT-SA-207SKY AB-3

PREPARED YSATURNFLI6HT EVALUATlDllWORKlW6 ROUP


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MPR-SAT-FE-73-5SATURN IB LAUNCH VEHICLE FLIGHT EVALUATION REPORT - SA-207

SKYLAB-3BY

Saturn Flight Evaluation Working GroupGeorge C. Marshall Space Flight Center

ABSTRACT

The Saturn IB, SA-207 Launch Vehicle was launched on July 28, 1973,from Kennedy Space Center and placed the Connand Service Module con-taining three crew members into an 149.87 x 226.29 km altitude earthorbit. No anomalies cccurred that seriously affected the mission.Any questions or cotmnents pertaining to the information contained inthis report should be directed to:

Director, George C. Marshall Space Flight CenterHuntsville, Alabama 35812Attention: Chairman, Saturn Flight Evaluation WorkingGroup, SAT-E (Phone 205-453-1030)


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TABLE OF CONTENTS

TABLE OF CONTENTSLIST OF ILLUSTRATIOWSLIST OF TABLESACKNOWLEDGEMNTABBREVIATIONSHISSION PLANFLIGHT SUWARVMISSION OBJECTIVES ACCW'LISHMNTFAILURtS AND ANOMLIES

SECTIO)(1.11.2

.1.3SECTION2.12.2

SECTIDN3.13.23.33.43.4.13.4.23.4.33.: 13:5:2

SECTIOR4.1t::.l4.2.2SECT10135.15.25.3

1 - INTRODUCTWPurposescopePerfomancc PredIctIonsBaseline2 - EVENTTIMSun#ry of EventsVariablr! Tlrr and Can&dSwitch scktor events3 - LAW3 WERATIWSunwryPrelaunch WllcstawsTcmlnal Coun-PmpellantloadlngRP-1 LoadingLOX LoadingLH2 LoadingGround Suppert EqulmtGrwnd/Vehlclc InterfaceRSFC Fumlshed Gmund SupportEqulpcnt4 - TRAJECTORV-ryTrajectory EvaluatlenAscent PhrscParklng orb1t Phase

PWIIIVVII Ixix11$XVIIXIXxx111xxv

l-ll-ll-ll-l2-I2-l2-l3-l3-l3-l3-l3::j:;3:;3-7

-4-14-l::;4-10

5 - s-IvB/IU DEORBIT TwEclouv 5-l-ly 5-llMrb1tnneuvers 5-lDeorblt Trajectory Evaluation 5-l

5.4 ImpactSECTION 6 - S-IB PROPULSIo)(6.16.26.36.4

6.5

:::.16.6.26.7

6.8

SumaryS-IB Ignltlon TransientPet-fonnanceS-Z! Halnstage PcrfornunceS-IB Shutdoun TransientPerfomanceS-IB Stage PmpellantNnnamntS-IB Pressurlratlon SystemFuel Pressuriratlon SysteRlLOX Pressurlzatlon SystemS-IB Pneum atic ControlPressure systemS-M Hydraulic Sysm

SECTION 7 - S-IVB PROPULSION7.17.2

f-VS-IV6 Chilldarn and BuildupTrrnslcnt PerforvnceS-IV6 Nalnstaga PwfomrmceS-IV6 Shutdown TransientPerfonunceS-IVB Stap PmpellantManagcrrntS-IVB Pmss urlzation SystcrS-IVB Fuel PmssurlratlonSY-=S-IVB LOX Pressurizationsystems-m Pnemat1c ControlPressure sysknS-IV6 Auxlllary Propulslonsrt-s-IVWIU stage DeorMtpropellant Dup

7.37.4

7.5

::t.17.6.27.77.07.97.107.10.17.10.27.10.3.7.10.4

S-IV6 Orbital Coast and SafingFuel Tank Orbltal Coast andSaflngLOX Tank Orbltal Coast andkflngCold Hell- mSW Rwurtic Control andEqlm Contml Sphere Saflng

Paw5-66-l6-l6-l6-l6-66-66-116-116-116-136-137-l7-l7-2

7-27-s

7-6

:::7-77-107-147-147-197-197-227-227-24

iii


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TABLES OF CONTENTS (co~~TINuED)

7.11XC1 ION8.1R.28.2.18.2.28.2.3R.2.4SECTION9.19.27.39.3.19.3.29.3.39.3.49.49.4.19.4.2SECTION10.110.210.310.3.110.3.210.3.310.4

10 510.5.110.5.2

S-IVB Hydraulic SystemB- STRUCTURESSumnaryTotal Vehicle StructuresEvaluationLongitudinal LoadsBendina MomentsCombined LoadsVehicle DynamicCharacteristics9 - GUIDANCE AND NAVIGATIONSumnaryGuidance ComparisonsGuidance and NavigationScheme EvaluationFirst Stage BoostSecond Stage BoostOrbital PhaseDeorbit PhaseGuidance and NaviaationSystem Conponents-ST-124H Stabilized Platformsys tealGuidance Computer10 - CONTROL AN0 SEPARATICMsumnaryS-IB Control SystemEvaluationS-IVB Control SystemEvaluationS-IV8 Control systemFvaluation During BurnS-IV8 Control systemEvaluation During OrbitS-IV8 Control SystemEvaluation Durlng DeorbitInstrrnent Unit ControlConponents EvaluattonSeparationS-18/S-IV8 SeparatlonS-IVS/CSM Separation

Page7-248-l8-l8-18-l;I:8-89-l9-19-19-59-5;::9-99-9g-119-1210-l10-l10-l10-210-210-1010-21lo-24

lo-24lo-2410-25SECTIOIU ll- ELECTRICAL NETKW S WID 11-lEllERGENCY DETECTM SVSTEM11.1 sumary 11-l11.2 S-IB Star Elec trlcal System 11-l11.3 S-IV8 Stage Electric al System 11-211.4 Instrument Writ Electrlc al 11-7System11.5 Eewgency Detectlon System 11-11SECTION 12 - VEHICLE PRESS URE 12-lEnvinwrmt12.1 S-IB Base Pressure 12-l

SECTION 13 - VEHICLE THERMAL ENVIRONKNT13.1 S-IB Base HeatingSECTION 14 - ENVIRONlKN TAL CONTROL SYSTE MS14.1 Sunmry14.2 S-18 Envlronmental Control14.3 IU Environmental Control14.3.1 %&al Conditionin System (TCS)14.3.2 Gas Bearing Systcim 9 GBS)14.3.3 Component Teaper,!turesSECTIS:: 15 - DATA SYSTEMS15.115.215.315.3.115.3.215.415.5

15.615.7

SunanaryVehic le #asurement EvaluationAirborne Telemetry SystemS-IV8 Remote Digital Sub-Multiplexer FailureLoss of Operational Data DisplayDuring Revolution No. 3C-Band Radar System EvaluatlonSecure Range Safety CannrandSystems EvaluationDigItal Conrnand System EvaluationGround Engineering Cameras

SECTIOW 16 - MSS CHARACTERISTICS16.1 S-V16.2 Mass EvaluatlonSECTION 17 - SPACECRAFT SWRVSECTION 18 - llSFC INRIMT EXPE RIKNT18.1 wry18.2 Experiment Ananaly18.2.1 Gas Sys'a Ibescrlption18.2.2 Gas System Performance18.2.3 Gas Consunptlon

15-915-916-l16-l16-l17-l18-l18-l18-118-218-218-4

APPENDIX A - ATMISPHERE A-lAPPE NDIX 8 - SA-207 SIGNIFICARTCBNFIGURATIW CHARGES 8-1

Page13-l13-114-114-114-l14-l14-214-214-Y15-l15-l15-115-l15-h15-715-715-7

iV


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i

. -a- a w. .. ---.-.a ..1L131 UP

Fiqrrre/- I3-l3-7

4-l4-i!

4-34-4

4-55-15-25-3S-4

6-l6-26-36-4

6-56-66.-I6-66-9

Cl06-117-i7-27-37-4

1VOC Clock/Ground Time DifferenceW-207 Prelaunch VentingCenter LOX Tank - Outboard LOXTank RelationshipAscent Trajectory PositionComparisonAsce nt Trajectory Space-FixedVelocity and Flight Path AngleCunparfsonAsce nt Trajectory Acce lerationComparisonAsce nt Trajectory DynamicPressure and Mach NunberCanparisonLaunch Vehic le Ground TrackS-lVB/lU Ground Track DuringPmoellant DunpS-IvB/lU Oeorblt Velocity ChangeS-lVB/IU Deorblt Altltude ProfileS-I-I;IU Ground Track - hnp tof-18 Engine s Thrus t BuildupS-IB Stage Propulsion Performancef-IE Inboard Engines Total ThrustD-YS-III Outboard Engines Tota l ThrustDecayS-IE Stage LOX Mass Above MalnLOX ValveSIB Stage Fuel Mass Above MainFuel ValveS-18 Fuel lank Ullage PressureS-16 Fuel lank HelluPressuriratlon Sphere Pressuref-IB Center LOX Tank UllagePreSSWeS-10 aX Fla* Control ValvePosttlms-19 Pm emltic Cord.01 PressureS-NE Start Box and RunRqutrermtsS-IV6 Steady-State PerfornvnceS-IVB LH2 Ullage Piossum -Boost PhaseS-IVB Fue l Plrp InletConditions - Bum

Page2-23-43-5

Figure7-57-6

4-34-4

7-77-07-9

4-54-B

7-107-117-12

4-115-2

7-137-148-l

5-35-55-76-36-46-7

8-28-38-4

6-8 8-5

6-10 8-66-106-126-12

a-7

6-14 B-8

6-15 8-9

6-167-3

7-47-07-9

8-108-118-12

8-13

8-146-15

S-IV6 LOX Tank Ullage Presrwr -Boost PhaseS-M! LOX Pmp Inlet CondttionrBu mS-IVB Cold Helix Supply HiqtorvS-IV8 APS Propellant UsageS-IVR Deorbit Propellant Dum(land Safing SequenceS-IVB LOX OunpS-IV6 LH2 DumpS-IVB LH2 Ullage Pressure -Orbital CoastS-IVB LOX Tank Ullage Pressure -Orbit, Dmp. and SafingS-IVB Hydraulic System - BoostU-207 Longltudlnal Acce lerations;LI;a:ghCH During Thrust Buildup

SAGOfat theS-18-7StrainSA-207butionnDRnt

longitudina l Acce leration R-2IU and CM During S-16 CutoffLongltu diilal Load fron 8-3Data at Station g42Longltudlnal load Distri- A-4:LT;;ZO0f Maxlm~~ Bendlng

P*or7-11

7-127-137-157-177-ill7-207-717-73

7-25R-2

SA-207 Resultant Bending Moment 8-5Distribution at Tie of lfaxlnrnResultant CkentSA-207 Pitch Bending lbnuent and 8-6Normal load Factor Dlstrlbutionsat Tlm a of Maxim ResultantNmentVau Bending Manent Distributions 0-7at T!le of Haxlnn ResultantllDnentCodned loads Producing Nlnluwn B-9Safety M argins During SA-207 FllghtMinium Factor of Safety During 8-10S&207 S-IB FlightVeh icle Bending Frequencies 8-11Veh icle Bending Ilrglitudes 8-12Vibration Maasured Owing First 8-13Stage BumLaw Frequency Vlkation aI.2 8-14Pressure tkclllation s #asuredDurlng S-IVB Stage Bumtow Frequency Spectral Analys is B-15of Vlbratlon and Englnc P ressuresS-MI Cutoff Transien ts on J-2 8-16Engine Slnbal Block. SA-207 andSA-206


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LIST OF ILLUSTRATIONS (CONTINUED)Fiaure

9-1

9-29-39-49-5

10-l10-210-310-410-510-610-710-810-910-10

W-1110-1210-13

11-l11-Z11-311-411-511-611-7

PageSA-207 Trajectory and ST-12 4!iPlatform Veloc it Comparisons(OMPT Rinus LVOC TRoll Comand During B oostPitch Command During BoostYaw Command During BoostInertial Velocity Componentlncremnts During S-IVBTh-ust DecayPitch P lane Dynamics DuringS-18 BurnYaw Plane Dynamics DurfngS-IE BumRoll Plane Dynamfcs DuringSIB BurnPitch and Yaw Plane Free StreamAngle of Attack During S-IB BumPitch Plane Dynamics - S-IVB PumYaw Plane Dynamics - S-IVB BumPitch Plane Dynamics DurtngOrbit (Sheet 1 of 4)APS Activity During LHRelief V enting (Sheet ?

