33

s
m

-.

1
POSTLAUNCH REPORT FOR

rl
0

APOLLO MISSION A-00 (BP-12)

LJ
b

-.

0
04-

.. I H

1-

rHOUSTON, T Z U S May 28, 1964

?

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION MANNED SPACECRAFT CENTER

-1 'I

a*

mTLdUNCH m P O R T FOR

APOLLO MISSION A-001 0)

(m-12)

Approve6 for
n

ziti i r i l u t i u i i i

Dr. Joseph F Shea .

NATIONAL AERONAU!t'ICS

AM) SPACE

ADMINISTRATION

MANNED SPACECRAFT CENTER

HOUS'I'ON,

TEXAS

MAY 28,

1964

A p o l l o space v e h i c l e , mission A - 0 0 1 ,

at lift-off.

.. .
TABLE OF CONTENTS

Section 10 .

Page

2.0

3.0 4.0

....................... INT'RODUCTION . . . . . . . . . . . . . . . . . . . . MISSION DESCRIPTION . . . . . . . . . . . . . . . . . VEHlLLB l J a a b n ~ ~ ~ i % ? i . . . . . . . . . . . . .. 4.1 Trajectory Analysis . . . . . . . . . . . . . .

SUMMclRY
rmnn-nmrq 'YWl' --.---en
- I

1-1

2-1

3-1

4-1 4-5

4,l.l The test point and the real-time-data system 4 1 2 Launch vehicle .. 4.1.3 Launch-escape vehicle !+.I,& S F G C C C ~ Z ~ ~ . . .

. . . . .. .. .. .. .. .. .. .. .. .. .. .. .. ..........
...............

4-5
4-20

4-25 4-28

4 2 Mass Characteristics .

4.3

.............. 4.2.1 Propellant weight . . . . . . . . . . . . 4.2.2 Spacecraft mass characteristics . . . . . 4.2.3 hunch-vehicle mass characteristics . . . 4.2.4 Thrust-vector alinement . . . . . . . . . Command and Service Module . . . . . . . . . . . ................ .. .. .. .. ............... .. .. launch Vehicle . . . . . . . . . . . . . . . . .
subsystem

4-32
4-32 4-34 4-41 4-48 4-50

4.3.1 Instrumentation and communications

4.3.2 Electrical and sequential subsystems 4.3.3 Launch-escape-propulsion subsystem . 4.3.4 Spacecraft pyrotechnics . . . . . . . 4-30 Earth-landing subsystem . . . . . . . 5 4.3.6 Structures 4.3.7 Equipment-cooling subsystem . . . . . 4.3-8 Stability and motion . . . . . . . . 4.4.1 4.4.2 4.4.3 4.4.4 4.4.5 4.4.6

4-50 4-89 4-96

4-110 4-111

4-131 4-181 4-182 4-191

4-191 4-193 4-203 4-207 4-209 4-213

4.4

Structures Propulsion and pyrotechnic subsystem Aerodynamic analysis Thrust-termination subsystem Instrunentation subsystem Electrical subsystem

............... .......... .. ...... ........ ..........

ii Section Page

4.5 Inflight Ekperiments

4.6

.............. 4.5.1 Glass samples . . . . . . . . . . . . . . 4.5.2 Templaq sensitive paint . . . . . . . . . Postflight Testing . . . . . . . . . . . . . . . 4.6.1 Launch vehicle postlaunch testing . . . . 4.6.2 Spacecraft postlaunch testing . . . . . . 4.6.3 Over-all command module electrical subsystem test . . . . . . . . . . . . . 4.6.4 Bench check-out of the ELS sequencer . . 4.6.5 Bench check-out of the LES sequencer . .
4.6.6 Investigation of the launch-escapemotor pressure instrumentation

4-215
4-21?

4-219
4-222

4-222 4-222

4-223 4-223 4-223 4-224

5.0

. MISSIONOPERATIONS . . . . . . . . . . . . . . . . . 5.1 Prelaunch Operations . . . . . . . . . . . . . . 5.1.1 Test vehicle history . . . . . . . . . . 5.1.2 Spacecraft preparation operations . . . . 5.1.3 Launch vehicle preparation operations . . 5.2 hunch Operations . . . . . . . . . . . . . . . 5.2.1 Launch procedures . . . . . . . . . . . . 5 2 2 Launch pad damage assessment . . . . . . .. 5.3 Data and Optical Instrumentation Coverage . . . 5.3.1 Optical instrumentation data . . . . . . 5.3.2 Meteorological data . . . . . . . . . . . 5.3.3 Geodetic data . . . . . . . . . . . . . . 5.4 Range Operations . . . . . . . . . . . . . . . . 5.4.1 Communications . . . . . . . . . . . . . 5.4.2 Radio frequency radiation control . . . . 5.4.3 Closed-loop television . . . . . . . . . 5.4.4 Timing . . . . . . . . . . . . . . . . . 5.4.5 Meteorological . . . . . . . . . . . . . 5.4.6 Geodetics . . . . . . . . . . . . . . . . 5.4.7 Telescopes . . . . . . . . . . . . . . .

4.6.7 Investigation of the failure of command module base pressures nos. 5 and 9 . .

.....

4-224 5-1 5-1 5-1 5-3 5-4

5-12 5-12 5-13

5-16
5-16 5-28 5-29 5-31

5-31 5-32 5-32 5-32 5-33 5-33 5-33

iii

Section

Page

5.4.8 5.4.9 5.4.10 5.4.11 5.4.12 5.4,l3

Contrave cinetheodolites Fixed cameras Telemetry Radar Missile f l i g h t surveillance o f f i c e r Real-time-data system

........ ............. ............... ................. .. .........

5-34 5-34 5-34 5-34 5-34 5-34 5-36 5-36 5-37 5-40

5.5

Recovery Operations

..............

6.0
7.0

...... ........ 5.5.3 ................ 5.5.4 ............. CONCLUSIONS .................... DISTRIBUTION . . . . . . . . . . . . . . . . . . . .

5.5.1 Recovery teams and equipment
5.5.2
Cormnand moduie recovery Launch vehicle and s e r v i c e module recovery Survey r e p o r t

5-41
6.1
7.0

iv

TABLES

Table

Page

2.0-1 3.0-1 4.1.1-1 4.2.3-1 4.3.1-1 4.3.1-2 4.3.1-3 4.3.3-1 4.3.6-1 4.3.6-2 4.4.1-1 4.4.5-1 4.4.5-2 3.3.1-1 5.3.1-2 5.3.1-3

....... BOILFRPLATE 1 EVENT TIME3 . 2 THE T E S T P O I N T . . . . . . . M S PROPERTY DATA . . . . . AS

TESTOKECTTVES BOILERPLATE12

............ ............ ............ ............

2-2

3-3

4-7 4-42 4-56 4-58 4-66 4-101 4-131 4-137 4-192 4-210 4-212
5-18
5-22

FLIGHT INSTRUMEIWATION HARDWARE LIST FOR

CONTINUOUS TELFSIETRY CHANNELS

..................

........... APOLLO BOILERPLATE MEASUREMENT LIST ........ MOTOR PERFORMANCE SUMMARY .............
COMPARISON O BOILERPLATE 12 TOWER LOADS WITH F D E S I G N L A S DURING ABORT OD L I M I T I N G FREQUENCY RESPONSE FOR FLUCTUATING PFCi!3SSm

.............
WITH

.....................
..............

COMPARISON O B O I L F E P L A T E 12 BOOST PHASE LOADS F COWARAEXJ3 D E S I G N LOADS

. LAUNCH VXHICLE AIRBORNE MEASUREMENTS . OPTICAL COVERAGE . . . . . . . . . . . COVERAGE DETAILS FROM ONBOARD CAMERAS .
LAUNCH VEHICLA' LANDLINE MEASUREMENTS OPTICAL EVENT DATA

....... ....... ....... .......

.................

5-23

FIGURES Figure Page Apollo Mission A-001 BP-12 t e s t v e h i c l e configuration P r o f i l e of Apollo Mission A - 0 0 1

3.0-1 3.0-2 3 0-3 3.0-4 4.0-1 4.0-2 4.1 -1-1

4 . 1 .l-2

3-4 3-5 3-6 3-7

4.1.1-3 4.1.1-4 4.1.1-5 4.1.1-6 4.1.1-7 4.1.1-8 4.1.1-9

............ Apollo Mission A-001 launch escape v e h i c l e . . . . . . White Sands Missile Range . . . . . . . . . . . . . . . Mission A-001 t e s t vehicle . . . . . . . . . . . . . . Test v e h i c l e reference axis system . . . . . . . . . . Altitude p l o t t e d against time from launch . . . . . . . Variation of aititucie with r e s p e c t iu i'ttrige . . . . . . Flight-path angle p l o t t e d a g a i n s t t i m e from launch . . T o t a l v e l o c i t y p l o t t e d a g a i n s t t i m e from launch . . . . Mach number as a function of t i m e from launch . . . . . Dynamic pressure plotted a g a i n s t t i m e from launch . . . Flight-path angle p l o t t e d a g a i n s t dynamic pressure . . Dynamic pressure plotted with r e s p e c t t o Mach number. .
Range r e s o l u t i o n e r r o r i n t h e real-time-data system
(a)
(b)

4-3
4-4 4-8
G-9

4-10

4-11
4-12 4-13 4-14

4-15

Weight flow and Algol t h r u s t with r e s p e c t t o t i m e .

4-16

(c)

(d)

........ Magnitude of t h e wind i n components and a l t i t u d e p l o t t e d against time . . . . . . . . . . . . . . Velocity, dynamic pressure, Mach number and f l i g h t path angle p l o t t e d a g a i n s t time . . . . . . . .

Atmospheric pressure, atmospheric temperature and d e n s i t y p l o t t e d a g a i n s t time

4-17
4-18 4-19

vi

Figure

4.1.2-1

The

4 a.m. m . s . t . Site

meteorological report from Desert

(a)

Temperature and pressure p l o t t e d against altitude Wind d i r e c t i o n and wind speed p l o t t e d against a l t i t u d e

..................

4-21 4-22 4-23 4-24 4-26 4-27 4-2 9 4-30 4-31 4-35

4.1.2-2 4.1.2-3 4.l.3-1 4-1-32 4.1.4-1 4.1.4-2

3 4.1.4-

.............. T-70 minute winds a t t h e launch pad . . . . . . . . T-0 winds a t t h e launch pad . . . . . . . . . . . .
(b)

Separation d i s t a n c e between t h e launch-escape vehicle and t h e predicted Saturn r e e n t r y

.........

Altitude with respect t o range a f t e r abort initiation

....................
............
..........
Cinethedo-

T o t a l v e l o c i t y on t h e parachutes with respect t o time. Computer simulation

T o t a l v e l o c i t y on t h e parachutes with respect t o time. Cinetheodolite r e s u l t s

The ground t r a c k of t h e command module. literesults

...................

4.2.2-1 4.2.2-2

Spacecraft predicted weight p l o t t e d against time of launch-escape-motor i g n i t i o n

...........

Spacecraft predicted center-of-gravity (x) l o c a t i o n p l o t t e d against time of launch-escape-motor ignition

.....................

4-36 4-37 4-38 4-3 9

4.2.2-3 4.2.2-4 4.2.2-5

Predicted center-of-gravity ( z ) l o c a t i o n p l o t t e d a g a i n s t time of launch-escape-motor i g n i t i o n

...

Spacecraft predicted r o l l moment of i n e r t i a p l o t t e d against time of launch-escape-motor i g n i t i o n

...

Spacecraft predicted p i t c h moment of i n e r t i a p l o t t e d

vii

Figure 4.2.2-6 4.2.3-1 4.2.3-2 4.2.3-3 4.2.3-4 4.2.3-5 4.2.4-1 Spacecraft p r e d i c t e d yaw moment of i n e r t i a p l o t t e d against time of launch-escape-motor i g n i t i o n Total t e s t vehicle weight p l o t t e d a g a i n s t L i t t l e Joe I1 burning t i m e

Page

...

4-40

...............
............

4-43
4-44

T e s t v e h i c l e c e n t e r of g r a v i t y p l o t t e d a g a i n s t L i t t l e Joe I1 burning time

T e s t v e h i c l e p i t c h moment of i n e r t i a p l o t t e d a g a i n s t L i t t l e Joe I1 burning time T e s t vehicle roll moment of i n e r t i a p l o t t e d a g a i n s t L i t t l e Joe I1 burning time T e s t vehicle yaw moment of i n e r t i a p l o t t e d a g a i n s t L i t t l e Joe I1 burning time

............
............

4-45
4-46
4-47

4.3.1-1
4.3.1-2

............ Diagram sharing thrust-vector angle . . . . . . . . Modulation package block diagram . . . . . . . . . .

B o i l e r p l a t e 12 instrumentation block diagram depicting V.C.O. assignment

4-49
4-75
4-76

............

4.3 .l-3
4.3.1-4

Communication and instrumentation subsystem block diagram

.....................

4-77
4-78

Communication and instrumentation subsystem component l o c a t i o n

................

4.3.1-5

B o i l e r p l a t e 1 2 camera subsystem block diagram. camera has a control subsystem a s shown. Linear accelerometer, pas, and temperature r e s i s t a n c e t heromomet e r

.....

Each

4-79
4-80

4.3.1-6 4.3.1-7 4.3.1-8

............. Spacecrart measurement l o c a t i o n s . . . . . . . . . .

Cormnand module conical surface and f l u c t u a t i n g pressure measurement l o c a t i o n s

4-81
4-82

..........

viii

Figure

Page
c

4.3.1-9

Command module aft heat s h i e l d pr e ssur e measurement locations

....................

4-83

4.3 -1-10 Launch-escape subsystem and e a r th- la nding subsystem

sequence measurements

..............
............

4-84
4-85
4-86

4.3.1-11
4.3.1-12

B o ilerp late 12 p h y sic a l l o c a t i o n of primary instrumentation components

Telemetry t r a n s m i t t e r a m p l i f i e r temperature p l o t t e d against t i m e Command module i n t e r i o r t e q e r a t u r e and pr e ssur e p l o t t e d ag ain st t i m e Transponder A and

..................

4.3.1-13
4.3.1-14
4.3.2-1 4.3.2-2

.............. B t r i g g e r pulse r e p e t i t i o n r a t e .

4-87 4 -88
4-91
4-92

B o i l e r p l a t e 12 event schedule s e q u e n t i a l block diagram

.....................
......... of pyro bus volta ge s . . . . . . . . of l o g i c bus volta ge s .......

B o i l e r p l a t e 12 launch-escape subsystem and e a r t h landing subsystem block diagram Time h i s t o r i e s

4-93

Time h i s t o r i e s

4-94
4-95 4 -102
4-103

Time h i s t o r i e s d-c c u r r e n t and main bus volta ge s P itch -co n tro l motor t h r u s t c o r r e c t i o n f a c t o r p l o t t e d a g a i n s t time 4.3.3-2 Launch-escape Launch-escape

..

4.3.3-3

.............. subsystem diagram . . . . . . . . . . motor diagram . . . . . . . . . . . .

4 -104

4.3.3-4 4.3.3-5
4.3.3-6

Launch-escape motor pr e dic te d t h r u s t p l o t t e d a g a i n s t time P itch -co n tro l

.................. motor diagram . . . . . . . . . . . .

4-105
4-106

P itch -co n tro l motor t h r u s t p l a t t e d a g a i n s t time

..

4-107

ix Figure Page Tower j e tt iso n motor diagram

4.3.3-7
4.3.3-8

...........

4-108
4-109

Tower-jettison motor predicted t h r u s t p l o t t e d a g a i n s t time Command module upper deck p r i o r t o f l i g h t Top view of command module

..................

..... .............

4-119
4-120 4-121 4-122 4-123 4-124 4-125 4-126 4-127

Csmmnd m d i d e a t t i t u d e changes during main parachute deployment

...............
3

4.3.5-4 4 3 5-5
9

Reconstruction of r outing of f a i l e d riser of no. 1 main parachute Routing of f a i l e d r i s e r over no. 2 and no. longerons

..................

....................

4.3.5-6

Upper p o r t i o n of f a i l e d r i s e r showing a br a sion of command module Thermo F i t sle e ving and r i s e r F a i l e d riser showing abrasion of command module s k i n by parachute connector links No. 1 main parachute riser damage t o no. 2 longeron

...

4 3 5-7
4.3.5-8

........

.....................

4 3 5-9
4.3.5-10

Area of no. 1 parachute r i s e r damaged by a br a sion over no. 2 longeron

...............

Drogue disconnect assembly showing damaged e l e c t r i c a l connector and charge holde r . Note nylon t u f t a t upper r i g h t .

...................

4-128 4-129 4-130

4.3 3-11
4.3.5-12

Command module showing bent simulated r e a c tioncontrol-subsystem motor

............. Chart showing damage t o no. 3 parachute . . . . . .

Time h i s t o r y of command module accelerometers during t h r u s t termination
(a) X-axis a c c e l e r a t i o n (high range accelerometer).
(b) (c) Z-axis a c c e l e r a t i o n Y-ax

4.3.6-1

4-138 4-139 4-139

............. ........

Figure

4.3.6-2

Time histories of command module accelerometers during main parachute deployment

(a)
(b)

X-axis acceleration (high range accelerometer).

4 -140

(c)

.............. Y-axis acceleration . . . . . . . . . . . . .

Z-axis acceleration

4-141
4-141 4-142 4-143 4-144 4-14? 4-146 4-147 4-148

4.3.6-3 4.3.6-4 4.3.6-3 4.3.6-6 4.3.6-7 4.3.6-8 4.3.6-9 4.3.6-10

Beginning of thrust termination

..........

Thrust termination as fireball engulfs launch vehicle Launch vehicle disintegrates during thrust termination

.....................
...................

Pressure coefficient comparison in the pitch plane +Z quadrant Pressure coefficient comparison along two rays in the yaw plane Pressure coefficient comparison in planes between jet plumes

...................
..................

....................

Pressure coefficient comparison at a typical station Comparison of BP-12 fluctuation pressures with wind-tunnel data (a) M = 0.80 and 0.95
(b) M = 0.90 and 0.95

.............. ..............
. . . . . . . . . . . . . . . . . . . . . . . . ...... ...... ...... ......

4-149

4-150

4.3.6-11

Root mean square pressure time history

(a) Fluctuating pressure 1

4-151 4-152 4-153 4-154

(b) Fluctuating pressure 2 (c) Fluctuating pressure 3

(d) Fluctuating pressure 4

xi

Figure (e) Fluctuating pressure (f) (g)

........... Fluctuating pressure 8 . . . . . . . . . . . . Fluctuating pressure 1 . . . . . . . . . . . 0

4-158

6.

4.3.6-12 Time histories of base pressures

............ (b) Base pressures 3 and 4 . . . . . . . . . . . . (c) Base pressures 6 and 10 . . . . . . . . . . . (a) Base pressures 7 and 8 . . . . . . . . . . . . (e) Base pressures 1 and 12 . . . . . . . . . . . 1
(a) Base pressures 1 and 2

4-159 4-160

4-161
4-162

4.3.6-13

Time histories of conical surface pressures (a) Conical surface pressures 1 and 2
(b)

(c)
(d)
(e)

(f) (g)
.

. . . . . Conical surface pressures 1 and 1 . 1 2 Conical surface pressures 14 and 22 .

2 6

. Conical surface pressures 3 and 4 . Conical surface pressures 5 and 6 . Conical surface pressures 7 and 8 . Conical surface pressures 9 and 1 . 0

. . . . . . .

... ... ... ... ... ... ...

(h) Conical surface pressures 23 and 24

(i) Conical surface pressures 25 and
(j)

.....

..... Conical surface pressures 2 and 27 . . . . . 1

8 (k) Conical surface pressures 15 and 2

.....
.....

8 9 ( ) Conical surface pressures 1 and 2 1

xii

Figure

Page

(m)
(n)
(0)

Conical surface pressures 30 and 31 Conical surface pressures Conical surface pressures Conical surface pressures

(p)

(q) Conical surface pressures

(r) Conical surface pressures

... 20 and 32 . . . 33 and 34 . . . 35 and 36 . . . 13 and 16 . . . 17 and 19 . . .

.. .. . . ..

4-17'?

4-176
4-177
4-178

. ..

4-179
4-180

4.3.8-1
4.3.8-2

Predicted and a c t u a l launch-escape-vehicle p i t c h r a t e time h i s t o r i e s

...............

4-184 4-184
4-18?

Predicted and a c t u a l launch-escape-vehicle yaw r a t e time h i s t o r i e s

..................

4.3.8-3

Predicted and a c t u a l launch-escape-vehicle roll r a t e time h i s t o r i e s

4.3.8-4

.................. Predicted and a c t u a l launch-escape-vehicle roll a t t i t u d e time h i s t o r i e s . . . . . . . . . . . . .

( a ) Angle of a t t a c k
(b)

4-185

4.3.8-5

Predicted and a c t u a l angles of a t t a c k and s i d e s l i p time h i s t o r i e s

Angle of s i d e s l i p

............... ..............

4-186 4-186
4-187 4-188

4.3.8-6
4.3.8-7

Time h i s t o r i e s of yaw r a t e and a t t i t u d e Time h i s t o r i e s Time h i s t o r i e s Time h i s t o r i e s

4.3.8-8 4.3.8-9

...... of p i t c h r a t e and a t t i t u d e . . . . . of roll r a t e and a t t i t u d e . . . . . . of &-ball d e l t a pressures . . . ..

4-189
4-190

xiii

Figure

Page Algol rocket motor t h r u s t c o r r e c t i o n f a c t o r Algol rocket motor chamber pressure p l o t t e d againsttime

4.4.2-1 4.4.2-2 4.4.2-3 4.4.2-4 4.4.2-5 4.4.2-6 4.4.2-7 4.4.2-8

)+.

....

4-195 4-196 4-197 4-19 4 -199

...................

Algol rocket motor t h r u s t p l o t t e d a g a i n s t t i m e Recruit rocket motor predicted t h r u s t p l o t t e d against t i m e

...

.................. Launch vehicle t o t a l t h r u s t p l o t t e d a g a i n s t t i m e . . Algol i g n i t i o n subsystem diagram . . . . . . . . . .

Recruit i g n i t i o n subsystem diagram. a i i Recruits

4 -200

...................

Typical f o r

Time h i s t o r y of Algol chamber p r e s s u r e

......
4 -204 4 -204

4.3-1

Launch-vehicle p i t c h rate t i m e h i s t o r y from l i f t - o f f t o t h r u s t termination Launch-vehicle yaw r a t e time h i s t o r y from l i f t - o f f t o t h r u s t termination Launch-vehicle roll a t t i t u d e t i m e h i s t o r y from l i f t - o f f t o t h r u s t termination Launch-vehicle r o l l rate t i m e h i s t o r y from l i f t - o f f t o t h r u s t termination

..............
..............

4.4.3-2 4.4.3-3 4.4.3-4 4.4.3-5 4.4.4-1 4.4.6-1

.........
.........

4-205
4 -205

Comparison of estimated drag with f l i g h t drag f o r various Mach numbers Block diagram of dual

.............. t h r u s t termination subsystem .

4 -206 4 -208
4 -214 4 -217 4 -218

Variation of i g n i t i o n b a t t e r y voltage with t i m e after removal o f b a t t e r y charger

........

4.5.1-1
4.5.1-2

Location of e i g h t 2- by 2-inch glass samples on command module Location of four 4- by ?-inch glass samples on

..................

xiv

Figure

Page Location of temperature s e n s i t i v e p a i n t on command module

4.5.2-1 4.5.2-2 5.1.1-1 5.1.1-2

.................

4-220 4-221
5 -6

Location of heat s e n s i t i v e p a i n t on launch-escape tower Launch

...................... vehicle 12-50-2prelaunch milestones . . . .

Boilerplate 12 prelaunch milestones

(a) Apollo t e s t operations

(b)

WSMR

- Downey . . . . . . . f a c i l i t y preparation - Spacecraft

Integrated operations

5 -8
5 -9

assembly and checkout

5.1.1-3

Spacecraft and a s s o c i a t e d f a c i l i t y pre-integrated tests

......................

5-10 5-11 5-14 5-15 5-25 5-26 5-27 5-35

5-42

5.2.1-1 5.2.1-2 5.3.1-1 5.3.1-2 5.3.1-3 5.4.1-1 5.5.1-1 5.5.1-2 5.51-3 5.5.1-4

................ Pre-count f o r b o i l e r p l a t e 12 . . . . . . . . . . . F i n a l countdown f o r b o i l e r p l a t e 12 . . . . . . . . Camera and radar l o c a t i o n s f o r b o i l e r p l a t e 12 . . . Telemetry s t a t i o n l o c a t i o n s f o r b o i l e r p l a t e 12 . . Data handling time h i s t o r y . . . . . . . . . . . . Functional block diagram of WM timing system . . SR
Recovery team standby p o s i t i o n s and l o c a t i o n of predicted and a c t u a l landing/impact points Photograph of command module a f t e r landing Closeup photograph of command module a f t e r landing Photograph of command module and parachute a f t e r landing

Launch vehicle and a s s o c i a t e d f a c i l i t y preintegrated t e s t s

..

....

5-43 5-44 5-45

..................... ..................

Figure

Page Photograph showing command module being loaded on Terracruiser Photograph of

5.5.1-5

5.5.1-6
5.5.1-7
5.5.1-8

................. command module imprint on ground . .

5-46 5-47
5-48 5-49
5-50

Photograph showing f i b e r g l a s s t o r n from a f t heat s h i e l d . Photograph of Photograph of Photograph of

5.5.1-9
7.5.l-lO
5.3.1-11

.................. U S a f t e r impact . . . . . . . . . . U S a f t e r removal from ground . . . . service module a f t e r impact . . . . . ..................

5-51
5-52

Photograph of a f t s e c t i o n of launch vehicle a f t e r impact

POSTLAUNCH REPORT FOR

A'OL;Lo

MISSION A-001
(BP-12 )

1.0 SUMMARY The Apolls boilerplate I 2 Mission A-001 was launched on May 13, 1964, at White Sands Missile Range, New Mexico, at 5:'39:59.717 a.m. mountain standard time (m.s. t. ). Unacceptable wind and dust conditions had forced a 24-hour postponement of the launch from its original schedule of 6:oo a.m. m s.t., Maq 12, 1964. Vehicle performance . was as predicted, The mission was a success.
A l l first-order test objectives and two of the three second-order t c ~ c h j ~ ~ t f v ~ : satisfied, The second-order test objective which t were

was not satisfied was: Demonstrate proper operation of the applicable components of the earth-landing subsystem. During the deployment of the three main parachutes, a parachute riser chafed against a simulated reaction-control-subsystem motor and drogue disconnect guide assembly (horsecollar). The riser subsequently broke after main parachute line stretch, and the command module descended safely to the ground on the two remaining main parachutes.

2 -1

2.0

INTRODUCTION

The Apollo Mission A-001 using b o i l e r p l a t e 1 w a s conducted t o d e t e r 2 mine t h e aerodynamic c h a r a c t e r i s t i c s of t h e launch-escape v e h i c l e and t o prove i t s c a p a b i l i t y t o propel t h e command module away from t h e launch veh i c l e under t r a n s o n i c speed conditions and high dynamic pressure.

To perform t h i s mission, Apollo b o i l e r p l a t e I 2 was d e l i v e r e d t o White Sands Missile Range (WSMR), New Mexico, on March 2, 1964. L i t t l e Joe I1 launch vehicle, designated 12-50-2, w a s d e l i v e r e d t o WM on February 17, SR 1964. Complete subsystems t e s t s were p e r f o r m d on both t h e launch v e h i c l e SR and t h e t e s t vehicle a t WM p r i o r t o launch operations on May 13, 1964. This w a s t h e second f l i g h t abort t e s t of an Apollo b o i l e r p l a t e command modu l e t e s t vehicle.
The launch w a s s u c c e s s f u l l y i n i t i a t e d a t 5:59:59.717 a.m. m. s. t. on Wednesday, May 13, 1964. The t e s t w a s o r i g i n a l l y scheduled f o r 6:oo a.m. m. s. t. on May 12, 1964; however, unacceptable wind and dust conditions on t h a t day force6 a 2 k - h ~ - i rp s s t p x a s k . There were f i v e f i r s t - o r d e r and t h r e e second-order t e s t o b j e c t i v e s formulated f o r t h i s mission, First-order t e s t o b j e c t i v e s are those obj e c t i v e s which define t h e main purpose f o r making a f l i g h t . These object i v e s must be achieved f o r t h e f l i g h t t o be a success. Second-order t e s t o b j e c t i v e s a r e those d e s i r e d t o support f u t u r e Apollo missions o r t o supply supplementary data f o r o v e r - a l l s p a c e c r a f t evaluation. These t e s t object i v e s are shown i n t a b l e 2.0-1. Detailed r e s u l t s p e r t a i n i n g t o i n d i v i d u a l o b j e c t i v e s a r e discussed i n subsequent s e c t i o n s of t h i s r e p o r t . The d e f i n i t i o n of terms used i n connection with o b j e c t i v e s f o r t h i s r e p o r t i s as follows: Demonstrate denotes t h e occurrence of an a c t i o n o r an event during a t e s t . The accomplishment of a n o b j e c t i v e of t h i s type r e q u i r e s a q u a l i t a t i v e answer. The answer w i l l be derived through t h e r e l a t i o n of t h i s act i o n o r event t o some o t h e r known information o r occurrence. This category of o b j e c t i v e implies a minimum of a i r b o r n e instrumentation, and/or that t h e information be obtained e x t e r n a l t o t h e spacecraft. Determine denotes t h e measurement of performance of any subsystem o r component. This category implies a q u a n t i t a t i v e i n v e s t i g a t i o n of o v e r - a l l operation which includes, generally, instrumentation f o r measuring b a s i c i n p u t s and outputs of t h e subsystem. The information obtained should i n d i c a t e t o what extent t h e subsystem operated as designed. Instrumentation should allow performance d e f i c i e n c i e s t o be i s o l a t e d t o e i t h e r t h e subsystem o r t o t h e subsystem inputs.

2 -2

TABLE 2.0-1. TEST OBJECTIVES

Number 1
2

First order Demonstrate the structural integrity of the escape tower. Demonstrate the capability of the escape subsystem to propel the command module to a predetermined distance from the launch vehicle. Determine aerodynamic stability-characteristics of the escape configuration for this abort condition. Demonstrate proper operation of the command module to service module separation subsystem. Demonstrate satisfactory recovery timing sequence in the earth-landing subsystem,
~~ ~ ~

Comment Satisfied Satisfied

Satisfied

4
5

Satisfied Satisfied

Number 1
2

Second order Demonstrate Little Joe ILspacecraft compatibility. Determine aerodynamic loads due to fluctuating pressures on the command module and service module during a Little Joe I1 launch. Demonstrate proper operation of the applicable components of the earth-landing subsystem.

Comment Satisfied Satisfied

Not satisfied

3.0 MISSION DESC'RIPTION

Apollo Mission A-001 w s executed t o determine t h e aerodynamic and a o p e r a t i o n a l c h a r a c t e r i s t i c s of t h e launch-escape vehicle during an a b o r t a t transonic speed conditions and high dynamic pressure. The t e s t v e h i c l e launch configuration i s shown i n figure 3.0-1, t h e mission p r o f i l e i s i l l u s t r a t e d i n f i g u r e 3.0-2, and tne launch-escape v e h i c l e i n f i g u r e 3.0-3.

k The t e s t vehicle was launched on M y 13,

2,

1964, a t 5:59:59.717 a.m.

by i g n i t i n g a l l L i t t l e Joe I1 launch vehicle motors simultaneously. m.s.t. e Launch took place from launch complex 36 a t White Sands Missile Range, N w Mexico, which i s approximately 4,000 f e e t above mean sea l e v e l (m. s.1. ). Figure 3.0-4 i s a map of t h e White Sands Missile Range, The launcher was set a t 8i01y e l e v a t i o n and 346'20' azimuth t o compensate f o r predominantly southeast s u r f a c e winds (south component 5.0 mph, e a s t component 6.0 mph) recorded a t T-70 minutes. The f l i g h t proceeded through the series of s i g n i f i c a n t events a t t h e proper times as t a b u l a t e d i n t a b l e 3.0-1. The launch vehicle rated t h r u s t of approximately 300,000 pounds w a s provided by t h e s i x Recruit and one Algol s o l i d - p r o p e l l a n t motors. The s i x R e c r u i t motors were expended a f t e r 1.5 seconds; t h e r e a f t e r , t h r u s t was provided by t h e one Algolmotor. A t l i f t - o f f , a maximum launch-vehicle a c c e l e r a t i o n of approximately 7g w a s experienced. The f l i g h t dynamics o f f i c e r observed t h e real-time-data system p l o t s o f : f l i g h t - p a t h angle p l o t t e d a g a i n s t dynamic pressure, dynamic p r e s s u r e p l o t t e d a g a i n s t Mach number, and a l t i t u d e p l o t t e d a g a i n s t range and t r a j e c t o r y ground track. When t h e optimum t e s t - p o i n t conditions of dynamic pressure and Mach number were displayed a t 28.435 seconds after l i f t - o f f , t h e f l i g h t dynamics o f f i c e r s e n t t h e a b o r t signal. T h i s t e s t p o i n t condition corresponded t o a dynamic pressure o f 633 l b / s q f t , a Mach number of 0.935, and a n a l t i t u d e of 19,444 f e e t m. s. 1 .

