PROJECT APOLLO

FLIGHT MANUAL
PROJECT APOLLO
FLIGHT MANUAL

REENTRY
AN ORBITAL SIMULATOR
PROJECT APOLLO FLIGHT MANUAL

DRAFT
UPDATED: 9/27/2021

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TABLE OF CONTENTS
I. INTRODUCTION .................................................................................................................................................... 6
1. ABOUT................................................................................................................................................................. 7
2. A BRIEF HISTORY............................................................................................................................................. 9
3. MISSION PROFILES......................................................................................................................................... 9
4. CONTROLS ..................................................................................................................................................... 11
II. MAJOR COMPONENTS .................................................................................................................................. 18
1. THE COMMAND MODULE ....................................................................................................................... 20
2. THE SERVICE MODULE............................................................................................................................... 22
3. SPACECRAFT LM ADAPTER ...................................................................................................................... 24
4. MAIN DISPLAY CONSOLE ......................................................................................................................... 25
III. THE SATURN V ................................................................................................................................................. 28
1. S-IC STAGE ..................................................................................................................................................... 28
2. S-II STAGE ....................................................................................................................................................... 30
3. S-IVB STAGE ................................................................................................................................................... 32
4. INSTRUMENTATION UNIT........................................................................................................................ 33
IV. GUIDANCE & CONTROL .............................................................................................................................. 35
1. GENERAL ......................................................................................................................................................... 35
2. PRIMARY GUIDANCE, NAVIGATION & CONTROL SYSTEM ........................................................ 37
3. STABILIZATION & CONTROL SYSTEM ................................................................................................. 43
4. ENTRY MONITOR SYSTEM ....................................................................................................................... 64
4.1 ENTRY FUNCTIONS .................................................................................................................................. 65
4.2 DELTA VELOCITY FUNCTIONS .............................................................................................................. 68
4.3 OPERATING THE EMS .............................................................................................................................. 69
4.4 ENTRY SCROLL ........................................................................................................................................... 71
4.5 EMS TEST MODES ..................................................................................................................................... 73
5. PERFORMING A REENTRY ........................................................................................................................ 77
5.1 ATMOSPHERIC ENTRY FROM EARTH ORBIT .................................................................................. 78
5.2 ATMOSPHERIC ENTRY FROM LUNAR TRAJECTORY ................................................................... 79
5.3 REENTRY PROCEDURES .......................................................................................................................... 79
V. ELECTRICAL POWER SYSTEM ...................................................................................................................... 83
1. GENERAL ......................................................................................................................................................... 83

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2. ENERGY STORAGE ....................................................................................................................................... 85

3. POWER GENRATION .................................................................................................................................. 89
4. POWER CONVERSION (A-C) .................................................................................................................... 93
5. POWER DISTRIBUTION .............................................................................................................................. 94
6. INTERIOR LIGHTING ................................................................................................................................. 103
VI. ENVIRONMENTAL CONTROL SYSTEM ................................................................................................. 106
1. GENERAL ....................................................................................................................................................... 106
2. FUNCTIONAL DESCRIPTION & OPERATIONS................................................................................. 108
2.1. SPACECRAFT ATMOSPHERE CONTROL ......................................................................................... 109
2.2. WATER MANAGEMENT........................................................................................................................ 111
2.3. THERMAL CONTROL ............................................................................................................................. 111
3. OXYGEN SUBSYSTEM ............................................................................................................................... 114
4. PRESSURE SUIT CIRCUIT ......................................................................................................................... 125
5. WATER SUBSYSTEM .................................................................................................................................. 132
6. WATER-GLYCOL COOLANT SUBSYSTEM .......................................................................................... 137
6.1. COOLANT FLOW..................................................................................................................................... 139
6.2. GLYCOL TEMPERATURE CONTROL ................................................................................................. 144
6.3. ECS RADIATOR CONTROL .................................................................................................................. 147
VII. SERVICE PROPULSION SYSTEM ............................................................................................................. 155
1. GENERAL ....................................................................................................................................................... 155
2. PROPELLANT ............................................................................................................................................... 155
3. OPERATION.................................................................................................................................................. 158
VIII. APOLLO GUIDANCE COMPUTER.......................................................................................................... 165
1. GENERAL ....................................................................................................................................................... 165
2. DISPLAY AND KEYBOARD....................................................................................................................... 165
3. VERBs .............................................................................................................................................................. 168
4. NOUNS .......................................................................................................................................................... 169
5. OPERATION.................................................................................................................................................. 171
6. MAJOR MODES........................................................................................................................................... 172
7. CHECKLIST REFERNECE (v50N25) ........................................................................................................ 173
8. ALARM CODES (v05N09) ........................................................................................................................ 173
9. PROGRAMS .................................................................................................................................................. 173
P00 – CMC IDLING PROGRAM .................................................................................................................. 174

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P01 – PRELAUNCH OR SERVICE-INITIALIZATION PROGRAM ....................................................... 174

P02 – PRELAUNCH OR SERVICE-GYROCOMPASSING PROGRAM............................................... 175
P06 – CMC POWER DOWN PROGRAM.................................................................................................. 176
P11 – EARTH ORBIT INSERTION MONITOR PROGRAM .................................................................. 177
P30 – EXTERNAL DELTA V PROGRAM .................................................................................................... 178
P40 – SPS PROGRAM .................................................................................................................................... 179
P61 – ENTRY-PREPARATION PROGRAM ............................................................................................... 182
P62 – ENTRY-CM/SM SEPARATION AND PREENTRY MANEUVER PROGRAM ....................... 183
P63 – ENTRY-INITIALIZATION PROGRAM ............................................................................................ 185
P64 – ENTRY-POST 0.05 G PROGRAM ................................................................................................... 187
P65 – ENTRY-UPCONTROL PROGRAM .................................................................................................. 189
P66 – ENTRY-BALLISTIC PROGRAM ........................................................................................................ 190
P67 – ENTRY-FINAL PHASE PROGRAM.................................................................................................. 191
10. ROUTINES................................................................................................................................................... 194
IX. CAUTION & WARNING SYSTEM ............................................................................................................. 197
1. GENERAL ....................................................................................................................................................... 197
2. OPERATION.................................................................................................................................................. 197
3. WARNINGS & CRITICAL PARAMETERS ............................................................................................. 200
X. DOCKING & TRANSFER ............................................................................................................................... 205
1. GENERAL ....................................................................................................................................................... 205
2. OPERATION.................................................................................................................................................. 210
3. DOCKING PROCEDURES ......................................................................................................................... 211
XI. SEQUENTIAL SYSTEMS................................................................................................................................ 219
1. GENERAL ....................................................................................................................................................... 219
2. OPERATION.................................................................................................................................................. 219
3. LAUNCH ESCAPE SYSTEM ...................................................................................................................... 220
3.1. OPERATING THE LES ............................................................................................................................. 221
2. EARTH LANDING SYSTEM ...................................................................................................................... 222
2.1. OPERATING THE ELS ............................................................................................................................. 222
3. PROCEDURES .............................................................................................................................................. 223
3. PYROTECHNICS .......................................................................................................................................... 224
XII. TIMERS ............................................................................................................................................................. 227
1. GENERAL ....................................................................................................................................................... 227

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2. MISSION ELAPSED TIMER....................................................................................................................... 227

3. EVENT TIEMR ............................................................................................................................................... 227

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I. INTRODUCTION

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I. INTRODUCTION
1. ABOUT
Project Apollo for REENTRY is one of the spacecrafts available for flight in the space
simulator REENTRY by Wilhelmsen Studios. It comes with a study level version modelled after
the real spacecraft.

The goal of the Apollo spacecraft is to mimic it to the real spacecraft flown by real
astronauts, both for educational use and simulation. The capsule is modelled after the
SM2A-03-BK-II APOLLO OPERATIONS HANDBOOK BLOCK II SPACECRAFT manual.

Almost all the training needed to fly the capsule is available in this manual and in-game. If
you want to study the spacecraft down to the lowest details, I highly recommended to read
the manual by NASA.

NOTE
Not all the components shown in the figures or is described have been simulated or is
implemented yet. They are described because they are needed or is useful for operation of
the systems, to complete the descriptions or for historical accuracy. Also, this is a software
simulator meant for the general user so some simplifications have been made. Some systems
have not been simulated or implemented, and some features are not yet implemented.

DOWNLOAD
The game can be downloaded from http://reentrygame.com/download/ - the Apollo
Spacecraft is included in this package.

JOIN THE COMMUNITY

Join the official “Astronauts of Reentry” club on the GameHub, accessible from the Windows
Store page for the game! Share clips, screenshots and meet fellow players! A similar thing
will also exist for Steam users, coming soon!

WHAT IS THIS MANUAL?

This manual contains most of the information you need to successfully master the Apollo
Spacecraft in REENTRY. This manual is specific to the Apollo Spacecraft. For generic REENTRY
information, please see the REENTRY User Manual.

DONATE TO SUPPORT THE DEVELOPMENT OF THE GAME

If you wish to support the development of this game, or if you enjoy playing it, please

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consider giving a small donation. Writing an application like this is a lot of fun and
challenging, but also this takes up a lot of my spare time and my limited resources to fund it.

Any donations will help me cover development costs, assets and asset creation, server
hosting, coffee for staying up all night as well as motivation.

You can donate from the Main Menu of the game, or online using PayPal on the following
page:
http://reentrygame.com/donate/

You are also contributing by purchasing this simulator.

From once space enthusiast to another, thank you again for considering giving a
donation!

LEGAL
Images and information in the manual, as well as in the Project Apollo module for REENTRY
is based on information released by NASA. Also, images and references from NASA is used.

The images in this guide and game is using public domain images from NASA.
https://www.jsc.nasa.gov/policies.html#Guidelines

The information described here is tailored to the simulation and my implementation of the
spacecraft for REENTRY. Some systems are simplified or made different due to being used in
a computer software.

Both public documents released by NASA and Wikipedia has been used as a reference in my
implementation of Project Apollo, as well as writing the education material for the app,
including this manual, in-game academy, and mission flow.

This module is subject to change and/or removal at any time.

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2. A BRIEF HISTORY
Project Apollo was the third space program of the United States. It started in
1960, with Apollo 7 as the first manned flight in 1968, and concluded with the
last flight, Apollo 17, in 1972.

The main objective was to landing a man on the Moon and returning him
safely to the Earth.

It was the first program (and the only at this time) to send manned missions beyond low
Earth orbit, and to another celestial body.

Apollo followed the success of Project Mercury and Project Gemini, building upon a lot of
the learnings from these programs. From attaining orbits in Project Mercury, to maneuvering
in orbit, EVAs, rendezvous and docking in Gemini, NASA had many of the tools needed to
follow the plan to build the powerful Saturn V rocket, and the high-tech Command and
Service Module acting as the Apollo Spacecraft.

Two spacecraft types were built. The first was Apollo Block I. Due to an issue with the design
that unfortunately cost the lives of the entire Apollo 1 crew during a fire on the launch pad in
1967, another enhanced version was built. The Apollo Block II spacecraft was an enhanced
version of Block I with many improvements and modifications. The first manned mission was
flown in 1968 (Apollo 7), and was to orbit Earth and test the spacecraft.

The Apollo spacecraft was operated by three astronauts, the Commander, the Pilot and the
Lunar Module Pilot. Two of them landed on the Moon, while the Pilot operated the
Command Module during lunar orbit.

3. MISSION PROFILES
There are two different types of missions for Project Apollo. The first is an orbital flight
around Earth where the capsule is tested. The other is a Lunar mission profile where the
spacecraft is sent to the Moon and back again, either just to Orbit the Moon or land on it.

Lunar Mission Profile

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Fig 1.3.1 – Lunar Mission Profile, Apollo 8, NASA.

The Lunar Mission consists of a few key milestones

1) Launch
A Saturn V rocket takes the spacecraft and it’s payload (ballast or Lunar Module) into
orbit after a +11 minute long ascent, the orbit is usually a circular orbit around 100
nm in size.

2) Translunar Injection
The Translunar Injection (TLI) is a burn that lasts for about 6 minutes, taking the
spacecraft from Earth orbit to an orbit that will arrive at the Moon. The SIVB stage of
the Saturn V performs the burn.

3) Transposition and docking

After the burn, the spacecraft separates itself from the Saturn V/SIVB launch vehicle.
It then translates away from it before doing a 180-degree rotation. It will den dock
with the Lunar Module that still sits in the SIVB stage. After docking, the Lunar
Module is ejected and will follow the Apollo Spacecraft until leaving the Moon.

4) Lunar Orbit Insertion

The Lunar Orbit Insertion (LOI) happens after a long coasting period from Earth to the
Moon (midcourse corrections can happen during coasting). The bell-shaped engine
on the spacecraft performs a burn that will slow down the spacecraft and enter the

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Lunar orbit.

5) Powered descent
The Lunar Module is then entered and separated from the spacecraft. This now
becomes another spacecraft that will reduce the Orbit further and, in the end, land on
the Moon after a powered descent.

6) EVAs
EVAs are performed on the surface of the Moon

7) Ascent
When done with the EVAs on the Moon, the Lunar Module will launch from the
surface of the Moon using the ascent stage, and rendezvous and dock with the
Command/Service Module again.

8) Trans-Earth Injection
After docking with the CM, the LM is jettisoned. The Trans-Earth Injection (TEI) use
the main engine of the Service Module to bring it back to Earth.

9) Reentry
After arriving Earth, the SM is jettisoned and the CM is performing the last bit down
to Earth, and land in the ocean.

10) Recovery
The crew is recovered

4. CONTROLS
Use F5 to F12 to enter the cockpit views, or use the view menu by pressing [V] on the
keyboard. There are multiple controls you can interact with in the cockpit, as well as joysticks
to orient and translate the spacecraft. This section describes how you can use the
mouse/keyboard to interact with these controls.

A switch can have two or three positions. Left,

middle and right, or up, middle and down. Left
click will move the switch leftwards, or upwards,
while right clock will move it rightwards or
downwards.

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The push button can be clicked using the left

mouse button to push it down. This will trigger
the related action to the push button

Some push buttons are covered. To push this,

open the cover using left click. Then push the
button normally using another left click. The
cover can be closed using the right mouse
button.

Some switches are covered for protection. Open

the cover using left mouse button, close it using
right mouse button. The switch works like a
normal switch when the cover is open.

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Fuses can be closed using left mouse button, and

opened using the right mouse button. A closed
fuse means that the electrical loop is closed and
functional. An open fuse means the electrical
loop is open and disabled. An open fuse is
identified by being further out then closed ones,
as well as a white ring on the inner side.

A knob can be moved to each selection. Right

click moves the selection rightwards (counter-
clockwise) and left click moves it leftwards
(clockwise).

Circular gauges are an instrumentation unit that

will show the state of a system or a quantity.

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Vertical gauges are used to read the state of a

system or a quantity.

Barberpole flags/checkboxes indicates is a valve

or system is open or closed. Gray means it is
enabled, while barberpoled means it is disabled.

A thumb knob can me increased using right

mouse button, and decreased using left mouse
button.

Numerical digits are used to show a value, either

on the computer or mission time.

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Light indicators are used to show the status of a

system, or errors/warnings on the caution and
warning panel.

The Master Alarm switch shows when a critical

warning or issue is detected. An alarm will sound.
The alarm can be disabled by clicking on it.

Analog numeric digits are shown using

numbered drumrolls. It will automatically rotate
to the value a system wants to display.

ORIENTATION

Maneuvering is done using the keyboard or joysticks. The input is configured

through the Reentry – An orbital simulator settings dialogue.

W: Pitch down

S: Pitch up

A: Yaw left

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D: Yaw right

Q: Roll left

E: Roll right

TRANSLATION

U: Forward

O: Backwards

I: Upwards

K: Downwards

J: Leftwards

L: Rightwards

TOOLS

T: Flashlight

C: Show/Hide Radio Communication menu

V: Show/Hide view menu

M: Mission Pad

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II. MAJOR COMPONENTS

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II. MAJOR COMPONENTS

The Apollo spacecraft is composed of three main parts. The first part is the Command Module. The
Command Module is where the three astronauts operate the spacecraft. The Command Module is
also the part of the spacecraft the reenters and lands back on Earth, the capsule.

The Service Module is attached to the Command Module during

the entire mission, until it is jettisoned right before reentry. The
SM contains many of the systems needed for a longer duration
in space. It also has a bell-shaped engine named the Service
Propulsion System, and is used to perform significant orbital
maneuvers.

The last major part is the Lunar Module itself, used to land on
the Moon.

The combined spacecraft is usually referred to as the CSM, the

Command/Service Module.

The spacecraft is launched and inserted into an orbit on a Saturn

V launch vehicle. It is a three-stage vehicle consisting of an S-IC
as the first booster stage, then the S-II as the second booster
stage, and lastly the S-IVB as the third stage.

An instrumentation Unit is acting as a computer in the launch

vehicle, and SLA panels is acting as the adapter between the
launch vehicle and the spacecraft. When the spacecraft is
separated from the S-IVB, the SLA panels are jettisoned. The
Lunar Module is located inside this adapter and will be exposed
when the SLA panels are gone.

A Launch Escape Assembly sits on top of the spacecraft, and is used during an abort in the early
stages of the ascent.
The entire spacecraft can be seen in figure 2.0.1.

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Figure 2.0.1 – The entire spacecraft

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1. THE COMMAND MODULE

The Command Module is the control center of the spacecraft. It contains the equipment
used to control and monitor the spacecraft, as well as the necessary safety equipment for the
crew. It has a conical shape. It has three compartments, the forward compartment, the crew
compartment and the aft compartment.

Heat shields are protecting the command module during ascent and reentry.

The capsule as a whole can be seen in Figure 2.1.1

Figure 2.1.1 – The Command Module

The forward compartment is the top part of the capsule. It houses the recovery equipment
used during landing (Earth Landing System), docking equipment and a tunnel for access to
the Lunar Module. It also has two negative pitch reaction control system engines used to
pitch the spacecraft. A heat shield protects it from heat and dust.

The Launch Escape Tower is attached on top of the forward compartment heat shield.

The aft compartment is in the bottom of the capsule, below the crew compartment, and
above the aft heat shield. It has ten reaction control systems used for attitude control
together with the negative pitch reaction controls on the forward compartment. It houses
many of the important systems and substances needed during the last part of the flight.

The forward and aft compartments can be seen in figure 2.1.2.

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Figure 2.1.2 – The forward and aft compartment of the CM

The crew compartment is a sealed cabin. Its pressure is maintained by the Environmental
Control System, and is where the astronauts are sitting. It has the control panels, crew
couches, controls and displays etc.

Five windows are installed to let the astronauts see outside the spacecraft, and for
photography. Two forward viewing windows and two side observation windows, and a hatch
window. The hatch is used for access. This is typically where you will be spending most of the
time while flying an Apollo mission.

There are many control panels located in the crew compartment. All panels are numbered to
be able to find and memorize where switches are. Figure 2.1.3 shows the panel numbering
system.

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Figure 2.1.3 – The Panel Numbering System

2. THE SERVICE MODULE

The Service Module is attached to the aft compartment of the Command Module. It is a
cylindrical structure that contains essential systems and equipment for survival in space, as
well as general operations throughout the mission.

The systems and equipment in the Service Module can be seen in Figure 2.2.1.

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Figure 2.2.1 – Service Module Equipment

Please note that the primary oxygen and hydrogen tanks are stored in the SM, as well as the
fuel cell power plant. Once you separate from the SM, these systems will not function in the

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CM. The CM is designed for this, and contains their own life-support systems used during
reentry.

It’s generally a good practice to reenter as soon as possible after the SM is jettisoned.

The Service Propulsion System (SPS) is also located in the SM, and the big nozzle in the end
is part of the SPS. This can be configuring on the main CM panels, and is used to maneuver
in space.

The SM also has four identical Reaction Control System Quads used for attitude and
translational maneuvers.

3. SPACECRAFT LM ADAPTER
The SLA is the large truncated cone that connects the CSM with the S-IVB. The nozzle of the
Service Propulsion System is inside this, above the Lunar Module. The separation of the S-IVB
and the CSM is done manually through the CM panels.

Figure 2.3.1 – The SLA

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4. MAIN DISPLAY CONSOLE

The CM contains the main control panels and displays for spacecraft operation. There are
hundreds of switches and controls, where a majority of them are located on the Command
Module Main Display Console.

The main console will be your primary control surface, and allows you to control most of the
systems internally. There are other switches located elsewhere in the cabin, due to their
infrequent use. From the panels you control the switches, fuses, knobs, displays, instruments
that configures the internal systems.

There are so many switches so it can sometimes be hard to navigate them. It is a good
practice to at least learn the panel numbers so you know where they are. Then, you can use
Figure 2.4.1 to learn where the switches for various categories are located.

Figure 2.4.1 – The Command Module Main Display Console from CSM News Reference, NASA

The panels are arranged by different duties as seen in Figure 2.4.2.

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Figure 2.4.2 – Flight crew duties

Flight controls are located on the left-center and left side of the main display controls. The
commander is responsible for the stabilization and control, propulsion, crew safety, earth
lading and emergency detection.

The CM pilot is in the center, and can reach the flight controls as well as system controls. The
reaction control propellant management, caution and warning system, the environmental
control system and cryogenic storage are among the responsibilities.

The LM pilot has the responsibilities of the communications, electrical control, data storage,
fuel cell system and the service propulsion system.

Any of the crew must know all the systems to take control if needed. Also, as you are the
single player in the simulator, you are responsible to take the roles of all three astronauts.

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III. THE SATURN V

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III. THE SATURN V

The Saturn V launch vehicle is the most complex, powerful and the biggest
rocket compared to the previous U.S. launch vehicles. It has three stages
and an instrument unit. It is 111 meters high, including the spacecraft.

The Saturn V has three stages.

1) Stage 1: S-IC
2) Stage 2: S-II
3) Stage 3: S-IVB

The first stage, S-IC, lifts the entire Saturn V stack, including the spacecraft,
off the pad and to an altitude of 38 miles. It is designed to boost the
spacecraft and the other stages off the ground and above the areas of
maximum dynamic pressure, Max Q.

The second stage, S-II, takes over from the first stage and takes the rest of
the stack into space. The third stage, the S-IVB, accelerates the spacecraft
the last bit to orbit.

The S-IVB stays connected after cutoff, before being reignited for Trans-
Lunar Injection. After the TLI-burn, it is separated from the spacecraft. At
this point, the spacecraft extracts the Lunar Module from the S-IVB before
heading towards the Moon. This is the last time the Saturn V is part of the
Lunar mission profile.