NPVof 2)

S-IVB Pitch Disturbance DuringcoastConparlson of Measured S-IVBPitch Actuator Hotion withSimlatfon Incorporating Effectsof XfctlonVehicle Dynamics During Deorbit(Sheet 1 of 2)S-IB/S-IVB Longitudinal Accelera-tion During SeparationAngular Veloc ities During S-IB/S-IVB SeparationS-IVB Stage Forward No. 1 BetteryVolta ge, Current, and TergcratureS-IVB Stage Forward No. 2 RatteryVolta ge, Current, and TaperatureS-IVB Stage Aft No. 1 BatteryVoltrge. Curmnt. and Tclpcrati.~S-IVR Strge Aft No. 7 BatteryVoltage. Current, l td TcrgcratumIU 6010 Battery ParrotersIU 6D3D Battery Param etersIU 6Mn Battery Paraeters

9-2

9-69-79-89-10

10-310-410-510-610-B10-910-1210-1710-1910-20

10-22lo-26lo-27

11-311-411-j11-611-811-911-10

Ffgure12-112-212-312-413-I13-213-313-413-513-613-713-813-9

13-10

13-1114-114-214-314-414-514-614-714-815-l75-218-l

PageS-18 Stage Heat Shield Pressure 12-2S-19 Stage Flame Shleld Pressure 12-3S-IB Stage Heat Shield Loadfig 12-4S-IB Stage B ase Drag Coefficient 12-5S-IB Stage Heat Shield Inner 13-2Regicn Total Heatlng RateS-IB Stage Heat Shield Inner 13-3Region Radiation Heating RateS-IB Stage Heat Shleld Inner 13-4Region Gas TemperatureS-IB Stage Heat Shield Outer 13-5Region Gas TemperatureSIB Stage Flame Shield Total 13-6Heating RateS-IB Stage Flame Shield GasTemperature

13-7S-IB Stage Flame Shield Rsdfatlon 13-BHeatfng RateWX,Stage Flame Shield Conflgura- 13-10

Caprrlson of S-19 Stage Flaa 13-11Shleld Radiant Heating Data wlthDesign levelCmrlson of S-IB Stage Flak 13-12Shteld Total He ating Data withDeslgn levelCoRlrioon of S-18 Stage Flak 13-13Shield Gas Tmratum DataIU Subliwtor Start Up Parameters 14-3for Inftial CycleIU TCS Coolant Control Par-tern 14-4IU TCS Hydraulic Performance 14-5IU TCS TiN2 Sphere Pressure(025-601) 14-6IU Platform Internal Gas Bearing 14-7812Pressurestd GBS GN2 phem Pressure 14-8(DlO-6D3)Selected III Corpomnt Terperatcres 14-9Selected IU Corponcnt Tcrperatures 14-9U-M7 Telerrty Ground Statio n 15-5CoverageSA-207 C-Rand Acqu lsltlon andLoss TiRs 15-BP-10 Gas Supply system Schem atic 18-3

Vi


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Figure18-2A-l

A-2

A-3A-bA-S

A-6

A-?

A-8

A-9

LIST OF ILLUSTRATIONS (CONTINUED)

S-150 Env4ronmental ParalneterHistorySurface Weather Map Approximately49 Minutes After launch ofSA-207/X-3500 Millibar Hap Approximately 49Minutes After Launch of SA-207/SL-3Scalar Wind Speed at Launch Timeof SA-207/SL-3Wind Direction at Launch Timeof SA-207/SL-3Pitch Wind Velocity Component(Wx) at Launch :ime of SA-207/X-3Yaw Wind Velocity Component (U,)at Launch Til ls of SA-207/SL-3Pitch (Sx) and Yaw (Sz) CaqmentWind Shears at Launch Time ofSA-207/SL-3Relative Deviation of Tcnperatureand Pressure frm the PRA-63Reference Atmsphere. SA-207/SL-3Relative Deviation of Densityand Abso lute Rwlatlon of theIndex of Refraction fma thePRA-63 Reference Atmsphere,SA-207/SL-3

Pape18-5A-2

A-3

A-6

A-7A-8

A-10

A-11

A-lb

A-15

V ii


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. e m a -.a. C

Table1

22-l2-22-3

3-l

4-l4-24-34-44-5

4-64-75-15-2s-35-46-l6-2

6-36-47-l

7-27-39-19-29-3

Mlrsion ObjectivesAcconpllshnmt

2-22-32-103-2

b-24-64-64-7b-94-94-105-4

Sunnary of Failures and Anom aliesTime Base SunsnarySignifica nt Event Time s SmryVarlable 11~ and ConnrndedSwitch Selector EventsSA-207/Stylab-3 PrelaunchMllesto~esSunnary of Available TracklngDataConparisom of Cutoff EventsComparison of Significa ntTrajectory EventsCaaparison of Separation EventsConprrlson of S-IB Spent StageInprct PointS-18 Spent Stage Imct EnvelopCaparlson of Orbit Insertloncondit1alsS-IVWIU Propellant ollnpVelocity ChangesS-IVWIU Orbit TrajectoryCopments at TMs-IvWIu Ueorblt Posltlon atBreakupSA-207 S-IV6 Inpact D lspcrsionLlnltsS-III Engine Start CharacterlstlcsS-M Individual EnginePropulsion PerfomanceS-16 Propellant UsageS-IB Propellant Mass HistoryS-IV9 Steady State Perfomance(SW Open +69 Second TlrSlic e at Standard AltitudeConditions)S-WE Stage Propellant MatsHlStOrJrS-Ml ARS Propellant Coeswtlon~;,~;:tlal Plrtfom Velocity

5-45-65-66-26-5

6-96-117-5

7-67-169-3

SA-207 Ravlgatlon PosItIon endVelocity Colglrlsons (PACSS-13)SA-207 Boostlem tnal Conditions

LISI

PW

9-49-S

Table9-410-l10-210-310-411-l

11-211-315-l15-215-3IS-4

15-515-616-l16-2

16-316-416-516-6

A-lA-2A-3

A-4

SA-297 Orbltal Phase FlightProgram Attltude &wandsMlsalignrrnt SumwyRaxlnun Control ParametersDuring S-19 Burn#xi- Control Paraerste rsOurlng S -IVB BumAttitu de kneuvers .-ring OrbitS-III Stage Battery PawConsumptionS-IVE Stage Battery PowerConsuaption111 Battery Parer Consu xptinnSA-207 Measurement SunsnarjSA-207 Flight Heasurexentssalved Prlor to FllghtSA-207 *asuremmt ItalfunctlonsSA-207 Launch Vehic le TelemetryLinks Perforunce trySA-207 S-150 Exprirrnt ASARData bmpsSA-207 IUr:n&SR-207 Total Ve hicle Masses(Kl1ag-s)$$;,otal Vehic le MassesU-207 Upper Stages and PayroadVehicle ksses (Kllograns)SA-207 Upper Stages and PayloadVehicle #sses (Pounds)SA-207 Flight Sequence MarsSmryU-207 #s s CharacteristicsmrisonSurface Observations at SA-207Launch TileSystems Used to Neasure UpperAlr Hind Uata for SA-207Maximm Yind Speed In HighUynrlc Pressure Region forSaturn launch Vehicles 201Through 207Extnwe Ylnd Shear Values inthe High &n& c Pressum Reglonfor Saturn Launch Vehic les 201Through 207

Page9-11

10-l10-710-1010-1111-Z11-7

11-1115-215-315-315-415-615-1016-316-4

16-516-616-716-S,

A-4A-5

A-12

A-13

Vi i i


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LIST 0~ TABLES (CONTINE~)Table Paae

A-5 Selected Atmosp heric Observa- A-16tlons for Saturn Launch Vehicles201 Thro ugh 207 at Kennedy SpaceCenter, Florida

B-l S-! B Sfgnlficant Configurat!on B-lChanges

8-2 S-IVB Significant Configuration B-lChanges

B-3 IU Significant Configuratlon B-2Changes

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ACKNOWLEDGEMENT

This report is published by the Saturn Flight Evaluation Working Group,composed of representatives of Marshall Space Flight Center (MSFC), KennedySpace Center; and MSFC's prime contractors, and in cooperation withtne Johnso? Space Center. Significant contributions to the evaluationh-,ie been flade by:

George C. Marshall Space Flight CenterScience and Engineering

Aero-Astrodynami cs LaboratoryAstrionics LaboratoryComputation LaboratoryAstronautics LaboratorySaturn Program Office

John F. Kennedy Space CenterLyndon B. Johnson Space CenterChrysler CorporationMcDonnell Douglas Astronautics ConpaayInternationai Bus ;XSS Machlnc?s CorporationRockwell International CorporationGeneral Electric CompanyThe Boeing C-any

xi;xii


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AEBi?EVIATiONS

ACNAOSAPSARIA

ASAP

AUXBDACDDTCGCIF

CMCSMCYIDCSEBWEC0

ECSEDSEDTEMREMRCEPO

Ascension IsiandAcquisition of SignalAuxiiiary Propulsion SystemApollo Range InstrumentedAircraftAuxiliary Storage andPlaybackAuxiliaryBermudaCountdown Demonstration TestCenter of GravityCentral InstrumentationFacilityCommandModuleCommand and Service ModuleCanar!, IslandDigital Comnand SystemExplosive Bridge WireEngine CutoffEnvironmental ControlSystemE:mzrrgency Detection SystemEastern Daylight TimeEngine Mi.!ture RatioEngine Mixture Ratio ChangeEarth Parking Orbit

ESCFCCFMGBSGCSGDSGFCVGN2GRRHAWHEHSKHZIBM

ICDIECOIGMIUJSCKSCKWJLH2iOS

Engine Start CommandFlight Controi ComputerFrequency ModulationGas Bearins SystemGuidance Cutoff SignalGoldstoneGOX Flow Control ValveGaseous NitrogenGuidance Reference ReleaseHawaiiHeliumHoneysuckleHertzInternational BusinessMachinesInterface Control DocumentInboard Engine CutoffIterative Guidance ModeInstrument UnitJohnson Space CenterKennedy Space CenterKwajaleinLiquid HydrogenLoss of Signal

xiii


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I~REVIATIONS (CONTINUED)LOXLUTLVLVDALVDC

MADMAX QMCC. !-i

MILAMLMRMSFC4, NO.NASA

NPSPNPVOATDECOOMPTOTows

PGCSS

Liquid OxygenLaunch Umbilical TowerLaunch 'ichicleLaunch Vehicle Data AdapterLaunch 'ierlic:e Zgitalf-r\l?b-,a+L"lll~'dcc:-Mad:-i dMa>,~:u~: Dynamic FressureMission Control Center -houstonMerritt Island Launch AreaMobile LauncherMixture PatioMarshall Space Flight CenterNu&erNati onal Aeronautics andSpace Administration

PCMPEAPWAPSDPTCS

PU9RDSMRFRF1RLHS/ASACSSCSCFM

Net Positive Suction Pressure SCMSNon-Propulsive VentOverall TestOutboard Engine CutoffObserved Mass Point TrajectoryOperational TrajectoryOrbital Workshop (ModifiedS-IVB Stage)Project Apollo CoordcnateJpstem Standard

