•'IDENTIAL

ttASSIPTCATIOK CHANGE

Scientific and Te acllity

Design 378B

Apollo Extension Systems-Lunar Excursion Module

Phase B Final Report

14545
(ACCESSION NUMBER)

:9C9) APCIIC "EXTENSION SYSTEMS -

L U N A F EXCURSION MODULE. VOLUME 3- PHA 1
LABCF- DESIGN ABJUTSIS SDHHABY Phas' B
(Grumman Aircraft Engineering
^*- O £ I- . ) J D M [. Unclas
2J L

Vol. Ill Phase I Laboratory Design Analysis Summary (U)

CONFID
 Copy No. II

Apollo Extension Systems — Lunar Excursion Module

Phase B Final Report
to

National Aeronautics and Space Administration

Manned Spacecraft Center
Advanced Spacecraft Technology Division
Houston, Texas 77058

by
Grumman Aircraft Engineering Corporation
Bethpage, New York

This document conta: affecting the national defense of the

United States within the the Espionage Laws, Title 18, U.S.C.,
Sections 793 and 794, the t, in or revelation of which in any manner
to an unauthorized person by law.

G iment
Downgradedi £Year Intervals
Declassi 12 Years

Vol. Ill Phase I L a b o r a t o r y Design A n a l y s i s Summary

C o n t r a c t No. NAS 9-4983 8 December 1965

ASR 378B
 Preface
This report presents the results of the Phase gration on individual LEM Laboratory flights.
"B" Preliminary Definition Study (Contract At approximately the mid-point of the study, an
NAS 9-4983) of the Lunar Excursion Module addendum was written with the objective of
"(LEM) and its modifications and additions, as providing support to the NASA Mission Plan-
necessary, for use in the Apollo Extension ning Task Force for study of the Phase I Lab-
Systems (AES). This use includes a Laboratory oratory flights. The schedule for the addendum
for Earth and lunar orbital missions, and a calls for completion of these mission planning
Shelter, a Taxi and a Truck for extended-stay studies in January, 1966. Therefore, the adden-
lunar surface missions. The overall objective of dum efforts are not described in this report.
this study was to conduct sufficient analyses
to provide a basis for selection by NASA of a The volumes which comprise this report are
single concept for each mission for final defini- as follows:
tion and development.
The study results are distributed in the vol- I Phase B Preliminary Definition Plan
umes listed below in the following manner: (30 Oct 1965)
Volume I contains a summary of the Prelimin- II Preliminary Definition Studies
ary Project Development Plan (PDF) with Summary
emphasis on estimates of the program costs HI Phase I Laboratory
and schedules. This volume was submitted on Design Analysis Summary
30 October 1965, one month in advance of the IV Phase II Laboratory
remaining final documentation. Volume II is a Design Analysis Summary
brief summary of the overall study. Volumes V Shelter Design Analysis Summary
III through XVI contain the design analyses, VI Taxi Design Analysis Summary
preliminary specifications, and operations an- VII Truck Design Analysis Summary
alyses for each of the AES/LEM vehicle types. VIII Phase I Laboratory
Volumes XVII through XXVI contain prelim- Master End Item Specification
inary project planning data in the areas of IX Phase II Laboratory
management, manufacturing, development test- Master End Item Specification
ing, and support. X Shelter Master End Item Specification
It was necessary to base the preliminary XI Taxi Master End Item Specification
project planning data, including estimated XII Phase I Laboratory Experimental
costs, on a single configuration for each of the Payload Performance &
AES/LEM vehicle types. Since these PDP data Interface Specification
were required by the end of October, the con- XIII Phase II Laboratory Experimental
figurations had to be selected at the mid-point Payload Performance &
of the study, before the configuration studies Interface Specification
had been completed. These configurations have XIV Shelter Experimental Payload
been called "baseline" configurations. The con- Performance & Interface Specification
tinuing design analyses in the second half of XV Taxi Experimental Payload
thef-istudy have resulted in recommended Performance & Interface Specification
changes to the baseline configurations. Volumes XVI Prelaunch & Mission Operations
III through VI describe the "recommended" XVII Manufacturing Plan
configurations, the baseline configurations, and XVIII AES Modifications to LEM
some additional alternates which were studied. Quality Control Program Plan
It is anticipated that NASA will make a selec- XIX Ground Development Test Plan
tion from these configurations, and that these XX Support Equipment Specification
selections will then be the new baseline con- XXI Facilities Plan
figurations for the next phase of AES definition XXII Support Plan
studies. XXIII Transportation Plan
The scope of this study included integration XXIV Training Equipment Requirements
of the experimental payloads with the Shelter XXV Support Equipment Requirements
and Taxi, but did not include study of the inte- XXVI Management Plan
 (Ill)iii

Table of Contents

Section Page
1 INTRODUCTION 1-1
2 CONFIGURATION SUMMARY ........ 2-1
2.1 Introduction 2-1
2«2 Assumptions 2-1
2.3 Recommended Configuration 2-1
2.4 Baseline Configuration 2-2
2.5 Alternate Configurations 2-3
2.6 Potential Modifications per Flight 2-4

3 MISSION ANALYSIS 3-1

3.1 Mission Objectives 3-1
3.2 Ground Rules and Assumptions . . . 3-1
3.3 Analysis 3-2
3.4 Mission Description 3-6
3.5 Timeline 3-7
4 SYSTEM ENGINEERING .. 4-1
U.I Thermodynamics .4-1.
4.2 Integrated Guidance and Control . . 4-23
4.3 Reaction Control and Propulsion . . 4-r>5
4.4 Crew Systems 4-73
4.5 Reliability and Maintainability . . 4-89
4.6 Mass Properties 4-114
5 SUBSYSTEM ENGINEER '. . 5-1
5.1 Electrical Power Subsystem . . . . 5-1
5.2 Environmental Control Subsystem . . 5-29
5.3 Guidance Navigation and Control . . 5-53
5.4 Reaction Control and Propulsion . . 5-68
5.5 . Communications . 5-75
5.6 Instrumentation ... 5-106
5.7 Controls and Displays . 5-152
6 VEHICLE DESIGN AND INTEGRATION .. 6-1
6.1 Introduction .. . 6-1
6.2 Spacecraft Design i . .. 6-2
6.3 Crew Provisions . .. 6-1-2
6.4 Structural Analysis . '6-59
7 REFERENCES 7-1

Note* Tables and Figures are grouped at the rear of each major subsection.
 (111)1-1

1. INTRODUCTION

This volume describes the study of the use of an Apollo LEM as an orbital laboratory
to provide experiment support for mission durations of up to 14 days. This vehicle,
to be operated in conjunction with an Apollo Command and Service Module is knovn as
the Phase I Lab.
The preliminary design data which are provided are intended to permit the selection
by NASA a Phase I Lab configuration. The following vehicle-level ground rules were
observed during this study. Additional subsystem-level ground rules and assumptions
are included in the subsystem and system sections:

• The Phase I Lab shall be converted from a fully assembled LEM in minimum
time at Kennedy Space Center
• The Phase I Lab shall be operated with the Block II GSM for a maximum of 14
days earth orbit utilizing a Saturn I-B or Saturn 5 launch vehicle
• The Phase I Lab shall require minimum spacecraft modifications and shall
utilize Apollo and Gemini hardware wherever feasible.
• The vehicle shall require minimum modifications to Ground Support Equipment,
Acceptance Checkout Equipment and the Manned Spaceflight Network
• Modifications and development must be compatible with the launch schedule
as defined in ML-65-1
• The specific modifications required to accomplish rendezvous and/or split
launch are not included in the vehicle design
• The orbital characteristics of the Phase I Lab missions are as described in
Table II (Revision L) of the Blue Book
The definition of the Phase I Lab is not based upon any specific experiment or
group of experiments. The requirements of the vehicle subsystems for experiment
support have been selected from a broad survey of the proposed missions and from
data available from the first Phase of this study (Apollo Extension System - Earth
Orbit Mission Study - Addendum I to Contract NAS 9-368l). The integration of ex-
periments is studied under an addendum to the present contract and as such is not
retrrted upon in this volume. :

The analysis of the vehicle is divided into the appropriate subsystem and system
areas. Each of the subsystems includes a description of selected configuration
choices. These choices include a "recommended", a "baseline", and certain "alter-
nate" choices. The "recommended" choice describes the configuration which now
appears most attractive on an overall vehicle basis and is reported on in the third
section of each subsystem. The "baseline" configuration is that configuration upon
which the PDF costing was based and appears in the fourth section of each subsystem.
The various alternates appear in succeeding sections of each subsystem and are pre-
sented as possible candidates for NASA selection. "Per flight modifications" are
included, where appropriate, as changes to the vehicle which may be attractive only
for specific flights.

A tabular listing of these choices, together with 'other descriptive information, is

included in the Configuration Summary.
 (111)2-1

2. CONFIGURATION SUMMARY

2.1 INTRODUCTION

This section summarizes the recommended and "baseline Phase I Lab configurations,
and the subsystem alternates which were studied during the contract period. The
definition of these configurations is based on the following:

NASA ground rules as defined in the Work Statement and Blue Book
Results of Phase A Studies, Contract NAS 9-3681
Preliminary data from Addendum to Contract NAS 9-^983 (Payload Integration
Study)
Subsystem and system studies
Vehicle design and integration studies

The vehicle level ground rules that were observed during the study are defined in
the Introduction, Section 1. The mission analysis and supporting studies are de-
scribed in.detail in Sections 3 through 6.

2.2 ASSUMPTIONS

Gross vehicle design assumptions used during the study are summarized by subsystem
in Table 2.2-1. These assumptions are based upon the established ground rules, dis-
cussions with NASA personnel, and vehicle design requirements as described in the
Blue Book.
2.3 RECOMMENDED CONFIGURATION

The recommended Phase I Lab (Fig. 6.2-1) is a LEM with modifications needed to pro-
vide: a mission duration capability of lU days, and an experiment support capability.
The specific subsystems requiring modification are the environmental control, elec-
trical power, stabilization and control, instrumentation, and the structural changes
associated with these modifications. Minor modifications have also been made to
crew provisions, communications, and displays. All modifications or changes, with
reference to the present LEM configuration are listed in Table 2.3-1, and are de-
scribed in detail in Sections kt 5, and. 6. Summary descriptions are presented in
the following, paragraphs. A level I functional block diagram of the recommended
Phase I Lab subsystem interfaces is shown in Fig. 2.3-1.

2.3-1 Environmental Control

During the-ik-day orbital mission duration, the temperature variations of the vari-
ous components and subsystems within the vehicle will be controlled by the heat
transport section using the same technique as is used on the LEM. The nominal LEM
cabin temperature range of 75 ± 5°F is maintained during the environment extremes
imposed by the missions. The active thermal control system consists of the LEM
water boiler and water supply, plus two additional descent water tanks to provide
the capacity required for the 1^4--day mission. Sufficient cold plate area is made
available, within the cabin, to cool 500 w of experiment load. The water provided
is capable of handling up to 93 kw-hr of experiment dependent power.
(111)2-2

The Lab provides oxygen to compensate for that lost because of leakage and also to
support extra-vehicular activity. Five descent stage type GOX tanks have been added
to the aft equipment bay to supplement the single descent stage tank normally car-
ried on the LEM. This amount of oxygen is sufficient to repressurize the Lab 18
times, and also to charge the backpack 18 times.

2.3.2 Electrical Power

The housekeeping energy for the Lab, including an allowance for growth and distribu-
tion losses, totals 182.9 kw-hr. Since the present LEM carries 68 kw-hr of energy,
it is necessary to provide additional batteries. Sixteen LEM descent batteries have
been added which, together with the present LEM installation, provide 91-1 kw-hr for
experiment use in addition to the housekeeping requirement. The batteries are added
outside the four end sections of the descent stage in packs of four batteries each.
The batteries are actively cooled using cold rails, identical to the present LEM,
which are connected in parallel to the current battery cooling installation.

2.3-3 Stabilization and Control

The Lab carries a stabilization and control section for the purpose of providing
attitude hold during orbital operations. On the basis of power, operating life,
and thermal considerations, the LEM Abort Guidance and Control Section (AGS) has
been selected over the Primary Navigation, Guidance and Control Section (PGNCS).
However, some modifications are required to reduce the amount of propellant consumed
during undisturbed limit cycle operation. These changes include a modification to
the Rate Gyro Assembly to provide an increased sensitivity to determine vehicle
rates, and a modification to the Attitude and Translation Control Assembly.

To compensate for system drift, it is necessary to "update" the attitude reference

system on a periodic basis. This may be done in the Labs by interfacing the Align-
ment Optical Telescope to the Abort Electronics Assembly. This interface consists
of adding a star catalogue to the AEA program, and implementing the AOT signals into
the Data Entry and Display Asembly. Additional sensors, such as horizon scanners
or star trackers, may not be required on every flight; therefore, they are not
carried as part of the Phase I Lab.

2.3.^- Instrumentation

A data handling section has been added to the Lab to provide for recording, storage,
and transmission of experimental data. The section consists of a LEM Pulse Code
Modulator and Timing Electronics Assembly (PCMTEA) and two modified CSM-type tape
recorders. The recorders provide a dump rate of 409.6 kb/s which give a data com-
pression of eight to one for the high bit rate PCMTEA output (51.2 kb/sec). Low
bit rate (1.6 kb/sec) recording is also available and provides a 32 to 1 data com-
pression for the 51.2-kb/sec dump option.
2.k BASELINE CONFIGURATION

The baseline configuration is summarized in Table 2.3-1 as changes from the LEM con-,
figuration. The principal difference between this configuration and the recommended
is in the number of additional batteries carried. Only eight batteries were .added
to the baseline since, earlier in the study, it was assumed that 100 kw-hr of energy
would be made available from the CSM.
 (111)2-3

A change was also made in the Communications Subsystem wherein the experiment data
channel was interfaced directly to the FM modulator rather than through the signal
processor assembly. This variation takes advantage of a recent change on the LEM
and reduces the amount of modification necessary on the Phase I Lab.
2.5 ALTERNATE CONFIGURATIONS

In arriving at the recommended Phase I Lab configuration, alternate methods of

achieving the mission requirements were studied. ' The candidates studied are summa-
rized by subsystem in Table 2.5-1.

2.5.1 Stabilization and Control

The most significant alternates considered to provide the attitude hold requirement
are the PGNCS and the present LEM AGS - unmodified.
The PGNCS can provide the attitude hold capability while consuming a minimum of
reaction propellant. It also possesses a capability for attitude reference updating
and could provide local vertical hold if required. The disadvantages of this system
are that it requires 2^0 watts more power, has a lower operating lifetime, and pre-
vents the installation of experiment cooling loads on the back cabin bulkhead.

The LEM AGS may be used unmodified if its inability to sense reduced vehicle rates
can be tolerated. This inability might be allowed if the duration required for
fine attitude control is less than 2 days, or if the vehicle disturbance torques
are quite large. Since many of the missions, as presently understood, do not satisfy
either of these conditions, a modified AGS has been recommended.

2.5.2 Environmental Control

The alternates studied include passive cooling of the aft equipment bay, passive
cooling of the additional battery packs, and incorporation of a radiator into the
heat transport section.
Passive cooling of the aft equipment bay involves incorporating a mechanical shutter
between the equipment and the outer skin and also replacing the outer skin with
alzak. This modification produces a water savings of 212 Ib. If additional experi-
ment energy is introduced into the Lab, it may be desirable to passively cool the
aft equipment bay in lieu of adding additional cooling water tankage.

Passive cooling of the additional battery packs produces a water saving of 85 Ib and
also eliminates the necessity of interfacing into the coolant loop. Two approaches
have been surveyed, one involving the use of battery heaters when required by vehicle
orientation, and the other using a mechanical shutter system. Since the heaters
impose an energy penalty on the vehicle, the shutters are preferred. However, this
approach produces a fixed operating range for the batteries and also creates a re-
quirement for additional testing. Incorporation of a radiator into' the heat trans-
port section may be an attractive alternate if weight becomes an important criteria
for the Phase I Lab. Two identical panels (15 ft^ each) would be incorporated in-
to diametrically opposed positions on the descent stage. This alternate produces
a weight saving of 680 Ib but requires subsystem modification, development, and test-
ing. Similar radiator panels are carried as part of the recommended configuration
on the Phase II Lab and Shelter.
2.5.3 Electrical Power

If additional experiment energy is required, either the Modified Battery Installa-

tion or the GE Fuel Cell Power Pack could be provided in lieu of the recommended
configuration.

The Modified Battery Installation uses low drain rate 15 kw-hr silver zinc batteries
based on Agena type cell design. These cells are packaged in LEM ascent battery
containers and are configured in "packs" of five batteries each on the four end
panels of the descent stage. The present LEM descent stage installation is de-
leted. The present two ascent batteries are replaced by the 15 kw-hr batteries.
This configuration offers a substantial increase (56 kw-hr) in the experiment
energy at approximately the same weight as the recommended configuration.

The GE Fuel Cell Power Pack, used in conjunction with the existing LEM ascent and
descent batteries, provides additional experiment energy and a substantial weight
reduction (l^OO Ibs). The power pack is a self-contained module which uses two
Gemini type fuel cells and one each Block II CSM hydrogen and oxygen tanks. A
water boiler is used in conjunction with a 30-ft^ radiator to reject peak heating
loads. Although this alternate offers an energy increase of 47 kw-hr, it requires
a significant development program.

2.6 POTENTIAL MODIFICATIONS PER FLIGHT

Per flight modifications include the use of a separate cooling loop for experi-
ments, the incorporation of additional storage volume within the vehicle, creation
of a narrower deadband for fine attitude control, and the use of descent propulsion.
The recommended configuration of the Phase I Lab is compatible with each of these
choices except that the feasibility of controlling the combined LEM-CSM during
descent engine firing has not been established. The per flight changes are not
included in the vehicle design since their incorporation is strongly mission de-
pendent. These modifications, as listed in Table 2.5-1, are discussed in the
appropriate subsystem sections.
 (111)2-5

Table 2.2-1
GROUND RULES AND ASSUMPTIONS
STRUCTURES
No holes in the pressure shell.
No modification to ascent and descent primary structure.
The retention of existing piping and wiring.
Maintain commonality of subsystems between all basic vehicles.
No change to the Spacecraft LEM Adapter (SLA).
Location of subsystem additions to retain many of the GSE Servicing Requirements
in the SLA.
•• Experiments will be mounted to the vehicle at existing hardpoints.
STABILIZATION & CONTROL
• All translation and orbital maneuvering capability will be supplied by GSM.
• The LAB will provide the orbital attitude hold capability within the limits of
the recommended configuration. Capability beyond these limits will be supplied
by the Experiment package.
• There is no electrical interface for control between the Lab and the GSM.
• All missions have RCS in the Lab.
• There is no main propulsion system in the Lab.
• The Lab'must include a capability to provide an inertial reference.
• The addition of external sensors such as horizon scanners are experiment dependent
and, as such, are not included in the vehicle design.

CREW PROVISIONS'
• CM will be the crew living quarters.
• In the event of extremely high radiation or meteoroid activity the CM will be
used as a crew shelter.
• The CM is required to provide all potable water for crew use.
• The spacecraft will normally carry a three man crew, with no more than two men
in the Lab at one time.
• Untreated biological waste shall not be allowed to become a free residue in
space. •
• All Phase I Lab missions are to be 1^ days long, with crew members in a shirt- :
sleeve environment.
• The CM environmental control system will supply both the CM and Lab module.
• The waste management/waste disposal systems, personal hygiene, exercise, medical
and recreation equipment is assumed to be located in the CM.
• Crew members will sleep in a soft suit on the CM couches. The space suits will
normally be dried, serviced and stowed on the couches.
• Food and LiOH for the mission in excess of three man-days will be stored in the
Lab.
• Food will be prepared and consumed in the CM.
• Throwaway batteries will be used for the PLSS. ;
• Each crew member requires a new constant wear garment every two days.
• One pressure garment, one liquid cooled garment and one thermo-meteoroid
garment are located in the CM storage containers.
 CONFIDENTIAL
(111)2-6
Table 2.2-1 (cont)
ELECTRICAL POWER SUPPLY
• No interchange of Electrical Power between CSM and Lab.

PROPULSION
• Only hardware which is reasonably accessible will be removed.
• Hardware will be removed during modification operations at KSC.
• Ascent and descent propulsion subsystems wilj. be deleted.

REACTION CONTROL
• The Phase I Lab shall provide attitude hold for all mission experiment
phases.
• The CSM RCS shall be used for all transit and orbital slewing functions
including rolling operations.
• The Lab Shall be Used Exclusively For Attitude Hold
• Two Deadzone Settings Are Available: ±.3 deg and ±.5 deg
• Gyro Rate Threshold Sensitivity Is Compatible With the Vheicle Mass
Properties Unless Otherwise Specified
• CSM RCS Shall Be Used For Transit And Orbital Slewing Functions Including
Minimum Impulse (Standard Condition) = 175± .15 Ib sec
Specific Impulse (At Minimum Impulse) = 130 sec
0/F Ration (At Minimum Impulse) =1.3
• Engine Life Time Specifications:
Burning Time = 1000 sec Total; 500 sec, Steady State; 500 sec Min Impulse
Cycling
Maximum Number Of Cycles - 10,000
• Modified (interchanged Propellant Tanks) Tank Capacity Is IClkQ Ib of Usable
Propellant for the Phase II Configuration.

COMMUNICATIONS
• There is no data interface between the CSM and LEM.
• LEM Lab communications and telemetry subsystems are self-sufficient not
dependent on CSM.
• TV transmission will be via the CSM S-Band link to Earth (real time only).
• TV requirements will be'satisfied by the present Apollo GFE TV Camera.
This camera will be deployed from the CSM through the hatches to the Lab,
with the power cable extending from the camera to the CSM S-Band subsystem.
• There will be a hardline intercommunications system between the CSM and
Lab. The hardline is available when the Lab is depressurized.
• There are no television or data uplink requirements.
• All three astronauts will have continuous audio capabilities.
• EVA communication to the CSM or Lab will be via the VHF link.
• The earth S-band communication link is always available regardless of the
intercommunications mode.
• Lab status data will be transmitted to the ground during line-of-sight
mission phases.

DISPLAYS & CONTROLS

• The required Lab displays should be incorporated with a minimum modifica-
tion to the existing console layout.
• Maximum use should be made of LEM type controls and displays for modifica-
tions .

CONFIDENTIAL
 (111)2-7
Table 2.2-1 (cont)

MASS PROPERTIES
• Experiment weight is not included in the baseline or recommended laboratory
weights.
• 91.1 kw hr of experiment energy is supplied by 20 LEM descent and 2 LEM
ascent batteries.
• Water, oxygen, LiOH and PLSS batteries for 21 and 18 EVAs are provided in
the baseline and recommended labs respectively.
• The water tanks are assumed to be filled to capacity (iOk6 Ib).
• Food and GSM LiOH for 13 days are carried in the Lab.
ENVIRONMENTAL CONTROL
• The CSM ECS shall provide for the removal of carbon dioxide, excess water
vapor, odors, trace contaminants and particulate matter from the combined
CM/Lab atmosphere during routine flight.
• The Lab shall be capable of providing oxygen as required to makeup Lab and
interface leakage.
• The Lab shall provide for recharging the PLSS.
• The Lab shall provide for the exchange of cabin atmosphere between the Lab
and CM as required to maintain the former at acceptable humidity, tempera-
ture and carbon dioxide concentration levels.
• Extravehicular activities shall be accomplished using the Lab as an air-
lock. The Lab shall provide oxygen as required for associated repressuri--
zations.
• The CSM shall provide all water required by the crew for drinking, food
preparation and personal hygiene.
• Crew metabolic heat loads are apportioned as follows:
CSM ECS: All latent metabolic + sensible metabolic produced by CM occu-
pants
Lab ECS: Sensible metabolic produced by Lab occupants
• The Lab is decompressed to effect egress and remains unpressurized during
EVA experiments.
• There are no fluid hardware interfaces between the Lab and CSM.
• The Lab ECS returns cabin gas to the CSM at the same temperature at which
it is supplied (nominally 75 ± 5°F).
• The Lab suit circuit performs carbon dioxide, excess moisture, odor and
particulate matter removal functions in support of EVA experiments only
(i.e., PLSS transition and observer support).
• A maximum of 150 watts of experiment power will be dissipated in the low
temperature electronic area.
• The housekeeping load is as shown in Section ^.13.
• The most extreme thermal environments were assumed in evaluating the system
performance (i.e. min. external heat flux for cold case calculations and
max. extreme heat flux, for hot case calculations) .
• No restrictions on vehicle orientation have been imposed.

INSTRUMENTATION
• The Lab Module carries its own Communications and Data Handling System.
• There will be no data interface between the Lab and the CSM.
• Video Transmission will be through the CM S-Band Link (real time only).
• Any changes in the operational measurements shall not exceed the present
lunar LEM measurements.
• Maximum utilization of the crew for redundancy monitoring and failure mode
corrections/operations will be used.
(111)2-8
Table 2.2-1
• All Operational data will be presented to the ground during line-of-sight
mission phases only.. (Real time)
• There will not be any on-board recording capability for operational data.
• All vendor supplied experiments will provide their own signal conditioning
compatible with the AES experiment acquisition system.
• All experiment data will be considered "passive" for ground reduction (not
requiring real time display). On-board display of selected experiment
parameters will be available to the astronauts.
• The data record, dump or redump requirements will be the responsibility of
the astronauts and will not require any ground uplink control.
• Existing LEM equipment will not require requalification for "Phase I".
• Experiment data will be on-board recorded during periods of flight not
covered by line-of-sight.
• Experiment data set-up, pre or post calibration and operation will be on-
board controlled and will not require any ground uplink support capabilities,
• Experiments requiring analog data recovery will utilize the analog portion
of the experiment tape system
 °l
Vehicle Recommended Configuration
Change
Item Removed Modified Added
1.0
Structure
(Ascent) • Ascent Engine Cover • Mid-£
• Propellant Tank Supts. • GOX
• Water Tank Supports
« Ascent GOX Tank Supts,
• Prop.. Tank Shielding
(Descent) • Base Heat Shield • Lower
• Water
• Batte
16 Be
2.0
Stabilization and • DECA AEA (Software change to
Controls • GDA accommodate star catalog)
Modify RGA to provide low-
er rate threshold
Change Rate gain in ATCA
to insure one Pulse limit
cycle
3.0
Navigation and Landing Radar
Guidance Rendezvous Radar
IMU
LGC
PTA
PSA
CDU

k.O
Crew Provisions • Remove lunar specimen Revise External Lighting 18 LJ
return containers Back
• Remove EVA life line Batte
• Remove water probe and pack
holster Food
•Remove 1 LiOH (LEM/ 26 C£
ARS) conister Add e
Provi
ments
Add 2
light
Add ]
Add 1
2)
 Table 2.3-1

RECOMMENDED VS PDF BASELINE CONFIGURATIONS

PDF Baseline Configuration

Removed Modified Added

iction Canister Ascent Engine Cover • Mid-Section Canister

ink Supports Propellant Tank Supts. • GOX Tank Supports
Water Tank Supports :
Ascent,GOX Tank Supts:
Prop. Tank Shielding '
Deck Insulation Base Heat Shield* • Lower Deck* Insulation
Tank Supts. • Water Tank Supts.
•y Supports (For • Battery Supports (For
-teries) eight Batteries)

0 DECA*

Landing Radar AEA

Rendezvous Radar*
MJ*
LGC*
PTA*
PSA*
CDU*
DSKY*

DH Cartridges for t Revise

Pack recharge External
r-ies for IB "back Lighting
r-echarges
for 13 days
/[ LiOH cartridges
rtra flood lights
le 21 const, wear gar-'

work tops & work top

Vehicle must be ca-
3

seat pable of retaining

all items marked
LEM voice recorder (total
with asterisk
 Vehicle Recommended Configuration
Item Change
Removed Modified Added
5.0
Environmental o STD LEM Asent GOX Tanks o Drain & Cap off secondary o ASA Byj
Control o Secondary coolant loop coolant loop o CSM/Lat
Water evaporator o Cabin fans (to provide o 2 Desce
o Accessible secondary for duct losses) o 5 Desce
coolant loop plumbing .o Cold PI
and valves 16 De
k De

6.0
Landing Gear o Remove Completely
7.0
Instrumentation o One K»
o Two moc
recorde
kQ9 KB/
single
tion
8.0
Electrical Power o 2 Descent ECA's o 16 Desc
o 5 Modii
0 1 Circi
o 1 Buss
9-0
Propulsion o Ascent Engine
o Ascent Prop Tank
o Aseent He System

o Descent Engine
o Descent He Tank
 Table 2.3-1 (Cont'd)

PDF Baseline Configuration

Removed Modified Added

ss o 21 PLSS LiOH Cartridges

Ricirc Duct o GSM/ Lab Recirc Fan Assy
t Water Tanks I o 2 Descent Water Tanks
t GOX Tanks o 5 Descent GOX Tanks
tes for • o Cold Plates for
cent Batteries 1 PCM
cent ECA's 2 Recorders
8 Descent Batteries (l)
k Descent ECA's
o Remove
Completely

o One PCM (2)

fled GSM o Two CSM Type Recorder
s providing o One Selector Switch
dump rate and
base AC opera-

nt Batteries t o 8 Descent Batteries

ed Descent ECA's o k Descent ECA's
t BR Panel o 1 Circuit BR Panel
r
iring o 1 Buss Wiring

o Ascent Engine
o Ascent Prop Tank
o Ascent He System
o Ascent Controls &
Control Electronics
o Descent Engine*
o Descent He Tanks*

* Vehicle must be (l) Batteries assume

capable of retain- active cooling
ing all items
(2) Experiment data
marked with
sensors, experiment
asterisk
signal conditioning
and power to operate
same are considered
to be an experiment
responsibility
 Vehicle Recommended Configuration

Item Change
Removed Modified Added
10.0
RCS No Change From LEM No Change
11.0
Communications o S-Band Erect Antenna o SPA Mod - Provide for o Hardlir
o VHP Erect Antenna hardline intercom o Provide
to FM M
(1KD9 KE
12.0
Displays &
Controls o ACA (l) o DEDA o Control
o TCA (l) o S & C Panel batter!
o FDAI (l) o Audio Control and har
o DSKY o Explosive Devices o Crew Sa
o ASC Eng. conrols o Data ha
o Desc. eng. controls and dis
o Radar displays
 (111)2-12

Table 2.3-1 (cont)

PDF Baseline Configuration

Removed Modified Added

From LEM No Change From LEM Wo Change From LEM

: Intercom o S-Band Erect Antenna o SPA o Hardline Intercom

Data Channel o VHF Erect Antenna
idulator
's - Bypass SPA)

! for additional o ACA (l) o Revise o Controls for additional

>s, water tanks o TCA (l) EPS, batteries, water tanks
lline intercom o FDA 1 (l) COMM and hardline intercom.
'ety displays o Controls
idling controls
xLays
 (111)2-15

Table 2.5-1
Phase I Lab
CANDIDATE CONFIGURATIONS

Item Candidate Configurations Per Flight Modifications

Structure • LEM Structure Descent State Compart-

ment
Stabilization & Modified Abort Guidance System Reduce Narrow Deadband
Controls With Change To EGA And ATCA to 0.1 deg
Unmodified Abort Guidance System
Modified Abort Guidance System
Deriving Rate Information From ASA
Modified Abort Guidance System
with New RGA Assembly
Use Of Primary NAV Guidance System
Modify Jet Logic To Use All
Thrusters

Crew Basic LEM With Changes Consistent Additional Storage Boxes

Provisions With Other Subsystems And Addition-
al Storage Of Expendables External Descent Stage Compart-
To The Vehicle ment

Environmental Basic LEM With Active Battery

Control Cooling For l6 Additional Batter-
ies Replumbing Of Redundant Cool- Separate Heat Trans-
ant Pump ASA Bypass port Loops For Experi-
Basic LEM With Battery ment Cold Plates
Cooling For 8 Additional
Batteries (Baseline)
Passive Cooling Of Aft Equipment
Bay
Battery Package Passive Thermal
Control
Incorporation Of Radiator Into Heat
Transport Section
Utilization Of Propellant Tanks
For ECS Oxygen Storage

Electrical 22 Battery Configuration - LEM •

Power Batteries
Supply 1*4- Battery Configuration - LEM
Batteries
22 Battery Configuration - Modi-
fied Batteries
GE Fuel Cell Power Pack
 Table 2.5-1 (Cont.)

Instrumentation LEM Operational System With Data

Handling System Using CSM Re-
corders Modified For Single Phase
Operation And Output Of U09.6 kbps
LEM Operational Sys"tem With Data
Handling System Using Unmodified
CSM Recorders

Propulsion • Not Applicable (No Main Propul- o Use of Descent Propul-

sion In Labs) sion

RCS • Basic LEM RCS Configuration

Utilizing Sixteen Thrusters
• Basic LEM RCS With Fuel And Ox
Lines Reversed

Communications Hardline Intercom And Additional FM Data

Channel k09.6 kbps
Hardline Intercom And Additional PM Data
.Channel (Mod Spa)
Coupled S-Band In Flight Antennas
Addition Of Internal TV Jack

Displays And • Basic LEM Displays And Controls

Controls Modified As Appropriate
 I. INTEGRAL
? PLOOC USMTIMQ
5 CiUTlOU
*. WARUIMS
•> COKITKOLS
ft. DISPLAYS
7. «ELF LUMIMOUS

- 9 ^-
 GUIDAMCE <? NAVIGATION SUBSYSTE ..L

MODE SELECT
L AUT POSITION INDICATED
£CT

VHP IWPUGHT AMTEUNAMO.I A

t.
;
5 ':

?
t> VHPINPLIftKT AMTIMUAWO.l A

T i
i1
'
PU«6Tft*T JACK /

IVM'F S'CCTIOKI
1
2
— -~ S-BAWD IWFLIftHT AUT6HUA UO.I A
DIPLEXER "I
2 • \J
1-
(.J1
" |] ;

i ifl
:
POWER t
h
AMPLIFIER
e
i•)
s5 J ROTARY JOINT
GlMBALVSCffVC
x-
L
u

ai
*- IPAMO-H

MDfiCRP stNSiNS)
|6-6A>JD SECTION

| COMMUNICATIONS SUBSYSTEM

LOW BIT RATfr

TIMING SIGMA
UR1 DIGITAL

&•'%-/
CONTROLS* DISPLAYS
 COUTROLS«DISP

„ STAT

PBOPfLLANT FLOW COUTtOL SIONAL*

SVSTtM'A"

f
|p|
|

^
&
PK«SU!ltIATIOIu
MO» COUTROL*
RV CO IS
OPER MEA« 7
5
C

DC CMO»
f

UCATER COUTROL SIGNALS

•V COIL*
l]

o\ /w*M
r* J XA
^ V
?
(

1 1f
SYSTEM "A"
MUIIR3UKICOIITIOI!

H- — -U

JWICS SCCTIOM
(REACTION C

CONTROLS 4 DISPLAYS

S
1
»/S STATUS IUDICATO

I
S/S MODE STATUS

C«W INDICATORS

ONDITIOMED DATA
MASTER ALAQM
SYNCH (TIMING SIGNALS

d
o
o
J*
MODE SELECT

CAUTION 4 WAR MING Of

ELECTRONICS ASSY
a

SUBSVtTtM DATA
TIOK14L
WARNIMCDATA 6ISU AL
OPIBATIONAL
MTEA CONDITIC9NIUC
SUBSYSTEM
SL6CT BOUIC6
SENSORS

0 =ER
r
PAOALHL OlfilTAL DATA

| OP60ATIOW SECTION |

| INSTRUMENTATION SUBSV

2^3
 (111)2-17/18

H«ELOW COMTBOL Sia

SVSTSM'B' OPEC M6AS

/M^X
•IOKJ I ITAMK,)

i[
InCMuiutATIOul
| COMT«Ol.t I

/bxiDN /*u>0\
ITIMK! (TANK)
OPtLLAUT
9 9KTIOU

atutto
Le7

>om4H«»«|

I (16 TOTAL)

MTROL SUBSYSTEM!

AS
'M S/S

Fig. 2.3-1 Functional Interface

/f-Diagram (Sheet 1 of 2)
ENVIRONMENTAL COWTBOL SUBSYSTEM
 SVM6OLS

— OXVGEN
— WATER
— COOLANT
— COMDITlOUED OXYGEN
— HELIUM
UYDBOGEU
— OXIOI76.B
MECH&MICAL LINKAGE

,3
 DC TO SUBSYSTEMS

COMM4.ND6CS BUS

RICAL POWER SUBSYSTEM!

DC TO SUIBSYSTSMS
 (111)2-19/20

NOTES
I. THIS 15 A TENTATIVE FUNCTIONAL DIAGBAM OF
THE A6S PHASE I LAB.
I. TUEBE AREC7) DATA STORAGE UNITS IMTUE DSEA
3. TUE AES PHASE I LAB MUST BE CAPABLE OF
RETAINING TUE FOLLOWING :
STRUCTURES - BASE HEAT SHIELD,
LOWER DECK INSULATION
NAVIGATION* GUIDANCE - GDA, D6CA, RENDEZVOUS RADAB,
IMU.LGC. PTA,PSA.< CDU-
DISPLAYS e CONTROLS - DSKV
t. LANDING GEAR IS COMPLETELY BEMOVEO.
5. ADDITION? TOTWE BASIC LEM CONFIGURATION
FOR CREW PROVISIONS:
(16) LIOH CARTRIDGES FOB BACKPACK. BATT6EIES FOR
06) BACKPACK RECHARGES, FOOD FOR 15 DAYS,
(?&> CSM L10M CARTRIDGES, EXTRA FLOOD LIGHTS,
(21) CONSTANT WEAR GABMENTSjCZ)WORKTOPS t, WOBk
TOP LIGHTS «(I)SEAT.
S. DELETIONS FROM TUE BASIC LEM CONFIGURATION
POB CBEW PROVISIONS:
LUNAB SPECIMEN CONTAINERS, EVA LIFELINE,
WATEB PBOBE « HOLSTER *(OL,OH CANISTER.
7. COMTAINS (2) VSR'S (ONE SPACE).

ABBREVIATIOMS
OP6R-OPERATIONAL
MEAS- MEASUREMENTS
GO)f - GASEOUS OXYGEN
SIMP- SIMPLEX
AOT - ALIGNMENT OPTICAL TELESCOPE
CMDS)-COMMAND(S)
HtO - WATEB
O,-OXYGEN
C«D-CONTBOLS*DISPLAYS
ATCA-ATTITUOE«TBAIOSLATION COUTBOL ASSEMBLY
DECA. DESCENT ENGIKJE CONTROL ASSEMBLY
SYNCH- S.YNCHKOkJI'ZATIOkJ
SIG- SIGNAL
V H F - V E K Y HIGH FB6QUENCY
EXP- EXDEBIMENT
ECA- ELECTRICAL CONTROL ASSEMBLY
DC -DIRECT CURRENT
AC • ALTEBWATIWG CURBENT
CSM-COMM&UO SERVICE MODULE
ANUKl- ANNUMCIATOB.
I W F O - INCOKUATION
V S R - VOICE STORAGE RECORDER
PLSS-PORTABLE LIFE SUPPORT SYSTEM
S / S - SUB-SVST6M
We - UELIUM
IND- INDICATOR
C « VU-CAUT ION < WARN ING
TC A-TRANSLATION CONTROL ASSEMBLY
A C A - A T T I T U D E CONTROL ASSEMBLY
RGA- BATE GYRO ASSEMBLY
ASSY- ASSEMBLY
XMTB-TBANSMITT6R.
BCVB-RECEIVER
XCVR-TBAW3C6IVER
PA - POWER AMPLIFIER
PM - PHASE MODULATION
FM • FREQUENCY MODULATION
ICS-INTERNAL COMMUNICATIONS SVSTEM
D5KY- DISPLAY KEYBOARD
INSTR-IMSTBUMENTATION
CONT'S- CONTROLS
NRl- NON BETURN TO 'ZSBO
VOX- VOICE OPEBATED SWITCH
CDU- COUPLING DATA UNIT
DUP- DUPLEX
EMU-EXTRA VEHICULAR MOBILE UNIT
PCM-PULSE COOK MODULATION
PSA-POWSB SSBVO ASSEMBLY

Fig. 2.3-1 Functional Interface

Diagram (Sheet 2 of 2)

(.^f/utmmasL
 3. MISSION ANALYSIS-PHASE I LAB

3.1 MISSION OBJECTIVES

The Phase I Lab will be utilized in conjunction .with an Apollo Block II GSM to
perform manned Earth and lunar orbital experimentation missions. The Lab will be
required to operate at its nominal design performance level for durations up to
Ik days.
The Phase I Lab flights, each one at a specific orbital altitude and inclination,
will be required to actively support extensive orbital experiments and observations
conducted in the Lab in the areas of:

Basic scientific research

Applied science and technology
Mapping and survey
Engineering validation of design configurations
Testing and qualification of crews, systems, subsystems, and components
for space missions.

In supporting this activity, the Lab is required to provide electrical power,

attitude hold and pointing capability, life support, data handling, telemetry and
other support functions to enable crewmen to perform the in-orbit experiments.

3.2 GROUND RULES AND ASSUMPTIONS

The following ground rules and assumptions were utilized in the selection of the
basic Phase I Lab configuration:

• Lab I shall provide attitude hold capability with no control interface with
the CSM. Slewing capability will be provided by the GSM.
• Lab I will provide oxygen (GOX) for repressurization, leakage and recharging
PLSS.
• No crew system water to be carried in the Lab except that required to
recharge PLSS.
• Lab I will provide atmosphere circulation between modules.
• Existing CSM Block II/LEM and/or Gemini oxygen tanks to be considered for
usage.
• No communications interface with CSM except for TV camera and intercom
hardline.
• No power interface with CSM. Phase I Lab provides own power for house-
keeping activities and experiments.
• Phase I Lab carries all LiOH and food in excess of 3 man-days.
• RCS engine spec life shall not be exceeded.
• Descent propulsion system is not required.
• No basic structural modifications may be made.
• Facilities for a crew of two men shall be provided.
• Illumination, radiation> and meteoroid environment shall not inhibit or
constrain any Lab mission.
(111)3-£

3-3 ANALYSIS

3-3-1 General
The detailed study of the Phase I Lab missions has resulted in a determination of
the experiment-related average power and energy requirements. These are listed in
Tables 3-3-1 through 3-3-4 for Flights 507, 509, 511, and 2l4. It is noted in
Paragraph 5«1 that the Phase I Lab can provide 91 kw-hr for experiment support,
including operation of experiment dependent subsystems. Since the maximum amount
of experiment energy required for the missions shown is 67 kw-hr, it.appears that
sufficient energy has been provided. Additional studies are presently being per-
formed within the Payload Integration Contract to better define the energy re-
quirements for experiment dependent subsystem operation.

3.3*2 Subsystem Experiment Support - General

Laboratory attitude hold propellant flow rates were prepared for sizing of the
S&CS and RCS (in accordance with the ground rule that the Lab provide orbital
attitude hold control and pointing capability for mission experimentation). Atti-
tude hold is provided about all three principal axes within two deadzone limits:
±5-0 and ±0-3 deg as discussed in Paragraphs U.3 and 5-^. Fig. 3«3-l shows'the
RCS propellant flow rates for undisturbed limit cycle operation. The existing
LEM deadband limits of 5 and 0.3 deg are shown for various rate threshold limits.
The present rate threshold limitation (0.01 deg/sec) is shown along with the
recommended "design goal", value of 0.001 deg/sec. The minimum impulse line rep-
resents the limitation on the system caused by RCS thruster sizing. These data
are derived from a more extensive analysis as given in Paragraph 4.2.

As noted in Paragraph 5-1-2.1.1, the housekeeping energy provides for vehicle rate
stabilization and a 15$ 200-n.mi communication duty cycle capability. Fig. 3.3-2
illustrates the' depletion of available experiment energy as a function of attitude
hold duration for the AGS and the PGNCS. Fig. 3-3-3 summarizes the energy required
for data handling. The energy available for experiments only must, therefore, con-
sider these aforementioned subsystem dependent requirements. In addition, the com-
munication requirements over the housekeeping allowance must be considered. Figs.
3»3-4 and 3-3-5 summarize the communication energy requirements for the 200-n.mi
and 19,350-n.mi orbits, respectively, as a function of duty cycle and mission
durat ion.

An investigation was performed into the egress-ingress capability for the Lab,
including LiOH canister replenishment, PLSS recharges, and cabin-repressurization.
A detailed discussion is given in Paragraph 5«2. Fig. 3-3-b shows the capability
of the Phase I Lab to support EVA through Lab repressurizations and backpack (PLSS)
recharges. The "nominal design" of 18 infers that weight and volume allocations
have been made for 18 backpack batteries and 18 LiOH canisters. Additional
batteries may be carried at a weight penalty of 5 ib each, and additional LiOH
canisters may be carried at 4.5 Ib each.'

Fig- 3-3-7 shows the water availability to support PLSS recharges and experiment
heat loads. This data shows that, for 18 backpack recharges, the experiment load
could be as high as 78 kw-hr for lunar orbital missions, and up to 93 kw-hr for
Earth orbital missions.
 (111)3-3

It is normally assumed that, during EVA by one crew member, a second crew member
is operating from the suit loop within the depressurized Lab cabin. This operation
involves 152.2-w power expenditure to operate the suit loop fan. This penalty is
also considered as experiment dependent subsystem operation.

3-3-3 Subsystem Experiment Support - Sample Calculation

The following procedure is suggested for determining the energy penalty for
experiment dependent subsystem operation:

• Sample Mission - Synchronous Orbit - l4-Day Duration

Attitude Hold Duration: 60 hr
Communication Time: 25% of Mission Duration
EVA Time (suit loop operation): 5 hr
Data Transmission: 25$ (same as communication time)
• Calculation
Kw-Hr. available (Fig. 3-3-2) = 80 kw-hr
Less:
Penalty for data handling
(Fig. 3.3-3) 200-hr record at 25$ transmission - l6 kw-hr
Penalty for Communications (Fig. 3-3-5) = (6 kw-hr - housekeeping allow) =
3.4 kw-hr
Penalty for suit loop operation (152 w x 5 hr) = 0.76 kw-hr
Net available for experiments = 59-84 kw-hr
3«3«4 Environmental Protection Requirements

3-3-4.1 Meteoroid Hazard Evaluat ion

3-3-4. 1-1 Environment. The meteoroid environment used is that defined by LEM
Specification LSP-470-1. The sporadic flux is presented as an average isotropic
flux that is constant throughout the regions of space applicable to the AES
missions. It is modified only by the planetary shielding factor determined by
each mission's trajectory. Shower meteoroids are not included.

3.3.4.1.2 Approach. LEM Specification LSP-470-1 presents criteria for defining

the meteoroid protection provided by single and double skin areas against both
primary (sporadic) and secondary meteoroids. It does not contain criteria for
handling configurations with more than two skins or double skins with small sep-
aration distances. Such situations were conservatively analyzed by omitting the
thinnest skins until the configuration fitted the LEM specification. The analysis
was performed for the recommended version of the Lab configuration, with no
meteoroid shielding assumed in addition to that provided for the LEM.

Many approximations had to be made to estimate the meteoroid protection provided by

the complicated Lab structure of spherical and cylindrical shapes enclosed by flat
surfaces. Since the penetration mechanics for the back-up skin are strongly de-
pendent on this skin's distance from the bumper skin, the critical areas exposed
to meteoroids by spherical and cylindrical tanks were divided into two sections:
the cap area which is an area of the tank closest to the bumper, and the donut
area which is a section of the tank area adjoining the cap. The distance from the
bumper to each section's point of closest approach was used to ensure conservative
calculations (see Fig. 3-3-8).
(111)3-1*

The critical areas were also sized by their cone of exposure to the isotropic flux.
A very conservative 2 Tsolid angle was applied in most cases. A nominal critical
area was added to include the effect of such miscellaneous terms as black boxes,
wiring, and tubing.
Though shielding of the descent stage by ascent stage structure, and vice versa,
was incorporated, shielding by the SM was not included to make the calculations
applicable to missions in which the Lab and SM may separate.

3-3-^.1-3 Computer Program. The Lab basic design was described in terms of
critical areas, exposure periods, skin thicknesses, and skin separation distances,
and the information fed into the computer program which contained the LEM pro-
tection criteria. When a particular combination of skin thicknesses and separation
distance for a specified critical area resulted in the bumper skin too thin to melt
the meteoroid, the size of the meteoroid was reduced to the melting point and the
probability of such a particle impacting during the mission was determined.
The program both evaluates an existing vehicle's structure for the probability that
it will not be damaged by meteoroids during it's mission, and can be used to de-
termine those locations where shielding would be most efficiently applied.
3«3.^.1«^ Meteoroid Hazard Results. The results of four missions evaluated for a
Phase I Lab configuration are listed below. Mission success is defined as the
probability that the Lab will survive 14 days with no penetration of any component
required for mission operation. Crew safety is defined as the probability that no
pressurized tank or the cabin will be punctured, and it is assumed that the cabin
is manned for Ik days.

Mission Crew Safety Mission Success

200-n.mi Earth Orbit 0-99959 0.999^5

Synchronous Earth Orbit 0.99936 0.99925
20-n.mi Lunar Orbit 0-99950 0-999^0
80-n.mi Lunar Orbit 0-999^7 0-99936

These numbers are sufficiently high so that additional shielding does not seem to
be required.

3-3.^-2 Radiation Environment

3.3.^.2.1 Introduction. The radiation environment assumed for -the Phase I Lab
missions consists of both the Earth's trapped radiation belt and solar flare
particles for the polar and synchronous Earth orbit missions; and trapped radi-
ation belt particles for the low-inclination orbit missions. For lunar missions,
only the solar flare events were considered. The solar flare model used was
obtained from LSP VfO-lA.
3.3.^.2.2 Solar Flares. The effect of solar flares on the polar, synchronous,
and lunar orbit missions would be to either: cause mission abort, if the flare
were of sufficient intensity to cause the crew in the CM to receive their allowable
emergency dose (500 Rad. skin dose); or to postpone the scheduling of crew activ-
ities, if the intensity of a flare were such that the crew would receive a dangerous
dose in the Lab but were relatively safe within the CM. The latter situation is
 (111)3-5

more likely since the ratio of dose received in the CM to dose received in the Lab
is about a factor of 20. This assumes an equivalent shielding effectiveness of
1 lb/ft2 for the Lab, and 10 lb/ft2 for the CM. Estimates were made of the prob-
ability of mission abort and .the probability of rescheduling crew activities, due
to solar flare activity, for a 14-day mission. The results are listed below. The
reschedule probability is smaller for polar orbits than either synchronous or lunar
orbit because the spacecraft is protected by the Earth's magnetic field during a
portion of each orbit.

Lab
„. . Probability of. Solar Flares Affecting Mission
Duration Polar Synchronous & Lunar
(Days) Abort Reschedule Abort Reschedule

7 0.001 0.015 0.001 0.03

14 0.002 0.03 0.002 0.06

The probability of having to abort a polar, synchronous or lunar orbit mission due
to solar flare activity is relatively low. However, flare activity could cause
.a delay in the crew's Lab activities for a period of 48 hr which is the approx-
imate duration of a high-intensity solar flare.

For lunar orbit missions, an abort might be initiated even if the allowable crew
dose limit were not exceeded. This is due to a combination of reasons, among them
the inability to predict solar flare intensities in advance, the fact that large
solar flare events tend to occur in multiples, and of course the relatively long
transearth coast times.

3.3-4.2.3 Radiation Belts. A search of the literature indicated that there is a

wide variation in the predicted dose rates from the Earth's trapped radiation
belts. These variations are mostly due to the uncertainty in the rate of decay
of the artificial electron belt at low orbital altitudes, and the large fluctuations
that have been observed in the electron fluxes at higher orbital altitudes due to
extra-terrestrial disturbances. An estimate has been made of the effect of the
trapped radiation belt at a 200-n.mi, 30-deg inclination Earth orbit. The dose"
rates would be reduced by about a factor of two for a 200-n.mi polar orbit. No
consistent estimates were available of the dose rates that would be encountered in
a synchronous orbit. The allowable doses in the radiation belts were taken to be
the allowable average yearly exposure values of 233 rad skin dose and 27 rad dose
to the eyes (Ref LSP-470-1A). Estimates of the average dose rate in a 200-n.mi,
30-deg inclination orbit within the Lab range from 1 to 4 rad/24-hr day. The upper
limit of 4 rad/day was chosen to be conservative. Preliminary crew time-line
analyses have indicated that no crew member would spend more than 6 hr/day inside
the Lab. Thus the average daily 24-hr dose rate inside the Lab becomes 1 rad/day.
The accumulated dose inside the CM would be of the order of 0.1 rad/day yielding
a total daily dose of 1.1 rad/day in orbit. Therefore, the allowable skin dose
would be exceeded after about 24 days in orbit. No additional protection is there-
fore required for a Phase I Lab.

3.3-5 Simulation Requirements

The increased inertia of the Phase I Lab (combined CSM/LEM) relative to the LEM,
and RCS propellant consumption considerations, dictates the need for improved

'AummasL
(111)3-6

attitude rate sensitivity sensing (in the range of 0.001 deg/sec). The method
selected in the recommended configuration to'solve the rate gyro threshold sen-
sitivity problem should be verified by simulation.

Experiments proposed for the Phase I Lab have been examined for possible areas
where simulation support would be required for proper experiment integration,
especially in the guidance, navigation and control area. The following experiments
appear to warrant simulation:

Control Moment Gyro

Optical Guidance System for Rendezvous
On-Board Guidance and Navigation System
Orbital Maneuvering and Docking
X-Ray Astronomy
Small Maneuverable Satellite
IR Sensing from Orbital Altitudes
Lunar Surface Probes
Extendable Rod Performance Tests
Photographic Investigations
Passive Microwave Experiments
RF Reflectivity Measurements
X-Ray Fluorescence
Lunar Gravity Measurements

3.4 MISSION DESCRIPTION

The AES Phase I Lab will be required to perform up to 14-day manned experiment
missions in the following orbital modes:

- • Earth Low-Inclination Orbit

• Earth Polar Orbit
• Earth Synchronous Orbit
• Lunar Low-Inclination Orbit

Mission profiles are shown in Tables 3-4-1 through 3«4-4.

3.4.1 Earth Low-Inclination Orbit

A two-stage Satur-n IB is used to launch an unmanned Phase I lab into a 200-n.mi,

28.5-deg inclined circular orbit. A CSM is launched by a two-stage Saturn IB
into a similar orbit to achieve rendezvous, docking, and crew transfer. A l4-day
experimentation mission is then conducted.

3.4.2 Earth Polar Orbit

A three-stage Saturn V vehicle is used to launch the AES CSM-LAB I in a south-

easterly direction from KSC. A yaw-steering maneuver is initiated- at the beginning
of second stage flight to obtain a 200-n.mi 90-deg inclination polar orbit. The
launch azimuth and magnitude of the yaw rate will be selected to minimize launch
vehicle impact hazards to populated areas. Minimizing launch vehicle impact
hazards may also require yaw-steering during first stage burn.
 (111)3-7

3.^.3 Earth Synchronous Orbit

The AES CSM-LAB I is launched with a three-stage Saturn V into a 100-n.mi 28.5-deg
inclined circular parking orbit. The SIVB stage is re-ignited at the, fourth
descending nodal crossing to perform a 2-deg plane change, and simultaneously
initiate a Hohmann transfer to synchronous orbital altitude of 19,350-n.mi. At
apogee the SIVB stage is again ignited to perform a plane change of 17-5-deg
and partically circularize the orbit (perigee = 5,lUO-n.mi). The GSM then trans-
poses and docks to the Lab and the SIVB is jettisoned. Upon completion of one
orbit at apogee, the SPS is utilized to inject the CSM-LAB into the final equatorial
synchronous orbit.