1. S-IC STAGE
The S-IC stage is the first stage of the Saturn V. It is 138 feet long and is powered by five F-1
rocket engines. It used liquid oxygen as the oxidizer and RP-1 as the fuel. The five engines
are grouped so four outboard F-1 engines surrounds a middle center F-1 engine. The four
outboard engines can be gimballed for ascent attitude control and the center F-1 engine is
fixed. The center engine is shut down earlier than the other engines.

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After separation, it falls back to Earth and lands in the ocean.

The major components of the S-IC stage are the five Rocketdyne F-1 engines, a 345.000-
gallon lox tank, and a 216.000-gallon fuel tank.

The engines have a burning time of 150 second and are producing 7,500,000 LB of total
thrust.

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After staging, a set of retrorockets are mounted in pairs in the fairings of the F-1 engines.
These retrorockets provide separation thrust after S-IC burnout.

2. S-II STAGE
The S-II stage is the second stage of the Saturn V. It is 81.5 feet long and is powered by five
liquid propellant J-2 rocket engines. They produce a total nominal vacuum thrust of
1.150.000 pounds of thrust. Again, the outboard engines are gimballed and the center is
fixed. The center engine will cut off earlier than the outboard engines due to oscillations.

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The five single start J-2 engines uses liquid oxygen and liquid hydrogen for propellants.

The S-II stage separate and retard from the launch vehicle after separation using retrograde
rockets.

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3. S-IVB STAGE
The S-IVB stage is the third stage of the Saturn V launch vehicle. It has one single J-2 engine
designed to do two things, boost the spacecraft into orbit, and do the TLI burn.

Prior to the second burn, the systems are readied for another engine start. It needs about 10
minutes of preparation time before being able to perform the second engine ignition.

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4. INSTRUMENTATION UNIT
The Instrumentation Unit is a ring mounted on top of the S-IVB stage, just before the SLA. It
contains the guidance, navigation, and control equipment which will guide the vehicle from
the launchpad and into the mission trajectory.

The Launch Vehicle Digital Computer and the Launch Vehicle Data Adapter is a digital
computer system that operates many of the major components of the launch vehicle. They
are located in the IU.

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IV. GUIDANCE & CONTROL

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IV. GUIDANCE & CONTROL

1. GENERAL
The command module has two guidance and control modes, where both systems provides
attitude reference, attitude control and thurst control.

The first and primary mode is the Primary Guidance, Navigation, and Control System
(PGNCS), and the secondary is the Stabilization and Control System (SCS).

Both systems contains functions to execute attitude and translational contol using the
reaction control systems (RCS).

Major velocity changes are done through the service propulsion system.

Using the main display panels, you can confiure the spacecraft to use the PGNCS or the SCS,
or a mix between the two guidance and control modes.

The PGNCS is mostly controlled by the command module computer, as well as the attitude
and translation sticks. The SCS is mostly controlled by configuring the panels and the
differen SCS systems. In this chapter, we will look at how both these systems work. At the
end of the chapter, you should have a good understanding of these systems, how they work
and how to operate them. As mentioned, the PGNCS is mostly controlled through the
computer, so the Apollo Guidance Computer chapter will teach you how to use the PGNCS
to navigate and control the spacecraft.

1.1 ATTITUDE REFERENCE

A spacecraft located in space does not have a direct way of saying what direction is up, am I
upside down etc. However, to be able to tell a direction (where am I heading), it is important
to establish a reference system to define these directions.

The Guidane & Control systems has a reference function that provides a display of the
spacecraft attitude with reference to an established inertial reference. The established
attitude can be seen through two Flight Director Attitude Indicators (FDAIs) located on the
main display panels. One is located on panel 1, and the other is on panel 2.

The FDAIs show the total attitude of the spacecraft relative to a reference platform. This
reference platform can be Earth with the local horizon, or a set platform either by a
preconfigured platform or a manually set platform.

The FDAIs can also point you in a direction using attitude errors, and a set of needles that
will guide you towards the given direction, and angular rates (how fast are you rotating in
any of the body axes).

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The spacecraft has two ways to derive the total attitude relative to the set platform. The
primary way is to use the IMU (Inertial Measurement Unit), and the secondary is to use the
GDC (Gyro Display Coupler). The IMU is basing the attitude on a gimbaled, gyro-stabilized
platform and the GDC is based on an attitude based on the angular rate input from the gyro
assemblies.

The Command Module Computer (CMC) and the FDAIs receive the total attitude to navigate
in space.

Errors are derived from comparing a set direction with the total attitude, and rates are
derived from either gyro assembly 1 or 2. Gyro assembly 2 is the primary, but 1 can be used
as a backup.

1.2 ATTITUDE CONTROL

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Attitude control is used to maintain or drive the spacecraft to a set orientation. This can be
done automatically, or manually – both using the attitude error described in IV.1.1.

The error signals can be routed to the Control Reaction Jet On-Off Assembly that condition
the signlas and send them to the correct reaction control system. These will fire the correct
thrusters in the direction required to rotate the spacecraft to the desired direction.

It is possible to select how this happens, what limits to maintain (how fast will you get there,
and how precise). The CMC is used to automatic control, or the rotational control is used for
manual control.

1.3 THRUST AND THRUST VECTOR CONTROL

Major velocity changes are done through the SPS (Service Propulsion System) either
through the Command Module Computer, or the Earth Landing System (ELS). The
ELS can be used at any point during the mission, not only during reentry. Both
systems provides an off-signal for the engine to cut off.

In addition to this, it is possible to manually control the on/off signal for the SPS directly.

As the SPS is using fuel, the center of gravity will shift slightly. The SPS engine can be
gimbaled to account for this. Usually this is done automatically, and you won’t have to worry
about it.

2. PRIMARY GUIDANCE, NAVIGATION & CONTROL SYSTEM

The PGNCS is the primary control system of the command and service module. Three
subsystems are used by the PGNCS:

1) Inertial subsystem (ISS)

2) Computer subsystem (CSS)
3) Optics subsystem (OSS)

These three systems work together, but also function independently, to measure the
spacecrafts attitude and velocity, controls the thrust vector of the Service Propulsion Engine,
provides abort information and display data.

The PGNCS can provide automatic control over many of the systems in the spacecraft via the
Command Module Computer (CMC). The CMC is part of the CSS.

The guidance and navigation system needs alternating

current (AC) power, and can receive power from both AC bus
1 and AC bus 2 on MDC-5.

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The PGNCS subsystems also require direct current (DC) power, and can receive power form
the Main DC busses.

It is normal to have both the MNA and MNB circuit breakers closed incase one of them goes
down. These circuit breakers gives DC power to the ISS, CSS and the OSS.

The Electrical Power System chapter describes the electrical circuits onboard in detail.

A set of Coupling Data Units (CDUs) allow the ISS and the OSS to interface with the
computer. It is basically signal converters that converts signlas from analogue to digital and
vice versa.

The PGNCS is initiated and aligned during the prelaunch phase. During ascent and flight, it
will continually track changes to acceleration and velocity to understand where the
spacecraft is located.

The reference will drift due to mechanical errors and must be aligned at times. This is done
through the Optics Subsystem.

2.2 INERTIAL SUBSYSTEM

The Inertial Measurement Unit (IMU) provides an inertial reference with a gimbaled, three-
degree-of-freedom, gyro-stabilized stable platform. This basically means it knows the
attitude of the spacecraft relative to a given platform reference. Three CDUs are used to
convert signals.

The IMU can measure the angle differences with the current attitude and the desired angles
of the CMC. If automatic attitude mode is selected, the CMC will use the Reaction Control
System to drive the spacecraft to the desired attitude.

REFSMMAT

The platform refernce is based on different fixed points against the stars. These points are
referred to as REFSMMAT – REFerence to a Stable Member MATrix. It is a numerical
definition of a fixed orientation in space and is usually (but not always) defined with respect
to the stars. There are many REFSMMATs to choose between during the mission. This is
selected using the computer, or provided by mission control.

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It is important to understand REFSMMAT so another way of explaining them is to consider a

know attitude that would make an operation easier. For example, it the spacecraft needs to
perform a burn in a given direction, that direction is used as a REFSMMAT, so the pilot can
easily see on the FDAI if the spacecraft is pointing in the right direction.

POWER

The ISS power is selected using the circuit breakers on

MDC-5 and the IMU is turned on during the prelaunch
phase using the guarded switch on LEB-100, an panel
located down by the feets of the commander.
This is usually complete when you enter the cockpit, but
from a cold and dark start, the IMU needs to be powered
and activated. It will spend 90 seconds on spinning up the
IMU before being functional. Then the computer is used to
align the IMU with the launch REFSMMAT using Program
01. During IMU spinup, the NO ATT light on the CMC panel
illuminates.

ALIGNMENT

IMU CAGE MODE

If the IMU is reactivated during flight, it must be realigne with the

stars. The IMU CAGE switch on MDC-1 will lock the three axes at
0 degrees. Uncaging will release the gyros, and a new orientation
is set.
The REFSMMAT will decide the orientation, while the optics will
remove drifting errors that accumulates over time. The IMU Cage
is usually only needed after a shutdown or malfunction.

Heaters maintains the temperature of the IMU and the ISS through blowing air, radiation and
coolant.

2.3 COMPUTER SUBSYSTEM

The Computer Subsystem is the Command Module Computer with two display and keyboard
panels (DSKYs). One of the DSKYs is on the main panel and the other is next to the optics
panel. It is used to process and control information form the IMU and the Optics Subsystem,
and can run programs and store data onbaord. The computer is one of your main tools for
navigation and control of the spacecraft.

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The DSKY consists of warning lights, a keyboard and a display.

The computer is a highly sophisticated general purpose computer for the time. It allows
automatic execution of computer programs, controls the ISS and OSS either automatically or
manually through the DSKYs. It allows the crew to enter data, display data and to execute
programs.

The computer is your primary guidance tool and provides you with an RCS Digital AutoPilot
(DAP). It uses the Reaction Control System (RCS) to provide rotational control.

DIGITAL AUTOPILOT

The digital autopilot can assume control through configuration on the Main Display Panel 1
(MDC-1).

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The SC CONT switch is the Spacecraft Control switch (MDC-1)

and allows either the Command Module Computer or the
Stabilization and Control System to control the spacecraft. The
CMC is the primary mode, and the SCS is the backup/secondary
mode.

To enable the DAP, this switch needs to be in CMC, meaning the

computer will have control over the spacecraft.

The CMC MODE switch controls the DAP modes. It has three
positions.

AUTO: Automatic mode lets the computer define a target to be

maneuvered to. This can be a burn direction, prograde direction,
retrograde direction and so on. This is based on that mode the
computer is in.

HOLD: This will hold the current orientation. Any manual attitude
changes used with the stick will update the HOLD attitude to the
new one. This is good if you want to maintain a given orienation
in space. When the stick is released, the spacecraft will stop in
the new orientation.

FREE: You control the attitude using the stick, and they are
treated as acceleration commands, and the spacecraft will drift
freely.

CONFIGURING THE DAP USING THE COMPUTER

Section to come

OPERATION

The computer is operated through the DSKYs. The Computer chapter will go through the
details needed to use the computer.

POWER

The computer draws power from either the MNA or MNB DC bus using the fuses on MDC-5.

2.4 OPTICS SUBSYSTEM

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The Optics Subsystem is the eyes of the spacecraft. It is composed of a scanning telescope
(SCT), a sextant (SXT), and controls to configure and drive these. The primary function of the
optics subsystem is to determine the spacraft position and attitude with relation to starts
and/or landmarks.

The navigator will use the SCT or the SXT to mark two or more star sightings/landmarks. The
CMC will use these marks using old navigational technology to update its position in space.

The Scanning Telescope is slaved to the Sextant so they point in the same direction. The
Scanning Telescope has a 60 degree field of view and has 1x magnification, while the Sextant
has 1.8 degrees field of view with a 28x magnification. The crew uses the scanning telescope
to get a broader view of the environment/starfield while the sextant is to look at the precies
center of where of the view the mark will be placed. The star/landmark is places in the center
view of the sextant for the mark.

The optics switch on LEB-100 activates the Optics Subsystem

while the dedicated optics panel, LEB-121 and LEB-122 control
the system itself.

OPERATION

The optics system is currently in development, and is now fully automatic.

POWER

Power is drawn from either the MNA and/or the MNB DC bus based on the circuit breakers
on MDC-5.

2.5 MODES OF OPERATION

This section will cover different special modes of operation.

S-IVB TAKEOVER

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During the boost phase, the UI and the LVDC assumes control of
the rocket and guidance. The CMC can take over this guidance in
the event of a failiure. This is done by placing the LAUNCH
VEHICLE GUIDANCE switch to CMC. This will enable the DAP as
the guidance control.

When the CMC is in control, manual mode is also possible. By configuring the DAP with an
extended verb, it is possible to manually fly the Saturn V into orbit.

During ascent, Key V46E on the computer for manual control during ascent.

3. STABILIZATION & CONTROL SYSTEM

The Stabilization and Control System (SCS) is the secondary control system of the spacecraft.
It contains a set of backup electronics and systems for the Primary Gaudance and Control
system. It is fully customizable and it is possible to mix the two systems to maneuver the
spacecraft. It is therefore very important to understand the SCS and know how to operate it.

The SCS provides the capability for controlling rotation, translation, SPS thrust vector, and
displays necessary for man in the loop control functions.

It has three basic subsystems: attitude reference, attitude control, and thrust vector control.

The following hardware is available to interface with the SCS:

- Rotational Controllers (RC), 2 units

- Translation control (TC)
- Attitude set control panel (ASCP)
- Gimbal positin and fuel pressure indicator (GP/FPI)
- Flight Director Attitude Indicator (FDAI) – 2 assemblies
- Gyro Display Coupler (GDC)
- Gyro Assemblies (GA)

3.1 GYRO DISPLAY COUPLER

The Gyro Display Coupler (GDC) is the backup platform for the IMU and is using rate data
from a couple of Body Mounted Attitude Gyros (BMAGs). This rate data is used to rotate the
platform based on how the spacecraft rotates and is referred to as the GDC’s Euler mode.

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The GDC can be used as a backup reference system to the

PGNCS/CMC by setting the CMC ATT switch from IMU to GDC. This
is normally only done if the IMU should fail.

BMAGs

There are two BMAG assemblies with three BMAGs in them, GA-1 and GA-2. They detect the
rates of the spacecraft and sends it to the GDC. The GDC adds these rates to its know
attitude, updating the know orientation. Both gyro assemblies are typically caged and
determine only the spacecraft's rate. The rate is then sent to the GDC. The three BMAG
switches on MDC-1 determine which set of gyros the GDC receives rate data from. Setting a
switch to either Rate 1 or Rate 2 determines which BMAG the GDC receives rate from in that
axis. BMAG one is capable of being uncaged to determine attitude errors. The center setting
of the BMAG switches, Att 1/Rate 2, tells the GDC to accept rate data from BMAG 2 and
attitude data from BMAG 1. In order to do this, BMAG 1 must be uncaged by the ECA. This is
done automatically when setting a BMAG switch to the center position.

The GDC can be aligned to the IMU using the GDC Align
pushbutton on MDC-1.

The BMAGs can be turned ON using the rotational

knobs on MDC-7.

The BMAGs can be configured using the BMAG MODE

switches on MDC-1.

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Setting the .05G switch from OFF to .05G sets the GDC
into entry mode.

Attitude changes happens by sending signals through the Electronics Control Assembly
(ECA). The ECA contains the logic for the SCS system and contains the electronics used for
attitude control and singla processing. It also translates commands from the input controllers
to the Jeaction Jet and Engine On/Off Control (RJ/EC).

The SCS ELECTORNICS PWR know on MDC-7 controls

the power for the ECA.

The RJ/EC sends commands to control the reaction control system (RCS) thrusters on both
the Service Module and the Command Module. The Service Module has 16 RCS jets and the
Command Module has 12 RCS jets. The RJ/EC is used by both the PGNCS and the SCS.

Is the spacecraft control is set to CMC, the PGNCS uses the RJ/EC, and if set to SCS, the ECA
is used to control the RJ/EC. All it does is to open the correct RCS solenoids based on its
input.

The individual auto solenoids can be controlled from the 16 AUTO RCS switches on MDC-8.

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Each can receive power from either MNA or MNB.

The RJ/EC itself receives AC power through the Signal

conditioner / driver bias power switches on MDC-7.

The RCS CMD switch on MDC-2 is used to block all

signals passing through the RJ/EC. This disabled all RCS
auto coils while on the OFF position.

3.2 ROTATIONAL HAND CONTROLLERS

The rotation controllers are hand sticks that is used to manually rotate the spacecraft. Two
identical controllers are available. Using the keyboard or a joystick, you can pitch, yaw and
roll the spacecraft.

KEYBOARD COMMANDS

W: Pitch down

S: Pitch up

A: Yaw left

D: Yaw right

Q: Roll left

E: Roll right

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Each hand controller can be tilted to create a rotation using onboard electronics. A direct
mode is also available where the hand controller displacement will directly trigger the RCS
direct solenoids.

The hand controllers are activated using switches on MDC-1:

Both rotational controllers can be turned on or off using the NORMAL switches. They require
AC power, and DC power preferably to operate normally. If DC power fails, they can still work
with just AC power. The DIRECT switches is used to enable the DIRECT part of the controllers
where they will trigger the direct solenoids of the RCS if needed.

The RHC Normal mode applies signals to automatic coils of the RCS through the RJ/EC.

3.3 TRANSLATION CONTROL

The translation control provides means of accelerating along one or more of the spacecraft
axes. It uses the RJ/EC to fire the correct coils to translate up/down, forward/backwards and
left/right.

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KEYBOARD COMMANDS

U: Forward

O: Backwards

I: Upwards

K: Downwards

J: Leftwards

L: Rightwards

3.4 ATTITUDE SET CONTROL PANEL

The ASCP provides, through thumbwheels, a means of positioning differential resolvers for
each of the three spacecraft axes. It can be used to see the current pitch, yaw and roll of the
spacecraft based on either the GDC or the IMU.

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By setting the FDAI source to ATT SET, the error needles on the FDAI will display the
direction to the attitude set on the ASCP. The FDAI needles shows the error from the set
ASCP attitude. If the error is zero (needles centered), you are in the attitude set by ASCP.

You can use the following switches to use the ASCP on an FDAI:

If ATT SET is set to GDC and the GDC Align pushbutton is pressed, it will align the GDC to the
attitude set on the ASCP.

The IMU angles can thus be aquired from the ASCP, in additon to the 16 20 display on the
DSKY – this can be used to realign the GDC to the IMU.

You interact with the thumbwheels on the ASCP using the normal thumbwheel controls.

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3.5 GIMBAL POSITION AND FUEL PRESSURE INDICATOR

The GP/FPI contains redundant indicators for both the pitch and yaw channels of the SPS
Gimbal Position. During boost, the indicators display S-II and S-IVB propellant tank ullage
pressures.

The SPS IND switch on MDC-1 is used to either see the boost
properties on the display manel, or the Gimabl Position
Indicator on the panel. The two thumbwheels is used to set
the Gimbal Position manually.

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3.6 FLIGHT DIRECTOR ATTITUDE INDICATORS

Two FDAIs are avaliable and can be configured using the switches on MDC-1. It displays the
angular velocity (rate), attitude error through error needles (used as “point to” indication)
and the total attitude.

The body rate displayd on either or both FDAIs is derived from the BMAGs in either gyro
assembly 1 or 2.

The FDAIs are controlled using the following switches on MDC-1:

The FDAI scale switch is used to set the scale of the rate and error needles.

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The scale can be configured to the following settings:

- Pitch rate: +/-1 deg per sec, +/-5 deg per sec, +/-10 deg per sec
- Yaw rate: +/-1 deg per sec, +/-5 deg per sec, +/-10 deg per sec
- Roll rate: +/-1 deg per sec, +/-5 deg per sec, +/-50 deg per sec

The FDAI attitude error needles indicate the difference between the actual and desired
spacecraft attitude, and function as a “fly-to” command. The attitude error can be derived
from several sources:

- The uncage BMAGs from GA-1

- CDUs from the PGNCS
- ASCP-GDC/IMU

The total attitude with respect to a selected inertial reference frame is displayed through the
FDAI ball. The source is used to select where the total attitude is based on.

Using the FDAI SELECT switch, you can select what FDAI to configure. If it is set to ½, the
FDAI 1 will automatically have the CMC source and FDAI 2 will have GDC as the source. If it is
set to either 1 or 2, the SOURCE and ATT SET switches are used to configure what the FDAI
should display.

The source of the rate information for display will always be from BMAG 2 unless BMAG 1 is
put into a backup rate configuration. The normal selection is when BMAG MODE switches in
the ATT 1/RATE 2 or the RATE 2 position. The backup source is selected when the BMAG
MODE switch is in the RATE 1 position.

ORDEAL

The ORDEAL (Orbital Rate Display-Earth and Lunar) unit can modify the FDAI attitude. The
ORDEAL is designed to, when active, automatically set the orientation relative to Earth or the
Moon. When in space, the orientation can be in any direction, but when orbiting any of these
celestial bodies, the orientation is perferred to be relative to them, in a local vertical attitude
like in Project Gemini.

POWER

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The FDAIs are powered from the power switching

panel on MDC-7.

3.7 REACTION CONTROL SYSTEM

The RCS provices rotation and translation thrust commands. Prior to CM/SM separation, the
SM RCS engines are used for attitude and translation control. After SM separation, the CM
attitude RCS thrusters are used. The CM does not have translational thrusters. Each RCS
engine has two colenoid coils, one is the automatic and another is the direct. Only the
automatic soil is controlled by the RJ/EC.

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SERVICE MODULE RCS

The SM RCS controls the attitude and translation when the spacecraft is in the CSM
configuration. Four identical packages are installed on the outside of the Service Module, 90
degrees apart from eachother.

These four quads has four thrusters in them each. With a total of 16 thrusters, the spacecraft
can maneuver in all axes for both attitude and translation. The four quads are named Quad
A, Quad B, Quad C and Quad D. Each thruster on the quad is numbered from 1 to 4. So
thruster A2 means the thruster 2 on Quad A. Each package has its own fuel system.

