i

MSC-05161 ..
SUPPLEMENT 3
NATIONAL

AERONAUTICS

AND

SPACE ADMINISTRATION

APOLLO 15 MISSION REPORT

,i

SUPPLEMENT3

ASCENT PROPULSION SYSTEM

FINAL FLIGHT EVALUATION

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MSC-05161
Su_p!ement

APOLLO3 15 MISSION REPORT

f

SUPPLEMENT

ASCENT PROPULSION

._2

TRW Systems

_-

_:

__

PREPARED BY

if2

_,.

SYSTEM FINAL FLIGHT EVALUATION

APPROVED BY

Owen G. Morris
Manager, Apollo Spacecraft

Program

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

MANNED SPACECRAFT CENTER
HOUSTON, TEXAS
SEPT 'I_4BER197P

20r)29-HO62-RO-O0
l l

'

PROJECTTECHNICALREPORT

APOLLO15
LM-IO
ASCENT PROPULSIONSYSTEM
FINAL FLIGHTEVALUATION

i
It
l

I l

NAS 9-12330

MARCH 1972

Preparedfor
NATIONALAERONAUTICSAND SPACEADMINISTRATION
MANNED SPACECRAFTCENTER
HOUSTON,TEXAS

l'_

Preparedby
W. G. Griffin
PropulsionSystemsSection
Applied I_chanics Department

NASA_

Concurredby:Z,_II.
_/C-_k;_/_..._/_c,_
Kir lind, Head
SystemsAnalysisSection

TRW SYSTEMS
Approvedby:R'.
/t_
"y,T.
_-._ Man'ager
(_-/-"
d'. Smith,
Task E-99

l_.E. Taylor,Mana,,r
Concurredby:,4_AN,,--_..
Ascent Propulsion
_ SubsystemApprovedby:_
P_ pul_ystems
"

T:d

Jo

Concurredby:L/_/_c, /_ &/_,._wL._
C.W. Yodzis,C))lef
7
Primary Propul_'i on Branch

Section

Approvedby_}.)_'_,
i
R.G. Payne,_4anager " '
Applied Mech_ics Department

CONTENTS

Page
,
L]/

1.

PURPOSEANDSCOPE .......................

L.

SUMMARY ............................

"_. INTRODUCT
ION .........................

4.

STEADY-STATE
PERFORMANCE
ANALYSIS...............
AnalysisTechnique
......................

4
4

, _

Flight

i_-

Comparisonwith PreflightPerformancePrediction
........

EnginePerfomance at StandardInterfaceConditions......

_?_
w_-

_..
_._"

r_

Data Analysis

and Results ................

PRESSURIZATION
SYSTEM....................

11

Helium Utilization ......................

11

HeliumRegulatorPerformance

11

OxidizerInterfacePressureDuring Coast ...........

II

II,
li,,,,
M,_,il_,Id
PressureDuringCoast .............

11

t,

I'R()PII I AN1 I OAllINGANDUSAGE

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

13

7.

FNGINI IRNqSIENT ANALYSIS...................

14

"

(.I)N(I II', I(IN',

15

REFERFN_.ES
..........................

16

_,_"_-

',<-t
z!.'_

_2_

_.

_,

TABLES
I.

LM-IO/APSENGINEAND FEED SYSTEMSPHYSICALCHARACTERISTICS.

. . 17

2.

PROPELLANTCONSUMPTIONFROM APS TANKS .............

IB

3.

FLIGHTDATA USED IN STEADY-STATEANALYSIS...........

Ig

4.

LM-IOAPS STEADY-STATEPERFORMANCE.............

20
w,

II
i

CONTENTS
(Continued)
ILLUSTRATIONS
#

I. THROAT EROSION ...........................

,'

,_

3. CHAMBERPRESSUREMATCH DURINGAPS BURN ..............

2. ACCELERATIONMATCH DURINGAPS BURN .................
4. OXIDIZERINTERFACEPRESSUREDURINGAPS BURN ............

?J
",
_

i
l

5. FUEL INTERFACEPRESSUREDURING APS BURN .............

",

6. THRUST DURINGAPS BURN ......................

7. SPECIFICIMPULSEDURINGAPS _URN .................

8. OXIDIZERFLOWRATEDURINGAPS BURN ...............

9. FUEL FLOWPJ_TE
DURINGAPS BURN ...................

pl

'I

I0. COMPARISONOF PREDICTEDAND RECONSTRUCTED

P[RFORMANCE.......

