NASA D5-13183 Saturn Upgrade Study

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D5-13183

Final Report - Studies of Improved Saturn VVehicles and Intermediate Payload Vehicles(P-115)

SUMMARY

Prepared for

NASA - George C. Marshall Space FlightCenter under Contract NAS&-20266

INDEXING DATA October 7, 1966DATE OPR # T PGM SUBJECT

SfGNATOR LOC

s;

THE BOEING COMPANY - SPACE DIVISION


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STUDIES OF IMPROVED SATURN V VEHICLES

AND IN TER MED IA TE PAYL OAD SATURN VEH IC LES (P-115)

SUMMARY DOCUMENT

D5-13183

FI NAL RE PORT

PREPARED UNDER CONTRACT NUMBER NAS8-20266

SUBMITTED TO

GEORGE C. MARSHALL SPACE FLIGHT CENTER

NATI ONAL AERONA UTICS AND SP AC E A DMINISTR ATION

OCTOBER 7, 1966

SUBMITTED BY

SYST EMS ANALYSIS CONTRA CTORTHE BOEING COMPANY

SPACE DIVISION

LAUNCH SYSTEMS BRANCH

HUNTSVILLE, ALABAMA


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D5-13183

FOREWORD

This vo lume su mm ar iz es five t ech nica l Vehic le Des cr i p t io n Doc uments

repo r t in g a t en- mont h s tudy to p r ep ar e t echnica l and re so ur ce da ta onupra ted pay load Saturn V and in te rme dia te pay load Saturn veh ic l es .

Thi s study is pa rt of a cont inuin g effort by the Nat iona l Ae ro na ut ic s and

Space Adm ini s t r at ion (NASA) to inv est iga te the capabi l i ty and f le xibi l i ty

of the Sa tur n V lau nch ve hi cl e and to identify pra ct ic a l me th od s for

div er sif ied ut i l iz atio n of i ts payl oad ca pab ili ty. NASA Co nt ra ct NAS8 -20266

aut hor ize s the work re por te d her e in and was sup erv i sed and adm in is te re d

by the Ma rs ha l l Space Fl i ght Ce nte r (MSFC). S-II data was suppl ied

by the Space and Inf orm at i on Divis ion of Nor th Am er ic an Aviat ion.

S-IVB data was suppl i ed by the Mi ss i l e and Space Sy st em s Divis ion

of Douglas Ai rc ra ft C ompa ny. Lau nch sys te m data was suppl ied by the

Denv er Divis ion of The Ma rt in Company- Sol id mot or data we re suppl iedby Uni ted Technology Cor por a t i on . The Launc h Sys t ems Bra nch ,

Ae ro sp ac e Group , Space Divis ion of The Boeing Compan y was the

Sy ste ms Anal ysis co nt ra ct or for this s tudy.

P r og ra m document a t ion inc lude s a su mm ar y vo lume ( thi s document ) ,f ive vo lume s cover ing veh ic le des cr i p t i ons , re se ar ch and technologyimpl ica t io ns re po rt , and a cost doc umen t . Individual desi gna t ion s ar eas follows:

D5-13183 Su mm ar y Doc ume nt

' D5-13183-1 Vehic le Des cr i p t i on MLV -S AT -I NT- 20 , -21D5-13183-2 Vehic le Desc r ip t ion MLV -S AT- V-3 B

D5-13183-3 Vehi c le Des cr i p t i on MLV-S AT -V-25(S)

D5-13183-4 Vehic le Des cr i p t i on MLV-S AT-V- 4(S)B

D5-13183.-5 Veh icl e De sc ri pt i on MLV-SAT -V-23(L )

D5-13183-6 Re se ar ch and Technolog y Impl ica t ions Re por t

D5-13183-7 F i r s t Stage Cos t Pl an

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ABSTRACT

This document summarizes a study conducted under NASA/MSFCCont ract NAS8-20266, "Studies of Imp rov ed Sat urn V Vehi cles andIntermediate Payload Saturn Vehicles (P-115)", from December 6, 1965to October 7, 1966. The de ta il s of th is study a r e contained in five"Vehicle Description Documents" (D5-13183-1, -2, -3, -4, and -5).Phase I of the study was a parametric performance and resourcesanalysis to select one baseline configuration for each of the six vehicles,P ha se II of the study includ ed a fluid and flight me ch an ic s stud y, des ignimpact on systems', and a resources analysis for each baseline vehicle.The uprated vehicles are feasible configurations and logical candidatesfor paylo ads in ex ce ss of the cu rr en t Sat urn V capa bil ity . No ma jo rproblem areas were identified for either development or production.The inte rme dia te payload vehicl e der iva tiv es of Satur n V" ar e a logicalmeans of providing orbital payload capability between that of the Saturn Iand the two-stage Saturn V.

KEY WORDS

Contract NAS8-20266D5-13183Vehicle Description DocumentSaturn VNASA /MSFC.Up ratin gTrade StudiesPay loa d to 72 Hour Lu na r Injec tion

Fluid and Flight MechanicsImpactResourcesCostPayload to 100 NM orbitMLV-INTBaseline ConfigurationMLV-SAT-V

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TABLE OF CONTENTS

SECTION

FOREWARDABSTRACT

1.0 INTRODUCTION

2.0 SUMMARY

3. 0 GUIDE LI NE S AND ASS UMP TION S4 .0 M LV -S AT- IN T-2 0 / - 20 LAUNCH VEHICLES

5. 0 MLV -S AT -V- 3B LAUNCH VEHICLES

6.0. MLV- SAT -V-2 5(S) LAUNCH VEHIC LES

7 .0 M LV-5AT-V-4 (S)B

8..0 ML V- SA T- V- 23 (L ) LA UNC H VEHICLE

9. 0 CONCLUSIONS AND REC OMMEN DATI ONS

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D 5 - 1 3 I 8 3

FIGURES

FIG URE NO. PA GE

1-1 PHA SE I LA UN CH VEH ICL E CANDID ATES 2

1-2 SE LE CT ED BASELI NE LAUNCH VEHI CLES FOR PHASE

II STUDY E F F OR T 4

2- 1 VEH ICL E COMPAR ISON 7

2- 2 UP RA TED VEH ICL E INVE STMEN T COST COMPARI SON 8

2-3 TWO -ST AGE VEHIC LE COST EFF ICI ENC Y 8

2-4 TH RE E- ST AG E VEHICLE COST EFF ICI ENC Y 9

4- 1 INT VEH IC LES 14

4-2 INT -2 0 /- 2 1 VEHI CLE COMPARISON 17

4- 3 FOUR ENGIN E S-IC-20 STAGE 19

4- 4 IN T-2 0 ORBIT ALT ITU DE - AZIMU TH PAYL OADCAPABILITY 20

4-5 INT- 21 ORBIT ALTI TUDE -A ZI MU TH PAYLOAD

CAPABILITY 21

4-6 IN T- 20 PO LA R & SUN SYNCHRONOUS PA YLO AD

(DIR ECT ASC ENT) 21

4- 7 SYNCHRONOUS ORBIT PAYLO AD CA PA BI LI TY 21

4-8 IN T- 20 / - 21 VEHICLE DEVELOP MENT AND DELIVERY

PLAN 22

4- 9 INT VEH ICL E COST EF FIC IEN CY COMPARISON 24

5-1 ML V- SA T- V- 3B BASELINE LAUNCH VEHIC LE 26

5-2 TR AD E STUDY UP P E R STAGE ENGI NES 285-3 TRA DE STUDY PE RF OR MA NC E DATA 29

5-4 TRAD E STUDY VEH ICLE PAYL OAD COMPARISON 29

5-5 SA T- V- 3B & INT -1 7 COST EF FI CI EN CY TRA DE 30

5-6 ORBIT AL TI TUD E - AZIMUTH PAYL OAD CAPA BILI TY 31

5-7 HIGH ENE RGY PAY LOA D CAP ABI LIT Y 32

5-8 TW O- ST AG E PO LA R & SUN SYNCHRONOUS ORBIT

PAYL OAD CAPA BILI TY 33

5-9 TH RE E- ST AG E PO LAR & SUN SYNCHRONOUS ORBIT

PAYL OAD CAPA BILI TY 33

5-10 ACOUS TIC ENV IRO NMEN T AND ST RU CT UR AL LOADS 34

5-11 SAT-V -4(S )B VEHIC LE IMPACT 355-12 S AT- V-3 B VEHI CLE DEV ELO PME NT AND DELIVERY

PLAN 38

6-1 MLV- SAT- V-2 5(S ) BASELINE VEHI CLE 40

6-2 PE RF OR MA NC E TRAD E DATA 41

6-3 COST EF FI CI EN CY TR ADE DATA 42

6-4 ACOUSTIC ENVI RON MENT AND ST RU CT UR AL LOADS 46

6-5 SAT-V- 25(S ) VEH IC LE IMPA CT 47

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FIGURES (Continued)

FIGURE NO. PAGE

6-6 MOBILE ERE CTI ON AND PROCESSING STRUCTURE 516-7 SAT-V-25(S) LAUNCH VEHICLE DEVE LOPME NT ANDDELIVERY PLAN 53

7-1 MLV-SAT-V-4( S)B BASELINE VEHICLE 547-2 TRADE STUDY PER FOR MANCE DATA 557-3 TRA DE STUDY COST DATA 577-4 ORBIT ALT ITU DE - AZIMUTH PAYLOAD CAPABILITY 587-5 POLAR & SUN SYNCHRONOUS ORBIT PAYLOAD

CAPABILITY 60'7 -6 TH REE -STA GE HIGH ENERGY MISSION CAPABILITY 607-7 TWO-STAG E WIND/PAYLOAD SENSITIVITY 627-8 THREE-STAG E WIND/PA YLOAD SENSITIVITY 627-9 ACOUSTIC ENVIRONMENT AND STRUCTURAL LOADS 64

7-10 SAT-V -4(S) B VEHI CLE IMPACT 657-11 MOBILE ASSEMBLY AND HANDLING STRUCTURE 687-12 SAT-V-4(S)B VEHICLE DEVELO PMENT AND

DELIVERY PLA N 697-1 3 COST EF FI CIEN CY COMPARISON 708-1 SAT-V-23(L) BASELINE VEHICLE 72

8-2 SAT -V- 23(L) TRADE STUDY PERF ORMANCE DATA 748-3 SAT -V- 24( L) TRADE STUDY PERF ORMANCE DATA 758-4 LIQUID PR OP EL LA NT POD DESIGN 768-5 ACOUSTIC ENVIRONMENT AND STRUCTURAL LOADS 788-6 SAT-V -23(L) VEH ICLE IMPACT 808-7 SAT-V -23(L) VEH ICLE DEVELO PMENT AND

DELIVERY PLAN 84

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T A B L E S

TAB LE NO. TIT LE PAG E

4-1 INT ERME DIA TE VEHICLE PE RF OR MA NC E SUMMARY 16

4-II SIGNI FICAN T LOAD CRITER IA 20

4-III IN T- 20 COST SUMMARY 23

4-IV IN T- 21 COST SUMMARY 23

5-1 SIGN IFIC ANT LOAD CRI TERI A 30

5-II SA T- V - 3B COST SUMMARY 38

6-1 PAY LOA D CAPA BILIT Y 44

6-II SIGNIFI CANT LOAD CRITERI A 45

6- in SAT -V -25 (S ) COST SUMMARY 53

7-1 SOL ID MOTOR CHA RAC TERI STI CS 56

7-I I PA YL OA D CAPA BILI TY 59

7-III SIGNI FICAN T LOAD CRITE RIA 617-IV SA T- V- 4( S) B COST SUMMARY 70

8-1 TH RE E- ST AG E 72-HOUR LUNAR INJ ECTI ON PAYLOAD

CAPABILITY 77

8-II SIGNI FICAN T LOA D CRIT ERIA 77

8-UI SA T- V- 23 (L ) COST SUMMARY 84

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1.0 INTRODUCTION

This study is part of a continuing effort by NASA to identify aspe ctr um of pr ac ti ca l launch vehicle s to me et future payload and mi ss io n

re qu ir em en ts as they beco me defined. The launch vehicles studiedunder Contract NAS8-20266 cover a payload range between the existingSaturn IB and the Saturn V (intermediate payload vehicles) and a payloadrange beyond the existing Saturn V capabilities (uprated Saturn V vehicles)

The vehicles studied were combinations of existing or modifiedSaturn V sta ges ; some vehic les als o included boo st -a ssi st components.A pr im ar y study re qu ir em en t was to make maxi mum use of existingSaturn technology and support equipment.