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Helium is used th pressirize the fuel

and the oxidizer in each package. Each
package has two helium tanks with a
magnetically latched isolation valve. 8
switches on MDC-2 will unlatch or
latch the valve.
Each switch has a talkbak indicator
that displays if a valve is latched or
unlatched. Gray means that helium
tank is open and barberpoled means it
is closed.
The image shows the switches used to
configure the Helium flow in each of
the four quads (A, B, C, and D).
The switches is spring loaded so it will
return to the center position when
released.
In the image, quad A has both the
Helium tanks open, while quad B has
Helium tank 1 closed and the Helium
tank 2 open.
Helium must be available for the Quad
to function.

The Helium surrounds a bladder with

propellant. When the Helium
pressurizes outside the bladder, the
propellant is ready.
Each quad has two propellant tanks,
one primary and one secondary.

For the fuel to enter the bladder, it

must be opened. This works in the
same way as with Helium. The switches
are used to open or close the valve
with a talkback indicator that shows if
the valve is open or closed.

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The PRPLNT ISOL circuit breakers on

MDC-8 is used to provide DC to the
propellant valves, and needs to be on
for it to function.

The RCS LOGIC must also be powered

for the automatic coils to function.

Each quad is heated by two SM RCS

Heaters. These are activaed based on
sensors inside the quads.
The heaters must be powerd to
function and is done with these circuit
breakers.

The SM RCS HEATERS switches are

used to control if the primary or
secondary heaters are used. Only one
heater is operational at a time.

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The SM RCS gauges can be used to

monitor each pacage. It provides
information about the temperature,
helium pressire, secondary fuel
pressure and either helium
temperature or fuel quantity.

The SM RCS IND switch chooses if the

last gauge above will show the Helium
Tank Temperature or the Propellant
Quantity.

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The RCS INDICATORS knob allows you

to choose what quad to see
information from

The Caution and Warning Lights will illuminate the SM RCS for the right package if
propellant quantity is low, or if the temperature is low.

COMMAND MODULE RCS

The Command Module RCS assumes attitude control after CM/SM separation. It has 12
thrusters in two redundant systems named 1 and 2. The Command Module thrusters are
designe to function during reentry, so it is important that either system 1 or system 2 works,
preferrably both.

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The RJ/EC is controlling the automatic coils of the CM RCS, and the RHC is controlling the
direct coils, just as with the SM RCS.

As with the SM RCS thrusters, the CM RCS thursters is

using Helium as the perssurization. The CM RCS PRESS
on MDC-2 will pressurize the valves.

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Propellant is needed for the thrusters to function. The

CM RCS 1 and 2 is used to open this, one for each CM
RCS system. A talkback indicator is gray when the
propellant valve is open.

When the SM/CM separation is triggered, the CM RCS

logic is automatically activated. If this fails to happen,
or you need to do this manually, the TRNFR CM/SM
switch on MDC-2 does this.

UP will be in CM mode, down will be in SM mode.

The CM RCS LOGIC switch on MDC-1 activates the CM

RCS logic. This controls the sequential events during
reentry and separation. If this is on, the RCS TRANSFER
(above switch) will automatically happen on CM/SM
separation. It also prevents the CM RCS to be fired
during landing.

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The CM PRPLNT PURGE will purge the Helium during

landing if the PURGE switch is up and the CM RCS
LOGIC is enabled, preventing toxic cemicals during
recovery. It will release the Helium. DUMP will do this
manually if needed.

As with the Service Module RCS thrsuters, they need to be heated. They can be heated using
the CM HEATER circuit breaker on MDC-8. This requires the CM RCS LOGIC switch to be on.
The CM RCS HTRS swith on LEB-101 activates the heaters. This needs to be done 20 minutes
before use.

3.8 ATTITUDE CONTROL SYSTEM

It is possible to configure what systems are controling the attitude of the spacecraft using
the switches on the main display console, most on panel 1 (MDC-1). There are two
categories for the attitude configuration, automatic control and manual control.

AUTOMATIC CONTROL

The to automatic modes are rate damping and attitude hold.

Rate damping provides the capability of reducing small or large spacecraft angular/rotational
rates to within small limits, referred to as rate deadband, and holding the rates on each axis
to within these rate deadband limits. It requires rate data from the GDC to be functional. To
receive rate data, at least one BMAG needs to be powered. Lastly, when the rates are
received, the rate damping is activated when rate command manual mode is selected.

The rate limit size is reflected on the FDAIs rate meters. The rate needles will be normal
inside the band, and when the limits reach the edge, the rotation will be constant.

Attitude hold will try to hold the spacecraft in a given attitude, within an attitude deadband.
Attitude hold will try to stop all rotations and tries to keep the spacecraft in that attitude.
This is based on the GDC, so the GDC must receive this data from a BMAG. This is done by
setting one of the BMAGs to ATT1/RATE2. When the data is available, the attitude hold
mode is activated if the spacecraft is in rate command mode.

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The two switches used to control attitude

deadband and the rate deadband are located on
MDC-1. The attitude deadband can be set to either
MAX or MIN, and the rate deadband can be set to
either HIGH or LOW. The rate switch sets the size
of the deadband.

MANUAL CONTROL

There are four manual control modes, Proportional rate, Minimum Impulse, Acceleration
Command and Direct.

Proportional rate is used to command the spacecraft rates that are proportional to the
rotation controller deflection. Using keyboard input, you are sending the max setting
automatically, but using a joystick, it will be possible to use the stick defelction. When the
deflection is stopped, the thrusters will stop fireing and the spacecraft will continue to rotate
in the direction you set and slowly null the commanded rates.

To configure the spacecraft for Proportional Rate, the MANUAL ATTITUDE switches (MDC-1)
must be in RATE CMD, and the stick must have a deflection. If the stick is released, the
spacecraft will be in automatic control.

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The LIMIT CYCLE switch must be in OFF to avoid using extra fuel when in Proportinal Rate
mode. The Limit cycle mode is used to set the ECA t command the RCS thursters to be
pulsed as the attitude approaches the deadbands (pseudo rate).

Minimum Impulse provides the capability of making small changes in the spacecraft rate. In
this mode, the spacecraft will be in free drift. A stick deflection will create a one shot thruster
fire that lasts for 15 ms. Another can be created once the stick is released and defelcted
again.

Acceleration command allows continuous commands to the thrusters, and is the highest
priority with exception of direct control.

Direct control is similar to acceleration command, except that it uses the direct soils of the
thruster instead of the auto thruster. To enable direct control, the two ROT CONTR PWR
DIRECT switches is set to either MNA or MNB.

The switches are located on MDC-1. Ullage is also using the Direct mode, and is using the
thrusters to push floating fuel inside the tanks in the SM to the rear before performing an
SPS burn.

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The configurations can be seen in the table below.

4. ENTRY MONITOR SYSTEM

The Entry Monitor System (EMS) provides a visual monitor of automatic Primary Guidance
and Control System (PGNCS) entries and delta velocity maneovers. The EMS also provides
sufficient display data to permit manual entries in the event of PGNCS malfunctions together
with a command sent to the SCS for SPS engine cutoff. The delta velocity display can also be
used as the cue to initiate manual thrust-off commands if the automatic-off commands
malfunction. During rendezvous the EMS provides a display of VHF ranging information.

Self-test provisions are provided by a function switch for three operational modes (entry, ΔV
and VHF ranging) to provide maximum system confidence prior to actual use.

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4.1 ENTRY FUNCTIONS

The EMS provides five displays and/or indicators that are used to monitor an automatic entry
or to aid in performing a manual entry.

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THRESHOLD INDICATOR (.05 G)

The threshold indicator illuminates when the atmospheric deceleration is sensed. The
altitude at which this indicator is illuminated is a function of the entry angle (velocity vector
with respect to local horizontal), the magnitude of the velocity vector, geographic location
and heading, and atmospheric conditions. Bias comparator circuits and timers are used to
initiate this indicator. The signals used to illuminate the indicator is also used internal to the
EMS to start the corridor evaluation timer, scroll velocity drive, and range-to-go circuits. This
usually happens 30 seconds after the capsule enters the ENTRY INTERFACE; when the
capsule passed 400,000 feet above the Earth's surface.

ROLL STABILITY INDICATOR

The Roll Stability Indicator (RSI) provides an indication of lift vector position throughout
entry. With the ATT SET switch in the GDC position, the RSI will be aligne prior to 0.05G by
rotating the yaw thumbwheel on the Attitude Set Control Panel with the EMS ROLL switch in
the entry position while pressing the GDC ALIGN button. During entry, stability axis roll
attitude will be supplied to the RSI by the Gyro Display Coupler. There are no degree
markings on the display, but the equivalent readout will be zero when the RSI points toward
the top of the control panel. During entry, the RSI rotates in the opposite direction to the
spacecraft roll.

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CORRIDOR VERIFICATION INDICATORS

The corridor verification indicators are located above and below the RSI. They consist of two
lights which indicate the necessity for lift vector up or down for a controlled entry. The
indicators will be valid only for vehicles which utilize lunar entry velocities (approximately
35,000 FPS) and entry angles. The corridor comparison test is performed approximately 10
seconds after the .05 G indicator illuminates. The lift vector up light (top of RSI) indicates G
greater than approximately 0.262G. The lift vector down light (bottom of RSI) indicates G less
than approximately 0.262G.

An entry angle is the angular displacement of the Command Module velocity vector with
respect to local horizontal at 0.05G. The magnitude of the entry angles that determines the
capture and undershoot boundaries will be a function of Command Module lift-to-drag (L/D)
ratio. The angles shown are for a L/D of 0.3 to 0.4. The EMS positive lift overshoot boundary
is that entry angles that produces approximately 0.262G at approximately 10 seconds after
the .05G indicator is illuminated. An entry angle greater than the EMS positive lift overshoot
boundary will cause the upper corridor verification light to be illuminated. Conversely, and
entry angle less than the positive overshoot boundary will light the lower corridor light. Entry
angles less than the capture boundary will result in noncapture regardless of lift orientation.
Noncapture would result in an elliptical orbit which will re-enter when perigee is again
approached. The critical nature of this would depend on Command Module consumables:
power, control propellant, life support, etc. The Command Module and crew will undergo
excessive Gs (greater han 10G) with an entry angle greater than the undershoot boundary,
regardless of lift orientation.

ΔV/RANGE-TO-GO INDICATOR

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The ΔV/range-to-go is an electronic numeric readout which has three functions. During entry
the inertial flight path distance in nautical miles to predicted splashdown after 0.05G is
displayed. The predicted range will be obtained from the PGNCS or ground stations and
inserted into the range display during EMS range set prior to entry. For a delta-V maneouver,
the display will indicate the delta V(ft/sec) remaining. For rendezvous the display will indicate
the distnace to the Lunar Module.

SCROLL ASSEMBLY

The scrolla ssembly provides a scribed trace of G versus inertial velocity during entry. The
mylar scroll has printed guidelines which provide monitor (or control) information during
aerodynamic entry. The entry trace is generated by driving a scribe in a vertial direction as a
function of G level, while the mylar scroll is driven from right to left proportional to the
Command Module inertial velocity change. Monitor and control information for a safe entry
and range potential can be observed by comparing the slope of the entry trace to the slope
of the nearest guidelines (G onset, G offset and range potential).

4.2 DELTA VELOCITY FUNCTIONS

In addition to entry functions, the EMS provides outputs related to delta velocity maneuvers
during SPS of RCS thrusting along the CSM X-axis. Both the SPS THRUST lamp and the ΔV
numeric counter display information during delta V. In addition, an automatic thrust-off
command signal is supplied to the SCS when the ΔV counter reaches zero.

SPS THRUST-ON INDICATOR

The SPS thrsut-on indicator will be illuminated any time a ground is present on the low side
of either of the SPS bipropellant solenoid control valves if either of the EMS circuit breakers
on MDC-8 are set.

DELTA VELOCITY INDICATOR

The numeric readout displays the delta velocity remaining along the CSM X-axis. It has the
capability of displaying a maximum of 14,000 fps down to a -1000.0 fps. The readout is to
1/10 feet per second. The ΔV/EMS SET knob will be used to set in the desired delta V for all
SPS thrusting maneuvers. The ΔV display will count up or down with the EMS MODE switch
in the NORMAL position. The display counds down with SPS or RCS thrsuting along the CSM
+X-axis or up with RCS thrusting along the CSM -X-axis.

SPS THRUST-OFF COMMAND

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During SCS-controlled SPS thrusting a thrust-off command is supplied by the EMS. This
thrust-off logic signal is supplied to the SPS engine on/off circuit when the delta V reads
minus values of delta V. Consequently, the THRUST ON button will not turn on the SPS
engine unless the ΔV display reads zero or greater.

4.3 OPERATING THE EMS

Four switches are used to activate and select the desired function in the EMS. The MODE
switch, FUNCTION switch, ΔV/EMS SET switch, and the GTA switch.

The MODE switch has three positins:

NORMAL, STBY MODE and BACKUP/VHF
RNG.

STBY applies power to the EMS circuits; it

inhibits system operation but does not
inhibit set functions.

NORMAL permits the self-tests to function.

It also is the normal position for operations when the FUNCTION switch is in the ENTRY and
ΔV positions.

BACKUP/VHF RNG is used either as a backup in the entry and ΔV operations and is the
proper position during VHR ranging. It will be used as a backup to initiate the scroll velocity
drive and the range display countdown in the event of a failiure of the .05G circuits.

The FUNCTION swiths is a 12-

position know which is used
to select the desired function
in the EMS. Three positions
are used for delta V
operations. Eight positions
are used for entry, entry set
and self-test. One position is
used for VHF raning, and one
for OFF.

OFF deactivates the EMS

except the SPS THRSUT ON
light and the roll stability
indicator

EMS TEST 1 tests the lower

trip point of 0.05G –
threshold comparator and
enables slwing of the scroll

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EMS TEST 2 tests the high trip point of the .05G – threshold comparator.

EMS TEST 3 tests the lower trip point of the corridor verification comparator and enables
slwing of the ΔV/RANGE display for EMS test 4 operations.

EMS TEST 4 tests the range-to-go integrator circuits, G servo circuits, G-V plotter and range-
to-go circuits.

EMS TEST 5 tests the high trip point of corridor verification comparator and enables the
slewing of the scroll.

RNG SET establishes the circuitry for slwing the ΔV/RANGE display.

Vo SET establishes circuitry for slwing the scroll to the predicted inertial velocity at 0.05G.

ENTRY is the operational position for monitoring the Command Module earth atmosphere
entry mode.

ΔV TEST is the operational position for self-test of delta V circuits.

ΔV SET/VHF RNG establishes circuitry for slwing the ΔV/RANGE display. Enables VHF ranging
display.

ΔV is the operational positiong for accelerometer to drive the ΔV/RANGE display for X-axis
accelerations.

The ΔV/EMS SET switch is used to drive the ΔV/RANGE

display or the EMS scroll. With the FUNCTION switch in the
ΔV SET/VHF RNG, RNG SET, and EMS TEST 4, depressing
the ΔV/EMS SET increase or decrease buttons will change
the display readout at 0.25 units per second, or 127.5 units
per second.

With the FUNCTION switch in the Vo SET, EMS TEST 1, and

EMS TEST 5 position, it will drive the EMS scroll at
approximately 0.0164 inch per second or 0.263 inch per
second.

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The GTA switch provides ground test capability. It can

simulate 0G in the vertical stack configuration of the
spacecraft (launchpad). This must be OFF before liftoff, and
is only used during the EMS testing before the astronauts
enters the cockpit.

4.4 ENTRY SCROLL

The EMS mylar scroll contains four entry patterns together with entry in-flight test patterns
and the instructions for entry, delta V and VHF ranging.

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There are four sets of ΔV and VHF ranging instructions that are alternated with four entry in-
flight self-test patterns.

Following the fourth in-flight self-test pattern on the scroll is the first set of entry
instructions. Entry instructions precede each of the four entry patterns. Each entry pattern
has velocity increments from 37,000 to 4,000 fps together with entry guidelines. These lines
are called G on-set, G off-set, and range potential guidelines. The G on-set and G off-set
lines are solid lines and the range potential lines are broken.

The G on-set lines slope downward, while the G off-set lines ray upward and terminate at
24,000 fps just to the right of the vertical line at 25,500 pfs (minimum velocity for Earth orbit).
Below 24,000 fps the G on-set lines slope downward from the full-lift profile line which
represents the steady-state minimum-G entry profile. During entry the scribe trace should
not become parallel to either the nearest G on-set or G off-set line. If the slipe of the entry
trace becomes more negative than the hearest G on-set line, the Command Module should
be oriented such that a positive lift vector orientation (lift vector up) exists in order to

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prevent excessive G buildup. However, if the entry trace slope becomes more positive than
the nearest G off-set line then the Command Module should be oriented to produce
negative lift (lift vector down) for entry.

The change of lift vector is achieved with a 180-degree roll maneuver of the RCS/SCS system.

The rante potential lines, shown in hundreds of nautical miles, indicate the ranging potential
of the Command Module at the present G level. The crew will compare the range display by
the range-to-go counter with the range potential indicated by the entry trace. The slope and
position of the entry trace relative to a desired ranging line indicates the need for lift vector
up or down.

4.5 EMS TEST MODES

The EMS system comes with a few test modes to increase its reliability when it’s needed.

ΔV TEST MODE BEFORE SPS BURN

Before a flight and SPS burns, the EMS ΔV must be tested. This prodcedure is printed on the
EMS scroll.

1. It is assumed that this test is done in weightlessness in space. To perform the test on
the ground, the GTA switch needs to be set to the up position.
2. Set the EMS MODE switch to STBY
3. Enter the ΔV SET mode by setting the EMS FUNCTION knob to ΔV SET/VHF RNG and
the EMS MODE switch to NORMAL.
4. Use the ΔV/EMS SET to set the ΔV/RANGE display to 1586.8 ft/s.
5. Go to the ΔV TEST function by setting the EMS FUNCTION knob to ΔV TEST. The SPS
THRUST ON light is illuminated and the ΔV/RANGE will decrease.
6. When the ΔV/RANGE is negative, the SPS THRUST ON light is extuingished. The
reading stops to decrease after 10 seconds, the ΔV/RANGE display shows -20.8 +/-
20.7 ft/s.
7. When the test is complete the EMS is turned off or switched to standby to reset it.

ΔV TEST MODE BEFORE REENTRY

Before performing a reentry, the EMS should again be tested. The tests are similar to those
used during pre-launch by the backup crew (see ΔV TEST MODE DURING PRE-LAUNCH
below)

Set EMS MODE to OFF

Set the two EMS circuit breakers on Panel 8 to CLOSE
Set the EMS MODE to STBY
Set EMS FUNC to TEST 1 (and wait 5 seconds)
Set the EMS MODE to NORMAL (and wait 10 seconds)

TEST 1

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Wait 10 seconds
- SPS THRUST light OFF
- .05G light OFF
- Lift Vector UP light OFF
- Lift Vector DOWN light OFF
- Range indicator displays 0.0 NM

Use slew control to move the scroll to start of next test pattern
- it should by default be at the first line already

Set EMS FUNC to TEST 2 when ready

TEST 2
Wait 10 seconds
- .05G should illuminate after 10 seconds.
- All other lights are extinguished

Set EMS FUNC to TEST 3

TEST 3
Wait 10 seconds
- .05G light stays illuminated
- Lift Vector DOWN light illuminates after 10 seconds

Use slew controls to change RANGE to 58.0 NM

Set EMS FUNC to TEST 4 when ready

TEST 4
Wait 10 seconds
- .0.5G light is on
- G-V trace moves down within test pattern
- RNG counts down towards 0, stops at 0.0 +/- 0.2 NM

Set EMS FUNC to TEST 5 when ready

TEST 5
Wait 10 seconds
- .0.5G light is illuminated
- Lift Vector UP light illuminates after 10 seconds
- G-V trace moves up again from 9G to 0.28G and stops

ALIGN SCROLL TO ENTRY PATTERN

Set the EMS FUNC to V0 and slew the pattern scroll to the 37K ft/sec line

COMPLETING THE TEST

Set EMS FUNC to RNG SET
- G-V trace goes to 0.0G

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Set EMS MODE to STBY

ΔV TEST MODE DURING PRE-LAUNCH

Before a launching, you can test the EMS by using a few dedicated TEST functions, as well as
the general test above.

Since the EMS is relying on the wightlessness of space, it is not possible to use the EMS on
the ground unless you set the GTA switch to the up-position.

The EMS can be tested on the ground using the following procedure:

GENERAL TEST
Set GTA to ON
Set EMS MODE to NORMAL
Set EMS FUNC to dV
- dV should increase
Set EMS FUNC to dV SET
- Use slew control to set dV to about 1586.8
Set EMS FUNC to dV
- dV will decrease and SPS THRUST light illuminates
- dV < 0, dV stops to decrease and SPS THRSUT light extinguishes
Set EMS MODE to STBY

TEST 1
Set EMS FUNC to TEST 1
Set EMS MODE to NORM
- SPS THRUST light OFF
- .05G light OFF
- Lift Vector UP light OFF
- Lift Vector DOWN light OFF
- RNG ind displays 0.0 NM

Use slew control to move the scroll to start of next test pattern
- is should by default be at the first line already

Set EMS FUNC to TEST 2 when ready

TEST 2
Wait
- .05G should illuminate after 10 seconds
Set EMS FUNC to TEST 3 when ready

TEST 3
Wait

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- .05G light stays illuminated

- Lift Vector DOWN light illuminates after 10 seconds

Use slew controls to change RANGE to 58.0 NM

Set EMS FUNC to TEST 4 when ready

TEST 4
Wait
- .0.5G lt is on
- G-V trace moves down within test pattern
- RNG counts down towards 0, stops at 0.0 +/- 0.2 NM

Set EMS FUNC to TEST 5 when ready

TEST 5
Wait
- .0.5G lt is on
- Lift Vector UP light illuminates after 10 seconds
- G-V trace moves up again from 9G to 0.28G and stops

Set EMS FUNC to RNG SET

Set EMS MODE to STBY
- G-V trace goes to 0.0G
- All lights out

Set EMS FUNC to OFF

Set GTA switch to OFF

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5. PERFORMING A REENTRY

Image: Courtesy of NASA/Johnson Space Center

The Entry Monitor System is used to perform a reentry. The following section will describe
how to perform a reentry, and how the aerodynamics of the Command Module is designed
to steer through the atmospheric drag.

The Command Module is designed so its aerodynamic characteristics will stabilize it in the
correct attitude due to its stable trim attitude; 21 degrees to the flight direction. The center
of gravity is not directly in the center of the aerodynamic capsule, but rather so the capsule is
producing lift using the heatshield in the direction of the feets. The reentry is started heads
down towards Earth and faces in the retrograde direction to point the lift vector upwards.

