Apollo Training Sequential Events Control System 03201966

8/8/2019 Apollo Training Sequential Events Control System 03201966

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APOLLOTRAININGSEQUENTIAL EVENTS CONTROL

SYSTEM STUDY GUIDE(LES, EDS, ELS)

COURSE NO. A-315I MARCH 20, 1966 FOR TRAINING PURPOSES ONLY I


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PREFACEThis study guide was prepared to augment the oral presentation of the.S_equcntiti& !$ve.nt_sControl System course, number A-315. It is organized tocorrespond to the instructor's procedure in presenting the concept of the system'soperation and mechanization. The accordant text arrangement affords the student

the advantage o f review, with printed material, that is in the same sequence asthe verbal presentation. Consequently, the format contributes directly to recallmemory and is, therefore, conducive to prolonged retention extending the effective-ness of the course.The study guide enhances the course and facilitates further learning byproviding the physical convenience of having immediately before the student, thesame illustrations and documentation that is utilized by the instructor in theform of transparency projections, charts, and drawings. The necessity for takingnotes is minimized, as is the possibility of inadvertently missing portions ofthe explanation because of the difficulties inherent in distinguishing distantvisual aids.The accounts and descriptions of the Sequential Svents Control System,._. -_- ---....-- ,.__,the Launch.Escape Syste_m, the Rnergency Detection System, and the Earth_ Landi=System--contained herein are intendedJo'a@pkonly 'to-the first manned flight_ofthexpollo Spacecraft. Unmanned Boilerplate and Space%& "flights will, inmost instances, have very similar configurations with slight modifications and/oradditions depending upon mission objectives and are usually less sophisticated.This document is intended for training purposes only and is not subjectto scheduled revision.Questions relative to the information contained in this document shouldbe directed to:

W. A. WaddellT. S. GillandApollo Logistics Training, ~/6/1-1@NAA, S&ID Downey, California&tension 4325, 6, or 7.


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PAGESECTION - DTSPTAYS ND CONTROLS

5.15.25.35.4::i5.75.8:::o

PANELASSmLYl.....................................PANELASSEMBLY .....................................PAN~ASS~LY5 .....................................PANELASSEMBLY .....................................PANELASSiQlBLY15....................................PANELASSmBLY16 ....................................PANF~.ASS~LY22 .....................................PANn.ASS~LY24 .....................................PANELASSliMBLY25....................................TRANSLATIONONTROLLFR.................................

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6.1 NORMALASCENT......................................6.2 NORMAL RGFNTRY NDDFSCFNT ...............................6.3 PADTO T+&SECONDLE3S ABORT. .. .. ..I I 6; SECONDSFTERL: ...........................................T-OFF TC 3C,OOOFEETLE' ABORT ;-;;- .MiQlTUM LTITUDELES ABORT.HIGH ALTTTUDELESABORT. ................................................................ 66;';-SPSABORTANDRE*TURNTOEARTH.............................. 6-21

SFCTIONVIT - CTRCIITT Nf%YSIS. ...................................... 7-1APPENDIX - nTRL,TnGRAPHY........................................ A-lAPPmTX B - GIOSSARY F ACRONYMS.................................... B-l


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LIST OF ILLUSTRATIONSFigure No. Title Page

l-11-2l-3l-4l-5l-6l-7l-81-9l-10l-ll

SECS ..................................MESCANDELSC OCATIONS .........................SMJCLOCATION .............................CMRCSCONTROLLEROCATION.......................LESREQu1REMENTs............................EDSREQUIRFMENTS............................ELsFi.I&uIREMENTs............................APOLLOSPACECRAFTEPARATIONLANESAPOLLO PACECRAFTEIGHTS NDDIMENSI6NS : ..............................CM COMPARTMENTONFIGURATIONSPACEVEHICLES........::::::::::::::: ..............

l-31-4l-5l-6l-12l-l41-16l-17l-19z

2-l LAUNCHESCAPEYSTEMCOMPONENTS.................... 2-22-2 LAUNCHESCAPESYSTEM.......................... 2-32-3 LAUNCH SCAPE UBSYSTEMUTAWAYETAIL .................. 2-42-4 GRAINCONFIGURATION,/J MOTOR. ..................... 2-52-j GRAINCONFIGURATION,/EMOTOR. ..................... 2-62-6 GRAINCONFIGURATION.P/CMOmR. ..................... 2-82-7 BOCSTPROTECTIVECOVER,LOCK CSM ................... 2-102-8 CANARD TRUCTURALCONFIGURATION.................... 2-122-9 CANARD HRUST LINKAGEASSEMBLIES................... 2-132-10 EDSQ-BALL ................................ 2-u3:;3-3::$3-6;:s'3-93-10;-:

EARTHLANDING YSTl9fCOMPONENTS....................APMCOVERSEPARATIONMECHANISM.....................ELSEQUIPMENTBLOCKELSPARACHUTES n.::::::::....................................

FISTRIBE!ONPARACHUTE .........................MORTARASSEMBLIES...........................REEFINGLINESREEFING INE CU'kR'II;STA~T;ON ............. ...............REEFINGLINECUTUTTER............ :: :: ::::: : :::: :RINGSLOTPARACHUTE ..........................RING SAIL PARACHUTEEARTHMPACTSYSTFM'BLOdK'I' : : : : : : : : : : : : : 0': : : : : : : :

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;z3-I43-15

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Figure No. Title PageiI;4-3i:i;I;zo4-114-124-13It-144-154-16k-174-184-194-20

ELFCTRICAL OTWIRENITIATOR ............LES IGNITFX , . . . . . . . ............TYPICAL CMRCSSQUIBVALVE . ............CM REACTION ONTROLYSTEM . ...........CM REACTION ONTROLNGINES. ...........ELECTRICAL IRCUIT INTERRUPTERS..........DETONATORARTRIDGESSFMBLY...........TOWER EPARATIONECHANISM............CM- SM SEPARATIONYSTFJf. ............CM- SM TWSION TIE. ................CM- SM SEPARATIONYSTEMORDNANCENSTALLATION. .UMBILICALSEPARATIONYSTEM. ...........ADAPTER EPARATIONYSTEM. ............ADAPTER AN?XSEPARATIONINES ...........SLA PANELDEPLOYMENT...............PARACHUTEISCONNECTS...............HOTWIRE RESSUREARTRIDGESSEMBLY........APM COVER HRUSTERSSEMBLY...........PARACHUTEEPLOYMENTORTARS...........CANARD CTUATOR..................

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MAIN CONTROLNDDISPLAYPANEL ..........MAIN DISPLAYCONSOLEOCATOR...........PANELASSFMiLYl. .................PANELASSmLY 3 ..................PANELASSFMBLY. .................PANELASSJ3BLYS .................PANELASSFMBLY5. .................PANELASSFMBLY6. .................PANELASSEMBLY ..................PANFLASSmBLY24. .................PANELASSFZ@LY5. .................TRANSLATIONONTROLLER..............MAJOR EVENTS ERF'XMED Y THE SECSO!! FIRST MANNEDPOLLOMISSION.EVENTPROFILE, NORMAL SCENT . . . . . . . . . . . . . . . . . .NORMAL OWERETTISON. . . . . . . . . . . . . . . . . . . . . . .

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Figure No.

2:;2:;6-106-116-126-136-146-156-166-177-l;I;7-4;I:7-77-87-9

Title PageNORMAL DAPTFA FPARATION.. ..EVENTPROFILENORMAL RF-ENTRY NDDECENT.................... : : : : : : : : : : : : : 2::NORMAL M- SM SEPARATIONND SM JETTISON 6-9EARTHLANDINGSYSTFMNORMALEQUmCE. ................... ...... : : : : : : : : : : 6-10EVENTPROFILE.PADTOT+61"LFSABORT.......................6-12EVENTPROFILE, T + 61" 30,000 FT LES ABORT 6-14LOWALTITUDELES ABORT. (PAD TO 30,000 FT) ...................... : : : : : : : : : : 6-15hVENTPROFILE, MEDIUM LTITUDE .ES ABORT. . 6-17MEDIUM LTITUDELES ABORT 30,000 to 120,000 FT).................. : : : : : : : : : : 6-18hvENT PROFILE, HIGH ALTITUDE ,= ABORT. .......................HIGH ALTITUDELES ABORT 120,000 FT TO TWR ETT). 6-19620SPS ABORTS ROM AUNCH HASE. .. . .. .. ................... : : : : : : : : : : 6-22EVENTPROFILE, SPS ABORT ND RETURN O EARTH. ...................BLOCK SPS ABORT TWR El'T TO NORMAL DPTSEP) 6-23.................. 6-25SCHEMATIC IAGRAM,EMERGENCYETECTION YSTEM..................SCHmTIC DIAGRAM,+lERGENCYETECTION YSTEM.................. ;I;SCHWTIC DIAGRAM, AUNCH SCAPE SPS ABORTSYSTZJ4............... 7-4SCHEMATIC IAGRAM, AUNCH SCAPE SPS ABORTSYSTm ................SCHFMATTCIAGRAM, AUNCH SCAPE SPS ABORTSYSTm ................ ;I;SCHEMATIC IAGRAM, AUNCH SCAPE SPS ABORT YSTM ................ 7-7SCHR4ATIC IAGRAM, AUNCH SCAPE SPS ABORT YSTM ................ 7-SSCHEMATIC IAGRAM, AUNCH SCAPE SPS ABORTSYSTEM...............SCHEMATIC IAGRAM, AUNCH SCAPE SPS ABORTSYSTE&l...............

