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Douglas Paper 3172
SATURN H:STORY DGC~.JMENT
Univcisit-y of Alcbens Re-nrlrch institute
History of Science & Technology G r o q
Date
----------
Doc.
No.
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ALTITUDE SIMULATION I N SATURN SIV STAGE TESTING
Prepared By:
D . D . HOFFERTH
Branch Chief
Field Development Engineering
Sacramento Test Center
Sacramento, California
E. L. WILSON
Branch Chief
Space Propulsion Branch
Missile & Space Systems Division
Huntington Beach, California
A . L.
POLANSKY
Design Engineer
Space Propulsion Branch
Sacramento ~ e s Center
t
Sacramento, California
Presented To:
Society of Automotive Engineers
DDUGLAS /M/SS/LE &: SPACE SYSTEMS D/V/S/UN
/
�ABSTRACT
Altitude Simulation i n Saturn SIV Stage Testing
The Douglas Aircraft Company has been invoived i n testing
the Saturn SIV stage at the Sacramento Test Center for the
past two years. The propulsion system for the SIV stage consists
of six (6) Pratt & Whitney Aircraft Company rocket engines
0
which are designed specifically for high altitude start and
operation.
During static firing tests of this engine a t sea
level, a steam jet ejector in combination with a diffuser,
are used to simulate altitude conditions,
The intent of this
paper i s to examine the performance of this altitude simulation system, and to discuss problems encountered i n making
i t operational.
�The Douglas Aircraft Company has been involved i n testing the Saturn
S I V stage a t the Sacramento Test Center for the past two years. The SIV i s
an upper stage of the National Aeronautics and Space Administration's Saturn
Space Vehicle.
A later version of the Saturn Space Vehicle i s programmed to
launch an Apollo to the moon.
The propulsion system for the SIV stage consists
o f six (6) Pratt 8, Whitney Aircraft Company RLIOA-3 rocket engines capable
of generating a total of 90,000 pounds thrust a t as titude (Figure 1).
These
engines were designed specifically for high altitude start and operation and,
therefore, require an altitude simulation system to permit sea level static
testing.
The normal starting altitude of the Pratt & Whitney
RLlOA-3 engine,
when used as part of the SIV stage, i s approximately 240,000 feet, where the
expected absolute pressure i s
0.17 psia.
I t i s not required that this low a pressure be obtained for sea level
testing, however, The engine requires sufficient pressure drop between the
liquid oxygen pump inlet and the combustion chamber to attain a pre-start flow
o f liquid oxygen.
This flow must be sufficient to cool the pump so that stall free
acceleration and mainstage operation can be achieved.
The time interval required,
as w e l l as the quality and quantity of liquid oxygen required, had to be established
during static testing.
Even more basic, however, i s the requirement that the high
expansion ratio (40: 1) thrust chamber bell be operated without flow separation.
If the engine were operated a t sea level back pressures, separation would occur,
,
w i t h attendant structural and performance degradation.
The engine bell construction
�The Douglas Aircraft Company has been involved i n testing the Saturn
SIV stage at the Sacramento Test Center for the past two years.
The SIV i s
an upper stage of the National Aeronautics and Space Administration's Saturn
Space Vehicle.
A later version of the Saturn Space Vehicle i s programmed to
launch an Apollo to the moon. The propulsion system for the SIV stage consists
of six (6) Pratt & Whitney Aircraft Company RLIOA-3 rocket engines capable
of generating a total of 90,000 pounds thrust at altitude (Figure 1).
These
engines were designed specifically for high altitude start and operation and,
therefore, require an altitude simulation system to permit sea level static
testing.
The normal starting altitude of the Pratt & Whitney RLlOA-3 engine,
when used as part of the SIV stage, i s approximately 4240,000 feet, where the
expected absolute pressure i s 0.17 psia.
It i s not required that this low a pressure be obtained for sea level
testing, however.
The engine requires sufficIant pressure drop between the
liquid oxygen pump inlet and the combustion chamber to attain a pre-start flow
of liquid oxygen.
This flow must be sufficient to cool the pump so that stall free
acceleration and mainstage operation can be achieved.
The time interval required,
as well as the quality and quantity of liquid oxygen required, had to be established
during static testing.