3.^.^ Lunar Low-Inclination Orbit

A three-stage Saturn V vehicle is used to launch the CSM-LAB into a 10-deg incli-
nation circular lunar orbit at an altitude of 80-n.mi. The spacecraft translunar,
lunar orbit, and transearth trajectories and the recovery are similar to that of
the current Apollo mission. The free return and "anytime" abort capability of
the Apollo mission is retained.
3-5 TIMELINE

General housekeeping and systems checkout information is provided in Table 3«5-l-

Also listed is the time required to conduct systems check and status monitoring,
as well as suit and PLSS check out and final Lab shutdown time.
The Lab checkout and status monitoring time (averaging 6 min at 2-hr intervals for
entire mission) is based on Table U.^-6 which tabulates the required housekeeping
activities and subsystems to be checked. The spacesuit and PLSS checkout time is
accomplished prior to every EVA. Crew duty cycles and timelines of a typical day's
activity for the Lab is discussed in Paragraph k.k.
(111)3-8

Table 3-3-1

FLIGHT 507: LOW-ALT POLAR EARTH ORBIT, AVG POWER & ENERGY REQMTS

Avg Oper
Power, Time, Energy,
Watts hr kw-hr
Experiments
Radiation Monitoring (050l) 8-3 333 2.76
Photographic Systems 710.0 23-5 16.68
Cartographic & Stellar
Panoramic
High-Resolution Spotting (SM Pallet)
Multispectral
Infrared Sensing for Orbital Attitudes 385. 23.5 9-05
Passive Microwave Experiments 3^0 5.0 1.70
Radio Frequency Reflectivity Measurements 30 7-0 .21
Radar Imaging, Altimetry and Surface State ikoo 15.0 21.00
Ultraviolet Absorption and Luminescence 20 h.k .09
X-Ray Fluorescence 17-2 • k.k . ..08 •
Remote Geochemical Sensing 19 •k.k .08
Micrometeorite Experiment 5 50 • 25
Lunar Gravity Measurements - - -
Detection of Alpha-Emission from the Lunar Surface 6.2 k.k .03
Gamma -Ray Mapping 14.2 k.k .06
Lunar Surface Probes - - -
Sub-Total 51-99
Ancillary Equipt 300. 50. 15.00
(Experiment -Support )
Total 66.99
 (111)3-9

Table 3.3-2

FLIGHT 509: SYNCH EQUATORIAL EARTH ORBIT, AVG POWER & ENERGY REQMTS

Avg Oper
Power, Time, Energy,
Experiments Watts hr kw-hr

Radiation Monitoring 8.3 336.0 2.79

X-Ray Astronomy 3-0 13-3 .01*
Martian Atmosphere 11.0 1-7 .01
Artificial Comets 8.0 3-0 .02
Far-UV Image Converter 65.0 13-3 .86
Radio Astronomy 150.0 72.0 10.80
Small Maneuvering Satellite .^20 U.O 1.68
Magnetometer 50.0 336.0 16.80
Sub Total .. 33.00
Ancillary Equipt 1^0 97 13.60
( Experiment -Support )
Total U6.60
(111)3-10

Table 3-3-3
FLIGHT 511: LOW-INCL LUNAR ORBIT, AVG POWER & ENERGY REQMTS
Avg Oper
Power, Time, Energy,
Experiments Watts hr kw-hr
Radiation Monitoring (0|?0l) 8-3 312 2.59
Photographic Systems 710 5 3.55
Cartographic & Stellar
Panoramic
High- Resolution Spotting (SM Pallet)
Multispectral
Infrared Sensing for Orbital Attitudes 385 21 8.08
Passive Microwave Experiments 3^0 37 12.58
Radio Frequency Reflectivity Measurements 30 5 .15
Radar Imaging, Altimetry and Surface State l4oo 17 23.80
Ultraviolet Absorption and Luminescence 20 37 .Ik
X-Ray Fluorescence 17.2 37 .64
Remote Geochemical Sensing 19 7 .13
Micrometeorite Experiment 5 50 .25
Lunar Gravity Measurements -• - -
Detection of Alpha-Emission from the Lunar Surface 6.2 37 •23
Gamma-Ray Mapping 14.2 37 .52
Lunar Surface Probes 26 2.5 .06
Subtotal 53.32
Ancillary Equipt
(Experiment-Support) 350 37 12-95
Total 66.27
 (111)3-11

Table 3-3-4
FLIGHT 214:LOW INCL EARTH ORBIT, AVG POWER & ENERGY RE<$ITS

Avg Oper
Power, Time, Energy,
Experiments Watts hr kw-hr
Radiation Environment Monitoring (0501) 8.3 333 2.76
Capillary Studies (o6oi) 30 6.9 .20
Evaluation of Space Suits (l50l)
Manned Locomotion & Maneuvering Capability (1502) 250 26 6.50
Emergency Techniques for Rescue (1503) 1000 9.3 9-30
Development of Personnel & Cargo Transfer Operations (1504) 250 1-5 •37
Propellant Handling Techniques (1506)
Phase I - Water Transfer 750 5 3-75
Phase II - AMU Propellant Transfer (HgOg) 250 10 2.50

Subtotal 25.38
Ancillary Equipt (1501-1504)* 12 71 8.52
( Experiment -Support )
Total 33-90

*Power reqd for PLSS, ELSS & MMU of Exper 1501-1504

obtained from throwaway batteries, not charged to
exper power reqmts.
(111)3-12

Table 3.4-1
MISSION PROFILE, EARTH-ORBIT RENDEZVOUS, S-1B LAUNCH
Low-Incl, 28.3 deg; Alt, 200 n.mi

Norn Phase Time, Objectives

Mission Phase hr; min; sec Supported

1. Saturn IB Ascent to 00:12:00 • Demonstrate integrated

Orbit (LEM Lab) mission control. Appli-
a) S-1B Firing cable during all phases
b) S-IVB Firing thru. CSM-Lab docking.
c) LES-B.P. Jettison

2. Earth Orbit Coast 03:00:00 • Demonstrate operation of

S-IVB Stabilization modified LEM systems after
a) Subsystems status being subjected to boost
check environment.

S-IVB Lab Separation 00:20:00

SLA petal deploy
..IMP initiates Sep.
IMP shuts down S/S

Earth Orbit Storage To Be Determined • Demonstrate ability of

(Lab Unstabilized) LEM Lab FCS, EPS, Inst.
-a) IMP activates S/S & Comm. equipment-to per-
for status checks. form during unmanned
orbital storage.

5. Saturn LB Ascent to 00:12:00

Orbit
(CSM & Crew)
a) Same as la & b
b) LES Jettison

6. Earth Orbit CSM C/0 00:30:00

7. CSM-S-IVB Separation 00:05:00
8. CSM Rendezvous with Lab Variable
9. CSM Active Docking 00:15:00 • Demonstrate unmanned LEM
a) IMP stabilizes Lab Lab FCS ability to
b) CSM docks operate after orbital
storage and effect dock-
ing with a manned CSM.
 (111)3-13

Table 3.4-1 (Cont)

Norn Phase Time, Objectives

Mission Phase Hr; min: sec Supported
10. Lab C/0 01:30:00
a) Crew transfer
b) Lab C/0

11. Earth Orbit Lab lU days • Evaluate extra vehicular

Experiment Operations: 336:00:00 crew operations.
Typical • Evaluate Lab data
a) Biomedical & be- management system.
havioral studies
b) EVA studies • Demonstrate capability
c) Radiation monitoring of modified LEM ECS &
crew provisions to
support life.
• Demonstrate performance
of modified LEM struc-
ture & insulation.

12. Lab shutdown and equip- 01:30:00

ment and data transfer
to GSM
13. Preparation for CM entry 00:10:00
Lab jettison
SPS deorbit maneuver
SM Jettison
Ik. Entry 00:11:00

15- Parachute Descent 00:07:00

16. Post landing through
S/C retrieval Variable
(111)3-14

Table 3.4-2

MISSION PROFILE, EARTH POLAR ORBIT, S-V LAUNCH

Incl, 90 deg; Alt, 200 n. mi

Norn Phase Time, Objectives

Mission Phase hr: min: sec Supported

Saturn V Ascent to 00:16:30 • Demonstrate LEM Lab

Polar Orbit Structural integrity after
a) S-1C Firing Saturn V yaw steering
b) S--11 Firing (Yaw maneuvering to effect a
Steering) polar orbit..
c) LES Jettison
d) S-IVB Firing (Yaw
Steering)

Orbit Coast - S-IVB 03:00:00

Stabilized
a) GSM C/0

GSM Transposition & 00:30:00

Docking
a) GSM S-IVB Separation
b) GSM Transposition
c) GSM-LEM Lab Docking
d) LEM Lab S-IVB
Separation
LEM Lab C/0 02:00:00 • Demonstrate performance of
a) Crew Enters Lab modified LEM S/S after being
b) Activation & C/0 subjected to boost environ-
of Lab Subsystems ment .

Earth Polar Orbital Lab 14 days • Evaluate EVA crew operations.

Experiment Operations: 336:00:00 • Demonstrate the Earth pointing
Typical capability of Lab flight con-
a) Biomedical & trol system.
behavioral studies
b) Lunar survey equip- • Demonstrate the performance
ment C/0 (Earth of the modified LEM struc-
mapping) ture & insulation over a 14-
c) • Weather studies day Earth orbital mission.
• Evaluate radiations levels
throughout mission duration.
• Demonstrate the capability of
the modified LEM ECS and crew
provisions to support life
over a 14 days Earth orbital
mission.
 (111)3-15

Table 3-4-2 (Cont)

Norn Phase Time, Objectives

Mission Phase hr: min: sec Supported

• Evaluate the LEM Lab data

management system.
6. LEM Lab shutdown & 01:30:00 • Demonstrate compatibility of
equipment and data LEM Lab with MSFN for polar
transfer to GSM. orbital operations.

7. Preparation for CM re- 00:10:00

entry
a} Lab jettison
b) Service propulsion
deorbit maneuver
c) SM jettison
8. Entry 00:11:00

9. Parachute descent 00:07:00

10. Post landing through Variable

S/C retrieval

^ZSJtumman.
(111)3-16

Table 3.^-3
MISSION PROFILE, EARTH SYNCH ORBIT, S-V LAUNCH
Incl, Zero; Alt, 19^350 n. mi.

Norn Phase Time, Objectives

Mission Phase hr; min; sec Supported
Saturn V Ascent to 00:10:00
100 n. mi. Parking
Orbit 28.5 Deg. Inclin.
a) launch azimuth 90
Deg.
S-1C Firing
S-ll Firing
LES Jettison
S-IVB Firing
Parking Orbit
insertion
2. Earth Parking Orbit 01:50:00
(1-lA Orbits)
a) GSM Systems Check
b) Preparation for
transfer orbit
Insertion
3. Transfer Orbit In- 00.06.00
sertion
a) S-IVB Restart
b) Orbit Transfer &
Partial Plane Change
4. Transfer Orbit Coast 05:15:00
to 19,350 n. mi.
5. S-IVB Restart to do 00:02:00
Partial Plane Change
& Circularize at Synch.
Alt.

6. Transposition & Docking 00:30:00

a) GSM S-IVB Separation
b) CSM Transposition &
Docking with Lab.
c) LAB-S-IVB Separation
 (111)3-17

Table 3.^-3 •

Norn Phase Time, Objectives

Mission Phase hr; min; sec Supported

GSM Firing to Complete 00:01:30

Plane Change and
Circularization.
(NOTE: May need to vait
for one orbit)
8. Lab C/0 01:30:00 • Demonstrate operation of
a) Crew transfer to Lab modified LEM S/S after
b) Activation and C/0 being subject to boost
of Lab S/S. environments.

9- Earth synch, orbit Lab days • Demonstrate LEM Lab

experiment operations: thermal control.
typical
a) Biomedical & be- • Demonstrate compatibility
of LEM Lab with MSFN for
havioral studies
b) Astronomical studies synch, orbit mission.
and observations • Evaluate radiation levels.
c) Small maneuverable • Evaluate extra vehicular
satellite studies. crew operations.
• Evaluate LEM Lab data
management systems.
• Demonstrate capability of
the modified LEM ECS and
crew provisions for l4 day
mission.
• Demonstrate earth pointing
capability of LAB FCS.
10. LEM Lab shutdown & 01:30:00
equipment and data
transfer to GSM.

11. Preparation for CM re- 05:30:00

entry
a) Lab jettison
b) . Service propulsion
deorbit maneuver
c) SM jettison

(^ikummcui.
(111)3-18

Table 3.4-3

Norn Phase Time, Objectives

Mission Phase hr: min: sec Supported

12. Entry 00:11:00

13. Parachute descent 00:07:00

14. Post-landing through S/C Variable

retrieval.
 (111)3-19

Table
MISSION PROFILE, LUNAR ORBIT SATURN- V LAUNCH
_Incl_, 10 deg; Alt, 80 n. mi

Norn Phase Time, Objectives

Mission Phase hr; min: sec Supported

1. Saturn-V Ascent to 00:10:00

Parking Orbit
(100 n. mi.)
a S-1C Firing
b S-ll Firing
c LES Jettison
d S-IVB Firing
e) Parking Orbit In-
sertion

2. Earth Parking Orbit 02:12:00

a) GSM C/0
b) Preparation for
Translunar
Insertion

3« Translunar Insertion 00:10:00

a) S-IVB Restart

4. Translunar Coast 60:15:00

a) CSM-S-IVB
Separation
b) Transposition 80
Docking
c) CSM/Lab-S-IVB
Separation
d) 1st Mid-course
Correction
e) 2nd Mid-course
Correction
f) 3*"d Mid-course
Correction

5. Lunar Orbit Insertion 00:05:00

a) SPS Firing

6. Lab C/0 in Lunar Orbit 01:30:00 Demonstrate operation

a) Crew transfer to Lab modified LEM systems
b) Activate & C/0 of Lab after boost environ-
systems ments.

vuunma/L
(111)3-20

Table 3.k-k (Cont)

Norn Phase Time, Objectives

_Mlsslori Phase hr; min: sec Supported
1. Lunar Orbit Lab Ex- Ik days
periment Operations: 336:00:00 • Evaluate radiation and
Typical micrometeorite levels
a) Bioroedical & in low inclination
behavioral studies lunar orbit.
b) Lunar photographic
studies • Demonstrate CSM-LEM
c) Lunar oriented ex- Lab 1 mission com-
periments patibility for
lunar mission
thermal vacuum en-
vironment .
e Evaluate LEM Lab
data management
systems.

8. LEM Lab shutdown and 01:30:00

equipment and data
transfer to CSM

9. Transearth Injection 00:05:00

a) Jettison Lab
b) SPS firing
10. Transearth Coast
a) 1st midcourse
correction
b) 2nd midcourse
correction
c) 3rd midcourse
correction
11. SPS Deorbit 00:05:00
a) SPS Firing
b) SM Jettison
12. Entry 00:11:00
13. Parachute Descent 00:07:00
Ik. Post-landing through
S/C Retrieval Variable
 (111)3-21

Table 3-5-1

HOUSEKEEPING & SYSTEM CHECKOUT TIMELINE

Event Time
or
Start time,
Event Duration,
hr: min: sec Mission Event
min: sec
00:00:00 Astronaut(s) enter lab. Ok. 00
00:0^:00 CSM-Lab communication check. 03:30
00:07:30 Activate C&W System. 00:30
00:08:00 Power distribution status check. 02:00
00:10:00 Activate and check out lighting. 01:00
00:11:00 Activate sensors & displays. 00:20
00:11:20 Check propellants; gases & fluid status. 02:00
00:13:20 Initial status check of ECS. 07:30
00:20:50 Transfer equipment to Lab (PLSS, hand cameras, Oh:IO
accessories, etc.).
00:25:00 Deploy of S-band antenna. 00:30
00:25:30 Communication and instrumentation checkout. 12:00
00:37:30 Completion of ECS checkout. 10:00
00:^7:30 Checkout of SCS & RCS .Systems. 19:00
01:06:30 Lab subsystem initial checkout & activation
completed.
xxOO:00 Lab subsystem status monitoring. 06: 00
xx06:00 (Performed at approximately 2-hr intervals for
entire flight)
Pressurized spacesuit & PLSS checkout for every
EVA. 20:00
Uth day Lab I shutdown and astronaut exit to CSM. 15:00
 (111)3-

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 (111)3-23

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(ill)3-26

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 (111)3-27

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120

100

tO

CS

1 80

.Capability of
o
03 Recommended
60 Configuration
o
55

40

20
Nominal Design
Point

I I I I I I I I I I I I I I I I I I I IXI
4 6 8 10 12 14 16 18 20 22 24
No. of Lab Repressurizations

3. 3-6 Eva Capability Based on Oxygen Utilization

<Jiumma/L
 (111)3-28

70 i-

Notes
Crew water supplied by CSM
3 descent & 2 ascent water .tanks (1046 Ib)
Earth orbits assume 100 watts passive loss
Lunar orbits assume 50 watts passive loss
14-day mission

to
0>
be

o
(V

i
PQ
•
o
55

18 PLSS Recharges

100 120
Experiment Cooling Load for Experiments
& Experiment-Dependent Subsystem
Operation, kw-hr

Fig. 3.3-7 ECS Water Utilization

 (111)3-29

Max. Solid Angle

Fig. 3.3-8 Critical Area Sectioning

 (III)U-I

4. SYSTEM ENGINEERING
U.I THERMODYNAMICS
U.I.I Assumptions

The following assumptions are used in evolving the thermodynamic design concepts
and associated performance of the Phase I Lab:

• A maximum of 150 watts of experiment power will be dissipated in the low

temperature electronic area
• The housekeeping load is as shown in Section U.13
• The most extreme thermal environments were assumed in evaluating the system
performance, (i.e. min. external heat flux for cold case calculations and
max. extreme heat flux, for hot case calculations)
• No restrictions on vehicle orientation have been imposed.

U.I.2.1 Cooling Load

s

The experimental and housekeeping equipment cooling loads are tabulated and discuss-
ed in Section U.I.3, "Recommended Configuration." The structural load variations
assumed for the ascent stage is the following:

( + is gain to vehicle; - is lost by vehicle to space)

Vehicle Area Max. Sun, Btu/hr No Sun, Btu/hr

Skin - -270 -U50

Window shade up. + 530; shade down 0 shade up -l80; shade down 0
Top Tunnel Covered
(•Non-docked configuration) +5 -27
RCS +88** =52*
Antennas, and other areas +UO -70

** 23 Watts of heat supplied to 2 Cold Clusters

* U6 Watts of heat supplied to all U clusters

Thus the Phase I Labs will have a structural heat loss varying from approximately
100 Btu/ir for a condition of max. sun light with the window shades closed to
approximately 700 Btu/hr for the minimum sun light condition with the shades open.
In addition there will be various experiments hung off the labs that will contribute
to the overall structural heat leaks. The overall estimated heat leak will vary
from a minimum of 100 watts to a maximum of UOO watts. This heat loss can be con-
sidered as additional cooling capacity. If the minimum heat loss is converted to
an equivalent amount of cooling water, it would represent llU Ib of additional water
for other'uses.

U.I.2.2 Equipment Heater Requirements

Various external antennas, and the RCS Cluster, will require additional heat when
exposed to space and not in use or receiving radiant energy from the sun or plane-
tary bodies. In addition, heat is needed to maintain the navigation & guidance
equipment above their recalibration temperatures when not in use.
RCS Cluster Heater Requirements - It is required that the clusters oxidizer
valves "be maintained above a minimum temperature of 35°F> to prevent the
propellant in them from freezing. The electrical heat required for each
cluster valve is a function of how much heat is conducted and radiated from
the cabin to the cluster can. As the cabin temperature rises, more heat is
transferred from the Cabin and the electrical heat required is diminished.
Figure U.l-1 shovs the heater requirements as a function of cabin tempera-
ture, for a condition of no external heat flux. When the cluster is in
direct sun light, no heater power is required. It is estimated that for the
laboratories the average heater power required for all four clusters is 30
watts, assuming that 2 out of k clusters are in the sun at any one time.
S-Band Steerable Antenna - The S-Band Antenna, when not in use, requires
heater power to maintain the antenna's steering components above its low
temperature survival limits. Components such as servomotors, electronic
equipment and gimbal mechanism must be maintained above -65°F. It is esti-
mated that 5 watts of heater power will be required to accomplish this
during the condition of zero external heat flux. When the antenna is in
direct sun light, no extra heat is required.
Navigational Equipment - The IMU and the ASA are both located above the LEM
cabin. Though not exposed to space, they require precise thermal control
when in use (±.1°F) and close temperature control when not in use. Both
units utilize gyro-systems and accelerometers that are extremely temperature
sensitive. If the temperature drops below 120°F on the IMU and 105°F on the
ASA, the units will go out of calibration. In the Basic LEM, temperature
control of the IMU and ASA when in the non-operating mode is achieved by
utilizing the cooling loop as well as the heaters. This mode of operation
causes excess heater power, since the proportional heater has to over drive
the cooling loop. For the Phase I Lab, a bypass valve will be incorporated
into the cooling loop, to bypass the IMU and ASA coolant when the units are
not operating. Fig. ^.1-2, shows the heater power required by the IMU and
ASA to maintain them above their recalibration points as a function of cabin
temperature. (The IMU and ASA are conductively coupled to the cabin struc-
ture.) The losses to the vehicle skin are minimized by a blanket of 20
layers of aluminized mylar insulation between the units and the vehicle
skin. A tabulation of heater power required for the ASA and IMU, for two-
cabin temperature, is presented below:

AVERAGE CABIN TEMPERATURE 70°F

EQUIPMENT HEATER POWER, WATTS TEMPERATURE, °F

IMU '9.5/8.5 135/120

ASA 5/1* 120/105

AVERAGE CABIN TEMPERATURE

IMU . 13/11. U 135/120

ASA 7/6 120/105
U.I.2.3 Thermal Environment

The thermal environment comprises the direct solar radiation, reflected albedo
radiation and direct I-R radiation incident on the vehicle surfaces. The intensity
of thermal radiation depends on the orbit, vehicle orientation, and the location
of the sun relative to the orbital plane. The angle between the solar vector and
the orbital plane, 9 , varies as a function of the orbit inclination and the date
and time of launch. The following table shows the possible range of 0 for each of
the Phase I Lab flights. In addition, the maximum possible temperature of a sur-
face in thermal equilibrum with the radiation environment is shown for a typical
skin surface,o/<=0.8, and a typical radiator surface,a/«=0.2.

Basic Mission Typical Typical

Orbits Orientation 6S, deg Radiator Skin
<*/«=.8 «A = .2
T max, °F T max, °F
0
200/E90 • Earth 0-90 228 62
19,350E/0° Space 0-23.5 213 l6
80L/100 Lunar 0- 230 210
200E/28.50 Earth 0-62 228 62

In Table h.l-l, the orbital averages of incident thermal radiation are presented for
a number of surfaces. Solar, albedo, and I-R radiation intensities are shown for
both earth and space oriented labs in earth orbits with varying solar angle, 0S.
Also shown is a lunar oriented orbit with the solar vector in the orbital plane.

In order to give an indication of the variation in incident radiation throughout an

orbit, Fig. i.1-3 is presented. It shows the temporal variation in the thermal en-
vironment of upward and downward directed surfaces for earth and lunar orbits,
respectively. In both cases, the solar vector is in the orbital plane, the condi-
tion which produces the maximum variation during an orbit.

The thermal environment for the synchronous orbit is primarily due to solar radia-
tion. At this orbital altitude, the levels of albedo and I-R radiation are less
than 2 Btu/hr sq. ft. Hence, the major factor is the surface orientation relative
to the solar vector. Shadowing by the earth for up to 5$ of the orbit is also pos-
sible. Fig. k.l-b shows the percentage time in sunlight for the 200n.mi earth orbit
and SOn.mi lunar orbit as well as for the synchronous orbit.

U.1.2.U Passive and Semi-Passive Temperature Control Capabilities of AES Vehicles

Passive methods for the control of equipment temperatures are characterized by con-
taining no moving parts, or fluids, and requiring no input of power for their opera-
tion. Semi-passive control methods differ from passive systems in having moving
mechanical, parts and components to assist in varying the mode of heat transfer, pri-
marily radiation. This method utilizes differential metallic expansion or fluid
expansion to operate switches or move a shutter.

foumman.
(III)U-U

The various passive and semi-passive systems considered for AES vehicles in order
of complexity and weight are as follows:

• The equipment radiates its dissipated heat to a low a/t skin, which in turn
radiates to space.
• The above scheme with an internal shutter thermostatically operated; whose
movement exposes more or less of the radiating surface, thus raising or
lowering the heat rejection capabilities of the equipment to the external
skin.
• The equipment radiating directly to space, with a shade that is thermostat-
ically controlled, to open or close exposing more or less equipment surface
area directly to space. The equipment surface is painted with a low a/t
paint, such as LTV 602.
• The above system with the following vehicle orientation restrictions for
earth orbiting vehicles:

o No direct sunlight illuminating the equipment surface

o For lunar orbiting vehicles:

- The equipment surface is so oriented that it is exposed to a minimum

amount of lunar IR radiation and no direct solar radiation.

The capabilities of the above systems are presented in the following tabulation.
The column on the left indicates the maximum wattage that the equipment can dissi-
pate when in a maximum external heat flux orientation, and still be below 135°F.
The column on the right is the heat that must be dissipated by equipment to remain
above 35°F when in a minimum heat flux, orientation. Data is presented for three
orbits: synchronous, 200n.mi, and an SOn.mi lunar orbit.

Heat Dissipated, watts/sq ft

Synchronous 200N.Miles 80-mile Lunar
Orbit Orbit
max min Q
max ^min x Qmin
135°F 35°F 135°F 35°F 135°F

A) Radiation Ik.6 12.0 15.5 12.0 13.8 9.5

to skin
B) Radiation
to skin and
internal
shutter lU.6 h.k 15-5 13.8 2.9
C) Radiation
to space
with external
' shade 23.0 U.6 22.5 3.1
C) Same as C
except
preferred
Vehicle orient U3.0 U.6 38.0 k.6 35.0 3.1
A look at the above tabulation, Configuration A, shows the restraints that passive
equipment cooling places on the electronic duty cycle; that is, the minimum load
cannot be less than 82$ of the maximum load for a synchronous orbit, 78$ for a
200n.mi orbit and 69% for the lunar orbit. This illustrates that the equipment
cannot be shut off vithout providing an equivalent amount of heat or a mechanical
shutter that reduces the effective emittance of the surface. Where low temperature
cooling is required, (iMU, ASA and Batteries) the maximum heat dissipation is fur-
diminished.

U.I.3 Recommended Configuration - Active Cooling Utilizing Water Boiling

The major objective of the thermal design for the Phase I Lab is to design a vehi-
cle that will require minimum change to the basic LEM configuration. In keeping
with criteria, the following configuration is recommended:

The descent stage will be modified so as to accommodate l6 added batteries mounted

externally on the descent stage. Each side will be composed of h batteries and 1
EGA cooled by extending the glycol loop to these areas. The present four descent
batteries and the 2 ascent batteries will be retained.

The glycol loop will provide all cooling requirements for the batteries, experi-
ments and other housekeeping equipment. The heat absorbed by the glycol system
will be transferred to a LEM type water boiler. The distribution of the cooling
load is as follows:

Cooling Load, watts

Cabin Heat Load (and pump) 225.2 + 176. Metabolic heat load (sensible only)
o
Aft equipment bay 171 U.2w IE load for batteries
o
Battery descent bay 30 ^2w I E load for batteries
Lov temperature electronics 2^w housekeeping 150w experiment load
^9 watts of experiment as-
sumed to be cooled passively 35 watts provided for external heaters

Total Cooling Load 822.2 Watts

Water Required for Cooling (lU-day mission) Assuming a Minimum Passive Loss
of 100 watts is 830 Ib of E^O (This corresponds to 2^2 kw-hr)

The heat loss is primarily a function of vehicle orientation and position of the
cabin window shade.

In order to avoid large full scale vehicle thermal balance tests, the uncertainties
of the structural heat load will be absorbed by designing a flexible ECS system.

The thermal control system for the Phase I Lab is identical to the LEM except for
the removal of the suit circuit and the incorporation of a control on the main water
boiler. Removal of the suit circuit requires that the command and service module
environmental control system handle the latent metabolic load generated in the LEM
cabin.
Fig. U.l-5 schematically represents the. proposed all water boiling system for the
Phase I Lab. The figure shows the loads and temperatures throughout the system for
the maximum load conditions (Minimum load values are bracketed). The capacity of
weight saving of 212 Ibs of cooling water for a lU-day mission. During the cold
orientation, the equipment temperature would drop to 35°F for the same maximum
power dissipation. In order to achieve reduction in power generation and still
remain above 35°F, a mechanical shutter, such as System B described in Section
U.1.2.U will be required. A shutter system for the aft equipment bay will weigh
between 6 and 10 Ib. With the shutter, the equipment heat dissipated can be re-
duced to 90 watts and the temperaturewill still remain above 35°F.

U.I.6 Alternate Configuration—Battery Package Passively Cooled

Since the average power level of each Phase I Lab battery is much lower than its
LEM counterpart, it may be feasible to cool the battery package passively. The
battery package will be mounted in a manner similar to that shown for the actively
cooled package, except that it will be decoupled thermally from the descent stage.
The package is then separated from the temperature fluctuations and uncertainties
of the descent structure. The insulation shield will be replaced by an Alzak skin;
thus allowing the dissipated heat to be radiated to this skin, which in turn will
radiate to space. The effective emittance between the inner surface of the Alzak
skin and the front surface of the battery package is sized to maintain the package
at a maximum of 80°F during the worst extremes of heat dissipation and environment.
The most adverse hot orbit condition occurs when the battery package is in direct
sun light for the entire orbit. Under these conditions, the effective emittance
required is 0.23 (corresponding to a total heat dissipation of 18 watts including
ECA's.) This heat dissipation corresponds to a battery pack output of 152 watts or
a vehicle power output of about 825 watts. This emittance can be obtained by se-
lectively painting epoxy blacks stripes on the gold plated surface of the battery.
Fig. U.l-8 shows the effective emittance needed as a function of battery package
heat dissipation.

During the cold orbit condition, the battery package must be maintained at the
minimum of UO°F. This can be accomplished in one of two ways, as follows:

• Heater System - Since the emittance of the battery is a constant, sized

for the maximum power during the hot orbit condition, (Point A in Fig.
U.l-9), it will operate considerably colder during the minimum power cold
orbit conditions. In order to increase the operating temperature of the
package to UO°F, it will be necessary to attach a strip heater to the sur-
face of each battery. The total heater power required is 20 watts (Point
B, Fig. U.l-9) 5 watts per battery. The heaters will be thermostatically
controlled. Since only two battery packages can be in the shade at any one
time, the maximum total power required for the heaters during the entire
lU-day mission is 13.U kw-hr. The penalty to the vehicle, therefore, in-
cludes the addition of another LEM descent battery.

• Shutter System: A shutter or louvres placed between the battery package

and alzak skin can eliminate the need for 'additonal heat. The shutters
opens or closes, exposing more or less battery surface, thus raising or low-
ering the level of heat rejection capabilities of the battery surface to
external skin. The shutters are thermally actuated using a bimetallic coil
as a sensor-drive mechanism. The shutter assembly has an effictive radiat-
ing power of 8 Watts in the closed position (at ^5°F) and 18 watts in the
open position (at 80°F). A Battery pack heat load of 8 watts corresponds
to a battery pack output of 5^ watts or a per vehicle output of 300 watts.
The shutter system can achieve a change in effective emittance of 5 to 1.
the system is adequate without the use of the No. 224 water boiler. In the interest
of minimum change, this component has not been eliminated from the system. Instead,
the performance of the water boiler is made equal to zero by shutting the water
supply to the boiler.

Under maximum load, the system is capable of holding a 75°F cabin with a water
consumption rate of 2.47 lb/hr. (A 100-watt structural heat leak is assumed.)
Under minimum load, the system is capable of holding a 70.8°F cabin and the water
consumption rate is 1.46 lb/hr. For this case, the experimental load is taken as
zero and 250 watts structural heat leak is assumed. To increase the cabin temper-
ature to 75°F would require raising the regenerative heat exchanger effectiveness
from 0.795 to 0.822. This could be accomplished by adding a second No. 20*4- regen-
erative heat exchanger in series with the present one, which would make the combined
effectiveness about 89$. The dry weight of a No. 204 heat exchanger is approximately
3.21b.

4.1.4 Baseline Configuration

The Baseline Configuration is essentially the same thermal design as the recommended
configuration. The cooling load is slightly reduced, however, because the vehicle
carries eight less batteries.

4.1.5 Alternate Configuration - Passive Cooling of AFT Equipment Bay

The Phase I Labs have passive cooling capabilities when in Earth or Lunar orbit.
This potential can be utilized to cool housekeeping equipment or experimental
equipment hung from the Lab structure. The aft equipment bay on the Phase I Lab can
best utilize the passive systems discussed in the previous sections. The following
is a discussion of the design, performance and modifications need to implement this
design.
The aft bay equipment rack of the Phase I Labs contains housekeeping equipment that
dissipates between 170 and 190 watts. The rack at present .faces an insulated skin.
If the following modifications are made, the rack can be cooled passively:
• Remove the insulated skin and replace with an alzak skin painted with epoxy
black paint on the interior side.
• Paint all outside surfaces of the equipment with epoxy black paint.

The performance of the passive system was calculated and presented in Fig. 4.1-6.
This figure presents the equipment temperature as a function of equipment heat load
for a maximum and minimum external heat flux condition. The effects of an internal
shutter are also presented.

It should TDB noted that a portion of the equipment heat will be conducted and
radiated to the cabin in the hot equipment condition, and heat will be lost from
the cabin in the cold equipment condition. This is shown in Fig. 4.1-7.

Figs. 4.1-6 and 4.1-7 illustrate that for an equipment dissipation of 190 Watts in
the hot orientation, the equipment will reach an average temperature of 100°F.
Approximately 30 watts will be leaked to the cabin and the remainder lost to space.
The 30 watts leaked to the cabin will have to be absorbed by the cabin cooling
system, but the remaining 160 watts will be cooled passively. This would represent a
 Total weight of each shutter system will be approximately 3 lb. A drawing
of this configuration is shown in Section 6.2. It should be noted that the
internal shutter system described above has several advantages over an ex-
ternal shutter:

o The shutter is shielded by the alzak skin from sun light; therefore,
there are no orientation restraints on vehicle, as in an external shutter
system.
o The internal system is less sensitive to thermal leaks due to mechanical
tolerances and blade alignment.

U.I.7 Alternate Configuration—Gemini Fuel Cell Module

The Fuel Cell Modular Package is composed.of two Gemini Fuel Cells, two electronic
control assemblies, Apollo Block No. 2 Reactant Tanks and a Fuel Cell Cooling Sys-
tem. The Block 2 reactant tanks have enough reactants to produce an average power
of 800 watts over the entire mission which corresponds to a cooling load of 2200
Btu/hr. In order to comply with the philosophy of using existing hardware, many
Gemini Cooling System components are utilized along with the same coolant, MCS, No.
198, a low freezing temperature (-lU5°F) coolant.

The coolant is pumped through the fuel cell, absorbing the heat of reaction; it then
flows to the space radiator where this heat is rejected to space. A water boiler is
provided to further absorb heat from the coolant when the radiator is receiving the
maximum external heat flux, or when the fuel cell is called upon to deliver peak
power for short time intervals. The fuel cell is built integral with the radiators
and the cooling system components so as to be one self-contained unit.

Section 6.1 includes a drawing of the installed integrated package. A schematic of

the cooling system is presented in Section 5.1.

The available room for fuel cells radiators limits the size of the radiators to
approximately 30 sq. ft.. The temperature of the coolant leaving the fuel cell is
limited to a maximum of 80°F by the manufacturer; therefore, the maximum heat re-'
jection capabilities of the radiator is approximately 1760 Btu/hr when the radiator
is receiving the maximum external heat load. The radiator is made up of two sec-
tions at right angles to each other; therefore, they both cannot be exposed to
direct sunlight at the same time. In order to meet the maximum cooling require-
ments under these conditions, a water boiler is incorporated into the system. The
water generated by the fuel cell is utilized in the boiler. It is further estimated
that, if the fuel cell radiator receives the maximum external heat flux for the full
1^-day mission, the fuel cell will generate enough water to make up the deficiency
in the radiator heat rejection capabilities.

The fuel cells cooling loop is split into two parallel branches, each leg receiving
half the total coolant flow of 220 Ib/hr. The coolant in each branch experiences a
22°F rise, absorbing the 1100 Btu/hr fuel cell heat dissipation. Restricting the
maximum outlet temperature to 80°F limits the maximum inlet temperature to 58 F.
The lower limit of coolant inlet temperature is limited to UO°F to prevent freezing
of the fuel cell.

The Apollo Block 2 reactant tank will be located in 130°F environment. At this tem-
perature the usage rate exceeds the boil-off rate; therefore, no venting of the tanks
is required.
 (111)4-9/10

U.I.8 Alternate Configuration—Incorporation of Radiator Into Thermal Control

System

As an alternative to the proposed ECS, a radiative heat sink system is proposed.

This system will be considerably lower in system weight but will represent a greater
degree of system modification to the basic LEM configuration. More design informa-
tion on radiator systems are presented in the Phase II Lab Report (Vol. IV).

The radiative heat sink system is the basic LEM system with a regenerative heat ex-
changer and radiator installed between the battery and No. 224 water boiler of the
basic LEM system. In addition, the system fluid is changed from the 35$ glycol-65$
water solution to 62.5$ glycol-37$ water solution. The regenerative heat exchanger
is necessary to. raise the system glycol temperatures under low load conditions and
thus protect the equipment from the low glycol temperatures leaving the radiator.
The fluid change is necessary to protect against fluid freezing at the low radiator
temperatures.

The system is shown schematically on Fig. 4.1-10 and shows loads and temperatures
throughout the system for maximum and minimum loads. Minimum load values are shown
bracketed. The capacity of the system is adequate without the use of either boiler.
The water supply to No. 209 water boiler is always shut; the water supply to No. 224
boiler can be turned on when loads greater than that defined by maximum average load
is experienced. This could be accomplished by sensing the glycol temperature down-
stream of the battery.

The radiator is a 30-sq ft radiator with 15 sq ft sections located l80 apart. The
maximum average absorbed radiation will be about 35 Btu/hr/sq ft. This radiator
with its associated hardware should weigh less than 60 Ib. The regenerative heat
exchanger consists of two No. 204 LEM heat exchangers with a dry weight of approxi-
mately 6.4 Ib.

Under maximum load, the radiator system is capable of holding a 75°F cabin tempera-
ture with no water consumption. Maximum load is identical to the maximum load of
the water boiling system (Section 4.1.3).

Under minimum load conditions, the system can hold a 75^F cabin temperature with
no water consumption. Minimum load consists of zero watts experimental and 250
watts structural heat leak. The proposed radiator system can also hold the
cabin at 75°F, if the 150 watt experimental load is- turned on and the cabin heat
leak is increased to 400 watts (Same total load).

The weight savings of this alternate configuration are as described in Section

5.2.7-
 Altitude, n mi
Orbit
0- , deg
Sunlight
Surface
Orientation, deg
, Inclination of Orbit Sol£
to Solar Vector a ft Rad
Space 45 0 13
Oriented 45 U
90 <,
135 11
180 13
225 11
+-X 270 S
315 n
90 0 s
Earth or Lunar 45 6
Oriented 90
135 6
180 • S
225 t
270
315 6
135 0 3
45 ^
90
Vehicle Body Normal 135 *
Coordinates 180 3
225 i
270
315 *
0 - 14
. 180 -
 • 200 200 200
Earth (Earth-Oriented) Earth (Earth-Oriented) Earth (Ei
• Zero 30 60

Albedo Direct IR Solar Albedo Direct IR Solar Alb

ation Radiation Radiation Radiation Radiation Radiation Radiation Ra<
t.118 2.089 2.546 117.519 1.811 2.546 70.534
2.081 2.546 56.578 1.64 / 2.546 0.
J.696 2.C72 2.546 23.039 1.576 2.546 0. C
2.081 2.546 i 56.561 1.647 2.546 0.
>.L21 2.C89 2.546 117.522 1.811 2.546 70-535 j

J.855 2.C81 2.546 T58.9"31 1.966 2.546 177.388 J

2.C72 2.546 177. 7C3 2.C27 2.546 235.220
2.C61 2.546 ' 158.934 1.9t6 2.546 — f77T3¥6-
1.492 16.659 20.290 84.052 14.428 2C.29C 58.27C »
r.129" 16.T36 20.291 18.142 12V7T1 20.291 0.
).C53 16.611 20.266 0. 13.401 20.291 0. t
>.12£ 16.636 20.290 18.142 n.rri 20.291 0.
5.492 16.65S 2C.290 84-C54 14.438 20.290 58.271 1
>.C91 16.636 20.290 115-895 15.142 20.291 197.484
16.61C 20.266 138-243 15.426 20.290 279.284 1(
>.C91 16.636 20.291 115.894 15.142 20.291 197.463
J . 9 2 2 37.643 45.85.8 3 7 - 5 7 2 32.627 45.858 32.79C 11
).664 37.635 45.85ti 9.865 31.765 45.858 0. 1
> . 4 7 5 37.626 45.858 0. 31.411 45.858 0.
>.68C 37.635 45.858 9-863 31,769 45.858
Q-
r1-
J.919 37.643 45.858 J7.57C 2 2 . 6 2 ? 45.858 32.789 11
>.66T 37.634 45.858 45.751 31.474 45.8~5"8 101. 8SS
i.462 37.625 45.858 40.843 33.823 45.858 159.741 2
> . 6 7 C 37.634 45.858 45.753 33.474 45.858 101.858 2<
J * *H * 0. 0. 122. C78 C. 0. 70.496
r.73i 50.280 61.253 9.011 43.58C 61.253 17.117 J
 Table It-.l-l
AVERAGE INCIDENT RADIATION TO
SATELLITE FOR ONE ORBIT

200 80
rth-Oriented) Earth (Earth-Oriented) Lunar (Lunar-Oriented)
90 Zero

Incident Radiation
in Btu/hr-sq ft

;do Direct IR Solar Albedo Direct IR Solar Albedo Di]

lation Radiation Radiation Radiation Radiation Radiation Radiation Ra
.054 2.546 C.031 0. 19C 2. 546 136. C12 0.244 3.
.786 <2.t)4t> r O.OOt 2. ^46 120. € £ 5 0.243 3.
.680 2.546 ' C. 0. 2.546 99.6S3 0.241 3.
,76£ 2.546 0. C . 00 6 2. 546 120.667 0.243 3,
.054 2.546 C . C 3 1 C. 19C 2. 546 136.0.14 0.244 3,
.336 2.546 221.952 C.644 2. 546 120.846 0.243 3.
.461 2.546 313. tfc 8 C.902 2. 546 99.621 0.241 3.
T33& 2.546 22 1.953 0.6-^4 2.546 120.844 0.243 3.
.386 20.291 0.023 1.209 20.286 97.845 2.551 34,
.166" 20'.29i~"' 0. C . 1 f> 6 20.291 69.2C7 2.546 34,
.67i 20.290 0. C.COC 2C.290 0.055 2.540 34,
.166 20.291 0. C. 196 20.29C 69.206 2.546 34.
.386 20.290 C . C2 2 1.2SS 20.286 97.844 2.551 34,
.646 20.291 313.884 3 . 06 C 2. C . 2 9 0 69.168 2.546 34,
.176 20.290 4 4 3 . 9 TO 4.C5C 20.290 0. 2.540 34,
.1:46 20.291 313.635 3 . C<j)0 20. 291 £9.168 2.546 34,
.939 45.858 0.03 1 2.bdS 45. 859 44.161 6.154 83,
74TG~ ~4~5T8T8 0. i . o ie 45. 85£ 29.040 6.152 83,
.866 45.858 0. 0.431 45. 858 7.836 fa. 15083
.470 45.858 0. 1 . 01 g 45.858 29.037 6. 152 83
.939 4 5 . 8 5 6 •O.C31 2. 58S 45.858 44.178 6.154 83
r4~2~5~~4~5~TST3 22 1. ^52 4.43C 45. 856 29.023 6.152 83
.045 45.858 313.868 b.263 45. 858 7.820 6.150 83
.425 45.858 221.953 4.43C 45. 858 29.026 6.152 83
• 0. C.C23 C. 0. 140.942 0. 0
.294 61.253 0.023 3,392 .6_1_..Z.5_3.. 11.C68 8.357 113
 200 200
Earth (Space-Oriented) Earth (Space-Oriented)
Zero 30

ect IR Solar Albedo Direct IR Solar Albedo Direct IR Sc

liation Radiation Radiation Radiation Radiation Radiation Radiation Ra
324 190. 27<b 7.142 24.718 1 6 9 . 4 7 "i 6.199 24.718
302 190.27 R 6. ICE 23.237 1C C. 329 > 5. 014 2 3 . 2 3 8
277 1 9 0 . 2 2 )3 5.296 22.078 71.63' i 4.165 2 2 . C 7 8
3C2 19C. 15<S 6.116 23.237 IOC. 202 ) 5.019 2 3 . 2 3 7
324 190. 10-% 7.152 24.71 8 169. 29< 1 6 .207 24.718
302 190. 10 3 6.116 23.237 2 3 8 . 4 4 7' 5.603 2 3 . 2 3 6
276 190. 15!3 5.296 22.078 267. 14;: 5.044 22.078
302 190.22'5 6.1G8 23.237 2 3 8 . 5 7 31 5.597 2 3 . 2 3 7
745 0.12; 2 19.264 24.718 0.12? 5 16.699 2 4 . 7 1 7
667 0. 12'1 1 7 . 7 4 1 22.078 0. 14.672 2 2 . C 7 9
567 ~~ o.os:3 16.542 20.20C 0. 13.353 20.216
667 0. 17.154 22.078 0. 14.68C 22.077
74 b 0. 19.281 24.718 0. 16.712 24.717
666 0. 17.753 22.078 97.664 16.107 2 2 . C 7 9
565 0. 16.541 20.200 138.243 15.369 20.216
666 0.04S> 17.741 22.078 ' 97.841 16.096 2 2 . 0 7 7
800" " 0. 33.466 24.71 8 0. 28.99S 24.718
735 0. 32.433 23.237 ' 0. 27.39C 23.238
6£6 0. , 31.622 22.078 0. , 26.419 22.078
735 0. 32.443 23.237 ' 0. 27.396 23.237
8CO 0. 33.48C 24.718 0. 2 9 . 0 0 9 24.718
733 0. 32.442 23.237 ' 0. 28.830 23.236
663 0. 31.621 22.078 0. 28.392 22.078
7^33 0. 32.433 23.237 ' 0. 28.822 23.237
268.972! 2.655 24.718 239.553 2.309 24.717
715 0. 39.886 24.718 ' 0. 34.555 24.717
200 200
Earth (Space-Oriented) Earth (Space-Oriented)
60 90

ar Albedo Direct IR Solar Albedo Direct IR

iation Radiation Radiation Radiation Radiation Radiation
14. 17]L 3.635 24.718 0.204 1.432 24.719
0. 2.622 23.239 0. 0.489 23.241
0. 1.974 22.078 0. 0.210 22. C79
0. 2.623 23.237 0. 0.488 23.238
12.964 3.637 24.718 0. 1.431 24.719
53.638 3.636 23.239 221.913 2.502 23.24C
11.553 3.493 P2.078 313.950 3.060 22.079
53.785 3.634 23.237 222.115 2.504 23.238
J:. U6 9.704 24. 717 0.201 1.435 24.719
0. 7.726 22.08C 0. 0.212 22.081
0. 6.647 20.215 0. 0.000 .20.21.3
0. 7.726 22.077 0. 0.211 22.077
0. 9.7C7 24.717 0. 1.432 24.719
97.380 10.198 22.080 313.742 3.063 22.081
79.284 10. 141 20.215 443.900 4.034 20.213
97.587 10. 194 22.077 314.028 3.065 22.077
0. 16.802 24.718 0.080 1.438 24. 71«5
0. 15.055 23.239 0. 0.492 23.24C
0. . 14.19C 22.078 C. 0.212 22. C79
0. 15.056 23.237 0. 0.491 23.236
0. 16.804 24.718 0. 1.436 24. 719
25.502 17.538 23.239 221.789 2.510 23.241
83.417 17.612 22.078 312.826 3.068 22. C79
25.649 17.535 23.237 221.991 2.511 23.238
SI. 318 1.384 24.718 0.088 1.431 24.719
0. 20.006 24.718 0. 1.438 24.719

lustwia/L
 50 i-

40
^Forward Cluster

I*
o

30
0)

20

10

I I I I I I I I I I > I I I I I I I I I I I I > I
20 40 60 80 100 120
Cabin Temperature, °F

Fig. 4.1-1 RCS Electrical Heater Power vs Cabin Temperature

(III)U-IU.

14

Notes: 20 Layers NRC-2

insulation between
12 units & skin.
Pressurized cabin
h = 0 . 2 Btu/hr/°F/sq ft

10

CO

I
S-T
CD

I I I I I
20 40 60 80 100 120
Cabin Temperature, °F

Fig. 4.1-2 IMU and ASA Heater Power vs Cabin Temperature

 200 n. mi Earth Orbit

Solar (T)

Solar (B)
IR (B)

J L_l L_J I I I I I I J I i l i i
90 180 270 360
Orbital Position, deg
Key B: Bottom Surface Note: Solar Vector Parallel
T: Top Surface To Orbital Plane

400 -

80 n. mi Lunar Orbit

90 180 270 360

Orbital Position, deg

Fig. 4.1-3 Variation in Thermal Environment

 Ul 8UII1

O o
eo CO

I I I I I i i i i i i i r T i r T i i II

o
OJ

o
00 CO

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o
o
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S
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PH

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I I I I I I J I I I I I I I I I I

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bfl
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o
n
CD
til

acu
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ra
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bfl
 100
Hot Orientation

80

~
-4->

tn 60

so Cold Orientation
H with Shutter

1
a
•FH
40
3
cr
w

20

Note: Cabin temp = 70 F (synchronous orbit)

-20 I I I I I I I I I I I I I II I J I
0 40 80 120 160 200

Heat Generated by Equipment, watts

Fig. 4.1-6 Aft Equipment Bay Passive Cooling Design Equipment

Temperature vs Heat Generated
 +36

Hot Orientation
+24

• Cabin = 70 F

+12
To
Cabin

W
-4-1

From
g Cabin
O -19
t, -is

o Cold Orientation
o
-t-J

iS
-24
0)
ffi

-36

-48

I I I I I I I I I I I I I I I I I I I I I I I I
40 80 120 160 200

Heat Generated by Equipment, watts

Fig. 4.1-7 Aft Equipment Bay Heat Leak to or From Cabin

jJiusnman.
 0.7

0.6

0.5

S
•*-« • Hot-Orbit Condition
wB • Battery Package Temp = 80 F
Area = 5.2 sq ft
o
01
0.3

0.2

0.1

N
0 50 70 90 110 130 150
Heat Generated by Battery Package, Btu/hr

Fig. 4.1-8 Battery to Skin Effective Emittance vs Heat Generated

 140 Cold Orientation,
Shutter Closed

120 Hot Orientation

Shutter Open
or Excluded
Ft A = 1.19
Between Battery
Package & Skin Cold Orientation,
100 No Shutter

£
+-»
03

I
§ 80
H
0)
SP

Battery,
£> 60 Temperature
0)
Limits
(1)
be

QJ
> 40
B

20

I I I I I II | I I I I. I I III I I I I I I
10 20 30 40 50
Battery Package Heat Dissipation, watts

Fig. 4.1-9 Performance of Battery Package with Internal Shutter

Battery Temperature vs Heat Dissipation
 tf
0)
O
a
a
co

a
o
o

U
CQ

o
T-l
I

tn
 (Hl)U-23

U.2 IIWEGRATED GUIDANCE AND CONTROL

4.2.1 Assumptions

Major assumptions made in defining the IGNC for the Phase I Labs were:

• All translation and orbital maneuvering capability will be supplied by GSM.

• Lab will provide the orbital attitude hold capability within the limits of
the recommended configuration. Capability beyond these limits will be
supplied by the Experiment package.
• There is no electrical interface for control between the Lab and the GSM.
• All missions have RCS in the Lab
• There is no main propulsion system in the Lab.

4.2.2 Background Data

4.2.2.1 Control System Schematic

Figure 4.2-1 is the simplified block diagram for the AGS control system configura-
tion. Location and numbering sequence for the RCS thrusters is shown in Fig. 4.2-2.
The characteristics of the RCS given in Reference 4.2-1 were used in the various
analyses. Since there is no requirement for translational capability, considera-
tion of rotations resulting from translation thrusting along the ±Y or ±Z axes
were omitted.

4.2.2.2 Environmental Disturbance Torques

A preliminary analysis of the external disturbance torques affecting the lab in

Earth orbit was reported in Ref. 4.2-9- Gravity gradient and aerodynamic torques
were estimated to be the most significant. Magnetic disturbance torques are
dependent upon: vehicle shape, ambient field, and location and magnetic qualities
of ferromagnetic elements stored in the vehicle and the induced fields due to
electrically powered components. Therefore, computing a reasonable estimate of the
magnetic torque is not feasible at this time. This is due to the fact that the
field-producing components cannot be located adequately in a vehicle configuration
which is not fully defined.

For purposes of defining reference torques for the Lab, a configuration showing high
moments of inertia was used. This configuration is shown in Fig. 4.2-3. Moments
of inertia about the X, Y, and Z body axes were estimated to be 40,629, 237,531,
and 235>721 slug-ft^, respectively. Five percent of the Z-axes moment of inertia
(i.e., 11,786 slug-ft2) was used as an estimate of the cross-products of inertia.

A peak gravity gradient torque of 0.374 ft-lb can be expected for this vehicle in
an inertially oriented mode. One-half of the peak value (i.e., 0.187 ft-lbs) is
assumed to'be the most probable average value. The peak aerodynamic torque is
0.079 ft-lb; the average value is taken as half the peak value, or 0.040 ft-lbs.
(111)4-24

The figures for aerodynamic torque include a factor of 5 to account for diurnal and
seasonal variations in dynamic pressure. The following summarizes the torque
environment for the reference flight with the vehicle in a fixed inertial orienta-
tion.
Average Peak
Source (Ft-Ibs) (Ft-lbs)
Gravity Gradient 0.1&7 0.380
Aerodynamic O.OUO 0.079
TOTAL • 0.227 0.388 (RSS)

For an inertially-oriented vehicle, the procedure used to obtain the total from all
sources is similar to that used in the definition of the torque environment of the
OAO. Average values are summed, "but peak values are computed on a root-sum-squared
basis since it is pr-obable that each component of torque will not peak at the same
time point in the orbit.

For the case where the reference flight is oriented to within ±5-deg of the local
vertical (assumed dead band limits), the maximum bias torque due to the gravity
gradients will be 0.0295 ft-lbs. Aerodynamic torques which result from an angle
of attack corresponding to the ±5-deg deviation from the local vertical, are negli-
gible compared to the gravity gradient torque.
The gravity gradient torques were computed using methods based upon the following
procedures. The total gravity torque vector always lies in the horizontal plane,
(i.e., the plane normal to the local vertical direction) and is dependent upon the
angles between the vehicle principal axes of inertia and the local vertical. The
maximum torque occurs when the minimum moment of inertia axes is at an angle of 45
deg from the vertical. An attitude which places two of the vehicle's principal
axes in the horizontal plane and the third axis along the vertical which will re-
sult in zero-g gradient torque.
Figure 4.2-4 indicates the torque-producing effects of variations in vehicle atti-
tude relative to the local vertical. These curves have been developed for general
application to any vehicle in a 200-n.mi altitude circular orbit. In generating
the data for Fig. 4.2-4, cross products of inertia were assumed to be zero. Rota-
tions about the vehicle's X axis were not considered. Figure 4.2-5 demonstrates
the cyclic characteristics of the gravity gradient torque for the reference vehicle,
held in an inertial orientation.

The aerodynamic torques shown in Fig. 4.2-6 and 4.2-7 were calculated for various
AES configurations using a free-molecule flow analysis. Aerodynamic pressure and
shear stresses were calculated based on incremental surface area elements of the
idealized vehicle configuration shown in Fig. 4.2-3- The analysis includes the
effects of structural shadowing of the aerodynamic flow.

The solid and dashed curves of Fig. 4.2-7 represent the aerodynamic torque varia-
tion for the maximum and minimum X-axis excursion of the vehicle eg, measured from
the base of the CM. Computation of the torque profile was based on the AKDC 1962
Standard Atmosphere. However, the dynamic pressure can be assumed to be at least
5 times the standard dynamic pressure at 200 n.mi due to:
 • Diurnal atmospheric bulge
• Seasonal variations
• Density changes caused by solar activity
Until a more detailed review of research in the area of atmospheric variations can
be performed, a confidence factor of 5 is applied to the aerodynamic torques
purposes of computing propellant requirements.
Maximum aerodynamic torques are experienced at attitudes which place the vehicle's
X axis normal to the relative wind (assumed to lie at the intersection of the
horizontal plane and the plane of the orbit). Minimum aerodynamic torques are
experienced when the vehicle's X axis is parallel to the relative wind.

1*.2.2.3 Orbital Decay

The orbital decay of the Lab stored in orbit is a consideration that could affect
GW&C requirements. If orbital decay is severe, stabilization of the vehicle and a
subsequent reset of the orbit using the GN&C Subsystem would be required. Figure
U.2-8 shows the initial Lab circular orbit altitude required to achieve a 200-n.mi
orbit after 60 days as a function of the ballistic parameter, W/CpS. Figure ^.2-9
presents the ballistic parameters for several Lab configurations. For the Lab
alone, a ballistic parameter of no less than 30 is expected. Since W/C^S will
never be less than 30, the maximum initial orbital altitude can be as low as 210
n.mi. This will assure a 200-n.mi altitude for up to 60 days.

U.2.2.U Ground Tracking Coverage for Earth Orbital Missions

Analyses were performed to determine tracking station coverage in terms of time of
entrance to and exit from the station coverage. This data was generated for sever-
al typical AES Earth orbit missions. The following assumptions were made:

• Parking orbit insertion is taken as mission initiation

• Thrusting maneuvers, involving Hohmann transfers to the higher operational
orbits, were not considered
• All orbits were assumed circular.
The 11 Near Space Instrumentation Facility Stations were included in the tracking
model. For polar orbit missions, the Fairbanks, Alaska, site also was included.
Table U.2-1 presents a typical data output for 1^ orbits, assuming 28.5-deg incli-
nation, 200-n.mi altitude orbit. Additional data has been compiled for as many as
50 orbits. An evaluation of this data can be found in Paragraph 5.5.

U.2.3 Recommended Configuration

The recommended attitude control system configuration which provides for flexibili-
ty and future growth, consists of the following LEM assemblies:

Abort Sensor Assembly (ASA)

Abort Electronics Assembly (AEA)
Modified Rate Gyro Assembly (EGA) *
Attitude and Translation Control Assembly (ATCA)
Attitude Controller Assembly (ACA)
* RGA modified to sense rates of 3-25/1 rad/sec., where 1^ is maximum moment of
inertia in slug-ft^.
(111)4-26

• Translation Controller Assembly (TCA)

• Reaction Control System (RCS)

A block diagram of this attitude control system is presented in Fig. 4.2-1. The l6
RCS thrusters which provide the required control torques, are located and numbered
as shown in Fig. 4.2-2. The characteristics assumed for the thrusters are given in
Ref. IK2-1.

References 4.2-2 and 4.2-3 were used to establish jet selection for rotational con-
. trol about a desired axis (Table 4.2-2). The symbolic logic showing routing of
signals is presented in Fig. 4.2-10a and 4.2-10b. Note that since main engine sig-
nals are non-existent, rotation about Y (pitch) and Z (roll) axes for the recommend-
ed configuration is restricted to two-jet operation. Similarly, since no Y or Z
translation commands are assumed, X (Yaw) axis rotation will also be restricted to
a two-jet operation.

