I TWR-5{I72

I
I, FINAL REPORT

I, FOR SPACE
STUDY SHUTTLE
OF SOLID ROCKETBOOSTER
MOTOR ;!

I VOLUME II TECHNICAL
, BOOK 2 OF 5

I
by

I' THIOKOL/WASATCH DIVISION

I AP.O.
Division
Box of Thiokol
.524, Chemical
Brigham City, Corporation
Utah 84302

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prepared for
i
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION
I
l 15 March 1972

I CONTRACT NAS 8-28430

I Data Procurement Document

Data Requirement MA-02No. 314

George C. Marshall Space Flight Center

Marshall Space Flight Center, Alabama
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PREFACE

I
This report contains the results of Thlokol Chemical Corporation's Study
I of Solid Rocket Motors for Space Shuttle Booster. The objective of the study w_s
to provide data to assist National Aeronautics find Space Administration in selection
• | of the booster for the Space Shuttle system. This objective was satisfied through
! definition of specific Solid Rocket Motor (SRM) stage designs, development program
requirements, aud production and launch program requirements, as well as the
development of credible cost data for each program phase. The study was per-
formed by Thiokolts Wasatch Division, Brigham City, Utah, for the NASA George C.

under the Space

Marshall direction of Mr.
Flight Daniel
Center H. Contract
under Driscoll/PD-RV-MGR
NAS 8-28430. NASA/MSFC.
The study was Thiokol
conducted
study direction was provided by Messrs. E. R. Kearney0 Corporate Director,
_ Space Shuttle Program, and J. D. Thirkiil, Program Manager, Space Shuttle SRM
| Booster Study, Wasatch Division

I The final report was prepared in response to Data Procurement Document 314
and Data Requirement MA-02. The report is arranged in four volumes:

Volume I Executive Summary

Volume II Technical

Volume III- Program Planning Acquisition

Volume IV - Cost

Data Requirement M .02 specified that the Cost report be par' .f the Program
Acquisition ar._ Planning report but because oF its importance end size it has been
bound as a separate volume in this Final Report.

Vo!ume II, Technical, has been further subdivided into five books as follows
for ease of review and handling:

i
Book i

Section 1.0 - Introduction

Section 2.0 - Propulsion System Definition
Section 3.0 - SRM Stage

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Book 2

Section 4.0 - SRM Parametric Data

Section ft.0 - SRM Stage Recovery
Section 6.0 - Environmental Effects
Section 7.0 - Reliability and Failure Modes
Section 8.0 - System Safety Analysis
Section 9.0 - Ground Support Equipment
Section 10.0 - Transportation, Assembly, and Checkout
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Book 3

Appendix A - Systems Requirements AnaLysis

Book 4

Appendix B - Mass Property Report

\ Appendix C - Stage and SRM CI Specifications

Appendix D - ICD's
Drawings, Bill of Materials, Preliminary

Book ,5
Appendix E - Recovery System Characteristics for
I Thiokol Chemical Corporation Solid
Propellant Space Shuttle Boosters

Appendix F - Quantitative Assessment of Environmental

Effects of Rocket Engine Emissions
During Space Shuttle Operations at
Kennedy Space Center

Appendix G -' Thiokol Solid Propellant Rocket

Engine Noise Predict/on

Appendix H - SRM Stage Recovery

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JI Requests for further lnformatio,_ should bo directed t_;

'rhiokol
Wasatch Chemical Corporation
t Division
P. O. Box 524

Brigham City. Utah 84302

ft. D. Thlrkill 801 - 863-3511.. Ext 3-348:1

I. t,. Adam_ 801- 863-3511. I xt _-.i40(_

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I tO.TENTS
ROOK 1

1 0 INTRODUCTION 1 1
t

2, C PROPULSION SYSTEM DEFINITION ................... 2-1

t 2, 1 Introduction ................................... 2-1

2.2 Stage Design Requirements ............ 2-2
2.2. 1 Performance ..................... 2-2
I 2.2.2 Thrust Vector Control •, .... . ....... 2-3
2.2.3 Abort .... , ..................... 2-3
\ | 2 o2. 4 Stage Structures .................. 2-6
I 2, 2, 5 Staging and Separation .............. 2-6
2.2.6 Eleetrornechanieal Display and Avionics .. . , .... 2-6
J 3. 0 SRM STAGE DESIGN • • • a • • • * • • • i • • • e i • • • • . • • • • * • • 3 -- 1

i '3. 1
t
Introduction . . • • • • • • • • • • • • • • • ¢ • • • • • * • * • • • • • • * e .
3m 1
3.2 Systems Analysis Summary, ................. 3-3
3.2. 1 Operational System Analysis ................ 3-5
3.2.1• 1 Functional ]_low Diagrams .................. 3-6
3.2.1.2 System Functional AnaLyai_, ............... 3-6
t 3 2• 2 Maintenance Analysis 3-7
3.3 Stage Design Summary ................... 3-8

t ', 3.4.1
3.4 Introduction .........................
SRM Stage Designs ................ . .... 3-8 :
3.4. 2 156 Inch SRM Stage Parallel Configuration ........ 3-8
I 3.4.2.1 Basic Motor , ....................... 3-17 i
3.4.2.1.1 Grain Design and Performance, ............ 3-20
3.4, 2.1, 2 Propellant ........... . ............... 3-51 _
3. 4 , 2 . 13. Case . .... , ,., ** . ,. ...... , , ., '3-or'6 ;
3,4.2,1,4 Internal Caee Insulation ............. 3-63 _,
! 3, 4.2.1.8 Liner, ......................... 3-69
t 3.4.2,1,6 Nozzle ......................... 3-69 _
3.4.2.1.7 Ignition ........................ 3-79
I 3 4.2,1.8 Electrical 3-93
3.4.2, 2 Additional Design Features ........... 3-100

i 3.4.2,2.2
3.4,2.2.1 TVCSystem
Abort System . .......
......................, .............. 3-100
3-186

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] CONT N'rS
(C,,nt)

J.4.2.2.3 ElectrlcLfl and Electronic stems ........ _-la(

I ,3.4.2.3
' ' Stage Components ................... '_-]3J
iI o 4 . 2 .t '3e 1 Introduction e e I e $ $ • I t o | e o • | t o m to 0 i 3-1_,9
B

I1 ¢ 4 e 2 e_._4
" " _qtage Structure ¢ $ o $ $ • , • , • I • • • • • • I # • :3-192
3 4 2 3 '3 Staging '3 212
3• 4e 2 • 4 Mass Properties • • e • e • , • • • • • • • • • . . • 3-220
3.4. 2.5 SRM Stage and SRM Contract End Items (CI) Specifications, 3-220
3.4. 2.6 Drawings, Bill of Materials, and Preliminary ICD's . . . 3-220

3.4.3.1
3.4.3 Basic
156 inch Motor
SRM .........................
Stage Series Configuration .......... 3-222
3-222
_. 4. 3.1.1 Grain Design and Performance ............ 3-224
_ :3.4. 3.1.2 PropelLant ....................... 3-225
3.4.3.1•3 Case ........................ 3-225
;3.4.3.1.4 insulation ...................... 3-226
3-226
I 3.4.3.1.5 Liner .........................
3.4 System
,_ 3 1.6 TVC 3-227
Stage Structur ....
I 3.4.3•2
3.4.3.3 M ass Propertiese ...................
................. 3-23,3
3-257
3.4. 4 120 Inch SRM Stage Parallel Configuration .... 3-240

I 3 4. 4.1 Basic Motor .................... 3-240

3• 4. 4.1.1 Grain Design and Performance .......... 3-240
3,4.4.1.2 Propellant ......................... 3-244
0'3. 4 o 4 • 1 • 3 Case • • • • • • a • i, • o • • • • • . • i a • • I • 3-244
q . 4 . 4 • 1• 4 Insulation • • • • • • • • o # • • • • • • • t 3-244

' 3.4.4.1.5
3.4.4.1.6 Liner
Nozzle ....................
................. 3-244
3-244
'3 4 4 1 7 Actuation System 3-244
3.4. 4.2 Stage Structure ............ :3-246
:3.4.4.3 Mass Properties .............. 3-246 i:!!
3.4.5 260 Inch SRM Stage Series Configuration . .. :t-250 :
3e 4• 5• 1 Basic Motor • I • • a • • e | • e • • • • • • • • 3 e" 250
3.4. 5.1• 1 Grain Design and Pe_formance ..... 3-250
'l O 4 • 5 • I • 2
Q Case • • • • • • • • • • • • • • • • • • • 0 e • 3-250
3.4. 5.1.3 Insulation Design .......... . ..... 3-2M
3 4 r. 1 4 Liner 3-254
¢'| • 4 • 5 • ] ,•_ e. TVC System g • a • e • * • • I • • • e • • * • • 3-254
3.4. 5.1.6 Stage Structure, 260 Inch Series ....... 3-259
3.4. ft. 2 Mass Properties ................... 3-25.)
3.5 Supporting Research and Technology ......... :3-261

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} CO}TTENT _ (Cent) _
BOOK 2

4.0 SRM PARAMETItlC DATA ........................ 4-1

I

5.0 SRM STAGE RECOVERY .......................... _i-1

i 5• 1 Autorotation Mode • • • o • • • • • • • o • * • • * • • • • • • • • • • * • •
5-1
5 2 Balanced Dihedral Fins 5 4
r, , B mb M de
i 5.4
,_. ,3 Decelerators
o .................
o .................. 5-(;
8-6
5• 5 Parachute Stowage • • • • • • • * • * • 5-12
} 5.6 Recovery Hydrodynamics ........ 5-14
5.7 Case Reeovery ............. 5-19
5• 8 Refurbishment • • • • * • • • • * • • * • o 8-24
5• 8• 1 • • • • • • • • • • • • t • • • *
I Motor Case 5-24
5• 8* 2 Nozzle • • • • • • • • • e • e • • • • • * • • 5-25

i 5.8.3
5.8.4 Stage Structure
IIPU and Actuation...............
System ......... 5-25
5-26
5• 8* 5 Recovery System • • o • • • • • • • • • • • 0 5-26

t 6 0 ENVIRONMENTAL EFFECTS 6-1

6 1 Exhaust Gas Toxicity Analysis 6-1

6• 2 Acoustics t • t • • • • • • • • • • • • • • • • • • • • • • * • o * o * • • • • o 6-9

7• 0 MANRATING OF THE SRM STAGE * • • * • * • • • • • * • • • • • • • 7-1

7 1 Reliability 7-1
7 1 1 Design 7 1
7.1.2 Manufacturing ............. 7-2 _:
7.1.3 Testing ................. 7-2
7.1.4 Ignition ................. 7-:3
7. i. 5 Loaded Case .............. 7-4 ,,:
7 • 1• 6 Nozzle • • • * o • • • • • • • • • • • • • 7-_,,)
7.2 Crew Safety .............. 7-{; _
7.2.1 Failure Modes ............. 7-t_
7. _'; Preliminary Failure Mode Analyses ..... 7-1{)

vii

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 CONTENTS (Cent) _,

S.0 SYSTEM SAFETY ANALYSIS ....................... s-I

8.I Environmental Considerations ...................... s-Zd

' 8.2 Propellants...........
l.plosivoDovice,::::"
......
::::: : ::::::::::::::
8.4 Isolation of Energy Sources ........................ 8-25
8.5 Compatibility of Materials ......................... 8-2(_
8.6 Effects of Transient Current and Radio Frequency Energy .... 8.-26

9• 0 e t • • • • • * • • • • t • • •
i GROUND SUPPORT EQUIPMENr (GSE) 9

X 1 9.1
9.2 Introduction.................................
Ground Support Equipment Design Criteria...... 9-]
9-3
9.2.1 Design Requirements .................... !)-3

9.2.2 Major Assumptions 9-10

9.3.1
9.3 GSE Selection
Selection CriteriaSupport
of Ground ...................
Equipment ......... 9-14
9.3.2 GSE Description (Baseline SRM) ............ 9-14
9.3.3 GSE Dcscriptiun (156 In. Options) ........... 9-19
A 9.3.4 GSF. Description (Alternate Configurations) ..... 9-22
1 9.4 Facilities ........................... 9-2,1
9.4.1 Corinne ............................ 9_2d,
[ 9.4.2 KSC ............................... 9-2,1
9.5 Program GSE Requirements .............. 9-25

9.5.2
9.5.1 156 In. Diameter
Diameter Series
Parag_el Configuration
Configuration .............. 9 .o
9-25
9.5.3 120 In. Diameter Parallel Configuration ....... 9-25

I 9.5.4 260 In. Diameter Series Configuration ........ 9-25

9.6 Maintenance and Spares ................. 9-33
9.6.1 Maintenance ......................... 9_:_:_
t 9.6.2 Spares ............................. !)-:H
9.6.3 Support ............................. 9-'rl

l 10.0 TRANSPORTATION, ASbEMBLY, AND CIlECKOUT . ....... 10-1

I 10.1 Introduction I 0-1

1O 2 Transportation and Uandling of GSE 10-3

i 10.2.1 Preparation for Shipment ......................... i0-5

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 Ct)NTENT_ (Cont)

10.2.2 Shipment ................... I()_,rJ

I 10.2.3
:10.3 ],_,eeP,Ivbzg an(|
Inslx_ction
']'ransllcrtation ........
of Slim Segments .. 10_5
;0-5
, 10. :1.1 Preparation for Transportation .... 10-7
t i
10. ,I. 2 Transportation to Railhcad ...... 10-7
10 *(It'1 'l
i, Transfer to Ratlear . • • • • • • • • • • 10M7
10.3.4 Transportation to Kennedy Space Center• .. 10-] 0
10.3.5 Segment Receiving and Inspection ...... 10-10
10.4 Transportatien and llandling of Aft Skirt Extension
Nose Cone, Attach Structure, and Mi_xeellaneous
Compenent s 10-13
10.4.1 ................... 10 13
Preparation for Shipment -
10
i • 4• 2 Shipment of Components • • • • • • • . • t • i I • # • • • • • 10-13
10.4..3 Receipt and Inspection of Components . . . . . . , . . . . 10-13
10• 5 Segment Subassembly • • • • • e • • • • • • • • • t t • • • t • 10-13
10.5.1 Installation of Aft Skirt Extension on Aft Segment .... 10-13
10.5.2 Inst;dlation of Nose Cone Gn Forward Segment ...... 10-13
10.5.3 Install,ttton of Attach Structure ............... 10-13
10.6 Transportation of Segments and Components to VAB.. 10-15
10. t_,1
' Preparing Segme nt f or Tran sportatio n ...... 1,0-15
10.6.2 Transferring Segment to Semitrailer 10-15
10. _J.3 Securing Segment for Transportation 10-15

10.6.4
10.6.5 Transporting Segment
Preparing Segment for toTransfer
VAB ........
....... 10-1.5
10-15
10.6.6 Removing Segment from Semitrailer .... 10-1._
i 10.7 aRM Stage Assembly and Checkout 10-17
10.7.1 Positioning Aft Segment Subassembly on Launch _l_/form. 10-17

I 10.7.2
:tO.7.3 Assembling Center
ForwardSegment SegmentonSubassembly
Aft Segment . . ,. 10-17
10 • 7 I 4 SRM Stage Checkout • • • • • • • i • • e e • • • 10-21
! 10.8 Manpower Requirements........ I0-25
i 10.9 Options ................... 1o-2,
, 1.0.9.1 ThrustVectorControl(TVC) ..... 10-25
10-2 7
t 10.9.2 Staging ....................
10 9 3 Destruct 10-27

10.9.4
10.10 Refurbishment .............. ........
Alternate Configurations 10-27
10-36
10, 1C. 1 156 In, Diameter Series Configuration . .. 10-36
I 10.10.2 120 In. Diameter Parallel Configuration •. 10-3(;
I0,I0."] 260 In.Diameter Series Configuration . . 10-36
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CONTENT8 (Cent)

nOOK:____.!
APPENI)IX A--System l_cquiromontsAna|ysls

IK)OK 4

APPENDIX B--Mass Px.oportios Report

APPENDIX C--Stage and SHM CI 9peeifieations
APPENDIX D--Drawlngs, Billof Materials, Prollminary teD's

\
APPENDIX E--Recovery System Characteristics for,'rhioko[
Chemical Corporation Solid Propellant Space
ShuttleBoosters
APPENDIX F--Qttantitatlve Assessment of the Environmental
_,4 Effe_,ts of Rocket Engine Emissions During Space
Shuttle Operations at Kennedy Space Center
APPENDIX G--Tbiokol SolidPropellantRocket Engine Noise !_

APPENDIX Prediction
II--SRM StageReeovex_ i_
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O0000001-TSA12
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L.
I LUST RATION _ _ _
IR)OK 1

4 g
3-1 156 Inch SliM Sta_ lbr Parallel llurn C,onflgurllticn ........ I-,)

3-2 156 lneh SlIM Stage for Series l_urn Configuration ........ 3-11

3-'1 120 Inch Slim Stag_; for Paralh:l ]_urn Configuration ........ t-l,I

3-4 260 Inch SlIM b'tngu for Series Ilurn Configuration ....... 3-15

3-5 166 Inch Baseline SRM Stage, Parallel Configuration

(Sheet 1 of 2) t 0 t $ e o o e I i I | o • i • I t e o e • • e e • a m • o o • • ;_-J 8

3-5 158 Inch Baseline SI_VI Stage, Parallel Configuration

(Sheet 2 of 2) • | # a t a | • • a | e • # J • a I • o • • e • o • e * 0 • • • • 3-19

_-6 Motor
Configuration
Thrust vs................................
Time Perfor_nance, Parallel 3-23

I 3-7 Motor
Parallel Chamber Pressure t vs i* Time Performance,
Configuration 6 • • t $ t $ I • _ • • • • • • • • • • • • • • 3_24

Pair O_ Motors
I 3-8 Maximum Thrust Imbalance from a as
a Function of Burntimc Variation for Motors with
.......................... 3 - 28
i Various Tafloff Times

3-9 Compazison of Thrust Performances ................. 3-29

i '3-10 Thrust Imbalance from a Pair of Motors as a Function
of Time from Web Burnout to End of Action Time ........ 3-30

:}-11 Percent Web Time Thrust, Thrust imbalance Produced _

by a Pair of Motors of a Booster System Shown as a
Function of Percent Difference in Burntime Between ,
Motor_ ..................................... 3-31

3..12 Specific impulse vs Expansion Ratio for Various Nozzle

Throat Stagnation Prcs_ure_ 3 '12

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 IIA+USTIiA'I'IONS (C_mt) w_

;t-1:1 (_raln Sl_tcheet with 'l'Yl)lcnl, Grllln St_wttn'ld

]_ltrlimot(_rH and 1.'t_aturvs • • • & • | • e _ • t t # • a J e • $ i • • • :_-',W

I ,I 14
4 m Sch¢,,m|ttle of Aetull| Vqrtielll Shrink nnd ('oold_wn
])¢_formaUol_for 156 Inch C(!ntt,rSegmt_nt,.............. ,-.t.'|
'_)

.! .iS Summary Compnrlsnn of Load Composite for 'ryl)lenl

10.000 Milt_s of Ilighway Travel vs Lottd Si)ectrum
Experienctd by ].';ttlg_le Test Motors (_nge I Minuteman) , . . :|-do
1 3-16 Stress ]te[llxlltton M_xlulus vs 'rcmpernture llcduced Time, ;I_4+_

\1 3-17 I)rOl)elhmt Capability llata .................. 3-4+1

3-18 Axlsymmetric_t[ Stress Ann sis Gvhl ............ _-4(,

I ly '

3-19 Space Shuttle Booster Exhaust Plume at Sea Level... 3-49

I 3-20 Space Shuttle Booster Exhaust Plume, 100,000 Ft... 3-50

I "_-21 156 Inch Div :,eter Motor Insulation ............. 3-65

J-.2 Schematic of ' )ieal Insulation Layup ............ ,-b7

3 -- 23 Motor Storage Histol T • • e • • i • e • • • • J • • e • * • t t '3 71,,

t _

3 -- 24 SRM i_tselin,= _ Fixed Nozzle m e • Q • • t e • • • • • o # • o 4 "l 7'_

Q _ t

3-25 Noz_;[c Erosion and Chox Profile, TU-742/02 Motor . 3_77

3-26 ignition System l,_out ..................... :I-_O

3- P7 Ignition System .......................... 3-_!

3-28 Pyrogen Initiator Pressure-Time Trace ......... :|-_32

'! 29 Pyrogen Igniter Performance '_ _'_

3-30 Motor Ignition Transient... .................. 3-$7

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/]_ LUSTI_ATLC)NS (Cont)

3-31 Initiation Sy,_tem Ordnance ]{c_lundancy for Ignition,

Thrust Termination , and Destruct m e e • • I • • • e e • • • • o e • ;| 8!)

' ,3-32 Instrumentation System Layout ...................... '-_1,)(j

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3-,33 156 Inch Baseline SRM Stage, Parallc_ Configuration
with All Options (Sheet 1 of 2) ..................... 3-101

3-33 156 Inch Baselinc SRM Stage, ParalLe! Configuration

with All Options (Sheet 2 of 2) ..................... 3-102

k 3-34 SRM Baseline Movable Nozzle, Parallel Configuration ..... 3-105

3-35 Flexible Bearing Cross Section .................... 3-107

t
3-36 Nozzle Erosion :rodChar Profile,TU-.742/03 Motor ...... 3-110
3-37 TVC Scrvoactuator System Schematic ................ 3-114

3-38 Active/Standby Actuation Schematic, Block Diagram 3-116

t 3-39 System I, ...................................

Actuator Active/Standby0 External Switching :3-120

3-40 System 2, Triple Channel, Majority Voting Actuator ...... 3-121

3-41 System 3, Active/Standby, Dual Channel, Internal
• • i $ _ • • • J • o _ _ • t • • • • 6 • • • • • • • , • t _ *
i SwitcMng Actuator '_ 123

i 3-42 System 4, Active/Standby, Triple Channel, Internal

I SwitchingActuator '_124

._43 Schemaie of Complete HPU and ActuationSystem ........ 3-1J2

:3 44 TVC System Arrangement '3"13

3-45 Schematic of Variable Displacement Pump Approach ....... 1-13,)

i 3-46 Schematic of Warm Gas Turbine Fixed Displacement ...... 3-!:1_;

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 ILLUSTRATIONS (Cent)

3-47 Schematic of Warm Gas Blowdown _,'ystcm ........ 3-14t)

3-48 Schematic of Passlvc Cold Gas Blowdown System . .. 3-:!43

3-
' 49 Li cluid Fuel Syst em (iiydrazine) ................ 'l- ld 4

3-_0 Schematic of Warm Gas Motor PUmp ............ 3-146

a
3-51 Concorde Monofuel Powered IIPU ............... 3-148

3-52 Spartan Solid Propellant Powered HPU .......... 3-149

3-53 Schematic of Alternate No. 1, Nozzle Actuation System . 3-151

3-54 Schematic of Alternate No. 2, Nozzle Actuation System . 3-152

3-55 TVC Control [;nit No. 1, Block Diagram .......... 3-155

3-56 Ductile Bubble Concept ...................... 3-158

[
3-57 Ductile Bubble Conccpt Flow Schematic ........... 3-159

3 . 58 Lc,
al_stcm a o . o o e . m . _... • . a e • . •
3_ 161
,
t Thrust Termination

3-59 Cut Dome Plate Concept ..................... 3-162

3-60 Flow Schematic of Actuated Cut Dome Plate Concept 3-163

3--61 Frangible Burst Disc Concept e o $ e • • • • • • J • • • • • • • '3-164

0

3-62 Flow Schematic of Fra nglble Glass Concept ........... ,_-l(m,r.

d

3-63 Thrust Termination Layout_ Port Removal ........... 3-170

3-64 Thrust Termination Manifold Layout, ............... 3-17!

3 65 Thrust Termination _}stem Manifold ' 17'_

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 ILLUSTIL_TIONS (Cont)

3-60 Standoff for Optimum Performance (RDX or

f PETN Ezplosive) .............................. 3-174

3-67 Minimum Cutting Performance at Optimum Standoff ....... 3-17,5
t 3-68 Initiation System Ordnance Redundancy for Ignition,

Thrust Termination, and Destruct .................. 3-176

:3-69 Thrust Termination System, Redundant Impulse Transfer... 3-178

3-70 Thrust Termination Port Exhaust Plume at 100,000 Foot

Altitude Using Two Exhaust Ports at T -= 0.5 See ......... 3-179

:3-71 Thrust Termination Port Exhaust Plume at 100,000 Foot

t Attitude Using one Exhaust Port at T = Zero ...... 3-180

3-72 Destruct System, Redundant L,npulse Transfer .... 3-182
t 3-73 Destruct System Layout .................. 3-183

I 3-74 Destruct System Installation ............... 3-184

f 3-75 Forward Nose Cone .......... _ ......... 3-193

3-76 Main Thrust Clevis .................. 3-194

t 3-77 Typical Swv_ Bar and Roll Bar Bracket ..... 3-195
f
! 3-78 Single Point Forward Thrust _irt .... 3-196

i 3-79 Aft Support Skirt ................... 3-199 ii

_l :3-80 Aft Support Skirt Tubular Column Design ..... 3-201 i_

3-81 SRM Stage Attach Structure .............. 3-203

! 3-82 Forward Attach Structure ............... 3-204

3-83 Aft Attach Structure .................... _-20,J

XV
 ILLUSTRATIONS (Cont)

3-84 Forward Attach Fitting .......................... 3-200

3-85 Aft Attach Fitting .............................. 3-208/

I 3.-209

3 86 SRM Staging 1_ Diagram '3 21'3

_oroos ********************** , ,

3-87 SlIM Staging Positional Sequence Diagram ............. 3-214

I 3-88 SRM Staging Motor ............................. 3-217

3-89 Operational Characteristics of S11M Staging Motors ....... 3-218

_| 3-90 SRM Staging Positional Sequence Diagram, Alternate

t Concept .................................. 3-219

SRM,
3-91 156 Inch Series Configuration 3-223

_' _ 3-92 S11M Baseline Movable Nozzle, Series Configuration .. 3-228

1
3-93 Nozzle Erosion and Char Profile .............. 3-230

I , • _'
3-94 Thrust Vectoring induced 11011Moment Schematic 3-.,.,35

3-236
3-98 Aft Skirt Assembly, Series Configuration .....

3-96 Forward Thrust Structure, Series Configuration. . 3-238

3-97 120 Inch SRM Parallel Configuration ............. 3-241

I 3-98 120 Inch SRM Motor Thrust-Pressure Curves ., 3-243

3-99 Stage I Poseidon HPU Schematic ........... 3-247

3-100 Fueled HPU ...................... 3 248

Liquid
3-101 260 Inch 811M Series Configuration ..... , ..... 3-251

I 3-102 TVC Servoactuator System Concept ............ 3-2.57

._ 103 Schematic Diagram of 260 inch HPU .... , ..... 3-2.58

I
 ILLUSTRATIONS (Cont)
BOOK 2

4-1 Motor Size - Mass Fraction Comparison for 120 In.

i Diameter SRM ................................ 4-2

4-2 Motor Size - Mass Fraction Comparison for 156 In.