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SECTION IINTRODUCTION

1.1 SYSTEMDEXRIPTIONThe title, Sequential Events Control System(SECS), is the name given to that Apollo Spacec raftsubsystem which will control the automatically sequencedfunctions during any mission abort, normal Spacecra ft/Lunar Excursion Module/Adapter (SLA) separation, normalCommandModule/Service Module (CM - SM) separation andSM jettison, and earth recovery.The SECS will act as the controlling agent forthe normal, manually initiated Launch Escape Tower (LET)jettison following first stage staging and ignition ofthe second stage. The SECS will utilize the Launch

Escape System (LES) to successfully rescue the Astronautsin case the mission is aborted due to emergency con-tingencies, either on the launch pad or at anytime upuntil the time o f normal LET jettison. This is normallyreferred to as an LES abort. An abort may be definedas the premature termination of a mission due to certainemergencies arising within the Launch Vehicle (LV) orthe Spacecraft (SC).Normal separation of the SLA is performed bythe SECS following manual initiation at the commencementof the third orbit. Emergency separation of the SLA isperformed automatically following the manual initiationof an abort anytime between normal LET jettison (towerjettison) and normal SLA separation (adapter separationor S-IVB jettison). This is normally referred to as aService Propulsion System (SPS) or a SM abort.CM - SM separation is also carried out by theSECS after a manual command on a normal pre-entry or

subsequen t to an SPS abort. SM jettison is executedsimultaneously by the -93.X at this time. For an LESabort, this separation of the CM from the SM is per-formed automatically by the SECS.The Earth Landing System (ELS) is utilizedautomatically by the SECS either as subsequen t func-tions to an LES abort, or following an SPS abort, orfollowing normal entry after successfully completing amission.The SECS will be armed approximately onehour prior to launch and will remain energized untilafter normal adapter separation at the start of the

third orbit. It will be turned on again fo r normalCM - SM separation on pre-entry, and remain energizeduntil after the Main Landing parachutes are releasedafter touchdown on the water, at which time it w illbe turned off for the last time.The Emergency Detection System (EDS) con-tained within the LV provides inputs to and interfaceswith the SECS. An EDS automatic abort may be votedwithin the Master Events Sequence Controller (MIGC) ofthe SECS at anytime from lift-off until tower jettisonwhen this capability is automatically switched off oruntil inhibited by the crew's switching functions.The MESC, as the name implies, is the mastercontroller of this system. Other controllers are theSM Jettison Controller (SMJC), the CM Reaction ControlSystem (RCS) Controller (RCSC), and the Earth LandingSequence Controller (ELSC). Numerous relays, timedelays, and baroswitches within these controllers

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cause certain discrete events to occur inorder and at specific times or altitudes.illustrates the SECS schematica lly.a prescribedFigure l-l

The Translation Controller provides theAstronaut acting as the Commander (L.H. couch) with themeans to manually initiate an LES or an SPS abort. AnLES abort may be manually initiated by the Commanderwhile on the launch pad after the SECS is armed, or atanytime during ascent until the LET is jettisoned.After the LET is jettisoned, there is no longer anypossibility for an EDS automatic abort, as previouslystated, and therefore an SPS abort must be manuallyinitiated by the Comm ander. It may be possible toabort to orbit, using the SPS engine of the SC as abooster, or return to earth may be mandatory after thecrew selects one of many entry programs.

The SF.CSdepends upon DC power exclusively,being supplied primarily by 5 batteries on board theCM. It also depends upon Main DC Bus power beingsupplied by the Fuel Cells in the SM for its RCS func-tions through the CM RCSC . Three batteries titled A,B, and C furnish 3 legs of logic power for the EDSrequirements. Batteries A and B provide Logic Buspower for systems A and B respectively of the SECS.These 3 batteries are rechargeable in flight by SCsystems.The remaining 2 batteries, referred to asPyro batteries, supply power to the Pyro Busses of the

SECS. These batteries are not rechargeable duringflight.The SECS s also dependent upon 2 morebatteries in the SM to power the SMJC after normal CM-SM separation. These batteries, called the SMJCbatteries, are not rechargeable in flight.

The locations of the MEX's and the ELSC'sare shown in Figure 1-2, as is the Pyro ContinuityVerification Box (PCVB) located directly above or aftof the ELSC's. The purpose of the PCVB is to providean access point within the CM o verify the continuityof the pyrotechnic hookups in the forward compartmentafter this compartment has been covered with the ApexCover during vertical assemb ly. Space remaining inthe PCVB has been utilized to eliminate the singlepoint failures in the ELSC's by installing redundanttime delays and relays in parallel to the EISC's. Theelectrical connector plugs to this box are left dis-connected until after the final pyro continuity verifi-cation is conducted and it is desired to comple te thehookup of the SECS prior to launch.

The location of the SMJC's and the SMJCbatteries is shown in figure l-3. The location of theRCSC 's is illustrated in figure l-4.Various circuit breakers, switches, andindicators on the Main Display and Control Panel inthe CM's Cabin, or Crew Compartment, are also an im-portant part of the SACS. The above mentioned batter-ies supply power to these many controls and displays,whose functions are described in the Displays andControls section.Acceptance Checkout Equipment (ACE) andvarious units of Ground Support Equipment (GSE) willbe employed for integrated systems checkout of the

SECS through the GSE Flyaway Umbilical.All components of the SECS are inaccessibleto the crew for maintenance purposes. Quality assur-ance and component reliability provide msximwn guar-antees that the circuitry will operate on demand.Redundancy is accomp lished by dividing the system into

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SEQUENTIAL EVENTS CONTROLSYSTEM A ONLYC/M CABIN

SYSTEM; C/MFWDiTWR LEGS I LES; COMPT ; jMOTORSI: i :I : :

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S/M M.E..C.OGICRM.LS.C. PYHO ARMEDS AUTO.ABORlAUTO OX D DUM PUO-NO AUTO. ABORTCANARD DEPLOY

KS OGICDUMPPURGERCS CMO5 ED8 BAT "A"a ED8 BAI "5".EDS BAT "c"3 MESC ARM "A") MESC ARM "6", MESC LOGIC "A", M ESC LOGIC "6") ELS"A"a EL8 "B"+RCS TRANS+&Z/M RC5 PRFSS ;

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EL8 LM;IC IA.C. JETT I :DROGUEDEPLOY : : :IMAlN DEPLOY iMAIN CHUTEREL , Ii i:

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HELIUM/TANKCM RCS C(3NTROLLERLOCATION

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2 identical systems (A and B) with numerous powercrossovers which will perform functions in parallelsimultaneously. Either system A or B has the cap-ability to accomp lish system requirements./1.2 SES FUNCTIONS4.21.2.1 Enables Automatic Abort CapabilityAt Lift-Off

Instantaneously with lift-off from the launchpad, the automatic abort capability is enabled by theMESC. The EDS automatic abort capability is arme


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within this controller. At this same time, the Heliumand Oxidizer Interconnect Squib valves between theOxidizer supply tanks are fired by other relays withinthis controller to affect this operation thoroughly.1.2.9 Performs CM - SM Separation

The function of separating the CM from theSM upon the initiation of an LFS abort is performedautomatically by the MESC. Separation of the CM fromthe SM following a Service Propulsion System (SPS) abortand a normal mission during entry is also performed bythe ME% after receiving a manually initiated commandfrom the crew. This same command also energizes theSM Jettison Controller which affects the retrograde androll-out maneuver of the SM away from the CM.--.2.10 Ignites LES Rocket Motors for LB Abort

Immediately following the initiation of anLES abort, either from the pad or up until 61 secondsfrom lift-off, the MEX ign&-es-_th,e Launch Escape a@.._- .-.Pitch Control motors simultaneous_ ly to propel theL&nch Escape Vehicle--(IXV)'-%ay from and into a dif-ferent trajectory than that of the boost trajectory.After 61 seconds from lift-off,however, the possibilityfor igniting the Pitch Control motor is automaticallyswitched out by the time-out of the 61 second auto-matic oxidizer dump time delays, thereby making itimpossib le for the Pitch Control motor to be ignited incase of an LES abort between that time and towerjettison.1.2.11 Deadfaces CM - SM Separation Pyro Circuits

One and eight-tenths seconds after the initia-tion of CM - SM separation, whether normal in the pre-entry phase or subsequent to an SPS abort or with anLES abort, the pyrotechnic circuits for separating the

CM from the SM are deadfaced by de-energizing theseparation relays. This function prevents anypossibility of a high resistance short to ground withinthe separation system from discharging the Pyro batter-ies before deployment of the Main Landing parachutes.1.2.12 Deploys Canards

The Canards are deployed automatically bythe MESC 11 seconds after the initiation of an LESabort. The Canards are deployed by a Squib fired gasactuator.1.2.13 Arms ELLSDuring LES Aborts

During all LES aborts, the EIS is armedloaicall?bv the MESC 14 seconds after the initiation'of-the abort and activated with closure of 24,000 footbaroswitches in the ELSC. Subsequen t functions of theELS are dependent upon these 24,000 foot baroswitches,some 10,000 foot baroswitches and time delays. TheELS Logic Bus is armed manually during normal entry,or following SPS aborts with return to earth. prior todescendingbut is notthe 24,0001.2.14

to an altitude of approximately 56,bOO feet,activated automatically until closure offoot baroswitches.Controls Tower Jettison /' h +,* $a;':.-c, ,d,L r*r.z*q,._ -The MESC performs the task of jettisoning

the LET during normal ascent and-kighe&id&e--LES-aborts after receiving manually initiated commandfrom the crew. During' L d&ew~and medium altitude LESaborts, the LET is jettisoned automatically by theMFSC with the time of jettison being controlled by the24,000 foot ELS baroswitches.