Propellant flow rates for limit cycle operation using this logic are presented in
Figs. 4.2-11, 4.2-12, and 4.2-13 for the non-disturbed condition (normal) and in
the presence of external disturbance torques. Typical limit cycles for normal and
disturbed conditions are shown in Fig. 4.2-14. Figure 4.2-13 is included to show
system propellant flow rate for extremely small disturbance torques. It should be
noted that minimum point shown on these curves is dependent upon control system
deadband and vehicle moment of inertia. This point can be extracted from Fig.
4.2-15 for various values of vehicle moment of inertia and control system deadband
for the minimum impulse limit cycle, depicted in Fig. 4.2-l4c. The dotted portion
of Fig. 4.2-13 represents the transition from a disturbed limit cycle (Fig. 4.2-l4c)
to a normal limit cycle (Fig. 4.2-l4a). Figures 4.2-16 and 4.2-17 present the re-
maining torque-disturbed limit cycle characteristics which are required to com-
pletely define the disturbed limit cycle (Fig. 4.2-l4c), parametrically. Similarly,
Fig. 4.2-18 presents the normal limit cycle period (Fig. 4.2-l4a) which, in con-
junction with Fig. 4.2-11, defines the normal limit cycle characteristics, para-
metrically.
The discussion of the recommended configuration has assumed two-jet rotation about
all vehicle axes. An impending change to LEM is to perform all yaw rotations using
four jets. This change will be accomplished by causing relay K3 in Fig. 4.2-10b to
be de-energized at all times. This would increase yaw axis propellant flow rates
by a factor of four.
4.2.4 Baseline Configuration

The baseline configuration attitude control system is identical to that of the

recommended configuration except that the present LEM RGA, with an 0.01-deg/sec
threshold, is used. This wil yield a normal limit cycle of the type depicted in
Fig. 4.2-l4b, with the propellant flow rates indicated in Fig. 4.2-19. The in-
creasing, rather than decreasing, propellant flow rate as a function of vehicle
moment of inertia is attributed to the inability to sense rates less than 0.01 deg/
sec (RGA threshold, Refs. 4.2-4, 4.2-5, and 4.2-6).
It can be seen by comparing Figs. 4.2-11 and 4.2-19 that a severe penalty is paid
in terms of required propellant, if the present RGA is used. However, disturbed-
limit-cycle propellant flow rate is still obtained from Fig. 4.2-12, but the flow
rate for extremely small torque disturbances cannot be defined as was done for the
recommended configuration (Fig. 4.2-13).
 (111)4-27

4.2.5 Alternate - Modify ASA and AEA to Provide Rate Information

The feasibility of this approach, "based upon deriving rate from attitude informa-
tion using the AEA, has not been verified for the rate threshold being considered
(0.001 deg/sec). Additional analyses are being performed, but the approach does
not look promising. This approach which would require hardware modification of the
AGS, is competitive with the alternate discussed below.
4.2.6 Alternate Configuration - Use of PGNCS in Lieu of AGS
The LEM abort GN&C Subsystem is the recommended configuration because it is func-
tionally adequate, requires less power, is lighter, and has a higher design operat-
ing life (5000 vs 2000 hr for the PGNCS). However, the inherent capabilities of
the PGNCS, defined in Refs. 4.2-7 and 4.2-8, afford considerably more mission plan-
ning flexibility and some significant advantages when overall control system re-
quirements (including RCS functions) are considered. Tables 4.2-3 and 4.2-4 sum-
marized some of the more significant character istics.
It can be seen that the PGNCS has the inherent capability of providing low rate
thresholds which will result in a-near-minimum impulse limit cycle, at all vehicle
inertias, in the absence of external torques. Undisturbed limit cycle propellant
flow rates and periods for this configuration are shown in Figs. 4.2-11 and 4.2-18.
Provision is also made for adjusting (maximizing) electrical thruster signal pulse
width to compensate for disturbance torques about the Y and Z axes. This will tend
to maximize the ISp. The propellant flow rates, therefore, will approach the ideal
values shown in Fig. 4.2-12 (without making any system changes).

The most severe limitation in planning the use of PGNCS is its design operating life
of 2000 hr. At present, no attempt has been made to assess the improvement in re-
liability that might be achieved by use of replaceable spares or by redesign of
critical elements. It is understood that AC Spark Plug is currently studying such
approaches under contract to NASA. It is assumed that pertinent results from these
studies will be made available in timely fashion to the AES associate contractors
(GAEC). A considerable improvement in reliability for both the AGS and the PGNCS
is possible, if the failure rates of elements not essential to the Lab missions, as
currently defined, are excluded.
Scheduling (availability) of PGNCS for missions is also an important consideration
which must be assessed by NASA. The schedule does indicate, however, that a con-
siderably larger amount of test data (and time) should have been accumulated for
the PGNCS prior to the scheduled launches of early Phase I Labs. Thus, it is ex-
pected that a higher level of confidence in this equipment will exist at that time.
As the AGS design reaches maturity, a crossover point is anticipated, beyond which
the AGS should be able to demonstrate better reliability than the PGNCS at higher
confidence levels.

4.2.7 Alternate Configuration - Logic Modification

The recommended configuration, using the LEM ATCA jet select logic, will use only
eight RCS thrusters to maintain attitude hold. A modification of the jet select
logic, to allow selection of alternate jet pairs, will yield improved mission relia-
bility because of the control redundancy obtained. The other eight RCS thrusters
will never be used (Figs. 4.2-10a and 4.2-10b). This modification has no impact on
the limit cycle characteristics of the recommended configuration (Paragraph 4.2.3).
^.2.8 Discussion of Configuration Choices

These studies have verified that the Apollo LEM IGNCS equipment can meet the basic
requirements for AES missions as presently defined. From an overall cost effec-
tiveness standpoint, a modified version of the LEM abort guidance system is recom-
mended. It provides the desired capability of holding attitudes'established by the
GSM, weighs less, and requires less power than the PGNCS. It has a design operat-
ing life of 5000 hr, as compared to 2000 hr for the PGNCS, and the elements re-
quired to provide attitude hold represent the least severe development challenge„
The major control problem will be that associated with the management of momentum
exchange phenomena. Thus, any meaningful analysis will be highly dependent on ade-
quate mission/experiment definition and precise knowledge of the vehicle geometry
and equipment distribution. Consideration of such factors has underscored the
significance of considering detailed dynamic characteristics of control elements,
such as the rate gyro and the RCS thrusters, in computing parametric curves for
propellant flow rates. On the basis of such results, several alternates to the
recommended configuration were presented.

The most significant issues are those relevant to a choice between the AGS and the
PGNCS. The latter offers considerably more capability than has been currently
specified; it also offers more flexibility and growth potential in accommodating
changes to the mission plan or experiment requirements. Greater utilization of
this potential possibly could be realized if the opportunity for improved insight
to the PGNCS design and into the LGC program structure was afforded Grumman.

The initial edge in confidence level that the PGWCS appears to have is felt to be
temporary and would probably diminish as the AGS reaches greater design maturity.
However, should "sparing" become desirable, it might be feasible to realize some
support of the CSM system with elements from the LEM System. "Sparing" has not
been considered to date.

The greatest improvement in reliability can be achieved by judicious scheduling of

equipment duty cycles. For instance, the duty cycle of either the AGS or the PGNCS
attitude reference equipment could be reduced by making use of the rate gyros in the
rate command mode. Thus, a thorough cost effectiveness review depends upon availa-
bility of schedules and other mission/experiment planning factors which must be
weighed in making decisions on the following factors:

• Automatic Star Tracker or AOT

• Selection of IGNCS configuration from alternates presented
• Define specific reference missions in detail so attitude profiles can be
optimized to allow effective control (or use) of all external and internal
torques
• Identification of significant design constraints which will have signifi-
cant impact upon design analyses (i.e., CSM RCS thermal design considera-
tions)
• Philosophy on items, such as "sparing".

Grumman will use these inputs to perform more detailed system performance analyses
based upon consideration of detailed dynamic characteristics of all control ele-
ments and preparation of an internal torque summary. This will allow appropriate
updating and release for approval of specifications for the operational, functional,
and performance requirements for the Phase I Lab IGNCS.
 (111)14-29
Table 4.2-1
TRACKING STATION COVERAGE

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 TABLE k.2-2

THRUSTER IGNITION FOR ROTATIONAL CONTROL

• Type of Signal Thrusters Used for Response Mode

Single Axis

9, U*
10, 13
Two-
5, 10 . Jet
R2 6, 9 Rotation
7, 15
3, 11
2, 5, 9, lU
Q2 1, 6, 10, 13
Four-
HI 1, 5, 10, lU k. Jet
R2 2, 6, 9, 13 Rotation
Pi ^ 1, 12, 15 -
3, 8, 11, 16
Combined Rotations

i, 6, 10, 13 & 1, 5, 10, it,

1, 6, 10, 13 & 2, 6, 9, 13 All
Modes
2, 5, 9, l^ & l, 5, 10, lU
R 2, 5, 9, 1^ & 2, 6, 9, 13 -
 (111)4-31/32

TABLE 4.2-3

ATTITUDE CONTROL SYSTEM PERFORMANCE

DURING UNDISTURBED LIMIT CYCLES

No Main Engine Thrust Control System*

• No Exterior Torques Present Present
• Attitude-Hold Mode of Operation Primary Abort

RCS Jet Pulses/sec 2 Up to 4

1= Max Angular Rate in

24,000 ~ Symmetrical Limit Cycle, deg/sec 0.0086 Up to 0.0173
Slug- ft Period, min/ cycle 2.46 Down to 1.34
Avg Propellant Consumption, Ib/min 0.011 Up to 0.041
RCS Jet Pulses/ sec 2 Up to 18
1= Max Angular Rate in
200, OOOp Symmetrical Limit Cycle, deg/sec 0.00097 Up to 0.0097
Slug- ft Period, min/ cycle 21.3 Down to 2.58
Avg Propellant Consumption, Ib/min 0.00124 Up to 0.097
Minimum Predictable or Zero 0.01
Measurable Angular Rate, (Limited by drift
deg/sec rate of primary
sys & dig comptr
sealing)**

Error Sources Errors in RGS jet Rate gyro

thrust could cause threshold
larger limit cycles &
& higher propel- resolution
lant consumption.**
Possible Changes for Improved Decrease rate
Performance at High Vehicle None anti- gyro resol.
Inertias cipated.** inaccuracies &
thresh.
Increase rate
gain to 8.0
Type of Change - Hardware
Limiting Factor if System Computer PRM threshold &
calculation D-A converter
interval.** resolution**
*System Deadband =0.3 deg
Min. RCS jet output pulse =0.6 Ib-sec LMO 500-339
For Abort Sys:
Min PRM output pulse length = 0.01 sec
Rate gain =1.5
**Requires further study.
 COMPARISON OF PGNC

P G N C S

1. More severe penalties in weight, power, thermal areas than AGS.

2. Better rate derivative capability ... can obtain better limit cycle performance
without hardware change (i.e., software only). Causes "optimum" convergence
(for a combined minimum fuel and time performance criterion) from any point in
the phase plane to a closed limit cycle.

3. Compensates for torque disturbances about Y and Z axes, affording reduction of

2:1 in propellant flow rates.

U. Changes in deadband and logic will'essentially require software modification

which could be accomplished on a "per mission" basis.

5. Has extensive capability beyond the baseline attitude hold requirement, such
as the following:

• Capable of self-alignment to stellar-inertial reference, and could afford

degraded alignment of GSM attitude reference via voice link.
• May have adequate inherent capability for tracking, local vertical--may
simplify interface and negate need for horizon scanner or other external
sensor.
• Affords added flexibility for mission concepts requiring storage of Lab in
Earth orbit.

6. If prelaunch testing is limited to 1,200 hr, the design operating life of 2,000
hr leaves 800 hr for Lab mission. Preliminary reliability studies to investi-
gate simplification and deletion of circuitry, etc. are possible in light of
Phase I Lab requirements. This should make reliability figures compare
favorably with those for AGS. Proper scheduling should preclude any conflict
with the 30-day recalibration requirement.

7. Considerable lack of information --It is assumed the major performance limita-

tion is lack of all-attitude capability, however, other performance capabil-
ities to be established are as follows :

• Performance at low angular rates

• Performance over long periods of time
• Effect of RCS jet thrust level errors (could cause multiple-pulse limit cycle)
• Effect of undetected jet failures (stability)

8. Anticipate higher level of confidence (than LEM AGS) for early need dates on
Phase I Labs due to commonality with and prior flight experience (scheduled for)
the CSM Apollo PGWCS Earth orbital missions.
TABLE k.2-k

& ACS FOR LABORATORY APPLICATION

A C S

1. Lighter, requires less power than PGNCS.

2. Requires modification of RGA and ATCA gain change to provide-propellant

consumption comparable to PGNCS for undisturbed limit cycle operation.

3. No logic to permit widening electrical pulses in presence of disturbance

torques...costs propellant penalty.

k. Changes in deadband, gain and modification to obtain 2 - jet control

about X-axis require hardware changes.

5. Must modify AEA to include star catalog if self alignment is desired.

If NASA decides to make the AST 'a part 9f the basic LEM, the AEA must be
modified to accommodate the AST hardware interface.

6. Requires external sensors and additional ATCA hardware interface change

to accommodate same to provide local vertical tracking. This is expected
to be a relatively simple interface.

7. Must modify Program Reader Assembly (PRA) for use in Earth orbital
storage concept.

8. Design operating life is 5000 hr--Preliminary reliability studies in-

dicate simplification and deletion of circuitry, etc. are possible in
light of Phase I Lab requirements. Reliability projections compare
favorably with data available for PGNCS. Proper scheduling should pre-
clude conflict with maintainability requirements.

9. Performance data in presence of noise, effect of D/A converters and

other AEA delays on performance must be established in the future.
Problem similar to that for PGNCS.

10. Anticipate lower level of confidence (than PGNCS) for early need dates
due to limited test experience., Ultimately, the AGS should be able to
yield higher levels of confidence and reliability due to relative
simplicity in mechanization as compared to PGNCS.

11 Use of AGS permits use of cold plate areas in cabin provided by deletion
of PGNCS components.
 (IIDU-35

0)
cr

-o
H

CO
O s(U
K
ta

2
•go
o
CO

CM
(nm-36

Quad 2
Code:
T Subscript 1: Positive Rotation or Translation
Subscript 2: Negative Rotation or Translation
Fig. 4. 2-2 RCS Jet Thruster Configuration

Cylinder
eg
f
/ •
Cylinder
Cone 1LO 140 1^ 0
:4. _ +X

/
• 1 9° •a 00 r 53— -5 o - nd LEM—— -

Dimensions in inches

Fig. 4. 2-3 Idealized AES-LEM-LAB Configuration

 (IIDU-37

2.0

Torque
About
1.0 x-Axis
£
N

Local
O
T-l
Vertical
2 -i.o Orbital Plane

x-Axis
-2.0 Z-Axis

2.0

Torque
~N 1.0 About Local Horizon
09
O> y-Axis Plane
I—I
rt
o
y-Axis
CO = 0 deg
0)
0) to
o

<
-1.0
•s
Note: 0=0
i
D
-2.0

2.Or deg
30,60
Torque
About
z-Axis

to 0,90
o
I-l
X
55
-1.0

-2.0
0 30 60 90 120 150 180
6, deg

Fig. 4. 2-4 Gravity Gradient Torque Parameter

 +0.009367

L A =1.1876
Avg

-0.006991

27.5883 sec

N . =0.0712
Avg
Notes:
• I x _ x =40,629 \
• I _ = 237,530 slug-ft
• I _ = 235,720 .
• -Semi-major Axis= 2. 2142 x 10 ft
• Eccentricity^ zero
• Inclination^ 28.5 deg
• Ix-y = Iy-z • = Iz-x = zero
u

• 6 = 30, t =90, 0= zero deg

8 12 16 20 24 28
Time, sec

Fig. 4. 2-5 Gravity Disturbance Torque

 X
0.03 - 0

0.02

v
*
*>
cu
I
o
H
0.01

I
/" "\ 22

o \
1 o

-o.oi
h \ A . 74

-0.02

I I I I I I I I I I I I I I I I I I I I I I I I
100 200 300 400
a, deg

Fig. 4. 2-6 Aerodynamic Torques

(in)u-uo

-0.02 -

-0.03 I I I I I I I I I I I I I I I I I I I I I I
100 200 300 400
at, deg

Fig. 4.2-7 Aerodynamic Torques

 (III)U-ln

250 r

• Decay Period: 1440 hr

• Final Altitude: 200 n. mi

- 225
S

200

10 20 30 40 50
Ballistic Parameter,

Fig. 4. 2-8 Orbital Decay, 'Earth LEM LAB

'AumsnasL
 Weight, Ib

76,000
70,000
cr
en

o
£ 46,000 B
32,000 I

15, 000 } C

400

Fig. 4. 2-9 Ballistic Parameters for Several CSM-LEM Configurations

 (Hl)k-k3

o
Q
'

1
0>

H->
1 ; . f; < }.
k

1—1
I
:
3
:
a • "3
'• o. g 1
:. O£. ' "bo
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co d d
S : _- u u
,-'*•&•&
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js .PS -.
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r
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13
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-s
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A^, f H o5 co
rv< \ + - rj

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t §i hW.--WI-S--
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v> C (N

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' - S ^ I , 5 ^2 •!-<
-I-J
rH
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It ? s s •
^ <U ft r. JH'
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SI'
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& g ft 8- fn8 -'
«8 o. X - ' - U O
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<\ . .05 U
1 1.
h r, 1-3
rH ^. • +

5^"; -g- a a
.& S o 3 3
X
^»
<u
6 C
w> 2
h oJ. co o o- (-3
h
w S 2 2 O II
to a co B S
jj-ii
"§
O
cto
§• i i-
o . cS o U
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^ M
r

.t
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-

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cj
o
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00
<-" T5
CO <M g 5

ll

rV- ™| 0

o S

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h)

8 .SP
03 fa
100 (Pitch or Roll Axis:
Two-Jet Rotation
Yaw Axis

10 I, slug-ft

bJO
0)
•a 12,500
25,000
w 50, 000
s 100,000
,200, 000
1.0
400, 000

0.1
-6 -3
10 io~° io~* 10
RCS Propeilant Flow Rate, Ib/sec

Fig. 4.2-11 Normal Limit Cycle Propeilant Flow Rate

(IIDU-U6

140 Pitch or Roll Axis •

Yaw Axis — — —

120

100

80

60
0)
a.
o

40

(Igp = 270 sec)

20

0.2 0.4 0.6 0.8 1.0

Torque Disturbance, ft-lb

Fig. 4. 2-12 Torque Disturbance VS Propellant Flow Rate

 (IH)k-kl

8.0

a. Pitch or Roll; I = 200, 000 slug-ft

Control System Deadband = 0.3 deg
6.0

4.0
o
4)
to

2.0

0.005 0.010 0.015 0.020 0.025 0.030

Torque Disturbance, ft-lb
•

! 4.0
b. Yaw; I = 30, 000 slug-ft
Control System Deadband = 0.3 deg
3.0

g 2-°
00

>
1.0

j L
0.05 0.10 0.15
Torque Distrubance, ft-lb

Fig. 4.2-13 Torque Disturbance VS Propellant Flow Rate

Mum/nan.
 Attitude Rate, $
Switch Line 1

a) Normal Limit Cycle Operation

Attitude Rate
Switch Line 1

Switch Line 2 \
N

\ Attitude
\
\

b) Normal Limit Cycle Operation Within Rate Gyro Deadzone (Threshold)

Fig. 4.2-14 Typical Limit Cycles For Normal and Disturbed Condition
co
o
rH
X

a
1 *>
0>

1
I
 O
5 O
o ^
0; i—I
CO I
h CVI
a> .

.5 c
J "*
•c i
55
£6
W
0

IP«>,
.g
.So
S*i
<u^ s
.5

oP

gl
^1
«t-l

i
CM
•
<tf
bfi

CD
O

Ij-Snjs jo S.'icf5
 (ur)i*-5i

6.0 |-

0.2 0.4 0.6 0.8 1.0

Torque Disturbance, ft-lb

Fig. 4. 2-16 Torque Dist. VS Limit Cycle Attitude Excursion-

Two Jet Rotation

iima/i
(IIIJU-52

I
0)

I
41-1

Q
O>

o
H
c-
.—(
CM

co <M

01 x SUBJPBJ ' paqjn4STQ-anlbj;oX 8 TV

P HWV
8-
 (Hl)lt-53

1
I
o>

5
OJ
-M
CO

"
>>
CQ
s i—i
o
J-l
•go
o u
e
•1-H

<0

O
cu
-U PH
i—o>i
1'

o
3
>>
"3 O
a
a
•r-t
<M
O A
r—t
rt
a
o

CO
1—<
<N

bi

Sap '

i/uunman.
 10

Two-Jet Rotation; Pitch or Roll

10
Yaw

bo
-s

200,000
100,000
i.o
50, 000

25,000

o.i
10
-5
10 * 10 ° 10 -2
RCS Propellant Flow Rate, Ib/sec

Fig. 4. 2-19 Maximum Normal Limit Cycle Propellant Flow Rate VS

Control System Deadband for I >. 25,000 Slug-Ft2 and
Rate Gyro Threshold of 0.01 Deg/Sec
 CONFIDENTIAL (m)4-55

4.3 REACTION CONTROL AND PROPULSION

4.3.1 Assumptions

• Lab shall be used exclusively for attitude hold

• Two deadzone settings are available: ±0.3 and ±0.5 deg
• Gyro rate threshold sensitivity is compatible with the vehicle mass proper-
ties unless otherwise specified.
• Marquardt 100-lb thruster performance is as follows:

o Minimum impulse (standard conditions) = 0.75 ± 0.15 Ib-sec

o Specific impulse (at minimum impulse) = 130 sec
o 0/F ratio (at minimum impulse) =1-3

• Engine life time specifications:

o Burning time = 1000 sec, total; 500 sec, steady state; 500 sec min
impulse cycling
o Maximum Number of Cycles = 10,000

• Unmodified propellant tank capacity is 423 Ib of usable propellant

• Modified (interchanged propellant tanks) tank capacity is 524 Ib of usable
propellant

4.3.2 Background Data

4.3.2.1 Propellant Tank Sizing For Phase I Labs

Estimated RCS propellant expenditure for undisturbed limit cycle operation is shown
in Fig. 4.3-1 and 4.3-2. 'Two Rate Gyro thresholds' are shown: 0.001, and 0.01 deg/
sec. The former threshold represents an order of magnitude increase in rate gyro
sensitivity than now exists using the LEM Rate Gyro Assembly (RGA). The character-
istics of the system which define the desirability of modifying the rate gyro thres-
hold are defined in Paragraphs 4.2 and 5-3.

The RCS propellant consumption shown assumes attitude hold is required 100$ of the
mission time; part of the time at ±0.3 deg, and the remainder at ±5.0 deg. Figures
4.3-3 and 4.3-4 show RCS propellant consumption for attitude holds only at ±5.0 deg
or ±0.3 deg for an 0.001-deg rate gyro threshold. Figure 4.3-5 gives the same infor-
mation for a 0.01-deg rate threshold. Note that all propellant consumption quoted
assumes attitude hold about all three axes. One set of propellant tanks will pro-
vide a capability of 0.3-deg limit cycling for the entire mission with ideal rate
sensing (0.001-deg/sec rate threshold) provide no disturbance torques are present.
Retention of the current RGA, (0.01-deg/sec rate threshold) results in approximately
a 15 fold increase in RCS propellant consumption. Table 4.3-1 summarizes RCS atti-
tude hold capability using either an unmodified RGA (0.01-deg/sec rate threshold)
or a modified RGA with a rate threshold of 0.001 deg/sec. Further discussion on
rate threshold effects is given in Paragraph 4.2.

CONFIDENTIAL
(111)4-56

4.3.3 Recommended Configuration

Based on the current LEM RCS propellant tank system, the maximum utilization of
propellant in limit cycle mode (minimum impulse, 0/F = 1.3) is 423 lb. If the
oxidizer and fuel tanks are interchanged, the maximum prc^ellant utilization in-
creases to 524 lb (1048 lb for two sets of tanks). Estimated RCS propellant
expenditure during disturbed inertial attitude hold operation is shown in Fig.
4.3-6. The minimum torque values at which these data are valid is given in Para-
graph 4.2 (Fig. 4.2-15). The time average of external torque disturbances for
Phase I Lab 200-n.mi missions is currently estimated to be between 0.2 and 0.3 ft-
Ib. The effect of internal disturbance torques, however, has not been analyzed.
A precise knowledge of both CSM and Lab operations will be required for this anal-
ysis.

4.3.3.1 RCS Contingency Requirements

The above data, considered a good estimate of propellant requirements, is based on
a limited amount of data on experiment payload, vehicle design, pointing require-
ments, and disturbance torques. The normalplimit cycling rate about a vehicle axis
for moments of inertia above 23,500 slug-ft is a function of engine minimum im-
pulse bit. Above this value "Gyro Rate Bias" exists wherein the propellant flow is
determined by rate gyro sensitivity. The minimum impulse bit of the Marquardt RCS
engine, although bracketed by an estimate, is undefined. Within tolerance limits,
the engine minimum impulse bit may vary between 0.35 and 1.45 Ib-sec. This vari-
ation includes engine to engine performance, power supply voltage, system pressure
and environmental changes. The upper limit of minimum impulse bit is the most
severe condition for limit cycle operation, possibly quadrupling the propellant
flow rate (from rates shown in Fig. 4.3-1 through 4.3-5)• An analysis of tolerance
limit engine performance will be undertaken in Phase C. Since the present LEM
system satisfies the vehicle requirements, as now understood, no change from the
LEM is suggested.

4.3.3.2 Feed System Dynamics

The influence of feed system dynamics, upon reaction control engine performance has
been studied using the basic tools developed for the LEM RCS.* The reaction control
system for the Labs will be used exclusively for attitude hold; therefore, the eng-
ines will be operated in a mode which requires one or more minimum impulse bits
upon command. The results reported below use the computer mode for dynamic inter-
action developed for the LEM RCS. The duty cycle for all pulse modes was 10-ms
"on-time" followed by 130-ms "off-time" (Fig. 4.3-7). The following are the
possible RCS operational modes:

• Single Engine Firing a Single Pulse: The total impulse developed from the
single pulse is reproducible from pulse to pulse as long as the time
between pulses is greater than the time required for the feed system to
return to equilibrium. The dynamic model of the RCS indicates that the
time to return to equilibrium depends on the physical position of the
engine in the system but is on the order of 0.500 sec.

* Dynamic Interaction Analysis and Computer Model - LEM Reaction Control Propulsion
System, Volume 1, R. Bowlin, R. Rose, Advanced Technology Laboratory Report, General
Electric Company, Schenectady, New York
 • Single Engine Firing Multiple Pulses: In the example analyzed, the total
impulse of each pulse was not the same; the deviation being about 20%
between the largest and smallest impulse bit. The total impulse produced
by an RCS jet after the first pulse is in part a function of the time
between pulses and the physical position of the engine in the system.
• Two Engines Firing a Single Pulse in Phase: Figure 4.3-8 shows, as a func-
tion of time, the chamber pressure (PC);an(i "the total impulse of two engines
firing a pulse in phase. The engines are those in the "A System" which are
used for a +Z rotation. The chamber pressure-time trace shows that neither
peak chamber pressure, nor the total impulse from each engine is the same.
A secondary peak, probably caused by "water hammer" effects appears in each
trace at different times.
• Two Engines Firing Multiple Pulses in Phase: Figure 4.3-9 shows, as a
function of time, the chamber pressure and the total impulse of two' engines
firing multiple pulses in phase. The engines are those in the "A System"
which are used for a +Z rotation. It should be noted that none of the
three pulses of either engine give the same total impulse; the deviation
between largest and smallest pulse being 28.7$ for Engine 10, and 40.2$ for
Engine 13. While the total impulse for each additional pulse diminishes,
the cumulative difference in total impulse increases with each succeeding
pulse. Figure 4.3-10 shows, as a function of time, chamber pressure and
. total impulse for Engine 5 and Engine 10 in the "A System"; these jets are
used for -Y rotation. Engine 5 has less total impulse than Engine 10 for
the first pulse, but has more on the succeeding pulses. There is a 40$
deviation in total impulse between the largest and smallest pulse by
Engine 10, but only a 12$ deviation for Engine 5«
• Two Engines: Firing a Single Pulse Not in Phase, and Firing Multiple Pulses
Not in Phase: Conceptually, to get a pure, couple, two engines on either side
of the vehicle must fire with the same total impulse at the same time. How-
ever, due to control system electronics, this situation rarely occurs. One
engine will fire slightly sooner than the other. From a vehicle control
point of view., this will cause no problems; however, from a feed system
dynamics point of view, this could cause considerable difficulty. The total
impulse and peak chamber pressure is a strong function of the static press-
ure of the propellants at the engine valve. If the propellant valves on the
second engine open, just as the rarefaction wave caused by the first engine's
valve movement passes, the static pressure may be so low that cavitation
will occur. The second engine will be fed only gaseous propellant, and no
firing will occur. Conversely, if the valve on the second engine opens, just
as a reflected wave is passing, the static pressure may be considerably
higher than nominal, and the engine will use more propellant and develop a
much greater than nominal impulse bit. Either of these situations obviously
is bad. Provisions have been made to analyze these cases when the magnitude
of the delays is made known.

4.3.4 Baseline Configuration

The baseline configuration is the same as the recommended configuration.

4.3.5 Alternate Configuration

The only alternate considered is the reversing of the fuel and oxidizer lines. This
increases the effective capacity of the tanks from 423 to 524 Ibs.

twnmaa.
 Table U.3-1

SUMMARY OF RCS ATTITUDE-HOLD CAPABILITY

Max Attitude
Hold Duration, days

Sets of RCS Tanks

1 Unmod 1 Mod

Deadzone, deg ±0.3 ±5.0 ±0.3 ±5.0

EGA 0.01 (Unmod) 2.63 ^3-2 3.26 53-5
Threshold,
deg/sec 0.001 (Mod) 2U.8 30.8 513-0
= 30,000 slug- ft

I =1 = 200,000 slug- ft
y-y z-Z '
 -59

700 r

600 -
I, slug-ft^

1
f—I
0)
Z-Z X-X
OH 500 -
o<2 One Set of RCS Tanks 100K
\
0)
"o
>> 150K 15K
O
4-»
• ^H
200K
a
•p* 400 - 300K
ij 100K
rt
O 150K 20K
20 OK
I
a 300 -
300K
100K

150K
"2
^2 20 OK
30K
t-t
aCO
300K
•M
200 -
•ap

100 -

I I I I I I I I I I I I I I I I
0 7 14
Duration of Attitude Hold at ±0.3 deg, days Sum at any Pt
= 14 day Mission Time
L I
14 7 0
Duration of Attitude Hold at ±5.0 deg, days

Fig. 4. 3-1 Phase 1 Lab Undisturbed Attitude Hold RCS Propellant 0.001 Deg/
Sec Rate Threshold Undisturbed Attitude Hold RCS Propellant
Requirements 0.01 Deg/Sec Rate Threshold

lusnnian.
 I.. ._= ISKto 30K
A.—A.

150K

100K

One Set
_| of RCS Tanks
Unmodified

I I I I I I I I I I I I I I I I I I
0 7 14
Duration of Attitude Hold at ±0.3 deg, days gum at any
= 14 day Mission Time
14 7 0
Duration of Attitude Hold at ±5.0 deg, days

Fig. 4. 3-2 Undisturbed Attitude Hold RCS Propellant Requirements

0.01 Deg/Sec Rate Threshold
 I,slug-ft'

100 1=1 I
y-y z-z
100K

15K
a<u so

o
20K
2 60
0
•1-1
*i
£+•a 150K
200K 30K
.2
fH
300K
"8 40
0
0

20
CO
• iH

•a

7 14 21 28 35 42
Duration of Attitude Hold at ±5.0 deg, days

Fig. 4. 3-3 Undisturbed Limit Cycle RCS Propellant Requirements

for + 5.0 deg Deadzone . 001 Deg/Sec Rate Threshold
1600 r I
y-y z-z x-x
IOOK '

150K 15K
200K
300K
IOOK

150K 20K
200K
300K
IOOK

150K 30K

200K
300K

—- —:- Modified
One Set of RCS Tanks
Unmodified

7 14 21 28 35 42
Duration of Attitude Hold at ±0.3 deg, days

Fig. 4.3-4 Undisturbed Limit Cycle RCS Propellant Requirements for

+ 0.3 Deg/Sec Rate Threshold
 (IIIJU-63

x-x =
15K to 30K

±0.3 deg Deadzone

Modified
I,slug-ft'
Two Sets
of RCS Tanks

±5.0 deg Deadzone

One Set
of RCS Tanks

0 7 14 21 28 35 42
Duration of Attitude Hold at ±0.3 deg or ±5.0 deg, days

Fig. 4. 3-5 Undisturbed Limit Cycle RCS Propellant Requirements for

+ 5.0 Deg/Sec or + 5.0 Deg/Sec or + 0. 3 deg. Deadzone 0.01
Deg/Sec Rate Threshold

'AurruiiasL
(IIIJU-6U

1600 r

1400 -

T D ,ft-lb

14 21 28 42
Duration, days

Fig. 4. 3-6 Disturbed Attitude Hold Propellant Requirements

 (Hl)U-65/66

o
o
CO

S fi
o
CO
eo
13
85
o
o oo
CD 0)
1—I
o
>>
<D
(S u
a
01 S
E CO
•1-*

H
H "So CQ
0)

I
o
<u s>
CO
•a §
W
•a
w
a)
03
o
tf
I
o
CO

is
<M

O
oo

CO',

o
o
SuiuadQ
 2. 00-, 800-,

1.80H 720 H

1.60H 640-4

1.40-^ 560-^

1.20H 480H

to
i
_Q

OJ

•gc. i.ooH 400 H

o
H
.80-1 320H

.60-4 240-J

.40-^ 160-^

.20H 80-J

o-1
0 0.027 0.030
 Symbols
r Engine 5
r Engine 10
Impulse, Engine 5
Impulse, Engine 10

0.035 0.040
Time, sec

Fig. 4. 3-8 Two Engines Firing A Single Pulse in Phase + Z Rotation

'/UUTWlOfL
L 4.00-1 800-,

3.60- i720-

3.20- 640- Syr

A=P c for Eng

^=P for Eng
C
^ = Total Impu
2.80- 560-
0 = Total Impul

2.40- 480-

ui
CD CO
CD a
•32.00- „ 400-
tt o

--
o
H
1.60- 320-

1.20- 240-

.80- 160-

.40- 80-

0-1
0.01 0.02 0.03 0.04 0.05
 (.m)l*-69/70'

)ols

-e-

v
0.16 0.18 0.19 0.20 0.31 0.33 0.34
Time, sec

Fig. 4. 3-9 Two Engines Firing Multiple Pulses in Phase + Z Rotation

'Ausnman.
 4.00-1 800-i

3.60H 720 H

3.20H 640 H

2.80H 560-^

2.40-^ 480 H
o
ID
f
to
ft
<D
•32.00- 400-^
o,

'ei
•4-J
o
H
320 H

1.20H 240H e-

160 J

.40H

o-1
0.050
 ClIl)H-71/72'

-e- -e-
Symbols
A = PC for Engine 15
/K = P c for Engine 10
$ = Total Impulse, Engine 15
0 = Total Impulse, Engine 10

-e- -e e- -e-

•*•
0.20 ).30 0.35
Time, sec

Fig. 4.3-10 Two Engines Firing Multiple Pulses in Phase -Y Rotation

 (IIDU-73

h.k CREW SYSTEMS

4. U.I Assumptions

The responsibility of Crew Systems is to insure that all hardware with which man
must interface is designed to satisfy man's role within the context of the mission
(Ref. U.U-1 through U.4-7). In satisfying this requirement, the following as-
sumptions have been made:
Waste management functions will be handled by the CM
Crew safety package will be utilized in the Lab
Suit loop will be utilized in the Lab
Three-man crew (2 in the Lab, 1 in the CM during work activity)
(in shirt sleeves)
10 -hr work/lU-hr non-work per man per day
Lab work activities will include housekeeping and experiments
,U.U.2 Background Data
Crew Systems requirements include such areas as :
• Life support
• Radiation monitoring
• Volume
• Crew training
U.U.2.1 Life Support Requirements (Fig. U.U.l)
U.U.2.1.1 Environment . The environment is made up of a single-gas constituent,
oxygen, which is compatible with the design and requirements of the environmental
control system. The total barometric pressure is equal to 259 mm Hg (5 psia),
based on the following partial pressures:
• Og = 2^3 mm Hg
• C02 5 mm Hg
= 11 mm Hg
Control of oxygen in the atmosphere is accomplished by cryogenic storage ranging
form 110 to U25 mm Hg in partial pressure.
To control the atmosphere, certain constituents such as carbon dioxide must be
removed or rendered capable of utilization. Carbon dioxide will be removed via
LiOH canister. Oxygen is stored cryogenically and in quantities satisfactory
for mission completion.
Ventilation flow rates are important for environmental control of temperature
and comfort-. Flow-rate requirements depend on the level of activity in a given
area commensurate with metabolic loads expressed in btu. The ' following values
are given as general requirements for ventilation flow rates .

• Living area = 2^0 cfm

. • Personal hygiene and toilet = 2^0 cfm
• Work area = U-00 cfm
• Sleeping area = Uo cfm
Clll)U-7U

Trace contaminant removal will be obtained with the filtering of gas flow used
for other ambient control functions. Odors are absorbed by charcoal. Micro-
biological growth is controlled by ultraviolet radiation and the use of germicides.
Aerosol (mist or fog) is removed by filtration.

4.4.2.1.2 Metabolism. A schedule of activities for the crew has been assumed and
metabolic rates have been assigned to the duration of the activity in a 24-hr day.
Based upon a practical distribution time and activity for a given day, the energy
expenditure ranges between 300 to 2400 btu, with a total expenditure of approxi-
mately 12,000 btu/man-day. This value requires a level of energy of approximately
3000 calories/man-day.

4.4.2.1.3 Food and Water. Food quantity is estimated to be approximately 1.5

Ib/man-day, where the amount of carbohydrates, protein, fat, and water totals
approximately 1.32 Ib/man-day, and the remaining 0.28 Ib/man-day consists of the
calorifically valueless foods and unassimilated food. This is commensurate with
the metabolic parameters defined in the schedule of events and the substrate re-
quired.

Water may be required in the preparation of certain foods. Total water require-
ments for input, independent of sanitation, is 2.6 Ib/man-day. Five Ib of wash
water per man-day is estimated for personal hygiene] it may subsequently be used
for laundry.

4.4.2.1.4 Waste Management. Waste management (Table 4.4-1) will be a functional

requirement of the GSM.

4.4.2.1.5 Clothing. The clothing required for the crew consists of extravehicular
suits and undergarments, and flight garments and undergarments. The undergarments
may be expendable. Normal operation inside the Lab will be a shirt-sleeve en-
vironment . Space suits will be used to protect the occupants in the event a
decompression is required to effect a minor repair. Pressure suit compatibility
is therefore considered in the design of the interior.

4.4.2.1.6 Personal Hygiene. Personal Hygiene activities will include the use of:
• Treated, throwaway, wash cloths that the astronaut will use to
cleanse his entire body
• Toilet and urinal facilities to collect and store urine
• Means of collection and storage nails, hair, skin, etc.
of solid waste, i.e.

4.4.2.2 Personnel Radiation Safety Monitoring Package

Radiation exposure of astronauts in a parking earth orbit remains a potential

rather than a definite hazard (Ref. 4.4-1). The level of exposure of astronauts
in the Mercury and the recent Gemini mission were within allowable limits. How-
ever, the following parameters still remain critical for any radiation analysis:

• Solar flares
• Duration of exposure
• Type and amount of vehicle and personnel shielding
• Quantitative chronological record of exposure of the
individual crew member
 (111)4-75

• Age of the crew member

• Maximum permissible critical organ dosage.

Tolerance limits -which have been recommended for Apollo are listed in Table 4.4-2.

In view of the importance and complexity of the problem and the difficulty of
getting adequate direct information on the effects of space radiation on the
genetic makeup of the crew, the indirect evaluation is considered the best in-
dicator of these biological effects of space radiation. Table 4.4-3 lists
techniques for personnel radiation monitoring.
4.4.2.3 Volume
4.U.2.3.1 Pressurized Volume. A pressurized volume of approximately 250 cu ft
is available to accommodate the necessary hardware and two astronauts. This
includes 183.5 cu ft in the front work area and 66.5 cu ft in the bulkhead area.
4.4.2.3.2 Usable Volume. A usable volume (free space) -of approximately 210 cu ft
is available to accommodate the astronauts. This insures 105 cu ft of free volume
per man during the duration of the mission. According to Ref. 4.4-2 and 4.4-3,
a free space volume of 100 cu ft per man is desired, while 60 cu ft/man is mini-
mum for 2-weeks confinement.
4.4.2.4 Crew Training

The AES flight crew training requirements and training equipment documents pro-
posed by the Support Group have been reviewed and found to be generally acceptable
at this time. A review of a sample of MSC training documents prepared for the
Gemini Project has revealed.certain guidelines which may be of importance in the
AES training plans. These are:
• Crew members are normally scheduled as teams in designated positions
• Cross-seat and cross-team training is required on critical tasks
• Backup crew training should be equivalent to the primary crew
• Only one crew member participates in less critical tasks
(reg. spacecraft tests and meetings)
• Gemini and Agena craft schedules are basic to other crew training
schedules
• Thorough training in basic spacecraft systems is required
• The crew commander is responsible for his crew-training activities.
4.4.3 Recommended Configuration
The recommended configuration shall include the following crew system inputs:
Crew safety package
Suit loop
Crew duty cycle
Lighting
Color scheme
Furnishings.
(111)4-76

4.4.3.1 Crew-Safety Package

The crew safety package will display respiration rate, and heart rate; the
minimum requirement for crew safety (Ref. 4.4-4). The astronaut and ground
monitoring stations will be able to observe these rates whenever the biomedical
umbilical is plugged into the jack provided in the control panel. This safety
package is necessary for:

Real-time evaluation of astronaut's physical condition

Simplicity of required instrumentation
Medical significance
Minimizing medical and physical hazard
Minimizing time and crew training requirements.

4.4.3.2 Suit Loop Requirements

It is assummed that normal work activity is accomplished with the astronauts in

the shirtsleeve environment, however, the suit loop is needed in the Lab to
accomplish suit checkout and provide life support whenever the astronauts must
"suit up." Suit up will be required of both astronauts whenever an EVA is
scheduled. Although only one of the astronauts may be required to egress from
the Lab, the second astronaut must be ready to egress the Lab if he is needed as
an extra pair of hands (in accomplishing a given task) or, more importantly, in
the event of emergency life saving conditions. While in the Lab, the second
astronaut will operate suited and pressurized. The suit loop will keep him
comfortable while he continues to observe the first crewman and/or perform any
other tasks. " Tables 4.4-4 and 4.4-5 indicate the general activity in preparation
for EVA and the specific procedures for the suit loop and PLSS.

4.U.3.3 Crew Duty Cycle

4.4.3.3.1 Guidelines.
• Each operator will be on a 10-hr work/l4-non work schedule
• Non-work schedule will include:
o Compatible recreation, socialization, and eating periods for the
operators (e.g., Operator A and B eat together twice a day for
0.5 hr each and socialize twice/day for 0.5 hr each; operator B and
C schedule and operator A and C schedule is compatible).

o An extended period of 6 hr minimum, 8 hr maximum for each operator

for eating, personal hygiene, and undisturbed sleep. This is staggered
for each operator.

• Work schedule will include:

o 4 hr of undisturbed work followed by a non-work period of 4 hr,
(a 4:4:2, 4:2:4, or 2:4:4 work schedule is desired),
o At least one operator always awake
o All three operators awake during EVA
o EVA period of 3-5 hr is maximum with PLSS (tethered operator).
 • PLSS Usage

o PLSS will use throwaway batteries.

o If using the same PLSS after an EVA, 1 hr is required to bring
PLSS up to requirements and checking out prior to going on
next EVA.
o If switching PLSS after an EVA, 25 min is required prior to
going on next EVA. . •
4.4.3-3.2 Work Routine. The normal work routine will include such activities as:

• Housekeeping
• Operational and experimental (not discussed here for basic Lab)

Housekeeping is an ongoing activity which follows a prescribed routine of

monitoring system status, communicating with ground stations, checking out pres-
sure suits, performing EVA's, and replacing LiOH canisters (Table 4.. 4-6).

The data shown below is a daily breakdown of time required for housekeeping
activities for the Lab and the GSM, and the time available to run experiments
and perform other necessary work. It is based upon a 10-hr/day maximum work
load per astronaut.

Time> Hr:Min
Per Man Total
Housekeeping,-activities for the Lab 0:23 • .1:09 • .
Housekeeping activities for:the CSM* 0:47 . 2:20.
Total Housekeeping AES . 1:10 3=29
Experimental Time and Worktime Available .8:50 26:31 • v
:
• Total on Duty Time " 10:00 30:00

4.4.3.3-3 Duty Cycle Description. The duty cycle is compatible with crew'
guidelines'. Refer to Fig. 4.4-2: ' -

• Maximum utilization made of the time where two astronauts can

eat meals or rest together in the CM (example: hr 6-7 for crewmen
1 and 2, and hr 9:30-10:00 for crewmen 1 and-3, and hr .14-15 for.
crewmen 1 and 3> and hr 20-21 for crewmen 1 and 2).
• Two astronauts can also perform experiments and work together in the ~
Lab (example: hr 11-14 for crewmen 1 and 3, and hr 16-19:30 for crew-
men 1 and 2). In the case of the EVA, during hours 7:20 to 9, all
three crewmen are awake, and crewmen 1 and 2 are suited.

4.4.3.4 Lighting

The mission requirements of the Lab necessitate the placement of additional

lighting both interior and exterior to supplement the existing sources provided
for the LEM. The light package for the Lab will include:

*Ref. NAA Housekeeping Time Line for Phase I Flights, CSM orbital phase.
(IlDU-78

• Interior
o Worktop
o Flood: panel and ceiling
o Dome: overall illumination of cabin interior mid-section
o EL: controls and displays
• Exterior
o Floods: two located at lower corners of descent stage,
180-deg apart, illuminating underneath, away from, and
along sides of vehicle. Can be controlled from exterior
or interior switch.
o Docking Lights: same as the existing LEM
The present lighting array should supply the total light source needs. Power
requirements are based on the worst possible case, i.e., no natural light source,
direct or indirect.
^.U.3.5 Color Scheme
The color scheme shall be the same as for the LEM. .

U.4.3.6 Furnishings

The work space equipment, and layout are as follows:

• Two work top desk tables, 18 x 2k in., located in either side of
the immediate front section of the forward cabin with suitable
console lamps to uniformly light the entire perimeter of each desk.
These desk tops serve as recreation tables, and are of the fold-down
type with appropriate wall recess and bracket for storage. They are
an addition to the existing LEM.
• One swivel-type seat, Ik in. ID, located beneath desk tables.. Adjustable
swivel seats with vertical pin-break hinge to facilitate storage. This
is an addition to the existing LEM.
• Storage areas, totaling 17.38 cu ft of storage space, are available in
various locations (both in the forward cabin and in the mid-section of
the Lab). This space is expected to be for the storage of experimental
equipment.

U.U.4 Baseline Configuration

The baseline configuration is the same as the recommended configuration.

 (IIDU-79

Table U.U-1

MAN'S WASTE PRODUCTION

Source Quantity , lb/man-day

Urine 3.•2

Feces 0.3

Water Vapor 5 •;3: '

Carbon Dioxide 2.3 ;
Flatus ; 5 -x 10"3

Hair -V
7 x 10

Nails 2 x 10"5

Microorganisms • -k-
k x- 10- .

3
Skin Cells 1 x 10" .
" -k
Mucus : 9 x 10
(IIDU-80

0 rH
E -P S m
O c3 0 r<
Jn ^ S-i
CH 0 I
r-l rl 0
6 0
t3 0
'tH 0 CQ
T3 O o *&
CU
CO § G W
•H O I HS-P "° 4-4 'rl
o rH <&
I —1 •
t3 O >j
f- CJ -P
tM
0
C- >> CQ
. O0 1 &J3
IM W • O 43
0 -P 0 ^ 0 O CH bO 00 C H
G O 43 -p O -H O 0
G -rl iH bO ft M
O O O 0 -H O 0 O 0 0
•rl ft 0 43 • O 0 • CJ
43 CS -P C 43 Ct) 43 -P 43 C8 bO
50
•P CM -P
ft0 0fn ctj
G
-H
S -H
0 H
-P CH -P G
ft Jj -H
-P tH S
ft h 0
o o 0 S rH
. hJ P CO OJ ft LT\ O W CO Ct) ft P W Cfl

CU
rH

•rl O0
W G f->
co cu 02
•H rH CU bO W
• E bO -p *H Q
JrH G 3 0 ft t3 O o O O
O O o
P-l W < W W rl LT\ OJ

0
J-i JH (U
0 03 CO tt O O
> 0 O 03 LT\ LTN LTN ol
•Si >H P rl OJ ur\

•N
CO
CO
CU
rH G
ciJ cu
0 0 > x~x
>,-H -H t3
•H bO +2 ctJ o
^
-P O O SH
cd i—1 0 "^^ ft
rH 0 CH B O ^^•
0 -H OH 0 * cd
fY". ff\ fV? JJj
•H - — rH rH OJ

H 0
•H 05
§ W
CQ bO 0
r) -X

Jj -H h M
o O
JS -P co g
0 Q O 0
8
MD
O O
0
PM M Q r< rH o7 -*

T)
0 T3
G ^
§
0 bO
bO rH G CQ
0 •H 0
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rH
> 0
o3 ^H CH 1
O o CO
•H •O •\
-P a O -P T3 0
•rl •H
H
0 0 a
0 Oj
P"a
W
^1 ^*
O CQ PQ fei 43
 Table ^.4-3
PERSONNEL.RADIATION MONITORING

^, ^ ^1a ^ h §"a- s

Recommend shelf mounting 1 unit ne

astronauts are working. Gives off s

minimum shieldin g location in vehicl

after danger level is reached; must 1

Two portable- batt(jry-operated units/

2nd unit should be moved to whereve

Seven film packs required for each

cd C '3 .
J3 *H O" Ol
O O <D W

«.2 ."S
•2a •" "° 2
'S <U 3

recharging depend
shared by all. Th
One chamber per

apparel and must

encountered.
Comments

astronaut.
read.
£
T3

s-
•s
"
1 o
2
O o »
~\
0
C 0 o
0) m .-1
§•
01 5 3 3
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M" «" CM 00
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£ rH CO I— 1
X X X
£X 1^ CM
X
CO
X • X
J CO * CM

.a

1) 43 ^ 43 ~?
'3 O Cy
S •" in
^ * " °
CM <U 2-5 i-I
^

4-> 01 -w (1)
C -O C X!
o c ^
"§
> J3 ^,
> ^"S2
•go 'S O ^ 1
•4J c
w§• e
0)
g0. § '-a
•FH CO
(1) '+•> s
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rt j<
0) tJ ^ cd
3 SM 3 Oi
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to ^ a) £
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(Hl)U-82

Table k.k-k
STE-UP FOR EVA, USING SUIT LOOP

Time Time
min: sec Cr evman No . 1 Cr evman No. 2 min: sec

06:00 • Don Suit (Less Helmet)

00:15 • Hook up to Suit Loop

(For cooling)

01:00 • Don Emergency Oxygen

Supply (EOS)

02:00 • Erect PLSS Donning Station

01 : 00 • Attach PLSS No. 1 to Donning • Don Suit (Less Helmet) 06:00

Station and Prepare PLSS • Hook up to Suit Loop 00:15
No. 1 for checkout (for cooling)

01:30 • Checkout PLSS No. 1 Commun- o Don EOS 01:00

ication/Telemetry /Warning

01:30 • Check PLSS Ho. 1 coolant

00:15 • Don Helmet

03:30 • Checkout PLSS No. 1 0 Supply

and Suit Leakage
- Connect PLSS Line
- Disconnect ECS Umbilicals
- Pressurize Suit thru PLSS

01 : 30 • Prepare PLSS No. 1 for Standby

02:30 • Don PLSS • Assist Crewman No. 1 02:30

00:15 • Hook up to Suit Loop

•(Remain on Suit Loop until • Attach PLSS No. 2 to Donning 02:00

Cabin is Re-Pressurized at Station and Prepare for
Completion of EVA) Checkout

• Checkout PLSS No. 2 Communi- 01:30

cations/Telemetry/Warning

• Checkout PLSS No. 2 Coolant 01:30

• Don Helmet 00:15

• Checkout PLSS No. 2 02 03:30

Supply and Suit Leakage
- Connect PLSS Line
- Disconnect ECS Umbilical
- Pressurize Suit Thru PLSS

• Enable PLSS No. 2 for Egress 02:00 .

02:30 sec o Assist Crewman No. 2 in • Don PLSS No. 2

Donning

00:30 sec o Close Hatch between LEM

and CSM

02:00 sec o Dump Cabin Pressure

• Open Forward Hatch 00:30

• Egress into Space

Suit Loop Time

Astronaut No. 1 = 15 min 30 sec (Initially), then all EVA time

-Astronaut No. 2 = 21 min 30 sec (Prior to EVA)

Total Suited Time
Astronaut No. 2 - 2 6 min 30 sec
 (Hl)U-83

Table U.U-5

END OF EVA USING SUIT LOOP

Time . Time •
min:sec Crewman No. 1 Crewman No. 2 min:sec

00:30 • Open Hatch Ingress Lab 1:00

Connect to Lab Systems 2:00

- Hookup to Suit. Loop

- Disconnect & Shutdown

PLSS No. 2

00:30 • Secure Hatch

01:20' • Initiate Cabin Re-

pressurization to
5-0 psia

03:00 • Assist Crewman No. 2 • Doff PLSSS No.. 2 03:00

• Stow PLSS No. 2 01:00

00:30 Open Hatch between
LEM/CSM • Remove & Stow PLSS. 01:00
Donning Station

03:00 • Remove PLSS No. 1 • Assist Crewman No. 1 03:00

01:00 • Stow PLSS No. 1 • Disconnect Suit Loop 00:15

10:00 • Assist Crewman No. 1 • Doff Suit & Accessories 10:00

& Hang to air dry prior
to stowing

00:15 • Disconnect Suit Loop • Assist Crewman No. 1 10:00

10:00 • Doff Suit & Accessories

& Hang to air dry prior
to stowing

Suit Loop Time

Astronaut No. 1 = 19 min 35 sec

Astronaut No. 2 =10 min 15 sec

Total Suited Time

Astronaut No.- 2 = 21 min 15 sec

(IIDU-8U

Table k.k-6
PHASE I LAB HOUSEKEEPING ACTIVITIES

Frequency, Time
Subsys Every : min: sec Work Activity Description

EPS 2 hr 0:30 Monitor display panel for battery

status .

Comm ^5 min 0.10 Turn on & off. Talk while in range of

(Approx) station (0-40 min).

RCS 2 hr 0:30 Check pressure and temperature

GN & C 90 min 1:00 Visual check and adjust if necessary.

Instr 1 hr 1:00 Visual check of displays .

ECS 2 hr 1:00 Visual check of gauges and lights .

Suit & PLSS EVA 20:00 Test of sealing, maneuverability,

pressure, etc.

LiOH 7 days 5:00 Unloading used canisters; loading and

setup of fresh canister.
 CllDU-85/86

Atmosphere Atmosphere Control

100$ 02 Cryogenic Storage, 110-^25 mm Hg
zero N2 N/A with One -Gas System
COp (30 mm Hg Max.) LiOH
H20 vapor (13 mm Hg Max.) Absorption
Barometric
pressure, 5 psi Partial Pressures of Constituents
Ventilation
- Living Area 2^0 ,
- Pers Hyg & Toilet
- Work Area . > cu ft/min Flow Rate
- Sleep Area Uo *
Contaminat ion
- Odor Charcoal Absorption
- Low mol wt Catalyst Bed
contaminants
- Microbiological UV Radiation
- Germacid.es Filtration
& Aerosol

Wastes , Ib /man-day Waste Control

HO vapor, 5.3 Absorption
Urine, 3.2 Decontamination/Vented
Feces, 0.3 Store
C02, 2.3 LiOH Absorption
H20, 5.0 Vented
Metabolism: 300 to 2^00 Btu depending on level of activity (sleeping, eating,
exercise, recreation, housekeeping, personal maintenance, system monitoring,
and experimental work). Total energy expenditure = 12,000 Btu/man-day.
Food: 3000 calories/man-day, 1.5 Ib/man-day (GFE Diet).
Water: 2.6 Ib/man-day, drinking and food preparation.
5.0 Ib/man-day, sanitation and hygiene.
Clothing: EVA suits, undergarments, and flight garments.
Interfaces: Pressure suit accessories, life support pack, shelter, and EVA
clothing.
Requirements: storage, donning space, 02 and H20 tank filling, air-lock operation,
ECS checkouts, bacteriological decontamination, communications system mobility,
waste handling, and biomedical instrumentation.
Work -Rest Activities
- Duty: console monitoring, experimentation, EVA.
- Unscheduled: experiment reporting.
- Rest: relaxation and sleeping.
- Exercise: body conditioning.
Personal: toilet and general grooming.

Fig. Life Support Requirements

Orbits 1 1 2 3 4
i 1 i i

Hours 1) 1 2 3 4 5 6
i I I 1 1 1

Crew
Man
Lt Sna
1 Pers H
Sleep (in CM) Don S

II
" Exper Lt Sna
Pers N
2
W f agt i 8 ft
Work
6 Experiments & Work
Don S
11
1•
II II • "
< " 1
Lt Snack (20 min) 1 Exper Experiments 1 Exper I Lt Snack | R
3 Pers Hyg (40 min) C & Work s
& Work ? & Work C Pers Hyg p ((
E 1
II II • H .[.

Orbits 1 9
i
i 0 11
I
12
I

Hours 12 13 14 15 16 17 18
1 I I I
1
Crew
Man 11 11 • 1
P G
i Exper c Exper C Er P
Rest ' Lt Snack f
• 1 Work ' Work (CM) ' Pers Hyg {
R
w&rk
c
{

. " 11 • B
I II II
Ex er
Lt Snack g r l*l" C Experiments
2 Sleep (in CM) PersH G &Work
« wSrk Work '
II II
,,
i
Experiments . '; Rest
3 &Work G
(CM) Sleep (in CM)

N :1
 (111)^87/

Housekeeping
Work Activity
in Lab
EPS (P)
10 11 12 Comm (C)
i i RCS (R)
GN&C (G)
Instr (I)

Doff ECS (E)

EVA Suit Suit, PLSS
& Lt Snack Experiments LiOH
(Incl LiOH
Rest Pers Hyg & Work
Transfer)
(CM)

(20 min) Doff

(40 min) Exper Suit
& Work Sleep (in CM)
(10 mini (CM)
M)
11
V "
C0 m Exper
Rest Rest It Snack P w !Th
(CM) c (CM) H & Work
G « «" G±d
11 11 ,,

13 14 15 16
I I I
Notes:
• Wash-up before meals; personal
hygiene & toilet duties (if reqd) after meals.
19 20 21 22 23 24 • Tasks designated with bars top & bottom
I I I relate to housekeeping tasks.
• Astronauts on a 10-hr work, 14-hr
non-work schedule
• 1 • • All tasks in Lab except when
1 specified CM (Command Module).
Exper' P G Hot Meal Rest & Recreation • Eicept for EVAs, all work done with
& C «B« c & pers Hffi
Work R <CM> | (CM) (CM) astronauts in shirtsleem.