"
:}

II CHAMBERPRESSUREDURINGTHE IGNITIONTRANSIENT
............

29

3F_

_I

12. CHAMBERPRESSUREDURINGTHE SHUTDOWNTRANSIENT ..........

32

APPENDIX- FlightData .........................

33

I
)

1
I

ttt

I. PURPOSEAND SCOPE
/

The purposeof this report is to presentthe resultsof the postflight

,
I

analysisof the Ascent PropulsionSystem (APS)performanceduring the Apollo

15 Mission. It is a supplementto the Apollo 15 Missionreport. Determinationof the APS steady-stateperformanceunder actualflight environmental

conditionswas the primaryobjectiveof the analysis. Includedin the report

are such informationas reouiredto providea comprehensivedescription
of APS performanceduring the Apollo 15 Mission.

"_.
_

Major additionsand changesto the prellminaryresultspresentedin the

missionreport (ReferenceI) are listedbelow.
l) Calculatedperformancevalues for the APS lunarliftoffburn.

=_

2) Discussionof analysistechniques,problemsand assumptions.

3) Comparisionof postflightanalysisand preflightprediction.

_'_

4) ReactionControlSystem (RCS)duty cycle includedin the APS

_/.L

performanceanalysis.
5) Transientperformanceanalysis.

6) The APS propellantconsumptionvaluespresentedin the preliminary

postflightevaluationhave been revisedas shown in Table 2.

2. SUMMARY
The duty cycle for
stage liftoff

the LM-IO AP$ consisted of two firings,

an ascent

from the lunar surface and the Terminal Phase Initiation

(TPI)

satisfactory.
No propulsion data were received from the second APS burn;
burn. APS performance for the first
firing was evaluated and found to b_
however, all indications were that the burn was nominal.
Engine ignition
!

for the APS lunar liftoff

burn occurred at the Apollo

elaspedtime (AET)of 171:37:23.2(hours:minutes:seconds).

Burn duration
was 430.9seconds.

Averagesteady-stateengineperformanceparametersfor the b_rn are

as follows:
Thrust - 3540 Ibf
Isp - 311.7 sec
MixtureRatio - 1.610
All performanceparameterswere well within their LM-103-sigmalimits.
\

Calculatedthroat erosionat enginecutoff for the LM-IOAPS was approximately3 percentgreaterthan predicted.
I

2
L.

IL........

i ........

3. INTRODUCTION

The APS duty cycle for the Apollo 15 Missionconsistedof a lunar

r,

liftoffburn and a TerminalPhase Initiation(TPI)burn. Total burn duration for the two firingswas 4335 seconds

The Apollo 15/LM-IO/APSwas

equippedwith RocketdyneEngine S/N OOl4C. APS engine performancecharacterizationequationsused in preflightanalysesand as a basis for the
postflightevaluationare found in Reference2. Engine acceptancetest
!
data used in the determinationof performanceare from Reference3.

I
Physicalcharacteristics
of the enqine and feed system are presentedin
Table I.
)
'i

Ignitiontime for the initialAPS firingwas 171:37:23.2AET. Engine

_
j

cutoffwas commandedat 171:44:34.1AET for an APS burn durationof 430.9

seconds. Loss of signal (LOS)occurredfollowingengine shutdownfor the
lunarliftoffburn at approximately171:51AET as the vehiclewent behind

the moon. The secondAPS burn was the 2.6 SecondTerminalPhase (TPI)

maneuver. APS enoineignitiontime for the TPI manueverwas 172:29:40

.i

AET, approximately38 minutcsafterLOS. Exactdata concerningascent

stagemain engineignitionand cutoff times and the assoicatedvelocity

.I

(
,,

changesare shownbelow:

Burn
'

Ignition
Hr:min:sec.