I Diameter SRM ................................ 4-3

4-3 Motor Size - Mass I_actton Comparison for 260 in.

i Diameter SRM ................................ 4-4

_j 4-4 Motor Size - Mass Fraction Comparison for 120, 156,

i and 260 In. Diameter SRMts ...................... 4-5

r I 4-5 Motor Size Comparison for Large SRM's .............. 4-6

!

_1 5-1 Autorotaflon Fin Geometry and Location 5-5

5-2 Recovery Parachute Deployment Sequence ............. 5-7

I 5-3 Recovery Parachute Stowage ...................... 5-8

5-4 Vertical Water Impact Loads for Different

Impact Velocities ............................. 5-15

t 5-5 Vertical Water Penetration Depth History (_kqc First

Initial Water Entry) ............................ 5-16

5-6 Water Eatry Sequence ........................... 5-17

5-7 Case Recovery, Maximum Penetration Condition ........ 5-20

t 5-8 Point Re-entry Mode, Second Cycle Re-entry After

Vertical Entry ................................ 5-22

_-1 Peak CenterUne

from aConcentration of HCI at Ground Surface
Downwind Normal Launch ................... 0-:3

i
_ xvtt

I
 #

ILLUSTRATIONS (Cont)

m
6-2 Peak Centerline Concentration of CO at Ground Surface
m Downwind from a Normal Launch .................. 6-4

0-3 Peak Centerline Concentration of Al203 at Ground Surface

D Downwind from a Normal Launch .................. 6-5

6-4 Peak Ceaterline Concentration of HCI at Ground Surface

Downwind from a Pad Abort (Both SHMts Ignited) ....... 0-6

6-G Peak Centeriine Concentration of CO at Ground Surface

Downwind from a Pad Abort (Both SRM's Ignited) ....... 6-7

6-6 Peak Ceaterline Concentration of AI203 at Ground Surface

Downwind from a Pad Abort (Both SRMts Ignited) ....... 6-8

6-7 Octave Band Sound Pressure Level Spectra, Parallel

Burn ..................................... 6-11

6-8 Octave Band Sound Pressure Level Spectra, Series Burn 6-12

6-9 External Acoustic Environmentj Parallel Burn ....... 6-13

6-10 External Acoustic Environment, Series Burn ........ 6-14

9-1 DTMS Envelope Limits ....................... 9-7

9-2 Transportation Limitations .................... 9-13

1O-1 Longitudinal and Lateral Accelerations During Shipment. 10-2

10-2 Grain and Liner Temperature Data for 156 In. Diameter
Loaded Segments • • • • • • • t • • • • • • • • • • • • • • • • • • • 4 • 10-4

10-3 Transportation of SRM Segments to KSC . ............ 10-6

10-4 Transportation of SRM Segment to Railhead ........... 10-8

10-6 Transferring Segment to Railcar .................. 10-9

xvlii

[k
! m i

I
1
ILLUSTRATIONS (Cont)

10-6 Shipping Segments by Rail to Assembly Site ............ 10-11

I 10-7 Receiving, inspection, Storage, Subassembly (RISS)

' Facility 10-12
I • • • • • • n • t | • • • • • • e • e e • J • • $ • • • 6 • • • • • • •

10-8 Transportation and Handling, Aft Skirt Extension, Nose

Cone Attach Structure, and Miscellaneous Components ..... 10-14

10-9 Transportation o! SRM Segments to VAB .......... 10-16

i 10-10 Assembly and Checkout of SRM Stage .......... 10-18

\ d

I 10-11 Breakover of SRM Segment ................. 10-19

I 10-12 Assembly of Segments into Stage . ............ 10-20

10-13 Assembly of Space Shuttle Fuel Tank .......... 10-22
I I0-14 FinalChecl_utofElectronic
Components ....... I0-2:3

10-15 Transportation to Launch Site on Mobile Launcher .. 10-24

10-- 16 Washing SRM Aboard Ship • • • • • • • • • • • • • • e • • • • _0-28

,

I0--17 Removing SRM from Ship • • • • , • • o • • • • • • • • • • • 10-30

10--18 SRM Disassembly • • e • • • • • • • • • • • • • • • m • • • • 10,-:31

!
 t

TABI,ES _)_
!)OOK 1

Tabl___._e P_..agg.

#
2-1 Summary of Booster Requirements from
Vehicle Contractors • • • • • • • • • • • • • • • • • • • • • • • • • • • * 2-4

2-2 Abort Modes ................................. 2-5

3-1 Technology Level - Baseline Design ................. 3-2

!

3-2 Design Safety Factors ........................... 3-4

| 3-3 Performance Summary, 156 Inch Parallel

( Burn Configuration
............................. 3-I0

I 3-4 Performance Summary0 136 Inch SRM for

Series Burn Configuration 3-!2

3-5 Performance Summary_ 120 Inch SRM

Parallel Burn Configuration 3-14

I 3-6 Performance SummaryD 260 Inch SRM for

Series Burn Configuration 3-16
p • • • • • • • • • n o • ,, • • • • • • • • • • •

3-7 Ballistic Performance Summary .................... 3-21

t 3-8 Calculated Ballistic Performance ................... 3-22

3-9 Performance Variability Summary 3-34

3-10 Stress Analysis

Shuttle Booster Propellant
Input Properties
Grains for
...................
Space 3-43

t 3-11 Stress Analysis Results for Space Shuttle

: Booster Grains with Comparison to Stage I
Minuteman and Poseidon Grains 3-47
I 3-12 Propellant Parameters .......................... 3-53

t 3-13 Asbestos Silica Filled NBR Material Properties ......... 3-66

r |
I
:fAIlLES, (eont)

3-14 Matcrtal l_ropertieso UF-2121 ................ 3-7O

3-15 Nozzle Characteristics Des n Criteria ..............

1 3-1_
b
SRM Baseline Fixed Nozzle Mass Prolmrties I)at't .... 3-78

3-17 Igniter Design and Performance ............... 3-85

3-18 Igniter Design Parameters and Characteristics ..... 3-88

3-18A Environmental Design Requirements ............ 3-94

3-19 Recommended Flight Instrumentation List ........... 3-98

1 3-20 Nozzle Characteristics Design Criteria ............. 3-106

3-21 SRM Movable Nozzle Mass Properties Data_ Optional .... 3-111
3-22 Flexible Bearing Nozzle Actuation Torque,
TU-742/03 Motor .......................... 3-112

i 3-22A TVC Actuator Requirements .................. 3 114A

3-23 TVC Scrvoactuator Feedback Considerations ....... 3-118

S 3-24 TVC System _aluation ...................... 3 126

3-25 TVC System Reliability Summary ............... 3-127

l L_-26 ttydraulic Power Unit (HPU) Evaluation ........... 3-13!

3-27 Weight Comparison of Candidate tlydraulic

I Power Units 3-137 i

3 28 Design Parameters '1-138

3-29 TVC Actuation System Weight Estimate ............... 3-147

3-30 Comparison of Various TT Concepts ................. 3-168

t :1-31 SRM Stage Tiedown Loads ........................ 3-190

 {Cent)

'rabl...._o

3 32 aRM Stage Attachment I 4 •ads e • • • _ $ Q ms e • e • st _t t o_ •

'l 1_)1
_ _ ,.

3-33 SRM 156 Inch Mass Properties Summary .............. 3-221

f 3-34 Nozzle Characteristics Design Criteria ............... 3-229

3-3,) Mass Properties Data• SRM Baseline Nozzle•

Series Burn • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 3-231

' '36
,]-0 Flextbl e Bearing Nozzle Actuation Torque . . . . o . . . • . • o • 3- 232

t 3-37 TVC Actuator Requirements, 156 Inch Series Burn ....... 3-_34
q
3-38 Mass Properties Summary, 156 Inch Series Burn ........ 3-239

ml_ 3-39 Performance Summary, 120 Inch SRM, Parallel

Burn Configuration ............................. 3 242
I "
3-40 TVC Actuation Requirementst 120 Inch,
Parallel Burn 3-245

i 3-41 ParallelProperties
Mass Burn • J
Summary, 120 Inch SRM,
• • • • • • • • • • • • ° • • • • • • • • • ° • • e • • • • 3-249

t 3-42 Performance Summary, 260 Inch SRM0 Series Burn ...... 3-252
3-43 Motor Design Summary, 260 Inch SRMj Series Burn ...... 3-25:3

3-44 TVC Actuator Requirements, 260 Inch SRM,

Series Burn • • • • • • • • • • • • • • Q ¢_ • ¢_ • ¢_ o o • • • • • a • • • • • 3-255

3-45 Mass propertie_ Summary_ BaseDne SRMp

260 Inch Series Burn • • • • • • • • $ • • • • • • • • • • • • • • • • • • 3-2_()
 U'ABT.m___
(Cent)
S
_uooz
t

5-1 Weight of Recovery Systems for 100 fps Water

Impact Velocity., .............. . .............. 5-11)

7-1 Predicted Reliability for One SRM and
Attach .............................. 7 7
Structure -
7-2 PreliminaryReliability
AnalysisRecord ..,........... 7-,I'I

8-1 OperatingSafetyAnalysis........................ 8-2

\t
t 9-1 Ground Support Equipment, 156 In.
Parallel Configuration • • • • • • • • • • • J 4 • 4 • • • • • • • • • • • 9-26

t !)-2 Ground Support Equipment, 156 In. Parallel,

TVC and StagingOptions......................... 9-27

.9-.3 Ground Support Equipment, 156 In. Parallel

Refurbishment Option m • • • • • • • • • • • • • • • • • • • • • • • • • • 9-28

9-4 Ground Support Equipment, 156 In. Series ............. 9-29

9-5 Ground Support Equipment, 156 In. TVC Option ......... 9-30

9-6 Grom_,l Support Equipment, 120 I_. Parallel ............ 9-311

9-7 Ground Support Equipment, Related Facilities,

260 In • Series • • • o t • • • • @ • • @ • 4 Am• • • • 0 • • o • • q • • • • • 9-32

10-1 Manpower Requirements (156 In. Parall_l) ............. 10-26

10-2 Refurbis h ment Equ lp ment 0 56 In. Para 11e 1) ............ 10-33
" _

1.0-3 Manpower Requirements, Refurbishment at

90 Percent Rate ......... ,, °.. ,. °., ,.., ........ 10-34 ....

10-4 Manpower Requtremonts_ Refurbishment at

50 Percent Rate 10 '_-

r.xili
I
I
I
I TABLES(cent) "_

t 1,0-5 Refurblehment)
Manpower Requirements (156 In. _',,ties 10-37

I 10-6 Manpower Requirements

Refurbishment) (120 In. Parallel I0-3_

t, 10-7 Manpower Requirements @60 In. Series

Refurbishment) • • • • • • • • • • • u • • • • • e • • • • • • • • • • • • • 10-31)

1
]

i_

(
r i ,1.0 I4ItM 1)AltAMI,:TItlL_ i, ATA

The lfiil ttnd :_llOin. SILM I)ttNclint) (l(,t:lgnu t,h(,ta,. I,y Thit)kol I't))'tim, t)n tht,
HI)tree Hill.lille WOl?OdeslK,m(I it)). a mttxhllttm eXl_ettt,d olmrattng l.'et_sttrt, (MI,',()1))
I t)f 1)000 l)shti tl)o 120 Ill. iIittlitlr hilt4 tin M],I,()iz (if _'_()(JliSJ|l. '['in, fttHt)wlng tmrw,s,
FlgoTmt4 4.'_1 ) 4-2 , and 4-:1 , unml)ttr(_ the hatadlJle ilcaignrl at tilelr dl_t411,,/n
MI,',()]) and alt4n at 750 i)t4ht. Tim cenuIttrtt_nnt4 ltret4ellh_d _lltiw that tic! t);lm!lint,
i (IILH(IH ItlY(_ II()l; tile. iII_;hl]Unl t_on(litllln t'o[" (_ttch illot(ir, A inilrt_ eclnpr¢_hellttive
liarami,trlu ltllil ¢il)tinliztttion study nlUt4t I)e ()(illtit|cteiI tllat will take Into t'i).t4jllel'atit))l
IIIterat!tJoll0 of nlo_or i)|_(}8_tll'e alKI i)tll(}r |lit)till' ilal_'a)nett!lyt.l,

Tile coml)o_tte I)hlt (if nltt_t$ fvacth)a vt4 i)rt)l)tqlant wt, lgllt llrem.lted in
1,'tgtlre 4-4 for tilt; tlwee dtamt_ters lndleatet_ that eacil m()tor stzt_ hltt,t an ol)thnnm
}lrei)ellttnt wetght-mttss fracticn rehttiont}llip.

],'igtlre 4-5 is ilrellc, ntetl at_ tt c()lnllarlt_())l of inotor lelIKtht4 and i)rope,H,'tut
t* _ t _ q

loadlngt4, 'rile ftgtirc_ alt_o tndtcatcll tile L/D [,ttit wllc_ c L tt_ tilt! total length of the
I motor t_'a_e tlntl ]) ILl tile Otlt_ltle dianlcter ill' the ¢_al_e. All L/l) of 10 itt apprnxt o
nlltteiy tile inaxhnunl iitlllt.
l)I'actJcal Meters with a larger L/l) cotil(I ht, Ci)ll/qLrnt}teil)
but prt)lx_llaat loading would deert:atte) and tiu,_ motor mast_ fraction would tlltis I)(_
lower than eptlnlum.

I Tile growth llctential for tile large solid rocket motors is lhulted only hy
tlu_ availability of cqutl:msent and facilities to Imndle tllem. As pointed ()tit earlier,
each dtameter SRM h'.tt4all ()pttmum pVOlK_lhtnt 1,):_dlng configuration; I_owevev, a,s
peak llla/4ll
l motor diameter Is Increased, the of the fr,tt.tion-pl epell'u_t wc_igl_t ctu'w_
becomeLl )lrogreLl_tvely flatter, indicating that tile larger motor_ have a wider |)and

i practical
in which nletor
motor mann
nlze ranges
fraction from
is anapproxtmatt_qy
acet:l)tabh, value.
0.25 toFor0.71.21)
mlll!.cn
ln. itintorL,t,
lb of propellmd;
th(r
wltil a corresponding length of dO0 to 1. 200 in. The ] 5(; in. motor luts a wider

t range in tile |)tactical llnlit_ cf 0.5 tt) ]. l| mtllt(m 1|1 of ilrtll)elhmt wtlere tile l,{mgth_
, are 250 to 1,600 In. 'rile obviously wilier range in Ilractit:ality for tia_ 2(i0 in.
i motor is 1.5 to approximately (i nlillten Ill of lWnllellant and 500 to 2, (100 ill. ill
] leng_;h.

t
i
 1

I
I
I
i _
I

O I _,t

° ° _ I
' _ o _ I
/A _ o

"" ii " :

° _ I
_ _ _ ,_ I

I
I
'" I
I
I
l
I
I "_'
I
i I'AltAMET),:I{S:

I)ROPE TIME
BURN I,IANT _ 13,)SEX,
_. I)BAN
, r, , • ,

O.920
r

z O.910 _ _ M1..or

_ _l,q_o0 PSlA

V.

O.890 --

0 0.5 1.0 1.5 2.0

PROPELIANT WEIGIiT (LBM x 10 -(;)

36] 75-7
Figure 4-2. Motor Size - Mass Fraction Comparison for 156 In. Diameter ,'41¢M

4-3
 I
4-6 I
 ¢

!
1
t 5.0 SRM STAGE RECOVERY

I An investigation of rocovvring the expended solid propellant Spact, Shutth,

booster wits conducted. This feasibility study included descent dynamic intuit!8,

I anticipated design loads, effects of sea Impact, and additional onboard hardwar_
required for the recovery system. The additional recovery hardware components
were sized, cursorily designed, and evaluated. Those rocket motor hardwar_
! components considered for refurbishment are delineated.
t

I PreliminaryAdditional
SRM recovery. investigations serve is
investigation to required
substantiateto fully
complctc feasibilitythe ofloading
characterize
environment and load capability of the SItM Stage; however, the anticipated problems
should readily yiehi to solution through minor case design modifications and control
of the sea impact conditions.

The SRM recovery system must return the _pent SRM stage after it has
served its propulsive usefulness without damaging the SRM case. The spent SRM
case will be retrieved at sea and carried by ship to a dock facility.

The descent trajectory of the spent SRM case can be separated into three
phases: (1) atmospheric reentry, (2) supplemental device deceleration, and
(3) water impact.

The booster motors arc jettisoned from the Space Shuttle at a maximum
:fltitude of 160,000 ft traveling with a maximum velocity of about 6,000 fps and
must then be slowed during the reentry phase. Since the flight regime is hyper-
sonic, parachute or cloth deceleration devices arc not acceptable because of the
associated oerodynamic heating and flow field problems. Therefore, it is desirabh_
after stage separation to orient the booster in a broadside attitude for reentry to
develop a high drag condition slowing the booster vehicle sufficiently for deployment
of parachutes. Two methods of attaining the broadside reentry are: (1) letting the
I" cylindrical body tumble in an autorotation mode, or (2) using balanced dihedral fins
to cause the booster to assume a nearly 70 dog angle of attack during the tran-
sitional flight period.

5.1 AUTOROTATION MODE

The descent velocity of a body can be reduced by initiating a flat spinning

motion such that the body continuously presents a large fraction of its maximum
projected area to the free stream. Because of the large increases in both the drag
area and the drag coefficient as the angle of attack is increased to near 90 dog, thL_

deceleration at a very large angle of attack can be many times greater than that of
the same body in normal stable flight at a small angle of attack.
 j

Autorotativcsphming (oryawing) motion isu m(_an_by which u,larKt,anRh,

of attack can he dcwdopcd and sustained. I_trge anglc_ of attack cann_t h_ _ustah_,d
unless the aerc_lynamic center of pressure is nearly coincident with the ct_nt_,r .f _._
gravity° The expended SaM configuration closely approximates a cylindt_r with the,
center of gravity and the center of pressure nearly at the centrohl of tl_t_ idanfovm

{_rca. i

If the cmpty |)coster reenters in a tall-flrut attitudct it will remain at 1H0 dog !
angl(, of attack; ic, nozzle first, b_causc this is the stable trim angle for the l)asit, I
ccntcr oi" gravity. This type of attitude is called the bomb mode. AI this angle
of attack the bcost¢:r drag is a mininmm end the _ _, 180 dcg reentry trajectory will i
result in the largest values of the maximum dynamic pressure. |

If tile booster reenters at an angle of 90 deg anti without roll, spin, or y,_.w II
_atc," ,i, tumbling motion will be initiated due to the aerodynamic overturning moment.
-P- l'hc tumbling motion will persist until a peak oscillation amplitude is attained. I
The body will then oscillate witil decreasing amplitude, duo to both the aerodynamic !

damping and hctcro-parametriCwill damping associatedthe

stableWith il_crcasing dynamic pres-
sure. The motion eventually damp to
booster also has a _mall axialspin,the oscillations trim ,ingle
willbc of 180inamplitudc_
smaller deg. If the |
I

|
bUtcondition.the
boostersinceWillthes_still
rotateand
tumbling eventuallYwellrOaCh
zccntrics,as asthe
the180tail_firstdcg
angle,of attack
r_,entry,arc |

possible for a passive,typc, nonyawing reentry, rotation in the yaw plane must bc
induced to the body to assure the 90 dog angle of attack reentry. I
To cause autorotation motion at supersonic speeds, a body-fi:_ed lifting
as shown in the sketch below,

SPIN 1'INS (S I At,G I_,R1',D) I

i
!
!
l'hcliftgeneratedby a longitudinal
finwillproducc an atttor(_ative
moment* by

causingthe h'calresultantcress f°rcc vect°rto be Incllnedrelltivet° thc descent I

*Brunk, James E., "The Dynamics and Aerodynamics of Self-SustainedLarg(_/_ngle I
of Attack B,_iy _pinning Motions, " A_OSR-4596, ]_ebruary ]963. "

5-2 I
I velocity vector. Thus, a force component results that is in a plam_ normal to th,_
descent velocity vector. This force, acting at a distance from tim body center of
gravity, produces a moment inducir.g rotation in the yaw plane.

i CLw c.

V Vrf YAW AXIS

\ I V - free stream velocity at cg 1.'cf - resulting aerodynamic force at fwd tip

Vrf - free stream velocity at fwd tip Fca- resulting aerodynamic force at aft tip

era - free stream velocity at aft tip V - yawing angular rate

booster autorotative
I The problem with inducing the spent into the yawing spin
is that it must be despun prior to main parachute deployment. The method proposed

to despinthe
d,,_spin body isto deployduring
supersonicairclaft a carefullydesigneddrogue
emergency similarto those used
conditions.

I structure Twoandsmall triangular-shaped _ins;aft one located near the

a second located near the attach structvre willforward
provide attach
enough
fin surface to initiate and sustain the autorctation mode of spinning.
I Thiokol has observed this autorctative spinning on the LUU-2/B illumination
' flare ordnance hardware. This flare is finless and as initially deployed it is
! configured as a smooth right circular cylinder 36 in. long and 5 in. in diameter.
The center of gravity of this flare is less than 2 in. from the geometric center.
l When dropped from an aircraft, the cylinder tumbles end over end, damps out at
near 90 dog angle of attack, and then transitions into the autorotative spin mode.
SIdn rates of up to 700 rpm have been observed. Further analysis of the SRM
! may indicate that this spent rocket stage may go into the autorctative mode without
the fins or covered attachment fairing.

A detailed analysis of the required fin size will need to be considered

relative to other associated problems. The projected fin or covers may cattsc
case
at water impact.
on
deleterious effects the rocket

It °'"
 The fin size to causc and sustain autorQtation is closely r(qatcd t,_ (1} the
distance between the body eentcr of gravRy and aerodynamic c_ntcr nf prcsmwc at
90 dog angle of attack, (2) body symmetry about the eg, {;t) the hv, iy fineness; r.tti,J,
and (4) the free _ream veh}etty.* The clear the cg-ep relationshil_ tl_c sm'_ih,r
the fins. The more symmetrical about the cg, the smaller the. fins, the h_wer th¢,
fineness ratio the smaller the fins, and the lower the frec stream vcl,_clty I he snmlh_r
the fins. The emlgy parallelboosterdescent Is favorabh,with respectto itc,ms
(1) and {2), and unfavorable with respect to items (3) an(l (4). The. cg-ep distance,
is calculated to bc 30 in. ; ic, 0.02 of body length. The body is nearly a right
circular cylinder and the center of gravity is nearly in the center; to, 0.5(i of b,_ly
' length. The booster L/D ratio is about 10 and the terminal velocity will bc ahotlt
M _:1.2.

Preliminary sizing of the autorotation fins for this body indicatc_ that small
fins arc required. Figure 5-1 presents the fin geometry and their location on
the booster. Note that the fins are located equal distance from the center ,_f gravity
to minimize their effect ou the pitching moment. The forward fin will he attached [_
to the rocket nmtor forward dome segment skirt stub and the aft fin will be attached
_N_ to the aft skirt structure. The fins are dihedral with respect to the booster and are l
located radially 180 dog apart. This fin configuration should assure near zero bank [
angle, ie, the body will be at a roll attitude f.uch that the same side of the case is
always directed towards the air stream. At zero bank angle and equal rotational ]
I
lever arm, the forward and _ft fins should sec the same flow field, thus yielding

a balanced autorotattonal yawing moment. ]

5.2 BALANCED DIIIEDRAL FINS

The alternateapproach isto use balanced dihedralfinsfor reentry. 'rh(sc

, ,
controlfinswould be mounted on the aftskirtto controlthe vehicleattitudeduring
, reentry of the spent SRM. These fins would be sized to orient the casc at or ncar 1
70 dog angle of attack. At this high attitude, relatively high resultant forces will
cause the velocity to decrease to a level which will allow deployment of a deceleration
parachute prior to water impa_. [

These aerodynamic control fins, becauce of their size, would be heavy,

complex, and costly. Such an attitude eontrol system would require hydraulic
actuators, servovalves, hydraulic and electrical power supplics, and a fairly
complex autopilot, t

Because of the technical aerodynamic problems and the associated whld I

tunnel testing, control system, and hardware costs, the concelx of flying the empty !
case in during reentry is not seriously considered as a method of controlling the

descent. I

*Brunk, J. E., Davidson, W. L. and Rake_traw, It. W., "The Dynamics of Spinning |
Bodies .'it Large Angles of Attack," AFOSR/DRA-623, January 1962. I

t
|
 S ..........
AU'I_}II(FI'ATI()N
YAW|N{{ {,'IN_.....

........
({o.).,, "I

I"OIIWAI_D FI_

• , S'['{I i,]AM
{,'IN I |.'1_FF

...... 43,5 IN, --_-,tD MAX I,_)AI)IN({ 5¢{5 1,1{IS¢,,'t,'i'

l)LANI,X)H51 AIIEA ,_ O.,lOr__tt*. FT.

3(]17(} ,H7

Figure 5-1. Autorotation Fin Geometry and Location j

5-5
 Goodyear Aerospace Corporation was awarded a sube_mtrae! by 'l'hi.kcJl
to study, size hardware, ar, d estimate costs for a parachute reeow_l.'y sy_tont
for the Space Shuttle SRM. Their report is included as Appendix I'. They
investigated decelerator systems for 50, 100, and 150 fps splashdown r_quic,_-
merits for both the single parallel motor and the series cluster. Their h'tt'dw:_r,
recommendation for the 100 fps criteria for the parallel eonftgLIrail,m inelu,le_
the following components for which a detail weight breakdown is tabtdated in

Table 5-1 .
Drogue Pilot Mortar (4.7 lb/one r(_uired)--The mortar-d_;ployvd pilot
chute is required to expel the squided canopy free of the aerodyn'tmic wake ¢_uased
by the primary body. The device is a stainless steel container 1:1.2 in. in
diameter and 39.6 in. long. Pressurization is supplied by a solid propellant
gas generator power unit mounted on the forward end of the canister. A sabot
piston with an O-ring seal fits between the power unit and the pilot chute. The
sabot piston does not allow the warm gases to pass by and damage the pilot chute.
When the gas generator charge is ignited, the gases push the sabot piston and

the packed pilot chute out of the aft end of the tube at a velocity of 105 fps.

Drogue Pilot Parachute (20 lb/one required)--This chute, attached to a

long riser line, will be ejected into the quiescent free stream. The purpose
of this parachute is to extract the high speed drogue from its canister. This
chute will be a 9 ft diameter ribbon type, .mid will pull the drogue chute package
out with a maximum load of 10 gs,

Drogue Parachute (2,330 lb/one required)--The drogue chute will despin

the tumbling booster and slow it to a velocity at which the main parachute system
can be safely deployed, This chute is designed to be deployed at Mach 1.2 at

i 20,000 will
chute ft altitude.
have singleIt isstage
a high strength,
reefing 40 ftsustain
and will diameter
a 2.9ribbon parachute.
g shock opening This
load,
which corresponds to a maximum load of 435,000 lbf.