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1.2.15 Enables RCS/SCS During Aborts and NormalSeparationOne second following initiation of LES abortsafter 61 seconds from lift-off, the CM's RCS/SCS(Stabilization and Control System) is enabled auto-matically by the M%C for rate stabilization of the CM.Two and one-half seconds following initiation of SPSaborts, the SMts RCS/SCS s enabled automatically bythe MESC. For normal SLA separation, present thinkingis for the Commander to manually enable the SM's RCS/SCSprior to commanding Adapter Separation manually.

1.2.16 Performs SLA SeparationAll SLA separation functions are performedautomatically by the MESC f an SPS abort is triggeredby the Translation Controller, These functions are:(1) BECO(2) Direct SC ullage started(3) Guidance and Navigation (G&N) signaledof SPS abort(4) Event Timer reset(5) SLA separated, and(6) SM RCS/SCS enabled

Present thinking of how to perform a normal SLA separa-tion alters the above functions somewhat.For a normal SLA separation, it is thought atthis time that the Commander will first of all manuallyenable the RCS/SCS, then initiate a i-X translation withthe Translation Controller. Approximately 2 secondslater he would manually initiate adapter separation,which utilizes MESC components.

1.2.17 Jettisons Apex CoverThe Apex Cover is jettisoned automatically bythe MFSC, but dependent upon the 24,000 foot baro- ,T-switches in the RISC. The Apex Cover is jettisoned .4seconds after the LET is jettisoned at 14 seconds aL rthe initiation of an abort below 30,000 feet. For anyabort above 30,000 feet or for a normal entry after asuccessful iiii%Sion, -Ehe Apex Cover is not jettisoned_-._. --F%utomatically until &er de&ending to approximately.24,000 feet._.

1.2.18 Deploys Drogue ParachutesThe Drogue parachutes are deployed auto-matically by the ELSC firing mortars 1.6 seconds afterthe Apex Cover is jettisoned. -.-..-.

1.2.19 Deploys Main Landing ParachutesThe Main Landing parachutes are deployed bythe use of small Pilot parachutes, which are auto-matically deployed by the ELSC firing mortars. Duringnormal descent, the Pilot parachutes are deployed whenthe 10,000 foot baroswitches close in the ELSC.

1.2.20 Controls CM RCS Propellant DisposalDuring normal descents after Main Landingparachute deployment, the Commander will dispose ofall remaining RCS Propellants on board the CM by burn-ing it off through the simultaneous firing of all theRCS engines, except the positive pitch engines. Inthis manner he rids the CM of all hypergolic propellantsprior to touchdown on the water. This is importantbecause if a Fuel and an Oxidizer supply tank should

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rupture at touch down allowing the Fuel and Oxidizerto mix, a fire would erupt causing damage to, or lossof, the CM and possibly the crew.For any LES abort after 61 seconds from lift-off, the full load of Propellants is disposed of byburning, also, follow ing Main Landing parachute deploy-ment exactly as on a normal descent.For LES aborts from the launch pad or upuntil 61 seconds from lift-off, however, the Oxidizeris always dumped automatically in the first 11-12seconds during the abort ascent phase.It is also desired to always dispose of theHelium, either by purging the RCS, as on a normaldescent or aborts after 61 seconds from lift-off, orby dumping it directly from the supply tanks when timeis critical. Therefore, for LES aborts from the pad

up to 61 seconds from lift-off, when time is mostcritical, the Helium will be dumped automatically 18seconds after the abort was initiated and the fullFuel load will remain on board the CM. There will beno manual switching functions required of the crewconcerning the SECS during this type abort, unless forback-up purposes. Every function is performed com-pletely automatically.1.2.21 Controls Release of Parachutes

The ELSC fires the parachute release mechan-isms. The Drogue Parachutes are released automaticallyas the Pilot parachutes are deployed, but the MainLanding Parachutes are released only after the crewinitiates their release manually after touchdown onthe water.

1.2.22 Vital Information TelemeteredThe SECS provides conditioned signals to theTelemetry equipment through the Data Distribution Boxso that certain vital information may be telemetered tothe Manned Space Flight Network (MSFN). This vitalinformation is events which take place from the...bethe crew activa~""t~e.SEC S until completion of the.

mission, which is most important to ground personnelin determining the status of the mission .As previously mentioned , the SECS utilizesthe LES and the ELS and depends upon inputs from theEW . A brief description of the purpose of each ofthese systems follows:

1.3 LES PURPOSEThe LES provides the means by which the crew

may escape instantaneously from the LV by the use ofthe LET, either while on the launch pad or at any timeup until the tower is jettisoned while ascend ing intospace.1.4 ~PUKPOSE~~

The purpose of the EDS is to monitor thecritical parameters of the LV and to warn the crew byvarious indicators on the main display and controlpanel when these parameters are exceeded. Also, withits interface with the MFX, an automatic abort may bevoted and Booster l%gine Cut-off (BECO) may beinitiated.The EDS is the joint responsibility of theMarshall Space Flight Center (MSFC), the Manned

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Spacecraft Center (MSC), and North American Aviation Translation Controller. The same procedure can be used(NAA), since it is primarily built into the LV but to initiate an SPS abort. Refer to figure 5-12 for anmust interface with the SC. illustration of the Translation Controller.1.5 ELS PURPOSE 1.6.3 Minimum Pad Abort Capabilities

The ELS provides the capability for a saferecovery of the crew and CM on the water, either afternormal entry into the earth's atmosphere following asuccessful mission, or following an abort.1.6 LES REXJJIREMENTS

To achieve the purpose of the LES, certainrequirements are established. The principal require-ments are described in the text following. See fig. l-5.1.6.1 Abort Capability

The LES is capable of providing an immediateabort at any time until approximately T = +1'73", thetime of tower jettison. Immed iate abort capability isan essential requirement because a delay of a few sec-onds in initiation of an abort could be catastrophic.There are 3 types of LES aborts, namely; a pad/lowaltitude abort which ranges from the pad to approxi-mately 30,000 feet, a medium altitude abort, whichranges from approximately 30,000 feet to approximately120,000 feet and a high altitude abort, which rangesfrom approximately 120,000 feet to tower jettison.1.6.2 Abort Initiation

All the functions to be performed for abortare automatically initiated, including tower jettisonc.ldkh-w.~*4--tke-kigk. alti=&uda us-abwhAlong with this is the requirement for a manual abortinitiation capability. The crew can manually initiatethe abort command by a counterclockwise twist of the

Timewise, the pad abort is the most criticalof all aborts. An important requirement then, of theLES, is that it be capable of thrusting the CM awayfrom the LV while resting on the pad, to a adequatealtitude for recovery and with a minimum range atapogee of 3,000 feet. This capability is determinedby thrust obtainable from the Launch Escape motor andthe gross weight of the LEV, plus the thrust alignmentsetting of the LET.1.6.4 Non-Thrus ting Booster Separation

The capability to separate from a non-thrusting booster is another requirement of the LG.The manner in which this is accomplished varies withthe mission and whether it is performed in a normal oran emergency condition. This requirement is primarilyapplicable to the abort configurations. During anormal ascent, BECO s automatically initiated andseparation is manually effected. But when an abort isinitiated, either automatically or manually, BBC0occurs automatically to enable the CM or CommandServiceModule (CSM) to separate from a non-thrusting booster,unless inhibited by Range Safety's time delay in theIU for the first 40 seconds following lift-off.1.6.5 Crew Tolerances

One of the factors considered in the LESdesign requirements is the extent o f physical stressespermitted to be imposed upon the crew. Because of themonitoring and backup functions the crew performs, theforces cannot be in excess of the amount that wouldl-11


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LES REQUIREMENTSIl PROVIDE IMMEDIATEABORT CAPABILITY FROM PAD TO TOWER ETTISON

! 0 ASTRONAUT NITIATION EXCEPTFOR AUTOMATICEMERGENCY ODE

. MIN. PAD ABORT CAPABILITIES: 3,000 FT RANGEAT APOGEE,ADEQUATEALTITUDEFOR RECOVERY .____ _ ._.-.- - ._.__,,._-I0 SEPARATE ROM NON-THRUSTINGBOOSTER

I 0 NOT TO EXCEEDCREWTOLERANCES 4(- 9 "' ;;a /',+- cl', "=9mr - -" c ' 5 , c b 4 ,,. /0 PROVIDEACCEPTABLE ONDITIONS FOR APEX COVERJETTISON&DROGUEDEPLOYMENT


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EDS REQUIREMENTS0 MONITORAND DISPLAY BOOSTER tiRUST STATUS \ Ci kL -+-/.I~

/ ttd i,+ Lj0 MONITOR AND WARN OF EXCESSIVERATESOF L/V

0 MONITOR AND WARN OF L/V GUIDANCE FAILURE ".

0 MONITORAND DISPLAY ANGLEOF ATTACK 1 I>4 -x.4 . l-t-f?. .vi CJ, f-l. .30 MONITORAND DISPLAY ATTITUDEERROR FDA11 :'

0 MONITORAND DISPLAY ANGULARRATES FDA11

Figure l-6


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1.7.5 Attitude Error and Angular Rates p"'/.Attitude Error and Angular Rates as displayedupon the Fi&:ght DiTector AttittideXnWator (FDAI) arefhk ,final requirements of t&e @ii DefecFion of anemergency situation regarding rates and attitude devi-ations of the LV is of prime importance to the crew.Observance of the FDA1 may forewarn the crew of i.m=pending breakup of the L_v. These indications used in,_- _ ,.._._.conjunctio; w$&h the -@cessive Rate warning light anLthe Angle of Attack d&l.& dil ZTd-the crew indetermining the necessity for a manual abort. J J '

1.8 ELS REQUIRFXENTSIn achieving its purpose, the ELS mustaccomplish the following design requirements.See figure l-7.

1.8.1 CM Orientation and DecelerationTo accomplish the requirement for orientingand decelerating the CM in preparation for earthlanding, 2 Drogue parachutes are deployed which areattached to a point at the -2 side of the egresstunnel. Attachment at this point orients the CM withapproximately a 15" hang angle during descent. Theatmospheric drag on the Drogue parachutes deceleratesthe CM sufficiently for subsequen t safe deployment ofthe Main Landing parachutes.