1 The a b o r t s i g n a l i n i t i a t e d t h r u s t termination of t h e L i t t l e J o e I launch vehicle (by rupturing t h e Algol motor casing), i g n i t i o n of t h e launch-escape and pitch-control motors, and s e p a r a t i o n of t h e command module from t h e s e r v i c e module.

a A l l times f o r data, t e l e m e t r y , onboard t a p e recorder, and radar t h e o d o l i t e f i l m a r e referenced t o a maximum 4-inch vehicle r i s e event as zero time (T-0).

3-2
Chamber pressure of t h e pitch-control motor w a s f i r s t recorded a t Telemetry recordings of t h e pitch-control-motor pressure i n d i c a t e t h a t performance w a s s l i g h t l y below s p e c i f i c a t i o n . The performance c h a r a c t e r i s t i c s of t h e launch-escape motor could not be determined because of t h e loss of t h e chamber-pressure measurement. However, evaluation of t h e f l i g h t data i n d i c a t e d t h a t motor performance w a s acceptable.

28.54 seconds.

A t approximately 44 seconds, t h e tower-jettison motor w a s i g n i t e d and s a t i s f a c t o r i l y separated t h e launch-escape tower from t h e command module,

The drogue parachute mortar f i r e d a t 47.2 seconds with f u l l drogue parachute deployment occurring a t approximately 48.2 seconds. The command module w a s subjected t o less-than-predicted maximum conditions of p i t c h , r o l l , and yaw rates during drogue parachute operation.
A t an a l t i t u d e of approximately- 12,500 feet m. s. l., baroswitches i n i t i a t e d t h e f i r i n g of t h e t h r e e p i l o t parachute mortars. This event occurred a t 112.7 seconds. When t h e three main 88-foot parachutes were deployed, a parachute r i s e r chafed and abraded a g a i n s t a simulated r e a c t i o n control-subsystem motor and t h e drogue disconnect guide assembly (horsec o l l a r ) . This r i s e r subsequently broke c l o s e t o t h e b r i d l e i n t h e chafed area and allowed t h e main parachute t o separate from t h e command module. The two remaining main parachutes were deployed normally and achieved reefed and then d i s r e e f e d i n f l a t i o n . Suspension l i n e s of t h e f r e e parachute i n f l i c t e d s u f f i c i e n t burn damage t o one of t h e remaining two reefed parachutes t o cause t h e gore f a i l u r e noted upon d i s r e e f .

WES

The command module, supported by t h e two remaining main parachutes, lowered at a rate of 30 f e e t p e r second, decreasing t o 26 f e e t p e r second a t e a r t h landing r a t h e r than t h e p r e d i c t e d r a t e of 24 f e e t per second based on a three-parachute support.

Earth impact for t h e base of t h e L i t t l e Joe I1 launch v e h i c l e occurred a t 124.5 seconds, 11,592 f e e t downrange.

22,400 f e e t downrange.

Earth landing f o r t h e command module occurred a t Maximum a l t i t u d e a t t a i n e d w a s

350.3 seconds, 29,772 f e e t m . s . 1 .

Earth impact f o r t h e launch-escape subsystem with forward cover occurred a t 110.9 seconds, 27,953 f e e t downrange, Maximum a l t i t u d e a t t a i n e d w a s 30,511 f e e t m. s. 1 . Postlaunch recovery operations were underway immediately a f t e r launch and a l l major components were returned t o t h e Vehicle Assembly Building 1 w i t h i n 10- hours. 2

3 -3
T&LE 3.0-1.- O B
rLift-off:
L

12 EvEloT

TlMgg

planned, 6:oo a.m. m.8.t;

actual, 5:59:59.717 a.m.

m.s.t.1

Event

Ccmutatoi channel
number

Plaaned t-,
t+sec
0

Actual ne, t+sei

A

A b o r t enable

A-E-45 A-E-70
A-E- 79

0.08

A -_ -_
0 0 0

L i t t l e Joe thrust termination (system A ) L i t t l e Joe thrust telPiDation (system B)

A b o r t i n i t i a t e relay closure A and B

3.39 31.39 3.39 3.39 3.39 3.39 9.39 3.39

41.10

2.9 84

__

__

A-E-55
A-E- 72

28.46
28.49

0 0
0 0
0 0

-.03
0

Abort i n i t i a t e relay closure A a d B

(K-20, 19)
LES pitch-control motor f i r e r e l a y closure A and B
CoDlnand

&E-48
A-E- 56

28.46
28.46
28.46

-0 .3

relay closure A and B

module/service module separation

-.03
-0 .3

Sequencer start signd A Sequencer start s @ i

B

&E-57
A-E-

58

-28.56 43.94 43.74 44.15 47.11 47.11 47.11 47.23 47.11 112.7

-* 07

BBckup abort timer A and B

!l'oner jettison-separation A i n i t i a t e relay

A-E- 38

10.36 15.50 15-50 15.50 18.50 18.50 18.50

A-E-50
A-E-49

closure A and B
Tower jettison-separation B i n i t i a t e relay closure A and B

46.89
46.89

15-45 15.25 15.66 18.62 18.62 18.62 18.74

Tover jettison-separation relay closure A Md B

&E-61 ~-~-62 A-E-63

A-E-60
A-E-&

46.89
49.89 49.89 49.89

EIS sequencer A start relay closure

AaadB

EIS sequencer B start relay closure A and B

Forward heat shield relay closure A and B

Drogue mortar f i r e Drogue deploy relay closure A and B

Main parachute deploy - Drogue release r e l a y closure A and B Bsroswitch 1 and 2 (2% f t ) system A'

49.89
49.89
120-57

18.50
18.50

A-E-65

18.62

A-E-66

89.18
40.89

8. 4P

&E-46
A-E-81

72 50
122.86

-n2.7

--

m m o r t a r 1 flre o t

89.18
89.18

8. 4P 8. 4P
84.21

m o t mortar 2 flre
pilot mortar 3 flre

A-E-82 A-E-83
&E- 59

122.86 122.86
122.86

m.7

m.7

89.18
89.18 355.08 355.08

Bsroswltch 1 and 2 (2% it) system Ba

Main paraghute r e l e a s e relay closure AandB

-350-51 350- 3

-..

A-E-67

386.47 386.47

22.08
21.a

Cammand module landing 'NOTE:

--

All event times from commutator are t o be t r e a t e d as -4, -0.1 second i n quoting times.

%hese events were monitored only.

3-4

-Nose

cone ( Q - b a l l )

P i t c h-c on t r o 1 motor T o w e r - j e t t i s o n motor Launch- e s c a p e m o t or

Launch- e s c a p e tower

-43
c-c

Command module Access door

BP service module
10 2.4

7
I I I

Access door

+Y

Access door

Access doors

Little

launch

A-A-

+X a x i s

tI

-Y B-B

R e c r u i t motor A-A ( 6 p l a c e s )
A l l dimensions i n inches

Note :
1.

2.

Tower s t r u c t u r a l m e m b e r s have been o m i t t e d

Figure 3,O-1.

Apollo mission A-001 BP-12 test vehicle configuration.

3-5

e3

8
2

ff

1.
2,

L i t t l e Joe I1 BP-12 launch v e h i c l e I,fttle Joe thr=st_ tprmigation

3.

4.

5 .
6.

7. 8.

and i g n i t i o n of launch-escapesubsystem motor a t h i g h dynamic p r e s s u r e and s e p a r a t i o n of command module from s e r v i c e module Launch-escape-subsystem motor burnout and c o a s t t o low dynamic pressure Tower and forward heat s h i e l d separation Drogue parachute deployment P i l o t parachutes deploy w i t h deployment of main p a r a c h u t e s i n reefed condition Main parachutes f u l l y i n f l a t e d Command module l a n d i n g

F i g u r e 3.0-2.-

P r o f i l e of Apollo mission A-001.

3 -6

50

45.8 d i a -

z
S e c t i o n A-A

PQ
4

-ba 11
- P I t c h- c on t r o l
mc3 t o r

Tower j e t t i s o n ]noto r

405.39

Launch escape motor

dia

488.14
A

L
/

Launc h-e sc a p e tower

Note

1.
2.

A 1 1 dimensiolls i n i n c h e s u n l e s s o t h e r w i s e noted Tower s t r u c t u r a l members h a b e b e e n o m i t t e d f o r c l a r i t y

A p o l l o m i s s i o n A-001

Figure 3.0-3.-

1aui;ch e s c a p e v e h i c l e .

v
I 0

4.0

TEST VEHICLE DESCRIPTION

The Apollo Mission A - 0 0 1 t e s t vehicle ( B p - 1 2 ) consisted of two main units : t h e spacecraft (launch-escape subsystem, b o i l e r p l a t e command module, b o i l e r p l a t e s e r v i c e module ), and t h e launch vehicle.

The L i t t l e Joe I1 launch vehicle no. 12-50-2 w a s a f i n - s t a b i l i z e d airframe i n which one A l g o l ID Mod I1 and s i x Recruit solid-propellant rocket motors were i n s t a l l e d . The launch v e h i c l e contained o r u t i l i z e d a propulsion and pyrotechnic subsystem, a thrust-termination subsystem, an instrumentation and communication subsystem, and an e l e c t r i c a l subsystem. The launch-vehicle airframe consisted of a four f i x e d f i n s . A diagram of the t e s t vehicle The t e s t vehicle reference a x i s system i s shown sketch of t h e launch-escape vehicle i s shown i n c y l i n d r i c a l body and i s shown i n f i g u r e 4.0-1. A i n f i g u r e 4.0-2. f i g u r e 3.0-3.

The command module w a s of aluminum b o i l e r p l a t e construction, c o n i c a l i n shape, 134 inches high and 134 inches maximum diameter. The a f t heat s h i e l d w a s constructed of laminated f i b e r g l a s s as a s u b s t i t u t e for t h e a b l a t i v e material and substructure. Subsystems contained within t h e command module were: onboard instrumentation, e l e c t r i c a l power, earthlanding subsystem, launch-escape sequencer, and equipment cooling.
The s e r v i c e module w a s of aluminum b o i l e r p l a t e construction, cylind r i c a l i n shape, 158.6 inches long and 154 inches i n diameter. Provisions t o b o l t t h e s e r v i c e module t o launch vehicle were incorporated a t t h e bottom i n a 10-inch-long detachable adapter. A p r o t e c t i v e f i b e r - g l a s s bulkhead w a s attached t o t h e inside of t h e module as a means of p r o t e c t i n g t h e command module during explosive t h r u s t termination of t h e L i t t l e Joe I1 launch vehicle.

The launch-escape subsystem consisted of a welded t u b u l a r launchescape tower, four explosive b o l t s , and t h r e e solid-propellant motors. The tower, 120 inches long with a base about 46 by 50 inches, formed t h e intermediate s t r u c t u r e between the b o i l e r p l a t e command module and t h e escape-jettison motors. The tower w a s attached t o t h e command module by four explosive b o l t s . The solid-propellant launch-escape motor was 26 inches i n diameter and 183 inches i n length. The motor contained f o u r nozzles canted 35" from t h e motor l o n g i t u d i n a l a x i s , and produced a nominal 155,000-pound thrust.

The solid-propellant pitch-control motor, 9 inches i n diameter and 22 inches i n l e n g t h , produced a nominal t o t a l impulse of 1,700 poundseconds. The motor housing formed t h e s t r u c t u r e between t h e nose cone and t h e forward end of t h e j e t t i s o n motor.

The solid-propellant tower-jettison motor was 26 inches i n diameter, and 47 inches i n length w i t h a b o l t flange a t t h e a f t end which allows t h e j e t t i s o n motor t o be mounted t o t h e head end o f t h e launch-escape motor. The motor contained two t h r u s t nozzles positioned 30' from t h e r e s u l t a n t t h r u s t center l i n e and produced a nominal 33,000 pounds of t h r u s t f o r 1 second.

Applicable time h i s t o r i e s of measured parameters are included a t t h e end of each subsystem analyses.

4-3

4
Boilerplate Launch vehicle

Launch-escape assembly

LES tower

Forward h e a t s h i e l d Command module

A f t heat shield

S e r v i c e module

L i t t l e Joe I 1

Command module shown w i t h forward heat s h i e l d attached t o tower

.
Figure 4.0-1.

- Mission

A-001

test v e h i c l e .

4-4

+z

A
+X
Axis Orientation Longitudinal Lateral Normal Angle

+X

-E%&-

L o o k i n g forward

Symbol

Force
Fx

Linear Velocity
U

Positive Direction+< Forward

Right

X
Y
Z

F Y
FZ

V W

Down

"Positive di !ction i defir astronaut in spacecraft

relative to seated

Designation Symbol Roll Pitch Yaw

Angular Velocity

Angular Moment

Positi c vx Direction::
Clockwise
UP

P
q

M
N

Right

"Positive direction is defined relative to seated

45
4 . 1 Trajectory Analysis
4 . 1 . 1 The t e s t p o i n t and t h e real-time-daya system.- I n a n attempt t o match conditions a t a p o i n t on t h e Saturn t r a j e c t o r y , t h e t e s t p o i n t f o r t h e high dynamic pressure a t transonic speed conditions (Mission A - 0 0 1 ) was s e l e c t e d f o r a Mach number of 0.94 and dynamic p r e s s u r e of

585 lb/sq f t .
Manned Spacecraft Center, Houston, provided a d i g i t a l computer program f o r use a t WM t o determine t h e launcher s e t t i n g s on e l e v a t i o n and SR azLxdth which wcul4 allow t h e t e s t v e h i c l e t o pass through t h e t e s t point. This program took i n t o account a l l known information about t h e t e s t vehiche as w e l l as t h e b e s t estimate of t h e weather and winds a t t h e time of launch. The winds and atmospheric conditions used t o make t h e f i n a l launcher s e t t i n g were f o r t h o s e conditions reported a t T-70 minutes bef o r e t h e time of launch.
A primary reason f o r the f l i g h t w a s t o o b t a i n launch-escape-vehicle s t a b i l i t y and performance c h a r a c t e r i s t i c s i n t h e t r a n s o n i c region which corresponds t o t h e f o r e g o i n t t e s t conditions. To accomplish t h i s objecSR t i v e t h e real-time-data system of WM w a s u t i l i z e d t o determine i n real t i m e s e v e r a l parameters, both i n d i g i t a l d i s p l a y and i n plotboards driven by t h i s program. A brief description of t h e plotboards follows:

a. Plotboard A p l o t t e d t h e f l i g h t - p a t h angle o f t h e v e l o c i t y vector a g a i n s t t h e dynamic pressure.

b.

Plotboard B showed t h e dynamic pressure w i t h r e l a t i o n t o Mach

number,

e. Plotboard C displayed both a l t i t u d e p l o t t e d a g a i n s t range and a ground t r a c k of t h e trajectory-. The real-time-data system showed t h e t r a j e c t o r y of t h e command modu l e from l i f t - o f f t o landing by tracking t h e two beacons on t h e command module with t h r e e r a d a r s . Trajectory parameters a r e shown i n f i g u r e s 4.1.1-1 t o 4.1.1-8. On t h e basis of t h e winds which were reported a t T-70 minutes during t h e countdown, a launcher elevation angle of 8'9 111 and azimuth o f 3621 4'1 was computed using t h e launch-angle program. The launcher w a s s e t a t 8 ' 9 and 346'201 which w a s s a i d t o be as c l o s e as it could be s e t . A 11l d i g i t a l computer s o l u t i o n of t h e t r a j e c t o r y using t h e s e launch angles and t h i s wind form t h e p r e d i c t e d t r a j e c t o r y as shown i n f i g u r e s 4.1.1-1 t o 4.1.1-8.
The real-time-data system uses 51-point end-point smoothing. accumulate t h e s e 51 p o i n t s from which t h e average i s formed takes

To

4-6
2 . 5 seconds. Thus, whenever r a d i c a l a c c e l e r a t i o n changes occur, t h e real-time-data system develops a temporary e r r o r . This e r r o r i s smoothed o u t completely i n a maximum of 5 seconds but a f t e r 2.5 seconds an accepta b l e agreement i s reached between what t h e real-time-data system p r e s e n t s and w h a t r e a l l y takes place, Curves of the t r a j e c t o r y as presented by t h e real-time-data system are shown i n f i g u r e s 4.1.1-1 t o 4.1.1-8.
A 2.5-second smoothing i n t e r v a l length w a s chosen t o reduce inherent radar cycling e r r o r s caused by range r e s o l u t i o n and random radar noise. This range r e s o l u t i o n e r r o r i s a state-of-the-art problem and i t s e f f e c t on t h e real-time-data system has been thoroughly i n v e s t i g a t e d previous t o mission A-001. During t h i s study it w a s found t h a t t h i s range r e s o l u t i o n e r r o r w i l l cause one o r two deviations from t h e t r u e value and t h a t t h i s deviation w i l l not reach values which a r e incompatible with t h e task t o be performed by t h e real-time-data system.

During the mission a t about 12.2 seconds, one s t e p occurred i n t h e data which could be a t t r i b u t e d t o t h i s e r r o r source. During t h e boost phase, a l a r g e increase i n v e l o c i t y w a s shown i n t h e output of t h e real-time-data system which d i d not a c t u a l l y occui- i n f l i g h t . Figures k . l . l - g ( a ) t o 4.1.l-9(d) show a l l t h e parameters t h a t go i n t o t h e s o l u t i o n of vehicle v e l o c i t y , such as weight flow, t h r u s t , wind, and weather. All of t h e s e parameters changed smoothly. A l t i t u d e w a s a l s o found t o increase smoothly. Velocity and t h e s e v e r a l i t e m s c a l c u l a t e d from t h e v e l o c i t y have a sharp discontinuity. Since Mach number, dynamic pressure, and f l i g h t - p a t h angle a l l change a b r u p t l y a t t h i s p o i n t , t h e r e w a s no indication of a n e r r o r on t h e plotboards except that a l l t h e s e q u a n t i t i e s appear high. The q u a n t i t i e s were s o high t h a t t h e p l o t boards showed that t h e v e h i c l e d i d not pass through t h e 30 d i s p e r s i o n about t h e t e s t point. This e r r o r i n dynamic p r e s s u r e has been confirmed by o p t i c a l tracking and i s high by approximately 23 lb/sq f t a t t h e t e s t point, With t h i s e r r o r taken i n t o account, t h e real-time-data system shows t h e vehicle passing through t h e e l l i p s e describing t h e 30 d i s p e r s i o n around t h e t e s t point. Values of s e v e r a l t r a j e c t o r y parameters a t t h e t e s t p o i n t a r e shown i n table 4.1.1-1. The t e s t point i s Mach number of 0.94 f o r d i g i t a l comp u t e r solutions, and a t t h e a b o r t time of 28.435 seconds for t h e a c t u a l f l i g h t . The values of s e v e r a l parameters shown i n f i g u r e s 4.1.1-1 t o 4.1.1-8 and i n o t h e r simulations are given i n t h e t a b l e .

4-7
TABLE 4.1.1-1.-

THE TEST PODIT

Parameter Mach number

a
0.94 589.2 10,512 50.587

TrajectoryL
b
C

.......

0.94

0.955 659

0.94 612.7

0.94 632

0.935 634

...... A l t i t u d e , f t m.s.l. . . . Time, sec . . . . . . . . Flight-path angle, deg. . . . . . . . . .

Velocity, f t / s e c Range, f t .

Dynamic pressure, lb/sq f t

585.1 21,677

19,480 20,641 19,862 19,445 30.853 28.764 28.435

54.85

31.393 28.435
60.2

74.5
973 7,250

56;44
1,015 6,870

. 52.0
--

36-27 993

.,.. .......

989 6,577

988 7,976
9

998 79 020

6 869

l a = Nominal 84" t r a j e c t o r y , no wind, 1962 ARM: atmosphere. The predicted t r a j e c t o r y , determined a t T-70 minutes i n t h e b I count down. c = The t r a j e c t o r y as shown by t h e real-time-data system.

d = The t r a j e c t o r y corrected f o r launch time winds,

e = The t r a j e c t o r y corrected f o r launch time winds and higher Algol t h r u s t .

f = The t r a j e c t o r y a s tracked by cinetheodolites.

4-8

4-9

32

12

16

20

24

28

32 XlOJ

R.ange, f t Figure 4.1.1-2.

- Variation of altitude with respect to range.

4-10

co
cy

cy d+

0 -f

cu m

co
N

cy

cu

W
rl

co

-f

4-11

*
0

E
0
CH

cu

03

co
CJ

.s
-d
0

.m +

6 d
a
0

a m

4
d

.I -

a
h

% .
d

0 0

cu

C D

cu r l

0 0 Cr

r)

0 0
F i

cu

0 0 0

r)

. .

co

0 0

0
A 1 ..

4-12

1.2

1:o

.8

.6

.4

.2

---- - - - - - Best simulated trajectory

C inethe odolite

10

20

30

40

50

GO

Time, sec

Figure 4.1.1-5.

Mach number as a function of time f r o m launch.

413

900

800

a
4
y-l
r-l

700

600

a,
k

500

400

300

2 00

100

Time, sec Figure 4.1.1-6.

Dynamic pressure plotted against time f r o m launch.

4-14

i d

Dynamic p r e s s u r e , lb/sq f t

Figure 4.1.1-7

- Flight-path

angle plotted against dynamic p r e s s u r e .

4-15
900

800

700

600

a, k

500

a
v2

a,

8i

400

300

200

10 0

.2

Figure 4.1.1-8.

.8 1.0 1.2 1.4 Mach number Dynamic p r e s s u r e plotted with respect t o Mach number.

.4

.6

4-16

10

12

14

16

18

20

Time, sec

11.4

11.6

11.8

12.0

12.2

12.4

12.6

12.8

13.0

13.2

Time, sec (a) Weight flow and Algol thrust with respect to time. Figure 4.1.1-9.

Range resolution error in the Real-time-data system.

4-17

768

766

12.91 T

764

936-

12.90

762

932

12.89

7 60

928
m

0 12.88

E -.

B d
P)
Ld

758

v) v)

924

2 12.87 k

756

920

E 12.86

754

916

12.85

752

912

12.84

75c

908

12.83

748 11.4
11.6

11.8

12.0

12.2 12.4 Time, sec

12.6

12.8

13.0

13.2

(b) Atmospheric pressure, atmospheric temperature and density plotted against time.

Figure 4. 1.1-9

- Continued.

4-18

8600

8500

8400

,
A

8300

d
8200

4
~

a l

. )

1 2

8100

8000

7900

7800

11.4

11.6

11.8

12.0

12.2

12.4

12.6

12.8

13.0

13.2

Time, sec
(c) Magnitude of the wind in components and altitude plotted against time.

Figure 4.1.1-9

- Continued.

4-19

I
00
N

* m

I
0

I
(D

I
N N W

I
a3

W N

N c-

*
E-

I c0
N

I
W
N

I
N W
N

I
LD m N

I
L C

I
m

I
rl

I
0 Ln

I
0)

I
m w

I
c*

I
rD

cv m

Jaqmnu q x q q

4- 20
4.1.2 Launch vehicle.- The launcher f o r L i t t l e Joe I1 w a s set a t an e l e v a t i o n angle of 8i019' and an azimuth of 346"20' on t h e b a s i s of winds reported a t T-70 minutes. The winds and weather data f o r 4 a . m . The wind shown i n t h i s f i g u r e m . s . t . are p l o t t e d i n f i g u r e 4.1.2-1. i n d i c a t e s a north component on t h e ground which w a s not t r u e a t t h e launch pad. These data were measured a t Desert S i t e , some d i s t a n c e from t h e launch pad. Figure 4.1.2-2 shows t h e magnitude and d i r e c t i o n of t h e winds reported a t T-70 minutes which were used t o compute t h e launcher angle s e t t i n g s . Winds a t t h e launch pad a t t h e t i m e of launch are shown I n comparing f i g u r e s 4.1.2-2 and 4.1.2-3, it i s seen i n f i g u r e 4.1.2-3. t h a t t h e winds from t h e south had decreased i n magnitude by t h e time of launch. I n e f f e c t t h e launcher had been over-compensated f o r t h e a c t u a l launch t i m e winds. The r e s u l t s of a d i g i t a l computer s o l u t i o n , using t h e launch time winds, are shown i n t a b l e 4.1.1-1. The p r e d i c t e d t r a j e c t o r y as shown i n f i g u r e s 4.1.1-1 t o 4.1.1-8 i s based on t h e r e p o r t e d T-70 minute winds. From t h e s e f i g u r e s , it i s evident t h a t when t h e launcher elevation i s lower t h a n it should b e for wind compensation, t h e a l t i t u d e a t a Mach number of 0.94, t h e t e s t point, i s lower and t h e dynamic pressure higher because of t h e increased d e n s i t y of t h e a i r . The lower f l i g h t - p a t h angle a l s o accounts f o r t h e increased range a t t h e t e s t point.
T e l e m e t r y d a t a i n d i c a t e d about a ?-percent t o 7-percent higher Algol motor t k r u s t than had been expected. When t h i s higher t h r u s t w a s taken i n t o account along with t h e launch time winds, d i g i t a l computer s o l u t i o n of the t r a j e c t o r y r e s u l t e d i n a dynamic p r e s s u r e of 632 lb/sq f t a t 28.76 seconds. These r e s u l t s a r e also shown i n f i g u r e s 4.1.1-1 t o Figures 4.1.1-1 t o 4.1.1-8 a l s o show r e s u l t s of c i n e t h e o d o l i t e 4.1.1-8. p or o p t i c a l tracking. U t o t h e t e s t p o i n t of a Mach number of 0.94 and dynamic pressure of 632 l b / s q f t , t n e r e s u l t s a r e v i r t u a l l y i d e n t i c a l .

Telemetry d a t a i n d i c a t e d that a t t h e t i m e of a b o r t t h e launch vehic l e had r o l l e d approximately 135' counterclockwise, looking forward from t h e v e h i c l e base. This roll e f f e c t i s discussed i n s e c t i o n 4.4.3.
A d i g i t a l computer simulation, using t h e preliminary weight and balance d a t a derived from t h e t e s t and t h e higher Algol t h r u s t , showed even c l o s e r agreement with t h e a c t u a l f l i g h t t h a n does t h e simulation shown i n f i g u r e s 4.1.1-1 t o 4.1.1-8. A t a Mach number of 0.94 t h e time w a s 28.432 seconds, t h e a l t i t u d e 19,684 f t m . s . l . , and t h e dynamic press u r e w a s 636.5 lb/sq f t .

The p l o t s of t h e f l i g h t - p a t h angle with r e s p e c t t o dynamic p r e s s u r e shown i n f i g u r e 4.1.1-7 a r e of two d i f f e r e n t forms. The p r e d i c t e d h-aj e c t o r y , which assumes no r o l l , has a c o n t i n u a l l y decreasing f l i g h t - p a t h angle. The curves which show t h e output of t h e range t r a c k i n g f a c i l i t i e s and t h e computer simulation which took t h e roll i n t o account showed t h e f l i g h t - p a t h angle increasing a f t e r a b o r t i n i t i a t i o n , The roll caused t h e launch-escape ve

4-21

36x

32

28

24

20

16

12

n "

-40

- 30
300

-20

- 10
50 0

1 0

20

30

Temperature, deg C

200

400

600

700

800

900

Pressure, mb

(a) Temperature and pressure plotted against altitude. The 4 a. m. m. s. t. meterological report from Desert Site. Figure 4. 1.2-1.

+-22

Figure 4.1.2-1.

- Concluded.

4-23

.d e
k
0

r:

E
k w
0
b,

a
.A

a ,

d 0
a ,

+J
0

.d

a c

4-2 4

4-25

4.1.3 Launch-escape vehicle.- Abort w a s i n i t i a t e d manually when t h e real-time-data system indicated t h a t t h e t e s t region had been reached and a Mach number l i m i t had been achieved. A s i g n a l w a s s e n t t o t h e launch-vehicle thrust-termination subsystem which terminated t h r u s t . Separation of t h e command module f r o m t h e s e r v i c e module w a s accomplished about 0.1 second a f t e r t h e launch-escape vehicle a t t a i n e d f u l l t h r u s t .
Since t h e L i t t l e Joe I1 launch vehicle had r o l l e d approximately

135" p r i o r t o a b o r t , t h e r o l l combined with t h e p o s i t i v e t r i m angle of

t h e launch-escape vehicle increased t h e f l i g h t - p a t h angle r a t h e r than decreased it. This f a c e t of t h e t r a j e c t o r y i s c l e a r l y seen i n f i g ure 4.1.1-3. This higher flight-path angle r e s u l t e d i n higher maximum a l t i t u d e than would have been a t t a i n e d i f t h e v e h i c l e had not r o l l e d . Figure 4.1.3-1 presents a comparison of predicted and demonstrated performance of t h e launch-escape vehicle with a p o i n t mass t r a j e c t o r y f o r a nonthrusting Saturn I B vehicle. The Saturn simulation assumed t h e Saturn t o be a t t h e p o i n t i n t h e sky where t h e BP-12 abort took place. Rmge and a l t i t u d e parameters a r e compared a t s p e c i f i c t i m e i n t e r v a l s subsequent t o abort i n i t i a t i o n yielding a two-dimensional separation comparison. Figure 4.1.3-2 gives the a l t i t u d e with respect t o range f o r t h e a c t u a l launch-escape system abort and t h e simulated Saturn t r a j e c t o r y f o r a g r e a t e r time period. The data i n d i c a t e t h a t separation distances achieved from t h e t h e o r e t i c a l Saturn by t h e launch-escape vehicle on BP-12 a r e approximately equal t o those predicted. Based on t h i s information, it i s evident t h a t t h e f i r s t - o r d e r o b j e c t i v e , "Demonstrate t h e c a p a b i l i t y of t h e launch-escape subsystem t o p r o p e l t h e command module t o a predetermined distance from the launch vehicle", w a s achieved. The maximum dynamic pressure as computed from t h e cinetheodolite tracking cameras i s almost 90 lb/sq f t higher than t h a t shown by comput e r simulation and i s possibly caused by incomplete knowledge of t h e aerodynamics of t h e t h r u s t i n g launch-escape vehicle, or motor t h r u s t c h a r a c t e r i s t i c s . The a c t u a l Mach number i s a l s o higher by 0.05 than predicted.

4-26

24.2

23.8

23.4

23.0

22.6

22.2

21. 8

21.4

21.0

20. 6

20.2

19.8

19.4 7.0

7.4

7.8

8.2

8.6

9.0

9.4

9.8

10.2

10.6~10~

Range, f t Figure 4.1.3-1.Separation d i s t a n c e between t h e launch-escape v e h i c l e and t h e p r e d i c t e d Saturn r e e n t r y .

4-27

10

11

12

13

14

15x103

Range, ft Figure 4.1.3-2.

Altitude with respect to range after abort initiation.

4-28

4.1.4 Spacecraft, F i f t e e n and one-half seconds a f t e r t h e launchescape subsystem had separated t h e command module from t h e d e s t r u c t e d L i t t l e Joe I1 launch vehicle, t h e launch-escape subsystem tower w a s j e t tisoned. About 3 seconds l a t e r , t h e drogue parachute w a s deployed as expected. From f i g u r e 4.1.1-1 it can be seen that t h e command module apogee of 29,778 f e e t m . s . 1 . occurred a t 49.8 seconds of f l i g h t t i m e , which i s about 2.9 seconds a f t e r drogue parachute deployment. The rate of descent as seen i n t h i s f i g u r e i s f a s t e r than i n t h e simulated traThis increase i n descent rate and t h e r e s u l t i n g j e c t o r y , f i g u r e 4.1.1-1. s h o r t e r time to a 12,000-foot a l t i t u d e , i n comparison t o t h e time shown i n f i g u r e 4.1.1-1, i s caused by an i n c o r r e c t value of drag c o e f f i c i e n t on t h e command module. This value of drag c o e f f i c i e n t corresponds t o t h e value f o r t h e p o s i t i o n of heat s h i e l d forward, whereas, i n r e a l i t y , t h e command module o s c i l l a t e d from 120' t o 290'. The drag c o e f f i c i e n t f o r t h i s configuration i s approximately 0.7 f o r t h e command module alone. A computer simulation t o v e r i f y t h i s value has not been completed.
A t an a l t i t u d e of 12,525 f e e t m . s . l . , t h e 12,000-foot baroswitch s i g n a l l e d t h e r e l e a s e of the drogue parachute and t h e f i r i n g of t h e p i l o t parachute mortars. The t h r e e main parachutes were p u l l e d o f f t h e command module by t h e p i l o t parachutes. The main parachutes were designed such that t h e t h r e e parachutes would lower t h e command module a t a rate of 24 f e e t p e r second a t a p r e s s u r e a l t i t u d e of 3,000 f e e t . However, a t 115.7 seconds of f l i g h t t i m e , the r i s e r on one of t h e main parachutes f a i l e d , and t h i s parachute w a s separated from t h e command module. The t o t a l velocity for t h e descent on t h e parachutes i s shown i n f i g ure 4.1.4-1 f o r computer simulation and f i g u r e 4.1.4-2 f o r cinetheodol i t e tracking. The simulated t r a j e c t o r y had t h r e e main parachutes and, o f course, the a c t u a l t r a j e c t o r y had only two. Thus, t h e t i m e t o landing of t h e command module i s explained.