• 1 1
II II II II
c
E er Exper | Exper
C »| . Lt Snack Rest & Recreation S
1 wjrk Pers Hyg (CM) wL
Work
Experiments *
Wor
& Work "
II II II II
G
P P
Hot Meal C
& Pers Hyg o Experiments
* &Work R
(CM) I
E E

Fig. 4 . 4 - 2 Typical Day Activity

 (Hl)U-89

4.5 RELIABILITY AND MAINTAINABILITY

4.5.1 Assumptions, . •-. . . •.-.••

4.5.1.1 Mission Profile
A time-line summary for a Phase I Lab design reference mission (DRM) is presented
in Table 4.5-1. This profile is not intended to represent any particular flight.
It has been selected to provide a basis for reliability estimation, configuration
analysis, trade-off studies, and mission success predictions.
The mission times are divided into boost and non-boost period's. Applicable envi-
ronmental stress factors (K Factors) are shown for each.period depending on opera-
tion or non-operation of the equipment during-boost and non-boost periods. These
factors are used to modify equipment.inherent failure rates. In accordance with
the mission time lines and K factors, as well as the subsystem equipment failure
rates, math models, and operating usage times shown in this report, the probability
of mission success can be calculated on a- subsystem basis.
4.5.1.2 Vehicle Configuration Definition
Mission success probability calculations are based on the recommended vehicle
configuration defined i n Table 2.3-1. . ...
4.5.1.3 Mission Success Definition - :

Mission success is defined as the probability of not aborting the DRM because of a
failure of the defined configuration. Although failures of the booster, GSM, or
experimental packages would cancel the scientific and engineering experiment, they
could not be judged failures against the Phase I Lab. A mission shall be aborted
if either the future occurrence of a single functional failure would endanger the
general well-being of any crew member, or if .the projected probability of catas-
trophe is- greater than a maximum acceptable level.
4.5.1.4 Failure Rate Data . - . . . . . .

Wherever possible, -failure rate data were extracted from LEM-Repprt No. LED-550-58,
"Failure Rates Used for LEM Reliability Estimate". Data used from other sources
are specifically denoted elsewhere in this report.
4.5.2 Background Data - Comparison of Stabilization & Control Subsystems
The S&CS of the Phase I Lab plays a major role in the determination of overall
vehicle reliability. Because of this, and since there is more than one possible
S&CS, a special study was undertaken to define the reliability of the S&CS choice.
The S&CS function of the recommended Lab configuration consists of equipment re-
quired for rate stabilization, and'equipment required for attitude hold. The
equipment considered to be the minimum requirement for the' recommended configuration
is: •
(IIDU-90

• Rate Stabilization Equipment: Rate Gyro Assembly (RGA), Attitude and

Translation Control Assembly (ATCA), and Attitude Controller Assembly (ACA) .
• Attitude Hold Equipment: Abort Sensor Assembly (ASA); and Abort Electron-
ics Assembly (AEA).
4.5.2.1 Abort Guidance System

U.5.2.1.1 Rate Stabilization Section. This section consists of three assemblies:

• ATCA: This may be divided into two parts:

o Input section, consisting of the limiters, gradient amplifiers, summing

amplifiers, demodulators, and deadband.
o Output section, consisting of jet select logic, vertical and horizontal
summing amplifiers, pulse ratio modulators, preamps, and jet drivers.

Based on a grouping of the pulse ratio modulators in two sets of four each,
one set for the horizontal thrusters and one set for the vertical thrusters,
the circuits of the output section may be divided in the same manner. In
the group of vertical circuits there is full capability if three out of
four operate. In the group of horizontal circuits, if three out of four
operate full X-rotation capability is retained. For Y and Z translation,
one thruster is used in one-half of the cases, and a pulsed couple balances
out the torque caused by one thruster operating. Thus automatic control
remains intact, but with a fuel and time penalty for Y and Z translation
only. If we do not include this penalty in the reliability calculation,
we have the reliability model shown in Fig. 4.5-1.

• RGA: This assembly is included with a failure rate of 99.1 x 10

failures/hr.

• ACA: This assembly is included with a failure rate of 33. 4 x 10

failures/hr.

The reliability of the Rate Stabilization Section is

(R R R R + + R Q R R +R R Q R + R R R Q )
5 6 7 8 VW8 5 6 7 8 5 6 7 8 5678

4.5.2.1.2 Attitude Hold Section - It has been assumed that two alternatives- are
possible for the Lab: one which does not require accelerometers, and one which
does require them for small translational changes. If accelerometers are not re-
quired, a considerable reduction in failure rate can be realized. If accelerometers
are required, the configuration will be the same as for LEM. The reduction in
failure rate is not anticipated as due to physical removal of subassemblies, a
removal which would have undesirable thermal side-effects, but simply due to a
mathematical reduction.
 (111)4-91

The failure rates, based on actual parts count, are as follows:

Assembly LEM Failure Rate AES Failure Rate
Failures per Million Hr Failures per Million Hr

ASA 370.29 265.35

AEA 1016.00 802.80
1386.29 1068.15
ATCA 132.00
ACA 33-40
EGA 99-10
264.50 183.84
Total: 1650.79 1251.99
If the Rate Stabilization Section operates at 100% duty cycle and the Attitude Hold
Section operates at 50$ duty cycle, the following values indicate the reliability
of both sections of the S&CS for 5, 10, 30, 65, 100, and 300 hr, for a configuration
which does not require accelerometers.

Equivalent
Time (Hr) SK Xt Reliability
5 hr 0.003587 0.99647
10 0.007174 0.99285
30 0.021523 0.97871
65 0.046633 0.95444
100 0.071743 0.93077
300 0.215230 0.80635
The operating time of the basic S&CS is not fixed because the experiments may require
various other types of stabilization, guidance, and control, each with its own
operating time.
4.5.2.2 Primary Guidance System
If the guidance system consists of the Primary Guidance and Navigation subsystem
(PGNS), and if accelerometers are not required, mathematical reduction in failure
rates may be realized, as with the Abort Guidance System.
Regarding the IMU, if accelerometers are not required, three PIPA's and three
Power Amplifiers can be deleted from reliability calculations.
Regarding the PTA, circuitry associated with accelerometers can be deleted from
reliability calculations.
Regarding the LGC, circuits not required for acceleration can be put to other uses.
Failure rates based on those given in the specification for the PGNS, are as
follows:

LEM Failure Rate AES Failure Rate

Failures per Million Hr Failures per Million Hr
69
126
12
543 (3)
352
1102
ATCA 132 1
ACA 33.4 34.4
Total: 1747.4 1136.4

Note, the DSKY is considered as part of Displays and Controls. If other types of
sensors are used during some experiments, thus allowing the PGNS to be shut down,
the RGA and ATCA would be used. The following failure rates are for the config-
uration used under these conditions:

LEM Failure Rate AES Failure Rate

Subassembly Failures per Million Hr Failures per Million Hr
IMU* 7-8 7-8
Electronics* 6.3 6.3
ATCA 132.0 51.34
RGA 99-1 99-1
ACA 33-4 33.4
TCA 31.0
Total: 309.6 197.94

If the PGNS is assumed to operate at a 50$ duty cycle, the following values
indicate the reliability of the system when using the PGNS:
Equivalent
Time 2K Xt Reliability
5 0.003335 0.996669
10 0.006671 0.993350
30 0.020015 0.980184
65 . 0.043366 0.957561
100 0.066717 0.935476
300 0.200151 0.819025

* Standby Failure Rate

Figure 4.5-2 shows reliability vs time for the stabilization and attitude hold
function using the AGS. The reliability of stabilization only, of attitude hold
only, and of both, but with duty cycles for attitude hold of 50$ and 100$ is shown.
Similar information is shown in Fig. 4.5-3 for the PGNS.

The choice of system reliability and duty cycle depends on what other systems are
available for guidance, navigation and control during the various experiments, and
the reliability desired. Thus, if a lower reliability can be tolerated, the
operating time can be extended, whereas if overall planning requires a high reli-
ability, operating time would be curtailed and other types of systems would be used
for other portions of the mission.

It is assumed that the minimum time between shut-down and turn-on for the PGNS or
the ACS is 1/2 hr, due to the time required for thermal stabilization. Another
factor limiting the number of on-off cycles is the failure rate associated with
this cycling. It is desirable to arrange the experiments of the Lab according to
the type of guidance system required, so that the operating times can be grouped,
thus avoiding excessive on-off cycling.

4.5.2.3 Comparison of Systems

The reliability estimates of the AGS and PGNS have been made by independent sources
and are therefore not subject to comparison. Consideration of the equipment, as
to its design and adaptability to mission requirements, is more meaningful under
the circumstances than a consideration of the reliability numbers available.

It should be noted that the PGNS in the LEM configuration has a higher failure rate
than the AGS. However, if acceleration measurements are not required, the PGNS will
have a lower failure rate than the AGS. This is because when the accelerometers
and associated circuits are deleted from reliability calculations, the reduction
for the PGNS is greater than for the AGS.

The specified operating life for the AGS is 5000 hr, whereas the specified oper-
ating life of the PGNS is only 2000 hr. The respective specifications for each
equipment require 1000-hr periods free of scheduled maintenance for the AGS,
whereas the maintenance-free mission of the PGNS is limited to 30 days or 720 hr.
Thus the PGNS would be available for a maximum mission of 720 hr, from the erection
of the spacecraft onto the assembled launch vehicle through mission accomplishment.
The AGS would be available for a maximum mission of 1000 hr. These times apply if
no maintenance is allowed on either system.

4.5-3 Recommended Configuration - Reliability Estimates

Subsystem reliability math models, functional block diagrams (Fig. 4.5-4), and
equipment utilization times (Table 4.5-2) were developed to determine subsystem
and recommended configuration reliability estimates.

4.5.3.1 Subsystem Reliability Estimates

4.5.3.1.1 Stability and Control. The S&CS recommended configuration for the Lab
is considered to be a minimum configuration capable of rate stabilization and
attitude hold. In the absence of definitive information as to the time of required

Aiunman.
(111)4-94

use for this equipment, it is assumed that the rate stabilization is required for
100$ of the mission, and attitude hold for 50$ of the mission. This yields a
0.785779 subsystem reliability. The subsystem housekeeping reliability, assuming
100$ rate stabilization without attitude hold capability, is 0.940130. A detailed
analysis including the ATCA failure rate derivation is described in Paragraph 4.5.2.

U.5-3-1'2 Reaction Control Subsystem. Reliability analysis of the RCS involves

the attitude and fine translation capabilities of the vehicle, including: helium,
oxidizer, and propellant storage; as well as regulation and thrust capability.
The reliability math model is:

(2
- R 5 )R 6 [V8(2 - R8)R9] [2 '

+
-V ^lo'1 - V] [Rii+RL^ - Rn}+ ^ll'1 - V
4R 2 2 (i -

R
iT - R 151617
R R ) R
l 8Ri 9 R
2o ) (R
2l+ R 22
2
L p
~
fR
?1
-4- R
22 ~
T? R
21 22y) ]I I )Vi'2^ ' *'24 ~ i'2TLl24y JlX c il
2 5 26'L'27

16 R 80 16R 16 4
R
28 25 30 3l 2
Insertion of the element reliability values into the math model, yields a 0.936157
RCS reliability.

The propellant tank bladders are the major contributing factor to unreliability
because of their high failure rate. No additional problem areas are pointed out,
since the reliability of the Phase I Lab RCS is greater than the value available
from the LEM mission. Therefore, RCS reliability improvement can be achieved only
if the inherent reliability of each component in the subsystem is upgraded.

4.5.3.1.3 Electrical Power Subsystem. The EPS utilizes 20 LEM descent stage
batteries and two LEM ascent stage batteries with associated control assemblies
for the experiment and housekeeping power requirements. LEM failure rates for the
descent/ascent batteries and the electronic control assemblies (EGA) were used for
assessing the battery configuration. All batteries were considered to be required
for successful completion of the l4-day mission. This configuration yields a
success probability of 0.7098. An analysis was made to determine the system reli-
ability based on fulfilling only the housekeeping functions, (l6 batteries and
seven EGA are considered to be required for the entire 14 days). The success
probability, based on 16 out of 22 batteries and all seven EGA required, is 0-9539-

4.5.3.1.4 Environmental Control System. The ECS consists of four integrated

sections: atmosphere revitalization, heat transport, oxygen supply and cabin
pressure control, and water management. The mathematical model was developed
using the following guidlines and assumptions which were incorporated into the ECS
model for reliability assessment:

• Heat transport, oxygen supply, and water management systems are considered
pressurized (operating) during the entire mission.
• Atmosphere revitalization section is considered operative during EVA time
(based on maximum EVA of 5^.0 hr).
• Ascent and descent water tanks are each assumed to undergo one operating
cycle during the l^-day mission.
• Component failure rates presented in LED-550-58, 18 June 1965, and source
data supplied by Hamilton Standard are the bases of reliability estimates.

The reliability assessment based on the above yields a success probability of

0.990130.

4.5.3.1.5 Communications Subsystem. The reliability analysis of the Phase I Lab

Communications Subsystem consists of an investigation into the S-band transmission
and receiving capabilities between the crew and earth, including status data, and
the VHF communications mode during EVA and experimentation. This analysis has
assumed that the ranging requirement capability necessary for mission success is
fulfilled by the CSM ranging network. The ranging function is an inherent
capability of the Phase I Lab, using S-band equipments (PM modulating functional
capability is backup to CSM ranging potentials) which operate for large portions of
the mission time, with insignificant degradation of subsystem reliability.

Several additional assumptions have been made to expedite the reliability modeling
analysis. The first involves the failure-rate apportionment to the signal pro-
cessor assembly. Since this part of the system has multiple operational modes,
sometimes acting independently of one another and at other times operating in a
completely dependent arrangement, it was assumed that for the majority of the
mission time the entire failure rate of the unit (A = 6^.5^9 x 10~6) shall be
applied to the mathematical model during any period of mission time where any one
section of the signal processor is used. This is in fact assuming complete inter-
dependency of internal components. This assumption is justified because the signal
processor assembly is of paramount importance to the successful operation of the
communications subsystem in every mode of operation-. . The analysis based on the
above assumption depicts a "worst case" reliability estimate. Configuration analysis
reflecting interdependency of operational functions within the Signal Processor
Assembly is beyond the present scope of work, since a parts count of the assembly
(including filters) is approximately 1700 items.

Another assumption is that the VHF channel B transmitter has the capability to be
used as a backup mode for voice communications with the CM (assuming CM capability
to receive voice communications on this channel). Consequently, the VHF trans-
mitters A and B are considered as active redundancies in the reliability analysis
(as are VHF receivers A and B). Also configured as redundant items in the modeling
analysis are the astronaut's headset receiver and microphone assemblies - under
the assumption that headset receiver 1 and microphone 1 operate together in series.
(111)4-96

The mathematical expression for the communications subsystem is

Rc = Rx(2 - R1)R2R3(2 - R3) f~l - (l - R^)(l - R^2 J R

R9(2 - R9)R10(R11A + R1LB -RiMRU3)(Rl2A + R12B 'R12AR12B)

When the combined factors are introduced for each reliability block established
above, the product run through the equation yields a reliability of the Commu- •
nications Subsystem equal to- 0.978342. As mentioned before, the prime degrading
component for this analysis is the Signal Processor Assembly. Aside from the SPA,
no additional problem areas are pointed out and improvement in the reliability of
the Communications Subsystem can be achieved only if the inherent reliability of
each component in the system is upgraded.

4. 5. 3 • 1-6 Instrumentat ion . The Lab I configuration has instrumentation required

for basic housekeeping and instrumentation recommended for the experiments. The
former consists of the transducers, signal conditioners, caution and warning
electronics, status displays related to C&WEA, and the PCM/TEA. The latter consists
of a second PCM/TEA and two recorders. Switching functions are not included.

Insofar as caution and warning indications can be checked by telemetry and voice
communications, and trends indicated by telemetry can be relayed via communications
to the astronauts, the PCM is shown as providing a backup 'to the C&WEA and status
displays. It is assumed that communications are available at all times during the
orbital period. Since the timing equipment (TEA) is required for other functions, .
it is shown as a serial item.

4. 5. 3- 1-7 Controls and Displays Subsystem. The reliability analysis of the C&D
Subsystem consisted of an examination of all of the individual controls and displays
required by the other subsystems in the Phase I Lab. The overall C&D Subsystem
reliability was obtained from the following mathematical model:

R = R R
C&D i 2RsV5R6(2 ' R6)R7R8R9(Rio + Rii " R io R n )R i2

R 13 (2 - R 13 )R^(2 - R 14 )R 15 (2 - R15)R16(2 - R 16 )R 1? (2 - R I? )

- (l - R18)2(1 - R\9)2]Rao(2 - R20)R21(R22 + R23 - R22R23)

Applying time ( t ) , environmental factor (K) , and failure rates ( X ) , to this

equation and solving yields a reliability equal to 0.908644.

4.5.3.2 System Reliability Analysis

A summary of subsystem reliability estimates for the Phase I Lab and Phase I Lab
housekeeping are shown in Table 4.5-3, together with pertinent LEM data.
Approximation of Structure and Explosive Subsystem Reliabilities were obtained by
utilizing LEM estimates with exponential degradation allowed for the extended
duration.

In general,

R = e ~ K A t , and Q = 1.0 - R

For small values of K A t ,

Q ~ K A t , and KA

,,
then

Q
2 * 1157567 *336~ 2.907^
where subscript 1 represents LEM and subscript 2 represents AES.

Subsystem Q1 Q2_

Controls & Displays and

Instrumentation. 0.000622 0.00l8o8 0.998192
Structure 0.000022 0.000064 0.999936
Explosives 0.000076 0.000221 0.999779

The values above for Controls & Displays and Instrumentation show the effect of
not including sensor reliabilities.

Figure 4.5-5 represents vehicle reliabilities for mission durations of 6 to l4

days. The curves shown are based on an exponential degradation of reliability
with mission duration, and therefore represent close approximations to the actual
estimates. Also included in Fig. 4.5-5 are curves representing experiment package
reliabilities plotted against a scale which indicates the product of vehicle and
experiment package reliabilities.

Although the Phase I Lab housekeeping reliability curve indicates values in excess
of the LEM estimate curve, both fall below the LEM specification goal. Further
study is required to determine reliability improvement potential by applying
maintainability and/or configuration modification concepts.

4.5.3-3 Identification of Wearout Items

Although the LEM equipments have not been designed to optimize in-flight main-
tenance characteristics, approximately 80 out of 250 items investigated would
permit in-flight and/or lunar surface maintenance. Further effort is required to
investigate each of these applicable items for the Phase I Lab configuration to
determine the degree of maintenance significance.
As a minimum, before any of these items become actual condidates, each will be
analyzed with respect to:

• Availability requirements
• Failure rates and failure modes
• Constraints of the maintenance task on the time line
• Complexity of the maintenance task (skill, training, and tool
requirements)
• Accessibility (for removal, replacement, calibration, adjustment and/or
servicing)
• Alternate modes of operation
• Fault diagnostic aids requirement.

For each maintenance candidate, a figure of merit or maintainability index (Ml)

will be apportioned. The MI will be a quantitative expression of the desired or
optimized goal for performing the maintenance task in a prescribed time. As each
candidate is analyzed, its inherent maintainability will be necessary. If the
measure of maintainability is less than the index, means for maintainability
improvement will be recommended and the impact will be traded off with reliability,
weight, cost, schedule, etc., such that overall system effectiveness and/or mission
success may be enhanced.

Table k-.^-k presents a potential wearout list which indicates that a number of items
are potential AES problems. Items identified by an "X" indicate a high probability
of wear out while those identified by an "*" indicate that wear out problems are
suspected but further study and information is required to be more conclusive.

Concern has been expressed over the life characteristics of kynar seals and teflon
seats in the RCS to meet mission requirements when exposed to propellants or pro-
pellent vapors. The LEM project has initiated a change request (number $k dated
10/26/65) to extend qualification tests to kh days, such that the LEM mission
requirements can be met. These test results will be monitored for AES applications.

The maximum estimated time that the RCS will be exposed to propellant or propellent
vapors for the AES mission is as follows:

Load propellant (prior to launch)

Allowable launch window
Time for prelaunch recycle
Orbital time

Total: 52

Another potential problem under study is the ability of the electro-luminescent

displays to meet AES mission requirements. The AES/LEM window panel assembly has
been identified as another AES life-limited item.
 Table IK 5-1
PHASE I LAB DESIGN REFERENCE MISSION

Non-Boost
Boost Time Time Total
Norn
Phase Description K =10.0 K = 1.0 Time
Phase
K K°= 0.001
no=0'01 no

1 Launch 0.1656 0.0011 o . 1667

2 Earth Parking Orbit 0.0082 0.02083 0.02903

3 Hohmann Transfer 0.00316 0.99683 0.99999

U Orbital 0.00306 33^.8012 33^.8oU28
(m)U-ioo

TABLE l*.5-2

SUBSYSTEM EQUIP. USAGE & FAILURE RATES

A. Stabilization & Control Subsystem

(R = .785779 for 100$. Rate Stab, 50$ Attitude Hold)
(R =.9^0130 for 100$ Rate Stab, No Attitude Hold)

Equipment Usage Time, hr

Fai'l,Rate
Operate Non -Operate
Ident Name (& Quantity if f/106 hr
No. More Than One) Boost Non-Boost Boost Non-Boost

1 Attitude & Translation 51.3^ 335-82 0.18

Control Ass 'y
2 Attitude Controller Ass'y 33.^ 335.82 0.18
3 Rate Gyro Ass'y 99-1 335.82 0.18
1* Abort Sensor Ass'y 265.35 167.91 0.18
5 _ Abort Electronics Ass 'y 802.80 167.91 0.18
B. Reaction Control Subsystem (R = .936157)
1 Helium Pressure Vessel .01* .21*56 335-75^ 0 0
2 Pressure Transducer (1*) .05 .21*56 335.75^ 0 0
3 Manifold .Ok* .21*56 335. 75^ 0 0
i* Temperature Transducer (5) .05 .21*56 335.75^ 0 0
5 Helium Initiate Squib Valve .06 .21*56 335.75^ 0 ' 0
6 Helium .Filter .31 .21*56 335. 75^ 0 0
7 Shut off Valve -Solenoid lU.20 .21*56 335.75^ 0 0
8 Pressure Regulator-Fail Open 13.67 .0656 0 0 0
9 Pressure Regulator-Fail 13.67 .0656 . o 0 0
Closed
10 Quad Check Valve -Oxidizer- 8.7* .0656 o io 0
Fail Closed
11 Quad Check Valve -Fuel -Fail 8.7* .0656 0 0 0
Closed
12 Quad Check Valve-Oxidizer- 8.7*^ .18 335.75^ 0 0
Fail Open
13 Quad Check Valve-Fuel-Fail 8.7* .18 •335.75^ 0 0
Open
li* Burst Disc (2) .11 .21*56 335-75^ 0 0
15 Pressure Relief Valve 5.7 .21*56 335.75^ 0 0
16 Test Point 12.5 .21*56 335.75^ 0 0
17 Burst Disc .11 .21*56 335. 75^ 0 0
18 Oxidizer Tank 81*00.0 0 1.0 0 0
(bladder) 1 Failure rate
19 Fuel Tank f 10° cycles 8*4-00.0 0 1.0 0 0
(bladder) >
20 Main Shutoff Valve 3.09 .21*56 335.75^ 0 0
21 Fill valve 3.66 .21*56 335. 75^ 0 0
22 Cap 80.0 .21*56 335-75^ \o 0

*Assumed vendor estimate.

 (III)U-IOI

TABLE U.5-2 (Cont'd)

.Equipment Usage Time, hr

Fail Rate
Operate Non -Ope rate
Ident Name (& Quantity if f/106 hr
No. More Than One) Boost Non -Boost Boost Non-Boost

23 Fill i 3-66 .2^56 335.75^ 0 0

Valve[ (30 redundancies in series)
2k Cap ' 80.0 .2^56 335-754 0 0
25 Thurst Chamber Assembly- 1057-9 .0656 0 0 0
Fire (k)
26 Thrust Chamber Assembly- 1057-9 0 0 .18 335.754
No Fire (k)
27 Isolation Valve (l6) 3.09 .2^56 335-754 0 0
28 Propellant Inlet Filter (l6) .31 0 0 .2456 335.754
29 Lines, Joints, Fittings (80) .05 .2^56 0 0 0
30 Thrust Chamber Assembly In- 3^AO .0656 0 0 0
jector Valve -Fire (l6)
31 Thrust Chamber Assembly In- 3k. kO 0 0 .18 335-75^
jector Valve-No Fire (l6)
C. Electrical Power Subsystem (R = .709800)
1 Descent Battery (20) *4o .180 335.82
2 Descent EGA (5) *20 .180 335-82
3 Ascent Battery (2) 40 .180 335-82
4 Ascent EGA (2) 20 .180 335-82
* LEM Battery & EGA failure rates assumed.
D. Communications Subsystem (R = .9783^2)
1 S-band omnidirectional .025 0 110 . 53k .18 225.286
antenna
2 S-band Diplexer 1.7 0 110 . 53^ .18 225.286
3 Transmit -Receive Electronic 52.90 0 110 . 53^ .18 225.286
Replaceable Assembly
4 P.M. Modulator .162 0 110 . 53^ .18 225.286
5 P.M. Modulator .757 0 110 . 53^ .18 225.286
6 Signal Processor Assembly 6k . 549 0 335.82 .18 0
7 Headset Audio Receiver .30 0 335-82 .18 0
8 Headset Microphone .120 0 335-82 .18 0
9 VHF Omnidirectional Antenna .025 0 5^.0 .18 281.82
10 VHF Diplexer 1.7- 0 5^.0 .18 281.82
11A VHF Transmitter A 12.067 0 5^.0 .18 281.82
11B VHF .Transmitter B 12.067 0 5^.0 .18 281.82
12A VHF Receiver A 13.252 0 5^.0 .18 281.82
12B VHF Receiver B 13.252 0 5^.0 .18 281.82
 Table U.5-2 (Cont'd)
E. Instrumentation Subsystem (R = .911101)
Equipment Usage Time, hr
Fail Rate
Operate Non-Operate
Ident Name (& Quantity if f/106 hr
No. More Than One) Boost Non-Boost Boost Non- Boost

1 Transducers 1*9.06 335.82 0.18

2 SCEA 122.69 335.82 0.18
3 PCM #1 20.00 50.37 0.18 ' 285.1*5
h C &W EA 59-55 335.82 0.18
5 Status Displays 121.00 335.82 0.18
6 TEA 8.2 335.82 0.18
7 PCM #2 20.0 300.00 0.18 35-82
8 Tape Recorder #1 80 A 150.00 0.18 185.82
9 Tape Recorder #2 80 A 150.00 0.18 185.82
10 TEA #2 8.2 300.00 0.18 35.82
F. Controls & Displays Subsystem (R = .9086M*)
1 Reaction Control System U2.0 .066 .180 335- 751*
2 Environment Control System 37-7 335.82 .180
3 Explosive Devices 2.6 335.82 .180
k Electrical Power System 1*8.0 .180 335.82
5 Caution So Warning* 61*. 8 335.82 .180
6 C & W - Master Alarm* 1.2 335.82 .180
7 Stabilization & Control 116.3 335.82 .180
8 Flight Displays 51.6 33 5.. 82 .'180
,•9 Communications 17.05 335.82 .180
10 Communications - VHF A 1.11 335.82 .180
11 Communications - VHF B 1.21 335.82 .180
12 Communication Antennas 12.1 335.82 .180
; 13 Audio - Master Volume 0.51 335.82 .180
ik Audio - VOX 0.91 335-82 .180
15; Audio - ICS • - 0.91 335.82 .180
16 Audio - S-Band 0.91 335.82 .180
17 Audio - Relay Control 0.3 335.82 .180
18 Audio - VHF A 0.91 335.82 .180
19 Audio - VHF B 0.91 335.82 .180
20 Audio - Audio Control 0.51 335.82 .180
21 Lighting Control 9-0 335-82 .180
22 Lighting - Integral Control 0.2 335.82 .180
23 Lighting - Integral Override 0.3 335.82 .180
2k Lighting - Anun/Num Control 0.2 335.82 .180
25 Lighting - Anun Override 0.3 335-82 .180
26 Lighting - Non Override 0.3 335.82 .180
27 Heater Controls 11.7 335-82 ..180
28 Instrumentation 10.3 150.0 .180
29 Bio Med 6.8 335.82 .180
* Failure rate accounted for by Instrumentation Subsystem.
 Table U.5-2 (Cont'd)

G. Environmental Control Subsystem (R = .99013)

Equipment Usage Time, hr

Fail Rate
f/106 hr Operate Won -Operate
Ident Name (& Quantity if
No. More Than One) Boost Non-Boost Boost Non-Boost

1 GOx Tank (6) .Ok .180 335 .82

2 Og Filter .05 .180 335 .82
3 02 Shutoff Valve 2.1*3 .180 335 .82
i* Repressurization Emergency 0.0 .180 335 .82
Valve
5 Flow Limiter .05 .180 335 .82
6 Og Demand Valve 6.1+8 .180 335 .82.
7 Descent /Ascent HgO Tanks (5) 296.0/6 1 cycle
ea.
8 Fill Valve /
„ f
/,- _ . \ 3.66
(5 Series) 80.0
.180 335 .82
9 Cup 5 . .180 335 .82
10 Check Valve (13) .67 .180 335 .82
11 Water Tank Select Valve • 90 " .180 335 .82
12 Water Pressure Regulator (3) 1.1*6 .180 335 .82
13 Shutoff Valve (3) • 30 .180 335 .82
li* Select Valve .81 5^- .00 .180 281.82
15 Check Valve .67 5!* .00 .180 281.82
16 H20 Separator 1.01 5^* .00 .180 281.82
17 Suit Circuit Regen Heat 2.0 5^ .00 .180 281.82
Exchanger
18 Suit Circuit Assy 2.95 5^4- .00 .180 281 . 82
19 Suit Circuit Relief Valve . 7.5^ 5^4- .00 .180 281.82
20 LIOH Cannister .ll* 5^4- .00 .180 281.82
21 Selector Valve .09 51* .00 .180 281.82
22 Suit Ckt. Fan 15-50
23 Fan Check Valve .kk
2k Pressure Control 22.17
25 Pressure Sensor 2.0
26 Suit Circuit Heat Exchanger 2.0
27 Water Evaporator 2.0 ''

28 Pri HgO Boiler 2.0 .180 335 .82

29 Glycol Accumulator 1.3^-
30 Glycol Pump 16.1
31 Check Valve 2.0
32 Bypass Relief Valve 1.12
33 Cabin Heat Exchanger 2.0
34 Regen Heat Exchanger 2.0
35 Water Boiler 2.0
36 Cabin Fans 8.58 .180 281 .82 51*. o
37 Temperature Control Valve .05 .180 335 .82
38 Cabin Dump Valve 3.1*1 .180 335.82
39 H20 Hose .10 I \f
 TABLE 4.5-2 (Cont'd)
Equipment Usage Time, hr
Fail Rate
Ident Name (& Quantity if f/106 hr Operate Non- Ope rate
No. More Than One) Boost Non-Boost Boost Non-Boost

ko HgO Disconnect 1.33 1.80 355.82

in H20 Assembly .05
U2 02 Relief Valve 3.37
43 02 Manual Shutoff Valve 2.U3
44 02 Filter .05
45 02 Hose .05
46 02 Disconnect .24
hi 02 Hose Assembly .05
 CONFIDENTIAL

Table U . 5 - 3

TY SUMMARY TAFL2

L3M • AES
Subsystem Safety Apport Estim Ph. I Lab H Ph. I Lab

Stab & Control .999651 .990700 .988205 .9^0130 A .785779

Descent Propulsion |OQOftOQ
• yyyoyy .999075 .99876U Not Reqd. Not Reqd.
Ascent Propulsion / .999961 .998300 Not Reqd. Not Reqd.
Reaction Control .997807 .99980U .919600 .936157 .936157
Electrical Power .999993 .998600 .963896 .953900 • .709800
Environ Control .99999*+ .9991*1*6 .991*760 .990130 .990130
Communications .999910 .997680 .9783^2 .9783^2
Instrumentation \ .911101
Controls & Displays/
.999500 -.999378* .998192**
Structures .999999 .999950 .999978 .999936** .999936**
Explosives .99995^ .999980 .99992U .999779** .999779**
Crew Provisions .999990 Not Avail Not Avail Not Avail

System ' .987 .866 .810 .1+17

*Does not include sensors .
**Utilizes LEM Estimate with Exponential Degradation for Extended Duration.
A Does not include Attitude-Hold Capability.
• Assumes 16 out of 22 batteries & 7 EGAs required for housekeeping.
• Values obtained from LPR-550-9, Quarterly Reliability Status Report, 1 August 1965

CONFIDENTIAL
 Table

POTENTIAL WEAR-OUT ITEMS

Equip Dwg Ref No. Spec Life

Comra. hr days Cycles
Pwr Divider * LSC 380-0011*3 2000
Pwr Divider * LSC 380-00151 2000

Crew Provisions
Waste Mgmt Equip * LSC 3UO-201 2000
EL Lamps * LSC 3^0-201 2000
Floodlight Interior * LSC 31*0-1*03-1 thru 5 & 71 1000

Displays & Controls

Attitude Ind * LSC 350-301 Unknown
Digital Event Tinier * LSC 350-307 1200
RCS Quant. Gage * LSC 350-1*01 1200
D ' Arsonval Meter * LSC 350-801 Unknown
Flag Ind. * LSC 350-80^ 2000
Helium Temp & Pres Ind. * LSC 350-201 1200

Environmental Control
Cabin Fan * LSC 330-102 1250
Cartridge (LiOH) X LSC 330-122 20
• PLSS Refill X LSC 330-125 5
Suit Circuit Assy * LSC 330-190 2500
Cabin ARS * LSC 330-191 2500
Coolant Pump * LSC 330-201 Unknown
Cabin Temp Cont Valve * LSC 330-203 2500 - 5000
Suit Temp Cont Valve * LSC 330-208 2500 3000
Coolant Accum. * LSC 330-210 2500 500
Water Control Module * LSC 330-1*90 2500

Electrical Power
Inverter, Gen. Purpose * LSC 390-6 1000
Relay Box-ECS * LSC 390-21051 Unknown
Relay Box BED * LSC 390-2 1052 Unknown

Instrumentation
SCEA requires investigation-.*
Design presently in development
Sensors : additional info req *

Reaction Controls
Ox Sensing Unit A X LSC 310-5-11 ll*l* 100
Fuel Sensing Unit B X LSC 310-5-12 ll*l* 100
Control Unit Assy X LSC 310-5-21 ll*l* 100
Ox Inlet Filter * csc 310-125-3 30
Fuel Inlet Filter * LSC 310-125-^ 30
He, Quad Check Valve * LSC 310-306-1 thru 1* 720 8000
He, Coupling Disconnect * LSC 310-308 1*00
 (111)4-107

Table 4.5-4 ( C o n ' t )

Equip Dwg Ref No. Spec Life

hr days Cycles
He, Coupling, Test Port * isc 310-308 400
Ox, Coupling Fill * LSC 310-1*01-101 30 400
Fuel, Coupling Fill * LSC 310-401-202 30 400
Ox Coupling, Bleed * LSC 310-401-402 30 400
Fuel Coupling, Bleed * LSC 310-401-402 30 400
Ox Coupling, Disconnect * LSC 310-401-501 30 400
Fuel Coupling Disconnect * LSC 310-401-602 30. 400
Ox Tank Vent Disconnect * LSC 310-401-701 30 400
Fuel Tank Vent Disconnect * LSC 310-410-802 30 400
Ox Isolation Valve * LSC 310-403-101 30 165
Fuel, Main S/0 Valve * LSC 310-403-202 30 165
Fuel, Cross feed Valve * LSC 310-403-202 30 165
Ascent Inlet Feed Valve * LSC 310-403-202 30 165
Ox, Main S/0 Valve * LSC 310-403-301 30 165
Ox Isolation Valve
Ox Cross feed Valve
*
*
LSC
LSC
310-403-301
310-403-301
30
30
165
165
Ox Ascent Intconnect * LSC 310-403-301 30 165
Fuel Isolation Valve * LSC 310-403-402 30 165
Tank, Oxidizer * LSC 310-405-1 1500
Tank Fuel * LSC 310-405-2 1500
Ox, Filter, Asc. I
Intconnect * LSC 310-406-1 ^
30
Fuel, Filter Asc.
Intconnect * LSC 310-406-2 30
Stabilization & Control
Giiribal Drive Act * LSC 300-170-1 1000

Structures
Panel Assy * LDW 280P101-24-3 600
Panel Assy * LDW 280P101 24-4 600
Panel Assy * LDW 280- 10141- 3 600
(iii)u-ioe

-6
Xx 10
Vertical Horizontal
A") 51.34
IH K?
1 8.98
•*—'
^^
2
>*^ 8.98
•—>
3
•«_< 8.98
Input (A o
4
>>_^ 10.68
^>
5
^^ 7.39
^->
6 7.39
7) 10.68
•*^s

T) 10.68

Fig. 4. 5-1 ATCA Reliability Block Diagram

 1.00

.95

.90

.85
£
•i-4
1-^

"I
K
.80

.75

.70

.65

I I I I I I I • I I I I I I I I I I I I I I
60 120 180 240 300 360

Mission Time, hr

Fig. 4.5-2 ACS-Stabilization Attitude Hold Reliability

 I I I I I I I I I I I
180 240 300 360

Mission Time, hr

Fig. 4.5-3 PGNS - Stabilization and Attitude Hold Reliability

 11—(2)—(3
<^_^

100% Rate Stab, 50% Att Hold 100% Rate Stab, No Att Hold

A. Stability & Control Subsystem

B. Reac

Housekeeping & Experiments Housekeeping

16/22
C. Electrical Power Subsystem

I3H r(H

F. Controls & Displays Subsystem

G. Environmental Control Subsystem

5
v- '-1
r
10H11H12H13H14

2 M31 M30H29H28H27M26H25

ion Control Subsystem

JJH H^H1-^
L
S-Band
ci n ** v*f3 J
VHF
D. Communications.Subsystem

27H28H29J

23)-1 K25H26J
18H19M20—1 K 2 M 3 K 4

14M13H12H11H10

6H7H8H9M10

E. Instrumentation Subsystem

Fig. 4. 5-4 Subsystem Reliability Block Diagram

<D
 CO

C!
O
•I—(

oJ
O
•a
O
§
•rH
m
CO

CO
0)

CQ

O
•r-l
•pH
CQ

05 in
CO
0)
O
O
h)
a
O
1
CQ
• i-H

oo 0)

wB-

en o>
05 OO t-
• •

O O O
U.6 MASS PROPERTIES

U.6.1 Ground Rules . •'

The major ground rules affecting the mass properties analysis are tabulated in the
configuration summary section of this report. The weight limitations for various
Phase I flights as listed in Table IV of the Blue Book are:

Flight 507 75,100 Ib allowable, Lab and experiment weight

509 23,900
2lU TED (To be determined)
511 TBD
216 TBD

The 11 August 1965 coordination meeting generated the following ground rule:

"There are no restrictions on the eg positions or inertias for the lab

missions".

^.6.2 .Assumptions and Background Data

The basis for all reported mass properties remains per the 1 August LEM weight
statement, changed by the addition of 77 Ib of descent propulsion and 18 Ib of
ascent stage structure to attain the LEM design separation weight.

Specific assumptions affecting the.mass properties of the recommended Phase I Lab

are:

• Experiment weight is not included in the baseline or recommended laboratory

weights
• 91-1 kw/hr of experiment energy is supplied by 20 LEM descent-and 2 LEM
'ascent batteries
• Water, oxygen, LiOH, and PLSS batteries for 21 and 18 EVA's are provided in
the baseline and recommended Labs respectively
• The Water tanks are assumed to be filled to capacity (10U6 Ib)
• Food and CSM LiOH for 13 days are carried in the Lab
• Experiment weight must include the following dependent items in addition to
the experiment itself:

Supports and mounts

Micrometeoroid and thermal shielding
Signal conditioning and sensors
Electrical wiring
Controls and displays
G, N and C for special requirements
Electrical power, propellant, oxygen, and water (and associated hard-
ware) for requirements in excess of above.

^.6.3 Recommended Configuration

Tabulations of the recommended configuration mass properties summary by mission

phase (Table ^.6-l) and mass properties summary by subsystem (Table U.6-2) are
presented herein. These tables describe the weight, eg, and moments of inertia for
 (111)4-115

each of the mission phases or subsystems listed. Table 4.6-4 presents a mass
property summary, by module, of an orbiting spacecraft including CSM (Blue Book
Values), lab and the experiments of Flight 507 (as described in Contract Addendum -
Payload Integration Study).
A detailed weight statement for the recommended configuration is presented in
Table 4.6-5. This weight statement is a listing of the applicable information from
the IBM cards used in determining the mass properties of the Phase I Lab. In most
cases, the initial weight in each subsystem is a one-line entry taken directly from
LEM; the subsequent weights indicate additions or deletions from the basic LEM sub-
system. Where only one or two items from the LEM are used, these are listed as
separate cards and the subsystem weight is built up.
The weight changes to the baseline configuration resulting in the recommended con-
figuration, are detailed in Table 4,6-7. In addition, brief reasons for the change
are presented.
4.6.4 Baseline Configuration
"The following tables define the baseline configuration:
• 4.6-1, Mass Properties Summary by Mission Phase
• 4.6-3, Mass Properties Summary by Subsystem
• 4.6-6, Detailed Weight Statement
• 4.6-8, Changes to the Baseline Configuration.
The changes shown in Table 4.6-8 represent an updating to the mid-term report re-
sulting from corrections and/or omissions
4.6.5 Alternate Configurations
Weight estimates have been made of the various alternates being offered. The delta
effects of these alternates on the recommended configuration orbiting mass properties
are presented in Table'4.6-9. A detailed tabulation of the various alternates
appears in Table 4.6-10 which shows the details of items removed and added, and
their weight impact, as a delta, on the orbiting configuration weight.
 Table U.6-1

PHASE I LAB MASS PROPERTIES SUMMARY BY MISSION PHASE

Mass Property Dry Burn -out Earth Launch-
Base* Rec* Base Rec Base Rec
Weight, Ib 7,781 8,997 8,207 9,390 9,966 11,2^9
eg, in. X 208 202 208 202 206 202
from y 5 k 5 k -1 -1
Ref. Datum z -3 -2 -3 -2 -9 -7
Moments X
x-x 7,218 9,230 - 7,251 9,283 8,735 10,729
of Inertia (eg),
y-y 7,57U 10,286 7,680 10,381 9,59^ 12,391
slug-ft 2
Vz 8,953 9,388 9,073 9A99 11, 183 11,75^
*Base: Baseline
Rec : Recommended
Notes: • eg Given in inches from Ref. Datum.
• x-cg In LEM stations (Ascent/Descent separation
plane is LEM Sta. 200.0
• y &, z eg Measured from vertical center line.
• .Moments of Inertia in slug-ft^ about vehicle eg.
 rrnvicmcMTiAi *

TABLE I4-. 6-2

MflSS PROPERTIES SUMMARY

PHASE I RECOMMENDED LABORATORY

eg, in. Moments of Inertia,

from Ref. Datum slug- ft2
Code Subsystem Wt, Ib X y z I
XX
(roll) Iyy( Pitch) lzz(yaw)

1.0 Structure - Ascent 1328 259 -i 8 699 729 1*23

- Descent 1^93 162 i -1 . 1734 1057 1051
2.0 Stabilization & Control 96 275 15 -26 69 76 11
3-0 Navigation & Guidance 32 297 0 58 6 1 i
k.O Crew Provisions 111 2^5 2 4? 17 11 22
5-0 Environmental Control 682 237 1 -28 296 1»67 U65
7.0 Instrumentation 280 250 -13 -52 It2 k2 13
8.0 Electrical Power Supply 3758 183 10 0 ^989 3823 3725
9-0 Propulsion 654 156 0 -3 1^26 289 278
10.0 Reaction Control 303 265 0 -3 276 132 - 16U
11.0 Communications 105 265 29 -35 51 51 52
12.0 Controls & Displays 155 267 1 53 55 38 25
Total Dry Weight 8997 202 k -2 9230 10,286 9388
Trapped & Residual
4.0 Crew Provisions 189 196 0 0 0 13 13
5.0 Environmental Control 163 208 3 -5 11 ^3 k3
10.0 Reaction Control la 26k 0 0 19 2 18
Total Wt. © Burn Out 9390 202 k -2 9283 10,381 9,^99
Expendables
k.o Crew Provisions 102 260 0 0 0 0 0
5.0 Environmental Control 1316 176 -37 -k8 309 8U6 1018
10.0 Reaction Control kkl 26k 0 0 21k 23 19^
Total Wt. @ Orbiting and
Earth Launch 11, 2k9 202 -1 -7 10, 729 12,391 11, 75^
 Table 4.6-3
PHASE I BASELINE LAB MASS PROPERTY SUMMARY BY SUBSYSTEM
Properties Moments of Inertia,
eg, in.* slug-ft2
Code Subsystem Wt, Ib X y z I (roll) I (pitch) lzz(yaw)
XX yy
1.0 Structure - Asc 1,324 259 - i 8 699 727 422
- Desc 1,393 162 i - i 1,557 872 1,042
2.0 Stab & Cont 92 275 15 -26 67 74 11
3-0 Nav & Guid 32 297 0 58 0 1 1
4.0 Crew Provisions 119 235 3 31 24 18 19
5.0 Environ Cont 627 237 3 -32 305 422 422
7.0 Instrumentation 283 249 -13 -52 42 41 12
8.0 Elect Power 2,680 191 15 0 3,102 1,679 3,656
9-0 Propulsion 654 156 0 - 3 426 289 278
10.0 Reaction Control 303 265 0 - 3 276 132 164
11.0 Communications 119 263 29 -28 62 62 54
12.0 Cont & Displ 155 267 0 53 55 38 25
TOTAL DRY WT 7,781 208 5 - 3 7,218 7,574 8,953
TRAPPED & RESIDUAL

4.0 Crew Provisions 200 190 0 0 0 0 0

5.0 Environ Cont 185 215 2 - 5 12 59 56
10.0 Reaction Control 4l 264 0 0 19 2 2

TOT WT AT BURN-OUT 8,207 208 5 - 3 7,251 7,680 9,073

ORBITING EXPENDABLES

4.0 Crew Provisions '102 260 0 0 0 0 0

5.0 Environ Control 1,216 170 -4o -54 204 572 725
10.0 Reaction Control 441 264 0 0 214 23 194
TOT WT AT EARTH LCH 9,966 206 -i -9 3,735 9,594 11,183
& ORBITAL INSERT 'N

* From Ref Datum.

 Table k.6-k

MASS PROPERTIES SUMMARY OF FLT 507 SPACECRAFT IN ORBITING CONFIGURATION

eg. in. Moments of Inertia,
from Ref Datum slug- ft2
y z I
Module Wt, Ib X .XX . Izz
, (roll) (pitch) (vaw^
Command Module 10,900 37^ 0 7 5000 1+600 U200

Service Module 10,700 502 -4 9 6800 11, 700 11,600

Retro Propellant 1,300 577 12 2 600 100 600

Total GSM & Prop. 22,900 U5 -1 8 12, kQh ho, 666 U0,723

Recommended Phase I Lab 11,21*9 202 -1 -7 10,729 12, 391 11,75^

Flight 507 Experiments 6,769 160 -25 17 6,lu8 12, 220 13,559
Total Lab & Exper'ts 18, 018 186 -10 2 18, 198 26,7^6 27,^7

Total Spacecraft
Orbiting Configuration Uo, 918 331 -5 5 30,921 213,610 2lk, k6Q

'Aumsnan.
L
AES RECOMMENDED PHASE 1 LAB DRY 5. OOOJ AST E
5.7 GLYCO
5.8 ..EXPBII
CODE TITLE WEIGHT - _C.G. . 5.0002DST E
POUNDS X Y Z
5.31TGOX T
.0001 AST STRUCT 1326 259- 1 9
5.312 GOX T
. .3J3 EHG COVER.- . 1.3- 245 0 2
5.31 GOX T
.315 CANISTER 13 215 0 2
.5.32 GOX T
.3821FUEL TK ST-. 3 228- 45- 27
5.33 GOX T
.3822FUEL TK ST- 2 239- 59- 27
5.34_.GOX._T
.. .38230X TNK SET- 1 2?8 45- 27 '
5.35 GOX T
.38?.^OX TNK SPT- 2 228 34- 27 5.4 H20 T
.3825FUEL.TK. BR- 14 222 50 47 5.4 H20 T
.0010CHT WT IHC 18 259- 1 " 9 5. 51.. -GOX. P
- .323 .PROP SHI EL- . 11 252 0 0 5.52 H20 P
.486 GOX TK SPT 20 254 0-~ 60 5-. 63 CP JA
. .486 1 GOX. .TK. SPT- __.?.- 5.63 CP BA
.4862GOX TK SPT- 1 ~282 (£ 38" 5.64 CP BA
5.64 CP BA
1.0 ASCEMT STR l3?-8 7.59 - 1 8 5.65 CP PC
5.66 CP RE
.J_.000_2DSI-S_TRUCT_....L4-3.9_ 156 2 0 5.92 "RECJR
.16 BS HT SHLD- 262 1 24 0 0
,1111BATT SUPT 50 1 64 90 0 5.6 EN V CO
.1111BATT SUPT 50 164- 90 0
.1.111BATT SUPT 50 1 64 0 90
.1111BATT SUPT 50 164 0-~ 90
_ _ . 1 6 _ _ LWR_J)K,J.NS 30 1 24 0 0 7.12 PCMTE
.15HH20 TMK SP 13 7.13 . V O I C E
.1511H20 TMK SP 13 7.15 TAPE
7.15 TAPE
1.0. DSCENT STR 1493 162 .... 1 _ 1
7-^0 IMSTRU

2.0001 S+C WO DEC 87 273 1 6 - 3 1

2.2 MODFY ATCA. .. 3- - 2 6 3 — 1 8 - 6 3 8. 0001 AS T E
2.3 MODIFY RGA 1 302 9 54 .8.0002DST E
2.621 MODIFY AEA „ 5 -3.07-.-.0_63 8.122 EGA

2,0 STAB + COMT % ^27«5 15 -26 8.112 BATTY

-8 .'1-1 2- BATTY
8. '11 2 BATTY
3.12 AOT TELES " 26 .8. 122- MOD IF
3.17 HAV BASE ,_ 6 -3.0.7— . Q . . . 55 8.122 MODIF
8.122 MODIF
3.0 NAV+GUID 32 297 0 58 8.122 MODIF
8.122 MODIF
8.321 CRKT
4.19 ST REPR KT 10 238 37 49 8.323. BUSS
4.31 RESTRAINTS 18 255 22 40 8.333 VIIRMG
4.32 RESTRAINTS 17 255- 22 40 lJj.8__CABLE
4.42 IMT LIGHTG 3 252 0 46 8.48 CABLE
4.61 WAST MAMAG 7 215 40 46 8.5 EXPT
it. 62 WAST MAMAG 8 215- 40 46
4.7 EXT LIGHTG 5 200 0 90 8.0 _ ELECT,
4.71 FLOOD LITE 5 280 0 60
4.81 WORK TOP 8 252 22 45
4.811 WORK LIGHT 2 260 ' 0 45
4.82 WORK TOP 8 252 -22 45 9!o002DST P
4.83 SEAT 5 245 -22 45 9.12 TRPD
4.85 MISC 15 250 "0 45 9.321 HE TM
9.34 HELIU
4.0 CREW PROVS 1 1 1 " 245 2 47~ 9.42 DST E

rig ia a
 Table IK 6-5

DETAILED WEIGHT STATEMENT PHASE I LAB

RECOMMENDED CONFIGURATION

:s 347_-_2.69_..i2. ..o_ 9.0 PROPULSION 654 _ .156 0.-..3. .5.445 OXYGEM TRD 2 184 40 -40
37 255 1 0 - 1 0 5.4446GLYCOL 37 255 10- 10
ABLS- 61 293 2- 3 5. 4447 ECS L I O H A 117 190 0 0
IS 30?. 156\ 19- 46 10.001RCS 386 265 0- 2
IABLS- 2.13 148-\30- 47 10i1 PROPELLANT- 81 264 0 0 5 JO T+R ECS 163 208 3-5
; ASC - 3 266 -\4 -53 10.32 HELIUM - 2 263- 2 0
v ASC - 3 266 It -53
WK 47 270 1 2- -48 10.0 RCS 303 265 0-3 10.444TRPD PROP 39 264 0 0
WK 46 270 -12 -'(8 10.445HELIUM .2 2.63- 2 .0
INK 47 249 24~-48
MK 46 249 -24 -'1-8 11.001AST COMM 100 267 37- 35 JO.O T+R RCS 41 264 0 0
WK 47 249 0 -48 11.002DST COMM 16 138-44 44
WK 24 -J47-. 64- 43 11.25 SB ERT ANT- 1?. 1 3 8 - 3 4 49
WK 24 147- 43- 64 11.3 TV + ACCES- 9 240 40 35 REC PHI LAB B/0 9390 "202 "" 4 - 2
.MBG 25.- 260 0 -40 ..11. IMTRCOM..HL . ..1.0... .270 0 ... .0.
.MBG 15 147 -50 -50
f+ECA R 1 64 90 0 11,0 COMMUM ICTUS 105 2.65 29 -35
f+ECA 5 164 0 90
r+ErA *; 1 64 o- 90
f+ECA 5 164- 90 0 12.001DISP + COM 2.13 267- 1 58 AES RECOMENDED PHASE 1 LAB ORBITING
1 2...249-. 18- 64 .1.2.217S+CL.CO.NTS -_ .^_1_J579- ...2. 71
:ORD 2 250- 20- 60 12.218S+C CONTS - 1 279- 9 72
fPASS 1 260 0 0 12 T 219S+C COMTS - 1 2.79 13 70 .._COD E .UILJL_. _.WEI GHJ C^O.
: DUG 4 280 0 0 12.211S+C FD1A - 8 ,273- 10 72 POUNDS X Y Z
12.211S+C..COMTS r J2 /279r.- 9 _.72
ITROL 682 237 1 -27 12.211S+C COMTS - 5 294- 4 71 REC PHI LAB B/0 9320 202 4-2
12.211S+C GASTA - 7 273 0 72
12.21 S+C COMTS - 1 270 0 72
JMMTH ?.02 249- 11- 48 •12.221MDIFY DEDA 2 2 5 6 - 4 3 - 4 7 4.4446FOOD 102 260 0 0
\ 39 249- 18- 64 12.231S+C ACA - 3 2.50- 10 58
RCDR 3—?,85 0 - 3 5 12.232S+C ATCA - 4 2.50- 34 58 4.0 EXP PROV 102 2.60 0 0
>.ECDR 18 250- 20- 60 12.3 M-H3 COMTS - 22 2.56- 3 65
>FrDP 18 250— 20- 60 12.8 EPS COMTS 4_ 262 1 56
12.9 PROP COMTS- 10 276- 4 68 5.441 OXYGEM EXP 45 270 12 -48
4EMTM 280 250 -13 -52 12.11 COMM COMTS 1 257 23 53 5.442 OXYGFM FXP 45 270 -12 -48
5.443 OXYGEM EXP 45 2.49 24 -48
12.0 DISP+COMTS 155 267 1 53 5.444 OXYGEN EXP 45 249 -24 -48
5
S 767 255 1- 28 5.445 OXYGEN EXP 45 249 0 -48
>S 656 162 58 33 5.44b OXYGEM EXP-. 45 184 40 -40
38 171 44 36 REC PHI LAB DRY 8997 202 4 - 2 5.444 WATER EXP 322. 145 -49 -49
PACK 556 164 90 0 _5.,M4_WATER EXR. .322—.147 -64--Jg
PACK 556 164- 90 0 5,444 WATER EXP 322 147 -43 -64
PACK --556-.-164 _0- 90. .5.444 .WATER EXP . 40 300 2 7 . . 19
PACK 556 164 0- 90 j.lfMv V/ATER EXP 40 300 -27 -19
) _ECA 12 17.1 — W -3-6-
) ECA 12. 156 0 90 AES RECOMEMDED PHASE T~LAB~BUR~M 0~UT 5.0 EXPEND ECS 1316 l"?6 - 3 7 - 4 8
3
) ECA 12 156 90 0 > '

) ECA 12 156\-90 0 10.4460XIDIZER 12.4 2.62- 45 15

) ECA 1 ? 1">6 0 -90 CODE TITLE WEIGHT C.G.
JP.KR 7 258 i>0 58 POUMDS X Y Z 10.446FUEL 96 266 45- 15
h 2J8 'm 58 10.4460XIDIZER 125 262. 45- 15
t€JST 30 164 0 0 REC PHI LAB~ DRY ~ 8997 20J.~ 4 -~2 -10.446FUEL 96 266- 45 15
; 14 164 o o -10.0 EXP RCS 441 264 0 0
; 14 '164 • o o
;WBD 2.0 250 0- 60 4.445 PLSS BATTS 90, 190 0 0
4.444 PLSS L I O H 81 190 00
'OWER__. 37_5.8__L83..._1.Q_.. _Q_ 4.444 CLOTHES 21 18 _ 250 0 .0 .REC PI LAB ORBIT. 1 1 2.49__. 202. - 1 - 7