Because of this, the lift can control the trajectory of flight just like an airplane. Roll is used to
control the direction of lift, where the initial poisition will create an upward lift vector while

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rolling 180 degrees from the initial position will point the lift-vector down. This will make the
capsule go down into the atmosphere, while up will take it upwards.

By adjusting the lift vector, one can control (slightly) the reentry profile.

Let’s go back to the following image from the EMS section.

The entry angle as an upper and a lower limit. This defines the entry corridor. The lower limit,
the overshoot boundry, is the angle where the Command Module will skip out of the
atmosphere again. The upper limit, the overshoot boundry, is where the load-factor limits of
the vehicle and the astronauts will be tested. Both directions are catastrophical as the crew
will either burn up, or enter an orbit where the remaining life-support will be depleted before
being able to perform another entry.

5.1 ATMOSPHERIC ENTRY FROM EARTH ORBIT

From an altitude of 300km, the perigee should be adjusted down to 6200km, so it intersects
170km below the Earth surface. This will give you an angle of entry of about 2 degrees when
the re-entry phase start (400,000 ft).

At this point the the PGNCS, EMS or manual control is used to steer the capsule. The EMS
provides the roll indicator on how the roll should be to follow the reentry profile. The lift
vector should usually not point upwards but slightly upwards. This is done with some roll.
The lift vector, if not pointing directly up or down, will also produce some cross range speed
so take this into consideration. If you are too steep, set roll to 0 to go up a bit, or too
shallow, set roll to 180 to dive down.

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Once you are through the atmosphere and the capsule speed is less than 500 m/s, the
capsule stops producing lift and will drop down. The landing system will help you through
this.

5.2 ATMOSPHERIC ENTRY FROM LUNAR TRAJECTORY

The perigee point is set to 6415 for the lunar trajectory entry. This perigee is called the
Vacuum Perigee Altitude (VPA), and will give an entry angle of 6.5 degrees. The velocity from
a lunar trajectory is higher than during the Earth orbit entry. Entering the Earth orbital entry
will produce very high G-forces and it is hard to exactly hit the entry corridor. Due to the
possibility to roll the lift vector, the accuracy of the reentry limits can be modified. To reduce
the load, the lift will have to point up to start a longer breaking period (heads down) with
less G-load. When altitude is increasing (lift vector magnitude becomes large due to density),
the capsule is rotated to point the lift vector down and dive down for a while to prevent it to
go back to space. When altitude is lost, the roll is again set to 0 and the normal Earth orbital
reentry procedures are followed.

5.3 REENTRY PROCEDURES

The perigee point is set to 6415 for the lunar trajectory The entry procedures can be found in
the Mission Pad checklist, but here is a detailed description.

- Separate the Service Module

- Align the Command Module with the stable trim attitude.
o Computer provides this attitude
- Pitch and Yaw is stabilized by aerodynamic forces, roll is only controllable axis.
- Complete the EMS Entry Test
o Test 1 – 5 will verify that EMS is operational
o Test 5 will set the range to 37,000 ft/s.
o Align the EMS scroll with this velocity in the entry pattern
 Each entry pattern has a start line that is used to align it correctly
- RNG SET us used to set the range
- V0 is sett to the entry velocity in ft/s.
- Set the mode to ENTRY
o The EMS will wait for .05G
o The EMS will count down the range set
- At the point 05G mark, the point which deceleration can be sensed for the first time
marks the entry phase
- Lift vector is pointed in the up direction, heads down towards Earth
- When the G’s build up to 2G – 2.5Gs, capture is achieved
- It continues in this attitude until it hits the dense part of the atmoshphere, with G’s
climbing towards 7 G’s
- It will enter the first control period when the Command Module starts climbing
- The CM lift vector is rolled to point down within 70 seconds.

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- This will move the entry to the second control part with G’s climbing up to 4 G’s.
- Use the EMS scroll and the EMS instruments to monitor the progress of the reentry.

The reentry profile will look something like this:

The parameters for the reentry is provided over the radio as a radio message.

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V. ELECTRICAL POWER
SYSTEM

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V. ELECTRICAL POWER SYSTEM

1. GENERAL
The electrical power subsystem (EPS) consists of the systems, reactants and equipment
required to provide electrical power onboard the spacecraft. The main power sources are 3
Fuel Cells, 3 batteries and two pyro batteris. The power is distributed through several DC-
busses and AC-busses. AC power is generated from DC through Inverters.

The DC-busses in the CSM is the following:

 MAIN BUS A & B

 SM BUS A & B
 BAT BUS A & B
 BAT RELAY BUS
 FLIGHT BUS
 FLIGHT/POSTLANDING BUS
 NONESS BUS 1 & 2
 PYRO BUS

The EPS is mostly configured using the EPS switches on MDC-3.

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2. ENERGY STORAGE
The primary source of energy is provided by the cryogenic gas storage system, named the
Cryogenic Storage Subsystem. It provides hydrogen and oxygen to the power generating
system, namely the Fuel Cells. Two hydrogen and two oxygen tanks are located in the service
module, where they are controlled under cryogenic temperatures and pressure. This is
controlled automatically, but manual control is also possible.

The two tanks are of sufficient size to provide a safe return from the furthest point of the
mission on the fluid remaining in any one tank. The physical data of the cryogenic storage
subsystem are as follows:

A secondary source of energy storage is provided by five silver oxide-zinc batteries located
in the command module. Three of them are the rechargeable entry and postlanding
batteries. They supply sequencer logic power at all times, supplemental d-c power for peak
loads, and all the operating power required for reentry, landing and recovery.

Two pyro batteries provide energy for activation of pyro devices throughout all phases of a
mission.

Each of the two oxygen tanks stores 320lbs of cryogenic oxygen at 900+/-35 psia, and each
of the two hydrogen tanks stores 28lbs of hydrogen at 245+15/-20 psia.

The quantity and pressure in each tank can be minitored on MDC-2.

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It is imporant to often monitor the cryogenic power system. If something is wrong, it is

important to detect this early so you can power down the non-essential systems to converve
the remaining power for as long as possible.

The CRYO PRESS warning light will illuminate when the pressure in
one of the ocygen tanks falls below 800 psia, or exceeds 950 psia,
or when hydrogen exceeds the 220 to 270 psia limits.
The MASTER ALARM will also come on when this warning is
illumincated.

Heaters are used to maintain nominal pressure in each of the tanks. Both a heater and a fan
is installed in each tank. The heater is adjusting the pressure by heating the substance, and
the fan is used to circulate the substance to avoid stratification.

Two parallel d-c heaters in each tank

supply the heat necessary to maintain
design pressures. Two parallel 3-phase a-
c circulating fans circulate the fluid over
the heating helements to maintain a
uniform density and decrease the
probability of stratification.

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The following table shows the flow rate at nominal pressure, and the repressurization time:

The H2/O2 HEATERS switches (MDC-2), as well as the H2/O2 FANS (MDC-2) switches
controls these system.

AUTO will control these automatically and is the normal setting. However, manual control is
obtained by setting them to either ON or OFF. There are no atuomatic detection systems if
manual mode is used so ensure to monitor carefully in this mode. Auto will be ON when
both tanks are below 225 psia (H2)/865 psia (O2), and to off when one of the tanks reaches
260 psia (H2)/935 psia (O2).

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The spring-loaded FUEL CELL REACTANTS

switches (MDC-3) controls the cryogenic
flow to the fuel cells. They are noramlly
open during the duration of the flight.
Once they are opened during preflight,
there is no way to restart them. This
means that if you close the reactant
valves, the fuel cells can’t be restarted and
will stay off for the rest of the mission!

The talkbacks are grey of open and

normal, and barberpoled when
closed/shut off.

The FC REACTS cbs on panel 226 enables

or disabled the power to these switches,
and should be open unless you plan to
shut one or more of them down.

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The Oxygen Cryogenic Storage Subsystem can be seen in the figure below.

The Hydrogen Cryogenic Subsystem can be seen in the figure below.

3. POWER GENRATION
Three Fuel Cell (FC) power plants generates power through electrochemical reaction of
hydrogen (H2) and oxygen (O2). They provide the primary d-c power to the spacecraft
systems until CSM separation. The electricity is generated by reacting O2 and H2 with H2O-
steam.

Each Fuel Cell power plant is capable if normally supplying from 400 to 1420 watts at 31 to
27 vdc, at fuel cell terminals, to the power distribution system.

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All three fuel cells are normally generating power, but two of them are adequate to complete
the mission (if power management is done right).

The fuel cells can be configured and connected to the power distribution system. The normal
setup is that Fuel Cell 1 is connected to main d-c bus A; Fuel Cell 2 is connected to main d-c
bus A and B; and Fuel Cell 3 is connected to main d-c bus B.

The reaction of Oxygen (O2) and Hydrogen (H2) generates the needed electricity, in additon
to water (H2O) and heat. The excess heat is used by the Environmental Control System (ECS)
and radiated to space. The water is also distributed to the ECS system. A shared cryogenic
manifold and O2/H2 are shared between the otherwise fully independent Fuel Cell
Powerplants.

The water, through the ECS, ejects its

heat through Fuel Cell radiators before
entering the condencer again. The FUEL
CELL PUMPS switches on MDC-5
controls the circulation loop. These are
usually powered throughout the flight.
The FUEL CELL HEATERS are controlling
the heat in the system. The Fuel Cells are
only funcional when the temperature is
minimum 360 degrees F. The heaters
will preheat the hydrogen. They are
normally ON.

The FC RAD TEMP LOW talkback

indicator indicats if the Fuel Cell radiator
temperature is low (< -30°F). The
radiators are heated due to load on the
Fuel Cells. It the FC load is low, the
H2O/H2 exhaust temperature can be so
low that it’s not possible to heat it back
to the nominal temperature. If this
happens, it is possible to avoid 3/8 of
the radiator.

The longer the exhaust stays in the

radiator, the lower the temperature.

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These three springback-switches on

MDC-3 controls the bypass of the
radiators. If the indicator is gray, the
bypass is closed and is the normal
setting. If it is barberpoled, the bypass is
open, and the reactants are bypassing
the radiator.

NORMAL will close the bypass, letting

the substance go through the radiators
normally.
EMER BYPASS will open the bypass of
the selected fuelcell.

PURGING

Over time, impurities in the reactant will accumulate. Each of the Fuel Cells can be purged to
flush out the impurities, correct hydrogen tank overprezzurization or correct an overpressure
condition in the oxygen system.

The FUEL CELL PURGE switches will

purge the selecte Fuel Cell substance.
The H2 purge selection will flush out
impurities in the H2, while O2 will flush
out the impurities in the O2. It will
provide a high flow of the substance
through the Fuel Cell; cleaning them.
Warning: Before the H2 PURGE, the H2
purge line needs to be heated in 20
minutes.

The H2 PURGE LINE HTR needs to be

ON for 20 minutes before performing a
H2 purge.

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The fuel cell performance can be monitored on the Fuel Cell gauges. They provide
information about the O2 and H2 flow, skin temperature and condensator outlet
temperature of the selected fuel cell. The FUEL CELL INDICATOR-switch lets you choose what
Fuel Cell to monitor.

The gauges above (MDC-3) provides The Fuel Cell indicator (MDC-3) lets you
monitoring information about the fuel cells. choose what fuel cell you wish to monitor.
The green tape indicates that it’s in the
normal zone.

The pH HI-talkback indicates if the PH level in the selected Fuel

Cell is high. If this is barberpole, the pH factor of the exhaust H2O
is over 9. This means the electrilyte of the fuel cell is leaking and
needs to be shut down immediately.

The FC 1. 2 and 3 light will illuminate if the fuel cell is in a critical condition. A MASTER
ALARM will sound with this warning. The following conditions are checked:
- H2 flow rate > 0.161 lb/h
- O2 flow rate > 1.276 lb/h
- Skin temperature below 360°F
- Skin temperature above 475°F
- Condenser exhaust temp below 150°F
- Condenser exhaust temp above 175°F
- pH Factor of the exhaust H20 > 9
- Radiator outlet temp < -30°F

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BATTERIES

The three rechargable silver oxide-zinc entry & postlanding batteries power the CM after
CSM separation, and is design to last during entry, landing and recover. During dV-
maneuvers, they will also provide additonal power to the Fuel Cells. Battery A and Battery B
is usually done during high power demands during the flight, but Battery C can also be used.

They can also provide power during emergencies if two or more FCs are disabled, EPS
control circuitry, sequencer logic power, recovery aids or the pyro batteries.

A battery charger is available to recharge these batteries.

Two silver oxide-zinc batteries are supplying power to the SECS pyrotechnics. These are
completely isolated.

4. POWER CONVERSION (A-C)

Primary d-c power is converted into a-c by solid state static inverters that provide 115/200-
volt 400-cps 3-phase a-c power ip to 1250 volt-ampere each. A-C power is connected by
motor switch controls to two a-c buses for distribution to the a-c loads. One inverter has the
capability of supplying all spacecraft primary a-c power. One inverter can control both buses
while the two remaining inverters act as redundant sources. However, throughout flight, each
bus is powered by a separate inverter.

It is important to know that inverter outputs cannot by phase synchronized, so interlocked

motorized switching circuits are incorporated to prevent the connection of two inverters to
the same bus.

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5. POWER DISTRIBUTION
Power is distributed by the following buses:

 MAIN BUS A & B, powered bu the three fuel cells and/or entry & postlanding
batteries A,B and C
 SM BUS A & B through the main d-c buses
 BAT BUS A & B, powered by its respective entry & postlanding bettery A and B.
Battery C can power either or both buses if batteries A and/or B fail.
 BATTERY RELAY BUS, powered by entry & postlanding batteries through theur
battery buses.
 FLIGHT BUS, powered through both main d-c buses.
 FLIGHT/POSTLANDING BUS, powered through both main d-c buses, or directly by the
three entry and postlanding batteries, A, B an C.
 NONESS BUS 1 & 2, powered through either d-c main bus A or B.
 PYRO BUSES, isolated from the main electrical power system. Can be powered by the
entry batteries.

Distribution of d-c power is accomplished via two redundant d-c buses in the service
module. These are again connected to two redundant buses in the command module
through a SM deadface, the CSM umbilical, and a CM deadface. These are Main Bus A (MNA)
and Main Bus B (MNB).

Two other d-c buses exist for servicing non-essential loads (the non-essential buses), another
bus for servicing the inflight telecommunications equipment named the flight bus. Then we
have two battery buses for distribuing power to sequencers, gimbal motor controls, and
servicing the battery relay bus for power distribution switching. The last bus we have is the
flight and postlanding bus for servicing some communications equipment and the
postlanding loads.

Three-phase ac is distributed via two redundant a-c buses, providing bus selection through
switches in the a-x operated component circuits.

Power to the lunar module (LM) is provided through two umbilicals witch are connected
after compeltion of transposition and docking (usually after the TLI phase of the mission).

A d-c snesing circuit monitors voltage on each amin d-c bus and an a-c sensing ciecuit
monitors voltage on each a-c bus. The d-c sensors provide an indication of an undervoltage
(means that part of the energy sources is prividing less voltage than assumed) by
illuminating a warning light. The a-c sensors illumnate a warning light when high- or low-
voltage limits are exceeded.

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DC POWER

The MAIN BUSES (A & B) can be powered using the Fuel Cells and the Batteries. However,
they are primarly powered by the Fuel Cells. Each Fuel Cell can be connected to either or
both Main D-C Bus A and B.

The FUEL CELL MAIN BUS-switches

connects the Fuel Cell to the main d-c
buses. ON will connect the Fuel Cell
with the main bus selected. The center
position will arm the FC-BUS
DISCONNECT light of the caution &
warning panel.

The talkback indicator indicates if the

Fuel Cell is connected to the selected
main d-c bus. Gray means it is
connected while barberpoled means it
is disconnected.

The RESET switch controls the

undervolt circuit. Middle position
means it is armed. When armed, the
sensor will illuminate the MAIN BUS
A/B UNDERVOLT warning light and the
MASTER ALARM. The UP/RESET
position will reset this and extinguish
the warning light. OFF will disarm the
logic.

As meantiones earlier, the batteries can also power the main d-c buses. Battery Bus A can
power Main Bus A, and Battery Bus B can power Main Bus B. Battery Bus C can power either
Main Bus A or Main Bus B.

The MAIN BUS TIE switches will connet the

battery bus to the main bus. If BAT A/C is ON,
BAT BUS A will be connected with MAIN BUS A
and BATTERY BUS C is connected to MAIN BUS
B. If BAT B/C is ON, the BAT BUS B will be
connected to MAIN BUS B and BUS C is
connected to MAIN BUS A. Usually BATTERY C is
disabled so it won’t acctually power the other
bus (panel 275).

OFF will opens the bus tie and isolates the BAT
BUS and BAT C from MAIN BUS A/B.

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AUTO will automatically switch to battery power

in case of an EDS-abort.
The MAIN A – BAT C cbs and the MAIN B – BAT
C on panel 275 enables or disabled the battery C
connection to the main bus selected above.

Backcurrent to the batteries are prevented using

diodes between the BATTERY BUS A/B, MAIN
BUS A/B and BAT C. There are no diodes that
prevent this between BAT and BAT BUS A/B. If
BAT C is connected a battery bus with BAT C TO
BAT BUS A/B cbs on panel 250, the respective
battery has to be disconnected from the bus.
This is done by opening the BAT A/B PWR
ENTRY/POSTLANDING circuit breaker to avoid
damage to both of the batteries.
Powers the BATTERY RELAY BUS. The Battery
Relay Bus powers the FUEL CELL MAIN BUS
switches, FUEL CELL RADIATOR switches, FUEL
CELL REACTANT swiches and the DC/AC sensing
circuits

The FLIGHT/POSTLANDING BUS is powered by both

MAIN BUSSES, both BAT BUSSES and BAT C over
diodes. Normally, the FLIGHT & POST LANDING - BAT
BUS A, - BAT BUS B and - BAT C cbs are open, so that
only both MAIN BUSSES power this bus. During earth
landing these cbs are closed, as both MAIN BUSSES
are powered down after splashdown. The
FLIGHT/POSTLANDING BUS powers the equipment
necessary after splashdown, e.g. postlanding vent, dye
marker, recovery bacon, VHF COM.

MONITORING

Monitoring over the electrical system is done over the DC AMPS-meter and DC VOLTS-
meter.

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Monitors the LOAD on the main buses, battery buses,

the fuel cells, battery C, the pyro batteries and the
battery charger.

Monitors the VOLTAGE on the main buses, battery

buses, the fuel cells, battery C, the pyro batteries and
the battery charger.

Selects what to monitor on the DC AMPs/VOLTs gauge.

AC POWER

The AC busses provides a-c power to the spacecraft through inverters. Three inverters are
available. Inverter 1 is powered by MNA, Inverter 2 is powered by MNB, and inverter 3 is
powered by MNA or MNB. As mentioned earlier, only one inverter can be connected to an a-
c bus at the same time, this is mechanically protected.

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The switches for controlling a-c power is located on MDC-3. D-C power to the inverters is
controlled by the AC INVERTER switches. As you can see in the image above, AC INVERTER 1
can be either OFF or in MNA, AC inverter 2 can be OFF or in MNB, while Inverter 3 can be
OFF, MNA or MNB.

The two bottom rows of switches controls the inverter outputs. It can only output power to
one AC bus at the time. UP will tie it to the selected bus, and down will disconnect it.

The inverters has temperature sensing, and the INV 1/2/3 TEMP HI warning light will
illuminate with a MASTER ALARM.

The RESET switch controls the over-/undervolt and overload circuit. Middle position means it
is armed. When armed, the sensor will illuminate the AC BUS 1/2 OVERLOAD warning light
and the MASTER ALARM. It will also illuminate the AC BUS 1/2 warning light with a MASTER
ALARM switch if an under- or overvoltage occures. The UP/RESET position will reset this and

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extinguish the warning light. OFF will disarm the logic. The inverter powering the bus will be
disconnected during an overvoltage. Reset will then connect it again.

The AC VOLTS gauge will normally read

115 volts, indicated from each phase of
the a-c bus.

Selects what phase to monitor in the AC

VOLTS gauge

PYRO BATTERIES

The two pyro batteries provides power to the pyrotechincs of the sequencer. When the
sequencer initiates a separation or jettison, the pyro batteries will charge the explosives
needed.

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The pyro batteries are powered by the PYRO A/B SEQ

A/B circuit breakers.

BAT BUS A/B TO PYRO BUS TIE circuit breaker will power
the respective pyro battery to the respective main d-c
bus in case one or both fail. The above circuit breaker
(PYRO A/B SEQ A/B) will need to be open for the pyro
battery that you want to disable before doing this. If not,
both the batteries will be damaged.

BATTERY CHARGER

There three main batteries (A,B and C) can be recharged by the battery charger. It uses d-c
power from both MNA and MNB, as well as a-c power from one if the d-c busses.

The battery charges know selects what

battery to recharge.
Ensure there are no load on the battery
before recharging. Battery A can only be
recharged when the MAIN BUS TIE BAT
A/C switch is OFF, and Battery B can only
be recharged when the MAIN BUS TIE BAT
B/C switch is OFF. To recharge Battery C,
both the MAIN BUS TIE switches must be
OFF.

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The BAT CHGR switch selects what a-c bus

that should provide battery to it.

BAT RLY BUS – BAT A/B should be off

when recharging battery A/B to isolate it
from the loads on BAT RLY BUS.

Using the d-c selector setting BAT

CHARGER, you can monitor the output
voltage and amperes of the battery
charger. The inner scale of the DC AMPS
meter shows the output amps, and is
ranging from 0 to 5 amps.

The battery is fully charged when the output voltage of the battery currently charging
reaches 39.8 volts. Set the BATTERY CHARGE selector to OFF as soon as possible when the
battery is fully charged.

ELECTRICAL COMPONENTS

D-C components are connected by following the chart below:

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A-C components are connected following the chart below:

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6. INTERIOR LIGHTING
There are three control panels to control the lights, one is on MDC-5, another on MDC-8 and
another on LEB-100. These controls can dim the interior flood lights, integral instrument

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lights and the numerics.

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VI. ENVIRONMENTAL
CONTROL SYSTEM

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VI. ENVIRONMENTAL CONTROL

SYSTEM
1. GENERAL
The environmental control system (ECS) is designed to provide the flight crew with a
conditioned environment that is both life-supporting, and as comfortable as possible. The
ECS is aided in the accomplishment of this task through an interface with the electrical power
system, which supplies oxygen and potable water. The ECS also interfaces with the electronic
equipment of the several Apollo systems, for which the ECS provides thermal control, with
the lunar module (LM) for pressurizing the LM, and with the waste management system to
the extent that the water and urine dump lines can be interconnected.