I Drogue Riser (357 lb/one required)--'rhe drogue riser is 27 ft long and

made of nylon.
t
Main Pilot Mortars (46.5 lb/two required)--These sabot devices are similar

to the the
eject drogue
main pilot
pilot mortars.
parachutes They
at a are 13.8
velocity in. 105
of diameter
fps. and 41.6 in. long. They

I Main Pilot Chute (45 lb/two required)--The main pilot chutes will pall out
I the package composed of three each main parachutes. These chutes will be of
ribbon design, 19.6 ft in diameter and will exert a maximum of 10gts acceleration
I on the main chute cluster package.

l NOTE: The drogue

chute becausechute
the cannot be usedareas inthetwopilot
main chutes separate

5-9
I packages.

I
 t

'rA]_LE 5-I

WLK, It_I OF RECOVERY SYSTEMS FOR 100 FI_

WATER IMPACT VELOCITY

,!

Main parachutes (six 81 ft dia ribbon) 3, 87'_

Drogue parachute (40 It dia ribbon) 2,330 i

Main riscr bridle 291 |

!
l)rogue riser bridle 357

Sequencer, reefer cutter, bags, confluence rings, misc 1,000 I

Pilot chute (drogue) 20
Pilot chute
(main) 90 l

Main riser bridle 144 J

Drogue riser bridle 85 [

Drogue mortar 47 |
Main mortar 97 I
j
8,337 I
Attachment and comtr_rtmcnt structure 1,000

Inflation system
Orientation system 130 Q

Main chute flotation 90 I

Drogue flotation 1.._8 |

238 | _
t

Beacon and flashing light/smoke flare 122 _i

Subtotal 9,697

Contingency _ t

Total for each SRM 11,011 |

Stage total 22,022
!

5-10 I

|
 d

Main Pilot Riser (72 lb/two required)--These risc]'s _trt_ 75. [ift hmg mid
will place the main pilot chutes out far enough so _i_at each can poll i}tlt its
attached main cluster package wttho_t Interfering with the othc]',

Main Paraehute_ ((|45.,5 lb/six required)--The

main parachutes will I)_
vehicle 540 t_h CSe chaLliS will
deployed at about 15,000 ft where velocity is fps.
have single stage reefing and be configured in two, clusters el thr(,e. Thcsc fairly

lightweight chutes will be an 81 ft diameter ribbon type design.

Main Parachute Riser (291 lb/one required)--The main parachotc riser

I includes
parachute a riser/bridle
bridle system system
that separates the to
i_ anchored twotheparachute clusters.
pad holddown points The m;ti_SRM
on the
aft skirt structures.
1 Orientation Device (130 lb/one requiredI--The orientation device system is

t designed to In
positions. rotate
each the booster
of the after it is a lying
four positions radio in the water
beacon and atoflashing
one of four
light roll
will
be visible from any approach direction. Positioning is accomplished by inflating

four rows of inflatable spheres attached to the outside of the booster. The rows
are located 90 deg apart around the circumference. The locating beacon and light
are 180 deg apart from each other. The beacon and light are each 45 deg from
two of the rows of spheres,
p.,
! [ Preliminary calculations indicated the waterline will be 2.5 ft up from the
bottom of the cylindrical part of the booster and the booster will lie nearly fuUy
exposed and level in the sea.

The number of spheres specified for this system will prevent the booster

from rolling over in a Sea State Four condition.

J
1
 ._.13 PARACiIUTF, STOWAGE

For proper deplaymeat_ the pflrachutt_s nlust 1)o located 8_ tht,y P;ln hP
cxtr_lcted from thc suspended body in nearly _. straight line to tht_ filial lnf|:dx,d
position. Because the water entry mode ts nose first, the p'mtchute eompaPIm_,nl
must be located on the aft end of the rocket motor and the deployment will I)e
dtlx,ctly aft. A compartment aft of the hydraulic control system hardware betwet!o
Ihc aft skirt and the nozzle exit cone (Figure _-.3 ) has heen tcntatively selected.
, To use thislocation,thenozzle exitcone must be remow:d prior toparachute
deployment. The exit cone is made of a fiberglass oute, r structural shell with :t tapc_ ]
wrapped ablative liner and e:mnot be reused.

The exit cone will be cut with a ltne'lr shaped charge "_rlor to ignition of
the drogue; pilot chute mor_tr deployment. Since the rocket n_ _r will be tumbling,
1 i

this cone will be ejected into the free stream by centrifugal force dynamics. |
i
Because the drag-to-weight ratio of the exit cone is much target" than that of the
primary body,

The thermal
this debris

environment
will be separated far enough to prevent

inside the parLLehutc compartment

collision.

must be kept
1
low (less than 165"F). The external aerodynamic heatin[_ is low ( A T = 200°F) |
!
exit
as is cone
also must be held
the heat to a temperature
transfer from the nozzle.less than ]00°F
During to maintain
rocket firing, structural
the fiberglass
integrity. The only heat source of concern is radiation from the exhaust plume. I
t
Some insulation anti reflection material will have to be placed on the :fit end of
the recovery par;tchute compartment to protect against the heat lo:td from the
plume. [

The aft skirt was analyzed with respect to the loads imposed by the, |
suspension system. These loads will be transmitted through att_lehnlcnt points, 1
located 180 dog :!part on the aft skirt. Each of these points is designed to be
capable of 600,000 lb il_ tension for pad holddown and is strong enough to with- ]
stand theparachute loads. The riserbridlewillhave tobe carefullyrouted inside
the parachute compartment to prcvent tangling. These bridles will include one 1
pilot drogue riser att'tched to the drogue package, one drogue riser attached to !
both holddown points, a pilot main riser attached to each main parachute cluster
package, and a bridle for the main parachute system to be attached to the aft |
skirt. Each of these bridles will rc_luire a pyrotechnic cutter to release each L

parachute sy,'_tem when it has completed its functional soquet,ce. |

!
Goodyear conducted some tradeoff studies between the drogu_ size _tnd
weight vs the math parachute strength. The larger the drogue parachute, the |
more tilt; b{xiy is slowed for main parach:tte deployment. The lower the veloeity i
for m_dn parachutc deployment, the lower the opening leads _md, hence, the

!ight,,r the weight c_f material which can be used. 1

5-12 I

|
 Ia sizing ehtltcs, Goodyear _clcctcd faiJ'ly lariat, very Imavy (July dc,Jg_J_
parachutes and a lighter main chute system.

State-of-the-art for design, dcve!opment, and manufacture of rlbh_m typ,,

parachutes is considered to be up to 120 ft in diameter for deployment tip to Mneh P. 2.
i1 The weight of a parachute bt:scd on a per unit ar[_,u/per unit h)ad criteria, inet'_ttso_
by the diameter to the 1.5 power. Thus, the larger the elmtc, the lower file weight

efficiency.
I
Clustering of parachutes presents some deployw:_nt problems (tangling,

partial inflation).
chutes in a cluster The aerodynamic
increases. efficiency
Because decre'_e_
of geometry a3 thesubclusters
_easons, number of in para-
general must be groups of three, and for a 100 fps terminal velocity, the comb!ha-

l tions considered for the main chutes were a_ follows.

| 1. Three 115 ft diameter chutes.

] 2. Six 81 ft diameter chutes.

3. Nine 66 ft diameter chutes.

Six 81 ft diameterparachutes were selected because this configuration appears to
weight development
be best for minimum and minimum cost.

inherent The
capability of thisdesign
ribbon type type was
to accommodate
selected for high canopy loading,
all parachutes because lhi, type
of the
also exhibits a consistency of performance that indicates it is relatively insensitive

to canopy Loading over a broad range (3 to 30 psf).

Preliminary analyses indicate that the case can survive a 100 fps water
I impact and the parachute system has been designed for this wtlue.

I If the current
impact velocity, detail design
tradeoffof the 1,56 in.
studies segmented
between beefingease cannot
up the withsta.u!
primary this
structure,
resizing the parachutes, or designing a retrorocket system wili need to bc
I conducted.

has shown that lower

Should a combined
water parachttte :rod retrorocket
entry velocities system amay
prove desirable, providestudy*
previous th_
lighter, more desirable recovery system.

*French, K. E. J "Parachute and llctrn-Rocket Landing System for Vertical

Descent," J. Spacecraft and Rockets, VoI, 2, N.J., September-October 19_0,

pp. 797-799.

i
I 5-13
 For instance, the retroroeket weight required Io Mh_w th_ h_.shq, fr, m_
100 fpa to zero velocity wouhi require a 2,000 ib retroroeket sy_ien., If thast_
rocket• were fireci when the booster wa• 100 ft above the water snr.ace., tht,y _
would have to operate for 2 sec and deliver an axial thrust of 235,_0() lb. 'rh(, -
100 ft altitude signal for rocket motor ignition could be •ensed by a radar pr_mhntty
type fu•e.

5.6 RECOVERY HYDRODYNAMICS

#
The primary requirement that the expended Slim must survive water impact
with a minimum of damage establishes as the critical parameters: (1) primary |
orientation (nose down or nozzle down), (2) impact velocity, and (3) impact angle, l
Preliminary analyses were conducted to evaluate both nose first and nozzle first

entry at 50, 100, and 150 fps impact velocity.

The axial acceleration• imposed on the booster and the nose depth history |
for impact velocities of 50, I00, 150 fp• are presented in Figures 5-4 and 5-5 .* |
The body rcbouadvelocities for the three impact velocities also are shown. At an
impact velocity of 100 fps the body will enter the water to a depth o_ 66 ft. |
Preliminary analyse• indicate that the hydrostatic pressure at this depth is not |
sufficient to cause buckling of the case forward dome or the cylindrical section

immediately aft. 1

The anticipated sequence of nose first impact is as follows. At initial I

contact of the nose, the water will behave as a highly viscous fluid and a shock |
wave will be formed which travels in the fluid at approximately 5,000 fps. The
structure at the tip of the nose cone will probably be slightly crushed and although |
the skin of the nose cone is supported by a heavy ring and stringer structore, |
some local skin buckling or rupture may occur, After the initial impact, the 4h

SlIM will continue to travel downward in the fluid! the mass acting downward, |J
drag and boayant forces _cting upward. As penetration continues to maximum
depth, drag and momentum forces decay to _ero and the bouyant force increases |
to a maximum causing the body to rebound upward toward the surface. The nose I
cone will exit from rite surface to a height of 38 ft, A second impact of the nose
cone with the water will occur, probably not symmetricallyt and the SRM will fall ]
I
over on a side in a •lapdown mode. The slapdown loads could be as great as
10 g acting nearly normal to the SRM longitudinal axis with a maximum pressure
load of about 30 psi imposed on the aft skirt. Flotation gear located near the |.
SRM nose will inflate and cause the body to float, nozzle slightly down, rmd nose

out. A sketch, Figure 5-6 , illustrates tl_ts sequence of events. I

ii ) iin nn

*Nation'tl l._gineerlng Science Co_ "Recovery of Booster at Se:t," NASA X67-19630,

!

April 1967 I

5-14 I

n
 *INITIAl, IMPACT VEL(_RH'rY (1,'1_)
20 .......

16

\1 " ........
"_ _ F- WA'rEIt

I , SIIII
I"AC]':

I _, _V "_144.300 LB

1
I \

J 0 lO 20 TIME FIiOM
30 40
IMPACT 1_,181 50 6'J 711

II

31H7;i- 73

I Fisure 5-4. Vertical Wator Impact Loads for Different Impact Velocitiee ,
D

{,I.4} li,l,d_(l NO|J,_IJ,:'IN:'Id

!
!
6-16 I . I
L
,11
 ]1) ]lr)I_,_',]O fJl'Ht Olltl'yp th(! l|()z_l_ i)f tim IJ_i_mto]' (qzL(_]'H tho Wtlti,_t ' w_t'ti(_iJJly.
:I WJiV(_IH ftii'nmd whl¢_h dt,l.llt'ho,,_it_)i' [r(ml tht, wall .utl_l(h_ lira ;d'l Hid I't mid pH,.,_
iq) _In tlm iizsidt_ _il' tim m)zT.Jt_ iim: l.hl; t'avity hL'i.Wt_i!ntlm nclZz|_, :iml tho skii'l,
Wzlto_' will fhlw up th_ m)z'/,h_ :rod al_) will fhlw int. th(' (_i,vJLyI!xl[!l'l,_H' I!l Lh_!
lil)ZZ](;. Tho f[lIW II I) |lib' lll)Zgllo WJ|[ (_'_liltiililiS tin|l| tlh(_ i,Illit]|1l.,i'iillll iN I't._ll_._Iil'll
IJ(!l.WOOll1111_ 1I)POINili'II of tlho l!liilltil?(I_4l'l(,{I lili" til_ii{1l(l tho I'liL1ko|+ i_hiillllll!i' Iinl:l Ihl_

ktii(_Lll,* Ilyllll'll_llitl_ lioil(I,

StillJl_ Llil_ volulnl! hmld_: Illl? oilvily [l_i'lnt_ll by tim lift skirl,, lhl; iil_:#,zl(_ liii(1l
I.li() lift iloni(! is _lilllll_ hil_h hyih'li_l;lll,l(;/lill(;Uinlitl(; pi't;i_,,41il,l.!_-i
will bo [(;11,oil tli(!
iii_l(l(_ _1:tho i_kll't ,uti'll(_ttil'l;, I)tl,lnlill; tr_ltill; aft _kil't lind tlll(, hycirluiltl=_ l_elnt!'_ll
>uy_tl!lll hlltl_(;(1l In this _truutui'o lind lift (Ioln(; lily r(_,_ult,

i oliii'y ,_holilll hi; (Ill(liltlolid_

'l'1ll_iivi_t'lill tw(i-thlrd_t
imposed ofOl1tho
tihoto, prlmltry
tlZlllOll_lll stl'tlr._tili'lJdllring
kY il illl,_io ftl',Ut tnllial;l,, Tihl,_
nozzle fir,_t
hydr(ist,itic loads due t() d(_lith piJnetratton will hi., from t!h(_insl(1ll; liut (tL_, internal
1lit'i#_-tstlro)o The (i_l_(.' iH d(Jl-tignl;ll _tt px'r.;FlttlI'e VOH,'-I(,l ilil(I I;h,: _tl'tl(+'tili'(_ will (_asllly

_%_ withstand the tncid¢_nt pressures.

Tll(!l_(+,]lr(ibli.'nis hltv(_ i_!_1lto tile lit'r_liltlinlll'y _lt_it_i;ti(in ill I;Ihelllltt_ first

i;ntl'y,

i
I
t
5-18 I

I
, I
I
5.7 CASE RECOVERY

I The baseline recovery condition for th[_ 15(I in. parnlhd _}|lua _M ]|||H I)(,(!n
defined as a vertical, nose down water t:ntry at a velocity of I(}0 |]_s. WJii_ tlu_s_,

initial
of 66 ftconditions, it is
before all of the calculated that the
kinetic energy motor will penetrate
is expended. lo a maximttm d, ldh

Fi_ure 6-7 shows a schematic view of the motor in tin; m_Lximunl t),_lU,lrl|l ion
,i
condition. The hydrostatic pressure head at various sections on the east, and aq_s_

' I cone is shown as well as typical lengths of ease aection_.

This attitude of entry (vertical) is esp_cially attractive from the standpoint

t of structural efficiency since the parachute deceleration loads can be fed into the
case near the aft skirt holddown points. These load points are initially required to
support the entire Spac e Shuttle assembly prior to launch and to hold down the nssem-
is eapab, le of r(;||eticg
I bly at full thrust after ignitign and before release. Each point
an aft directed load of 600,000 lb for a total load capability of I. 2 x 106 lb for two
\ i points. The maximum snatch load of the drogue chute is calculated to total 600,000
I lb while the maximum load in ma_n chute system is predicted to be 300, 000 lb. The
loading inherent to this syet_am of entry can, therefore, be easily accommodated
It with a minimum of additiowll structural weight. This compares with (1) an angular
entry where a harness is necessary "o control the attitude and transmit the 600,000
lb drogue chute load into the case or, (2) the nozzle first entry where tl_e structure
in the nose cone must be utilized. This nose cone structure is heavy, but initial
design requirements {motor support sad boost) are primarily compression loads.

I '
The first real structural encounter in the recovery sequence occurs when the
vehicle makes its initial contact with the water. At this time, a relatively high magni-

J tudo acoustic wave is propagated due to the slight water compressibility. The shock
pressure behind this wave acts for a very brief duration on the initial area of cent:tat.

', act over

The predicted
a relatively
durationshort
cf this
duration
load isof shown
time, they
in Figure
generally
5-4. cause
Sinceno these
structural
pressures
pro_
biota but produce a "ringing effect, tt ltowever, a thorough investigation into the dynam-

ics of the hydroimpact problem mustand bc conducted as part

entryof loads.
tixe totalMuch
recovery
to determine the exact magnitude duration of these can bestudy
done
either to accommodate or help attenuate these loads should they prove to be a problem.
Possible solutions include
l a crushable {energy absorbing) nose cone tip, an optimum
hydrodynamic shape, or merely letting the nose cone skin crush as an energy absorb

! tag mechanism.
The second structural effect of the water entry is a sharp deceleration of tl_e

I vehicle due to the accustie pressure effect. Figure 5-4 shows that the maximum
deceleration for 100 fps reentry velocity is approximately 8. 6 g. The a_xial load
resulting from this magnitude of deceleration is of no consequence at all to the enst_
which
I can withstand approximately 100 g {empty) before axial buckling t_ecomea a factor.
 I
I
J At the point of maximum ponetratJon (Flgur_ 5-'/),_.i_.I ti._ m.i_t Mt_vf_J',_
_tJ.m_
tural load conditions occurs, that of hydrostatic head Itr_ss.r_, of it., s{,z, w;tlor, in
I this condition, the major consideration is the hydrostlltlc I)ucldlng ()f tlu, _:yHndrh_al
scctlon of the case. Preliminary calculations based on tim nsSUml)tlon;,q ,_1 ;. idmr!

t cylinder over one

static buckling witsmitximam
48 psig forsegment
It DGAClength
cflsc. (281.5 In,) lndlcnl(_d
Sui)Se(lU(mt thai tho
cnlculath)nH (_ril,h_ltlhltw,
Illdlt;i,h,d, hydro.
ever, that tho offectivc moment of Inertia of tim st_gment Joint st,L_,tlnnMwan Illll hlgl_
to Insure short within
I enough cylinder buckling real)ease nn individual Hcgm{,nt. rl'ho
next apprmtoh, which was tukcn to establish a lower boundary for buckling, wn_ t_
assume that the entire motor case was only held circular at the end tangent points
i and to completely ignore the contribution of the clovis joints. Those assumptions i)rn_
ducctl a predicted buckling allowable of 8.75 psig. It is more reitlistic to assume that
i the section of the case above the waterline forms a ring stiff enough to hold !;he assem-
bly circular at the waterline but not otherwise eons:_'ain it. Previous extensive experi-
ence in the SIiM case industry has shown that a hemispherical dome tangent provides
an extremely stiff boundary for buckling on the forward part of the case.

1 Under these assun_ptions, there arc 528 in. of case cylinder submerged and
subjected to hydrostatic pressure. Using this value for cylinder length, the lateral
buckling pressure allowable becomes 19.5 psig. Ftgurc 5-7 shows that the maximum

hydrostatic pressure on the cylinder at baseline submergence is ]9 psi. The D6AC

case nmy be marginal and more refined analyses are required to assure that nose
down reentry is acceptable.
I One other possibility of an overpresstlre condition in excess of twdrostatie

head could This

the case. exist problem
if significant cavitation
has not yet been occurs duringanalytically
addressed entry and due
thento collapses against
thc eomplexitieH
involved but must bc fully evaluated as part of a future recovery study.
t
! The cavil :ilion effect can be minimized by the proper selection of the uom, com_

• sary, bcand
shape, substantially
the buckling increased
capability byofthe
the addition
forward ofsections
an internal
of the
stiffening
case could,
ring ifor nece,_-
m_
external or internal honeycomb Jacket.

The preceding case capability calculations do not include any cffcct_ of asym
metrical loading but arc presented only to demonstrate the basic feasibility of the nos(_
first vertical entry approach to recovery.

I After
the water reaching maximum
by buoyancy forces to apenetration depth, ofthe38vehicle
maximum height ft. At will
this b_, ¢^pelled
point, from
the attitude
can no longer be controlled and the case will randomly tumble back to the surface of
the ocean.

1 One of the mo-*e severe reent,_y modes would be a single point entry as show,
I in Figure 5-8 . In this mode, the ease is capable of accepting in excess of 30 g

J 5-21

I
 W _ l,w

¢
1" _'Wg

FIRST CONTACT POINT t

.4 !
CASE CR()_ _I.L
" .... I ION'

PMAX C()S @ - 1

PMAX [

I,'i_lre 5-,% Point Re-entry Mode, 8eeond Cycle Itt,-entry

After Vertical Entry 1

 d

I
I
I withoutbendingbuckling. This seems highlyunlikelysincetile,'Lxlalg loadingdt1(_
to initial
impact was only 8.5 g. Itis alsohighlyunlikelythatthe cast_willImw_

I time
more to assume
severe a near
that, horizontalattitude,
a more verticalreentry.asItwould
shown in Figure
seem 5-7 initi,_l
thatthe , whichimpael
slmuldI,*, _._
on rebound would be less severe than an initial entrysincethe velocity(from ft'.Is
ftfall)would be only 50 fps. The rebound impact atnonve_Ical attitudecauses tlu_
body towhip. The whipping actioncauses the body to slapdown to a horizontal_tttl.
tude near the water surface.

, An additionalpotentialproblem area is the asymmetric saddlepressure that

the case willexperienceduring finalhorizontalslapdown. Figure S-7 shows a typi-
caldistribution.Itis not anticipatedthatthiseffectwillpresent a criticalproblem.
but itmust be investigatedthoroughlyin the recovery studyphase.

The saltwater environment shouldproduce no deleteriouseffectson a D6AC

i metal case if recovery and subsequent cleaning are rapid.

1
I.
I
I
!.
1,
i

- 1

, I

!
G-23

i
 Following succes_ful recovery of the spent Slim stage, refurbishment
operations would be required to prepare recovered components for recycle and
reuse. The following components would be refurbished for subsequent recycling
in the program: (1) case, (2) nozzle structure, (3) stage attach structure, (4) HPU
and actuation system, and (5) the recovery system.
5.8 REFURBISHMENT i! ]_t

Numerous assumptions were made in conducting the component recovery II

and refurbishment stud_es. A 90 percent hardware recovery rate (10 percent loss
' rate) was assumed and it was assumed that each component would be discarded after |
it had been used 10 times. Case and nozzle hardware are to be shipped from KSC I
to Thlokol/Wanatch Division for refurbishment and subsequent recycle. Refurbish-
ment of stage attach s_ructure, HPU°s and actuation systems, and the recovery |
system will be accomplished at KSC. The cost data presented in Volume IV reflect S
these assumptions. Required refurbishment operations are described briefly in the
following paragraphs. I

5.8.1 Motor Case I,

The D6AC ease will be recovered, disassembled, and flushed with treated
water. After a thorough drying operation, the case can be inspected for visual
damage such as scrapes, gouges, and cuts that might have been incurred during the !
recovery proces,_. If any of the damage mentioned is observed, repair will have to m
be evaluated on an individual basis. If the case passes visual inspection, it will be I
treated with a suitable rust preventative and put into the normal processing line for

hydrotest and reloading. I

The 10-reuse requirement with its inherent 20 pressure cycles should not
in itself prove to be limiting since this represents a very low number from a cyclic
fatigue standpoint. The limiting factor will almost certainly be the accumulative B
damage incurred during successive recoveries. I
a
Case reclamation does not present a major problem with respect to retnstalla-
lion of an acceptable insulator. Thiokol has demonstrated on the Stage I Minuteman [[
and previous 156 in. motor firings the capability of reclaiming steel cases from m

static motor firings.

]
The reclamation procedure proposed for this program is to remove the total
insulator from the fired case segment by applying localized heat to relieve the case •
insulation bond. The case would be subjected to a complete insulator fabrication |
process, the same as a new motor.

ni
hj

To further facilitate the reuse of the motor case, the nozzle Joint, nozzle_ _

and igniter will be installed and sealed with a noncuring compound to facilitate easy I

6-24 I

|
 t

[ removalafterthemotor has been fired.The selected

materialisnumber 3992
vacuum bag compound manufacturedby theW. P. FullerCompany and thismaterial

I has demonstrated excellent performance as a Joint sealer.

5.8.2 Nozzle

i Previous experience has shown in many instances tha'_ the metullic _t_,uetur_,_
f from fired nozzles can be salvaged, refurbished, and reusec'J in building new n_Jzzlc_.
f Resulting cost reductions from 10 to 20 percent are possible depending on the com-
plexities of the structures,

I Upon receipt of the recovered nozzles by Thiokol, the ablative and insulative
plastics will be removed by heating in an oven to break down the bond line. The
r plastic components are not reusable and will be discarded. The metal structures
will be cleaned, inspected, rust inhibitor applied, and shipped to the nozzle fabricator.

t design
On arrival,
requirements
they willcan
be thoroughly
be met andcleaned
that they
and
areinspectJ_d
acceptable for reuse.
indetail to verify
Thethat
metal
all
structures then will be incorporated into new nozzle assemblies.

The flexible bearing assemblies from movable nozzles also can be recovered.
The elastomeric shims will be reclaimed and the end rings and metallic shims
t salvaged and refurbished for reuse. Such satvage and reuse operations have been
successfully conducted by Thiokol in current flexible bearing nozzle programs.
l It has been postulated that the entire bearing assembly may be reusable
without removing and replacing the elastomeric shims which could effect eve'_ greater
savings in nozzle costs. This would entail complete retesting of each recovered
bearing assembly and ver!f'_ation of integrity by successful static test firing. This
has not been done previously but would be evaluated during the development phases of
the program.

I 5.8.3 Stage Structure

The SRM stage structure (f_rward and aft attachment structure, nose cone,
l and aft skirt) design will include the requirements (loads and environmenL) of staging
impact and recovery. The l0 cycle reuse criteria will be applied to design and
testing.

Selection of materials and fasteners will be highly levered toward a minimum

sensitivity to corrosion effects. The design and materials will be amenable to the
repair of unplanned damages and nicks and gouges. In general, the pertinent aspeetz
of marine design criteria will be applied.

The total recovery sequeuec will be evaluated relative to an SRM stage

designed for launch and flight conditions. That is, by controlling the _ttitude of
i

" 1
I i
 ¢

d
I
impact, reeow-'ry might not affect the SRM dosigu; howew_.r, a dettdlcd t,_mt trade I

study is indicated. 1
The. stage structure will bc processed through the same recovery trod cleansing
eyele as the case; flush with treated water, th'y, Inspect, rep,'tir, and protevt. "l'l_e !
eonlponents then would be stored at or near thehmnch site for seheduled reuse. !