The ground t r a c k of t h e command module i s shown i n f i g u r e 4.1.4-3.

4-29

480

440

400

360

320

280

2 40

200

160

120

80

40

40

80

120

160

200

2 40

280

320

360

400

Time from lift-off, sec

Figure 4.1.4-1.

Total velocity on the parachutes with respect to time. Computer simulation.

4-30

480

440

400

360

320

280

240

200

160

120

80

40

0 40

80

120

160

200

240

280

320

360

400

Time from lift-off, sec

Figure 4 1 4 2 ..-.

Total velocity on the parachutes with respect to time. Cinetheodolite results.

4-31

e
l -

-12

-8

-4

12

Crossrange, ft

Figure 4.1.4-3.

The ground track of the command module.

Cinetheodolite results.

4-32
4.2 Mass C h a r a c t e r i s t i c s

During f l i g h t , mass c h a r a c t e r i s t i c s change as p r o p e l l a n t i s burned and i n e r t weight i s expended, I n order t o a s c e r t a i n t h e changes of weight and other mass c h a r a c t e r i s t i c s , t h e change i n weight of p r o p e l l a n t as a function of t i m e must be determined, The weight changes f o r t h o s e items expended have been determined previously by a c t u a l weighings.

4.2.1 Propellant weight.- Propellant mass i s expended f o r t h e various motor assemblies during each of t h e powered phases of t h e mission. The p r o p e l l a n t masses f o r each p a r t i c u l a r event can be determined by use of t h e following expression:

At = t h r o a t a r e a , assumed constant W

= weight = g r a v i t a t i o n a l constant

c* = c h a r a c t e r i s t i c velocity, assumed constant Pc = chamber pressure

= time

Therefore, t h e p r o p e l l a n t weight expended i n a given t i m e can be determined by i n t e g r a t i n g t h e curve of t h e rocket-motor chamber pressure
pC

p l o t t e d a g a i n s t time

t.

I n order t o determine t h e v a r i a t i o n of p r o p e l l a n t weight with t h e , plotted t h e percentage of area under t h e curve f o r chamber pressure Pc a g a i n s t time t a t a given t i m e increment i s determined. The t o t a l weight expended Wt i s proportional t o t h e t o t a l a r e a under t h e curve.
Likewise, t h e incremental weight
Wi

expended i s p r o p o r t i o n a l t o t h e This r e l a t i o n s h i p i s

incremental area under t h e curve a t any t i m e . expressed i n the following equation.

433

where :
W . = incremental weight
1

Wt

= t o t a l weight

= incremental time
= t o t a l time

T
P

The t o t a l a r e a and incremental area under t h e curve for chamber pressure p l o t t e d a g a i n s t time t i s determined by g r a p h i c a l integration. The
C

percentage area a t each time i s proportional t o t h e percentage weight expended. The p r o p e l l a n t weight remaining a t each t i m e i s t h e d i f f e r e n c e between t h e i n i t i a l loading determined from t h e motor i n i t i a l loaded weight and t h a t determined t o have been expended. The a c t u a l change i n weight f o r t h e L i t t l e Joe I1 launch v e h i c l e has been determined by t h i s relationship. However, t h i s change cannot be evaluated f o r t h e launch-escape subsystem s i n c e t h e l o s s of telemetry s i g n a l of t h e chamber pressure prevented t h e determination of t h e s e values.

4-34
4.2.2 Spacecraft mass c h a r a c t e r i s t i c s . - The mass p r o p e r t i e s of t h e s p a c e c r a f t are based on a c t u a l weights and measurements. Weight h i s t o r y logs were maintained and a c t u a l weight d a t a updated as changes were accomp l i s h e d . Spacecraft i n e r t i a values have been c a l c u l a t e d from t h e s e v a l ues s i n c e no f a c i l i t y e x i s t s f o r t h e measurement of t h e s e properties.
The v a r i a t i o n of s p a c e c r a f t mass p r o p e r t i e s with p r o p e l l a n t burning time w a s calculated and i s presented i n f i g u r e s 4.2.2-1 t o 4.2.2-6. Loss of t h e chamber p r e s s u r e measurement of t h e launch-escape motor prevented t h e comparison of a c t u a l experienced mass p r o p e r t i e s with t h o s e c a l c u l a t e d f o r t h e spacecraft. k e r t i a l values f o r t h e launch-escape v e h i c l e have been corrected f o r launch-escape subsystem o f f s e t produced by LES t h r u s t vector alinement. Included as p a r t of t h e mass property curves a r e mass c h a r a c t e r i s t i c s determined for a d e v i a t i o n of +6 percent from p r e d i c t e d motor performance. ( S t a t i s t i c a l l y c a l c u l a t e d l i m i t s from t h e development motor program i n d i c a t e t h a t 95 percent of t h e motors t o be t e s t e d w i l l perform w i t h i n t h e p r e d i c t e d performalice value +6 p e r c e n t . ) Mass p r o p e r t y c h a r a c t e r i s t i c s f o r t h e s e upper and lower values of performance a r e included t o evaluate t h e spacecraft performance and dynamics s i n c e a c t u a l performance deviat i o n from t h a t p r e d i c t e d for t h e motor cannot be determined because of l o s s of launch-escape motor pi-essme d a t a during t h i s t e s t , The v a r i a t i o n of t h e s p a c e c r a f t Y-coordinate w i t h p r o p e l l a n t burning time has not been presented g r a p h i c a l l y because t h e computer program used t o c a l c u l a t e t h e s e d a t a rounds o f f values t o t h e n e a r e s t 0,l inch. The value of t h e Y-coordinate v a r i e s from Y = 0.2 inch a t the i n i t i a l o r zero p o i n t t o Y = 0.3 inch f o r t h e f i n a l p o i n t a t 8 seconds.

4-35
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4.2.3 Launch-vehicle mass c h a r a c t e r i s t i c s . - The mass p r o p e r t i e s of t h e L i t t l e Joe I1 launch v e h i c l e a r e based on a c t u a l weights. I n e r t i a values were c a l c u l a t e d from t h e s e a c t u a l weights. These c a l c u l a t e d V a l ues were then u t i l i z e d i n c a l c u l a t i n g t h e t e s t - v e h i c l e mass p r o p e r t i e s p l o t t e d a g a i n s t burning time as shown i n f i g u r e s 4.2.3-1 t o 4.2.3-5. Comparison of a c t u a l values with those predicted i s a l s o shown i n t h e s e f i g u r e s . The v a r i a t i o n of t h e a c t u a l mass p r o p e r t i e s from those pred i c t e d w a s caused by t h e t h r u s t of t h e L i t t l e Joe I1 launch vehicle being higher t h a n predicted.
Table 4.2.3-1 p r e s e n t s the mass p r o p e r t i e s of t'ne t o t a l vehicle f o r s i g n i f i c a n t p o i n t s during t h e mission. The values a r e based on a c t u a l weights f o r t h e i n i t i a l conditions and t h e remaining p o i n t s were calcul a t e d on nominal p r o p e l l a n t burning r a t e s furnished by t h e motor manufacturer.

The c e n t e r of g r a v i t y f o r the t e s t v e h i c l e v a r i e s only 0.1 inch i n t h e Y- and Z-coordinate system. This accuracy resulted from t h e f a c t t h a t t h e machine program rounded o f f t h e values t o t h e n e a r e s t 0.1 inch, Therefore, no attempt has been made t o p r e s e n t t h e s e values graphically, The v a r i a t i o n s i n t h e Y- and Z-coordinates are:
-

Axis

Distance from c e n t e r l i n e , i n .

Y
Z
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Variations i n t h e X-coordinate a r e presented i n f i g u r e 4.2.3.2 t h e v a r i a t i o n of c e n t e r of gravity with time.

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4-42

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4-48
4.2.4 Thrust-vector alinement. Thrust-vector alinement of the launch-escape motor was performed on March 26 and 27 at the Vehicle Assembly Building, White Sands Missile Range, This alinement was performed by optical projection of an image on a grid placed between the tower legs. (See fig. 4.2.4-1.) After setting the thrust-vector angle optically, the grid was removed and the image projected and scribed on metal-faced tape placed on the command module. This method permitted resetting of the proper thrust angle after demating the launch-escape subsystem for transportation to the launch site. After reassembly at the launch site, the projection was reinstalled and the image was found to coincide with the scribed point on the command module.
Thrust-vector angle from the motor log book was 2'48'56" in the X-Z plane, and 90~2116~~ in the X-Y plane (both with reference to the motor center line). Thrust-vector alinement resulted in the center line of the launch-escape motor being canted, relative to the command module X-axis, approximately 13 minutes in the -Y direction and no measureable amount in the Z direction.

4L-49

F i g u r e 4.2.4-1.

Diagram showing thrust-vector angle.

4-50

4.3

Command and Service Module

4.3.1 Instrumentation and communications subsystem. The telemetry subsystem used on Apollo b o i l e r p l a t e 12 w a s not a prototype f l i g h t sysIt was a standard PAM/FM/F'M system c o n s i s t i n g of a 90 x 10 commutatem. t o r , 16 voltage-controlled o s c i l l a t o r s , one mixer, one t a p e input amplif i e r , one line-matching a m p l i f i e r , one 5-point c a l i b r a t o r , one t r a n s m i t t e r input amplifier, and one RF power a m p l i f i e r , The block diagram of t h e Table 4.3.1-1 telemetry modulation package i s shown i n f i g u r e 4.3.1-1. i s t h e instrumentation ar,d communications subsystem f l i g h t hardware l i s t 1 f o r b o i l e r p l a t e 12. A 90 X 1~ commutator w a s used i n conjunction with
t h e TMS-1090 temperature subsystem.

This commutator w a s e x t e r n a l t o t h e

telemetry modulation package.

The RF power a m p l i f i e r boosts t h e output of t h e telemetry t r a n s m i t t e r t o 10 w a t t s . A l l of t h e 16 voltage-controlled o s c i l l a t o r s used were s t a n dard I R I G channels, and t h e t o t a l RF c a r r i e r deviation used w a s 125 kc.

The telemetry antennas consisted of f o u r H-shaped, s l o t antennas flush-mounted w i t h t h e e x t e r i o r s k i n of t h e command module. The antennas are spaced 90" a p a r t around t h e circumference of t h e command module and located a t s t a t i o n X = 57.45 inches. Figures 4.3.1-2 and 4.3.1-3 show
C

a block diagram of t h e subsystem, and f i g u r e i n s t a l l a t ion.

4.3.1-4 shows t h e antenna

A 1-inch, 14-track Leach onboard t a p e recorder w a s used on b o i l e r p l a t e 12. Ten wideband frequency modulation channels were used f o r high frequency f l u c t u a t i n g p r e s s u r e and base p r e s s u r e measurements. The d i f f e r e n t i a t e d PDM output of t h e 90 X 10 commutator w a s recorded on a d i r e c t input track. The onboard t a p e recorder w a s t h e only data-gathering source f o r t h e pressures that were recorded on t h e 10 FM t r a c k s .

Two C-band beacons with four antennas spaced a t 90" were used f o r radar tracking. The beacon system t r a n s m i t s a t a nominal frequency of 5500 megacycles i n conjunction w i t h two C-band transponders. The i n s t a l l a t i o n of the beacon antenna i s shown i n f i g u r e 4.3.1-4. Three 16-mm motion-picture camera subsystems were i n s t a l l e d . Each w a s a self-contained u n i t , consisting of a high-speed camera, a timing pulse generator, a c o n t r o l u n i t , an i n e r t i a switch, and a 2 8 - ~ 0 1 t , 5-ampere-hour b a t t e r y . Power w a s applied t o a l l cameras a t l i f t - o f f by the closure o f an i n e r t i a switch. The frame r a t e of t h e tower camera and a s e r v i c e module camera w s 200 frames p e r second and t h e frame r a t e of t h e command module camera w a s 100 frames p e r second. Figures 4.3.1-4 and 4.3.1-5 show t h e r e l a t i v e i n s t a l l a t i o n and subsystem configuration.

451
The instrumentation subsystem w a s powered by one 28-voit s i l v e r zinc-oxide b a t t e r y r a t e d a t 120 ampere-hours. Power from t h e b a t t e r y w a s taken t o t h e power-control box which provides power t o t h e A bus, B bus, and instrumentation bus, The instrumentation subsystem voltage reference w a s provided by a ?-volt, 0.5-anrpere regulated power supply l o c a t e d within t h e s i g n a l cond i t i o n e r box. Time reference was provided by a Gulton Coded t i m e r which w a s recorded onboard and transmitted. The instrumentation subsystem transducers included those t o measure voltages, c u r r e n t , pressure, t e m p e r a t u r e r a t e s , a c c e l e r a t i o n s , a t t i t u d e s , and events. The a c c e l e r a t i o n transducers and t h e a m p l i f i e r f o r f l u c t u a t i n g pressures, c u r r e n t , and temperatures had t h e c a p a b i l i t y of being remotely c a l i b r a t e d for range and zero values, r e f e r r e d t o as R and Z c a l i b r a t e s . A block diagram of Refer t o t h e instrumentation subsystem i s shown i n f i g u r e 4.3.1-3. f i g u r e s 4.3.1-6 t o 4.3.1-9 for r e l a t i v e instrumentation i n s t a l l a t i o n p o s i t i o n s , and t o f i g u r e 4.3.1-10 for launch-escape and earth-landingsubsystem-sequencer measurement p o i n t s . A photograph of t h e i n s t a l l a t i o n of primary instrumentation components i s shown i n f i g u r e 4.3.1-11. The two C-band beacons were i n t e r r o g a t e d by three r a d a r s during f l i g h t . The t h r e e radars tracked t h e command module throughout f l i g h t and s a t i s f a c t o r y r e t u r n signals were received from both transponders. The transponder t r i g g e r l e v e l s remained constant a t 4.6 v d-c during flight.

I n general, t h e instrumentation subsystem operated s a t i s f a c t o r i l y . O f t h e 140 t o t a l measurements made, only 3 f a i l e d t o provide data, and 3 o t h e r s provided only p a r t i a l data. For a n a l y s i s by channel, r e f e r t o t a b l e 4.3.1-2. The measurement l i s t by subsystems i s shown i n t a b l e 4.3.1-3.
A telemetry subsystem disturbance occurred a t ~+28.470 seconds and lasted 0.002 second. This b r i e f disturbance was noted by a l l telemetry receiving s t a t i o n s . This disturbance w a s a l s o noted on t h e onboard t a p e recorded d a t a but f o r a period of approximately 0.3 second. The cause of t h i s disturbance cannot be p o s i t i v e l y e s t a b l i s h e d but may be a t t r i b u t able t o t h e l a r g e shock loading imposed on t h e launch-escape v e h i c l e a t t h r u s t termination. The uncompensated t a p e had a speed and f l u t t e r varia t i o n of approximately 2 t o 3 percent. However, very clean data with minimal noise content were obtained using t h e 5O-k~ reference t o compens a t e t h e data. The d a t a f r o m t h e onboard t a p e recorder i n d i c a t e an i n c r e a s i n g noise l e v e l during the povered phase of f l i g h t which i s believed t o have been caused by engine-induced v i b r a t i o n on t h e t a p e recorder.

N d a t a were obtained f o r t h e launch-escape motor chamber pressure, o P o s t f l i g h t t e s t s indicated t h a t t h e malfunction w a s caused by e i t h e r t h e transducer i t s e l f o r t h e launch-escape-vehicle wiring. See

LDOOl3P.

4-52
s e c t i o n 4.6 f o r f u r t h e r discussions of t h e p o s t f l i g h t t e s t i n g . Conical surface pressure no. 16, CA0043P, provided v a l i d data u n t i l approximately 44 t o 47 seconds from l i f t - o f f , a f t e r which time t h e readi n g remained constant f o r t h e remainder of t h e f l i g h t . The o r i f i c e f o r t h i s measurement was located near t h e forward heat s h i e l d and command module separation plane. P o s t f l i g h t inspection d i d not r e v e a l any o r i f i c e problem. The pressure transducer was removed and s e n t t o t h e c a l i b r a t i o n laboratory where it was found t o be functioning properly. Two base pressures, numbers 5 and 9, d i d not provide data. These measurements were t o be switched i n a f t e r tower separation. Two f l u c t u a t i n g pressures measured on t h e same channels of t h e onboard t a p e r e corder were a c t i v e p r i o r t o t h r u s t termination; however, t h e two base pressures which shared these channels d i d not a f f o r d any data a t switchover. Base pressure transducers numbers 5 and 9 were sent t o t h e laborat o r y f o r a n a l y s i s and were found t o be operative. Upon f u r t h e r p o s t f l i g h t i n v e s t i g a t i o n it was found t h a t t h e r e w a s an open c i r c u i t i n t h e +28 v d-c l i n e common t o both transducer power supplies within t h e s i g n a l condit i o n i n g box.
A s p a r t of t h e p o s t f l i g h t i n v e s t i g a t i o n , t h e a f t heat s h i e l d w a s lowered t o examine t h e damage i n t h e a f t compartment of t h e command module. Two a d d i t i o n a l base pressure transducers (nos, 2 and 11) were found t o have t h e i r pressure l i n e s kinked and broken a t t h e pressure o r i f i c e s .

The performance of t h e r e l a y box w a s s a t i s f a c t o r y . Switching a t T+28.435 seconds t o time-share high response telemetry and t a p e recorder channels was provided. Several instruments received s t i m u l i which exceeded t h e i r range. The l i m i t s of accelerometer CA0002A, X-axis spacecraft a c c e l e r a t i o n low, were exceeded several times during f l i g h t , a s expected, since i t s range had been selected t o measure a c c e l e r a t i o n s of small magnitude accurately. The l i m i t of -lOg t o 20g f o r accelerometer CAOOOlA, X - a x i s spacecraft acceleration high, was exceeded b r i e f l y a t touchdown, as w a s t h e l i m i t of &log for accelerometer CAOOOTA, Z - a x i s spacecraft a c c e l e r a t i o n . The r a t e gyros performed s a t i s f a c t o r i l y throughout f l i g h t even though t h e i r limit of *60 deg/sec w a s exceeded i n both t h e p i t c h and yaw a x i s . The l i m i t s of t h e roll r a t e accelerometer were not exceeded. Spacecraft o r i e n t a t i o n i s shown i n f i g u r e 4.3.1-6. The a t t i t u d e gyros used i n b o i l e r p l a t e 1 2 a r e *175", 2-axes gyros. Several design c h a r a c t e r i s t i c s of t h e a t t i t u d e gyros must be understood before attempting t o understand t h e a n a l y s i s of t h e gyro d a t a as observed during the f l i g h t mission of b o i l e r p l a t e 12.

4-53
The gyro i n n e r gimbal a c t i o n which i s not telemetered moves i n t o alinement of t h e sensing a x i s a t approximately h80". When t h i s happens, t h e gyro r o t o r w i l l s h i f t away from i t s i n i t i a l i n e r t i a l reference point. This change would i n v a l i d a t e any a d d i t i o n a l data which are referenced t o a c a l i b r a t i o n using t h e i n i t i a l i n e r t i a l reference point.

The mechanical positioning of t h e g y r o s within t h e command module must a l s o be considered. The positioning of t h e yaw and p i t c h gyros were such t h a t t h e inner gimbals of these g y r o s were a f f e c t e d by a roll a t t i tude. (Refer t o f i g . 4.3.1-6 f o r spacecraft o r i e n t a t i o n . ) Therefore, i f roll a t t i t u d e exceeded approximately S O " , t h e inner gimbal of t h e p i t c h and yaw g y r o s wouid be forced i n t o aiiiieiiielit with t h e sena2rg a x i s . The positioning of t h e roll and yaw gyros were such t h a t a p i t c h a t t i t u d e would not a f f e c t t h e i r inner gimbal action.
Additional design c h a r a c t e r i s t i c s t h a t must be considered a r e t h e mechanical and e l e c t r i c a l c h a r a c t e r i s t i c s o f t h e potentiometer associated with t h e outer gimbal which converts t h e gyroscopic motion i n t o an e l e c t r i c a l analogy. The potentiometer winding encompasses approximately 354" of angular r o t a p o n . Taps f o r e l e c t r i c a l e x c i t a t i o n a r e provided a t approximately 2.5 from each end of the potentiometer. No mechanical s t o p s a r e employed i n t h e design of the potentiometer, The potentiometer wiper i s normally a t a c e n t e r position when t h e gyro i s i n a caged condition. The wiper w i l l pass t h e t a p point when t h e maximum range of t h e u n i t i s exceeded and w i l l continue t o follow t h e motion of t h e gyro r o t o r . As t h e motion continues, t h e wiper will cross over a dead-band a r e a between t h e ends of t h e potentiometer. The output s i g n a l w i l l e x h i b i t an abrupt r e v e r s a l i n p o l a r i t y when the w i p e r arm completes t h e crossover of t h e dead-band area. The d a t a a f t e r mch a r e v e r s a l cen be r e p l o t t e d to ref l e c t t h e t o t a l motion of the vehicle by using the following equation:

360
where

(a) = A

A = t r u e a t t i t u d e value a f t e r d i s c o n t i n u i t y

a = observed a t t i t u d e value a f t e r t h e d i s c o n t i n u i t y
However, c e r t a i n inaccuracies may e x i s t because of switching dead bands.

Both t h e yaw and p i t c h a t t i t u d e gy-ros provided v a l i d d a t a from T+3 u n t i l T+22.3 seconds, a t which time r o l l t h e a t t i t u d e s exceeded 80". The r o l l a t t i t u d e gyro provided valid d a t a throughout t h e f l i g h t except f o r a very b r i e f period at t h r u s t termination, o r command moduleservice module separation.
data. The three 16-t~~n i g h t motion-picture cameras provided some f l i g h t fl The service module camera and 95 percent of i t s support bracketry

4-54
were missing from t h e s e r v i c e module on landing. The bottom of t h i s p l a t e c a r r i e s t h e impression p a t t e r n of t h e f i b e r - g l a s s bulkhead; t h e top of t h i s p l a t e has impressions of t h e camera f i l m footage i n d i c a t o r . One s i d e of the camera body a l s o l e f t an indention i n t h e s t e e l p l a t e . This indicates t h e camera w a s t o r n loose from i t s i n t e r n a l mount and h i t t h e bottom p l a t e with considerable f o r c e a t t h e L i t t l e Joe I1 destruct. The a f t heat s h i e l d of t h e command module shows evidence of t h e i n d i v i d u a l p l a t e s of the camera case s t r i k i n g a t three widely separated points. The camera w a s not found d e s p i t e a 7-hour search, The camera system c o n t r o l u n i t s remained on t h e s e r v i c e module u n t i l ground impact, a t which time t h e camera c o n t r o l u n i t and t r i - p u l s e generator were t o r n loose.
The camera c o n t r o l u n i t s showed very l i t t l e damage, whereas t h e generator, being of l i g h t e r construction, w a s severely damaged. The i n e r t i a switch and t h e b a t t e r y remained mounted and s u f f e r e d l i t t l e s u r f a c e damage although t h e b a t t e r y showed some i n t e r n a l damage. The pressure transducers and a s s o c i a t e d wiring, and t h e a m p l i f i e r s and camera components showed l i t t l e evidence of damage as a r e s u l t of t h e f o r c e of t h e Algol engine top and f i b e r - g l a s s bulkhead being blown through t h e c e n t e r of the s e r v i c e module t o t h e command module a f t heat shield.
The command module camera and approximately 400 feet of f i l m were recovered. The recovered f i l m covered t h e f l i g h t time from T+O through t h e launch-escape-motor i g n i t i o n and touchdown. The command module camera w a s s e t t o run a t 100 frames p e r second and d i d s o u n t i l a f t e r launchescape subsystem i g n i t i o n a t which t i m e t h e camera apparently stopped s i n c e tower separation w a s not photographed, A t drogue deployment, photographic coverage resumed a t an unscheduled frame rate of approximately 10 frames per second t o touchdown. The cause f o r t h e stoppage and slow speed i s not known but apparently caused t h e motor t o heat excessively and cause damage t o t h e film. The excess heat caused emulsion t o t r a n s f e r i n spots t o the back of t h e film.

The film timing marks were l a r g e l y o b l i t e r a t e d . However, t h e f i l m format throughout t h e f i l m contained a t r u e image as evidenced by t h e sharp and clean f i d u c i a l markers. Considerable c a r e w a s required t o salvage t h e damaged film.

The launch-escape-tower camera had been turned on inadvertently during prelaunch check. When t h e camera w a s i n s t a l l e d and plugged i n , t h e camera s t a r t e d . It was found that t h e r e s e t r e l a y had not been r e s e t p r i o r t o delivery t o t h e vehicle. As a result, when t h e camera w a s turned on a t launch, t h e film w a s not driven by t h e sprocket, and thus no coverage w a s obtained from t h e tower camera. The camera w a s recovered and, although damaged, t h e f i l m would have been useable.

4-55

Data plots for basic instrumentation subsystem parameters, command module interior temperature, and telemetry package temperature are shown in figures 4.3.1-12 to 4.3.1-14. The performnce of the instrumentation subsystem was satisfactory and telemetry transmission continued until the recovery crew turned off the instrumentation power.

4-36

TABLE 4.3.1-1.

- FLIGHT INSTRUMENTATION HARDWARE LIST FOR

Manufacturer Bendix Bendix Motorola NS AA kach Gulton
NASA

BOILERPLATE l-2 auant it y fli g h t 1 1 2 2

Component Telemetry modulation package Telemetry RF package

C -band transponder

Manufacturer mode 1

Range Channel 2-16/E 244.8 mc 10 w

TAW-316 TAW-316
AM/DPN-

66

Beacon l i n e f i l t e r Tape r e c o r d e r

SB 510-216

MTR-1200 CGT-100 CH-150

14 t r a c k s
60 minutes
150 channels

Timer
S i g n a l conditioning box J u n c t i o n box Main b a t t e r y Battery Power c o n t r o l box

1
1

Brown
NASA

JB-1
MAP 4095-3 120 mp-hour

1 1

Eagle -Picher Eagle -Picher NS AA

US Time

MAR 4090-9
PC-3

5 amp-hour

7
1

Rate gyro package

A t t i t u d e gyro Linear accelerometer Linear accelerometer Linear accelerometer

400455

Giannini Donne r Donne r Donner

NASA

3416 DV-06
4310
4310

4
1 1

4310
RB-1

Re l a y box
Pre ss ure t r a n s d u c e r

1
0 to

Wiancko Wiancko Wiancko Wiancko

P2-3236-1 P2-3136-2 P2-3236-3 P2-3236-2

15 p s i a

9
2

Pressure t r a n s d u c e r
Pressure transducer Pressure transducer

0 t o 2500 p s i a

15 t o 2 p s i a
2 t o 22 psia

4
36

4-57

Component F'ressure transducer Amplifier rack Amplif i e r Amplifier Amplifier Amplifier Temperature system
Amplif i er
R e s is t ance t hermomet e r

Manufacturer Statham
NASA

Manufacturer mode1 m-288~~

1-A

Range
0 to

Quantitj
12

15 psia

2 channels.
100 gain,

9
1

Engineered Magnetics Engineered Magnetics Engineered Magnetics Engineered Magnetics Engineered Magnet ics Engineered Magnetics Trans-Sonics Engineered Magnetics Engineered Magnetics Trans-sonic s Microdot
NASA

EM 2OOOD-1
EM 2000D-1

5 cps

100 gain, 300

CPS

4 4
4
2 2 2
1
1

EN 2000D-1
E 2000D-1 M

100 gain, 400

C PS

100 gain, 600 CPS

E51T l l l B
EM 2000~-3

t o 150"

1 0 0 gain ,0

2168~
EMT l l l B EM ~ O O O A - ~

o o

t o 150" t o 150"

c
c

Temperature system Amplifier

R e sistance thermometer

1 0 0 gain ,0
0 t o 130"

T4082C-8 401-0110-1 TS-1

LDA 12-N-432 DBM-5A

1 1
1

T e m p e r a t u r e signal conditioning box

Temperature simulator box Comutator

Camera

Fifth Dimension Milliken Milliken Kinopt i k

go x l *
100 f p s

1
1

Camera

DBf-5A

200 fps

Lens

5.7m

4-38

TABLE 4.3.1-2.easurement numker

CKOOO3R

CONTINUOUS TELEDETRY CHANNELS

Channel A- 2 Sat i s f a c t o r y

Comment

CK0002R
CKOOOlR

A-3
A-4

Good d a t a from T-0 t o T+53.5 seconds a t which time instrument limits were exceeded. Good d a t a from T-0 u n t i l T-t.48.2 seconds a t which time instrument l i m i t s exceeded. Good d a t a from T-0, cammand module landing i n s t r u ment l i m i t s exceeded. Satisfactory Satisfactory Good d a t a from T - 0 u n t i l command module l a n d i n g a t which time instrument l i m i t exceeded. Good d a t a from T-0 t o tower s e p a r a t i o n . Good d a t a from T-0 t o tower s e p a r a t i o n . Good d a t a except when instrument bottomed on s e v e r a l times during f l i g h t .

CAOOO7A CAOOO5A CTOOolW CAOOOlA

A-5
A- 6

A-7
A-a

LAO01111
LA0012A CA0002A

A-9
A-10

A-11

1 ~ 0 0 1 3 ~ A-12 90 x it LD0012P SAo184pa CAO107pb BSO109Pa CAOlllPb

No data.