4.d T+R PROVS 189 196 0 0

;ARV/T 15 220 o o
10 P 1640 147 3- 4
:
UEL - 455 129 0-1 5.445 OXYGEM TRD 1 270~" T2 -48~
1 DES- 96 148 49- 46 5.445 OXYGEM TRD 2 270 -12 -48
1 - 50 156 8- 8 5.445 OXYGEM TRD 1 249 24 -48
IGIME- 400 154 0 2 5.445 OXYGEM TRD 2 249 -24 -48
S iiKc ."Wvr:FM TPH 1 ?iiQ n lift
AES BASELINE PHASE 1 LABORATORY DRY ft. 62 WAST MANAG 8 215- ftO ft6 9.!321 HE TNK C
ft. 7 EXT I.IGHTG 5 200 0 90 9.3ft HELIUM
ft.fl FURNISHNGS 50 230 0 10 9,'ft2 DST ENG
- - -£
CODE TTTLF" WFTGHT .G.
POUNDS X Y 7. ft.O CREW PROV 119 235 3 31 9.0 PROPULS

5. 0001 AST ECS 3ft7 269" 1 2 0 . 10.001RCS

.0001AST STRUCT 13*6 259- 1 9
.313 ENG COVER - 13 2ft 5 ._°_.._A. 5.7 GLYCOL 37 255 1 0 - 1 0 10.1 PROP ELL/
5.:8 61 293 1032 HELIUM
.'.315 CANISTER •" 13 "Zf5- EXPENDABLS- 2- 3
.3821 FUEL TK ST- 3 228- ft5- 27 5.0002DST ECS 302 1 56- 19- ft6
.3822FUEL TK ST- 2 239- 59- 27 5.8 EXPENDABLS- 30- ft7 10.0 RCS
.38230X TNK SPT- 1 2*38 ft5- 27 5 .'3 GOX TANKS 25ft" "0- 60
.'382ftOX TNK SPT- 2 228 3ft- 27 5.ft1 -AS H20 TNK- "ii 302 0 ""0"
.'3825FUEL TK BR- 1ft 222 50 ft7 5. ft H20 TANK 2ft 6ft- ft? 11. 001 AST COMI
.3812H20 TK SPT- ~ft" -~T07~— o— o' 5. ft H 20 TANK "-'2ft- Tr.002PSt COMI
.0010CNT WT INC 18 259- 1 9 5.'63 CP BAT+ECA 5 16ft 90 0 11.7.5 SB ERT i
.323 PROP SHI EL- 11 252 0 0 5. '6ft CP BAT+ECA 5 16ft- 90 0 11. SIG PR 1
,ft86lGOX TK SPT- 2 2ft5- 25- 57 5. '65 CP PCM 2 2ft9- 18- 6ft 11.' INTRCOM
,ft862GOX TK SPT- 1 282 0- 38 5. '66 CP RECORD 2 250- 20- 60
.ft86 GOX TK SPT 7.0 25ft 0- 60 5.91 ASA BYPASS 1 260 0 0 1 1 .0 COMMUNC
~5V92" "REC1RC Dire "2RTT~ ~o~ ~n~
.0 ASCENT STR 13?.ft 259 •- 1 8
5.0 ENtf CONT 627 237 3-32 12.001DISP +
12.217S+C CON
.0002DST STRUCT 1ft99 156 2 0 12.218S+C CON'
.16 BS HT SHI.P- 262 12ft 0 0 7.0001 INSTRUMNTN 202 ?.ft 9- 11- ft8 12.219S+C CON
.16 LWR DK INS 30 12ft ' "0 ' "IT 7.T2 PCMTEA 2ft9- lo- b4 127211S+C Ftrti
.1511H20 TNK SP 13 1ft7- 6ft- ft3 7J5 TAPE RECDR 18 250- 20-60 12.'211S+C CON
J5HH20 TNK SP 13 1ft7- ft3- 6ft 7J5 TAPE RECDR 18 250- 20- 60 12.211S+C CON'
.1111BATT SUPT 50 16ft 90 0 7.16 SLCTR SWT 6 7.50- 20- 60 12.'211S+C GAS
.'1M1BATT SUPT 50 16ft- 90 0' 12.21 S+C CON'
7.0 INSTRMNTN 283 249 -13 -52 12.7.21MDIFY Dl
1 .0 DSCENT STR T393 162 t 7. 231 S+C ACA
17..232S+C A TO
8. 0001 AST EPS 767 2 5 5 " T- 28 12. '3 N+G CON'
16- 31 8.0002DST EPS 656 162 58 33 12.8 EPS CON'
2.0001S+C WO DEC 87 273
2.621 MODIFY AEA 5 307 o 63 8. '3 21 CRKT BRKR 258 ftO 58 12. '9 PROP COI
8. '3 23 BUSS ft 258 ftO_ 58 12.11 COMM COI
2.0 STAB+CONT 92 275 15 -26 8. 'It 2 BATTY PACK " 356
8. '11 2 BATTY PACK 556 16ft- 90 0 12.0 DISP+COI
8.122 ECA 16ft 90 0
3J2 AOT TELES 7.6 295 0 59 8. '12 2 ECA 16ft- 90 0
3.17 NAV BASE 6 307 0 55 8.333 RLY BOX 12 16ft 90 '0 PI LAB 1
8.333 RLY BOX 12 16ft- 90 0
3.0 NAV+GUID 32 297 ~™(r~5F 8Vft8 CABLES " "ITT T6ft 0 0
8. '5 EXPT SWBD 20 250 0- 60 "ATS" 1SSTL7NE

ft .'19 ST RF.PR KT 10 238 37 ft9 8.0 EPS 2680 1.5. ._0

ft. '31 RESTRAINTS 18 255 22 ftO CODE TITLE
ft. ,32 RESTRAINTS 17 255- 22 ftO
ft.:ft2 INT LIGHTG" 3 252 0 ft6 9.0001AST SCARWT 15 220 0 0
ft.'51 H20 PROBE 1 238 37 ft 9 9.0002DST PROP I6ft0 1ft7 3- ft
ft. '61 WAST MANAG 7 215 ftO ft6 1.12 TRPD FUEL - ft55 129 0-" 1 PI LAB' 1
 Table 4.6-6

DETAILED WEIGHT STATEMENT BASELINE PHASE I LAB

S_ 96 148 49- 46 4.444 PLSS LI OH 95 190 0 0 10;446FUEL 96 266- 45 15

50 156 8-8 4.445 PI.SS BATT 105 190 0 0
E_ 400 154 0 2 10.0 EXP RCS 441 264 0 0
4.0 T+R PROV 200 190 0
>N 654 156 0-3
PI LAB ORB 9966 206 - 1 - 9
5.'4444ECS LI OH L 23 265 0 0
386 265 0- 2 5.4445TRPD OX 8 2.54 0- 60
IT-
..._. 81
^_-..264
2g_- 0 0
2~- ^ 5.Wt6GLYCOL "37 7.55 TO- TO
5. '4447 ECS LI OH A 117 190 0 0
303 265 0-3 5.<i T+R ECS 185 2 1 5 2-5

100 T0.444TRPrrPHoP "3"9'""?:&" r r r r

10.445HELIUM 2 263- 2. -0
JT- 12 138- 34 49
>D 5 267 "0 0 10.0 T+R RCS 41 264 0 0
1L 10 270 0 0
119 261 29 -2.8 PHT'LAB "BO 8207 208 5 -"3

>N 213 267- 1 58

1 2.79- 2 71
1 279^ 9 72
1_ 279 13 70 AES BASEL INE" PHASE 1~LAT ORB IIf ING
2 279- 9 72
5 294- 4 71 CODE TITLE WEIGHT C.G.
7 273 0 72 POUNDS X Y 7.
1 270 0
)A 2 256-
" "3" "250-- 1Tr~5B" PHI LAB BO 8207 208 5-3
4 250- 34 58
22 256- \1 65
4 262 "i 56 lt.4446FOOD 102 260 0 0
rs- 10 2.76- 4 68
rs ._ J 15J_ ?-3_ 53 ~I?X\'"" " EXF'PROVT~ f 02 ~~2?T)" 0 0"
155 267 1 53
5;44480XYGEN 271 25^ 0- 60
5.'4449WATER 315 1^5- ^9^ ^9
tY 7781 208 5-3 315 ^7. 6it_ iq
5 o 444 WATER

•IAS EI -DVB •• 5.444 V/ATER 115 147- 43- 64

5.« E^R'EGS 1216 170 -40"-54

WEIGHT C.G.
POUNDS X " Y 7.
10.4460XIDIZER 124 262- 45 15
TTl.^fiFTIFl. ""%" "766 45- 15"
7781 208 5-3 10.4460XIDIZER 125 262 45- 15
 TABLE *K 6-7

MASS DATA CHANGES - BASELINE TO RECOMMENDED PHASE I LAB

Wt.
Code Subsystem Item Change Description of Change

1.381 Structure Asc H20 Tank Supt. +4 Ascent water tanks should be retained
1.1111 Structure Battery Supports +50 Add supports for additional batteries
1.111 Structure Battery Supports +50 Add supports for additional batteries

2.2 Stab. & Cont. Modify ATCA +3 Modify rate gain to insure one pulse limit cycle
2.3 Stab. & Cont. Modify EGA +1 Modify to provide lower rate threshold

4.51 Crew Provisions Water Probe -1 Remove water probe and holster
4.8 Crew Provisions Furnishings -7 Better definition of furnishing items

5-311 Environ . Control Ascent GOX Tank -3 Remove LEM Ascent GOX tank
5-312 Environ . Control Ascent GOX Tank -3 Remove LEM Ascent GOX tank
5-51 Environ . Control GOX Plumbing +25 Added allowance for GOX plumbing
5-52 Environ . Control Water Plumbing +15 Added allowance for water plumbing
5.64 Environ . Control Cold Plates -Batt & EGA +10 Added cold plates for additional batteries and ECA's
5-M Environ . Control Asc. Water Tanks +11 LEM ascent water tanks are retained

7-13 Instrumentation Voice Recorder +3 Additional voice recorder required

7.16 Instrumentation Selector Switch -6 Eliminated experiment selector switch

8.122 Electrical Power Electric Control Ass'ys -54 Replace LEM ECA1 s with modified units
8.333 Electrical Power Wiring & Distribution +6 Remove relay boxes; add allowance for distribution
8.112 Electrical Power Battery Packs +1112 Added 8 batteries to provide power previously assumed
available from CSM
8.48 Electrical Power Cables +14 Added cables for additional batteries

11-3 Communications T. V. Camera -9 Removed television and accessories

11.0 Communications Signal Processor -5 Remove modification to signal processor

Dry Weight Changes +1216

4.444 Crew Provisions PISS Batteries -15 I Reduced recommended EVA's and
4.445 Crew Provisions PISS LiOH -14 j back pack recharges to 18
4.444 Crew Provisions Constant Wear Garments +18 Omitted from baseline by error

5.444 Envir. Control LEM ECS LiOH Cartridge -23 CSM now responsible of atmosphere control
5.445 Envir. Control Trapped oxygen +1 1 Ib additional trapped oxygen

Trapped & Residual Weight

Changes -33
5.44 Envir. Control Expendable Oxyge,n -1 Bookkeeping change to trapped
5.44 Envir. Control Expendable Water +101 Filled descent and ascent water tanks

Expendable Weight Changes +100

Total Changes +1283

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 DETAILED WEIG
TO THE REG

ALTERNATES . T O . RECOMENDED PH1 LAB._ 5.63 CP B'ATT+ECA

5.6it CP BATT+ECA
5.64 CP BATT+ECA
PROVIDE NEW RGA FOR LOWER RATE 5.444 WATER EXP

CODE TITLE
WEIGHT C.G. DELTA WEIGHT
POUNDS X Y Z
2.3 USE NEW RGA 0 0 0 0
CARRY GOX IN DESCF
DELTA WEIGHT 0 "" "0 0 " 6
CODE TITLE WEI
POl
MODIFY ASA + AEA FOR LOWER RATE 5.3 PLUMBING
5.4 TP.APD GOX
CODE TITLE WEIGHT C.G. 5.4 EXPEND GOX
POUNDS X Y Z 1 .486 GOX TK SPT -
2^61 MODIFY ASA 3 307 0 63 5.32 ...GOX TANK. _-
2.62 MODIFY AEA 4 260 25 -"63 5.33 GOX TANK
.5.34 GOX TANK
DELTA WEIGHT 7 280 1 4 - 9 5.35 GOX TANK
5.51 GOX PLMBG
5.31 GOX TANK
RETAIN PRIMARY N+G REMOVE AGS 5.445 OXYGEN TRD -
5.445 OXYGEN TRD -
CODE TITLE WEIGHT . C . G . 5.445 OXYGEN TRD -
POUNDS X Y Z 5.445 OXYGEN TRD -
3.11 IMU PLATFRM 42 307 0 50 5.445 OXYGEN TRD -
3.12 AOT TELSCPE 26 295 0 59 5.445 OXYGEN TRD -
.3-.13- J.GC.. CblPliTER .. 58 __248 p__- 2V .5.441 OXYGEN.. £XP .-
3.16 LGC-PSA CBL 10 261 0 -26 5.442 OXYGEN EXP -
3.18 PTA TORQUER 12 305 0 30 5.443 OXYGEN EXP -
3.110 CDU COMVTR 3'. 265 0 -24 5.444 OXYGEN EXP -
2.61 ABORT SNSER -20 30? 0 63 5.445 OXYGEN EXP -
2.62 ABORT ELECT -37 260 25 -63 5.446 OXYGEN EXP -

DELTA WEIGHT 1 24 276 - 7 21 ""DELTA"" WEIGHT -

.INTEGRATE RADIATOR INTO COOLG LOOP. REVERSE P.CS FUEL +

_JC.O.DE LI TLE___. WEIGHT. C.G., -.CODE TITLE WF

POUNDS X Y Z POl
5.92 RADIATOR 30 165 85 0. 10.0 PLUMBING
5.93 RADIATOR 30 165-85 0 10.4 FUEL EXP
5.94 PLUMBING 10 180 0 0 10.4 FUEL EXP
5.95 MDFY GLYCL 15 247 16 -13 10.4 O X I D EXP
J...15.1 H20.TNK SP - 13 1.47..-64..-43.. J0.4 OXID EXP
1.151 H20 TNK SP -13 147 -43 -6'v 10.4460XIDIZER
5.'t H20 TANK -?.lt 147 -64 -43 10.446FUEL
5.4 H20 TANK -24 147 -43 -64 10.4460XIOIZER
5.444 WATER EXP -322 147 -64 -43 10.446FUEL
5.444 WATER EXP -322 147 -43 -64
S.52 ...H20..PLMBG - .15— JUW -.5.0.. -50. DELTA WEIGHT.

.DELTA WEIGHT -648 143 -60 -60

P R O V I D E P A S S I V E C(

PROV 1 D E PASS 1 VE BATTERY COO L 1 MG " CODE TiTLE WE

POl
CODE TITLE WEIGHT C.G. 5.9 SHUTTER
POUNDS X Y Z 5.444 WATER EXP
5.9 SHUTTER 1 164 90 0
5.9 SHUTTER 1 164 0 90 DELTA WEIGHT
5.9 SHUTTER -1 164 0-90
i.9 -SHUTTER 1 164 ^90 0
5.^3 CP BATT+ECA - 5 1 64 90 0
 (III)U-129/13C

Die 4.6-10

P STATEMENT ALTERNATES
•MENDED PHASE I LAB

5 164 0 90 USE MODIFIED (15 KV/HP.) BATTER 1 ES

5 164 0 -90
5 164 -90 0 CODE TITLE WF.IGHT C.G.
B?. 147 -64 -43 POUNDS X Y Z
8.113 MOD BATTYS 715 164 -90 0
98 [5(T^5T~-3F 8.113 MOD BATTYS 715 164 50 0
8.113 MOD BATTYS 715 f64 " 0~-90~
8.113 MOD BATTYS 715 164 , 0 90
T PROP TANKS 8.112 P.EC BATTYS -556 164 -90 0
'8.112 REC BATTYS -556 164 90 0
HT C.G. 8.112 REC BATTYS -556 164 0 -90
PS X Y Z 8.112 P.EC BATTYS -556 164 0 90
15 164 0 0 8.112 LEM BATYYS -556 " T59 "63 ~3"6"
10 164 0 -50 1.111 BATTY SUPT - 50 164 57 36
71 164 0 -50 8.12? MODIFD ECA - 12 171 44 36
20 254 0- 60 1.112 MOD SUPTS 15 164 -90 0
46 2?0 -12 -48 1.112 MOD SUPTS 15 1 64 90 0
47 249 24 -48 1.112 MOD SUPTS 15 164 0 -90
46 249 -24 -48 1.112 MOD SUPTS 15 164 "0" 90
47 249 0 -48
25 260 0 -40 DELTA WEIGHT 78 199-492-285
47 270 12 -48
1 270 12 -48
2 270 -12 -48 __DSE GE.POVIER PACK DELETE BATTERIES
1 ?.49 24 -48 CODE TITLE WEIGHT C.G.
2 249 -24 -48 POUNDS X , Y Z
1 249 0 -48
2 184 40 -40 8.01 GE F/C + .MT 99 209 ; 17 -70
4.5.._..27Q_JL2..=4.a 8.01 GE F/C + MT 99 209 - 17 -70
45 270 -12 -48 J..41 STRUCT. SPTS ... 3'v 218 (\-6l
45 249 24 -48 1 .42 TANK TRUSSS 10 ?19 0-51
45 249 -24 -48 1 .43 WEB IVUBLRS / 5 192 0 -59
'r5 249 0 -48 8.02 ECA 3?. 223 -17 .-69
45 184 40 -40 8.03 02 Tf IK DRY , 90 219 15 -44
8.04 H2 TA.iK DRY 90 219 -18 -44
61 ""3 50 ~~7~47" 8.05 RADIATOR 78 218 0_t62
8.06 PLUMBING 48 ~ 220 ~YTt4~4
i 8.07 W I R I N G 35 220 0/Uj4
X I C I Z E R LINES 8.08 MISC , 25 220 0 -44
5.45 WATER TANK n 223 17 1-70
MTI . . . ,-u
n r .u
r; • ... 8.44 H2 TRD+BXP 29 219 -18 i-44
nc
iL'O y
A Y
I Z
i.
8.44 02 TRD+EXP 3 26 219 15 "44 r
O n
\i \jn n
\j 8.11?. BATTY /PACK -556 164" 90 0
19 280 45 15 8.11? BATT"/ PACK -55f> 164- 90 : o
18 280 - 4 5 - 1 5 8.112 bATT/ PACK -55f. 1 64 0 90
54 280 40 15 8.112 BATT-.' PACK -55f. 164 0-, 90
8.12? MODII D ECA - 12 1 56 0 '• 90
.55— 28Q..r.40_r1.5 8.12? MODIFD ECA - 12 156 90 0
24 ?.62- 45 15 8.122 MODIFD ECA - 12 •156 -90 0
96 266 45- 15 J5. 122 MODIFD ECA - 1? 156 o -90
25 262 45- 15
96 266- 45 15 8.333 WIRNG+DIST - 30 If* 0 0
8.48 CABLES - 14 164 0 0
05 348 0 . 0 8.48 CABLES - 14 1 64 0 0
5^.63 CP BAT+ECA - 5 1 64 90 0
5.63 CP BAT+ECA - 5 164 0 90
'LING AFT BAY 5.64 CP BAT+ECA - 5 164 0- 90
5.64 CP BAT+ECA - 5 164- 90 0
IHT C .G . 1 .11 11 BATT SUPT - 50 1 64 90 0
IDS X Y Z 1 .1 111BATT SUPT - 50 164- 90 0
8 254 0 -70 1 .1111BATT SUPT .- 50 1 64 0 30
:15 1^7. -64 -43 1 . 1111BATT SUPT - 50 164 0- 90

:07 143 -66 -42 DELTA WEIGHT -1537 129 - 2 35

 (111)5-1

5. SUBSYSTEM ENGINEERING

5.1 ELECTRICAL POWER SUBSYSTEM

5.1.1 Ground Rules

The Phase I Lab Electrical Power Subsystem (EPS) shall be designed in accordance
with the following ground rule:
'. • Wo interchange of electrical power between the GSM and the Lab.

5.1.2 Assumptions and Background Data

5.1.2.1 Power and Energy Requirements

5.1.2.1.1 Housekeeping Design Profile. The EPS Electrical' Housekeeping Design

Profile for the Phase I Lab is shown in Fig. 5.1-1- This profile' is composed of
all those, loads required to maintain the vehicle in an operable condition. Loads
directly associated with performance of experiments have been included in the
integrated profile. The housekeeping load analysis and its profile have been •
generated on the following assumptions:

• 7.5$ distribution losses for all loads - ' • -'

• 2<yfo growth allowance for the total of all loads "-.--
• Specific load and duty cycle assumptions are shown in Phase I Lab Load:
- Analysis Sheet, Table 5.1-1. (Where LEM equipment was used, the LEM current
status values or the vendor's latest test data was used.) '
• 33°"-hr in-orbit mission time
• GW&C equipment provides for vehicle stabilization
• Communication 'and instrumentation equipment required for data handling are
on a 15$ duty cycle (max. total transmission on-time duty cycle for a 200-
n.mi 90°-deg orbit)

Except for the launch through transposition phase, there is no similarity between the
LEM and Phase I Lab missions; thus, the power, energy, and profiles bear no
similarity. However, the housekeeping loads are based on using LEM equipment; 'thus,
these estimates should be as good as the present LEM's current status values.
Including 20$ growth and 7-5$ distribution losses, housekeeping loads average 5^-w,
and use 182.9 kw-hr of energy over the 336-hr mission. Actual power levels vary
from Wto to 840-w.

A 152. 2-w suit fan motor has been assumed to be used during the 5th and 9th mission
days.- On these days, it was assumed that the astronaut's would use their space suits
for il-5 min f or EVA .-to replenish their LiOH supply.
The 37.5-w dome light load has been included to provide the visibility needed to
operate equipment in the mid-section area. The power for the average of two
cluster heaters on continuously has been included to maintain RCS thrusters in
shadow within their minimum temperature range. A considerable power drain was saved
(111)5-2

in bypassing the coolant loop around the Abort Sensor Assembly (ASA) during
standby operations. With this configuration, only 5-w of power will be required;
without the bypass, 73 •'W of power would have to be consumed.
The individual AC loads are noted under their own subsystems. The inverter supply-
ing these loads has been assumed to operate at a 65$ efficiency, and its losses
have been included under the EPS breakdown of loads.
5.1.2.1.2 Integrated Design Profile. The EPS Electrical Integrated Design Profile
for the Phase I Lab is the combination of housekeeping and experimental
loading and is shown in Fig. 5.1-2. At the time of this report, the experi-
mental power requirements have not as yet been finalized. To illustrate a typical
mission of housekeeping and experimental power requirements, a mapping radar
mission was selected. The mapping radar was used since it presented the highest
power requirements of all the experiments reviewed. The power level of the mapping
radar was assumed to be 2.5-kw since the equipment is still under development and
actual values are not known to Grumman. To complete the energy requirements, the
mapping radar was considered to be on for a total of 1^ hr or 1 hr/day. An average
base load of l46-w was included over the Ik-day mission. The total experimental
energy assumed over the lU-day mission is 91.1 kw-hr.

5.1.2.2 Silver-Zinc Batteries

To meet the ground rule .of minimum modification, the use of LEM descent and ascent
batteries was studied. These batteries can be operated in parallel at a low-average
rate (between 1 to 1.5 amp) to increase capacity and reliability. The capacity
available will be increased by 25 amp hr over the LEM capability of kOO amp hr
because of the reduced discharge rate. The terminal voltage will be higher as a
result of lower internal voltage losses and the heat dissipation will also be
decreased. In addition, the bus voltage will be increased because of the reduced
IR drop in the distribution feeders. Tables 5-1-2 summarize the present LEM
descent and ascent battery design characteristics. Fig. 5-1-3 and 5-l-^ illus-
trate the descent and ascent battery voltages as a function of percent capacity
for various discharge rates.
Because of the extremely low discharge rates obtained by operating the batteries in
parallel, the use of more efficient type cells with merit factors of up to 100
w-hr/lb was also investigated.

By modification of the ascent cell plates for the low discharge rates and the
elimination of one cell, a 19-cell battery, with a capacity of 500 amp hr packaged
in an ascent battery container, can be obtained at approximately the same weight
as the present descent batteries. Other modifications to the LEM ascent and
descent batteries are tabulated in Table 5-1-3-
As in the LEM, the modified descent batteries have a IJ-cell tap to reduce the
initial overvoltage characteristic, and as in the LEM, is switched to-the battery's
full-cell complement subsequent to transposition.

Since the Phase I Lab mission is 8 days longer than for the LEM, the battery stand-
life is increased by that length of time. However, at the reduced generating
temperatures expected at the lower discharge rate, the separator degradation will
be hardly changed and perhaps decreased.
 (111)5-3

Two ascent batteries can also be operated at a reduced discharge rate and hence
cooler than in the LEM. This low discharge rate will possibly require a slightly
increased pre-discharge to reduce the high initial peroxide voltage. Alternately,
the ascent batteries could pick up the entire load during initial operation.

An alternate to the high ascent battery voltage is to eliminate one cell and provide
a IJ-cell tap..

5.1.2.3 Battery. Electrical Control Assembly (EGA)

The initial approach to the design of the EPS for the Phase I Lab was to use LEM
components wherever possible. However, it became apparent that the functional
requirements and restraints for the battery EGA'had changed appreciably between
the LEM and the Phase I Lab:
• • Crew safety does not depend on the EPS.
• Mission time more than doubled (increased by approximately 8 days)
• Number of descent batteries to control increased to 20, (5 times the
number in LEM).
With a recommendation from the battery vendor, Eagle-Picher, it was decided to
operate the batteries in parallel to increase their capacity and reliability. In
addition, it was felt that the control system would be less complex and more
reliable than sequentially discharging the batteries. If the LEM-type battery
EGA were used to support the Phase I Lab, approximately 5-w of control power
would be required for each battery. The total control energy requirements would
be 5-w x 22 batteries x 33^ hr = 37 kw-hr. This would require approximately three
descent batteries to supply the energy. These new batteries would require EGA
which would consume an additional 3.9 kw-hr of energy.

Because of these factors, new approaches were investigated, to devise the battery
controls with lower power consumption. Grumman and the EGA vendor, General Electric,
resolved a EGA configuration that could control from one to five batteries in a
smaller envelope than the "LEM's descent EGA with a 2-w control power requirement.

A total of 5-w heat dissipation would be generated in the control of four batteries
(five batteries would be slightly higher). With this approach, 20 descent batteries,
controlled in groups.of four by a total of five EGA would require only l?-w of
control power, or 3-36 kw-hr of energy for the mission.

The modified EGA would monitor its batteries as a package of four or five depending
on the required configuration. Individual current monitoring could be achieved
by turning off all but the desired battery in its EGA group. Over-voltage sensing
and.protection and reverse current sensing would be included if required. The
individual batteries will be paralleled at the EGA through diodes, to isolate any
battery failures from affecting good batteries or the rest of the system.

Besides the saving in power consumption (33 kw-hr), very significant savings in
weight and volume would also be achieved. The savings in the number of production
units required per vehicle was estimated as being able to cover the cost of the
design, development, and qualification of this modification.
5.1.3 Recommended Configuration
5.1.3-1 System Description

As in the LEM, the primary power for the Phase I Lab is DC power except for the
prelaunch phase when both AC and DC power requirements are provided by GSE power
sources.

The recommended configuration uses 22 batteries connected in a parallel configuration,

to supply a total of 2jh 1-w-hr of energy. There are two LEM ascent stage batteries,
each controlled by their own electrical control assembly (EGA), exactly as in the
present LEM. The LEM configuration of four descent batteries plus l6 additional
LEM descent batteries installed in packs of four to complete the complement of 22
batteries. Each descent four pack and the standard LEM descent group of four batter-
ies are controlled by a modified EGA. The two standard LEM descent EGA will be re-
moved. Fig. 5-1-5 is a schematic of the recommended configuration. The new EGA
will parallel and control four batteries. A diode in series with each battery pre-
vents reverse current flow. These diodes are tied to a common point within the EGA
so that the output line from each EGA carries the current from the four batteries.

The LEM inverters provide the power to supply AC load requirements. Although the
loads are a fraction of the capacity of the LEM inverter, the minimum modification
approach dictates their use. As in the LEM, the second inverter is used only if
the first fails.

5.1.3.1.1 Feeder Configuration. Five feeders from the five new EGA outputs shall
connect to the Relay Junction Box (RJB), where they are paralleled with the ascent
batteries. The feeder lines leading into the cabin remain the same as in the LEM.
The dead-face relay function of the. LEM is not required in the Phase I Lab and is
eliminated.

5.1.3.1.2 Bus Configuration. The bus configuration is that used in the LEM.

5.1.3.1.3 Protection and' Control Equipment. The protection equipment is the same
as in the LEM except for the new EGA which control groups of four descent batteries.
These EGAs also provide a short-circuit current limiting function, since the short
circuit capability of 22 batteries could cause catastrophic damage if not limited.

5.1.3.1.^ Batteries. In line with the "min-mod" approach, standard LEM ascent and
descent batteries have been cho;;en for this configuration. However, in consideration
of their new configuration requirements (low-rate discharge) they have been up-rated
to 9.5 and 12.75 kw-hr, respectively.

5.1.3.2 Performance

The DC and AC voltage limits for the EPS shall be the same as the LEM since the
same batteries, inverters, and distribution equipment will be used. However,
because of the parallel operation of the large number of descent batteries, the
nominal operating voltages will be somewhat higher than the standard LEM.
 (111)5-5

Total energy requirements and capacities are described below:

Energy Available (Kw-Hr) Maximum Assumed Use of Energy (Kw-Hr)

2 Ascent Batteries 19 Housekeeping 182.9
20 Ascent Batteries 255 Experiments 91. 1

TOTAL DC ENERGY 274

Power Rating Max. Power Used (Watts)

2 115-V, 400-Cps inverters (ea) Housekeeping 28.7

350 VA
(one used as back-up only) Experiments 92.0* •
TOTAL AC POWER 120. 7

5.1.2.2 Location and Integration of Components

There are no major modifications for EPS equipment other than the installation of
the 16 new descent batteries and the modified EGA. Cooling and other requirements
will be essentially the same as the LEM with exception of the lower heat dissipation
of the batteries. It was estimated that in. the recommended configuration the batter-
ies would generate between 7 and 15 btu/hr.

The additional 16 descent batteries are to be mounted to the outside of the vehicle
in the space • between the surface of the vehicle and the landing gear trusses, four
batteries per side with their EGA. The modified EGA shall fit between the same
"cold" rails as the batteries and are estimated to be smaller than the present
descent- EGA. (Refer to Paragraph 6.2 for structural design and installation details.)
5.1.^ Baseline Configuration
The baseline configuration was based on the ground rule that 100 kw-hr of energy
would be available from the CSM at the LEM bus. This configuration consisted of the
LEM with its two ascent and four descent batteries, plus eight descent batteries to
complete the requirement for 268 kw-hr of energy (68 kw-hr from the standard LEM
configuration, 100 kw-hr from the eight additional descent batteries and 100 kw-hr
from the CSM) . Effort on this configuration was stopped when it was learned that
Grumman should work on the ground rule that there shall be no interchange in
electrical energy between the LEW and the CSM, At this point, the present
recommended configuration evolved by adding an additional eight descent batteries
above the baseline configuration to make up the 100 kw-hr of energy that could
no longer be assumed from the CSM. The baseline EPS schematic is shown in Fig.
5.1-6.

Assumed two tape recorders (at 46-^w each) converted for use with single-phase
power in lieu of its present design for three-phase power.
(111)5-6

5.1.5 Alternate Configuration - 15-Kw-Hr Silver Zinc Batteries

This all-"battery configuration is a modification of the recommended configuration,

utilizing redesigned batteries optimized to provide higher energy capabilities.
When used in the same number as the recommended configuration batteries, they can
provide an additional 56 kw-hr of energy.

The basis for the battery redesign centers about the Phase I Lab's low discharge
rate battery requirements accruing due to the parallel operation of the large -
number of batteries. At the low rates encountered, a cell design similar to that
used in the Agena-type batteries could be utilized. An optimum 15-kw-hr, 1^3-lb
battery can be obtained by installing 19 of these cells in the ascent battery
container envelope (20 cells are used for LEM design), and redesigning the container
internal heat conducting paths. See Table 5.1-2 for estimated 15-kw-hr battery
characteristics> and Fig. 5.1-7 for estimated voltage vs percent capacity. Thus,
with a complement of 22 batteries, the total energy available would be 330 kw-hr.

Two of these batteries would be installed in the ascent stage in place of its
present ascent batteries. The remaining 20 batteries would'be installed in four
groups of five batteries. Each group would be mounted on an outrigger bulkhead with
one modified EGA controlling the five batteries. The existing LEM four descent
battery installation in Quadrant IV would be removed. However, if additional energy
is required, utilization of this area could be reconsidered. (Refer to Paragraph
6.2 for installation details.)

5.1.5.1 System Description •

Fig. 5.1-8 is a schematic of this configuration indicating the proposed-manner by
which these batteries would be tied into the distribution section. Protection and
control of the battery system are provided by the battery EGAs. The EGA for the
descent stage batteries will be the same as those used-in the recommended
configuration with an additional battery control included (five instead of four for
the recommended configuration). The control power consumed will be the same; but
the heat dissipation will be' approximately 1-w higher. The ascent stage batteries
will be controlled by the present LEM EGA. Control logic,', overall feeder con-
figuration, and operational procedure and performance will not differ in any
significant way from the recommended configuration with the ;exception of the 330
kw-hr vs 27^- kw-hr available in the respective configuration.

5.1.5-2 Interface with other Subsystems '

The thermal'requirements for the batteries will be the same as the recommended
configuration. Heat generated by the batteries will be in the range 'of 7 to 15
btu/hr. For'maximum capacity and reliability, the batteries should not be operated
for any appreciable time above 80°F. - •• • - . • •
r
5.1.5.3 Weight - - • - . .
The weight breakdown for major power generation and control components are as . .
follows:
 (111)5-7

Ascent Stage

2 15-Kw-Hr Batteries

2 LEM EGA 20

Total Ascent Stage Weight 306

Descent Stage

20 15-Kw-Hr Batteries 2860

4 Modified EGA 48
Total Descent Stage Weight 2908

Total Ascent & Descent Stage Wt 32l4

5.1.6 Alternate Configuration - GEE Fuel Cell Power Pack Plus 6 LEM Batteries
An alternate configuration for the Phase I Lab power generation section is a fuel
cell, cryogenic tank "power pack" used in conjunction with the existing LEM ascent
and descent "batteries. Fig. 5-1-9 is a block diagram of the configuration. The
power pack is a self-contained module which makes maximum use of hardware that is
now available or will be available for use on the Phase I Lab by virtue of its use
on other space programs. The power pack consists of the following components:
Two Gemini fuel cells (D membrane)
One Apollo GSM Block II cryogenic hydrogen tank
One Apollo GSM Block II cryogenic oxygen tank
One Gemini coolant pumping assembly
One Gemini coolant pump power supply (inverter)
One modified Gemini plate-fin water boiler
30-sq. ft of radiator surface, integral with the power pack structure
Two fuel cell electrical control assemblies
Two cryogenic reactant pre-heaters
One water storage tank ' •
Plumbing, feed components, and electrical wiring
Mounting and support structure
Fig.'s 5.1-10 and 5.1-H are schematic diagrams of the coolant and reactant supply
'sections, respectively. ' ' '

5.1.6.1 Performance . •
The total output performance of this configuration is as follows: .

• Batteries
o 28to32.5 v
o 48 kw-hr (four descent batteries) . .
o 18 kw-hr (two ascent batteries)
o 66 kw-hrs total available energy
(111)5-8

• Power Pack
o 28 to 32.5 v
o 850-w peak power at 28 v . .
o 255 kw-hr total available net energy
o 30 kw-hr power pack parasitic energy to rum coolant pump
o 2000-btu/hr heat rejection rate at 850 w.
o 252 Ib of water generated
• Total Vehicle
o 28 to 32.5 v
o 3^-50-w peak power at 28 v
o 321 kw-hr total available net energy
0 30 kw-hr power pack parasitic energy to run coolant pump
o 252 Ib of water generated
The vehicle is capable of handling the peak power levels and the transients -of the
Phase I Lab power profile by virtue of parallel operation of the power pack and
the existing batteries.
The fuel cell power pack design characteristics, i.e., heat rejection, polarization
curve, reactant consumption and step load capability are shown on Fig. 5-1-12,
-13, -iky a n d -15, respectively. . . . .
5.1.6.2 Expendables r: . .,
The reactant supply for the power pack is as follows:
Usable Min. Flow
Fluid- Amount Dry Rate
Fluid Tank O.D. Capacity Loaded wt. Residual at 130°F
(in.) (Ib) (Ib) (Ib/hr)

H2 CSM Block II 31.8 28 28 Ibs. 79- 1.2 0.0^5

<>„ CSM Block II •26.5 320 22k Ibs. 82 6.k o.kk .

Since stoichiometric consumption of 28 Ib of E^ requires only 22k Ib of 0?, the

Op tank is not loaded to full capacity. The additional Op storage capacity is
used for ECS storage on the Apollo CSM, however, since the Phase T Lab has its
own ambient oxygen storage and supply of sufficient capacity for the mission, fluid
interface can be avoided between the Lab and the power pack by keeping the ECS
QO storage separate from the power pack. However, two GOX tanks could be removed
from the recommended configuration if the excess capacity is utilized. The
minimum reactant flows required by the fuel cells for the Phase I Lab power profile
are 0.533 Ib/hr of 02, and 0.067 Ib/hr of E^, which are compatible with the
minimum flows from tne cryogenic storage tanks.
5.1.6.3 Operation . . =• -
The fuel cells will be activated on the launch pad by means of vehicle and GSE
connections provided on the power pack. Shortly before launch, the cryogenic
tank feed system will reach supercritical pressure and will start to supply
reactants to the fuel cell. The coolant loop will .be operating at this time to
pre-heat the cryogenic reactants and maintain temperature .control of the power
 (111)5-9

pack. The LEM descent and ascent batteries, as well as the fuel cells will be
paralleled on the buses from the time the fuel cells are started. Whenever the
demand for power from each fuel cell exceeds U25 w, the fuel cell voltage will
drop to 28 v, the batteries will then start supplying power, maintaining vehicle
voltage levels and meeting peak vehicle power loads.
The coolant flow is in parallel between each fuel cell assembly and in series
through the inverter, the EGA, and the cryogenic reactant pre-heaters. The
coolant then flows through the space radiator, the water boiler, and the pumping
assembly completing the loop. A temperature controlled by-pass valve regulates
the coolant flow through and around the radiator to maintain a minimum radiator
coolant outlet of k-0°F. A second temperature controlled by-pass valve regulates
the coolant flow through and around the water boiler to maintain a maximum boiler
coolant outlet of 60°F. For a radiator coolant outlet of 6o°F or less, the
coolant will completely by-pass the water boiler. A temperature controlled
valve senses the temperature of the steam leaving the boiler and regulates the
water inlet flow rate to the boiler to maintain a minimum steam temperature of
lj-5°F for water boiling at UO°F, insuring economical use of the cooling water.
The water boiler supplements the space radiator under high fuel-cell power con-
ditions and/or high external-heat flux to the radiator. All the water required
for supplemental cooling of the power pack is available from the fuel-cell by-
product water production. The fuel cells and cryogenic storage of the power
pack require additional vehicle control and display panels. These panels will
be similar to the ones used on Gemini for the fuel cells, and Apollo GSM for
the cryogenic storage.
5.1.6.14- Interface Requirements

The power pack is a self-contained power generating unit having its own reactant
storage and supply, coolant pump and loop, heat rejection, water storage, and
AC power supply provisions. The interfaces between the power pack and the Lab
include the following:

• Electrical .

o Main feeder wires

o Instrumentation and telemetry

o Displays and controls

• Structural mounting provisions.

The interfaces between the power pack and the launch pad include the following:

• Cryogenic E? and 0 servicing fill and vent points

• Fuel cell start-up purge and reactants supply points

• Fluid and electrical test points.

•Jtumman.
(111)5-10

5.1.6.5 Performance of Components

5.1.6.5.1 Coolant Pumping Assembly and Power Supply. The coolant pumping
assembly is a completely redundant unit containing two pumps and is compatible
with the MCS 198 coolant. The MCS 198 coolant has a freezing point of lU5°F and
is used in the Gemini ECS coolant loop. The power supply is completely redundant,
containing two inverters, either one is capable of supplying AC power to the
pump assembly while drawing 80 w of DC power. Pump characteristics are as "
follows:
• Total flow: 22 Ib/hr

• Pressure rise: 75 psi.

5.1.6.5.2 Radiator. The maximum radiator area that can be accommodated is 30
sq ft made up of two 15-sq-ft panels, at right-angles to each other.

5.1.6.5.3 Water Storage Tank. The water tank is sized to store the total
quantity of water generated by the fuel cells. Its capacity is 252 Ib of HJ3.

5.1.6.6 Modifications to Basic LEW

• Structural beef-up to support power pack
• Power distribution changes to accept and control power from power pack

• Cryogenic, fuel cell, and coolant display and control panels.

5.1.6.7 Total Weight

The total weight of the power pack is 8k2 Ib. A weight breakdown of the power
pack is listed below:
Component Weight

Fuel cells (2) 190

EGA (2) 28
Oxygen 22U
Hydrogen 28
Oxygen tank 88*
Hydrogen tank 80*
Pump package 25
Radiator 60
Water boiler 5
Water tank 25
Heat exchangers 3
Lines, fittings, feed 18
components
AC power supply (inverter)l8
Structure 50
Total 842
^Includes residual
 (111)5-11

5.1.8 Discussion of Configuration Choices

Table 5-1-^ summarizes the weight of the major components and energy capabilities
of the selected configurations.

The recommended configuration was derived by adhering to the minimum modifications

concept for power sources and evaluating the experiment requirements of both the
Phase A LEM Utilization Study - l^-day Lab missions, and the Phase I Lab Payload
Integration Study. The experiment energy requirements appeared to "home in"
around 90 kw-hr. Therefore, the total housekeeping and experiment energy require-
ment of 27^- kw-hr is'met by utilizing two ascent and 20 descent LEM batteries.
The use of the LEM batteries "as is" negates a vendor development program and
requires a minimal Grumman integration program. The modified EGA is selected
on the basis of weight, power, and system simplification (refer to Paragraph
5.1.2.3 for details).

The 15-kw-hr battery alternate configuration offers a substantial increase

(56 kw-hr) in the experiment energy at approximately the same weight as the
recommended configuration. However, the Grumman integration program will be
complemented by a vendor development program.

The fuel cell alternate offers both a substantial increase (hj kw-hr) in
experiment energy and a decrease (l^OO Ib) in EPS weight; but does require a
significant development program at Grumman to integrate Gemini fuel cells,
Apollo GSM cryogenic tanks, and LEM batteries.
(111)5-12

TABLE 5-1-1
ALL-BATTERY LOAD ANALYSIS; 14-DAY MANNED MISSION, 200 n.mi E.G.

Subsystems Power, Duty Avg. Power,

Watts Cycle watts

Glycol Pump 28.0 Cont 28.0

Cabin fan 39-0 Cont 39.0
ECS C0_ Sensor 1.0 Cont 1.0
ECS Relay Box 7-4 10% 0.7
Suit Fan 152.2 0.5$ 0.7
RCS Cluster Heater (2) 15.0 ea Cont 30.0
Meters & Indicators 40.4 Cont 4o.4
DISPLAYS Indicators
f
11.2(AC) Cont 11.2
Transducers 9.6 Cont 9-6
Sig Cond Elect Assy 42.7 Cont 42.7
INSTR Caution & Warning 22.0 Cont 22.0
Timing Equipt 5.5 Cont 5-5
Pulse Code Mod 7-4 **15$ 1.1
Voice Storage Recorder 2.3(AC) 6$ 0.1
CREW EL Lighting 6.2(AC) Cont 6.2
PROV Flood Lights 75-0 50$ 37-5
Dome Lights 37.5 12 1/2$ 4.7
GN&C ATCA 126 pk/25 min - JO avg Operating mode 70.0
ASA 288 pk/5 min - 5 avg ***Gtandby 5.0
Audio centers
COMM* (P/0 Sig Proc Assy) 11.0 Cont 11.0
Sig Proc Assy (PMP) 4.5 **15# 0.7
Transceiver 36.0 **15$ 5-4
Lighting Cont Assy 5-0 Cont 5.0
Lighting Cont Assy 9.0 (AC) Cont. 9.0
EPS Inverter Losses (assumed
65$ eff.) 15.5 Cont 15.5
Battery EGAs 20.0 Cont 20.0
Subtotal = 422.0
Dist. Losses (7 1/2$) 31.6
Current Status Avg Pwr 453.6
Growth Allow. (20$) 9-0.6
Design Avg. Power 544.2
Design Energy = (336hr x 544.2 w) ' = l82.9kw-hr

Notes * For lunar orbit missions, add 6w cont. for S-Band heater.
** For 200 n. mi, 90-deg inclination
*** With coolant loop bypass & 70°F cabin temperature.
 (111)5-13

Table 5.1-2
Eagle-Picher Battery Characteristics

Ascent (LEM/Taxi) Descent (LEM) Mod Descent (Estim.)

Characteristics (Ph I Lab Recmd Config) (Ph I Lab Recmd Confg) (Ph I Lab Alt Config)

Designation Asc-lC Desc II-B Desc.(Mod Agena)

No. Cells 20 20 19
Weight, Ib 130.5 139 1U3 •
Volume, cu in. 1545 1500 1500
Dimensions in. (h x w x l) 8.0 x 5.125 x 37.0 10.0 x 8.813 x 17.5 10.0 x 8.813 x 17.5
Capacity amp-hr 340/300* 400 • 425 500
Energy, kw-hr 10.2/9.0* 12 12.75 15
Ph
watt-hr/lb 78/69* 87 LEM 91
I
105
watt-hr/cu in 6.6/5.8* 8.0 8.2 Lab
10
Mission watt-hr/lb 62 f n Taxi
82 93 87
.LEM
watt-hr/cu in. 5-2" 5.0 6.1 Lab 7-5 8.5 8-3
Wt of Terminals & Other Hdwe, Ib Zero 0.4 0.4
Canister Weight, Ib 10.5 10.0 10.0
Canister Material Mg Mg Mg
Reliability Estimate 0.995(LEM) 0.9915 Ph I 0.995(LEM)0.9915 Ph I 0-993
Lab Lab
Cycling Capability 3 3 (Test only) 3 (Test only)
Cell Weight, Ib 6.0 6.28 6.8
Silver Weight/Cell, gm 952 956
Zinc Weight/Cell, gm 746 850
Cell Dimensions, in. (w x th x h)
with Terminal 4.9 x 1.82 x 7.5 4.3 x 1.68 x 9.25 4.3 x 1.77 x 9.25
without Terminal 4.9 x 1.82 x 7.0 4.3 x 1.68 x 8.75 4.3 x 1.77 x 8.75
Ho. Cells, Positive/Negative 12/13 9/10 7/8
Total Effective Cell Area, sq. in. 620 494 384 (est)
Separator System Polyamide, Cellulose, Polyamide, Cellu- Polyamide, Cellu-
lose, Rayon lose, Rayon
Electrolyte Qty, cc;wt, gm;Conc, % 320/432/35 300/420/40 330/460/40
Voltage at 10 amp, Initial/Plateau/Final 31.4/30.9/29.5 36.9/30.5/29.2 36.9/30.5/29.2
Capacity after 30 days charged
Stand at 32°/80°/100°F 1.1C/1.1C/1.025C 1.0C/1.0C/0.9C i.oc i.oc 0.90
Heat Generated Btu 7,200/3,800** 16,600/9,800**
Specific Heat 0.19 0.19 0.19
Short Circuit Current into 0.01 fi Load, amp 750 600
Mounting structure Weight, Ib 5 5
ECA Weight, Ib 10 14 14 (5-Batt Pack)
10 (l-Batt)

* After Predischarge
** Normal LEM Mission/Abort (l Battery)
*** 4 Battery/3 Battery LEM Mission
± Based on 14-day Taxi Mission

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 (111)5-19

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 (111)5-29

5.2 ENVIRONMENTAL CONTROL SUBSYSTEM (ECS)

5.2.1 Groundrules
The following basic NASA groundrules have been adhered to in the establishment of
preliminary ECS functional design requirements and the subsequent development of
subsystem configurations for Phase I Labs:

•The CSM ECS shall provide for the removal of carbon dioxide, excess water
vapor, odors, trace contaminants and particulate matter from the combined
CM/LAB atmosphere during routine flight
• The Lab shall be capable of providing oxygen as required to makeup Lab and
interface leakage
• The Lab shall provide for re-charging the PLSS
• The Lab shall provide for the exchange of cabin atmosphere between the Lab
and CM as required to maintain the former at acceptable humidity, tempera-
ture and carbon dioxide concentration levels
• Extravehicular activities shall be accomplished using the Lab as an airlock.
The Lab shall provide oxygen as required for associated repressurizations
• The CSM shall provide all water required by the crew for drinking, food
preparation and personal hygiene.

5.2.2 Assumptions and Background Data

During the development of ECS configurations, it has been^necessary to make several

assumptions with regard to the functional requirements of Lab equipment. These
assumptions have been formulated within the groundrules itemized- in Paragraph 5.2.1
and, in general, reflect an attempt to provide a clean interface between Lab and
CSM Environmental Control Subsystems.

• Crew metabolic heat loads are apportioned as follows:

CSM ECS: all latent metabolic + sensible metabolic produced
by CM occupants
Lab ECS: Sensible metabolic produced by Lab occupants
• The Lab is decompressed to effect egress and remains unpressurized during
EVA experiments
• There are no fluid hardware interfaces between the Lab and CSM
• The Lab ECS returns cabin gas to the CSM at the same temperature at which
it is supplied (nominally 75 ± 5°F)
• The Lab suit circuit performs carbon dioxide, excess moisture, odor and
particulate matter removal functions in support of EVA experiments only
(i.e., PLSS transition and observer support).

5.2.3 Recommended Configuration

The recommended ECS configuration is characterized by a conservative interpretation

of.allowable Phase I modifications and by an essentially total utilization of hard-
ware developed for the basic LEM vehicle. Equipments whose functional requirements
are unique to the LEM mission have been deleted only where practical from the stand-
point of accessibility or where their retention would penalize experiment integra-
tion or subsystem performance.

Of the four basic ECS sections only the Heat Transport Section configuration has
been significantly affected since it is required to accommodate a 27U kw-hr all
(111)5-30

battery power supply, to provide a capability for the support of experimental

equipment and to provide for the maintenance of cabin temperature throughout wide
variations in thermal load profiles. Oxygen supply and water management equipment
is affected only in that expendables storage capabilities must be expanded to meet
increased demands for heat rejection and EVA support.

The following paragraphs briefly describe the recommended Phase I Lab ECS with em-
phasis on the manner in which it differs from its LEM counterpart.

5.2.3.1 Atmosphere Revitalization Section

The Atmosphere Revitalization Section recommended for the Phase I Lab is comprised
of the LEM suit circuit assembly, the LEM atmosphere recirculation assembly and
equipment associated with the forced exchange of the Lab and CM internal atmosphere.

As indicated in Paragraph 5-2.1, it has been assumed that -suit circuit functions
are performed by the CSM ECS during routine flight. The LEM suit circuit is re-
tained, however, on Phase I Labs to provide suit ventilation and removal of carbon
dioxide, excess water vapor, odor and particulate matter in support of suited oper-
ations associated with EVA experiments. Specifically, this equipment is required
for the following reasons:

• The suit circuit is used extensively during checkout procedures associated

with the transition to extravehicular life support systems

• The suit circuit is required to support an observing crew member in the un-
pressurized Lab cabin during EVA experiments.

Since the functional and operational requirements of this equipment are identical to
those of the present LEM, the suit circuit assembly is not modified for Phase I
Labs.

The atmosphere recirculation assembly provides for ventilation and temperature con-
trol in the Lab cabin. It consists of two cabin fans and a coolant to oxygen heat
exchanger equipped with wicking material for the collection and re-evaporation of
condensate. This assembly is retained intact and will remove all sensible heat
loads introduced Into the cabin atmosphere by Lab structure, equipment and occupants.
\
Since carbon dioxide and excess water vapor are removed by the CSM ECS during rou-
tine flight, provisions must be made for the exchange of Lab and CM atmospheres at
a rate that will maintain the former at acceptable humidity and carbon dioxide con-
centration levels. A flexible duct, approximately four inches in diameter connected
to the cabin heat exchanger fan assembly is recommended. The CSM atmosphere is
drawn through the duct to the Lab cabin and returned through the open docking tunnel
hatches.

The Phase I Lab Atmosphere Revitilization Section is shown schematically in Fig.

5.2-1. Two suit circuit LiOH canisters are sufficient to support the EVA capability
of the recommended Lab configuration.
 (111)5-31

5.2.3.2 Heat Transport Section

The Heat Transport Section (HTS) recommended for the Phase I Lab has the following
functional capabilities:

• Provision of active thermal control for all electronic equipment associated

with Lab "housekeeping" functions
• Thermal control of experiment payioads associated with the design power
profile
• Provisions for sensible cooling or heating as required to maintain cabin
temperature
• Cooling or heating of recirculated ARS oxygen prior to and during periods
of EVA ;,
•' Temperature control of all EPS batteries and associated electronics
• Transport and rejection by water evaporation of all waste heat associated
with the above functions.

The recommended configuration shown schematically as Fig. 5.2-2 conforms very

closely to the current LEM-HTS. The changes made have been limited to areas in
which the basic LEM could be modified at the launch site within a reasonable time.
These changes are as follows:

• Delete operational capability of redundant coolant loop.

• Plumb redundant coolant loop pump in parallel with primary coolant loop
,pumps ' " ' •
• Replace Inertial Measuring Unit coldplate with a simulated restrictor
• Add a manual bypass capability to the Abort Sensor Assembly (ASA) coldplate,
thereby reducing the ASA heater requirements from 73 w to. 5 w. Add a re-
strictor to the bypass leg to simulate the pressure drop of both the IMU
restrictor and the ASA leg
• Add 15 coldrails for EPS batteries in the descent stage
• Add a modulating diverter valve for the main water boiler • -.
Due to the deletion of' various electronic assemblies from the basic LEM, the
following coldplates are available for experiment, payioads on the lab:
Deleted Electronic^ Location Coldplate Size, in.'
Beacon Light Electronics Unpressurized Area To Be Determined
Above Cabin
Gimbal Angle Sequence Read of Display
Transformer. Assy Panel in Cabin It x 10
Pulse Talk Assy Unpressurized Area
Above Cabin 10 x 13
LEM Guidance Computer . Z-27 Pressure
Bulkhead 3x2*1 (2 Available)
Power Servo Assy Z-27 Pressure
. Bulkhead 9 x 21
Coupling and Display Unit Z-27 Pressure 3x20 (2 Available)
Bulkhead
It is anticipated 'that' the LGC coldplates will be used to cool the two additional
recorders being added to the basic Lab.
(111)5-32

Experiments requiring coldplate cooling may be installed on any of the remaining

plates provided that they are dimensionally and thermally compatible. The maximum
cooling capability of the remaining coldplates is approximately 500 w. This is
limited by the available coldplate area (500 sq in.) and a nominal heat flux of
1 w/sq in. Based on current experimental loads, the lab has a coldplate cooling
grovth potential of approximately 350 w without adding additional plates.

New coldplates could be added to the high temperature section of the coolant net-
work to enlarge the lab's cooling capability as long as these additional coldplates
do not increase the Heat Transport Section's pressure drop more than 5 psi, in
which case pump redesign vould be required.

Table 5.2-1 lists the maximum and minimum heat loads of housekeeping equipment,
cabin structure and the experimental payload. These loads were used in the per-
formance analysis illustrated in Figs. 5-2-3, 5-2-U and 5-2-5 and reflect maximum
and minimum instantaneous values. Lab water requirements were calculated utilizing
the average load analysis discussed in Section k.I. As shown on Fig. 5-2-3 at the
minimum load condition, with one man in the loop, the cabin temperature reaches
65°F. For this reason, it is recommended that a valve be added to automatically
modulate flow around the water boiler during this low load phase in order to keep
the cabin atmosphere above 70° as shown in Fig. 5-2-U. A LEM part, the cabin tem-
perature control valve (item 203) would be used for this application requiring only
that the temperature sensing element be replaced by one with a lower temperature
setting. The projected response characteristics of the valve are shown on Fig.
5.2-6. It is also recommended that the battery water evaporator remain inoperative
except on flights with high thermal loads. For the maximum load condition,
(as shown on Fig. 5-2-5), the maximum growth capability for experiment cooling
based on waste heat rejection is 7^0 Btu/hr with both evaporators operating. The
lab must store 830 Ib of water to provide heat rejection for the recommended con-
figuration loads.

Active Cooling of Additional Descent Stage Batteries. - In the current LEM configura-
ration there are four batteries and two ECA's in the descent stage. The batteries
have a relatively short operating life (36 hours), with a high current drain rate.
Heat dissipation from the batteries is directly proportional to the power delivery
rate, and varies from a minimum of lUU w during the lunar stay to a maximum of
ij-^9 v during LEM descent. The average cooling load imposed on the LEM heat trans-
port section by the batteries is 20U w, resulting in a coolant flow rate of 150
Ib/hr to the descent stage.