In gen era l, the NAS8-20266 study pr og ra m object ives wer e to:

a. Select fe as ib le and cost effective bas eli ne veh icl es from eachof several categories.

b. P r e p a r e sufficient tech nica l data to define vehicle env iro nme nts ,design, capabilit ies, and characteristics.

c. Define support syst em re qu ir em en ts .

d. De te rm in e the date that the fi rst flight ar ti cl e could be avai labl ewithin study ground rules.

e. Es ti ma te cost re qu ir ed for impl emen tati on of the sys tem plusproduction of thirty flight articles in five years.

Th er e we re two pha ses of study work . Ph as e I was a twelve -weekeffort in which candid ate vehicle per for man ce and pr el im in ar y costtr ad e stud ies we re conducted to sel ect a feas ible and cost effectivebaseline vehicle from each of five categories (shown in Figure 1-1).An additional baseline vehicle was later added from Category 4.

Fo r each of the six bas eli ne vehi cle s sel ect ed (see Figur e 1-2),Phase II directed the effort to defining ground and flight environments,

defining system design and resource impact for each stage and thetotal vehicle, and determining vehicle mission capabilities andcharac te r i s t ics .

The launch ve hi cl es in Ca te gor ie s 1 and 2 ar e Sa turn V stagecombinations for missions in the payload range between the currentSaturn IB and Sa tu rn V payload cap abi lit y. The launch veh icl es in

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S i Z E - 4 1 0 FTMA X M S - HSIZE 1160 IN

MAX MS-IVBSIZE S30KPROPELLANTAT MR 5 !l

MAX PAYLOAC5 L B / F T 3

( 2 STS)I I LB/FT 3

(3 STO)STO:STANDARC>L= CHANGE INSTAGE LENGTt-

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MS- I VB

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MS- I VB

M S - l l

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LAUNCHVEHICLE INT- 20 INT-21 S A T - V - 3 B SAT-V-4(S)B SAT-V-22(S> SAT-

CATEGORY

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THIRD

STAGE

ADVANCEDENGINE

hL VARIABLE

STO J - 2

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ADVANCED

ENGINE

A L VARIABLE

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STD J-2 s

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ADVANCEDENGINES

A L VARIABLE

STD J-2 S

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ADVANCED

ENGINES

AL VARIABLE

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FIRST

STAGE

ST D F-Ts

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STD F-l S STO F- i 's

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COMPONENTS

4 X120 IN

DIA SOLID

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4 X 120 IN

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4 X

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FIG URE 1-1 PH ASE I LAUN CH VE HI CL E CANDIDA TES

L\ L } I I 1 I i I I i i I l /


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Ca te go ri es 3, 4, and 5 ar e adva nced Satu rn V conf igu rat i ons with

payload capabil i t ies beyond that of the exist ing Saturn V-

The f ive ca te go r i es of vehi c les a r e :

Cat eg or y 1 (MLV -SAT -INT -20) dur i ng Ph as e I wa s a fami ly of

two -s tag e launch vehi c le candida t es wi th s ta nda rd s i ze S- IC and S-IVB

st ag es using st an da rd F - l engines ( thr ee, fo ur , and f ive) and a s t an da rd

J -2 engin e. A sing le bas el i ne launc h vehicl e (Fi gu re 1-2) wa s sel ect ed

for the Phase II study effort.

Ca teg or y 2 (MLV-SAT-1NT-21) dur i ng Ph as e I wa s a fami ly of

tw o- st ag e launc h veh icl e cand ida tes with st an da rd size S-IC and S-II

st ag es usin g st an da rd F - l engine s ( t hre e, four , and f ive) and J - 2 engi nes

(t hr ee , fou r, an d fiv e). A singl e ba se li ne lau nc h veh icl e (F ig ur e 1-2)

was selected for the Phase II study effort.

Ca teg or y 3 (MLV -SAT- V-3B ) du r in g P ha s e I was a fami ly of two -

and three-s tage launch vehic le candida tes wi th modif ied upra ted Sa turn V

sta ges us ing va r io us typ es , nu mb er s , and thr us t lev e ls of advanced

engi nes in the up pe r s ta ge s and up ra te d F- l engin es in the modif i ed

S-IC st ag e. A sing le bas el i ne laun ch vehi cle (Figu re 1-2) was sel ect ed

for the P h a s e II stu dy effor t.

Ca t ego ry 4 inc luded modif ied Sa turn V launch veh ic le s wi th s t rap -o n

sol id bo os t - as s i s t compon ent s . Th re e fam i l i es o vehi c les we re s tudied

as follow:s:

a. MJ_,V-SAT-V-4(S)B du rin g Ph a s e I wa s a fa mi ly of tw o- and th r e e -s tage launch vehic l es with modif ied Sa tu rn V s t age s , s ta nd ard F - l and

J -2 engin es with str ap- On 120-inch di am et er ( five, s ix , and se ven

seg men t) sol id m o t o r s . A single ba se l i ne launc h vehi cle (F ig ur e 1-2)

wa s se le ct ed for the P h as e II stud y effort.

b. MLV-SA T-V-22 (S) dur in g Ph as e I was a fami ly of tw o- and t h re e-

stag e launch ve hi cle s with modif i ed Saturn V sta ges using va r i ou s t yp es,

nu mb er s, and th ru st levels of adva nced engines in the upp er s t ag es ,

a modif i ed S-IC sta ge with sta nd ard F - l engine s in the f i r s t s ta ge, and

s t ra p- on 120- inch di am et er (f ive , s ix , and se ven segmen t) sol id mo to rs .No launch vehicle in this family was studied beyond Phase I ,

c . MLV- SAT -V-2 5(S ) dur i ng P h as e I was a family of tw o- and t h r e e -

s tage launch veh ic le s wi th modif ied Sa turn V s ta ges , s t and ard F - l

and J - 2 eng ines , and s t ra p- on 156- inch di am et er ( two and th ree segment)

sol i d m o t o r s . A sing le ba se l i ne launc h veh icle (Fi gur e 1-2) was sel ect ed

for the Phase II study effort.

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Category 5 included modified Saturn V launch vehicles with strap-onbo os t- as si st liquid prop ellan t pods . Two famili es of vehi cles were stud iedas follows:

a. MLV-S.AT-V-23(L.) du ring Ph as e I was a fami ly of tw o- and t h r e e -stage launch, veh icl es with modified Saturn V st ag es, stan dard F - l andJ -2 engin es and four st ra p- on liquid prop ella nt pods each using twostandard F-l engines. A single baseline launch vehicle (Figure 1-2)was selected for the Phase II study effort.

b. MLV-SAT -V-24(1,) during Phase I was a family of two- and three-stage launch vehicl es with modified Saturn V sta ges using vario us type s,nu mb er s, and th ru st levels of advanced engines in the upper sta ges , amodified S-IC st ag e with 1, 800, 000 pound F - l engine s, and four liquidpropellant pods each containing two 1,800,000 pound F - l eng ine s. Nolaunch vehicles in this family were studied beyond Phase I.

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2.0 SUMMARY

INTERMEDIATES

M747M 12/YR. PRODUCTIONCM BfYR. PRODUCTION

U Sfffi. PRODUCTION

SINGLE COST FOR

SYMW.TANEOUS IMPLEMENTATION

OFM1S-2Q/-21 ENGINE/STAGE

COMBINATIONS

m-

UPRATED SATURN V' S

INT-20 (2STGIF-l

INT-21 (2ST6IF-IJJ-2

SATV-3B2 STG 3 STG

SATV-4ISIB2 STG 3 STG

SAT V-2SSI2 STG 3STG

SAT V-Z3HI2 STG 1 STG

PAYLOADKLB

3 4

78 132

*~l M " 52 W *S

IV Wt IH n? ! TV- 3*7 141 380 139 m W 579 Z20

BOTH - m r 1(87.4 431.4 403.1 941.9

R&O RIGHTVffl lCUS-JM lit ec.i 0 JS.4 279.1 324 Z 4a o

AVG. OPERATIONALUNIT COST -IM 40.5

74 4 1U.7 139.0 105.1 124 a 109.6 131.0 142.5 1418

OPERATIONAL COSTEFFICIENCY-Mil 8 292

m su 276 844 ZZ2 494 H6 7

:IRSTDaiWBYIATP-JAN6S AS-516FU70 ASS16FEB70 AS-537SCPT'73 AS-5Z4 JUNE -71 AS-5M.lU.r71 AS-SSWAV'73

FIGURE 2-1 VEHICLE COMPARISON

The Phase I study effort resulted in selection of six baseline launchveh icl es. The Ph as e II study effort included detailed technical and r es ou rc eana lys is on the se six base line launch veh icl es. Payload capabilit ies, cos ts,and availabil ity data a re co mpar ed on Fig ure 2- 1. Operat ional costs showna r e the av er ag es for thirt y launch veh icl es. It should be noted that thetot al of $176.7 mil li on for the SAT -INT -20 and SAT-INT-21 is pro pos edas a single R&D expen ditur e to impl ement al l eight stage /eng ine comb inati ons lis ted. Th is would allow NASA the flexibility of sel ect ing thevehicle matc hing each of many differen t pa yloa ds expected in the range

between pr es en t Sat urn IB and Satu rn V cap abi lit ies . The data r eq uir edis very sensitive to launch rate as indicated by the reductions noted foreight per year and six per year launches.

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Figure 2-2 illustrates the delta payload increase (from Saturn V)and compares the investment costs for developing the uprated Saturn Vlaunch veh icl es. The mo re favora ble vehic les from an inve stme ntstandpoint fall to the

left, i.e. , least costfor a given payloadimprovement. Figure2-3 summarizes thetotal program costefficiency for the sixtwo-stage baselinelaunch vehicles andFigure 2-4 summarizescost efficiency for thethree-stage uprated

Saturn V launch vehiclesAll of the se co mp ar isons favor the solidstrap-on method ofuprating, usually by arelatively smallmargin.