1.8.2 Provide a Tolerable Earth LandingEstablishing and maintaining a rate of descentwhich will reduce the earth impact of the CM onto thewater to within the tolerances the crew can withstandis another requirement of the ELS. To accomp lish thisrequirement, 3 large parachutes are used. The impactwould still remain within tolerable "g" forces for

the crew if one of the 3 parachutes was rendered in-effective. The 27.5" hang angle achieved by the MainLanding parachute attachment contributes to the crewtolerable impact by ensuring that impact occurs at thespecifically designed CM structural attenuation point.1.9 SPACECRAFT EPARATIONPLANES

Figure l-8 illustrates the major SC modulesand the location of the 4 separation planes that theSECS is associated with. A thorough familiarity withthese SC components and their separation planes willbe helpful in visualizing events in the various eventprofiles that will be described later.1.9.1 LET - CM

This is the plane where the LET is mated tothe CM at time of assembly. Frangible nuts and studsare utilized in the tower legs to affect separationof the LET from the CM, either during a successfulascent or during an LEi abort.1.9.2 Apex Cover - CM

The Apex Cover is separated from the CM atthis plane whenever the Apex Cover is automaticallyjettisoned to uncover the parachutes in the forwardcompartment.1.9.3 CM - SM

When any Li?S abort is initiated, separationoccurs at the CM - SM separation plane. Separationalso occurs at this plane when the crew manually ini-tiates CM - SM Separation prior to entry into theearth's atmosphere after a mission .

l-15


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ELS REQUIREMENTS

a ORIENTAND DECELERATE/M FOR EARTHLANDING i LteL, y-j

0 PROVIDEAN EARTHLANDING WITHIN CREWTOLERANCES "",c-;e ;

Figure 1-7


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APOLLO SPACECRAFTSEPAkATION PLANES

LEMADAPTER

\ C/M-S/M\ S/M-ADPT.

Figure l-8


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1.9.4 SM - SWLWhenever normal separation of the CSM fromthe LV or an SPS abort is commanded, separation isaccomplished at this plane. The SLA consists of 4large interconnected panels with each panel having 2hinges built into the bottom, or aft end. When AdapterSeparation is commanded, these panels are separated

from each other and from the SM by pyrotechnic devicesand are retracted aft and away from the CSM.1.10 SPACECRAFTWEIGHTSAND DIMmSIONS

For some comprehens ion of the weights anddimension of the Apollo SC, refer to figure l-9. Notethat the total length of the LET is approximately 34feet and that the total length of the CSM s approxi-mately 24 feet 8 inches. Note also that the combinedweight of the LEV (CM and LET) will be nearly 10 tons,with the LET weighing over 8,000 pounds and the CMweighing approximately 11,000 pounds. This is of inter-est when the thrust-to weight ratio is consideredduring LES aborts. For an SPS abort with the CSM, tis readily deducted that the additional weight for apartly loaded SM will be in excess of 10,000 pounds,depending upon the propellant loading. Consider also,that when SLA Separation takes place , 4 large panelsmeasuring 21 feet in length and weighing approximately3,500 pounds are opened up and retracted away from theCSM or the purpose of separating from the LV and forexposing the LI3 ready for pickup ultimately on lunarmissions.l.ll CM COMPARTMENTONFIGURATION

Figure l-10 portrays the location of thevarious compartments of the CM and the axes coordinatesrelative to the crew facing forward. The forward com-partment, which is forward o f the crew, contains the

oarachutes of the EL5 and is covered w ith the Apex6over. The Right Hand Equipent Bay contains theMEX, the PCVB, and the EL-SC, as shown in figure l-2.The Lower Equipment Bay contains the batteries whichpower the SEX3. The GMRCSC is located in the AftCompartment area where most all other RCS componentsare located.The longitudinal axis of the SC is designatedas the X axis. Translation forward along this axis isreferred to as +X translation and in the opposite dir-ection, or aft, as -X translation. Rotation aboutthis axis is roll of the SC and LV and is referred toas the Roll Axis.The lateral axis is designated as the Y axis,with +Y being to the right and -Y to the left. Rotationabout this axis represents pitch of the SC and LV andis known as the P itch Axis.The vertical axis is designated the Z axis,with -Z being towards the crew 's head and +Z beingtowards their feet. Rotation about the Z axis iscalled yaw and is referred to as the Yaw Axis.For Apollo missions, the LV and SC is stackedwith the -Z axis pointed down range. The crew, there-fore, will be launched into space in a heels-over-headattitude.

1.12 SPACE VMICLESFigure l-11 is included to show the variousLV configurations that will be used to accomplishApollo missions. It also shows the comparative sizesof the Launch Vehicles as well as the relative sizesof the different sections.

1-18


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SSaNH

aN1d SMm

m

SBEIS

t

S

lHU3O


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COMMAND MODULE COMPARTMENTCONFIGURATION

RIGHTLOWER

LEFT

INNER STRUC

- -z DOWNRANGEI

FORWARDCOMPARTMENT

HEATSHIELD

tYHAND EQUIPMENTBAYEQU PMENTBAY

iAND EQUIPMENTBAY

COMPARTMENT

COMPARTMENT

-YFigure l-10 ST-207E


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t

5c


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The components of the LES are listed infigure 2-1. These components are the Rocket Motors,the Tower Structure, the Structural Skirt, the TowerSeparation Mechanism, the Boost Protective Cover, theCanard sub-assembly, and the Nose Cone - Q Ball. Thetext that follows describes these components.2.1 ROCKETMOTORS

The LFS contains three separate solid pro-pellant rocket motors. These are the Launch Escapemotor, the Tower Jettison motor, and the Pitch Controlmotor. The overall length is approximately 24 feet andis 26 inches in diameter. Figures 2-2 and 2-3 showtheir relative positions and sizes in the assembly .2.1.1 Tower Jettison Motor

Of these 3 motors, only one, the TowerJettison motor, is used on a successfu l mission . Itprovides the thrust to carry the tower assembly awayfrom the SC during the normal ascent. This motor isalso used during LES aborts to carry the entire LEStower assembly away from the CM.Specifications:

The Tower Jettison motor sub-assembly ismanufactu red by the Thiokol Chemical Corporation. Itsoverall length, including nozzles and adapter, isapproximately 50 inches. It is 26 inches in diameterand weighs approximately 500 pounds. The solid pro-pellant has a 10 point star grain configuration with aburning time of 1 second and develops approximately

SECTION IILAUNCHESCAPESYSTEM COMPONEN TS

pounds of average static thrust, based on Isea level firing at 70F. Figure 2-4 shows a crosssection of the star grain configuration of the pro-pellant. The 2 nozzles are canted 30" from the centerline, with 1 nozzle throat area enough larger than theother to establish an off-set thrust vector of approxi-mately 4" to the +Z side.2.1.2 Launch Escape Motor

The primary function of the Launch Escapemotor is to carry the CM away from the LV. It is usedin this capacity only if it is necessary to abort themission on the pad or during ascent. Its secondaryfunction is a back-up for the Tower Jettison motor.If the Tower Jettison motor should fail to ignite atthe proper time, the Launch Escape motor may be firedto jettison the tower assembly.Specifications:

The Launch Escape motor is manufactured bythe Lockheed Propulsion Company. It has an overalllength, including nozzles and igniter, of approximately16 feet. It is 26 inches in diameter and weighsapproximately 4,750 pounds. The solid propellant hasan 8 point star grain configuration with a burningtime o f approximately 8 seconds and develops an averageof pounds of static thrust for the first-y.5seconds at 70DF and sea level. Figure 2-5 shows across section of the star grain configuration of thepropellant.

2-l


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LAUNCH ESCAPE SYSTEM COMPONENTSl ROCKETMOTORS:TOWER ETTISONMOTOR

LAUNCHESCAPEMOTORPITCH CONTROLMOTOR

. TOWERSTRUCTURE

l STRUCTURAL KIRT

. TOWERSEPARATIONMECH

. BOOST PROTECTIVE OVER

l CANARD SUB-ASSEMBLY8 NOSE CONE Q BALL

Figure 2-1

SEQ-42A @ij,

2-2


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LAUNCH ESCAPE SYSTEM NOSE CONE

OLID PROPELLANT

POWER SYSTEMS &!NSTRUMENTATIONWIRE HARNESS

LAUNCH ESCAPE

RUBBERINSULATION

Fjmre 2-2

EVENT PROFILE


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HIGH ALTITUDE LES ABORT

MAINTAIN PITCH RATE

1.2.3.4.5.6.7.8.9.10.

11.12.13.

ABORT INITIATED (TLM) 1%BECO (TLM) 15.EVENTTIMER RESET 16.C/M-S/M UMB DEADFACEDC/M RCS PRESS. (TLM) :iRCS CONTROL RANS 19:MAIN DC BUS TIED TO BATS 20.C/M-S/M SEP (TLM)L/E MOTOR IGNITED (TLM) 21.C/M RCSISCS ENABLED (TLM) 22.C/M-S/M SEP PYRO CUTOFF 23.CANARDS DEPLOYED (TLM) 24.ELS ARMED

BARO. SW LOCK-INC/M RCSISCS DISABLEDTOWERJETTISONEDAPEX COVER JEllISONEDDROGUECHllTES DEPLOYED (TLM)DROGUECHUTES DISREEFEDDROGUECHUTESREL & PILOTCHUTES DEPLOYEDBURN RCS PROPMAIN CHUTES DISREEFEDPURGEC/M RCSRELEASEMAIN CHUTES


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HIGH ALTITUDE LES ABORT(100,000 FT TO TWR JETT)

ELS ARMEDDEPLOYED

CANARDSEFFECT DAMP

TOWER ND BOOST

MEDIUM ALTITUDE LES ABORT


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(30,000 TO 100,000 FT.)

