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SPACE
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GENERAL ELECTRIC
Numbered Pages
PROJECT APOLLO
A Feasibility Study of an Advanced
Manned Spacecraft and System
FINAL REPORT
VOLUME IV. ON-BOARD PROPULSION
Book 2 Appendix P-A
Program Manager:
Dr. G. R. Arthur
Pro/ecf Engineer.-
H. L. Bloom
Prepared for:
GENERAL^ ELECTRIC
MISSILE AND SPACE VEHICLE
DEPARTMENT
III.
REQUIREMENTS
A.
GENERAL
Basic references for the final requirements used in the design of the
.,
The propulsion
system envelope is as described in the letter to T.P. Browne from A.D. Cohen.
Two vehicles are considered: first, a direct re-entry vehicle and
second, a glide re-entry vehicle.
sidered to be the same as for the ballistic vehicle, except for launch-abort
escape requirements.
Two versions of the direct re-entry vehicle are considered: (1) a
1963 version with a gross weight of 15, 715 Ib plus abort and separation motors
and (2) a 1966 version with gross weight of 14, 715 Ib plus abort and separation
motors.
Page III-l
7, 000 Ib (1963)
6, 500 Ib (1966)
20:1
300 g/sec
1.0 sec .
6 Units
and
2 Units
or
8 Units
2.0 sec
2. 0 sec
25 degrees to vehicle
centerline
The thrust level for all abort units should be approximately the same,
although a thrust deviation on the order of 10% between the 1 .0-sec and 2 . 0 - s e c
burning-time units can be tolerated.
Page III-2
6, 000 Ib
4, 000 Ib
33, 000 Ib
20 ft in 1 sec
D.
ATTITUDE CONTROL
Total impulse
Number of starts
3, 000
200 Ib-sec
12
3 Ib
Page HI-3
III, Requirements ( c o n t . )
E.
COURSE CORRECTION-^OUTBOUND
Velocity increment
250 fps
Minimum acceleration
0.1 g
Maximum acceleration
1-5'g
LUNAR-ORBIT ENTRY
Velocity increment
0.25 g
Maximum acceleration
1. 5 g
5
LUNAR-ORBIT EXIT
Velocity increment
3, 500 fps
Minimum acceleration
0.3 g
Maximum acceicio.i;ion
2.0 g
H.
3, 500 fps
Minimum acceleration
Number of starts (maximum)
G.
COURSE CORRECTION--INBOUND
Velocity increment
250 fps
Minimum acceleration
0.1 g
Maximum acceleration
3.0 g
Page III-4
RE-ENTRY SPIN CONTROL JETS .. These units generate a moment around the re-entry vehicle longi-
tudinal axis .
Total impulse
7, 000 Ib-sec
Number of starts
Many
.-.
Number of units
4
18 Ib
.Page III-5
IV.
SUBSYSTEM DESIGN
The various liquid propellant subsystems integrated in the main propulsion
lant motors used for launch abort and separation are shown in Figure IV-2.
A.
Considerations
Solid propellant motors were selected for this subsystem.
The
main criteria for this selection were the requirements for short response time,
very high thrust level, and short duration--while maintaining high reliability.
These requirements, and the fact that very high specific impulse was not essential,
led to the conclusion that solid rockets are best suited to this application.
In the design of the launch-abort escape and separation subsys-^
terns, only the requirements for 1963 were considered.
Apollo vehicle may require an escape system with a different thrust level. Since
weight is not of prime importance at least in the early portion of the trajectory-during first and second stage boost, requirements for 1966 can best be met with
the application of more or fewer units of 1963 design.
2.
Propellant
The high reliability standards set for this system mandate a
Propellant formulation
and curing properties, coupled with a measured specific impulse at sea level
of 247 Ibf-sec/lbm, make it a logical choice for use in an escape motor.
Page IV-1
-: -
variation in total impulse and thrust among motors cast from different batches
is - 2% and - 4%, respectively.
manufacturing control.
' '
Page IV-2
' -
Igniter Design
. - . - . -
, .
that is built to withstand a combustion pressure of 11, 000 psi for 0. 25.millisec.
The combustion products are directed through nozzles at high velocity toward the
propellant surface.
burning. Heat from the igniter is delivered at a maximum, rate at the beginning
of the motor ignition transient and regresses before steady-state motor pressure
is reached.
475 psi.
second stage), improved Genie, XM59, Asp, Army Drone Booster, and Titan gas
generator.
The quantitative
Page IV-3
Typical
ignition function times varies between 0.1 millisec at 3, 000 v and 1 millisec
at 2, 200 v.
The power
requirements for one power-supply unit for eight igniters are approximately 28
v dc, 1.5 amp surge, and 750 milliamps steady within 30 sec (standby).
Since adequate electrical power will be available, the exploding
bridgewire squib is recommended for use in the Apollo solid rocket motors
to ensure against ignition by stray currents and to provide short and consistentfiring times.
and-arming device which puts a mechanical barrier between the squib and igniter
charge.
system, it is less reliable for the particular conditions of the Apollo mission,
where a malfunctioning squib or safety-and-arming device cannot be replaced.
Page IV-4
4.
The motor
A dendrite configur-
ation for the burning surface of the case-bonded propellant grain has been selected;
it combines relatively high volumetric loading (68%) with a high~burning area for
this short-duration motor.
The yield strength is 260, 000 psi and the ultimate strength is 285, 000 psi.
psi.
Mini-
mum strengths of 225, 000 psi at weld points have been adequately demonstrated.
In this specific application, homogenous steel cases are competitive with filamentwound cases because the weight advantage of the f i b e r - g l a s s case is not realized
if throat areas are r e q u i r e d .