The ECS is operated continosly throughout all Apollo mission phases. During this operating
period the system provides the following three major functions for the crew:

- Spacecraft atmosphere control

- Water management
- Thermal control

Control of the spacecraft atmosphere consists of regulating the pressure and temperature of
the cabin and suit gasses; maintaining the desired humidity by removing excess water from
the suit and cabin gases; controlling the level of contamination of gases by removing CO2,
odors, and particulate matter; and venting the cabin after landing. There are provisions for
pressurizing the lunar module during docking and subsequent CSM/LM operations.

Water management consists of collecting, sterilizing, and storing the potable water produced
in the fuel cells, and delivering chilled and heated water to the crew for metabolic
consumption, and disposing of the excess potable water by either transferring it to the waste
water system or by dumping it overboard. Provisions are also made for the collection and
storage of waste water, delivering it to the glycol evaporators for supplemental cooling, and
dumping the excess waste water overboard.

Thermal control consists of removing the excess heat generated by the crew and the
spacecraft equipment, transporting it to the cabin heat exchanger, and rejecting the
unwatned heat to space, either by radiation from space radiators, or in the form of steam by
boiling water in the glycol evaporators.

Five subsystems operating in conjection with each other provide the required functions:

- Oxygen subsystem

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- Pressure suit circuit (PSC)

- Water subsystem
- Water-glycol subsystem
- Post-landing ventilation (PLV) subsystem

The oxygen subsystem controls the flow of oxygen within the command module (CM); stores
a reserve supply of oxygen for use during entry and emergencies; regulates the pressure of
oxygen supplied to the subsystem and PSC components; controls the cabin pressure in
normal and emergencey (high flow-rate) modes; controls pressure in the water tanks and
glycol reservoirs; and provides for PSC purging via DIRECT O2 valve.

The pressure suit circuit provides the crew with a continously conditioned atmosphere. It
automatically controls suit gas circulation, pressure, and temperature; and removes debris,
excess moisture, odors, and cabon dioxide from both the suit and cabin gases.

The water system (potable section) collects and stores potable water; delivers hot and cold
water to the crew for metabolic copurposes; and augments the waste water supply for
evaporative cooling. The waste water section collects and stores water extracted from the
suit heat exchanger, and distributes it to the water inflow control valves of the evaporators,
for evaporative cooling.

The water-glycol subsystem provides cooling for the PSC, the potable water chiller, and the
spacecraft equipment; and heating or cooling for the cabin atmosphere.

The postlanding ventilation subsystem provides a means for circulating ambient air through
the command module cabin after landing.

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In the subsequent sections in this chapter, we will demystify and explain the diagram above.
It shows how all the ECS related systems work together, but the diagram is massive and
requires a lot of studying to understand, and follow.

2. FUNCTIONAL DESCRIPTION & OPERATIONS

The environmental control system operates continously throughout all mission phases.
Control begins during preparation for launch and continues through recovery. The following
paragraphs describes the operating modes and the operational characteristics of the ECS
from the time of crew insertion to recovery.

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2.1. SPACECRAFT ATMOSPHERE CONTROL

During prelaunch operations the SUIT CIRCUIT RETURN VALVE is closed; and the DIRECT O2
valve is opened slightly (approximately 0.2 pound per hour flowrate) to provide an oxygen
purge of the PSC. Just before prime crew insertion the O2 flowrate is increased to 0.6 pound
per hours. This flow is in excess of that required for metabolic consumption and suit leakage.
The excess flow causes the PSC to be pressurized slightly above the CM cabin. The slight

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overpressure maintains the purity of the PSC gas system by preventing the cabin gases from
entering the PSC.

Any changes made in the pressure of composition of the cabin gas during the prelaunch
period is controlled by the ground support equipment through the purge port in the CM
side hatch.

As soon as the crew connects into the PSC, the suit gas becomes contaminated by CO2,
odors, moisture, and is heated. The gases are circulated by the suit compressor through the
CO2 and odor absorber assembly where a portion of the CO2 and odors are removed; then
through the heat exchanger, where they are cooled and the excess moisture is removed. Any
debris that might get into the PSC is trapped by the debris trap or on gelt pads on the
upstream side of each LiOH cartridge.

When the crew is partially suited or in a shirtsleeve environment they contaminate the cabin
gases. Since the contaminants can only be removed in the PSC, the crew must necessarily
configure the PSC to allow for adequate flow of gases out of the PSC into the cabin and back
into the PSC through the suit return hoses and the SUIT CIRCUIT RETURN VALVE. For the
shirtsleeve mode it can be accomplished by disconnecting the inlet hoses and placing the
flow control valve in the CABIN FLOW position in addition to the preceding steps.

During the ascent the cabin remains at sea level pressure until the ambient pressure
decreases a nominal 6 psi. At that point the CABIN PRESSURE RELIEF valve vents the excess
gas overboard, maintaining cabin pressure at 6 psi above ambient. As the cabin pressure
decreases, a relief valve in the O2 DEMAND REGULATOR vents suit gases into the cabin to
maintain the suit pressure slightly above the cabin pressure.

Sometime after attaining orbit it will be necessary to close the DIRECT O2 valve to conserve
oxygen. After the DIRECT O2 valve is closed, make-up oxygen for the PSC is supplied by the
DEMAND REGULATOR when the SUIT CIRCUIT RETURN VALVE is closed or from the cabin via
the cabin pressure regulator when the SUIT CIRCUIT RETURN VALVE is open.

During normal space operations, the cabin pressure is maintained at a nominal 5 psia by the
cabin pressure regulator, at flowrates up to 1.4 pounds per hour. In the event a high leak rate
develops, the EMERGENCY CABIN PRESSURE regulator will try to supply oxygen at high flow
rates to maintain cabin pressure above 3.5 psia for a short period of time.

When performing depressurized operations the suit circuit pressure is maintained above 3.5
psia by the O2 DEMAND REGULATOR; the cabin pressure regulator shuts off automatically to
prevent wasting oxygen.

Prior to entry SUIT CIRCUIT RETURN VALVE is closed, isolating the suit circuit from the cabin;
the O2 DEMAND REGULATOR then controls suit pressure. Cabin pressure is maintained
during the descent by the cabin pressure regulator until the ambient pressure rises to a
maximum of 0.9 psi above the cabin pressure. At that point the cabin relief valve will open,
allowing ambient air to flow into the cabin. As the cabin pressure increases, the O2 DEMAND

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REGULATOR admits oxygen into the suit circuit to maintain the suit pressure slightly below
the cabin, as measured at the suit compressor inlet manifold.

After spacecraft landing, the cabin is vented with ambient air by postlanding ventilation fan
and valves. When the CM is floating upright in the water, the POST LANDING VENT switch is
placed in the HIGH (day) or LOW (night) positions. Either of those positions will supply power
to open both vent valves and start the fan. In the HIGH position, the fan will circulate 150
cubic feet per minute (cfm); LOW, 100 cfm.

2.2. WATER MANAGEMENT

In preparing the spacecraft for the mission the potable and waste water tanks are partially
filled to ensure an adequate supply for the early stages of the mission. From the time the fuel
cells are placed in operation until the CSM separation, the fuel cells replenish the potable
water supply. A portion of the water is chilled and made available to the crew through the
drinking fixture and the food preparation unit.

From the time the crew connects into the suit circuit until entry, the water accumulator
pumps are extracting water from the suit heat exchanger and pumping it into the waste
water system. The water is delivered to the glycol evaporators through individual water
control valves. Provisions is made for dumping excess waste water manually when the tank is
full.

2.3. THERMAL CONTROL

Thermal control is provided by two water-glycol coolant loops (primary and secondary).
During prelaunch operations ground servicing equipment cools the water-glycol and pumps
it through the primary loop, providing cooling for the electrical and electronic equipment,
and the suit and cabin heat exchangers. The cold water-glycol is also circulated through the
reservoir to make available a larger quantity of coolant for use as a heat sing during the
ascent. Additional heat sink capability is obtained by selecting maximum cooling on the
CABIN TEMP selector, and placing both cabin fans in operation. This cold soaks the CM
interior structure and equipment. Shortly before launch, one of the primary pumps are
placed in operation, the pump in the ground servicing unity is stopped, and the unit is
isolated from the spacecraft system.

During the ascent the radiators will be heated by aerodynamic friction. To prevent this heat
from being added to the CM thermal load, the PRIMARY GLYCOL TO RADIATORS valve is
placed in the PULL TO BYPASS position approximately 75 seconds before launch. The coolant
then circulated within the CM portion of the loop.

The heat that is generated in the CM, from the time that the ground servicing unit is isolated
until the spacecraft reaches 110K feet it is possible to reject the excess heat by evaporating
water in the primary glycol evaporator.

After attaining orbit the reservoir is isolated from the loop to maintain a reserve quantity of
coolant for refilling the primary loop in case of loss of fluid by leakage. The PRIMARY
GLYCOL TO RADIATORS valve is placed in the position (control pushed in) to allow

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circulation through the radiators and the radiator outlet temperature sensors. If the radiators
have cooled sufficiently (radiator outlet temperature is less than the inlet) they will be kept
on-stream; if not, the will be bypassed until sufficient cooling has taken place. After the
radiators have been placed on-stream, the glycol temperatures control is activated (GLYCOL
EVAP EMP IN switch in AUTO); and the CABIN TEMP selector is positioned as desired.

The primary loop provides thermal control throughout the mission unless a degradation of
system performance requires the use of the secondary loop.

Several hours before CM-SM separation the system valves are positioned so that the primary
loop provides cooling for the cabin heat exchanger, the entire cold plate network, and the
suit heat exchanger. The CABIN TEMP control valve is placed on MAX COOL position, and
both cabin fans are turned on to cold-soak in the CM interior structure.

Prior to separation the PRIMARY GLYCOL TO RADIATORS, and the GLYCOL TO RADIATORS
SEC valves are placed in the BYPASS position to prevent loss of coolant when the CSM
umbilical is cut. From that time (until approximately 110K feet spacecraft altitude) cooling is
provided by water evaporation.

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The primary controls of the ECS can be found on MDC-2.

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3. OXYGEN SUBSYSTEM
We will start this section with a quick look at the complicated diagram that was using in the
introduction to the ECS. The oxygen supply loop, excluding the Pressure Suit Circuit is
highlighted in blue below.

Now, if we zoom in a bit on the first part of the oxygen supply loop, it will become a bit
simpler to reference as the OXYGEN SUBSYSTEM is described.

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The oxygen subsystem shares the oxygen supply with the electrical power system.
Approximately 640 pounds of oxygen is stored in two cryogenic tanks located in the service
module. Heaters within the tanks pressurize the oxygen to 900 psig for distribution to the
using equipment.

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Oxygen is delivered to the command module through two separate supply lines, each of
which enters at an oxygen inlet restrictor assembly. Each assembly contains a filter, a
capillary line, and a spring-loaded check valve. The filters provide final filtration of gas
entering the CM. The capillaries which are wound around the hot
glycol line, serve two purposes; they restrict the total O2 flow rate to
7.5 pounds per hour maximum, and they heat the oxygen to prevent
it from entering the CM in a liquid state. The check valves serve to
isolate the two supply lines.

Downstream of the inlet check valves the two lines tee together and a
single line is routed to the OXYGEN-S/M SUPPLY valve on panel 326.
This valve is used in flight as a shutoff valve to back up the inlet check
valves during entry. It is closed prior to CM-SM separation. You can
see the valve in the figure above, named S/M SUPPLY 4.26.

The outlet of the S/M SUPPLY valve is connected in parallel to the OXYGEN-SURGE TANK
valve (panel 326) and to a check valve on the OXYGEN CONTROL PANEL (panel 351). The
SURGE TANK valve is normally open during flight, and is closed only when it is necessary to
isolate the surge tank from the system.

The surge tank stores approximately 3.7 pounds of oxygen at 900 psig for use during entry,
and for augmenting the SM supply when the operational demand exceeds the flow capacity
of the inlet restrictors. The OXYGEN SURGE TANK PRESSURE RELIEF and shutoff valve on
panel 375 prevents overpressurization of the surge tank, and provides means for shutting off
the flow in case of a relief valve failure.

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The relief valve operates at a 1045+/- psid. A pressure sensor measures the pressure in the
surge tank and can be seen on the O2 CRYOGENIC TANK #1 PRESSURE indicator on MDC-2.
To see the value on the indicator, the O2 PRESS IND must be set to SURGE TANK, which is
located beneath the indicator.

The outlet of the check valve (on the OXYGEN CONTROL PANEL) is connected to the
OXYGEN-PLSS valve on panel 326, and the MAIN REGULATOR on panel 351.

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So far we have covered the S/M SUPPLY inlet and the surge tank. As described above, the
oxygen will venture further into the Oxygen subsystem. The next stop is the dedicated cabin
repressurization system.

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The Portable Life Support System (PLSS) valve is used for controlling
the flow of oxygen to and from the cabin repressurization package.
The package consits of three one-pound capacity oxygen tanks
connected in parallel; a toggle-type fast acting REPRESS O2 valve on
panel 601 for dumping oxygen into the cabin at a very high flowrate;
a toggle valve and regulator on panel 600 for supplying oxygen to
the emergency O2 face masks; a relief
and shut-off valve on panel 602 to
protect the package against
overpressurization; and a direct-
reading pressure gauge on panel 602
for monitoring package and pressure
when the PLSS valve is closed.

The 600, 601 and 602 panels are located on the rear side of the
side hatch.

Opening the REPRESS O2 valve, with the PLSS valve (326) in the
FILL position (O2 can only enter from the S/M supply line), will
dump both the pacakge tanks and the surge tanks at a rate
that will repressurize the command module from 0 to 3 psia in
one minute. When the PLSS valve is in the ON position, the
package tanks augment the surge tank supply for entry and
emergencies. The package tanks are filled by placing the PLSS
valve to the FILL position, and monitoring the surge tank
pressure on the CRYOGENIC TANK PRESSURE O2 1 indicator.
When the indicator reads 900+/-35 psi, both the surge tank
and the package tanks are full.

As you can see, both the PLSS/Repress path and the Surge Tank paths deviate from the main
S/M line and is controlled by valves. Passing the PLSS branch, the oxygen continues to the
MAIN REGULATOR.

The MAIN REGULATOR reduces the supply

pressure to 85-110 psig for use by the subsystem
components. The regulator assembly is a dual unit
which is normally operated in parallel. Two toggle
valves at the inlet to the assembly provides a
means of isolating either of the units in case of
failure, or for shutting them both off. Integral relief valves limit the downstream
pressure to 140 psig maximum. The output of the MAIN REGULATOR passes
through a flowmeter located on MDC-2.

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The output of the MAIN REGULATOR passes through the

flowmeter, before being delivered to the WATER & GLYCOL TANK
PRESSURE regulators, the cabin pressure regulator, EMERGENCY
CABIN PRESSURE regulator (all on panel 351), the O2 DEMAND
REGULATOR (panel 380), the DIRECT O2 valve (panel 7), and the
WATER ACCUMULATOR valves (panel 382, described in the PSC
section).

The output of the flowmeter is displayed on the O2 FLOW

indicator, which ahs a range of 0.2 to 1.0 pound per hour.
Nominal flow for metabolic consupmption and cabin leakage is
approximately 0.43 pound per hour. Flow rates of 1 pund per
hour or more with a duration of 16 seconds will illuminate the O2
FLOW HI light on the caution and warning panel. The warning is
intended to alert the crew to the fact that the oxygen flow rate is
greater than is normally required. It does not necessarily mean
that a malfunction has occurred, since there are a number of
flight operations in which a high-oxygen flow rate is normal.

The WATER & GLYCOL TANKS PRESSURE regulator assembly

(panel 351) is a dual unit, normally operating in parallel, which
reduces the 100-psi oxygen to 20 psig for pressurizing the
positive expulsion bladders in the waste and potable water tanks,
and in the glycol reservoir. INLET and OUTLET SELECTOR valves
are provided for selecting either or both regulators and relief
valves, or for shutting them down.

As we have passed the MAIN REGULATOR, the oxygen is as mentioned in a supply mode for
many of the subsystem components. If we take a look at the overview again, this time with a
focus on the latter part of the OXYGEN SUBSYSTEM, you will notice a straight line that goes
towards the Pressurized Suit Circuit.

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Having described the WATER & GLYCOL TANKS PRESSURE regulator above, it is time to
continue the oxygen journey towards the other subsystems that requires it.

The cabin pressure regulator controls the flow of oxygen into the cabin to make up for
depletion of gas due to metabolic consumption, normal leakage, or
for repressurization. The assembly consists of two absolute pressure
regulators operating in parallel, and a manually operated CABIN
REPRESS valve. The regulator is designed to maintain a cabin
pressure at 5 psia at flow rates up to 1.4
pounds per hour. Losses in excess of this value
will result in a continual decrease in cabin pressure. When the cabin
pressure falls to 3.5 psia minimum, the regulator will automatically shut
off to prevent wasting the oxygen supply. Following depressurization,
the cabin can be repressurized by manually opening the CABIN REPRESS
valve. The CABIN REPRESS valve will flow at a minimum of 6 punds per
hour. The O2 FLOW HI light will be on.

The EMERGENCY CABIN PRESSURE regulator provides emergency

protection for the crew in the event of severe leak in the cabin. The
assembly consists of two absolute pressure regulators, either of which
can handle the maximum flow rate, and a selector valve for selecting either or both of the
regulators, or for shutting the unit off. The regulator valve starts to open when cabin
pressure decreases to 4.6 psia; and at 4.2 psia the valve is full-open, flooding the cabin with
oxygen. The regulator can supply oxygen to the cabin at a flow rate of 0.67 pound per
minute minimum (O2 FLOW HI light on), to prevent rapid decompression in case of cabin
puncture. The regulator is capable of providing flow rates to try and maintain cabin pressure
above 3.5 psia for a short period of time. This is a different emergency system than the cabin
repress packages. The EMERGENCY CABIN PRESSURE system is designed to give time to the
crew to suit up. During pressure suit operations, the regulator is shut off to prevent
unnecessary loss of oxygen in case of unplanned cabin depressurization.

The CABIN RELIEF VALVE is used to relief the cabin of excess pressure, and will maintain
cabin pressure at 5 psia. Excess pressure will be relieved overboard. The CABIN PRESSURE
RELIEF valves are controlled on panel 325. During ascent and entry, this is set to
BOOST/ENTRY. During normal operation, the valves are set to NORMAL.

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The O2 DEMAND REGULATOR supplies oxygen to the suit circuit whenever the suit circuit is
isolated from the cabin (return air SHUTOFF VALVE closed), and during depressurized
operations. It also relived excess gas to prevent overpressurizing the suits. The assembly
contains redundant regulators; a single relief valve for venting excess suit pressure; an inlet
selector valve for selecting either or both regulators; and a SUIT TEST valve for performing
suit integrity tests.

Each regulator section consists of an aneroid control, and adifferential diaphragm housed in
a reference chamber. The diaphragm pushes agains a rod connected to the demand valve;
the demand valve will be opened whenever a pressure differential is sensed across the

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diaphgragm. In operation, there is a constant bleed flow of oxygen from the supply into the
refernece chamber, around the aneroid, and out through the control port into the cabin. As
long as the cabin pressure is greater than 3.75 psia (nominal), the flow of oxygen through
the control port is virtually unrestricted, so that the pressure within the reference chamber is
essentially that of the cabin. This pressure acts on the upper side of the diaphragm, while suit
pressure is applied to the underside of the diaphragm through the suit sense port. The
diaphragm can be made to open the demand valve by either increasing the refernece
chamber pressure, or by decresing the sensed suit pressure.

The increased pressure mode occurs during depressurized operations. As the cabin pressure
decreases, the aneroid expands. At 3.7 psia the aneroid will have expanded sufficiently to
restrict the outflow of the oxygen through the control port, this increasing the reference
chamber pressure. When the pressure rises above the sensed suit pressure, the demand
valve will be opened.

Decreased pressure mode occurs whenever the suit circuit is isolated from the cabin, and
cabin pressure is above 5 psia. In the process of respiration, the crew will exhale carbon
dioxide and water vapor. In circulating the suit gases through the CO2 and odor absober,
and the suit heat exchanger, the CO2 and water are removed. The removal reduces the
pressure in the suit circuit, which is sensed by the regulator on the underside of the
diapgragm. When the pressure drops below the cabin, the diaphragm will open the demand
valve.

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The regulator assembly contains a poppet-type relief valve which is integral with the suit
pressure sense port. During operations where the cabin pressure is above 3.75 psia, the relief
valve is loaded by a coil spring which allows excess suit gas to be vented whenever suit
pressure rises above the cabin pressure. When the cabin pressure decreases to 3.75 psia, the
reference chamber pressure is increased by the throttling effect of th expanding aneroid. The
reference chamber pressure is applied, through ducts, to two relief valve loading chambers
which are arranged in tandem above the relief valve poppet. The pressure in the loading
chambers acts on tandem diaphgram which are focused agains the relief valve poppet. The
relief value of the valve is thus increased to 3.75 psia.

The SUIT TEST valve provides a means for pressurizing and depressurizing the suit circuit, at
controlled rates, for performing suit integrity tests. Placing the SUIT TEST valve in the PRESS
position supplies oxygen through a restrictor to pressurize the suit circuit to a nominal 4 psi
above cabin, in not less than 75 seconds, depending on cabin and suit pressures. Placing the
SUIT TEST valve in the DEPRESS position will depressurize the suits in not less than 75
seconds. Moving the SUIT TEST valve from the PRESS position to OFF will dump the suite
pressure immediately.

The DIRECT O2 valve on panel 7 is a screw-actuated poppet valve capable of metering

oxygen into the suit circuit of flow rates from 0 to 0.67 pounds per minute.

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To sum up, here is a simplified diagram of the ECS system from the CSM News Reference
(NASA).

4. PRESSURE SUIT CIRCUIT

The oxygen subsystem provides oxygen to the pressure suit circuit, as seen in the diagram
below. The loop is illustrated using a green color for the contaminated air, and blue for the
filtered air.

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I have created a zoomed in view of the PSC as well used for reference as the sytem is
described below.