SLSLA

SMSTDVsvsws

Pulse Code ModulationPlatform ElectrDnirs AssemblyPrinted Wiring AssemblyPower Spectral DensityPropellant Tanking ComputerSystemPropellant Uti;izationDynamic PressureRemote Digital Sub-MultiplexerRadio FrequencyRadio Frequency InterferenceRetrograde Local HorizontalService ArmService Arm Control SwitchesSpacecraftStandard Cubic Feet perMinuteStandard Cubic Meters perSecondSkylabSpacecraft Luriar ModuleAdapterService ModuleStart Tank Discnarge ValveSpace VehicleSaturn Workshop

xiv


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TANTBTCS

TEXTVCUCRUSUTVAB

ABBREVIATIONS (COY'TINUED)TananariveTime BaseTerminal Counrdown Sequenceror Thermal Conditioning SystemCorpus Christi, TexasThrust Vector ControlUnsatisfactory Condition ReportUnited StatesUniversal TimeVertical Assembly Build ing

xv/xvi


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SA-207 MISSION PLAN

The Saturn IB SA-207, designated SL-3, is to boost a manned CommandService Module (CSii) to an 81 x 121 n mi orbit coplanar with the SaturnWork Shop (SWS) orbiting at approximately 234 n mi. The SL-3 space vehicleconsists of the Saturn 16-207 launch vehicle and the GM-117 payload.The launch vehicle is comprised of the S-IB-7 first stage, the S-IVB-207second stage, and the-S-IU-208. SL-3 is the second manned flight in theSkylab Program.Launch is scheduled to occur on the 28th of July 1973, from Launch Complex39, Pad B of the Kennedy Space Center (KSC) at 7:10:50 a.m., EasternCaylight Time. The vehicle is aligned along a 90' azimuth at liftoff.Following liftoff the vehicle rolls to a flight azimuth of approxi-mately 45.0 degrees measured east of north. Vehicle weight atignition is nominally 1,308,579 lbm.The S-IB stage powered flight lasts approximately 140 seconds. The S-IVBstage provides powered flight for approximately 453 seconds inserting theCSN into a low earth orbit at the proper altitude and inclination toallow the CSM to enter a phasing orbit for rendezvous.Following CSM separation the S-IVB/IU/SLA will remain in orbit up to 6hours, during which tiw data will be gathered by the Galactic X-RayMapping Experiment, S-150. The auxiliary propulsion system will pro-vide attitude control for the experiment to whatever extent that is com-patible with deorbit requirements.During the fourth revolution a controlled deorbit of the spent S-IVB/IU/SLAwill be accomplished. The spent vehicle wil l be oriented to a retrogradeattitude and residual propellants in the S-IVB stage tanks will be dumpedthrough the J-2 engine to produce the impulse necessary to deorbit thevehicle. By controlling the vehicle attitude and the time and durationof propellant dump the spent vehicle will be impacted into the uninhabitedPacific Ocean area at a nominal impact point of 23.75 degrees Northlatitude and 184.50 degrees East longitude.The CSM Service Propulsion System and Reaction Control System will beused to complete the CSM rendezvous maneuvers and dock axially with theorbiting SWS. The crew will transfer from the CSM and activate the SWS,inhabiting it for a period of up to 59 days. After completion of thescheduled mission activities, the SUS will be prepared for orbital storage,the crew will transfer to the CSM and the SWS will be left in a solarinertial attitude. The CM will undock from the SWS and deorbit for earthr-e-entry.

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FLIGHT SUMMARY

The Saturn IB, SA-207 Launch Vehicle was launched at 7:10:50 EasternDaylight Time on July 28, 1973 from Pad 398 of Kennedy Space Center andplaced the Command Service Module containing three crew members intoearth orbit for rendezvous with the orbiting Saturn Work Shop. Theperformance of ground systems supporting the countdown and launch wassatisfactory although some concern was expressed during prelaunch count-down about S-I6 LOX venting.The reconstructed flight trajectory (actual) was very close to the PostLaunch Operational Trajectory (nominal). The S-IB stage powered thevehicle until Outboard Engine Cutoff (OECO) at 140.73 seconds which was1.13 seconds later than nominal. The total space-fixed velocity at thistime was 0.19 m/s less than nominal. After separation, the S-15 stagecontinued on a ballistic trajectory until earth impact. The S-IVB burnterminated with guidance cutoff signal and was followed by parking orbitinsertion, both 3.14 seconds earlier than nominal. An excess velocityof 0.75 m/s at insertion resulted in an apogee 2.16 km higher thannominal. The parking orbit portion of the trajectory from insertionto CSM/S-IV6 separation was close to nominal. The astronaut initiatedseparation of the CSM rom the S-IVB stage occurred at 1380.4 seconds,124.2 seconds later than nominal.All aspects of the S-IVB/IU deorbit were accomplished successfully. Thepropellant dump was modified during real time to establish a reentry tra-jectory that would enable observation by Kwajalein. This modified planwas accomplished. The veiocity change obtained for deorbit was veryclose to the real-time predicted value. The breakup altitude was 81.7 km,and impact in the primary disposal area.The S-15 stage propulsion system performed satisfactorily throughoutflight. The one propulsion anomaly (possible LOX emanation from theLOX tank vents) occurred during countdawn and had no effect on thecountdown operations or flight performance. Stage longitudinal sitethrust and mixture ratio averaged 0.68 percent and 0.27 percent lowerthan predicted, rerpectively. Stage LOX, fuel and total flowrateaveraged 0.75 percent, 0.49 percent and 0.68 percent lower than pre-dicted, respectively. Stage specific impulse was within 0.1 percentof predicted. Inboard Engine Cutoff (IECC!) occurred at 137.36 seconds(0.76 seconds later than predicted). Outboard Engine Cutoff (OECO)was initiated 3.37 seconds after IECO by thrust OK pressure switchdeactuation as planned at 140.73 seconds. At OECO, the LOX residualwas 2960 lbm canpared to the predicted 3311 lbm and the fuel residualwas 6145 lbm compared to the predicted 5988 lbm. The stage hydraulicsystem performed satisfactorily.

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The S-IVB propulsion system performed satisfactorily throughout theoperational phase af burn and had normal start and cutoff transients.S-IVB burn time was 448.53 seconds, 4.24 seconds shorter than predictedfor the actual flight azimuth of 45.0 degrees. This difference is com-posed of -0.13 second due to S-IB/S-IVB separation velocity, radius, andweight and -3.90 seconds due to higher than predicted S-IVB performanceleaving -0.21 second unexplained. The engine perfomance during burn,as deteMned from standard altitude reconstruction analysis, deviatedfrom the predicted Start Tank Discharge Valve (STW) open +60 secondtime slice by +0.89 percent for thrust and -0.05 percent for specificimpulse. The S-IV6 stage engine cutof f (ECO) wa s initiateJ by the LaunchVehicle Digital Computer (LVDC) at 592.93 seconds. The S-IVB residualsat engine cutoff were near nominal. The best estimate of the residualsat engine cutof f is 2551 lbm for LOX and 2326 lbm for LH2 as comparedto the predicted values of 2843 lbm for LOX and 1957 lbm for LH2. Duringorbital coast the Auxiliary Propulsion System (APS) demonstrated nominalperformance and responded to a disturbing force on the S-IVB/IlJ stage.LH- NPV and Instrument Unit (IU) sublimator operation contributed to thedigturbing forces. The level of disturbance attributed to the LH2 NPVsy;tern is within the specified tolerances on nozzle misalignment andarea unbalance even if the disturbance were attributed entirely to mis-alignbrrnt or entirely to area unbalance. The disturbance had no effecton mission accomplishment. An engine pitch actuator oscillation of lowamplitude and frequency was noted during prelaunch, S-IB boost, andorbital coast thermal cycles while no c-n& were input to the servo-valve. These oscillations were caused by accunulation of micron sizedparticles in the clearance between the servovalve spool and bushing.Operation wa s normal during powered flight and deorbit dunps. Theimpulse derived from the LOX and fuel dunps was sufficient to satis-factorily deorbit the S-IVB/IU. The totai impulse provided 104,000lbf-sec. wa s in close agreement with the tzeal time nominal predictedvalue of 103,500 lbf-sec. As expected after the extended LH2 dunp thepnellmatic pressure was not sufficient to cause ,the NPV valves to latchopen; however all deorbit safing criteria were met. The APS satisfiedcontrol system demands throughout the deorbit sequence.The structural loads experienced during the flight were well belowdesign values. The maximun bending manent was 10.6 x 106 in-lbf (approxi-mately 19 percent of design) at vehicle station 942. The S-IB thrustcutoff transients experienced by SA-207 were smaller than those of SA-206.The S-IVB engine cutoff transient produced oscillations on the gimbalblock of 4.25 g peak amplitude with a predominant frequency of 55 Hz.Although this transient exceeded that of SA-206 it was well within theenvelope experienced on Saturn V flights. The maximun ground wind ex-perienced by the Saturn IB SA-207 during the prelaunch period wa s 14knots (allmable with damper, 55 knots). The ground winds at launch were13.5 knots frm the west (allowable at launch 38 knots).The stabiiizod platform and the guidance computer successfully supportedthe accomplishment of the Launch Vehicle mission objectives. Targetedconditions at orbit insertion were attained with insignificant error.No anomalies nor deviations from nominal performance were noted.

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The stabilized platform accelerometers properly reacted to thrust decayvibrations following S-IVB stage guidance cutoff.The control and separation systems functioned correctly throughout thepowered and coast flight. Auxiliary Propulsion System (APS) propellantusage was greater than expected during coast but the quantity availablewas adequate to fulfill all mission requirements. Engine gimbal de-flections were nominal. 6ending and slosh dynamics were adequateiystabilized. No unusual dynamics accompanied any separation.The electrical systems and Emergency Detection System (EDS) performedsatisfactorily during the flight. Battery performance (including voltages,currents, and temperatures) was satisfactory and remained within accept-able limits. Operation of all power supplies, inverters, Exploding BridgeWire (CBW) firing units, and switch selectors was nominal.Environmental pressure dat? in the S-IB base region compared with pre-flight predictions and/or previous flight data show good agreement.The thermal environment measured in the SA-207 S-IB base region has beencompared with corresponding data from flights SA-203 through SA-206.With the exception of the flame shield radiation heating data (measure-ment CO603-OG6), these comparisons show excellent agreement. Twopossible causes which would allow more radiation from the engine exhaustplune to reach the flame shield radiometer are, reduction in opaque-ness of the turbine exhaust gas or sustained local burning of the turbineexhaust gases. Neither of these provide a complc*ely satisfactory ex-planation, but reduced local opaqueness is the most p&able. In allareas the measured thermal environments in the base region of SA-207were well below the S-IB stage design level.The S-IB stage engine compartment and instrument compartment requireenvironmental control during prelaun,] operations, but are not activelycontrolled during S-IB boost. The desired temperatures were maintainedin both compartments during the prelaunch operation. The Instrument Unit(IU) stage Environmental Control System (ECS) exhibited satisfactory per-formance for the duration of the IU mission. Coolant temperatures,pressures, and flowrates were continuously maintained within the requiredranges and design limits.The SA-207 vehicle data systems performed satisfactorily except for afailure in the S-IVB telemetry system. This failure resulted in theloss of three S-IVB measuremelts, but had no impact on vehicle perfor-mance or postflight analysis. The overall measurement system reliabilitywas 99.6 percent. The usual telemetry interference due to flame effectsand staging were experienced. Usable telemetry data were received until20,500 seconds (5:41:40' Good tracking data were received from theC-Band radar, with Kwajalein (KM) indicating final Los: of Signal (LOS)at 21,175 seconds (5:52:55). The Secure Range Safety Coasnand Systemson the S-IB and S-IVB stages were ready ":G perform their functions

xxi


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properly, on command, if flight conditions during launch phase had re-qui red destruct. The Digital Command System (DCS) performed satisfac-torily from liftoff through deorbit. Instrument Unit (IU) telemetrydata needed for real time support of deorbit operations were not avail-able at Mission Control Center-Houston (KC-H) during the third orbitalrevolution pass over the Hawaii (H/U) ground station because of improperImplementation Of CJmJnd proCedUreS dt h% Gid ?chs$?(JSC) . Space CenterIn general, ground engineering camera coverage was fair beingsomewhat below the standard set by previous launches. Three S-150experilment data dumps were satisfactorily accomplished.Total vehicle mass, determined from postflight analysis, was within0.21 percent of predicted from ground ignit ion through S-IVB/spacecraftseparation. Hardware weights, propellant loads and propellant util iza-tion were close to predicted values during flight.Skylab Experiment S-150, Galactic X-Ray Mapping Etperiment, was performedduring the flight of SA-207. The object of the experiment was to map theX-Ray flux intensity of galactic space. The experiment, which had aplanned operating time of 265 minutes, collected X-Ray data for only 110minutes before the experiment high voltage switched off because of lowgas pressure in the X-Ray sensor. Even though the operating time of theX-Ray experiment was less than planned, it was greater than the accunu-lative time of til l preceeding similar experiments. The associated spectraldata continued to be collected by the experiment star sensors, however,these data are of use principally in determining experiment pointingdirection. The lack of one Auxiliary Storage and Playback (ASAP) cycleresulted in loss of this spectral data for the third revolution.