5.8.4 IIPU and Actuation System

i
licfurbislmmnt of the entire nozzle actuation system and controls is recom- t
mended. Similar equipment currently used on large solid rockets (Poseidon, Spartan, [
Nlkc-Zeus, cte) have been reused many times.

The HPU and controls selected for the 156 in. SRM application has a life 1
cxvcct:mcy of 61 hot starts without major refurbishment, other control components
such as reservoirs, filters, accumulators, servoactuators, control boxes, ctc, art; |
|
dcsig_ted to equal the IIPU operation life. Theretore, all the associated control
equipment wE1 have a comparable life expectancy. For estimatirg purposes, recycling !
of the IIPU avd controls hardware appears realistic. I
External environmental protection of the component housings will be i
accomplished with epoxy coating. Other components will have a bonded i_tbbcr coating I
over high corrosion surfaces. Since all the hydraulic system and all the turbine fuel
system is scaled, no salt water can enter either of the internal systems. Therefore, im
the only major problem is the external component protection.

The major concern is the electrical equipment and their connectors. Selecting I
a waterproof mcclmnical Joint for the electrical application will be the most difficult.
Prior to the selection of the connector configuration, a verification type test program
will be established to help isolate potential problem areas. For cost estimating I
purposes, Thiokol expects to completely replace all electrical harnesses and
associated connectors. I

Refurbtshnmnt of the IIPU and controls will be accomplished at the launch •

site. Refurbishment will in many instances include complete teardown, examination, I
reasscmbly and rerun of the acccptm_ce testing.

5.8.5 Recovery System

Tht; assumption Is made that the main chuteP, both drogues, the mortar, I'
Lind the beacon will be refurbished. The pilot chutes, deployment bags, main and i

drogue chute risers, and flotation gear will be expendable. I !!

I
?
,)
!
_-2_ I

I
 The recycling plan Includes off-loading the recovered parachutcH on the dock
of the refurbishment facility through the parachute packing cyclt_ and vt_turnlng to
inventory awaiting delivery to the mission vehicle as follows. _

1. Off-load the recovered parac_hLJie on the dock.

2. Separate chutes, remove flotation gear, and untangle

and defoul suspension line.

, 3. Wash _hutes.

4. Dry chutes.

5. Inspect chutes for damage.

6. I_epatr chute damage.

7. I{tg and install flotation gear.

I
I 8. Install reefing system.

l 9. Pack chutes.

10. Move parachut_ pack assembly to inventory stores.

The mortars and the beacons will be sent back to their respective vendors
for refurbishment.

I 5-27 ./

I
 !

,
I
t
I
I
I.
I
I
i
\l

I
I
t
I

I
 d

r I

_.0 ENVII|ONMENTAI, EFFECTS

Thiokol Chemical Corporation haA made an extensive study of th_ c_nvlren- _

mental effects of Space Shuttle configurations consisting of large solid propellant
boosters coupled with a liquid fueled orbiter. Thiokel funded Geophysical Corpora-
tion of America (GCA)t Technology Dlvision_ Salt l,ake City, Utah, to perform
subcontract work defining the effect of gases emitted from the shuttle motors. G¢'.A
used extensive mathematical modeling developed for NASA Marshall _pace Flight
Center. Thiokol also funded Bolt Beranck and Newman Inc., Bedford, Massachusetts,
' [ to perform acoustic analysis of the near and farfleld noise generated by the combined
shuttle motors.

The results of these extensive studies show that no environmental problems

should occur.

6.1 EXtlAUST GAS TOXICITY ANALYSIS

\ t The exhaust gas from the S1RM_s is made up of the following components:

l Percent by Weight
CO 24

I CO 2 3.7

I tlCl 21.5

1 H20 9.5

N2 8.8

" }I2 2.1

AI203 30.2

i Misc 0.2
The potential environmental hazards posed by those products fall into three
{ categories:

1. Ground level concentrations or dosages of toxic

levelsinuncontrolled
I products exceeding toxicity areas.

t 2. Possible
to surface damage to vegetation
deposition of exhaust Mr other receptors
product. due

il °' 1
 3. Possible long term buildup of foreign species in
the stratosphere.

Thiokol subcontracted the work of analyzing these possibilities te GCA. "_'_

Computer programs developed for NASA and the U.S. Air Force were u_ed by GCA
to quantitatively assess the first two potential problemn. The toxicity criteria
assumed were derived from previous work done for NASA by (]CA. Figures 6-]
thru 6-6 show for normal launch and for pad abort_ in which both SRM's burn oui
on the launch pad, that peak concentrations are well below allowable limits. L

For the stratosphere problem, it was assumed that no danger exists if the i
products diffuse to ambient values. If a product is not a normal constituent of the
stratosphere, the ambient value used was for that of trace elements such as xenon.
|
Three launch conditions have been considered. In the normal launch, both |
SRMIs and the LOX engine are considered to be fired simultaneously. In the pad I
abort, two SRMIs burn at the normal rate while the boosters are. held down on the 1
launch pad. The destruct case considers that both SRM's and the LOX engine release

all their products instantaneously to the atmosphere at an altitude of 2 kin.

Three meteorological regimes, spring, fall and sea breeze, were considered.
They are characteristic of those conditions which exist at Kennedy Space Center _KSC). |
All three regimes were assumed to include a thermal inversion. The most severe
inversion was for the sea-breeze regime and consisted of a 3"C temperature rise ]
between 0.3 and 1.0 km altitude. !

The results of GCA's computaUon for the tropospheric problems show that: ]
1. For the three meteorological regimes considered, the
ground level concentrations of HC 1, A1203 and CO are
all below the maximum allowable 10 rain concentration
levels for both a normal launch and an on-pad abort in |
which both of the solid propellant motors complete !
propellant burn with the vehicle in a holddown status.

2. For a low level vehicle destruct event at an altitude of

t
2 kin, calculations show that for a stabilized cloud of
exhaust products at an altitude of about 4 km having an [
appl_ximate diameter of 2 kin, average concentrations of
CO (50 ppm) trod AI203 (35 rag/m3) within the stabilized
cloud would be well below the ground level toxicity !
criteria and the corresponding HCI concentration (30 ppm) m

would be equal t_ the ground level limit. |

3. The tormation of an acid mist is possible only in situations |

where the ambient humidity approximates 100 percen{; the !

6-2 1

_ m
I
+MA_IMIIM AIJLI)WAIII,I,', (,'()N(*F',NTIIA'I'ION P()ll

Fisura 6-1, Peak Centerline Concentration of HCI at Ground

8urf'ace Downwind from a Normal Launch

6+8 i
 ¢

dl

rt

Fisure 6-3. Peak Centerline Concentration of AigO3 at Ground

Parface Downwind from a Normal Launch

I e-6

t
 i
I

i
I

i0°

I
l
I
102 lOlJ 104 L ;: 1
DI_TANL'E (METE [hq)

I
!

Fi|ure 6-4.Downwind
Peak Centerline Concentration
from t Pad Abort (Bothof8RM'e
HCl atljnited)
Ground Surface 1

e.e I
 _l(il 'lb. ;!2

Figure 6-6.Downwind
Peak Centreline Concentration
from a Pad Abort (Bothof SRM's
CO at lsnlted)
Ground Surface

I 6-7

t
 4

10" 10 |

DIBTANCE (METF, BB)

- !
:)6_'/ _21 t

Figure 6-6. Peak Conterlino Conconkratlon of AI908 at Ground Surface [

Downwind from a Pad AboN (Bo_h fIHMJI Isnited)

0-8 I

!
 LI

t production of an acidic drizzle or rain that will

resch the underlying surface in significant amounts
appears to be extremely remote. The formation of _
small water drops within the exhaust cloud with an
acid content of 1 to 5 percent by weight is possible
t if a sufficient ambient supply of water is available.

I 4. Calculations of the maximum removal of HC1 from the

I exhaust cloud by falling precipitation show that the
maximum surface deposition of IIC1 ranges from about
0.26 to 4.2 gm/sq m, depending on the time after launch
I at which the precipitation begins. Although we are not
aware of detailed studies of the effects of HCI on
vegetation and other receptors, concentrations in this
range appear to be potentially capable of producing
harmful effects.

There is evidence that the methods used to evaluate toxicity problems

I described aboveofare
concentrations HCIconservative. Data taken
to be only slightly greaterduring
than Titan
3 ppmIIIC firings
at 50 havethe
ft, while shown
critical predictions were 30 ppm at 500 ft.

The stratospheric computations showed that concentrations of CO2 and N2

would fall to ambient levels within a few minutes after passage of the shuttle, and
I H20 levels would return to ambient values within a few hours. An extremely
conservative approach for determination of HC1, A1203 and CO in the stratosphere

indicated that only trace levels were left after a couple of days.
It is concluded, therefore, that no stratospheric buildup will occur from
! launch rates as great as 60 missions per year.

t, In summary, it is concluded that no exhaust gas toxicity problem exists for

f normal or abnormal launch in normal weather conditions. It appears that the only
problem that could occur would result from launches during rainstorms or if the
i exhaust gas cloud passes through a rainstorm within 100 km of the launch site. Even
this hazard is minimal if the path for surface deposition is over water. It is expected
that in nearly all cases the ground cloud would travel away from land. Details of the
GCA st,ady are presented in Appendix F.

i 6.2 ACOUSTICS

_. 2.1 Farfield Noise _zalysis

i

Noi3e is created by the shear fo:ces between the exhaust plume and ambient

i air. Empirically, it has been found that for large rocket motors, a maximum of

IL i
 t

six-tenths of I percent of the mechanical power is dissipated as sound. The

mechanical power is defined as the thrust times the exit gas velocity. To get

acoustic power, one simply multiplies mechanical power by acoustic efficiency _= _.

(0.6 percent in our case). The overall sound power level (PWL) can be calculated
from:

PWL = 20 lOglO tac°ustie _°werl

10"12 watts

1
The overall sound pressure level (SPL) is further calculated from:

sw10o101
i/
where: A = the area (in. sq ft) through which the acoustic energy passes.
(On pad, A is that of a hemisphere. In flight, A is that of a sphere with a segment
cut off by intersection with the ground. )

PWL and SPL arc dimensionless and are given the arbitrary unit of decibels.
The foregoing analysis is a simple approach to the farfield acoustics.
ground attenuation is accounted for - nor is directivity.
No air or

by Bolt, Beranek, and Newman Inc., under subcontract to Thiokol. This work
includes such effects as attenuation and direetivity. Results for both near and
farfield are included.

The noise from the Spac_ Shuttle will be no worse than from previous
The following Safety
Saturn V launches. figuresprecautions
(6-7 thru6-10)
shouldpresent the results
be similar to thoseof for
work
theperformed
Saturn
firings.

6.2.2 Nearfleld Noise

|

Prediction of nearfield noise is explained in Cradallts text "Ilandom Vibrations." | i

Under subcontract to Thiokol, Bolt Beranek and Newman Inc. have calcutatt.d I j
the acoustic environment on crew and cargo compartments. Thiokol completed the
analysis by calculating the acoustic environment on the aft end of the orbiter.
I
No critical problem should be encountered. Structures can be adequately m

designed to withstand these acoustic loads. I

The final report received from Bolt Beranek and Newman Inc. is contained |
in Appendix F and presents details of their analyses which have been summarized |
in the preceding paragraphs.
t

(}IV ff i.()[ _ _ ;,IH 11(I) '|:4N,,I'I ;,IH[|HH*,,f}Ld ([NJI(_ s_,_

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7.0 MANRATING OF 'rile aRM STAGE

Manrating for aw system inwflves two broad ecmsideratlons: the rcli_d_fliLy

_f all hardware essential for mission success, and the safety of the crew In tim
event that mission success is no longer possible. ]_y definition, nf course, mission
success includes safe return of the crew. aRM StaKe reliability is discussed in 7. :l.
SItM ,'_agc crew safety provisions _tve discussed in 7.2.

7.1 RELIABILITY

As Indicated abow_., manrat£ng requires knowledge, of the system frdlur_

modes and probabilities (reliability) m_d only then van the need be cwtluatcd for
either (1) reducing _pcciflc failure probability to assure mission success, and/or
(2) introducing hardware designed exclusively to protect the crew.

A failure modes and effects an:dysts has been conducted for the baselinc
156 in. rocket motor stage (parallel burn) and add-on variations. 'l_e variations

detection systemtermim_tion
include thrust (MDS). h_bscqucntly, predictedcontrol
(TT), thrust vector failure(TVC)
rates,_ndare based upon
malfunction
related past experience with specific materials and component configurations in
military application aRM' s. These somewhat basic rates for component types
were _dtered after review of past and potential failure types, significant differences
i in application, and idcntiflcatton of a method for control of each failure. The test,
_Z successes mid failurcs for Stage I Minuteman and Poseidon, are summarized in this
section. Special reliability oriented features of the SRM for Space Shut_lc follow.

7.I.I Design

i. Redundant TVC power and hydraullcsystems.

2. Rcdund:mt TVC electricalcontrolsystems.

3. Rcdtmdant initiators for ordnance items with 1 w,

1 amp, no-fire provisions.

4. All components are established state-of-the-art

designs.

5. Increased safety f,tctors.

a. 1.2 hydrotest proof pressure over Mi,:O1L

b. 1.4 ultimate sWength on case aft skirt

structure, _md nozzle structure.

c. 2.0 (thiclmcss) for nozzle ablative material.

7-1
r
d. 2.0 (thickness) for ease insulation.
i
7.1. 2 Manufacturing

Added quality assurance practices.

1. 100 percent inspection of sig_ifleant design !

i
characteristics (no sampling).

2. Manned flight awareness promotion program

and hardware identification (unique symbology
for SRM acceptance stamps, paper and hardware).

3. More rigorous requirements for ccrtiflc:ttion of

tooling, processes, and personnel.

7.I.3 Testing

1. ProoftestaboveMEOP.
2. Envlro_mentalto_tlng
forproduction
qualification
ofallh_trdware.

The datafrom appropriate portionsof Minuteman,Poseidon,and Genie

productionmotors were used toprovidea reliability estimatefortheircounter-
parton the156 in.SRM. A summary by major componentsprovidesan impressive
cumulativeexperiencerecord. StageI Minuteman motors providean excellent data m

base becansc of (1) the large number of motors tested; and (2) the case, propellant, |

i
liner and flap insulator are of the same materials as will be used in the 8hurtle
81tM Stage. The combined experience of Poseidon Stages I and II provides a com-
parable data base for the submerged, ablative insulator nozzle. The S & A,
Pyrogen igniter ignition system, common to Minuteman and Poseidon motors alx!
many other SRMts has never failed to function. The SRM Pyrogen igniter propelhtnt, |
TP-II1016, is used in the Stage I Minuteman motor. The experience drawn upon
here is limited to those data of which the Wasatch Division of Thlokol has had first-
hand knowledge, and can thus vouch for its aceltracy.

To provide a frame of reference for viewing and Judging the credibility of ]

the reliability assessment of the SRM, the failures of Thiokol fun_ished components
of the Stage I Minuteman arc summarized. The motor has a tapered thread, screw-
on aft closure with four nozzles, gimbaled forward of the throat. The nom'edundant
flight control system was provided by another contractor. Th_ static and flight test
propulsion failures have occurred on earlier configurations. No propulsion failures

have occurred tn the current confignratton,

1965.7-2
Wlng VI (RIP) in production sine(. li !
It :
 t

l
I
The fillloros ,f tlmst_ t_ta,ltor vtu,sl_ns fall init) the fi)lh)wtng groups.
1. llurnihrough at the Sl)lltlhm (at tim glmlml Joint) of
tim nozzh_ _huttlt_
T_lh_

(4). SliM Stage has no split-

lille, or simlhl.r discontinuity to disturb gas flow

through the nozzle°

2. Aft closure insulation c Jetties tip burnthrough (5).

The four port closure requlr_ul nons_mmtrical

tnsul,ttton design to accommodate the gas (,XlmSUre

, _ ttmcs luld w;locity gradients.

!
3. Aft ease hurnihrough (1). Several early cases utilized

I lightweight al_ ease insulation.

to heavier insul_ion A subsequent
eliminated the change
marginal per-
form/race _md there have |men no subsequent f:tllures.

'.rhe
most rdcvant Cxlmriencein terms of materialsand design are reviewed

I for the major SlIM eoml)onents.

7.i.4 Ignition

I Thiol¢olserves -m theprincip:dcontractorforthe S & A deviceused on "all

three stages of the Minuteman. While the bench tests for acceptance and recycle
have revealed
I nonspeciflcatton performance resulting in rejection for rework,
:tcceptcdS & A_s Irtveneitherfailedto fireon command nor f_tilcd by firingwhen

not commanded.
performed Similarly,_dthoughthe
limitsforPyrogen
outsidespecification igniterhas
muss discharge in afew
rate, rare instances
a prochmtion
Py_"ogenigniterhas never failedto ignitethe motor grainor contributedto motor

I overprossuIx_.

Item Tcst._._s
1,'allures
! S&A
--
t Stages I, II, llI Minuteman 2,106 0

Pyrogcn Igniters

Stage I Minuteman _90 0

l)oseidon Sta_, I 9,1 0

Igniter Propell:lnt

Stage l Minuteman 890 0

 7.1.5 Loaded Case

The DflAC metal case experience with Stage I Mioutt_num supp._s tim ,_IIM
case material sclecttun. It is recognized that except for basic cylinder fitbrh'ati,m i
techniques, there is a major difference in the manufacture and assembly of thu
case for the lfifl in. SliM; in laid|ties to being much lm'gcr, it is scgmentt_l, i
Although there will b_ epcciflc controls to assure compliance with cwwy unique
aspect of the 1fi6 in, case, hydroproof test of each c_me provides the fired lest for
assuring its reliability, i

llydrotest, :is a production acceptance criterion 5_r the D6AC eases, tla_
been _m tmqualificd success. The Stage I Minuteman ]kits never experienced a
structural failure of the motor case in a motor firix_g. '[_e more severe l_¥drntest
requirements for the 156 in. SRM, 1.2 over MEOP, will provide additiontd relia-
bility assurance,

'llm TP-II1011 propellant used in Stage I Minuteman sir.ce program initiation |&
bas never failed to perform. There h:wc been a few rare excursions beyond specifi-
cation limits, but there have been no failures. The deviations were isolated to
t
firings following exposure to cuvirnnmental extremes.

, The Stage I Minuteman ham never experienced a failure attributed te the [

U F-2121 liner. Similarly, the silica filled NBR insulator used in the forward .rod
_ aft case split flaps of the Stage I Minuteman has not experienced a failure. The, aft |
c:_se insulator failure cited above was experienced in the molded aft c'-tsc segments i
which will not bc used in the 156 inch.

item Tests Failures t

Case I

Stage I Minuteman (I)6AC) 861 0 I

Propellant
!
Stage I Minutemml ('l'P-IIlOll) 850 0 |

Liner I

Stage I Minuteman (UF-2121) 603 0 I

Internal Insulation I
Stage I Mimttcman 838 o

!
'/-,t I

I
 !

7,l,(l Nozzle
The nearest equivalente_lel'lonoein terms of confllpJrluil-n
toldm;ktt,rlal_
has been in the Poseidon _tago8 I nnd !1. The Thiokol designed _tag_, I n,Jzzl,, hl_ "_'._
never oxper/oncod either marginal performance or failure. ._tagc II o_)ortonei,d

i to
n nazzle
mlitch failurv,
the St_lgetold
I design,
the design
which{rcslmnslbillty
preetudcJ, glmof flow
anothvr
b,,hind
c_mtraetor)
the lnsuht_r.
wlts omdlflvd

t TVC Is pPovided via a flexible hearing between tht, nozzh_ m_d the t_:t_v, 'I'll(,
l)_._l|l'll_ is ft0)rlt;atod from LdterllRte layers of rubber and mctM. The metallic
' shims ztre sections of spheres, each with different rtu]lI. The stncl_ed shims !_ th,,
assembled bearing flex about a common centt_r. 'rho sew,,rc product ;_eeeptma;o
functlenM test. analogous to c:tse hydretvst, eliminates marginMly performing
be(trlngs, l.ach heal-lag is anally loaded, exercised through :t severe duty cycle,
and |)rcssuriz_|. No lnstm_ee of m_trglnnl performance or failure has occurred In
the bcarh_g productinn l)rograrn.
t I/x,,n_ st._..__s
're Failures

Poseidon
=:_ Stage I 91 0

Stage II 92 1

Flex I_ating 183 0

The redundancy provided by the TVC system design through two t,'mdem
actuators, each with redundant hydraulic power, anti hydraulic and electrical con-
trol, provides an estimated relittbility level comparable to other components in the
SliM. Without redundancy, TVC systems have characteristically been a limiting
item in reliability. Tiw proposed hydraulic power and control design, used in tht,

Concorde
the backup SST for emergency
system. flight type
The tandem control, provides
actuators for automatic
are commonly used switehover
on large to
aircrtfft, llowcver, 'rhtekol has no comparable firsthand experience in terms of
= simiL'trity of design _nd number of tests.

'rhescbasic Slim unique items provide a real supportingexperiencebase

for confidencein the reliability, potentialof 156 in. SRM. The hardw_.renot
described abow: such as skirts, cone and interstage, are common, though not.

identical, to either SRM or LI1M, except for the thrust tcrmimttion and MD,_.
Thrust termination ,and MDS do not, of course, contribute to mission succes._ I)at
do support crew safc, ty. Thrust termination ts routinely performed on upper st_tgc
8RM*s. Current applicable Thiokol eN#erlence Includes production of fl_e Third

i 7-5
 t

stage Minuteman° '111e six Imrt. fll_rglass thm_c nmuntc_l syMtt,m |_ m,_r,, i_,..q_h,x !
.nd exacting in Its aimulttmcity mul quality _f tim i_Jrtlng re(lUlm'm_nt_ |.h;iJi w|ll h_.
nt_eesattry for the 156 in. SRM. No failures of the system haw t_ccurr_,d .n mt_tAJr
testa or rell_tfillty t_sting. ,_

lten...._ ._
'l'csts I,'aihtrt,s

'rh_lst 'r_,r_tlmtbm
Third Sit,g<, Mtllut_m;tn

(Tlfiokol eogntztmt only) [

Motor Tests 21 0

Reliability Tests (2 port) 598 0 [

Lot Acceptance Tests 20 0

\ (_altfte:ttion Tests ]5 0 I
A summary of tile pr_diett,d reliability for the 156 in. SRM is shown in 'l':tbh, 7_] .

7.2 CREW SAFF/rY [

A review of potcnti:tI failures vs time has identifi¢,d the nt,ed to l)rovidc the
following types of information to the crew to pex'mit better Judhm)ents vvg:wding

possible ab[mdonment of the to:

primary or lesser alterJmte missions. Combustion
chamber pressure sensors

1. Provide assurance that liftoff thrust Levels haw, t

been achieved, before holddown release.

2. Indicate marginal thrust.

3. Indicate critical thrust loas. }k

4. Indicate unacceptable thrust difference between

motors.

record. The principal

These modes arc
SRM modes of failure are from
discussed shown the
on vlewpoin_
the failure ofmodes _m:tlysisto tlw
their threat

mission _md the possiblemethods of assurlngcrew safety. [

I
7-6 ._

• I I fill i .....
 t

TABLE 7-1

I,'OR
t PREDICTED RELIABILITY ONE SlIM
AND ATTACH STRUCTURE

t
Itcliability

I,otuled Case Assembly

I

i Case O. 9998
Internal Insulation O. 9998

i Liner 0.
Propellant O. 9998
9999

Ignition Assembly

m,_ :f Safe _md Arm Meeh.mism O.9999

1 Pylx)gen Igniter 0.9999

Nozzle Assembly
._ Nozzle Structure 0.9998

I BASIC Mo'roll O. 9989

Thrust Vector Assembly

I FlexlblcBearing
ThrUst Vector Control 0.9998
0.9999

MOTOR WITII TVC O._9986

Supporting Structural Hardware _md

1 Auxiliary Systems

Attach Structure 0.99990

Forward Skirt and Nose Cone 9.99995
Aft Skirt 0. !)9995
Electrical. Power and l)lstrlbut, ion O. 99990
Thrust 'rermlnatlon,_stem O.99990
I
_ MOTOR WITII TVC AND A'rTACII STRUCTURE 0.99s2

7-7

|. I
 7.2. 1° 1 Chamber Burnthrough
7.2. 1 Failure Modes _1 i
Failure may result when the insulator and/or chamber wall are c_posed I _
prematurely. Pren'ature exposure results from a structural failure in the propel-
last or propellant/liner The simplicity of the grain design, that is center perforate !
with generous stress relief flaps, greatly reduces the probability of a generative
failure of the propellant/liner. The potential for grain failure is discussed more
fully under overpressurization. The installation of an adequate Imrnthrough sensor *
' system would require 100 percent coverage of case bonded portions of the internal |
insulator. A study report by General Tire and Rubber Company, R & D Center,
Report No. 550, dated January 1967, indicates that the operations necessary to
obtainthe tolerances forlaminarlayupofthe sensorgridsintheinsulation will |
increasethe costof fabrication by atleast200 percent. Becausethesensormust
be so extensive and involvesso many junctures, i.e.,ateachpreformedinsulator i
segment,it is vulnerable to failure via initiation of a false signal. Although these |9
m_ risks have not been analytically evaluated to determine the incremental increase
in crew safety obtainable from a burnthrough sensor system, it is believed that _ria |
overdesign and the application of specific, exacting operations controls and quality !
assurance methods of the type that would be absolutely necessary with the installation
of the sensor system, safety of the crew will be best assured. Thus, Thiokol will |
invest the equivalent extra resources into assuring the inherent reliability and
quality of the insulator installation, transportation, handling, and preasscmbly
_nspection. I

7.2.1.2 Overpressurization I "

This propellant related failure mode has an extremely low probability of
occurre.nce. This is particularly true for larger meters as the sensitivity to in- _
crease in grain surface area exposure decreases with increased motor size.
_ I,'ailure via overpressurization has never occurred in Thiokol motors 60 in. in •
diameteror larger. Examinationofthe SI_Mgrainrevealsa basisforeven greater I
assurancethatoverpressurization willnotoccur. The basisforovePprcssuriza-
tlon can be examined from two circumstances. I

1. An initially large crack, separation, etc, to provide •

the additional propellant surface area necessary for I
case rupture.

2. A lesser crack, separation, etc t which propagates I

to sufficient area to cause case rupture. •

at Pmax,Theapproximately 44.2surface
additional grain sec. To
areafurther illustrate
necessary the enorraous
to cause size of such
the first eirc_m_ | i
7-8

stance needs to be in the order of 145,000 sq in. at T _ 0.5 see and 120,000 sq in. i•
 I
a grain defect, complete unbonding of one segment at ignition would only result
r in Pc max 5_ 1,290 paia. The point is that such defects could not escape routine
visual inspection, and of course, the grain wilt also be inspected by NDT methods.