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The pressure suit circuit (PSC) is a circulating gas loop which provides the crew with
continuously conditioned atmosphere throughout the mission. The gas is circulated through
the PSC by two centrifugal compressors, which are controlled by individual switches on panel
4. Normally only one of the compressores is operated at a time; however, the invidvidual
switches provides a means for connection either or both of the compressores to either a-c
bus.

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A differential pressure transducer connected between the compressor inlet and outlet
manifolds provides a signal to the SUIT COMPR ΔP indicator (MDC-2) and to the caution and
warning system, which will illuminate SUIT COMPRESSOR light at a ΔP of 0.22 or less.
Another differential pressure transducer connected between the compressor inlet manifold
and the cabin, provides a signal to the SUIT-CAB ΔP indicator (MDC-2). An absolute
pressure transducer connected to the compressor inlet manifold provides a signal to the
PRESS SUIT indicator (MDC-2) to measure the suit pressure.
The gas leaving the compressor flows through the CO2 and odor absorber assembly. The
assembly is a dual unit containing two absorber elements in separate compartments with
inlet and outlet manifolds common to both. A diverter valve in the inlet manifold provides a
means of isolating one compartment or the other (without interrupting the gas flow) for the
purpose of replacing a spent absorber. One absorber lasts for about 12 hours to stay below
the 7.6 mm Hg CO2 level. The absorber element contains lithium hydroxide and activated
charcoal for removing carbo dioxide and odors from the suit gases. Orlon pads on the inlet
and outlet sides trap small particles and prevent absorbent materials from entering the gas
stream.

From the filter the gas flows through the suit heat exchanger where the gases are cooled and
the excess moisture is removed. The heat exchanger assembly is made up of two sets of
broad flat tubes through which the coolant from the primary and secondary loops can be
circulated. The coolant flow/bypass is controlled by the two valves located on the coolant
control panel (382).

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The SUIT HT EXCH PRIMARY

GLYCOL valve is a motor-driven
valve with manual override; the
motor is controlled bu the SUIT
CIRCUIT-HEAT EXCH switch on
MDC-2. The SUIT HT EXCH
SECONDARY GLYCOL valve
must be positioned manually.
The space between the tubes
forms passages through thich
the suit gases flow. The coolant
flowing through the tubes
absorbs some of the heat from
the suit gases. As the gases are
cooled to about 55 °F, the
excess moisure condenses out
and is removed from the heat
exchanger by one or both of a
pair of water accumulator
pumps.

The water accumulators are

piston-type pumps, which are
actuated by oxygen pressure
(100 psi) on the discharge
stroke, and by a return spring
for the suction stroke. The
oxygen flow is controlled by the
two WATER ACCUMULATOR
selector valve assemblies
located on the COOLANT
CONTROL PANEL (382). Each
valve assembly contains a
selector valve, a solenoid valve,
and an integral bypass. When
the selector valve is in the
RMTE position, oxygen flow is
controlled by the solenoid
valve; when in the MAN position, the oxygen flows through the bypass directly to the pump.
The solenoid valve can be controlled automatically by signals from the central timing
equipment by placing the SUIT CIRCUIT-H2O ACCUM switch (panel 2) in either AUTO 1 or

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AUTO 2. In the automatic mode the central timing equipment signal will cause one of the
accumulators to complete a cycle every ten minutes. If it becomes necessary to cycle the
accumulators at more frequent intervals the solenoid valve can be controlled manually by
placing the AUTO switch in the OFF position, and placing the adhacent H2O ACCUM switch
to ON position for either No.1 or 2 accumulator. When excersising manual control, either by
meins of switch or the selector valve, it is necessary to hold that particular control on for 10
seconds then return it to the OFF position.

The cool gas (55 °F nominal) flows from the heat exchanger through the suit flow limiters
and the flow control valves, into the suits. The suit temperature is measured at the heat
exchanger outlet, and is displayed on the SUIT TEMP indicator (panel 2).

A suit flow limiter is installed in each suit supply duct to restrict the fas flow rate through any
one suit. The flow limiter is a tube with a Ventri section, sized to limit the flow to 0.7 pound
per minute.

The flow control valves (panels 300, 301, 302) are part of the suit hose connector assembly.
These valves provide a means for adjusting the fas flow through each suit individually, and
are fully modulating from OFF to the FULL FLOW position. When operating in a shirtsleeve
environment with the inlet hose disconnected from the suit, placing the flow control valves in
the CABIN FLOW positoin will allow approximately 12 cubic feet of suit gas per minute to
flow into the cabin.

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A suit flow relief valve is installed between the suit heat exchanger outlet and the
compressor inlet, and is intended to maintain a relatively constant pressure at the inlets to
the three suits by relieving transient pressure surges. The SUIT FLOW RELIEF valve control
(panel 382) provides a means for manually closing the valve by placing the control in the OFF
position. Placing the control in AUTO removes the restraint and allows the valve to operate
as a relief valve. There are no provisions for manually opening the valve. It should remain in
the OFF position during the entire mission to ensure maximum flow through the SUIT
CIRCUIT.

The gas leaving the suits flows through the debris trap assembly, into the suit compressor.
The debris trap is a mechanical filter for screening out solid matter that might otherwise clog
or damage the suit compressors.

The SUIT CIRCUIT RETURN VALVE (panel 380) is installed on the debris trap upsteam of the
screen. The valve permits the cabin gases to enter the suit circuit for scrubbing. The valve
consists of two flapper-type check valves, and a manual shutoff valve, all in series. The
manual VALVE provides a means for isolating the suit circuit from the cabin manually by
means of a remote control located on panel 380. This is done to prevent inducting cabin
gases into the suit circuit, in the event the cabin gases become contaminated.

The SUIT CIRCUIT RETURN VALVE is located at the suit compressor inlet manifold, which is
normally below cabin pressure. The differential pressure cases cabin gases to flow into the
suit circuit when the manual valve is open. The reconditioned cabin gases are resirculated
through the suits and/or cabin. During emergency operation, the check valve prevets gases
from flowing into the deepressurized cabin from the suit circuit.

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A CO2 sensor is connected between the suit inlet and return manifold. The output signal is
delivered to the PART PRESS CO2 indicator on panel 2, and to the caution and warning
system. At a CO2 partial pressure of 7.6 nn Hg, the CO2 PP HI light on panel 2 will be
illuminated.

Here is a simplified view of the PSC from the CSM News Reference (NASA).

5. WATER SUBSYSTEM
The location of the water subsystem in the ECS diagram is highlighted in the drawing below.

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For reference during this section, I have created a zoomed in version of it as well. Potable
water is drawn in blue, and waste water is drawn in dark blue/violet.

The water subsystem consists of two individual fluid management networks which control
the collection storage, and distribution of potable and waste water. The potable water is
used primarily for metabolic purposes. The waste water is used solely as the evaporator in
the primary and secondary glycol evaporators. Although the two networks operate and are
controlled independently, they are interconnected in a manner which allows potable water to
flow into the waste water system under certain conditions.

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Potable water produced in the fuel cells is pumped into

the CM at a flow rate of approximately 1.5 pounds per
hour. The water flow through the hydrogen separator
(H2 SEP) to a check valve, on the WATER CONTROL
PANEL (352), and to the inlet ports of the POTABLE TANK
INLET and WASTE TANK INLET valves (panel 352).

The hydrogen separator consists of a series of tubes (made of 25 percent silver and 75
percent palladium) through which the water flows, encased in a can which is vented to space.
Hydrogen, in both the dissolved and free states, passes through the walls of the tubing into
the can and flows overboard. The separator is installed in the right-hand equipment bay
behind the waste management panel. The check valve at the inlet prevents loss of potable
water after CM-SM separation.

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In the diagram below you can see panel 352 in a miniature version. You can follow the
arrows from the controls (reference the detailed panel above) to see where the valves are as
we discuss the below section.

The POTABLE TANK INLET is a

manual shutoff valve used for
preventing the flow of fuel cell
water into the potable system in
the event the fuel cell water
becomes contaminated. The pH
HI talkback (panel 3) shows a
“barberpole” when the water pH
factor exceeds a value of 9.

The WASTE TANK INLET is an in-

line relief valve, with an integral
shutoff valve. The relief valve
allows potable water to flow into the waste water tank. This can happen if the fuel cells are
pumping water while the potable water tank is full, or the POTABLE TANK INLET valve is
closed, or when the glycol evaporators are demanding water for cooling and the waste water
tank is completely empty. The shutoff valve provides a means of blocking flow in case the
relief valve fails. If such as failure occurs, potable water can flow through the valve until the
two pressures are equal. Reverse flow is prevented by a check valve downstream of the
WASTE TANK INLET valve.

In the event that both water tanks are full at the time the fuel cells are pumping, the excess
potable water will be dumped overboard through the PRESSURE RELIEF valve on panel 352.
During flight the waste water tank will be maintained below 75 percent by manually
dumping the excess water. This means that normally an ullage will be maintained to receive
the potable water, instead of dumping it overbard.

Water flows from the control panel to the potable water tank, the FOOD PREPARATION
WATER unit (panel 305), and the water chiller.

The water chiller cools and stores 0.5 pound of potable water for crew consumption. The
water chiller is designed to supply 6 ounces of 50 °F water every 24 minutes. The water is
chilled by the cool glycol.

The FOOD PREPARATION WATER unit heats potable water for use by the crew, and allows
manual selection of hot or cold potable water. The cold potable water is supplied by the
water chiller. The unit consists of an electrically heated water reservour and two manually

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operates valves. The insulated reservoir has a capacity of 1.9 pounds of water.
Thermostatically controlled heating elements in the reservior heat the water and maintain it
an 154 °F nominal.

The DRINKING WATER SUPPLY valve on panel 304 provides a means for shutting off the flow
of water to the drinking water dispenser (water pistol), in case of a leak in the flex hose.

The waste water and potable water is stored in positive expulsion tanks, which with the
exception of capacity, are identical in function, operation, and design. The positive expulsion
feature is obtained by an integrally supported bladder, installed longitudinally in the tank.
Water collector channels, integral with the tank walls, prevent water from being trapped
within the tank by expanding bladder. Quantity transducers provides signals to the H2O
QUANTITY indicator on panel 2. The signal source is selected by the H2O QTY IND switch
located below and to the left of the indicator on panel 2.

Waste water extracted from the suit heat exchanger

is pumped into the waste water tank, and is
delivered to the EVAP WATER CONTROL-PRIMARY
and SECONDARY valves on panel 382. When the
tank is full, excess waste water is dumped overboard
through the water PRESSURE RELIEF valve. The EVAP
WATER CONTROL valves consist of a manually
operated inlet valve and a solenoid valve. When the
inlet valves are in AUTO, the solenoid valves control
water flow to the evaporators. The PRIMARY
solenoid valve is controlled automatically when the
GLYCOL-EVAP-H2O FLOW switch (panel 2) is in
AUTO, and manually when the switch is ON. The
SECONDARY solenoid valve is controlled
automatically when the SEC COOLANT LOOP EVAP
switch is in EVAP. There is no manual control
provided.

Here is a simplified diagram of the water subsystem from the CSM News Reference (NASA).

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6. WATER-GLYCOL COOLANT SUBSYSTEM

The water-glycol subsystem is highlighted in the ECS diagram below.

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It consists of two independently operated closed coolant loops. I have created a separate
diagram for each of the two loops. The primary loop has a brown color, and the secondary
loop has a “red” color.

The primary loop is operated continuously throughout the mission, unless damage to the
equipment necessitates shutdown.

The secondary loop is operated at the discretion of the crew, and provides a backup for the
primary loop.

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Both loops provide cooling for the suit and cabin atmosphere, the electric equipment, and a
portion of the potable water supply. The primary loop also serves as a source of heat for the
cabin atmosphere when required.

6.1. COOLANT FLOW

The coolant is circulated through the loops by pumping unit consisting of two pumps, a full-
flow filter, and an accumulator for the primary loop; and a single pump, filter, and
accumulator for the secondary loop.

The purpose of
the
accumulators is
to maintain a
positive pressure
at the pump
inlets by
accepting
volumetric
changes due to
changes in coolant temperature. If the primary accumulator leaks, it can be isolated from the
loop by means of the PRIM GLY ACCUM (panel 378). Then the reservoir must be placed in
the loop to act as an accumulator. Accumulator quantity is displayed on the ACCUM
PRIM/SEC indicator on panel 2. The signal source is selected by the ECS INDICATORS rotary
switch on panel 2. The primary pumps are controlled by the ECS GLYCOL PUMPS rotary
switch on panel 4, which permits either of the pumps to be connected to either a-c bus.

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The output of the primary pump flows through a passage in the evaporator steam pressure
control valve to de-ice
the valve throat. The
coolant next flows
through the GLYCOL
TO RADIATORS-PRIM
valve (panel 325),
through the radiators,
and returns to the CM.
The GLYCOL TO
RADIATORS-PRIM valve
is placed in the BYPASS
position; prior to
launch to isolate the
radiators from the loop,
and prior to CM-SM
separation to prevent
loss of coolant when
the CSM umbilical is
cut. During space
operations the valve is
in the NORMAL
position.

Coolant returning to the CM flows to the GLYCOL RESERVOIR valves (panel 326). From
prelaunch until after orbit insertion, the reservoir INLET and OUTLET valves are open and the
bypass valve is closed, allowing coolant to circulate through the reservoir.

This provides a quantity of cold coolant to be used as a heat sink during the early stage of
launch. After orbit insertion, the reservoir is isolated from the primary loop (by opening the
BYPASS valve, and closing the INLET and OUTLET valves) to provide a reserve supply of
coolant for refilling the loop in the event of a leak occurs. Refilling is accomplished by the
means of the PRIM ACCUMR FILL valve (panel 379). Prior to entry, the reservoir is again

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placed in the loop. From the outlet or bypass valve, the coolant will go to the glycol
evaporator.

The coolant flow from the evaporator divides into two branches. One branch carries a flow of
33 pounds per hour to the inertial measurement unit (IMU), and into the coldplate network.
The other branch carries a flow if 167 pounds per hour to the water chiller, then through the
SUIT HT EXCH PRIMARY GLYCOL valve (panel 382) and the suit heat exchanger to the
PRIMARY CABIN TEMP control valve (panel 303).

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The PRIMARY CABIN TEMP control valve routes the coolant to either the cabin heat
exchanger or the coldplate network. The valve is positioned automatically by the cabin
temperature control, or manually by means of an override control on the face of the valve.
The valve is so constructed that in the cabin full cooling mode, the flow of coolant from the
suit heat exchanger (167 pounds per hour) is routed first through the cabin heat exchanger
and then through the thermal coldplates where it joins the flow (33 pounds per hour) from
the IMU. In the cabin full heating mode, the total flow (200 pounds per hour) is routed
through the thermal coldplates first, where the water-glycol absorbs heat; from there it flows
through the cabin heat exchanger. In the intermediate valve positions, the quantity of cool or
warm water-glycol flowing through the heat exchanger is reduced in proportion to the
demand for cooling or heating. Although the amount of water-glycol flowing through the
cabin heat exchanger will vary, the total flow through the thermal coldplates will always be
total system flow.

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An orifice restrictor is installed between the cabin temperature control valve and the inlet to
the coldplates. Its purpose is to maintain a constant flow rate through the coldplates by
reducing the heating mode flow rate to that of the cooling mode flow rate. Another orifice
restrictor, located in the coolant line from the IMU, maintains a constant flow rate through
this component regardless of system flow fluctuations. The total flow leaving the PRIMARY
CABIN TEMP valve enters the primary pump and is recirculated.

The output of the secondary pump flows through a passage in the secondary evaporator
steam pressure control valve for de-icing the valve throat.

The coolant next flows through

the GLYCOL TO RADIATORS-SEC
valve (panel 377), through the
radiators, and returns to the CM.
The GLYCOL TO RADIATORS-SEC
valve is placed in the bypass
position, prior to CM-CM
separation to prevent loss of
coolant when the CSM umbilical is
severed.

After returning to the command

module, the coolant flows through
the secondary evaporator, the
SUIT HT EXCH SECONDARY
GLYCOL valve, and the suit heat
exchanger to the SECONDARY CABIN TEMP control valve (panel 303).

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The SECONDARY CABIN TEMP control valve regulates the quantity of coolant flowing
through the cabin heat exchanger in the cooling mode (there is no heating capability in the
secondary loop). The coolant from the secondary cabin temp control valve and/or cabin heat
exchanger then flows through redundant passages in the coldplates for the flight critical
equipment and returns to the secondary pump inlet

6.2. GLYCOL TEMPERATURE CONTROL

The heat absorbed by the coolant in the primary loop is transported to the radiators where a
portion is rejected to space. If the quantity of heat rejected by the radiators is excessive, the

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temperature of the coolant returning to the CM will be lower than desired (45 °F nominal).

If the temperature of the coolant entering evaporator drops below a nominal 43 °F, the
mixing mode of temperature control is initiated. The automatic control (GLYCOL EVAP-TEMP
IN switch, AUTO position) opens the PRIMARY GLYCOL EVAP INLET TEMP valve (panel 382),
which allows a sufficient quantity of hot coolant from the pump to mix with the coolant
returning from the radiators, to produce a mixed temperature at the inlet to the evaporator
between 43° and 48 °F. There is no mixing mode in the secondary loop. If the temperature of
the coolant returning from the secondary radiator is lower than 45 °F nominal, the secondary
radiator inlet heater will be turned on to maintain the outlet temperature between 42° and
48 °F.

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If the radiators fail to radiate sufficient quantity of heat, the coolant returning to the CM will
be above the desired temperature. When the temperature of the coolant entering the
evaporator rises to 48° to 50.5 °F, the
evaporator mode of cooling is initiated.
The glycol temperature control (GLYCOL
EVAP-STEAM PRESS switch, AUTO
position) opens the steam pressure valve
allowing water in the evaporator wicks to
evaporate, using some of the heat
contains in the coolant for the heat of
vaporization. A glycol temperature sensor
at the outlet of the evaporator controls
the position of the steam pressure valves
to establish a rate of evaporation that will result in a coolant outlet temperature between 38°
to 45 °F.

The evaporator wicks are maintained in a wet condition by the wetness control (GLYCOL
EVAP-H2O FLOW switch, AUTO position), which uses the wick temperature as an indication
of water content. As the wicks become dryer, the wick temperature increases, and the water
control valve is opened. As the wicks become wetter, the wick temperature decreases, and
the water valve closes. The evaporative mode of cooling is the same for both loops, except
that there is backup control for the primary loop only. The PRIMARY GLYCOL EVAP INLET
TEMP valve can be positioned manually when the TEMP IN switch is in the MAN position.
The steam pressure valve can be controlled remotely by placing the STEAM PRESS switch to
the MAN and using the INCR/DECR switch to position the valve. The water control valve can
be opened remotely by placing the H2O FLOW switch to ON.

The secondary evaporator is controlled automatically

when the SEC COOLANT LOOP switch is in the EVAP
position; placing the switch in RESET causes the
control to close the secondary steam pressure valve.
The OFF position removes power from the control.

Here is a schematic for the primary water-glycol loop from the CSM News Reference (NASA).

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6.3. ECS RADIATOR CONTROL

Each coolant loop includes a radiator circuit.

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The primary radiator circuit consists basically of two radiator panels, in parallel with a flow-
proportioning control for dividing the flow between them, and a heater control for adding
heat to the loop.

The secondary circuit consists of a series loop utilizing some of the area of both panels, and
a heater control for adding heat to the loop. The drawing above can be seen on the ECS
overview diagram too, see reference below.

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The radiator panels are an integral part of the SM skin and are located on the opposide sides
of the SM (panel 1 in bays 2 and 3; panel 2 in bays 5 and 6). With the radiators being
diametrically opposite, it is possible that one primary panel may “see” deep space while the
other “sees” the sun,
earth, or moon. These
extremes in
environments, provide for
large differences in panel
efficiencies and outlet
temperatures. The panel
seeing deep space can
reject more heat than the
panel receiveing external
radiaton; therefore, the
overall efficiency of the
subsystem can be
improved by increasing
the flow to the cold
panel. The higher flow
rate reduces the transit
time of the coolant through the radiator, which decreases the quantity of heat radiated.

Flow through the radiator is controlled by a dual flow-proportioning valve assembly, four
radiator isolation valves, and a solid-state electronic controller. The flow-proportioning valve
assembly consists of two vane-type proportioning valves each driven by an individulla
controlled torque motor. The assembly has a common inlet port, and each of the valves has

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two outlet ports, one going to the supply lines for radiator panel No. 1, and the other going
to panel 2. A radiator isolation valve is installed between each of the valve outlet ports and
the supplu line for each of the radiator panels.

The controller not only contains the circuits for controlling the position of the flow-
proportioning valves, it also contains radiator isolation valve selection logic, a failure-sensing
logic, and redundant power supplies.

Power is supplied to the controller through the two

FLOW CONT switches in the ECS RADIATORS switch
group on panel 2.

Placing the PWR-MAN SEL MODE switch in the PWR

positoini, routes d-c power to the AUTO-1-2 switch,
which is used for selecting the opoerating mode of
the controller. When the AUTO-1-2 switch is placed in
the AUTO position, and the PWR-MAN SEL MODE
switch is in PWR, 28 vdc is applied to the No. 1 power
supply of the controller through the internal automatic transfer circuit. The output of the
power supply goes to the No. 1 operational amplifier which controls the No. 1 flow-
proportioning valve; the failure-sensing logic circuit, which controls the electrical state of the
auto transfer circuit; and to the control circuit for the four radiator isolation valves, which will
position the valves for operation on the No. 1 flow-proportioning system. Thee temperature
sensors are located in the outlet line from each of the primary radiator panels. The first pair

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of sensors are connected to the temperature bridge of the No. 1 operatioal amplifier, the
second pair to the No. 2 amplifier, and the third pair to the failure-sensing logic amplifier.

During operation, if a difference in radiator panel outlet temperature occurs, the flow-
proportioning valve will be positioned to increase the coolant flow to the cooler radiator
panel. At a temperature differential of 10 °F the flow-proportioning valve will be “hard over”,
divirting approximately 95 percent of the flow to the cold radiator. The failure-sensing logic
is monitoring radiator panel outlet temperatures and the magnitude and polarity of the flow-
proprotioning valve torque motor current. If a temperature differential of 15 °F occurs, and
the torque motor current is less than 90 percent of maximum or the wrong polarity, the
failure-sensing logic will trigger the automatic transfer circuit. The transfer from the No. 1 to
the No. 2 system is effected by removing the input power from the No. 1 power supply and
applying power to the No. 2 power supply. The output of the No. 2 power supply then caues
the radiator isolation valves to be positioned for operation with the No. 2 flow-proportioning
valve, and applies power to the No. 2 operational amplifier. The failure-sensing logic does
not operate with the No. 2 system.