Engine Cutoff
Hr:min:sec.

Lunar Liftoff

171:37:23.2

171:44:34.l

TPI

172:29:40.0

172:29:42.6

Burn Time
Seconds
430.9
2.6

Velocity(1)
Change,ft/sec
6059
72.7

(1) ReferenceI
3

'\

i
!

!
4. STEADY-STATEPERFORMANCEANALYSIS

AnalysisTechnique
,

Determination
of APS steady-stateperformanceduringthe lunarorbit

i
I

'

The
insertion
430.9 seconds,engineon
to engineoff
insertion
burnburn
was durationwas
the primaryobjectiveof
the LM-IO postflightanalysis.
command. In additionto the orbitalinsertionmaneuverthe APS was used
to performthe TerminalPhase Initiation(TPI)burn. Burn durationfor

TPI was approximately2.6 seconds. No propulsionsystem telemetrydata

are availablefrom the TPI burn since the spacecraftwas behindthe moon.

',

!
t

The APS postflightanalysiswas conductedusing the Apollo Propulsion

}
i

AnalysisProgram(PAP)as the primarycomputatio,,:_l

tool. Additionally,
the Ascent PropulsionSubsystemMixtureRatio Program(MRAPS)was used

!
}

in an iterativetechniquewith PAP to determinethe vehiclepropellant

mixtureratio. Reference4 presentsa detailedexplanationof the

operationof the MRAPS programand the underlyingtheorywhich it im-

plements.

An initialestimateof the ascentstage weight at lunar liftoffof

I0915 Ibm was obtainedfrom Reference5. Ascentstage damp weight (total

spacecraftweight less APS propellants)was consideredto be constant

;
.!

throughoutthe firingexcept for a 0.03 Ib,Viecoverboardflowrate

which accountsfor ablativenozzle erosion.
RCS propellantusageand thrust historieswere obtainedfrom an analysis
of the RCS bi-levelmeasurements. Approximatelyg5 percentof the RCS
consumptionduring the ascentburn was from the APS tanks. The remaininq
5 percentof the RCS usage,--3Ibm, was from the RCS tanksfollowing
the closing of the APS/RCSinterconnect valves

'

Table 2 presents a summary

0
|

of propellantusage,includingRCS consumption,from the APS tanks during

the ascent burn. Propellantdensitiesused in the programwere basedon
equationsfrom Reference6, adjustedby measureddensitydata for the
LM-IO flightgiven in the SpacecraftOperationalData Book (SODB),
Reference7. Oxidizerand fuel temperatureswere taken from flightmeasure-

ment data and were 68.25Fand 69.75F,respectively.These temperatures

were consideredto be constantthroughoutthe segmentof burn analyzed.
The followingflightmeasurementdata were used in the analysisof the LM-IO
i
I

APS burn: engine chamberpressure,engine interfacepressures,vehicle

thrustacceleration,propellanttank bulk temperatures,heliumregulator

outletpressures,engine on-offcommands,heliumtank pressuremeasurements,

and RCS thrustersolenoidbi-levelmeasurements. Measurementnumbersand

data pertinentto the abovemeasurements,with the exceptionof RCS

.

bi-levels,are given in Table3.

Plots of measurementdata versustlmeare

presented in the appendix to this

report.

i
i

Flight Data Anal},sts and Res.ults

T
i

A 400-second segment of the APS lunar l tftoff

burn was selected to

;_

be analyzed for the purpose of determining steady-state

segmentof the burn analyzed begins at 171:37:35.0 AET, 11.8 seconds

after

ignition,

and ends at 171:44:15.r} AET, 19.1 seconds prior

The periods immediately following

cutoff

ignition

and Immediately prior

are not included in order to minimize any errors

data filtering

resulting

The

to cutoff.
to engine
from

spans which tncluded the :;tart and shutdown transients.

engine propellant
Propellant

performance.