See s e c t i o n 4.3.1.3

A-13
A-14

Good d a t a throughout f l i g h t observed from c o m u t a t e d wave t r a i n . Good data from T-0 t o tower s e p a r a t i o n . Good d a t a f r o m T-0 t o CM-SM s e p a r a t i o n . Good d a t a from SM-CM s e p a r a t i o n throughout f l i g h t . Good d a t a from T-0 u n t i l CM-SM s e p a r a t i o n . Good data begins from CM-SM s e p a r a t i o n .
S a t is f a c t o r y

A-15
A-15

A-16 A-16
A-E

go x

10

4-59
TABLE 4.3.1-2.
Channel A-E,
~~

- Continued
kasurement number

90 x 10 commutator segments

Measurementnumber
CTOO25V

Channel
4-E-1
FI-E-2

Comment
Satisfactory

Channel

Comment

CA0044P CAO& 5P CAOO46P CA0047P CAOO48P CA0049P CAOO5OP CAOO51P CAOO52P CAOO53P CAOO54P CAOO55P

~ - ~ - 2 3j a t i s f a c t o r y
A-E-24
3at i s f a c t o r y

c~o026v
CAOlOOP CAOlOlP CAO102P CAO103P CAOO28P CAOO29P CAOO30P CAOO3lP CAOO32P CAOO33P CAOO34P CAOO35P CAOO36P CAOO37P CAOO38P CAOO39P CAOO4OP CAOO41P CAOO42P CAO043Pd

Sat i s f a c t o r y
Satisfactory Sat i s f a c t o r y Sat i s f a c t o r y Sat i s f a c t o r y S a t i sf a c t o r y Sat i s f a c t o r y

A-E-3

~ - ~ - 2 5s a t i s f a c t o r y

A-E-4

~ - ~ - 2 6 Sat i s f a c t o r y
~ - ~ - 2 7 Sat i s f a ct o r y
A-E- 28
Sat i s f a c t o r y

A-E-5
A-E-6 A-E-7 A-E-8 A-E-9 A-E- 10 A-E-11 A-E- 12

~ - ~ - 2 9S a t i s f a ct o r y
A-E-30
Satisfactory

Sat isf act o r y Sat i s f a c t o r y

Sat i s f a c t o r y Sat i sf a c t o r y

S ~ - ~ - 3 1 a t i sf a c t o r y

~ - ~ - 3 2S a t i s f a c t o r y
A-E-33 A-E-34 S a t i sf a c t o r y
Sat isf a c t o r y
S a ti s f a c t o r y

~ - ~ - 1 3 Sat i s f a c t o r y
A-E-14
Sat i sf a c t o r y

1 . ~ 0 0 2 3 ~ ~ A-E-35
LK0024HC LK0025Pc

~ - ~ - 3 6S a t i s f a c t o r y
A-E-37
Satisfactory

~ - ~ - 1 5 Satisfactory
A-E-I~
Satisfactory

m0151x c~0150xC
CAOO56P CAOO57P CAOO58P CAOO59P CT0002V CT0003V

S ~ - ~ - 3 8 atisfactory

~ - ~ - 1 7 S a t i sf a c t o r y

A-E-39 A-E-40 A-E-41 A-E-42 A-E-43 A-E-44

S a t i sf a c t o r y Satisfactory S a t i sf a c t o r y Sat i sf a c t o r y Sat i s f a c t o r y Sat i s f a c t o r y

~ - ~ - 1 8 S a t is f a c t o r y
A-E- 19
A-E-20
Sat i s f a c t o r y

Sat i s f a c t o r y Sat i s f a c t o r y Sat i s f a c t o r y

A-E-21 A-E-22

4- 60

- TABLE 4.3.1-2.
Channel A-E, 90
X

- Continued
kasurement number
c~0025x C O 2X D O6 cDo027x cm028x

10 commutator segments

Caswement number

Channel

Comment

Channe1
A-E- 62

Comment Satisfactory

CDOl54X CDOl55X
CE0022X c~0023x
CAO611P

CI-E-45

sat i s factory
S a t is factory

S-E-46
A-E-47
A-E-48

~ - ~ - 6 3Satisfactory
A-E-64 A-E-65
ht isfactory

Sat isfactory Sat isfactory Satisfactory Satisfactory

ccooo2v
CEOOOlX

m01gox

m019ur

CE0002X
CEOOO~X CEOOO4X

Sat i s factory

c~0031x ~ ~ 0 0 3 2 A-E-49 ~ ~ ~ 0 0 2 9 ~ A-E-50 cm030x cc0001v

A-E-66
A-E-67
A-E-68

?ati s factory
ht i s factory ;at i s factory

CEOOO5X CEOOO6X
CDOOO~V CDOOO6V

~ - ~ - 5 1 Sat i s factory
~ - ~ - 5 2 Satisfactory

ccooo3v
ccooo4v

~ - ~ - 6 93atisfactory
A-E-70
3at i s factory

A-E-53
A-E-54

Satisfactory Sat isfactory Satisfactory Sat i s factory

BSOllOx"

ccooo~c
cD0021x cD0022x c~0023x C O 2X E O4

spare
c~0152x CDOl53X CK0017H

~-~-71
~ - ~ - 7 23at i s factory
A-E-73
A-E-75
Sat isfactory Satisfactory

A-E-55
A-E- 56

CK0018H

CDooo8v

A-E-57 A-E-58

Sat i s factory
CAO61OT

~ - ~ - 7 6 Satisfactory
A-E- 77
Sat i s factory

CDooogv
C O 2X E O8 C O 2X E O9
CEOOOP CEOO0!3X

Satisfactory
CT0202T

A-E-59
A-E-60
A-E-E;~

Sat i s factory Sat i s factory

CT0201T
ESOlllx" CEOOl4X

S ~ - ~ - 7 8 a t i s f a c t ory

A-E-79
A-E-80

S a t i s factory

Sat isfactory

LD0033X LD0034X

Sat i s factory

CEOOlUC

Sat ~ - ~ - 8 1 i s factory

4- 61

TABU 4.3.1-2.

- Continued
Measurement number C O 6P A O3

Channel A-E, 90
leasuremen t mber

10 commutator segments

Channel

Comment

Channe1

Comment

CE0012X
CEOOl3X

~ - ~ - 8 2 Sati s factory

~ - ~ - 8 7Satisfactory
A-E-88

~ - ~ - 8 3 Satisfactory
A-E-84
Sat i sfactory

cm07x
cTo027v cTo028v

Satisfactory

CO6P A OO CAOO61P CAOO62P

Sat ~ - ~ - 8 9 i s factory A-E-90 Satisfactory

~ - ~ - 8 5 Sati s factory A-E-86

satisfactory

General Note: It was noted t h a t a momentary telemetry dropout occurred a t 28.470 seconds and lasted u n t i l 28.472 seconds. This dropout was on a l l continuous and commutated channels. Note a: These measurements were time-shared and switched out a t command module-service module separation o r measurement terminated with W M separation. Note b: These measurements were time-shared and were switched i n a t CEZSM separation for the remainder of the flight. Note c: separation. Note d:
These measurements were active from l i f t - o f f u n t i l tower

See f l i g h t performance section 4.3.1.3.

462
TABLE 4.3.1-2.

Concluded

Onboard tape recorder channel assignment

~~

Messurement number

Channe1
TRKL TRKl
TRK2

Comment htisfactory
;at isf a c t ory

%0186Pa 2AOl10Pb 3~0188~

:TO 02OV

sat i s factory ?at s factory i

TRK3
TRK4

Spare

%0187Pa 2~0106~~ cTo021v 50 kc compensation CAO179P CA0180P CA0181P SA0189Pa CAO108Pb SA0182Pa CAO105Pb SA0190Pa CAO109Pb SAO183Pa CA0104P Note:
%. -

m 5
TRK5

satisfactory sat i s factory Satisfactory

TRK6

TRK7
TRK8
S a t i s f a c t ory

m 9
TRKlO TRKll
TRKll

Satisfactory Satisfactory Sat i s factory

N data. o

See section 4.3.1.3.

TRKL2 TRKl2

Satisfactory Satisfactory
Sat i sfact ory

=3 =3
TRKL4

Satisfactory Sati sf a c t ory

N data. o

TRKl4

See section 4.3.1.3.

Tape e r -

. c

ed off : ~ * 4 1 6 . 5 seconds. -*

463
LIST CODING

AND NOMETJCLATURE FOR TABLF, 4.3.1-3

The measurement requirement l i s t c o n s i s t s of a l l f l i g h t measurement parameters, and t h e s e parameters are grouped by f u n c t i o n a l s p a c e c r a f t systems t o a i d i n system evaluation. b r i e f l y described as follows: The format and nomenclature are

The measurement i d e n t i f i c a t i o n number c o n s i s t s of seven c h a r a c t e r s :

two l e t t e r s followed by f o u r numbers and one l e t t e r .

The f i r s t l e t t e r (module code) de signa te s t h e measurement l o c a t i o n by module.
A B C L S

Adapter Booster Command module Launch-escape tower Service module

COL?)

The second l e - - z r (func tiona l system w i t h i n which t h e measurement or igina te s.

A C

denotes t h e subsystem

D E F
G H J K

L P R S T

Structures Electrical p m r Launch escape E arth landing Environmental c o n t r o l Guidance and na viga tion S t a b i l i z a t i o n and c o n t r o l L i f e systems F l i g h t technology Inflight test Propulsion Reaction c o n t r o l Crew safety Communications and instr ume nta tion

Characters t h r e e through s i x a r e numbers assigned s e q u e n t i a l l y or grouped f o r c l a r i t y w ith in each subsystem. The seventh c ha r a c te r , a l e t t e r , denotes t h e measurement c l a s s i f i c a t i o n .

Total

system accuracy f o r each measurement i s assumed t o be

5 percent ( o r better) of fill scale, unless otherwise noted.

4-64
A

B C D E F G

H J K L

Acceleration Phase Current Vibration Power Freque nc y Force Po s i t i o n Biome d i c a l Radiation Velocity

M P

Q
R
S

T V W X

Y Z

Mass Pressure Quantit y Rate Strain Tempe rat ure Voltage Time Discrete event Acoustical Ph-acidity

The measurement d e s c r i p t i o n i s a b r i e f , d e f i n i t i v e t i t l e given t o each measurement. Standard abbreviations a r e used, where applicable, t o keep the measurement d e s c r i p t i o n length within 32 characters, including spaces. Channel or Track

1 Link ( K . LK designates t h e telemetry package o f t h e r-f . L] c a r r i e r as package A, package B, or package C.

2.

Subc a r r i e r Number (SC No.). S No. designates t h e telemetry C channel i n terms of Channels 1 through 18.
Commutator Segment (COM SEG). COM SEG designates t h e telemetry commutator segment assigned t o t h e measurement f o r t h a t vehicle. Track (TRK). TRK designates the tape recorder t r a c k assigned t o the measurement for that vehicle.

3.

4.

Data Range Data range denotes t h e minimum and maximum values for a parameter i n engineering units.
Priority The p r i o r i t y column i n d i c a t e s the c r i t i c a l i t y o f each measurement. 1 P (primary) denotes t h e measurements t h a t must be a v a i l a b l e . a t launch for mission success and/or f o r attainment of t h e f l i g h t objectives. 2.
S (secondary) denotes t h e measurements t h a t a r e highly

desirable but w i l l not abort o r delay t h e mission.

4-65
3.
Re spon se
Response rate denotes t h e rate, i n engineering units, required t o provide s a t i s f a c t o r y data resolution t o time o r wave form. Response f o r continuous data monitoring (telemetry o r r e c o r d e r ) w i l l be s p e c i f i e d i n cycles per second (cps), and response f o r sampled-data monitoring (PCM o r PACE), i n samples per second ( s / s ) . Location M ( m u l t i p l e ) designates a group of related measurements of which no more than a specified percentage may be inoperative.

The l o c a t i o n column denotes t h e physical l o c a t i o n within t h e s p a c e c r a f t where t h e measurement i s taken. When t h e l o c a t i o n i s given i n polar coordinates, it i s referenced from the +Y a x i s (+Y = 0 ) ' . The angle increases as the measurement l o c a t ion changes progressively from the +Y a x i s t o the +Z a x i s .

4-66

I n

0;
d t -

.......
0 0 0

# # B E

m m m m

~ n ? ? T T d d 0 0 0 0 do do do do do dod od od od od od od o o o d d d

. . d d. d. d . ? . U . N . N . N . N . N . N . N . N . N . N . N . N . N . N . .
N
I

O
?

O
?

O
?

O
?

O
?

N
+

N
+

N
+

N
+

N
+

N
+

N
+

N
+

N
+

N
+

N
+

N
+

N
+

N
+

N
+

N
+

Q
l

d4 U

m
7 m

E a
a,
k

4-67

N N

. .N .N . ( .u .N . N . N . N . N . N. N. N N N .N .N . N . N . N . . . .
N N N N N ( u N N N N N N o J N N N N ( u N N N

n N

. . . . . . . . . . . . . . . . . . . . . .

I -

4-68

W W W n n n

rt-

t-

2 22 2

iJ

B + * id

c,

r- r- rin rc\ M n

m
N rl

rc\

r- W rr- M rl r- N M
f f r- t -

m
rl

54

0 0 r- f 0 x

54

333

0,

ol ro n n n n n n n n 3 T 3 3 3 T 3 Y r l 0 0 0 0 0 0 0 0

8 8 8 8 8 8 8 8 s 8 8
0
I "

n n n n n n n n n n n n i n i n i n i n n n i n n n
~

. r l . r .l r. l .r l. r . l .~ r l . r .l ~ ~ ~. ~. r . l r l . r .l r. . . . . .
N 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

. . . . . . . . . . . . . . . . . . . . .

w w

rl

W d

rl n

4-69

c
d

Z 8 P

F
Y i
A
4 d
0 0

PIPIPIPIPI

N'

N'

0 0

+ +

N N

+ + + + +

N N

+ + + + +

r d w w w d
4 4 4 4 4

2 w w w w w
4 4 4 4 4 4

w
4

4.m

i E
k c,

4
Q

* 0 0 % % a
m r l r l

0
rl V

rl

3
E

s
k

rl

2
d

E
o m

E8
PI

c,

x a

v v v v c

v v v v l = l

Vv

4-70

Pi

Pi

Pi

Pi

Pi

Pi

Pi

Pi

Pi

& & P i

P4

P4

8 8 8 f f f

8 f

w
4

w
4

w
4

w
4

w
4

w
4

w
4

w
4

w w w
4 4 4

w
4

c 4 w

x x x

x x

PI1414

PI

PI

PI

PI

14

14

PI

14

14

PI1414

PII

w w w
4 4 4

w
4

w
4

w
4

w
4

w
4

w
4

w
4

w
4

w
4

w
4

w
4

w
4

WI

x x x

xl

v v v

v v v

4-72

0 0 0
O

?O ? d

o r

o r

o d

or

P I P I P I P I P I P I P I P I P I

W( W r

w
4

4
al

P I X

4-73

0 c

+ +
M n

+ +

ynyonl
d r l

+ +

+ +

r - w w w w w u w

4-74

8 8
3 3
0 0

g 8

+i! 2

888
3 3 3
0 0 0

0 0

+ +

+ + +

4-75

SIGNALS

LIMITER

-4 1
TAPE INPUT T Z k 9

R E
A

LIMITER

TOE-316 105Ki TOE-316 735KC

LlNF

LIMITER LIMITER

K3
A Y

LIMITER

TOE-316 39KC

VOLT SUPPLY

LiMlTER

LIMITER
L

TOE-316 23KC TOE-316 17KC TOE-316 I3KC TOE-36 093KC TOE-316 073KC TOE-316 056KC

-+ I

CALIBRATOR (5 POINTS)

--+I

LIMITER

I H

K4

LIMITER

A
1 -

R E L Y

LIMITER

LIMITER

Figure 4.3.1-1.

LIMITER

Modulation package block diagram.

4-76
Track

Onboard r e c o r d e r

i
0

I
R o l l r a t e gyro output Yaw r a t e g y r o P i t c h r a t e gyro

PM A

n
i

IRIG #E 70.0 Kc V.C.O.

n g

IRIG X 2
.56 Kc V.C.O.

IIRIG #3

1 . 7 3 Kc V.C.O.

I I I R I G #4 I I .96 Kc V.C.O. 1
#5
1 1 . 3 KC V.C.O.

<,
-

Z-axis s/c a c c e l e r a t i o n

1 IRIG

1 I
I

timer

b
D X

Y-axis s/c a c c e l e r a t i o n

I I R I C #6

Y
Power Mixer

YY
Power divider

sensors

Accelerometers

Z - a x i s tower a c c e l e r a t i o n

[ I R K #lo 1 5 . 4 Kc V.C.O.

TM t r a n s m i t t e r /

X-axis CM a c c e l e r a t i o n ,

low

IIRIC

xi1

17.3 Kc V.C.O.

1
Umoilical

D U ~ Y low leve-1 commutator resistors

l-

Escape motor chamber p r e s s u r e

I R I G #12 110.5 Kc V.C.0.I

90 x 1 . 2 5 low l e v e l commutator

F l u c t p r e s s no.

6/base p r e s s no. 8 1

IIRIG
I~

x15 1 3 0 . 0 K V.C.g.1 c

Algol chamber press/base p r e s s no. 12.

To be a c t i v a t e d upon CM/SM s e p a r a t i o n

I #16 G 140.0 Kc V.C.O.

1
J

Figure 4.3.1-2. - Boilerplate 12 instrumentation block diagram depicting V C. 0 assignment. . .

4-77

4-78

P r e s s u r e transducer

P r e s s u r e transducer

LES c a m e r a installation

Linear accelerometer Attitude gyro

CM c a m e r a installation

Temperature resistance thermometer Command module instrumentation rack

Beacon antenna (typ 4 places) Telemetry antenna (typ 4 places)

P r e s s u r e transducer (typical 52 places)

P r e s s u r e transducer (typical 9 places)

SM camera installation

Figure 4.3.1-4.-

Communication and instrumentation subsystem component location.

4-79

.
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28 volts DC SD 550,041

Tri -puls e generator

Y

Inertia switch (set at 3g)

Figure 4.3.1-5.-

Boilerplate 1 2 camera subsystem block diagram. Each camera has a control subsystem a s shown.

4-80
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Figure 4.3.1-6.

Linear accelerometer, gyros, and temperature resistance thermometer. - r A !-

4-81

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@ LE5 MOTOR CHAMBER PRESSURE @ SPACECRAFT ACCELEROMETERS
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4-82

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4-83

boking forward Figure 4.3.1-9. - Command module aft heat shield pressure measurement locations.

4-84
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4-89 4 J.2 E l e c t r i c a l and sequential subsystems The e l e c t r i c a l and s e q u e n t i a l subsystems on Apollo b o i l e r p l a t e 1 2 were designed t o provide e l e c t r i c a l sequencing of e l e c t r i c a l power t o a l l power subsystems ins t a l l e d on BP-12.
4.3.2.1 Sequential subsystem: The launch-escape-subsystem (US) sequencer provides t h r e e d i s t i n c t sequences: cormnand and s e r v i c e module s e p a r a t i o n and launch-escape and p i t c h - c o n t r o l motor i g n i t i o n , j e t t i s o n motor i g n i t i o n and tower separation, and i n i t i a t i o n of t h e earth-landingsubsystem (ELS) sequencer. Figures 4.3.2-1 and 4.3.2-2 show t h e U S and ELS secpencers i n block diagram form. The LES sequencer operated properly during t h e f l i g h t and a l l time delays operated within acceptable t i m e l i m i t s . The 15.5-second tower j e t t i s o n / s e p r a t i o n f r o m a b o r t time delays operated a t 15.66 and 15.76 seconds f o r channels A and B, respectively. Only s i d e B of channels A and B on t h e tower jettison-separation 17.5-second timer was monitored. The 3.0-second (from tower j e t t i s o n ) earth-landing subsystem s t a r t time delays operated a t 2.96 and 2.96 seconds f o r channel A and 2.96 and 3.06 seconds f o r channel B. The ELS sequencer ( s t a r t e d by t h e U S sequencer 3.0 seconds a f t e r launch-escape-tower separation) provided t h e drogue deployment event and t h e drogue r e l e a s e and p i l o t parachute mortar f i r i n g ( 5 s e c a f t e r drogue deployment o r upon baroswitch command a t an a l t i t u d e of about 12,500 f e e t m . s .I). The ELS s e q x n c e r operated properly during t h e f l i g h t and a l l time delays operated within acceptable time limits during p o s t f l i g h t bench t e s t s . The spacecraft d i d not exceed t h e 3O,OOO-foot a l t i t u d e m . s . 1 . required t o operate t h e 23,000-foot baroswitches during ascent; consequently, no change i n telemetry i n d i c a t i o n s w a s received. These baroswitches have a l a r g e deadband, a r e n o r m l l y closed a t launch, and normally r e q u i r e a l t i t u d e s i n excess of 3O,oOO f e e t before they w i l l open. They w i l l c l o s e again a t 25,000 f e e t during descent. The 12,500-foot baroswitches closed a t approximately 112.7 seconds after l i f % - o f f during descent of t h e command module. During p o s t f l i g h t bench tests, t h e s e baroswitches exhibited proper operation by a c t i v a t i n g a t t h e i r s p e c i f i e d tolerances. The s e q u e n t i a l subsystem contained redundant 41.l-second timers which were t o function as a backup event t o s t a r t t h e U S sequencer i n t h e event t h a t t h e r a d i o cormnand a b o r t s i g n a l f a i l e d t o i n i t i a t e t h e L i t t l e Joe I1 t h r u s t termination and t h e U S sequencer. These backup timers allowed s u f f i c i e n t time f o r t h e Algol engine t o burn out before commencing t h e abort sequence.

.-

4-90
Telemetry data indicated that the 41.1-second timer (backup abort timer), system A, timed out prematurely, approximately at 28.56 seconds +O -0.1 second after lift-off. Abort occurred at 28.44 seconds after lift-off. System B timed out at 41.39 seconds +O -0.1second. The malfunction of the backup timer, system A, occurred 0.12 second +O -0.1 seeond subsequent to thrust termination and launch-escape-subsystem sequencer start signal. It is thought at this time that the high g loads experienced by the cormnand module at thrust termination caused the premature . Qualification g loading tests were run on this time-out of system A type of timer. The test required that the timer be subjected to and withstand 20g loading for 5 minutes in all three axes. This qualification test was a centrifuge-type test and not equivalent to a shock acceleration. Further investigation of this inflight malfunction is underway.

4.3.2.2 Electrical subsystem: The electrical subsystem consisted of one 12-ampere-hour (MAP 4095-3) and seven 5-ampere-hour (MAR 4090-9) silver-zinc batteries. Four batteries ( M 4090-9) supplied power to the redundant logic and pyro busses for the earth-landing-subsystem and launch-escape-subsystem sequencers. Three batteries (MAR 4090-9) supplied power to the comroand module camera, service module camera, and tower camera. A l l batteries provided the proper voltage and current to the pyrotechnic devices. Figure 4.3.2-3 shows that the voltage of pyro bus A and B dropped from 33 volts to approximately 30 volts at time of abort. This voltage drop is normal for this type of silver-zinc battery (MclR 4090-9)under pyrotechnic load conditions.
The terminal voltage of the MAR 4090-9 batteries during the postflight load check was approximately the same as for preflight. At lift-off, the bus B current was approximately 19 amperes, then dropped to approximately 17 amperes at 44 seconds as a result of the &-ball heater being jettisoned with the launch-escape subsystem. After flight, the m i n battery was found to be damaged on a bottom corner. Postflight inspection showed two cells were severely damaged. This damage,however,did not incapacitate the battery during flight. Each cell (20 total) of the mission A-001 main battery contained 125cc of electrolyte (potassium hydroxide) for flight.

4-91

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4.3.3 Launch-escape-propulsion subsystem.- The launch-escapepropulsion subsystem (US) adequately performed i t s intended purposes of removing t h e command module from t h e launch vehicle, applying a p i t c h i n g moment t o t h e LES t o remove it from t h e f l i g h t path of t h e launch vehicle, and removing t h e launch-escape tower from t h e comand module and from t h e f l i g h t path of t h e command module.
Motor performance instrumentation (chamber pressure measurement) w a s programed f o r t h e launch-escape and p i t c h - c o n t r o l motors. During t h e t e s t , t h e pressure d a t a f o r t h e launch-escape motor were l o s t because of an instrumentation malfunction. Pressure d a t a obtained from t h e pitch-control motor i n d i c a t e d below s p e c i f i c a t i o n operation f o r t h a t motor. N instrumentation w a s programed f o r t h e t o w e r - j e t t i s o n o motor.
The t h r u s t l e v e l of t h e p i t c h - c o n t r o l motor w a s c a l c u l a t e d from t h e recorded chamber pressure by t h e equation

F = P A C c t f(VAC)'D where : F
P
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nozzle e x i t a r e a = 1.404 sq i n .

The t h r u s t c o r r e c t i o n values used f o r t h e p i t c h - c o n t r o l motor are shown i n f i g u r e 4.3.3-1. Ambient pressure data were obtained from meteorological and c i n e t h e o d o l i t e data, f i g u r e s 4.1.2-1 and 4.1.2-2, respectively.

4-97
The g r a i n condition temperatures of t h e launch-escape motor, pitchc o n t r o l motor, and t o w e r - j e t t i s o n motor were approximately 70" F. Since t h e p r e d i c t e d data f o r t h e motors assumed a g r a i n temperature of 70" F, no adjustment t o t h e d a t a w a s necessary f o r temperature d i f f e r e n c e s .

4.3.3.1 bunch-escape motor: The launch-escape motor w a s designed t o provide propulsive f o r c e t o remove t h e command module s a f e l y from t h e launch v e h i c l e f o r a mission abort during t h e time period from f i n a l countdown u n t i l approximately 35 seconds i n t o Saturn V second-stage burning.
Location of t h e motor, with respect t o t h e complete t e s t vehicle, i s A shown i n f i g u r e 3.6-1, and w i t h respect t o t h e LES i n f i g u r e 4.3.3-2. motor configuration diagram i s shown i n f i g u r e 4.3.3-3. The motor uses a case-bonded, s o l i d p r o p e l l a n t of p o l y s u l f i d e f u e l binder and ammonium perchlorate oxidizer i n an &point, internal-burning, s t a r configuration. Four nozzles spaced 90" a p a r t a r e canted 35' outward from t h e l o n g i t u d i n a l a x i s . The purpose of t h e nozzle cant angle i s t o reduce t h e flame impingement on t h e command module. A nominal t h r u s t v e c t o r o f f s e t of 2'45' (from t h e motor c e n t e r l i n e ) i s provided by an o v e r s i z e and an undersize nozzle i n t h e p i t c h plane. The t h r u s t - v e c t o r o f f s e t i s provided so t h a t t h e t h r u s t v e c t o r passes more n e a r l y through t h e c e n t e r of g r a v i t y of t h e launch-escape v e h i c l e . The f o u r nozzles have g r a p h i t e t h r o a t i n s e r t s and fiberglass-phenolic e x i t cones. Polyurethane blowout closures are glued i n each nozzle t h r o a t t o provide a s e a l e d environment i n s i d e t h e motor during handling and s t o r a g e . The launch-escape motor i s i g n i t e d by a pyrogen-type i g n i t e r , which incorporates redundant i n i t i a t o r s . The i g n i t e r i s mounted i n t h e forward end of t h e motor, concentric with t h e l o n g i t u d i n a l axis. The i g n i t e r p r o p e l l a n t i s t h e same formulation as t h e p r o p e l l a n t used i n t h e motor. Redundant pyrotechnic i n i t i a t o r s of t h e hot bridgewire type a r e used t o i g n i t e boron-potassium n i t r a t e p e l l e t s which i g n i t e t h e i g n i t e r propell a n t . The nominal t h r u s t l e v e l f o r t h e launch-escape motor during t h e first 2 seconds of burning i s 135,000 pounds a t an a l t i t u d e of 36,000 f e e t when t h e motor g r a i n i s conditioned t o an average temperature of 70" F. Because of t h e instrumentation malfunction of t h e launch-escape-motor p r e s s u r e data, no valid determination of motor t h r u s t can be made. A p o s t f l i g h t t e s t , conducted on t h e instrumentation c i r c u i t r y f o r t h e press u r e measurement t o t h e point where t h e e l e c t r i c a l w i r i n g w a s separated from t h e command module, revealed t h a t t h e instrumentation malfunction occurred i n t h e tower e l e c t r i c a l c i r c u i t r y o r i n t h e p r e s s u r e t r a n s d u c e r i t s e l f . The e l e c t r i c a l w i r i n g from t h e cormnand module t o t h e launchescape motor pressure transducer was destroyed as a result of t h e mission and could not be checked.

4- 98
I n a n e f f o r t t o define t h e performance of t h e motor more c l e a r l y , t h e m a x i m u m expected d e v i a t i o n of predicted motor performance of k6 percent w a s determined and appropriate f l i g h t t r a j e c t o r i e s were c a l c u l a t e d a t t h e maximum and minimum performance conditions. ( S t a t i s t i c a l l y calculated l i m i t s from t h e development motor program i n d i c a t e t h a t 95 percent of the motors t o be t e s t e d w i l l perform within t h e predicted performance value k6 percent .) The t r a j e c t o r y c a l c u l a t i o n s r e v e a l t h a t t h e launch-escape motor did perform within t h e predicted l i m i t s . Analysis of accelerometer d a t a a l s o i n d i c a t e s t h a t web burning time occurred approximately a s predicted. The predicted performance d a t a f o r t h e launch-escape motor a r e preThe maximum and minimum t h r u s t values used i n sented i n t a b l e 4.3.3-1. Review of t h e t h e t r a j e c t o r y a n a l y s i s a r e presented i n f i g u r e 4.3.3-4. f l i g h t motion p i c t u r e s r e v e a l s t h a t t h e f i r s t i n d i c a t i o n of flame from t h e motor occurred a t 28.56 seconds a f t e r v e h i c l e l i f t - o f f . 4.3.3.2 Pitch-control motor: The p i t c h - c o n t r o l motor i s designed t o provide a p o s i t i v e p i t c h i n g moment t o change t h e i n i t i a l a t t i t u d e of t h e command module i n order t o remove t h e command module from t h e f l i g h t path of the launch v e h i c l e . The l o c a t i o n of t h e motor witn r e s p e c t t o t h e complete t e s t vehicle i s shown i n f i g u r e 3.0-1, and with respect t o t h e U S i n f i g u r e 4.3.3-2. A motor configuration diagram i s shown i n f i g u r e 4.3.3-5. The pitch-control motor u t i l i z e s a case-bonded, polysulfide-ammonium perchlorate, s o l i d propellant c a s t i n t o a 14-point, internal-burning, s t a r configuration. It has one nozzle containing a g r a p h i t e t h r o a t ins e r t housed i n a s t e e l s t r u c t u r a l s h e l l . A polyurethane blowout closure i s glued i n t o t h e nozzle t o provide a sealed environment i n s i d e t h e motor during handling and storage. The motor i s i g n i t e d by a p e l l e t - t y p e i g n i t e r which i s mounted i n t h e head end of t h e motor, concentric with t h e l o n g i t u d i n a l a x i s . Redundant hot bridgewire pyrotechnic i n i t i a t o r s a r e used t o i g n i t e t h e boron potassium n i t r a t e p e l l e t s which i g n i t e t h e motor p r o p e l l a n t . T o t a l nominal impulse f o r t h e motor i s 1,TOO &5l pound-seconds ( s p e c i f i c a t i o n value). The pitch-control motor i g n i t e d s a t i s f a c t o r i l y , and performed i t s intended function of applying a p o s i t i v e p i t c h i n g moment t o t h e US. The motor i g n i t i o n s i g n a l was received by t h e f l i g h t v e h i c l e a t 28.44 seconds a f t e r vehicle l i f t - o f f . F i r s t i n d i c a t i o n of pressure occurred 28.54 seconds a f t e r l i f t - o f f and 0.10 second a f t e r t h e s i g n a l w a s received. F l i g h t motion p i c t u r e s r e v e a l t h a t f i r s t flame from t h e motor occurred a t 28.51 seconds a f t e r l i f t - o f f .

4-99
The a c t u a l p i t c h i n g moment applied by t h e pitch-control motor was below t h e value p r e d i c t e d because of a low performance of t h e motor. Actual t o t a l impulse of t h e motor w a s 1,607 pound-seconds, which i s beA t present, no explanation low t h e minimum value of l,649 pound-seconds f o r t h e low performance has been found. Complete performance data a r e presented i n table 4.3.3-1 and f i g u r e 4.3.3-6.

Tower- j e t t i s o n motor: The tower- j e t t i s o n motor w a s designed t o provide t h e propulsive force f o r removing t h e launch-escape subsystem from t h e f l i g h t v e h i c l e f o r a normal mission a f t e r approximately 33 seconds of Saturn V second-stage burning, and from t h e comand module during an abort mission, when t h e abort occurs p r i o r t o approximately 35 seconds of Saturn second-stage burning. The l o c a t i o n of t h e motor with respect t o t h e complete t e s t v e h i c l e i s shown i n f i g u r e 3.0-1 and with respect t o t h e LES i n f i g u r e 4.3.3-2. A motor configuration diagram i s shown i n f i g u r e 4.3.3-7. The motor uses a case-bonded, polysulfide-ammonium perchlorate, s o l i d p r o p e l l a n t cast i n t o an internal-burning, 10-point, star configuration.