A grain surface flaw such as a sharp bottomed scratch or crack in TP-H1011

i propellant
roasons. will not propagate during burning time. There are several contributing

I 1. The
grain,static
i. e.,gassurface
forces pressure,
acting uponcloses
the viscoelastic
rather than
opens grain surface fractures, thus reducing the
I stress concentration effects around the defect.
Gas flow effects at the grain surface are erosive.
I
I 2. The grain loading effects, because of case expansion

l at ignition, are less with steel than with glass cases.

3. The smooth CP core cavity reduces the grain surface

stress approximately
resulting from a star 8section
percentcavity.
under those stresses

As cited in the discussion of the case, the reliability inherent to the grain
! design (materials, configuration and safety factor), and the added assurance pro-
_' vialed by process controls and testing, eliminates the need for special crew safety
I provisions.

i warning Atime
related
for fact,
either but incidental
case rupture under the weaknesses)
(tbr case circumstances, or overpressurization
is the available
(for non-case related weaknesses). The available warning time for failure by
I overpressurization could be as low as 20 msec which is not sufficient for automat!c
verification and response by the MDS. Warning time in the order of 0.25 sec is
required for the MDS. Ballistic anomalies pose a more realistic threat. These
I may result from variation in propellant burning rate or exposure, which results in
thrust imbalance between the SaM's. A shuttle sy,_tem attitude rate sensor with

l automatic
other provisions
potential for SaM's
flight control termination
system failures. willThis
probably be necessary
emergency for several
system _ould also
fulfill crew safety needs for SiaM-created intolerable turning moments.

7.2.1.3 Thrust Loss

A decay in thrast from one SaM could result from:

1. Throat ejection.

2. Nozzle ejection.

3. l_urnthrough.

!l L
 In the parallel configuration, the effects of thrust decay would become
evident as a sustained uncommanded thrust vector correction and a chamber pres-
sure decay. If the uncorrectable portion of the thrust vector resulted in attitude
rate change exceeding the orbiter system sensor limit, a thrust termination corn- _"_.
mand would be initiated for both SRMts. The consequences of the toss of thrust,
from the above cited causes, is a function of the time until motor burnout. A
review of nozzle failures, in the early history of Minuteman nozzles (a gimbal sec-
tion near the throat), reveals that nozzle failure occurred late in motor action time.
Because the mission effects of thrust loss are less severe, the later the occurrence,
the greater threat the overturning moment becomes to the probability of continaing
• the mission. The benefits of sensors designed to detect the specIfic causes of the
gross symptom are not obvious. However, because chamber pressure correlates
directly with thrust° sensors designed to relay the state and direction of chamber
pressure would be useful. A contimtous range pressure indicator showing dis-
crete pressures and rate change, rather than a limit type activating a panel light,
would provide potentially more useful information. However, a single panel display,
indicating differential chamber pressure _arallel burn), may be more reasonable in
terms of providing meaningful information to the crew. The differenti_ pressure
need not be tailored to the pressure time envelope. And, the one instrument is
meaningful through SRM propulsion. Significant differences in thrust because of
no thrust, excessive, or insufficient thrust become significant first in terms of
flight control rather than total mission thrust. Three sensors per SRM with a
majority vote requirement for each SRM output will increase the reliability of the
m[_ 1rIDS.

Summary crew safety recommendation for the SRM's follow.

1. A three sensor majority vote analog output from

each SRM.

2. A crew display, differential preseure indicator

receiving pressure inputs from each SRM.

7.3 PRELIMINARY FAILURE MODE ANALYSES

A failure mode analysis has been conduc.ted for each component and add-on
item of the baseline SRM. These preliminary analyses are concerned only with the
major functional characteristics, not the as-yet-undefined internal workings of the
components or assemblies. Listed below a_ the components and add-on items for
the baseline 156 in. SBM for which preliminary analyses have beea conducted.

1. Case (segmented D6AC steel).

!
2. Internal Insulation. |
3. Liner.

7-10

" Ii_
 I

4. Propol_nt (TP-H1011).

G. S & A Device.

6. Pyrogen.

7. _lltrust Termination System. *

8. Nozzle (fixed).

' t 9. TVC System.*

1
10. Flex Bearing. *

11. Attach Structure.

12. Forward Skirt and Nose Cone.

i 13. Aft Skirt.

14. Electrical, power and distribution system.

I The preliminary analysis charts contain eight columns, all of which are
utilized with the intent of presenting a comprehensive record of the analysis.
1i Following are descriptions of each column in the failure mode charts.

Column 1, entitled 'tComponent," identifies the component or assembly to

be analyzed.

Column 2, entitled "Function," describes the purpose ,_d special actions

of the particular component oz assembly.

Column 3, entitled "Component Failure Mode and Reasons for Component

Failure," states the anticipated characteristic failure modes and enumerates
reasons for their respective occurrences.

Column 4, entitled "Influence on System," surmises the impact of the po_sible

failure with respect to the entire Space Shuttle vehicle.

Column 5, entitled "Component Failure Rate," predicts the failure rate, of

the component or assembly.

Column 6, entitled "Effect on System," asseases the degree of debility _f

the Space Shuttle vehicle with respect to the failure mode of the component or _ssc,mbly.

• Add-on components for baseline SRM.

7-11 ;

I.
 Column 7, entitled"lleliability,"
citestheeffective reliability
ofth_com-
ponentor assembly and is one minus the product of Column 5 and Column 6.

Column 8, entitled "Control Methods," specifies fabrication, inspection and

test methods to assure failure occurrence probability not in excess of the rates cltcd
in Column 5. A method is cited for each potential reason for component failure.

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8.0 SYSTE_ S_FETY ANALYSIS ,_,_
I A preliminary system |afety analysis has levi to the dvvvlopm_n! _f snfoty
requirements for the desiEn, transportation and handling, assembly, pr¢_fllghtcht_4t-
out, flight, and recovery of the SRM stage. Each safety requirement was dcwlop¢_d
to cope with an identified potential hazard to personnel imd equipment. The saltily

requirements cited in regulations,

cedures, uquipment, the Operatingtraining,
Safety Analysis
testing, (Table S-I) encompass,
identification, pro-
design safety
margins, preventive maintenance, ere. This preliminary anatysls record wilt b4_
t expanded and updated as continuing subsequent analyses reveal additional rt.qttlrc,.-
merits. As described in the System Safety Plan, safety requirements are trans-
mitted to the personnel who will fulfill the requirement and to the Product A_sur=mco
Program Manager who must assure their fulflihnent.

The content of Table 8-1, by column, is dcscrlb_d below.

1. Operation--The program operation to be analyzed in
\ |

I concise terms.

I 2. of the Description--Each
Task operation described task,
in sequence of occurrence
step, event, and function
(subsequent analys(s will describe the task to the

I lowest level with

associated of detail necessary
the operation). to analyze the hazards

3. Criteria
t Facts--AU known criteria concerning the
operation and equipment which might affect safety;

i pressure,
such as: energy
voltage,flow,
andsources,
current; propellant
and levels including
weight
and content; radar frequencies and energ _evels, etc.

l' 4. Hazards Undesirable Event--All actual or potential

hazards to personnel or equipment for each task/
I operation (if a human error or equipment failure is
possible, it is assumed to occur for analysis purposes).

I 5. Hazard Class--All hazards classified per the categories

cited in para 3.2 of Safety Program Directive No. 1,
t Rev A (Ch _s I is the equivalent of Category a).
!

6. Safety t_equiremente--I_equiremants in terms of pro-

l cedures, processes, material, or equipment necessary
to reduce or eliminate the identified hazard.

l 8-i

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7. Justlfication--Supperting JustifLeatLon for the ruqalrc-
mente, such as data calculations, standards, apt_cifica-

tLona, federal and state Laws and codes, etc. ! _'! "
As indicated In the System Safety Program Plan, tradeoff studies will be
conducted to evaluate the safety aspects of conftgeratiana and operational modes.
The only malfunction warning device requirement identified thus far is th_ differen-
tial chamber pressure indicator for the parallel burn configuration. The basis for
this device is described in the manrating section. The orbiter turning rate sensors
I

|
1
!
, also provide intelligence on the extremely time critical attitude rate change resulting
from thrust differences or thrust vector malfunctions. [
A gross hazard analysis thus far indicates that launch under environmental l
conditions acceptable from purely operational considerations presents no unneceptabie |

hazard.
tions for The analysis
parallel burn.is Most
based ofonthe
thetechnology
baseline 166 in.utilized
to be SHM stage and the
has been add-on varia-
demonstrated
previous programs. Therefore, only the hazards associated with the as yet unproven
on
I
factors require major attention. One major difference is that the system is manrated
and of necessity will require increased safety factors, added Quality Assurance, added i
testing and design redundancy on critical electrical, hydraulic and ordnance systems.

| 8.1 ENVII_ONMENTAL CONSIDEHATIONS I

_ In the parallel mode, two 156 in. diameter SRMts are mounted symmetrically |
on the side of the orbiter propellant tank. The booster motors and orbiter engines |
fire simultaneously. Each SI_M contains 1.2 mfllton ib of solid propellant whosc i

exhaust products contaill CO, CO2, HCI, H20, H2 and N in gaseous form, and ;m
AI203 in solid form. m

Thiokol contracted with GCA Corporation to define the environmental effects I

of the SRM exhaust gases. Bolt Beranek and Newman, Inc, were also contracted
to perform acoustic analyses of the farficld noise generated by the combined shutth_ ]_
motors. Both companies arc recognized experta in thei_" fields. The study results II
from each company indicate that the environmental effects from launch or abort, a
in weather acceptable for launching, present no hazard. For the meteorological I
regimes considered and using the NASA developed models, ground level and stat_tZIz,:_l
cloud concentrations are well below maximum allowable levels. All farfL_ld |
acoustic levels are well within acceptable endurance limits. The noise gunetatcd |
by the Space Shuttle is no worse than that of other large rocket motors.

The only possible environmental hazard posed by the rocket engine cmission._ |
is the tropospheric washout of HCI by precipitation and this phenomenon occurs
only if the vehicle is either launched during rain showers or if such showers occur i
along the first 100 kilometers of the downwind trajectory of th_ elevetcd grotmd

cloud of the exhaust products. If this trajectory is over water rather than land. I /_

8-24 $i i
 t

,I
I
the harmful
effects effects
of acid rain are minimized. a_d For
on vegetation otheraverhmd
reeeptorstrajectories
should be the possibh_,c,valaated.
carefully harmhd

of the S]2M
Section 6.0 use in the
of this Spacecontains
report Shuttle aprogram.
complete discussion of the environmental el|'( _ iS _

I 8.2 PROPELLANTS
The reliability of both propellants that will be used in the SRM haw_ been prow;a

I iu long term production missiles. The SItM Pyrogen igniter propellant Is '17T_-I11016
which is currently used in the Minuteman Stage I Pyrogen igniter, The translation
separation rocket propellant, Tl?-H1076, is user: in the Genie motor. The SI_M case
the
I propellant, TP-H1011, is used in the First Stage Minuteman motor. During
past 14 years, several thousand of these motors have been built, stored, transported

I and tested.
ever ignited None of the propellants
prematurely citedmotor
in the loaded have configuration.
ever failed to perform nor have they
These propellants arc
probably as well developed, tested, and proven as any in the solid propellant industry.
i The military classification for these propellants is Class II (Fire Hazard) and the
Department of Transportation classifies them as Type B.

8.3 EXPLOSIVE DEVICES

up vent ports in the head end of the SRM, its forward thrust can be immediately
terminated. This is accomplished by a signal to a safe and arm device which in turn
ignites d_utl electro-explosive of the SRMts (EEl:)),
devices a mild
used detonating
in the abortcord and finally a
_I Thrust termination will be mode. By opening
linear shaped charge (LSC). The EED, detonating cord and LSC are all Class 7

I explosiw'.athrust
similar :rod must be lumdled
termination (TT)with extreme
system care. Stage
on Third ThiokoUs experience
Minuteman provideswitha a
good background in this arcs. Extensive reliability testing has been accomplished

t on tht,J TT system and it has performed without failure in over 650 tests.
To assure ignition, the TT system will be provided with redundant initiators
I and electrical sysmms.

t ordnance In items
the event that in
utilized a destruct system is The
the TT system. usedmajor
for the SRM it would
difference also the
being that use LSC
the
would be inatalieci down the entire length of the case in each raceway.

1 8.4 _) I,A ' IT[ON 0 I__ ENERGY

IS( _ SOUI_CES
i

The three energy sources that must be electrically and pyrotechnically isolated
on the SRM are: (1) propellant (Pyrogen ignitcr_ translation separation rocket and SRM

grain), (2) TT system, antl (3)destruct system, if used.

All of tire abow_ energy _ources arc isolated using the Thiokol developed S _, ,'\ ._*_
device. The S & A device provides and maintains an Ignition safe attitude on either' ,_

I
i 8-25

1
 L

ov

mcchanicstl or electrical command, Upon electrical command to tile arm and thellct_
te tht_ fil'v position, it transmits pyrotechnic _mergy to the energy source.

During the past decade, this S & A device has bc,en used with compi_f_ ._H_,_,l_,
on _di three stages of the Mint;temsn missile, as well as poseidon and othm" mL_all,_
systems. To this date, the S & A device has never failed to fire on command oJ"
failed by firing when not commanded.

In addition to the energy sources described :tbovc, the various ei_ctri cl|l
distribution systems controlling ordnance and guidance systems on the missile nmst
be isolated. This will be accomplished through proper design, inspection, and
testing.

8.5 COMPATIBILITY OF MATEBIALS

t All materials utilized in fabrication of the SRM's arc compatible. These

same materials have been used for many years in the Minuteman and Genie programs,

both long term production missiles.

8.6 EFFECTS OF TRANSIENT CURRENT AND RADIO FBEQUENCY ENERGY

All electrical systems will be designed with the necessary shielding icatures

to protect
bc used on against
all ordnance
any trmsient
items has
current
undergone
and BF
extensive
energy° testing
The S in
& this
A device
regard.that will

8-26
 !
9.0 GROUN D SUPPORT l ' l|| I I| • MENI
n tl
IGSE)

I 9.] INTRODUCTION

I Thiokol toChemical
mid equipmeat conduct Corporation
a complete will provide
Ground SupporttheEquipment
nceess,'n'y (GSE)
personnel,
programfaciliti,,_,
in
support of the SliM Stage. GSE definition, design, tabricatiol, verification, use :rod
program.
maintenance will be included as a part of this An initial effort has been
eomhmtcd io identify items of (ISE requirc, d to support the SRM Stage, with prime

' The baseline

effort directed ] 56-in.
toward diameter
the 156-in.SRMdiameter
Stag(; parallel
SRM p'lrallel
burn configuration
burn eonfigur,'ttlon.
consists of
two SRM's, each with a ease of ti_ree center segments, a forward and aft closure,
fixed nozzle, ignite, r, aft skirt extension, nose cone, safe and arm device, raceway

I and associated cabling. Ill addition to the two SI{Mts the SRM Stage includes an
interstage structure which provides the interface between the SRM Stage and the
Space Shuttle. Alternate configurations to the 156-in. diameter parallel barn

_N b'tselinc include the following subsystems.

1. Thrust Termination

2. Thrust Vector Control (TVC)

3, Malfunction Detection System (MDS)

4. Flight Instrumentation System

5, Separation Motors

6, Destruct System

7. Reeovel T System

These additions to the baseline hay,: been considered separately and the required
GSE has been defined to support these subsystems.

Secondary to this effort, definition of GSE needed to support 't lob-m.

diameter SRM series eonfigurtltion, an SRM St:tge consisting of parallel 120-in.
diameter SRMts anti an SRM Stage using a 260-in. diameter sf;rics SRM was
considered. A Systems Requirements Analysis (SRA) was used as the t,)ol to
identify GSE configuration items, design requirements _md qu_mtities required t,)
stlpport the SRM Stage. Use of the SRA has provided an ordc, rly development of the
GSE requirements.

Transportation and imndling of the wtrlous components of the SliM Stag_.'

requires specinl c_quipment, (lug! to file size and shape of some of the compcments.
TIn, modes of transportation considered for handling the large easc segments
iuehah;d air, railroad :rod highway. For the 260-tn. diamett,r fiRM, water
transportation was stadlct|.

9-1
 t

!
!
Trudeoff studies indicate that rail transportation _Jf the 1.56-in. dizml_t_r Ill
r Slim segments is the most feasible method to move the segments from the
'rhiokol/Wasateh Division facilities to the Kennedy Space Center (KSC). A m
minimum of GSE will be needed for this mode of transportation. Studies indivat_ !
there is no requirement for temperature conditioning or humidity control during
transport. The existing railroad at the KSC will be used for transportation at the |
launch site, Overhead cranes with lifting capabilities of 200 tons will be providcwl |
;it the various points of on and off loading of the railcars. A pneumatic hal_dling
}tarncss was selected to interface with the SRM segments and the 200-ton cranes !
R
to provide a combination which will handle the SRM segments in the fastest, most

economical way. !
ALLcomponents coming from vendors directly to the KSC will be packaged
for shipment by the vendor and shipped via common carrier. The components |
coming from the vendor and those from the Thiokol/Waeatch Division wili bc t
assembled to the maximum extent possible, coneideriag transportation ttmit,ttions,
to keep assembly at the KSC to a minimum. Subassembly of the SRM components [
t
at the KSC will be accomplished at a new Receiving, Inspection, Storage, Subassembly
\ (llISS) building to he constructed near the Vehicle Assembly Building (VAB). These I
components will be assembled to the maximum extent possible, considering equip- [
meat checkout requirements, inspection requirements, transportation handling and
SRM assembly requirements, and cost considerations, before transportation to |
the VA B. !

Assembly of the SRM Stage in the VAB will be accomplished in a minimum l

time using a minim:tm quantity of GSE considering the following factors,

]. Safety 1

2. Human Engineering

3. Reliability
4. Available Facilities

5. Manpower
6. Launch Rate

7. Cost

8. Maintenance

Quick connect/disconnect philosophy has been used throughout for operatioa_

performed in the VAB. Handling, assembly and checkout requirements h_wc bc_o
kept to a minimum.

Special test aml checkout equipment will be used to perform tests requlrt_d
to insure reliability of tht: various SRM components. Equipmetit tests and check-
outs will bc pcrfm'med on the SRM Stage in the RIB8 betiding on all assembled
9-2
 ,)mp(mtmts to minimize eheek,ml in thn VAB, All SlIM StaKe system t+mt is t+}lu,
•_ndtmted aft_v Slim bulLdttp in tht_ VAI_ to varify th_ Slim Stag_., system prior t_
_rttcgratllm with the Spa_e Shutth_o Aft¢_r Spac_ Sht_tth_ lnt_grationt combin_d
systems tests wilt bt_ performed to v_rify Slim Stag,/Space Shuttle lntcrfa_:¢_.
¢ _ly thn_ Items of special te_;t and checkout equipment directly rcquir_d hy th_
8]lM Stitgo have tmen id_mtlfted.

9.2 (_IIOUNI) SUI_POIIT EQUIPM_NT (_SE) 1)ESI{;N CllI'rEi{IA

9,2, 1 Ik:slgn Requirements

9.2..;,. 1 l)c_ign of the Slim Stag(]

Ti_e design of the Slim Sta_e establishes the oh:sign req.ir_rrsont_ for th_
GSE. Such things as c(_mponcnt size, weigi_t, conflgur_ttion, ere, haw: to b_
consi_l,_red in the GSE (lesign_. The following SlIM Stage description was used
as the basis for GSE preliminary definition.

'rl_e Slim Stage is c_omposcd of two Solid Rocket Motors (SLIM). Each SIiM
tn the ]56 in. diameter p;_r:dlel configuration is compos(_d of three center segments,
one forward segment, on_yaft segment, intorstuge sLruetare, ;tft sldrt extonsiem
ac(| n(}sc (;one,

'_'_ The sol;meats are all ]F_ in. diameter, vary in length fr_)m 21 to 27 ft
and ia weight from 166,000 to 325,000 lb.

The aft skirt extension Js approximately lfl0 in. maximum diameter by

132 in, long aud weighs approximately 12_000 lb. The aft skirt extension
suppcrts the weight of the SRM and one-half the weight of the Space Shuttk_
vehicle while on the launch pad. The aft skirt extension will be installed on the
" aft segment in the R_S building prior to SI_M buildup.

214 in,, emd a w_ight of 10,000 lb. The nose cone will be installed on the forward
l .egmontThe no_cIU+J$
inthe, conebuilding.
is conical, with a major diameter of 15(; in., a length of ':_

The interstage structure ts compo_ed of two major subassemblies, tim '_

to, ward attach structure and the aft attach structure. The forwa_'d attach strt_ctur_,
is appro_;imatcly 200 in, long and weighs approximately 4,700 lb. The at't attach
100 and 50O Lb. The
p structure I_approximately in. long weighs approximately
int(:rstagc structure will be installed on the forward segment sulmssembly _md the ;1'
aft segment subassembly in the RIBS building, i_

9.2, 1.2 F_pcrlence !_

_

I The manufacture :rod static testing of the targe solid propellant rm_k++t
motors r_+_Julrc
thatGBE bc developedtohandle, transport,a+scmble, eht_ck<mtm+d

9-3
 I
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I:c.sl
Ins varl(nis SlIM eolliIgarat|onSo T|ll(ik_)IWscxii(,rhqlt!oillthi!J _{i Iii,dtIlnletoi' I
I
llr()gi'anl¢4
has been used In thehlt'nfli]el._tlon
of GSE m_lulredt¢_SUplmrl timSlIM

Sl.agoIn theSlmee ShuttleProgram. I

The feasibility of largo _olhl pr()pelilmt IlL'L:ketinotors - Ilill thrt_ugh 21t0 ill,
dIIlnlO|tq"- |illsbeen denlotlstl'litedillitsorles tlfilemonstrn|.lon llrogl'anIi4fended S
I
b,v tile Air FoP_c lind Nntiollltl AerOllltlltlP,8 lind _plLee Adminls|rIitloll, _llt!eeb;_4flll
_l;Ittle tests of nllltllrH tlloorporI|l.lllg technology ItdVlmcements were eondllctod I),v
Whlokol C;hcmieal (_'orllllrIttton i l,ookhl_(._d ])roplllslollCompnnyt AeroJl_.t-(|ener;d l
Co_'l)or'ttionp lind ll|lltcd Tl;chnoh)N,W Center I)(Itween 1!)64 and ]9(18, Fui'ther
' (qI'ol t, especially dlr(_ctcd a,t lowering costs of eonli)llnents i dcmonstl'atJl)g FlOW |

nozzles _ and tnlllroving cairo and nozzle fabrication tecimiques, has bc.(m completed !
ill the ycltrs since that time.
I
A tot'tl of H) motors was built and static tested to demonstrate _511hi. I

diameter motor technology. II

Segnle,ll;t_(1 121) in. molo|'_: have been t,_e(| Its zo,'o sl_tge b(mstort} 1!o1"lhe
'l.'itlitl IlIC vehleLc since June 1965, when thc first flight w:ts launched. One el' the I
most succcssful of all space programs, the Tihm IIICtw:m launched 17 time_ I
without ;t failure in the R & D phase,
I

The Titan IIIC, p'trt of the program managed by the Air Force Systems I
CommandOs then Space 8ysi,cms Division (SAM_)),is the standard military heavy
_lL}t:,launch vehicle. It consists of a three stage common core vehicle with two I
five-segment _olid propellant booster motors as the zero stage, The solid

hooster._ have a combined ltftoff thrust of 2, 4 million lb, I

Work also was accomplished under the Titan III/M (MOL) I rog),m_ _ow ¢_d

qu,dtficatl(m of the seven-segment configuration of 120 in. motoVs. 1

Three 260 in. motors have bc,en demonstrated by Aerojot-General I

Corporation. All used fixed nozzles, non_, with TV(,_ and "111were ignited fzo_n !
the aft end.

'l'ransl)ort'ttton of the 156 in. diameler SRM_s has been demonstrated in I

botl_ hlgi_way arid rail transport modes. Mockaps of 156 in. diameter segments
haw: been transported by rail to various points throaghout the country. The I
segments were supported in chocks and Ucdowns in thc slime manner propt,scd

for transporting the Spa¢:(; Shuttle SliMes. I

t

The lob in. diameter segments h[we been Imndh_d with Pneuma-Grlp Ilandllng
dcvic(,s by Lockheed Pr(ipulsion Company. The 120 in. diameter segments haw_ ]
I
bccn handled by l)n(;umn-Grip handling devices in the Titan Program.

t
94 _

tl
 d

'L'oohnlquen usvd by Thiokol in the asmmlblyof the .[fi{Iin.ic._|bHII.y

li._U_r_
llflV_ho_rlt|s{_fl to a(|vILntitgt_|n lJlLlid_,lltlflcI_ti_m
_d'(_q|dpmentllmlp_,rmJlm_,l
P(_qtllPOlll()nt_lill tile Spllc(_ Shtltt|t_ PrDgl'ltnl,

9.2.1. ,'1 l)_Mign Criiorilt

A prolilulnltry Systems ltt_qtltl'(qncntH Anltly_l_ wlu_ emldtlcted to ldclltll'y

thelloslgllrC(lOlPl:mcnts fr_r(ISI,]
Illslceordanccwith tilt, l)roct!du
l'esof AI,'HCM :171i-,%
"Syst(!lllS
],',ngincoPlng Mltnltgom¢_ntProl_edtlres" fop t,xpcdllmccIllllrl_l)ItPIltion.
ItI_ rceognlzcdllntl, futureeo,H'.rI_cts nIIiyrl2(itlire
tlSt
_,ill'
NASA (h)clllnl!lltatil#n.

'l'h_:
analysis Identifies, to tho nlItxlnltlnlextent possible, tilenlost prJu.tlc:d
Hnd eonlb|natlon()f (_SI'_',
t:con[)lll_C fltellltlcs,personnt:land technicaldata that
best satisfythe systcm and design requirements. Where various solutionswcrc

the of solve
scope to till,
contract,or previous CXl)_rlcnccw.'ts
used to Instlrethattilt,
mo._t
I "w_lilable :tdesign requirement, tradeoffstudlcswere.eomlueted,within
practicedsolutionw:_sutllizcdto satisfyallreqt:irements.The analytie_tl _tpproaeh
eml+Inu,zes the l)hllosollhy of :tlnlnll_Ittl
quantityof(.,SLto accomplish multiple
tasks.

CSI!_,us presentedin thisstudy,w_isdcsigm,d to s_ttlsfy

"all
thc rcqulrc-
meats of theOperatlolmlSystems Analysis containedinVolume U, Appendix A,
I of thisreport.

In addition,themmlysis has establisheda basisfor a prclimlnary summary

offacilities,
manpower qtumtltiesand sldlls,aml procedural data requiredto
supportthe:SlIM St_tgcfrom rmmuf.tcturethrough recovery.