APS

comsumpttonduring the burn is presented in Table 2.

consumption from engine on omend to the start

state analysts segmentend from tM end of the steMy-stlte

of the steadinelysts

to

the beginningof chamberpressuredecaywas extrapolatedfrom steady-state

analysisresults.
The primaryengine performancedeterminations
made during the LM-I_
i

postflightanalysisare as follows: All averagevalues are over the _O0secondperiodof steady-stateanalysis.

I) AverageAPS specificimpulsewas 311.7 seconds.
2) AverageAPS mixture ratiowas determinedto be 1.610.
3) AverageAPS thrustwas 3540 Ibf.
4) Enginethroat erosionwas 3 percentgreaterthan predictedat 400
i

secondsfrom ignition.
An extrapolationof the APS steady-stateanalysisto includethe entire
burn with the exceptionof ignitionand shutdowntransients resultedin
m J,

'i
l

an averagespecificimpulse,thrust,and mixture ratioof approximately

the same valuesas the 400 secondburn segment. LM-IO APS performancewas

!
i
!

greaterthan predictedwith the averageengine specificimpulseexceeding

the predictedaveragevalue by 1.7 seconds.
',

The generalsolutionapproachused in the LM-IO flightevaluationwas

to calculatethe vehicleweight (includingpropellantloads)for the beginning

.i

of the burn segment used to analyze steady-state

the PAP to vary this weight and other selectedperformanceparameters(state

performance and then allow

]
I

variables)in order to achievean acceptabledata match. The PAP simulations

were made using the previouslydiscussedAPS engine characterization
model

driven by engine interface

ment data were first

filtered

pressures.

Rawflight

wlth a sliding

interface

arc filter

pressure measure-

and then, because of

excessive distortion,

these data were further smoothe_ using a fifth

degree

curve ftt.
Stlulatton

of RCSact'_ttywas

eccmq)ltshedwtth

anode1 that w_s

developedfrom indiviJualthruster"on" time. This techniquehas been used

on all precedingAPS reconstructions
and is fully discussedin Reference8.
InitialPAP simulationresultsbasedon the inputdata outlinedin
the beginninguf this sectionindica+edthe predictedthroaterosionwas

less than that requiredto match flightdata. A revisedthroaterosion

curvewas calculi,
ted using the partialderivativesof throat area with

increasingthe initialvalue to 16.432 IrF, about0.3 percentlargerthan

respect i:uacceleration.The revisionof the throat area curve included

the preflightvalue. This techniquehas been used during previousAPS

postfllghtreconstructions
and has yleld_dgood results. The inclusionof

this calculatedthroatarea curve in the analysisprogramresultedin an

4
]

excellentaccelerationmatch with a near zero mean and no significantslope.

"

The derivedthroaterosionwas 3 percentgreaterthan predictedat approx(

imately400 secondsafter ignition. Figure l shows the calculatedthroat

1
(

area curve in comparisonwith the predictedcurvefor LM-IO.

An APS chamberpressureerrormodel was derivedfrom postflightdata

(Referenceg). In order to compensatefor a suspecteddrift in the APS

1

chamberpressuremeasurement{GP 2010),this model was used for the first

ti_lein the LM-!O APS postflightanalysis. The comparisonof reconstructed
J
I

values to chamberpressureflightdata achievedusing the errormodel

was good. The use of the error model allows the uncertainty
the chamber pressure measurementto be significantly
the overall

uncertainty on the final

associated with

reduc#d thus decreasing

m_ntmumvariance solution.

A small

(~.1 psta) chamber pressure measurementbias was determined by the ftnal

fJAPsolution.

The restdual match showntn Figure 3 incorporates both thts

bias and the previously discussed drift

7
-

mdel.

t
!

'

Interface pressure measurement biases of approximately -2.0i psia and

_.7] psia for oxidizer-and fuel, respectively, were determined from r.i_p
PAr,
results.

It was noted during the flight that oxidizer interface pressure

seemed to be lower than expected. These biases are w_ll within the measurement
accuracy for both the oxidizer (GP 1503) and fuel (GP 1501) interface
pressure measurements.
A vehicle weight reduction of 17 Ibm was determined from the PAP r(_construction. The best estimate of total ascent stage weight at lunar
liftoff is 10898 Ibm,

The principal indicator of the accuracy of the postflight recon-

struction is the matching of calculated and measureo acc,.:ration data.

