Research on 1-million-pound thrust plus engine begun at Rocketdyne, the feasibility of which was established in March 1955.

The feasibility of a million-pound-thrust liquid-fueled rocket engine established by the Rocketdyne Division of North American Aviation, Inc.

First U.S.-built complete liquid-rocket engine having a thrust in excess of 400,000 pounds was fired for the first time at Santa Susana, Calif.

Rocket test stand capable of testing engines to 1 million pounds thrust activated at Edwards AFB, which became operational in March 1957.

The U.S. Army Ballistic Missile Agency, Redstone Arsenal, Ala., began studies of a large clustered-engine booster to generate 1.5 million pounds of thrust, as one of a related group of space vehicles. During 1957-1958, approximately 50,000 man-hours were expended in this effort.

Von Braun produces 'Proposal for a National Integrated Missile and Space Vehicle Development Plan'. First mention of 1,500,000 lbf booster (Saturn I)

A greatly expanded NACA program of space flight research was proposed in a paper, "A Program for Expansion of NACA Research in Space Flight Technology," written principally by senior engineers of the Lewis Aeronautical Laboratory under the leadership of Abe Silverstein. The goal of the program would be "to provide basic research in support of the development of manned satellites and the travel of man to the moon and nearby planets." The cost of the program was estimated at $241 million per year above the current NACA budget.

The U.S. Air Force contracted with NAA, Rocketdyne Division, for preliminary design of a single-chamber, kerosene and liquid-oxygen rocket engine capable of 1 to 1.5 million pounds of thrust. During the last week in July, Rocketdyne was awarded the contract to develop this engine, designated the F-1.

ARPA gives Von Braun team contract to develop Saturn I (called 'cluster's last stand' due to design concept).

Rocketdyne Division of North American announced an Air Force contract for a 1-million-pound thrust engine.

The Advanced Research Projects Agency ARPA provided the Army Ordnance Missile Command (AOMC) with authority and initial funding to develop the Juno V (later named Saturn launch vehicle. ARPA Order 14 described the project: "Initiate a development program to provide a large space vehicle booster of approximately 1.5 million pounds of thrust based on a cluster of available rocket engines. The immediate goal of this program is to demonstrate a full-scale captive dynamic firing by the end of calendar year 1959." Within AOMC, the Juno V project was assigned to the Army Ballistic Missile Agency at Redstone Arsenal Huntsville, Ala.

Saturn design studies authorized to proceed at Redstone Arsenal for development of 1.5-million-pound-thrust cluster first stage.

A letter contract was signed by NASA with NAA's Rocketdyne Division for the development of the H-1 rocket engine, designed for use in a clustered-engine booster.

Pioneer I, intended as a lunar probe, was launched by a Thor-Able rocket from the Atlantic Missile Range, with the Air Force acting as executive agent to NASA. The 39-pound instrumented payload did not reach escape velocity.

The Stever Committee, which had been set up on January 12, submitted its report on the civilian space program to NASA. Among the recommendations:

• A vigorous, coordinated attack should be made upon the problems of maintaining the performance capabilities of man in the space environment as a prerequisite to sophisticated space exploration.
• Sustained support should be given to a comprehensive instrumentation development program, establishment of versatile dynamic flight simulators, and provision of a coordinated series of vehicles for testing components and subsystems.
• Serious study should be made of an equatorial launch capability.
• Lifting reentry vehicles should be developed.
• Both the clustered- and single-engine boosters of million-pound thrust should be developed.
• Research on high-energy propellant systems for launch vehicle upper stages should receive full support.
• The performance capabilities of various combinations of existing boosters and upper stages should be evaluated, and intensive development concentrated on those promising greatest usefulness in different categories of payload.

NASA requested DX priority for 1.5-million-pound-thrust F-1 engine project and Project Mercury.

A contract was signed by the University of Manchester, Manchester, England, and the Air Force (AF 61(052)-168) for $21,509. Z. Kopal, principal investigator, was to provide topographical information on the lunar surface for production of accurate lunar maps.

The Space Task Group (STG) was officially organized at Langley Field, Va., to implement the manned satellite project (later Project Mercury), NASA Administrator T. Keith Glennan had approved the formation of the Group, which had been working together for some months, on October 7. Its members were designated on November 3 by Robert R. Gilruth, Project Manager, and authorization was given by Floyd L. Thompson, Acting Director of Langley Research Center. STG would report directly to NASA Headquarters.

Secretary of the Army Wilber M. Brucker and NASA Administrator T. Keith Glennan signed cooperative agreements concerning NASA, Jet Propulsion Laboratory, Army Ordnance Missile Command AOMC, and Department of the Army relationships. The agreement covering NASA utilization of the von Braun team made "the AOMC and its subordinate organizations immediately, directly, and continuously responsive to NASA requirements."

Von Braun briefs NASA on plans for booster development at Huntsville with objective of manned lunar landing. Initally proposed using 15 Juno V (Saturn I) boosters to assemble 200,000 kg payload in earth orbit for direct landing on moon.

NASA awarded contract to Rocketdyne of North American to build single-chamber 1.5-million-pound-thrust rocket engine.

Representatives of Advanced Research Projects Agency, the military services, and NASA met to consider the development of future launch vehicle systems. Agreement was reached on the principle of developing a small number of versatile launch vehicle systems of different thrust capabilities, the reliability of which could be expected to be improved through use by both the military services and NASA.

The H-1 engine successfully completed its first full-power firing at NAA's Rocketdyne facility in Canoga Park, Calif.

Rocketdyne demonstrated 1-million-pound-thrust liquid-propellant rocket combustion chamber at full power.

In a staff report of the House Select Committee on Astronautics and Space Exploration, Wernher von Braun of the Army Ballistic Missile Agency predicted manned circumlunar flight within the next eight to ten years and a manned lunar landing and return mission a few years thereafter. Administrator T. Keith Glennan, Deputy Administrator Hugh L. Dryden, Abe Silverstein, John P. Hagen, and Homer E. Newell, all of NASA, also foresaw manned circumlunar flight within the decade as well as instrumented probes soft-landed on the moon. Roy K. Knutson, Chairman of the Corporate Space Committee, NAA, projected a manned lunar landing expedition for the early 1970's with extensive unmanned instrumented soft lunar landings during the last half of the 1960's.

The Army Ordnance Missile Command (AOMC), the Air Force, and missile contractors presented to the ARPA-NASA Large Booster Review Committee their views on the quickest and surest way for the United States to attain large booster capability. The Committee decided that the Juno V approach advocated by AOMC was best and NASA started plans to utilize the Juno V booster.

NASA signed a definitive contract with Rocketdyne Division, NAA, for $102 million covering the design and development of a single-chamber, liquid-propellant rocket engine in the 1- to l.5-million-pound-thrust class (the F-1, to be used in the Nova superbooster concept). NASA had announced the selection of Rocketdyne on December 12.

After consultation and discussion with DOD, NASA formulated a national space vehicle program. The central idea of the program was that a single launch vehicle should be developed for use in each series of future space missions. The launch vehicle would thus achieve a high degree of reliability, while the guidance and payload could be varied according to purpose of the mission. Four general-purpose launch vehicles were described: Vega, Centaur, Saturn, and Nova. The Nova booster stage would be powered by a cluster of four F-1 engines, the second stage by a single F-1, and the third stage would be the size of an intercontinental ballistic missile but would use liquid hydrogen as a fuel. This launch vehicle would be the first in a series that could transport a man to the lunar surface and return him safely to earth in a direct ascent mission. Four additional stages would be required in such a mission.

The Army proposed that the name of the large clustered-engine booster be changed from Juno V to Saturn, since Saturn was the next planet after Jupiter. Roy W. Johnson, Director of the Advanced Research Projects Agency, approved the name on February 3.

Maj. Gen. John B. Medaris of the Army Ordnance Missile Command (AOMC) and Roy W. Johnson of the Advanced Research Projects Agency (ARPA) discussed the urgency of early agreement between ARPA and NASA on the configuration of the Saturn upper stages. Several discussions between ARPA and NASA had been held on this subject. Johnson expected to reach agreement with NASA the following week. He agreed that AOMC would participate in the overall upper stage planning to ensure compatibility of the booster and upper stages.

A Working Group on Lunar Exploration was established by NASA at a meeting at Jet Propulsion Laboratory (JPL). Members of NASA, JPL, Army Ballistic Missile Agency, California Institute of Technology, and the University of California participated in the meeting. The Working Group was assigned the responsibility of preparing a lunar exploration program, which was outlined: circumlunar vehicles, unmanned and manned; hard lunar impact; close lunar satellites; soft lunar landings (instrumented). Preliminary studies showed that the Saturn booster with an intercontinental ballistic missile as a second stage and a Centaur as a third stage, would be capable of launching manned lunar circumnavigation spacecraft and instrumented packages of about one ton to a soft landing on the moon.

NASA issues plan for development in next decade of Vega (later cancelled as too similar to Agena), Centaur, Saturn, and Nova launch vehicles. Juno V renamed Saturn I.

Roy W. Johnson, Director of the Advanced Research Projects Agency (ARPA), testified before the House Committee on Science and Astronautics that DOD and ARPA had no lunar landing program. Herbert F. York, DOD Director of Defense Research and Engineering, testified that exploration of the moon was a NASA responsibility.

In testimony before the Senate Committee on Aeronautical and Space Sciences, Deputy Administrator Hugh L. Dryden and DeMarquis D. Wyatt described the long-range objectives of the NASA space program: an orbiting space station with several men, operating for several days; a permanent manned orbiting laboratory; unmanned hard-landing and soft-landing lunar probes; manned circumlunar flight; manned lunar landing and return; and, ultimately, interplanetary flight.