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i 1 1 1 1

-it

m OT 300 400 SODINVESTMENT COST IDOTK)

too no uDOLLARS IN MILLIONS

no 1000 WO

FIGURE 2-2 UPRATED VEHICLE INVESTMENT

COST COMPARISON

Availabi lity of the SAT- INT- 20 and SAT-INT-21 int er med iat e vehi clesexceeds the normal Saturn V procurement time by only one month.For uprating, the solid strap-on method requires the least lead time

(3-1/2 years) which is comparable to the liquid pod strap-on (SAT-V-23(L))method except a two-year delay hasbeen included in the SAT-V-23(L,)

lead time to build an assemblyfacility. The five- year, ni ne - mmonth lead time for the increasedthrust liquid engine - largertank uprating method (SAT -V-3B)is due to the new toroidal aero- t u\apike engine development for atupper stage applications.

n

AH the baseline launchvehicles were feasible and logicalconfigurations for their respectivepayload cap abi lit ies . Eac h wasconfigured within restrictiveexisting facility limitation groundrules , limiting the maximum

no

V\

M0 200 100

-SH

400 40 HO

PAYLOAD mLtSOOONMOHITt

FIGURE 2-3 TWO-STAGE VEHICLE

COST EFFICIENCY

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m

pa ylo ad ach ie ve d to 579, 000 pounds lfay

to 100 nau t ic al mi le Ea r th orbi t(SA T-V -23( L)) . Th e l iquid pod ms t ra p- on concept , wi th upra ted 1 U a

F - l s and ad van ce d eng ine s in the o-

s econd s t age (SAT- V-2 4 (D ) ,

ac hie ve d pa ylo ad s to 960, 000 poun ds o

to 100 nau t ic al mil e Ear th orbi t

whe n sta ge and to ta l veh ic le len gth a

r e s t r i c t i o n s w e r e r e l a x e d .

MTV.

r V-asiv

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no mPAYIOAC HPUS IRHRI.UIJMTIWNSFBITltA.JI

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FIGURE 2-4 THREE-STAGE VEHICLE

COST EFFICIENCY

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3 . 0 GUIDE LI NES AND ASSU MPTI ONS

The fo l lowing gu ide l in es , g round ru le s , and as sum pt i ons were used

in the stu dy.

3 .1 GENERAL

a. Appl ica ble data fro m pre viou s s tu die s we re ut i l ize d to the

g rea t e s t ex t en t pos s i b l e .

b . The baseline vehicles were the AS-516 and the AS-213 aa

defined by MS FC . Apol lo des ign cr i t er ia was used except wh er e o the rwi se

speci f i ed or app rov ed by MSF C. Me mo ra nd um R-P& VE-D IR- 65-14 3 ,

"Sa tur n V Im pr ov em en t Stud ies" , da ted Nov emb er 5 , 1965, was i as ued

by MSFC to serve as the reference document for MSFC and contractor

per son nel d i r ec t ly involved in the Satu rn V Imp rov eme nt Stud i es .Memo R-P&VE-DIR-65-143 conta ins a descr ip t ion and def in i t ion of the

pr oje cte d laun ch veh icle AS-516 to be use d as the bas el i ne ref er en ce for

the Sa tur n V Im pr ov em en t Studie s . One mi no r deviat ion to the AS-516

S-IC s tage def in i t ion was ma de wi th MSFC co nc ur re nc e . The r ede s ig n

of the ce n t er eng ine cr os sb ea m suppo r t wa s e l i mina ted as a ba s i c chang e

because of a lack of definit ive design data.

C. Al l pr op ul s i on data used by the s tag e co nt ra ct or s we re a ppr ove d

by M SFC.

d. Both lau nch vehi cle and laun ch faci l i ty modi fic at io ns w er eco ns id er ed . Exc han ge of inf orm at i on betw een the launc h faci l i ty and

launc h vehic le s tudy co nt ra ct or s was coor din ate d with MSFC and KSC.

e . Tr a j ec to ry , p ropel lan t d i s t r ibu t i on , and s tage s ize op t imizat ion

p r oc ed u r es u s ed we re com para' b l e t o M SFC m et ho ds .

f. The no min al mi ss io n prof i les us ed to s ize and es ta bl is h the

bas e l i ne veh ic le des ign , to es t ab l i sh t r a j ec to r i es fo r hea t ing and cont ro l

a n a l y s i s i and as a ba s i s for pe r fo rma nce co mpa r i s on wer e :

1, Tw o- st ag e, di rec t as ce nt to 100 naut ical mil e ci rc ul ar orbi ta l t i t u d e .

2. Th re e- s t ag e , wi th pr e- or b i ta l ign i t ion of the th i rd s tage to

100 na ut ic al mi le c ir c ul ar p ar kin g orbit followed by a sec ond burn out of

orb i t to 72- hou r lu na r inject ion. Th is is the plann ed Sat urn V meth od.

11


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Som e ve hic les used tw o- st ag e, di re ct ascen t to a 100 nau t ic al m il e

circular parking orbit followed by ignition of a third stage and boost to a

72 -hou r l una r t r a n s fe r t r a j ec t o r y .

g . Lau nch az imu th f rom AMR was 70 de gr ee s me as ur ed f ro mno rth to south ov er ea st and fl ight pr of il es we re o pt imi ze d in the pit ch pla ne .

h . Vehic le he igh t , fo r bo th two - and th re e- s t ag e veh ic l es , was

limited to 410 feet.

i . Pa yl oa d den ait y wa s hel d at five poun ds pe r cubi c foot m a x i m u m

for two stage operation and 11 pounds per cubic foot maximum for the

t h r e e - s t a g e v e h i c l e .

3. 2 FIRST STAGE

Th i r ty - t h r ee foot d i am et er and 2 . 29 prop el la n t mi x t ur e ra t io of the

exis t ing S-IC s tage we re to be m ai nta ine d.

3. 3 SECON D STAG E

a. Pr op el l an t mi x t ur e ra t io of 5:1 and 33-foot d i am et er we re to

be m a i n t a i ned .

b . Ma xi mu m sta ge length for bas el i ne se lec t io n was l im ite d to1,160 inches.

3. 4 THIRD STAGE

a. Pr op el la nt mi xt ur e ra t i o of 5:1 and 260- inch di am et er we re to

be m a i n t a i ned .

b. Maximum stage length equivalent to 350,000 pounds propel lant

ca pa cit y at a mi xt ur e r at io of 5:1 (about 16. 5 foot inc re as e) was to b e

m a i n t a i n e d .

3 .5 RESOURCES

a. Where two - and th re e- s t ag e conf igura t ions of the sa me bas ic

veh i c l e we re exe rc i s ed , t he t h re e - s t ag e conf i gu ra ti on was ana l yzed .

b . Upra ted Saturn V s t ag es we re to be fabr ica t ed by the pr es en t

co nt ra c t or s and cos t da ta fo r the s ta ges we re ob ta ined f rom the co nt ra c t or s .

12


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D5-13183

c. Th e im pa ct of study veh icl es on te st fac il it ies at MSFCi tea tfacil itie s at M T F , and launch faci lit ies at KSC we re con sid ered with theassistance of those agencies or their designated contractors.

d. Two flight te st s wer e specifi ed to qualify upr ate d ve hi cl es .

e. A prod uctio n pr og ra m of th irt y ope rati onal uprat ed vehicles tobe produced in five ye ar s was specif ied.

f. Uprat ed veh icl es will be con sid ered to be prod uced at six peryear with Saturn IB a companion program at six per year.

g. In ter med iat e payload vehic les will be cons ider ed to be producedat six per ye ar with Satu rn V a companion pr og ra m at six pe r ye ar .

h. A dynamic test vehicle was required.

3.6 SCHEDULE

A program schedule was required subject to the following restrictions:

a. The upr ate d vehicle developmen t pro gr am was to be pa ral lel withthe existing Saturn V program and not interfere with the existing Saturn Vdelivery schedule.

b. Vehicle development time to be a min imu m, consi stent with

completion of a thorough test program.

c. A program definition phase (PDP) was required prior to beginninguprat ing vehicle desig n and develop ment. Ea rl ie st allowed PDP st ar twas January 1967.

d. Ea rl ie st allowed auth ori ty to proceed for har dw are design anddevelopment was Janaury 1968.

3.7 PRICING

It was also required in performing these resources analyses that thefollowing pricing criteria be met:

a. Ne ces sa ry funds ar e avail able as. re qu ir ed .

b. All co st s w er e quoted in 1966 do ll ar s with no infl ationary facto ror mid-point estimate.

c. All cost s we re ba se d on two- shif t, fiv e-day week for ma nufacturingand one-shift , five- day week for en ginee ring .

13


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I NT - 20 I NT - 21

281.4

323.3

I. U.

J - 2 / F - L

3/1

4/1

100 N Mi Or b it

Ph - 103 LBS

78

132

F - 1 / J - 2 100 N Mi

*L " 103 L B S

4 / 3 167

4 / 4 186

4 / 5L96

5/3 222

5/4 246

5/5 255

FIGUR E 4-1 INT VEHIC LES

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4.0 MLV- SAT-1 NT-20 /-21 LAUNCH VEHICLES

The MLV- SAT -IN T-2 0 is a comb inat ion of the Saturn V S-IC and

S-IVB st age s. The MLV-SAT- INT-21 combines the Satur n V S-IC andS-II st ag es . All ar ra ng em en ts (s ee Fi gu re 4-1) we re found to befea sibl e. Eac h of eight sta ge/ eng ine configurat ions could be usedeffici ently to lau nch a payload in in cr em en ts be tween 78 , 000 pounds and255, 000 pounds to a. 100 nautical mi le Ear th orbi t.

Since future requirements will likely vary over a wide range ofpayloa ds and confi gurati ons, all INT-2Q /-21 vehi cles should be im pl ement ed si mul tane ousl y. This would allow NASA pl an ne rs to sel ect thevehicle matching a specific payload requirement.

If an uprate d vehicle is chosen for develop ment, th er e ar e si mi la rlogical inter media te derivat ives to be con sider ed.

4.1 CONFIGURATION SELE CTIO N (PHASE I)

Combinations of the three Saturn V stages and numbers of engineswe re studied duri ng Ph as e I to est abl ish the mo st pr omi si ng configurat ionsfor detailed investigation.

4.1.1 Candida te Configurations

Three configurations were studied for INT-20, each having an S-IVBwith a th re e- , four- , or five-engine S-IC. INT-21 ar ra ng em en ts includeda th re e- , four- , ox five-engine S-II combined with a four- or five-engineS-IC. Thi s re su lt ed in six INT-21 veh icl es .

4.1. 2 Tr ade Studies _ * . - i /

Parametric data were generated for the candidate INT vehiclescove rin g the following: (1) weight and m a s s ch ar ac te ri st ic s, (2) tr aj ec to ri esand pe rf or ma nc e, (3) ae rod yna mi cs and heating, (4) vehic le c ontrol ,(5) des ign load s, and (6) sepa ra ti on . A su mm ar y of INT -20 and INT -21laun ch, prope ll ant , and payload weights is shown in Table 4-1. The fiv e-engine INT-20 vehicl e, even though launched at a th ru st -t o- we ig ht rat ioof 1.25, deplet es fi rs t- st ag e propellan t rapi dly. It the ref ore rea che s astructural load limit at about 88 seconds after launch and three engines mustbe shut down. The resu lti ng payload is not significantl y bet te r than thefour-engine case (see Table 4-1) and therefore the five F-l engine INT-20was not consi dered furth er.

15


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TABLE 4-1 INTERMEDIATE VEHICLE PERFORMA NCE

VEHICLE STAGEARRANGEMENT

NUMBER OFENGINES

LAUNCHWEIGHT

LO6 LB

WWP1

IG6 LB

SAT -INT -20 S-IC/S-IVB 3/ 1 3.65 3 . 0

4 / 1 4.87 4 .1

5/1 5.07 4- 3

SAT-INT-21 S-IC/S-II 4/3 4.87

4 / 4 4. 87

4 / 5 4. 87

5/ 3 6. 09

5 / 4 6 . 0 9

5 / 5 6 . 0 9

3. 56

3. 40

3 .30

4. 56

4 . 4 7

4 . 42

Wp , = Fi rs t stage mainsta ge pr opellantWp2 = Second stage main sta ge propel lant

Initial launch azimuth - 70 degrees


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at

8

750 - i

an

ts9.0 526 6.6

R&D FLIGHTS Ul 3Z5.6

TA BL E 5-II SA T- V- 3B COST SUMMARY

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39


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D 5-13183

T

3 9 6 DIA PAYLOAi

493,900 LBS

I.U. i(3rd Stage)

JMS- IVB

LU--1-

(2ndTStage)1

i_L

A L = IG.5 ft.