A measure of the quality of the match is given by the residual slope and
as

intercept
data

Figure
shown in

represent
Z.

These data

the ordinate

intercept and the slope of a linear fit to the residual data.

closer both these numbers are to zero, the more accurate is the match.

The acceleration match achieved with the LM-IO postflight reconstruction

_

was very good.

The

The LM-IO flight reconstructionwas, by all indications, an

accurate simulation of actual flight performance.

Figures 2 through g shows the principal performance parameters

I'

associated with the LM-IO postfllght analysis.

)_

were used as time varying input to the Propulsion Analysis Program. Two

i_+

of these measurements, fuel

as program drivers.

and oxidizer

The other

i,:terface

two, acceleration

Four flight measurements

pressure,

were used

and chamber pressure,

A
]_s a convention
data w_s reading

in this
less

report,

than its

a negative

b_as ;ndtcates

that measured

true value.

8
p
!

were comparedto calculated values by the program's minumimvariance technique.

,

The accelerationand chamberpressuremeasurementsalongwith their

residuals(measureddata minus calculated)are presentedin Figures2 and 3

measurement data (after smoothing of the raw data), the curve fits of these
respectively.Figures4 and 5 containoxidizerand fuel interfacepressure
data inputto the ApolloPropulsionAnalysisProgram,and the residuals

betweenthe flightdata _nd the calculatedinterfacepressures. Calculated

steady-state

values

for thrust,

specific

impulse,

and oxidizer

and fuel

flow-

ratesare shown in Figures6-9.

!
i

Comparison with PreflightPerformancePrediction

Predictedperformanceof the LM-IOAPS is presentedin ReferencelO.

2

,'

"

The intentionof the preflightperformancepredictionwas to simulate

"

APS performanceunderflightenvironmentalconditionsfor the MissionJ-l

duty cycle.

No attempt

was made in the preflight

prediction

to simulate

RCS operati
on.
Tabl_ 4 presents
:

a summary of actual

and predicted

APS performance

duringthe ascentburn. Erginespecificimpulsedeterminedby the

postflight

reconstruction

is greater

than had been predicted

but is still

well within the 3-sigmalimitsof _+3.5secondspresentedin ReferenceI0.

Comparisonsof predictedand reconstructed
values for specificimpulse,
! '

thrust,and mixtureratioare presentedin FigurelO alongwith related

3-sigmadispersions.The variationsin flight specificimpulse,thrustand

;j

mixtureratiowere withintheir respective3-sigmadispersions

,_

.EnginePerformanceat Standard,
InterfaceConditions
Expected APSengine flight
actertzatio,;

which uttltzed

performance was based on an engtpe char-

data obtained durtng engine and injector

-_,

9
!

_,_-,

'_"

._

i
acceptance tests.

In order to allow actual engine performance variations

to be separated from variations

system, and propellant

induced by feed system, press:Jrization

temperature variations,

are adjusted to a set of standard interface

a commonbasis for

comparison.

the acceptance test

conditions;

Standard interface

data

thereby providing

conditions

are as

fol lows :
Oxidizer

interface

Fuel interface
Oxidizer
:

pressure,

pressure,

interface

Fuel interface

psia

psia

17_I.

temperature,

temperature,

170.

70.
70.

Oxidizer density,

Ibm/ft 3

90.21

,i

Fuel density,

Ibm/ft 3

56.39

'

Thrust acceleration,Ibf/Ibm

Throat area, in2

I.
16.48

Analysisresults(at 13 secondsfrom ignition)for the ascent burn corrected

,.

to standardinterfaceconditionsand comparedto acceptancetest valuesare

shown below:
AcceptanceTest
Date

Thrust,Ibf

*'

SpecificImpulse,Ibf-sec
Ibm
_

PropelIant MixtureRatio

3501.
310.0
1.597

FlightAnalysis
Results

%
Difference

3538.