H. Kurt Strass and Leo T. Chauvin of STG proposed a heatshield test of a fullscale Mercury spacecraft at lunar reentry speeds. This test, in which the capsule would penetrate the earth's radiation belt, was called Project Boomerang. An advanced version of the Titan missile was to be the launch vehicle. The project was postponed and ultimately dropped because of cost.

The thrust chamber of the F-1 engine was successfully static-fired at the Santa Susana Air Force-Rocketdyne Propulsion Laboratory in California. More than one million pounds of thrust were produced, the greatest amount attained to that time in the United States.

The Army Ordnance Missile Command (AOMC) submitted the "Saturn System Study" which had been requested by the Advanced Research Projects Agency ARPA on December 18, 1958. From the 1375 possible configurations screened, and the 14 most promising given detailed study, the Atlas and Titan families were selected as the most attractive for upper staging. Either the 120-inch or the 160inch diameter was acceptable. The study included the statement: "An immediate decision by ARPA as to choice of upper stages on the first generation vehicle is mandatory if flight hardware is to be available to meet the proposed Saturn schedule."

John W. Crowley, Jr., NASA Director of Aeronautical and Space Research, notified the Ames, Lewis, and Langley Research Centers, the High Speed Flight Station (later Flight Research Center), the Jet Propulsion Laboratory, and the Office of Space Flight Development that a Research Steering Committee on Manned Space Flight would be formed. Harry J. Goett of Ames was to be Chairman of the Committee, which would assist NASA Headquarters in carrying out its responsibilities in long-range planning and basic research on manned space flight.

The advanced manned space program to follow Project Mercury was discussed at a NASA Staff Conference held in Williamsburg, Va. Three reasons for such a program were suggested:

1. Preliminary step to development of spacecraft for manned interplanetary exploration.
2. Extended duration work in the space environment.
3. Support of the military space mission.

NASA Administrator T. Keith Glennan requested $3 million for research into rendezvous techniques as part of the NASA budget for Fiscal Year 1960. In subsequent hearings, DeMarquis D. Wyatt, Assistant to the NASA Director of Space Flight Development, explained that these funds would be used to resolve certain key problems in making space rendezvous practical. Among these were the establishment of referencing methods for fixing the relative positions of two vehicles in space; the development of accurate, lightweight target-acquisition equipment to enable the supply craft to locate the space station; the development of very accurate guidance and control systems to permit precisely determined flight paths; and the development of sources of controlled power.

Testifying before the House Committee on Science and Astronautics, Francis B. Smith, Chief of Tracking Programs for NASA, described the network of stations necessary for tracking a deep-space probe on a 24-hour basis. The stations should be located about 120 degrees apart in longitude. In addition to the Goldstone, Calif., site, two other locations had been selected: South Africa and Woomera, Australia.

Members of the new Research Steering Committee on Manned Space Flight were nominated by the Ames, Lewis, and Langley Research Centers, the High Speed Flight Station (HSFS) (later Flight Research Center), the Jet Propulsion Laboratory (JPL), the Office of Space Flight Development OSFD), and the Office of Aeronautical and Space Research (OASR). They were: Alfred J. Eggers, Jr. (Ames); Bruce T. Lundin (Lewis); Laurence K. Loftin, Jr. (Langley); De E. Beeler (HSFS); Harris M. Schurmeier (JPL); Maxime A. Faget (STG) ; George M. Low of NASA Headquarters OSFD) ; and Milton B. Ames, Jr. (part-time) (OASR).

In response to a request by the DOD-NASA) Saturn Ad Hoc Committee, the Army Ordnance Missile Command (AOMC) sent a supplement to the "Saturn System Study" to the Advanced Research Projects Agency ARPA describing the use of Titan for Saturn upper stages.

The Army Ordnance Missile Command submitted to NASA a report entitled "Preliminary Study of an Unmanned Lunar Soft Landing Vehicle," recommending the use of the Saturn booster.

The first Rocketdyne H-1 engine for the Saturn arrived at the Army Ballistic Missile Agency (ABMA ). The H-1 engine was installed in the ABMA test stand on May 7, first test-fired on May 21, and fired for 80 seconds on May 29. The first long-duration firing - 151.03 seconds - was on June 2.

NASA created a committee to study problems of long-range lunar exploration to be headed by Dr. Robert Jastrow.

Milton W. Rosen of NASA Headquarters proposed a plan for obtaining high-resolution photographs of the moon. A three-stage Vega would place the payload within a 500-mile diameter circle on the lunar surface. A stabilized retrorocket fired at 500 miles above the moon would slow the instrument package sufficiently to permit 20 photographs to be transmitted at a rate of one picture per minute.

The first meeting of the Research Steering Committee on Manned Space Flight was held at NASA Headquarters. Members of the Committee attending were: Harry J. Goett, Chairman; Milton B. Ames, Jr. (part-time); De E. Beeler; Alfred J. Eggers, Jr.; Maxime A. Faget; Laurence K. Loftin, Jr.; George M. Low; Bruce T. Lundin; and Harris M. Schurmeier. Observers were John H. Disher, Robert M. Crane, Warren J. North, Milton W. Rosen (part-time), and H. Kurt Strass.

The purpose of the Committee was to take a long-term look at man-in-space problems, leading eventually to recommendations on future missions and on broad aspects of Center research programs to ensure that the Centers were providing proper information. Committee investigations would range beyond Mercury and Dyna-Soar but would not be overly concerned with specific vehicular configurations. The Committee would report directly to the Office of Aeronautical and Space Research.

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LM vs LK - US Lunar Module compared to Soviet LK lunar lander Credit: © Mark Wade. 8,634 bytes. 663 x 315 pixels.

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• Adopt the lunar landing mission as its long-range objective.
• Investigate vehicle staging so that Saturn could be used for manned lunar landings without complete reliance on Nova.
• Make a study of whether parachute or airport landing techniques should be emphasized.
• Consider nuclear rocket propulsion possibilities for space flight.
• Attach importance to research on auxiliary power plants such as hydrogen-oxygen systems.

Tentative manned space flight priorities were established by the Research Steering Committee: Project Mercury, ballistic probes, environmental satellite, maneuverable manned satellite, manned space flight laboratory, lunar reconnaissance satellite, lunar landing, Mars Venus reconnaissance, and Mars-Venus landing. The Committee agreed that each NASA Center should study a manned lunar landing and return mission, the study to include the type of propulsion, vehicle configuration, structure, anti guidance requirements. Such a mission was an end objective; it did not have to be supported on the basis that it would lead to a more useful end. It would also focus attention at the Centers on the problems of true space flight.

ABMA static fired a single H-1 Saturn engine at Redstone Arsenal, Ala.

Director Robert R. Gilruth met with members of his STG staff (Paul E. Purser, Charles J. Donlan, James A. Chamberlin, Raymond L. Zavasky, W. Kemble Johnson, Charles W. Mathews, Maxime A. Faget, and Charles H. Zimmeman) and George M. Low from NASA Headquarters to discuss the possibility of an advanced manned spacecraft.

A report entitled "Recoverable Interplanetary Space Probe" was issued at the direction of C. Stark Draper, Director of the Instrumentation Laboratory, MIT. Several organizations had participated in this study, which began in 1957.

Construction of the first Saturn launch area, Complex 34, began at Cape Canaveral, FIa.

At an STG staff meeting, Director Robert R. Gilruth suggested that study should be made of a post-Mercury program in which maneuverable Mercury spacecraft would make land landings in limited areas.

NASA authorized $150,000 for Army Ordnance Missile Command studies of a lunar exploration program based on Saturn-boosted systems. To be included were circumlunar vehicles, unmanned and manned; close lunar orbiters; hard lunar impacts; and soft lunar landings with stationary or roving payloads.

Members of STG - including H. Kurt Strass, Robert L. O'Neal, Lawrence W. Enderson, Jr., and David C. Grana - and Thomas E. Dolan of Chance Vought Corporation worked on advanced design concepts of earth orbital and lunar missions. The goal was a manned lunar landing within ten years, rather than an advanced Mercury program.

Members of the Research Steering Committee determined the study and research areas which would require emphasis for manned flight to and from the moon and for intermediate flight steps:

At the second meeting of the Research Steering Committee on Manned Space Flight, held at the Ames Research Center, members presented reports on intermediate steps toward a manned lunar landing and return.

Bruce T. Lundin of the Lewis Research Center reported to members on propulsion requirements for various modes of manned lunar landing missions, assuming a 10,000-pound spacecraft to be returned to earth. Lewis mission studies had shown that a launch into lunar orbit would require less energy than a direct approach and would be more desirable for guidance, landing reliability, etc. From a 500,000 foot orbit around the moon, the spacecraft would descend in free fall, applying a constant-thrust decelerating impulse at the last moment before landing. Research would be needed to develop the variable-thrust rocket engine to be used in the descent. With the use of liquid hydrogen, the launch weight of the lunar rocket and spacecraft would be 10 to 11 million pounds.

A report on a projected manned space station was made to the Research Steering Committee by Laurence K. Loftin, Jr., of the Langley Research Center. In discussion, Chairman Harry J. Goett expressed his opinion that consideration of a space laboratory ought to be an integral and coordinated part of the planning for the lunar landing mission. George M. Low of NASA Headquarters warned that care should be exercised to assure that each step taken toward the goal of a lunar landing was significant, since the number of steps that could be funded was extremely limited.

Alfred J. Eggers, Jr., of the Ames Research Center told the members of the Research Steering Committee of studies on radiation belts, graze and orbit maneuvers on reentry, heat transfer, structural concepts and requirements, lift over drag considerations, and guidance systems which affected various aspects of the manned lunar mission. Eggers said that Ames had concentrated on a landing maneuver involving a reentry approach over one of the poles to lessen radiation exposure, a graze through the outer edge of the atmosphere to begin an earth orbit, and finally reentry and landing.