TURN-AROUND

TOWERAND BOOST

JETTISONEDBY


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z0


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-

-

2

I0L


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GRAIN CONFIGURATIONL/E MOTOR

26.000IN. DIA

GRAIN CONFIZURATIONoo,.

SEQ-26 C { + -jFigure 2-5 2-6

The Launch Escape motor has 4 nozzles 2.1.4 Grain Configuration


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positioned 90" apart. Each nozzle is canted 35" fromthe X axis. The +Z nozzle has an inside diameter of5.6 inches as compared to the -Z nozzles 4.8 inches.The i-Y and -Y nozzles are identical, each having aninside diameter of 5.2 inches. This nozzle sizevariance causes an off-set thrust vector o f approxi-mately 2.75".2.1.3 Pitch Control Motor

The Pitch Control motor is ignited sin&-taneously with the Launch Escape motor upon the initia-tion of any LES abort either from the launch pad or upuntil 61 seconds from lift-off (approximately 24,000feet). Its pu rpose is to establish a 15" to 20 downrange pitch-over of the LEV immediately with the ini-tiation of an LES abort. This action effects a tiltingbreak-away from the SM initially and provides missdistance from a thrusting booster by changing the aborttrajectory from that of the boost trajectory. Also,lateral displacement towards the Atlantic Ocean forsubsequent recovery on the E3.S parachutes is gainedquickly while in the first 24,000 foot area of thelaunch and ascent phase which is over land.Specification:

The Pitch Control motor is manufactured bythe Lockheed Propulsion Company. Its overall lengthis approximately 22 inches, its diameter is 9 inches,and its weight is approximately 50 pounds. The solidpropellant has a 14 point star grain configurationwith a burning time of one half second and develops anaverage static thrust of approximately poundsat sea level and 70F. Figure 2-6 shows a crosssection of the star grain configuration of the pro-pellant.

The solid propellant in each of the LESmotors is a composite propellant of the polysulfidetype. A star grained con figuration provides a largesurface area for initial burning. The burning o f a Isolid propellant proceeds laterally from the ignitedsurface in all directions at a uniform rate. Theburning o f the star grain configuration is dividedinto two major phases. The first pahse occurs fromthe ignition of the grain until the web is consumedand the flame front reaches the outer wall of thegrain. This burning phase is normally classified asweb burning. The second phase, known as sliverburning, consists of the burning of the discontinuousportion of the propellant that remains after the webburning. In terms of the motor thrust, the firstburning phase is the phase that produces the nominalthrust while the second phase produces the tail-offthrust.2.2 TOWER T%JCTURE

The purpose of the Tower Structure is toprovide a method of attaching the Launch EscapeSystem's rocket motors to the CM. Consequently, itsdesign requirements are governed considerably by themotors. For example, the structure must have aspecific strength to support the weight and thrust8 ofthe motors. It mus t be capable of withstanding variousloads, stresses, and strains present during normalascents and aborts. Yet, the complete structure mustbe kept as lightweight as possible. The structuremust be a certain length to control plume impingementloads to the CM. Finally, it must be constructed ofmaterial that can withstand the heat created by theLaunch Escape motor in case of an abort.

2-7


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0c0zU\


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BOOST PROTECTIVE COVERBLOCK I CSM

HONEYCOMB ORED-LAM NATEDFIBERGLASSPANEL

0.3 THICK CORK ABLATORTRANSITION RING

C/M HEAT SHIELD ABLATOR\WKS MOTTRE;RTS fl TEFLON MPREGNATEDGLASSCLOTH,~~-

COVERSPLIT LINE

RCS ROLL I SCIMITAR \MOTORPORTS VENT RCS ROLL MOTOR PORTSiRCS PITCH MOTOR PORTS

S/M FAIRING

DETAIL@ST-

- xc14

Figure 2-7

section, (2) the Canard actuator section, and (3) theFigures 2-3, 2-S and 2-9 show the 2.7 NOSE CONE Q BALL


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Ballast section.Canard sub-assembly. The Pitch Control motor is mountedupon channels at either end and these a re in turnriveted directly to the ring frames of the Canard sub-assembly. The motor is shimmed into position upon thesechannels to place the thrust nozzle flush with the outerskin of the sub-assembly. The Canard actuator and itsrelated linkage and locking devices are located in thecenter section. The Ballast section is the forwardsection of this sub-assembly. The Ballast sectionconsists primarily of a heavy one and three-quartersinch thick bulkhead permanently attached to the ringframe forward of the Canard actuator section and 3 oneand a half inch threaded studs screwed into this bulk-head. A number of lead wafers o f varying thickness anddiameter is placed upon these studs and tightened downpermanently to make up a predetermined amount of weightto maintain aerodynamic stability about the center ofgravity of the LEV during an LES abort. This Ballastis enclosed within a cone shaped fairing tapering for-ward to the Nose Cone of the LET.

The aerodynamically shaped aluminum fairingat the extreme forward end of the LET is identified asthe Nose Cone. In addition to contributing to theaerodynamic stability of the LV, it incorporates theQ Ball, as illustrated in figure 2-10.Angle of attack is resolved from sensinginitially via transducers the differential pressurevalues obtained from the porting arrangement shown.This information is in turn directed to electronicmodules where a vectorial summation of the informationobtained is made. This summation is then amplified andsent by electrical wiring down the LET and to the Angleof Attack switch and instrument on the main display andcontrol panel in the CM.

The Canards are 2 semi-monocoque constructedsemi-circular control surfaces approximately 1 inchthick. When closed, the Canards fair into the PitchControl motor and Ballast sections. Each Canard has 2hinges designed and installed in such a manner as toallow these surfaces to deploy approximately 30" fromparallel to the longitudinal axis of the LET. Thehinges are on the Y axis allowing the Canards to openaway from the thrust nozzle of the Pitch Control Motor.The Canards are deployed by a gas operated actuatorlocated in the actuator section of the Canard sub-assembly. All sub-structure under the Canards isenclosed by an inner fairing.

2-11

CANARD STRUCTUR.A1 CONFIGUR .ATION


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RIBS

h B HINGEMEMBERS

I Figure 2-8

/HINGE ATTACPOINT :H

3 MAIN SUPPORTRINGS,HINGE ATTACH

POINT

ST-l(jlA f$$2-12


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N

I

+%-T-+

-

\

SECTION III


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EARTHLANDING SYSTEMCOMPONENTSFigure 3-l lis ts the components of the ELS.These components are the Apex Cover Separation Mecha-nism and the Parachute Subsystem consisting of 2 Drogueparachutes, 3 Pilot parachutes, 3 Main Landing para-

chutes, 2 Drogue parachute m ortars, 3 Pilot parachutemortars, and are described in the text following.3.1 APEX COVERSEPARATIONMECHANISM

One of the requ irements of the LES was toprovide acceptable conditions for Apex Cover, orForward Heat Shield, jettison for subsequen t parachutedeployment. The mechanism used to accomplish ApexCover jettison consists of 4 gas actuated thrusterslocated in the 4 gussets supporting the egress tunnelof the CM shown in figu re 3-2.Opposite thrusters are manifolded togetherto a common breech assembly in which a Hotwire GasPressure Cartridge assembly is installed. This con-stitutes 2 identical systems which provides redundancywith either system being capable of jettisoning theApex Cover in case one system should fail. The GasPressure Cartridge will generate a gas pressure w ithinthe manifold of appr oximately 12,000 psi when fired bythe SF&S. This gas pressure enters the thrusters atthe lower end through 4 ports causing a 3,500 poundtension tie on the crown of the piston assembly tobreak. As illustrated in figure 3-2, when this tensiontie breaks, it allows the piston to be forced out ofthe cylinder by the gas pressure. The upper end of thepiston is connected to the Apex Cover, or Forward HeatShield, by a connector link and is, therefore, forcedaway from the CM. It is most imperative that the CM

be oriented Apex Cover up and aft and not Apex forwardand down on descent, or the thrusters will not becapable of jettisoning the Apex Cover, therefore theimportance of the LES requirement previously explained.3.2 PARACHUTE UBSYSTEM

The Parachute Subsystem consists of 2 Drogueparachutes, 3 Pilot parachutes, 3 Main Landing para-chutes, 2 Drogue parachute mortars, and 3 Pilot para-chute mortars. Figure 3-3 portrays this ELS equipmentand how it is located in the forward compartment ofthe CM. Figure 3-4 briefly describes the type of eachparachute, how each is deployed, and the size o f eachtype parachute.3.2.1 Drogue Parachutes

As described in ELS requirements, the purposeof the Drogue parachutes is to orient and deceleratethe CM sufficiently for the safe deployment of theMain Landing parachutes. The Drogue parachutes are theconical FIST ribbon type as illustrated in figure 3-5having a canopy diameter of 13.7 feet. They are con-structed of nylon ribbons having instrinsic strengthin excess of that required to withstand the initialloading shock of deployment at high velocities.The Drogue parachutes are mortar deployed bya pair of mortars located on either side of the nega-tive pitch RCS engines which a re located on the -Z sideof the Forward Compartment of the CM. Redundant GasPressure Cartridges fired by the redundant circuitryof the ELSC generate gas pressure within the mortar to

3-l


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EARTH LANDING SYSTEM COMPONENTS

0 APEX COVER SEPARATIONMECHANISM

0 PARACHUTESUBSYSTEMDROGUEPARACHUTES 2)PILOT PARACHUTES 3)MAIN LANDING PARACHUTES 3)DROGUEPARACHUTE ORTARS (2)PILOT PARACHUTEMORTARS (3)