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MISSION OBJECTIVES ACCOWLISHMENT

Table 1 presents the MSFC Launch Vehicle objective for Skylab-3 asdefined in the "Saturn Mission Implementation Plan SL-3/SA-207," MSFCDocument PM-SAT-8010.23, Revision A, dated June 8, 1973. An assessmentof the decjree of accomplishment can be found in other sections r?f thisreport as shown in Table 1.Table 1. Mission Objective Accomplishment

DEGREENO. LAUNCH VEHICLE OBJECTIVE AC!;M- DISCRE-, PLISHMENT PANlXES1 Launch and insert a manned CSM Complete Noneinto the earth orbit targetedfor during the final launchcountdown. [SL-3 was targetedfor an 81 x 121 n mi (150 x

224 kmj orbit].

SECTIONiIN WHICH1ISCUSSED4.2i

XXifl/xxlv


22/246

FAILURES AND ANOMALIES

Evaluation of the launch vehicle and launch vehicle ground support equip-ment data revealed the following six anomalies and me failure, none ofwhich are considered significant.

Table 2. Sunmary of Failures and Anomalies

1 s-10 PlssunlzAllOn POSS IME LOI Ew nAT Im6 OCcAxullll moK T O LAUICI ViWICLI aosm. fsc MILL Ilo~El0n CQn T- 3.4.2.1m m M L ax TU I m s far a GKlwo MARWPE. owl mal1luncv Pm cEw m If TnlSAPPIOxIM7tLI T-5.5 mOlRS TO Rm T mm c TO Gpoulo OPiillTlo*S ~mmua IS mswm p110n maosa a l-2 q nmcs 43 srcmus. LICIPT fG5SIBLT Otnlmc A5vnul1011011(6.Cm-) AsTwau1BMn01lb. IAPD1x -11-2 S-1) ftM SmiELO Tlc.IM WIATIR Eav1mlMnl III(L mo m. tmvIl Wm T YLS @LL fwx . aosfo. 13.1wr~~~l lc~~c~com~~mrs YITH ll DrsIa LIMITS . (APOSLcoms. wuml. mssm tr 19cAJKwlr)LaAtlZED ncDuQ0 OK IT T 01LOCUIZ~D AflEmm IRI ff l lmMEW67 0scs.j1 I-IV'l TEL MTI I SIX fL lYn~Srn TnMS . LOSS of Tm ncf mm- CRIT IUI mM . ctosto. 15.3.1IUTIEO a PI L I I I . AfT m w411- fLIwl lcASLe3EITTs. 1Mml111 142 YcaDs. mf OF IIT . FAILUIC. APO u u-

MP YIL cm%-STRWPEU mu cafamKE uTccoR1 A.)KmmKD ~luc9lL1~.(UnDoI tOlQEH T fAILIRE IImar r 0151111 su-nL11mtP n.l4 I-IW tlvmNt1c PIT~ ~YT WT ~~S ~~A TPI nun Km. wu I9C -7 .1 mm . CLOXD. : ,IATL (Y wI . ITUE YD n t9IEKI IS 3 2 . /OllIrnG CICLYIQI. S-II UOO ST m nomw7u coast ntkau oats.lKnA4mascllm vma lMTl15MTO STlCTla CAUSED BY Naolsum craw~Wn mniacs.1S IO/S- IM ASSEmLT tuim cTm I HIe!s-Ines~ m. suffICIC*T CIO- maw owf roru mw Am0 SUB- ? I2PwrtlMTODlSUlTlQm Ic:WUS AVAILABLE R)R ML timron tfff cTs lm funnf Ls5 io 3 2Wm TAlm Al-f lTyot DDnU MI6 mlssla mEw1nE'rcmTs. Pw*cLLAm USAGE cIIcDIcTlom5.1 m11LL mA ST . (M01cTm AT TI . crpo lot WomlV.) aosmM DI- Fan YnllIR WECI-flcma Ipv nusl lnm.m a mmza.ERI~lQCtnMI1SlELIEfp&rly lDly IU sm rm lm6 :u TELM TRT WfMTIW WTA m AVaILMLf I. DCLAVCO EIIf iU- )101101 lm yu IEnTIfIE O 15 3 2fa KU TII C OIWLAV Ml15TnIno non of 5-:y6/1u T O JX FO I APPR Of'PIA TCom m mam a NSI um w XrnBIl COIIIPIID. AcTlrn. CLOSED.WI1 6mwD STA TIa. (InonIPL~T ATIC# Q QRlD -S '. LMs " ft1Gh7AT Wull M JSC.1 ElUJlilOR DLTAr U T m T O A PSUlllllr.

3. Lass Of s-150CntlIrtNT D1TA

xxv/xxvi


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SECTION 1INTRODUCTION

1.1 PURPOSEThis report provides the National Aeronautics and Space Administration(NASA) Headquarters, and other interested agencies, with the results ofthe Sk-207 launch vehicle flight evaluation (Skylab-3 launch). Thebasic objective of flight evaluation is to acquire, reduce, analyze,evaluate and report on flight data to the extent required to assurefuture mission success and vehic le reliab ili ty. To accomplish thisobjective, actual flight problems are identif ied, their causes deter-mined, and recommendations made for appropriate corrective action.1.2 SCOPEThis report contains the performance evaluation of the launch vehiclesystems with special emphasis on problems. Surmnaries of launchoperations and spacecraft performance are included.The official George C. Marshall Space Flight Center (MSFC) position atthis time is represented by this report. It will not be followed by asimilar report unless continued analysis or new information shouldprove the conclusions presented herein to be significantly incorrect.1.3 PERFORMANCE PREDICTIONS BASELINEUnless otherwise noted, all performance predictions quoted herein forcomparison purposes are those used in or generated by the Skylab-3(SA-207) Post Launch Predicted Operational Trajectory (OT) S&E-AERO-MFP-114-73, dated July 28, 1973.

l-1/1-2


24/246

SECTION 2EVENT TIMES

Range zero occurred at 07:10:50 Eastern Daylight Time (EDT) (11:10:50Universal Time [UT]) July 28, 1973. Range time is the elapsed time fromrange zero, which, by def inition, is the nearest whole second prior tolif toff signal, and is the time used throughout this report unlessotherwise noted. Time frorr ba;e time is the elapsed time from thestart of tne indicated time base. Tab le 2-l presents the time basesused in the flight sequence program.The start of Tim e Bases TD and Tl were nominal. T2 and T3 were ini tiatedapproximately 0.8 second and 1.1 seconds late , respectively. These varia-tions are discussed in Section 6 of this document. T4 was ini tiated 3.2seconds early, consistent with the early S-IVB engine cutoff discussed inSection 7. Start of T5 was initia ted by the receipt of a ground command,0.6 seconds later than scheduled in real time as discussed in Section 5.2.Figure 2-l shows the difference between telemetry signal receipt at aground station and vehicle (Launch Vehicle Digital Computer [LVDC] clock)time. This difference between grouEd and vehicle time is a function ofLVDC clock speed.A summary of significant event times for SA-207 is given in Table 2-2.The prefl ight predicted times were adjusted to match the actual firstmotion time. The predicted times for establishing actual minus pre-dicted times in Table 2-2 were taken i'rom 68MOOOOlC, "Interface ControlDocument Definition of Saturn SA-207 and Subs Flight Sequence Program"and from the Skylab-3 (SA-207) Post-Launch Predicted Operational Tra-jectory (OT) S&E-AERO-MFP-114-73, dated July 28, 1973, unless otherwisenoted.2.2 VARIABLE TIME AND COMMANDED SWITCH SELECTOR EVENTSTable 2-3 lists the switch selector events which were issued during theflight, but were not programmed for specific times.

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25/246

Table 2-lTIME BASE I RANGE TIMESECONDS

TOTlT2T3T4T5

-16.950.48

134.38140.72593.14

19,193.27

Time Base SumarySIGNAL START

Guidance Reference ReleaseIU Umbilical Disconnect Sensed by LVDCS-18 Low Level Sensors Dry Sensed by LVDCS-IB 3EC0 Sensed by LVDCS-IVB EC0 (Velocity) Sensed by LVDCInitiated by Receipt of Ground Command

500400300200100

0 0 5,000,000 10,0000,000 15,0005,000 20,0000,000 25,0005,000RANGE TIME, SECONDSANGE TIME, SECONDSb 1 . . ..0 1:00:00 2:00:00:00:00 2:00:00 3:00:00:00:00 4:00:00:00:00 5:00:00 6:00:00:00:00 6:00:00

RANGE TIME, HOURS:MINUTES:SECONDSANGE TIME, HOURS:MINUTES:SECONDSl RANGE TIME CF GROUND RECEIPT OF TELEMETERED SIGNAL FROM VEHICLE

l * RANGE TIME OF OCCURENCE AS INDICATED BY UNCORRECTED LVDC CLOCK

Figure 2-l. I.VDC Clock/Ground Time Difference2-2


26/246

Table 2-2. Significant Event Times Summary

I IEN EVENT OESCRIPTION

1 GUICANCE REFERENCE RELEASE!CPP!

PANCE 71ME TIM E FRC) BASEbCTlJA1 ACT-PREO ACTUAL ACT-PREI

SEC SEC SEC SEC

-1I.C -0.1 -17.4 0.6

2 S-18 ENGlhE ST AR T CWPAlsO -3.1 -0.1 -3.5 0.03 S-18 SIA PT SIGNAL ENClNE IrO . 5 -3.0 -0.1 -3.4

I0.0

4 S-10 S IRT SICKAL ENGINE NO. ? -3.c -0.1 -3.4 0 :o5 S-18 SlART SIC&AL ENtIrE LC. 6 -2.9 -0.1 -3.3 0.06 S-18 SIARI 5 ICNAL ENGINE NO. 0 -2.5 -6.1 -3.3 j 0.07 S-18 STA RT SIGNAL ENGINE k0. 2 -2.6 -0.1 -3.2 0.06 S-18 SlAPI SIGhAl ENCIkE IC. 4 -2.0 -0.1 - 3.2 0.09 S-18 STA RT SIGNAL ENGINE NO. 3 -2.7 I -0.1 -3.1 0.0

10 S-19 SIAR1 SIGN41 ENCIhE CC. 1 -2.1 1 -0.1 -3.1 0.011 RA16E 2ERO 0.c -0.5I2 FfRSf NOIION 0.3 0.0 -0.2 0.013 IU uCOILICAC OISCONNEC I. ST ALT 0.5 0.0 0.0 O-0

OF IIME BASE 1 tfll1IFlCfF I

*4 SINGLE ErGIkE CUIOFF ENABLE 3.4 -0.1 3.0 0.0.15 OL TAL a PLE SSURlZAllON

I ECIN Pl7CM. YAW AN0 P

6.4 -0.1 6-b 0.0SWIOFF VALVES CLOSE

16 10.2 -0.6 9.7 -0.6MANEUVER

I7 ULT IPLE ENGINE CUTO FF ENABLF 10.4 -0-l 10.0 060r1

16 LllPLE ENGINE CUTO FF ENABLE 1o.t a.0 . 10.1 . 0.0a2

19 ELEEIER CALIBRATE ON 20.5 0.0 20.0 . 0.0-0 7ELEMElER CALIORAT E CFF . 25.4 -0.1 25.0 0.0

.1 lEtE*ElRV CAL I FRAT OP IN-FL IGb T 27.4 -0.1 27.0 0.0C4lIBRAlE Ch

22 TELFME IRV CAlIliR4fOR IN-FL ICk7 32.4 -0.1 32.0 0.0 .CAl.I@RAlE CCC

23 S-150 VENT VALVE I)pErr Oh 15.4 -0. I 35.0 0.0.

2-3


27/246

Table 2-2. Significant Event Times Sumary (Continued)

25 14NC vEFICLE FNClhES EDSCUTUFF tNn8lE

27 FACh 1

2% ltlEP4ilRY CPllf!nA7Ck LN-f LIGkCALllMtATL Ch

30 TtlkMtIR? CPlIl2~4?@R IN-FIICFCAlIHR41f CFF

31 FL IGI -1 CUhlMCl CL)PP LTtR Shl 1CPClr81 hrc. I

32 FlICnl CULIRCL COPPLIER SCITC+CllYl NC. 2

33 ItlEntrER c4lIB~ 4TIcI Ok3C FklGhl iChlPCL COCPUTIR SbITC

PCINT NC. 335 11, CCNlkUL bCCE1. PrR OF F30 1fltWcltR CAlIl?kAllCh OF F31 IClC~Elfw CAllEliPTE Ch38 TflEM tltR CAlleU4TE OFF3s ta:tSb aPIE 1P.Y.R ) ~UTL-ABCR

IhklCllf ENAelESC t&LESS rr4lE IP,Y ,RI AUIC-ARCb

INHI~ I 1 nhC SrlTC t R4TEi,tQub SC IPClCAflChr A

41 h-ib THJ ENLILES CL7 AUTO-AtlLRI Ihklf IT FhAtlE

42 S-16 lhil EhGlhiS CL1 4u1a-At!CWl lrtlelr

4, PRti)Cltl~D.Nl LEVEL SE&SO:ihAdlE

44 IILT 4r*c:1sf, S-~6 t~r(utf~~A hl LfbEL SEhSOF

AiTU41 ICh

SEC35.640.4

51.559.075. c

90.6

95.6

LOO. 4

10C.6

120.2120.4

120.6IZL,.Z126.512 1.5127.1

127.9

ltd. 1

128.3

12n. 5

129.2131.4

1.7I. Ii.0

-C.l

-0,l

-C.l

-0.1

-C.L-c. 1

-c. L-C.I-C.l-C.l-0.1

-0.1

-C.I

-c. 1

-C.I

-c.ec.0

TIVE PCM BISEACTIT PCT-?mJSFC SEC35.2 0.040.0 .I?