9.2.1.d GSE Dcslgn Criteri_t

'rhcdesigu parameters _trepredicatedon fulfilling

thesystem rcquireml;nts
_ttthe lowestsystem cost withouts',erlflcingsafetyeonsidcrat!ons. Equipment
design parameters In each major G._E categoryare presented_n the following
p:_.ragraphs.

The general approach toGSE design was tofollowthe experienceg_tincd

in previous Thiokol conductedUSAF and NASA Rtndedlarge rocketmotor progrmns.
No design improvements or "convenience" desl_m ch_mges haw_ been eol_s[dcred.

9-5 _
 I
I
Tr/mt_lmetatlon Equlpnmnt I

'l'rant4porttttion equllmmnt was soh_ett_d tin tim followhlg bit,HiS: I "'

I

I. ltldl tranSl)OrL will Ire the ]n'|nlltl'y mode ¢)f I PI|IlH-

imrtlttl_m from Thlokol to KS(!, (_le/|l,lnl(_¢, htiH IH_tqt I
i
Illltlle fop Hhipnleni of HOglllentH th lte(!or(lan(,(_ with

I,'ig'ttre 9-1 frnnl Thiol_ol to KH(J. |

I
2. lllghway liPid,hill}el?ration will be tlH(!il fOP lilOV(_,nlenl
froln Tlliokolts W:tsatch facility to tim rallimad tm(I i
for ,novcment within K_C frost tim ]IISS bulhling to I
the VA]I, The roadway from the. RISS building to
VAIl at KS(; will be designed to withstand the weight !g
of the transl)orter loaded with a 325,000 lb segnmnt.
The total weight of segment and transl)ortor will be i
approximately ,tO0,000 lb. |

\ All trmmlmrtation equllnncnt will be designed m aeeordance witl_ MII,-M-a090 |

aud A] S(,M 80-(; o," altl)ropriat(_ N/L_A specifications us applleabh_. I

ltandling mul Assembly FhlUlpment !

• r • _ * i, , )
lltmdling equilmlent will I)e required for all phases of SliM Stage tl,UlSl)Ol tatltn I
trod assembly, Assembly equipment will be required at the RISS building and at tim !
VAIl,
I

All handling and assembly equipment will I)e designed in accord:race with
appropriate configuration item Slm(;ifieations. All lifting equipment will I)c designed
to a load factor of three based on ultimate "rod shall be load tested to I. 5 times the |gt
expected operating load.
4h

Test and Checkout Equipment I

Test and checkout equipment will be used to test the wtrlous ordnance it_;m.% |
charge trod test the batteries, I)erform continuity tests on all cabling and perform .
final electrical system checkout when tim SRM S'rage i_ fully assembled.

Design of the test equipment will be in aecordtmcc with appltctd)l(, NASA

I
spe(;ifleatlons. Special consideration will be given to environm(mtnl conditioe,s _vhich I
the equlpnlont w[l! sce and electromagnetic Interferen(.e (EMI) both from ra(lla.t or; I

and susceptibility st:tndpolnts. II

!
9-6 I

I
r
I

..
I APPROVED
ENVELOPE

'I
I
I
\I
I

8FT 6 IN.
l (APPROXIMATE

I 17 FT 8 IN.
,o_
FLATCAR

CENTER OF GRAVITY

APPROXIMATELY 350, 000 LB --TOP OF '

' _ - COMBINED WEIGHT AT I_

,, _ / / RAIL
I _ p L

I 7!

:](i 175-12 0
. J

Vigure 9-1. IYrMS Envelope l,imits .......

! :I
 1
I
Dcn iL_nVcrlfteatlm] I
Vcrlfie_tion te_ts will ht_ I)t_ri'orm_d in _t_eor(laneo wlLh IL 2 of Li_ {,_t_l]Ol'al
'l'(_,qt Phm for thc Solid I{oeket Motor (SliM) Stage cantalnoO in Vohtme Ill _Jl'ti_i_
rcl)o]]t. These tc_ts will include verification of the test and ullcekout cquiplnont,

i}roof load tests

tdl ¢_tlttipment. on all lifting and lmndling t_quipment, m_d demon_tratltm tt,_t_ ml [

t
!

il
 t

I
1
,%2.1.5 Special Considerations
I The following special considerations will apply to the d{_slgn of ,_aeh lt{_m of

1 OSE.
Maintainability

I Maintainability will be considered In the design of each item of GSE in aecord-

ance with the requirements of MIL-STD-470 or applicable NASA specifications aa
required.

' I Maintainability of GSE will be insured through the implementation of an eft'cetive

I maintainability program. The maintainability program will contain but not be limited
to the following.
i
1. Maintainability program plan

2. Maintenance analysis of applicable _tcms of GSE

] 3. Inputs to the detailed maintenance concepts and

I detailed maintenance plan

4. Establishment of main_inability design criteria

I 5. Performance of design tradeoffs

! m

6. Prediction of maintainability parameter valacs

I 7. Incorporation and enforccnmnt of maintainability

requirements in design specifications

8. Participation in design reviews

I' 9. Establishment of a data collection, analysis and

corrective action system

10. Demonstration of the achievement of maintainability

requirements in accordance with MIL-STD-471,
as required

I 11,. Preparation of maintainability status reports

t
iluman Engineering Crltcria

t The design of _:tch item of GSE will be considered _ccovdance with

MIL-II-46855
requirements, or llmnml
appropriate NASA specifications
engineering will include theforfollowlr4_.
impac_ on human engineering :

I i
!
 I
Equipment Detail Design |
I

During the detail design of equipment, the human unginecrlng impute, made _
In compliance with the system engineering tlmdysts requirements as well as other i
appropriate haman engineering inputs, will be converted into detail equipm_nt design
features. Design of the equipment will meet the applicable criteria of MIL-STD-472 I
or other human engineering criteria specified by the contract. Human engineering 1
personnel shall participate in design reviews of oqulpmv_t end items to he operated
or maintained by man, I
, Human engineering principles and criteria will be applied, during detail design,
to equipment drawings, such as panel layout drawings, overall layout drawings, controls
and other drawings dvpieting equipment important to system operation and maintenance
by human operators, to assure that the equipment can be efficiently, reli-bly, and i
safely operated and maintained. l
9.2.2 Major Assumptions i
t
With the limited dais available the following basic assumptions wcrc made on
whichtheoperational analysisisbased, i

1. The integrated Space Shuttle system orbiter, or

groundpower willfurnishallrequiredexcitation and
stimulitoperforma completefunctional checkofthe
TVC system afterSaM SpaceShuttle integrationifa TVC
system is used.

2. Ordnance unit checkout after Space Shuttle vehicle

integration will be limited to monitoring to assure
safe or arm condition and connector mating integrity.

3. Ordnance safe and arm devices will not be instaUed

until after the SaM Stage/Space Shuttle combined
system tests. Simulators will be u_ed to this point.

4. Checkout of the SBM before integration with the Space

Shuttle will be accomplished to the maximum extent
possible to preclude a teardown due to anomalies found
daring SI_M Stage/Space Shuttle combined system tests.

5. A low pressure test of the assembled SI_M will be

required to check for leaks in the various Joints.

9-10
 i 6. The support base on which the SRM Stage is ass¢_mbled
willhavecapability
forf_RMvortical
ali_a1,1ent. _,_

7. The support base will be provided by NASA.

t 8. Maximum assembly of SRM Stage components

will be accomplished prior to transfer to the Vt_rtlcal
Assembly BuildingCqA3)forSHM buildup, so furas
I practical.
I

9. The VAB will be used for assembly

vehicle. of the Space Shtlttlr._

1O. All componentscoming

willbe from vendorsdirectly
packagedforshipmentby toshippvd
thevendorand KSC

via common carrier.

11. A railroad extension will be provided from the existing

] railroad to a building
Space Shuttle (HISS building)
Vehicle Assembly to be built near the
Building.

] 12. A roadway which will handle approximately 400,000 lb

t loads will be built from the new HISS building to _hc

i SpaceShuttle
VehicleAssembly Building.
_.3. Thrusttermination,
command destruct,TVC, stage

I separation
required. rockets, and recovery, capability may bc

14. On pad maintenance will consist of removal and installa-

tion of modules or subassemblies.

'[ 15. Preventive and corrective maintenance will be performed

at the Launch site on all items of GSE.

I 16. Crane services during SHM buildup will be provided

i by NASA.
17. SHM Stage buildup during GTbl and FTM operations will

I require a minimum of nine days.

18. t_HM Stage buildup during production opcrutions will
i bt_ accomplished in three daye.

!
9-11
 I
19. ThiokotVsresponsibility for the S;RMStageends upc, J
completion of SRM Stage assembly prior to Integr_;Ing
the Space Shuttle to the SRM Stage. However, T_okol y
g_
will be responsible for that portion of the fi1_al test
and checkout that pertains to the SIaM Stage. |
!
20. Transportation of SRM segments from Thiokolls
Wasatch Division to KSC will be by highway and rail.
Size and weight limitatiors (see Figure 9-2) restrict I_
transportation to the limited highway and rail modes.

It is recognized that complete substantiation or corrections to the assumptions

can only occur following further system definition and indcpth tradcoff studios.
The SI_A documentation used for the GSE definition (Volume H, Appendix A) includes:

Functional Flow Diagrams (FFDts) _m

FFDts developed include top level FFDts with subfiows to the level required
to prop_rly define a reasonable development of design requirements axedcriteria.

System Functional Analysis I

Requirement Allocation Sheets (RAS_s) were used to document the detailed
analysis. These sheets were prepared for each block of the FFDts involving SI_M |
i
Stage _xluipment and associated GSE design constraints. The RASes identify design

requirements for tht_SI_M Stage ground support eqt_pmcnt.

!
1
9-12 I

$
 |
J,

I
t I-

I
 r

9.3.1 GSE Selection Criteria

Using the System Rt_luirements An:riyals (SRA) and Mllit,'try St'mdards and
Specifications identified above, GSE was selected to support and p_:rform all opera-
lions t'¢_qtflr_d from the transportation of SRM segments and components from tht! |
point of manufacture to the final t_st and checkout of the assembled SRM Stage. [
Experience gained in USAF and NASA 156 in. and 120 in. drams•or SRM feasibility
programs was a great asset in selecting the various items of GSE required to |
It
support the Space Shuttle Program.

The SIVA identified the requirements to perform each operation. Fqulpment [

was then identified to fulfill the requirements. Consideration was given to past
e×perience in the selection of transportation and handling equipment. Size and weight |
restrictions limited the transportation modes of the wwious configuratio_,'s in accord- I
ance with Figure 2.

With primary consideration given to the 156 in. diameter segmented motor,
rail transportation was selected as meat feasible and economical. Transportation
of 120 in. diameter segments by air or highway is feasible but more economic by |
m¢ rail. Transportation by water is the only feasible method of moving 260 in. diamet'_r

SRM's • I
A l_euma-Grtp hantllhlg device was selected to handle the SRM's scgn:ents
during transfer and assembly operations for ease of operation and to mintmizc
equipment costs.

Test and Checkout equipment was chosen based on performance of similar !

functions performed in other solid propellant programs such as the USAF Minute-

man anti 156 in. and 120 in. diameter feasibility studies.

9.3.2 GSE Description (Baseline SI_M) i

The following items of GSE haw: been identified to fulfill the requirements

identified in the SRA. I

Electrical Leads

Electrical leads or grotmding straps will by used in all handling and trans- |
poriing functions to insure safety by the prevention of electrical charge buildup |
on the SRM segmen_.a. |

9-14 _ I
 Case fltifftmers

Case stifhmors arc structurnl metnb_rs that fastt_u to t|m joints of t|m op_m
cads of each segmcat. Cam,' stlffonnl's will Im Installed on fl_ joinls of *_*tchsc,gm+ml,
after the segment has betm rounded and propt_lhmt oust. Tht_ stiff_ntws will fluppoct
the Joint in its rouml condition throughout all trtmsportatinn and Imndling functions.
The stiffeners will only b_ rt_movod when the segment ha,_ bct_n broken ov,w to u
vortical position and is ready for assembly.

Tractor

The tractor is a special heavy duty primo mover with it fifth wheel connector.
The tractor will provide power to pull the semitrailer with the SlIM segments aboard.

Safety and Arming Device Simulator

Safc_y and arming simulators are devices having all o_ the electronic function_
\ of the live S & A devices but lacking the explosive charges. The S & A simulators are
X used in the functional checkout of the SRM Stage to insure electrical continuity and
allow checkout of the SRM electrical pax amotcrs.

SBM Leak Test Set

The leak test set is used to insure integrity of the joints and component inter-
faces when the SRM has been fully assembled. The test sot consists of a seal installed
in the nozzle throat. Various connections and lines will be installed in the seal to
pressurize and vent the SRM, as required. A console will bc provided to register
and monitor the prees,rv_

Work Platforms

Work platforms are stairs and catwalks thai provide access to the various
work stations on the SIaM _ogments and equipment. Work platforms will be required
in the RISS building to provide access for inspection and subassembly operations.
Work platforms will also be required in the VAB for segment brtmkovcr.

Semitrailer

The semitrailer is i1 special lmavy duty Iraller witll ticdown and support
provisions for supporting the SItM segments during transport_ttion. The somitraile:r
will be used to transport the segments from TMokol/Wasutch manufacturing area
to thc rallhcad and from the RISS building to the VAB at 1LqC.

9-15
' t

I
F O-ning PabricationTool

The O-ring fabrication tool cuts O-ring stock matcrfal to specified dimension |
L
and sccurcs the cut cnds while the sealant cur,,s, O-rings wUl ht_ fabricated at KSC

for tht'. Joint seals,

t
t)rdnanco Test Set

Thu ordwmco test _et consists of electronic components, gages and wiring
housed in a consolu. All components are standard off-the-shelf It_ms of modular
!
design to the greatest extent possible. The nrdntmce test set will be used to completely [
test all ordnance units and associated cabling used on the SRM stage. T,_is will
inchidc cycling time, squib and motor resistance, continuity resistance and hi-pot
lc:zkltge resistance, Test currents will be fail-safe limitud to prevent lnadvurtant i
firing of electro-explosive devices.

Pncuma-G_'ip Lifting Device |_

\ The
Pneuma-Grip lifiing device is n spcc_. _lly designed device that is placed
around the SHM segment and contains bladders which will be inflated to 50 psi. The
pressure of the bladder on the segment case is sufficient to support the segment |
during all handling and assembly operations. 1

Breakovcr Stand l
The brcakow;r stand consists of structural supports that interface with the $

tr_mnions on the lifting device. The stand also contains stairs and platforms that
provide access to the work areas on the stand and on the segment. The breakovcr
_Jtand is used to support the SBM segment while breaking the segment over from
the horizontal to the vortical position using an overhead crane and lifting device,

Shipping Containers, S & A Devices

!
The shipping container is a standard AN reusable shipping container with
special packing to support and protect the S & A device. The containers will be used
to ship thu S & A devices from their point of manufacture to their installation point.

Storage Chocks

Storage chocks are structural members that Interface with the OD of the case I$
near the Joints or skirts. The chocks will support the segments while in storage.

!
1
9-16 I

I
 d

1
I
[ Laddor, Noso _one

The nose cone ladder Is a special ladder that will fit in the nost_' v,m_ t,_ pr,,vt,it_
# access to the forward dome of the forward s,_gmont to 'tcoompllsh final assi'.mbly and
checkout of components.
t
' Protective Cover

I The protective cover is 't double layer c.f w ato.rprool fttbt ic with arA internal
, layer of inmdatlon. The protective covers are used during transportation to prot(,ct

the segment fron' dh'eet sunlight and tnclemtmt weather.

Tiedowns and Support Chocks, l_ail

i The rail support chocks .are structural members that interface with the OD
of the segment ease near tim joints .'rod skirts. The ttedowns are flexible stool straps
i that attach to the eho,_ks anti fit over the segments. r,[h_ ! tiedowns and chocks support
:rod rcstratn the segment during rail transport.
\
Tledowns and Support Chocks, Trailer

I The trailer chocks and tledowns are identical to those used on the raUcar,
except that they interf:tce with the trailer.

Battery Charger and Test Set

I The batteries
in the SBM. used trod
The charger on the
test SRM Stage bemust
set will be charged
fabricated from just prior to installation
commercial components.
The charger will charge the battt:ries and check the charge level.
1 Lifting Adapter - Nose Cone

I The nose cone lifting adapter is ;t structural member that attaclm,_ to the nos_
cone and provides attach points and structural support for the nose cone. The ":dapter
is used in conjunction with tlte lifting adapter and overhe'td crane.

i Lifting _ing - Nose Cone

The nose cone lifting sling is a special unit that adapts the lifting adapter to
the overhead crane. The sling is ttsed to support the nest: cone wMle moving it with
the overhead crane.

1 :

'
I
9-17

i
 1
I
F Lifting Beam - Londed Segment I

The Lifting beam is a structural member that interfaces with the lifting d_wict_ |
and the overhead crane. The lifting beam is used during the segnwnt handling _J_ql l

assembly flmetLons. 1
Electrical Cnhle Test Set

The electrical cable test set consists of standard electronic components,

gages and wiring housed in a console. The test set Is used to perform end-to-end
continuity cheeks.

Dummy Storage Batteries

Dummy storage batteries consist of standard commercia! components that

enable the simulation of the battery current during systems checkouts.

Electrical System Checkout Set

The electrical system checkout set consists of standard electronic components,
gages and wiring housed in 't co_-solo. The checkout sot is ttsed to perform final i
checkout of the various electrical components and systems in the assembled SRM. [

1
I
t

]
9-18 1 _

,,J
 1
t
,q, 3, :1 t]SI,: l)et4eriptltm (lii;i ln. Optl.nt4)

The l'(}lhlwlllg lLt,,lliS ()I' C|Sl,: llav;, he(_n id(,nl.ll'h_d lo fulfill lilt. t'i_/l(uil't.lti/.lllh it_
()f th0 riffle!IS -I)thms hltmtlfh_d hi I.h_' ,'41tA.

I Ill)U/Nt)zzle 'Pet_t Set

(_ltt_eltout at VAB will !;)t! t'et41;t'lett,d to t'add gaa
()l)evttthm of I,he IIPIJ a)ul
Cllnt i'(ll_4, Itl],l|_, l L-lylqi,
l'lll
ellet.q_will I'/,,h t U i IYl_ lmth the/tt,l.ultLloll (,h(,el_ml. t,(tl),,l(d,, and
tht_ llllOtinllttle )'egulatton tl|llt defined herein. Cheekotlt (}11th(, hiunt:h i)ml will cqtn,.

' l slt_t of !if|Ill l_lti.l fLtn(;t|Ollttl elk l'lttil)n ehc.eltl_ _Itll'Jlll_ the I!OlILIN)J _lyl.lLl_lll l'hlal vt_t'ili'-
t or!Lion, l)tnqllg the fllllll Ilel:'lt_th4 of eoLIIItdowll I)l'tel.' to )Ituueh. :t hot run _m I,he IIIHI
and c(mtv.1 devices will I}e perf_wmed. The IIPU hat_ dultl ignition eal)tll)ilJl, it's
t
[ aml the Jill!if!to):' ul_tt will he i'el)laet,d after g].'ouml cheek. 'l.'here ttt'e sul'fit_l(_nt

!IPU. The eontr(d system will he COmlfletely ehetqled out wil, h the u_e of the check-.
out eont_ole, C.heekout tesit_ wlll cover all lhe Ol)eValli_g modes hi!hiding ,dttwt _tnd'
shtlf,J.own. The entire syt_tem will he ()per:tied in emergency conditions of I:ta]'lial
tand full
*
t shttt(Iown
amotmt_ of one unit shdt(Iown
of fuel for two (2) et,ml)lete of one unit.
Ignition cyelet_ .'tml Ol)el'.ttlonal nee(lt_ of c_,ch

The following eompol_ent.s will be checked out.

TVC Actuator

A 'rvc t_e].voacttlat()r ehet'kt)ut eont_ole will he n't,qtlit'e(l l'of det_ign vtyrificitl.h)n

testi]:g and p_',tA,
tun' (' h chet_kout ()t' the TVC actuators.

Thh_ eonnole will provide tile following TVC, actuator ftlnt_Lit)tis.

1. Linear variable dil'fex'ential transf(_rmer (I,VI)T)

exeitation,a

'2. LVDT tlemoduhttlons

,]. _)l'e_qt_tll'e t! int]{lut,el t, xt lt,ttlt)n _ll(I t!otltlitJol|illl._S

,t. 1,'ecdbael_ It.rid eoralnlalld t4ulllllllnt-',' _tll(I COllll)¢._llSatit_tl

._, Sel_voat;tultt()l" th, t ve r_

I (i. 1.'tdlut'e ,_tatte Indicators

] 7. ],'allure reset capability

!
_. Simulated votert_ and failure tlctt, t_L(ws

t
9o!9

t
i
 I
!
9. Instrmnentatl_m interface i

10. f_imulated failures of all critical signals j

11. Emergency hydraulic system shutoff

I
12. Electrical power control t:_)actuators and sevvcm |

13. llydraullcpc"vercontrol
to aetuator_antiserw_s I
14. All electrical power conversion required for the |
facility !
The control console power will be 115 v 60 llz single phase and the trait will |
use breadboard electronics throughout. Single external hydraulic power sttpl)ly will I
provide the fluid power for checkout tests.

liydraullc Power Unit Coatrols

I
\ I
A hydraulic power unit and checkout console will hc required for testing |
and checkout. The q'ons(_le will provide the following functions:

1 . .,_vdc IR)wer- bus A & B

') l

2. Power unit on and off controls I

3. Turbine speed and governing controls i

4. Test points
|
The controlcensolc willbe composed ofbreadboard electronicsto simulate

the flight electronics.

m
Pneumatic Regulation Unit

A pneumatic pressure rcgulatilJg unit for intermittent olx_ration of the turbillt,

HPU will bc required. The unit will provide gaseous nitrogen for eontrt_lll:lg _ltc i

turbine and operating various fuel control valves during assembly and p_'eltminary
checkout.

Nozzle Alignment Set I

The nozzle alignment set consists of components that interface with Ih_,
nozzle and enable the determination of the nozzle centcrline. The alignment set |

is used to align the nozzle in accordance with the specification requirements. II#

9.-20 I

I
 !
1
Sldpping Container, _aghlg R()_!ket_
The stagJng rocket shipl}ing eoatailmrs are reusable, with _tl_C_l:tt p'tckiug I,(b
The used tht_ )?()C_}q_tH
support the staging rockets, containers are to transport staging
from the point of manufacture to the point of installation.
t

[ Nozzle Shipping Link

I ItPU andThenozzle whiletiu_

nozzleexitshipping link is a structural support the
that rozzle
interfacc_ between
cone. The stlipping link supports exit cone

" I the aft segment is being transported.

I
Pin Puller

The pin puller is a tool that attaches to the pins and is used to extract them
from the segment joints. This allows disassembly of the SRM cases tot refurbishment.

I Chocks- Empty Case

\
The empty case chocks are structural members tl_t i_terface with tim OD
of the case. The chocks will mlpport the expended SRM and segments while dis-
assembling the SRM for refurbishment.

Lifting Device - Empty Case

The empty ease lifting device is identical in design and function to the loaded
case lifting device.

Lifting Sli,g

The lifting sling is a device that adapts the gantry crane to the lifting device.
The sling is t.scd in disassembly and handling the SRM segments during refurbishment.

Lifting Device-Nozzle

The nozzle lifting device is a structural framework that attaches to lifting

points on the nozzle. The lifting device is used to handle the nozzle durin?;
refurbishment.

IIPU SLipping C hocks and Cover

The IIPU shipping chocks and cover is basically a container with special
suplvort structures to hold the IIPU for shipment to the vendor for refurbishm(mt.

L_

9-21

I
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 t

Semitrailer - Empt_ Case

case. Thesomitrallerisbasieallythosameasthcsemitralleruscdf, wt'_,'i,_aded _1

Tractor I

The tractor is a commercial fifth wheel type prime mover used to pull i.h_* I
eml_y case semitrailer. I

' Chocks and Tiodowns IIll

T'nc chocks and tiedowns are identical to those used tn transporting the

loaded segments. I

9.3.4 GSE Description (Alternate Configurations) I

I
9.3.4.1 156 In. Series Configuration

The GSE required to support the I56 in. series SlIM is o_scetially the
same as the 156 in. parallel SRM. Quantities of equipment will v'try with increased

, production rates. I

9.3.4.2 120 In. Parallel Configuration I

I
The GSE required to support the 120 in. parallel burn is essentially the
same as the 156 in. Ixtrallel burn. Quantities of equipment will vary with increased I
I
production rates.

9.3.4.3 260 In. Series Configuration

'" I
A preliminary analysis of the 260 in. series eonfigurution indicates that •
the following configuration items of GSE and related facility items at KSC will be I
required.

Gantry Crane I

A 2,000 ton gantry crane would be required to remove the SRM from the l
barge, break it over to a vertical position and place it on the transporter launcher.

Cranes of this size are feasible but not developed. ImB

Barge

, Water Is the only feasible method of transporting the 2{_11in. diameter SlIM
!
from the point of manufacture to the KSC. The barge will have special ballast I

9-22 I

I
! t

!
I tanks
drafl tl) lqmhleto tqlal)le
design loading lind unhiadlng
operation on the of Inland
th¢_ SLIM. The liargc
wlttorway. will he of ,_halhtw

, l),roakovor Stand

I TIw hreakover
SlIM lifting adallti, r, mitndbreitkovor
The 1_ Ii structural
atand frameworl_
will bt! tlsed that will Intl_rfiwc
In et:tljullvtltln with wJill
the Ih(,
gantl'y t!rlillC alld lifting I)t_am to break the SlIM ovt:r to a vertical position

l,lftlng Atlallter

Tht; lifting lldliliti_r Is :_ structural mi!ml)l,,r witll {riillnions th'it will SUpliorl.
tlio breilkovt;r w_lgllt ol tho SLIM, 'the ttUliptli'L iidal#_er will f_tlliliol't th(! SliM
durlnl_ trllrllgportatlon and I)l.l_likllv(_r Ollerlitton.

Ciullil Sy_lt, lli

A eatlal _)'stelll will be i'cquirt_d to t, nllble tile SltM to lit, brought I18 ¢'lolse
k I18 l)os_tl.ilo to lh_.) ]l!.unt'll lllltl hcf oft, being rt, nlovt.,d t'Polll the barge.