Figure 3-1


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APEX COVER SEPARATION MECHANISMINITIATOR, If II ,CARTRIDGE BODY

BOOSTER HARGE

L ,

/ROD ASSEMBLY/SEAL

INNER CYLINDER

OUTERCYLINDER

,NUT

Figure 3-2

3-3


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lV~3Hld

NN3

NH AO

IlNy

EARTH LANDING SYSTEM PARACHUTES


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DROGUE HUTES 2)CONICAL FIST RIBBON TYPEMORTARDEPLOYED(REEFED OR8 SEC)13.7 FT DIAMETER11.0 FT NOMINALINFLATEDDIAMETER

MAIN CHUTES 3)RING SAILDEPLOYED Y PILOT CHUTES

PILOT CHUTES 3)RING SLOTMORTARDEPLOYED7.2 FT DIAMETER6.0 FT NOMINALINFLATEDDIAMETER

MAIN CHUTEBAG

(REEFED OR 8 SEC)83.5 FT DIAMETER77.0 FT NOMINALINFLATEDDIAMETER

Figure 3-4 3-5

FIST RIBBON PARACHUTE


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VENT LINE -

VENT REINFORCINGBANDREINFORCINGBANDS

RADIAL RIBBON

SKIRT REINFORCINGBANDHORIZONTALRIBBON-'- 1

VERTICAL RIBBON

SUSPENSIONLINE

Figure 3-53-6

expel the parachute by actuating a Sabot (piston) whichforces the parachute to shear the pins that hold themortar cover in place. Refer to figure 3-6 for an ex-The parachute suspension lines are attachedto risers which connect to a common attachment fittinglocated on the -Z side o f the egress tunnel. A flexible


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ploded view of the mortar assembly.These parachutes are deployed and maintainedin a reefed condition for 8 seconds when they areallowed to open fully.Reefed means to take in or reduce in size.This is done by using nylon ropes laced through eyeletsaround the inside of the canopy skirt which are shortenough to allow only partial opening o f the parachuteinitially. For an illustration of Reefing Lines, asthey are referred to, figure 3-7.Each of the Drogue parachutes have 2 reefinglines. As the parachute fills with air, it is allowedto open only partially by the 2 reefing lines to controlshock loading of the parachute where tremendous weights

and velocities are involved. After 8 seconds haselapsed, the reefing lines are cut in 2 places by theuse of 2 Reefing Line Cutters on each line, as shown infigure 3-8. This action then allows the parachute toopen fully to a permanently installed restrictor linewhich maintains a controlled amount of tuck on thecanopy skirt to prevent overinflation.The Reefing L ine Cutter is a small devicesimilar in working principle to a hand grenade. Whenthe firing pin is pulled, an 8 second fuse is ignited.After the fuse has burned, it explodes a small chargewhich drives a cutting blade against an anvil and seversthe Reefing Line. To pull the firing pin, a short lan-yard is spliced into the suspension.line with a slighttuck taken in the suspension line so that when thecanopy Is fully stretched out after deploy-merit, thefiring pin will be actuated. Figure 3-9.

linear shaped charge severs the attachment fitting torelease the 2 Drogue parachutes together when commandedby the ELSC.3.2.2 Pilot Parachutes

The Pilot parachutes are the ring slo t typewith a diameter of 7.2 feet. They are constructed ofrings of nylon panels with slot openings between eachring of panels as shown in figure y-10. These para-chutes are also mortar deployed for the purpose ofdeploying the Main Landing parachu tes.Three Pilot parachutes are packed in indi-vidual mortars beside their respective Main Landingparachute. These mortars are fired by pyrotechnicdevices and circuitry similar to those used for the

D-rogue parachutes. The mortars are similar to theDrogue parachute mortars but not nearly as large. Referto figure 3-3 and 3-6. The Pilot parachutes are de-ployed outward from the egress tunnel to force theminto the airstream about the CM. As they are deployed,their risers pull the lacings off of the retentionflaps for holding the Main Landing parachute bags intoplace in the Forward Compartment. The Main Landingparachute bags are then hoisted out of the ForwardCompartment. As the CM continues to descend, trailingthe Pilot parachutes behind it, the Main Landing para-chute risers are swung up into place from about theegress tunnel and from their attach points at the 2Main Chute Attachment Fittings. Figure 3-3 and 3-4;When the risers become taut, the Main Landing para-chute bags are unlaced allowing the Main Landingparachutes to deploy from their respective bags. Asthe CM continues to descend, the Main Landing parachutes

3-7

MORTAR ASSEMBLIES


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PILOT CHUTESEXPLODED VIEW

_._---

DROGUE CHUTES 'DROGUE CHUTEEXPLODED VIEW

REEFING LINES


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+-SUSPENSION LINE

Figure 3-7 SEQ-39A @;j>3-9


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REEFING LINE CUTTERMOUNTING


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POWDER)PLACES

CUTTERBLADEPROPELLENTHERCULES NIQUE

ROUGHENEDNTERFACE2TIME DELAY COMPOUND(MIL-C-13739) (3-4 PRESSINGS

STEPPED NTERFACEAlA (MIL-P-22264INITIATION MIX

TIME DELAYTUBE

EXPANSIONCHAMBER

CRES 17-4 PH CAST BODYSEAR RELEASE

Figure 3-9

:TAINER

3-11

RING SLOT PARACHUTE


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,VENT REINFORCEMENT--

SLOT- k /

PANELREINFORCEMENTAND

VERTICALTAPE

DRAG'SURFACE

SKIRT REINFORCEMENTJATTACHMENT OOP

SUSPENSIONL!NESEQ-37 (@$;

Figure 3-103-z

are filled with air and the Pilot parachutes and theMain Landing parachu te bags collapse onto the canopiesof their respective Main Landing parachute, no longerThe 2 Reefing Line system used on theseparachutes prevents premature full inflation of theparachute in case 1 Reefing Line is cut prematurely bya malfunctioning Reefing Line Cutter.


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needed.3.2.3 Main Landing Parachutes

The Main Landing Parachutes are the ring sailtype, as illustrated in figure 3-11, with the diameterof the canopies being 83.5 feet. &cess nylon in thelower portion of each panel allows it to billow outsimilar to the sail on a sailboat. The canopy consistsof 12 rings of these "sail" panels, hence the namering sail. Seventy-five percent of the fifth ring ofpanels is removed to provide a large slot in theseparachutes.

The purpose o f the Main Landing parachutes isto affect an earth landing w ithin crew tolerances. Inother words, as softly and as safely as possible. Ithas therefore been determined to use 3 parachutes,knowing quite well that 2 would be tolerable, butcatastrophic if 1 is lost. With this in mind then, 3parachutes are used in case 1 is not deployed, or isrendered useless in some manner.The Main Landing parachutes are also deployedand maintained in a reefed condition for 8 seconds tocontrol shock loading. This is mandatory, otherwise,these parachutes could be seriously damaged or com-pletely lost.Two Reefing Lines exactly the same length arelaced through eyelets around the inside of the skirt ofeach Main Landing parachute for redundancy. EachReefing Line is laced through 3 Reefing Line Cuttersspaced 12C" apart. Qne line of Reefing Line Cuttersare rotated 600, so that there is a Cutter every 600about the skirt.

The CM will hang suspended upon the 3 MainLanding parachutes at an angle of approximately 30"from the X axis because of the position of the 2 MainChute Attachment Fittings on the -2 side of the CM,shown in figure 3-3. These Attachment Fittings werepositioned in this manner to guarantee that the CMwould impact upon the water in the crushable rib area Iof the CM on the +Z side. These crushable ribs arethe primary shock attenuators at impact. Follow-onshock attenuation from impact is distributed amongthe crew couch attenuators. The 30" hang angle, thecrushable ribs, and the crew couch suspension systemis portrayed in figure 3-12.

3-13

RING SAIL PARACHUTE


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GORE FROMSKIRT TO VENT)68 GORESTOTAL-

SLOTS\ AMAIN OR RADIAL SEAM-d

CANOPY2PANELS "SAILS" ONRINGSAIL CHUTE) /M112 PERGORE)-

SKIRT

68 SUSPENSIONLINESI

Figure 3-u S EQ-38 B :"&3-l-4


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tt

SECTION IVPYROTECHNIC EVICES


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Many operations in the SECS are initiated oraccomplished by pyrotechnic devices of various types.This section describes these pyrotechnic devices bothfunctionally and physically and indicates where theyare used throughout the SC.4.1 ELECTRICAL HOTWIRE NITIATOR

Figure 4-l shows the Apollo Standard Initiator(ASI). This Initiator, because of its simple circuitry,is used throughout the Apollo SC to ignite all pyro-technic devices. The Initiator acts as the primer, inmost all applications, for the main explosive charge.Each Initiator has 2 pairs of pins, each

electrically connected with a 1 ohm resistive wire. Itis standard Apo llo practice, however, to use only 1pair of these pins and employ 2 Initiators for eachpyrotechnic application for redundancy wherever possi-ble. Exceptions to this practice are in the CM's Re-action Control System. In this system all Squib valves,are equipped with but one Initiator because of Squibvalve design, thereby making it impossible to use 2Initiators.When a current of 5 amps or 29 + 2 volts DCis applied;the 1 ohm resistive wire ignites the

primary explosive which in turn sets off the secondaryexplosive and triggers the Igniter, Detonator or GasPressure Cartridge.4.1.1 Launch Escape System Igniters

The LES motors are ignited by the SEC.5 byIgniter assemblies in each of the 3 motors as shown in

Figure 4-2. Each Igniter has 2 Initiators for re-dundancy installed in them, which when fired, ignitesBoron pellets in a primary chamber called the PelletBasket. These Boron pellets in turn ignite the maincharge of Pyrogen which spews flame outward toward thesolid propellant of the motor to ignite it.4.1.2 Squib Valves A

Another application of an Initiator is forthe CM's RCS Squib valves. Figure 4-3 portrays atypical normally closed Squib valve before and after Ib&g fired by an Initiator. When the Initiator isexploded, the gas pressure generated actuates a pistondriven cutting blade which shears off the ends of thetubing and allows fluid flow through the port openingof the cutting blade.