57.05c.574.5

90.2

95.2

100.0

100.2

119.812c.o

12c. 2I2I.W126.1127.1127.1

127.5

lZ7.7

127.9

128.1

128.7133.9

1.71.02.0

0.0

0.0

0.0

0.0

0.00.0

0.00.0o.c-0.00.0

0.0

0 . i)

fi.0

,J . 0

-17.82. t?

2-4


28/246

Table 2-2. Significant Event Times Summary (Continued)

I >4.1

17P.cl3d.D13Y.4140. 13

14s. 714u.v

14 1.0

141.1141.:ICI .'I

I1 1.L

. t !14.'. L

I- . . . I *

Isi.4*

14 1.v*

C.t

c.7

C.I

c. 76c.7c. 1

r.1C.7C.ti1.13

1.1I. I

1.1

I.11.11.1

I.1

I.11.1

I.11.1

I I

T I H FAC TtlAL

0.0

0.2

0.4

2.983.4-4.6

4.34.5

5.0fn.35

c.0O.?

I-. 3

c. 40.50 . tl

C.9

I.1i.1

I .4c. 7

?.2

--

#CM RASCACT-PEE?

0.0

0.0

0.0

-0.020.00.0

0.00.00. nn.35

0.0c. 0

C.0

0.00 .o0. ,I

c. 1:

0.f)1 . 0

'I.(#c . $1

6:. 'I

--* CALCULATED - DATA LOST

2-5


29/246

Table 2-2. Sfgnificant Event Times Sumnary (Continued)

tvthT CESCWIFTICN

j-IV tl 5101 LFEhAlh5TAC;E Ehdl!LE [IN

S-IVb VAlF!ldCf CK FFtSSURE5*1lcH I

IXluKt AAT IL CUNTWOL VALVtC~22.t !5.5:1 Ebqt

:I-Akbt uLLACE JE IT ISUNcl3 FlFlhC LhlTS

JLLALX HOlOP: JtrllSON.hGlh t MAlhSlAGk EhbRLe CFFJLLAbt: tcnh flRlhG lrhlTS aCSE1

JLLAGL MJ~l)US lGhl Ilc)k AhCIJtTrlSCh CELLIS RESETEAT-EXLIiANbEW BVPACS VALVE

i~hlrlcll EFAbLEIcLLMtIkV CALlt=kAlCR Ih-FLIG I

CALltlkATE LktLtWirhV CALIERATOR IN-FLltt

CALIi?hA7E iFc

LIGk-1 iChrPLL COCPUTFA SWITCPLlhT rc. 4

LIG~-1 Ct~hll(C~ CiPFulEQ ShlTCtclhl hC. 5

cCt?tlhV CALILRATOR IN-FLIcrcCALlWAlt Ch

tLEe4LrhV CAL ICRATJP IN-FL,l(.bCALIBRAlE CFF

FL TANK CiftSSCPI~bll.)N~LH TI.C !L 5hlTCt CISAWLE

SEC144.4'144.4leb.0

146.2

146.0149.4

l49.S

150.9

154. c154.4160.0

160.2

164.7

L6b. 1

111.1

116.0182.1

344.4

346.1

351. I

443.6

: 1lPEIICT-PIT')

!tC1.11. I1.1

1.1

1.11.1

1.1

1.1

1.11.11.1

1.1

1.1

1.1

1.1

1.1I.1

I. i

I. I

I. 1

1.1

Tl CEAC TIlAl

SFC3.13.75.3

5.4

6.1R. 7

9.2

10.2

13.313.719.3

19.5

24.0

25.4

3t.4

35.942.0

2c3.7

205.4

21C.4

302.9

e&i40.0 1

0.n0.0

i-C.l 1I

0.1 f

0.0 Ii

0.n I!

0.0

0.l-l0.00.0

0.0

0.0

0.0

0.0

0.00. (3

0.0

i

l CALCULATED - DATA LOST

2-6


30/246

Table 2-2. Significant Event Times Sumnary (Continued)

v9 5-IbU MIXlURE rn4llC CChIWClV4lVE CPEh

YO IXTuw E UblC CLhlRCl VALVEOPEN c4.er1 EWPI

91 BLGlh IGM PkASt 292 ItlEMETRV C41 IERITOR INFl IGH7

CAllwl4lt Ch93 I ElEM tf.AY CAL I LR4lOR INFL IGb I

CILIBRI~C CFF9c PPuPELLINI CEPLET ION CUTO FF

ARM95 BEGIN TLRClh41 GUIDINCF96 L;lICINCE CLTC FF SICIPL (EC0191 S-IVe SOLENilIC ACIIV ITIUN

SIGNAL tK140198 S-IV8 MAIhSTA CE PRESSURE OK

SWITCH 199 S-l vt! M4lNSfACE PRESSURE OK

SblTCM 2ItJO ST4 RT of- TIME 04SE 4 (141

IhEPT I AL bT7 ITUCE FREEZE101 S-IV0 ENGINE CLTO iF NO. 1 CN102 S-IV8 ENGIhE CLIOFF NO. 2 ON103 PREVPLVES CLCSE104 ,CX T4NK hPk v4lVE CPEN Ch

105 1CX T4NK PRESSURllAllON SM JT-OFF vALIES CLOSE Ch

lob LCX TANK FlIEeT PRESS SYS TECOF F

107 PPIP~LLINT CEPLET IGA CUTO FF01 S4RC

101 S-IV8 WlXi:.lPE RA TIO CONTR OLVALVE C LCS:

109 S-IVe MIXTURE RAT IO CONTaClV4lVE dACKlF CCCSE

b6U.USEC

1.1

lC* RISEACT4VE.tsec.

a.0

b69.0 0.0 328.2 -1.2

b10.5496. I

C.91.1

329.0355.4

-0.20.0

501.1 1.1 360.4 0.0

5co. I 1.1 400.0 0.0

571.0 2.7 430.2 1.5592.93 -3.14 452.20 -4.27592.9 ?. 1 452.2 2.0

593.1 3.0 452.4

593.2 3.0 452.5

593.1 -3.2 0.0

593.2 -3.2 0.1593.3 -3.2 0.2593.4 -3.2 0.3593.1 -3.2 0.6593.9 -3.2 0.6

594.1

596.9

59 1.3

595.5

-3.2 1.0

-3.2 1.6

-3.2 2.2

-3.2 2.4

1.9

1.9

0.0

0.00.00.00.00.0

0.0

0.0

0.0

0.0

2-7


31/246

Table 2-2. Significant Event Times Sumnary (Continued)

121 ChlLLDUdN StiLlO FF VALVES CLCS122 jIC MAhELbEA IC LCCAL bO!tiL123 L..

IINvEPT ER INO CC POWER OF

I24 ~LCX TAN K LPV VALVL CPElY OF F125 LC~ TANK VEPT 4hO hFV VALVES

uocsr ClCSE Ch126 LCX TANK bEhT CNO hPv VALVES

1

tiocSr CLCSE CFF121 SM SEPAR ATION

LTE(I 1UAT E SECCELCE 74Aida *cS CJMMAhC S-150 EXPERIMENT129 PU&VALVES 0PE)r130 :hlLLUtirlU SwT CF F VALVES OPEN~31 LFZ 14~~ 1ATCblNti RELIEF bALII

CPEN L?k

ITEM EvELl CESCRIPTICN

110 FLIG HT COIIRCL CCWPUTER S-IV1UUlN MOCE CFF A

ill FL11 ;tiT CCLTRCL CIJPPUTE R S-IV1t(UdN MOCE CFF 8

112 AUX hVDRALLlC FUCF FLIG HT MO1OF F

113 IS/CI

Ci~tlllR~l CF S4luRh ENAt%LE114 kAlE MEPSLHEWENTS ShlTCH115 1 Rdll INSERllCh116 k-Iv8 tiNGlNE ECS CUT OFF

OlSAbLt117 Lk2 TANK LATCtING RELIEF VALI

/ OPEN ChIlr) it-2 lAWi LATCFINC RELIEF VALV

LAKH CL119 Lb2 1ANK LATC +ING RELIEF VALV

OPEN UfFLZC ,bZ IANK LAICI-ILG RELIEF VALV

LATCli OFF

RIbCfUAL

SEC596.6 -3.2

11 M PCM BASEAClUAl ACT-PREt

SEC SEC3.5 0.0

596.8 -3.2 3.7 0.0

597.0 -3.2 3.9 0.0

598.1599.1602.9603.1

-2.2-3.2-3.1-3.2

5.0 0.06.0 0.09.e 0.0

10.0 0.0

to3.5 -3.2 10.4 0.0

tos. 5 -3.2 12.4 0.0

606.7 -!.2 13.6 0.0

607.9 -3.2 14.8 0.0

613.1 -3.2 20.0 0.0613.5 -2.6 20.4 0.6623.1 -3.2 30.0 0.0623.1 -3.2 30.6 0.0626.7 -?.2 33.6 0.0

tze. 7 -?.2 35.6

1080.4 124.2

1271.0 C.01213.4 -2.91213.6 -2.9L213.t) -2.9

401.3

611.9680.368C. 5680.7

0.0

127.3

3.?0.30.30.3

.