Even more basic, however, i s the requirement that the high
expansion ratio (40:l) thrust chamber bell be operated without flow separation.
If the engine were operated at sea level back pressures, separation would occur,
,
with attendant structural and performance degradation.
The engine bell construction
�was intended for altitude operation and thus not designed to withstand the
high
loads which would be encountered i n sea level operation.
The total altitude simulation system u t i l i z e d i n the
SIV stage static testing
(1) the diffusers, (2) the eiectors, (3) the
i s comprised of four elements:
accumulators, and (4) the steam boilers and 'feed water system (Figure 2).
The diffusers are attached to each of the six engines w i t h a flexible
seal, and are closed a t the opposite end by blow-off doors.
In this configuration
they serve as a vacuum chamber to provide low ambient pressures (less than 0.9
psis) i n
the forty-five (45) second period up to and including engine ignition.
By controlling the engine exhaust gas flow through internal geometry, the
diffusers also sustain the required absolute pressure a t the engine bell e x i t
after the engine start transient.
The diffusers are approximately thirty-five (35)
feet long, and are of double w a l l construction to provide for water cooling.
The wal I s are fabricated from low carbon steel and are spaced one-fourth inch
apart to accommodate a cooling water flow rate of approximately 3100 gallons
per minute per diffuser.
Each diffuser i s connected to a two stage steam jet ejector system w i t h a
thirty.(30) inch vacuum line.
A pneumatically operated butterfly valve i s
installed i n this vacuum line to permit isolation of the eiectors from the diffusers.
The i n i t i a l purpose of this isolation was twofold:
(1) to prevent hot gases from
the diffuser being sucked through the eiectors just after engine ignition, and
(2) to prevent aspiration of a i r through the ejector and into the lower end of the
diffuser during normal engine operation, where after-burning would cause high
�temperatures and resultant damage to the diffusers.
...
These butterfly valves
were also found to be of value in the sequencing of ejector operation with
respect to the diffuser during the initiation of vacuum pumping.
Each stage of the two stage ejector i s thirty (30) feet long, and they
are assembled together i n a vertical array on the front of the test stand
(Figure 3).
The first stage suction chamber i s at the level of the diffuser
vacuum line.
Steam reaches the second stage ejector without intervening
valves between them and the constant pressure steam regulators.
The first
stage steam lines were provided with intervening three-inch valves to permit
delaying the entrance of steam into the first stage ejectors until the second stage
had established a partial vacuum throughout the system.
I t was learned early i n
testing of the altitude system, however, that this delay was not necessary
inasmuch as no significant change i n vacuum pull-down characteristics were
encountered with simultaneous admission of steam to both ejector stages.
Mani-
folding for delivery of steam to both stages of the ejectors i s supplied through .
an eighteen (18) inch steam line from the constant pressure regulators i n the
accumulator area.
Two thirty thousand (30,000) gallon capacity steam accumulators serve
as storage vessels for the steam energy used to power the ejectors.
These vessels
are half-filled with water, and when charged, hold heat i n this water a t 406'~.
he
upper half of each accumulator contains steam a t 406'~ and 250 psig pressure.
To insure optimum performance of the eiectors, motive steam i s supplied from the
accumulators a t a constant pressure.
his 'is accomplished by the use of constant
�pressure regulators (one for each accumulator), which maintain 135 psia at the
ejector nozzles.
The regulators are of the twelve (12) inch, 90' angle valve
type, and are commanded open and closed by the automatic SIV stage firing
sequence.
The actual opening travel of the regulating valve i s controlled by
high pressure water from the accumulators.
This controlling water i s regulated
as a function of the pressure i n the eighteen (18) inch steam line.
The opening
travel of the poppet i n the constant pressure regulators then increases as the
accumulator pressure falls off during a test run.
A boiler of 250 BHP capacity i s used to produce 8625 pounds per hour of
dry and saturated steam a t 250 psig for charging the steam accumulators.
'
The
process of charging the accumulators requires approximately twelve (12) hours.
The "packageu boiler i s o i l fired, and i s automatically actuated with boiler
steam pressure. The normal supporting systems for operation of a steam boiler
are part of this complex area, which includes the feedwater system, deaemtor,
blow down tank, and o i l storage tank.