WP = 35 0 K lbs.

I x J-2

MR = 5-1

STA 4804.5

4 4 3 9

4 2 4 8

26 0" DIA PAYLOAD188,800 LBS

3955 39193797

410 f tAL = 0 ft.

MS- II p 5 = 9 3 0 K lbs .

5 x J - 2

MR = 5 :

rMS-ICAL = 41.5 ft.

W P j = 6.64 M lbs.

5 x 1522 K F- [

Four 3 Segment 15 6"Solid Racket Motors

Wp s= 4.45 M lbs.

Web Burning Time100.6 Seconds

Li i

3330.53244.5

I

w/\ /\ /\

[ \f \ 31 44 (Engine Gimbal)

v

30172885.5

2346

2258

2162 (Engine Gimbal)

2062 20391899

SEPARATION

A"1360

1098.5

998.5 (Fwd At tach)

788.5

365

116 (Af t At tac h)

100 (Engine Gimbal)

STA - 115.5

FIGURE 6-1 MLV- SAT -V-2 5(S ) BASELIN E VEHI CLE

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6. 0 MLV- SAT- V-2 5(S ) LAUNCH VEHICL E

The Sat urn V-25(S) vehicle ( see Fi gu re 6-1) is a Sat urn V with len gth ened f i rs t and th ir d stag es, adapted for a t t ach men t of four 156-inch di am et er

so lid p r ope l l an t m ot or s .

The vehicle as defined in the Phase I trade study activity and studied indet ail in the Phas.e II activ ity is a fea sib le co nfi gur atio n and a log ica l c an di date to provide payloads in excess of those current ly avai lable with theSaturn V vehicle .

6. 1 CONFIGURATION SELECTION (PHASE I)

By va ryi ng th e weight and th ru st of the 156 -inch sol id ro cke t mo to rs

and the weight of pr ope l la nt in the co re st ag es , a nu mb er of re la te d

SAT-V-25(S) ve hi cl es we re evolved. Payl oad capab il i ty and vehicle c ost swe re est abl ish ed for thes e vehi cles in or de r to cho ose one ar ra ng em en t for

mor e de t a i l ed ana lys i s .

6. 1.1 Candida te Conf igura t ions

For the t rade s tudy, both two- and three-s tage opera t ion was cons idered-

Vehi cle height wa s fixed at 410 feet for both tw o- and t h r e e - sta ge co nfi gu ra

t ions . Propulsion and engine type for all stages wag fixed to correspond to

the ba sel in e AS-51 6 vehic le . Varyi ng weight s of pro pel lan t and corr esp ond ing

stag e lengths we re studied for a l l s t ag es . Fo ur 156-inch sol id propel lan t

rock et mo to rs we re at ta ched to the vehic le for thr ust augm enta t io n. Thenu mb er of seg me nt s (and thus sol id pro pel lan t weight) in the sol id mo to rs

was va ri ed be twe en two and four. Solid mo to r

th r us t / t ime r e s t r a in t s we r e spec i f i ed by M SFC.

Burnt imes and thrus t leve ls of the var ious

sized sol id mo to rs wer e var i ed al so , within

the re st ra in ts , to opt imi ze vehicl e l if toff

t h r us t - to - we igh t .

6 . 1 . 2 T r ade S tud ie s

Fi gu re 6-2 i s typic a l of the p ar am et r i cpe r f o r ma nce da t a p r ep a r ed fo r t he t r a de

study. Fi gu re 6-2 i l lu st ra te s the net pay -

load for the var ious number of segments in

the 156 -in ch m o t o r s a s a function of liftoff

t h r u s t - to - we igh t f o r t he t h r ee - s t ag e veh ic l e .

Thi s cha rt s how s two con dit ion s, i . e. ,

(1) opt imi zed f i r s t s ta ge prop el la nt weight

with st and ard secon d stag e pro pel lan t weight ,FIGURE 6-2 PER FOR MANC E

TRADE DATA

41


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D5-13183

and (2) optim ized pro pel lan t weights for the fi rs t and second sta ge s. TheMS-IVB in all cases was sized to maximize payload out of 100 nauticalmi le Ea r t h or bi t to lun ar inject i on. Note that the cu rv es ar e the loci of

max im um payload resul t ing, f ro m cons id er in g di f fe rent cons tant sol id m ot or

web ac t ion t im es comb ined with var io us cor e vehic le launch weigh ts .

T he da t a demons t r a t e t ha t :

a . Pay loa d in cr ea se s ap pro xi ma te l y e ight pe rc en t wi th each addi t i ona l

solid mot or segmen t.

b. A payload inc re as e of m o r e than two perc ent acc ru es by opt i miz in g

second s tage length . Ty pi ca l opt i mize d S-H s tage length in cr ea se s a r e

on the order of an additional ten feet.

c . S igni f icant payload i nc re as es a r e a t t r ibu tab le to the sh or te r burn t i me

solid ro cke t mo to rs and the re su l t in g hig her val ues for l if toff th ru s t - t o -

weight ra t io ,

In deve loping the se da ta , no s t ru c t ur a l pena l t ies we re ass es se d to the

candida te veh ic le s for the l if toff thru s t - to -we igh t var i a t io n. When s t r u c

tur a l weight pena l t i es , a re con s id ere d, as they wer e in o ther s im i l a r s tud ies ,

i t is found that beyond 1. 6 to 1.8 thru st - t o- we ig ht , paylo ad in cr ea s es a r e

not as large as indicated on Figure 6-2.

OPTIMIZED S- l I

Z.M

ira wo no 200PAYUM0-IB5*I03

Fi gu re 6-3 co mp ar es the payload cos t e f f ic iency

of dif fe rent sol id mo to r weig hts for the o pti miz ed

S-II s tage and st and ard length S-II s ta ge. The

ch ar t in di cat es that S-II s tag e opt imi zat ion is not

wor thwhi le but tha t la rger sol id motor weights

can signif icant ly improve vehicle cost eff ic iency,

F r o m th ese da ta , and bec aus e mi ni mu m sol id

mo to r bur nt im e was ground ruled at 100. 6 seco nd s,

i t was recommended to MSFC that the vehicle

indica ted as "base l ine" on Figures 6-2 and 6-3 be

cho sen for the next ph as e of s tudy. MSFC ap pro ve d

this se lec t ion.

FIGURE 6-3 COST EF FI CI EN CY

TRADE DATA

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D5-131S3

6. 2 DESIGN STUDY VEHICLE (PHASE II)

The single SAT-V-25(S) vehicle chosen during the Phase I activitywas defined in detail, its capabilities and characteristics were determined,

and its res ou rce requ ire men ts wer e established.

6.2 . 1 Vehicle Descri ptio n

The MLV-SAT-V-25 (S) bas eli ne vehicl e is shown in Fi gu re 6- 1. Itutilizes four three-segment 156-inch strap-on solid rocket motors eachwith 1. 1 millio n poun ds of pro pel lan t for th ru st augmen tatio n. Each so lidmoto r has a launch thr ust of 4. 0 million pounds. They burn re gr es si ve lyso that at burnou t th ru st is r ed uc ed to about 65 pe rc en t of the liftoff value.Each of the solid motors has a liquid injection (N2O4) thrust vector controlsys tem to aug men t the capabi lity of the gimbale d F - l engine s duri ng flight

throug h the ma x q re gi me . The liquid cor e stage s of SAT V-25(S) a reequipped with stan dard F- l and J- 2 engines. F ir st stage prop ellantcapac ity ha s been in cr ea se d to 6. 64 mill ion pounds by lengthen ing the stag e41. 5 feet. The second stag e is sta nda rd S-II length with a prop ell antcapaci ty of 930,000 pound s. The thi rd stage (for th re e- st ag e application s)is increased in length by 16-1/2 feet and has a propellant capacity of350,000 pounds.

6. 2. 2 Design Study Re su lt s

As noted on Figure 6-1, the SAT-V-25(S) two stage payload capability

to 100 nau tical mi le orb it is alm os t 494, 000 pounds and its 72-ho ur luna rinjection t hr ee -s ta ge capability is alm ost 189, 000 pounds.

Use of this vehicle was also considered for applications where thebaseline core vehicle (liquid stages without solids) could be flown by itselfor with only two st ra p- on solid mo to rs . The payl oads identified for the sealternates are shown on Table 6-1.

To furt her i mp ro ve payload, a spec ial study was conducted to dete rmin ethe effect of ta ilo rin g the solid mo to r th ru st time tr ac e. Fo r this study, thethrust was made regressive until the vehicle has passed through the maximum

dynamic p re ss u re reg im e. The th ru st level was then made pr og re ssi ve untilsolid mot or burnou t. The payload imp rov eme nt for the opti mum r eg re ss iv e-progressive thrust time trace over that available witn the baseline vehicle wasappr oxim ately one per cen t. This imp rov eme nt was not con side red significantenough tp warr ant complicating solid motor design for reg res siv e-p ro gr es siv eburning.

Significant load cr it er ia , and oths r data pert ine nt to vehicle design, ar e

43.


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TAB LE 6~I PAYLOAD CAPABILITY

Core Vehicle Without Solid Motors

NET PAYLOAD (LB)TWO-STAGE THREE-STAGE100 NM Orbi t 72 -ho ur Lun ar Traj .

T 0/ W o = 1.25

W p l = 4,34 3,4 23 lb

231,466 38,475

T 0/ W 0 = 1.18

W P 1 = 4,6 96, 492 lb239,558 91, 568

Core Vehicle With Two Solid Motors

TQ/WQ = 1.40

W p i = 6,000,000387,073 147,954

Core Vehicle With Four Solid Motors

T 0/ W Q = 1.734

W p i = 6,6 40, 000 lb493,900 188,800

44


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D5-13183

shown on Ta bl e 6-II with co mp ar at iv e Satu rn V va lu es . Although m ax

dynami c pr es su re (q) and acce le ra t io n a r e in cr ea se d s l ight ly , the 410

foot vehicle height coupled with the 33-foot diameter two-stage payload

caus e the l a r g e s t impac t on s t r uc t u r a l des ign r e qu i r e me nt s .

C o n t r o l r e q u i r e m e n t s n e c e s s i t a t e

addi t iona l capabi l i ty beyond the present

fin and F - l eng in e gim bal ing of the fir st

st ag e. Th e us e of th e liquid inject ion

th ru st vec to r co nt ro l on the sol id mo to r

is required for 26 seconds near max q

t i me of f l ight . Als o, be cau se the f i rs t

s tage i s ro ta ted 45 degrees compared to

Sat urn V, th e flight co nt rol sign al mus t

be modif ied to compensate for the rota

t ion.

-S) SATV

LOAD CRITERIA

MAX f HBSIFT2) s m

,"S AT MAX 4 C L LW

WIGHT tfT) no mCONTROL

MODE 5IM6AUD F-1'S GIMBALED F-l'5

Aero dyn ami c hea t ing i s s igni f icant ly

low er thari th e Sa tu rn V- Th e sho ck

wave f ro m the sol id mo to r no se cap may

impinge on the first stage LOX tank and

loca l insula t ion m a y be requ i red . No

pr o b le ms a r e an t i c ipa t ed a s a r e s u l t

of a e r o dyn ami c hea t ing .