Page IV-5
HUlBHiHIB^H
FIDENTTST
This value^
Minuteman is 1 . 1 MEOP.
three times lighter than a bolter joint, and it has demonstrated excellent reliability on Aerojet-General-produce'd Eagle, Sparrow, and Tartar motors.
The
heavy structure at the shear-pin joint can efficiently be used for motor-attachment fittings.
Internal motor case insulation has been omitted from this motor
because heat t r a n s f e r calculations, show that the temperature rise in the bare
metal case is negligible for a 1-sec duration.
..
on and varies in thickness from 0.4 in. downstream of the throat to 0 . 1 2 5 in. at
Page IV-6
Since erosion and charring of. the exit cone is negligible'for shor firing
Net
.
ignition signal and w i l l b e joined by a flame tube to a s s u r e that they are both
ignited.
This
continued study may indicate that a single igniter with dual squibs would make
an equally reliable unit with less weight and complexity.
Page IV-7.
5.
The 2KS-23, 800 escape motors shown in Figure IV-5 are similar
in design to the 1-sec duration motor.
vided to supply thrust along the axis of the spacecraft after burnout of the 1-sec
duration motors.
eight 2KS-23, 800 motors are used in the abort system, two 2KS-23, 800 motors
should be used for separation at high dynamic p r e s s u r e , to minimize the number
of unique types of motors r e q u i r e d .
The weight penalty resulting from this "over-powering" is not great, since the
motors are jettisoned early in the launch trajectory.
Data showning thrust v e r s u s time for sea level and vacuum conditions are p r e s e n t e d
in Figure IV-6.
to limit the temperature rise in the metal case due to heat influx during combustion to a negligible amount.
Page IV-8
The basic .nozzle is the same as was used with the 1KS-23, 800
motor.
6.
The motor p e r f o r m a n c e
curve is plotted in Figure IV-8,. and weights and performance are tabulated in
Table IV-1.
Since these motors are carried along during the entire mission,
that they be light in weight is important.
wrapped around the propellant grain, with premodled insulation and nozzle in
place.
The need for mechanical joints is thus eliminated, and the lower weight
the skin of the spacecraft, the temperature of the motors during the mission
is expected to be well within this limit.
Page IV-9
skin minimizes the dange of meteorite damage, eliminates excessive solar heat
radiation, and shields the motors completely against ultraviolet radiation.
(Ulti-
mate s t r e s s levels are quoted because glass fibers do not yield before failing.)
The safety factor used is 1.42 times MEOP.
500
psi.
'
Temperature rise in
section is wrapped to adjoin the throat after the motor case is completed.
The
thickness of the exit cone section ranges from 0.2 in. downstream of the throat
to 0 . 1 2 5 in. at the exit plane .
Page IV-10
fitted with a second igniter because a single motor can impart a sufficient
velocity increment to the space capsule to safely separate it from the r e - e n t r y
vehicle. Dual igniters would thus contribute only second-order redundancy.
7.
8 2KS-23, 800 motors) are mounted aft of the cylindrical section of the spacecraft, as shown in Figure IV-2.
resultant thrust vector which passes through the vehicle center of gravity at an
angle of 15 to the vehicle longitudinal axis.
The two motors for separation at high dynamic pressure are
attached to the nose cone of the spacecraft.
thrust vector at an angle to the vehicle axis so that the spacecraft shell will
follow a trajectory after separation different from that of the re-entry vehicle,
thus avoiding the possibility of collision.
One of the many possible jettisoning devices for these motors
is also shown in Figure IV-2.
the forward end of the motor case, and a tubular piece is linked on the shearpin flange at the aft end of the case.
fairing fixed on the spacecraft.
and is held against a preloaded steel spring by a single explosive bolt. Two
explosive charges are contained in the bolt to improve the reliability of jettisoning.
Page IV-11
forces perpendicular to the motor axis. Aerodynamic and inertial side loads
are carried by both mounting points.
Two longitudinal springs are located at both sides of each
motor.
The motor is jettisoned by firing the explosive bolt and allowing the
ward and aft guide rails forces the motor sideways so that it will not collide
with the aft conical skirt of the space vehicle.
The jettisoning devices, capable of imparting a side acceleration
of 2 g to the escape motor, weigh 3.4 To and 3.7 Ib for the i- and 2-sec motors,
respectively.
Page IV-12
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Figure IV-7
APPENDIX A
GLIDE VEHICLE LAUNCH-ABORT
ESCAPE SYSTEM
TABLE LIST
TABLE NO.
1.9KS-18,100 Escape Motor for Glider Vehicle
FIGURE LIST
FIGURE NO.
1 .9KS-18,100 Glider Configuration Escape Motor
Page ii
I.
6 , 0 0 0 Ib (1963)
5 , 5 0 0 1 b (1966)
15
1.9
20
N u m b e r of units
to the motor case, so .that the thrust can be directed through the glider center of
gravity.
_.
' ; . . . . - . . .
'
A t h r u s t - t i m e c u r v e for
the motor is shown in Figure 2 . . A small part of the propellant is cast into the
aft head, and the propellant interface is restricted from burning.
The wall of .the .25% nickel-steel chamber is 0. 041, in. thick.
average chamber p r e s s u r e is l , 1 0 0 p s i .
Page 1
The
3 .
Page 2
TABLE 1
1.9KS-18,100 ESCAPE MOTOR FOR GLIDER VEHICLE
Weight
Propellant (Ib)
156
Case (Ib)
14. 15
3.53
Nozzles (Ib)
7.59
Igniters (Ib)
1. 2
182.47
Mass fraction
0.855
12
31. 3
42.8
10.62
3.68
11.05
Chamber p r e s s u r e (psi)
1, 100
18,100
38,200
70.5
245
Table 1
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