4.3.3.3

Two s c a r f e d nozzles spacedl.80" a p a r t a r e canted 30" outward from t h e motor l o n g i t u d i n a l axis. The nozzles a r e s c a r f e d for aerodynamic consideration of t h e launch-escape subsystem. A t h r u s t - v e c t o r o f f s e t of 2'30' from t h e motor longitudinal a x i s i s provided by a 10-percent l a r g e r t h r o a t a r e a i n one nozzle. The purpose of t h e t h r u s t - v e c t o r o f f set i s t o remove t h e launch-escape subsystem from t h e f l i g h t path of t h e command module. The two nozzles have g r a p h i t e t h r o a t i n s e r t s and s t e e l e x i t cones. Polyurethane blowout ciosures a r e glued i n each nozzle t h r o a t t o provide a s e a l e d environment i n s i d e t h e motor during handling and s t o r a g e . The motor has an i n t e g r a l i n t e r s t a g e s t r u c t u r e which houses t h e nozzles.
The tower-jettison motor i s i g n i t e d by a pyrogen-type i g n i t e r which i s mounted i n t h e a f t end of the motor between t h e nozzles concentric with t h e motor c e n t e r l i n e . The i g n i t e r propellant i s of t h e same formul a t i o n as t h e p r o p e l l a n t used i n t h e motor. Redundant hot bridgewire pyrotechnic i n i t i a t o r s i g n i t e t h e boron potassium n i t r a t e p e l l e t s , which i g n i t e t h e i g n i t e r propellant. The nominal t h r u s t l e v e l of t h e t o w e r - j e t t i s o n motor i s 33,000 pounds a t 70" F and sea-level atmospheric pressure. The nominal web burning time i s 1 second and t o t a l operating time i s 1.3 seconds. The tower-jettison motor operated s a t i s f a c t o r i l y and s u c c e s s f u l l y removed t h e launch-escape tower from t h e command module. No instrument a t i o n capability c motor performance

4-100

d a t a are unavailable. T r a j e c t o r y data i n d i c a t e d t h a t t h e motor performed approximately as predicted. Tabulated motor p r e d i c t e d performance d a t a a r e presented i n t a b l e 4.3.3-1 and g r a p h i c a l p r e s e n t a t i o n of t h e p r e d i c t e d motor t h r u s t i s presented i n f i g u r e 4.3.3-8. Upon impact, t h e launch-escape motor forward s e c t i o n , p i t c h - c o n t r o l motor, and tower-jettison motor were compressed i n t o t h e c e n t r a l chamber a r e a of t h e launch-escape motor. The a f t closure and nozzle bases of t h e launch-escape motor were s t i l l i n t a c t upon recovery. The nozzle e x i t cones and- tower s t r u c t u r e were completely broken away from t h e launchescape motor ( s e e f i g . 5.5.1-8), a l l damage occurring upon impact. The g r a p h i t e t h r o a t i n s e r t of t h e launch-escape motor contained cracks and t h e forward portion of two i n s e r t s were broken o f f , but t h e g e n e r a l cond i t i o n of the i n s e r t s w a s very good, with very l i t t l e t h r o a t e r o s i o n being exhibited. The forward chamber a r e a of t h e launch-escape motor w a s ripped i n numerous s t r i p s along t h e l o n g i t u d i n a l a x i s ( s e e f i g . 5 . 5 . 1 - 9 ) . The launch-escape motor a f t closure and nozzle bases e x h i b i t e d s l i g h t b l i s t e r i n g and d i s c o l o r a t i o n of t h e painted s u r f a c e as a r e s u l t of heat soak and/or r e c i r c u l a t i o n of t h e exhaust gases.

4.3.3.4 P o s t f l i g h t a n a l y s i s : A v i s u a l i n s p e c t i o n of t h e command module revealed considerable a r e a s of soot and smoke d e p o s i t s i n l i n e w i t h t h e launch-escape-motor nozzles. The most severe case of d e p o s i t was i n t h e +Z plane, where a s m a l l area of t h e p a i n t on t h e a f t heat s h i e l d w a s burned away. Heat and soot e f f e c t s upon t h e command module of BP-12 appeared s l i g h t l y more severe t h a n t h o s e experienced on t h e BP-6 (pad a b o r t t e s t ) conducted on November 7, 1963.
The operational performance of t h e launch-escape-propulsion subsystem was s a t i s f a c t o r i l y demonstrated with t h e t e s t f l i g h t of t h e Apollo b o i l e r p l a t e 1 2 t e s t v e h i c l e . The launch-escape motor removed t h e command module from t h e launch v e h i c l e and t h e p i t c h - c o n t r o l and launch-escape motors s u c c e s s f u l l y removed t h e command module from t h e f l i g h t path of t h e launch vehicle; however, a c t u a l p i t c h - c o n t r o l motor performance w a s below t h e minimum s p e c i f i c a t i o n value. The t o w e r - j e t t i s o n motor s u c c e s s f u l l y removed t h e launch-escape tower from t h e command module. One malfunction concerning t h e launch-escape-propulsion subsystem occurred during t h e t e s t : t h e f a i l u r e of t h e pressure data instrumentat i o n f o r t h e launch-escape motor. The f a i l u r e has been i s o l a t e d t o have occurred within t h e tower e l e c t r i c a l c i r c u i t r y o r t h e p r e s s u r e t r a n s ducer on t h e motor which w a s s u b s t a n t i a l l y damaged a t impact precluding further analysis.

4-101

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4.3.4

Spacecraft pyrotechnics.- P o s t f l i g h t v i s u a l , mechanical,

and galvanometer checks on t h e many pyrotechnic devices incorporated i n t h e spacecraft have shown that t h i s subsystem performed as

expected. Functions performed by t h e pyrotechnic subsystem a r e l i s t e d i n sequential groups. Group I (10 i n i t i a t o r s ) Function Launch-escape motor i g n i t i o n . Pitch-control motor i g n i t i o n . Command module-service module separation. Three t e n s i o n t i e s cut by shaped charges. Tower- j e t t i s o n motor i g n i t i o n , Tower separation. plosive bolts. Four exNumber of initiators
2

Remarks Not recovered Not recovered

Two i n i t i a t o r s recovered

Not re covered Eight i n i t i a t o r s recovered

Drogue parachute deployment. Two mortar cartridges. Drogue parachute disconnect. One t e n s i o n t i e cut by shaped charge. P i l o t parachute deployment ( 3 ) Six mortar c a r t r i d g e s ,

Two i n i t i a t o r s recovered

Two i n i t i a t o r s recovered

S i x i n i t i a t o r s recovered

Instrumentation w a s not provided t o show t h a t each of t h e redundant pyrotechnics w a s e l e c t r i c a l l y expended. However, v i s u a l examination of a l l recovered pyrotechnics gave evidence t h a t a l l explosives i n t h e s e devices had been expended. Inactive bridgewires i n each i n i t i a t o r had t h e i r ends shorted together

4.3.5 Earth-landing subsystem. The earth-landing subsystem (ELS) i n s t a l l e d on b o i l e r p l a t e I gerformed as expected with t h e exception of 2 a main parachute riser f a i l & e and subsequent failure of a main parachute. The cause of t h e riser failure w a s determined t o be abrading and c u t t i n g of the riser over sharp edges i n t h e area of t h e drogue disconn e c t guide assembly ( h o r s e c o l l a r ) mounted on t h e command module t o p deck. F a i l u r e of t h e simulated reaction-control p i t c h motor supporting s t r u c t u r e by t h e main riser allowed it t o s l i p beneath t h e horsecollar. One of t h e two remaining main parachute canopies w a s damaged by t h e suspension l i n e s of t h e parachute with t h e f a i l e d riser. This canopy remained inf l a t e d , The command module w a s successfully recovered on t h e two remaining main pmachutes.
4.3.5.1 Sequencing system description: The ELS on b o i l e r p l a t e I 2 w a s based on timing compatible with t h e tower-flap concept f o r a b o r t and recovery. A s designed, a s i g n a l from t h e launch-escape-subsystem sequence c o n t r o l l e r , 3 . 0 seconds a f t e r tower j e t t i s o n , energized t h e e a r t h landing-subsystem sequencer and f i r e d t h e drogue parachute mortar. A f t e r a nominal 3.0-second delay, t h e 12,000-foot baroswitches were energized. , A t 12,000 f e e t m. s. 1, e l e c t r i c a l s i g n a l s simultaneously f i r e d t h e drogue disconnect and t h e p i l o t parachute mortars. A nominal 6 seconds a f t e r main parachute l i n e s t r e t c h , pyrotechnic r e e f i n g l i n e c u t t e r s d i s r e e f e d t h e main parachutes.
4.3.5.2 Drogue parachute: B o i l e r p l a t e I2 had one l3.7-foot nominal diameter, FIST ribbon, 25'' conical drogue parachute with a geometric p o r o s i t y of 24 percent. The canopy w a s permanently r e e f e d by t h e use of pocket bands t o an apparent l2.4-foot diameter. The drogue parachute riser w a s 56.6 f e e t long and w a s attached t o a shaped-charge-type d i s connect. The lower 14.4 f e e t of t k e drogue r i s e r w a s p r o t e c t e d with Thermo F i t Sleeving, a p l a s t i c which i s r e s i s t a n t t o abrasion. The drogue parachute w a s deployed by a mortar which incorporated redundant i n i t i a t o r s .

4.3.5.3 P i l o t parachutes: Three 10-foot nominal diameter, r i n g s l o t p i l o t parachutes were deployed simultaneously. The p i l o t parachute risers were 43.51 feet long and were protected w i t h Thermo F i t Sleeving on t h e lower 4.9 f e e t . The p i l o t parachutes were deployed by mortars which incorporated redundant i n i t i a t o r s .
4.3.5.4 Main parachutes : Three 88.1-foot nominal diameter ringsail parachutes were independently deployed by t h e p i l o t parachutes. The t h r e e main parachutes were sized such t h a t proper operation of two parachutes would give a r a t e of descent of l e s s than 33 f t / s e c a t a p r e s s u r e a l t i t u d e of 5,000 feet. The main parachutes were r e e f e d t o 13 percent of t h e nominal diameter f o r a period of 6 seconds. Three pyrotechnic c u t t e r s , mechanically i n i t i a t e d a t main parachute l i n e s t r e t c h , were used t o sever each r e e f i n g l i n e . Two r e e f i n g l i n e s were i n s t a l l e d i n each main one c u t t e r per l i n e would have r e s u l t e d i n parachute and operation o

4-112

normal disreefing. The three main parachute risers were attached to a common clevis, and 9.7 feet of each riser were covered with Therm0 Fit Sleeving. Based on the failure analysis of boilerplate 3 and subsequent rigging requirements, the main parachute disconnect and upper harness legs had been removed. Four lower harness legs were attached to the clevis and to the main parachute attachment fittings located near the top of the egress tunnel, just above each longeron. The lower harness legs were approximately 60 inches long and were protected with Thermo Fit Sleeving. The harness was designed to land the command module at an angle of 5'. It should be emphasized that the earth-landing subsystem, as tested on boilerplate 12, was not a production subsystem. The significant 2 differences between the production spacecraft and boilerplate 1 are:
a. Dual simultaneously deployed drogue parachutes will be installed, one on either side of the reaction-control-subsystem motor.

b Reaction-control-subsystem motor mount and drogue disconnect w i l l be . redesigned to replace the drogue disonnect guide assembly, or horsecollar, and its associated structural supports.
c. The main parachute harness will have a two-point attach. The harness attach points will be located on the parachute deck and will eliminate the four attach points near the top of the parachute compartment.

d The ELS sequence controller of the production spacecraft is installed . in one of the parachute deck longerons and the impact switch is located in the lower equipment bay. The installation of the parachutes on the upper deck of the BP-12 c o m n d module is shown in figure 4.3.5-1.

4.3.3.5 Events: The following times for events 1 to 9 were recorded and are compared with those expected. Actual times for other significant events are included. Also noted are the dynamic pressures during earth-landing-subsystem operation.

Event

I 44.1
46.9 49.9 49.9 49.9 72.5 49.9 49.9
I

Dynamic pressure, lb/sq f t

47.1 47.1 47.1

---4-7.1 47.2 22,7 22.7 !? E7 . !2 7 1.

Actua,: s ec

39.8 57.4 57.4 57.4 57.4

Dynamic pressure, lb/sq f t

122.9 129 2. 122.9 122.9

I

I
Event
10.

Main parachute no. 1 o f f deck (-Y) Main parachute no. 2 o f f deck (+Z) Main parachute no. 3 o f f deck (+Y) Main parachute no. 1 l i n e s t r e t c h (-Y) Main parachute no. 2 l i n e s t r e t c h (+Z) Main parachute no. 3 l i n e s t r e t c h (+Y) Main parachute no. 1 riser f a i l u r e (-Y)
1 disreef (-Y) Main parachute no. 2 disreef (+Z) Main parachute no. 3 disreef (+Y)

113.7 113.8 113.6 114.6 114.8 114.6 115.5

68.4 67.9 67.9 68.8 64.4 68.8

51.2

1. 1

12.

13. Main parachute no.

---120.7 120.6
121.3

8.6 8.2 45 .
1.0

1 . Main parachute no. 3 f a i l u r e 4

15. Main parachute no. 1 f u l l open (-Y)
Main parachute no. 2 f u l l open (+Z) Main parachute no. 3 f u l l open (+Y)

2.4 350.3

16. Impact

Event no. 5 , closure of t h e 25,000-f00t baroswitches, d i d not occur because a l t i t u d e a t apogee w a s i n s u f f i c i e n t t o open t h e s e baroswitches. These baroswitches were not a c t i v e except f o r instrumentation of cont a c t closures

4.3.5.6 Drogue parachute performance: The drogue parachute w a s deployed by mortar a t T+47.2 seconds, Angle of a t t a c k a t drogue mortar f i r e w a s approximately 30". The drogue deployed and became e f f e c t i v e i n 1.0 second. O s c i l l a t i o n s of t h e command module while on t h e drogue parachute were as predicted and previously observed on t h e b o i l e r p l a t e 12 simulated t e s t s a t E l Centro, California. The drogue mortar functioned normally with no apparent i n d i c a t i o n of excessive r e c o i l loads. The drogue parachute w a s undamaged and t h e r e w a s no scuffing or abrasion of t h e drogue r i s e r o r Thermo F i t Sleeving. The drogue parachute was disconnected and t h e p i l o t parachutes were deployed by mortars a t T + l I 2 . 7 seconds,
4.3.5.7 P i l o t -Da.rachute performance: The three p i l o t parachutes were simultaneously deployed by mortars. Command module angle of a t t a c k was approximately 160' a t p i l o t mortar f i r e . A l l p i l o t parachutes deployed and i n f l a t e d normally. P o s t f l i g h t inspection revealed no major damage t o the p i l o t parachutes o r risers, including t h e Thermo F i t Sleeving. Each of t h e p i l o t parachute mortars functioned normally with no apparent i n d i c a t i o n of excessive r e c o i l loads.
4.3.5.8 Main parachute performance: All main parachute deployment bags l e f t the upper deck between T+ll3.6 seconds and T + l l 3 . 8 seconds. Average angle of a t t a c k was approximately 70". During deployment, t h e command module continued t o r o t a t e apex forward, and a t l i n e s t r e t c h t h e angle of a t t a c k w a s approximately 20'. A t T+115.5 seconds, t h e main r i s e r of t h e no. l m a i n parachute f a i l e d , as described i n d e t a i l Severe aerodynamic i n t e r f e r e n c e between t h e r e i n paragraph 4.3,5.9. maining two parachutes w a s noted. Disreef of t h e main parachutes occurred a t approximately t h e same time; however, because of aerodynamic interference, a 6-second d i f f e r e n c e w a s noted i n t h e f u l l open times. A t T+I21.3 seconds, t h e no. 3 main parachute s p l i t from vent t o s k i r t The s k i r t band of t h e as described i n d e t a i l i n paragraph 4.3.5.11. f a i l e d parachute remained i n t a c t and t h e canopy remained i n f l a t e d . Major i n f l i g h t damage t o t h e main parachutes, risers, and harness i s described i n paragraph 4.3.5.11. Descent a f t e r canopy failure w a s uneventful and t h e command module remained upright after landing,
Terminal descent rate on t h e main parachutes w a s reached a t a press u r e a l t i t u d e of 10,350 feet, o r approximately 10,800 feet mean sea l e v e l . The preliminary t r a j e c t o r y d a t a i n d i c a t e t h a t t h e descent r a t e a t a pressure a l t i t u d e of 5,000 feet w a s 29.9 feet p e r second, which i s within t h e operative requirements of t h e earth-landing subsystem w i t h two main parachutes. Rate t/sec. The t o t a l

'.
v e l o c i t y a t a pressure a l t i t u d e of 5,000 feet w a s 30.2 ft/sec and a t T o t a l v e l o c i t y components a t landing were landing w a s 26.5 f t / s e c . 5.1 f t / s e c north, 3.6 f t / s e c east,and 25.7 ft/sec down,

4.3.5.9 Main parachute r i s e r failure: Figure 4.3.5-2 is a t o p view of t h e command module showing t h e l o c a t i o n of t h e drogue and p i l o t mortars, "horsecollar", and simulated RCS motor. Also shown are forward compartment Y/Z axis and longeron i d e n t i f i c a t i o n markings. Figure 4,3.5-3(a) t o ( d ) p r e s e n t sketches of t h e command module i l l u s t r a t i n g t h e a t t i t u d e changes during main parachute deployment. A s shown i n f i g ure 4.3.5-3(a), command module a t t i t u d e a t p i l o t mortar f i r e w a s very favorable; however, p i t c h and roll rates of t h e s p a c e c r a f t r e s u l t e d i n t h e p i l o t parachute from t h e -Y bay being deployed around t h e no. 3 longeron while t h e p i l o t parachutes from t h e +Y and +Z bays deployed around t h e o t h e r s i d e of t h e airlock. The command module continued t o r o t a t e , apex forward and roll l e f t , as t h e parachutes l e f t t h e deck and deployed. A t main parachute l i n e s t r e t c h ( f i g . 4.3.5-3(c), t h e command module w a s o r i e n t e d apex forward and had r o l l e d approximately 80" l e f t from i t s o r i g i n a l position. A s the i n f l a t i n g main parachutes exerted a n increasing drag load on t h e upper deck a r e a of t h e comand module, it began t o r o t a t e r a p i d l y heat s h i e l d forward. The command module overshot t h e 180" angle-of-attack position, and f i g u r e 4,3.5-3(d) illustrates command module a t t i t u d e at main parachute r i s e r f a i l u r e , Command module o s c i l l a t i o n s during r e e f e d i n f l a t i o n were heavily damped and a t d i s r e e f t h e command module was not o s c i l l a t i n g .
The parachute subsystem was i n s t a l l e d as s p e c i f i e d i n OTP-A-3027A-HPl.2. The risers were held i n position by cotton cord and r e l e a s e d when p r a c h u t e loads became l a r g e enough t o break t h e cord. A s noted i n t h e preceding paragraph, t h e p i l o t and main parachute no. 1 from t h e -Y bay deployed around longeron no. 3. The continuous l e f t roll and apex f o r ward p i t c h of t h e command module insured that t h e -Y r i s e r could not free i t s e l f from i t s p o s i t i o n on the no. 2 longeron. A t l i n e s t r e t c h t h e -Y r i s e r w a s bearing across the no. 2 and no. 3 longerons and down t h e s i d e of t h e command module. Figures 4.3.5-4 t o 4.3.5-7 show t h e r o u t i n g of t h e -Y r i s e r and abrasions on t h e s k i n of t h e cormnand module from parachute connector l i n k covers and r i s e r p r o t e c t i v e covering. Also noted w a s white p a i n t from the command module imbedded i n t h e riser covering. A t l i n e s t r e t c h , or s h o r t l y t h e r e a f t e r , t h e no. 2 longeron w a s damaged as shown i n f i g u r e 4.3.5-8 by t h e -Y riser. The s t r u c t u r a l deformation of t h e no. 2 longeron broke away aerodynamic p u t t y i n s t a l l e d t o smooth sharp edges and c u t through t h e Thermo F i t Sleeving and partly through one layer of t h e -Y riser a s shown i n f i g u r e 4.3.5-9. Fragments of t h e riser Thermo F i t Sleeving were found imbedded i n the damaged area of t h e no. 2 longeron. The no. 3 longeron was not damaged.

A s t h e commnd modulc began t o r o t a t e heat s h i e l d forward, t h e -Y r i s e r moved up t h e s i d e of t h e c o m n d module u n t i l it was bearing on t h e simulated RCS motor. The loads on t h e simulated RCS motor were i n excess of the design loads and t h e upper edge of t h e simulated RCS motor w a s permanently depressed approximately 3 inches, allowing t h e -Y main parachute r i s e r t o s l i p beneath t h e drogue disconnect guide assembly.
A t t h i s t i m e , t h e c l e v i s w a s deployed from i t s p o s i t i o n i n t h e +Y main parachute loads. This r e s u l t e d i n t h e -Y main parachute riser being pulled across t h e underside of t h e horsecollar. Figure 4.3.5-10 i s a close-up view of t h e area beneath t h e horsecollar. The edges of t h e h o r s e c o l l a r s t r u c t u r a l gusset can be seen as can t h e drogue disconnect. The e l e c t r i c a l connector on t h e end of t h e drogue disconnect w a s pulled upward with s u f f i c i e n t f o r c e t o s p l i t t h e t o p of t h e o u t e r s h e l l of t h e connector. I n s u l a t i n g m t e r i a l on a w i r e bundle a t t h e connector w a s a l s o chafed through. The upper charge holder of t h e disconnect was severely deformed by t h e shaped charge f i r e d t o disconnect
+Z p i l o t mortar bay by t h e +Z and

t h e drogue parachLltr.

A 3F-inch piece of t h i s charge holder w a s found i n 3

t h e p o s i t i o n shown i n f i g u r e 4.3.5-lo. a This fragment w s extremely sharp on i t s inner edge. P o s t f l i g h t inspection of t h e disconnect revealed nylon fibers imbedded i n t h e end of t h e disconnect near t h e e l e c t r i c a l connector. Also noted were rub m r k s and a t u f t of nylon f i b e r s imbedded i n t h e drogue disconnect guide assembly i t s e l f . This t u f t of f i b e r s can a l s o be seen i n f i g u r e 4.3.5-10. The -Y main parachute r i s e r f a i l e d a t T+115.5 seconds, 0.3 second a f t e r it slipped beneath t h e horsecollar. It could not be d e f i n i t e l y determined what sharp edge f a i l e d t h e riser; however, it i s surmised t h a t t h e cause of riser f a i l u r e was abrasion over t h e horsecollar and c u t t i n g by t h e horsecollar. Figure 4.3.5-11 i s a photograph of the bent simulated RCS motor.

4.3.5.10 Fabric analysis: The r i s e r of t h e no. 1 main p r a c h u t e f a i l e d a c r o s s a 10-inch area beginning 66 inches from t h e c l e v i s a t t a c h point. An additional damaged a r e a w a s noted 3 f e e t from t h e c l e v i s att a c h point where t h e r i s e r abraded a g a i n s t t h e no. 2 longeron. The m i n parachute r i s e r w a s constructed of 6 l a y e r s of 10,000-pound nylon webbing. The r i s e r w a s 13.5 feet long with t h e lower 9.7 f e e t covered with Thermo F i t Sleeving

I n t h e area of t h e r i s e r failure, t h e Thermo F i t Sleeving w a s ripped open f o r 8 inches below t h e break. There were other minor c u t s i n t h e sleeving i n t h i s a r e a and abrasion marks. Beginning with t h e l a y e r of webbing nearest the h o r s e c o l l a r at, f a i l u r e , t h e following damge w a s noted.

No. 1 Zinc chromate and a black substance imbedded i n t h e i n s i d e r i s e r surface; h e a w s u r f a c e abrasion as evidenced by f u s i n g of no. 1
and no. 2 l a y e r s f o r 3 inches; a 1--inch cut; and a '-inch
2

tensile

failure.
I .

No. 2 Surface burns with imbedded zinc chromate; f u s i n g with l a y e r no. 1 indicated; t e n s i l e failure of material weakened by abrasion.
No.

Zinc chromate and burns on s u r f a c e and edge of webbing; some

I

l o

i x r a v e l i n g a t edges above break; a 1,-inch c failure.

No.

cut; and lT-inch t e n s i l e

4-

Zinc c h r o m t e , a n d burns on edge of m t e r i a l ; surface burns;

some unraveling a t edges above break; a 1--inch 2 t e n s i l e failure.

cut; and a T-inch

No. 5
edge;
I

- Edges
-

burnt with zinc chromate imbedded i n material on one

a ;-inch

cut; and a 1-inch t e n s i l e failure.

No. 6

No burns on material; t e n s i l e f a i l u r e .

In t h e a r e a of secondary damage, t h e Thermo F i t Sleeving was s p l i t approximately 80 percent around the circumference of t h e riser. Five l a y e r s of webbing were i n t a c t and unburnt. The o u t s i d e l a y e r w a s cut
c l e a n l y across a g i n c h width of riser as shown i n f i g u r e 4.3.3-9. 7 Severe abrasion w a s noted s t a r t i n g about 18 inches below t h e riser webbing confluence p o i n t and extended f o r 14 inches. The white p a i n t imbedded i n t h e Thermo F i t Sleeving w a s t r a c e d t o t h e command module skin. The connector l i n k covers were a l s o found t o have white paint i m bedded i n t h e material. Fifty-nine suspension l i n e s were burnt t o some degree by abrading on t h e command module skin.

I *
I

The no. 3 main parachute w a s s e v e r e l y damaged s h o r t l y a f t e r disreef when it s p l i t from vent t o s k i r t band a t gore 14. A d e t a i l e d examination of t e s t f i l m revealed t h a t t h e f a i l e d canopy could not have been damaged by t h e broken riser from t h e no. 1 main parachute, s i n c e t h e riser passed a safe-distance from t h e i n f l a t i n g parachutes. The suspension l i n e s on t h e no. 1 main parachute, however, appeared t o contact t h e canopy of the no. 3 main parachute. A t W121.3 seconds, which was 0.7 second a f t e r d i s r e e f , a tear appeared i n

4.3.5.11

%in parachute gore f a i l u r e :

4-118
t h e canopy of t h e no. 3 main parachute. The t e a r s t a r t e d i n t h e area of t h e 6 t h r i n g a t gore 14 and t r a v e l e d t h e l e n g t h of t h e gore almost i n s t a n t l y . The s k i r t band remained i n t a c t . k j o r damage t o a l l parachutes was charted by North American Aviation. A damage c h a r t of the no. 3 m i n parachute i s shown as Detailed damage c h a r t s will be constructed when t h e f i g u r e 4.3.3-12. parachutes a r e returned t o Northrop-Ventura. Of particular.interest a r e t h e burns i n t h e no. 3 main parachute. These burns were a l l i n t h e area of f a i l u r e and, when coupled with t h e high loads on t h i s parachute a t d i s r e e f r e s u l t i n g f r o m aerodynamic blanketing of t h e o t h e r main parachute and f a i l u r e of a main r i s e r , a r e t h e most probable cause of canopy f a i l u r e . Examinatisn of' t h e suspension l i n e s of t h e no. 1 main parachute disclosed a s l i g h t amount of burning; however, it i s most probable t h a t t h e l i n e burns noted occurred as t h e suspension l i n e s were extracted from t h e deployment bag. Damage t o t h e no. 2 main parachute was minor. A l l deployment bags were damged a t t h e p i l o t parachute attachment point. This i s n o r m 1 damage and occurs when t h e deployment bag t u r n s i n s i d e out a f t e r deployment. 4.3.5.12 Conclusions: The earth-landing subsystem d i d not f u l l y s a t i s f y one of t h e second-order t e s t objectives. This o b j e c t i v e w a s : Demonstrate proper operation of a p p l i c a b l e components of t h e earth-landing subsystem. The only applicable component of t h e earth-landing subsystem which d i d not demonstrate proper opera-tion was t h e reefing, d i s r e e f i n g , and i n f l a t i o n of one of t h e t h r e e main parachutes. This parachute broke l o o s e from t h e spacecraft when t h e parachute r i s e r parted s h o r t l y a f t e r l i n e s t r e t c h because o f abrading and c u t t i n g on t h e sharp edges of t h e drogue disconnect guide assembly s t r u c t u r a l gusset.

4-119

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Pilot mortars

Figure 4.3.5-2.

Top view of command module.

4-121

I I
.

T = 112.7 seconds h = 12,525 ft, m s l q = 57.4 lb/ft2

T = 113.7 seconds msl

T = 115.5 seconds

Figure 4.3.5-3.

Command module attitude changes during main parachute deployment.

4-122

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4.3.6 Structures.- The structure for the boilerplate 12 flighttest vehicle consisted of a launch-escape subsystem in combination with boilerplate conmind and service modules. A 10-inch adapter was attached to the aft end of the service module for mating to the Little Joe I1 launch vehicle.
Measurements of such characteristics as vehicle accelerations, angle of attack, Mach number, and dynamic pressure permit iqflight structural loads to be determined. Thrust-termination loads evidently caused some damage to the corumnd module aft heat shield as a result of the structural failure of the fiber-glass pressure bulkhead located at the service modUie--ELdEzpterinterface. A first-order test objective was to "demonstrate the structural integrity of the escape tower." The boilerplate 12 tower structure performed well under the conditions which were encountered, and there was no evidence of structural problems. Table 4.3.6-1 shows a comparison of estimated flight loads with a comparable design condition. The estimated loads fall well within design values. TABU

4.3.6-1. -

COMPARISON OF B0II;ERPLATE 12 TOWER LOADS WITH DESIGN LOADS DURING ABORT

Parameter

Design values for non-tumbling abort

Estimated flight values

32. o

..... ........ Dynamic pressure, lb/sq ft . Angle of attack, deg. . . . Angle of sideslip, deg. . . a Normal load factor . . . . Lateral load factor . . . . Axial load factor . . . . .
Flight time, sec. %ch number

----

1 lo .

1.08

585
1 0
-2- 39

750
1 0
0

-1.7
0.0

6.19

-1.9
-20 0

. Shear, lb . . . . . . . . . Axial load, lb. . . . . . . Bending moment, in. -1b . . .

Yaw acceleration, deg/sec
2

Pitch acceleration, deg/sec

-70
3,400
120,000

2,160
8k, 400
250, ooo

438,150

a Measured at command module center of gravity

4-132
Four linear accelerometers were located in the command module as shown in figure 4.3.1-6. The specified frequency response was 0 to 30 cycles per second. Acceleration time histories along the three major axes are presented in figures 4.3.6-1 and 4.3.6-2 for two significant events. Figure 4.3.6-1 shows the accelerations experienced at thrust termination; figure 4.3.6-2 is a time history of cormnand module acceleration at main parachute deployment. These figures obtained from oscillograph records of the telemetered continuous acceleration data are presented to provide information on two events which caused significant accelerations. In reviewing these figures, it should be noted that some of the oscillations exceed the specified frequency response of the accelerometers.
The thrust of the Algol sustaining rocket motor was successfully terminated as scheduled. The explosion which occurred as a result of thrust termination destroyed the launch-vehicle forebody and most of the afterbody and also caused a failure of the pressure bulkhead and some resulting damage to the aft heat shield of the c o m n d module. Figures 4.3.6-3 to 4.3.6-5show the mgnitude of the explosion. Figure 4.3.6-3 shows the vehicle just as a few holes appeared in the launch-vehicle skin. A few milliseconds later, the launch-vehicle forebody began to disintegrate as shown in figures 4.3.6-4 and 4.3.6-5. In an effort to determine the severity of the explosion, an investigation of possible blast overpressure ranges and fragmentation effects has been made. If it is assumed that none of the Algol propellant detonated, then the overpressures may be assumed to consist of the expanding Algol chamber pressure, the primacord detonation, and the shaped-charge detonation. The following table shows the estimated overpressure resulting from each source. The igniter and shaped-charge overpressures were based on an average of a >-foot separation from the pressure bulkhead. Overpressure at pressure bulkhead, psia

Overpressure source Expanding chamber pressure gases Primacord and igniters Shaped charge Total

16

19.4
25.2

60.6

4-133
The blast averpressure probably ranged between 16 and 60 psia. The pressure bulkhead was designed to withstand a differential pressure of 22 psia, ultimate. A combination of any two of the overpressure sources would exceed the pressure bulkhead design ultimate differential pressure. Figure 4.3.6-3 shows the launch-vehicle skin bulging because of internal pressure. Recovered pieces of launch-vehicle skin were stretched flat because of the overpressures.

-\

CM aft heat shield

SM camera

-c]
-

Algol motor case

Fiberglass pressure bulkhead

L u n c h vehicle

Another possible cause of the failure of the pressure bulkhead was fragmentation of the Algol motor case. There is extensive evidence that such fragmentat.ionoccurred. The sketch shows the relative location of the items of interest in considering fragmentation effects. Indications are that the forward end of the Algol motor was driven through the service module pressure bulkhead, striking the camera and driving the combined mss into the aft heat shield. Orange paint from the service module camera was scuffed onto the aft heat shield in three separate places. In addition, a plate fromthe camera case was recovered with a definite fiber-glass design imprinted in the orange paint. The o n l y orange-painted equipment in the launch vehicle and service module was the camera. Figure 4.3.6-1(a) shows a positive X-axis acceleration of about l7g at the time of thrust termination.