SOLID MAX.

DEFLECTION ANGLf

SOLID TVC OPERATINGI

BATING

TYPABRMWUIIIC

I S - K F W SOI MAX TEMP

(MAX TEMP 8ASFI

flftB

M5E.IK Sit WITH T *

0 Q

Lnv COM SOLIDS

L8 0fTRM(JK)lt N/A

46-71 SEC

ZorfF

MS-IC-B IS)

ROTATED 45*

L25

N/A

wnrV

TABLE 6-II SIGNIFICANT

LOAD CRITERIA

The base hea t ing envi ronm ent i sm o r e s ev er e for the MLV -SA T-V -2 5(S)

than for the Sa tu rn V due to the solid mo to r exha us t p lu m es . Heat s hield

ma te r i a l s c an w i ths t and the an t i c ipa t ed 2080F t e mp e r a t u r e s success f u lly .

The aft sol id mo to r a t ta ch men t sk ir t wil l re ac h 195QF. Insul at ion pr o

tec t ion here wi l l be requi red.

The re l iabi l i ty of the two- and three-s tage conf igura t ions of

Sat ur n V-25(S) a r e 0. 986 and 0. 964, re sp ec ti ve ly , as co mp ar ed to

0. 990 and 0. 980 for the ba se li ne AS- 51 6. The lower va lu es for re l i

abi l i ty can be at t r ibuted to the addit ion of the strap-on sol id motors and

to long er f i rs t and thi rd stage bu rn t i me s.

Separat ion of the 156-inch SRM's f rom the vehicle can be accomplished

sa t i s fac tor i ly us ing explos ive separa t ion devices and smal l sol id rocke ts

for separa t ion force .

The addition of more fuel in the first stage and the four solid motors

in cr ea se s the 0 . 4 ps i o ve r - p re ss u re d is tanc e to a va lue gre a t e r than the

di st an ce bet wee n Pa d A and Pa d B on Lau nc h Co mp le x 39- Wa iv er s for

45


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D5-13183

this di st an ce will be re qu ir ed for joint usa ge o th es e pa ds when e it he r

pad con tai ns a fueled co re veh ic le with the solid mo to rs att ac hed .

Satur n V fl ight and cr ew safety pro vis ion s a r e sat i sfa cto ry for u sewith this vehi cle. Co mmu ni ca t io ns for some s tat ions wil l be "bla cked out"

due to the exha ust plu me in te rf er en ce , Othe r s ta t io ns , ho wever , wi l l have

cle ar an tenna ac ce ss dur ing the se per iod s and cont inuous commu nica t ion s

can be maintained

St r uct ura l loads and aco us t ic env i ronme nt a re i l lus t r a te d in Fig ure 6-4 .

The design loads are higher than those for the s tandard Saturn V requir ing

an in cr ea se in veh ic le s t ru c t ur a l weigh t. The pre sen t acous t ic speci f ica t ion

l imi t s a r e exceed ed a t se ve ra l loca t i ons on the f i r s t s t age . Requal i f i ca t ion

of acou st ic al ly s ensi t ive com po nen ts on this s tag e wil l be r equ ire d.

Major core vehicle changes including the impact of s t ructural loadi n c r e a s e s i s s u m m a r i z e d in Fi gu re 6-5 . Dry weight in cr ea se s ar e a l sotabulated.

FIGURE 6-4 ACOUSTIC ENVI RONM ENT AND STR UCTU RAL LOADS

46


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MM MM taatf titf M mJ Unl L-J L-J L-J U-J

COMMON BLKDINCREASED RADIUS

AFT SKIRT116% > STRENGTH

58% > STRENGTH INCREASEFORWARD SKIRT177% > STRENGTH

PROPELLANT TANKS

FORWARD SKIRT195%) STRENGTH

LH2 TANK574% > STRENGTH

INTERSTAGE-

87% > STRENGTH

LOX TANKADDITIONAL FRAMES502% > STRENGTH

-FORWA89% >

INTERSTAGE -

86% > STRENGTH

DRY WEIGHT INCREASEMS-IC-25(S) 31.5%

MS-1I-25(S) 8.6%MS-IVB-25(S) 27.4%

TWO ADDITIONAL ^HELIUM BOTTLES

INTERTANK115% > STRENGTH

THRUST STRUCTURE33% > STRENGTH

FIGURE 6-5 SAT-V-25(S) VEHICLE IMPACT


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6. 3 RES OUR CES

The pr es en t s t age , eng ine , and I . U. ma nu fa ct ur er s wer e as su me d to

be co nt ra ct or s for the modified vehicle. A dyna mic tes t veh icl e, s t ru ct ur al

te s t comp one nts , and two R&D fl ights for man -r at in g ar e requ ir ed . A newdynamic test stand will be required for test of this vehicle since i ts launch

wei ght ex ce ed s pr es e nt Sa tu rn V stand cap abi li t y. The S-IC sta ge of the

dynamic tes t vehicle wil l be refurbished after tes t and used as a f l ight

ar t i cl e. The 156-inch sol id roc ket mo to rs wi th thei r thr ust vec tor cont rol

sy st em mu st be deve lope d and qualifie d for this appl icat ion

A pro duc tio n ra te of six ve hi cl es per ye ar for a per iod of five y e a r s

was ut i l i zed to a s s e s s the prod uct i on imp act .

MS-IC-25(S.)

F i r s t s t age l eng th in cr ea se coupled wi th the mo re sev er e s t r uc t ura l

loa ds re qu ir e ch ang es in skin gag e, st i ffener spac ing, and fr am e ch ord

ar ea . Thes e changes ne ce ss i t a t e rev i s io ns in manufactur ing too l s , New

tools a r e req ui r ed for so l id moto r a t t a chmen t s t ru c t ure manufa ctur e . The

addi t ion of sol id mo to r funct ions ( igni t ion, sep ar at io n, ins t r ume nta t i on)

ne ce ss i t a t es changes and addi t ions to f i r s t s t age e le c t r i ca l cab le ma nu

fac t u r i ng boa rds .

The longe r, hea vie r tanks of the MS-IC-2 5(S) cannot be hydr ost at i c

te st ed in the pr es en t Michoud VAB pos it i on. A new stand will be neede d

and can be loc ate d in a pr es en tl y unus ed pos it io n in that building. Thefinal as se mb ly and tank as se mb ly s tat i ons als o must be modified for i n c re a s

ed stage length

To int rod uce the new conf igura t ion, wi thout fact ory modificat ion down

t i me , an addi t ional tank as se mb ly s tat ion and mo re s tor age spac e mus t be

added in the Michoud fa ct ory .

The two presently unused stage test posit ions must be modified to

acce pt the longer S-IC s ta ge s . Cabl es wil l be ins t al le d to the pr es en t

te s t con t r o l s t a t ions and co mp ut er s . Some new tes t equ ipment ( so l id motor

s i mul at or s) and mi no r modifica t ion of exis t in g equipment is req uire d.

Modificati on of the S-IC t es t fir ing st and s at MT F and MSFC ar e r e

qui red only bec aus e of the in cr ea se d s tage length and as so ci at ed prope l lant

capac i t y .

A min or modificat ion to the s tage t r a ns po rt er ca ble s and s t ee ri ng

po te nt io me te r will ada pt i t for the new sta ge len gth. Howe ver , the

48


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D5-13183

additional stage weight exceeds the forward (thrust structure) carriagecapab ility . Two new wheel doll ies must be added to the forward ca rr ia ge .

Both shut tle and sea going ba rg es mus t have th ei r decks strengthenedand supports and tie downs relocated for the longer heavier stage.

For the solid rocket motors, a development program of ten firings isas sum ed. Mino r facil ities ar e req uir ed but new tool s, jigs and fixturesa r e a major it em . New te st and checkout and tr an spo rt at ion equipment isals o included- Rai l tra nsp ort ati on from manuf actu rer to KSC is assu med .

MS- II-2 5 (S)

Manufacturing requirements for the MS-II-25(S) stage are definedby the schedule de li ve ry d ates and the stage st ru ct ur al modifications. Asep ara te stage will be manufac tured to be util ized for both static st ru ct ur estes t and for stag e dynamic tes t. Deli very of this sta tic /dy nam ic (S/D)stage requires that the standard S-II production be accelerated to accumulatesufficient stages to maintain a constant delivery rate at one stage every twomonths.

The revised structural design will require modification of the fabrication and as se mb ly tools for the forward and aft sk ir ts , LH2 tank wa ll s,int ers tag e and ae ro -f ai ri ngs . The Seal Beach facilities re quir e a minimumof modifications; the major work required is modification to the structuraltest tower for the in cr ea se d test loads . Some handling equipment at Tulsaand Seal Beach will requ ir e modification as a res ul t of the inc rea sed stageweight.

The current S-H program transport equipment and vehicles are compatible with the MS-II-25{S) stage design; no modifications would be requiredto handle the additional stage weight.

MS-IVB-25(5)

The elongated tank of the MS-IVB required by this vehicle has a significant impact on re so ur ce s. The standard S-IVB facilities for manufacturing,ass emb ly, test and checkout will need modification to acco mmoda te thisla rg er , he avi er stage . Additional machi ne tools and space ar e req uir ed forthe det ail pa rt manufact urin g. The mo st significant ar ea is the skin mil lsfor mach ining the tanks . The 24 to 36 month de liver y tim e for the se machi nesma ke ea rly de li ve ry of modified stag es difficult. The as se mb ly and checkouttow ers must be rew ork ed to in cr ea se the ir ve rt ic al capacit y. Welding torch es,pl at fo rms , and st age in te rf aces must be rel oca ted and adapted to the newvehicl e. A compl icat ed scheduling pro ble m exist s to prov ide tim e to modify

49


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D5-13183

the fac i l i t i es with mi ni mu m int e r f e re nce wi th de l i very of s ta nd ard s ta ges .

This re qu i r es acc e l e ra t i ng the produc t ion ra te of the s tan dard s tag es and

sto r in g th em for del ive ry On the ir no rm al shipping date . Thi s could ov er

load some of the checkout towers and requi re e i ther extens ive over t ime or

addit io nal faci l i t ies and GSE. The sta t ic f i r ing at Sa cr am en to re qu ir es

modifying the te st s tand. A st rea ml in in g of the tes t pr oc ed ur e is r ec o mm en d

ed as a me an s of s igni f icant ly reduc ing the co st of th es e mod if i cat i ons . The

st rea ml in in g would p er mi t mak ing the po st- f i r ing checkou t in the test s tand

and el iminate modifying the ver t ical checkout laboratory cel ls . -

The t ra ns po r t i ng equipment wi l l r e qu i re som e rede s ig n and a l l s h ip

me nt s wil l be by wa te r s in ce the pr es en t Sup er Guppy ai rc ra f t canno t ca rr ythe elongat ed sta ge.

Launch Faci l i ty and .Launch Operat ions Impact

The im pa ct of th is ve hi cl e on th e laun ch facilit y and Op era ti on s w as

studied by The Mart in Compan y und er se pa ra te con tr act to Kenned y Spac eCent er . This study ac t iv i t y des cr ib ed the mi ni mu m imp ac t launch s equ ence s

for thi s ve hi cl e as shown bel ow.

The modif ied core vehic l e wi l l be as se mb le d acco rdin g to s ta nda rd

pr oc ed ur es in the VAB on a modif ied m obil e lau nch er (ML) and wil l

sub seq uen tly be t r an sp or te d to the pad for a t t ach men t of the sol id r -ocket

mo to rs . Co nc ur ren t wi th the co re vehic le as se mb ly and checkou t , the

sol id rocke t motors (SRM) segments and c losure assembl ies wi l l undergo

rec eiv ing ins pec t io n, comp one nt ins tal la t ion and indivi dual chec kou t in anew mobi le e rec t io n and pr oc es s i ng s t r uc tu re (MEPS) a t a re mo te s i te .