The Advanced Research Projects Agency (ARPA) directed the Army Ordnance Missile Command to proceed with the static firing of the first Saturn vehicle, the test booster SA-T, in early calendar year 1960 in accordance with the $70 million program and not to accelerate for a January 1960 firing. ARPA asked to be informed of the scheduled firing date.

Meetings of the STG New Projects Panel to discuss an advanced manned space flight program.

The STG New Projects Panel (proposed by H. Kurt Strass in June) held its first meeting to discuss NASA's future manned space program. Present were Strass, Chairman, Alan B. Kehlet, William S. Augerson, Jack Funk, and other STG members. Strass summarized the philosophy behind NASA's proposed objective of a manned lunar landing : maximum utilization of existing technology in a series of carefully chosen projects, each of which would provide a firm basis for the next step and be a significant advance in its own right.

At its second meeting, STG's New Projects Panel decided that the first major project to be investigated would be the second-generation reentry capsule. The Panel was presented a chart outlining the proposed sequence of events for manned lunar mission system analysis. The target date for a manned lunar landing was 1970.

A House Committee Staff Report stated that lunar flights would originate from space platforms in earth orbit according to current planning. The final decision on the method to be used, "which must be made soon," would take into consideration the difficulty of space rendezvous between a space platform and space vehicles as compared with the difficulty of developing single vehicles large enough to proceed directly from the earth to the moon.

McDonnell Aircraft Corporation reported to NASA the results of several company-funded studies of follow-on experiments using Mercury spacecraft with heatshields modified to withstand lunar reentry conditions. In one experiment, a Centaur booster would accelerate a Mercury spacecraft plus a third stage into an eccentric earth orbit with an apogee of about 1,200 miles, so that the capsule would reenter at an angle similar to that required for reentry from lunar orbit. The third stage would then fire, boosting the spacecraft to a speed of 36,000 feet per second as it reentered the atmosphere.

A study of the guidance and control design for a variety of space missions began at the MIT Instrumentation Laboratory under a NASA contract.

The ARPA-NASA Booster Evaluation Committee appointed by Herbert F. York, DOD Director of Defense Research and Engineering, April 15, 1959, convened to review plans for advanced launch vehicles. A comparison of the Saturn (C-1) and the Titan-C boosters showed that the Saturn, with its substantially greater payload capacity, would be ready at least one year sooner than the Titan-C. In addition, the cost estimates on the Titan-C proved to be unrealistic. On the basis of the Advanced Research Projects Agency presentation, York agreed to continue the Saturn program but, following the meeting, began negotiations with NASA Administrator T. Keith Glennan to transfer the Army Ballistic Missile Agency (and, therefore, Saturn ) to NASA.

At the third meeting of STG's New Projects Panel, Alan B. Kehlet presented suggestions for the multimanned reentry capsule. A lenticular-shaped vehicle was proposed, to ferry three occupants safely to earth from a lunar mission at a velocity of about 36,000 feet per second.

After a meeting with officials concerned with the missile and space program, President Dwight D. Eisenhower announced that he intended to transfer to NASA control the Army Ballistic Missile Agency's Development Operations Division personnel and facilities. The transfer, subject to congressional approval, would include the Saturn development program.

President Eisenhower announced his intention of transferring the Saturn project to NASA, which became effective on March 15, 1960.

At an STG meeting, it was decided to begin planning of advanced spacecraft systems. Three primary assignments were made:

1. The preliminary design of a multi-man (probably three-man) capsule for a circumlunar mission, with particular attention to the use of the capsule as a temporary space laboratory, lunar landing cabin, and deep-space probe;
2. Mission analysis studies to establish exit and reentry corridors, weights, and propulsion requirements;
3. Test program planning to decide on the number and purpose of launches.

In a memorandum to the members of the Research Steering Committee on Manned Space Flight, Chairman Harry J. Goett discussed the increased importance of the weight of the "end vehicle" in the lunar landing mission. This was to be an item on the agenda of the third meeting of the Committee, to be held in early December. Abe Silverstein, Director of the NASA Office of Space Flight Development, had recently mentioned to Goett that a decision would be made within the next few weeks on the configuration of successive generations of Saturn, primarily the upper stages, Silverstein and Goett had discussed the Committee's views on a lunar spacecraft. Goett expressed the hope in the memorandum that members of the Committee would have some specific ideas at their forthcoming meeting about the probable weight of the spacecraft.

In addition, Goett informed the Committee that the Vega had been eliminated as a possible booster for use in one of the intermediate steps leading to the lunar mission. The primary possibility for the earth satellite mission was now the first-generation Saturn and for the lunar flight the second-generation Saturn.

While awaiting the formal transfer of the Saturn program, NASA formed a study group to recommend upper-stage configurations. Membership was to include the DOD Director of Defense Research and Engineering and personnel from NASA, Advanced Research Projects Agency, Army Ballistic Missile Agency, and the Air Force. This group was later known both as the Saturn Vehicle Team and the Silverstein Committee (for Abe Silverstein, Chairman).

The initial plan for transferring the Army Ballistic Missile Agency and Saturn to NASA was drafted. It was submitted to President Dwight D. Eisenhower on December 1 1 and was signed by Secretary of the Army Wilber M. Brucker and Secretary of the Air Force James H. Douglas on December 16 and by NASA Administrator T. Keith Glennan on December 17.

The Advanced Research Projects Agency ARPA and NASA requested the Army Ordnance Missile Command AOMC to prepare an engineering and cost study for a new Saturn configuration with a second stage of four 20,000-pound-thrust liquid-hydrogen and liquid-oxygen engines (later called the S-IV stage) and a modified Centaur third stage using two of these engines later designated the S-V stage).

At the third meeting of the Research Steering Committee on Manned Space Flight held at Langley Research Center, H. Kurt Strass reported on STG's thinking on steps leading to manned lunar flight and on a particular capsule-laboratory spacecraft. The project steps beyond Mercury were: radiation experiments, minimum space and reentry vehicle (manned), temporary space laboratory (manned), lunar data acquisition (unmanned), lunar circumnavigation or lunar orbiter (unmanned), lunar base supply (unmanned), and manned lunar landing. STG felt that the lunar mission should have a three-man crew. A configuration was described in which a cylindrical laboratory was attached to the reentry capsule. This laboratory would provide working space for the astronauts until it was jettisoned before reentry. Preliminary estimates put the capsule weight at about 6,600 pounds and the capsule plus laboratory at about 10,000 pounds.

H. H. Koelle told members of the Research Steering Committee of mission possibilities being considered at the Army Ballistic Missile Agency. These included an engineering satellite, an orbital return capsule, a space crew training vehicle, a manned orbital laboratory, a manned circumlunar vehicle, and a manned lunar landing and return vehicle. He described the current Saturn configurations, including the "C" launch vehicle to be operational in 1967. The Saturn C (larger than the C-1) would be able to boost 85,000 pounds into earth orbit and 25,000 pounds into an escape trajectory.

Several possible configurations for a manned lunar landing by direct ascent being studied at the Lewis Research Center were described to the Research Steering Committee by Seymour C. Himmel. A six-stage launch vehicle would be required, the first three stages to boost the spacecraft to orbital speed, the fourth to attain escape speed, the fifth for lunar landing, and the sixth for lunar escape with a 10,000-pound return vehicle. One representative configuration had an overall height of 320 feet. H. H. Koelle of the Army Ballistic Missile Agency argued that orbital assembly or refueling in orbit (earth orbit rendezvous) was more flexible, more straightforward, and easier than the direct ascent approach. Bruce T. Lundin of the Lewis Research Center felt that refueling in orbit presented formidable problems since handling liquid hydrogen on the ground was still not satisfactory. Lewis was working on handling cryogenic fuels in space.

Committee formed to recommend post-Mercury space program. After four meetings, and studying earth-orbit assembly using Saturn II or direct ascent using Nova, tended to back development of Nova.

NASA team completed study design of upper stages of Saturn launch vehicle.

In a memorandum to Don R. Ostrander, Director of Office of Launch Vehicle Programs, and Abe Silverstein, Director of Office of Space Flight Programs, NASA Associate Administrator Richard E. Horner described the proposed Space Exploration Program Council, which would be concerned primarily with program development and implementation. The Council would be made up of the Directors of the Jet Propulsion Laboratory, the Goddard Space Flight Center, the Army Ballistic Missile Agency, the Office of Space Flight Programs, and the Office of Launch Vehicle Programs. Horner would be Chairman of the Council which would have its first meeting on January 28-29, 1960 (later changed to February 10-11, 1960).

NASA accepted the recommendations of the Saturn Vehicle Evaluation Committee Silverstein Committee on the Saturn C-1 configuration and on a long-range Saturn program. A research and development plan of ten vehicles was approved. The C-1 configuration would include the S-1 stage (eight H-1 engines clustered, producing 1.5 million pounds of thrust), the S-IV stage (four engines producing 80,000 pounds of thrust), and the S-V stage two engines producing 40,000 pounds of thrust.

President Dwight D. Eisenhower directed NASA Administrator T. Keith Glennan "to make a study, to be completed at the earliest date practicable, of the possible need for additional funds for the balance of FY 1960 and for FY 1961 to accelerate the super booster program for which your agency recently was given technical and management responsibility."

In testimony before the House Committee on Science and Astronautics, Richard E. Horner, Associate Administrator of NASA, presented NASA's ten-year plan for 1960-1970. The essential elements had been recommended by the Research Steering Committee on Manned Space Flight. NASA's Office of Program Planning and Evaluation, headed by Homer J. Stewart, formalized the ten-year plan.