In the Phase I Lab configuration, the 20 descent batteries have a considerably

longer life (336 hr) compared to the LEM batteries. The associated waste heat pro-
duced is a maximum of 100 w due to the higher efficiency at lower loads while the
ECA's dissipate an additional 20 w. The total waste heat dissipation by all bat-
teries and EGAs in the Phase I Lab descent stage is therefore 120 w--84w less than
the present LEM. The cold rails for the four additional battrry packs (l6 batter-
ies total, U in each pack) will be connected in parallel with the present LEM de-
scent stage battery cold rails as shown in Fig. 5-2-2. The coolant loop pressure
drop for the parallel flow through each of the battery pack rails is estimated to
be below the LEM pressure drop, in spite of the increase in line lengths. This
assures that no additional load is imposed on the coolant recirculation assembly.
 (111)5-33

5-2.3.3 Water Management Section

The functional requirements of the Phase I Lab Water Management Section are identi-
cal to those of the present LEM; however, the extent to which they are performed is
different in the Lab. These functions are as follows:
• Storage and delivery of water required for the rejection of Lab waste heat
• Storage and delivery of water required for PLSS recharge in support of EVA
experiments •
• Collection and distribution of metabolic condensate during suited Lab oper-
ations associated with EVA experiments.
Since the CSM is responsible for providing all water required by the crew for
drinking, food preparation and personal hygiene (see Paragraph 5.2.1), no such capa-
bility exists in the Lab WMS. ' - •
As indicated in Paragraph 5.2.3.2, 830 Ib of water are required for the rejection of
all waste heat generated by Lab equipments and occupants. In addition, 123 rb are
required to support the eighteen EVA capability that characterizes the recommended
vehicle configuration (6.8 Ib water per PLSS recharge).
To accommodate the total water.storage requirement of 953 lb,-all LEM tankage is
retained and two LEM descent stage tanks are added providing a total water storage
capability of 1.,0)1*6 Ib. Approximately 93 Ib are -thereby available for growth in
heat rejection or PLSS recharge requirements. Fig. 5-2-7 illustrates the manner in
which the water storage capability may be apportioned between the rejection of-experi-
ment heat loads and the support of EVA experiments.
The WMS is shown schematically in Fig. 5-2r-8. The water feed lines to the secondary
coolant network have been capped due to the functional deletion of this equipment
(see Paragraph 5.2.3.2). All water controls are retained from the basic LEM. Water
requirements and storage provisions are summarized below.
PHASE I LAB ECS WATER REQUIREMENTS ' . -
Use ' Basis Quantity-, Ib
Thermal Control 830,000 Btu x 1 lb/1000 Btu 830
PLSS Recharge 6.8 'Ib/charge x 18 .charges .123
Total Water Requirement 253
Water Storage Capability 10U6
5-2.3.1* Oxygen Supply and Pressurization Control Section COSPCSl
The pressure regulating and delivery equipment associated with the Oxygen Supply and
Pressurization Control Section of the ECS has been retained for Phase I Labs. The
Section has been modified only in that its oxygen storage capability has been increased
by the addition of LEM tanks to meet the demands of Lab missions.
The following functions are performed by this ECS section: • -
• Storage' and delivery of oxygen required to support EVA's (PL5S recharge.and
Lab cabin repressurizatlonl • •
• Storage and delivery of oxygen as required to maintain cabjji pressure due to
Lab and docking tunnel structural leakage
 • Storage and delivery of oxygen for suited operations prior to and during
EVA experiments.

The recommended configuration, shown schematically in Fig. 5-2.-9 is capable of

performing these functions to the extent described in the following paragraphs.

To achieve the Phase I Lab's capability to support eighteen EVA experiments, 1^7 Ib
of oxygen must be stored for this purpose. Each cabin repressurization requires
6.9 Ib of oxygen and it has been conservatively assumed that a full PLSS recharge
(0.91 lt>) is requiijed subsequent to each ingress. In addition, 6 Ib of oxygen are
required to support the suited operations in the Lab associated with EVA experi-
ments. Fig. 5.2-10 illustrates the manner in which the Lab oxygen storage capa-
bility may be apportioned between recharging the PLSS and repressurizing the cabin.

In conformance with the groundrule in Paragraph 5-2.1, 107 !b of oxygen is provided

to make up Lab and docking tunnel leakage. It is impractical for CSM and Lab
equipment to perform the leakage makeup function simultaneously. Cabin pressure
tolerances are such that the respective regulators could not effectively operate
together even if modifications were attempted. It is recommended that leakage
makeup be shared on a pre-programmed basis with only one set of equipment operating
in a given time period. Since oxygen is stored at cryogenic temperatures in the
CSM it appears that the middle of the mission, during the period of maximum heat
leek into CSM tanks, would be the best time for the CSM ECS to provide leakage
makeup. Since oxygen is stored at ambient temperatures in the Lab, there is no
corresponding consideration.

Due to their limited storage capacity (k.hlli usable) LEM ascent stage oxygen tanks
have been deleted from the recommended Phase I Lab configuration. The current LEM
descent stage tank has been retained and five additional such tanks added to the
ascent stage aft equipment bay. The retained descent stage GOX tank is isolated
from the other five in order to extend the PLSS recharge capability. After the
pressure of the five manifolded tanks falls below the recharge pressure require
ments, subsequent recharges are accomplished from the sixth tank. Except for the
extended recharge capability and staging, the system functions the same as in the
current LEM. Oxygen from the storage tank, regulated to 1,000 psi maximum, enters
the Oxygen Control Module where it is filtered and made available for cabin repres-
surization, PLSS recharge, and regulation as ARS supply. Oxygen requirements and
storage capabilities are summarized below:

Phase I Lab ECS Oxygen Requirements

Use Basis Quantity, Ib
Leakage (Lab & Docking Tunnel) 0.38 Ib/hr x 28? hr* 107.2
EVA Repressurization 6.9 Ib/ropress x l8 repress 12^.2
PLSS Recharge 0.91 Ib/charge x 18 charges 16. 1*
Metabolic Consumption (EVA time) 2.0 Ib /man-day x 3 man-days 6.0

Total Oxygen Requirements 253-8

Oxygen Storage Capability k^.2 Ib/tank x 6 tanks 271.2
*Total Time-Lab Pressurized
 (111)5-35

5.2.h Baseline Configuration

The baseline Phase I Lab ECS configuration,' developed at mid-study for the purpose
of defining program costs and schedules, differs slightly from the configuration
described in the previous paragraphs for the following'reasons:

• The basic LEM Heat Transport Section has been reconfigured due to battery
cooling considerations
• Eight descent stage batteries have been added to the Phase I Lab in the
recommended configuration since.the GSM is no longer providing electrical
energy to the Lab
• The baseline configuration was riot required to make up Lab and docking
tunnel oxygen leakage
• Performance analyses have indicated the need for refinements to the base-
line configuration .

The recommended configuration reflects the latest LEM HTS design which arranges the
coolant network such that battery heat loads may be removed by the addition of a
small water evaporator. As mentioned in Paragraph 5«'2".3-2 this evaporator is not
required for the design flight.

Cold rails and associated -plumbing are added to the descent stage in the recommend-
ed congiguration to service the eight additional batteries as described.'in Para-,-
graph 5.2.3..2.

No configuration changes have been made to accommodate the requirement that the Lab
ECS make up Lab and' docking tunnel leakage. The baseline 'capability of support for
31 EVA's has been decreased to 18 to provide oxygen required for leakage makeup.

Minor changes, such as the addition of a bypass control valve for the HTS water
evaporator (see Paragraph '5.2.3-2) have been..dictated by the results of subsystem
performance analyses. Refinements of this nature will continue and should not be
classified as configuration changes. ,

5.2.5 Alternate Configuration - Passive Cooling of Aft Equipment Bay Electronics

The aft equipment bay coldrails of the Phase I Lab contain housekeeping equipment
that dissipates an average of 190 thermal watts. As described in Section ^.1, this
equipment could be cooled passively by a) modifying the surfaces of the equipment
to maximize-their heat dissipation by radiation and b) removing the thermal shield
from the aft bay and replacing it with (l) and alzak skin to maximize heat rejec-
tion when the aft bay is sun oriented and (2.) shutters to provide a capability of
minimizing heat rejection when the aft bay is dark space oriented. The cold rails
would be functionally deleted from the Heat Transport Section, however they would
remain in the vehicle, as .structural members to support the electronic packages so
that structural change could be. kept to .a minimum. .

If the passive cooling approach for aft bay housekeeping equipment were incorpo-
rated, .the capability would exist to provide additional coldplates for cooling of
experimental packages elsewhere, in the vehicle whose pressure drop and cooling
capacity would be. the same as those deleted from the'aft bay; namely 3.5 psi and
2^00 Btu hr respectively.

(^SAumman.
(111)5-36

5.2.6 Alternate Configuration - Battery Package Passive Thermal Control

An alternate passive approach to the thermal control of storage batteries added to

the Phase I Lab is described in Section U.I. A significant decrease in HTS com-
plexity and in water storage requirements can be realized as described below:

The current LEM descent stage contains four batteries which are flange mounted on
actively cooled cold rails. The recommended configuration is characterized by an
additional sixteen batteries in the descent stage. As discussed in Paragraph
5.2.3, active cooling can be provided for the twenty batteries in the Phase I Lab
with no increased demands on the HTS. The additional batteries are located such
that passive cooling is possible. The four basic LEM descent stage batteries, be-
cause of their location, cannot be adapted to passive cooling and must remain on
the glycol loop. Passive battery cooling'is thereby considered only for additional
batteries. If passive cooling is selected, no modifications would be required in
the descent stage coolant network and the additional battery heat load would be
removed from the coolant loop. However, no glycol pumping power savings can be
expected because of the parallel arrangement recommended and the decreased glycol
flow rates which would result. Passive battery cooling would yield a significant
saving (85 lb) in required onboard water storage.

5.2.7 Alternate Configuration - Incorporation of Radiators into the Heat Transport

Section

As an alternate to the recommended configuration for the Phase I Lab's Heat Trans-
port Section, radiators are proposed in lieu of water evaporation as a means to
reject waste heat during all but peak load phases. The system is shown schemati-
cally in Fig. 5.2.-11. In addition to the radiators, two LEM regenerative glycol
heat exchangers are used to maintain coolant temperature within acceptable limits
during low load conditions. The LEM cabin temperature control valve (item 203)
with a new temperature sensing element would also be used for radiator control.
'The radiators would consist of two 15 sq ft panels located in the descent stage on
two quadrant outer surfaces l80 deg apart. This location requires two additional
coolant lines between the ascent and descent stages.

Although the weight of this additional equipment totals approximately 90 lb, the
corresponding system weight would be reduced by 680 lb. This is because only 60 lb
of water would be required for the rejection of peak heat loads.

5.2.8 Alternate Configuration - Utilization of Propellant Tanks for ECS Oxygen

Storage

Four LEM descent stage propellant tanks are retained in the Phase I Lab configura-
tion due to structural and accessibility considerations. These tanks may be used
as an alternate method for storing Lab ECS oxygen. Each tank has a volume of 63.3
cu ft and a design pressure of 250 psia. With an initial pressure of 250 psia and
an ullage pressure of 75 psia (same as LEM), 2U-7 lb of usable oxygen may be stored
in these tanks. This amount surpasses the quantity of oxygen that can be stored in
the recommended five LEM descent stage GOX tanks located in the ascent stage aft
equipment bay. The one descent stage tank in the current LEM would be retained as
a high pressure source for PLSS refill. The OSPCS remains the same as the recom-
mended configuration except for the deletion of the five tanks and the addition of
supply lines from the propellant tanks.
 (111)5-37

This storage method is offered as an alternate "because the propellant tanks are
constructed of titanium vhich has been shown to be imcornpatible with liquid oxygen
and high pressure gaseous oxygen. However, titanium may prove to be compatible
with oxygen at low pressure; a verification test is necessary. Should compatibil-
ity prove questionable, two alternatives are possible: a barrier or inhibitor may
be applied to the inside of the tanks or a bladder may be used. An existing 1^-in.
diameter access in each tank would facilitate either treatment of the tank or the
installation of a bladder.

In utilizing the propellant tanks, 115 It" could be saved, but the predominant ad-
vantage is the space that would be made available in the aft equipment bay.

5.2.9 Potential Modifications per Flight - Separate Heat Transport and Rejection
Loops for Experiment Cold Plates

The recommended Phase I Lab ECS configuration integrates experiment cold plates in
the primary heat transport section (HTS) which services the entire vehicle. The
additional heat load of the experiment cold plates associated with the recommended
configuration may be imposed on the HTS without exceeding its design limits, since
some of the LEM electronic packages requiring cold plate cooling have been deleted.
Although some of the deleted equipment heat loads have been replaced by the heat
loads of the experiment cold plates, a considerable over-capacity still exists for
future growth of experiment loads. This excess cooling capacity is discussed in
Paragraph 5.2.3.2.

If this inherent excess cooling capacity should be exceeded by the demands of

finalized experiment programs it is possible to provide a separate coolant circuit
to service experiment cold plates. This can be done by utilizing the existing net-
work associated with the LEM redundant heat transport section, since the functions
of this equipment are unique to the LEM mission (thermal control of critical com-
ponents during abort).

The primary advantages of adopting the existing LEM redundant loop for servicing
experiments are as follows:

• Coolant lines are already installed and available in the cabin and the aft
equipment bay
• Water sublimator and associated water lines are installed
• Cabin pressure shell alterations would not be required
• GSE connections are available

The redundant coolant pump, which is structurally integral with the coolant recircu-
lation assembly, provides coolant circulation in the redundant loop and may be used
to service experiment cold plates. The following considerations would, however,
favor the use of another LEM coolant recirculation assembly for an experiment cold
plate loop:

• The LEM coolant recirculation assembly is not presently required to oper-

ate two coolant pumps simultaneously
• Wo coolant pump redundancy would exist for the experiment cold plate coolant
loop
• The coolant pump selector switch is not presently capable of selecting
two pumps for simultaneous operation.
(111)5-38

In addition to a separate or modified coolant recirculation assembly the following

modifications would be required to adapt the LEM redundant glycol loop as a sepa-
rate HTS for experiment cold plates:

• Addition of a glycol accumulator

• A control valve and by-pass for the water module
• By-passes for dual passage cold plates. .

The redundant evaporator performance is shown in Fig. 5.2-12. The coolant recir-
culation assembly flow rate is 222 Ib/hr; however, the flow rate may be decreased
by installing a parallel bypass orifice similar to that used-with the redundant
pump on the present LEM.
 (111)5-39

Table 5.2-1

PHASE I LAB ECS THERMAL LOADS, BTU/HR

2 MEN IN CABIN

Std Cabin max 175

Config
Heat Exchanger min 175
Exper ' s Low max 515
Coldplates
Temp min 515
High max 0
Temp min 0
Sensible max 772
Cabin
Metabolic min 59^
Heat Exchanger Electrical max 1032
Housekeeping min U79
Windows max -850
& Structure min -3^0
Low max 30U
Temp min 82
Coldplates Batteries max ^00
min 177
High max 671
Temp min 600
max 105
Coolant Pump min 105
 Water Separator Set
Push-Front Sep

; WMS

HTS

Gas Return

Primary CO2 Canister

HTS C ,^ Cabin Air Secondary CO2 Canister Suit

I D ! Recirc Assv Compressor

Fig. 5.2-1 Atmosphere Revitalization Section

 To GSE Vent
Accumulator i Overboard
I Battery Water
Evaporator
Abbreviations Used on Heat Transport Diagram (Functionally
Deleted)
EGA Electronic Control Assy
SP Signal Processor
S-BX S_;Band Transponder
S-BP S-Band Power Amplifier From
VHF Very High Frequency Communications Water
INV Inverter Management
ATCA Attitude & Translation Control Assy Section
CWE Caution & Warning Assy (WMS)
SCEA Signal Conditioning Electronic Assy
PCMTE Pulse Code Modulation & Timing Equipt
PQGS Propellant Quantity Gaging System Recirculation Assy
LCA Lighting Control Assy
ASA Abort Sensor Assy
AEA Abort Electronics Assy
VSR Voice Storage Recorder
Coldplates Available for Experiments

From
Atmosphere
Revitilization
Section
(ARS)

Suit
Circuit
Heat
Exchanger
 PCMTE

SCEA PQGS

Interstate
Disconnects
and Flex Lines PCMTE

SCEA

Suit Temp
Evaporator Control Valve
BAT ECA
V From ARS

Reg BAT ECA

Heat
Exchangers Reg
Suit
Circuit
Heat INV CWE
Exchanger

INV ATCA

To ARS
VHF AEA

SP S-BX S-BP

Fig. 5. 2-2 Heat Transport Section Schematic^

 T = 45. 1 204 Ht Ex . /
e = .795 i >T = 65.3
t
1 i 111 Ht Ex TT
Q
209 W/B ° ^_(x)^—
Q = 1870

T =35.3 i
W = 222

< 'T = 65.3

it
Batteries
Q = 177

T = 36.2(

i i
Pump T = 60. 6 Hi-Temp
Q = 105
f C/P
| Q = 600

T = 36.8 ', , , p/p

Lo-Temp T = 40.0 ^
*,,C^0
101 Ht Ex
v y
'
Q = 597 - = 60.2
T= <=-927 T = 62.2
/ oc | «« \

106 Ht Ex
t =0
LJ
W = 314
T - RA K

Fig. 5. 2-3 Coolant Circuit Performance - Mn. Load

2 Men Resting - No Water Evaporation Control
 204 Ht"Ex
^-** ,, ci i ft'i f\ * —
t = .795 j T = 73.1
t \
111 Ht Ex "^
• .
«•« »-(^_,

T =43.5
W = 222 <
«'T = 73.1

T = 44. 4

T = 68.4 Hi-T(
4 C/P
I Q=6

; 101 Ht Ex
T =45.0
T = 48. 1 ,-
•__/> >\ ' — ^ .s\ — oon —
^ ^^* T = 68.0 <=. 927 T = 70.0
00 I 00

106 Ht Ex
Q=0
€ = _
LJ
W = 314
T = 72.3

Fig. 5^2-4 Coolant Circuit, Min Load, 2 Men Resting, with Water
Evaporator Control • •: .
 (111)5-^5

W = 152 ^~. 2()4 Ht Ex

>/' Q
c =- IT = 64.4
(k fc 1
1 i 111 Ht Ex ^
209 W/B «=» .-(^.n
Q = 3621

T =45.4
( 'T = 64.4
i
W = 222
ii
Batteries
Q =400

T = 47. 5 • i

i r

Pump
Q = 105 T = 54. 2 Hi-Temp
I C / P
Q = 671
\
T = 48.1 Lo-Temp T = 52.4 ' 101 Ht Ex
(< ^ ,
Q = 819 ^"^ T == 52.4 t = . 927 T = 60.9
/ 00 | 00 \

106 Ht Ex
-0
< =-
t t
W = 311
T = 76. 2

Fig. 5.2-5 Coolant Circuit, Max Load, 2 Men on Duty, with Water
Evaporator Control
 <D

O
U

>s-
w
CO
o
•i-i
-t->
CO

O)
-M
u
rt

o
o
CO
c
a
CO
CD
tf

CM
•
10

I i I i i i i i i i j i i i i i i i I i l l l i l I I i
o oo CD If) co (N
10
' aanjBjaduiaj, apsuas
 (IID5-U7

70

Notes

Crew water supplied by CSM

60 3 descent & 2 ascent water tanks (1046 Ib)
Earth orbits assume 100 watts passive loss
Lunar orbits assume 50 watts passive loss
14-day mission

50

CD
O>
bC

,£5 40
O
0)
tf

o
^

v«
O
30

o
$5

20
18 PLSS Recharges

10

20 40 60 80 100 120
Experiment Cooling Load for Experiments
& Experiment-Dependent Subsystem
Operation, kw-hr

Fig. 5. 2-7 ECS Water Utilization

 Descent Stage
Water Tanks

Descent Stage
Ascent Stage
Water Tank Primary Coolant
Water Evaporator

HTS

Secondary
.] Coolant Circuit
Capped

ARS ARS ARS

ARS Sensing Evaporator
Sensing

Fig. 5. 2-8 Water Management Section Schematic

 (111)5-^9

Cv-J GOX

Burst
Diaphragm
| High Pressure
Oxygen Control
Module
\^ Tank

Descent Stage
Ascent Stage

Pressurized Area

Press
Switch
AFT Equipt. Bay

Cabin Repressurization
Valve

ARS
Sensing
O Control
Module

Fig. 5. 2-9 Oxygen Supply and Pressurization Control Section Schematic

(111)5-50

140 -

120 -

100 -

w
0
be
Sn
ctf
I 80

O
03
An
( Capabilityof
o
Recommended
60 Configuration
<4-4
o
d

40

20

. Nominal Design
Point

I I I- I .1 I I I I I I I I I I I I I I I I
68 10 12 14 16 18 20 22 24
No. of Lab Repressurizations

Fig. 5.2-10 EVA Capability Based on Oxygen Utilization

 (111)5-51

To Battery
Water Evaporator
Radiator (Ref Fig. 5. 2-2)
Panel
Radiator
Control
Valve

Y Intermodular
I Valve
I and
Controls

Radiator
Panel

Interstate
Connections

Coolant
Temp
Reg Control
Heat Valve
Exchanger

From Battery
Cold Plates
(Ref Fig. 5.2-2)

Fig. 5.2-11 Radiator Integration Schematic

,/uvruna/L
(111)5-52

".S
o
o .
S-4
0)
Pin
SH
O
o „
O* QJ
O

J-i f
W

0
oo £
H
-4->

QJ
(1)
K

CM

O
co

o
1C

l I 1 I I l l l I I l l J I I l I I I I 1 1 I 1 i 1
o o O'
Oi oo
 (111)5-53

5.3 GUIDANCE NAVIGATION & CONTROL (GN&C)

5.3.1 Ground Rules

The ground rules used in this study are:

' • All translation and orbital maneuvering capability vill be supplied by CSM
• The Lab will provide the orbital attitude hold capability within the limits
of the recommended configuration. Capability beyond these limits will be
supplied by the Experiment package
• There is no electrical interface for control between the Lab and the CSM
• All missions have RCS in the Lab
• There is no main propulsion system in the Lab.

5"3-2 Assumptions and Background Data

The assumptions used in this study include:

• The Lab must include a capability to provide an inertial reference
• The addition of external sensors such as horizon scanners are experiment
dependent and, as such, are not included in the vehicle design.

The list of missions from the Phase A study plus the "Blue Book" was used as a
basis for determining the recommended configuration. The missions can be divided
into four categories for purposes of a GN&C evaluation. The first category, being
composed largely of medical and biological experiments does not require a control
system. The second category requires only rate stabilization. This requirement
can be satisfied by the Primary Guidance, Navigation and Control Section (PGNCS) or
the Abort Guidance Section (AGS) as configured in the present LEM. The third
category requires coarse attitude hold. Again, this requirement can be satisfied
by the AGS or PGNCS. The fourth category of mission requires very accurate atti-
tude hold. The order of magnitude of accuracy required would require a complete
redesign of the GN&C subsystem.

The recommended GN&C configuration will provide control for the first, second and
third mission categories. Capability to provide control for the fourth category
must be a function of the experiment package; The choice of the AGS for the rec-
ommend Lab configuration was made primarily on the basis of weight and power.
The details of the choice are shown in 5.3-3 and in 5-3-7-

Some of the experiments require earth pointing capability. Two methods of provid-
ing this were evaluated. The first is to use a horizon scanner or similar type
sensor. The second method is to insert a rate bias command from the computer into
the control system to provide approximate earth pointing. This bias signal can be
updated to provide the required accuracy, however, update frequency may be a prob-
lem. The first method requires hardware and the second method requires soft ware
changes. This capability must be provided as part of the experiment or on a per-
flight modification basis, and is not part of the recommended configuration.

5.3.3 Recommended Configuration

The recommended GN&C subsystem is as shown in Fig. 5-3-1. The configuration is

that of a modified AGS with changes to the Rate Gyro Assembly (RGA) and the Atti-
tude and Translation Control Assembly (ATCA.). The AGS is recommended on the basis
Of power and weight parameters. A comparison of the AGS with the PGNCS will be
found in Paragraph 5.3.7. At the present time there is no "basis for comparison of
the reliability of the two systems since the reliability estimates for each system
are derived from different bases. A more complete discussion of reliability analy-
sis of these two systems is given in Section 4.5.
The recommended change in the EGA is a shift in the dynamic range of the rate gyros
to provide a .001°/sec. threshold sensitivity. This is a change of 10:1 from the
present system and requires a 10:1 change in the maximum rate capability from 25°/
sec. to 2.5"/see. With the Lab only required to provide attitude hold capability
this maximum rate change is acceptable. A change in the restoring spring constant
will provide the necessary range shift while improved selection of wheel bearings
will tighten tolerances if necessary.
The change to the ATCA provides a 1 pulse limit cycle for the RCS jets in the pres-
ence of no disturbance torques. This, in conjunction with the increased threshold
sensitivity, provides a minimum impulse response to a small rate change, which re-
sults in less fuel used and decreased firing cycles for the RCS jets. The proposed
modification is a change in the ATCA rate gain from a range of 1 to 4 to a desired
range of 1 to 10. The implementation of this change will be determined by GAEC in
conjunction with the equipment manufacturer.
The modifications to the Abort Electronics Assembly (AEA) and the Data Entry and
Display Assembly (DEDA) are required to permit the use of the Alignment Optical
Telescope (AOT) with the AGS as a means of providing update information for attitude
reference in the LEM Labs.
The modification to the AES consists of adding a star catalogue and processing rou-
tines to the program complement. A catalogue of approximately 45. stars using
triple precision coordinates and the necessary processing routines requires an
estimated UOO memory locations. The deletion of the Rendezvous Radar and any ren-
dezvous maneuvers releases an estimated 200 memory locations for this catalogue.
The remaining 200 locations required are provided by a reduction in the memory re-
quirements for Alignment, Calibration and Explicit Guidance of approximately 800 lo-
cations.
The modification of the DEDA is the implementation of the AOT discrete signals,
Mark X, Mark Y, Mark Bar, and Reject Mark, in the DEDA. The azimuth detent posi-
tions and the elevation readings of the AOT will be entered into the AEA through
the DEDA.
The System performance will be the same as that specified for the Apollo LEM system
with the exception of those changes specified in the modifications detailed above.
This performance is summarized as follows:

[limit Cycle Deadband, Rate Limit,

deg Deg/sec

Wide 5 3 1/2
Narrow 0.3 0.2

AGS Drift Rate =1.1 deg/hr

 (111)5-55

5.3.H Baseline Configuration

The differences between baseline and the recommended configuration described in

paragraph 5-3.3 are as follows:

• The ATCA would be identical to the LEM ATCA.

• The EGA would be identical to the LEM EGA.

This system was not recommended because of the high propellant consumption rates
for attitude hold. (See Sections \.2 and U.3).
5-3«5 Alternate Configuration - Deriving Rate Information from ASA
An alternate configuration consists of the replacement of the RGA by deriving rate
information on the AEA from the-Abort Sensor Assy. (ASA)
As presently configured (Fig. 5.3-2) each of the three gyros in the ASA generates
a gated pulse train which is sent to an input register in the AEA. The AEA pro-
vides for the continuous accumulation of these pulses and their processing every
20 msecs. Program control provides a true positive or negative angular increment.
The accumulated pulses are processed in the AEA to update a coordinate transforma-
tion matrix. These rotations, together with initial conditions, are combined with
orientation commands and processed through the inverse transformation matrix to
yield body axis components of attitude error.
There is, therefore,' data available within the AGS which will allow the computation
of the components of angular velocity. By using the gyro pulse outputs accumulated
within the AEA input section and suitably processing it, angular rate data can be
provided in an explicit form and the rate information from each gyro is independent
of that of the other gyros. This prevents loss of all rate information in the
event of a malfunction of one of the gyros.

There are two methods of providing angular velocity components from the gyro pulses.
The first method processes the data through the computer memory logic and second
method processes the data through circuitry that is independent of this logic.
This second method provides the capability of deriving rate data during times when
the computer is not activated. The first method requires the least change to the
present AEA and for that reason is the method considered.
The rate data derived by the computer can be used in one of two ways. It can be
multiplied by the rate feedback gain and combined with the attitude error signals
within the computer to form the total error. The total error can then be converted
to the proper analog signal. For the Rate Command Mode, the hand controller sig-
nals are introduced directly into the AEA (Fig. 5.3-3). Within the ATCA the logic
and pulse modulation circuits would be the same as the present design. For the
second method the derived rate data and the attitude error data are separately con-
verted to proper analog signals and combined in the ATCA (Fig. 5-3-*0- The remain-
der of the system is the same as the present design, the rate gain change as a
function of dead band will be handled in the ATCA.
System I and System II require additional analog/digital or digital/analog con-
verters and interface changes as shown in Figs. 5.3-3 & -h.
(111)5-56

The software requirements are based on the assumption that the gains, limits and
deadband requirements were the same for all channels. An additional mode switch
requirement is included to provide deadband min-max selection in Rate Derived Sys-
tem I (Fig. 5«3-3)« The running time of the program is not significantly increased
(due to deadband selection) but there will be an increase in memory locations re-
quired.

The mechanization of System I is based on the equations shown below for one channel.
System II requires the same basic computation and timing.

Where is the computation interval in the cr^ loop

The programming flow chart is shown in Fig. 5«3-5« Approximately 1 msec is requir-
ed for the added programming running time for both Systems I and II. System I re-
quires 60-75 memory locations and System II requires hO-50 memory locations.
Table 5-3-1 indicates that there is memory core area available for this additional
program. . . •

The AES Lab I Vehicle as presently configured is assumed to require a threshold

sensitivity of 0.001 degrees/sec, angular rate. The AGS as configured for LEM has
a 25 degree/sec maximum vehicle rate capability. The gyro electronics package has
a 32,000 PPS data pulse rate.

Value of one _ 25 deg/sec _ .R

u uuuo
• pulse from ASA ~ 32,000 PPS ~ ' <

Value of one pulse , _ .87 x 1Q-3 deg/pulse _ R oPf,/TO1-iSP

Minimum angular rate ~ 1 x 10- deg/sec ~ ' be<_/Pu_Lse

This means that under present LEM configuration a pulse from the ASA will reach the
AEA computer every 870 milliseconds. Computations in the AEA's digital loop will
add hO milliseconds for a total of 910 milliseconds between pulses to the RCS
engines.

The studies set forth here lead to the following conclusions: The AEA computer
has enough memory capacity, as the program is described above to fulfill the soft-
ware requirements of an internally derived rate program.

The existing LEM-AEA using ASA gyro information can provide a pulse to the RCS
jets at the rate of 890 to 910 milliseconds per pulse, while attempting to hold a
0.001 degree-per-second angular vehicle rate.
I (111)5-57

The computation time of the AEA is sufficient for the above derived vehicle angular
rate program. The independent variable for increasing response time of the rate
loop is the scaling of the ASA gyros.

Further studies by GN&C Analysis & Integration incorporating computer simulation

are needed in order to define the AES-Lab guidance requirements. These studies
should take into account the increased sensitivity requirements, rate filters,
~roop~s~tabHTtyy~ moWent~unb~aTaTi~ce™in~creas ed~inert iay "and -RCS~ propellent- cons erva
tion.

5.3-6 Alternate Configuration - New RGA Assembly

An alternate configuration would be the Baseline Configuration with a new RGA using
rate integrating gyros to provide an improved threshold sensitivity. This approach
uses torquing amplifiers to null the gyros. Since the precession rate of the gyro
is propotional to the torque applied, the torquing current would provide a direct
measurement of the input rate. The threshold of this system would be a function of
the sensitivity of the torquer amplifier, its current measuring device and the gyro
drift rate. Assuming good electronics, most of the gyros considered (See Table
5.3-2) had at least a factor of 10 better threshold sensitivity than the present
gyro without sacrificing maximum rate input. However, all these gyros are larger
than the rate gyros.now used in the LEM RGA. Thus this approach would require
redesign of the RGA in addition to including an electronics package.

5.3.7 Alternate Configuration - Use of Primary Nav. Guidance

Another alternate would be the use of the PGNCS instead of the ACS. This system
was not recommended for the following reasons:
• Power requirements for the PGNCS are more than twice that required for the
AGS (See Table 5-3-3)
• Weight of the PGNCS is approximately three times that of the AGS (See Table
5-3-3)
• The PGNCS has the possibility of a gimbal 'lock occurring in the IMU when
the middle and outer gimbal axes coincide or fall within 20° of each other
during a vehicle attitude maneuver. The gimbal lock warning light goes on
when the angle between the middle and outer gimbals is greater than 55°.
Using the AGS there are no singularities in the equations used to derive
the attitude error signals and there is no possibility of a gimbal lock
• The PGNCS requires the use of a Gimbal Angle Sequence Transformation Assem-
bly (GASTA) to provide a rotation of the angular coordinate system used by
the IMU to that used by the FDIA.

This transformation is not required for the AGS

5.3.8 Potential Per Flight Modification

For improved system performance a reduced limit cycle deadband is desirable. The
present deadband is 0.3° and a desired deadband is 0.1°. In as much as the LEM
system had a 0.1° deadband at one time, this should not be a problem. A brief
look at the total null error voltages confirms the feasibility of a 0.1° D.B.
(111)5-58

Refer to Fig. 5.3-6. An output signal of 0.21 VDC corresponds to 0.1° attitude
input. The null signals from the various sources are:

• RGA (in Phase) l.U MV Deadband x 22.5 • = 31.5 MV

• ACA No Spec on in-phase but assume l.U MV •= 31.5 MV
• AEA 10 MV (In Phase) x 7 ' = TO. MV

In Phase Total Null = 133 MVDC

From this, the 0.1° deadband is feasible, however, GAEC in conjunction with the
equipment manufacture, must determine equipment modification requirements.

5-3-9 Discussion of Configuration Choices

With no requirement for an abort capability in the Lab, the minimum non-redundant
system capable of accomplishing a reasonable percentage of the mission require-
ments was the criterion for the recommendation. Therefore the AGS was recom-
mended as a consequence of its lighter weight (approximately 100 Ib less) and
its lower power consumption (approximately 2kO watts less).

The modifications recommended to the AEA, DEDA, RGA and ATCA do not change the
power requirements and weight of the system while providing an improved mission
capability. ' " ' ' ' ' . "
As was mejitioned previously no comparison of reliability estimates is possible, due
to the difference in the reliability base used in the two approaches. The AGS may
have an advantage in that there are feuer components in this system than in the
primary system.
 (111)5-59

Table 5.. 3-1

PROGRAM LENGTH

LEI4 AES
Flight Interim
Function Program Program Labs

Attitude Ref & Display 346 358 346

Alignment 155 135 50
Input Processing & Compensation 172 172 172
Calibration 100 100 0
Initialization 130 . 130 130
Navigation 194 324 19^
Explicit Guidance 830 0 0
Steering 375 0 . 375
Radar Filter 153 0 0
CSM Acquisition 46 0 0
Telemetry ' 49 0 49
Executive & Housekeeping 467 0 467
Self - Tests 2*4.5 780 245
DEDA Processing 250 0 250
Service Subroutines 109 119 109
Star Catalog 0 0 4oo
AES Guidance 0 0 200
TOTAL 3621 2118 2987
15$ Estimating Factor 450
"Scratch Pad" .500
3937
Remainder 159
TOTAL MEMORY CAPACITY 4096
(111)5-60

Table 5-3-2

RATE INTEGRATING GMROS

Manufacturer Designation Dimensions Random Max.

Dia. x length, Drift Rate, Torque Rate,
in. Deg/hr Deg/sec
Honeywell GG 8001 2.0 x 2.8 0.02 3.5
Honeywell GG 250 1.6 x 3.2 ' 7.2 150
Kearfott C702516 1.8 x 2.8 0.03 5.5
Nortronics GI-KT 1.6 x'2.5 0.05 17
Reeves 12IG 1.3 x. 2.5 0.1 20/ho
Sperry SYG 1040 2.0 x.2.8 0.5 20
Systron Donner HIG-3 1.3 x 2.1 k 30
(Greenleaf Div.)
Kearfott LEM 1.0 x 2.1 36* 25
Rate Gyro

Rate Threshold Sensitivity

 (ill)5-61

Table 5-3-3

PGNCS VS AGS POWER & WEIGHT COMPARISON

PGNCS Power, Weight AGS Power Weight

TJa-t-fo Ib "Ih

-
CDU 36.8 ASA 76.0 21.0

IMU r- 430
1*1.3 AEA 90.0 32.0

PTA -283.8 1^.8 DEDA 8.0 8.0

PSA 20.1 RGA 8.5 1.8
LGC 70.0 SCS (Panel) 3.0 6.0
- 105
DSKY 17.5
GASTA 5.63 Steady-State DC 7.U
17.8 Steady- State AC

Totals U12.23 to ^53.^3 * 207.9 Totals 176.5 68.8

* Information not clear if lj-12.23 includes CDU's.

Note: Harness "A" & "B", weighing 23.5 lb, must "be added
to PGNCS; harness required by AGS not included.
(111)5-62

RCS
Panel

RCS
Sec
Sol

Displays AOT
& Controls

*Modified Units Deleted from LEM Legend

AOT Alignment Optical Telescope
AC A (1) ATCA Attitude & Translation
T/TCA (1) Control Assy
ASA Abort Sensor Assy
DEC A AEA Abort Electronics Assy
GDA ACA Attitude Control Assy
LR RGA Rate Gyro Assy
RR DEDA Data Entry &
IMU Display Assy
DSKY RCS Reaction Control System
JLGC T/TCA Thrust/Translation
PTA Control Assy
PSA
CDU

Fig. 5.3-1 Recommended Configuration

 (111)5-63

Rate
Gyro
Assembly
ACS ~1
Abort
Electronics
Assembly
I Pulse
Jet Reaction
Summation Logic Ratio
Abort Modulation Drivers Jets
Sensor
Assembly

1
Attitude Translation
Controller Controller

Fig. 5.3-2 Present AES-LAB S and C Comparison

 AEA I
I
hln—
p; « 1, el

y
Transformation
I/O D/A

I
I Rate
-1 Command
Mode

K
_R
T

Legend
Attitude Information
Incremental Rotation
ai Computer Attitude Output
K~ Attitude Gain
e ln Computer Rate + Attitude Output
gj L Limit of Angular Rate
n
KR Rate Gain (Function of Selected Dead-Band)
T Sampling Period in 0 Loop
01 Computer Rate Output

Fig. 5. 3-3 Rate Derivative System I

 (111)5-65

AEA

r~ ~i
»-
11.11^
n
±/ \j
I/O
1
1 ft- X^n ^- fc^
~^v
1 »- 1 E / €1
~™^
1 1 n n
A a. ^
L J

K ^ r» /A MI^^PI
JJ/A
A01 n r
r ^n
^^ I
fv X
n

_l

Fig. 5. 3-4 Rate Derivative System II

Vucmman.
(111)5-66

e
CO
<v

3 =3
d « */
& « *i
<U
CO
(N
1'*
0
"c
CO
<H
1
1 1

u
^o
£
rt

CO
 (111)5-6?

7.28v Pitch
Auto Limit { 3.64v Roll
or
Attitude
Hold

0e=0.3vRMS/deg
(800 cps) '

Ascent K=6.05

Null Signal Summary

RGA Threshold 0. 01 deg/sec = 1.4mv
Null 30 mv RMS (Noise, Quad, Harmonies)
ACA Total 30 mv RMS
AEA Attitude 10 mv In Phase
Error 50 mv Total
Signals 17 mv Harmonic

Fig. 5. 3-6 Block Diagram - Deadband Calculations

 CONFIDENTIAL
(111)5-68
5A REACTION CONTROL AND PROPULSION .

5.^.1 Ground Rules

• . The Phase I Lab RCS shall provide attitude hold for all mission experiment
phases
• The GSM RCS shall "be used for all transit and orbital slewing functions
including rolling operations
• Ascent and descent propulsion subsystems will be deleted.
5.^.2 Assumptions and Background Data • ' .
The .following assumptions were made in the course of the study:
;
• Only hardware which is reasonably accessible will be removed
• Hardware will be removed during modification operations at KSC
• Descent-propulsion is not required for injection into a synchronous earth
orbit.
A review of Phase A studies and estimates of probable experiment requirements has
shown that the basic LEM RCS with the present tankage will be capable of perform-
ing the Phase I Lab missions. The lU day mission time should not present propel-
lant storage problems- since the LEM tankage, has a 30 day propellant exposure re-
quirement. By properly allocating the propellant among the redundant thrusters,
the specified engine life of 1000 sec and 10,000 cycles will not be exceeded.
An improvement in propellant consumption with a corresponding increase in attitude
hold duration could be achieved by using RCS engines with smaller minimum impulse
bit firing capability than the LEM engines. Changes in the control system would
be required to take advantage of this feature. Actually, only the undistrubed
limit cycle propellant consumption would be reduced; consumption due to disturbance
torques such as aerodynamic and gravity gradient would not be affected. To assist
in studying this possibility, the following information on alternate lower level-
thruster configurations was obtained:
• Marquardt - 5 Ib thrust (developed for Syncom)
Min. impulse bit - o.05 Ib-sec (0.010 sec pulse width)
Nominal Specific Impulse - 195 sec (pulsing)• .
Propellants - N20l^/50$ UDMH, 50$ -N2H1).
• Marquardt - 22 Ib thrust (developed for Advent)
Min. impulse bit - 0.20 Ib-sec. (0.010 sec pulse width)
Nominal Specific Impulse - 215 sec (pulsing)
Propellants - ^Ol^/MMEL
• Rocketdyne - 25 Ib thrust (used on Gemini OAMS)
Min. impulse bit - 0.35 Ib-sec (0.015 sec pulse width)
Nominal Specific Impulse - 170 sec. (pulsing) '
Propellants - N20^/MMH
Although a comprehensive industry survey was beyond the scope of this study, a
trend of minimum impulse bit vs thrust is indicated by these data. There appear
to be no technical problems in adapting smaller thrusters to the LEM Lab,' although
further studies would be required if a particular thruster were selected, 'and it
appears likely that some additional development work would be required to insure

CONFIDENTIAL
 (111)5-69

idequate thruster life. New tankage, or less efficient utilization of present

;ankage, might be required if the 0/F ratio differed considerably from the LEM de-
sign value of 2:1.
j.4.3 Recommended Configuration
J747371Reac"tion~CoiTGfo"l "Subsystem"
Che basic LEM RCS configuration utilizing sixteen thrusters and a dual helium and
propellent feed system should be retained for the Phase I Lab. In addition, the
ascent system propellant-interconnect valves, filters and switches should be re-
noved and the propellant lines at the valves should be capped. Total usable propel-
Lant provided by this arrangement is 423 lb.

5.4.3.2 Ascent Propulsion Subsystem

tfith the exception of those portions of the ascent propulsion manifolds which may
De inaccessible, the ascent propulsion subsystem will be completely removed during
the modification operations at KSC. The hardware to be removed is listed in Table
?.4-l. The interconnect between the ascent propulsion subsystem and RCS will be
removed and the RCS propellant manifold capped as discussed above.
5.4.3.3 Descent Propulsion Subsystem

Except for the descent propellant tanks and inaccessible portions of the descent
manifolds, the descent propulsion subsystem will be completely removed during the
modification operations at KSC. It has been determined that the propellant tanks
cannot be removed without some descent stage structural modifications. Therefore,
the tanks will be retained. The hardware to be removed is listed in Table 5.4-1.
5.4.4 Baseline Configuration

Same as recommended configuration.

5.4.5 Alternate Configuration - Reversing RCS Fuel and Oxidizer Lines

By interchanging oxidizer and fuel lines, 524 lb of usable propellant can be provid-
ed instead of the recommended configuration value of 423 lb. This propellant
capacity gain results from the fact that the RCS engine operates on the LEM duty
sycle at an average 0/F ratio of 2:1, whereas, the Lab duty cycle results in a ratio
Df 1.3:1. This phenomenon occurs because the mixture ratio is a function of elec-
brical pulse width, and the attitude hold operation for the Lab mission requires
Dnly minimum width pulsing.
Phe LEM tanks are sized to accommodate the different propellant densities at an 0/F
Df 2:1. Therefore, operation at an 0/F of 1.3*1 cannot use all of the oxidizer and
some may be off-loaded, as shown in the following table.

(JrSJtumman.
 (111)5-70
RCS Propellant Tankage Capacity
0/F Ox Fuel Total
a. 2:1 368 I8k 552 ib.
b. 1.3:1 239 i8k k23 Ib.
c. 1.3:1 296 228 52^ Ib.

a. Present LEM Usable Propellants (REF)

b. . Lab, using present LEM "tankage arrangements and off-loading oxidizer
c. Lab, using Ox tanks for Fuel and Fuel tanks for Ox.

By coincidence, interchanging the ox and fuel tanks will give almost exactly the
correct volume ratio for 1.3:1 0/F. This change is permissible since the tanks are
compatible with either fluid. The effective interchange of tanks would probably
be accomplished by interchanging propellant lines rather than physical movement of
tanks .
Feeding the engine fuel through the present oxidizer supply system and vice versa
would lead to very "hard starts" and engine failure, due to the internal design of
the engine which requires a fuel lead for proper operation. It is necessary to
maintain the present engine oxidizer and fuel feed lines as described above.

5-^.6 Potential Modifications per Flight - Use of Descent Propulsion

Consideration of the use of descent propulsion for attaining synchronous orbit was
generated by the mission profile originally described in the NASA Blue Book. This
requirement has since been deleted (revision J) but is reported on herein should a
future requirement -for this operation be created.
The propellant loading requirement was established by Table XVII of the Blue Book,
as 16,290 Ib compared with the descent tanks' capacity of 17,360 Ib of usable pro-
pellant .

The subsystem would be identical to LEM's with the exception that the propellants
would be off loaded and vent valves would be added to depressurize the helium and
propellant tanks after engine shutdown. The use of vent valves was dictated by the
desire to eliminate uncontrolled (random) venting of the tanks and safety consider-
ations. Without additional vent valves, the cold helium used to pressurize the
propellant tanks will increase in temperature with a corresponding increase in tank
pressure. Within approximately 2U hours the pressure will be sufficient to rupture
the burst disc and open the relief valve. Subsequently, random venting of pressure
will occur. It is desirable to control this venting to eliminate unwanted disturb-
ance torques which may affect the experiments being conducted. The main problem
from the viewpoint of safety is the prevention of catastrophic failure of the tanks.
Tank failures can occur in at least two ways: the increase in tank pressure from
increased helium temperature combined with a failed- closed relief valve, and micro-
meteoroid penetration of a tank at pressures higher than 40 psi. Based on the
helium and propellant tank geometries and material, ^0 psi was established as a
conservative estimate of the pressure level at which no crack propagation will
occur if the tank is punctured. The use of vent valves to de-pressurize shortly
after descent engine shutdown will eliminate these problems .
 CHI) 5-71/72

A preliminary review of the descent engine capability to meet the synchronous orbit
requirements indicates it will be able to fulfill these requirements. A full
thrust engine burn of approximately 535 sec is required. The LEM Descent Engine
Test Plan requires a demonstration of the engine capability to burn 17,931 lb of
propellants at full thrust (approximately 590 sec burn time).

The jAS_e_pjf_desce_nt propulsion for the synchronous orbit would require a revision to
at least one LEM operational procedure. Since the"d^esc^nl;"eTigl.ne~c^ntrols~Tmls"t~~be
on the Lab (no control interfaces between Lab and GSM), it is necessary to enter
the Lab prior to attaining the final orbit. The ramifications of this procedure
were not explored.

5'^.7 Discussion of Configuration Choice

The basic LEM RCS, as shown in Fig. 5-^-1, has been proposed on the basis of it
being able to satisfactorily accomplish the Phase I Lab mission experiments as
defined in Phase A studies. The ascent propellant-interconnect valves, filters and
switches may be eliminated with minor effort to save hardware cost. Propellant
consumption is discussed in Section ^.3. If required, the alternate configuration,
with minor changes, as described in Paragraph 5.k.6, may be utilized to make avail-
able 101 lb of additional propellant capacity. In a limit cycle minimum impulse
bit mode of operation, this alternate configuration (^>2h lb usable propellant) will
be within the 10,000 cycle - 1,000 sec specification life.

TABLE 5.^-1
MAIN PROPULSION HARDWARE

Hardware Removed Remarks

Ascent Engine

Ascent propellant feed Portions of propellant

section manifolds may be retained.

Ascent propellant tanks Including support mounts

Ascent pressurization Portions of helium

section manifolds may be retained .

Ascent helium tanks

Descent Engine

Descent propellant feed Portions of propellant

section manifolds may be retained.

Descent pressurization Portions of helium

section manifolds may be retained.

Descent helium tanks

Q^iiMunman.
 Temp Xducrs (10)

Crossfeed
Valves (2)

Capped'/ 0 ?
Lines "\ g L I I

( ' '
F (Fj
: :
r r :i Engim
Clustf

/u\ /s\
IV III
 NAME
Helium Pressure Vessel (2)

Press Xducrs (12)

Fi-l-l-&-Vent-Disconnect- (-2-)—
Helium Initiating Valve (4)
Filter (2)
Regulator Shutoff Valve (4)
Regulator Assy (4)

Quad Check Valve (4)

Test Disconnect (24)
Pressure Relief Valve (4)

Propellant Tank (4)

Propellant Quantity Gage

Tank Vent Disconnect (4)

Bleed Disconnect (4)
Fill Disconnect (4)
Main Shutoff Valve (4)
Service Disconnect (4)
' 1

Isolation Valve (16)

I I I I
I I T I
T
NC
Propellant Inlet Filter (16)

Cluster Assy Heater (4)

NOTE: Valve positions (NO-open, NC-closed)

r Assy shown are for a normally operating
system only.

Fig. 5. 4-1 Reaction Control Subsystem Phase I Lab

 (111)5-75

5-5 COMMUNICATIONS

5.5.1 Ground Rules

There is no data interface between the CSM and Lab

Lab communications and telemetry subsystems are not dependent on CSM
Maximum use shall be made of Apoll^~lia"FdwaTe~n7il;hnmThl.inum modific'at'ion
TV transmission will be via the CSM S-Band link to Earth (real time only)
TV requirements will be satisfied by the present Apollo GFE TV camera.
This camera will be deployed from the CSM through the hatches to the Lab,
with the power cable extending from the camera to the CSM-S Band subsystem.
• There will be a hardline intercommunications system between the CSM and Lab.
The hardline can be used when the Lab is depressurized and the CSM pressur-
ized.

5-5.2 Assumptions and Background Data

5-5.2.1 Assumptions

• There are no TV or data uplink requirements.

• All three astronauts will have continuous audio capabilities.
• EVA communication to the CSM or Lab will be via the VHF link.
• Earth S-band communication link is always available regardless of the
intercommunications mode.
• Lab status data will be transmitted to the ground during line-of-sight
mission phases.

5-5.2.2 Background Data

The following is a brief description of the LEM communications capabilities upon

which the Lab communications are based.

5-5.2.2.1 Communications.• Figure 5-5.-1 is a block diagram of the LEM Communica-

tions Subsystem showing the changes which convert it to a Lab system. In particular,
the S-Band section provides capabilities for:

• Transmission of voice, biomedical data, and telemetry to Earth.

• Aid in tracking and ranging - receives and re-transmits, in phase coherence,
a pseudo random noise (PRN) coded signal to enable the MSFN to track the
LEM during deep space phases.
• Receiving voice transmission.

The Earth is used as a relay station at S-Band to extend the range of communications
between the LEM and CSM. The S-band section is a replica of the unified S-Band
concept (i.e., voice, bio-med and telemetry are multiplexed on a common S-Band
carrier).

The PM modulators are used for the coherent operational mode, whereas the FM modu-
lator is used for the non-coherent transmission mode. Transmission of both modes or
simultaneous operation of the driver-multipler chains are both precluded. .Only one
power amplifier is used at a time.

(^fAumman-
(111)5-76

The VHF section is used for LEM/EVA and LEM/CSM communications. The VHP operational
modes are:

• Duplex voice with CSM or EVA

• Receive voice/bio-med from EVA
• Transmit 1600 bits/sec data to the CSM.

The VHF B transmitter (259-7 me) is the only one capable of transmitting PCM data.
Either voice or data can be transmitted at one time (not simultaneously). The VHF
receiver (259-7 me) is the only one capable of receiving EVA voice and bio-med data.
These are received simultaneously. The LEM/EVA operational modes can be summarized
as follows:

• Primary Mode:

o VHF B = 259-7 me, duplex-EVA voice and bio-med to LEM (EMU)

o VHF A = 296.8 me, duplex voice only LEM to EVA

• Back-up Mode:

o VHF A = 296.8 me, duplex voice only EVA to LEM

o VHF B = 259.7 me, duplex voice only LEM to EVA

The LEM/CSM link via the antenna system (no hardline).

The signal Processing Assembly (SPA) consists of the pre-modulation processor (PMP)
and the two audio centers. The SPA provides the switching and processing for signals
within the communications subsystem.

5.5-2.2.2. Antenna System. The LEM antennas applicable to the Phase I Lab are:

• S-band steerable antenna - This is a 26-in. diameter dish antenna mounted on

the LEM. It is highly directional and is used for the AES lunar and syn-
chronous orbiting missions.
• Two VHF in-flight antennas - These support the VHF link between the EVA and
Lab. These antennas are used for the CSM and Lab link when the vehicles are
separated. Only one antenna is used at a time, the operational antenna
being selected by the astronaut.
• Two S-band in-flight antennas - These are used as a back-up system to the
S-band steerable antenna. For the AES Lab near-Earth orbiting missions, this
antenna system is the predominant one. Only one antenna can be used at a
time; the astronaut selects the antenna for operation.

To define antenna performance accurately, it is necessary to illustrate and define

the radiated signal strength distribution over the spherical surface enveloping the
LEM. Figure 5-5-2 illustrates the LEM at the center of the radiation sphere and the
superposition of the rectangular and spherical coordinate systems used to describe
antenna performance. Also indicated are the locations of reference points on the
two dimensional display of the spherical surface which describes antenna radiation
distribution plots. With this geometrical scheme, it is possible to determine the
effect of vehicle attitude on the Earth communication link. All the diagrams in the
further discussion of antennas angular coverage and radiation patterns use this ref-
erence coordinate system.
 (111)5-77

The S-band steerable antenna is a gimballed, circularly polarized antenna vhich has
a gain of 20 db. Angular coverage is approximately 330 by 150 deg (Fig. 5-5-3).
The angular coverage is predominately on one side of the LEM. Consequently, during
any Lab mission the vehicle may roll to a position requiring use of the S-band in-
flight antennas. For synchronous orbit missions, the in-flight antennas can be used
for only a limited number of communication operating modes. For the lunar orbiting
Lab, the Earth link could be lost because^ of^^h^c^e_roll,__since_at J.unar_distances^,
the in-flight antennas cannot maintain the Earth link.

The S-band in-flight antennas are two circularly polarized log conical spirals mount-
ed on the LEM ascent stage, one along the +Z axis, the other along the -Z axis.
Each antenna theoretically provides hemispherical radiation on each side of the vehi-
cle, producing spherical composite coverage. The specified radiated signal strength
distribution of these antennas is: "....gain shall be greater than -3 db with respect
to right-handed circularly polarized isotrope over no less than 85% of the sphere".
The requirement of $5% spherical coverage is met when the radiation patterns of each
antenna are superimposed over the sphere.

Figures 5-5-^ and 5-5-5 are composites of antenna model test radiation distribution
plots taken with the Apollo LEM at the transmitting and receiving frequencies.
The legs are extended and, although the Labs do not have landing legs, these same
interference effects may be created by typical experiments. Figure 5-5-6 is a plot
of percent coverage vs signal strength relative to an isotropic source. As indicat-
ed, there is greater than -3 db gain over 85% of the sphere. These patterns sub-
stantiate use of the S-band in-flight antennas for Lab near-Earth orbiting missions.

The VHF in-flight antennas are circularly polarized and have the requirement that
antenna gain be greater than -6 db with respect to a linear isotrope over no less
than 85$ of the sphere. The VHF antennas are used for the LEM/EVA and LEM/CSM (when
separated) links. Although antenna test patterns are not presently available, early
Apollo experimental test patterns indicated radiation distribution similar to the
S-band in-flight antennas. These antennas are adequate for the Lab.

5.5.2.2.3 Ground Station Performance and Capability.

• 200-n.mi Earth Orbit - The following ground stations were used to determine
the available communication time (ground station coverage) for inclinations
of 28.5, 50 and 90 deg: Antigua, Ascension, Bermuda, Cape Kennedy, Carnarvon,
Grand Canary Island, Guam, Grand Bahama Island, Guaymas, Hawaii, and Corpus
Christi. These stations each utilize a 30-ft dish antenna capable of track-
ing the Lab up to 5 deg above the horizon. Since the tracking rate of the
85-ft dishes (3 deg/sec) at other ground stations encompasses the angular
rate of a 200-n.mi Lab (approx 0.7 deg/sec), slightly greater ground cover-
age could be achieved by including these other ground stations (Canberra,
Goldstone, and Madrid).

A computer program used for determining ground station coverage indicated the time
available for line-of-sight (LOS) communications to Earth from the Lab. An analysis
was also done to determine the corresponding operating time of the transmitter.

Figure 5.5-7 illustrates the method used to develop Table 5.5-1. The "ON" step
indicates that the S-band transceiver equipment is On, but not in communications
 (111)5-78

with Earth. This table summarize the communications time and equipment operating
time for the various Earth orbits. Figures 5-5-S through 5-5-10 provide a detailed
communications timeline for each of the cases of interest.

• Lunar Orbiting Lab - All of the lunar orbits provide communications time to
earth at least equal to 50% of the time. Since telemetry will be transmitted
to earth at a bit rate either equal to or greater than that recorded in the
Lab, the availability of communication time is not a problem.
• Earth Synchronous Orbiting Lab - For this mission continous communication
time is available. Restrictions imposed by vehicle attitude will govern the
time available for communication.

5-5.3 Recommended Configuration

The recommended configuration for the Lab maintains the Apollo LEM Communication
and Antenna Subsystems, with the following two minor modifications:

• Modified SPA to accommodate the hardline intercom

• Provision of an additional PCM data channel

These modifications and the resulting performance characteristics follow.

5-5.3.1 Modified SPA

The audio control center portion of the SPA will be modified to accept the intercom
input from the CSM and to provide the Lab signal to the CSM (Fig. 5.5-11).

This system provides a variable output intercom system (ICS) amplifier for each
vehicle. By turning down the ICS amplifier, the intercom can be disabled to allow
an astronaut to sleep undisturbed in the CM. The ICS amplifier may be turned up,
and the astronaut in the CM aroused, if required. With this system, each occupant
can contact the other vehicle or carry on normal operation without disturbing the
routine in the other vehicle.

5.5.3.2 Additional PCM Data Channel

For the earth orbiting Lab missions, the data handling capabilities of the S-band
section may be inadequate. To increase the data handling capability, an additional
data channel is provided by using the TV baseband spectrum of 0 to 500 kc. This
design approach is available because the AES TV requirements will be satisfied via
the CSM S-band RF link. The proposed system provides greatly extended Lab telemetry
capability with no modification to the communication subsystem.