The design specifications for the steam supply system and ejectors of the
altitude simulation system were established as a function of the Pratt & Whitney
RLIOA-3 engine.chilldown flow rates during the period prior to engine ignition.
The internal convergent-divergent geometry of the diffusers was established using
the parameters of engine combustion products flow during firing operation to
assure a sustained pressure of 3.0 psia or less at the engine bell exit.
The Pratt & Whitney RLlOA-3 engine utilizes liquid oxygen and liquid
hydrogen as propellants.
Since both of these propellants have very low boiling
�temperatures (-297'
and -423O~, respectively), each pump must be chilled to
essentially its respective liquid boiling point to assure that at engine ignition
liquid w i l l be present at the pump inlet and not gas, since gas would cause
pump cavitation.
To accomplish adequate chilldown of' the liquid hydrogen
pump a t sea level requires forty-five seconds of time, during which gaseous
hydrogen i s 'dumped into a stand vent system, and carried off to a burn stack.
During the last ten (10) seconds of this forty-five (45) second period, the liquid
oxygen pump i s simultaneously being chilled down, and dumping approximately
2.0 pounds per second of first gaseous and then as chilldown proceeds, liquid
oxygen into each diffuser.
These gases must be carried out'bf each diffuser
while continuously maintaining a pressure of 0.9 psia or less. The low pressure
i n the diffusers during chilldown i s required to provide the proper pressure drop
between the engine pump inlet and the engine combustion chamber or diffuser
to assure the
chilldown propellant flow rates.
Operation of the altitude simulation system i n conjunction with the Pratt
&,Whitney engine starting sequence was of such critical nature that control of
the system was integrated into an automatic engine firing logic. As i s shown
on Figure 4, the base for the timing of logic events was established with time
T=O occuring at engine start command. A t T-60 seconds or fifteen (15) seconds
prior to initiation of the firing logic, the manually switched sequence of starting
three (3) electric motor-driven water pumps and opening of the deflector plate
water: valve i s started.
This timing assures full water flow through the cooling
water jacket of the diffusers, as well as full water flow for deflector plate
�cooling by engine start command.
The automatic engine f i r i n g logic i s
initiated a t the beginning of LH chilldown which i s forty-five (45) seconds
2
prior to engine ignition, or
T-45 seconds. Simultaneous w i t h LH2 chilldown
initiation, both the constant pressure regula toss and the first stage ejector
steam valves are opened to begin the vacuum pumping action w i t h the diffuser
butterfly valves closed.
Ten
(10) seconds later, a t T-35 seconds, the diffuser
butterfly valves are opened, and the diffusers are evacuated to approximately
0.5 psia by pumping action from the operating ejectors. To provide feedback
information to the automatic engine firing logic that the altitude simulation
system i s functioning properly, specifically that the differserapressure i s a t
or below 2 . 5 psia, pressure switches set to pick up a t 2.5 psia are installed
on each diffuser.
The picked-up talkback i s required from a l l six of the
diffuser pressure switches by
T-10 seconds to enable the logic signal commanding
the start of the liquid oxygen pump chilldown.
I f these talkbacks are not a l l
received, a hold i s automatically imposed i n the logic.
The d i f f i c u l t y must then
be isolated and corrected before a recycle of the sequence can be performed.
At
T-0 seconds the logic signal for engine ignition i s given, and the first stage
ejector steam valves are closed.
After successful engine start i s achieved a t
approximately T+2.4 seconds, as indicated by proper signals from each of the
engines, the altitude simulation system i s automatically shut down by simultaneously
closing the constant pressure regulators, and the diffuser butterfly valves.
steam jet ejector system no longer operating, a pressure of less than
With the
1.0 psia (3.0 psia
maximum allowable) i s sustained a t the engine bell e x i t until engine cutoff, by the
pressure physics of engine exhaust gas flow controlled by internal diffuser geometry
�The actual data for diffuser operation during the acceptance firing of
the f i f t h Saturn stage, the
SIV-5 Vehicle, at Sacramento (Figure 5) shows
typical performance values.