]lotatin I Pit

lll'old_ing A th¢_ SliM over

rotatinl_ llit willto a rcquir¢_tl posltloll.
bevertical to I)rovtdt.' cltaarancc for tile nozzle wilen

(]alltry CraliP Foundation

A fotlndlttion will be required to 8Lippol_ tile gantry t2ranl) I)(_twel,l/the dock

area and tht_ point wl,_re tilt; SllM will be i.)hit_ed tin the trttnt_liOrtl._r hluiicllor.
 I
I
9.4 FACILITIES /

TI_e system requirements analysis has identified the n_,ed for n_w fa_,illtlcs
at two locations, the railhead near Corinne, Utah,and a facility near thc_ Vt_hic[(_
Assembly Building (VAB) at the Kennedy Space Ccmter.
im

9.4.1 Corinne I

A building containing a 200 ton overhead crane must hc providt_d :st th_ raili_vtt_l |
m
z_ear Corinne. This building will provide shelter during loading of SRM ._egn_mt_ tJ_
' railcars. TIle building must have approximately 4,000 sq ft of floor space to) allow
for the side-by-side orientation of the semitrailer and rallcar. Railroad track_ |m
must enter and leave the building. The doors will allow entry and exit of both the
railcar and semitrailer/tractor. A reinforced concrete pad will be provided to |
support the semitrailer during transfer operations. I

9.4.2 KSC i

A building will be provided at KSC to reeolve, inspect, sul)assemble and

store SI_M Stag_, components, GSE and spares. The building must eont_tin a 200 ton |
gantry crane covering the full length of the building. In _uldition, ]0 ton auxiliary
hoists will be provided to handle small components. Storage racks will he provided |
for small component storage. Floors will be capable of supporting the weight of the I
SRM segments including shipping equipment. Forklift use capability will he designed
into the building. The lighting required is 100 ft candles minimum at the working |
level in the inspection, subassembly and office areas. Other areas require 60 ft
candies minimum. Offices and rest rooms will bo provided. Total space required •
is estimated to be 30, 000 sq ft. Temperature eo_trol will be required to z_aintain I
temperature at 70° to 80° F,

In addition to the building, a railroad spur must be provided frot_ the I

existing railroad bed into the building.
I
Also a roadbed must be provided from the RISS building to the VAB fc_r |
tractor/semitrailer transport of the SRM segments to the VAB. It ts estimated |
for this stady that the rail spur will be 0. fi mi long and the roadbed w:li be 0. ,5 mi !
long.

!
!
!
9-24
!
L !
 T t

_l.!J PI{C_GIIAMGflE I{],QUIIiI_MI,NI_

t
9. _. I 151; ]fl. 1)it.Lnl0to.r lhtrallel Configuvtttl_m v_,

'l'ho CIS_I',COllfigtli'ltLJi)ll |L(!nls find qua,_tifh,,s I'(!(JUJ|'_.!(I to _ttllilC)l't (ho I_Jli il_,
di;mu,lev pal'ttll¢.l I>_:L_oILll¢_
( ()nli_L|I'ILLJ lnH ,_Ll't:;I.;; l_howlt l|l 'l'abJt_ 9-1. '.l'|lc addii,h)uml
(_()tll'il_lll'Ikl._otl Jt(!ll_H :till] (lllttntJtJ¢'fl I'(_(tLI[IX_(Ito _lllill(ll'l Lht! ]._(1 in. (IIIJ.IIH![_I' ('l)lll'l_ll)';i-.
t_ h
I,i_m with 'I)VC and staging C:tlJal)illtl.t_t_ apo shown Ill Table 9-2, .Ihc ¢_Ollri_lll,ld;iqu_
Ji:t!Jll_ all(I qu;tnl.jLi¢!.¢, I'oqLlil't'(I to I.itll)llOl't I;ht_ i'¢!:['tlI'l)J_hntt'wJL ollti;}n ;tI'(_
_h_)'.vll ill
Table 9-:1.
t

4
,1..).C _ ],_(i In, ])lltlllOt(:l' 8(_l'ios Confl_rlll'll.tion

t s
1 hr.I GSJ
4 _ i
configupation iron,s required to ,_u0po_'t l:ho 156 in. diamett_v ,sevi(;_
b;0st_line ¢.olffig'tn'ation a_'c :is shown Jn , ,t )1¢..t)'4.T}If_ additional conl'igu_,ation itt_m_
mtd quatflities required to support the. 156 ill. di'tmeter co;ifigxlrai:ion with TVC ave
M_own in T.tl)lc 9-5.

k i ,). 5.:' 120 In. ])iamotev l_amdlel Confi_ration

!
(,SI, eonl'iguvation items required to sul)POvt thv 120 in. tliatnctev lmv.tllel
<!olll'igtlrllih'_ll :tl'o Its ,,shown ill Table ,1-1_.

9.5. d 260 Ill. l)i:tlnet¢_l" S('_l'ies C,onfigllrlttioll

I The GS] configo]'alion iLclll8 required to Sul)po_.t the 2( 0 Ill, Se_'i(_S configtll':.t _.

tion al'C shown ill Table 9-7.

t
t

1| i
 l
TABLE 9-1 I

GItOUND SUPPOWr EQUIPMENT I

156 IN. PARALLEI, CONFIQUliATION

GTM

or
FTM _ 20/Yr 40/Yr |
1. Electrical ],cad 30 30 45 lOB 120 i
2. I,ifting Beam, Loaded Segment 3 3 3 3 4

:3. Tractor 3 3 3 3 4 [
4. Ladder, Nose Cone 1 1 ] 1 2
I
5. RM Leak Test Set 1 1 1 1 2 |

6. Work Platforms 1 1 1 1 2 ]
!
7. Semitrailer 3 3 :3 13 4

8. Shipping Contai_ler, S & A Device 12 12 18 42 48

9. Ordnance Test Set 1 1 1 1 2 t

10. Pncuma-Grip l,ifting Device 3 3 :3 3 4 !

11. Breakover Stand 1 1 1 1 1 I
12. O-Rings Fabrication Tool 1 l 1 1 l |

13. Storage Chocks 20 20 40 80 100 |

,1
14. Electrical System Checkout
Rocket Motor 1 1 1 1 1 ]
15. Protective Cover 25 25 35 75 85 !

16. Tiedowns :rod Support Checks, |

Rail 25 25 25 65 75 I

17. Tledowns and Support Chocks, |

T r ai le r 3 3 3 :3 ,t !

18. Battery Charger and Test Set 1 1 1 [ 1 |

|
19. Lifting Adapter-Nose Fairing t 1 1 1 2

20. l,ifttng Sling-Nose Fairing 1 1 1 l 2 ,,n

21. Case Stiffeners 25 25 35 75 t_5

22. Electrical Cable Test Set 1 1 1 1 1 i

23. Dummy Storage Battery 4 4 6 14 lfi II
24. Safety and Arming Device 12 12 18 42 48 n

Simulator 9-26 I

" |
 I
I
t TA.LE
:,-2 '_
GROUND SUPPORT EQUIPMENT

15{|IN. I)ARAI,I,EI,,
TVC AND STAGING OI_TI()NS

GTM
or

' ] FTM _10/Yr -...---20/Yr _40/Yr (10/Yr

III)U/Nozzle Test Set 2 2 2 2 2

Nozzle Alignment Set 1 1 1 1 2

i Shipping Container,IAnkStaging Rocket 166 l_;(i 328 _;4 80

Nozzle Shipping 1{; 20

\ I

t
9-27

i
 !
GHOUND SUPPOHT EQUIPMEN
15tJ IN. PARAI,LEL I_EFURBISHMENT OPTION

GTM
or

FTM 40/Yr 60/Yr [

Pin Puller 2 4 4

Chocks 20 20 20 1
Lifting Device, Empty Cast: 1 1 1

Bridge Crane 1 1 1 I

Lifting
Lifting Sling
Device, Nozzle 11 11 11 l

Semitrailer 1 I [
Tractor 1 1

Chocks and Tiedowns 1 1 i[

Grit Blast Facility 1 1 1

Paint Sprayer 1 I I I
Degrcascr 1 1 I
Forklift Truck 2 2 2

Work Platform 2 2 2
New Facility Building |

10, 000 sq ft i
Overhead Crane, 15 ton 1 1 1

ilPU Shipping Chocks and Cover 2 8 12

I
1
9-28 ]

" !
 !
I TABLE 9-4
,,,,,
GROUND SUPPOIIT EQUIPMENT
156 IN. SERIES

I
GTM or FTM
I 1. Electrical I_ad 30
" IdO
r

] 2, 1Mting l:_earn, Loaded Segment :_ 4

3. Tractor 3 4

[J 4, Ladder, Nose Cone 1 2

5. RM Leak Test Set 1 2

6. Work Platforms 1 2

7. Semitrailer 3 4

8. Shipping Container, S & A Device 12 4it

9. Ordnance Test Set 1 2
4
10. Pneuma-Grip I,ifting Device 3
11. Breakover Stmtd 1 2

12. O-Ring Fabrication Tool 1 1

13. Storage Chocks 20 100

14. Electrical System Checkout Rocket Motor 1 2

15. Protective Cover 25 100

16. Tiedowns and Support Chocks, Rail 25 90

17. Tiedowns and Support Chocks, Trailer 3 4

18. Battery Charger and Test Set 1 2

19. LiftingAdapter-Nose Fairing 1 2

20. Lifting Sling-Nose Fairing 1 2

21. Case Stiffeners 25 _,5

22. Electrical Cable Test Set 1 2 ,,

z
23. Dummy Storage Battery 4 24

24_ Safety a.d A.'ming Device Simulator 12 48

I ,

I
 1
I
I
GROUND SUPPOItT EQUIPMFNT

1.56IN, TVC OPTION I

GTM I
OP

' FTM _ 20/YI" 40/¥,.__..._ I_0/Y,, I

Ill)U/Nozzle Test Set 2 2 2 2 2

Nozzle Alignment Set 1 t 1 1 2 I

Nozzle Shipping I,ink 6 6 8 16 20 I

\ I
I
I
i
I
I
1
I
I
i
I
9-30 I
I
 s
I

!
I TA)H,: ()-0

GllOIIND
120SUPPOIIT EQUIPMENT
IN. PARAIAJ,',i,

GTM or FTM

I 1, Eh;ctPlcal I,ead 60 24(}

2. Lifting Beam, Loaded Segment (; ,S
3. Tractor ()

4. Ladder, Nose C""'one 2 ,I

5. RM I_;ak Test Set 2 4

6. Work l)latforn_s 2 4

7. Semitrailer 6 8

8. Shipping Container. S & A Device 24 96

9. Ordmmce Tc_t Set 2 4

lI0.
I. ]_rcakovt, r Stand
l)ncuma-Grlp l,ifting
Device 26 8
2

}2, O-Ring F:tbrication

Tool I

13. Storage Chocks 40 200

14. ElectricalSystem Checkout Rocke,t Motor 2 '2

}5. Protective Cove]" 50 170

16. Tiedowns and Support Chocks, Rail 50 150

17. 'L'iedow)_s trod Support Chocks, Trailer 6 8 ;

18. Battery Charger trod Test Set 2 2

1.q. I,tfting Adapter-Nose Fairing 2 4

t 20. I,ifting Sling-No_e Fairing 2 .t

21. Case Stiffeners 50 170

I 22. Electrical Cable Test Set 2 ,t

23. lhumuy Storage Battery 8 32
24 96
t 24. Safety and A truing Device Simulator
20. Ill)U/Nozzle Test Set 2 4

26, Nozzle Alignment Set 2 4

27. Nozz|e ShlppiBg Links 9-31 12 40

I
 4

1
I
I
'I'AB 1,_' _-7 I

ItEIA'I'ED ).'ACII,ITIES,I,]t_IJIPMI,]NT
(|Ill)LIND SIIPDOI|'P 2_i0 IN. _I,}I{IF,,_
AND i

G'I'M ?P .F'rM fiO/Y___ I

al _¢ I

2. ]h,e,tkovcJ' Stand 1 1

3. BaPgc TBD TBD I

,l. l,ifttng ,_yste

Ad,'tptc
u P TBD TBD I
5. Canal 1 1

8. Rotatingl'it I 1 I
7. GantPy Crane Foundation 1 1

I
I
!
I
!

I
I
I
I
9-32 I
 .#

1
I
I
9,6 MAINTI,',NAN('I,'. AND SI_AItES _
l f). (|. I M11hltenlmcl,

Ill( (_S! will be de_il._ll(.d with i,ilm, (if IlIllilltt,ll{lll('(, 11/4_1 fil'sil_ll ¢_(lll_idel'tlli(m.
The llilitnl(,lllinl_(, I'eqillrel, llen|/4 will Ill, (_lordll'lilti,d wllh Ih(, iiitlJnlitJnililliit.y llW,ogrlllll.
'l'het.le illtlll will lie lill,(ll'lillrill,l,d ;i/4 qiliilitilllvo iniiintlllii:illiilty r(!qllll'eln(,llt_ to
t nihlllnlze eOlllllh!xil,.vj d¢,/4tgn fill' nlinlnllllll (l{i:llltity _lf 1,4111]fa lind tl,/4t ¢,!qtiillnll,llt,
#
(le/4ign l'lil' llltninluni /4kill I(_vels t'lli, llllel'iith)ll llllll lnltintenltlli!e l(n(I optillluln

I accessibility.
,_oltll 'rll(,sctlrol_l'llnl_,
l'ocl_.el Illoltw t!ritl,l'ill will be linked [intt
l_linutPnll(n_ Hi)onItdvilni_t,iI
kllowlellge I.¢;_t,_lt'lJll
t_lllllell l)rogriillh_
in 'rhhlkclll/4 rill
lVll in. _ind 15(i in. dilinieter _olhl illotilrs, The inllinttqiilnce l)rograli_ defineil til

I tilt, l,ogistic Support l.llllllp Vi)hlln¢. _ Ill, will provide (;ffc,ctive nllllntenlln_e SUllliorl,
for the (]SE. 'rh(_ nililnl,(,nlinee progrltnl will ¢_.ntln+ierilte all /4y_tenl Stllltlort lietion

l This tlr(ll_rll.nl
r¢;qtlJred will at_tll'e
for retllinllll_' syst¢,ln relilline/4s
or rl,/4t(>l'tlll ol (in
Lilt, GSE to tll_ aecel)lllblo
G_E iintt writ prechifle t!on(hiien.
(_pel'liting dehly

tinle_ duo to GSI", beinl_ tlnlivlitllll)le or inol)l.,rllbll,. [luring dt_sign of the equipment,
i Thioko! will, ltin,_tlilltlilrd_
and niell/4urlil foil!;rllettl[lllyto be dii'ecttnl
utilized by NASA,
lit the iiitliiclii)l'l_pllre
site, ealibrlltion,
B'lsed ilpon certification,
system
i eliginl._ei'illg dot'unlenl;Ith)li, Thiol¢ol will estiibli_h final qtiantity requirtnllt+_iltt Its'

i [,i (ISE with tipprovill (if NASA,

. The bllsit' philosophy for tile site lilaintenance llrol4ranl is to conduct both
I st)lit;drilled illld Ullsch(,duiod ll_ailiteiltlnee for tile lrround SUllport equipment, The
scht_dtlh;tl nlllintenllnci! t)rogrliln for the GSE will provide llrol;'t_durt)s for inspection,

l testing, The
elliS. scrvicing_
objt_etive elliibrlition,
of this i)reventiv¢ "lnd r_,conditioning
mainteminc() tile eqtiipnlelit
program is to "itl)revent
regtiiar equipnlenl
Inter-
fnilur¢,s in sel'vice_ lind to relar(I wetlrout deterior;ition/4, l)iJrill!4 tile dl.isign iuld
c,_tabli_ll lilt'
t verifle_ltton prol_r_llll tile lllliintell;(nce t_ngint_,ering groo t) will I)crioltle
lilltinteiliince l)rogrlinl for file gi:'ot, nd eqtlil)nlcnt_ b.'l_ed UllOn _Jiilondiir or lil.le [line
| for ellt'h tit)in. This ilcriodie rflllllltenlin_Je progriilll for the i-lunch site does not
I ineluil,? ovcrh_lul. All ovt_rhllul nctivities itssociilted wilh tht_ (,S1 will be e,,mluctcd
at Thiokol or vendor facll.lties. Thlokol will eslnbllsh the soheduled and unscheduled

t nliitllteillince rc_.lilirelnent8 for the GSE. The l#y_lteln/4 nlailitenlint!e reqtltrelllents

wilt bc dtwehipod utilizing NA_A roqtlired documentlitton. Those dnt_t will be
_llmnilirized to identify and corrt.,latl. _ fl_eqtleiIcy of malntelillnce ol!etlrren(le/4 iilld
f ll¢_r_oitnel, MilE, and Slllll'e,_ provisioning, The eonlplliltlon (if caltlll;ltlon i'equiit)*
nieilt_ will be tntegritted tn the ili:lllitt!iilince tl(,_k allalyst,_ to define nIcilsu rinl4 ttild

t II lil4_lnlellt starldll rds o

The illignlilent _illll/or ii(tjtl,_iillelit (if lh(', (ISE tn/4tillled _lt tile I:iuneh /4iic will

I be aceonlpllshed tlllillg portable elilibrllthin cquIpnlollt when anti wher(,ver praetielll.

tililt nlllSl Ill! i'erllovl!(I,
(IS]", (it" thiit equipment which may i'equire special calibra-

fin
lion) ell'site ('alilirnii()n
will be trlinstiori¢'d fliciliiy.
to either('itllbrati_)n reqtilrt:rnt,
the cnltbrattoit nt,_ for illtilethe_Siinunch
litboriltoi'y +]will sit('
b(._kept
))r ,!(,
to It niinJnlunl.
_--_ -..IF - . v ..... _r -- ....

r 9. (k ,2 _nre_

Sp_lre pnrtH r(.quh'olnonte: will be d(.fJned by 'l'hJok_lt,_ In_thlttqHti|('(' a)mLysis 4_% i

of lit{! {,_],, _a_ed Ltpun the appr(_vt'd qtiant|Ll_ of eqLlipn)ent alld _aaiHh,tlanco i i
h)li{lh)g_ tlw s(.L(.c'Li{)nand idt_ntificatloll (ff spar(.s qualltttit_s will b(, v_l.abli_hcll. t
'['hes{, spazcs qtn|ntLtio,8 will h(. stiffi(.iont to snppo_'t tll{_ tnt(.gration aml (_hl_(!kq)tlt I
during I)]]T & E un(I production for the SRM Stag(..
II

The dlltll d(.rlved frunl the! InnintP, unnct, _ |inaLy_(!,_ will support ft!der:tl stock l

, atimb(w _crecning r¢!quil:eniclits un(I the preparation of r(.ports and applicable

d_)t;unlenttttion for the provisioning of spare parts. Fa_:tol's that Thiokol will |
I
c(ms;,dtw in the id(.nlifie:ttion ami seb_etion of spare parts and qu'mtitics for th(.
GSE include, but are not Lhnitcd to: installation status, luainh,,nance function,
maint(.nanec Limitations of tile cqutpmnntt source code (manufactured or procured), 1
shelf life, reparable or uonrcparablc characteristics, repair cycle time, wearout
rates (percentage condenmation of reparable item), l)crccnla_g(:, ef (,pcruting time, ]
calibration frequency0 inspection frequcncy, consumption data {rod reliability
htstoD _ (failure rates {md reports, reliability factors), units/assembly/installation/total
\ I)r,)gram usage, effccttviW, need dates/program schcdut(.s, Lead time, cost, and }
cxp(.rience with Like type equipment, i

J.6.3 Support

Past experience has shown that the total costs to perform maintenance and
i)rovi.'tc the required spur(, parts for the maintenance functions .tppl oxlm It(.
12 pcr(.ent/year of tile ('()st of the GSE. ThiokoUs goal will be to meet or reduc(.
this figure by selective and careful GSE dcuign. Past ,,xperl(.nc(., as related above, '_
h:ls i)rovidcd 'l'hlokol with the touls and kncwl(.dgc to accomplish finis goal.

I
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9-3,t t
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i0.0 TRANSPORTATION j ASSEMBLY 0 AND CilECKOtrI'
I 10.1 INTRODUCTION

Solidpropellant rocketmotor (SRM) segments,I._6m. indiameter,27 ft

I long:mclup to 320,000Ibinweight°willbe manufactured°"atThiolu,I/W:Is:Iteh
Divisionnear Brigham Cityplltzd_,
and transportedvia ralltotheKennedy ,_paee
Centcrill Lifting cranes
I Florida. devicesand overhead havebeen used invarious
USAF programs withSRM's ofsimilarsizesand weights. Existing rallcarshaw_

I h:ts
capacitic.s
been cleared
that exceed
for shipment
the anticipated
of loads weights
up to 164
of the
in. segments.
diameter from
Rail Corinne,
transport:ltion
Utah,
to Kennedy Space Ccnter in Florida. At the Space Center each scgment and corn-
ponentwillbe inspected
for shippingdamage and placedin storageuntilrequired
forstagebuildup.Stagebuildupwillbe accomplishedby bringingeach segmentto
thevehicleassemblybuilding (VAB), breakingthesegmentintoa vertical position
is the
and installing
iton thematchingsegment. When stageassembly complete
necessarycheckoutsand testswillbe performedpriortomatingthe SRM stageto

"_ the Space Shuttle vehicle.

Because of segment geometry, case segments must be shipped with the
longitudinal axis in a horizontal plane oriented fore and :fit on the railcar. Case
and propellant stresses during longitudinal, lateral, :rod vertical dynamic Loading
imposedby severerailcarcoupling have been aualyzcd.For theanalysis,loaded
I segments were assumed to be support.ed by saddles at each end, with vertical re-
straint bands and tiedown devices added to prevent the segment from moving

I movement and
laterally wasvertically
also assumed.
under dynamic
Stiffenersloads.
were Bracing
added to tothere_train
open ends
foreofand
the aft
segments. The fundamental frequency for this configuration is well above the prc-
t dominant railroad transport frequency (10 to 14 cps). Consequently, resonant
frequency does cot appear to present problems.

Data obtained from Department of Defense Research and Engineering Bulletin

No. 31 incUcates that longitudinal acceleration loads in excess of 10 g have occurred

on a railcar
vertical during severe
acceleration up to raflyard handling (Figure
5 g was attained. Lateral 10-I ). Underis severe
acceleration handling,
insignificant
(approximately 0.15 g). Fatigue loads in the range of 5 g during segment transport
"1 are acceptable.
20 g_ therefore,
Propellar_-to-llner failure (due to shear loading) could occur above
shock mitigation equipment is recommended only under severe

I handling conditicns.
requirements Controlled
for shock mitigationhandlingduringrallcarcouplingcouldeliminate
equipment.

control An analysis hasduring

requirements been made of the
segment propellantStresses
shipment. grain toand
detel"mine temperature
temperatures in the
propellant grain and liner were examined for segments cxpos_xl to varying ambient
I temperatures.The zmalysls isbasedon Thiokolstudiesrow! duringthedevelopment

i i0-I

I
 of lht' 'l'ld_k_)[ 156-1 center segment under Contract AF IH(6qs)-:|_:t. Tim s,,gm_mt
ends were s_aled and th_ entire sognlont l_sulated with a 2 In. [ayt,_" .ff fi_,,_rglass.

tr_msfer
'rh¢-, initialwass{_gTvcnt
assumed|temperature,
alsop stresswas relaxation
st,t at S0" (zero
F. A stress
unidlreetl,at 80'
m:dF)(r_t,ihd)
was _tssunu,d.
Ira;it
Time ,if exposure, wns varied from 1 to 26 days.

ll_,sults of the analysis show the tangential am! radi_ t,_nsllc stresses to I.,
_mall, c,ven at extremely lew temperatures. SliM tangential m'-d radial th¢_rmal
its temlmrature
stresst,s increase the (lecreases. 'rhesc_ stresses, greatest at the
e:tse liner, were; 6.3 psi and 0. 9 psi at a temper'irate of 23" I.' (a 23 ° F case liner
t_.,mperat_tre corresponds to a-46 ° F, 10 day, temperatur,_ scak, Figure 10-21°
i Compressive stresses are not cons!tiered problematical. Gr:tin
), . temperature wtri-
atlon at different depths in the grain, during a 10 day interval, also showed the

greatest temperature variation at the case liner, area at(Figure

-4 ° and10-2). I,'or temperature
¢;ach ex-
treme time-temperature condition analyzed (20 days +140 ° F),
at the initial port burning surface arc_a deviated less than £10 ° F from its initial
80°F temperature. Propullant f_lure (cracking) eecurs olfly at 10w temperatures;
therefore, segment heating will be r(_qutred only when segments are e_posed to

extremely low tempera_res for long periods of time (Figure 10-2).

Based o_ this cumulative experience gained by Thiokol, the propellant grain

I need not be conditioned during segment transport to most locations in the continental
United States. Neither wiU humidity control be required, based on data obtained
from the Minus,man storage program. Segment storage for long periods (18 ms)
under high temperature (100 ° F) and high relative humidity (75 percent) conditions
is possible without degradation of the propelinnt. A combination of extreme tempera-
ture and humidity within the continental United States is a remote possibility unUkely
to oc¢_ar for :sag periods. Temperatures in Jacksonville, Florida, considered for
design are 96 ° F (dry bulb) and 78 ° F (wet bulb); the highest temperature recorded
since 1871 is 165 ° F. *

The primary analysis for transportation and handling of the SRM stage is
gener'_ted around the -156 in. diametc_- "baseline" parallel configuration. Options
to the "baseline" are discussed. Alternate c_nflgurations including the 156 in.
diameter series configuration, 120 in, diameter parallel configuration, and 260 in.
dl_tmeter series conflgm'ation were also reviv_ved.

OF
t 16.2 TRANSPORTATION AND tIANDLING GSE

--_ It is anticipated tlmt the w_rious items of Ground Support Equipmc,nt (GSE)
will be manufacture,.! by different vendors located throughout the country. Some
items will be required at Thiokol/Wasateh *.o be used in trans_mrting the ,_)lid l_cck¢,t
Motor (SRM) segments. Some items will be shipped directly to the Kermedy _'_pac_

• lIeating_ Ventilating; and Air Conditionin_ Guide, Am See o! lleating and Air
Condltt,_nlng Engineers, 1959.
10-3

.
 _"

"__ I\\_ , '. \

1
I_lttil llrnlh ?iln_lll'X_tll I"A * H'P I

_ |

I_

RXPOntlltI_ TIM_ - f)AYR

I IO _i * 110'_ I J@,I_CI I,OAD_ TUttI3 ¢|_+,_ II_HI_HT

. 9n I .. + T I _ IO0*F Tn AMBIENT TKMpI_RATURK

BII

\ l + , ,.+', _
°._+ i i 'gl " EO'p

; 1,1 .4o F

! I 1 -1 "-, '_-_+
i i + +_ ! ..... t

_ --_ ! t,i- -

36175-11:
I
Figurc 10-2, Grain and Liner Temperature Data t'¢_r15(i In, I
Diameter Loaded Segments I

10-4 I

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Center (KSC)
directly for usewho
to vendors in will
operatl[:as perfolaved
use them there.
in file shipping Still
,ff other
SliM itl_m,_ will Im shipl,_[I
e, mlp_monts.

lnitl,al items fahricated will bc shipp_l to Thic]kol/Was:ttcdl where, Ih,, J,,',','._-

sary tests and checkouts will be pvl_formcd to verify performiulce. Aftc, r s_ti|sf_u.l_l,ily
p:_sstng the required tests, the items will then be, shlllp¢_l to their point of us_,.