When the AUTO-1-2 switch is in the 1 or 2 position, power is applied to the corresponding
power supply, which will set up the system for operation as described previously, except for
the failure-sensing and transfer circuit. Transfer in this case is by means of the AUTO-1-2
switch.

In situations where the radiator inlet temperature is low and the panels have faborable
environment for heat rejection, the radiator outlet temperature start to decrease and thus
the bypass (flow through the PRIMARY GLYCOL EVAP INLET TEMP valve) ratio starts to
incrase. As more flow is bypassed, the radiator outlet temperature decreases until the -20 °F
minimum desired temperature would be exceeded. To prevent this from occuring, an in-line
heater upstream of the radiator is automatically turned on when radiator mixed outlet
temperature drops to -15 °F and remains on until -10 °F is reached. The controller only
provides on/off heater control. Power for the controller comes form the ECS RADIATORS
HEATER switch in the PRIM 1 or PRIM 2 position. Switching to the redundant heater system
is accomplished by the crew, if temperautre decreases to -20 °F.

If the radiator outlet temperature falls below the desired minimum, the effective radiator
surface temperaturte will be controlled passively by the selective stagnation method. The
two primary circuits are identical, each consisting of five tubes in parallel and one
downstream series tube. The two panels, as explaind in the flow-proprotioning control
system, are in parallel with respect to each other. The five parallel tubes of each panel have
manifolds sized precicly to provide specific flow-rate ratios in the tubes, numbered 1 through
5. Tube 5 has a lower rate than tube 4, and so on, through tube 1 which has the higher flow.
It follows, that for equal fin areas the tube with the lower flow rate will have a lower coolant
temperature. Therefore, during minimum CM heat loads, stagnation beings to occur in tube
5 as its temperature decreases; for as its temperature decreases, the fluid resistance
increases, and the flow rate decrases, as the fin area around tube 5 gets colder, it draws heat
from tube 4 and the same process occurs with tube 4. In a fully stagnated condition, there is

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essentially no flow in tubes 3, 4, and 5, and some flow in tubes 1 and 2, with most of it in
tube 1.

When the CM heat load increases and the radiator inlet starts to increase, the temperature in
tube 1 increases and more heat is transferred through the fin towards tube 2. At the same
time, the PRIMARY GLYCOL EVAP INLET TEMP valve starts to close and force more coolant to
the radiators, thus helping to thaw the stagnat portion of the panels. As tube 2 starts to get
warmer and receives more flow, it in turn starts to thaw tube 3, etc. This combination of
higher inlet temperatures and higher flow rates quickly thaws out the panel. The panels
automatically provide a high effectiveness (completely thawed panels operating at a high-
average fin temperature) at high-heat loads, and low effectiveness (stagnated panels
operating at a low-average fin temperature) at low-heat loads.

The secondary radiator consists of four tubes which are an integral part of the ECS radiator
panel structure. Each tube is purposely placed close to the hottest primary radiator tubes
(i.e., the number 1 and the downstream series tube on each panel) to keep the water-glycol
in the secondary tubes from freezing while the secondary circuit is inoperative. The “selective
stagnation” principle is not utilized in the secondary radiator because of the “narrower” heat
load range requirements. This is also the reason the secondary radiator is a series loop.
Because of the lack of this passive control mechanism, the secondary ECS circuit is
dependent on the heater control system at low-heat loads and the evaporator at high-heat
loads for control of the water-glycol temperature.

The secondary heater control receives power though the ECS RADIATOR HEATER switch in
the SEC position. The secondary heaters differ from the primary in that they can be operated
simultaneously. When the secondary outlet temperature reaches 45 °F the No. 1 heater
comes on, and at 42 °F the No. 2 heater comes on; at 44 °F No. 2 goes off, and at 45 °F No. 1
goes off.

This concludes the description of the ECS system. As a summary, this is the final colored ECS
diagram encapsulating this chapter. The additional thing added is the waste water steam
that goes through the steam duct from the primary and secondary evaporators.

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VII. SERVICE PROPULSION

SYSTEM

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VII. SERVICE PROPULSION SYSTEM

1. GENERAL
The service propulsion subsystem provides the impulse for all X-axis velocity changes (ΔVs)
throughout a mission and the SPS abort capability after the launch escape tower is
jettisoned. The SPS consists of a helium pressurization system, a propellant feed system, a
propellant gauging and utilization system, and a rocket engine.

The oxidizer is inhibited nitrogen tetroxide and the fuel is a blend hydrazine. The pressurizing
gas is helium. The restartable rocket engine has a nominal thrust of 20,500 lbs (91.2 kN) and
can be gimbaled using the Thurst Vector controls.

The SPS is used during ΔV burns required to change the trajectory. This is usually during
mid-course corrections while coasting towards the Moon, when breaking to reach Lunar
orbit, or to get back to Earth after being in Lunar orbit.

2. PROPELLANT
The oxidizer and the fuel in the SPS is used to ignite and generate thrust in the SPS engine.

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The total propellant supply is contained within four similar tanks; an oxidizer storage tank,
oxidizer sump tank, fuel storage tank, and fuel sump tank. The substance is directed from the
main tank to the sump tank, and then to the engine thrust chamber. A propellant utilization
valve is installed in the oxidizer line and is only powered during thrsuting or testing.

It is pressurized with Helium at 175 psi to push the substances into the engine thrust
chamber. The Helium valves can be controlled using the SPS He VLV A/B switches on MDC-3.

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The SPS He VLV talkback indicators show if the

Helium valves are open (gray) or closed
(barberpole).

The switches controls the valves (1 for A, 2 for B). It

can be in AUTO, OFF or ON.
AUTO will control the valves automatically by the
thrsut on/off logic and is the normal position.
OFF will close the valve and ON will open it.

The SPS is designed to be very reliable, and is a critical instrument in the mission. It is the
primary method of getting home from Lunar Orbit.

PROPELLANT UTILIZATION & GAUGING SUBSYSTEM

The PUGS is used to monitor the propellant. The SPS has a

normal ratio of fuel:oxidizer at 1:1.6 initially. When both the
fuel and the oxidizer levels are the same, the system is
balanced.

PUGS indicates the remaining fuel and oxidizer quantities,

and can control the fuel/oxidizer mix-ratio. The controls are
located on MDC-3.

The OXID UNBAL gauge shows the balance of the system. If

it reats 0, the system is balanced. This is the ratio between
the OXID and FUEL percentage above.

It is important that these are balanced.

If it is umbalanced, the OXID UNBAL gauge will indicate a value on either the INCR or DECR
side. Propellant utilization valves can be used to correct any unbalacing. It will change the
mixture-ratio to balance the system.

The valves are only powered during a burn or a system test. A primary and secondary valve
exists, and is controlled using the OXID FLOW VALVE PRIM/SEC valve (see image above).
Primary is the normal position.

Looking at the OXID UNBAL gauge, if it shows anything on the INCR side, the OXID FLOW
VALVE MODE switch is set to INCR. This will increase the flow of oxidizer, and the upper
OXID FLOW VALVE talkback will indicate MAX. The Primary valve will increase the oxidizer

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ratio with 3% while the Secondary valve will increase it with 6%. It will take 3.5 seconds for
this to take effect.

If the gauge shows DECR, the OXID FLOW VALVE MODE switch is set to DECR. The logic is
the same as above, except that the fuel ratio will increase, and the ratio is either changed by
3.5% or 7%, and MIN will show in the lower talkback indicator.

PUGS TEST

The PUGS can be tested using the TEST switch. With PUGS MODE set to PRIM, TEST 1 the
test signal is applied to the system after 4 seconds. The fuel and oxidizer readouts are driven
to an increased reading at different rates, thus creating an unbalanced system on the INCR
side. When the test switch is returned to center, the change is fixed at that setting. TEST 2
will send a test signal that after 4 seconds will drive the fuel and oxidizer readouts to a
decreased reading. If TEST 1 was performed prior, it will be driven back to what the values
were before TEST 1 was performed. If not, or it triggered again, TEST 2 will deacrease the
umbalacing so it indicates a DECR on the OXID UNBAL gauge. If this is done, TEST 1 needs to
me performed to drive it back to normal again.

With PUG MODE set to AUX, the above is the same except there are no time delays.

3. OPERATION
The SPS engine is a restartable engine and is the primary source of thrust after S-IVB
separation. There are two pairs of engine injector valves named the bipropellant valve
system A/B. The engine is ignited by opening one or both of these, and is shut down by
closing the opened valve(s). When opened, the engine will throttle at max thrust for the
duration of the burn.

GETTING THE ENGINE READY

Each engine ignition requires nitrogen from the bipropellant valve system in use to start. At
the launchpad, this is filled to 2500 psia for each system. This will need to be at least 400 psi
for the system in use. In additoin, each ignition will require 50 psi of Nitrogen from the
bipropellant valve system A and/or B.

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The SPS instrumentaion

gauges on the upper
part of MDC-3 lets you
see the status of the
SPS systems. The He/N2
line can be selected
using the SPS PRESS
IND switch.
It can show the
temperature, Helium
and Nitrogen levels,
and the Fuel/Oxidizer
levels. This is located on
MDC-3.

The SPS PRESS IND lets

you choose if the
He/N2 gauge above will
display the Helium or
Nitrogen level of either
System A or System B.
This is located on MDC-
3.

Most of the controls to ignite the SPS engine is located on MDC-1.

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ΔV THRUST A/B switch is used to ARM the

control logic for the eninge injector valves A/B.

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The LVα/SPS Pc gauge shows the chamber

pressure if the LV/SPS IND switch below is in Pc.

During a burn this is normally 100 psi.

Controls the data displayed in the LVα/SPS Pc

gauge.

If the SPS propellant is less than 50%, the fuel might be floating around in the tank due to
free fall gravity. Therefore, before igniting the engine, the propellant needs to be settled
down in the tanks. This is done using the DIRECT ULLAGE button or using the forward
translation thrusters.

DIRECT ULLAGE is found on MDC-1 and is used to fire

the rear thrusters to translate forward briefly. This is done
just to separate some distance or to settle the SPS
propellant in the tanks.

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IGNITING THE ENGINE

The engine is ignited in three different ways after being armed and ready:

- CMC ΔV mode is using the Command Module Computer to control the engine. The
Apollo Guidance Computer chapter will go through how to do this using Program 30
and Program 40.
- SCS ΔV mode uses the SCS to control the SPS engine. The SC CONT switch needs to
be in SCS, and the EMS needs to be in ΔV mode with the EMS ΔV/RANGE set to a
number above 0 ft/s. When this is set, the THRUST ON button is pressed to ignite the
engine.

- SPS thrust direct on mode is the easiest way to fire the engine and is used as a
backup. The SPS THRUST switch is set to DIRECT ON to ignite the engine, and
NORMAL to shut it down.

THERMAL CONTROL

The propellant feed lines normal operating temperature should be between 27 °F and 100 °F.
The thermal control is controlled by heaters, and radiation to space. Two heaters are
available, heater A and heater B.

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If the temperature drops below 45 °F, the SPS LINE

HTRS is set to A/B or A. It is placed to OFF when the
temperature is 75 °F or above.

The position of the spacecraft relative to the sun affects the temperature as well. The
spacecraft can enter a Passive Thermal Control mode (PTC REFSMMAT) to roll at a slow and
constant rate during coasting.

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VIII. APOLLO GUIDANCE

COMPUTER

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VIII. APOLLO GUIDANCE COMPUTER

1. GENERAL
The Apollo Guidance Computer is a control computer located in the Command Module (a
similar one exist in the Lunar Module), and is operated through two Display and Keyboard
panels (DSKYs). One is located on MDC-2 while the other is located next to the optics
system. Both DSKYs control the same computer.

The Computer located in the Command Module is generally referenced to as the Command
Module Computer (CMC). The CMC processes data and issues discrete control signals for
both the PGNCS and other systems.

It aids in solving guidance problems, and monitors many of the the spacecraft systems.

The CMC can control the Service Propulsion System as well, by providing ignition commands
(with input from the astronaut), can reorient the spacecraft to different attitudes, and display
important information to the astronaut.

The CMC can run one major mode (mission program) at a time. It is controlled by using
something called VERBs and NOUNs. A VERB is an action that is to be performed, like
changing the mission program, monitor data, change data etc. A NOUN is the location or
register the VERB (action) is being performed. For example, if the flight crew wish to run
major mode 11, they enter VERB 37 that means ACTION: CHANGE PROGRAM (MAJOR
MODE), and NOUN 11 that means TO PROGRAM 11. This will basically run program 11,
which is the boost/ascent program used to monitor ascent velocity, acceleration etc.

It takes some time to understand this, but it will be easier once you know the basics and start
using it.

2. DISPLAY AND KEYBOARD

The DSKYs facilitate intercommunication between the flight crew and the CMC.

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The DSKYs have buttons for input, warning lights and a display. Below is a table with a short
description of each component.

DISPLAY

COMP ACTY light When illuminated, the CMC is occupied with

an internal sequence.
PROG display Shows the current major mode (mission
program) running on the computer.
VERB display Shows the current VERB being performed.
NOUN display Shows the current NOUN where the action
(VERB) is being performed.
REGISTER 1, 2 and 3 Three registers are used to display data
from a register or memory location.
Different VERBs and NOUNs are used to
show content in the registers.

INDICATORS

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UPLINK ACTY light Shows when the CMC received data

remotely from for example mission control.
NO ATT light Illuminated when the CMC don’t have an
attitude from the IMU. This usually happens
when the IMU is in a coarse align mode.
STBY light On when the CMC is in standby mode
KEY REL light Illuminates when the astronaut is using the
DSKY, the computer enters a mode where it
won’t interrupt the input. If the CMC desires
to display data during this, they KEY REL
light will illuminate/flash. This means the
CMC has data to show, but is waiting for
you to complete your session.
OPR ERR light Illuminates when an input error has
happened, like improper sequence of key
depressions.
TEMP light Illuminated when the IMU is outside its
operational temperature range of 126.3 to
134.3°F
GIMBAL LOCK Illuminated when the middle gimbal (yaw)
exceed +/- 70 degrees from its zero
position. This can require a realignment of
the stable platform.
PROG light Illuminated when the internal program
detects computational difficulties.
RESTART light Illuminates when the CMC detects a
temporary hardware or softwre failiure.
TRACKER light Illuminated when the CMC receives a signal
from the optics CDU indicating a failiure.

KEYBOARD

Numeric keys Ten numeric keys (0 – 9) is used to enter

numbers.
+ and - Sets the sign before a numerig register can
be entered.
NOUN The next two numeric inputs will be for a
NOUN.
VERB The next two numeric inputs will be for a
VERB.
CLR Clears the current active input field. Used if
a numeric input mistake was made. If
NOUN is active, depressing this will clear
the NOUN fields and position the input
position to the beginning, same with a
REGISTER etc.

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ENTR Used to ENTER data into the registers,

NOUN or VERB fields. Will execute the
requested function.
PRO Proceed in a program, with or without data,
and go to the next program step.
KEY REL Will release the display from the flight crew
to the computer when the computer wish to
display data (KEY REL light)
RSET Extinguishes the DSKY caution indicators
9OPR ERR, PROG, RESTART, STBY and
UPLINK ACTY).

3. VERBS
Verbs and Nouns are used to talk with the computer, where each word is a digit. A verb code
decides what action is to be taken.

A DESCRIPTION OF EACH VERB

VERB DESCRIPTION
CODE
04 Display octal in R1 or R1, R2 or R1, R2, R3
06 Display decimal in R1 or R1, R2 or R1, R2, R3
16 Monitor decimal in R1 or R1, R2 or R1, R2, R3
21 Load Component 1 into R1
Allows the flight crew to enter data into register 1. The noun decides what
memory location is bound th this register. ENTR will commit the data.
22 Load Component 2 into R2
Allows the flight crew to enter data into register 2. The noun decides what
memory location is bound th this register. ENTR will commit the data.
23 Load Component 3 into R3
Allows the flight crew to enter data into register 3. The noun decides what
memory location is bound th this register. ENTR will commit the data.
24 Load Component 1,2 into R1, R2
Allows the flight crew to enter data into register 1 and 2. The noun decides what
memory location is bound th this register. ENTR will commit the data.
25 Load Component 1,2,3 into R1, R2, R3
Allows the flight crew to enter data into register 1, 2, and 3. The noun decides
what memory location is bound th this register. ENTR will commit the data.
34 Terminate function
35 Test lights
37 Change program (major mode)
45 Reset surface flag
46 Establish G & N autopilot control
47 Move LM state vector into CM state vector

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48 Request DAP Data Load routine ( A03)

49 Start automatic attitude maneuver
50 Please perform
66 Vehicles are attached. Move this vehicle state vector to other vehicle.
75 Backup liftoff
78 Update prelaunch azimuth
83 Request Orbit Parameter display (R30)
96 Terminate integration and go to POO
99 Please enable Engine Ignition

4. NOUNS
A noun refers to locations, registers, devices or informations used/needed by the verb.
Registers are used to display information related to the noun. A noun can be made up of up
th three components. These are displayed in the three registers. A verb can be used to
request an action to enter data into each or all of the registers.

A DESCRIPTION OF EACH NOUN

NOUN DESCRIPTION FORMAT

CODE
17 Astronaut total attitude R XXX.XX deg
P XXX.XX deg
Y XXX.XX deg
18 Desired automaneuver FDAI ball angles R XXX.XX deg
P XXX.XX deg
Y XXX.XX deg
20 Present ICDU angles R(OG) XXX.XX deg
P(IG) XXX.XX deg
Y(MG) XXX.XX deg
22 Desired ICDU angles R(OG) XXX.XX deg
P(IG) XXX.XX deg
Y(MG) XXX.XX deg
25 CHECKLIST (used with N25) XXXXX.
29 XSM launch azimuth XXX.XX deg
32 Time from Perigee 00XXX. h
000XX. min
0XX.XX s
33 Time of ignition (GETI) 00XXX. h
000XX. min
0XX.XX s
34 Time of event 00XXX. h
000XX. min
0XX.XX s
35 Time from event 00XXX. h

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000XX. min
0XX.XX s
36 Time of AGC clock 00XXX. h
000XX. min
0XX.XX s
40 Time from ignition/cutoff (TFI/TFC) XXbXX min/s
VG XXXX.X ft/s
Delta V (accumulated) XXXX.X ft/s
42 Apocenter altitude XXXX.X nmi
Pericenter altitude XXXX.X nmi
Delta V (required) XXXX.X ft/s
44 Apocenter altitude XXXX.X nmi
Pericenter altitude XXXX.X nmi
TFF XXbXX min/s
45 Marks (VHF/optics) XXbXX marks
Time from ignition of next burn XXbXX min/s
Middle gimbal angle XXX.XX deg
46 DAP configuration Octal
Octal
47 CSM weight XXXXX. lbs
LM weight XXXXX. lbs
48 Gimbal pitch trim XXX.XX deg
Gimbal yaw trim XXX.XX deg
60 GMAX XXX.XX g
VPRED XXXXX. ft/s
GAMMA El XXX.XX deg(+above)
61 Impact
Latitude XXX.XX deg(+north)
Longitude XXX.XX deg(+east)
Heads up/down +/- 00001
62 Inertial velocity magnitude XXXXX. ft/s
Altitude rate XXXXX. ft/s
Altitude above pad radius XXXX.X nmi
63 Range from EI altitude to splash XXXX.X nmi
Predicted Interial Velocity XXXXX. ft/s
Time of EI altitude XXbXX min/s
64 Drag acceleration XXX.XX g
Inertial velocity XXXXX. ft/s
Range to splash XXXX.X nmi (+ is overshoot)
66 Commanded bank angle XXX.XX deg
Crossrange error XXXX.X nmi (+ south)
Downrange error XXXX.X nmi (+ overshoot)
67 Range to target XXXX.X nmi (+ overshoot)
Present latitude XXX.XX (+ north)
Present longitude XXX.XX (+ east)
68 Commanded bank angle XXX.XX deg

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Inertial velocity XXXXX. ft/s

Altitude rate XXXXX. ft/s
69 Commanded bank angle XXX.XX deg
Drag level XXX.XX g
Exit velocity XXXXX. ft/s
74 Commanded bank angle XXX.XX deg
Inertial Velocity XXXXX. ft/s
Drag acceleration XXX.XX g
81 Delta VX (LV) XXXX.X ft/s
Delta VY (LV) XXXX.X ft/s
Delta VZ (LV) XXXX.X ft/s

5. OPERATION
The VERB and NOUN combinations are used to operate the computer. Referring to the lists
above, you can start talking with the computer using its language.

For example, if you wish to display a decimal in the register(s) from a noun, you use Verb 06.
If you want to display the data from the current total attitude of the spacecraft, you use
Noun 17.

To let the computer know your intention, you first depress the VERB button, then followed
by two numerics, 0 and 6. Then you depress NOUN button, followed by two numerics, 1 and
7. When you are ready to execute, you depress the ENTR button.

The input sequence above is then the following:

VERB 0 6 NOUN 1 7 ENTR

Once ENTR is pressed, register 1 will show the ROLL, register 2 will show the PITCH and
register 3 will show the YAW. Each register is either positive or negative, and will always
consit of five digits. You will always see the sign and the five digits, no matter what the
format of the numer really is. In this case, the format is that each register is a decimal numer
with two decimals: XXX.XX, so if register 1 (R1) reads +04510, the current roll of the
spacecraft is +045.10.

Each noun controls the format of the register, and the format each register within a given
noun can be different. The first register in a oun can for example be XXX.XX, the second
XXXXX (whole number, integer), and the third can be XXXX.X. Time can some times be
displayd using the following format: XX0XX where the first two XX is the minutes, and the
last two XX is the seconds. So if for example a NOUN wants to display the time for a burn in
register 1, R1 can look like this: 16045, meaning the burn is 16 minutes and 45 seconds away.

When you tell the computer you wish to enter data into the registers using Verb 21 to 25, or
change the NOUN or VERB using the pushbuttons, the active input field will blank.

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It is normal for checklists to use a shortened form to communicate with the computer.
Looking at the above example:
VERB 0 6 NOUN 1 7 ENTR

This is nomrally shortened to V06N17E.

When a verb-noun combination or program wants you to input data, the verb and noun
fields are usually flashing, meaning you can change the data using V21 to V25, or proceed
without changes.