I%

312'1

0.7%

I.597

0%

Reductionof engineperformanceto standardinterfaceconditionsand comparisonwith acceptancetest values showsgood agreementwith the largest
differencebeingin the engine thrust. All differencesare within two
,i

standard deviationsof acceptancetest values.

.,t

,o

t,

5. PRESSURIZATIONSYSTEM

Helium UtiIization

,;
;J

The heliumstoragetankswere loadedto a nominal13.2 Ibm. Therewas

no indicationof leakagefrom the heliumbottlesduring the missionand

calculatedusageagreeswell with analyticalpredictions,

_i
2
-

1
J

HeliumRegulatorPerformance
Helium regulatorperformancewas approximatelyas predicted. The Class

I primaryregulatorcontrolledhelium flow throughoutthe burn. No signifi-

cant oscillationsin regulatoroutlet pressurewere noted,

OxidizerInterfacePressureDurin_ Coast

!
I

A lowerthan expected(--3psi) APS oxidizerinterfacepressurewas noted

'

during the translunarcoastphase of the Apollo 15 Mission. However,the

1
,

negativeoxidizerinterfacepressuremeasurementbias previouly discussed

!i

would accountfor 2 psi of the difference. Furthermore,the longerperiod

i_
!
:7
]!

from launchto pre-firingpressurization,

i.e.,171 hoursas opposedto 140
hours for LM-6 and LM-8 could accountfor an additionaldifference. The

,,

observedpressuredifferenceis, therefore,not believedto be significant.

7

i
!_

HeliumManifoldPressureDurinqCoast
A greaterthan expectedpressuredecayrate in the heliummanifoldwas
noted duringthe Apollo 15 translunarco_.st.The decay rate decreasedas
the flightprogressed, A pressureof I0 psia is requiredin the helium
manifoldprior to APS finalpressurizationin order to verifythe integrity
of the helium manifold.
helium regulator

outlet

The helium i;_antfold pressure, as measured by the

pressure (GP 0025) measurementwas approximately

i B..........

54 psia just prior to final pressurization. It was subsequently determined

that the most likely source of leakage was the helium solenoid valves.
These valves have been changed on LM-II and no subsequent difficulties
_

are expected.

.I

IZ

!.

6. PROPELLANTLOADINGAND USAGE

APS propellantloadsfor the LM-IOMissionwere 3225.6 Ibm ur oxidizer

'

and 2011.4Ibm of fuel. Of these amounts36.0 Ibm of oxidizerand 15.9 Ibm

of fuel are consideredto be unusableor consumedduring transientengine
operation. The amountsof nominallydeliverablepropellantsare, therefore,
3189.6 Ibm and 1995.5Ibm for oxidizerand fuel, respectively.Propellant
densitysamplestaken at the time of loadingshowedan oxidizerdensityof
1.481ggm/ccat 4C and a fuel densityof 0.8979gm/cc at 25C. Both
densitieswere at a pressureof one atmosphere.
Since all RCS propellantusagewas from the RCS tanks priorto lunar
liftoff,the APS propellantloads at APS iqnitionwere 3225.6 Ibm of oxidizer
and 2011.4Ibm of fuel. Except for the last 2n secondsof burn,all RCS
crnsumptionduring the ascent burn was throughthe APS/RCS interconnect.
Totel propellantusagefrom the APS tanks is presentedin Table 2. The APS
consumptionduring the lunar liftoffburn was 2978 Ibm, oxidizerand 1855 Ibm,
fuel. Total RCS consumption,throughthe APS/RCSinterconnect,
during the
APS first burn was 63 Ibm. The TPI maneuverconsumedas estimatedIg Ibm
of oxidizerand 12 Ibm of fuel. A totalof 186 Ibm of oxidizerand 124 Ibm
eC fuel remainedonboardat APS secondburn cutoff.

13

7. ENGINETRANSIENT._ALYSIS

An analysisof the start and shutdowntransientswas performedwith

,

the primaryintentionof determiningtransienttotal impulse. FiguresII

and 12 are tracesof enginechamberpressure,measurementGP2010,during
start and shutdownof the lunar liftoffburn,repectively.No data were

availablefrom the TPI burn.

