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 incorporation of design features which will enable the flight crew to detect and react effectively to abnormal circumstances. This permits the flight crew to abort safely if the condition is dangerous or to continue the normal mission in an alternate mode if crew safety is not involved but equipment is not operating properly.

Failure Effects and Criticality Analyses

The modes of failure for every critical component of each system are identified. The effect of each failure mode on the operation of the system is analyzed, and those parts contributing most to unreliability are identified. These analyses have resulted in the identification of mission compromising, single-point failures, and have aided in the determination of redundancy requirements and/or design changes.

Design Reviews

A systematic design review of every part, component, subsystem, and system has been performed using comprehensive check lists, failure effects analysis, criticality ratings, and reliability predictions. These techniques have enabled the designer to review the design approach for problems not uncovered in previous analyses. In the R & QA area, the preliminary design review (PDR) and critical design review (CDR) required by the Apollo Program Directive No. 6 represents specialized application of this discipline.

VEHICLE DEVELOPMENT FLOW

Principal milestones in the hardware and mission phases of the Apollo program are shown in figure l-1.

Certification and Review Schedules

Certificates of Flight Worthiness (COFW) function as a certification and review instrument. A COFW is generated for each major piece of flight hardware. The certificate originates at the manufacturing facility, and is shipped with the hardware wherever it goes to provide a time phased historical record of the item's test results, modifications, failures, and repairs.

The MSFC flight readiness review (MSFC-FRR), the countdown demonstration test (CDDT) and the manned spaceflight-flight readiness review (MSF-FRR) provide assessments of launch vehicle, spacecraft and launch facility readiness. During the final reviews, the decision is made as to when deployment of the world wide mission support forces should begin.

TRANSPORTATION

The Saturn stage transportation system provides reliable and economical transportation for stages and special payloads between manufacturing areas, test areas and KSC. The various modes of transportation encompass land, water, and air routes.

Each stage in the Saturn V system requires a specially designed transporter for accomplishing short distance land moves at manufacturing, test, and launch facilities. These transporters have been designed to be compatible with manufacturing areas, dock facility roll-on/roll-off requirements, and to satisfy stage protection requirements.

Long distance water transportation for the Saturn V stages is by converted Navy barges and landing ship dock type ocean vessels. Tie-down systems provide restraint during transit. Ocean vessels are capable of ballasting to mate with barges and dock facilities for roll-on/roll-off loading. Docks are located at MSFC, KSC, Michoud, MTF, and Seal Beach, California (near Los Angeles).

Air transportation is effected by use of a modified Boeing B-377 (Super Guppy) aircraft. This system provides quick reaction time for suitable cargo requiring transcontinental shipments. For ease in loading and unloading the aircraft, compatible ground support lift trailers are utilized.

A Saturn transportation summary is presented in figure 1-2.

LAUNCH VEHICLE DESCRIPTION

GENERAL ARRANGEMENT

The Saturn V/Apollo general configuration is illustrated in figure 1-3. Also included are tables of engine data, gross vehicle dimensions and weights, ullage and retrorocket data, and stage contractors.

INTERSTAGE DATA FLOW

In order for the Saturn V launch vehicle and Apollo spacecraft to accomplish their objectives, a continuous flow of data is necessary throughout the vehicle. Data flow is in both directions: from spacecraft to stages, and from stages to the spacecraft. The IU serves as a centrał data processor, and nearly all data flows through the IU.

Specific data has been categorized and tabulated to reflect, in figure 1-4, the type of data generated, its source and its flow. Each stage interface also includes a confidence loop, wired in series through interstage electrical connectors, which assures the Launch Vehicle Digital Computer (LVDC) in the IU that these connectors are mated satisfactorily.

RANGE SAFETY AND INSTRUMENTATION

GENERAL

In view of the hazards inherent in missile/space vehicle programs, certain stringent safety requirements have been established for the Air Force Eastern Test Range (AFETR). Figure 1-5 illustrates the launch azimuth limits and destruct azimuth limits for the Atlantic Missile Range (AMR).

Prime responsibility and authority for overall range safety is vested in the Commander, AFETR, Patrick AFB, Florida. However, under a joint agreement between DOD and NASA,ground safety within the confines of the Kennedy Space Center will be managed by NASA.

To minimize the inherent hazards of the Saturn/Apollo program, a number of safety plans have been developed and implemented in accordance with AFETR regulations.

These plans cover all phases of the Saturn/Apollo program from design, through launch of the vehicle, into orbit.

To enhance the development and implementation of the range safety program, two general safety categories have been established: ground safety and flight safety. Rh