As can be seen, approximately five (5) seconds
after the butterfly valves were opened
than
-
by
T-30 seconds, a pressure of less
1.0 psia had been achieved i n each diffuser. This pressure was held constant
until engine ignition, a t which point the diffuser pressure began to increase as
the engines proceeded through their normal start transient and engine combustion
chamber pressure increased.
The pressure increase continued until
T+2.0 seconds,
when i t changed slope sharply, and caused the diffuser blow-off doors to be carried
The pressure returned immediately then to less then 1 .O psia, and was rut-
away.
tained a t this value until engine cutoff occurred at T+477.5 seconds. With engine
cutoff, the pressure i n each of the diffusers returned to ambient within one (1)
second.
Having discussed i n general terms the hardware elements of the altitude
simulation system, and having reviewed typical performance data of the system as
gathered during Saturn SIV-5 Vehicle firing, i t i s appropriate that some of the
problems encountered i n achieving the present level of performance be discussed.
As i t was. stated earlier, constant pressure regulators were installed a t each
accumulator, to provide steam a t
135 psia to the ejectors for optimum performance
of the ejectors i n vacuum pumping.
Since the total duration of the steam eiector
system operation for each test was only f i f t y (50) seconds, severe dynamic demands
were,imposed on the constant pressure regulating system.
Because of the mass of the
moving elements i n the twelve (12) inch, 90' globe valves, which were the regulating
�devices i n the steam line, time restrictions had to be imposed on opening and
closing speed.
This mass also caused overshoot difficulties which would not
have been a problem i n an "on the line" system which was the application for
which these regulators were designed.
To understand the specific difficulty and how i t was corrected i t i s
necessary to examine the elements of the constant pressure regulating system
(Figure 6).
For simplicity only one system i s shown, although i t was duplicated
for each accumulator.
The constant pressure regulator was operated i n its
opening cycle by a regulated, constant bleed, wafer system which sensed the
pressure i n the eighteen (18) inch steam line as its controlling function.
water was obtained from the bottom of the accumulator.
The
The force of water
on the opening side of the constant pressure regulator actuating piston was
counterbalanced by a controlled source of gaseous nitrogen.
On command from the automatic engine firing logic, at T-45 seconds,
for steam to be supplied to the ejectors, an electrical signal caused the
shutoff valve i n the water regulating system to open.
This permitted high
pressure water to reach the opening side of the actuator on the constant
pressure regulator, driving i t 'open, and a t the same time compressing the
gaseous nitrogen on the upper side of the actuating piston.
The pressure
increase i n the eighteen (18) inch steam line was sensed and fed back to
the water regulator which began to close down the water shutoff valve, and
thence the water flow to the opening side of the actuator.
Thus the constant
pressure regulator reached that position which would supply steam to the
ejectors a t 135 psia
.
�1
I n the original installation cooling coils were provided i n the water line to
the water regulator to assure that high pressure water without entrapped steam would
be available for motive force at the actuating piston of the constant pressure regulator.
I t was quicltly discovered, however, that the change i n pressure a t the regulated
water shutoff valve caused the water to flash to steam.
This condition caused the
\
constant pressure regulator to be driven f u l l cycle open to closed and back to
open, and rendered the water regulating system ineffective i n establishing a
constant steam pressure.
To assure that cool water was always available to the regulating system, a
one hundred (1 00) gal Ion water tank was added downstream .of the cooling coils.
This f i x worked effectively and permitted additional testing of this system which
established that the response of the constant pressure regulator to i n i t i a l overshoot
was too slow.
Specifically, the range of pressure during the overshoot was 180
psia to 200 psia, and the time from the open command signal until stable pressure
was achieved was approximately sixty (6C) seconds. Since only forth-five (45)
seconds of steam system operation were required, this system transient was
unacceptable.
The d i f f i c u l t y was f i n a l l y traced to excess volume i n the water
regulating system, which caused excessive time for the water to be bled off and,
therefore, slow response of the constant pressure regulator to the overshoot.
When the volume of the water system was reduced by short coupling the elements
of that system to the constant pressure regulator, this problem was solved and acceptable
performance was .achieved.
system i s shown i n Figure
7
A composite of typical data from the altitude simulation
Note that the magnitude o f overshoot i s approximately
�170 psia
- not significantly changed from the 180 to 200 psia level - but that
stable pressure regulation i n the eighteen (18) inch steam line i s achieved w i t h i n
thirty (30) seconds of the open command.