2-8


32/246

Table 2-2. Significant Event Times Sumary (Continued)RANGE TIPE TIME FlCM BASEllE14 EUtLl CESCRIFTION ACTUAL ACT-PPEO ACTUAL AC T-PRF

132 LHZ 1ANK LATCFING RELIEF VALVE 1274.8 -2.9 te1.1 0.3dPtlv OFF133 ib2 TANK tfEhT 4hc ibTC~ilh(G 1271.0 -2.9 684.7 0.3MELlEe &Al&ES BCCST CLOSE Ch134 LHZ TANK bEhT LNC LAlCkINuC AE- 1279.5 -2.2 6845.4 0.0LIEF VAlbES eOOS1 CLOSE CFF135 JCS CLW,MA~C EXECUTE t177 DEG. 1314.0 19. I IZC. 9 22.2PI TCn CA~EC~EP134 DCS CDMMPhC EXECUTE -177 DEC. 2855.0 ?O. I 2261.9 . 33.2ROLL, I CFC. P ITCti YANEIJW137 CC5 COMMAhC EXECUTE -L3n CCC. 5000.0 45.1 5206.8 48.1RCLL CAkELCER136 >CS COMMAhC LXECUTE l 135CEC. 623 1 .O 12t.1 5637.8 129.1WC11 @ALELbER139 JCS COMMALC ExECUlF t 45 CEG. 8930.0 125.1 8336.8 1za.1WCLL )AhEbbER1~0 CCS CUMMAhC EXECUTE - 45 CEE. 12900.0 125.1 12386.8 128.1RUll CAhCUWER141 >CS CWMANC EXEC6TE t 90 DEG. 14280.0 1it.1 13686.8 lZA.2RCll CAhLLbER142 IU/S-IVb CEORBIT COMMAND 15886.0 -77ce.9 15292.8 -2705.8143 :lART OF IIrE t!AS E 5 (15) 19193.3 0.6 l O 0.0 0.0144 thGlht HE CCATACL VALVE OPEN 19227.3 C.6. 34.0 0.0

Ch (START LCI CUMPI1%5 thG IhE MA IhSTACE Cr,TRI)I 15672.2 C.5 *a 410.9 -0.1

VAL~E OPEL CFF (Eht LCX DCCFIl+f~ Eh6lNt HE CChTPCL VALVE 19702.3 C. - l * 509.0 0.0OPEN Oh (STAR T k2 DUYPI147 th6lhk IGhITlCh PIiASE CONTRCL sc29z. 3 C.6** .099.0 a.0IrAlbE CLCCE (ST CP H Z liUCP1lta S-IVWIU IWACl 214592.0 42.7** 21098.8 45.8

l ' BASED ON REAL-TIME PREDICTIONS, REFERENCE SECTION 5

2-9


33/246


34/246

Table 2-3. Variable Time and Commanded Switch Selector Events (Continued)TIM

FUNCTION STAGE %F(SEC) BAS$EC ) REMARKSTM Calibrate OFF S-IVB 12.264.8 T4 +11,671.7 Canary Revolut ion !Telemetry Calibrator IU 12,265.BIn-Fllght Callbrate OFF T4 +11.672.7 Canary Revolut ion 3

S-150 Calibrate Cammd IU 14.550.9 *T4 +13.957.7 LVBC FunctionONS-150 Callbrate ConmendOFF IV 14.555.9 T4 +13.962.7 LVRC Function

Telemetry CalibratorIn-Flight Calibrate ONTM Calibrate OFFTelemetry CalibratorIn-Fllght Callbrate OFFTeleaetry CalibratorIn-flight Callbarate ONTM Callbrate ORTH Callbrate OFFTel-try CallbratorIn-Flight Calibrate OFF

IU 15.948.9

S-IVB 15.9ST.9IU 15.953.9IU 17.774.8s-m 17.775.8

I-IVB 17.776.8IU 17.778.8

T4 +15,355.B Hauali Revolutlon 3

T4 +15.359.B Hawaii Revolutlon 3T4 l 15,360.8 Hauall Revolution 3T4 l 17.181.7 Canary Revolution 4T4 l 17.182.7 Csnary Revolution 4T4 t17.183.7 Canary Revolution 4T4 t17.185.7 Canary Revolution 4

24/2-12


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SECTION 3LAUNCH OPERATIONS

3.1 SUMMARYThe performance of ground systems supporting the SA-207/Skylab-3 countdownand launch was satisfactory although some concern was expressed during pre-launch countdown about S-IB LOX venting.3.4.2.1. This is discussed in paragraph

The space vehicle was launched at 7:lO:SO Eastern Daylight Time (EDT)on July 28, 1973, from Pad 398 of the Kennedy Space Center (KSC), SaturnComplex. Damage to the pad, Launch Umbilical Tower (LUT) and supportequipment was considered minimal.3.2 PRELAUNCH MILESTONESA chronological sumnary of prelaunch milestones is contained in Table3-1. All stages, S-IB, S-IVB and Instrument Unit (IU) performed satisfactorily.The S-IB LOX venting anomaly is discussed in paragraph 3.4.2.1.3.3 TERMINAL COUNTDOWNThe SA-207/Skylab-3 terminal countdown was picked up at T-59 hours (count-down clock time) on July 25, 1973. Scheduled holds were initiated atT-3 hours 30 minutes for a duration of 60 minutes and at T-15 minutes fora duration of 2 minutes. The space vehicle was launched on schedule at7:lO:SO EDT on July 28, 1973.3.4 PROPELLANT LOADING3.4.1 RP-1 LoadingThe RP-1placed on

s stem successfuliy supported countdown and launch, Fuel wasg oard the S-IB stage on July 11, 1973. Tail ServiceMast fill and replenish was accomplished at T-8 hours and level adjust/line inert at about T-l hour. Both operations were completed satisfac-torily as planned.RP-1. Launch countdown support consumed 41,604 gallons of

The fuel temperature probe configuration in S-IB Stage Tank F-4 was changedprior to launch due to an intermittent resistance thermometer element. Theconfiguration change electrically removed the intermittent operatingelement, leaving the two lower probes connected in parallel to provide onetemperature output.

3-l


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Table 3-1. SA-207/Skylab-3 Prelaunch MilestonesDATE

August 26, 1971Dec. 1, 1972March 30, 1973April 4, 1973May 8, 1973May 28, 1973May 29, 1973June 2, 1973June 11, 1973June 12, 1973June 19, 1973

June 20, 1973June 29, 1973July 11, 1973July 20, 1973July 28, 1973

T ACTIVITY OR EVENT 1S-IVB-207 Stage ArrivalCommand Service Module (CSM) 117 ArrivalS-I&7 Stage ArrivalS-IB Erection on Mobile Launcher (ML)-1Instrument Unit (IU) S-IU-208 ArrivalS-IVB ErectionIU ErectionLaunch Vehicle (LV) Electrical Systems Test CompleteLV Transfer to Pad BSpace Vehicle (SV) Electrical MateLV Propellant Dispersion/Malfunction Overall Test(OAT)SV OAT 1 (Plugs In)SV Flight Readiness Test (FRT) CompleteRP-1 LoadedCountdown Demonstration Test (CDDT) Completed (Wet)SL-3 Launch

The fuel temperature rJas monitored during the launch countdown and at T-lhour, a final fuel temperature of 66.0F was projected to ignition. Thefinal fuel density was obtained using the projected temperature.At approximately 8 l/2 hours prior to launch, the level in the fueltanks was raised from 600 inches to the level of the overfill sensor(637.2 inches) to ensure that the final fuel level adjust would be adrain. When the overfill sensor indication was received, the PropellantTanking Computer System (PTCS) mass readout indicated that the level inthe fuel tanks was approximately 83 gallons (+1.24 inches) above the overfill

3-2


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sensor level. This corresponds to an error in the load of approximately555 pounds. A bias was input to the PTCS, successfully correcting forthis error.3.4.2 LOX LoadingThe LOX loading system successfully supported countdown and launch. Thefill sequence began with S-IB chilldown July 27, 1973, and was completed1 hour 50 minutes later with all stage replenish. Replenish was auto-matic through the Terminal Countdown Sequencer (TCS) without incident.LOX consumption during launch countdown was 110,000 gallons.3.4.2.1 S-IB LOX Venting During CountcmnDuring the LOX replenishing sequence, LOX was reported emanating randomlyand independently from the four outboard tank vent valves from approxi-mately T-5.5 hours to vent closure at T-2 minutes 43 seconds. During videoand motion picture coverage of 30 minutes of the coun:down beginning atT-l hour, it appeared that liquid oxygen was erupting from the vent open-ings of tanks 3 and 4. Alternate camera positions shwed what appeared tobe LOX emanating from tank 1 and 2 vents, but in that case it could notbe determined which specific tank was discharging. Approximately 40 dis-charges were counted during the period covered by the film, equally dis-tributed between tanks 3 and 4. LOX was not observed venting from the centerLOX tank. Figure 3-l is a series ct photographs showing the venting fromthe outboard tanks.Reconstructed flight performance, as it pertains to the problem, showsnothing unusual. Actual LOX load was within 76 pounds of predfcted atignition cormaand, and LOX pump inlet temperature averaged throughoutflight 0.12"F wanner than predicted. Time required to prepressurizethe LOX tank was 73 seconds, the same as during the CDDT, which indicatednormal ullage volume. The surface wind during the countdown was light.Temperature and relative humidity at the NASA 150 M ground wind tower were75.0F and 93 percent, respectively.Figure 3-2 depicts the relative heights of liquid in the center tank anda windward outer tank. Restricted flow through the 4-in center tank ventvalve causes a differential pressure between the tank ullages that is de-pendent on heat transfer rate and causes an adjus+nent in liquid levels.Note that with a nominal wind speed of 9.2 knots, the windward outer tankLOX level is approximately 2.7 inches above the center tank LOX level and23.4 inches below the bottom of the vent duct. A wind increase to 34knots (maximum expected) would cause the outer tank LOX level to increaseapproximately 4 inches while the center tank LOX level would be unchanged.Therefore, it is clear that even with such an extreme condition the steadystate liquid level is substantially below the vent.Instrumentation to detect or investigate the phenomenon is inadequatebecause its intended use was for flight evaluation. However, the eight

3-3


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Figure 3-1. SA-207 Prelaunch Venting3-4

EVENT +0

EVENT +2

EVENT +5

SEC

SEC

SEC


39/246

NOTE: CENTER TANK 4-IN VENT NOT SHOWN.TANKS INTERCONNECTED AT BASE.

9.2 KTS (NOM) WIND

70 IN OUTBOARDTANK WINDWARDI,

I-t2 640 9825 zI- 97 9630 96 295 bp620 94

610 937

Figure 3-2. Center LOX Tank - Outboard LOX Tank Relationthlp

105 INCENTER TANK


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LOX pump inlet temperatures (one per engine) were reviewed together withthe Engine No. 1 LOX pump Inlet pressure for the 8-hour period prior tolaunch. This period covered start of LOX loading until liftoff. Addi-tionally, center LOX tank ullage pressure was scrutinized for any unusualfluctuations which could be related to the discharges seen on the film.None were noted during the 8-hour period. The overfill sensor, located21 inches below the vent duct, did not indicate liquid presence duringLOX loading. Rone of these measurements indicated any unusual conditionswhich would explain the apparent LOX venting.Review of films taken during SA-206 countdown revealed slmflar occurrences;however, similar eruptions were not observed during the CountdownDemonstration Test (CDDT) for either SA-206 or SA-207. This indtcatesthe problem is not stage oriented because no stage hardware changes were;Mde between these two events. While the cause is not known, the apparentLOX venting phenomenon had no effect on flight performance or vehicle orground hardware. All exposed stage and ground hardware involved Itcapable of satisfactory operation after LOX contact of the type experiencedand no corrective action is necessary for stage performance. The onlyconcern is for personnel safety during astronaut boarding.For the SA-208 countdown, a procedural change will be incorporated in realtime if LOX is venting prior to astronaut boarding. The LOX level willbe reduced by boiloff and the additional mass required for flightreplenished later in the countdown.3.4.3 LH2 LoadingThe LH2 system successfully supported countdown and launch. The fillsequence began at 00:37:00 EDT, July 28, 1973, and was completed whennormal S-IVB replenish was established at 01:26:00 EDT. Replenish wasnominal and was terminated at the start of temina? countdown sequence.Launch countdown support consumed about 125,800 gallons of LH2.3.5 GROUND SUPPORT EQUIPMT3.5.1 Ground/Vehicle InterfaceIn general, performance of the ground service systems supporting all stagesof the launch vehicle was satisfactory. Overall damage to the pad, LUT,and support equipment from blast and flame impingement was consideredminimal. Detailed discussion of the Ground Support Equipment is containedin KSC Skylab/Saturn IB (SA-207) "Ground Support Evaluation Report."The Propellant Tanking Computer Systems (PTCS) adequately supported allcountdown operations and there was no launch damage.The Environmental Control Systems (ECS) performed satisfactorily throughoutthe countdown and launch.EDT on July 27, 1973. Changeover from air to GN2 occurred at 21:55:DO

3-6


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The Service Arm Control Switches (SACS) satisfactorily supported SL-3launch and countdown. The SAC No. 3 primary switch closed at 252 milli-seconds and SAC No. 7 primary switch closed at 261 milliseconds aftercomnit. There were no problems and only a minimal amount of heat andblast damage to the SACS.The Hydraulic Charging Unit and Service Arms (S/A's lA, 6, 7 and 8)satisfactorily supported the SL-3 countdown and lauxh. Performancewa s nominal during terminal count and liftoff.The damping systems supported the countdown and launch. There were nosystem failures.The DEE-3 and DEE-6 systems satisfactorily supported all countdown operation.There wa s no system damage.3.5.2 MSFC Furnished Ground Support EquipmentAll Ground Power and Battery equipment supported the prelaunch operationssatisfactorily. All systems performed within acceptable limits. TheHazardous Gas Detection System successfully supported SL-3 countdown.