•Previously, a bit rate of ^09.6 kilobits/sec (kb/s) had been selected for this addi-
tional data channel. A final value depends on further mission requirement analysis
and the equipment modifications that are acceptable. Figure 5.5-13 shows bit rates
(NBZ data) vs bandwidth for various bandwidth/bit rate ratios. Using the LEM/BR
value of 2.9^, the available LEM' TV baseband bandwidth of 500 kc will provide a
•data handling capability of 3^0 kb/s. Using the AES recommended value of 2.35> the
system provides a capability of ^10 kb/s. It should be noted that the NRZ bit rate
is divided by 2 (bits/cycle) to obtain the fundamental frequency of the data.
 (111)5-79

The design approach is illustrated in Fig. 5-5-12 which reflects a recently incorpo-
rated change in the Apollo LEW communication hardware. The figure shows the UlO-
kb/s data input in place of the TV input for AES PCM data use. This method bypasses
the SPA and feeds the PCM signal directly into the S-band FM modulator. The ma-
trixed signals from the PMP FM mixing network (PCM 51-2 kb/s and voice bio-med) are
fed through a high-pass filter to remove intermodulation distortion. This clean
_compo.site signja.l._i_s__ih^n_cojiMn_ed__with_^^PCM_signaJl^Jji_the_ linear adder circuit
to form a new complex composite signal. This signal is applied to the voltage con-
trolled oscillator (VCO), where frequency modulation is effected, i.e., the chang-
ing input signal volage yields a changing output frequency from the VCO. This out-
put is then passed through a power FM limiter to remove any residual amplitude var-
iations and then proceeds to the S-band driver multiplier chain. As-indicated in
Fig. 5-5-12, no modifications to the equipment are required, and an additional FM
PCM data-channel of ^10 kb/s is provided. The only requirement presently forseen
for this approach is the assurance of.matched impedances at the present TV input
and compatible signal levels.

5-5.3.3 Performance Characteristics

The AES Lab communication subsystem is illustrated in Fig. 5-5-1 and the operational
modes indicated in Fig. 5«5-l^« Frequency allocation is designated in Fig. 5-5-15-
The following operational formats are selected:

• PRN Ranging - This mode is on PM and involves a received and retransmitted

signal to ground (Paragraph 5-5-2.2.). The PRN ranging will not be requir-
ed when the Lab and CSM are docked. The CSM will provide range information
via its S-band system. This will allow the Lab to use the full FM mode as
required when a large quantity of experimental data is being accumulated.
• Lab Spacecraft Status Data - This is transmitted by FM or PM on a 1.02^-mc
subcarrier (51-2 kb/s normally) to ground when in LOS.
• Recorded Experiment Data - This data is transmitted by FM at the rate of
^10 kb/s over the TV baseband (0 to 500 kc) in place of the LEM TV mode.
• Voice Bio-Med - Voice is received on a 30-kc subcarrier from ground.
Astronauts' voice and bio-med are transmitted to ground simultaneously on a
1-25-mc subcarrier. This mode can include an EVA. A PM back-up mode exists
on the 0 to 1^ kc band. Bio-med of only one of the Lab occupants can be ac-
. commodated at one time
The full FM mode consists of experiment data, status data, and voice/bio-med trans-
mitted simultaneously. The full PM mode consists of PRN ranging, status data, and
voice/bio-med transmitted simultaneously.

During EVA when the two vehicles are docked, the hardline intercom will be used for
the inter-vehicle voice link and the EVA astronaut will utilize the VHF link to
both vehicles.

In addition to this general operational format, further consideration is given to

mission related circuit margins and antenna characteristics.

5-5-3.3-1. j/lission Related Circuit Margins. Circuit performance margins were

determined for the 200-n.mi and sychronous Earth orbit missions, as well as the lunar
orbit mission. The analysis is that presently used on the Apollo LEM (LIS 380-
15006). The same modulation index is used for the additional data channel (^10 kb/s)
(Ill)5-80
I
as that used for the LEM TV. In the analysis, assigned antenna gains are 20 db for
the S-band steerable and -3 db for the S-band in-flight antennas. The listed
circuit performance margins are greater than the S/N system requirements.

• 200-n.mi Altitude Orbit - A 30-ft dish antenna at the ground station is

assumed.

o Full FM mode: PCM (1+10 kb/s)/PCM (51.2 kb/s)/voice and bio-med

- 20 watts to steerable
C/N +1*6. 6 db
' S/N (1*10) +58. 9 db
S/N (51.2) +50. 9 db
S/N (voice , bio-med) +1*9. 2 db
- 3/1* watt to steerable
C/N +30 db
S/N (1*10) +1*2. 1+ db
S/N (51.2) +1*1*. 1+ db
S/N (voice, bio-med) +32. 6'db
- 20 watt s t o in-flight antennas
C/N +21. 5 db
S/N (1*10) +33. 9 db
S/N (51.2) +35. 9 db
S/N (voice , bio-med) +2l*. 1 db
- 3/1* watt to in-flight ant ennas
C/N + 1*.9 db.
S/N (1*09.6) +17- 3 db
S/N (51.2) +19- 3 db
S/N (voice , bio-med) + 7- 5 db
Full PM mode: PRN ranging/PCM (51. 2 kb/s)/voice

- 3A watt to in-flight antennas

C/N +1+2. 3 db
S/N (PRN) +25- 3 db
S/N (51-2) +ll+. 1+ db
S/N (voice) +15- 8 db

• Synchronous Orbit - The circuit performance margins presented are those for
a 30-ft dish antenna at the ground toless otherwise indicated. Where the
30-ft dish is used, the circuit margins can be updated for larger dishes by
adding 9 db for an 85-ft dish, and IS db for the 210-ft dish.

o Full FM mode: PCM (1*10 kb/s)/PCM (51.2 kb/s)/voice and bio-med

- 20 watts to steerable
C/N + 6.6 db
S/N (1*10) +18.9 db
S/N (51.2) +10.1* db
S/N (voice, bio-med) + 9-2 db
 (111)5-81

- 3A watt to steerable, 210-ft ground dish

C/N + 8.0 db
S/N (1*10) +20.1* db
S/N (51.2) +11.8 db
S/N (voice, bio-med) +2?.2 db
20 watts to in-flight antennas, 210-ft ground dish
C/N - _Q._k_db_
S/N (1*10) +11.9 db
S/N (51.2) + 3.3 db
S/N (voice, bio-med) + 2.1 db

o PCM mode: PCM (51.2 kb/s)/voice

3/1* watt to steerable, 85-ft ground dish

C/N . +38.8 db
S/N (51.2) +10.8 db
S/N (voice) +12.2 db
- 20 watts to in-flight, 210-ft ground dish
C/N +39-3 db
S/N (51.2) +12.7 db
S/N (voice) +13.5 db
f
o PM mode: PCM (1.6 kb/s)/voice, bio-med

20 watts to steerable
C/N ' +1*6.1* db
S/N (1.6) +26.6 db
S/N (voice, bio-med) +23-9 db
- 3A watt to steerable
C/N +29.8 db
S/N (1.6) + 9-9 db
S/N (voice bio-med) + 7-3 db
- 20 watts to in-flight antennas, 85-ft ground dish
C/N +30.3 db
S/N (1.6) +10.5 db
S/N (voice, bio-med) + 7-8 db

These circuit performance margins illustrate the inherent flexibility for accommodat-
ing unfavorable vehicle attitudes during experiment operation. Communications and
telemetry capability always exists for this mission.

• Lunar Orbit

o Full FM mode: PCM (UlO kb/s)/PCM (51.2 kb/s)/voice and bio-med

- 20 watts to steerable, 210-ft ground dish

C/N + 1*.6 db
S/N (1*10) +16.9 db
S/N (51.2) + 8.U db
S/N (voice, bio-med) + 7.2 db
 (111)5-82

o PM mode: PCM (51-2 kb/s/voice •

20 watts to steerable, 85-ft ground dish

C/N +35. ^ db
S/N (51.2) + 8.8 db
S/N (voice) + 9.5 db

o Full PM mode: PEN ranging/PCM (51-2 kb/s)/voice

- 20 watts to steerable, 210-ft ground dish

C/N +U3.3 db
S/N (PRN) +23 db
S/N (51.2) +1U db
S/N (voice) + 9-3 db

Although this mission is limited in operational modes some operating flexibility is

made available because of the longer communication time available.

5.5.3.3.2 Mission-Related Antenna Characteristics. The antenna system is sensi-

tive to the Lab experiment payload package in that radiation can be obstructed and
destructive interference can be caused by multiple reflections. In addition, the
mated vehicle configuration can produce unfavorable results. The proposed antenna
system can only be confirmed after antenna model tests.

The EVA backpack antenna is a monopole with linear polarization. (Backpack has a
transmitting power of 75 mw. ) Since both the CSM and Lab have circularly polarized
antennas, there will be a variable power.loss due to the differences in polarization.
The maximum one-way power loss vs voltage axial ratio is- plotted in Fig. 5-5-16.
The radiation distribution plot, in the vicinity of the descent stage and the_ power
loss due to arbitrary polarization, will require analysis to insure that signal
strength is adequate to maintain the EVA link.

The data presented (antenna patterns and circuit margins) indicate that the S-band
in-flight antennas can be used as the primary antenna system for the 200-n.mi
Earth orbit mission, thereby placing a minimum constraint on vehicle attitude.

5.5-^- Baseline Configuration

The baseline configuration was based on using the PM mode for incorporating the
additional PCM data channel. This involved a modification to the PMP portion of the
SPA. Recent developments in the Apollo Program allow the use of the TV baseband in
the FM mode with no modification to the SPA.

The resulting operational format changes, particularly for the 200-n.mi Earth orbit
missions, are:

• FM is now the primary full operational mode for communications and telemetry.
• The Lab will provide PRN ranging only as a back-up to the CSM (contingency
mode) or when the Lab and CSM are separated.
 .(111)5-83

5.5-5 Alternate Configuration - Coupled S-Band/VHF In Flight Antennas

The S-band in-flight antenna patterns and circuit margins presented earlier sub-
stantiate the use of these antennas for the 200-n.mi Earth orbit missions. It
appears desirable to couple these antennas and remove the need for manual switch-
ing from one antenna'to another.

A system of coupling the two antennas can be devised and developed. In particular,
systems of two, three, and four in-flight antennas were analyzed to determine their
radiation characteristics. Each system's antennas, were distributed symmetrically
about the vehicle. Utilizing ray theory and vector summation, distribution patterns
were derived. These studies indicated that the two-antenna system is the more prac-
tical for the Lab missions. The circuit performance margins would allow the -3-db
loss. The radiation distribution for this system is shown in Fig. 5-5-18. A com-
puter program is being used to determine the pattern envelope in more detail and
accuracy over the regions ranging from 260 to 280 deg and 80 to 100 deg. Some
pattern scalloping should be realized in these regions. Determining the nature and
extent of the scalloping requires the vector summation to be taken over finer
intervals of 1 deg, whereas 5-deg intervals were chosen for the initial analysis.

Similarly, the VHF in-flight antennas could be coupled to remove the need for
antenna switching. Although the coupled VHF mutifiliar helix antennas were not
analyzed, an approach similiar to that used for the S-band antennas could be used.
The resultant determined radiation would not be as free from nulls as with the S-
band patterns, since early experimental tests indicated that the VHF radiation dis-
tribution contains null areas.

5-5.6 Alternate Configuration - S-Band Transceiver Cycling

As stated previously, the preceding ground station will notify the Lab as to the
time interval of the next ground station contact. The S-band .transceiver is then
cycled manually by the astronaut, or cycling may be provided automatically by the
addition of a timer-relay to the equipment. The astronaut could use this additional
component when required (intervals between ground stations greater than 15 min).
The automatic cycling is more practical due to the anticipated amount of astronaut
activity during the Lab missions.

5-5.7 Alternate Configuration - Addition of Internal TV Jack

The addition of an internal TV jack to the Lab will allow for TV transmission direct-
ly from the vehicle. TV transmission would be time shared with the UlO-kb/s data
channel in the full FM mode. Additional cables and switching would be required.

5-5.8 General Discussion and Conclusions

The recommended communications systems satisfy the requirements of the Lab. Table
5.5-2 summarizes the approaches to providing the additional data channel.

(^fAumman.
 Table 5-5-1
COMMUNICATIONS TIME

Orbit Alt, n.mi 200 200 200

•Inclination, deg 28.5 50 90

Rev Transit T/R Transit T/R Transit T/R

No. Time, On, Time, On, Time, On,
min min min min min min
1 17 A3 73 0 0 11 11*
2 16.38 36 8.96 19 1-78 5
3 39.23 68 17.88 39 6.21 9-5
1* 38.62 53 33-2 1*9-5 13.39 22.5
5 17.9 29 11*. 5 17-5 U.69 15-5
6 13-52 19 10-75 ll* 11.61 18.5
7 10-79 23-5 3-66 7 15-85 20
8 8.33 !5 . 6.28 9-5 7-55 10
9 U.67 8 6.36 9-5 7-1*3 10.5
10 7-27 10.5 7-51 10.5 l*.87 8
11 6.7 10 7.27 10.5 1*-17 7-5
12 2.92 6 10 16 7-9 14
13 7-1 10.5 7-35 13-5 13 .'36 19
1U 21.23 32 17 23 7.52 11
15 21* .1*1* 35 11 ll* 16.7 23
16 29.85 39 11*. 5 17-5 12 18
17 27.89 39 13 19 7-5 11
18 33-31 52. 18 32 0 0
19 36.22 57 19-1 37 7.53 11
20 32.76 55 22.16 . 32-5 0 0
21 19.1*5 31* 23-3 38 21.12 29
22 11.96 23 6.8 10 6.29 16
23 7-19 10.5 2.76 6 15.38 22
2k 1*.22 17-5 7-5 10-5 •• 7-1* • 10-5
25 13 19 0 0 7-5"* 11
26 ll*. 72 21 11.78 18 0 0
27 o 0 16.5 25 7.22 . 10.5
28 6.51* 10 7-3 10.5 13.35 19-5
29 16.89 27 H*-37 20.5 7.73 11
30 21* .29 31-5 12-5 18.5 15 22
31 25.66 36 18.5 21-5 16 22-5
32 26.1*1 36.5 9-75 16 7.51* 11
33 33-35 5^-5 9 15 5-7lt 9
31* 31*. 87 52 17-5 33 3.16 6-5
35 38.25 51 12.9 27 6.37 ' 10
36 29.1* 1*8 22-5 31* 8 17
37 13 23 8.85 12 13-1*8 19
38 9 22 0 0 13.6 20
39 12 27 l»-5 7-5 18 • 25
UO 12 18 2.6 1* 8 11
Ul 8.5 ll*. 5 6.17 11-5 6.78 10
1*2 9 12 7-29 10.5 0 0
1*3 5 8 15.03 21.5 7-26 10.5
1*1* 15-5 27 9-23 19 0 0
"»5 21 32 Ik. 6 18 21.9 29-5
46 26 36.5 16. U 22.5 -97 1*
1*7 18.21 21*. 5
1*8 7.63 11
Per 1*6 Revs Per 1*6 Revs Per 1*7 Revs
Max. Comm Time Available,
min 833.76 5U3.86 1*17-1
Total Xcvr Time On, min 1362.0 820.5 629.5
On-Off Cycles 68 61* 58
 (111)5-85/86

Table 5.5-2

SUMMARY OF POSSIBLE MODES OF ADDITIONAL DATA TRANSMISSION

Mode Data Rate, Mods To be Determined or Reqd
k-bits/sec

1. PM 1+02. 6 To SPA • Ability of ground— to

handle wideband data in
• On 500-kc baseband PM mode.
• Details of mod.

2. FM 1*09.6 None • Ability 'of ground to

track 200 n.mi Lab in
• On 500-kc baseband FM mode.
(RECOMMENDED) • • Exact nature of added
hardware .
• See Note .

I!ote: It is assumed that the ground stations can process the FM wideband data
because of their ability to receive and process the Apollo TV signal.
 VHF Antennas
1 In -Flight
1

1 VHF Pre-eg

CM Voice
PCM or EMU
Split Phase
Voice

Note: EMU (Extravehicular

Mobility Unit Transmits
both EVA voice & data.) PCM NRZ & Timing

* Change from
present LEM system.
Voice
Key
— -+• Power Supply Voice
—*• Signal Voice
 (111)5-87^08

S-Band Antennas
I

Steerable
In-Flight
S-Band 1
Erectable
Jack

V
bD
-g
£ CO
1t, jjipiexer
0
s
0
a
^ «^H

1
TJ
0
s~~li "1 ! Power Amp.
* C
1 O « §
U S co pq
-2 <a 3 =3
i> <u m <u
.u o o o
'p p o o

Voice

PRN

Modified
Signal
Processing Voice, PCM/NRZ, EMU
Assembly
51.2 or 1.6 kbs
Voice & PCM

Hardine Intercom
to CSM* Recorded
Experiment
Data*

Fig. 5.5-1 Communications System Schematic

_
 (111)5-89

0° (+X)
Spherical
Arbitrary Pt (0,0)
Coordinate System

0 = 180
e = 90° (-z)
0 = 270
6= 90° (+Y)

=90
0 = 90° (-Y)

0 = 0°, 360°
0 = 9 0 ° (+Z)

Equivalent Rectangular
Coordinate System 6 - 180 (-X) Arbitrary Pt (6, <t>)
used for Radiation
Distribution Plots
0, deg
+X +X +X . +x
(0=0) (0 = 0) (9 = 0) 1 (0 = 0) (9 = 0)

/0 =90 \ /0=90 \ £=90\ k = 90\ /0 = 90 \

bfil _- \0 = 180 / +Y y= 270/ +Z V = 0 / -Y \f = 90/ \0 = 180J -

(0= 180) (0 = 180) (0 = 180) (0 = 180) (0 =180)

-X -X -X -X -X

Fig. 5. 5-2 Sphereical/Rectangular Coordinate Transformation

(111)5-90

Angle About x-Gimbal Axis, deg

+90 +70 +50 +30^. +10 y^-10 -30 -50 -70 -90
+270
Landing Pad

+250 Descent
T Stage
RCS Jet & Mount
,2+230
•pH
o
•s HH— Ascent
+210 Stage
o
%&
|+190

+170
^
+130

+110
bD
-+90 CSM

+70
-150"

+50
330'
Boundary of Angular Coverage •
+30
0

3 +10

-10
o
-30

-50

-70

+90 +70 +50 +30^+10 -10 -30 -50 -70 -90

Angular Projection of S-Band Steerable Antenna, deg
Fig. 5. 5-3 S-Band Steerable Antenna Angular Coverage on a Projection
of 2 Sphere
 320 340

bO
0)
TJ

180 200 220 240 260 280 300 340

| J Greater than zero db

Zero to -3db • LEM Program: S-B

• Full Scale Frequenc;
Less than -3db
• Predominant Polari2
• Antenna Type: Conic
• Model Scale: 1/6
• Model Scale Frequer
 (111)5-91/^2.-

20 40

+x +x +x +x +x
id System
: 2101mc
+Y +Z -Y .
ition: RCP -Z -Z
.1 Log Spiral
-X -X -X -X -X
;y: 12.6 Gc

Fig. 5. 5-4 S-Band In-Flight Antenna Receive

180 240 300 320 340

200 220 240 260 280 300 320 340

• LEM Program: S-Band

jGreater than zero db
• Full Scale Frequency: 2
v \\\|Zeroto-3db • Predominant Polarizatio
• Antenna Type: Conical
than -3db
• Model Scale: 1/6
• Model Scale Frequency:
 (IID5-93/9M

*, deg

-Tcis -20-

-40

r60

-80

-100

-120

-140

160

180
100 120 140 160 180

Astern +X
32 me
RCP +Y -Y
-Z -+Z- -Z
>g Spiral

.3.7 Gc -X

Fig. 5. 5-5 S-Band In-Flight Antennas Transmit

•Au/n/nasL
 (111)5-95

+6db

\
\
Antennas
Located at
o*3db Coordinates: +X 282.0, +Y 000.0, -Z 76.0
8- +X 290.0, +Y 011.875, +Z 87.75
o with Ascent & Descent Stages Mated
03
H- 1
<D 12. 6 kmc (2101 me Full Scale)
13.7 kmc (2282 me Full Scale)
I
\
Odb \
\
\
CD

-6db
10 20 40 60 80 95 98 99 99.8
Percent Coverage, %

Fig. 5. 5-6 S-Band In-Flight Antennas, Percent Coverage

(111)5-96

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(111)5-99

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(111)5-100

LEM CSM
LAB
X

ICS 1 ICS
Section Section
of ICS ICS
AMP AMP of
Audio Audio
Centers f Centers

Hardline Intercom

Fig. 5. 5-11 GSM/Lab Intercom

FM
Out Terminal Signal Processor
to S-Band Equipt
Assembly ERA
PCM 51.2 kbs
Voice/Biomed

Adder vco
9-
TV S-band FM Modulator
Driver
S-Band Transceiver ERA Multiplier
Chain
J

Recorded T
To S-Band PA
Experiment
Data (Inst.)

Fig. 5.5-12 Additional PCM Data Channel

 (111)5-10]

I I I J
O 0 O 0 0 o
0 O o 0 0
o • QO CO rf 0] .

ZHN
(111)5-102

Housekeeping
PCM PCM I
410 kb/sec (Lo or Hi Bit) Voice/Biomed
r

Voice/Biomed

Voice & EMU Data

EMU
Voice

Voice/Biomed

PM

512 kc | 1.25 me
1. 024 me
Hi bit = 51.2 kilo bits per second
Lo bit =1.6 kilo bits per second Note:
Where Lo-Bit Rate is
Indicated,the Hi-Bit
Rate May be Substituted.
Fig. 5.5-14 Lab Operation Modes
 (111)5-103

296.8 me
CM Phi
259. 7 me hah
i /i

Hardline Intercom
Voice

f
l *2
2282. 5 me 2101.8 me
Voice, Range, PCM, Voice & Ranging
272.5 me
287.5 me 2106. 4 me Biomed,
foice & PCM Voice PCM (Exper)

fj/fg = 240/221

i* 1 p

Earth

Fig. 5.5-15 Lab Frequency Allocation

Q$a/nma/L
 17

15

Linear to Elliptic

13

,£2
T3 PL (max) _- 10 log (1 + IT)
CO

0) max

• 9

I min
S

1 2 3 4 5 6 7 8 9 1 0

Voltage Axial Ratio (R), Emax/Emin

Fig. 5. 5-16 Maximum One Way Power Loss VS Voltage Axial Ratio
 (111)5-105

deg

3db

Antenna 1
90 270
(+Y)

180
(-Z)
Radiation Distribution
of Two S-Band In Flight
Antennas (Log Conical Spirals) "Key
When Coupled and Fed
In Time Phase. J One Conical Log Spiral
. Two Conical Log
Spirals Fed in Time Phase
Simultaneously

Fig. 5. 5-17 Coupled Omni - Antenna Radiation Pattern

(111)5-106

5.6 INSTRUMENTATION

5.6.1 Ground Rules

The following is a list of ground rules used for the Phase "B" effort:

• The Lab will carry its own Communications and Data Handling System
• There will be no data interface between the Lab and the GSM
• Video Transmission will be through the CM-S-Band Line (real time only)

5.6.2 Assumptions and Background Data

The following assumptions were used in standardizing an approach for the operational
and experiment acquisition sections of the Phase I vehicles:
• Any changes in the operational measurements shall not exceed the present
LEM measurements
• Maximum utilization of the crew for redundancy monitoring and failure mode
corrections/operations will be used
• All Operational data will be presented to the ground during line-of-sight
mission phases only (real time)
• There will not be any on-board recording capability for operational data
• All vendor supplied experiments will provide their own signal conditioning
compatible with the AES experiment acquisition system
• All experiment data will be considered "passive" for ground reduction (not
requiring real time display). On-board display of selected experiment
parameters will be available to the astronauts
• Data record, dump, or re-dump requirements will be the responsibility of
the astronauts and will not require any ground uplink control
• All experiment data routed to other subsystems, in addition to the Instru-
mentation Subsystem, shall be routed through separate outputs
• Existing LEM equipment will not require re-qualification for Phase I
• Experiment data will be on-board recorded during periods of flight not
covered by line-of-sight
• Experiment data set-up, pre- or post-calibration, and operation will be on-
board controlled and will not require any ground uplink support capabilities
• Experiments requiring analog data recovery will utilize the analog portion
of the experiment tape system or it is assumed part of the experiment.

The primary function of the Operation Instrumentation Section is to acquire and

present spacecraft housekeeping data to the astronauts and ground monitoring
personnel (Fig. 5-6-1). ' In reviewing the measurement requirements of the standard
vehicle, it was concluded that the existing LEM equipment would continue to fulfill
this task. The number of excess handling capabilities remaining is sharply limited,
and handling of experiment data within the system cannot be performed for the fol-
lowing reasons:
• Operational Instrumentation Section is tailored to support the spacecraft
subsystems and provides no provisions for growth
• Present system offers no data storage or recording and would limit any
experiment operation
• Remaining PCMTEA input channels are few and the experiments would be
required to conform to its fixed format.
 (111)5-107

An independent experiment data acquisition system was chosen to handle experiment

data (Fig. 5.6-2). The investigation of preliminary data requirements, conforming
to the maximum use of existing Apollo hardware, has delineated the use of a LEM
PCMTEA to provide the multiplexing, timing, and encoding functions for the follow-
ing reasons:

• Suitable mechanical configuration

• Qualified for expected environment
• Capable of operating without external timing inputs
• Diversity of data handling capability
The prevalence of experiment data adquisition requirements in the absence of ground
station coverage indicates the need for experiment data storage capabilities. An
investigation of available qualified flight tape recorders yielded the result that
two adapted Apollo "Command Module" tape recorders best fulfilled the data storage
requirements. Some of the major advantages of these recorders over the others in-
vestigated are:

Existing Apollo hardware

In-flight reloading capability
Suitable mechanical configuration
Qualified for expected environment
Accepts LEM PCMTEA data directly
Provides data compression capability.

The requirement for two recorders stems from the fact that the time duration of data
storage requirements for some experiments exceeds the record time capability of 'a
single recorder. The loss of data during rewind and dump or possibly tape reloading
intervals is avoided by use of a second recorder.

5.6.3 Recommended Configuration

5.6.3.1 Spacecraft Operational Section

The recommended Operational Instrumentation Section for the AES "standard" Phase I
Lab is mainly comprised of existing LEM assemblies or components. The existing LEM
assemblies have certain built-in flexibility which allows for some minor configura-
tion changes. The measurements list (Table 5-6-6) prepared for the Phase I Lab was
reviewed and analyzed to assure that the changed support requirements would still
be adequately covered using the existing LEM system. A power and weight summary of
the recommended configuration appears in Table 5-6-1.

5.6.3.1.1 Transducers. The sensors of the standard vehicle convert the physical
and electrical phenomena of interest into a usable form for presentation to the
astronauts or ground station personnel. These measurements from the various subsys-
tems provide the majority of the input sources to the Operational Acquisition Sys-
tem. LEM transducers exhibit some of the following characteristics:

• Light weight (small volume)

• Low power consumption
• Deliver a high-level output
• High accuracy.

QZfAumman.
 (111)5-108

New spacecraft subsystem measurement requirements demand additional transducers,

consideration will be given first to LEM proven units. Any measurement unique to
the Phase I Labs which requires transducers not previously used on LEM will be se-
lected using similar characteristics as listed above and will meet AES qualification
standards. Preference shall be given to transducers which have been developed for
other space missions and have a high-level output, therefore requiring no additional
signal conditioning. A summary of the parameters to be measured on the Phase I Lab
appears in Table 5.6-2. Allocated transducer weight and power consumption is listed
on the enclosed measurements list (Table 5-6-6).
5.6.3.1.2 Signal Conditioning. The electronics assembly (SCEA), as presently de-
signed for LEM, is a unit which conditions the signals from transducers and numer-
ous signal monitoring points throughout the spacecraft and properly routes them to
the operational PCMTEA, Caution and Warning System (C&WEA), or on-board displays.
The SCEA fulfills the following basic functions:
• Acts as a junction and routing assembly for all analog measurements and sig-
nals "being monitored
• Supports the signal conditioning subassemblies which condition the measure-
ment input signals.
The SCEA consists of two separate chasis assemblies. Each assembly can accommodate
up to 24 separate subassembly modules. Once the measurements are determined for a
given AES mission, an analysis is performed on each measurement to assign a signal
conditioning circuit to that measurement. The total number of signal conditioning
subassemblies for the mission are then packaged into the two assemblies (SCEA).
The Phase I Lab measurements list (Table 5.6-6) reflects deletion of some existing
LEM measurements and the' addition of new measurements required for the AES. A re-
view of this listing indicates that the changing requirements for measurements can
still be accommodated within the existing SCEA, using adaption techniques presently
employed by LEM. Wo modification to either the assembly or its subassemblies, as
now used by LEM, is anticipated, based on the measurements summarized in Table
5.6-3. The units, however, will require re-wiring of the input-output routings and
a new configuration of subassemblies for each assembly is required. The following
constraints are applicable to the rework required:
• Subassembly circuits are bench calibrated and adjusted for each measurement.
To accommodate another measurement within any subassembly circuit would re-
quire a readjustment and recalibration of this circuit. .This would require
that the SCEA .be returned to the calibration clean room for readjustment.
• Input signals are grouped in subassemblies by types of conditioning re-
quired, not by subsystems; therefore, the elimination of a vehicle subsystem
does not preclude the deletion of any modules.
5.6.3.1.3 Caution and Warning Equipment. This assembly advises the astronauts of
the spacecraft subsystem status by continual monitoring of critical parameters.
During the mission the C&WEA performs two basic functions:
• The caution function advises the astronaut of a malfunction which requires
his action to correct
• The warning function advises the astronaut of crew safety items requiring
immediate action.
 (111)5-109

The C&WEA accepts inputs from the SCEA or pre-conditioned signal sources from the
subsystems. These inputs are compared to preset reference signals within the C&WEA
to detect out-of-tolerance conditions. When an out-of-tolerance condition exists,
an appropriate indication is initiated. The C&WEA as now used for the LEM operates
on discrete voltage changes or switch closures. Deletion of some subsystems from
the LEM will make available some monitoring channels for the additional subsystem
requirements. However, the analog input channels have preset limits which require
re-setting of values for any new measurement.
5.6.3.1.4 Pulse Code Modulation and Timing Equipment. The PCMTEA in the recommend-
ed configuration consists of an unmodified LEM assembly. The data acquisition
capability of this unit include the multiplexing, encoding, and timing of high-
level analog, parallel digital, and serial digital data. The number of channels,
sampling rates, and word lengths for each of the three data forms are presented in
Table 5.6-^. The unit operates at a normal data rate of 51>200 bits per second and
a reduced data rate (commanded remotely) of 1,600 bits per second. The PCMTEA will
operate as it does in the LEM, including accepting a timing reference from the LEM
Guidance Computer and providing various timing signals to interfacing subsystems.
The NRZ(C) data output is routed to the Communications Subsystem for real-time
transmission. Operation of the PCMTEA in the reduced data rate mode is not antici-
pated in Phase I missions.
5.6.3.1.5 Voice Storage Recorder. This magnetic tape recorder, originally referred
to as the "Data Storage Electronics Assembly", provides a time correlated voice re-
cording of comments and conversation between the astronauts during EVAs. This
assembly employs automatic sequential record head switching with four tracks to
provide up to a total of 10 hours of recording time. The compact recorder is
generally used with voice actuation circuits to run only for a required recording
time. The recorder is used:

• To support egress from CM to'module

• T6 support EVAs . .
• To record comments of vehicle status when off station coverage
• To' record proprietary information . •
5.6.3.1.6 Operational Measurements. The measurement requirements for the Phase I
Lab (Table 5.6-6) were initiated by the various AES-LEM subsystems, reviewed by the
Operations Section to assure proper and complete checkout support, compared against
the mission objectives (to assure adequate coverage), and used as the basis for
sizing the Operational Instrumentation Acquisition System. A summary of these
measurements is found in Table 5.6-2, which reflects the various types of instru-
mentation required and the quantities requested for each of the vehicles subsys-
tems. These measurements support the spacecraft performance and management, plus
provide sufficient information to:
Enable normal spacecraft operations to be performed
Provide the capability for decision making by the astronaut
Monitor crew safety functions
Provide status of expendable items
Provide status of operational events.
An Apollo Biomedical System supports EVAs by monitoring such items as electrocar-
diograms, impedance pneumograms (respiration) with associated power converters,
vest, harness, and electrodes. This information is transmitted via the VHP link to
 (111)5-110
the module for re-transmission to Earth. During the on-board stay, however, only
electrocardiogram is monitored for transmission to Earth.

5.6.3.2 Experiment Instrumentation Section

The Experiment Instrumentation Section is an independent section of the Instrumen-

tation Subsystem which offers the capability for acquisition and storage of experi-
ment data. The Experiment/Pulse Code Modulation and Timing Electronic Assembly
(E/PCMTEA) provides the acquisition capability, and the Experiment/Data Storage
Equipment (E/DSE) provides the data storage capability. The weight and power re-
quirements of this section are presented in Table 5-6-1.
5.6.3.2.1 Transducer and Signal Conditioners. The Experiment Instrumentation
Section accepts only isolated preconditioned signals. All transducers, signal con-
ditioners, and isolation buffers required in support of an experiment are consid-
ered to be provided by the experiment package. The isolation requirements fall into
two basic categories:
• Outputs to other subsystems: All signals to be monitored by other subsys-
tems in addition to the Instrumentation Subsystem shall be presented to the
Instrumentation Subsystem through a separate isolated output.
• Multiple signals: The isolation "between signals and signal grounds to be
monitored "by the E/PCMTEA shall conform with the LEM PCMTEA input require-
ments.
5.6.3.2.2 E/PCMTEA. The E/PCMTEA, in the recommended configuration consists of an
unmodified LEM assembly. The data acquisition capability of this assembly includes
.the multiplexing, encoding, and timing of analog, parallel digital, and serial digi-
tal data. The unit operates at a normal bit rate of 51>200 bits per second and a
reduced bit rate (commanded remotely) of 1,600 bits per second. The number of
channels, sampling rates, arid word lengths available for the three data forms are
presented in Table 5-6-^. The E/PCMTEA will operate independent of an external
timing reference. When operating in this fashion the timing stability is accurate
to two parts per million. The NRZ(c) data output is routed either to the F.M.
Modulator of the Communications Subsystem for real-time transmission, or to the
E/DSE for data storage, depending upon the ground station coverage available at
the time.
5.6.3.2.3 E/DSE. The E/DSE consists of two identical Experiment/Data Storage
Units (E/DSU-1 & E/DSU-2). Each E/DSU is an Apollo CSM Block II tape recorder
which has been modified as follows:
• Modified to operate from the LEM single-phase A-C power source rather than
a three-phase source. This modification is required to provide compataMl-
ity with present LEM power conditioning equipment.
• Modified to dump 51.2 kbps NRZ(c) data recorded at 15 ips at an output rate
of ^09.6 kbps (i.e. 120 ips). The implicit 8:1 data compression ratio is
needed since the 51«2 kbps record time requirements greatly exceed the
ground station coverage on many of the Phase I flights. The modification
sharply reduces the necessity for in-flight tape reloading and physical
return of recorded tape via the CSM.
 (111)5-111

• Modified to be capable of driving a remote tape quantity display. This

modification provides a visual reference "by which an astronaut can determine
the available record time available on a reel of tape. It also provides a
data location index thereby enabling an astronaut to initiate the dumping
or redumping of specific portions of a given recording.
• Elimination of automatic dump speed selection electronics (with the inclu-
sion of second modification above, the dump speed is fixed at 120 ips).
As indicated in Fig. 5-6-2, the E/PCMTEA MRZ(C) output (including a data rate timing
signal) is routed to the E/DSE through a remotely activated switch (PCM record
select) . The appropriate E/DSU is placed in the record mode at a tape speed compat-
ible with the E/PCMTEA data rate; Low (3-75 ips) for 1.6 kbps, and Normal ( 15 ips)
for 51-2 kbps . When a recording is to be dumped, the appropriate E/DSU output is
routed to the Communications Subsystem by means of a second remotely activated
switch (data output select). While one tape is being dumped it is possible to
continue recording experiment data on the second recorder. Continuous recording is
possible, therefore, under conditions where the total E/DSE record time capability
is exceeded by the time interval between available ground station coverage. Each
E/DSU is also capable of recording experiment analog data directly. The present
Communication Subsystem cannot simultaneously support both digital and analog data
from the experiment section. Therefore, no provisions are made for the routing of
the E/DSE analog outputs to the F.M. Modulator. Analog recordings will be physical-
ly returned via the GSM. A summary the E/DSE data handling capabilities is pres-
ented in Table 5.6-5.
The external controls for the E/DSE are located in the Controls & Displays Subsys-
tem. Switches actuate the appropriate relays in each E/DSU to provide the following
operating modes:

• Electronic Control
:Record - energizes record electronics
Off - de-energizes E/DSU electronics
Dump - energizes reproduce electronics
• Direction Control
Forward - starts tape moving in forward direction
Stop - stops tape in any direction
Reverse - starts tape moving in reverse direction at 120 ips and de-
energizes electronics
• Speed Control
High - command E/DSU to move tape at 120 ips
Normal - commands E/DSU to move tape at 15 ips
Low - commands. E/DSU to move tape at 3-75
The E/DSE also provides internal controls in each E/DSU as follows:
c
• Internal protection against altering recorded data in rewind mode
• End- of- tape sensing and automatic transport shut off in both directions
without loss of tape threading
• Interlocks to prevent erroneous or damaging operation of the E/DSE.

Qidutmman-
(111)5-112

5.6.U Baseline Configuration

5-6.4.1 Spacecraft Operational Section

The Baseline Configuration used for the Phase I, standard vehicle is the same as
the Recommended Configuration, as described above.

5.6.U.2 Experiment Instrumentation Section

The Baseline Configuration of the Experiment Instrumentation Section is similar to

the Recommended Configuration with the exception of the E/DSE. It is important to
note that this configuration depends upon the availability of three-phase A-C power
to the Instrumentation Subsystem. Since the use of Pratt and Whitney fuel cells
was also included in the Baseline Configuration, the availability of three-phase
A-C power was assured.

5-6.6.2.1 Transducers and Signal Conditioners. Identical to the requirements

described under the Recommended Configuration (paragraphs 5-6.3-1-1 and 5.6.3.1.2).

5-6.4.2.2 E/PCMTEA. Consists of an unmodified LEM PCMTEA as described under the

Recommended Configuration (paragraph 5.6.3.2.2).

5-6.4.2.3 E/DSE. The E/DSE in the Baseline Configuration consists of two unmod-
ified CSM Block II tape recorders. The advantage of this approach lies in the fact
that standard Apollo hardware is utilized. The data handling capability of this
configuration, however, is inferior to that of the Recommended Configuration.
Because of this, the Baseline Configuration cannot provide adequate experiment sup-
port on most of the Phase I missions unless the experiment data requirements dimin-
ish considerably from those now indicated by the preliminary definition.

The unmodified tape recorders operate on three-phase A-C power (approximately

35 watts each). Each unit records 1.6 kbps data at 3«75 ips and 51.2 kbps data at
15 ips. The 1.6 kbps recordings are dumped at 120 ips, and the 51.2 kbps recordings
are dumped at 15 ips (the same speed at which it is recorded). All digital data,
therefore, is dumped at 51-2 kbps. The analog recording capability is the same as
that of the Recommended Configuration.

5.6.5 Alternate Configuration

There were no alternate configurations studied because of the ability of the recom-
mended system to provide suitable performance.

5-6.6 Potential Modifications (Per Flight)

5-6.6.1 Spacecraft Operational Section

There are no recommended modifications envisioned for this vehicle based on a review
of existing measurement requirements and the capabilities of the existing system.
5.6.6.2 Experiment Instrumentation Section

The wiring between the inputs of the Experiment Instrumentation Section and the
data outputs of the experiments will have to be designed for each specific flight.
 (111)5-113

Other potential per-flight modifications, although not anticipated on the majority

of Phase I missions, involve changes to the input format of the E/PCMTEA to comply
with unusual experiment data requirements.

5-6.7 Discussion of Configuration Choices

5.6.7.1 Experiment Instrumentation Section
A comparison of the capabilities of the E/DSE portion of the Baseline and Recom-
mended Experiment Instrumentation Section Configurations points out these signifi-
cant differences between the two approaches:
• The Baseline Configuration tape recorders require three-phase A-C power.
This power must be made available to the Instrumentation Subsystem if the
Baseline Configuration is chosen.
• Preliminary investigation of experiment data requirements indicate the
necessity for the E/PCMTEA to operate at 51•2 kbps during most of the
experiments. The unmodified tape recorders, limited to a 51-2 kbps dump
rate, must dump this data at the same speed at which it was recorded.
Consideration of this constraint in the light of present experiment data
requirements and available ground station indicates a severe limitation
on the quantity of experiment data that can be transmitted to Earth. With
the Baseline Configuration, therefore, a large percentage of the recorded
data would have to be returned to Earth via the GSM on many of the missions.
The Recommended Configuration, on the other hand, is capable of dumping
data at ^09.6 kbps. The 8:1 data compression ratio provided by this method
greatly increases the amount of data that can be transmitted with the same
amount of ground station coverage. With the Recommended Configuration the
requirement for returning tapes via the GSM'is greatly reduced.
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 Table 5.6-2

I LAB OPERATIONAL MEASUREMENT SUMMARY

IMeasurement
Useage

Prelaunch C/0
Measurements
Temperature

Combination

Ph-Acidity
(Xi
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Total S/S
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1 55 14 23 93 IK) 51 55

8 5 2 33 8 58 16 40 21

32 8 10 11 16 28' 105 43 67 59
5 9 21 5 1 18

54 13 2. 42 21 117 2 167 40 490 281 324 347

sizing.
 (111)5-117
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(111)5-118

TABLE 5.6-4 PCMTEA AND E/PCMTEA INPUT DATA CAPABILITY

Data Format: 51,200 bits/sec Output Rate

Data Form No. Channels sample.-: /sec bits/word •words/sec

Analog - High Level 5 20C 8 1000
Analog - High Level 17 100 8 1700
Analog - High Level j 6 50 3 300
R .
Analog - High Level 35 10 w 350 '
Analog - High Level 137 1 8 ' 137
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Digital Parallel 3 100 c
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300
Digital Parallel 4 50 200
Digital Parallel 1 10 o 10
Digital Parallel 37 1 0 37
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Digital Serial 50 40 250

Digital Serial 1 50 2k 150
TOTAL 0)1 O
24 <J 4834
Partial Format: 1,600 bits/sec Output Rate
Analog - High Level 59 1 59
Digital Parallel 15 1 b 15
Note: The low bit rate format of the LEM PCMrM is presently
undergoing design changes. The input c-s.pability pre-
sented here is incomplete and will be expanded when
the design is finalized.
* Normalized to 8 bit X'/ords
NOTE: IDENTICAL FORMAT IS USED FOR BOTH THE OPERATIONAL AND EXPERIMENT PCM
 (111)5-119
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PM;F:

Table 5.6-6

X X K X X X X X X X X

X Li:M-AFS X

* PHASE 1 X

X BASFLINc X

X F . 0 .1. A B X

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 (.111)5-151

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(.111)5-152

5-7 CONTROLS AND DISPLAYS

5.7.1 Ground Rules

The ground rules are as shown:

• The required Lab displays should be incorporated with a minimum of modifi-

cation to the existing console layout
• Maximum use should be made of LEM type controls and displays for modifica-
tions and new equipment employed in the Lab.

5.7.2 Assumptions and Background Data

5-7-3 Recommended Configuration

Requirements for the Phase I Lab differ only slightly from the present LEM and in
general, the required Lab displays are incorporated in the basic LEM configuration
with a minimum of console modification.

The following LEM controls and displays, or modification thereof, are recommended
for integration into the Phase I Lab:

• . Navigation and Guidance (modified) • Communication

• Stabilization and Control • Electric Power (modified) :
• Reaction Control • Environmental Control
• Instrumentation (modified) • Caution and Warning.

The mission-oriented controls and displays are grouped as follows:

• Biomedical • Communications Hardline

• Behavioral • Data Handling Package.
• Radiation Monitoring

Fig. 6.3-k shows the Commander's and System Engineer's controls and displays.

Commander's Panel:

• Panel No. IV, (Fig. 5-7-1), consists of circuit breaker panels that have
circuit breakers for instrumentation, flight displays, subsystem displays,
primary Guidance and Navigation Subsystem, Electrical Power Subsystem,
Stabilization and Control, Internal Lighting and signal sensors.
• The audio controls,.Panels I & XI (Figs. 5-7-2B & 5.7-3), enable the audio
center to accept received S-Band and VHF/AM voice transmission and to route
microphone amplifier outputs from within the Lab to the premodulation pro-
cessor for S-band and VHF/AM equipment. The controls also enable reception
and transmission of voice signals via the intercom system, establishing a
voice conference capability between the extravehicular astronaut and the
astronaut in the Lab and provide power to the voice operated transmission
(VOX) Control circuitry in the audio center.
• The abort guidance panel, XII (Fig. 5-7-^) provides backup for the Guid-
ance and Navigation Subsystem, using the Lab guidance computer (LGC) for
guidance for aborts.
 (.111)5-153

• The Commander's lighting control panel VII (Fig. 5.7-5) controls the side
console lighting, integral lights and the dome light.
• The Stabilization and Control panel III (Fig. 5-7-6) permits selection of
five modes of attitude control. The automatic mode provides fully auto-
matic attitude control. The attitude hold mode is the primary attitude
control mode for docking phases of the mission. The rate command mode is
the same as the attitude hold mode, except it does not provide a neutral
position. The pulse mode is an open-loop attitude control mode providing
full RCS jet thrusting for attitude changes in all three axes.'
• The Flight Controls related to controls and displays are as follows:
1 Flight Director Attitude Indicator, events timer and events timer start-
stop switch.
• The Flight Director Attitude Indicator displays the attitude, attitude
rates, and attitude errors of the Lab, in all three axes.
• The clock on panel I (Fig. 5-7-3)
• The warning indicators, panel I (Fig. 5-7-3), warn of an emergency mal-
function requiring immediate action. Lighting of a warning indicator,
(red lights) is accompanied by an audible tone in the astronaut's headset.
There is also a master alarm switch which also lights up when a malfunc-
tion occurs. Pushing this button will stop the audible tone.
Systems Engineer's Panel:
• The yellow-light caution indicators on panel II (Fig. 5-7-7) alert the
astronaut to a situation or malfunction which requires attention but is
not critical at the moment. When the caution lights indicate a malfunc-
tion both the master alarms switch lights and audible tone function. Both
master alarm switch lights are extinguished and the audible tone is si-
lenced by pressing either master alarm switch-light.
• The Reaction Control panel II (Fig. 5-7-7) contains the following controls
and displays:

- Temperature and pressure indicators to display the temperature and

pressure of the helium, fuel, and oxidizer tanks, and fuel or oxidizer
manifolds of system A and system B.
- The oxidizer and fuel quantity indicators display percentages of oxidiz-
er and fuel quantities of system A and system B.
The system A and system B switches and status flags indicate the status
of their respective latch-type solenoid valve, and four regulator
switches and two main shutoff switches.
- The thruster pair switches and status flags consist of eight 3-position
status flags that indicate the status of their pair of latch-type sole-
noid valves, and eight thruster pair switches.
- The crossfeed switch controls two latch type, solenoid-operated fuel
and oxidizer valves that interconnect the propellant valves of system
A and B.
- The test switch is used to check for a leak in the line downstream of
the TCA isolation valves.

• The Environmental Control panel II (Fig. 5-7-7) contains the following

controls and displays:
The suit/cabin temperature and pressure indicators. Displays of carbon
dioxide partial pressure in the suit circuit. The glycol temp/press indi-
cator display temperature and pressure of the coolant in the heat transport
 section. The gaseous oxygen pressure-water and gaseous oxygen displays
gaseous oxygen pressure, water quantity and gaseous oxygen quantity. The
suit fan select switch, selects an operating fan (l, 2 or 3) and a failure
light with each position.
• The Systems Engineer's panel XI (Fig. 5-7-2B) consists of a Communication
Panel, Communications Antennas Panel and Data Handling display.
• The Communications Panel has switches and controls that start the opera-
tion of the S-band, VHF AM, emergency key, telemetry control, tape record-
er, and selection of backup S-band equipment. The VHF' AM control select
simplex or duplex voice operation; a squelch control establishes the degree
on noise limiting in the operating duplex receiver. The telemetry controls
permit high-or-low-bit rate premodulation processor transmission. The key-
er is energized by setting the EMER KEY switch to ON. Provisions for a
hardline communications to the GSM for both astronauts has been incorporat-
ed enabling either astronaut to talk directly to the CSM.
• The Communication Antennas Panel has indicators, switches and pitch and
slew sych. switches for painting the S-band steerable antenna toward Earth.
The VHF switch selects either of two inflight omnidirectional antennas.
The S-band switch selects the steerable antenna or slew positions.
• The Data Handling Panel (Fig. 5.7-2B) consists of a display for modified PCM
and two tape recorders. The tape recorders have a two speed switch and
digital readouts of tape remaining and a record-dump switch.
• The Systems Engineer's Lighting Control panel III (Fig. 5-7-6) consists
of exterior lighting switch, lamp tone test switch, docking light and re-
cognition lights. Fig. 5.7-8 contains the Systems Engineer's circuit
breaker panels that have circuit breakers for interior lighting, reaction
control subsystem, electrical power subsystem, environmental control, and
communications.
• The Systems Engineer controls the electrical power distribution panels X &
II (Figs. 5-7-2A & 5.7-7) which receives power from 22 batteries. These
batteries are controlled by high and low voltage power switches. Selecting
the set position will place the batteries on high or low voltage tap on the
line. If either switch is released it will snap to on, and power will con-
tinue to be supplied. Selecting off/reset position disconnects the battery
from the line. For both sets of switches, (high or low voltage switches)
one status flag to indicate when the battery is on the line. The battery
temperature, volts and amps are displayed.
• The crew safety package located on panel I (Fig. 5«7-3) displays respira-
tion rate, heart rate and cabin radiation level, these are minimum require-
ments for crew safety.

The following systems and subsystems have been slightly modified or deleted to
meet mission requirements. They are as follows:

• Main Propulsion o Environmental Control

• Navigation and Guidance o Electrical Power
• Engine Thrust Controls o Explosive Devices
• Reaction Controls

Both ascent and descent propulsion subsystems have been deleted, to comply with the
mission definitions of the basic Lab. The engine thrust control work in conduction
with the Main Propulsion System and are therefore also deleted. The panel area left
vacant by the propulsion and engine thrust will become available for experiments.
 (.111)5-155

Since Navigation and Guidance has deleted the primary guidance systems there is no
need for the GASTA or DSKY computer. There is only one FDAI in the baseline Lab,
therefore, the abort guidance system can handle GASTA error correction duties.

The radar (both rendezvous and landing radar), has been deleted since the Lab is
an earth orbiter and will not perform a landing, rendezvous or docking maneuver.
The radars can be added as a per-flight modification when required for experiments.

The heater control panel has been modified to accommodate the S-band heater con-
trols and the removal of the radar heater controls.

Due to the deletion of the Main Propulsion ascent and descent engines, the ascent
feed switches and lights can be removed from the Reaction Control Subsystem.

The Electrical Power Subsystem (EPS) has increased the number of batteries to com-
ply with the increased mission and thus increased power requirements. Each battery
must be controlled individually therefore, it is necessary to modify the controls
and displays for 20 descent batteries and 2 ascent batteries. Since the existing
EPS panel is unable to provide enough area hold for these additional displays, it
becomes necessary to use the area left vacant by the Systems Engineer's FDAI for
the monitoring meters.

The Explosive Devices have been slightly modified to reflect the changes in the
systems on board. Explosive devices for the landing, gear, ascent pressure, ascent
tankage and descent pressure are removed.

The Environmental Control System has added five descent Og tanks and removed two
ascent 69 tanks, therefore, the 02 pressure/H20 quantity monitor select switch
must be modified.
The circuit breakers have been added or deleted in accordance with system and sub-
system modifications. The extra circuit breakers will be utilized by the experi-
ments on board.
The display and control functions provided should give the Lab flight crew suffi-
cient information and command access to the vehicle systems and subsystems to
enable the crew to successfully accomplish the following operations during the
mission:
• Manual Lab operation as required under normal mission conditions.
• Safe shutdown of the Lab equipment, if necessary.
• Monitoring Lab systems and subsystems as required for normal mission or
contingency operations.
• Recognize malfunctions to the crev, vehicle or mission and display a
warning to the crew.
• Monitor the Lab subsystem condition such as:

Power sources
- Propellant quantity
_ HpO and Op quantities
(111)5-156

In general, displays that were redundant and which did not affect crew safety, the
mission, or controlling the vehicle were deleted. Areas made available from modi-
fied or deleted equipment has been allocated for experiments integration. The
approximate panel area for experiment controls and displays is 561 sq. in. If
the Rendezvous Radar and DSKY are not used, the available area increases to 63?
sq. in.

The required Lab displays were incorporated in the basic LEM configuration with a
minimum of modification to the existing console layout. Subsystems that required
a new or redesigned display panel were located in the same hard points, to provide
a commonality between vehicles. That is, even though the displays for a subsystem
may be different their location will remain the same. This will enable the
Astronauts to move from vehicle to vehicle with a minimum of confusion as to
location of displays.
 HEMEV.S INST
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 (.111)5-157/158

ANON
DOCKCOWNT

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LTG-
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R/D UMP DC BAT 1/4/6 3M BAT
INST FEED T>E FtEDT\E F=EtOT\E FE EO TIE F E E D T \ E mo TIE FEED TIE FRO TIE

Fig. 5.7-1 Panel No. 4

 BAT \ BAT 2 BAT 3 BAT 4

ON ON ON OW

OFF/RESET OFlfRESET OFf/R«ST OTT/RESl

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 (111)5-159/160

BAT 17 BAT 18 BAT \9 BAT ZO NORMAV fcAW UP

DES BATS

ON OM
OH ON OM

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B
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A. DEA.O FACE.
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Fig. 5. 7-2a Panel No. 10

INSTRUMEXTATiOH'
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ig.^5. 7-2b Panel No. 11

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Fig. 5. 7-3 Panel No. 1

 (III)5-l63/l6U

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Fig. 5.7-4 Panel No. 12

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 (ill)5-165/466-

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OH OH . ON ON

OFF OFF . OFF OFF

ANVJH
MUM INTEGRAL

Fig. 5. 7-5 Panel No. 8

 RADAR 5TABILI7/\TIO'/COHTROL
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EXCEPT
R/XDAR \S USED
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Fig. 5. 7-6 Panel No. 3

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 (111)5-16

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F E E D T I E FEEOT1E FCED1\E ECM

QT"
 (Ill)5-171/17*

LT& -RCS
TRACK ANUN/OOCK WASTER A.QS REG MAIN tSOv. QUIvO I
COtAPNT W B SOM 8 VLV S Dfe

O O

\HST \ <•
PCtA S16 51G DOCv</F\ND DtSP CR95D pqos
iFNSOR CONOR 2 IXNT

ti

ECS
1 PRIM PR>M S-BD S'3D DISP PQGS 5U\T DISP RAD
PWR XWTR/RCVR FAN CONT FK>* CONT RATE

ECS
OSS OESECA IMV2 ' DC BUS DWEHT GLYCOL CABIN SUIT
CONT VOLT VLY FAN 2 FAN Z

Fig. 5.7-8 Panel No. 9

 (111)6-1

6. VEHICLE DESIGN AND INTEGRATION

6.1 INTRODUCTION

6.1.1 Ground Rules and Assumptions

The philosophy guiding the development of the vehicle design is to keep the present
LEM intact to the maximum extent possible, satisfying increased subsystem require-
ments by additions, rather than by modifications. Wherever possible these additions
have been designed as packages that could be incorporated into the vehicle in mini-
mum time. The battery packs are examples of this approach.
The following ground rules have been used during the Phase B study:
No holes in the pressure shell
No modification to ascent and descent primary structure
The retention of existing piping and wiring
Maintain commonality of subsystems between all basic vehicles
No change to the Spacecraft LEM Adapter (SLA)
Location of subsystem additions to retain many of the GSE Servicing
Requirements in the SLA
• Where possible subsystems are to be located in the descent stage to reduce
the complexity that modifications to the ascent stage would require
• Crew provisions in the crew compartment that may be different from the LEM
are to be as additions to the vehicle, preserving the location of as many
Controls and Displays and Crew Requirements as possible
• Experiments will be mounted to the vehicle at existing hardpoints.

6.1.2 Background Data

A set of Apollo LEM drawings are provided to be used for comparison with the AES
vehicles. For details not shown on the AES configuration drawings, the attached
drawings, Figs. 6.1-1, 6.1-2, 6.1-3, 6.1-^, 6.1-5 and 6.1-6, clearly define the
structure. Also included are drawings of the volumes and hard points available
for experiments. These drawings have been updated from the Phase "A" study and
are shown in Figs. 6.1-7 and 6.1-8.

6.1.3 Configuration Definition

The baseline vehicle is the first pass at describing a configuration that is a com-
plete and integrated spacecraft design, capable of providing a specified experiment
support capability at its interface with experiment payloads.

The recommended configuration is a refined definition of the baseline vehicle selec-

ted from the group of alternate designs.
The alternates are a group of designs showing the different locations and installa-
tion of a variety of subsystem configurations. These alternates have been analyzed
for the feasibility of structurally attaching and methods of manufacturing.
(111)6-2

6.2 SPACECRAFT DESIGN

6.2.1 Assumptions

The following subsystems, assemblies, and components have been removed from the
basic LEM in defining the Phase I Lab:

Ascent Propulsion Subsystem

Right-Hand Flight Control Station
Descent Propulsion Subsystem (with the exception of the fuel and oxidizer
tanks)
Landing Gear and Actuation Subsystem
Base heat shield
Ascent stage GOX tanks.

The descent propulsion fuel and oxidizer tanks are retained because of the ex-
tensive structural rework required to the descent stage for removal. Studies are
continuing to determine possible utilization of the descent propellant tanks for
storage of consumables and/or experiments.

The LEM thermal micrometeoroid shielding is retained and modified in local areas
where required. For. example, where the ascent propulsion fuel tanks are removed,
the shielding is redesigned to provide protection for expendables stowed in that
area. Other local modifications will be required where experiment components
penetrate the shielding. .The internal and external stowage of expendables shown
in the Phase I Lab configuration are sufficient to sustain a three-man crew on a
l4-day mission.