6. MAJOR MODES
There are many major modes that the computer can run. There are different major modes for
the different phases of the mission, so it is also normally referred to as a mission program.

A major mode can for example be used to prepare and execute the TLI burn, set up an SPS
burn, monitor and handle setup, ascent etc, and much more.

The major modes each follow a program much like a normal executable on a PC. A major
mode can request the astronaut to validate/change data, and use this as input to calculation
and routines. A major mode is using verb-noun combinations to go through its intended
flow, as well as internal routines (functions) for calculations.

Another example of a major mode is to prepare for reentry. Reentry is a complex process
and requires a lot of setup and calculations. The entire entry sequence consits of many major
modes, usually referred to as the 60’s. Major Mode 61 (program 61, P61) will ask for entry
parameters used for calculations, 62 will account for CM/SM separation and maneuvering, 63
will initialize the CM entry and wait for 0.05g deceleration, and 64 will use the velocity to
select what other P60’s to execute before the final descent using P67.

PHASE PROGRAM TITLE

Pre-launch 00 Idle program
& service
01 Prelaunch or Service-Initialization
02 Prelaunch or Service-Gyrocompassing
06 AGC Power Down
11 Earth Orbit Insertion Monitor
30 External Delta V
40 SPC
61 Entry-Preparation
62 Entry-CM/SM Separation and Preentry Maneuver
63 Entry-Initialization
64 Entry-Post 0.05G
65 Entry-Upcontrol
66 Entry-Ballistic

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67 Entry-Final Phase

7. CHECKLIST REFERNECE (V50N25)

Verb 50 means Please Peform: and V 25 means Checklist. V50N25 will show the checklist that
needs to be perfomed in R1. The following is a table contains all the checklists:

CODE CHECKLIST
00013 Perform coarse alignment
00014 Key in fine alignment option
00015 Perform celestial body acquisition
00016 Key in Terninate Mark sequence
00017 Perform MIN KEY rendezvous sequence
00020 Perform MINKEY PC pulse torquing
00041 Switch CM/SM separation to UP
00062 Key in AGC power down
00202 Perform GNCS automatic maneuver
00204 Perform SPS gimbal trim

NOTES:
Switch-denotes change position of a console switch.
Perform-denotes start or end of a task.
Key In-denotes key-in of data through tl)e DSKY.

8. ALARM CODES (V05N09)

If an alarm code is present, relevant alarm code is visible in V05N09. Below is a list of what
they mean.

CODE PURPOSE SET BY

00213 IMU not operating with turn-on request T4RUPT

9. PROGRAMS
The following section will go into each program in detail. This includes the purpose and
assumptions of the program, as well as the sequence of events.

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P00 – CMC IDLING PROGRAM

Purpose:

1. To maintain the CMC in a condition of readiness for entry into other programs.
2. To update the CSM and LM state vectors every four time steps.

Assumptions:

1. This program is automatically selected by V96E, which may be done during any
program. State vector integration is permanently inhibited following V96E.
Normal integration functions will resume after selection of any program or
extended verb. POO integration will resume when POO is reselected. Usage of
V96 can cause incorrect W-matrix and state vector synchronization.
2. Program changes are inhibited during integration periods and program alarm
15208 will occur if a change is attempted when inhibited.

Sequence of Events:

V37E00E

V06N38E

Optional Display

V06N38 Time of State Vector Being Integrated 00XXX h

000XX min

0XX.XX s

P01 – PRELAUNCH OR SERVICE-INITIALIZATION PROGRAM

Purpose:

1. To initialize the platform for the prelaunch programs.

2. To provide an initial stable member orientation for Gyrocompas.sing (P02).

Assumptions:

1. Erasable locations have been properly initialized. (Azimuth, +1; Latitude, +1;
LAUNCHAZ, +1; IMU compensation parameters).

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Sequence of Events:

V37E01E

No Att Light - ON, then OFF. Initializes the system and coarse aligns the platform to
the desired orientation. AGC advances to P02.

P02 – PRELAUNCH OR SERVICE-GYROCOMPASSING PROGRAM

Purpose:

1. To provide the proper stable member orientation for launch.

Assumptions:

1. This program may be interrupted to perform the Prelaunch or Service-Optical

Verification of Gyrocompassing program (P03).
2. V75 will be keyed in and displayed during this program to permit crew backup of
the liftoff discrete.
3. The program is automatically selected by the Initialization program (P01).
4. This program has the capability (via V78E) to change the launch azimuth of the
stable member while gyrocompassing.

Sequence of Events:

P02 entered automatically from P01.

Vertical erect for 640 seconds (90 in the Reentry Simulator), then gyrocompass.

V78E Optional entry if launch azimuth change is desired.

Flashing XSM Launch Azimuth XXX.XX deg
V06N29

V21E Enter new launch azimuth.

Vertical erect for 320 seconds, then gyrocompass.

V75E Optional at Liftoff if automatic Liftoff discrete is not received.

AGC advances to P11 at liftoff.

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P06 – CMC POWER DOWN PROGRAM

Purpose:

1. To transfer the CMC from the operate to the standby condition

Assumptions:

1. If the computer power is switched off, the AGC Update program (P27) would have
to be done to update the state vector and computer clock time.
2. The AGC is capable of maintaining an accurate value of ground elapsed time
(GET) for only 23 hours when in the Standby mode. If the AGC is not brought out
of the standby condition to the running condition at least once within 23 hours,
the AGC value of GET must be updated.
3. Once the program has been selected, the AGC must be put in Standby. When P06
appears, the AGC will not honor a new program request (V37E XXE). a terminate
(V34E). or an ENTER in response to the request for standby.

Sequence of Events:

V37E06E

Flashing Checklist Code 00062

V50N25

Power down AGC.

If IMU power off desired – cb IMU Operate - OPEN

PRO Until Standby light on.

TURN-ON

Standby light on.

PRO Until Standby light off.

Flashing
V37

00E Select P00

If IMU power up desired – cb IMU Operate – CLOSE
No Att light for 90 seconds

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P11 – EARTH ORBIT INSERTION MONITOR PROGRAM

Purpose:

1. To indicate to the astronaut that the AGC has received the liftoff discrete.
2. To generate an attitude error indication on the F DAI error needles, scaled for the
50/15 setting; from liftoff to the beginning of pitchover/rollout the attitude error
is equal to the difference between the current vehicle attitude and the attitude
stored at liftoff. During pitchover/rollout the attitude error is equal to the
difference between the current vehicle attitude and the AGC nominal
computation of vehicle attitude based on the stored polynomials in pitch and roll.
3. To display AGC computed trajectory parameters.
4. AGC takeover of Saturn during Boost.
a. Automatic Controi-F irst Stage Only: should the saturn platform fail the
astronaut may set the LV Guidance Switch to the CMC position. This
stores the current attitude errors as a bias. The Attitude Error routine for
each cycle thereafter will compute the attitude error, subtract the bias,
and transmit the difference information to the Saturn Instrumentation
Unit (IU) for steering.

b. Manual Control-The astronaut may select the Saturn stick function via
V46E (DAP configuration == 3). This will terminate the Attitude Error
routine.

Assumptions:

1. The program is normally automatically selected by the Gyrocompassing program

(P02) when the AGC receives the liftoff discrete from the Sl VB. In the backup case
it would have been selected by keying in V75 ENTER.
2. The orbit parameter display routine is available by keying in V82E.

Sequence of Events:

V75 Enter is not keyed unless the liftoff discrete fails and P11 does not start automatically.

P11 displayed - Average G on.

V06N62 Inertial Velocity Magnitude XXXXX. ft/s

Altitude Rate XXXXX. ft/s
Altitude XXXX.X nmi

Pitch/roll polynomial start at liftoff +11.85 seconds.

Terminate polynomial at liftoff +161.35 seconds.

V82E Orbital parameter display.

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Flashing Apogee Altitude XXXX.X nmi

V16N44 Perigee Altitude XXXX.X nmi
TFF XXbXX min/s

PRO

V37E00E
Average G off. P00 is selected.

V46E While in P11 will terminate polynomial computations and enable the RHC to steer the
Saturn vehicle through the AGC interface .

P30 – EXTERNAL DELTA V PROGRAM

Purpose:

1. To accept targeting parameters obtained from a source(s) external to the AGC

and compute therefrom the required velocity and other initial conditions required
by the AGC for execution of the desired maneuver. The targeting parameters
inserted into the AGC are the time of ignition (TlG) and the impulsive dV along
CSM local vertical axes at TIG.
2. To provide an initial stable member orientation for Gyrocompas.sing (P02).

Assumptions:

1. Target parameters (TIG and dV(LV)) may have been loaded from the ground
during a prior execution of P27
2. External Delta V flag is set during the program to designate to the thrusting
program that external Delta V steering is to be used.

Sequence of Events:

V37E30E

Flashing Ground Elapsed Time of Ignition (TIG) 00XXX. H

V06N33 000XX. Min
0XX.XX s

V25E to load desired TlG.

PRO

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Flashing Impulsive Delta V at TIG X XXXX.X

V06N81 in Local Vertical Coordinates Y XXXX.X
Z XXXX.X

V25E to load desired Delta V.

PRO

Flashing Apogee/Apolune Altitude XXXX.X nmi

V06N42 Perigee/Perilune Altitude XXXX.X nmi
Magnitude of Delta V at TlG XXXX.X nmi

PRO

Flashing Mark Counter (VHF-Optics) XXbXX marks

V16N45 Time from Ignition (TFI) XXbXX min/s
Middle Gimbal Angle at TIG with XXX.XX deg
Vehicle +X Axis in Direction of Thrust

If the REFSMMAT flag is reset (that is, the IMU is not aligned) MGA will equal -00002.

PRO

V37E00 Enter Idling program

P40 – SPS PROGRAM

Purpose:

1.
2.

Assumptions:

1.

Sequence of Events:

Asdfg

NOTE, ENTER is switched to PRO in my game after V50

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P61 – ENTRY-PREPARATION PROGRAM

Purpose:

1.
2.

Assumptions:

1.

Sequence of Events:

Asdfg

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P62 – ENTRY-CM/SM SEPARATION AND PREENTRY MANEUVER

PROGRAM
Purpose:

1.
2.

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Assumptions:

1.

Sequence of Events:

asdfg

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P63 – ENTRY-INITIALIZATION PROGRAM

Purpose:

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1.
2.

Assumptions:

1.

Sequence of Events:

Asdfg

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P64 – ENTRY-POST 0.05 G PROGRAM

Purpose:

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1.
2.

Assumptions:

1.

Sequence of Events:

asdfg

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P65 – ENTRY-UPCONTROL PROGRAM

Purpose:

1.
2.

Assumptions:

1.

Sequence of Events:

asdfg

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P66 – ENTRY-BALLISTIC PROGRAM

Purpose:

1.
2.

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Assumptions:

1.

Sequence of Events:

asdfg

P67 – ENTRY-FINAL PHASE PROGRAM

Purpose:

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1.
2.

Assumptions:

1.

Sequence of Events:

asdfg

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10. ROUTINES
Set up the DAP

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IX. CAUTION & WARNING

SYSTEM

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IX. CAUTION & WARNING SYSTEM

1. GENERAL
The Caution and Warning System (C&WS) is the christmas tree warning light panel in MDC-2
and should be monitored frequently. It monitors critical parameters of most of the sysmtes
on the CM and SM.

The C&WS uses warning lights with a labeled text indicating what system throws the
warning. Each light is illuminated due to a failiure or an unusual condition. Each warning light
is different, and has to be turned off either using a reset switch, or to correct the contition. A
MASTER ALARM is usually also triggerd with a warning light to drive the attention to the
CnWS panel.

Two power systems (1/2) power the C&WS.

2. OPERATION
The C&WS can be controlled using the switches on MDC-2.

Below is a description of each control:

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NORMAL will trigger all the MASTER ALARM indicators

when an error occurs. BOOST will disable the left-hand
MASTER ALARM to not disturb the commander and
confuse it with an abort. In ACK, the C&WS lights are only
visible while pressing the MASTER ALARM button.

The CSM mode enables monitoring of the Service Module

and the Command Module. CM monitors the Command
Module only. This switch needs to be set to CM before
CSM separation.

The POWER switch lets you choose what power supply you
wish to use for the C&WS.

The lamp test is used to test the C&WS lights. 1 tests the
left side and 2 tests the right side and center disables the
test.

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The following procedure can be used to test the lights:

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3. WARNINGS & CRITICAL PARAMETERS

The following section contains a description of each warning light.

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X. DOCKING & TRANSFER

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X. DOCKING & TRANSFER

1. GENERAL
Docking is needed to extract the Lunar Module from the S-IVB after TLI and when
rendezvoising with the Lunar Module after Lunar Ascent. A docking probe is used to attach
the Command Module to the Lunar Module.

TRANSPOSITION AND DOCKING

The T&D starts after TLI. The the CSM is separated from the S-IVB, docking is achieved by
maneuvering the CSM close enough so that the extended probe engages with the drogue in
the LM. When the probe engages the drouge with the use of the capture latches, the probe
retract system is activated to pull the LM and CSM together.

Upon retraction, the LM tunnel ring will activate the 12 automatic docking ring latches on
the CM and effect a pressure seal between the modules through the two seals in the CM
docking ring face. After the two vehicles are docked, the pressure in the tunnel is equalized
from the CM through a pressure equalization valve. The CM forward hatch is removed and
the actuation of all 12 latches is verified. The vehicle umbilicals supply power to release the
LM from the SLA.

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The SIVB/LM SEP switch will trigger the extraction of the LM.
Using springs, the LM and CSM will be pushed away from
the S-IVB (and vice versa). This switch is located on MDC-2.

The CSM/LM will then continue onwards.

Once in Lunar Orbit, the tunnel is repressurized and a passageway between the two is
available. If the pressure between them is equal, the tunnel can be opened and the crew can
enter the LM cokcpit. Using the UI next to the LM entrance, you can open the passage and
enter the Lunar Module. Doing this will change the activa spacecraft from the CM to the LM.
Controls to quickly switch between the two is available if both spacecrafts are active.

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When ready to separate the LM, two crewmen will enter the LM and prepare it before sealing
the entrance and separating them.

The separation is initiated using the EXTEND

RELEASE/RETRACT switch on MDC-2. If places into
EXTEND/RELEASE position, the probe is extended and the
LM is released from the CSM.

The LM continues on in its own orbit, and by controlling the Lunar Module, it can land on the
Moon.

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After performing some EVAs on the Moon, the ascent stage is launched back into orbit
around the Moon to rendezvous with the CSM.

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Once docked, the LM ascent stage is released and the SPS is used to return to Earth after the
Transearth Injection.

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2. OPERATION
Docking is achieved using the docking probe. The docking probe is the system that connects
the Lunar Module with the CSM. When docking is detecting, it will retract and seal the
connection.

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The docking probe is controlled using the following panel on MDC-2.

The A and B talkback indicators indicates if the probe is ready for capture. When gray, it is
extended and ready to capture, or if it is retracted. Barberpoled means it is in transition
between the two states. It usually takes 30 seconds. Two systems can retract and extend the
probe, named A and B.

The retraction switch is used to either EXTEND or RETRACT the system before a docking.

Two systems can retract or extend each of the A or B systems, PRIM and SEC.

3. DOCKING PROCEDURES
The following section will contain the basic procedures needed to perform transposition and
docking. You should also use the EMS to see exaclty the maneuvering speeds needed, as
well as the ASCP to set the attitude so the SCS can provide point-to directions. These will be
covered below the basic procedures.

CSM SEPARATION FROM SIVB

1) Set DOCK PROBE to EXTEND

2) Verify that the SM RCS logic is enabled and working.

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3) Ensure the sequencer logic (SECS LOGIC) is enabled and set to ARM.
4) To separate from the SIVB, depress the CSM/LB pushbutton

TRANSPOSITION

1) Once the CSM is separated from the SIVB, it is floating in-front of it. Use the RCS SM
thrusters in the forward direction to move away from it (slowly).
2) After clearing the SIVB, perform a 180 degree turnaround to face the SIVB.
3) Use the COAS on the left window to target the LM. It can be put in position by using
the COMMUNICATION/TOOLS by pressing [C] on the Keybaord, then press the COAS
button just below the COAS on the window.

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4) Using the COAS, you can now align the Lunar Module in-front of you using the
target.

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5) Look for a small target on the Lunar Module.

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6) This target needs to be aligned with the COAS sight.

7) The target on the Lunar Module consists of two parts, one white and one red. The
white line needs to be aligned with the red lines in both axes. This means the
spacecraft is aligned in terms of attitude/direction as well.
8) If the alignment looks like below, it is out of alignment. Notice the white dots does
not align with the red dots on the Y-axis/UP-axis. This means you are pitched wrong.

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Modify the pitch and translate up to align the error below.

9) When target is aligned, and centered in the COAS, keep translating forward until the
docking is complete.

DOCKING

1) Once you are docked with the Lunar Module, you are once again part of the SIVB
stage.
2) RETRACT the DOCK PROBE

EXTRACTING THE LUNAR MODULE

1) The Lunar Module is still stuck in the SIVB.

2) Set the SIVB/LM SEP switch to the UP position to free the Lunar Module from the
SIVB.
3) Immeadiately when released, fire the SM RCS thrusters so you back away from the
SIVB, extracting the Lunar Module from the SIVB.

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4) You are now free from the SIVB, and the SIVB will take it’s own path to crash into the
surface of the Moon.

USING THE EMS FOR T&D

Asd

USING THE ASCP FOR T&D

asd

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XI. SEQUENTIAL SYSTEMS

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XI. SEQUENTIAL SYSTEMS

1. GENERAL
The Sequential Events Control Subsystem (SECS) controls many of the sequential
requiremnets of the CSM and the LV. They are utilized during launch preparations, ascent,
and entry portions of a mission, preorbital aborts, early mission terminations, dicking
maneuvers, and SC separation sequences.

Many of the events are initiated manually, while some automatically with manual backup.

2. OPERATION
The SECS is operated from MDC-8:

The logic controls are enabled by moving SECS LOGIC

1 and 2 to the UP position, while main power is
enabled suing the SECS LOGIC A and B cbs.

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3. LAUNCH ESCAPE SYSTEM

The Launch Escape System (LES) is attached to the top of the Command Module during
ascent, and is jettisoned when no longer needed.

A boost protective cover (BPC) protects the Command Module from the boosters of the LES
and the ascent itself. The Launch Escape Tower (LET) stands on the BPC.

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The Launch Escape Motor is used to separate the entire Command Module en the event of
an Abort in the early stage of the boost ascent phase. The Tower Jettison Motor is used to
separate the LET from the CM during ascent when it’s no longer needed.

3.1. OPERATING THE LES

The LES is an automatic system, but provides manual control too.

The TWR JETT switches controls the two

redundant systems on tower jettison. AUTO is
fully automatic, while OFF will disable the
jettison system so the crew can manually
jettison it. UP will trigger the jettison. Only
one system needs to trigger the jettison to
jettison the tower.

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The LES MOTOR FIRE switch will manually fire

the Launch Escape Motor manually.

2. EARTH LANDING SYSTEM

The Earth Landing System (ELS) is the system responsible for landing the crew safely back on
Earth. The ELS consists of eigth parachutes (three main chutes, two drogues, and three pilot
chutes), and the mortars to deploy them.

The Apex Cover is used to protect the ELS during ascent and flight. It needs to be removed
for the ELS to function.

The drogues are used to slow the capsule down and stabilize it before the mains are released

The main chutes are used to slow the capsule down to a speed designed to safely land the
crew in the ocean.

For a safe recovery, the helium from the RCS needs to be removed during landing.

2.1. OPERATING THE ELS

The ELS contains an ELS LOGIC system that can automatically or manually. The ELS requires
the SECS and Pyros to be powered.

The ELS is controlled using the following controls:

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The ELS LOGIC switch needs to be UP to enable the logic of the

ELS system. ELS AUTO/MAN will select if you want to land using
automatic controlls or manual controls.

The manual controls are APEX COVER JETT, DROGUE DEPLOY,

MAIN DEPLOY and CM RCS He DUMP. Trigger the respective
button to perform the manual step.

The APEX COVER JETT will jettison the Apex Cover/Forward Heat-
shield from the Command Module, exposing the parachutes.
The DROGUE DEPLOY will deploy the drogue parachuts.
The MAIN DEPLOY will deploy the main parachutes.
The CM RCS He DUMP will dump the tockig Helium gas from the
CM RCS.

3. PROCEDURES
The ELS starts its main activites at 50,000 feet and less, just after the re-entry is complete.
Activating the ELS during re-entry can be catastrophic as you release part of the heat shield.

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The ELS is automatic, but manual control can be used. For manual control, the following
EARTH/POST LANDING checklist should be followed.

3. PYROTECHNICS
The pyros are the explosive devices used to jettison components, and perform staging. They
work with a small explosive with a wire connected to the pyro bus. Providing electrical power
to these wires, they will heat up and trigger the explosion.

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Operating the pyros is simple.

Two switches named PYRO ARM will ARM the pyros.

It requires the pyro bus to be powered by either the
pyro batteries or the main batteries.
The charge will usually last a few moments while the
pyro bus provides energy to the wires. These are
located on MDC-8.

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XII. TIMERS

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XII. TIMERS
1. GENERAL
The Mission Timer and Event Timers can be seen and controlled on MDC-1 and MDC-2. The
Mission Timer is used to show the elapsed time since liftoff and the Event Timer is used
either automatically or manually to count up/down between events. Think of it like a
stopwatch.

2. MISSION ELAPSED TIMER

The Mission Elapsed Timer (MET) is located on MDC-2 and counts upwards from launch. It
can be controlled using the following controls:

It displays hours, up to 999, minutes and seconds. The HOURSE, MIN and SEC switches can
set the time manually. TENS will move the amount up by 10 units, while UNITS will move it
up by 1 unit.

This is usually left alone.

3. EVENT TIEMR
The Event Timer is a tool you can use to measure time to an event, both couting up or down.

The timer is seen on MDC-1 and shows minutes and

seconds only.

At liftoff this is set to 00:00 and starts counting up. It can be controlled with the following
tools.

The timer can be controlled my the EVENT TIMER switches on MDC-1:

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The RESET/UP/DOWN switch controls the direction. RESET will stop and reset the timer, UP
will make it count up and DOWN will make it count down.
STOP will pause the timer and START will continue the timer. MIN/SEC will set the time just
as the Mission Elapsed Timer.

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