On February 19, NASA officials again presented the ten-year timetable to the House Committee. A lunar soft landing with a mobile vehicle had been added for 1965. On March 28, NASA Administrator T. Keith Glennan described the plan to the Senate Committee on Aeronautical and Space Sciences. He estimated the cost of the program to be more than $1 billion in Fiscal Year 1962 and at least $1.5 billion annually over the next five years, for a total cost of $12 to $15 billion.

The Chance Vought Corporation completed a company-funded, independent, classified study on manned lunar landing and return (MALLAR), under the supervision of Thomas E. Dolan. Booster limitations indicated that earth orbit rendezvous would be necessary. A variety of lunar missions were described, including a two-man, 14-day lunar landing and return. This mission called for an entry vehicle of 6,600 pounds, a mission module of 9,000 pounds, and a lunar landing module of 27,000 pounds. It incorporated the idea of lunar orbit rendezvous though not specifically by name.

At a luncheon in Washington, Abe Silverstein, Director of the Office of Space Flight Programs, suggested the name "Apollo" for the manned space flight program that was to follow Mercury. Others at the luncheon were Don R. Ostrander from NASA Headquarters and Robert R. Gilruth, Maxime A. Faget, and Charles J. Donlan from STG.

The Army Ballistic Missile Agency submitted to NASA the study entitled "A Lunar Exploration Program Based Upon Saturn-Boosted Systems." In addition to the subjects specified in the preliminary report of October 1, 1959, it included manned lunar landings.

The first meeting of the NASA Space Exploration Council was held at NASA Headquarters. The objective of the Council was "to provide a mechanism for the timely and direct resolution of technical and managerial problems . . . common to all NASA Centers engaged in the space flight program."

Study issued by Huntsville of lunar landing alternatives using Saturn systems. Huntsville transferred from Army to NASA. Vought study on modular approach to lunar landing. Internally NASA decides on lunar landing as next objective after Mercury.

Eleven companies submitted contract proposals for the Saturn second stage (S-IV): Bell Aircraft Corporation; The Boeing Airplane Company; Chrysler Corporation; General Dynamics Corporation, Convair Astronautics Division; Douglas Aircraft Company, Inc.; Grumman Aircraft Engineering Corporation; Lockheed Aircraft Corporation; The Martin Company; McDonnell Aircraft Corporation; North American Aviation, Inc.; and United Aircraft Corporation.

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Apollo CSM Credit: © Mark Wade. 7,033 bytes. 561 x 304 pixels.

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NASA established the Office of Life Sciences Programs with Clark T. Randt as Director. The Office would assist in the fields of biotechnology and basic medical and behavioral sciences. Proposed biological investigations would include work on the effects of space and planetary environments on living organisms, on evidence of extraterrestrial life forms, and on contamination problems. In addition, the Office would arrange grants and contracts and plan a life sciences research center.

At a NASA staff conference at Monterey, Calif., officials discussed the advanced manned space flight program, the elements of which had been presented to Congress in January. The Goddard Space Flight Center was asked to define the basic assumptions to be used by all groups in the continuing study of the lunar mission. Some problems already raised were: the type of heatshield needed for reentry and tests required to qualify it, the kind of research and development firings, and conditions that would be encountered in cislunar flight.

STG formulated preliminary guidelines by which an "advanced manned spacecraft and system" would be developed. These guidelines were further refined and elaborated; they were formally presented to NASA Centers during April and May.

The Army Ballistic Missile Agency's Development Operations Division and the Saturn program were transferred to NASA after the expiration of the 60-day limit for congressional action on the President's proposal of January 14. (The President's decision had been made on October 21, 1959.) By Executive Order, the President named the facilities the "George C. Marshall Space Flight Center." Formal transfer took place on July 1.

Thomas E. Dolan of the Chance Vought Corporation prepared a company-funded design study of the lunar orbit rendezvous method for accomplishing the lunar landing mission.

Two of Saturn's first-stage engines passed initial static firing test of 7.83 seconds duration at Huntsville, Ala.

STG's Robert O. Piland, during briefings at NASA Centers, presented a detailed description of the guidelines for missions, propulsion, and flight time in the advanced manned spacecraft program:

1. The spacecraft should be capable ultimately of manned circumlunar reconnaissance. As a logical intermediate step toward future goals of lunar and planetary landing many of the problems associated with manned circumlunar flight would need to be solved.
2. The lunar spacecraft should be capable of earth orbit missions for initial evaluation and training. The reentry component of this spacecraft should be capable of missions in conjunction with space laboratories or space stations. To accomplish lunar reconnaissance before a manned landing, it would be desirable to approach the moon closer than several thousand miles. Fifty miles appeared to be a reasonable first target for study purposes.
3. The spacecraft should be designed to be compatible with the Saturn C-1 or C-2 boosters for the lunar mission. The multiman advanced spacecraft should not weigh more than 15,000 pounds including auxiliary propulsion and attaching structure.
4. A flight-time capability of the spacecraft for 14 days without resupply should be possible. Considerable study of storage batteries, fuel cells, auxiliary power units, and solar batteries would be necessary. Items considered included the percentage of the power units to be placed in the "caboose" (space laboratory), preference for the use of storage batteries for both power and radiation shielding, and redundancy for reliability by using two different types of systems versus two of the same system.

Presentation by STG members of the guidelines for an advanced manned spacecraft program to NASA Centers.

Members of STG presented guidelines for an advanced manned spacecraft program to NASA Centers to enlist research assistance in formulating spacecraft and mission design.

To open these discussions, Director Robert R. Gilruth summarized the guidelines: manned lunar reconnaissance with a lunar mission module, corollary earth orbital missions with a lunar mission module and with a space laboratory, compatibility with the Saturn C-1 or C-2 boosters (weight not to exceed 15,000 pounds for a complete lunar spacecraft and 25,000 pounds for an earth orbiting spacecraft), 14-day flight time, safe recovery from aborts, ground and water landing and avoidance of local hazards, point (ten square-mile) landing, 72-hour postlanding survival period, auxiliary propulsion for maneuvering in space, a "shirtsleeve" environment, a three-man crew, radiation protection, primary command of mission on board, and expanded communications and tracking facilities. In addition, a tentative time schedule was included, projecting multiman earth orbit qualification flights beginning near the end of the first quarter of calendar year 1966.

In discussing the advanced manned spacecraft program at NASA Centers, Maxime A. Faget of STG detailed the guidelines for aborted missions and landing:

1. The spacecraft must have a capability of safe crew recovery from aborted missions at any speed up to the maximum velocity, this capability to be independent of the launch propulsion system.
2. A satisfactory landing by the spacecraft on both water and land, avoiding local hazards in the recovery area, was necessary. This requirement was predicated on two considerations: emergency conditions or navigation errors could force a landing on either water or land; and accessibility for recovery and the relative superiority of land versus water landing would depend on local conditions and other factors. The spacecraft should be able to land in a 30-knot wind, be watertight, and be seaworthy under conditions of 10- to 12-foot waves.
3. Planned landing capability by the spacecraft at one of several previously designated ground surface locations, each approximately 10 square miles in area, would be necessary. Studies were needed to assess the value of impulse maneuvers, guidance quality, and aerodynamic lift over drag during the return from the lunar mission. Faget pointed out that this requirement was far less severe for the earth orbit mission than for the lunar return.
4. The spacecraft design should provide for crew survival for at least 72 hours after landing. Because of the unpredictability of possible emergency maneuvers, it would be impossible to provide sufficient recovery forces to cover all possible landing locations. The 72-hour requirement would permit mobilization of normally existing facilities and enough time for safe recovery. Locating devices on the spacecraft should perform adequately anywhere in the world.
5. Auxiliary propulsion should be provided for guidance maneuvers needed to effect a safe return in a launch emergency. Accuracy and capability of the guidance system should be studied to determine auxiliary propulsion requirements. Sufficient reserve propulsion should be included to accommodate corrections for maximum guidance errors. The single system could serve for either guidance maneuvers or escape propulsion requirements.

Stanley C. White of STG outlined at NASA Centers the guidelines for human factors in the advanced manned spacecraft program:

1. A "shirtsleeve" spacecraft environment would be necessary because of the long duration of the lunar flight. This would call for a highly reliable pressurized cabin and some means of protection against rapid decompression. Such protection might be provided by a quick-donning pressure suit. Problems of supplying oxygen to the spacecraft; removing carbon dioxide, water vapor, toxic gases, and microorganisms from the capsule atmosphere; basic monitoring instrumentation; and restraint and couch design were all under study. In addition, research would be required on noise and vibration in the spacecraft, nutrition, waste disposal, interior arrangement and displays, and bioinstrumentation.
2. A minimum crew of three men was specified. Studies had indicated that, for a long-duration mission, multiman crews were necessary and that three was the minimum number required.
3. The crew should not be subjected to more than a safe radiation dose. Studies had shown that it was not yet possible to shield the crew against a solar flare. Research was indicated on structural materials and equipment for radiation protection, solar-flare prediction, minimum radiation trajectories, and the radiation environment in cislunar space.

Command and communications guidelines for the advanced manned spacecraft program were listed by STG's Robert G. Chilton at NASA Centers:

1. Primary command of the mission should be on board. Since a manned spacecraft would necessarily be much more complex and its cost much greater than an unmanned spacecraft, maximum use should be made of the command decision and operational capabilities of the crew. Studies would be needed to determine the extent of these capabilities under routine, urgent, and extreme emergency conditions. Onboard guidance and navigation hardware would include inertial platforms for monitoring insertion guidance, for abort command, and for abort-reentry navigation; optical devices; computers; and displays. Attitude control would require a multimode system.
2. Communications and ground tracking should be provided throughout the mission except when the spacecraft was behind the moon. Voice contact once per orbit was considered sufficient for orbital missions. For the lunar mission, telemetry would be required only for backup data since the crew would relay periodic voice reports. Television might be desirable for the lunar mission. For ground tracking, a study of the Mercury system would determine whether the network could be modified and relocated to satisfy the close-in requirements of a lunar mission. The midcourse and circumlunar tracking requirements might be met by the deep-space network facilities at Goldstone, Calif., Australia, and South Africa. Both existing and proposed facilities should be studied to ensure that frequencies for all systems could be made compatible to permit use of a single beacon for midcourse and reentry tracking.