In figure 4-4 the various CM RCS Squib valvesare located schematically. Note the Helium Isolationvalves which a re fired every time the CM's RCS ispressurized. Locate the Oxidizer tank's Helium Inter-connect valve, the Oxidizer Interconnect valve, andthe Oxidizer Dump valves. These valves are firedsimultaneously with the Helium Isolation valves incase an abort is commanded on the pad or up until 61seconds from lift-off to effect the dumping of theOxidizer. Now locate the Fuel tank's Helium Inter-connect valve, the Oxidizer By-pass valves, and theHelium Dump valve. These valves are fired open 18seconds after an abort that is initiated either fromthe pad or until 61 seconds after lift-off* For anyLES abort after 61 seconds from lift-off when theOxidizer is not dumped, the Fuel and Oxidizer Inter-connect VdVeS are fired simultaneously with the Helium

4-l

ELECTRICAL HOTWIRE INITIATOR


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SYMBOL & DATE SERIAL NUMBERMAJOR KEYWAY

SEALING WASHERCERAMIC HEADER

END CLOSURE SECONDARYEXPLOSIVEFigure 4-l


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TYPICAL C/M SQUIB VALVEOPENPOSITION


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CLOSEDPOSITIONINITIATOR

-PRESSURE \LINE BODY

-PRESSURE \LINE BODY

Figure b-3

PROPELLANT FEED SUBSYSTEM A&B ,, h/J:,- &A, 4/-*


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Figure 4-4 4-5

Interconnect valves when Propellant Dump is commandedafter the Main Landing parachutes are deployed. Thelast Squib valvespass valves which to be-discussed are the Helium By-are fired when RCS Purge is commanded A Detonator Cartridge is made up of anInitiator and an additional explosive charge usually4.2 DETONATOR ARTRIDGE


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by the crew.Figure 4-5 is a continuation of figure 4-4to illustrate the solenoid actuated valves at the RCSengines which are operated for Propellant burning.

4.1.3 Circuit Interrupters

composed of Lead Aside and RDX, figure 4-7. Detonatorsmay be used to effect certain functions by themselvesor they may be used to affect sympathetic detonationof other pyrotechnic devices by concussion . Theseother devices, applicable to the Apollo SC, are Flexi-ble Linear Shaped Charges (FLSC), usually assembledinto Cutting Charge assemblies, Mild Detonating Fuse(MDF), and Confined Detonating Fuse (CDF).Another use for Initiators is for the Elec-trical Circuit Interrupters shown in figure 4-6. DualInitiators are installed in each Interrupter, onceagain for redundancy. When fired by the MESC, theInitiators generate enough gas pressure to force thepiston assembly to the left of that illustrated. Thisaction breaks all electrical connections made throughthe Interrupter, thereby deadfacing the hot electricalci~rcuits routed through it.

The one function performed by Detonators bythemselves is tower jettison where they are used tofracture the Frangible Nuts that hold the LET onto theCM.4.2.1 Frangible Nuts

Each Interrupter is provided with 2 re-cocking ports so that it may be cycled up to a msximumof 5 times for testing purposes. By removing the re-cocking port plugs and installing union fittings intheir place, dry nitrogen under pressure may be used toactuate the piston assembly back and forth making andbreaking continuity to the electrical circuits.

The Frangible Nuts that hold the LET onto theCM incorporate 2 Detonators each to guarantee towerseparation whenever tower jettison is commanded. With1 Detonator wired to system A and the other to systemB, fracturing of the Frangible Nut is guaranteed tooccu,r even if one should fail to detonate. Figure 4-8illustrates the method used to attach the LET to theCM, shows the location of the Detonators, and portraysthe manner in which they are wired.Four of these Circuit Interrupters are usedon board the CM and 2 on the SM to deadface those

certain electrical circuits known to be hot wheneverthe CM is separated from the SM whether at normal CM -SM separation or for an LES abort.

4.2.2 Flexible Linear Shaped ChargesFlexible Linear Shaped Charges (FISC's) andDetonators are used on the CM - SM separation Systemas portrayed in figures 4-9, 4-10, and 4-11.

Other applications for Initiators ars for The CM is permanently assembled on top ofDetonators and Pressure Cartirdges. These assemblies the SM onto 6 compression pads of which 3 containare described in the following text. Tension Tie Plates that hold the CM tightly to the SM,4-6

0


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ELECTRICAL CIRCUIT INTERRUPTERS


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GAS PORTINITIATOR D-RINGS/*\,PIST~N7

CONTACT PINS Figure 4-6


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1 cFPARATION MECHANISMI ORDNANCE INSTALLATION


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j-.-k-- ~~_ _ _I \ I I @l 0-l

A

IFJG BI , &!?ETONATOR

,

Figure 4-9. The Tension Tie Plate is common to a boltwhich screws up into the CM structure and another boltwhich screws down into the CM support structure on topof the SM as shown in figure 4-10.

wiring disconnect plug assemblies mounted on 2 panelsare blown apart disconnec ting all electrical wiringbetween the LV and the SC. Also, small thrustersunder the corners of each panel is actuated whichcauses each panel to start opening, hinging on the dual


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After the CM has been bolted down to the SMunder tension, an FLSC Cutter Assembly is installed oneach of the 3 Tension Tie Plates in the manner shown infigure 4-11. Note the face-to-face moun ting of theFISC onto the Tension Tie Plate and a Detonator providedfor each.

When CM - SM Separation is commanded, theMESC fires each of these Detonators simultaneously, oneon system A and the other on system B, which in turnfires the FLSCls effecting cutting of the Tension TiePlate. This is another dual redundant system, for ifany one system fails the other system will perform theoperation, or if any one Detonator or FLSC fails, theother will operate.Detonators are also utilized to actuate theguillotine type umbilica l separation system shown infigure 4-12. One of these assemblies is installed atthe top of the SM adapter with redundant Detonatorsprovided to actuate the dual set of guillotine bladeswithin the housing. At the same time the Tension TiePlates are cut for CM - SM separation, the electricalcable and hard line umbilica l is cut by this separationsystem immediately following circuit deadfacing.SLA separation is triggered by redundant

Detonator Assemblies located between the hinges on 2 ofthe Adapter Panels as shown in figure 4-14. The Deto-nators set off dual trains of MDF installed around theAdapter panels, top and bottom, and between each panelas illustrated in figures 4-13 and ;4, which effectsseparation. Simultaneous w ith this action , 2 electrical

hinges. Refer to figure 4-15. A Negator Spring Reelthen retracts each panel outward approximately 4.5"from its original position.Detonators are also utilized for the releaseof the parachutes. Figure 4-16 shows the Drogue andMain Landing Parachute Disconnects. When Drogue 1parachute release is commanded by the ELSC's, dualDetonators are fired which explodes an FISC CutterAssembly under the hinge of the Parachute AttachmenFitting. This allows the hinge portion of theAttachment Fitting to slide through the moun ting lilbracket and drift away from the CM on the Drogueparachutes.After landing, the crew will initiate MainLanding parachute release manually. This will firethe single Detonator shown on each of the 2 MainLanding Parachute Attachment Fittings. The Detonatorfires a cutting blade inside the attachment fittingwhich will cut the nylon harness assembly. The MainLanding parachutes , their risers, the ConfluenceFitting, and the harness assembly are then free todrop o ff the CM into the water.

4.3 PRESSURE ARTRIDGEThe Pressure Cartridge Assembly, or GasGenerator as it is often called, illustrated in figure4-17, is the electrically initiated hotwire type. TheAS1 is used to initiate the burning of a boostercharge of pistol powder which in turn ignites the maincharge of pellets. The fast burning of these pellets

4-11


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C/M-S/M SEPARATION SYSTEMORDNANCE INSTALLATION


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LSC CUTTER SSY. BLAST SHIELDLINEAR SHAPE CHARGE

TENSIONTIE PLATE

Figure 4-11 ST-@2A@,4-I.4

-


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SLA PANEL DEPLOYMENT


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AllENUATOR63 PLACES)NEGATOR PRING REEL/(4 PLACES!Figure 4-15 STm3025B@)Id8

vuzZ0vv


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HOTWIRE PRESSURE CARTRIDGE ASSEMBLYELECTRICALLY INITIATED MAIN CHARGE


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HW INITIATOR---\ ill iI-!1 I:

W INITIATOR

PISTOL POWDER(BOOSTER CHARGE)-ELECTRICALLY INITIATED

HOTWIRE CARTRIDGE (GAS)ASSEMBLY ME453-000528 PELLETS(HERCULES)(MAIN CHARGE)-


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PARACHUTE DEPLOYMENT MORTARS


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AI

DROGUECARTRIDGES PILOT

Figure 4-19


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SECTION VDTSPLAYS AND CONTROLS

The Sequential Events Control System isdirectly concerned nith certain Displays and Controls The crew may monitor this indicator on theearly ascent phase from lift-off and on the entry


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on separate panel assemblies located on the Main, LeftHand, and Right Hand Displays and Controls Consoles .Each of these Displays and Controls and their functionswill be described in the following text. Figure 5-l isthe complete Displays and Controls layout presentlyapproved for the first manned flight of Apollo. Figure5-2 is a panel assemb ly locator designed to aid thestudent in locating those panel assemb lies directlyconcerned with the SACS. The nine panels which havenot been shaded are the ones applicable to the SECS.In addition to the Displays and Controls on the variouspanel assemblies being described, the Translation Con-troller is also described.5.1 PANEL ASSplBLYiRefer to figure 5-3 for an enlarged view ofPanel Assembly 1. This panel contains the BarometricPressure Indicator.5.1.1 Barometric Pressure Indicator

The Barometric Pressure Indicator, orAltimeter as it is commonly referred to, will displaypressure sltitude to the crew from sea level to 60,000feet. Pressure altitude is displayed linearly from 0to 4,000 feet and logarithmically from 4,000 to 60,000feet to within + 5$,or 100 feet whichever is greater.The best accuracy possible is desired in the 0 to 4,000foot range for monitoring the deployment of the gainLanding parachutes following a pad or near pad LES abort.

phase after descending through 60,000 feet, payingparticular attention to it as the pointer nears 24,000feet, when the Apex Cover must be jettisoned to un-cover the parachutes. The crew will monitor thisindicator, also, during low and medium altitude LEiaborts, if an abort is initiated, and subsequent El.3functions.