After the liquid core vehicle on the mobile launcher has been secured to

the launch pad, the MEP S wi th insp ec ted segm ents and pr e - as s em b ly

closures for a l l four of the sol id rocket motors wil l move to the launch

pad and wil l be ma te d with the mob ile la unc her and groun d st ru ct ur e for

t ransfe r opera t ions of the sol id rocke t motor segments ( see F igure 6-6) .

Two cranes mounted on the MEPS will be used to lif t and attach the. aft

sol id roc ke t moto r c lo su re (wi th the p re -a ss em b le d a ft a t t ach men t ski r t )

to the l iquid co re . As se mb ly of two SRMs wil l be ac co mp li sh ed co nc ur ren t l y.

The th re e ce nt er se gm en ts and the for ward c lo su re wil l then be sta cke d on

top of each of the aft c l o s u re s . Th is pr o ce d u re will be dup lic ate d foras se mb ly and mati ng of the re ma in in g two sol id roc ke t mo to rs . After

assembly is made and al ignment of a l l four SRMs is completed, the MEPS

will then be t r an sp or te d back to i t s par kin g posi t ion . F ro m thi s point on,

the laun ch op era t i on s pro ce ed in a ma nn er s i mi la r to thos e for the Satu rn V

vehi cle wit ,h the exception of the added ope rat io ns for int egr ate d so l id rock et

moto r checkout and for sol id rocke t mo to r a rm in g.

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D 5 - 1 3 1 8 3

i / - sim ABOUT t

-*-s I IELEWIQH

FIGUR E 6-6 MOBI LE ERE CTI ON AND

PROCESSING STRUCTURE

Int roduct ion of the 156- inch so l id rocket motors increases pad

occ upa ncy t i me fr om 58 to 70 da ys . Howe ver, em er ge nc y take-d own

can be ac co mp li sh ed in 39 ho ur s , we l l wi thin the 72-hou r hu rr ic an e

warn i ng t i m e .

The ex i s t ing ve r t i c a l asse mb ly bu i ld ing wi th the work p la t for m loca t ions a l t e red can be u t i l i zed .

Modif icat ions at the launch pad inclu de re in fo rc em en t of the mobi le

lau nch er sup port p i e r s and pad s t ru ct ur e and the pro vis ion of he at shiel ds

for pad mounted equipment an d ' s t ru c t ur e , new f lame def l ec to rs and im

prov ed f l ame def lec tor anc hor age , f l ame pro t ec t i on for f l ame t ren ch

wal l s , aux i l i a ry exha us t def lec tor sh ie lds and in cr ea se d h igh pr es su r e

gas and pr ope l la nt s to ra ge cap abi l i t ies . Addi t ion al quant i ty and f low

ra te s of ind us t r i a l wa te r wi l l be req ui re d wi th in cr ea se d pumping capaci ty

and upgra d ing of the hydr omat ic sy s te ms . The wa te r ma ins s er v in g the

pad ar ea ar e ade qua te wi thout modi f ica t ion . Exis t ing e l ec t r i c a l powerand com m u n i ca t i on s a r e s a t i s f ac t o ry .

A so l id roc ket moto r iner t comp onen ts bu i ld ing mus t be prov ided .

A mobi le er ec t io n and pr oc es s i ng s t ru c t ur e (MEPS) mus t be prov ided wi th

park ing pos i t ion and addi t ional c r aw le r t r an sp or te r road way for ac ce ss .

Th e "mobi le se r vi c e s t r uc tu re (MSS) wil l re qu ir e a height exte nsio n to a

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D5-13183

leve l of 396 feet to p e r mi t wor k pl at fo rm s to be ra is ed to the re qu ir ed

s e rv i ce l eve l s . Th i s w i l l r eq u i r e i nc rea s ed s t ruc t u ra l r e i n f o rce m en t

and in cr ea se d e lev ator ru ns , The can t i l eve r f rami ng which suppor t s

the plat forms in the vicini ty of the sol ids must be reworked to increase

the l a te ra l c lea ranc e- I t i s no t pos s ib le to acco mpl i s h thes e req ui r edmodifi cat i ons in the f iv e-m ont h t im e span betwe en the las t Sat urn V

launch and the f i r s t MLV-S AT-V -Z5( S) R&D launch; th er ef or e, a new

MSS in co rp or at in g the abo ve change s mus t be bui l t .

One new and one modi fie d mobi le la un ch er (ML) a r e re qu ir ed to

sa t i s fy the l aunch ra te and . p r og ra m ph ase - i n r eq ui r em en ts fo r th i s

vehi cle . The pri nci pal modif icat ions involve rel oca t ion to hig her le vel s

of al l umb il ic al a r m s , shie lding of the front umbi l ic al face, in cr ea se d

eleva tor ru ns , an en la rg eme nt of the as p i ra to r ho le , f ro m 45 fee t to

55 feet , s t re ngth enin g of the ML pla t fo rm st ru ct ur e, re pl ac em en t of the

exis t ing vehicle support arms and relocat ion of equipment in the umbil icaltower and mobi le l aun cher p la t form. Pro tec t io n f rom exhaus t imp ing e

ment on the bottom of the ML will be required because of the exhaust

plum e spi l love r from the f lame t re nch .

The cr aw le r t r an sp or te r which wi l l be used to t r ans por t the mobi le

launcher and MEP S wi l l requ i r e upra t ing by appr oxima te ly 11 pe rc en t

to handle the in cr ea se d loads caused by the hea vie r MSS. Th es e modi fi

cat ions wil l include s t ru ct ur al beefup and a new, mo re powerful s t ee ri ng

s y s t e m .

Schedu l es

Within the Study gr ou nd ru le s and after an an aly sis of the re qu ir ed

design and development plans and manufacturing impact , a schedule for

dev elo pmen t and pro duc t io n of this vehi cle was pr ep ar ed . See Fi gu re 6-7.

This schedule shows that the MLV-SAT-V-25(S) f i rs t f l ight vehicle can be

avai lab le 42 months af ter hardware au thor i ty to p roceed (ATP) .

C o s t s

A veh icl e co st su mm a r y is shown in Ta bl e 6-III-

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111

11

D5-13183

DESIGN a FACILITIES

DYNAMIC TEST

LC- MOO

STAGE DCVELOPMEHT

MMC'BIS)

MS-l l -aS)

MS-IVB-ast

JW'DIA SOLID S

VEHICLE DaiVERIES

MIV-SAT V-SISI

1W | i w I 1W | ma 1971 1T7Z

41 I 1 | 1 I


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D5 -13183

3 9 6 " D1A PAYLOAD

379,300 LBS

STA 4804,5

I.U.(3rd Stage]

MS-M flL = 0

Wp = 930 K lbs.

5 x J -2

MR = 5 = 1

N

MS-IC

fiU = 28 ft.

Wp = SM lbs.

5 1 1522 K F-l

TFour 7 Segment (20

Solid Rochet Motors

WD '- 2.28 M lbs.

Web Burning Time110.7 Seconds

i i i

4 4 7 3 . 5

4 2 8 2 . 5

2 6 0 DIA PAYLOAD

139,300 LBS

35953559

3437

3165

3082 .5 2982 (Engine Qimbal)

2891

2855

2 7 2 3

2184

2096

2000 (Engine Gitnba!)

1900

18771737

SEPARATION

1196

1052

8 7 4 (Fwd Attach)

7 3 2

365

116 (Aft Attach)

100 (Engine Qimbsl]

STA - [15.5

FIGURE 7-1 MLV-SAT>V-4{S)B BASELINE VEHICLE

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D5-13183

7 . 0 M L V- SAT - V- 4( S) B

The SAT-V-4(S)B (See Figure 7-1) is a Saturn V vehicle with lengthenedfir st s ta ge, adap ted to acce pt a t tac hm en t of four 120-inch di am et er sol idm o t o r s .

The vehicle as defined in the trade study activity and studied in detail

in the P h a s e II act ivi ty is a fea si bl e and cos t effectiv e con figu rati on and

i s , th ere for e , a logical candi date to pro vid e payl oad s in exc ess of those

cu rre nt ly ava i la ble with the Satu rn V vehi cle . Mo maj or pro bl em ar ea s

we re identifie d for. eit her dev elo pm en t or pr od uct io n of this v eh icl e.

7. 1 CONFIGURATION SELECTION (PHASE I)

By varying the number of sol id rocket motor segments (and thus sol id

pr op el la nt weigh t), and co ns id er in g both op tim ize d leng th and fixed length

cor e st ag es , a nu mb er of re la te d SAT-V- 4(S)B vehicl es were evolved.Payload capabil i ty and costs were establ ished for these vehicles in order

to choose one a r rangement for more de ta i led ana lys is .

7. 1. 1 Candida te Conf igura t ions

For the t rade study both two and three stage operat ion was considered.

The ve hi cl e he ig ht was fixed at 410 feet for both the two and t h re e st ag e

con fig ura tio ns . Pr op ul si on and engine type for all st ag es was fixed to

co rre sp on d to the bas el i ne AS-5l6 vehi cle . Varying weight s of prop el la nt

and co rr es po nd in g sta ge lengths we re stud ied for a l l s t ag es . Fo ur 120-inch

solid pro pel lan t rocke t moto rs wer e at tac hed to the vehi cle for thr ustaug men tat ion . The nu mb er of se gm en ts in the

solid motors was varied between five and seven.

The ch ar ac te r i s t ic s of each sol id mot or were

speci f ied by MSF C. Signif icant sol id mot or

p ar am et er s ar e shown in Table 7-1. The ve

hicle lif toff weight was varied to maintain a

l if toff th ru st - t o- we ig ht of app rox ima tel y 1.25.

IN

BO

14

7.1 .2 Tra de Studies

-5*

| ltd

Fi gu re 7-2 is typical of the p ar am et r i cper formance da ta prepared for the t rade s tudy.

Fi gu re 7-2 i l lu s t r a te s the ne t payload ve rs us

the number of segments in the 120-inch motors

for the th re e- s t ag e vehic le . This curv e shows

two condi t io ns , opt imize d f i r s t - s tag e p ro

pel lant weight with the upper s tage propel lant

SJWQ

HMD SOLID MOTORS

OPTIMIZED-

* - liZERO MOTORS

SO5 STRENGTH

FORWARD SKIRT217% > STRENGTH

PROPELLANT TANKS78%>STRENGTH

COMMON BLKDINCREASED RADIUS

INTERSTAGE103% > STRENGTH

DRY WEIGHT INCREASEWS-IC 13.9%MS-II K.M.MS-1VS ||.f

FORWARD SKIRT215% > STRENGTH

LH2 TANK 502% > STRENGTH

INTERSTAGE'66% >STRENGTH

ONE ADDITIONALHELIUM BOTTLE

FIGURE 7-10 SAT-V-4{S)B VEHICLE IMPAC T

INTERTANK56% > STRENGTH

THRUST STRUC28% > 5TREN


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D5 -13183

The S-IC s t age of the dynam ic te s t vehic le wil l be ref urb is he d after

tes t and use d as a f l ight a r t ic le .

The 120-inch sol id rocket motors wi th their thrust vector control

system are assumed to be fl ight qualified in the Titan III-C vehicle

s y s t e m s .

A pro duc tio n rate of six ve hi cl es per yea r for a per iod of five ye ar s

was u t i l ized to as se ss p roduct i on impac t .