John C. Houbolt of the Langley Research Center presented a paper at the National Aeronautical Meeting of the Society of Automotive Engineers in New York City in which the problems of rendezvous in space with the minimum expenditure of fuel were considered.

Four of the eight H-1 engines of the Saturn C-1 first-stage booster were successfully static-fired at Redstone Arsenal for seven seconds.

Briefings on the guidelines for the advanced manned spacecraft program were presented by STG representatives at NASA Headquarters.

STG members, visiting Moffett Field, Calif., briefed representatives of the Jet Propulsion Laboratory, Flight Research Center, and Ames Research Center on the advanced manned spacecraft program. Ames representatives then described work at their Center which would be applicable to the program: preliminary design studies of several aerodynamic configurations for reentry from a lunar trajectory, guidance and control requirements studies, potential reentry heating experiments at near-escape velocity, flight simulation, and pilot display and navigation studies. STG asked Ames to investigate heating and aerodynamics on possible lifting capsule configurations. In addition, Ames offered to tailor a payload applicable to the advanced program for a forthcoming Wallops Station launch.

In a memorandum to NASA Administrator T. Keith Glennan, Robert L. King, Executive Secretary of the Space Exploration Program Council (SEPC), reported on the status of certain actions taken up at the first meeting of the Council:

• Rather than appoint a separate Senior Steering Group to resolve policy problems connected with the reliability program, SEPC itself tentatively would be used. A working committee would be appointed for each major system and would and rely on the SEPC for broad policy guidance,
• Proposed rescheduling of the first Atlas-Agena 13 lunar mission for an earlier flight date was abandoned as impractical.

Members of STG visited the Flight Research Center to be briefed on current effort and planned activities there. Of special interest were possibilities of the Flight Research Center's conducting research on large parachutes in cooperation with Ames Research Center, analytical and simulator studies of pilot control of launch vehicles, and full-scale tests of landing capabilities of low lift over drag configurations.

NASA announced the selection of the Douglas Aircraft Company to build the second stage (S-IV) of the Saturn C-1 launch vehicle.

At Redstone Arsenal, all eight H-1 engines of the first stage of the Saturn C-1 launch vehicle were static-fired simultaneously for the first time and achieved 1.3 million pounds of thrust.

A study report was issued by the MIT Instrumentation Laboratory on guidance and control design for a variety of space missions. This report, approved by C. Stark Draper, Director of the Laboratory, showed that a vehicle, manned or unmanned, could have significant onboard navigation and guidance capability.

Members of STG presented the proposed advanced manned spacecraft program to Wernher von Braun and 25 of his staff at Marshall Space Flight Center. During the ensuing discussion, the merits of a completely automatic circumlunar mission were compared with those of a manually operated mission. Further discussions were scheduled.

STG members presented the proposed advanced manned spacecraft program to the Lewis Research Center staff. Work at the Center applicable to the program included: analysis and preliminary development of the onboard propulsion system, trajectory analysis, and development of small rockets for midcourse and attitude control propulsion.

Robcrt R. Gilruth, Paul E. Purser, James A. Chamberlin, Maxime A. Faget, and H. Kurt Strass of STG met with a group from the Grumman Aircraft Engineering Corporation to discuss advanced spacecraft programs. Grumman had been working on guidance requirements for circumlunar flights under the sponsorship of the Navy and presented Strass with a report of this work.

A discussion on the advanced manned spacecraft program was held at the Langley Research Center with members of STG and Langley Research Center, together with George M. Low and Ernest O. Pearson, Jr., of NASA Headquarters and Harry J. Goett of Goddard Space Flight Center. Floyd L. Thompson, Langley Director, said that Langley would be studying the radiation problem, making configuration tests (including a lifting Mercury) , and studying aerodynamics, heating, materials, and structures.

The consensus of the meeting was that the rendezvous technique would be essential in the foreseeable future and that experiments should be made to establish feasibility and develop the technique. There was as yet no funding for my rendezvous flight test program.

STG formed the Advanced Vehicle Team, reporting directly to Robert R. Gilruth, Director of the Mercury program. The Team would conduct research and make preliminary design studies for an advanced multiman spacecraft.

Eight H-1 engines of the first stage of the Saturn C-1 launch vehicle were static-fired for 35.16 seconds, producing 1.3 million pounds of thrust. This first public demonstration of the H-1 took place at Marshall Space Flight Center.

Assembly of the first Saturn flight booster, SA-1, began at Marshall Space Flight Center.

NASA selected Rocketdyne Division of NAA to develop the J-2, a 200,000-pound-thrust rocket engine, burning liquid hydrogen and liquid oxygen. (A decision was later made to use the J-2 in the upper stages of the Saturn C-5.)

Complete eight-engine static firing of Saturn successfully conducted for 110 seconds at MSFC, the longest firing to date.

The Saturn C-1 first stage successfully completed its first series of static tests at the Marshall Space Flight Center with a 122-second firing of all eight H-1 engines.

H. Kurt Strass of STG and John H. Disher of NASA Headquarters proposed that boilerplate Apollo spacecraft be used in some of the forthcoming Saturn C-1 hunches. (Boilerplates are research and development vehicles which simulate production spacecraft in size, shape, structure, mass, and center of gravity.) These flight tests would provide needed experience with Apollo systems and utilize the Saturn boosters effectively. Four or five such tests were projected. On October 5, agreement was reached between members of Marshall Space Flight Center and STG on tentative Saturn vehicle assignments and flight plans.

Robert O. Piland, Head of the STG Advanced Vehicle Team, and Stanley C. White of STG attended a meeting in Washington, D. C., sponsored by the NASA Office of Life Sciences Programs, to discuss radiation and its effect on manned space flight. Their research showed that it would be impracticable to shield against the inner Van Allen belt radiation but possible to shield against the outer belt with a moderate amount of protection.

The House Committee on Science and Astronautics declared: "A high priority program should be undertaken to place a manned expedition on the moon in this decade. A firm plan with this goal in view should be drawn up and submitted to the Congress by NASA. Such a plan, however, should be completely integrated with other goals, to minimize total costs. The modular concept deserves close study. Particular attention should be paid immediately to long lead-time phases of such a program." The Committee also recommended that development of the F-1 engine be expedited in expectation of the Nova launch vehicle, that there be more research on nuclear engines and less conventional engines before freezing the Nova concept, and that the Orion project be turned over to NASA. It was the view of the Committee that "NASA's 10-year program is a good program, as far as it goes, but it does not go far enough. Furthermore the space program is not being pushed with sufficient energy."

The third meeting of the Space Exploration Program Council was held at NASA Headquarters. The question of a speedup of Saturn C-2 production and the possibility of using nuclear upper stages with the Saturn booster were discussed. The Office of Launch Vehicle Programs would plan a study on the merits of using nuclear propulsion for some of NASA's more sophisticated missions. If the study substantiated such a need, the amount of in-house basic research could then be determined.

NASA Director of Space Flight Programs Abe Silverstein notified Harry J. Goett, Director of the Goddard Space Flight Center, that NASA Administrator T. Keith Glennan had approved the name "Apollo" for the advanced manned space flight program. The program would be so designated at the forthcoming NASA-Industry Program Plans Conference.

The first NASA-Industry Program Plans Conference was held in Washington, D.C. The purpose was to give industrial management an overall picture of the NASA program and to establish a basis for subsequent conferences to be held at various NASA Centers. The current status of NASA programs was outlined, including long-range planning, launch vehicles, structures and materials research, manned space flight, and life sciences.

NASA Deputy Administrator Hugh L. Dryden announced that the advanced manned space flight program had been named "Apollo." George M. Low, NASA Chief of Manned Space Flight, stated that circumlunar flight and earth orbit missions would be carried out before 1970. This program would lead eventually to a manned lunar landing and a permanent manned space station.

Name 'Apollo' selected by Silverstein. Conference with aerospace industry outlined NASA's plans for circumlunar and lunar flight.

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Lunar Module 3 view Credit: © Mark Wade. 10,188 bytes. 586 x 444 pixels.

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In a memorandum to Abe Silverstein, Director of NASA's Office of Space Flight Programs, Harry J. Goett, Director of Goddard Space Flight Center, outlined the tentative program of the Goddard industry conference to be held on August 30. At this conference, more details of proposed study contracts for an advanced manned spacecraft would be presented. The requirements would follow the guidelines set down by STG and presented to NASA Headquarters during April and May. Three six-month study contracts at $250,000 each would be awarded.

Secretary of the Interior Fred A. Seaton and Secretary of the Army Wilber M. Brucker announced that the U.S. Geological Survey had completed the first known photogeological survey of the surface of the moon.

Army announced completion of a project for mapping lunar landing sites.

The Goddard Space Flight Center GSFC conducted its industry conference in Washington, D.C., presenting details of GSFC projects, current and future. The objectives of the proposed six-month feasibility contracts for an advanced manned spacecraft were announced.

In an organizational change within STG, Maxime A. Faget was appointed Chief of the Flight Systems Division and Robert O. Piland was named Assistant Chief for Advanced Projects. The Apollo Project Office was formed with Piland as Head of the Office; members included John B. Lee, J. Thomas Markley, William W. Petynia,and H. Kurt Strass.