3-7/3-a


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Table 4-1. Sumnary of Available Tracking Data

DATA SOURCE, TYPEBenuda, C-BandBermuda, C-BandBermuda, S-BandCape Kennedy, C-Band:Hawaii, C-BandMerritt Island, C-BandiPatrick. C-BandTananarive. C-BandTananarive, C-BandWallops Island, C-Band

PHASEAscentOrbitalOrbitalAscentOrbitalAscentAscentOrbitalOrbitalAscent/Orbital

WGE TIME INTERVA(SEC)380 - 610250 - 712230 - 730

5 - 42415,886 - 16,lB

5 - 50725 - 504

7828 - 817613,390 - 13,66

255 - 648

Mach 1, maximun dynamic pressure, S-18 thrust cutoff, and S-IVB thrustcutoff.Actual and nominal altitude, cross range, and surface range for the boostphase alp presented in Figure 4-1. Figure 4-2 presents similar conpari-sons of space fixed velocity and flight path apole. Comparisons of actualand nominal total inertial accelerations are disk ayed fn Figure 4-3.Inspection shows the actual was very close '9 the nanfnal values.Table 4-2 presents the trajectory condftj-.cs at engine cutoffs. Tra-jectory paraf&ers at significant events are presented in Table 4-3.Table 4-4 presents significant parameters at the S-18/S-IV8 and S-IVB/CSM separation events.The S-18 stage OECO conrnand was issued at 140.73 seconds as a result ofLOX depletion. The S-IV8 cutoff signal was issued by the Launch VehicleDigital Computer (LVDC) when end conditions were satisfied at 592.93seconds.Mach nuber and dynamic pressure history conparfsons are shown in Figure4-4. These parameters were calculated using the reconstructed trajectorydata and llhasured rneteorologfcal data to an altitude of 62 km. Above

1

4-2


44/2464-3


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8000

7000

3ooc

2000

1000

C

' S-IBv . ECOS-IB OECOS-IVB GCS;PACE FIX:0 VELOCIT;

I I I I I0 200 300 400 500 600 700RANGE TM, SECONDS

Figure 4-2. Ascent Trajectory Space-Fixed Velocity andFlight Path Angle Canparison

4-4


46/246

- zp/u 8No*lvmGf lv1015 NOIlVtI31333V TV101

4-5


47/246

Table 4-2. Comparison of Cutoff Events

Space-Fixed Velocity (Ws)Flipht 34th Anglemalng Angle (dsg)Surtrce Renge (kD)

AcnJul1l.w55.41

22X.2725.61:53.1w57.Y)-3.27-0.42

55.90 -0.492244.39 -6.12

25.927 -0.314s.089 0.06157.05 0.25-0.49 3.22

-10.50 I 2.0

59.872302.03

25.4052.97L2.23 i I-0.u

-10.59 I

-0.16 lR.38-0.19 7929.73-0.350 -0.013

0.010 54.m32.90 179:.s40.22 10.212.11 119.19

lU.527829.54

-0.00055.900

iab3.62- 10.11119.37

Table 4-3. Comparison of Significant Trajectory EventsEVENT PARAPETER ACTUAL NWINAL ACT-NON

:irst Motion Range Time. set 0.28 0.28 0.00Total InertialAcceleration, m/s2 12.272 12.353 -0.081

bch I Range Time, set 59.00 57.g4 1.06Altitude. km 7.54 7.37 0.17

laximum Dynamic Pressure Range Time, set 75.00 73.00 2.00Dynamic Pressure, n/cm2 3.523 3.454 0.069Altitude, km 13.17 12.60 0.57

~xinnnn Total Inertial Range Time. set 137.346 136.595 0.751Acceleration: S-IB Acceleration, m/s2 42.733 43.147 -0.414S-IVB Range Time, set 592.930 596.070 -3.14D

Acceleration. m/s2 27.B6B 27.543 0.323Maxim Earth-Fixed Range Time, set 141.00 140.28 0.72Velocity: S-IB Veloc+ty. m/s 2028.24 2027.85 0.39

S-Iv6 Range Time, set S%.DD 598.28 -2.28Velocity. m/s 7533.97 7533.15 0.82

Dearest Time Points Available

AC3.1410.140.19-0.335 I.1.09?

4-6


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Table 4-4. Comparison of Separation Events

S-16/S-IVB S-IVB/CSMPARAMETER ACTUAL NOMINAL ACT-NOM ACTUAL NOMINAL ACT-NOM-Range Time (set) 142.02 140.90 1.12 1080.44 956.27 124.17

Altitude (km) 59.97 60.16 -0.19 169.36 165.80 3.56Space-Flxed Velocity (m/s) 2302.95 2302.07 0.88 7826.45 7829.74 -3.29Flight Path Angle (deg) 24.806 25.152 -0.346 0.198 0.146 0.052Heading Angle (deg) 52.900 52.864 0.036 88.581 78.540 10.041Geodetic Latitude (deg. North) 29.046 29.042 0.004 50.183 49.224 0.959Longitude (deg. West) 80.148 80.157 -0.009 22.624 35.266 -12.642Surface Range (km) 65.42 64.51 0.91 -- BS --Cross Range (km) -0.31 -0.53 0.22 -- -- --Cross Range Velocity (m/s) -8.44 -10.55 2.11 -- -- --

.


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4.

3.!

3.C312.5

l

#

p 2.0

is l.!b

1.0,

.5

0

I ILEGEND:ACTUAL - /NONlNM - - I/

m Y.r" 3 ,

Figure 4-4. Ascent Trajectory Dynamfc Pressure and MachNumber Canpari son

4-8


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this altitude the U. S. Standard Reference Atmosphere was used.A theoretical free flight trajectory was computed for the spent S-IBstage, using initial conditions from the actual trajectory at S-IB/S-IVB separation signal. Three trajectories were integrated from thatpoint to impact using nominal retro-motor performance and outboard enginedecay data. The three trajectories incorporate three different dragconditions for 1) stabilized at zero angle of attack (nose forward),2) tumbling stage, and 3) stabilized at 90 degree angle of attack(broadside). Tables 4-5 and 4-6 summarize the results of these simu-lations ant', present the impact envelope. Tracking data were not avail-able, but previous flight data indicate the tumbling drag trajectoryto be a close approxi:ation to actual flight. The calculated impactfor the tumbling drag trajectory was 31.737 degrees north latitude,76.907 degrees west longitude, at 539.93 seconds range time.

Table 4-5. Comoarison of S-IB Scent Staae Imact PointPARAMETER I ACTUAL I NOMINAL I ACT-NOM 1

Range Time (Set) 539.93 541.11Surface Range (km) 496.67 498.05Cross Range (km) 1.12 -0.10Geodetic Latitude (deg. 31.737North) 31.754Longitude (deg. West) 76.907 76.905

NOTE: Data reflects simulation of tumbling stage.

-1.18-1.38

1.22-0.017

0.002

Table 4-6. S-IB Spent Staqe Imact EnvelopeDRAGSIMULATIONPARAMETER NOSE FORWARD TUMBLING BROADSIDERange Time (set) 478.08 539.93 .Surface Range (km) 508.69 496.67 488.37Cross Range (km) 1.28 1.12 1.03~o;~h\ic Latitude (deg, 31.81 31.74 81.69Longitude (deg, West) 76.81 76.91 76.97

4-9


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4.2.2 Parking Orbit PhaseThe parking orbit originates at orbit insertion and terminates at S-IVB/CSM separation.Orbital trackinAdministration 9

was conducted by the National Aeronautics and SpaceNASA) Space Tracking and Data Network. One C-Band(Bermuda) and one S-Band station (Bermuda) were available for trackingcoverage during the first revclution. Tananarive provided second andthird revolution coverage while Hawaii provided additional third revolutioncoverage. Some high speed tracking data beyond insertion were availablefrom Wallops Island. These data were edited to provide addi tiona lorbital tracking information. The trajectory parameters at crbitalinsertion were established by adjusting the preliminary estimate to fitthe orbital tracking data. A comparison of the actual and nominalparking orbit insertion parameters are delineated in Table 4-7. Figure4-5 presents the SL-3 ground track from lif toff through CSM separation.

Table 4-7. Comparison of Orbit Insertion ConditionsPARAlSTER

Range Time (set)Altitude (km)Space-Fixed Velocity (m/s)Flight Path Angle (deg)Heading Angle (dag)Cross Range (km)Cross Range Velocity (m/s)Inclination (deg)Descending Node (deg)Eccentricity4pogee Altitude (km)'erigee Altitude (km)cried (min)

k&tic Latr I,!I.;c t&y, Nor iv-:.ongitu;e (de 9icst 1:

ACTUAL602.93158.52

7836.810.001

56.26811.42

125.1050.028

154.4920.0058

226.29149.87

s.25

NOMINAL606.07158.67

7836.060.003

56.36611.34

126.3250.031

154.4950.3056

224.13149.97

EL!?.2339.696tS.Sf?

ACT-NOM-3.14-3.15

0.75-0.002-0.0980.08

-1.22-0.003-0.003

0.00022.16

X.109.02

-o.cw 1I\' -1:

4-10


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. .

'-ORBIT INSERTION

1h-IB STAGE IMPACTiS-IVB SEPfRATIONCAPE KERNEDY AND PATRICK

LoWGITU#, DEGREES VEST OF GAEENYICHFigure 4-5. Launch Vehicle Ground Track


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SECTION 5S-IVS/IU DEORBIT TRAJECTORY

5.1 SUMMARYAll aspects of the S-IVB/IU deorbit were accomplished successfully. Thepropellant dump was modified during real time to establish a reentry traj-jectory that would enable observation by Kwajalein. This modified planwas accomplished. The velocity change obtained for deorbit was veryclose to the real-time predicted value. The breakup altitude was 81.7 km,and impact in ,the primary disposal area.5.2 DEORBIT MANEUVERSTimebase 5 (TBS) was initiated as scheduled by a ground command and startedthe S-IVB/IU deorbit events at 19,193.3 seconds (310 minutes past Time-base 4). A real-time decision was made to extend the LH tank dump durationin order to improve telemetry coverage of the deorbit, w ile providinga reentry trajectory allowing Kwajalein to observe breakup. The S-IVB/IUground track during deorbit with the areas of telemetry coverage areindicated in Figure 5-l.The velocities achieved from the LOX and LH2 tank dumps are presentedin Figure 5-2 and summarized in Table 5-l. The capabilities predicted inreal-time are shown for comparison. As indicated, the actual velocitywas only 0.8% greater than predicted. Refer to Section 7.9 for detaileddiscussion of deorbit propulsion performance.5.3 DEORBIT TRAJECTORY EVALUATIONThe S-IVB/IU orbit trajectory from Command Service Module (CSM) separa-tion to TB5 was reconstructed using the Tananarive and Hawaii C-band radarsduring revolutions 2 and 3. The available tracking data from these sitesare included in the tracking data sumnary presented in Section 4. A TB5state vector was obtained from the orbit trajectory reconstruction (actual),and then utilized in simulations of the propellant dump and subsequentreentry trajectory to impact assuming no breakup. Orbit trajectory condi-tions at TB5 are presented in Table 5-2. A comparison of the actualtrajectory and the real-time predicted shows good agreement at this point.This is further illustrated in Figure 5-3 showing the real-time predictedaltitute versus range tim conpared to the postflight reconstructedaltitude profile which deviates from the real-time only at the very end.