4-134

Pieces of aft heat shield were seen to peel off after command module separation, suggesting blast damge. Figures 5.3.1-3, 5.5.1-6 and 5.5.1-7 show the damage to the heat shield. The photographs clearly show where a 0 layer of fiber glass, approximately 3 feet by 1 feet, became delaminated, and was torn off. The heat shield also received two large dents and a crack several feet long. The cormnand module f l o o r was pushed inward approximately 10 inches in the +Z and -Z quadrants. Some of this damage m y have occurred when the command module landed on an 18-inch high sand hummock. Suggestions as to a solution to the thrust-termination problem include installation of a stronger pressure bulkhead, perhaps of a different material, to resist overpressure as well as fragments, and moving the igniter and shaped charges to the afterbody section of the Algol motor since overpressure resulting from the igniters and shaped charges decreases rapidly with distance. The spacecraft was instrumented with 36 static pressure measurements on the conical portion of the command module and 12 static pressure measurements on the aft heat shield for determining the effects of escape-motor jet-plume impingement on the aerodynamic stability characteristics and on the structural loads. A preliminary investigation was made of the command module local pressures obtained during powered flight. The primary purpose of the pressure instrumentation was to provide detailed pressure distributions on the cormnand module for eventual correlation with vehicle stability characteristics and for structural evaluatio3. The local pressure distribution and vehicle aerodynamic stability are interrelated and affect the loads accordingly. The stability characteristics determine the flight parameters which affect the overall loads, and the local pressure distributions affect the design of the local structure. The local pressures are affected considerably by the jet plumes from the four escape-motor nozzles. Figure 4.3.1-8 shows the location of the static pressure transducers on the cormnand module. The data indicate that good information was obtained from all except 2 of the 36 conical measurements. Conical surface . pressure no. 16 remained at approximately 4 0 psia following thrust termination and conical surface pressure no. 22 read approximately 1.0 psia high at cormnand module landing. Measured pressures were compared with wind-tunnel data. The condition chosen for comparison was based upon a rough estimate of angles of attack and sideslip; however, agreement appears to be fairly good.

The flight condition analyzed was: t = 32 sec

M
q

1.08 lb/sq ft

= 730

F=:

oo

pamb =

6.23 psi

Figure 4.3.6-6 shows a comprison of flight-measured pressure with wind-tunnel measurements along a ray opposite the jet plume in the +Z quadrant. Agreement is especially good. One point from the flight measurement is quite high but appears to be good data. The cause of this localized high coefficient is not definitely known. A comparison in the yaw plane is shuwn in figure 4.3.6-7. Agreement is fair; however, the flight-test data seem to be consistently higher than wind-tunnel data. Flight-test data from both rays in the ya,w plane are shown suggesting that there are no known yaw effects in the results. Data are also compared along rays between jet plumes. This comparison, shown in figure 4.3.6-8, a l s o shows fair agreement. Again the flight-test measurements are higher. The comparison around the periphery of the command,moduleat a typical station also shows fair agreement in figure 4.3.6-9. All flight-test data were taken directly from tabulated data. Plume impingement caused some slight scorching of the cork insulation on the command module in the quadrants opposite the escaperocket nozzles. Local temperatures were measured by temperature sensitive paint and are discussed in section 4.5.2.

A second-order test objective was to"determine aerodynamic loads due t.0 fluctuating pressures on the command module and service module during a Little Joe I1 launch." For this p&pose, 1 fluctuating 1 pressure transducers, three on the command module and eight on the service module, were included in the instnunentation, as shown on figures 4.3.1-7and 4.3.1-8. A s closely as practicable, the transducer orifice was flush-mounted to the spacrcraft skin and to assure that the spacecraft vibration would not be recorded, the service module mounts were

i s o l a t e d from t h e s t r u c t u r e . However, t h e pressure sensors were acc e l e r a t i o n s e n s i t i v e , and t h e data were biased during t h e boost phase o a t T+O and W29 seconds. N d a t a are presented f o r t h e s e times.

All data were c o l l e c t e d with an onboard t a p e recorder with t h e exception of measurement SA0184 which was included on t h e telemetry system. The frequency response f o r t h e transducer and a s s o c i a t e d equipment of each s t a t i o n was not the same; the l i m i t i n g frequencies are shown i n table 4.3.6-2.
A s predicted f o r the Apollo launch configuration, t h e l a r g e f l u c t u a t i n g pressures occur a t t h e c o m n d module-service module i n t e r f a c e during transonic f l i g h t . A maximum root-mean-square (rms) pressure of 2 0.64 p s i (167 decibels, that i s 0.0002 dynes/cm o v e r - a l l sound pressure) d i d occur on measurement ~ ~ 0 1 8 2 , seconds a f t e r l i f t - o f f . 18

Data of p a r t i c u l a r i n t e r e s t f o r discussion are presented i n f i g u r e s 4.3.6-10 and 4.3.6-11. Figure 4.3.6-10 i n d i c a t e s t h e v a r i a t i o n of rms pressure with s t a t i o n l o c a t i o n f o r Mach numbers of 0.80, 0.85, 0.90, and 0.95. These data i n d i c a t e that t h e f l u c t u a t i n g pressures become s i g n i f i c a n t a t a %ch number of 0.80 a t s t a t i o n 974, and as t h e k c h number increases, t h e maximum rms pressure moves t o t h e forward end of the command module.

For comparison, wind-tunnel d a t a a r e a l s o presented i n figure 4.3.6-10 f o r s i m i l a r angles of a t t a c k , dynamic pressure, s t a t i o n l o c a t i o n , and k c h number. A d e v i a t i o n of only 2 o r 3 d e c i b e l s i n d i c a t e s t h a t t h e two s e t s of data compare favorably.
Figure 4.3.6-l1(a) d e p i c t s two p o i n t s of interest. The data i n d i c a t e t h a t t h e f l u c t u a t i n g pressure a t X 100 does n o t exceed the ambient
C

n o i s e l e v e l s u n t i l a f t e r comnand module separation. The measurement s t a b i l i z e d a t W33 sec. and t h e r m s pressure on t h i s transducer rernainel n e a r l y uniform u n t i l launch-escape-tower j e t t i s o n where t h e measurement was terminated. P l o t s (b) t o (g) in figure 4.3.6-11 show root-meansquare pressure t i m e h i s t o r i e s which were s i g n i f i c a n t .

TABLE 4.3.6-2

LIMITING FREQUENCY RESPONSE FOR FLUCTUATING P R E S S W [Data recording and reduction)

Measurement ID number

Fluctuating pressure
1 2

Station location

Frequency response, cycles/sec 0 to 400 0 to 400 0 to 400

0 to 400

CA0179 P

Caoi80 p
~~01P1 8 ~~0182 P ~~0183 P SA0184 P a30186 P ~~0187 P ~~0188 P ~~0189 P
SA0190 P

3 4 5

xC 119, 7" xc 70, 3 x 0 xc 40, 357O xa 1012, 357O

Xa 1012, 177"

0 to 400

6
8 9
10

xa 974,

357"

to 300

Xa 974, 177' Xa 974, 267"

1 1
12

xa 930, xa 881, xa 881,

357O 357O 177'

o to 300 o to 600 o to 600 o to 600 o to 600

significant. These pressures continue to increase until command module separation. At this point, all fluctuating pressure transducer measurements were terminated except for those at stations XC 119, SC 70 and X
C

40.

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Equipment-cooling subsystem. A equipment-cooling subsystem n w a s provided t o p r o t e c t c e r t a i n instrumentation from excessive operating temperatures. The subsystem consisted of a ?-gallon r e s e r v o i r f i l l e d with water a t approximately 70" F, a pump for c i r c u l a t i o n , and f o u r coldp l a t e s on which t h e two C-band transponders and t h e telemetry package were mounted.

4.3.7

During a l l t e s t s and operations conducted on t h i s v e h i c l e a t WSMR, t h e temperature a t t h e RF a m p l i f i e r and the t r a n s m i t t e r were monit o r e d with t h e equipment-cooling subsystem o f f and were w e l l below maximum l e v e l s permitted (71.io C Tie equipment-cooiirig stibsyste-, vas intent i o n a l l y disabled p r i o r t o t h e launch. The temperatures recorded by way of telemetry from T-25 minutes t o T+80 minutes were w e l l below t h e maximum l e v e l of 71.1" C. These recorded temperatures were:

>.

Time, minutes
T-25 T-0

Temperature, "C

31
31
.

T+80

38

4.3.8 S t a b i l i t y and motion.- The f l i g h t motions experienced during launch-escape vehicle f l i g h t a r e dependent upon t h e f l i g h t conditions a t abort as well as many o t h e r parameters. Off-nominal c h a r a c t e r i s t i c s i n any of t h e parameters w i l l have a n e f f e c t on t h e motions which w i l l res u l t i n a difference from p r e d i c t e d values. The f a c t o r s a f f e c t i n g f l i g h t i n a d d i t i o n t o abort conditions are aerodynamics, rocket-motor performance and thrust-vector alinement, weights, i n e r t i a s , center-of-gravity l o c a t i o n , and atmospheric c h a r a c t e r i s t i c s ,
A t abort i n i t i a t i o n , t h e launch-escape motor and t h e p i t c h - c o n t r o l motor are simultaneously ignited. The purpose of t h e launch-escape motor i s t o propel t h e launch-escape vehicle s a f e l y away from t h e launch vehicle following a n a b o r t , The t h r u s t from t h e p i t c h - c o n t r o l motor, a c t i n g a t t h e nose of t h e launch-escape vehicle, c r e a t e s angular a c c e l e r a t i o n s i n t h e p i t c h plane. These a c c e l e r a t i o n s a r e reduced by t h e moments created by t h e launch-escape motor t h r u s t . A t t h e t i m e of a b o r t , t h e high dynamic pressure produces l a r g e aerodynamic moments. These moments combine with t h e t h r u s t moments t o e s t a b l i s h an o s c i l l a t o r y motion as t h e v e h i c l e seeks i t s trimmed condition. O s c i l l a t o r y motions i n t h e yaw plane and roll mot i o n s a r e a l s o e s t a b l i s h e d by t h r u s t and aerodynamic moments.

The predicted d a t a presented i n t h i s s e c t i o n were obtained from a s i x degree-of-freedom d i g i t a l computer simulation. The p r e f l i g h t simulat i o n s u t i l i z e d aerodynamic estimates obtained from r e s u l t s of wind-tunnel model t e s t i n g . The e f f e c t of launch-escape motor burning on aerodynamic s t a b i l i t y was obtained from a model which decomposed hydrogen peroxide t o simulate t h e rocket exhaust. The rocket-motor performance used w a s t h e predicted b o i l e r p l a t e 12 motor c h a r a c t e r i s t i c s presented i n f i g ure 4.3.3-4 with t h e launch-escape motor t h r u s t - v e c t o r alinement presented i n f i g u r e 4.2.4-1. P r e f l i g h t estimates of weight, c e n t e r of gravi t y , and i n e r t i a s presented i n f i g u r e s 4.2.2-1, 4.2.2-2, and 4.2.2-4 t o 4.2.2-6 were a l s o u t i l i z e d . The standard 1939 ARDC atmospheric propert i e s were used. The i n i t i a l conditions used were those predicted f o r a nominal L i t t l e Joe I1 launch. The f l i g h t angular v e l o c i t i e s and roll a t t i t u d e presented i n t h i s o s e c t i o n were determined from onboard gyroscopes. N p i t c h o r yaw a t t i tude data a r e presented s i n c e t h e gyroscopes measuring t h e s e a t t i t u d e s became inoperative during t h e f l i g h t . The onboard instrumentation i s The f l i g h t angle of a t t a c k and angle of discussed i n s e c t i o n 4.3.1. s i d e s l i p were computed by using t h e &-ball p r e s s u r e s together with Mach number and dynamic pressure from t h e real-time-data system. The realtime-data system i s discussed i n s e c t i o n 4.1.1. The Q-ball i s a nosemounted, conical-shaped, a i r f l o w d i r e c t i o n sensor l o c a t e d forward of t h e pitch-control motor on t h e launch-escape subsystem. The &-ball c o n s i s t s of t h r e e s e t s of pressure p o r t s producing three d i f f e r e n t i a l p r e s s u r e

readings. The three measurements taken together are sufficient to determine angle of attack, angle of sideslip, and dynamic pressure through a limited range of angles. Procedures are available to utilize ground tracking dynamic pressure and Mach number to extend the range of angles over which the Q-ball is valid. The flight and preflight predicted vehicle pitch and y a w angular velocities are presented in figures 4.3.8-1 and 4.3.8-2, respectively. Andysis of the pitch and yaw rates shows that the vehicle was stable as predicted throughout the launch-escape-vehicle flight. The differences in oscillation amplitude and frequency can probably be attributed largely to the differences in abort conditions and to deviations in thrust characteristics from the predicted. Any deviations in launch-escape motor thrust could have been determined from the measured chamber pressure; however, the instrumentation which would have provided this pressure measurement was inoperative during launch-escape vehicle flight. The flight and predicted pitch-control motor characteristics are preTo analyze the deviation of flight from presented in figure 4.3.3-6. flight predicted motions completely, evaluation of the effects of the maximum expected launch-escape motor thrust deviations is required. These thrust deviations are shown in figure 4.3.3-4. The associated .mss characteristics are presented in section 4.2. The flight and preflight predicted roll angular velocity and r o l l attitude time histories are presented in figures 4.3.8-3 and 4.3,8-4, respectively. At abort initiation there was a difference of 135 in roll attitude and 9 deg/sec in r o l l rate. The vehicle rolled negatively approximately 1.5 revolutions during launch-escape vehicle flight. The flight and preflight predicted angle-of-attack time histories are presented in figure 4.3.8-5ia). Tge maximum positive and negative flight angles of attack were 13 and 5 , respectively. Time histories of the flight and preflight angle of sideslip are presented inofigurg 4.3.8-5(b). The flight angle of sideslip varied between 6 and -5 Analysis of the angle of attack and angle of sideslip shows, as did the pitch and yaw angular velocity data, that the launch-escape vehicle was stable as predicted.

Time f r o m lift-off, sec Figure 4 3.8-1. .

Predicted and actual launch-escape-vehicle pitch rate time histories.

40

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Launch Vehicle

4.4.1 Structures.- The L i t t l e Joe 11 launch vehicle encountered no adverse loading or s t r u c t u r a l problems during t h e launch phase of t h e f l i g h t . Bending loads during boost were estimated t o be about 10 percent of maximum design aq loads. A t t h r u s t termination, t h e launch v e h i c l e forebody and most of t h e afterbody were destroyed.
The e f f e c t of t h r u s t termination on t h e s p a c e c r a f t was'more v i o l e n t than had been a n t i c i p a t e d . Phe X-axis accelerometer recorded a change i n a c c e l e r a t i o n of approximately 27g. As described i n s e c t i o n 4.3.6, t h e r e i s evidence that t h e pressure bulkhead was fragmented. Portions of t h e launch vehicle and s e r v i c e module i n t e r i o r s t r u c t u r e s t r u c k t h e command module a f t heat s h i e l d r e s u l t i n g i n s t r u c t u r a l damage t o and delamination of t h i s component. One s i d e ( s i d e A ) of t h e 41.1-second backup a b o r t timer timed out e a r l y during t h r u s t termination. During p r e f l i g h t and p o s t f l i g h t t e s t s , t h i s timer functioned properly; however, during t h r u s t termination it w a s subjected t o a c c e l e r a t i o n s above t h e q u a l i f i c a t i o n t e s t level. It is apparent t h a t t h e s e v e r i t y of t h r u s t termination may have been t h e cause of t h i s early t i m e out. Many o t h e r components were subjected t o accelerations higher than t h e i r q u a l i f i c a t i o n l e v e l but no other f a i l u r e s are known t o have occurred a t t h i s time.
TuOads of t h e l a m c h vehicle & r ? ~ g e t i m e of inaximum dynamic presth sure were computed a t t h e adapteplaunch-vehicle i n t e r f a c e . The bending moment w a s estimated t o be about 30 percent of design bending moment for a comparable f l i g h t condition.

The loads were estimated by calculating r e s u l t a n t angles of a t t a c k and s i d e s l i p based on t h e measured winds up t o a b o r t a l t i t u d e . This should provide an upper l i m i t t o t h e loads encountered by t h e f i n s t a b i l i z e d vehicle. The computed an l e combined with t h e dynamic pres4 sure gave a value of aq = 9 5 deg Ib$sq f t as compared with an aq = 2,067 deg l b / s q f t for a comparable design condition. . The s t r u c t u r e of t h e L i t t l e Joe I1 launch vehicle i s designed t o withstand an aq of 10,000 deg l b / s q f t . The f l i g h t parameters-and estimated loads are compared with design values i n t a b l e 4.4.1-1.

4-192

LOADS WII COMPAFWGE DESIGN LOADS

Parameter
~~

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lpproximat e Flight loads

F l i g h t time, s e c Machnumber

............... .................
.......... ...............

37.5 1.17 689 2,067 0.86 2.89

28.5 0.94 630 945

0.2

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q, deg lb/sq f t

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.............

1.4

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.........
.

1.97 4,900 99,843 1,933,000

0.0

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Bending moment, in.-lb

400 59 9 200 580,000

4-193
4.4.2 Propulsion and pyrotechnic subsystem. -

4.4.2.1 Propulsion subsystem: The propulsion subsystem f o r the L i t t l e Joe I1 launch v e h i c l e consisted of one Algol ID, Mod 1 , s o l i d 1 p r o p e l l a n t rocket motor and s i x Recruit TE-29-11, M d lB, solid-proo p e l l a n t rocket motors. The Algol motor was b o l t e d t o t h e c e n t e r r e t a i n i n g r i n g i n the thrust bulkhead of t h e v e h i c l e afterbody, and w s a l a t e r a l l y supported by t h e bulkhead a t v e h i c l e s t a t i o n 34.77. The Recruit motors were b o l t e d by means of a d a p t e r p l a t e s t o t h e s i x per i p h e r a l r e t a i n i n g r i n g s and were unsupported a t t h e forward end.
The Algol ID, M d 1 , motor used a polyurethane aluminum-case bonded o 1 f u e l and an amonium p e r c h l o r a t e oxidizer. The g r a i n configuration was an 8-tooth internal-burning gear. The chamber and t h e f i x e d - s t r a i g h t nozzle, were s t e e l with a graphite t h r o a t i n s e r t and a zirconium oxide partial nozzle l i n e r . Ignition was by means of a t o p mounted pyrotechnic i g n i t e r which used two Algol i n i t i a t o r s . The motog w a s r a t e d a t 103,200 pounds average sea-level t h r u s t f o r t h e 70 F nominal p r o p e l l a n t g r a i n temperature a t which it was f i r e d . This motor performed a s u s t a i n e r function, burning u n t i l t h r u s t was terminated by venting t h e motor case by means o f explosive shaped charges. Algol tkrust w a s c a l c u l a t e d by using measured chamber pressure and t h e equation found i n s e c t i o n 4.3.3. Figure 4.4.2-1 shows t h e v a r i a t i o n of CD with t i m e . This q u a n t i t y

w s determined from t h e p r e d i c t e d t h r u s t and chamber pressure f o r t h e a motor. The v a r i a t i o n of P with time was obtained from launch-time a meteorological data ( f i g . 4.1.2-2) and c i n e t h e o d o l i t e t r a j e c t o r y d a t a ( f i g . 4.1.1-1).

Figure 4.4.2-2

shows a c t u a l and p r e d i c t e d P

plotted against t i m e ,

and f i g u r e 4.4.2-3 shows a c t u a l t h r u s t compared with predicted t h r u s t . It i s apparent t h a t motor performance w a s high, but t h i s v a r i a t i o n was within normal motor-to-motor v a r i a t i o n . The s i x Recruit motors used as b o o s t e r s were r a t e d a t an average t h r u s t of 33,395 pounds each. These ?-point, internal-burning, star configuration motors used a case-bonded, l i q u i d polymer LP-33 binderf u e l , and an ammonium perchlorate oxidizer. The cases and nozzles were ste@ with g r a p h i t e t h r o a t i n s e r t s . The nozzles were canted outboard 6.5 t o d i r e c t t h e t h r u s t vector through t h e v e h i c l e c e n t e r of gravity. I g n i t i o n was accomplished by using one head-mounted pyrogen i g n i t e r p e r motor with two i n i t i a t o r s per i g n i t e r . The i n i t i a t o r s were standard Apollo i n i t i a t o r s , P/N 453-0009-0004, modified by removal of t h e washer, t o Thiokol P/N E-16452-01.

N measurements were made of Recruit motor performance. Predicted o Launch-vehicle t o t a l t h r u s t Recruit t h r u s t i s shown i n f i g u r e 4.4.2-4. i s shown i n f i g u r e 4.4.2-3.
4.4.2.2 Pyrotechnic subsystem: Included i n t h e launch-vehiclepyrotechnic subsystem were safe and arm u n i t s , primacord, and shaped charges. Figures 4.4.2-6 and 4.4.2-7 a r e s i m p l i f i e d diagrams of t h e Algol and Recruit f i r i n g c i r c u i t s , More d e t a i l e d d e s c r i p t i o n s of t h e thrust-termination system and t h e rocket-motor i n i t i a t o r s are given i n s e c t i o n s 4.4.4 and 4.4.6, respectively.
A d e t a i l e d a n a l y s i s indicated that a l l pyrotechnic devices performed t h e i r function a t t h e proper time. P o s t f l i g h t inspection of t h e pyrot e c h n i c s indicated t h a t a l l were expended and t h e desired results were achieved.

4-195

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4-201

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F i g u r e 4.4.2-7.-

Recruit i g n i t i o n subsystem diagram. T y p i c a l for a l l R e c r u i t s .

4-202

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4.4.3 Aerodynamic analysis. The t e s t v e h i c l e w a s s t a b i l i z e d aerodynamically by four symmetrically f i x e d f i n s , Analysis of t h e t e s t vehicle p i t c h and yaw rates, determined from r a t e gyroscopes, indicated the vehicle was s t a b l e and responded t o winds during t h e launch phase as w a s predicted. These rates a r e presented i n f i g u r e 4.4,3-1 and f i g u r e 4.4.3-2, respectively.
R o l l a t t i t u d e and roll rate d u r i n g launch v e h i c l e f l i g h t presented i n f i g u r e 4.4.3-3 and f i g u r e 4.4.3-4, respectively, were determined from t h e roll a t t i t u d e and roll rate gyroscopes. The launch v e h i c l e r o l l e d 137" ( c o u n t e r c i o c h i s e looking fom-srd frm t h e vehicle base 1 from l i f t o f f t o abort i n i t i a t i o n , and had a roll rate of -9 deg/sec a t abort i n i t i a t i o n . The roll motion w a s probably caused by s m a l l thrust-vector and/or f i n misalinements.
The estimated launch drag used i n t e s t vehicle p r e f l i g h t performance p r e d i c t i o n s w a s obtained by adding t h e forebody drag determined from windt u n n e l t e s t of s c a l e d models t o the base drag determined from base pressure measurements made on t h e L i t t l e Joe I1 Q u a l i f i c a t i o n T e s t Vehicle f l i g h t t e s t . The L i t t l e Joe I1 QTV and L i t t l e Joe I1 launch v e h i c l e 12-50-2 had t h e same rocket motor combination and base configuration, Comparison of t h e estimated drag w i t h t h e f l i g h t drag computed from t h e l o n g i t u d i n a l high range accelerometer data ( f i g . 4.3.6-i) , t h e p o s t f l i g h t estimated weight (fig. 4.2.2-1), and thrust ( f i g . k.4.2-5) i s presentee: i n f i g u r e 4.4.3-5. The comparison shows that t h e r e i s very good agreexnent between t h e estima3ed drag and t h e f l i g h t drag of t h e vehicle.

4-204

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roll attitude time history from lift-off to thrust terminat ion.

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Time from lift-off, sec

Figure 4.4.3-4.

- Launch-vehicle

roll rate time history from lift-off to thrust termination.

4-206

4-207

4.4.4 Thrust-termination subsystem. The launch-vehicle thrusttermination subsystem w a s u t i l i z e d f o r rupturing t h e Algolmotor case, thus venting motor pressure and terminating t h r u s t . The thrusttermination subsystem contained two f u l l y redundant systems each cons i s t i n g of a safe and arm (S and A) u n i t , two primacord lengths of 100 g r a i n s / f t RDX, and a shaped charge of 200 g r a i n s / f t RDX. The e l e c t r i c a l p o r t i o n of t h i s system is discussed i n s e c t i o n 4.4.6, The t h r u s t termination subsystem i l l u s t r a t e d by t h e block diagram i n f i g u r e 4.4.4-1 had t h e following c a p a b i l i t y : E l e c t r i c a l and pyrotechnic cross coupling and dual redundancy of primacord enabled t h r u s t termination t o be accomp l i s h e d by f i r i n g m one of four primacords. Each S and A u n i t w a s y equipped w i t h primacords and two s q u i b s . The Algol motor w a s equipped with two shaped charges, e i t h e r of which w a s capable of rupturing t h e motor cas e.
The thrust-termination subsystem performed as designed. A t T+28.435 seconds t h e a b o r t command w a s t r a n s m i t t e d from FRW-2 ground t r a n s m i t t e r c l o s i n g t h e f i r i n g relays which f i r e d t h e S and A detonators, which, i n t u r n , i n i t i a t e d t h e primacord lengths t o t h e shaped charges, The r e s u l t i n g explosion cut t h e Algol motor case, t h u s terminating Algol t h r u s t . V i s u a l observation a t time of t h r u s t termination, a review of t h e
f i l m a f t e r t h e f i i g h t , and inspection of t h e recovered lalmch-vehicle

components revealed t h a t t h r u s t termination of t h e Algol rocket motor r e s u l t e d i n major d e s t r u c t i o n of t h e L i t t l e Joe I1 launch vehicle,

4-208

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SHAPED CHARGE ASSEMBLIES ON ALGOL

Figure 4.4.4-1.-

B l o c k diagram of dual thrust termination subsystem.

4-209

4.4.5 Instrumentation subsystem.- The meaaurement subsystem of the launch vehicle provided signals to landline instruments and to the Apollo cormnand module instrumentation subsystem. Landline measurements consisted of prelaunch temperature environment monitoring for the test vehicle and the Algol motor, existence of firing currents, and a liftoff signal. The temperature data were recorded on a Brown recorder and the existence of firing currents on a visicorder. Landline measurements are shown in table 4.4.5-1.
The measurements to the command module instnunentation were Algol chamber pressure and Ymst-teraimtim subsystemA and B fire relay closures. Measurements are shown in table 4.4.5-2. The Algol chamber pressure measurement gave satisfactory data. These data are presented in figure 4.4.2-8. The thrust-termination fire relays operated satisfactorily at thrust termination. These measurements were made utilizing a g O X l 0 commutator 0 at 1 samples per second. Thrust termination apparently occurred during a period when the commutator was not sampling these measurements. The only signal visible indicated the signal to the comtator became open probably because of destructing of the wiring in the launch vehicle. The prelaunch rocket temperature system provided s a t i s f t i c t o r y ikta throughout the time the Algol rocket motor was installed. The final Algol grain temperatures were 70' F

4' F.

Satisfactory data were obtained from the firing current recorder. The data showed that two channels received no current. A postflight test using the facility portion of the ignition system was performed and is discussed in section 4.6.

4-210

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4-213 4.4.6 Electrical subsystem.- The launch-vehicle electrical subsystem consisted of batteries and the associated circuitry for the thrust-termination subsystem and the motor-ignition subsystem.
The thrust-termination electrical subsystem is composed of two subsystems each consisting of three antennas coupled into a command receiver, an arming and firing relay box, a battery monitor relay box, a receiver battery, a firing battery, and the electrical circuitry in the Safe and Arm unit used to armand fire the igniters. The block diagram of the thrust-termination subsystem is shown in figure 4.4.4-1. The receivers, AN/DRW-ll, and the circuitry used to safe or arm ?he S and A units were controlled and monitored from the blockhouse. Four Yardney batteries (YEC 5500) were used for onboard power. Two batteries were used by the thrust-termination receivers and two were used to provide the firing current to the safe and arm units. The electrical portion of the motor ignition subsystem consisted of standard lead-acid batteries, an ignition timer, and firing circuits terminating in the launch vehicle. Seventeen cells of the motor ignition batteries were used to provide the proper firing line current to all seven motors. Motor ignition was controlled by the ignition timer which was located in the power building. However, the ignition timer was z started renntely i *he blockhouse. The launch-vehicle ignition battery charger was turned off at T-110 minutes. From tne graph of figure 4.4.6-1, it was determined that the firing voltage was 36.3 volts d-c at lift-off. The ignition timer functioned properly. A check of oscillograph records, which gives an event readout of all motor firing line currents, showed no event indication on channels 7 and 1 . These channels corresponded to one bridge2 wire in each of the following initiators: KSQ9, KSQJO, KSQl3, and KSQJ4. A postflight test run to determine the lack of indication on channels 7 and 1 2 is described in section 4.6. The Algol firing lines a l l operated satisfactorily. The thrust-termination receivers were turned on and the safe and arm units were armed by an RF signal from the FFW-2 transmitter at T-4 minutes. The armed indicator at the blockhouse indicated the proper operation of the safe and arm units and associated circuitry. At N28.435 seconds, the thrust-termination c o m n d was transmitted from the FFW-2 transmitter and as a result, thrust of the launch vehicle was terminated. Simultaneously with thrust termination, an abort signal was sent to the spacecraft by firing line relay contacts in parallel with an abort harness which was severed by primacord propagation. Operation of the launch-vehicle electrical subsystem was totally successful during the A-001 mission.

4-214

4-215

4.5

I n f l i g h t Experiments

Two i n f l i g h t experiments were conducted during Apollo mission A-001, Glass samples were placed on t h e conical s u r f a c e of t h e command module f o r a study of rocket motor exhaust e f f e c t s , and temperature-sensitive p a i n t samples were placed around the conical-surface p r e s s u r e o r i f i c e s and on p a r t i c u l a r members of t h e LFS tower s t r u c t u r e t o determine g r o s s s u r f a c e temperature a t t h o s e .locations.

4.5.1 Glass samples.- Glass samples of two types were l o c a t e d on t h e b o i l e r - l a t e I 2 command module conical s u r f a c e and around t h e pep r i p h e r y of t h e a f t heat s h i e l d as lrrdicated i n f i g l x e s 4.5.1-1 and 4.5.1-2 The two samples were 4 in. by 5 i n , and 0 5 in. -thick code 7940 (coated) . t h i c k code '1723 (uncoated) g l a s s . g l a s s and 2 i n , by 2 i n , and 0.250 i n ,

The samples were intended t o determine e f f e c t s of t h e launch-escapesubsystem and tower-jettison-motor exhaust gases and s o l i d s on command module windows. Samples were successfully recovered, Deposits caused by smearing of a main parachute r i s e r were found on only one sample, Analysis i s proceeding according t o t h e following plans and r e s u l t s w i l l be made a v a i l a b l e a t a later date.

B o i l e r p l a t e 12 Window Specimen Examination Procedure

i. Open sealed boxes containing c.ode 7940 g l a s s specimens. Visua l l y examine 4 in. by 5 in. by 0.5 in. - t h i n film-coated specimen which has been stored.

2.

Q u a l i t a t i v e photographic examination.
I

Take p i c t u r e s of a

f l u o r e s c e n t g r i d ( T - i n c h wide l i n e s and 2 in. by 2 in. g r i d ) through

both b o i l e r p l a t e 12 t h i n film-coated specimens and a v i r g i n t h i n filmcoated specimen. Camera s e t t i n g s , l i g h t i n g , g r i d l i g h t i n g , and a l l o t h e r conditions w i l l be i d e n t i c a l f o r b o i l e r p l a t e I 2 and v i r g i n specimens. Q u a l i t a t i v e l y compare photographic p r i n t s .

3 . Quantitative examination. Conduct t r a n s m i s s i b i l i t y tests t o determine t h e percent transmission of l i g h t wavelengths ranging from approximately 380 millimicrons t o 1200 millimicrons. These determinat i o n s are t o be made on both b o i l e r p l a t e I t h i n film-coated specimens 2 and a clean v i r g i n specimen. Q u a n t i t a t i v e data w i l l c o n s t i t u t e t h e 2 d i f f e r e n c e , a t any o r a l l wavelengths, between v i r g i n and b o i l e r p l a t e 1 specimens. S t a t e values of A i n percent transmission l o s s .
Q u a n t i t a t i v e soot composition. If windows are "sooted" o r otherwise contaminated, t,he deposited material Fill be p h y s i c a l l y and/or

4 .

4-216
chemically removed from t h e outboard f a c e of specimens and subjected t o Care w i l l be exercised t o avoid q u a n t i t a t i v e spectrographic analysis. removal of the t h i n film, vacuum-deposited window coatings. The g r e a t e r t h e quantity of contaminant a v a i l a b l e t h e more accurate w i l l be t h e analysis.

5. Microscopic examinations. After removal of deposited m a t e r i a l , a microscopic study of t h e t h i n film-coated specimen surface w i l l be conducted i n an attempt t o determine the extent of damage t o coatings and/or t o the polished g l a s s surface.
6. The 2 in. by 2 i n - by O.25O-in. samples which were polished on one s i d e (mount facing o u t ) of code 1723 (uncoated) w i l l be examined v i s u a l l y f o r evidence of thermal damage. If sooted o r otherwise contaminated, deposits w i l l be removed and added t o t h e material taken from t h e code
7940 windows f o r q u a n t i t a t i v e a n a l y s i s .