NASA Administrator T. Keith Glennan directed that an accelerated joint planning effort be made by persons at NASA Headquarters who were most familiar with the Saturn, Apollo, manned orbital laboratory, and unmanned lunar and planetary programs. They were to determine whether the Saturn and Saturn-use programs were effectively integrated and whether sufficient design study and program development work had been done to support decisions on projected Saturn configurations.

A NASA contract for approximately $44 million was signed by Rocketdyne Division of NAA for the development of the J-2 engine.

A formal agreement was signed by the United States and South Africa providing for the construction of a new deep-space tracking facility at Krugersdorp, near Johannesburg. It would be one of three stations equipped to maintain constant contact with lunar and planetary spacecraft.

Bidder's conference for circumlunar Apollo. Specification: Saturn C-2 compatability (6,800 kg mass for circumlunar mission); 14 day flight time; three-man crew in shirt-sleeve environment.

An STG briefing was held at Langley Field, Va., for prospective bidders on three six-month feasibility studies of an advanced manned spacecraft as part of the Apollo program. A formal Request for Proposal was issued at the conference.

Charles J. Donlan of STG, Chairman of the Evaluation Board which would consider contractors' proposals on feasibility studies for an advanced manned spacecraft, invited the Directors of Ames Research Center, Jet Propulsion Laboratory, Flight Research Center, Lewis Research Center, Langley Research Center, and Marshall Space Flight Center to name representatives to the Evaluation Board. The first meeting was to be held on October 10 at Langley Field, Va.

The fourth meeting of the Space Exploration Program Council was held at NASA Headquarters. The results of a study on Saturn development and utilization was presented by the Ad Hoc Saturn Study Committee. Objectives of the study were to determine (1) if and when the Saturn C-2 launch vehicle should be developed and (2) if mission and spacecraft planning was consistent with the Saturn vehicle development schedule. No change in the NASA Fiscal Year 1962 budget was contemplated. The Committee recommended that the Saturn C-2 development should proceed on schedule (S-II stage contract in Fiscal Year 1962, first flight in 1965). The C-2 would be essential, the study reported, for Apollo manned circumlunar missions, lunar unmanned exploration, Mars and Venus orbiters and capsule landers, probes to other planets and out-of- ecliptic, and for orbital starting of nuclear upper stages.

Members were appointed to the Technical Assessment Panels and the Evaluation Board to consider industry proposals for Apollo spacecraft feasibility studies. Members of the Evaluation Board were: Charles J. Donlan (STG), Chairman; Maxime A. Faget (STG) ; Robert O. Piland (STG), Secretary; John H. Disher (NASA Headquarters Office of Space Flight Programs); Alvin Seiff (Ames); John V. Becker (Langley); H. H. Koelle (Marshall); Harry J. Goett (Goddard), ex officio; and Robert R. Gilruth (STG), ex officio.

Members of STG visited the Marshall Space Flight Center to discuss possible Saturn and Apollo guidance integration and potential utilization of Apollo onboard propulsion to provide a reserve capability. Agreement was reached on tentative Saturn vehicle assignments on abort study and lunar entry simulation; on the use of the Saturn guidance system; and on future preparations of tentative flight plans for Saturns SA-6, 8, 9, and 10.

Contractors' proposals on feasibility studies for an advanced manned spacecraft were received by STG. Sixty-four companies expressed interest in the Apollo program, and of these 14 actually submitted proposals: The Boeing Airplane Company; Chance Vought Corporation; Convair/Astronautics Division of General Dynamics Corporation; Cornell Aeronautical Laboratory, Inc.; Douglas Aircraft Company; General Electric Company; Goodyear Aircraft Corporation; Grumman Aircraft Engineering Corporation; Guardite Division of American Marietta Company; Lockheed Aircraft Corporation; The Martin Company; North American Aviation, Inc.; and Republic Aviation Corporation. These 14 companies, later reduced to 12 when Cornell and Guardite withdrew, were subsequently invited to submit prime contractor proposals for the Apollo spacecraft development in 1961. The Technical Assessment Panels began evaluation of contractors' proposals on October 10.

In a memorandum to Abe Silverstein, Director of NASA's Office of Space Flight Programs, George M. Low, Chief of Manned Space Flight, described the formation of a working group on the manned lunar landing program: "It has become increasingly apparent that a preliminary program for manned lunar landings should be formulated. This is necessary in order to provide a proper justification for Apollo, and to place Apollo schedules and technical plans on a firmer foundation.

"In order to prepare such a program, I have formed a small working group, consisting of Eldon Hall, Oran Nicks, John Disher, and myself. This group will endeavor to establish ground rules for manned lunar landing missions; to determine reasonable spacecraft weights; to specify launch vehicle requirements; and to prepare an integrated development plan, including the spacecraft, lunar landing and takeoff system, and launch vehicles. This plan should include a time-phasing and funding picture, and should identify areas requiring early studies by field organizations."

The Technical Assessment Panels presented to the Evaluation Board their findings on the contractors' proposals for feasibility studies of an advanced manned spacecraft. On October 24, the Evaluation Board findings and recommendations were presented to the STG Director.

A staff meeting of STG's Flight Systems Division was held to fix additional design constraints for the in- house design study of the Apollo spacecraft.

Fundamental decisions were made as a result of this and a previous meeting on September 20.

Included in the current Saturn flight schedule were: mid-1961, begin first-stage flights with dummy upper stages; early 1963, begin two-stage flights; late 1963, begin three-stage flights; early 1964, conclude ten-vehicle research and development flight test program.

NASA selected three contractors to prepare individual feasibility studies of an advanced manned spacecraft as part of Project Apollo. The contractors were Convair/Astronautics Division of General Dynamics Corporation, General Electric Company, and The Martin Company.

From 16 bids, Convair, General Electric, and Martin selected to conduct $250,000 study contracts. Meanwhile Space Task Group Langley undertakes its own studies, settling on Apollo CM configuration as actually built by October 1960.

Representatives of the General Electric Company, The Martin Company, and Convair/Astronautics Division of General Dynamics Corporation visited STG to conduct negotiations on the Apollo systems study contracts announced on October 25. The discussions clarified or identified areas not completely covered in company proposals. Contracts were awarded on November 15.

Key staff members of NASA Headquarters and the Commander, U.S. Air Force Research and Development Command, met at the Air Force Ballistic Missile Division, Los Angeles, Calif., to attend briefings and discuss matters of mutual concern.

At an executive session, Air Force and NASA programs of orbital rendezvous, refueling, and descent from orbit were discussed. Long-range Air Force studies on a lunar base were in progress as well as research on more immediate missions, such as rendezvous by an unmanned satellite interceptor for inspection purposes, manned maintenance satellites, and reentry methods. NASA plans for the manned lunar landing mission included the possible use of the Saturn booster in an orbital staging operation employing orbital refueling. Reentry studies beyond Mercury were concentrated on reentry at escape speeds and on a spacecraft configuration capable of aerodynamic maneuvering during reentry.

Lunar atlas prepared for USAF by group under technical direction of G. P. Kuiper was released, an "Orthographic Atlas of the Moon" charted 5,000 base points combined with best available photos and grids.

The Department of the Interior announced that the U.S. Geological Survey would undertake detailed studies of lunar geology as part of a new $205,000 program in astrogeology financed by NASA.

At a meeting, Charles J. Donlan of STG and George M. Low, John H. Disher, Milton W. Rosen, and Elliott Mitchell, all of NASA Headquarters, discussed a plan to set up informal technical liaison groups to broaden the base for inter-Center information exchange on the Apollo program with particular reference to onboard propulsion.

STG formulated a plan for the proposed Apollo Technical Liaison Groups. These Groups were to effect systematic liaison in technical areas related to the Apollo project. The objectives and scope of the plan were as follows:

• Provide an up-to-date summary of progress on the Apollo project in specific technical areas at the Centers.
• Give a regular summary of Apollo research and study investigations to ensure their use in the project.
• Report Apollo contractor activities to Group members.
• Bring expert consideration to the technical problems as they arose.
• Point out research activity needed in support of Apollo for its assignment to the centers.
• Assist in monitoring contractor studies through participation of individual panel members.
• Develop requirements for flight tests resulting from research and study activity.
• Provide assessments of progress in the technical areas.

Trajectory Analysis;

Studies related to the manned circumlunar mission including atmospheric and non-atmospheric phases of normal and emergency maneuvers.

Configurations and Aerodynamics.

Theoretical and experimental studies of the aerodynamic characteristics and performance of vehicles proposed for the manned circumlunar mission.

Guidance and Control:

Studies and developments in the guidance, navigation, and control areas related to all phases of the manned circumlunar mission.

Heating:

Convective, conductive, and radiative heat-transfer studies during launch, abort, and reentry for various configurations; investigations of heat transfer through turbulent boundary layers; ablation rates for materials at different heating conditions; and pressure distribution for various configurations.

Structures and Materials:

Studies of design concepts for proposed circumlunar vehicle structures including the optimum payload distribution, protection against radiation and meteoroids, and possible shapes and types of structures suitable for circumlunar missions.

Instrumentation and Communications:

Studies and developments of instruments required for the mission; studies on voice, telemetry, and tracking communications.

Human Factors:

Studies on human tolerance levels, life-support requirements, and the assessment of the biological effects of radiation.

Mechanical Systems:

Studies and developments of systems required for the manned circumlunar mission.

Onboard Propulsion;

Studies and developments in propulsion systems and components required to meet the abort and midcourse performance requirements.

Charles J. Donlan, Associate Director of STG, invited Langley, Ames, Lewis, and Flight Research Centers, Marshall Space Flight Center, and Jet Propulsion Laboratory to participate in Technical Liaison Groups in accordance with the plan drawn up on November 16.