The time from ignitionsignalto 90 percentsteady-statethrustwas
I

0.345seconds,well within the specificationlimitfor unprimedstarts

of 0.450seconds. Total starttransientimpulsewas 27 Ibf-sec. The
chamberpressureovershootexceededthe upper limitof the measurement
range (150 psia); however,therewere no indicationsof rough combustioa
or otherabnormalperformance.
Total impulsefrom engine cutoffsignal to lO percentthrustwas 300 Ibfsec. Time from cutoffsignalto lO percentthrustwas 0.19 secondswhich is
within the revisedspecificationlimitof 0.500 seconds(Referencell).

"

14

8. CONCLUSIONS

The LM-IO APS flight reconstr'Jction

showed the APS performanceto be

_:

satisfactory.No malfunctionsor anomalieswith possibleimpacton future

flightswere noted.

A statisticalstudy of the differencesbetweenAPS predictedand postflight reconstructed

specificimpulseis containedin Referenceg. The
resultsof the LM-IO/APSanalysiswere added to the existingdata shown
in Reference9, and from a study (Reference12) of the expandeddat_ set
',

it is concludedthat no change in the APS specificimpulseprediction

i
techniquesare warrantedat this time. This resultwill be verified
1

by incorporating
the resultsof futureAPS f11ght analysesas they become

-!

_
]

available.

\
15

I
I

REFERENCES

1.

NASA Document,MSC-05161,"Apollo15 MissionReport"

December1971
,

2.

North AmericanRockwellCorporationDocumentNo. PAR 8114-4102,

"LunarModuleAscentEngine PerformanceCharacterization,"
T. A. Clemmer,lO July 1968.

3.

RocketdyneEngineLog Book, "AcceptanceTest Data Packagefor Rocket

EngineAssembly- AscentLM - Part No.RSOOO580-OOl-04,
SerialNo. 00i4,"
8 July 1969.

4.

Boeing ReportD2-118346-1,"ComputerProgramManualAscent Propulsion

SubsystemMixtureRatioby the Center of Mass Method,"28 August 1970.

5.

TRW IOC 71.6522:2.03,"Apollo15 PostflightMass Properties,"C. A.

Anderson to B. R. Ellison,2 September1971.

6.

NASAMemorandumEP-23-I0-69, from EP2/ Head Development Section to EP2/

Chief, Primary Propulsion Branch, "Propellant Pensities (N204 and
A-50)," 18 February 1969

7.

SpacecraftOperationalData Book, SNA-8-D-027(III),Rev. 3, Vol. III,

Amendment11O.

8.

TRW Report 17618-HI46-RO-O0,

"Apollo14/LM-8Ascent PropulsionSystem
Final FlightEvaluation,"September1971.

I
i

9.

TRW lOC 71.4915:2.47,"AscentPropulsionSystem (APS)Characterization,"

W. Griffinto E-g9 File, 2 November1971.

1
,
I

lO. TRW Report I7618-HI46-RO-O0,

"ApolloMissionJI/LM-IO/APSPreflight
PerformanceReport,"May 1971.

,i

II. LTX-965-219,"P.O.6-20900-C,LM Ascent Engine,LVC 275-0050051A,"

2 July 1969.

I
I
I,
I
'I
.J

3r

'
!

j.

,I

12. TRW IOC 72.4910.41-31,"APS SpecificImpulseCharacterization

Study,"
W.G. Griffinto E-99 File, 1 March 1972.

IAUL[ 1.

LM-IO/APS E_GIHE A_D FEED SYSTEMPIIfS!CAL CHARACTERISTIC.%

,, '___
,,,e
.'_)iTie _io.