During the i n i t i a l static tests of the Saturn
SIV Vehicle a t the Sacramento
Test Center, an aluminum blow-off door was used as the closure on the diffusers.
This door weighed approximately one-hundred and twenty (120) pounds, and was
held i n place a t the lower end of the diffuser by four (4), four hundred (400)
pound pull magnets.
The blow-off doors remained i n place on the diffusers
prior to engine start, and were then ejected from the diffusers at engine start
as the chamber pressure increased.
Because of the force w i t h which the doors
were ejected, some damage was always sustained as they contacted w i t h the test
stand flame deflector plate.
Experience quickly established that the aluminum
doors could usual l y be repaired for use a second time, but that repair beyond this
point was not practical.
The high usage rate of aluminum doors, and high i n i t i a l
cost coupled w i t h the cost involved i n the repair operation, created the incentive
for fabrication of fiberglass doors.
Testing o f a blow-off door fabricated of fiberglass, quickly established
clear advantages of this product over the one fabricated of aluminum:
(1) the
fiberglass door weighed less than one-half as much as the aluminum door (53 pounds
compared to 120 pounds) and offered considerable advantage i n handling the doors
for installation, and (2) fiberglass construction resulted i n doors which were
flexible and
liable enough to absorb impact w i t h
sustaining damage.
the flame deflector plate without
The combination of light weight and f l e x i b i l i t y o f the fiber-
glass doors was manifested i n l i t t l e damage being incurred by the doors w i t h
�each use and established a high reuse factor.
This reuse factor coupled w i t h
lower i n i t i a l costs and lower repair cost, as compared w i t h the aluminum door,
permitted a savings of several thousand dollars i n the Saturn
SIV program.
Before and during the early portions of the hot firing program, i t was found
that some of the diffuser doors would occasionally blow off upon activation of
the altitude simulation system.
This w w l d result i n the i n a b i l i t y to draw a
vacuum i n those diffusers affected and thereby cause an automatic cutoff.
It
was first thought that flame deflector plate water flow was washing the doors
o f f and the operating sequence was changed to assure a t least partial vacuum
prior to achieving f u l l deflector plate water flow.
The
persisted however,
and several additional factors were evaluated.
4
I t was found that i n i t i a t i o n of steam flow i n the ejector generated a
momentary but very slight overpressure i n the diffusers, which could contribute
to door blow-off
.
By starting the steam blow-down w i t h butterfly valves closed,
this surge was prevented from entering the lower ( ~ l e n u m )section of the diffusers
immediately above the doors.
The most direct cause of door loss was attributed to the accumulation o f
water i n the steam supply lines.
The i n i t i a l design incorporated preheat valves
that permitted a small quantity of steam to bypass the constant pressure regulating
valves for the purpose of conditioning the lines downstream.
i t was intended that
this would reduce condensation during the i n i t i a t i o n of steam flow t o the eiectors.
Unfortunately, the preheat steam condensed into large accumulations of water,
and i n i t i a l main steam flow carried this water to the ejectors w i t h attendant
�water hammer loads i n the lines, ejectors, and diffusers.
Preheat was eliminated
- 9 .
very early i n the test program, but the water "slugging" problem persisted, although
i t was less severe.
The entrained water would cause violent shock loads i n the
ejectors as i t turned corners and eventually went through the elector nozzles,
and these loads were transmitted to the diffuser through the connecting thirty (30)
inch ducts with sufficient force to actually shake the doors off.
The addition of
drains to the system a t a l l low points, and particularly immediately upstream
and downstream of the constant pressure regulating valves solved this problem.
The condensation occurring during initial flow of steam into cold lines was less
severe than anticipated.
With the incorporation of procedures for draining
water which had accumulated a t a l l low points i n the steam lines to the ejectors,
and changing of the logic sequence to open the butterfly valves after steam
flow was well established i n the eiectors, operation of the altitude simulation
system became very re1iable.
The double-walled diffuser construction, mentioned earlier, i s shown i n
Figure 8.
The inner wall i s one piece, 5/16 inch thick, extending from the
engine exit to the plenum section (Section #8). The plenum i s separable
from the rest of the diffuser and incorporates a section of water-cooled 30-inch
vacuum line.