STG held a meeting at Goddard Space Flight Center to discuss a proposed contract with MIT Instrumentation Laboratory for navigation and guidance support for Project Apollo. The proposed six-month contract for $100,000 might fund studies through the preliminary design stage but not actual hardware. Milton B. Trageser of the Instrumentation Laboratory presented a draft work statement which divided the effort into three parts: midcourse guidance, reentry guidance, and a satellite experiment feasibility study using the Orbiting Geophysical Observatory. STG decided that the Instrumentation Laboratory should submit a more detailed draft of a work statement to form the basis of a contract. In a discussion the next day, Robert G. Chilton of STG and Trageser clarified three points:

1. The current philosophy was that an onboard computer program for a normal mission sequence would be provided and would be periodically updated by the crew. If the crew were disabled, the spacecraft would continue on the programmed flight for a normal return. No capability would exist for emergency procedures.
2. Chilton emphasized that consideration of the reentry systems design should include all the guideline requirements for insertion monitoring by the crew, navigation for aborted missions, and, in brief, the whole design philosophy for manned flight.
3. The long-term objective of a lunar landing mission should be kept in mind although design simplicity was of great importance.

A joint briefing on the Apollo and Saturn programs was held at Marshall Space Flight Center MSFC, attended by representatives of STG and MSFC. Maxime A. Faget of STG and MSFC Director Wernher von Braun agreed that a joint STG-MSFC program would be developed to accomplish a manned lunar landing. Areas of responsibility were: MSFC launch vehicle and landing on the moon; STG - lunar orbit, landing, and return to earth.

Smith J. DeFrance, Director of the Ames Research Center, designated Ames working members on six of the nine Apollo Technical Liaison Groups. They were Stanley F. Schmidt (Trajectory Analysis), Clarence A. Syvertson (Configurations and Aerodynamics), G. Allen Smith (Guidance and Control), Glen Goodwin (Heating), Charles A. Hermach (Structures and Materials), and Harald S. Smedal (Human Factors).

Eugene J. Manganiello, Associate Director of the Lewis Research Center, appointed Lewis members to six of the Apollo Technical Liaison Groups. They were Seymour C. Himmel (Trajectory Analysis), Jack B. Esgar (Structures and Materials), Robert E. Tozier (Instrumentation and Communications), Robert F. Seldon (Human Factors), Robert R. Goodman (Mechanical Systems), and Edmund R. Jonash (Onboard Propulsion).

Representatives of Marshall Space Flight Center (MSFC) were assigned to eight of the nine Apollo Technical Liaison Groups by H. H. Koelle, Director, Future Projects Office, MSFC. They were Rudolph F. Hoelker (Trajectory Analysis), Edward L. Linsley (Configurations and Aerodynamics), Werner K. Dahm and Harvey A. Connell (Heating), Erich E. Goerner (Structures and Materials), David M. Hammock and Alexander A. McCool (Onboard Propulsion), Heinz Kampmeier (Instrumentation and Communications), Wilbur G. Thornton (Guidance and Control), and Herman F. Beduerftig (Mechanical Systems). Dual representation on two of the Groups would be necessary because of the division of technical responsibilities within MSFC.

The Director of the Flight Research Center, Paul F. Bikle, nominated Flight Research Center members to eight of the nine Apollo Technical Liaison Groups. They were Donald R. Bellman (Trajectory Analysis), Hubert M. Drake (Configurations and Aerodynamics), Euclid C. Holleman (Guidance and Control), Thomas V. Cooney (Heating), Kenneth C. Sanderson (Instrumentation and Communications), Milton O. Thompson (Human Factors), Perry V. Row (Mechanical Systems) , and Norman E. DeMar (Onboard Propulsion).

A meeting was held by representatives of STG and the MIT Lincoln Laboratory to discuss the scope of the studies to be performed by the Lincoln Laboratory on the ground instrumentation system for the Apollo program. The discussion centered about the draft work statement prepared by STG. In general, those at the meeting agreed that Lincoln Laboratory should conduct an overall analysis of the requirements for the ground system, leading to the formulation of a general systems concept. The study should be completed by the end of December 1961, with interim results available in the middle of 1961 .

First of new series of static firings of Saturn considered only 50 percent successful in 2-second test at MSFC.

Milton B. Trageser of MIT Instrumentation Laboratory transmitted to Charles J. Donlan of STG the outline of a study program on the guidance aspects of Project Apollo. He outlined what might be covered by a formal proposal on the Apollo spacecraft guidance and navigation contract discussed by STG and Instrumentation Laboratory representatives on November 22.

The first technical review of the General Electric Company Apollo feasibility study was held at the contractor's Missile and Space Vehicle Department. Company representatives presented reports on the study so that STG representatives might review progress, provide General Electric with pertinent information from NASA or other sources, and discuss and advise as to the course of the study.

Floyd L. Thompson, Director of the Langley Research Center, assigned Langley members to eight of the Apollo Technical Liaison Groups. They were William H. Michael, Jr. (Trajectory Analysis), Eugene S. Love (Configurations and Aerodynamics), John M. Eggleston (Guidance and Control), Robert L. Trimpi

(Heating), Roger A. Anderson (Structures and Materials), Wilford E. Sivertson, Jr. (Instrumentation and Communications), David Adamson (Human Factors), and Joseph G. Thibodaux, Jr. (Onboard Propulsion).

The Martin Company presented the first technical review of its Apollo feasibility study to STG officials in Baltimore, Md. At the suggestion of STG, Martin agreed to reorient the study in several areas: putting more emphasis on lunar orbits, putting man in the system, and considering landing and recovery in the initial design of the spacecraft.

Brian O. Sparks, Deputy Director of the Jet Propulsion Laboratory (JPL), designated JPL members to serve on six of the nine Apollo Technical Liaison Groups. They were Victor C. Clarke, Jr. (Trajectory Analysis), Edwin Pounder (Configurations and Aerodynamics), James D. Acord (Guidance and Control), John W. Lucas (Heating), William J. Carley (Structures and Materials), and Duane F. Dipprey (Onboard Propulsion),

Representatives of the Langley Research Center briefed members of STG on the lunar orbit method of accomplishing the lunar landing mission.

Convair/Astronautics Division of the General Dynamics Corporation held its first technical review of the Apollo feasibility study in San Diego, Calif. Brief presentations were made by contractor and subcontractor technical specialists to STG representatives. Convair/Astronautics' first approach was oriented toward the modular concept, but STG suggested that the integral spacecraft concept should be investigated.

Associate Administrator of NASA Robert C. Seamans, Jr., and his staff were briefed by Langley Research Center personnel on the rendezvous method as it related to the national space program. Clinton E. Brown presented an analysis made by himself and Ralph W. Stone, Jr., describing the general operational concept of lunar orbit rendezvous for the manned lunar landing. The advantages of this plan in contrast with the earth orbit rendezvous method, especially in reducing launch vehicle requirements, were illustrated. Others discussing the rendezvous were John C. Houbolt, John D. Bird, and Max C. Kurbjun.

The MIT Instrumentation Laboratory submitted a formal proposal to NASA for a study of a navigation and guidance system for the Apollo spacecraft.

The Grumman Aircraft Engineering Corporation began work on a company- funded lunar orbit rendezvous feasibility study.

During a meeting of the Space Exploration Program Council at NASA Headquarters, the subject of a manned lunar landing was discussed. Following presentations on earth orbit rendezvous (Wernher von Braun, Director of Marshall Space Flight Center), lunar orbit rendezvous (John C. Houbolt of Langley Research Center), and direct ascent (Melvyn Savage of NASA Headquarters), the Council decided that NASA should not follow any one of these specific approaches, but should proceed on a broad base to afford flexibility. Another outcome of the discussion was an agreement that NASA should have an orbital rendezvous program which could stand alone as well as being a part of the manned lunar program. A task group was named to define the elements of the program insofar as possible. Members of the group were George M. Low, Chairman, Eldon W. Hall, A. M. Mayo, Ernest O. Pearson, Jr., and Oran W. Nicks, all of NASA Headquarters; Maxime A. Faget of STG; and H. H. Koelle of Marshall Space Flight Center. This group became known as the Low Committee.

The Manned Lunar Landing Task Group (Low Committee) set up by the Space Exploration Program Council was instructed to prepare a position paper for the NASA Fiscal Year 1962 budget presentation to Congress. The paper was to be a concise statement of NASA's lunar program for Fiscal Year 1962 and was to present the lunar mission in term of both direct ascent and rendezvous. The rendezvous program would be designed to develop a manned spacecraft capability in near space, regardless of whether such a technique would be needed for manned lunar landing. In addition to answering such questions as the reason for not eliminating one of the two mission approaches, the Group was to estimate the cost of the lunar mission and the date of its accomplishment, though not in specific terms. Although the decision to land a man on the moon had not been approved, it was to be stressed that the development of the scientific and technical capability for a manned lunar landing was a prime NASA goal, though not the only one. The first meeting of the Group was to be held on January 9.

First meetings of the Apollo Technical Liaison Groups, formed to coordinate NASA inter-Center information exchange.

Three of the Apollo Technical Liaison Groups held their first meetings at STG (Instrumentation and Communications, Mechanical Systems, and Onboard Propulsion.

The Group for Instrumentation and Communications discussed a set of working guidelines on spacecraft instrumentation and communications, tracking considerations, and deep-space communication requirements. Progress of the three Apollo feasibility study contracts was reviewed and the proposed MIT Lincoln Laboratory study on a systems concept for the ground instrumentation and tracking required for the Apollo mission was discussed. Reports of studies were given by members from the NASA Centers. The Group recommendations were :

• All Group members should be supplied with copies of the Apollo contractors' proposals.
• Existing ground facilities should be used as much as possible.
• Jet Propulsion Laboratory JPL should be asked to participate in future panel activities.
• All Group members should be supplied with copies of the STG-Lincoln Laboratory Work Statement.