6.2.2 Recommended Configuration

The recommended configuration for Phase I Lab is shown in Fig. 6.2-1. The vehicle
is the same as the LEM except as noted.

6.2.2.1 Ascent Stage

The interior of the ascent stage is modified to enable it to perform the laboratory
work area function. Display panels, experiment control consoles, and stowage pro-
visions for experiments and expendables are installed. The interior arrangement is
completely described in Section 6.3, Crew Provisions.

In the space vacated by the removal of the LEM ascent engine, a canister, (Fig.
6.2-2) is installed which will provide a pressurized volume of 7-5'cu ft for ex-
periment stowage. This canister is sealed to the structure in the same manner as
the ascent engine cover (with a Marmon-type clamp) and requires no structural
modification other than removal of the engine support lugs from the ring. Aux-
iliary support members are attached to the top of the descent stage.

Five LEM descent stage GOX tanks are installed in the aft equipment bay, (Fig.
6.2-3). These tanks are mounted to the forward side of the Electronic Replace-
able Assembly (ERA) cold plate structure, which can be readily reworked.
 (111)6-3

Some of the cold plate support truss members are replaced to accommodate the weight
of the added tanks.

External stowage for the required quantity of LiOH canisters and backpack batteries
is provided on both sides of the ascent stage where the ascent propulsion fuel and
oxidizer tanks were removed. The expendables are located inside of the thermal
micrometeoroid shielding for thermal control. Access is through a hinged door in
the shielding, making the expendables readily available to a crew member during
extra-vehicular activities.
One additional connector is added to the LEM-CSM interface to provide a hardline
communications link, (Fig. 6.2-4).

6.2.2.2 Descent stage

The Electrical Power Subsystem battery installation (Fig. 6.2-5) is a modular in-
stallation of four LEM descent stage batteries and associated Electrical Control
Assemblies mounted on the end bulkheads. This installation is identical at each
of the four end bulkheads. The inlet and outlet coolant connections of each in-
stallation are plumbed in parallel with the existing battery installation to the
interstage disconnect. These four installations add l6 batteries to the four-
battery LEM installation which is retained.

Two additional descent stage type water tanks are installed in Quadrant -Y, -Z
(Fig. 6.2-6). This installation requires removal of the LEM scientific bay support
structure and a local modification to the thermal shielding.

A flat thermal/micrometeoroid panel is installed on the bottom of the descent

stage to close the gap left by removal of the descent engine and base heat shield.
This is fastened to the base heat shield beams which are retained.
6.2.3 Baseline Configuration
The Phase I Baseline Configuration (Fig. 6.2-7) differs from the recommended (as
outlined above) only in the number of descent stage batteries carried. Eight
batteries were added to the Baseline in two four-battery modules installed on the
+Z and -Z end bulkheads, for a total of 16 externally mounted batteries. This
modification of the Baseline was required because an assumed 100 kw/hr of energy
from the GSM is not available.
6.2.4 Alternate Configuration - Self-Contained Power Pack
The Electrical Power Subsystem (EPS) power package (Fig. 6.2-8) is a completely
self-contained power supply which is manufactured and checked out before shipment
to Kennedy Spacecraft Center. It is attached to the LEM after minor structural
modifications are accomplished, and connected to the EPS Buss. It consists of two
Gemini fuel cells, CSM Block II cryogenic storage tanks, (l oxygen and 1 hydrogen)
radiators, a glycol loop, and regulating controls. It is mounted beneath the aft
equipment bay in a manner such that most of the support is furnished by the descent
stage. Structural modifications are limited to the addition of small fittings
which pass the supporting loads to existing stiffeners on the descent stage beam
webs and top deck. In addition, small fittings are added to the bottom of the
ERA cold plate structure to provide lateral support.
(111)6-4

6.2-5 Alternate Configuration - Modified Batteries

A battery EPS which uses low-drain rate cells designed into a modified LEM ascent
stage battery container, is shown in Fig. 6.2-9- This battery has a 15-kw/hr
capacity versus 12-kw/hr for the present LEM descent stage battery. Using the
same number of batteries (20) in the descent stage, this configuration uses a five-
battery installation at each of the four end bulkheads, the existing LEM battery
installation is removed.
6.2.6 Alternate Configuration - Passive Battery Cooling
If passive cooling for the EPS batteries is desired, an automatic shutter system
may be used in the battery shielding. The shutters are thermally actuated using
a bimetallic coil as a sensor-driver mechanism. The temperature at which the
louvers begin to open is adjustable over a wide range, and the effective louvered
areas can be adjusted by either adding or removing louver assembres or individual
louver blades. A design for passive thermal control is shown in Fig. 6.2-5-

6.2.7 Potential Modifications Per Flight

A review of Phases A studies was made to identify modifications required on in-
dividual missions which would affect the spacecraft configuration. These were
studied using the Phase B ground rules and are presented as follows.

6.2.7.1 Viewfinder
An optical viewfinder telescope is required for lunar orbit and Earth surveillance
missions. To meet the ground rule of "No Change to the Pressure Shell", an attempt
was made to arrive at a scheme which would not require requalificatlon of the pres-
sure shell. One such scheme is shown in Fig. 6.2-10. A Kollsman view finder is
•installed in a fitting which replaces the right-hand cabin window. This fitting
is installed and sealed in the same manner as the window. In this location the
optical path is direct to the eye-piece which is readily available to the crewman
for viewing or camera changing. Thus by qualifying the pressure integrity of the
viewfinder to the local fitting and by maintaining an identical structural and
seal joint between the fitting and LEM structure (as the existing LEM window has),
requalification of the ascent stage pressure shell will not be required.

6.2.7-2 Additional Pressurized Volume

If additional pressurized volume is required for work area or experiment stowage,

a configuration as shown in Fig. 6.2-11 can be used in lieu of the canister (Fig.
6.2.-2). This design is based upon one of the airlock configurations shown for the
Phase II Lab and may become available for one of the late Phase I flights. It
consists of a. 47-in. diameter, 85-cu-ft pressurized container which is installed
in the descent engine bay and supported at the descent engine mount fittings. It
is structurally isolated from but sealed to the ascent engine cover ring. A 20-5-
in. diameter access passage is available without modification to the ascent stage
structure.
 (111)6-5/8

S.,/3
A«

-I- Z

">•«"*>;£ jsjf"

-Zy.tSJ-' -Z1i-*J7^ .Z33./M-^

Fig. 6.1-1 LEM Structural Arrangement

Ascent Stage Foward Cabin
VIEW LOOKIkia A.FT

G
. FWD
 (111)6-7/8

X 91190 (REF)

Fig. 6.1-2 LEM Structural Arrangement

Ascent Stage Aft Cabin
»ZiaZ5tREF) U_ZOOO(HEF) I— -Z0.73(BEF)

FWD
sec? A-A
Y 75.00 (.
n^U.SO CREP)-

X%lO.SO(R£.P) '

L
-2f«ec)

-LOW280M10OOI (REF)
 •LOWZOO-29020-Z

^—+ Z Z7.OO (BEP)

+ z
 (111)6-9/10

LOW zeou KXDQ*

SECT B-B CZOME IO---5-s,

|- .Z 27.00 C R.M,S'D& LOQKmct OUTKO •+ Z.

Fig. (Ul-3 LEM Structural Arrangement

Ascent Stage Aft Cabin
(111)6-11/12

3 0)
1
O^
SOT

S S
W ra

fc
 -l fREF)

I.DWZ6OMMOZ7-I (t)
LINE
Lowzao-zaoos-i (REF)

N&SCS4V6
AKI960D4I
MSZIO4ZL4
LDW2BO-2BO ZT-I (KEF)
VIEW B-B

VliW A-A
RH(OPP)

LDWZ8O-Z8«27-l (REF)
 (111)6-13/1^

-•»Z7.OO(Kff)

XZ33.50(REF)

LDW2SO- ZS4q-l INSTL.

VIEW LOOKING FWD
X

Fig. 6.1-5 LEM Structural Arrangement

Ascent Stage Aft Equipment
Compartment
WB.B

OP
OEtVC

*Y
CAP "STRIP
V\EW

E.W LOOK-VNiCi
B(.OO /-
(TVP)

1)3
 (111)6-15/16

MOTE'S :
TH
BE
I. TOT B Al. /».1-Y .

Z.

BE*~VA <s«b«>v (~z eeoo)

OECVt.

6.1-6 LEM Descent Stage Structural Arrangement

 (IID6-1T
-r

-V SIDE ONLV

NOTES:
/.- ENVELOPE A SHOWN
B OPPOSITE, EXCEPT AS NOTED
2-ENVELOPE C L E A R S ADAPTER* ASCENT ST^Ge, DESCENT
STAGE STRUCTURE 8V 7 IN. AND IS TANSENT TO THE
II8O*P ISOTHERM O F T H E RCS THRUSTSP PLUME
3-LOCAL PROTRUSIONS CAN BET ALLOWED IN SOME AREflS.
1-LETTEies 'A'Twea'S" INDICATE uoc«Tioo5 of
EOUIPM6.UT ATTACHMENV

S-BANO -v
5E ONLY N.

x, iA
N
N
.R I -» s
-4 *- \
^ — — ''
0 0
s
01
N N
j:
«t 1
[-- -1

p 1 h :]
h H
i
i 1
i
1
1
1
ii
fo
fi ^^
c n

+ )(
1 J \. l i

Fig. 6.1-7 Volumes and Hard Points Available for Experiments

'Aumman.
 NOTES:
I - ENVELOPE ClEflRS ADAPTER B^ SIN. AND
ASCENT-DESCENT STAGE STPUCTUfiE BV g IN AND
IS TANGENT TO THE, H8O' r ISOTHEf?^ OC THE.
RC s CLUSTER PLUME.
2- LOCAL PROTRUSIONS CAN BE ALLOWED IN SOME
Aieeoi
3 - L E T T £ R £ 'A' TttSTu K iNDi.^r; ,OC^~ JMS
OP ECU 3M.-.'iT i . V i . r V r .' ' • ' • ' . J • i~S

•-V

MX.

*x

«253.5 V
if;

_3, J

Fig. 6. 1-8 Volumes and Hard Points for Experiments

 Key

1 Battery* 14 S-Band Steer able Antenna*

2 Water Tank* 15 Descent Propellant Tank*
3 GOX Tank* 16 Docking Target*
4 Electric Cont Assy (EGA) 17 Four-Battery Module**
5 GOX Pressure Module* 18 GOX Tanks (5) **
6 ERA Cold Plate* 19 Canister
7 RCS Thrusters* 20 PLSS Battery Stowage 18,
8 RCS Fuel* 21 Water Tank**
9 RCS Oxidizer* 22 CSM LiOH Stowage
10 RCS Helium* 23 CSM LiOH Stowage
11 RCS Valves* *Existing LEM Instl
12 VHF Antenna* **Existing LEM Hardware
13 S-Band Antenna*

12-
SLA
11 20-

12

13

21,

17.

17

S-IVB

Launch Configuration
 (111)6-19/20

12

23

CSM

Plan View of Ascent Stage

t
17

15

" -
'^ ~"

r
ts^x- -^
'< / ^ \
7 ' v!
/ ' !ti !
! ..11 x J
''
' '
/
L.J
i
'
\' i
l 1
—ii

A
1

i \ -V

-y. 15
0i..... 20
i i 40
i i 60
i i 80
i i 100
i
Plan View of Descent Stage Scale, in.;
Orbiting Configuration

6. 2-1 Recommended Phase I Lab General Arrangement

sEcrJHj CANISTER COVeR

ASCENT ENGINE COVER)

2O.S7S DIA,
DETAVL (»
JOALg • FULL-

-CANISTER SUPPORT STR

•-t-X 200.0

DEFLECTOR SHIELD
+Z 27.0 -ZgZO
 (111)6-21/22.

DESCENT STA.GE

Fig. 6. 2-2 Recommended Mid-Section

VIEW LOOKING FWD
Canister Phase I Lab
M,i i , i , i , , , i i , , , , i . , i , i +Y270.
0 S 10 IS 10
SCME. ~ INCHES
J2-.
 (111)6-23/21*

30

SCALE. — INCHES

~r-

Fig. 6. 2-3 Recommended GOX Tank Installation Phase I Lab

 (111)6-25/26

Fig. 6. 2-4 Lab-CSM Interface

 SOU.? — HJCHES

f/*S5IVf — THOfHM. COJTeOL)

 (111)6-27^28

c- c

it*
(+)
!it '
n-
fx/snus ten fvscfur sa&f-

[i

<

/
/
/
/
1 /

/
/
iU

V/fW A-A
L view uxxiuf AT -rot aeo
rrf fix -r-a/j -e
COOiAUT OUT

Fig. 6. 2-5 Recommended Battery Installation Phase I Lab

Vtu/runan.
 (111)6-29/30

-Z

Added
Tank Support
Structure

Additional
LEM Water
View A-A Tanks

-Y

Modified Thermal/Micrometeoroid Existing LEM

Shielding Water Tank -

Section B-B

0 10 20 30 40 50 60 70 80
In.HnnI I I I I I I I

Scale, in.

Fig. 6. 2-6 Recommended Water Tank Installation Phase I Lab

 \

View Looking Aft

Scale 1/10

\-
•Jf 43371

"J
 (111)6-31/32
Key
Batt
H2O Tank
GOX Tank Descent
EGA Stage
GOX Press Module,
Batt.
GOX Tanks
RCS Fuel
RCS Oxidizer Ascent
RCS He Stage
RCS Valves
Canister
13 Existing Descent
Fuel Propellant Tanks

O SO 3D 4O SO

Side View
—FWD— Fig. 6.2-7 General Baseline Arrangement
A Phase I Lab (Sheet 1 of 2)
Plan VieJ
Ascent S\
Scale 1/1
 (IID6-33/3U

Key

Batt
H2O Tank
GOXTank Descent
EGA Stage
GOX Press Module
Batt
GOX Tanks
RCS Fuel Ascent
RCS Oxidizer Stage
10 RCS He
11 RCS Valves
050 10 20 30 40 50 12 Canister
Scale, in. 13 Existing Descent
Plan View Fuel Propellant Tanks
Descent Stage
Fig. 6. 2-7C General Baseline Arrangement
•" Phase I Lab (Sheet 2 of 2)
 (111)6-35/^6

DOWM

suppaer r&eses (rrp\

SHSOUP

Fig. 6.2-8. Alternate EPS

Power System
Fuel Cell
Configuration
N-

I ' 'rl ' I '•''''''I '

Xj 0 •* /O
 (Ill)6-37/38>

tttrrt* X .r.-r-xQ-.
1/
1
/

J-nk/
I -\JJ} i^ Jy tLr /\- •^. r ,/

.-— _
c'r x#?~>
„

Fig. 6. 2-9. Alternate EPS Power System Low Drain Rate Batteries

vtumman.
>
(s, • 1. -/
 (Ill) 6-39

Fig, 6.2-10. Per Flight Modification Viewfinder Installation

S •>

3
 (m)6-ia

20.5 IN. IN5IDE DlA.

METAL BELLOWS

A 1-54-

4T1N. /N5/DE DM.

— IUCHES
> O J P J D « 9 5 D < 0 1 O a 6 W

Li ,1,1,1,1,1,1.1,

Fig. 6. 2-11. Per Flight Modification Additional Internal Volume

(IID6-U2

6.3 CREW PROVISIONS

6.3-1 Ground Rules

The ground rules are as shown below:

• The CM is to be considered the basic mission and communication center

• CM will be the crew living quarters
• In the event of extremely high radiation or meteoroid activity the CM
will be used as a crew shelter
• The CM is required to store three man-days of food and lithium hydroxide
(Lj_OH) and to provide all potable water for crew use.
• The spacecraft will normally carry a three man crew, with no more than
two men in the Lab at one time
• Untreated biological waste shall not be allowed to become a free residue
in space.

6.3-2 Assumptions and Background Data

The assumptions and background data are as shown:

• All Phase I Lab mission are to be of 14 day duration, with crew members
in a shirt-sleeve environment
• The CM environmental control system will supply both the CM and Lab
module •
• The waste management/waste disposal systems, personal hygiene, exercise,
medical and recreation equipment is assumed to be located in the CM
• Crew members will sleep in a soft suit on the CM couches. The space
suits will normally be dried, serviced and stowed on the couches
• Food and LiOH for the mission in excess of three man-days will be stored
in the Lab
• Food will be prepared and consumed in the CM
• Throwaway batteries will be used for the PLSS
• Each crew member requires a new constant wear garment every two days
• One pressure garment, one liquid cooled garment and one thermo-meteoroid
garment are located in the CM storage containers.

6.3.3 Recommended Configuration

6.3.3-1 General Description

Fig. 6.3.1 is a general arrangement depicting storage, console areas and general
work areas of the recommended configuration. The view looking forward shows the
cabin section consoles. The console format adheres to the basic LEM arrangement,
with the addition of folding work tops on the right and left hand sides of the
cabin. A stowable stool is provided and can be used at either work top. Food
storage to sustain the three man crew for the duration of the mission is located-
under the cabin floor and in the existing LEM food storage area.

Garment stowage areas are unchanged except for the type of garments stowed.
Suit servicing kit stowage is also unchanged. Two PLSS units are stored, one on
the inside of the forward hatch and the other in the recharge station.
The view looking outboard, r.h. side, shows the ECS package and related equipment
unchanged from the basic LEM except for the addition of the flexible vent to' the
blower.

The view looking outboard, l.h. side, shows the batteries, CM LiOH, food, tape
recorder, "lunar" boots and PLSS recharge station. The LiOH cartridges occupy
the area which formerly housed the LEM specimen return containers. Other LiOH
and batteries are stored on top of the existing structural support members. The
PLSS recharging station and food containers remain unchanged. The voice storage
recorder is stored next to the "lunar" boots.
The aft bulkhead (sta. Z - 27.0) stores the CSM tape recorders and extra tapes.

The floor of the mid section contains a pressurized canister in the area formerly
occupied by the ascent engine.
The shaded areas indicate available experiment storage volume, which totals approx-
imately 17.4 cu ft. The alternate configuration shows the maximum growth potential
of available storage volume, with the addition of movable storage containers hav-
ing a volume of approximately 7-5 cu ft.
6.3.3.2 Equipment List

The following items are removed from the basic LEM:

• Cabin Section:

o Two Arm rests (r.h. side)

o One Translator assembly (r.h. side)
o One Attitude controller (r.h. side)
o TV camera and lenses (r.h. side)
o Extra film (sequence camera) (r.h. side)
o Film and tape (r.h. side)
o One Thermal garment (l.h. side)
o Restraint system (r. and l.h. sides).

Mid Section:

o Waste management system

o Two Specimen-return containers (l.h. side)
o Still camera (mounted on engine cover)
o Water probe and holster (l.h. side)
o One LiOH container (engine cover)
b One EVA life line.

Z-27 Bulkhead:
o CDU o Signal Conditioner
o LCG o Cold Plate,
o PSA
 • External:
o Recognition light.

The following items are to be added or modified:

• LiOH cartridges:
The lU day mission requires 28 LiOH cartridges for the CSM ECS, two
per day for 1'U days, or one cartridge per 1-1/2 man-days. The ground
. rules dictate three man-days of LiOH (two cartridges) to be stored in
the CSM. Therefore the Phase I Lab must store 26 cartridges (7-25 x
7.25 x 5.3 in., each). To maintain maximum experimentation volume,
nine cartridges are stored internally in the mid-section, l.h. side,
(Fig. 6.3-1) and the remaining 17 cartridges stored externally, (Fig.
6.3-2). This approach requires two EVA's to replace these stores.
On the fifth day of the mission, 10 cartridges would be replaced and
on the tenth day of the mission the remaining seven would be brought
in. Spent cartridges replace full cartridges in the external storage
racks. During the resupply there is always a full cartridge available
in the CM. Alternate schedules can be developed for CM LiOH canister
replacement so that they are coincident with planned experiment EVA's.
• PLSS Batteries:
The quantity of PLSS batteries required for a Ik day earth orbit
mission is dependent upon the planned number of EVA's. Eighteen
batteries are recommended for Phase I Lab. These are of the thrown
away type, measuring 5.62 x 5 x 3-l4 in. each, with a useful life
expectancy of three hr plus one hr emergency. Six batteries will be
stored in the mid section 1. h. side, and two within the PLSS units
(Fig. 6.3-1). The'remaining ten batteries will be stored externally
(Fig. 6.3-2). Resupply of used batteries can be accomplished on any
planned EVA.
• • PLSS LiOH: .
The quantity of PLSS LiOH cartridges'carried in the Phase I Lab is
consistent with mission requirements and the number of PLSS batteries.
Ten LiOH cartridges are stowed externally (Fig. 6-3-2). The present
LEM has eight cartridges stored internally for a total of 18. Five
are stored in canisters in the mid section on the l.h. side, one is
stored.in each PLSS, and one spare is stored in the ECS package. The
last is a back-up cartridge for the ECS package (Fig. 6.3-1). Resup-
ply from the external stores can be accomplished on any EVA.
 (Ill)6-U5

• ECS LiOH (Lab):

Since the GSM ECS facilities are used for environmental control, the
demand on the Lab ECS package is reduced. The Lab ECS carries only
one LiOH cartridge in the system, with one PLSS cartridge as a back-
up, and would be used primarily in a suit loop mode.
• ECS Duct:
Environmental control of the Lab will be supplied from the GSM by
means of a flexible duct feeding through the Lab docking tunnel to
the blower assembly. The duct will have a quick-disconnect fitting
in the tunnel area to provide separation and allow hatch closure for
EVA depressurization and for emergencies (Fig. 6.3-1).
• Food:
Food storage for three men for a 14 day earth orbit mission requires
a volume of U.35 cu ft based on 3000 K calories (179.lU cu in.) per
man per day. The CM is required to store three man-days (0.31 cu ft)
of food. LEM storage containers in the mid section, l.h. side, are
retained in the Phase I Lab (0.21 cu ft). The remainder of food re-
quired, 3-83 cu ft is stored under the floor in the cabin section.
• Voice Storage Recorder:
Two voice storage recorders will be carried in the Lab, one located
on the Z+27.0 bulkhead, l.h. side, in the "record" location. The
second is stored in the mid section, l.h. side (Fig. 6.3-1). Each
recorder measures 5-7/16 x k x 1-3/U in.
• CSM Tape Recorders:
There are two CSM recorders, each mounted on a cold plate located on
the Z-27.0 bulkhead. One extra tape is stored on the cover of each
recorder. The recorder measures 9-5 x 5-5 x 22 in. and each tape is
8.0 in. diameter and 1 in. deep.
• Garments:
Facilities are included in the Phase I Lab for storage of the follow-
ing:
o Constant wear garment (CWG) (21)
o Liquid cooled garment (LCG) (2)
o Thermo meteoroid garment (TMG) (l)
o Pressure garments (2)

The l4_day Earth-orbit mission requires 21 constant wear garments, allowing for
changes every other day. Each crewman will initially be wearing one garment for
a total of three. The remaining 18 will require approximately 2.0 cu ft for
stowage.
(ni)6-U6.

The two liquid cooled garments have a stowed volume of 1.0 cu ft. Both the con-
stant wear and liquid cooled garments are stowed on the l.h. side of the cabin
section beneath the lower side console as shown in Fig. 6.3-1.

The CM stores one pressure garment, one constant wear and one liquid cooled gar-
ment for contingency use by the crew member occupying this station.

• Work Tables

Work tables measuring 17 x 2k in. are installed on both sides of the

cabin, hinged on the lower side consoles. When stowed, they lay flat
against the face of the garment stowage sections (Fig. 6.3-1). A
secure latching mechanism is provided in both positions.

• Seats .

One seat is included and is of a dual-action design, hinged from

Z+27.0 bulkhead with a 360 deg swivel head.. Both joints have a
mechanical braking device to hold the seat in any position. The
seat head can be folded and locked for stowage against the stowed
table top (Fig. 6.3-1).
Two hinge fittings are supplied on Z+27•0 bulkhead to permit use of
• ' • .' the seat on either side of the cabin. The same procedure for stow-
ing is incorporated on both sides of the cabin'.
A crew member restraint belt is attached to the seat head.

• Lighting

A dome light is incorporated in the mid section to illuminate the mid

cabin.

Individually controlled lighting for both work tables in the cabin

section is provided in the middle side consoles.

Two external flood lights are provided on the descent stage. Each light is sepa-
rately controlled from inside and outside the vehicle.

. • PLSS Units

The Lab carries two PLSS units, one at the recharging station in the
mid section (as in the basic LEM), and the other stored on the inside
of the forward ingress/egress hatch (orbit mode).
6.3•3-3 Restraint
The current restraint harness concept is illustrated in Fig. 6.3-3> which shows
the vest used for body attachment and the installed harness in a shirt-sleeve en-
vironment.

The harness consists of a vest, fitting the human body such as to maintain contact
with and transmit load to the trunk, thru contact with the shoulder, rib and waist.
Adjustment is provided in the chest and waist areas. The waist portion of the
the vest contains a number of hooks which are designed to pass through holes in an
outer garment such as coveralls. Ah outer adjustable belt would then be attached
to the hooks. A semi-rigid strap runs between the legs and fastens to the front
and read of the outer belt. A flexible, quick disconnect cable assembly picks up
the strap. Included in the cable assembly is a spring and turnbuckle load cell
which attaches through a universal joint to a pickup point in the floor. With the
astronaut in an erect standing position, the turnbuckle is adjusted so that the
load between the feet and the floor equals full or partial body weight. The ap-
plied load can be relieved by use of the quick disconnect or by double knee flexion
and the astronaut will find himself-tethered but unloaded.

When positioned at a work station, the universal joint attached at the floor will
allow for controlled body rotation of 360 deg. The combination of spring and uni-
versal joint provides for extended reach actions as well as limited side-to-side
motion.
6.3.3-^ Experiment Volume Available ,
Section M Location Volume, cu ft
L. H. below side console 1.20
R. H. below side console 1.00
Cabin J L. H. garment storage comp. .50
Section I R. H. forward console inboard .35
R. H. forward console outboard .28
Z -27.0 bulkhead 3.50
Mid I L. H. side 3-15
Section I Canister below floor 7.50
Total 17 A8
6.3-3«5 Control and Displays .
The cabin section console arrangement has been modified to reflect the require-
ments of the AES Phase I Lab, as illustrated in Fig. 6.3-^. Panel area available
for experimentation controls and displays is tabulated below:
Available Panel Area
Panel or Console Area,
Number
5
6
1
3
Total
The following additional area is available if the rendezvous radar and DSKY are
not used.
3 (Radar) 6k
8 (DSKY) 112
176
(111)6-^8

6.3-4 Baseline Configuration

Differences between the Baseline and Recommended configurations are reflected in

the quantities of PLSS LiOH and batteries carried as tabulated below:

Item Recommended Baseline

PLSS LiOH 18 21

PLSS Batteries 18 throw-away 21 rechargable

6.3.5 Potential Modifications Per Flight

6.3-5-1 Additional Storage Boxes

The internal storage capacity of the Phase I Lab can be expanded to accommodate
7-5 cu ft of experiment equipment. This is accomplished by the addition of two
portable containers, measuring 8 x 28 x 20 in. and 22 x 22 x 18 in., in the mid-
section as shown in Fig. 6.3-5-

Equipment covered by these containers is reached by releasing their tiedown fit-

tings and moving them to another section of the cabin.

6.3-5-2 Descent Stage Compartment

A pressurized compartment below the mid section floor occupying the area previous-
ly allotted to the ascent and descent engines (Fig. 6.2-4), will provide an addi-
tional 85.0 cu ft for experimentation or equipment storage.

The compartment is 47.0 in. diameter, 88.0 in. high and is integrated into the
descent stage with an expansion joint attaching it to the Phase I Lab. Access is
gained through a 20.5 in. tunnel and hatch in the Lab mid section floor.

This design is derived from considerations primarily developed for the Phase II
Lab but could be used on a'Phase I flight if schedules permit (Fig. 6.3-5).
 1. Fwd Panels & Consoles
2. Side Consoles & Breaker Panels
3. Attitude Controller Ass'y & Armrest
4. Translator Controller Ass'y & Armrest
5. Work Table
6. Fwd Hatch (Ingress /Egress)
7. PLSS (Back Pack)
8. Thermal Meteroid Garment
9. Constant Wear & Liquid Cooled Garments
10. Suit Servicing Kits
11. Adjustable Seat - (Working Position)
12. Adjustable Seat - (Stowed Position)
13. A. O. T.
14. Work Table Light
15. Flood Lights
16. PLSS LiOH
17. PLSS/Recharge Station
18. CSM LiOH
19. PLSS Batteries
20. Voice Storage Recorder
21. CSM Tape Recorder, Tapes & Cold Plate
22. Lunar Boots
23. ECS Package/Suit Loop
24. Cabin Blower
25. Flexible Duct From CSM
26. Docking Hatch (Open)
27. Dome Light
28. Storage Compartment
29. Food
30. Emergency Oxygen
31. Seat Mount Fitting

NOTE:
Items Marked (*) Are Existing or Modified Equipment
On The Present LEM Vehicle.
The Shaded Areas Indicate Available Experiment Storage Volume,
Approximately 17. 4 cu ft.
 Y. 0
26*
18 19
29
23*

29
! 16*

View Looking Aft + 27. 0

View B-B
26* Z.O

13*

Z + 2.0
View Looking Outb'd
L. H. Side
 Y. 0
11
X294.643
*2

X252

X233. 5
19

X200

27

Plan Viei

Y. 0

X298

„!*

-3* X252

-6*

X215

X200

11

View Lookin
 Z64.557

5*

13*
14*

X298

0 2 4 6 8 10
Fwd
| , i • i I i I i 1
Scale

Fig
 (III)6-U9/50

View A-A

5
-* 2 * 2 3 26*

X294.643

28
Z + 2.0
View Looking Outb'd
R. H. Side

6.3-1 Pliase 1 Lab General Arrangement

'/uvnsna/L
2. P/.3S
3. (/7)
 (111)6-51/52

L. //.

r
*c» - 20 • -40 6,0 so •• /oa

Fig. 6. 3-2 Recommended Configuration External Stores

 (IID6-53M

Internal Vest (Ref) Chest

Vest Hooks Adjustment

Waist
Adjustment

Loops on
External Belt~

Hooks

Vest Attachment
Quick Disconnect
Fitting

Spring Loaded Cell

W/Turnbuckle Adjustment

Flexible Cable

Universal Joint Fitting

Fig. 6.3-3 Restraint Harness

'Summon.
 ) tOHT •••«» OOClll

O'

D\SPLAYS

FOR DISPLAYS
VOLUME VOLUME VOLUME WLUME \DIUI*E MASTER VOLUME

AVWLNBLE EXCEPT
WHEN RENDZ.
RADAR IS USED

EXCEPT WHEN DSKY I

IS USED !
 (111)6-55/56

*y iy >y ^j iy *y '^J
(3*5 (f^ <f*i^ j ? ^ i ^ (Pa

IX
O OO 0

TOWER COHTROV.-

/—^
DDDDDaDDnDnnDDDnaDDLj
^ ~ — — — — — — ^Ml VOLT^BE — — — — — — — ~ ^
a»m
OK ^

OD\F\ED
'T7"TTTT'TTT7""?TT':g"'r'TTr''TTTT' ^ "o\ff
-MODIFIED PAHEU

CDNWUNlCAIiOrtS _

""SS"

m t S f
-MODIF1CD

MODIFIED

Fig. €L 3-4 Controls and Displays

Z + 2.0
Key
1. PLSS Lii
2. CSM LiC
3. PLSS Ba
4. Access I
5. Expansic
6. Available
7. Portable
8. Portable

Vi

Portable Storage Containers

H (10) Stored External On
I (17) Recommended
;eries (10)) Configuration
itch
i Joint
Volume
Container 8 x 28 x 20 in.
Container 22 x 22 x 18 in.

w A-A

Vi
Descent Sta
 (111)6-57/58

Descent Stage (Ref)

47. 0 Dia

20. 5 Dia.
jw B-B View C-C
;e Compartment

Figure 6. 3-5 Phase I Lab Per Flight

Modifications
 (111)6-59

6.U STRUCTURAL ANALYSIS

6.U.I Design Conditions

The Phase I LEM Labs are being studied to satisfy the requirements resulting from
the various phases of the mission profile for each particular flight configuration.
Where applicable, due to the same environmental conditions, the design criteria and
environments established for the LEM have been used to establish subsystem design
concepts and feasibility for this study. It is also anticipated that these or sim-
ilar requirements will not be exceeded when the final configurations, experiments,
and payloads have been determined. This study has included the effect of mission
profile differences from the LEM where these differences exist. The flight config-
urations being considered for the Phase I Labs are:
• 200-N.Mi, 90-deg Earth orbit
• 19,350-N.Mi, 0-deg synchronous Earth orbit
• 80-N.Mi Lunar orbit
• 200-N.Mi, 28.5-deg Earth orbit

The total time of the mission for any particular flight is equal to or less than lU
days. The maximum expected gross weight for the projected Phase I Labs is approxi-
mately 20,000 Ib. Inasmuch as the Phase I Labs do not have a landing requirement,
the design criteria resulting from descent, lunar landing, and ascent are not con-
sidered in the analysis for these vehicles. Future studies will consider the effect
of the change of launch trajectory of the above missions versus the environments re-
sulting from LEM trajectories.
6.U.1.1 Launch and Boost - C-5

The pertinent design requirements used to establish the integrity of the basic
vehicle and subsystems are listed below. A safety factor of'1.50 is applied to the
limit conditions to obtain ultimate loads. The Phase I Lab coordinate axes are
shown in Fig. 6.U-1.

Limit
Accelerations, g X Y z
Lift-off +1.60 ±0.65 . ±0.65
Max. (S-IC) +2. OT ±0.30 ±0.30
Boost (S-IC) +U.90 ±0.10 ±0.10
Cut off (S-IC) -l.TO ±0.10 ±0.10
j_p "I c •ffi L.O
Earth orbit 0 0 o
6.U.I. 1.1 Vibration - The mission vibration environment is represented by the
following random and sinusoidal envelopes considered separately:
 From exterior primary structure

o Random

10 to 23 cps 12 db/octave rise to

23 to 80 cps 0.01U8 g2/cps

80 to 105 cps 12 db/octave rise to

105 to 950 cps g2/cps

950 to 1250 cps 12 db/octave decrease to

1250 to 2000 cps 0.01U8 g2/cps

o Sinusoidal

5 to 18.5 cps Q.l5h inches D.A.

18.5 to 100 cps 2.69 g peak

From interior primary structure

o Random

10 to 23 cps 12 db/octave rise to

23 to 80 cps 0.01U8 g /cps

80 to 100 cps 12 db/octave rise to

100 to 1000 cps 0.0355 g2/cps

1000 to 1200 cps 12 db/octave decrease to

1200 to 2000 cps 0.01^8 g2/cps

o Sinusoidal

5 to 16 cps 0.154 inches D.A.

16 to 100 cps 1.92 g peak

For design purposes, the above random spectrum applied for 5 minutes along each of
the three mutually perpendicular axes (X, Y, Z) in addition to the corresponding
sinusoidal spectrum acting for 5 seconds at the natural frequency of the equipment
being designed will adequately represent the environment.

6.U.I.1.2 Acoustics. Sound pressure levels in db external to LEM (Re. 0.0002

dynes/cm ) are as follows:

Octave Band C-5 at max.q

(cps) level (db)

9 to 18.8 136
18.8 to 37.5
37.5 to 75
75 to 150
150 to 300 139
300 to 600 135
 (III)6-61

600 to 1200 130

1200 to 2UOO 125
2UOO to 1*800 119
1*800 to 9600 113
Overall 150
6.U.I.2 Space Flight

X Y Z
/• 2
g rad/sec g rad/sec' g rad/sec

SM Prop. Syst. Operating -0.36 +0.62 ±1.99 +0.62 +1.99

SM Prop. Syst. not
operating 0 0 0 0 0 0

6. U.I. 3 Preliminary Docking Loads (Limit) and Criteria

• Probe Contract :
Axial velocity, 0.1 to 1.0 fps
Radial velocity, 0.0 to ±0.5 fps
Angular misalignment , +10 deg
Angular velocity, +1.0 deg/sec
Miss distance at probe, +1 ft
• Loads at Probe;
F = 2235 lb
FX = 3118 lb
MZ = 813U ft-lb
• Mass Properties;
Active Vehicle, M 2000 slugs )
C/M + S/M
7^000 slug -ft 2 j
Target Vehicle, M 2200 slugs _
I =* 1,150,000 slug-ft S-IV B + LEM

Final Hard Surface Contact:

Axial velocity, 0.15 fps Max. permissible for single point
F = 5000 lb contact on non-parallel surfaces
6.U.2 Hardpoint Provisions for Payload and Experiment Support Structure
6. It. 2.1 General
A basic requirement for the integration of experiments and payload on to the space-
craft is that the primary structure will not require major medication. Where
necessary, additional localized strength will be incorporated into the ascent and
descent stages to provide attachment points for payload support structure.

Some preliminary studies and analysis have been carried out to determine the mag-
nitude of additional local load capability at various potential hard points on the
ascent and descent stage structures. In general, these hardpoints may be' charac-
terized into two groups. The first are those points at which no fittings or local
stiffeners exist currently for LEM, but which may be adapted for concentrated load
application through the use of attachment fittings, stiffeners and skin doublers.
(111)6-62

By this means, concentrated payload support structure reaction forces can be de-
livered into the primary structure for internal load equilibrium without over-load-
ing the existing members. The second group are those hardpoints at which fittings
and stiffeners currently exist on LEM. These points may be used to react addition-
al concentrated loads providing enough strength exists for the combined input loads.
When necessary, it may be possible to increase the strength of these attachments by
adding material thickness. The current studies are based solely on static load
conditions to determine structural feasibility; in later phases of the program, dy-
namic response analyses of equipment and payload items with support structures will
be conducted to verify structural integrity. In addition to analyzing each payload
and experiment local input into the primary structure, each flight configuration
must be checked for the critical loading environments to ensure the overall struc-
tural integrity of the primary structural members.

6.^.2.2 Ascent Stage Hardpoints .

Figures 6.H-2 and 6.U-3 show existing hardpoints in the LEM ascent stage. The
loads shown applied to these points are ultimate allowable loads with the fuel and
oxidizer propellant tanks removed. These loads may be used for local design, but
are not necessarily applied simultaneously. The critical condition for the Labs is
the 7.35g boost. The loads shown may be .combined with the interstage loads from the
descent stage for this condition only when applied in the directions shown.

Points R and S do not have existing fittings but may be adapted for the concentrated
loads shown with minor modification. The remaining points have existing truss members
joined to them by fittings or bulkhead lugs and may be readily picked up.

6.U.2.3 Descent Stage Hardpoints

For effective usage of the LEM descent stage, hardpoint load distribution should
remain unchanged. Basic hardpoints' on the existing LEM are located at coordinates
such as engine mounts, tank mounts, equipment shelf mounts, etc. The LEM descent
stage primary structure, as well as the local structure, is designed for these loads.
The loads are then transmitted by the structure to the trunion point. Obviously,
any new hardpoint requirement has to be analyzed utilizing the above constraints.
As previously out-lined, both a structural and dynamic analysis would be required to
verify integrity-. Any Phase I Lab must remain within the total weight and inertia
envelope as required by the LEM structure. All primary structural .changes are to be
compensated for by providing alternate load paths. For example, the tie rod which is
to be removed to allow the new water tank structural placement will not have its
local path altered, but instead the loads will pass through the tank truss.

The landing gear structure will be removed in its entirety since no landing is re-
quired for. the Phase I Lab. Also, the descent engine will be removed. The descent
engine tanks are to remain, but in empty status.
 (111)6-63

The summary of the LEM descent stage hardpoints is presented below:

Hard Point X Y Z APX A Py APZ

U-L +196 +82 +27 ±1^00 Ib ±1170 Ib ±1600' Ib

U +196 +82 -27 ±lUOO Ib ±1170 Ib ±1600 Ib
The A loads are load increments which may safely be added to existing loads without
requiring major reanalysis. Values shown are Ig (Earth g) values and will be valid
for all loading conditions. The above is based on the premise that equipment shown
on Figure 6.k-h is removed.

6.^.3 Modifications to 6k-Inch LEM Descent Stage

For the Lab I configurations (utilizing the 6U-in descent stage) which are similar
to LEM except for minor modifications, the launch and boost criteria will be the
same as that of LEM. Altogether these include 35 loading conditions. They are
subdivided into seven groups, namely:

1) End of boost with AT = Text - Tin = hQO - 70 = 330°F

2) End of boost with AT = 0 (Tin = 70°F)
3) Lift off
k) Max q a
5) End of 2nd stage boost
6) First stage cut-off with aAT
7) First stage cut-off with AT = 0 (T = 70°F)

The above group is further divided into five conditions representing various axial
and side load combinations.'

Primary structural interface loads were calculated for the combined vehicle. A
more recent IBM Astral run, utilizing a finer grid on the descent stage and thus
compensating for tank cut-outs in the lower deck, was made in which the final 6k-in
descent stage loads were computed. It is this data which will be utilized to check
the existing LEM descent stage modified for Lab I use. Primary structure, aside
from the landing gear, should remain unchanged. Various local areas will be altered
structurally to allow for the installation of equipment peculiar to the Phase I
Lab. The battery bank rack attached to each end of the four bays is an example of
minor local modification. It encompasses the shear tie of several Z sections to a
deck which has shelves carrying batteries. The shear tie to the existing end face
will ultimately carry loads to the LEM mount truss. This in effect will be added
structural assembly. The water tank mount, however, will be an assembly installa-
tion which will replace some existing structure, Removal of the base heat shield
incurs no structural problem. When removed, the descent engine, associated equip-
ment (mount .truss), fuel, and tanks provide a number of hardpoints which are util-
ized for equivalent masses.
6.U.U Micrometeoroid Shielding (Acoustic Fatigue)
Micrometeoroid penetration considerations will determine the minimum average gage •
and skin spacing standoff from the protected structure. However, the shielding
must be designed for its ability to withstand sonic fatigue during the launch and
boost condition.

QiM&nmaa.
(m)6-6h

For the LEM, typical micrometeroid shielding, which also acts as thermal shielding,
is an 0.006-aluminum alloy skin held away from the main structure by nylon stand-
offs. The standoffs offer point support and are spaced approximately 12-in apart.

Vibration tests have been conducted on a flat specimen of this type construction.*
A flat specimen was conservatively chosen since curved panels, such as those on the
ascent stage, will offer greater resistance to acoustic fatigue. A partial failure
of the nylon standoff washer head was encountered. The failure was not serious,
however, since the standoff still continued to support the aluminum face sheet.
After completion of these tests the specimen was exposed to an acoustical test at
an overall sound pressure level of 150 db for 2 minutes (which is design level) and
no failures were observed. However, when the overall sound pressure level was in-
creased to 15^ db (which is an overload condition), the washer heads of three nylon
standoffs failed. These failures allowed the face sheet to slide along the posts
thus eliminating the skin spacing required for protection. The standoffs are cur-
rently being redesigned to eliminate the stress concentration at the juncture of
the washer and post. It is anticipated that this redesign will eliminate this type
of failure.

Alternate methods of construction (Fig. 6.U-5) were investigated using other tech-
niques.*-* The following types of construction which are listed in a decreasing
order of preference for weight criterias were compared:
Honeycomb panels
Skin with bonded doublers and ribs
Skin and rib
Corrugated panels
Beaded panels.
Since the design reference data used were developed for aircraft applications, the
lowest number of design cycles considered were a factor of 10 to 100 times greater
than those anticipated during the launch and boost conditions. The gages required
were, therefore, 5 to 30 times greater than that used for LEM. An exception was
the honeycomb construction where the sum of the two face gages was only 1.5 to 2
times as great.
It is planned that the LEM type construction with improved design be used for the
Phase I Labs with an increase of skin gage as required for meteoroid shielding for
the 1^-day mission period.. Although the increase in gage is usually beneficial
with regard to fatigue, a change in dynamic characteristics, especially of the sub-
structure, will occur. Acoustic testing of the new configuration is therefore
planned later in the program. As alternate design approaches, honeycomb or perhaps
crushed honeycomb (bond-o-lite) face sheets will be investigated because of the
apparent advantages over single sheet construction. Since the honeycomb may not
provide the best meteoroid protection due to its tendency to contain the generated
gases in a single-core cell, it is planned to also investigate the use of the above
mentioned configurations as alternatives.

* Reference Grumman LTR 905-11001: Results of Vibration Tests, LEM Structural

Elements, C. Birn, April 1965.

** Reference ASD-TDR-63-820: Structural Design for Acoustic Fatigue, Air Force

Flight Dynamics Laboratory, Wright Patterson Air Force Base, Oct. 1963*
 (111)6-65

6.4.5 Equipment Supporting Structure

6.4.5.1 Lab Aft Equipment Bay

The aft equipment rack is attached to the Z-27 bulkhead at points A, B, H, A , B ,

H (Fig. 6.4-6). The existing LEM aft equipment rack is designed for a gross
weight of 990 Ib. The design loads in the various truss members for the gross
weight are given in the table. It is proposed that five 104-lb GOX tanks in the
aft equipment bay replace two 67-lb GOX tanks and two 8-lb Helium tanks. This
change increases the design gross weight from 990 to 1360 Ib, and moves the center
of gravity forward approximately 6-in to Z-57. Based on a change in gross weight
and neglecting the small shift in center-of-gravity, there would be a 39 percent
increase in the truss member loads for the boost condition. Truss members AC and
BC would have to be redesigned for the increased load in the 7.35-g boost condition.
In addition, local redesign would be required where these members are attached to
the Z-27 bulkhead. See Table 6.4-1 for the axial loads in rack truss members.

6.4.5.2 Viewfinder Installation

An optical viewfinder, weighing approximately 30 Ib, is mounted in the LEM window-

opening by means of an adapter that replaces the window. An acceleration factor
7.35 g (boost and launch condition) gives a total of 30 Ib x 7.35 g or 220 Ib.
This load has a moment arm of approximately 2 in. relative to the peripheral con-
necting points producing a moment about the periphery of 44l in-lb. The reactive
couple of 440/10 in. or 44 Ib is assumed acting sinusoidally over the periphery.
This sinusoidal distribution produces a maximum coordinate load of ±6.92 Ib. The
internal cabin pressure of 11.5 psi produces a peripheral load of 11.5 x v D^/h^D,
or 28.75 Ib/in. over a 10-in. diameter circle. The maximum total applied load is
therefore 28.75 + 6.92, or 35.67 Ib.
The window bolting pattern was established primarily to prevent rotation of the
joint, thereby maintaining air-tightness integrity. Therefore, the new load will
not influence the overdesigned bolting pattern since strength was not the original
prerequisite.

6.4.5«3 Mid-Section Canister - Ascent Stage

The mid-section canister is a cylindrical container pressurized to 11.5 psi, and
carries a maximum load of 125 lt>- It is supported at X = 233-5 and 2 in. off
centerline. A vertical acceleration of 7-35 g (ultimate) and a lateral accelera-
tion of 0.6 g is experienced by the payload during launch and boost. These accel-
erations produce loads equivalent to 920 Ib in the vertical direction and 75 Ib in
the lateral direction. The eg of the load is assumed at 25 in. below the top of
the containers resulting in a moment at the top of 1875 in.-lb. The Canister is
shown in Fig. 6.2-2.

The vertical component of 920 Ib gives a peripheral reaction on the supporting rim
of approximately 13 Ib/in. The lateral load of 75 Ib (or 1875 jin.-lb) produces a
reaction on the supporting rim which varies as a sinusoidal distribution. As an
average the moment divided by the diameter gives a reactive load of 82 Ib. Assum-
ing the 82 Ib acting over a quarter of the periphery, we get a reaction of ±4.5 Ib/
in. The total unit load per in. then becomes 13 ± 4.5 = 17-5 Ib/in. maximum.
This load is not critical and therefore the arrangement is feasible.

QsAunvnaji.
(111)6-66

6.4.5.U Water Tank and Battery Installation - Descent Stage

The proposed water tank installation is shown in Fig. 6.4-7. The member loads
shown are generated from launch data and must be superimposed on existing structur-
al loads. Any added members providing additional restraint to the basic structure
must be analyzed for secondary loads. Another modification are the four battery
banks, one located in each of the descent stage bays. Each bank contains four
batteries and one EGA unit. Loads shown on Figure 6.4-7 are for 1-g (Earth) loads.
A preliminary detail analysis using these loads was carried out for the tank sup-
port structures as well as the battery supports. The design of members for these
structures does not present any significant problem. The loads induced at the reac-
tion points on the descent stage can be accounted for by the installation of local
external reinforcements, such as clip, fittings, and stiffeners. The installation
of these minor structural changes can be phased into the modification period allo-
cated for the Phase I Labs.
6.4.6 Materials

The major materials problems associated with the Phase I Lab missions over and
above that of the LEM are those imposed by the increased mission time and the dif-
ferent environmental conditions created by the various mission profiles. These
conditions in many cases will affect or alter the choice of materials originally
made for the LEM. Some of these material areas where changes, and in most cases
additional testing, would be required are discussed in the following paragraphs
since these areas may be potential problems for the Phase I Lab. Other areas, such
as radiators, which do not exist on the LEM, also will involve material study.

6.4.6.1 Non-metallics
The toxicity and materials outgassing analysis as established by Engineering
Materials and Crew Systems for LEM are being reviewed in light of present Phase I
Lab requirements. The knowledge and experience gained from the more than 80 materi-
als already evaluated for LEM is proving invaluable. It may be assumed that those
materials already rejected for use on LEM will also be rejected for use on Phase I
Lab; however, a close look and possible re-evaluation of approved materials will be
necessary. Materials are now evaluated for a total of 3 days in contrast to con-
templated missions of 14 days and more. Since the quantity of outgassed products
per material may have to be reduced because of increased mission time and the fact
that increased degradation may take place, retesting in some cases may be necessary.
6.4.6.2 Compatibility
One of the more difficult problems arising from extended missions is one of compat-
ibility. Many of the materials, metallics and non-metallies alike, would be
questionable under extended exposure to duels and/or oxidizers. The use of gaseous
oxygen may also present problems for certain materials. The use of the titanium
propellant tanks to store gaseous oxygen is suggested in Paragraph 5-2.8. Titanium,
in contact with oxygen, is impact sensitive and is not a recommended combination.
However, the use of liners could possibly eliminate this problem. A sprayable
Teflon which is under consideration to alleviate the titanium-^01). compatibility
problem on LEM, would be permeable to oxygen and may not be usable in this applica-
tion. Liner materials such as vinyls and polyesters could be studied if this uti-
lization of the propellant tanks is required.
 (111)6-67/68

6.^.6.3 Transparencies
The mission profile and time of some of the AES missions would require additional
testing of these materials. The visibility required (effect of prolonged UV radia-
tion on the visibility), the number of micrometeoroid hits the windows must with-
stand, and other criteria would affect and possibly alter the materials under eval-
uation for LEM.

6.U.6.U Thermal Control Coatings

The requirements for these coatings vary depending on the mission profile. Stable
coatings (such as LTV-602 white silicone paint) are available; however, the weight
penalty in using these may be excessive. Anodize as a thermal control coating is
being used on LEM and with varying processing parameters could answer many Phase I
Lab requirements; however, the thermal control system used on LEM was established
for its own specific mission and as the mission profile changes, so do the thermal
control coatings required.
6.^.6.5 Sealants and Non-Metallic Structural Materials
Many non-metallics are presently being used in structural applications. The effect
of prolonged exposure to the space environment in not only the outgassing proper-
ties, but the mechanical properties should be determined. High- and low-tempera-
ture cycling, hard vacuum, and other space parameters have detrimental effects on
many of the non-metallic structural materials being used.
 Axial

Landing Conditions

Truss
Member IA 1C IIB IIC IIIA HID IVB I1
AC -1484 +2163 -1713 -2083 -1539 -2020 -2370 -2f
BC +2270 -3094 +2471 +2776 +1560 +1957 +3150 +3:
' BD + 932 -1013 +1429 + 55 + U6l -1325 +ni4 + ;
KH + 340 -. 317 + 26l + 144 - 316 - 469 + 144 +
HE + 529 - 477 +1801 -1213 +1278 -2638 +1112 - {
A'C' -1484 +2163 -2083 -1713 -2020 -1539 -2613 -2;
B'C' +22.70 -3094 +2776 +2471 +1957 +1560 +3351 +3^
B'D' + 932 -1013 + 55 +1^29 -1325 + 46l + 212 +1:
K'H1 + 34o - 317 + 144 + 26l - 469 - 316 + 67 + ;
H'E' + 529 - 477 -1213 +1801 -2638 +1278 - 866 +1:

B,B
-Z60.5

G
K
H> >E'K'
 (Ill)6-69/HO
Table 6.4-1
>ads in Rack Truss Members (Gross Wt = 990 Ib)

Boost Vibratory Conditions , ^Random gs

7-35g nz=+.ig nz=-.lg ny=+3-5g V-3.5g nx=+3.5g n =-3-5g

A.

1 A A F F F F F F.
F F
l 2 la lb 2a 2b 4a 4b 3a 3b
-3 -3029 -3053 +1168 -1996 - 689 -138 -1862 +103^ -2662 +1782

SI +3688 +3687 - 97 +1101 + 729 + 274 +2258 -1254 +1^23 - 391

L2 + 343 + 373 +1986 -1888 - 975 +1072 + 219 - 122 -2787 +2787
57 - 9i - 118 +1137 -1165 - 102 + 73 - 6k '+ 35 ' -1^78 +1478
56 - 299 - 165 +1889 -1952 -2277 +2213 - 142 + 79 -2320 +2320
70 -3006 -3077 +1168 -1996 - 138 - 689 -1862 +103^ -2662 +1782
?0 ^-3669 +3706 - 97 +1101 + 27^ + 729 +2258 -1254 +1423 - 391
14 + 431 + 285 +1986 -1888 +1072 - 975 + 219 - 122 -2787 +2787
44 - 83 - 125 +1137 -1165 + 73 - 102 - 61* + 35 -1478 +1478
12 - 107 - 357 +1889 -1952 +2213 -2277 - 142 + 79 -2320 +2320

* All Conditions Include N = +lg

B

jAumsnan.
 (111)6-71

c Yaw.v

Fig. 6.4-1 Axes Designation

(111)6-72

Hard
Pt. X Y Z
E 253.5 ±45.0 -27
G 228.0 ±18.4 -27
S 294.6 ±36.7 -27
R 294.6 ±36.7 +27
Q 252.0 -46.8 +27
p 229.4 ±43.7 +27
P 211.3 ±22.5 +64.6
4

±5000

R
+X

+Y

+Z

8600

572

Note: Loading (in Ib) is symmetrical

except where shown.

Fig. 6.4-2 Ascent Stage

(111)6-73

.2
•ts<u
w
s
s
0)

•o>
o
01

CO
i

CO
(111)6-7^ 4

+x

+Z (Fwd)

Hard Points

Fig. 6.4-4 Descent Stage Hard Point Location

 (111)6-75

'Meteoroid Shield
olt Access Holes

1/2
I, rm
Nylon
. Stand-off 2.0

jAluminized
'Mylar
' j Superinsulatio

Structural Skin

A. Corrugation-Stiffened Shield

Meteoroid Shield Washer

Structure

B. Sheet - Stiffener Shield

Fig. 6.4-5 Meteroid Shield

(111)6-76

+X233

C.L.

Fig. 6.4-6 Equipment Rack

 (111)6-77

Note:
Loads shown \
are For Launch
Cond. 1 Water Tank Installation

Note:
Loads shown
are for Ig load.
V

\
\ Battery
Pack
Installation

Fig. 6.4-7 Descent Stage Equipment

 (111)7-1

7. REFERENCES

it.2-1. LMO-310-229: "Current Status of the ECS Engine", 2 July 1965.

4.2-2. LSP-300-lUc: "Attitude and Translation Control Assembly Specification",

19 Nov 1963.

U.2-3. LMO-500-229: "Request for Implementation of a Simplified RCS Jet Select

Logic in .the ATCA", 7 Dec 196U.

U.2-U. ENG-AES/IOM-65-110: "AES Labs: Estimated RCS Propellant Plow Rates and
Limit Cycle Periods for AES Labs Using LEM Abort Guidance System and
Reaction Control Subsystem", 20 Oct 1965.

U.2-5. LMO-500-339: "Effect of Rate Gyro Nonlinearities on Steady State Perform-

ance of LEM Abort Attitude Control System is SPS Backup Mode of Operation",
TBI.

k.2-6. LSP-300-11-B: "Rate Gyro Assembly-Stabilization and Control Subsystem-

Design Control Specification for", 19 April 1965.

4.2-7. MIT Instrumentation Lab Report R-^99: "Design Principles of the Lunar
Excursion Module Digital Autopilot", July 1965.

H.2-8. ENG-AES/IOM-65-140: "Comparison of LEM Primary and Abort Attitude Control

Systems' Performance in Attitude Hold Mode of Operation," 25 Oct 1965.

U.2-9. ENG-AES/IOM-65-45: "A Study of Environmental Torques on the AES-LAB-CSM

In Earth Orbit", 8 Sept 1965.

U.U-1. IOM-64-U6: "Personnel Radiation Safety Monitoring Package for Phase I Lab
ACS", Lisa, J., Grumman, 9 Sept 1965.

k.k-2 Report No. 5532U3-5: "Study of Human Factors and Environmental Control -
Life Support System", Vol. 5, Garrett AiResearch Mfg. Co.

U.U-3. Davenport, E.W., Congdon, S.P., Pierce, B.F. : "Minimum Volumetric Require-
ments of Man in Space", AIAA 1963.

k.h-h. IOM-65-53: "Medical and Behavioral Package for Phase I Lab - AES", Lisa, J.
and Kelvin, A., Grumman, 9 Sept 1965.

U.It-5. SID 63-1392, NASw-775: "Biomedical and Human Factors Requirements for a
Manned Earth Orbiting Station - Final Report", Worth American Aviation, Inc,
18 Wov 1963.
(111)7-2

k.h-6. RAC 1781 (ABD-FR-63-11^); NASv 776: "Biomedical and Human Factors Require-
ments for a Manned Earth Orbiting Station - Final Report", Republic Avia-
tion Corporation, Inc.

^.lf-7. ANSA SP-70: "Conference on Nutrition in Space and Related Waste Problems",
27-30 April
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