Spacer rings of 1/4 inch square cross section are welded to the
inner wall every six (6) inches.
The rings are not'ched to permit some longitudinal
equalization of water flow and to permit a i r and/or vapor to be vented.
The
outer'shell i s two pieces, each welded to one of the end flanges of the inner
wall.
A slip joint gland seal midway along the diffuser permits each half of
the outer she1l to move freely i n the axial direction, thus preventing buckling
�loads on the inner w a l l during the expansion caused by heat generated during
a static firing.
outer shell.
Water i s introduced into the annvlus through holes i n the
The i n l e t and outlet water manifolds are essentially identical,
half-round sections of pipe covering the holes and having flanged connectors
t o the test stand water distribution manifolds.
Initially, no attempt a t controlling the vertical distribution of water
flow was made.
Water temperature was monitored a t one point i n the final
discharge line from each diffuser, and a single diffuser was instrumented a t
each water discharge point to establish a profile of temperature along the
length of the diffuser.
The first two static firings, of 10 and 14 seconds duration,
were insufficient i n duration to establish a temperature profile a t the cooling
water discharge ports.
The third firing was aborted a t 28.5 seconds because
of what was then considered an excessive water discharge temperature of 165'~.
Although no physical damage occurred, orifices were instal led i n the outlet
flanges of the upper sections of the diffuses tcs force more of the flow through
the lower sections.
The allowable water discharge temperature was raised from
1 6 5 ' ~ to 1 9 0 ' ~ and static firings of 62, 41, and 7 seconds were accomplished
w i t h no overheat evidenced.
The first f u l l duration
420 second firing, the
seventh static firing, resulted i n extensive damage to the plenum section of the
diffusers, even though the maximwm allowable water temperature was not
exceeded.
I t was determined that local boiling or trapped a i r near the water
outlet o f the lower section of the diffusers restricted water flow sufficiently
t o permit hot spots to develop to the point that the inner liner became plastic
and bulged inward.
Metal flow occurred a t the bulge i n each diffuser, and i n
�one case was of sufficient magnitude to cause the bulge to rupture, The exit
water manifolds were removed from each diffuser and additional holes drilled
through the outer wall to reduce restriction to water flow. Vent holes to
eliminate air traps at the upper end of each section were also added i n the
outer wall.
The orifices were changed i n a19 the outlet flanges i n an attempt
to distribute water flow such that a constant tempemture rise would be obtafned
across each diffuser section,
The discharge water from the previously damaged
lower section was diverted from the collection manifolds feeding the deflector
plate, and used to cob1 the bellows section i n the 30 inch duct connecting the
diffusers to the steam iniectors.
The next full duration firing resulted I n a small
bubble i n Section # 1 of Diffuser Number 2, and the respective outlet orifice
was enlarged for a l l six (6) diffusers, Subsequent full dumtlon firing tests on
both the battleship test vehicle, and four (4) fltght vehicles were performed with
no further difficulties encountered i n cooling of the diffusers.
The altitude simulation system described i n this paper has been used to
accomplish some thirty-one (31) static firing tests.
Each of these tests involved
the functioning of a set of steam ejectors and diffusers for each of the six engines
utilized on the Saturn SIV sta$e.
In this sense, one hundred and eighty-six (186)
operational cycles were accomplished i n simulating altitude conditions for an
engine firing.
While problems were encountered i n making the total a! titude
simulation system functional, they were solved quickly a? the beginning of the
staticatestingprogram. The performance of the system i n achieving the low
pressures required, and i n achieving them with a high level of reliability has
been we1l estdbl ished as very satisfactory.
����FIGURE 4
I
I
-7 -6 -5 -4 -3 -2 -1
I
i i i i i i i i i i
-30 -20 -10 -9 -8
I
I
8 +l +2 +f +4 +S
I
I
I
I
I
I
I
I
i
I
1
I
+s 4-7+8 +1+1@ 4-9+$O+t)+t) +@
i i i i i i i 1 i I
1
SATURN S-IV GROUND TEST START SEQUENCE
i
EXPANDED TIME SCALE (SECONDS) -60 -50-40
WATER VALVE OPEN
DEFLECTOR WATER PUMPS 1-2-3
DEFLECTOR PLATE
STATIC FIRING AUTO SEQUENCE
1ST STAGE STEAM EJECTORS ON
2ND STAGE STEAM UECTORS ON
DIFFUSER PRESS.