7 Two of t h e small (code 1'723)specimens w i l l be i n t e n t i o n a l l y . f r a c t u r e d ( a f t e r removal of surface d e p o s i t ) , The f r a c t u r e p a t t e r n w i l l be observed. I fragments are t y p i c a l of heat-treated g l a s s (not of f diced shape), center birefringence readings may be necessary. Low b i r e fringence values, given i n mm/inch, would i n d i c a t e that specimens were subjected t o heat which w a s i n excess of t h e i r annealing temperature
(708" C or 1238' F . )

4-217

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Location of eight 2- by 2-inch gla ss samples on command module.

4-218

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Location of four 4- by 5-inch glass samples on command module.

Figure 4. 5.1-2.

4-219

4.5.2 Templaq s e n s i t i v e paint. Templaq p a i n t was arranged around t h e cormnand module as i n d i c a t e d i n f i g u r e 4.5.2-1. The templaq p a t t e r n was placed on pressure o r i f i c e flanges a t s i x axis l o c a t i o n s . S t a t i o n l o c a t i o n s Were from X = 30 inches t o Xc = 78 inches with temperature
C

ranges from 200" F t o 850" F.

The h i g h e s t temperatures were those around t h e base of t h e command module w i t h t h e +Z a x i s recording t h e highest readings. Temperatures on t h e +Z axis were from 250" F (X = 78 i n . ) t o above 850" F
C

(XC

= 30

in. ).

The remaining a x i s ranges were from below 200" F t o

below 400" F. The templaq p a t t e r n s on t h e launch-escape tower (see f i g . 4.5.2-2) were on t h e +Z, -Y a x i s . T e m p e r a t u r e range of t h e p a t t e r n s w a s 200" F t o 6000 F. Generally, t h e p a t t e r n s c l o s e s t t o t h e launch-escape motor were completely b y e d off. The readings on t h e lower p a t t e r n s ranged from 200" F t o 350 F.

4-220

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4-221

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L o c a t i o n of h e a t s e n s i t i v e p a i n t o n l a u n c h - e s c a p e

tower.

4-222

4.6

P o s t f l i g h t Testing

The p o s t f l i g h t t e s t i n g conducted a t White Sands Missile Range (WSMR) consisted' p r i m a r i l y of f u n c t i o n a l checks t o v e r i f y o v e r a l l hardware p o s t f l i g h t s t a t u s and s p e c i f i c t e s t s t o i n v e s t i g a t e anomalies noted i n the f l i g h t data.

4.6.1 Launch v e h i c l e postlaunch t e s t i n g . - The only data anomaly noted on the launch v e h i c l e was the absence of any c u r r e n t t n d i c a t i o n on channels 7 and 12 of t h e launch-vehicle-motor i g n i t i o n c u r r e n t landl i n e recorder. Channel 7 monitored t h e c u r r e n t supplied t o Recruit motor no. 4, squibs KSQ9 and KSQlO, bridgewires A t o B. Channel 1 2 monitored the current s u p p l i e s t o Recruit motor no. 6, squibs KSQl3 and KSQ14, bridgewires C t o D.
A p o s t f l i g h t check of t h e instrumentation subsystem and GSE i g n i t i o n system w a s performed. The t e s t f u n c t i o n a l l y checked t h e complete i g n i t i o n system exclusive of t h e v e h i c l e wiring. One-half ampere fuses were s u b s t i t u t e d f o r a c t u a l squibs.

Results of t h i s t e s t c l e a r l y i n d i c a t e d that t h e r e was a 1.5-millisecond delay between a p p l i c a t i o n of t h e current t o t h e squibs which d i d not i n d i c a t e c u r r e n t on t h e launch data and t h e redundant squibs i n the sane i n i t i a t o r s which d i d i n d i c a t e c u r r e n t a p p l i c a t i o n . It can be concluded from t h e s e d a t a t h a t t h e redundant bridgewires were destroyed p r i o r t o a p p l i c a t i o n of c u r r e n t when t h e a d j a c e n t bridgew i r e s a c t i v a t e d t h e i n i t i a t o r charges ( f i g . 4.4.2-7).
A physical check of a l l launch-vehicle-motor anomalies were evident.

i n i t i a t o r s showed no

4.6.2 Spacecraft postlaunch t e s t i n g . I n a d d i t i o n t o a f u n c t i o n a l v e r i f i c a t i o n of t h e o v e r - a l l s p a c e c r a f t e l e c t r i c a l subsystem operation, most of t h e spacecraft p o s t f l i g h t t e s t i n g was devoted t o i n v e s t i g a t i o n of t h e following t h r e e anomalies noted on t h e f l i g h t data:
1.

Early time-out of t h e A system, 41.1-second back-up a b o r t

timer. 2. Failure of t h e launch-escape motor pressure instrumentation t o y i e l d any data.

3.
any data.

Failure of cormnand module base pressures nos. 5 and 9 t o y i e l d

The following summaries include t h e scope, configuration, s i g n i f i cant r e s u l t s , and applicable documentation of t h e p o s t f l i g h t t e s t s conducted on.t h e BP-i

4-223

4.6.3 Over-all command module e l e c t r i c a l subsystem t e s t . GSE power was applied t o t h e command module using t h e p o s t f l i g h t checkout box. Power s u p p l i e s were used t o supply 28 v d-c t o t h e l o g i c and main buses. N attempt was made t o power or operate t h e pyrotechnic buses. o During t h e power-on run, t h e following functions were performed: t h e onboard tape recorder was operated; gyros w e r e caged and uncaged; t h e 5-point and R- and Z- c a l i b r a t o r s w e r e cycled; t h e instrumentation bus was a c t i v a t e d ; t h e telemetry package was turned on low power and recorded by RF l i n k i n t h e NASA telemetry t r a i l e r ; and two 41.1-second back-up timer a b o r t sequence runs were conducted.
Test results i n d i c a t e d that a l l sequencer time-deiay r e l a y s operated w i t h i n tolerance and a l l sequencer telemetry s i g n a l s were normal. Opening and c l o s i n g a l t i t u d e s of t h e 23,000-foot and 12,500-foot baroswitches were checked using t h e C14-002 barometric console. Opening a l t i t u d e s w e r e recorded as 7.0 and 14.6 inches of mercury, and closing a l t i t u d e s were 11.6 and 18.3 inches of mercury, which i s within tolerance. C m a n d module e l e c t r i c a l subsystem operation appeared normal i n a l l r e s p e c t s and a l l d a t a closely duplicated prelaunch t e s t data. Bench check-out of the E X sequencer.- The bench check-out consisted of t e s t i n g t h e - d e l a y relays, telemetry readout c i r c u i t r y , and f u n c t i o n a l operation of t h e baroswitches. Checkout of t h e f l i g h t ELS sequencer showed following conditions: a l l time-delay r e l a y s w e r e w i t h i n tolerance and consistent with t i m e s monitored daring i n i t i a l bench checkout and t e s t s p r i o r t o f l i g h t ; a l l t r a n s i s t o r s had normal r e s i s t a n c e readings. O t h e i n i t i a l run of t h e bench checkout, one 25,000-foot baron switch and one l2,5OO-foot baroswitch were s l i g h t l y out of tolerance. The baroswitches w e r e subsequently checked t h r e e more times and found t o be ope-rating normally.

4.6.4

All telemetry c i r c u i t r y functioned normally during bench checks.

Telemetry t a p e s indicated the 25,000-foot baroswitches d i d not operate during t h e f l i g h t . However, t h e Northrop-Ventura d a t a package s t a t e s that t h e 25,000-foot baroswitches open a t approximately 7.2 inches of mercury. The apogee of b o i l e r p l a t e 12 d i d not reach t h e a l t i t u d e required t o open t h e baroswitches.

4.6.5 Bench check-out of t h e LES sequencer.- The launch-escapesubsystem (LJB) sequencer was bench-checked subsequent t o t h e f l i g h t and was normal. N abnormality was noticed w i t h system A of t h e o 41.1-second timer, and a l l aspects of the check-out i n d i c a t e d normal operat ion.

During t h e f l i g h t , telemetry records i n d i c a t e d system A of t h e 41.1-second timer timed out prematurely, approximately 0.07 second a f t e r t h r u s t termination and normal a b o r t . It i s possible that t h e exceedingly high g received by t h e spacecraft during t h r u s t termination caused system A t o malfunction, thus causing premature time out.

It i s recommended that a d d i t i o n a l t e s t i n g be conducted by t h e c o n t r a c t o r t o v e r i f y operation of t h e 41.1-second timer under high g loads s i m i l a r t o those imposed upon t h e command module a t t h e time of launch-vehicle t h r u s t termination.

4.6.6 I n v e s t i g a t i o n of t h e launch-escape-motor pressure instrumentation.- Because of t h e damage incurred by t h e LES a t impact, t h e only portion of t h e launch-escape motor pressure instrumentation that could be checked was t h e power and s i g n a l c i r c u i t s between t h e tower disconnect and t h e telemetry package i n t h e command module. Continuity checks of t h i s c i r c u i t r y i n d i c a t e d no apparent discrepancy. Checks of t h i s c i r c u i t r y during precount were s a t i s f a c t o r y and d i d not r e v e a l any problems i n t h i s area. The only conclusion i s that a f a i l u r e occurred i n e i t h e r t h e transducer i t s e l f or some p o r t i o n of t h e L;ES tower wiring.
4.6.7 I n v e s t i g a t i o n of t h e f a i l u r e of command module base p r e s s u r e s nos. 5 and 9.- Both transducers were removed and f u n c t i o n a l l y v e r i f i e d a t the WM base c a l i b r a t i o n laboratory. Operation was normal SR and no s i g n i f i c a n t change i n c a l i b r a t i o n was noted. The power supply c i r c u i t r y t o t h e s e two transducers was then checked, and it was e s t a b l i s h e d t h a t an open c i r c u i t common t o both t r a n s d u c e r power s u p p l i e s e x i s t e d i n t h e s i g n a l conditioner box. This component w i l l be forwarded t o Downey f o r f a i l u r e a n a l y s i s .

5.0 MISSION OPERATIONS 5.1 Prelaunch Operations

5.1.1 Test v e h i c l e h i s t o r y . - Relevant a c t i v i t i e s on t h e L i t t l e . Joe I1 launch vehicle (12-50-2) commenced on A p r i l 22, 1963, when it entered f i n a l mate and assembly a t t h e General Dynamics/Conyair p l a n t , San Diego, California. A c h a r t depicting major milestone events i s shown i n f i g u r e 5.1.1-1.
The major assembly components of t h e launch v e h i c l e c o n s i s t i n g of forebody, afterbody, and 4 f i n s entered f i n a l mate and assembly on A p r i l 22, 1963. This a c t i v i t y was completed on September 3, 1463, and systems checkout w a s completed September 16, 1963. The v e h i c l e w a s then placed i n temporary s t o r a g e a t San Diego u n t i l November 1 4 , 1963, when a design engineering inspection ( D E I ) w a s conducted. Subsequently, General Dynamics/Convair w a s d i r e c t e d t o design and i n s t a l l a system which would terminate t h r u s t of the launch v e h i c l e i n response t o an RF s i g n a l . The thrust-termination subsystem design w a s approved on December 10, 1963. Three functional t e s t s of t h e thrust-termination subsystem were accomplished using a wood and metal f u l l - s c a l e mock-up incorporating all wiring, primacord, and system components. A f i n a l desigr? revtew aFproving t h e thrust-terminat>ion subsystem i n s t a l l a t i o n i n t h e vehicle w a s h e l d on February 1, 1964. Factory check-out of the v e h i c l e w a s conducted from February 3 t o February 8, 1964. The f i n s and ground-support equipment f o r t h e launch vehicle arr i v e d a t WSMR on February 12, 1964. The launch v e h i c l e forebody and afterbody combination a r r i v e d at WSMR on February 1 7 1964. Offloading ., and receiving i n s p e c t i o n proceeded as planned with completion on Febr u a r y 18, 1964. Receiving inspection on t h e Algol and Recruit motors w a s completed on January 15, 1964. The Algol was moved t o t h e build-up area on February 20, 1964. On February 19, 1964, t h e afterbody w a s moved from t h e Vehicle Assembly Building and placed on t h e launcher, i n i t i a t i n g s t r u c t u r a l assembly. Assembly of t h e launch vehicle was completed on February 26, 1964. Check-out of t h e v e h i c l e systems w a s i n i t i a t e d on March 6 and, except f o r t h e thrust-termination subsystem, completed on March 20, 1964. The t h r u s t - t e r m i n a t i o n subsystem was not checked a t t h i s t i m e . During mid-March, it was deemed necessary t o modify t h e a b o r t s i g n a l c i r c u i t r y and t o i n s t a l l a redundant umbilical. Incorporation of t h e s e modifications, completion of t h e t h r u s t - t e r m i n a t i o n subsystem,

5 -2
and per2ormance of f i n a l v e h i c l e check-outs were i n i t i a t e d on A p r i l 10, 1964. Complete laiinch v e h i c l e v a l i d a t i o n w a s accomplished by A p r i l 24,

1964.
The Apollo b o i l e r p l a t e 12 s p a c e c r a f t w a s r e l e a s e d by t h e North American Aviation, Downey, manufacturing s e c t i o n t o NAA Apollo Test and Operations on November 8, 1963. A c h a r t d e p i c t i n g major s p a c e c r a f t The remainder of November milestone events i s shown i n f i g u r e 5.1.1-2. and f i r s t 1 0 days of December 1963 were used f o r t h e incorporation of a l l outstanding modifications. Associated ground-support equipment (ME) w a s checked and v e r i f i e d by December 13, 1963. The period from December 10, 1963, t o January 9, 1964, w a s u t i l ized f o r the accomplishment of i n d i v i d u a l subsystems t e s t s . Following t h i s , electromagnetic i n t e r f e r e n c e t e s t s (EMI) and i n t e g r a t e d subsystems t e s t s were performed and completed on February 17, 1964, f r e e i n g t h e v e h i c l e and a s s o c i a t e d GSE f o r shipment t o t h e White Sands M i s s i l e Range (WSMR). Component items f o r s p a c e c r a f t buildup s t a r t e d a r r i v i n g a t t h e Vehicle Assembly Building (VAB) i n Launch Complex 36, White Sands M i s s i l e Range, on February 10, 1964, with f i n a l shipments received, unloaded, and inspected by March 9, 1964. Actual spacecraft buildup began with t h e placement of t h e towerj e t t i s o n motor on t h e alinement stand on February 24, 1964. Instrument a t i o n w i r i n g , camera equipment i n s t a l l a t i o n , and weight and balance opera t i o n s a l l proceeded concurrently. By March 24, 1964, t h e command module had been "closed out" with weight and balance measurements completed. O March 24, 1964, t h e b o i l e r p l a t e s e r v i c e module w a s moved from n t h e VAB t o the launch pad and mated t o t h e L i t t l e Joe I1 launch v e h i c l e . Stacking of the command module on t h e s e r v i c e module and then t h e launch-escape subsystem (US) on t h e command module completed mating procedures by March 3 0 , 1964. Individual subsystems t e s t s were s t a r t e d A p r i l 2, 1964. A t t h i s time, t e s t i n g was i n t e r r u p t e d f o r s p a c e c r a f t modification and t r o u b l e shooting of an apparent problem with t h e A-14-003 pyrotechnic simulator. The modifications t o t h e spacecraft included 41.1-second backup abort i n i t i a t i o n timers, redundant disarming c a p a b i l i t i e s , and sequencer timer t r a n s i e n t suppression c i r c u i t r y . Compatible WE modifications were made concurrently.

5 -3
During t h e trouble-shooting procedure mentioned previously, a f u s i s t o r was i n a d v e r t e n t l y overheated i n t h e earth-landing-subsystem sequencer, r e q u i r i n g replacement of t h e sequencer. The replacement sequencer with modified baroswitches was i n s t a l l e d on May 22, 1964. The replacement sequencer was equipped with baroswitches s e t t o a c t i v ate a t 12,500 f e e t ; whereas, t h e o r i g i n a l l y i n s t a l l e d sequencer baroswitches were set t o a c t i v a t e a t l5,OOO feet m . s . 1 . Throughout t h e month of April, t h e r e were concurrent e f f o r t s t o perform a s e r i e s of camera subsystem f u n c t i o n a l check-outs. In s p i t e of numerous problems, a l l camera subsystem f u n c t i o n a l v e r i f i c a t i o n s were s u c c e s s f u l l y completed by A p r i l 26, 1964. A f t e r an open i t e m review on A p r i l 27, 1964, t h e first combined spacecraft-launch vehicle operation, i n t e r f a c e t e s t s , was conducted A p r i l 28, 1964. Subsequent i n t e g r a t e d subsystems t e s t s performed on A p r i l 3 0 , 1964, proved compatibility of t h e individual subsystems while functioning as i n flight. The simulated countdown was performed on May 4 and 5, 1964, t o e s t a b l i s h t h e v a l i d i t y of the times estimated f o r performance o f v a r i m s t a s k s during t h e countdown. O May 6, 1964, another integrated subsystems t e s t w a s performed n t o r e e s t a b l i s h confidence i n the subsystems a f t e r connectors had been removed and replaced during t h e course of t h e simulated countdown.
A f l i g h t readiness review, conducted on May 8, 1964, e s t a b l i s h e d t h e readiness of the t e s t vehicle f o r f l i g h t .

The countdown and launch were c m p l e t e d on May 13, 1964, culmina t i n g i n a successful mission.

5.1.2 Spacecraft preparation operations. North American Aviation (NAA) Operational Test Procedures (OTP's) approved by N S and successAA f u l l y performed a t Downey and a t White Sands Missile Range c o n s t i t u t e d t h e milestones by which f l i g h t preparation of t h e s p a c e c r a f t were measured.
A OTP i s a t e s t and check-out procedure document o r i g i n a t e d by n t h e cognizant launch operations systems engineer. If a deviation t o an O was required, it was approved and signed by t h e N M t e s t p r o j e c t W engineer, t h e N S systems engineer, and t h e N S t e s t conductor. BeAA AA f o r e an O could be entered as v a l i d documentation of a t a s k performed, W it w a s approved by both NASA and N M q u a l i t y c o n t r o l inspectors.

5 -4

Figure 5.1.1-3 d e p i c t s t h e chronological sequence by week of s i g n i f i c a n t events from t h e f i r s t f a c t o r y subsystem t e s t through t h e f i n a l pre integrated s ys tems t e s t s

Permarlent documentat ion of each O T P encompassing t h e f i n a l "as-run" procedure, t e s t r e s u l t s obtained, and approval s i g n a t u r e s i s on f i l e a t NAA, Downey, and MSC, Houston.
A t t h e BP-12 F l i g h t Readiness Review meeting h e l d on May 8, it became evident t h a t a l l problems encountered during p r e f l i g h t had been s a t i s f a c t o r i l y resolved. The review board accepted t h e c r a f t , as well as t h e launch v e h i c l e and GSE, as being ready f o r

1964,
testing spaceflight.

5.1.3 Launch v e h i c l e p r e p a r a t i o n operations. The check-out concept f o r L i t t l e Joe I1 launch v e h i c l e 12-50-2 w a s i d e n t i c a l t o t h a t used on t h e q u a l i f i c a t i o n t e s t vehicle (QTV). Detailed building-block checkout operations were used t o confirm t h a t t h e f a c i l i t y and v e h i c l e systems functioned as designed and were ready f o r t h e f l i g h t mission. This act i v i t y w a s accomplished according t o GD/Convair Operational Check-out I n s t r u c t i o n s (OCI'S).
An O C I f o r a system w a s o r i g i n a l l y prepared by t h e design engineer of t h e system. It w a s modified by using comments provided by GD/Convair launch operations engineers and MSC-RASPO/WSMR systems engineers. The O C I was conducted on t h e v e h i c l e o r support equipment a t San Diego bef o r e delivery. Before use a t W M , a l l O C I ' s were approved by MC S R S RASPO/WSMR systems engineers assigned t o t h e operation. Following vehicle assembly a t W M , t h e systems were checked by S R Minor deviations t o O C I ' s were made during t h e using approved O C I ' s . a c t u a l check-out operations i f required. Complete t e s t i n g of components SR and systems was accomplished a t WM by GD/Convair personnel and observed by MSC RASPO/WSMR engineers, M CW M i n s p e c t o r s , and GD/Convair S/ S R inspectors. The "as-run" copies of t h e O C I became permanent documentat i o n f o r t h e v e h i c l e and a r e a v a i l a b l e f o r review. For t h i s operation, an attempt w a s made t o modify t h e O C I ' s t o a format and t e s t d i s c i p l i n e c o n s i s t e n t with f u t u r e Apollo check-out procedures. The f i n a l O C I ' s used were s a t i s f a c t o r y t e c h n i c a l l y , b u t d i d not completely meet t h e Apollo format and d i s c i p l i n e requirements as understood t o apply by t h e NASA operations personnel assigned t o t h e BP-12 operation.
A l l t a s k s of i n s t a l l a t i o n , modification, check-out, or operation were authorized by Test Preparation Sheets (TPS's) signed by cognizant RASPO/WSMR and GD/Convair engineers. These t a s k s were scheduled by weekly and d a i l y schedule plans. Completion of t a s k s were confirmed

5 -5
on the TPS by the signatures of the GD/Convair technician, GD/Convair inspector, and M CW M inspector. S/ S R For check-out operations p r i o r t o i n t e g r a t e d operations with t h e s p a c e c r a f t , O C I s were used. These t e s t s were d i r e c t e d by a GD/Convair engineer and executed by GD/Convair engineers and technicians. The various s t e p s were confirmed by both GD/Convair and M CW M inspectors. S/ S R

For check-outs i n t e g r a t e d with t h e s p a c e c r a f t , Operatiohal T e s t Procedures (OWS) prepared by NAA with GD/Convair a s s i s t a n c e and approved by R S OW M were used. These operations were d i r e c t e d by t h e AP / S R RASPO/wSvE t e s t d i r e c t c r assigned t o the operation. Procedures f o r execution and confirmation of the OWS were i d e n t i c a l t o launch vehicle check-out procedures.
The XIS t h a t were accomplished and t h e week of performance a r e shown i n f i g u r e 5.1.1-4.

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5.2

Launch Operations

5 . 2 . 1 Launch procedures. - The planned launch countdown f o r Apollo Abort Mission A-001 c o n s i s t e d of a 2-day operation involving a 9-hour 10-minute precount on T-1 day and an 8-hour 15-minute f i n a l countdown. B a r c h a r t s i n d i c a t i n g t h e scope and planned and a c t u a l times f o r t h e precount and countdown a c t i v i t i e s a r e shown i n f i g u r e s 5.2.1-1 and 5.2.1-2, respectively. Actual T-1 day precount operations were i n i t i a t e d a t lO:3O p.m. on Sunday, May 10, 1964, and were completed on schedule t h e following morning. The precount a c t i v i t i e s were conducted almost e x a c t l y as planned, and t h e times required f o r each major function were w i t h i n a few minutes of the scheduled times. Only two s i g n i f i c a n t problems were encountered during t h e precount. An i n t e r m i t t e n t r e t u r n s i g n a l w a s experienced on t h e B system C-band beacon because t h e FPS-16 t r a c k i n g r a d a r s were operated a t 75-percent power i n s t e a d of t h e normal 10 t o 25 percent required f o r ground t e s t i n g . I n a d d i t i o n , t h e simulated mission w a s held up momentarily a t T-2 minutes when t h e t e l e m e t r y ground s t a t i o n reported loss of C-band beacon i n t e r r o g a t i o n . This condition r e s u l t e d because t h e FPS-16 r a d a r operator secured t h e r a d a r s a t T-2 minutes instead of 14.2 minutes. Both of t h e aforementioned problems were recognized and resolved i n t i m e t o preclude any s l i p p a g e i n t h e operat ion. Countdown w a s s t a r t e d on May 1 , 1964, a t 9:45 p.m. and continued 1 u n t i l T-55 minutes a t 5:O? a.m. t h e following morning when a hold w a s c a l l e d because of unfavorable wind conditions. The countdown operation m. s. t. , when it became obvious t h a t wind w a s terminated a t 6:50 a.m. and v i s i b i l i t y conditions were not improving. The i n i t i a l p o r t i o n of t h e countdown proceeded a t a f a s t e r r a t e than a n t i c i p a t e d and, by 11:45 p.m., the operation w a s approximately 45 minutes ahead of t h e count. The a d d i t i o n a l time was expended i n r e p l a c i n g a s a f e and arm u n i t of t h e launch-vehicle thrust-termination subsystem which had malfunctioned during t h e system checks. No f u r t h e r problems were encountered p r i o r t o termination of t h e countdown operation. Following termination of t h e countdown on May 12, t h e primacord of t h e launch-vehicle thrust-termination subsystem w a s disconnected and t h e launch-escape subsystem motors of t h e s p a c e c r a f t were dearmed and safed. Covers were r e i n s t a l l e d on t h e exposed instrumentation compone n t s and t h e hatch of t h e command module w a s removed t o provide access f o r securing the b a t t e r i e s . The r e s u l t i n g configuration made it p o s s i b l e t o shorten t h e f i n a l countdown f o r t h e succeeding operation t o 6 hours 40 minutes.

5-13
A t ll:20 p.m. on May 12, 1964, t h e f i n a l countdown w a s again s t a r t e d . A l l operations proceeded according t o schedule except f o r replacing t h e launch vehicle s a f e and arm u n i t which had been i n s t a l l e d t h e previous night. This component i n d i c a t e d an excessive c u r r e n t demand during arming checks and was replaced and checked out without i m posing a d e l a y on t h e operation. The remaining p o r t i o n of t h e countdown w a s completed without i n c i d e n t and t h e t e s t v e h i c l e c o n s i s t i n g of t h e L i t t l e Joe I1 launch vehicle and the Apollo b o i l e r p l a t e 12 was successf u l l y launched a t 5:59:59.717 a.m. m . s . t . on May 13, 1964. '

5.2.2 Launch pad damage assessment. The damage t o t h e launcher consisted of charring of t h e elevation screw j a c k bocts, missing t r a n s i t e from one a r e a of t h e X-frame, and normal damage t o t h e expendable wiring. S p a l l i n g of pad f i r e b r i c k covered a l a r g e r a r e a than w a s experienced during L i t t l e Joe I1 Qualification Test Vehicle (@IT)e s t t f i r i n g , but was not as severe.

7-14

5 -15

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5.3

Data and O p t i c a l Instrumentation Coverage

The White Sands M i s s i l e Range provided range instrumentation and d a t a reduction support f o r t h e Apollo b o i l e r p l a t e 12 mission. Radar, telemetry, meteorological, a t t i t u d e , p o s i t i o n , and geodetic d a t a were s a t i s f a c t o r y on t h i s mission.

5.3.1 Optical instrumentation data. - Table 5.3.1-1 i s a compilat i o n of a l l o p t i c a l instrumentation systems used t o o b t a i n o p t i c a l d a t a on t h e Apollo b o i l e r p l a t e 12 mission. O p t i c a l instrumentation s t a t i o n l o c a t i o n s are shown i n f i g u r e 5.3.1-1.
Four cameras l o c a t e d c i r c u m f e r e n t i a l l y from t h e launch pad (clock cameras) provided engineering s e q u e n t i a l d a t a i n t h e event that a v e h i c l e abnormality occurred during t h e i n i t i a l 200 f e e t of f l i g h t . Four f i x e d cameras provided accurate p o s i t i o n , a t t i t u d e , and d e r i v a t i v e d a t a i n t h e event t h a t a v e h i c l e abnormality occurred during t h e i n i t i a l TOO f e e t of f l i g h t . Data reduction from t h e s e cameras w a s not requested because no vehicle abnormalities occurred during t h e f l i g h t . Table 5.3.1-1 l i s t s p e r t i n e n t d a t a provided by t h e s e cameras. Fourteen IGOR and telescope cameras provided a t t i t u d e and events d a t a throughout t h e f l i g h t . The following t a b l e itemized t h e a t t i t u d e d a t a received from t h e range. Time coverage, sec Objects tracked

S t a t i o n s used

Remarks An average of seven s t a t i o n s were used f o r a t t i t u d e reduct i o n during t h i s period.

Nineteen c i n e t h e o d o l i t e and Contraves camera provided p o s i t i o n and d e r i v a t i v e d a t a throughout t h e f l i g h t . C e r t a i n cameras were assigned t o t r a c k each s t a g e throughout t h e f l i g h t . The t a b l e on t h e following page itemizes t h e coverage obtained f o r p o s i t i o n and d e r i v a t i v e data.

5-17
-Time coverage , sec

Objects tracked Command module

S t a t i o n s used

Remrks An average of were used f o r r e d u c t i o n dur- . i n g t h i s period.

Frames, sec
20

0.033 t o 349.283

G-80,

G-81, G-82,

G-106,G-107,G-108, f i v e s t a t ions
G-109 G-110, G-154

35.283 t o 111.683 0.333 t o destruct

LFS
Launch vehicle

G - 1 0 1 and G-102

Two-s t a t i o n reduction Two -stat i o n reduction

23

G-81 and G-110

20

Table 5.3.1-1 l i s t s o p t i c a l coverage provided by t h e IGOR, t e l e scope, c i n e t h e o d o l i t e , and Contraves cameras. Three cameras with t h e i r associated equipment were flown on board Apollo b o i l e r p l a t e 12. Manned Spacecraft Center, Houston, processed t h e only roll of film t h a t w a s recovered- from t h e f l i g h t . Coverage d e t a i l s on t h e s e cameras are l i s t e d i n t a b l e 5.3.1-2. The event d a t a as recorded on f i l m by t h e IGOR and t e l e s c o p e came r a s are shown i n t a b l e 5.3.1-3. The t e l e m e t r y s t a t i o n locations and t h e data handling time h i s t o r i e s are shown i n f i g u r e s 5.3.1-2 and 5.3.1-3, r e s p e c t i v e l y .

5-18

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TABLE 5 3&3. .

- OPTICAL EVENT DATA

Camera Station
Focal length

Event Launch vehicle i g n i t i o n Recruit motors burnout

T l k a ~vehicle blowup h

Time, sec
-0.127*0.00i

Film Color
Color

r-199

6 in. 24 i n , .80in. 96 in.

in.

i.89eo. 0 r-126 05 28.42eo.017 r-197 28.51mo.0 6 1

p-

B and W
B and W B and W

Pitch-control motor ignition

LES motor i g n i t i o n
P i t c h - c o n t r o l motor burnout burnout Jettison-motor i g n i t i o n

28.56Wo. 009 r-151, T-255 60 29.46yo.005 r-126

24 in.

Color
B and W
Color

LES motor begins gradual 35.nzto.019

F-191,F-212 .O9in.
96 in.

44.157fO.012 r-198

CM-LES separation
Apex heat s h i e l d
jettison Jettison-motor begins gradual burnout Drogue parachute deployment

44.157f0.012 r-198

96 in.

Color Color Color

Color

46.36~0.002 11-173, T-156 48 in. 45.397*0.002 r-153, T-226 24 in. 46.33&0.011 4.5002 80*.0 r-198 9 in. 6

a
c

Drogue parachute f u l l y
inflated Piece breaks off module Second piece breaks o f f module

r-153, T-226 24 in: 80 in. 80 in. 24 in.

Color
B and W

60.5490.002 r-152, T-6 89.66zto.002 r-152, T-6

B and W B and W

LES impact

-u.r o 007 r-128 66t. 9

5-24

TABLE 5.3.1-3.

OPTICAL EVENT DATA

Concluded

Event P i l o t parachute deployment k i n parachute deployment Shroud l i n e s break on one parachute F i r s t parachute f u l l y inflated Launch vehicle impacts Second parachute f u l l y inflated

Time, sec

Camera station

Focal length

Film B and W Color

112.62bo. 017 T-197 113.158=to.oii T-198

-80 in:

96 in. 96 in. 96 in.

115.469t0.012 T-198

Color Color B and W Color

121.182fo. 0 0 T-198 1

124.483f0.011 T-155

48 in.
96 in.

127.827*0.013 T-198

5 -25

2 18 24 30 36 42 48 54

Scale: Thousands of feet Range T-197+

[ [0 M' ; 5 G-30 0

G-32

E w y 70

T-154+
G-830

landing
I

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R F G T
C

- Radar
- Fixed camera - Contraves & cinetheodolite cameras

- IGOR &. telescope cameras - Clock cameras

Launch a r e a 6X scale

Figu1.e 5.3.1-1.

Camera and radar locations for boilerplate 12.

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5-28

5.3.2 Meteorological data.- Three systems were used to provide meteorological data for support of Apollo boilerplate 12 mission.
These data consisted of scratch listing, final reports, and I B M cards containing the following information: 1 Wind direction, degrees from true north .
2.

Wind velocity, knots Temperature, degrees Centigrade Altitude, feet Relative humidity, percent Index of refraction

3.
5. 6.

4 Pressure, millibars .

7.