MS-IC-4(5)B

The maj or im pa ct of th e fi rs t stag e ch ang es on Micho ud fac il i t ies

will be due to the added SRM functions and manufacture of the SRM aft

Skir t s t ru ct ur e. Addi t ion al as se mb ly equipmen t , chec kout and handl ing,

and t ra nspo r ta t ion equipmen t wi l l be req ui r ed . The aft a t t ac hment

s t r uc t ur e i s a mar ag i ng s t ee l s t ru c t ur e requ i r i ng bor ing mac hin es , weld ing

fix tur es , and addi t iona l welding faci l i ty ar ea . The he av ie r and longe rfi rs t s tage wil l re qu ir e r ew or k of much of the exis t ing equip ment .

Major tool ing and as se mb ly r eq ui re me nt s at Michoud include an

addi t ional tank as se mb ly s ta t io n, an addi t io nal tank cleaning posi t i on,

and so me add i t i ona l and modi fie d tool ing. Addi t i onal ware hous ing ,

qual i ty as su ra nc e , and rec e iv ing inspect i on ar ea s wi l l be requ i re d .

Th es e addi t ions provi de the capab i l i ty of int r odu cing the new configu

rat i on with mi ni mu m dow ntim e.

Modifica tion of the S-I C te st fir ing st an ds at MT F and MSFC a r e

re qu ir ed only due to in cr ea se d s tage length and pro pel lan t cap aci ty .Solid mo to rs will not be fi re d in conjunct ion with the sta ge sta tic te st .

The s tage t r an sp or te r and the ba rg es mus t be modi f ied to acc ommo dat e

the in cr ea se d s tage l eng th . Addi t ional so l id moto r handl ing and t r an s

por t a t ion equipment wi l l be re qui re d .

MS-II-4(S)B

Manufa cturin g re qu ir em en ts for the MS-II-4{S)B s tage ar e defined

by the sche dule del ive ry date s and the s ta ge Str uct ura l modi fica t ion s .

A se pa ra te s t age wil l be ma nuf ac tu re d to be ut i l ize d for both s tat i cs t ru ct ur es tes t and for s ta ge dynamic tes t . Del iver y of this s tat ic/ dynamic

(S/D) s tage requi res tha t the s tandard S-n product ion be accelera ted to

ac cum ula te suff icient s ta ge s to mai ntai n a cons tant del ive ry rat e at one

Stage every two months.

The revised s t ructural design wil l require modificat ion of the fab

ricat ion and assembly tools for the forward and aft skir ts , LH? tank

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D5-13183

wa l l s , i n t e r s t ag e and ae r o - f a i r in gs . T he Sea l Beac h f ac i l i t i e s r eq u i r e

a mi ni mu m of modi f icat i on; the ma jo r work re qu ir ed is mo dif ica t io n to

the s t ru c t ura l te s t tower for the in cr ea se d tes t loa ds . Some handl ing

equi pmen t a t Tu ls a and Seal Be ach wil l re qu ir e modi f icat ion as a resu l t

of the in cr ea se d sta ge weig ht .

T he cu r r e n t S- II p r og r a m t r a ns po r t equ ipment and veh ic l e s a r e

com pat ibl e with the MS-II-4{S)B stage design; no mod if ic at io ns would

be required to handle the addit ional s tage weight .

Due to s tudy funding l imi ta t ion s , a se pa ra te MS-I I -4(S)B re so ur ce s

study was not ma de . The MS-II-25(S) s tag e r es o u rc e data was use d

wi thout modif ica t ion for SAT-V-4(S)B.

MS-IVB-4{S)B

The engineer ing redes ign of the s tandard S-IVB to convert i t to the

MS-IVB-4(S)B pr es en ts no schedule or techn ica l pr ob le ms . S t rengt hening

the ba si c s tr uc tu re of the sta ge wil l re qu ir e a few dev elo pme nt and

qua l i f ica t ion te s t s . The techni ques and pr oc ed ur es requ i r ed for the se

te st s are s i mi la r to many te st s cond ucted on the S- lVB s t age . T oo l s

and fac i l i t ies for per for min g the tes t s a r e rea di ly ava i labl e and wi l l

not pr es en t any pr ob le m. The fabr ica t io n, a ss em bl y, checkout , and

f ir i ng te st faci l i t ies u sed for the st an da rd S-IVB can be adapted to the

MS-IVB-4(S)B . The mach ine tool capac i t y req ui red to pro duc e the

s t a n d a r d S-IVB is adeq uate to pr od uc e the sa me ra te of MS-IVB- 4(S)B

st ag es . The de ta i l tool ing wi l l r e qu i r e nu me ro us min or changes but

these pr es en t no schedu le pr ob le ms . The as se mb ly and checkout tow ers

can be modif ied to accommodate the MS-IVB-4(S)B without any schedule

co mp li cat io ns . Howe ver , the 12 pe r ye ar pro duc tio n ra te (s ix for MLV -

SAT -V- 4(S )B and si x for Satu rn IB) ta xe s the cap abi li ty of To we rs 5 and

6. The Sa cr am en to Tes t Cen ter faci l i t i es ar e ade qua te and can be adap ted

to the MS-IVB-4(S) B without in te rf er en ce with the st an da rd sta ge d el i ver y

ra te s . The pr es en t t r a nsp or t a t i on equipment i s adeq ua te for the modif ied

sta ge though s om e st ren gt hen in g wil l be re qu ir ed on sel ec te d pie ces of

equipment*

Launc h Fac i l i ty and Oper a t io ns Imp ac t

The modif ied co re vehic le wi l l be as se mb le d accor din g to s t and ard

pr oc ed ur es in the VAB on the Mobile Lau nch er an d wil l subse que ntl y be

transported to the pad where the sol id rocket motors wil l be a t tached.

The Solid mo to r s eg me nt s wil l be as se mb le d in a Mobil e As se mb ly and

Handling St ru ct ur e (MAHS), a t a s i t e to be prov ided , and tr an sp or te d by

this MAHS to the launch pad for subsequent assembly of the solids to the

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D5-13183

ELEVATION

FIGU RE 7-11 MO BI LE ASSE MBLY AND HANDLING STR UC TU RE

co re ve hic le . The MAHS wil l ma te with the mob i le lau nch er for this

assembly operat ion and handl ing equipment within the MAHS wil l be

ut i l ize d for pla ce me nt of the sol id mo to rs ag ain st the co re vehic le {se

F ig u re 7-11). After a s se m bl y of the soli d mo to r s, the MAHS will be

rem ove d and rep lac ed by the se rv ic e tow er . No rm al oper a t io ns for the

co re veh ic le wi l l be re su me d and addi t iona l ope ra t ions a s req ui re d for

sol id mot or final chec kout and ar mi ng wil l be a cc om pl is he d.

The exis t ing VAB with wo rk pla t fo rm loc at i ons a l t er ed and the

exi sti ng lau nch pa d and its existing , flam e tr an ch can be uti l iz ed. The

crawler t ranspor ter roadways are suf f ic ien t fo r th i s veh ic le wi th the

except ion of the re qu i r em en t fo r some addi t ional c r aw le r t r an sp or te r

roadw ays as re qu i r ed for ac ce ss to the so l id mot or as se mb ly s i t e . Major

impact areas include the development and construct ion of the MAHS and

modifi cat ion s to the mobi le la unc he r (ML) to in cr ea se i ts deck load

capaci ty , to re lo ca te the swing a r m s , to re loc ate the t a i l se rv ic e ma s t s

and hblddown s t ru ct ur e, and to en lar ge the as pi ra to r hole to al low ad di t i onal

68


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D5-13183

spa ce for the so l id rock et moto r noz zle s . Insu la t ion in se lec ted ar ea s

wil l he re qu ir ed tQ pr ot ec t the ML during launch.

The total cos t fo r the modific atio n and add itio ns de sc ri be d is 177. 3

mi ll io n do ll ar s. Of sign ifi can ce is the fact th at a ma jo r port ion of thiscost is due to the requirements for a new as well as a modified mobile

la unc her (ML) and a new as wel l as a modified mobi l e ser vi ce s t ru ct ur e

(MSS). Th es e ne w it em s a re for ce d be ca us e of the gro und ru le which

l i mi ts the t i me betw een the la s t s t and ar d SAT V laun ch and the f i r s t

MLV -SA T-V -4( S) B launch to f i re mon th s . If this t ime could be extende d

to preclude these new i tems, the above cost could be reduced by approxi

mat e ly 80 mi l l i on do l la rs .

Schedu l e

Within the study ground rules and after an analysis of the requiredde sig n and dev elo pme nt pla ns and man ufa ctu rin g impa ct , a sch edul e

for dev elo pme nt and prod uct i on of this veh icl e was pr ep ar ed (se e F ig ur e

7-12). This sched ule shows that the MLV- SAT- V-4( S)B . f i r s t f l ight

vehic le for mi ss io n appl i cat io ns ca n be ava i la ble 41 month s after ha rd

wa re Author i ty to P ro ce e d (ATP) .

DESIGN t FACILITIES

DYNAMIC TEST

LC-39MOD

STAGE DEVELOPMENT

MS-IC

MS-JI

JWS-IV1

VEHICLE DELIVERIES

KV -S AT V -* S JB

1 , i t 3 , l ttHI IW Imt i two

l , i t4 1 . 1 , 1 , 4 I

W712j_J * I

\ ~^

MNMHHKi

sKtt7cmf 3~;' *_Li

n - t x - r t r L L L L i

1*7?1 3

KCMMOt

IICTWCTJK

S

rTOMllMinr

n1KMT

A mil f -H

am nxunr-n

imik

< Wilis | I ,I 0 00 urauKTuaia-ttiuM

HOI *

B A

I DAMNC true covin

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DS-13183

Costs

A veh icl e cost summary is shown in Table 7-IV.

TABLE 7-IV SAT-V-4(S)B COST SUMMARY

COST - DOLLARS IN MILLIONS

LAJNCH VEHICLE

5ot-*t Assis t

S-iC Stj 4 e

S-tl Stage

5-iVB SUge

' .natr ' imeat Unit

LAUNCH VEHICLE TOTAL

GHOUND SUPPO RT EQUIPM ENT

3o os t A151 st

S-IC Staee

S-H St;e5 - i V ? Stage

GSE TOTAL

FACILITIES

S-IC SlageS-n 5tae

S-1V2 Stage

Lau nch Vehicl e - KSC

Launch Vehicle - Other

FACILITIES TOTAL

SYSTEMS ENGINEERING AND INTEGRATION

l^UNCH SYTTEMS TOTAL

RID FLIGHTn

II)

D E V E L O P ME N T

STA^E ENGINE

OPERATIONAL

STAGE ENGINE

T O T A L

1.07 4 .0

=S.7

47- i

B l 4 . T

iW. 2

136,1

319.42T3. -1

H*. i17. i*

III. 4H,!. i"*.t.O! ' " .

i & . i

1 ^ , 1

26-4

=.7.643 . i

-q". - i6QI . l i

LS.5

II . 5Ifc.8

*. i

26-4

=.7.643 . i

4 . i

6 - .1hi), i

43 .3 j . W. 5 r . 6 .

18.1)

2- 0

177.3

l . l

4 . "7; 3.!i

.S.n

[?


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D5-L3183

71


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260" DIA PAYLGAD220,200 lbs.

36973661

3539

STA 4 804.5

4 4 3 9 5

4248.5

3002.52986; 5

2893 (Engine Gimbol)2795

759

2627

20882 0 0 0 1904 {Engine Gimbol)1804

17811699 (Fwd Attach) p

164!