MONITOR SWITCHES ENABLED
LH2 PRESTART VALVES OPEN
LOX PRESTART VALVES OPEN
ENGINE IGNITERS ON
ENGINE START VALVES W E N
ENGINE PRESSURE QK
�5
SATURN SIV-5 ENGINE DIFFUSER OPERATION
PRESSURE aLGUMVOiWS
f CO)ISTAfdl
i1STSTUXEJETOR
VALVES OPEN
�FIGURE 6
FROM
PNEUMATIC VALVE
REGULATOR
SOLENOID VALVE
HAND VALVE
NCHECK VALVE
-
CONSTANT PRESSURE REGaBMTGq CONTROL SYSTEM
WATER SHUTOFF &
MWUUTING VALVE
CONSTANT WATER
(
&
�PRESSURE-PSIA
�DIFFUSER W A E R
8)
�
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Title
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Saturn V Collection
Relation
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<a href="http://libarchstor.uah.edu:8081/repositories/2/resources/60" target="_blank" rel="noreferrer noopener">View the Saturn V Collection finding aid in ArchivesSpace</a>
Identifier
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Saturn V Collection
Description
An account of the resource
<p>The Saturn V was a three-stage launch vehicle and the rocket that put man on the moon. (Detailed information about the Saturn V's three stages may be found<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_first_stage.html">here,<span> </span></a><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_second_stage.html">here,<span> </span></a>and<span> </span><a href="https://www.nasa.gov/centers/johnson/rocketpark/saturn_v_third_stage.html">here.</a>) Wernher von Braun led the Saturn V team, serving as chief architect for the rocket.</p>
<p>Perhaps the Saturn V’s greatest claim to fame is the Apollo Program, specifically Apollo 11. Several manned and unmanned missions that tested the rocket preceded the Apollo 11 launch. Apollo 11 was the United States’ ultimate victory in the space race with the Soviet Union; the spacecraft successfully landed on the moon, and its crew members were the first men in history to set foot on Earth’s rocky satellite.</p>
<p>A Saturn V rocket also put Skylab into orbit in 1973. A total of 15 Saturn Vs were built, but only 13 of those were used.</p>
Dublin Core
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Identifier
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spc_stnv_000059
Title
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"Altitude Simulation in Saturn SIV Space Testing."
Description
An account of the resource
This paper was presented to the Society of Automotive Engineers. The abstract reads, "The Douglas Aircraft Company has been involved in testing the Saturn SIV stage at the Sacramento Test Center for the past two years. The propulsion system for the SIV stage consists of six (6) Pratt & Whitney Aircraft Company rocket engines which are designed specifically for high altitude start and operation. During static firing tests of this engine at sea level, a steam jet ejector in combination with a diffuser, are used to simulate altitude conditions. The intent of this paper is to examine the performance of this altitude simulation system, and to discuss problems encountered in making it operational."
Creator
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Hofferth, D. D.
Polansky, A. L.
Wilson, E. L.
Douglas Aircraft Company. Missile and Space Systems Division
Date
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1965-01-01
Temporal Coverage
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1960-1969
Subject
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Saturn Project (U.S.)
Saturn launch vehicles--Testing
Saturn S-4 stage
Altitude simulation
Type
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Reports
Text
Source
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Saturn V Collection
Box 12, Folder 60
University of Alabama in Huntsville Archives, Special Collections, and Digital Initiatives, Huntsville, Alabama
Language
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en
Rights
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This material may be protected under U. S. Copyright Law (Title 17, U.S. Code) which governs the making of photocopies or reproductions of copyrighted materials. You may use the digitized material for private study, scholarship, or research. Though the University of Alabama in Huntsville Archives and Special Collections has physical ownership of the material in its collections, in some cases we may not own the copyright to the material. It is the patron's obligation to determine and satisfy copyright restrictions when publishing or otherwise distributing materials found in our collections.
Relation
A related resource
spc_stnv_000051_000074