5-l


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I I IARIA = Apollo Range Instrumented AlrcraftHSK = Honeysuckle

EAST LONGITUDE, DEGREES

Figure 5-1. S-IVB/IU Ground Track During Propellant Dump


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-36

-28

-24

'T - OBSERVED 1 I I I I---- REAL TIME PREDICTEDA MAXIMUM 0.0 NOMINAL #*/0 MINIMUM 0

(l - 19,200 19.400 19;600 19,i3oo 20 ho0 20,200 a,RANGE TM, SECONDS

Figum 5-2. S-IVD/IU Deorbit Velocfty Change

5-3


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Table 5-l. S-IVB/IU Propellant Dump Velocity Changes

REAL-TIMEACTUAL PREDICTED ACT-RTLOX Dump AV (m/s) 21.78 21.63 0.15LH2 Dump AV (m/s) 9.97 9.86 0.11

1 Total Dump AV (m/s) 31.75 31.49 0.26LOX Dump Duration = 445 SecondsLH2 Dump Duration = 590 Seconds

Table 5-2. S-IVB/IU Orbit Trajectory Components at T85r ACTUAL REAL TINEPREDICTION ACT - RT

Range Time (set) 19,193.3 19.192.7 0.6(TD4 +310 min)Radius (km) 6599.09 6596.34 2.75Space-Fixed Velocity (m/s) 7749.42 7751.75 -2.33Flight Path Angle (deg) -0.056 -0.059 0.003L&i tude ( deg south) 42.02 42.32 -0.30Longitude (deg,East) 41.43 41.67 -0.24

5-4


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.---

cfla100

1 DUMP

3 0

POSTLIGHTECONSTRUCTED- -- -- REAL TIME PREDICTED320

RANGE TIME, SECONDSo-5 5.0 5.2 5.4 5.6L 5.8 6.0 6.2

RANGE TIME, HOURSFigure 5-3. S-IVB/IU Deorbit Altitude Profile


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KwaJalein radar tracking data established the S-IVB/IU breakup asoccurring at 21,175 seconds. The simulated reentry trajectorywas compared to the Kwajalein data at this time point. Tab le 5-3presents these data, which show reasonable agreement of the breakuplocation. It should be noted that the Kwajalein site tracked foronly a short time and the time of loss of signal has been selectedas the most accurate indicator of the breakup time.5.4 IMPACTThe simulated reentry trajectory discussed above provided the ini-tial conditions for establishing the limits of the impact area. Thelimits to the impact area were defined by simulation assuming arange of ball istic coefficients (W/C5-4 presents the short range, ) from 47 to 650 kg/m2. Tablenomina PA and long range impact point co-ordinates as they occurred in the plane of the trajectory. These datashow that the impact area was approximately 500 n mi in length and wellwithin the planned disposal area.

Table 5-3. S-IVB/IU Deorbit Position at Breakup

POST FLIGHT KWAJALEINRECONSTRUCTED OBSERVED--

Alti tude (km) 81.7 81.7Latitude (deg, North) 14.86 15.39Longitude (deg, East) 176.49 176196

Table 5-4. SA-207 S-IVB Impact Disperson LimitsSHORT LONGRANGE NOMINAL RANGE

Range Time (set) 21,756. 21,650. 21,593.Latitude (deg, North) 21.73 23.75 27.51Longitude (deg, West) 177.43 175.50 171.60

.

5-6


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s33xm 3anmfi

I I 1 I I I I I

1 i i i i i i 1I .I I I

S-7/5-8


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SECTION 6S-IB PROPULSION

6.1 SUMMARYThe S-IB stage propulsion system performed satisfactorily throughoutflight. The one propulsion anomaly (possible LOX emanation from theLOX tank vents) occurred during countdorm and had no effect on thecountdown operations or flight performance. Stage longitudinal sitethrust and mixture ratio averaged 0.68 percent and 0.27 percent lowerthan predicted, respectively. Stage LOX, fuel and total flowrateaveraged 0.75 percent, 0.49 percent and 0.68 percent lower than pre-dicted, respectively. Stage specific impulse was within 0.1 percentof predicted. Inboard Engine Cutoff (IECO) occurred at 137.36 seconds(0.76 seconds later than predicted). Outboard Engine Cutoff (OECO)was initiated 3.37 seconds after IECO by thrust OK pressure switchdeactuation as planned at 140.73 seconds. At OECO, the LOX residualwas 2960 lbm compared to the predicted 3311 ltxn and the fuel residualwas 6145 lbm compared to the predicted 5988 lbm. The stage hydraulicsystem performed satisfactorily.6.2 S-IB IGNITION TRANSIENT PERFORMMEAll eight engines ignited satisfactorily. The automatic ignition sequence,which schedules the engines to start in pairs with a 100-milliseconddelay between each pair, began with time for ignition coasnand at -3.064seconds range time. The start sequence that occurred was close tooptimum. The maximum spread in the start tilse, defined by the inter-section of the maximum chantn~ pressure or thrust buildup slope withthe zero line (PC prime times) of engines within a pair was 15 milli-seconds and was between engines 5 and 7 (first pair of engines). Thesmallest interval in the planned lOO-millisecond sequence betweenpairs was 80 milliseconds and was between the third and fourth pair(specifically, between Engines 3 and 4).Table 6-l cornpares predicted and actual start event times. The lndlvi-dual engine thrust buildup curves are shown in Figure 6-l. The thrustvalues sharm are the total engine thrusts and do not account for cantangles.6.3 S-18 MMIISTAGE PERFORWICES-18 mainstage flight perforr#nce was satisfactory although slightlylower than predicted as sham in Flgure 6-2. Stage longitudinal sitethrust, averaged 12,350 pounds (0.68 percent) 1-r than predicted.The stage specific inprlse durlng flight was the tm as predicted tothe nearest 0.1 lbf-s/lk. Stage mixture ratlo averaged 0.0063 (0.27

6-l


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Table 6-1. S-IB Engine Start Characteristicsr

YIHE. ENG:X IGNIiIONEhGlht POSITIORANC SiRiAi A: IME. lCNIT!ONCOWAND TO ENGINE SIGNAL TO THRUSTIiNITiON SIGNAL (MSEC) II CHAT"G"G:9 GNI' ::ONY, SYf i - 9 I

a q-4076i

2042 r-7;-' b 306i k-7;:: 30t

2002003003x4X400 I

iii Uales referenced to even; "T im e for lgnitlon Cormand ".

510530543535539509 L

NOMINAL/^/584"

1

a50855a50461E53842

Ipercent) lower than predicted. Total propellant flowrate averaged43.1 lbm/sec (0.68 percent) lower than predicted. These averages weretaken between range time zero and IECO.The lower than predicted site thrust and flowrates were primarily theresult of tne engines performing at lower power levels than expectedfor rated operating conditions and colder fuel than predicted.Table 6-2 sunanarizes the S-IB engines propulsion performance, com-pared to the predicted performance when reduced to standard sea levelconditions.The average sea level thrust and propellant flmrates were 0.45 percentlower than predicted values which are much closer to the predictionsthan those of SA-206 where the thrust and propellant flowrates were 0.88and 0.67 percent lower, respectively.Postflight evaluation of Saturn IB vehicles SA-201 through SA-205showed the flight thrust and flowrates to be significantly higherthan thrust and flowrates experienced during ground tests, when re-duced to standard sea level conditions. Consequently, the flightpredictions, based on ground test levels, were biased upwards to com-pensate for this phenomenon and thus more accurate flight predictionswere achieved through vehicle SA-205. SA-206 flight exhibited a con-trary trend as the thrust was lower than the levels experienced duringground tests. SA-206 postflight analysis was inconclusive as to thecause of the contrary flight thrust trend which could have been (1)the unique flight performance of the uprated engine: (205 klbf) firstused on SA-206 or (2) the known inconsistencies in the various SA-206engine and stage ground tests. Since the thrust levels of SA-207. whichalso utilize uprated engines, were in agent with the earlier flights

6-2


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180

160

140m2 12GX

5" 5 lO(w ;2aE 8(6C

4t

2(

c-3.0 -2.0 -1.0RANGE TIME, SECONDS

Figure 6-l. S-I6 Engines Thrust Buildup


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,_,,-I-------- __I I t-i---

lEcO-REcONSTNuClEorYl-n - - -PPFnrrrrn

2.11 I I I I 1 I I I I I I-2.302.2"

2.26

2.21

2.26

2.25 ;t 1 I I I I I I I I I I I : :---?tVtt i i i I iI\r

0 20 40 60 60 100 120 140 0 20 40 60 60 loo 120NANGt llm, SEUlNOS NANP flrn. StcoNM

294

290 U-L I.--1;7 2860'-.zazz I I l/l Ig 278-.uY EEE14

320@-- - ~----I------

2.xQs

Figure 6-2. S-IB Stage Propulsion Performance


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I :I i ! I

6-S


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it is now more apparent that the established trend of high flight thrustthan ground thrust is valid for the 205 klbf engines and that the SA-206lower flight thrust was probably due to the inconsistencies in thedifferent ground tests and the subsequent effect of these inconsis-tencies on the predicted flight levels.The lower than predicted propellant flowrates caused IECO to be 0.76second later than predicted. The lower flowrates and a greater thanpredicted differential between the center and outboard LOX levels atthe time of level sensor actuation caused OECO to occur 3.37 secondsafter IECO instead of the predicted 3.0 seconds.Engine No. 7 turbopump gearcase lubricant pressure experiencedshifts of +7 and -7 psi at 29 and 44 seconds. These pressure steps arenot unusual, the same type having been observed on Engine No. 1 ofSA-206, Engine No. 2 of SA-205, and 45 instances during single enginestatic tests. These shifts are attributed to partial restriction ofindividual turbopump bearing jets by particles mining in the lubesystem cored passages from the casting processI or introduced duringturbopump assembly. No evidence of damage due to jet restriction hasbeen experienced or would be expected because redundancy is providedby multiple lubrication jets (three per bearing) in addition to splashlubrication from the gears to the bearings.6.4 S-IB SHUTOOUN TRANSIENT PERFORMMEThe cutoff sequence on the S-IB-7 stage began at 134.35 seconds withthe actuation of the low-level sensors in LOX tank 02. IECO was initiated3.01 seconds later by the Launch Vehicle Digital Collputer (LVBC) at137.36 seconds. Thrust decay on each inboard engine was normal. Thetotal IECO impulse was 270,728 lbf-sec. Inboard engine total thrustdecay is shown in Figure 6-3. OECO was initiated by thrust OK switchdeactuation, as planned, at 140.73 seconds, 1.13 seconds later thanpredicted. LOX starvation occurred IP the four outboard engines. Out-board engine total thrust decay is sham in Figure 6-4. Each engine hasthree thrust OK p~ssure switches. As engine thrust level decays dur-ing LOX starvation, the first outboard engine to lose thrust OK signalfrom two-out-of-three switches, will simultaneously cut off all outboardengines. The telemtry system's sampling rate of these signals (12samples Per second) is too low to detemine rrhlch engine had the earliesttwo-out-of-three switch drop-out times necessary for OECO.6.5 S-IB STAGE PROPELLANT mPropellant managemnt is the relationship of the pmpeilant consumed topropellant loaded, and is an indication of the propulsion system per-formance and the capability to load the proper propellant weights. Thepredicted and actual (reconstructed) percentages of loaded propellantsutilized during the flight are shown in Table 6-3.

6-6.


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N cot 'lSnllH1

4QL c$L 'ISnuHl6-7


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.

lVN9IS NOIlVWd3S MI-S/U-S0330


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Table 6-3. S-IB Propellant Usage

PROPELLANTITotalFuelLOX

PREDICTED (X)99.2098.3499.58

ACTUAL (X) .99.2098.2899.62

The planned mode of OECO was by LOX starvation. The LOX and fuel levelcutoff probe heights and flight sequence settings were determined for a3.00-second tine interval between cutoff probe actuation and IECO. Theplanned time interval between IECO and OECO was 3.00 seccnds. OEcl) wasto be initiated by the deactuation of two of the three thrust OK pns-sure switches on any outboard engine as a result of LOX starvation andthe subsequent thrust decay. It was ass-d that approximately 271gallons of LOX in the outboard suction lines were usable. The backuptimer (flight sequencer) was set to initiate EC& 13.00 seconds afterlevel sensor actuation.To prevent fuel starvation, fuel depletion cutoff probes were located intanks F2 and F4 container s-s. The fuel bias was 15BD lbm. Thisfuel mass, included in the predicted residual, was available for con-sunption to minimize propellant residual due to off-nominal conditionsand is not expected to be used during a norinal flight.The cutoff sequence was initiated by a signal from the cu

Documents

Saturn 1B Launch Vehicle Flight Evaluation Report-SA-207 Skylab-3