10.2.1 Preparation for Shipment

Each item of GSE will be preserved and p'tekaged in accord'race with NASA
reqairements.

10.2.2 Shipment

After being properly preserved and paekaged_ each item of (,, L will be
shipped by the manufacturer directly to the location where fl_e item is to be used.
Shipment will be made by a common carrier in sufficient quantities to meet the
required launch rate.

: 10.2.3 Receiving :rod Inspection

Upon arrival at its designated point, each item will llc, unpaekaged and
inspected for completeness and shipping damage. If satisfactory, each item wiU
be placed in storage until required.

10.3 TRANSPORTATION OF SRlVl SEGMENTS

The SRM segments will be manufactured and prepared for shipment at

Thiokol/Wasateh (Figure 10-3). Each segment will be preserved and packaged in
accordance with NASA requirements. Identification and marking will be in accord ~
ance with NASA requirements.

Fach sltLpment will consist of the required number of segments and parts to
fabricate one SRM. For the paral|el configuration, each shipment will consist of
one aft segment, thrc_ center segments, and one forward segment. The size and
weights of the segments are as follows.

I Shipping Size* Shipping,; Wt

m_ l Forward segment, including Py'_gen trait,

less S & A (1 per SRM) 21 16(_, ()0(_

Aft segment, including nozzle (1 per SRM) 23.5 18t_. o(b

i . Cylindrical segment (., per SRM) 23.5 425, (tim

:"The shipping dl_mleter _)f all seKments is 1.'| ft 2 in.
 I
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10.;|. 1 Drcparation for Tralmportatl,m
! Each segment will be pr{_ntred for shipment
by the 'rhlek.l/Wasntd_ m;mu-
lecturing personnel. The segment will be phteed on special chocks on :_ s,_mltr_dh,r.
I Special ttedown attachments on thc chocks will be attached t_ the segment. Th,, tl,,--
downs will be attached to the segmt,nt with wide, flexible straps that fasten t,_ th,,

J chocks and over the top of the segment. The chocks will be hutted up tgalnst tim
Joints of the segment to prevent forward vmd aft movement. During highway tmmu-

is equal to the
portatlon, the maximum
weight of the segment
g load plusbethe
that will weight of the
encountered arc transporter).
as follows: (:t ] g l,u.I

Condition Load Factor

1 Fore :rod Aft 2 g with 1 g down

2 Side 1/2 g with 1 g down

t 3 Vertical 3 g

--_ _ Temperature and humidity conditioning will not be required during tr_ms-
! portation; however, a cover will be required over each segment to protect the

segment from direct sunshine inclement weather and damage while enroute.
10.3.2 Transportaiion to Ratlhcad

I The segments will be transported from the manufacturing site to the ne'trest
railhead at Corinne, Utah. Transportation will be by a special semitr_dler-tractor

combination
Consideration that
willwill
be be designed
in the to c:trry ofthe
the 325,000 lb maximum leadswith(1.'i_,mre 10-4).
given design semitrailer to conform loc,tl _xle

j loading requirements, which allow loads up to 50,000 lb per axle with speei_d perndi_.
10.3.3 Transfer to Mtilear

J Upon arrival at the rallhcad, the segment must be transferred from the
semitrailer to the raflcar. The transfer will be made inside a building to be con-

structed which will provkie protection during inclement weather. The protective
cover and tiedown devices will be removed .'rod a Pncuma-Grip lifting device will bc

installed on the segment.

The _cgrncnt will be lifted from the semitrailer using a 200 ton gantry, _md
! placed on special chocks on the railcar (Figure 10-5). The lifting deviel, will be
! removed, the Uedewns installed and the protective cover attached to the segment.
The segment will then be ready for shipment. This process will be repeated until
i one aft segment, one forward segment and either three or four center segments :trc,
loaded on fl'tt cars. Only one s_gment will be loaded on any one car. l,oad limitati_m:_

l 10-.7

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!
m
m
¢

\ °
rar_

_, Im
_ IN
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I
on various bridges trod trestles t_neoantor_,d along the ;'outc will r{_quir{_ tirol {_moty
ears be phmod hetw_cn tim load_,d e_rs for w_qght distrll_tJon. II

The suplmrt chocks on tim v_fllears will not he pernmm,,ntly _Jttaeh_.d lint i
will he adJttstalfio to _ompeus_ltt, for different segment tonh,Chs. 'ffhc chocks m_d
th,downs will be desigm_l lo wlthsttmd loads as f_llow_: ('1 g Is the,, w(_ight of the |
m,gm ent). !
C[mditloll Load l.'aetor |
!
1 l,'ore :rod Aft 3 g with 1 g down

2 Side 1/2 g with 1 g down

I

l 3 Vertical 3g 1_/
i

i
10.3.4 T_ranspol'tation to Kennedy Space Center /
I.

_N l>ac to the size _md w(_ight of the segments being transported, r_flh'oads I
ofier file most cost effectlw, me,ms of transportation (Figure 10-6). Transportation |
by air or highway is fct_sibh _at not economical at the present time. Shock mitiga-
tion will be prevhled hy controlling the speed of the r;dlears during all coupling and |
uncoupling operations to 5 mph or less. It will take approximately two weeks to 1
_i transport the segments from Utah to Kennedy Space Center, Florida. Speeds will I

be limited tx_ 45 mph on stralghtaways and 35 mph around curves. ]

10.3.5 Se_maent Receiving and inspection |

t
The segments will be transported directly to a newly constructed receiving,
inspection, storage, subassembly (RISS) building (Figure 10-7). They will be off- ]
loaded from the ratlcar using a Pneuma-drlp lifting device and a 200 ton bridge
crane in the building. Each segment will be placed on storage chocks mad Inspected
for shipping d:maage. If there is no damage, the segments will rein'tin tn storage I
unttl required for SILM stage buildup.

i,

1(,-lo !t 'C
I0-II
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I
10.4 TI_ANSI_tH{TATIt}N ANI, IIANI)I,IN/i ¢}1,'AI,'T SI,;.II,I. I,:×TI.:NSION, NOSE ¢ iN1,
r ATTACII STItUCTURI':, A/D MI$CI,:.I,I,ANEOII8 Ct)MPONI,:N'I'_

I Thc aft sktrt extension, intels_llge stPtlcturo, III)s_ etlllt_, v!triouB oJ*dlltlll(tl'
items, electrical compmmnts, etc, will he mar, ufaetured by variotm vondor,_

(l,'lgure items
their ],_achie vendor
10-8).1:1 suffh will lmto r¢:spo::slhlc
it quantities satl_t'y the for nlanufactiwing
iauncl_ rate. and shll_ping

for
ILL4.1 lh.ep:lratlon Shipment

' I Each item will lie preserved :).lid lmelc_',ged ill :tccordanee with NASA require--
1 ments. All packages will be marked in accordance with NASA requlremcnts,

i 10.,t.2 Shipment of Components

After being properly preserved and packaged, each item will be shipped
by common carrier te Kennedy Space Center. Shipment will be made in the most
economical method to meet launch schedules.

10 t t,t Receipt and Inspection of Components

Upon damage.
arrival at Iftheno SI)ace
damageCenter, each item will will
be unpaclmged and inspected
for shipl)ing is evident, the item be stored until required

for SliM stage buildul).

I0, 5 SEGMENT SUBASSI,:MBLY

To f:tcilitate SliM stage buildup in the VAB, ecrtain subissel_ltli 3' tasks will
be performed ill the liISS building prior to tr.msl)ortlnl.,' the sogmel|ts to the VAB.

10.5. i Installation of Aft Skirt Extension Oll Aft Segment

ThE aft skirt extension will bc lifted from its shipping contai_mr with an
overht;ad crane and lifting dcvtee, The skirt will be rotated and aligned with the

t aft segment. The sldrt will bE properl3 l)ositioncd and the attach !.ardware installed.
10.5.2 Installation of Nose Cone en Forward Segment
i
, i
The hfting dt vie[ will be attached to the nose cone anti the nose cone will
be lifted with ac, overhead crane and aligned with the forward segment. ".['hc ntmo
cone will then he installed tm the torward segment and the attach h,ud'• w'_"_,, installed.

, ._ Installati(m of Attach Strutture

10. '
• • ", v,ll
The attach still:lull " 1 be installed on the I'o'lw,tlxl
• and aft seglnetlls. :\
Im attached to and overhead will lift
l lifting sling will the attach strueture an erane
the structure into position. The attach hardware will be installed.

10-1:l i

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 d

,3.6 TRANSPORTATION OF SEGMENTS AND COMP(-)NF, NTS TO VAil

The segments and components

SRM stage will performed
buildup will be be transported
in the over a special
vehicle assemblyroadway which
building must
(VAB).
be provided from the RISS area to the VAB for motor buildup (1,'igure 10-9). _!_

| The components are generally small enough that they can be transported
on flatbed or pickup tracks. The segments must be transported on special semi-
trailers to transporting segments
_ similar those used for the to the railhead in Utah.

' I 10.6.1 Preparing Seg,_ ent for Transportation

a
The segments are stored on chocks in the RISS building. Each segment will

i be
the prepared for transportation
joint stiffeners are securely byinremoving
place. the protective covers and insuring that

6. Transfering Segment
, 10. 2 to Semitrailer

] The segment will be transferred to the semitrailer by positioning the

! semitrailer next to the segrnent. The pneumatic lifting device will be installed
on the segment and tim segment will be raised and positioned over the semitrailer

chocks.
removed. The segment will then be lowered onto the chocks and the lifting device

I0.6.3 SecuringSegment for Transportation

I GroundingThe straps
segmentwill will
be be
installed.
sceured Protective
for transport covers
by installing
will be fastened
tiodown on
dcvices.
ti_e
segment if it is raining or tl_reatening to rain.

I 10.6.4 Transporting Segment to VAB "

I

_ I When the segment is properly• tied down on the semitrailer, it _ill be taken
to the VAB where it will be assembled into the 8RM stage.
L.

I 10.(;. 5 Preparing Segment for Transfer

Upon arrival at the VAB,

cover, the if semitrailer will bebe remnvcd.
positioned near lic(h)wns
the hreak_
over stand. The protective installed, will The
and grounding straps will bc disconnected.
1 10.6.6 llemovlng Segment from Semitrailer
f i

lhe pneumatic lifting device will be installed on the segment. Ih(, _,¢,g,)u,l_l

J will be lifted from the semitrailer and positioned in a brcakover stand, lit, I)rcal_ox(_r

! 10-15
, I
!

!!

10-16
b

t.i
 stand will interface with trunnious on the liftiug device. The stand will _upport each
loaded segment in a horizontal position. The segment will i)e simultaneously lifted
from thebreakover standand rotatedto a verticalposition.
t
7
:tO. SRM STAGE ASSEMBLY AND CIIECKOUT i

I Each SRM will be built up segment by segment until It is completely

assembled (Figure 10-10). The stage will be assembled on the launch platform

base of the mobile launcher. The launch platform shallprovide tile capabilities
of adjusting the SRMts for proper alignment. 5"tage assembly will be done in a
' | vertical attitude using a pneumatic lifting device and lifting beam similar to that
I used in the PJSS building.

I adjustmentThe capabilities
VAB will have hoistingto equipment
required witl_ the the
lift and assemble capacities
segments andandprecisior.
various
other items.

1 10.7.1 Positioning Aft Segment Subassembly on Launch Platform

The aft segment subassembly will be broken over to a vertical position

ustng the pneumatic lifting device, the breakover stand, and the VAB crane

. (Figure
segment 10-11) and will will
subassembly thenbe belowered
lifted into
until position
the aft over
skirt tim launch mates
extension platform. The
with the
launch platform. Tbe lifting device will then be removed and tile segment and
will be the devices the launch
skirt aligned as required using adjustment on platferm.

10.7.2 Assembling Center Segment on AK Segment

Before the first center segment can be attached to the aft segment, the case

stiffeners must be removed and the mating clevis joints cleaned ,'rod lubricated.
The O-rings will be installed in the aft segment, the center segment will then bc
broken over to a vertical position and lowered to the floor where tile lower case
be tit(,
stiffeners will be removed. The segment will then raised into position over
aft segment and lowered until the segments mate. The crane will be used to sup-

t device
poL't a_xl
will
align
thenthebe segment
removed. untilThe
the upper
attacll case
hard_are
_tfffer.ers
can will
be installed.
be removed,The the
lifting
ch_vi_
joint cleaned, the O-rtngs Installed and the next center segment Installed.

I i0.7.3 Assemhling Forward Segment Subassembly

center segment
I After the final is installed the forward segment will be
attached to the final center segment (_'igure 10-12) using the same proccdvre as

I was used in installing each cf the center segments.

10-17

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:i6175-129

I.'igurt 10-] 1. IIr_,:tkov_r of 8RM Scgm¢,nt

il | ,0-,:, __ L
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I
10-20 I
 I
!
10.7.,i SRM Stage Checkout
1
When the SRM is eonlpletoly assembled, it will be nec(_sft|'.v tl) ]l(!l'[Ol'ln

electrical continuity checks and pressure tests of tile case joint_.

10.7.,i. 1 Continuity Test

The continuity test will consist of completely checking the clectrical systems
[ for continuity. 're complete this task, the cap must bc removed from the nose/airing
! to provide access to the forward dome area.

10.7.4.2 Pressure Test of Case Joints

To insure integrity of the various joints and seals, the SRM case will be
J pressurized to 30 psi, the supply pressure cut off, and the internal pressure monitored
l
for 30 min for decay. The pressure test will be performed by sealing the nozzle

throat and pressurizing the motor with nitrogen.

When the SRM stages have been completely assembled and checked out, the

{ orbiter components (Figure

Shuttle contractor will be 10-13).
attached to the interstage structures by the Space

I With the orbiter completely installed, all necessary electrical connections

I_ will be made and final electrical checkouts will be performed by NASA (Figure 10-14).

The system will then be ready for transport to the launch pad (Figure 10-15).

I
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1
10-21

I ,
 i
I

3617.-_12_

!
Figure 10-1'3, AssembLy of Space Shuttle Fuel Tank

10-22 I

i i
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 _' ...... I B"R

!
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,1617,}-1,U.

I
Figu:re 10-15. Transportation to Launch Site on Mobilo Launcher I
10-24

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I 10._ MANI)OWER REQUII{EMENTS

I S
assembly Thefunctions
tasks requiredto perform
were Identified tile
in the wtrim_str_inslK)rtatlml,
systems requirements tnhandling,
tlysls (, and
IRA).
The manpewcr and the approximate time rcqutrcd to :)erform each task were :tlso
i identified
inthe SRA. Time lineanalysisof the wtrioust:tskswitsused to _stablish
thetotaldirectmltnpower requirements foreach program. Snppertfunctionswer__
identified
in relationto tbe oper:ttiens
requiredand clireet
manpawer required.
Tbc totalmanpower requirements forthe 156 in.die, meter par.'tllel
pregran_at
variousproductionratesare shown in Table 10-I.

10.9 OPTIONS

The operationsdescribedthus farare concerned onlywith the b:tseiine

rocket motor. Additionof the variousoptLonswillhave an effecton the equipment
requirements. The effecton facilitiesand manpower are minimal because scheduling
willallowthe additiona|operationsto be performed during generallyslacl;time
or on shortperiodsof overtime as required. The variousoptionsand theirrequire-.
ments are as follows.

10.9.1 Thrust Vector Control (TVC)

The TVC nozzleand nydr:tulic

power unit(HPU) willbc installedon the aft
segment ofthe SRM at Thickol.

Nozzle shippinglinkswillbe designed to secure the nozzleduring shipment.

Functionalcl_eckoutof the nozzle and HPU willbe performed at the RISS building,
the VAB, and on the launch pad.

Checkout at VAB willbe restrictedto cold gas eperationef the }IPU and
controls. This check willrequireboth the actuationsystem checkout consoleand
the pneumatic regulationunitdefinedherein. Checkout on the htunch pad will
consistof cold gas functionaloperationchecks duringthe controlsystem final
verific.ttion.
During the finalperiods ofcountdown prior to launch,a full-up
(completelyon internalequipment} bet run on the }iPU and controldevices will
L,cperformed. The IIPU has dual ignitioneapabilttles and the initiator
unitwill
be replaced aRer ground check. There is sufficient fuelfor two complete ignitiow
eyclcs and aperationalneeds ofeach HPU. The controlsystem willbe completely
checked out withthe use ofthe checkout console. Checkout testswillcover all
operatingmodes includingabort and shutclown,The entiresystem willbe operated
in emergency conditionsof partialshutdown of one unitand fullshutdown of one
unit.

10-2,5

'1
 t The followblg emnpnneuts will be elm_kvd out:
1. TVC actuator

I 2. llydraulie pewter unit controls

I

' ! :|. l_nomnatlc regulai:fon unit

10.9.2 Staging

| St'tging will be ,tecompliMmd by the tl_rust of small rocket motors mounted

| (m the nose cone and aft sldrt extension of tim SRM. The staging rocket_ wilt be
tastalled at Kennedy Space Center (K$C). The, staging motors will be manufactured
[ at Thioknl and shlplxM to KSC in reusable containers. The nose cone anti other
components will be sitipped directly to KSC where they will be assembled. The
staging motnrs will weigh approximately 40 lb.
i 10.9.3 Destruct

The destruct components will be shipped directly frmn ti_e mavvffacturer

to Thioko] for installation. The destruct c_mponents are small enough at_d of such
a configuration that special handling equipment will not be required. As rnany of
the destruct components as possible will be installed at Thiokol before tile segments
are transl_rted to KSC. Fin:tl assvmbly of the destruct system v'ill be performed
in the VAB.

10.9. t Refurbishment

Refurbishment of SRM cases will have significant effects on equipmc_lt and

manpower requirements. Because of this, refurbishment is considered Sel)arat(dy.
Refurbishment will commence as soon as the $RM is aboard the recovery ship.
It is assumed that the recovery ship will be procured and operatcd by NASA.
Thiokol will operate the refurbishment equipment and tmrform tile refurbishme:_t
operati:,m_ done aboard ship. It is further assumed that cranes _th 60 Ion capacity
will he avaiktble to lift the SRM from the ship to tile dock and provide lifting
capabilities during disassembly olmratlons. Primary consideration ts given here
for the 156 in. dianieter parallel eoufil, uration only. The recovery, disassembly.
and refurbishment operations are as follows.

I tLg. t.1 Recovery

As soon as the eXl_mded SitM's are aboard ship they will he, hi,sod ¢l(,wl_
using fresh water at a flow rate tff approximately 12q gpm and a pressure el 150 p_il_.
It wilt. take from 10,000 to 15,000 gal of fresh wutq_r to flush ,fff the two SI{M'_
(l.'igure 10-.16).

10-27

L
,I
I
J i{)nce the SltMttt hart, ht,t_n htlst,d dtwvn, tht_ [ll_ll will lit, ctqYiovt,,', aild t:ltmJit,d
tittiilg frctth water rind thtm sin' yed with an c_idatitm inhibitor. Tht! turldnt, will hi,
Lhill'otiglily flushi!d with l'l'/_t_h wliltlr iiiid Hlii'ilyitd wllh :l ilii.',iltli't_ ill liili ol_t!li :lilt[ rill.
11111
l /ttonllze¢l lit it lirOSStll't_ of l, liplg,

t 10.9.,I,2 lie, merit] fr(ini Ship

t
Upon Itrrlvii] Ill thl; illil'k flll, l_ I,lil_ l,Xlit!ildl_d SlIM will lie i'lqiiovl,d frtiili till'

I t'ihitl (I,'lgure 1(l-17). l,',Itch SlIM will wcqgh allliroXllll tl,iqy 12l;, fi011 Ill, 'l'hl_ SlIM
will lie lilltt_ed i)11 Ii HI_t ill chocks on tile. dock iilld tili!n dlsltt4_l_lnhl(,d Ii,y TIiiokol

liiq?HOllllel.
;Ill. 9.4,11 SlIM Dlsasscml)ly

I l,J.ch
i1 t i $11M will be dtl#assembled li.nd tile varlotu_ comllllnenLtt either disposed
of llr transferred to tile RISS building for ful;_her l)rol'es_ing lit" rt_ftlrliishlllent. All

expended ordnllnee tti_.nls, electrical callling l_.nd rlieewli.V eovi;l's will be dislleaed
of. All other itmns will be considered for refurliislullent.

] 0.9,<1.3. i Noz#,ll_ licn_oval

The nozzle, which will weigh iiliproximat(qy l,l,( 00 lb, will be i't!lliOvt!d
using il special lifting device lind overhead t!r.,in(!, Tht! attitt!h hlirllw,a..e will tit,
l disposed of, and the nozzle shiplrcd to the RISS IJuildinl_ for t'ui%her proei!ssilig.

10.9.4.3.2 Aft Skilt Extension Removal

I Thl2 aft skirt extension, which weil_lm iipproxinlatcly 12,000 lb, wil! be
removed and disassenll)led. The components will bc transported to th¢] IIISS

i building for further processing and refurbishment.

10. ,q.4.3. :l Interstage Structure Removal

I The interstage structure, which weighs ll.pliroxlmlttely
5,200 IIi,will lil._
! removed ilnddisassembled. The components will be transported to the lllS8
I lluilding for further processing and r_;furbtbbrnent.

II 10.',) ,1 ",l I Segment Disassembly

The vlirious SIIM segment ease, s, which weigh approximately 20,0110 Ill (lil l'li,
'i will be diseonneeted itlXl triua[qlortcd to the ItISS building.

The sc_gillcnts will be disassenlbled liy installing the lineulnatie Ilftiill4 diJvit:l,
till l}llil I)[ tilt', clld _eglllents (Figure 10-18). Using the overhcltd crlilie to l,ellev()
I ii,l_-SSLII(• , OII tht; Jolnt_, I;he attaeil hiuxlware will be removed titling it Slx_ciitl pin

t lluik!r llllll standltrd tools. Wht'li the segment ts disconnected, it will be lifted frlilll
] 0=_9
,'l

t '
| _ i___
 ,#

, I

1 'PAIU,E 1(1-2
REI,'IIltl]ISIIMENT I QI}II M! N
(lfi6 IN. DARAI,IJ,;I,)

l 4og_ !;()/.o'_.

i Pltl pu]l(;r ,I ,I
Chocl¢_ 20 20

I,tfttng devJt_t!, t;mpty c:ts(; 1 I

Bridge crane 1 :I

Lifting slings 1 1

Lifting device, m,,':,zle ] 1

! Sere it rai le r .1. t

t T rttci:or .I :l
Chocks mid ticdowll_ 1 ]

Grit I)l,tst factlit), 1 I

Paint sprayer 1 1

I l)egreaser 1 I
l,'orM.ift
truck 2 ?.

Work l)latform 2 2

New f_tcility bldg, IlL 000 S(l ft

Overhead crane,, 15 t n I

Itl)U shlpl)ing chocks and cover 8 I:.),

i
J

1
1
t 10-33
, I
i
TA|H,E 10.-1
r t

MANP()WEI{ AT 50 ] I lt(,]
lU,:(_)lilI11 MI NNl H,
I IIA'J']':
Ill,: I,'UltlflHli MI,:NT

(ITM& FTM ] (}/yr 2lily c 4(l/vr (;0/yr

:l.)('rl_Ol)li(_] ])h'(_l:t I)lrct!t. ] ) Jl't!t!l, ))h'i!ld. I_)j.i :1:.v!

t . .
] AIIIHOII (_llgJll(_,(_}:' I ] :1 I 1

Truck driver 1 I

i Mechanlt;/wcldcr 1 l 1 1 :1

Itlsl)ector I :l

C l'ltll(' operator ] 1 :1 :1 :l

()l)erator .1 4 .1 5 5

[ t l ,eadman 1 1 __ I I
b/ 8 8 7 :1:1 I :1
1 Assuml)tion_: ()perldion8 will be porforlncd on a one crew, tree M_i{i. t)i_,
" " ,'' Wi| }|

t overtime a_ rotluirt-'d.

l
},

l 10 - 3 ri ;
 i
I
10. llJ AI,TI,H|NATE C()NFfC_IUIATI4)NS I

10, 10.1 l fli) Inch Dlamt_ter Series Configuration I

Transportation, handling, assembly, and che(_,kollt of I.h¢_ i!/)llll)/)llt!llit4 /'t,q,dl'tql •

in the 15g In, diameter series all ornate will not vary greatly from tht_ i)arnlh,I _m l
figuration, The motor segments will be handled and transported in Ih{_ Stl)n_, nJtmm,v.
'rile SliMts will bt: assen:bled it, essentially tile saint, way, 'l'hc satnt_ ch{,¢_l¢ol,l and I
I
testing proecdurct_ will apply.
t
i

'l'ht_ main differences in this configuration will he in mtml)owe]y and quantitie. I

of (_luipment required for the higher launch rates. 'l'h_ maapow_n" requirc'd to mlp_

port tl_ese launches are as shown in Table 10-5, II

10.10.2 120 Inch Diameter Parallel Configuration

Transportation, handling, assembly, and checkout of th(_ components requil'c,d I

for the 120 in. diameter configuration
' is similar to the analysis for the r., .,
1,)() ill. (|httn . •
eter parallel eonfihmration. Slightly more subassembly can I)e performed prior to I
the shipment to the VAB. Manpower, equipment, anti facilities will l_e affected sligl_ily
due to the increased quantity of components to be handled and assembled. Manpower I

_,_ requirements to support this configuration is shown In Table 10-6. I

1(1. l(L 3 260 Inch Diameter Series Configuration I

Transportation anti handling of the 260 in. diamc, ter motors has been denton I
strated with an empty ca_e. Several study programs conducted previously hldicatc 1
that a large gantry crane is the only item beyond current state-of-the-art that
would have to be developed. The loaded aRM monolithic case would be transported I
I
via barge to the KSC. A large mobile gantry ¢ _r,e (2,000 to 2,500 ton _opacity)
would be used to lift the motor onto and off the I_arge. The motor would be related
front the ilorizoutal position as received or, the _arge to a vertical position using tiu_ I
mobile gantry and a breakover pit/stand. The motor would be positioned and aligm_d
on the mobile launcher using tile mobile gai_,try. Buildup of the Space Shuttle would I
then oectlr. !
Checkout of the motor would be similar to the checkout of the a,ssemt)led 15_ |
I
in. diameter parallel configuration. The manpower requirements to support tt_e 2_io

in. dtamcter sez'_s l_tunchcs arc as shown In Table 10-7. I

I
I
10-36 I
 I
I

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llJ

_L'°°'°''_1
_1°'°_'° '_ I_ ,._._ I
•
o1 - o,. o,i,,, _ I

- _ I
_ _, 0 |
I
_'_ _ I
0

_ ._ I

,-,_ _, _._ _ I
10-38 i
, i

d_

_ °