If the Apex Cover does not jettison as theCM descends through 24,000 feet, the crew may revertto the APEX COVER ETT back-up switch to effect jetti-soning of the Apex Cover. Drogue parachute deploymentshould follow shortly thereafter, but if it does not,then the crew may revert to the DROCUE EPLOYback-upswitch to depioy the Drogue parachutes. IThe Drogue parachutes should release and theMain Landing parachutes should deploy via the Pilotparachutes upon descending to 10,000 feet, as indi-cated, but if this does not occur, the crew may usethe MAIN DEPLOY switch on Panel Assembly 5 to back-upthis function.An alidade assembly is incorporated aboutthe face of this instrument whereby an indicator markmay be rotated to the desired pressure altitude for

the manual deployment of the Main Landing parachutessubsequen t to a pad or near pad LES abort. Prior tolaunch the Commander may preset the indicator mark tothe pressure altitude, according to the barometricpressure of the launch day, which will prompt him to

5-l

MAIN DISPLAY CONSOLE LOCATOR


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0

Figure 5-3


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0

0

panel contains the Digital Event Timer Readout and thevarious EDSmonitor and warning light indicators. Thelower half contains 2 vertical rows of switches arrangedin a logical sequence for back-up primarily of the majordiscrete events which occur during a normal ascent, anLES abort, and earth landing. /5.3.1 Digital Event Timer Readout

failure in the LV's guidance system. The Data Adapter.of the LV's guidance package in the IU energizes arelay which will illuminate this warning light$en afailure is detecad.--_--. .-_-.. A decision must be made by thecrew and ground personnel, if this light comes on, j.whether or not to initiate an abort.5.3.4 LV Engines Indicator Lights


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The Digital Event Timer Readout is a 4 drumreadout being capable of presenting a maximum otaltime of 59 minutes and 59 seconds. It will be startedfrom zero at lift-off and will count and totalizeelapsed time in minutes and seconds throughout the ascentphase of the mission. In case of an abort, it will bereset to zero and will start totalizing elapsed timefrom the initiation of the abort. Stitches are providedon Panel Assembly 8 for complete manual control of thisDigital Readout and are described in paragraph 5.4. TheDigital Event Timer Readout may be used on the groundfor checkout purposes, either counting up or down. Itmay also be used by the crew in a like manner to monitortime functions at anytime during a mission.5.3.2 LV Rates Indicator Light J"

The LV RATES ndicator light is a red warninglight which, when illuminated, will warn the crew ofexcessive LV rates, either in roll, pitch, or yaw. Thiswarning light will remain illuminated only momentarilyin case of an automatic abort because of excessive rates.After the LV Rates automatic abort feature has been in-hibited, if this warning light comes on it will remainilluminated until an abort is initiated manually.5.3.3 LV Guidance Indicator Light

The LV GUID ndicator light is a red warninglight which when illuminated will warn the crew of a

Eight LV ENGINE ndicator lights, numbered1 through 8, are provided to monitor the thrust levelof the LVls engines. These are aircraft yellow incolor and are arranged on the panel to represent therocket engine arrangement for the first stage of theSaturn IB LV, as viewed looking forward. The outboardengines are numbered 1 through 4 and the inboardengines are numbered 5 through 8. Prior to ignitionof the first stage engines on the pad, the LV ENGINElights will be illuminated. After ignition and athrust build-up of 90% ated thrust, these lights willextinguish.

If any of these lights illuminate between Ilift-off and the start of staging at approximatelyT = +U+l seconds, it is a warning to the crew of athrust deterioration below operational parameters ofthat particular engine. If 2 or more of these lightscome on during the first 2 minutes of ascent, an auto-matic abort will be initiated immediately. After the2 Engine Gut automatic abort feature is inhibited, if2 or more lights illuminate, a decision must be madewhether or not to initiate an abort.When he inboard engine lights illuminateat approximately T = +1&l seconds, this signals theconrmencement f staging. The remaining 4 outboardengine lights will illuminate at approximately T =+147 seconds followed in 2 seconds with all but thenumber 1 light extinguishing as the first stage iseevered from the LV and the second stage is

5-8

armed and ignited. After the second stage engine isstarted, and pressure parameters are within tolerance,the number 1 light will extinguish, signaling thecompletion of staging.The number 1 light will again illuminate afterorbit is attained and with S -IVB BECO. It will be ex-tinguished when the SC is separated from the LV.

Secondly, the LES MOTORFIRE switch will beused to ignite the LE motor following the initiationof an LES abort, if the LE motor fails to ignite.5.3.6 Canard Deploy Switch

The CANARDDEPLOY switch is a spring loaded,momentary on, push button type switch and is not


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5.3.4 Lift Off/No Automatic Abort IndicatorLight SwitchThe LIFT OFF/NO AUTO ABORT ndicator lightswitch is a spring loaded, momentary on, push buttontype switch which incorporates 2 individual indicatorlights. The upper indicator light is white and is titledLIFT OFF. At lift-off, this light will illum inate for afew seconds to inform the crew of the exact moment oflift-off.The lower indicator light is red and is titledNO AUTO ABORT. At lift-off, the automatic abort capa-

bility should be enabled, but if for some reason it doesnot, this indicator light will illuminate informing thecrew that they have no automatic abort capability. TheCommander will then press the indicator light switchwhich will manually enable the automatic abort capabilityand the light goes out.5.3.5 LES Motor Fire Switch

The LFS MOTORFIRE switch is a spring loaded,momentary on, push button type switch and is not lighted.This switch serves primarily as a back-up to normal towerjettison. If the Tower Jettison motor fails to ignitewhen normal tower jettison is commanded, the Commanderwill press this sw itch, which will ignite the LaunchEscape motor and jettison the tower.

lighted. The purpose of this switch is to provide thecrew with a back-up switch for the deployment of theCanards, which is normally an automatically sequencedfunction during LES aborts.5.3.7 Adapter Separation Switch

The ADPT SEP switch is a spring loaded,momentary on, push button type switch and is notlighted. For normal SLA separation, the Commander willpress this switch to initiate SLA separation. Thisswitch serves as a back-up for SLA separation follow-ing the initiation of an SPS abort, also, in case thatthe automatic sequence fails.5.3.8 Apex Cover Jettison Snitch

The APEX COVERJETT switch is a spring loaded,momentary on, push button type switch and is notlighted. It serves as a back-up switch in case theApex Cover does not jettison automatically.5.3.9 Drogue Deploy Switch

The DROCUE EPLOY switch is a spring loaded,momentary on, push button type switch and is notlighted. This switch provides the crew with a back-upfor Drogue parachute deployment, if for some reasonthey do not deploy automatically.

5-9

5.3.10 Main Deploy StitchThe MAIN DEPLOY switch is a spring loaded,momentary on, push button type switch and is notlighted. This sw itch provides the crew with a back-upfor Main Landing parachute deployment via the Pilotparachutes and for Drogue parachute release, if eitherthe Drogue parachutes do not release, or if one or all

5.4.1 Digital Event Timer Switches5.4.1.1 Reset/Count Up/Count Down Switch

The RESET/COUNTUP/COUNTDOWN witch is amomentary on towards the R ESET position and a maintainon in the other 2 positions. The Digital Event TimerReadout may be reset to zero by momentarily holding


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Pilot parachutes fail to deploy on a fully automaticallycontrolled sequence. If the Commander chooses to de-ploy the Main Landing parachutes manually following apad or near pad LES abort, either ahead of or laterthan the automatically controlled sequence, he mayrevert to this switch. To deploy the Main Landingparachutes later than the automatic sequence, however,the Commander must first of all inhibit the automaticsequence by placing the MAIN DEPLOY switch on PanelAssembly 16 to the MAN position.5.3.11 Panel Lock Button

Ail of the push button switches except theLIFT OFF/NO AUTO ABORTswitch previously described maybe prevented from being inadvertently actuated bypressing and sliding the Panel Lock button to the LOCKposition. This is a mechanical, sliding lock mechanism.This panel till remain locked until such timeas the Commander wishes to initiate a certain switchingfunction, whether it is a normal manual, or an emer-gency, or a back-up switching function.

5.4 (ZASSC~Panel Assembly 8 shown enlirged in figure 5-ccontains many switches for a number of functions de-scribed previously. The Digital Event Timer controlswitches, the ELS LOGIC arming switch, an-x-PROPELLANT ETTISON switches are located on the righthand half of this panel.

this switch to the RESE T position. To allow the Read-out to count up after lift-off, this switch must be inthe UP position. If an occasion arises where the crewor ground personnel wish to make a count dow n, thisswitch may be placed in the DOWN osition.5.4.1.2 Start/Stop Switch

The START/STOP switch is a mom

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