1448 p

1356 p

SEPARATION

1005

821 p729 p699 p695

6 0 7 p

365317 p

225 p116 (Aft Attach)100 (Engine Gimbgl)

STA -115.5

FIGURE 8-1 SAT-V-23(L) BASELINE VEHICLE

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D5-13,183

3. 0 MLV-S AT -V-23 (L) LAUNC H VEH IC LE

The Saturn V-23(L) vehicle (see Figure 8-1) is a modified Saturn V

with lengthened first and third stages, and adapted for attachment of four

260-i nch di am et er l iquid pro pel lan t pod s. The modif ied Satu rn V co reand l iquid pro pel lan t pods us es s t and ard F - l and J- 2 engi nes .

The SAT-V~23(L) vehicle as def ined in the t rade study act ivi ty andstud ied in de ta il in P h a s e II act ivi ty is a feas ibl e co nfig ura tio n and alogica l candid a te to prov ide payloads . in ex ces s of thos e cur re nt l y ava i lablewith the Saturn V vehicle.

The Sa tu rn V-24(L) vehi cle (see Fi gu re 1-1) is si mi la r to SAT- V-2 3( L)

excep t that f i rs t sta ge and liquid pr op el la nt pods us ed up ra te d 1. 8 mil lio n

pound th rus t F - l engines and the upp er s t age s us ed var iou s nu mb er s and

th ru st level s of up ra ted engines as def ined for the SA T- V- 3B vehi cle .

The SAT-V-24{L) vehicle was only studied during the Phase I study

act ivi ty. A ve hi cl e conf igu rat ion could no t be defined that fell within th e

410 foot study gr ou nd ru le hei ght li mi ta ti on as defined in Sec tio n 3. 0.

8. 1 CONFIGU RATION SEL ECT ION (PHASE I)

By vary ing the pro pel lan t weight between the co re s tag es and pod s, anum ber of re l a t ed SAT-V-23(L) and SAT-V-2 4(L) vehic l es resu l ted . Pa y-load capabil i ty and vehicle costs were establ ished for these two famil ies

Of veh icl es in o rd er to choo se a s ing le bas el i ne vehicl e for m or e detai leda n a l y s i s .

8. 1. 1 Can di da te Con fig ura tio ns

During the t r ad e study both' two and th ree stag e veh icl es wer e con sid ere d.Pr op ul si on and engi ne type for all sta ge s and the liqu id pr op el la nt pods forthe SAT- V-23 (L) vehi cle was fixed to co rr es po nd to stan da rd Saturn Vengi nes as defined for the ba se li ne AS-51 6 ve hic le. Eac h of the four liquidprop e l lan t pods use d two s tan dard F - I engines .

On the SA T- V- 24 (L ) vehi cle , f ive 1.8 mil lio n pound th ru st upr at ed F1engines were used in the MS-IC-24(L) stage and two in each of the liquidprope l lan t pods . MS-I I -24(L) s tage use d var i ous nu mb ers and thru s t lev e lsof up rat ed eng ine s as def ined in the ML V- SA T- V- 3B sect io n. The MS- IVB -24(L) sta ge us ed a sin gle up ra te d engin e of the s am e type and th ru st lev elas defined in the MS- H-2 4( L) sta ge.

Pod pro pe l lan t capac i ty was de t e rm ine d by t radin g prop e l lan t be tween

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D5-13183

liquid co re sta ge s and the po ds . Pod di am et er s ranging bet ween 156

and 396 inc hes we re con s id ered .

8. 1.2 Tr ad e Studi es

Figure 8-2 represents the prope l lant t r ade be tween the MS-IC-23(L)

co re s ta ge and the liquid pr op el la nt pods for the SAT-V-23(L.) ve hi cle .

The lo wer s et of cu rv es is for the th re e stag e 72-ho.ur lu na r inj ecti on

mi ss io n and the up pe r se t of cu rv es for the two -st age 100 na ut ic al mi le ea rt h

orb i t mi ss io n. As shown, the var ia t ion of pe rf or ma nc e as a funct ion of

pod - to -MS- IC burn t im e and prop e l lan t loading i s not ex t r em el y sens i t ive

fcr e i th er two or th ree stag e veh icl es. The bas el i ne SAT-V-23(1_) was

sel ect ed , the refo re, , to sat is fy the 410 foot vehi cle heigh t li mi t.

SO

3

3i 3

Wpl 4W pz 0PnMIZfD

Wp? - BOOK FIXED

Wpj -WKFI t fO

141?

r

THO" I0PTI

30 60 70

8URNTIW/5-IC BURN TIM -PERCENT

FIGU RE 8-2 SAT -V- 23 (L) TRA DE STUDY PE RF OR MA NC E DATA

Th e SA T- V- 23 (L ) fi rs t st ag e wa s leng the ned 20 feet and the t hi rdst ag e len gt he ned I D. 5 feet wh ic h wa s equiva lent to the leng th and pro pel lan t

capac i ty of the MLV -SA T-V -3 B base l in e vehic le .

Fi gu re 8-3 shows net payl oad ve rs us the nu mb er of eng ines (dash ed

lings) and thrust per engine (solid lines) on the MS-II-24(L) stage for

veh icl es with pro pel lan t opt imi zed sta ges and vehi cles with second stag e

li mi te d to 15. 5 feet lengt h in c re as e and thir d s tag e li mi ted to 16- 5 feet length

in cr ea se . As shown on Fi gu re 8-3, with f ixed upp er s t ages and a MS-II-24(L)

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D5-13183

th ru st of 1.6 mil l ion pounds ( lower family of cu rv es ) , the mi ni mu m vehic le

heig ht for t he SA T- V- 24 (L )w as 507 feet at a pay loa d of 348, 000 po un ds .

Optimizing the propel lant loading in the upper s tages a t a MS-II-24(L)

th ru s t le vel of 1. 6 mil li on poun ds wou ld re s ul t in a pa yl oa d of 369, 000

pou nds to 72 -h ou r lun ar injectio n and 860, 000 pou nds to 100 nau ti cal

mi le orb it wit h a veh icl e hei ght of 536 feet. Als o, at MS-I I-2 4(L ) th ru st

le ve l of be tw ee n 2. 8 and 3. 0 mi ll io n pou nds a pa yl oa d of 410, 000 pou nds

to LOR and 9&0t 000 pound s to 100 nau ti cal m il e or bi t can be o btain ed

wit h a ve hi cl e he ig ht of 600 feet. Sin ce no ve hi cl e fell wit hin the 410 foot

height l im it , S AT-V -24 (L) was not co ns id ere d f ur th er .

(tart

in

S-l I THRUST (VAC) - HTLB5

FIGU RE 8-3 SAT -V- 24 (L) TRA DE STUDY PE RF OR MA NC E DATA

Tr ad e s t udi es of l iquid prop e l la nt pod di am et er s ize rangin g be tween

156 to 396 in ch es show that veh icl e and p r o g r am co st ar e rel at iv el y i n

se ns it iv e to pod d i a m e t e rs betw een ZOO to 300 in ch es . A 26 0-i nc h d ia me te r

pod wa s selec ted for bes t ov er al l vehic le geo met ry.

8 . 2 DESIGN STUDY VEHICLE (PHASE II)

The basel ine SAT-V-23(L) vehicle chosen dur ing the Phase I act ivi tywas def ined in de ta i l , i t s capab i l i t ies and ch ar ac te r i s t ic s we re de t e rmi nedand i t s r e so ur ce r eq u i r eme nt s e s t ab l i shed .

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D5-13183

8.2 .1 Vehicle Descript ion

The .selected ba se li ne vehicl e in co rpor at es a 16. 5-foot longe r t hirdstage, standard length second stage, and 20-foot longer first stage thrust

augmented by four 260-inch diameter liquid propellant pods.

The 131-foot long pods (as shown in F ig ur e 8-4) attach to the MS -IC-Z3(L) stage at the outboa rd engine loc ati ons , u se S-IC technology, st ru ct ur alconcept s, and sy st em s. Each pod has two stand ard F- l engines whichgimbal to suppl ement the con tro l capabi lit ies of the co re vehi cle Each podis an independent stage which can be checked out and test fired as a unit.

FIGURE 8-4 LIQUID PROPELLANT POD DESIGN

8.2.Z Design Study Res ult s

The SAT-V-23(L) two-stage payload capability to 100 nautical mileorb it is 579, 300 pounds and its 72-h our lunar injec tion payload is 220,200

pound s,

Use of this vehicle was also considered for application where thebaseline core vehicle (without the liquid pods) could fly alone or withtwo str ap- on liquid pods. The payloads identified for these alt ern at esare shown on Table 8-1.

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T A B L E 8-1 THREE-STAGE 72-HOUR LUNAR

INJECTI ON PAYLOAD CA PABIL ITY

No. of P o d s

0

p, - 1 0 J L b s .

80

155

220

Signi f icant load c r i te r ia and other da ta per t inent to vehic le des ign

are shown on T a b l e 8-H wi th compar a t ive Sa tu r n V v a l u e s .

T he con t r o l r equ i r ement of the S A T - V -

23{L) requi res tha t t h e four outboard engines LQADCRITIRIA

on the cor e veh ic l e and all eight engines on

the pods gimbal . Th e maximum gxmbal r e

q u i r e m e n t s d u r i n g m a x q flight is 4. 1 de

g r e e s of the 5. 15 d e g r e e s m a x i m u m a v a i l

able . Aer od yn am ic f ins a re n o t used .

MAX^ OS/FT2)

g'sATMAX HjC

WIGHT (FTI

0NTHCH

MOW

The aerodynamic hea t ing of the MS-

IC-23(L) forw ard ski r t h a s i n c r e a s e d f r o m

167F {Saturn V) to 215F due to the shock

p a t t e r n s f r o m the pod nos e con es . This i n

c r e a s e d t e m p e r a t u r e is not a p r o b l e m .

Base hea t ing of the MS-IC-23(L) i n

creases f rom 1900F (Sa turn V) to 2 2 0 0 F .

The heat shield ca n wi ths t and the i n c r e a s e d

b a s e t e m p e r a t u r e .

C o m m u n i c a t i o n s for some sta t ions wil l

be "blacked out" due to the exhaus t p lume

int e r f e re nce . Other s ta t io ns , howev er , wi l l

MAX. QEFUTTIQNANGU1NFLIGH1

WATINC

TYP. AERODYNAMICIS-iCRM). SXT.I

MAX TEMP

BASE IMAXTW.J

-mi

792

L90

410

12GIMBALED

F-1'S

41 KG

Z15f

*BAStLIWS16WITHT.yw -LZ5 0 o

MTV

m

G1MBALE0 F-l'S

J.5M6.

1F

Waft

T A B L E 8-II SIGNIFICANTLOAD CRITERIA

have c l e a r commu nica t i ons dur ing th e sep e r i o d s and can prov ide cont inuous com mun ica t io ns . Crew safe ty s tudiesshow the abort lead t ime to be 15 to 20 pe r cen t g r ea t e r t han for the Sa tu r n V.

These abor t lead t imes can be r educed by i n c r e a s i n g t h e escape sys t em

rock e t mot or capabi l i ty .

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D 5 - U 1 B 3

Digi tal s imulat ion of s epa ra t i on dynam i cs for the expended pods

d e m o n s t r a t e s t h a t a pos i t i ve co r e / p od s epa ra t i on c l e a ra nce i s obta ined

and t ha t ax i a l c l ea rance occu r s a t 1. 83 seconds af ter se par a t io n .

The addi t ional p ropel lan t in the f i r s t and th i rd s tages and the fourl i