Rocketdyne

S/H OOl4C

i_lecto<

Rocketdvne

S/[i 4097734

_ ,]']a!
.,
.

rio.
Cilamber Throat

Area ,(in 2_
j

16.378

',_,_'z!e E-:t Area (in 2)

749.508

[_Bt]_l

45.763

Expansion

l_jector

Ratio

Resistance

(]_f-sec2/Ibm-ft5)@

time zero and 70OF

Oxidizer

12420.7

Fuel

19886,7

l-eeg_
S_.ystem
Tr,tal

Volume (Pressurized,

Check Valves

to engine interface)(ft3)

(2)

Oxi di __er

36.95

Fuel

37. O0

Resistance,

Tank Bottom to Engine Inter-

face (Ibf-sec2/lbm-ft

5) at 70F (3)

Oxidizer

2459.52

Fue]

4065.12

(I)

Rocketdyne Log Book, "Acceptance Test Data Package for Rocket Engine
Assembly-Ascent LM-Part No. RS000580-001-04, Serial No. 0014,"
8 July 1969

(2)

NASAMemornadum EP23-46-69, "Propellant

Load Parameters for the DPS
and APS of LM-5 through LM-9 and the Estimated Parameters for LM-IO
and Subsequent," from EP/Chief, Propulsion
and Power Division
to
PD/Chief, Systems Engineering
Division.

(3)

GAC Memorandum LM0-271-844, "A/S Hydraulic

W. Salter,
6 December 1969.

(4)

The initial

throat

area dete_nined

was 16.432 in 2

Resistance

from postflight

LM 7, 8, 9,"

reconstruction
t

17

I
!
I

TABLE 2.

PROPELLANTCONSUMPTION
FROMAPS TANKS

Oxidizer

"_

Fuel

Consumed During Lunar

Propellant Loaded - Ibm
Liftoff
Burn -lbm

3225.6

2011.4

APS

2978.3

1854.8

RCS
Total

42.n
302Q.3

21.n
1875.8

2n5.3

135.6

Total Propellant Remaini:Ig- Ibm

Consumed D,i,'ing
TPI Burn - Ibm

APS

19.3

11.5

Total

,i

Propellant

Remaining

-lbm

18_.0

124.1

]
,I

!
!

.t
i
1

_
I

1
t

18

TABLE3.

Measurement
Number

FLIGHTDATA USED IN STEADY-STATEANALYSIS

Descri pti on

Range

GP2OIOP

Pressure,Thrust Chamber

GP1503P

Pressure,
face

Engine Oxidizer

GP1501P

Pressure,

Engine Fuel Interface

GPOOZSP

SampleRate
Sample/sec

0-150psia
Inter-

200

0-250 psia

0-250 psia

Pressure,RegulatorOutletManlfold

0-300 psla

GPOOIBP

fold
Pressure,RegulatorOutletMani-

0-300psia

GPI218T

Temperature,OxidizerTank Bulk

20-120F

GPO718T

T_perature, Fuel Tank Bulk

20-120F

GHI260X

Ascent EngineOn/Off

Off-On

50

GPOOOIP

Pressure,Helium SupplyTank
No. 1

0-4000

GPOOOZP

Pressure,Helium SupplyTank
NO. 2

0-4000

GPOO41P

Pressure

0-4000

10

!
I

'i

'I

t
1
i
!

"_

Helium Supply Tank

No. 1

:
.

._

GPOO42P

Pressure,Helium SupplyTank
No. 2

0-4000

I0

CGOOOIX*

PGNSOownllnkData

DigitalCode

50

*Acceleration
determinedfrom PlPA data.

19

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APPENDIX
FLIGHT DATA
Page
Figure
A-I

APS Thrust

Chamber Pressure

A-2

APS Oxidizer

A-3
A-4

APS Fuel Tank

Isolation
Inlet
Bulk Value
Temperature

A-5

APS Oxidizer

A-6

APS Helium Supply

A-7

Isolation

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Valve

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34

(GPI503P-PCM).

Pressure
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Tank Bulk Temperature

(GPI218T-PCM).......

Tank No. 2 Pressure

35

36
37
38

(GPOO42P-PCM).

3q

APS Helium Supply Tank No. 1 Pressure

(GPOO41P-PCM).....

40

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APS Helium Supply Tank No. 2 Pressure

(GPOOO2P-PCM).....

41

A-9

APS Helium Supply

(GPOOOIP-PCM).....

42

A-IO

APS Regulator

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Pressure

(GPOO25P-PCM) .....

43

A-II

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(GPOOISP-PCM)

44

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