8 Density, grams/cubic meter . 9. Density, slugs/foot squared-second

The following table lists pertinent informtion on the meteorological support provided by WSMEL

.
System

Locati o n

Release times, a . m .

Measurements Wind, temperature, pressure, and relative humidity

Altitude above surface,ft

0 to 4 , 0 000

Rawinsonde Desert Site

2 25 :

4 00 : 6 00 :
S m a l l Missile

5 40 :
c

7: 30

Range a.m. complex 36 500-foot tower

4: 30 5: 15 6: 07

Wind components against altitude Wind components against altitude

0 to

7,000

4 00 :
complex 36
I

4: 43 5: 33 6: 00

0,257 75,125, 175,225, 300, 400,and 500

5- 29

5.3.3 Geodetic d a t a . - In t h e White Sands Transverse Mercator

System (WSTM): X i s measured i n f e e t along a l i n e passing through t h e p o i g t i n question which crosses the c e n t r a l meridian, longitude 160 20'00.000" W., a t a r i g h t angle and i n c r e a s e s p o s i t i v e l y t o t h e east. Y i s measured along t h e c e n t r a l meridian, longitude 106~20~00.00" W. i n c r e a s i n g p o s i t i v e l y t o t h e north.

Ei i s meas-me& in feet a l s n g a ra6il.s of t h e earth a t t h e p o i n t in question, above mean sea l e v e l , 1929 datum, p o s i t i v e upwards.
The o r i g i n of t h i s system i s o t h e i n t e r s e c t i o n of l a t i t u d e 3210f00.00" N. and longitude 106 2Ot00.0O0" N. T h i s o r i g i n has a value of X-5OO,OOO.OO feet and Y-100,000.00 f e e t .

I n t h e White Sands Cartesian System (WSCS): E i s measured i n f e e t i n t h e plane along a l i n e passing through the p o i n t i n question, crossing t h e north-south a x i s a t a r i g h t angle, and increasing p o s i t i v e l y eastward.
N i s measured i n f e e t i n t h e plane along a l i n e passing through t h e point i n question, crossing t h e east-west axis a t a r i g h t angle, am3 i n c r e a s i n g p o s i t i v e l y northward.

Z i s measured p o s i t i v e l y upward from t h e n o m 1 t o t h e plane. The o r i g i n oof t h i s i s t h e i n t e r s e c t i o n of l a t i t u d e 330~~00.000f1 N. and longitude 106 20'00.000" W. This o r i g i n has a value of E-500,000.00 f e e t and N-5OO,OOO.00 feet. A t t h i s point, t h e plane i s tangent t o Clarke's spheroid o f 1866 a t sea l e v e l .

3-30
Geodetic surveys of various components of BP-12 are l i s t e d i n t h e following t a b l e :
IMPACT FOR APOLLO MISSION A-001

Component Launch-escape subsystem

WSTM Coordinates, f t
~ ~~~~

W C Coordinates, f t SS E = 504,863 N = 285,303

X Y

= = H =

504,862 218,844 3,984 503,997 213,781 3,985 505,307 3,988

2,878

Command module

x
H

= = =

Y =

E = 503,998 N = 280,239

z=
Z =

2,827

Drogue p r a c h u t e

x
H

Y = 217,115
=

E = 505,308 N = 283,574

2,864

Service module

X = 502,421 Y = 201,950 H = 4,009

E = 502,421 N = 268,406 Z = 2,722 E = 502,855 N = 269,031

Launch vehicle

x
x

502,854

Y = 202,575 H = 4,011 Red box p a r t BL 13158-122 REV-A Skin s e c t i o n separation point Range s a f e t y command battery; propellant
=

z=

2,731

502,656 503,996 201,458 503,799 200,997

Y = 203,024
= =
=

x
Y X

Y =

5-31

5.4 Range Operations

5.4.1 Communications. - The range provided the following communications services: Range Command-Ready-Hold Network. This is the formal communications channel between range users and range operating personnel for transmitting range readiness azd co~~.ntc?~m fnformat.ion. Range Telemetry Network. This is the intercommunications network linking all range telemetry stations with the telemetry systems controller at the range control station. Recording of prelaunch calibrations and telemetry checkouts were coordinated over this network. Missile Flight Surveillance Network. This network included intercommunications network in the blockhouse, the real-time-data system display room, and the FRW-2 transmitter building from which the abort command was transmitted. Checkout and arming of the thrust-termination system, checks of the plus time clocks at each of the network terminations, and initiation of the back-up abort command were coordinated over this network. Flight Dynamics Officer's (FIDO) Network. This network was installed solely for use by NASA. Intercommunication stations on this network were provided for the flight dynamics officer in the real-timedata system display room, the IJASA prelaunch computation program manager at the computer for the NASA visual observer atop the Vehicle Assembly Building, for the flight dynamics meteorological coordinator (METRO), the NASA operations director, and the NASA range support coordinators in the blockhouse. Launcher pointing order, real-time-data system performance, METRO and FIDO go-no-go status, and meteorological conditions were discussed over this network. Inflight events, as observed by the visual observer, were announced on this network. Thrust-Termination Command Circuit. This circuit provided the means for the flight dynamics officer in the real-time-data system display room to originate the thrust termination command transmitted by FRW-2 commnd transmitter. Voice Recorder. A tape recording of channels 1 and 3 of the launch complex intercommunication system, the Range-Command-Ready-Hold Network, and the NASA flight dynamics officer's network was made on a multichannel recorder in the blockhouse.

5-32

An emergency maintenance and re-ir team was on duty i n t h e blockhouse t o repair system malfunctions and answer questions p e r t a i n i n g t o range communications f a c i l i t i e s .
A l l communications systems performed s a t i s f a c t o r i l y .

5.4.2 Radio frequency r a d i a t i o n control. - Control of e l e c t r o magnetic energy r a d i a t e d on t h e launch pad w a s maintained from approximately T-310 minutes during countdown u n t i l impact of t h e spacecraft. High-powered radars on t h e southern p o r t i o n of t h e m i s s i l e range were requested not t o r a d i a t e i n t h e d i r e c t i o n of t h e N S launch complex AA without t h e permission of NASA. N v i o l a t i o n s o f t h e r a d i o frequency o r a d i a t i o n c o n t r o l were detected.

5.4.3 Closed-loop t e l e v i s i o n . - Three closed-loop t e l e v i s i o n systems were used t o provide t h r e e views of t h e launch pad and f l i g h t vehicle. One camera was l o c a t e d southwest of t h e launcher f o r general s u r v e i l l a n c e of t h e launch pad, s e r v i c e s t r u c t u r e , and f l i g h t vehicle. A remote cont r o l unit f o r t h i s camera w a s provided on t h e t e s t d i r e c t o r ' s console f o r adjustment while viewing t h e monitor set. The second camera provided a similar v i e w but from a d i f f e r e n t vantage point. The t h i r d camera was l o c a t e d j u s t n o r t h of t h e Vehicle Assembly Building. This camera was operated manually t o t r a c k t h e command module from launch t o impact. The video s i g n a l from t h e t h i r d camera was t r a n s m i t t e d by narrow beam microwave l i n k t o t h e blockhouse. A monitor s e t f o r each of t h e three cameras w a s l o c a t e d on t h e east w a l l of t h e operations room i n t h e blockhouse i n p l a i n v i e w of personnel a t t h e i r duty s t a t i o n s .
One of t h e pad systems w a s inoperative a t launch; otherwise t h e t e l e v i s i o n system performed s a t i s f a c t o r i l y . The system, which displayed t h e vehicle i n f l i g h t , w a s e s p e c i a l l y u s e f u l f o r observing l i f t - o f f and i n f l i g h t events. Some d i f f i c u l t y was experienced by t h e t r a c k e r because smoke obscured t h e vehicle during some of t h e f l i g h t . A l o c a t i o n t o e a s t o r west, r a t h e r than behind t h e launcher, w i l l be recommended f o r t h e next mission. This d i s p l a y and t h e verbal r e p o r t s by t h e v i s u a l observer, a s heard over t h e NASA f l i g h t dynamic o f f i c e r ' s network, were used by the NASA range support coordinator t o generate event r e p o r t s on t h e Range-Command-Ready-Hold Network.
SR 5.4.4 Timinq. - A f u n c t i o n a l block diagram of t h e WM timing system The l i f t - o f f signal generated a f t e r a 4-inch i s shown in f i g u r e 5.4-1. motion of t h e launch v e h i c l e caused two events a t t h e range timing genera t o r - a l i f t - o f f tone i s turned on, and t h e instantaneous value of t h e elapsed time codes i s read out and displayed. The l i f t - o f f tone from t h e t i m i n g generator i s s e n t t o t h e various plus-time clocks, t o o t h e r WM systems, and t o each o f t h e supporting Contrave c i n e t h e o d o l i t e s SR

3-33
t o reset t h e frame counters automatically s o t h a t t h e Contrave data film may be r e a d i l y correlated. Data from o t h e r WSMR systems are normally c o r r e l a t e d by comparison of t h e time of occurrence of a p a r t i c u l a r event, as shown by t h e range timing s i g n a l recorded w i t h the event, with t h e value of t h e range t i m e codes recorded by t h e time code readout u n i t a t lift-off.

The timing system performed s a t i s f a c t o r i l y . The value of t h e time recorded on t h e time code readout at l i f t - o f f was:

134 days 12 hours 59 minutes 59.7l7 seconds IRIG (G. m. t.) t i m e 5 hours 59 minutes 59.73-7 seconds m. s. t. 46,799,517 seconds WSMR G-2 time
(an actual reading of 0.73-6903 second was rounded off t o 0 . 7 l 7 second)

5.4.5 VeteoroIoEt t e a l . - Weather f o r e c a s t i n g s e r v i c e s and data from three meteorological data-gathering systems were u t i l i z e d during countdown. Meteorological data on-surface, near-surface, and upper atmosp h e r i c conditions were obtained from Rawinsonde b a l l o o r s r e l e a s e d from Desert S i t e a t 2: 25 a . m . , 4:OO a.m., 6: 00 a.m., and 7:30 a.m., from the Small f i s s i l e Range a t 5:40 a.m. ; from f o u r p i l o t balloons r e l e a s e d i n t h e launch area a t 4:30 a.m., 5:4 a.m., and 6: 07 a.m. m s. t. ; and from 0 . t h e 500-foot tower a t t h e blockhouse a t 4:OO a.m., 4: 45 a . m . , 5:35 a.m., The data t a b u l a t e d i n t h e f i e l d and telephoned t o t h e and 6 : O O a.m. computer f o r t h e Rawinsonde r e l e a s e a t 4:OO 2.111. were used i n t h e real-time-data system program f o r i n f l i g h t computation of dynamic p r e s s u r e and Ikch number. The same data supplemented w i t h wind data from t h e p i l o t balloon r e l e a s e d a t 4:3O a.m. and from t h e tower reading a t 4:45 a.m. were used i n t h e f i n a l s o l u t i o n f o r launcher azimuth and elevation setting.
F i n a l meteorological data from each of t h e Rawinsonde r e l e a s e s were received approximately 26 hours a f t e r launch. Meteorological support was s a t i s f a c t o r y .

5.4.6 Geodetics.- Location surveys of t h e launch-escape subsystem, command module, drogue parachute, service module, and launch v e h i c l e were f u r n i s h e d 50 hours a f t e r launch. Data were supplied i n t h e coordinate systems i n azimuth and range from the launcher as described i n s e c t i o n 5.3.
Performance was s a t i s f a c t o r y .

5.4.7 Telescopes. - A d e t a i l e d discussion of t h e telescope cineCoverage g e n e r a l l y was as camera coverage i s included i n section 5.3. r e quested.

5-34

5.4.8 Contrave cinetheodo1ites.-.A de-tailed discussion o f cineCoverage w a s as theodolite coverage i s included i n s e c t i o n 5.3. requested. Because o f t h e e x c e l l e n t parachute p i c t u r e s on t h e bores i g h t f i l m from G101, copies of t h i s f i l m were requested by MSC-Houston. 5.4.9 Fixed cameras. - D a t a f i l m w a s obtained from engineering sequential cameras and f o u r p o s i t i o n data cameras, as s p e c i f i e d i n s e c t i o n 5.3. Reduction of data f r o m t h e p o s i t i o n data cameras was not requested. Fixed camera coverage w a s s a t i s f a c t o r y . 5.4.10
s e c t i o n 5.3 encountered required t o support was Telemetry. - Range telemetry support as set f o r t h i n was provided. Some delay i n copying t h e range t a p e s was because t h e ground s t a t i o n t h a t was copying t h e t a p e s w a s support another range operation. Otherwise, telemetry satisfactory.

5.4.11 Radar. - The three C-station FPS-16 radars tracked t h e fly-by a i r c r a f t a t T-3O minutes t o v e r i f y t h e real-time-data system, and tracked t h e command module from launch t o near impact.
Performance w a s s a t i s f a c t o r y . 5.4.12 Missile f l i g h t s u r v e i l l a n c e o f f i c e . - The WM m i s s i l e f l i g h t SR s u r v e i l l a n c e o f f i c e supported t h e mission by providing t h e FRW-2 command t r a n s m i t t e r f o r checkout of t h e thrust-termination subsystem and f o r sending the i n f l i g h t abort command. The f l i h t dynamics o f f i c e r t r a n s mitted the a b o r t command a t ~ 2 8 . 4 3seconds as recorded by way of range time a t the t r a n s m i t t e r ) and immediately announced "abort" on t h e i n t e r communication network. O hearing t h e "abort" command, t h e operator a t n t h e t r a n s m i t t e r manually t r a n s m i t t e d t h e a b o r t command as a back-up measure. The time recorded f o r t h i s back-up a b o r t transmission w a s T+29.l7 seconds.

Performance w a s s a t i s f a c t o r y . Real-time-data system. - The L i t t l e Joe I1 real-time-data system consisted of t h e t h r e e FPS-16 radars a t C-station; data l i n k s and timing t o t h e radars and t h e 7094 computer i n building 1512; t h e output d i g i t a l d i s p l a y s and p l o t s i n t h e d i s p l a y room of b u i l d i n g 1512; t h e meteorological d a t a input systems.
-

5.4.13

The real-time-data system performed s a t i s f a c t o r i l y on t h e a i r c r a f t flyover a t T-3O minutes and a l s o on t h e mission. The a b o r t command w a s i n i t i a t e d when %ch number, as i n d i c a t e d by t h e real-time-data system output, reached a value of 0.94. Preliminary a n a l y s i s of o p t i c a l p o s i t i o n data showed e x c e l l e n t agreement between t h e real-time output and t h e p o s t f l i g h t d a t a as computed from o p t i c a l t r a c k i n g data a f t e r being compensated f o r t h e v e l o c i t y error as described i n s e c t i o n 4.1.1.

5-35

To other WSMR system

~

Time codes to NASA launch complex and to all WSMR instrumentation stations

Plus time clock in real-time data system display room in bidg 1512

I
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generators Time code readout

Plus time clock in FRW-2 command transmitter bldg

On

Reset signal to frame counters * on contraves

in blockhouse

Lift-off circuit-open circuit generated

c

Figure 5. 4. 1-1. - Functional block diagram of WSMR timing system.

3-36 5.5
Recovery Operations

Recovery teams were e s t a b l i s h e d t o provide f o r r a p i d l o c a t i o n , i n spection, and recovery of a l l f l i g h t hardware. The teams were preposit i o n e d downrange t o a f f o r t optimum u t i l i z a t i o n of t i m e and equipment f o r t h e recovery operations.

5 5 1 Recoven teams and equipment.- The recovery f o r c e was composed ..

of t h r e e recovery teams organized and equipped f o r downrange recovery operations. Prior t o launch, t h e recovery teams were positioned i n t h e

..-) v i c i n i t y o f t h e expected landing and impact a r e a s ( f i g . 3 9 1 1 . These p o s i t i o n s were s e l e c t e d based upon personnel s a f e t y , t h e l a t e s t wind and t r a j e c t o r y information a v a i l a b l e , and e x i s t i n g roads and t r a i l s on t h e range. Team no. 1 was assigned t o t h e landing a r e a of t h e command module, team no. 2 was assigned t o t h e impact a r e a of t h e launch-escape subsystem, and team no. 3 t o t h e impact a r e a o f t h e launch vehicle.
A recovery h e l i c o p t e r was positioned downrange t o d i r e c t t h e recovery v e h i c l e s t o t h e landing areas. A photographic h e l i c o p t e r was on s t a t i o n t o photograph t h e descent and landing of t h e command module, recovery team movements, and general landing and impact a r e a scenes. The recovery teams consisted o f personnel and equipment capable of making necessary on-scene inspections, evaluating and preserving s c i e n t i f i c d a t a , r e t u r n i n g a l l recovered hardware, and conducting salvage operations i n event of f l i g h t anomalies.

5-37

5.5.2 Command module recovery.- Upon i n f l a t i o n of t h e main parachutes, team no. 1 proceeded t o t h e expected landing p o i n t o f t h e command module and a r r i v e d on scene a t T+10 minutes o r about 4 minutes a f t e r command module landing. The command module landed i n a r e l a t i v e l y c l e a r a r e a and came t o rest i n an upright position a t a s l i g h t l y i n c l i n e d angle on t h e edge of a small hummock approximately 18 inches high ( f i g s . 5.5.1-2 t o 5.5.1-4). The two e f f e c t i v e parachutes collapsed inmediately after landing. The detached parachute landed approximately 100 yards southeast of t h e command module. Following general area photography and examination of pyrotechnic devices, recovery team personnel began a systematic inspect i o n of t h e command module and parachutes. Close-up photographs of t h e g l a s s samples were made p r i o r t o t h e i r removal and placement i n p r o t e c t i v e containers. All h e a t - s e n s i t i v e paint specimens were photographed and evaluated. The detached parachute was examined, photographed, and placed i n a parachute bag. A sequence of d e t a i l photographs was then taken t o i n d i c a t e t h e probable p o s i t i o n of the main parachute r i s e r with respect t o t h e command module a t t h e t i m e of r i s e r f a i l u r e . This p o s i t i o n was reconstructed by matching t h e abrasions, scrape marks, and deformations o l t h e ccmnand module with t h e associated p a i n t deposits and breaks along i t h e f a i l e d riser. This sequence of photographs i s included i n s e c t i o n

4.3.5.

T+45 minutes. .~+64 minutes.

The gyros were caged and t h e A and B bus powered down e x t e r n a l l y a t The command module was entered through t h e side hatch a t Following an inspection of apparent damage and complete photographic coverage of t h e command module i n t e r i o r , t h e onboard camera was powered down. The tape recorder and camera were removed a t T+85 minu t e s and T+88 minutes, respectively. The camera was q u i t e h o t when removed, and t h e l e n s was coated w i t h exhaust deposits. Both t h e t a p e recorder and the camera were immediately dispatched by h e l i c o p t e r t o t h e Vehicle Assembly Building (VAB). A t T+110 minutes, following t h e comp l e t i o n of p o s t f l i g h t procedures and a t t a c h i n g l i f t i n g and tie-down hardware, t h e command module was r a l s e d and placed i n t h e t r a n s p o r t a t i o n d o l l y which was secured t o t h e deck of t h e MM-1 balloon-tired Terracruiser A s t h e command module was r a i s e d , d e t a i l photographs of ( f i g . 5.5.1-5). t h e h e a t s h i e l d were taken. Figure 5.5.1-6 shows a photograph of the command module landing imprint i n the sand. Four hours 25 minutes a f t e r launch, t h e MM-1 vehicle with command module and e s c o r t v e h i c l e s proceeded t o t h e V B The command module a r r i v e d a t t h e V B 5 hours 15 minA. A u t e s a f t e r launch where it was off-loaded and placed i n t h e pad adapter stand. On-scene inspection of t h e command module revealed the following:

5-38
a.

An approximate &inch displacement of t h e a f t heat s h i e l d i n

t h e -Z a x i s . b. A l a y e r of f i b e r g l a s s i n t h e -Z, -Y quandrant ( f i g . 5.5.1-7) t o r n from t h e a f t heat s h i e l d of t h e command module, (Several p i e c e s of t h i s m a t e r i a l were found by t h e recovery teams near Oboe s i t e ( f i g . 3.5.1-1). c. Evidence of r i s e r rubbing on -Z, surface of t h e command module.

+Y quandrant of the c o n i c a l

d. Glass specimen no. 10 smeared by shroud l i n e (matched with dep o s i t s on l i n e ) .

e.

Moisture beneath g l a s s specimen numbers 10, 1 , 12. 1

f . Evidence of highest temperature w a s observed on +Z a x i s ( s m a l l sample, 1 in. by 2 i n . , of cork near t h e a f t heat s h i e l d ; c o n i c a l surf a c e parting l i n e on +Z a x i s w a s removed f o r p o s t f l i g h t a n a l y s i s ) .

g. Very s l i g h t d i s c o l o r a t i o n along -Z a x i s , moderate d i s c o l o r a t i o n along +Y, -Z axis. h.

i.

Exhaust deposits on egress cover. Rub marks a c r o s s egress cover matched marks on parachute riser.

j. Small s e c t i o n s of cord on C-band antennas and t e f l o n on main antennas bulged outward.

k. Floor of command module deformed inward i n some s e c t i o n s 8 t o 10 inches with undulations on fZ axis.
1 Main b a t t e r y mount, rear rack r i v e t s , f a i l e d , bottom of main . b a t t e r y damaged,

m.
n.
0.

Top deck f l o o r s e c t i o n s cracked c i r c m f e r e n t i a l l y .

Damage t o s t r u c t u r e around s e v e r a l main parachute a t t a c h points. Heat s h i e l d cracked and dented.

Team no. 2, using l o c a t i o n a s s i s t a n c e of t h e recovery h e l i c o p t e r , proceeded t o t h e launch-escape subsystem immediately a f t e r impact, and a r r i v e d on scene a t T+14 minutes or approximately 12 minutes a f t e r impact. After completion of t h e general a r e a photography and an examination of t h e pyrotechnic devices, t h e onboard launch-escape subsystem camera w a s

5-39

l o c a t e d , placed i n a s p e c i a l carrying bag, and dispatched t o t h e VAB a t T+34 minutes. The drogue parachute which landed approximately 400 yards from t h e launch-escape subsystem was l o c a t e d and r e t r i e v e d a t T+35 minutes, Team no. 2 completed i t s inspection, photography, and r e t r i e v a l of a l l launch-escape subsystem hardware 3 hours 25 minutes a f t e r launch. All r e t r i e v e d launch-escape subsystem hardware and t h e drogue parachute were returned t o the VAB a t T+4 hours.

The launch-escape subsystem broke a p a r t a t impact. The l a r g e s t piece r e l a t i v e l y i n t a c t w a s 8 7-foot section of t h e motor case with nozzles and one tower l e g attached. Figures 5.5.1-8 and 5.5.1-9 show t h e g e n e r a l condition of t h e launch-escape subsystem a f t e r impact.

5-40

5.5.3 Launch vehicle and s e r v i c e module recovery.- Upon impact of t h e service module and a f t t h r u s t bulkhead of t h e L i t t l e Joe I1 launch v e h i c l e , team no, 3 proceeded toward t h e observed a r e a s of impact and and T+21 minutes, r e s p e c t i v e l y . Very l i t t l e a r r i v e d on scene a t ~+18 damage was sustained by t h e s e r v i c e module which landed i n an almost upright position; however, t h e s e r v i c e module camera w a s missing. A search of t h e a r e a surrounding t h e s e r v i c e module d i d not y i e l d t h e camera. A systematic search of t h e t o t a l impact a r e a w a s then conducted i n an e f f o r t t o l o c a t e t h e remains of t h e camera. The camera was never located; however, two p o r t i o n s of t h e camera system were recovered. One s e c t i o n of t h e green camera cover support angle w a s found approximately
m i l e east of t h e s e r v i c e module, and an orange camera mounting p l a t e 2 w a s found approximately 1 mile east of t h e s e r v i c e module. The search was terminated a t ~ + 3 6 hours. The s e r v i c e module w a s loaded and returned t o t h e VAB a t 10 hours 29 minutes after launch. Pieces of f i b e r g l a s s from t h e service module pressure bulkhead were found over t h e e n t i r e launch vehicle and s e r v i c e module d e b r i s area. The h e a v i e s t accumulat i o n , however, w a s near t h e s e r v i c e module.
The L i t t l e Joe I1 launch vehicle forebody and afterbody s e c t i o n s broke i n t o many p i e c e s a t time of t h r u s t termination. The r e a r t h r u s t bulkhead of t h e launch vehicle landed- i n t a c t with a l l Recruit motors and a short s e c t i o n of t h e Algol casing s t i l l attached. One f i n w a s l o s t upon impact and lay on t h e ground a few f e e t away, and t h e remaining t h r e e f i n s were s t i l l attached. The f i n s showed a moderate coating of white combustion products toward t h e middle of t h e cord. A l l f i n edge r i v e t s had a cumbustion product coating on t h e inboard side. The nozzle of t h e Algol motor and t h e Recruit motors were i n r e l a t i v e l y good condit i o n as was t h e t h r u s t bulkhead. The h e a t p r o t e c t i o n m a t e r i a l on t h e f i n trailing edges showed some evidence of bubbling, Sections of Algol motor and propellant were found over t h e e n t i r e d e b r i s area. A s e c t i o n of t h e Algolmotor c u t by t h e thrust-termination charges and t h e top of 1 t h e Algol motor were found approximately 4: m i l e east of t h e r e a r bulkhead.
A very heavy concentration of L i t t l e Joe I1 launch v e h i c l e s k i n and support rings was found approximately 1 t o 2 m i l e s e a s t of t h e r e a r bulkhead. Two l a r g e p o r t i o n s of t h e s t a t i o n 34.75 (web) bulkhead were found. This w e b exhibited heavy charring apparently from primacord propagation. No evidence was found of any unburned primacord. Smaller p i e c e s of t h e launch vehicle were s c a t t e r e d over an area estimated t o be about 7 square m i l e s . Figures 5.5.1-10 and 5.5.1-11 show t h e postlanding condition of t h e s e r v i c e module and a f t s e c t i o n of t h e launch vehicle, r e s p e c t i v e l y . All f l i g h t hardware, which w a s declared t o have p o s t f l i g h t engineering value, w a s returned t o t h e VAB. The following system components were recovered: one antenna, one antenna coupler, one S and A u n i t , two b a t t e r i e s , and two r e l a y boxes.

5-41
SR 5.5.4 Survey r e p o r t . WM Geodetic Branch personnel, who were p a r t of t h e recovery teams, made surveys of t h e command module landing s i t e and t h e launch-escape subsystem and launch-vehicle impact s i t e s . The r e s u l t s of t h e s e surveys i n d i c a t e d t h a t t h e command module landed on an azimuth of 3 3 7 f 1 1 f ~ 2 2 , 8 4f e e t downrange from t h e launch pad. The 0 launch-escape subsystem impacted 27,953 f e e t , bearing 4"44l m", from t h e launch pad and t h e s e r v i c e module impacted on an azimuth of 355,"17'55", 10,964 f e e t from t h e launch pad. The a f t s e c t i o n of t h e launch v e h i c i e impacted 11, 592 f e e t , bearing 128'43", from t h e launch pad. Figure 5.5.1-12 shows a general layout of t h e survey.

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5 -42

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61
6. o CONCLUSIONS

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As a result of t h e Apollo b o i l e r p l a t e 12 Mission A-001, following conclusions can be drawn:

the

1. There w a s no evidence of any damage t o t h e launch-escape v e h i c l e because of t h e environment experienced during Mission A-001 except during t h r u s t termination and e a r t h landing.
2. Thrust termination subjected t h e s p a c e c r a f t t o 8 1 environment 1 more severe t h a n expected and was above t h e q u a l i f i c a t i o n t e s t level of many of t h e command module components. The command module a f t heat s h i e l d w a s damaged by t h e f o r c e of the explosion. I n addition, t h e f a i l u r e of one s i d e of t h e 41.1 second back-up abort timer occurring a t t h r u s t termination may have been caused by t h e s e v e r i t y of t h e explosion experienced during t h r u s t termination.

3 . The launch-escape vehicle was aerodynamically stable i n t h e dynamic pressure and Mach number range of t h i s mission.
The command module-service module s e p a r a t i o n system functioned The s e p a r a t i o n was e f f e c t e d with no i n d i c a t i o n of command module t o s e r v i c e module r e c o n t a c t .
5 s designed.

4.

5 . The t i m e of occurrefice cf events was s a t i s f a c t o r y i n a l l r e s p e c t s . The loss of one main parachute w a s not a t t r i b u t a b l e t o e i t h e r high dynamic pressure or any problem which could be a r e s u l t of i n c o r r e c t earth-landing subsystem timing events.
6 . L i t t l e Joe I1 launch vehicle and s p a c e c r a f t compatibility w a s proven s a t i s f a c t o r i l y during both the ground-testing phase and t h e f l i g h t phase of Mission A-001 operations.

7. The aerodynamic loads r e s u l t i n g from f l u c t u a t i n g pressures on t h e s p a c e c r a f t were within those predicted from results of wind-tunnel testing.
8 . The o n l y t e s t objective which w a s not f u l l y s a t i s f i e d w a s t h e second-order t e s t o b j e c t i v e on t h e earth-landing subsystem. This objective was :
Demonstrate proper operation of t h e applicable components of t h e earth-landing subsystem.

6-2

The only applicable component of the earth-landing subsystem which did not demonstrate proper operation was main parachute no. 1 which did not have a chance to display proper reefing, disreefing, and inflation. This parachute broke loose from the spacecraft when the parachute riser parted shortly after line stretch because of abrading and cutting on the sharp edges of the drogue disconnect guide assembly structural gusset.

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L e w i s Research Center Attn: D i r e c t o r

Marshall Space F l i g h t Center Attn: D i r e c t o r

HR
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MC Florida Operations Office/Houston S Office of Assistant Director f o r F l i g h t Operat ions F l i g h t Control Division Landing and Recovery Division Mission Planning and Analysis Division Guidance and Control Division Crew Systems Division Advanced Spacecraft Technology Division S t r u c t u r e s and Mechanics Division I n s t r u n e n t a t i o n and E l e c t r o n i c Systems D i v i s ion Computation and Analysis Division

O F

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Addressees EP Propulsion and Energy Systems Division Office of A s s i s t a n t Director f o r F l i g h t Crew Operat ions A i r c r a f t Operations Office F l i g h t Crew Support Division Astronaut O f f i c e Resident Apollo Spacecraft Program Office a t NAA, Downey, California Command and Service Module Officer

6
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cc
CF
CA

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P C PB

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Project

Resident Apollo Spacecraft Program Office a t Grumman, Bethpage, L.I., N.Y. Xavigation and Guidance PACE Spacecraft

PG
PS
PL P A PP PE

- Project

Officer

1 1

- Manager Lunar Excursion Module - P r o j e c t

Operations Planning Division

Officer

6
7
3

Program Control Division Systems Ehgineering Division R e l i a b i l i t y and Q u a l i t y Assurance Division

PR
PT PT1

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T e s t Division

WSMR Test Office Attn: P. 0. Drawer "D"

White Sands, N w Mexico e

H. Van Goey

AMR Test Office Attn: A. E. Morse P. 0. Box MS, Cocoa Beach, Fla.

12

HS

Operations Support, Plans and Programs Mail Code H S Cape Kennedy, Fla.

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A

Admini s t r a t i o n Directorate Photographic Division

WM Operations SR Attn: W. Messing P. 0. Drawer "D" White Sands, New Mexico

AD
AW

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NASA Wallops S t a t ion, Wallops Island, Virginia

M r . J. B. H u r t , Program Manager, General Dynamics/Convair, M a i l Zone 6-13?, San Diego, C a l i f o r n i a

M r . Robert S. Mullaney, Program Manager Apollo IXBI - G r m n A i r c r a f t Engineering Corporation, Bethpage, L. I., N. Y. M r . E. E. Sack, Manager, Contracts and Proposals, North American Aviation, Inc. S and I D , 12214 Iakewood Blvd., Downey, California
AT Office of Technical and Engineering Services, Office of Chief Security Division MC Manager S Manager

35

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1

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HO
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Office of Chief

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2

Fla. Operations

Office of Office of

Technical Information Division Chief Special A s s i s t a n t t o D i r e c t o r

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Sr. Engineering Advisor t o Director

Executive A s s i s t a n t t o D i r e c t o r Center Medical Office RASP0

HA

AMR

Cape Kennedy

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1

Addressee s

0
C

F l i g h t Operations Directorate F l i g h t Crew Operations Directorate General E l e c t r i c Co., Apollo Support Dept., MSC Support Operations, Houston, Texas

1
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Dr. F. A. Speer Marshall Space F l i g h t Center

Code:

R-AERO-F

Aerojet General Corporation Sacramento, C a l i f o r n i a Attn: H. E. Halligan

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1 0

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