• Lewis and Langley work on reaction controls, Langley research on auxiliary power systems, Marshall Space Flight Center (MSFC) investigations on mechanical elements
• A call for more detailed definitions of the environmental control system requirements, further investigation of chemical auxiliary power systems, consideration of artificial gravity configuration effects on mechanical systems, and development of reliable materials for use in the space environment.

At the first meeting of the Manned Lunar Landing Task Group, Associate Administrator Robert C. Seamans, Jr., Director of the Office of Space Flight Programs Abe Silverstein, and Director of the Office of Advanced Research Programs Ira H. Abbott outlined the purpose of the Group to the members. After a discussion of the instructions, the Group considered first the objectives of the total NASA program:

1. the exploration of the solar system for knowledge to benefit mankind; and
2. the development of technology to permit exploitation of space flight for scientific, military, and commercial uses.

1. a manned landing on the moon with return to earth,
2. limited manned lunar exploration, and
3. a scientific lunar base.

Representatives of STG visited Convair Astronautics Division of the General Dynamics Corporation to monitor the Apollo feasibility study contract. The meeting consisted of several individual informal discussions between the STG and Convair specialists on configurations and aerodynamics, heating, structures and materials, human factors, trajectory analysis, guidance and control, and operation implementation.

A conference was held at the Langley Research Center between representatives of STG and Langley to discuss the feasibility of incorporating a lunar orbit rendezvous phase into the Apollo program. Attending the meeting for STG were Robert L. O'Neal, Owen E. Maynard, and H. Kurt Strass, and for the Langley Research Center, John C. Houbolt, Clinton E. Brown, Manuel J. Queijo, and Ralph W. Stone, Jr. The presentation by Houbolt centered on a performance analysis which showed the weight saving to be gained by the lunar rendezvous technique as opposed to the direct ascent mode. According to the analysis, a saving in weight of from 20 to 40 percent could be realized with the lunar orbit rendezvous technique.

John Blake of the Air Force Aeronautical Chart and Information Center (ACIC) described to STG representatives the progress made by ACIC in mapping the moon. Lunar maps to the scale of 1: 5,000,000 and 1: 10,000,000 were later requested and received by STG. In addition, the first two sheets of a projected 144 sheet map coverage of the lunar surface on a 1:1,000,000 scale were forwarded to STG by the Center.

J. Thomas Markley of the Apollo Spacecraft Project Office reported to Associate Director of STG Charles J. Donlan that an informal briefing had been given to the Saturn Guidance Committee on the Apollo program. The Committee had been formed by Don R. Ostrander, NASA Director of the Office of Launch Vehicle Programs, to survey the broad guidance and control requirements for Saturn. The Committee was to review Marshall Space Flight Center guidance plans, review plans of mission groups who intended to use Saturn, recommend an adequate guidance system for Saturn, and prepare a report of the evaluation and results during January. Members of STG, including Robert O. Piland, Markley, and Robert G. Chilton, presented summaries of the overall Apollo program and guidance requirements for Apollo.

Three of the Apollo Technical Liaison Groups (Trajectory Analysis, Heating, and Human Factors) held their first meetings at the Ames Research Center.

After reviewing the status of the contractors' Apollo feasibility studies, the Group on Trajectory Analysis discussed studies being made at NASA Centers. An urgent requirement was identified for a standard model of the Van Allen radiation belt which could be used in all trajectory analysis related to the Apollo program,

The Group on Heating, after consideration of NASA and contractor studies currently in progress, recommended experimental investigation of control surface heating and determination of the relative importance of the unknowns in the heating area by relating estimated "ignorance" factors to resulting weight penalties in the spacecraft. The next day, three members of this Group met for further discussions and two areas were identified for more study: radiant heat inputs and their effect on the ablation heatshield, and methods of predicting heating on control surfaces, possibly by wind tunnel tests at high Mach numbers.

The Group on Human Factors considered contractors' studies and investigations being done at NASA Centers. In particular, the Group discussed the STG document, "Project Apollo Life Support Programs," which proposed 41 research projects. These projects were to be carried out by various organizations, including NASA, DOD, industry, and universities. Medical support experience which might be applicable to Apollo was also reviewed.

President-elect John F. Kennedy released a report made to him by his Ad Hoc Committee on Space named to review the U.S. space and missile programs and identify personnel, technical, or administrative problems which would require the prompt attention of the Kennedy Administration. The Committee, whose chairman was Jerome B. Wiesner of MIT, concluded that the national space program required a redefinition of objectives, that the National Aeronautics and Space Council should be made an effective agency for managing the space program, that there should be a single responsible agency within the military establishment to manage the military part of the space program, that NASA management should be reorganized with stronger emphasis on technical direction, and that organizational machinery should be set up within the government to administer an industry-government civilian space program.

Three of the Apollo Technical Liaison Groups Structures and Materials, Configurations and Aerodynamics, and Guidance and Control held their first meetings at the Ames Research Center.

The Group on Structures and Materials, after reviewing contractors' progress on the Apollo feasibility studies, considered reports on Apollo-related activities at NASA Centers. Among these activities were work on the radiative properties of material suitable for temperature control of spacecraft (Ames), investigation of low-level cooling systems in the reentry module (Langley), experiments on the landing impact of proposed reentry module shapes (Langley), meteoroid damage studies (Lewis), and the definition of suitable design criteria and safety factors to ensure the structural integrity of the spacecraft STG.

The Group on Configurations and Aerodynamics recommended :

• Investigations to determine the effects of aerodynamic heating on control surfaces.
• Studies of the roll control maneuvers with center of gravity offset for range control.
• Tests of packaging and deployment of paraglider and multiple parachute landing systems.
• Studies to determine the effects of jet impingement upon the static and dynamic stability of the spacecraft.

1. The General Electric Company effort was being concentrated on the Mark-ll, NERV, RVX (9 degree blunted cone), elliptical cone, half-cone, and Bell Aerospace Corporation Dyna-Soar types.
2. The Martin Company was studying the M-1 and M-2 lifting bodies, the Mercury with control flap, the Hydrag (Avco Corporation), and a winged vehicle similar to Dyna-Soar. In addition, Martin was proposing to investigate the M-1-1, a lifting body halfway between the M-1 and the M- 2; a flat-bottomed lifting vehicle similar to the M-1-1 ; a lenticular shape; and modified flapped Mercury (the Langley L-2C).
3. Convair/Astronautics Division of the General Dynamics Corporation had subcontracted the major effort on reentry to Avco, which was looking into five configurations: a Mercury-type capsule, the lenticular shape, the M-1, the flat-face cone, and half-cone.

• An "absolute emergency" navigation system in which the crew would use only a Land camera and a slide rule.
• The possible applications of the equipment and test programs to be used on Surveyor.
• The question whether Apollo lunar landing trajectories should be based on minimum fuel expenditure - if so, doubts were raised that the current STG concept would accomplish this goal.
• The question whether radio ranging could be used to reduce the accuracy requirements for celestial observations and whether such a composite system would fall within the limits set by the Apollo guidelines.
• The effects of lunar impact on the return spacecraft navigation equipment.
• Studies of hardware drift-error in the guidance and navigation systems and components.
• A study of the effect of rotating machinery aboard the spacecraft on attitude alignment and control requirements.
• Problems of planet tracking when the planetary disk was only partially illuminated.
• A study of the transient effects of guidance updating by external information.
• One adequate guidance and control concept to be mechanized and errors analyzed and evaluated.
• The effects of artificial g configurations on observation and guidance.
• The development of a ground display mission progress evaluation for an entire mission
• An abort guidance sequence including an abort decision computer and pilot display
• An earth orbit evaluation of the position computer input in a highly eccentric orbit (500- to 1000-mile perigee, 60,000-mile apogee).

Representatives of STG visited The Martin Company in Baltimore, Md., to review the progress of the Apollo feasibility study contract. Discussions on preliminary design of the spacecraft, human factors, propulsion, power supplies, guidance and control, structures, and landing and recovery were held with members of the Martin staff.

At the second meeting of the Manned Lunar Landing Task Group (Low Committee), a draft position paper was presented by George M. Low, Chairman. A series of reports on launch vehicle capabilities, spacecraft, and lunar program support were presented and considered for possible inclusion in the position paper.

The Marshall Space Flight Center awarded contracts to the Douglas Aircraft Company and Chance Vought Corporation to study the launching of manned exploratory expeditions into lunar and interplanetary space from earth orbits.

The Manned Lunar Landing Task Group (Low Committee) submitted its first draft report to NASA Associate Administrator Robert C. Seamans, Jr. A section on detailed costs and schedules still was in preparation and a detailed itemized backup report was expected to be available in mid- February.

NASA announced that the Lockheed Aircraft Corporation had been awarded a contract by the Marshall Space Flight Center to study the feasibility of refueling a spacecraft in orbit.

Wernher von Braun, Director of Marshall Space Flight Center, proposed that the Saturn C-1 launch vehicle be changed from a three-stage to a two-stage configuration to meet Apollo program schedules. The planned third stage (S-V) would be dropped.

President John F. Kennedy announced that he was nominating James E. Webb as Administrator of the National Aeronautics and Space Administration and Hugh L. Dryden as Deputy Administrator, Senate confirmation followed on February 9 and they were sworn in on February 14.

Members of STG met with representatives of the Convair Astronautics Division of the General Dynamics Corporation and Avco Corporation to monitor the progress of the Apollo feasibility study. Configurations and aerodynamics and Apollo heating studies were discussed. Current plans indicated that final selection of their proposed spacecraft configuration would be made by Convair Astronautics within a week. The status of the spacecraft reentry studies was described by Avco specialists.

Marshall Space Flight Center awarded contracts to NAA and Ryan Aeronautical Corporation to investigate the feasibility of recovering the first stage (S-I) of the Saturn launch vehicle by using a Rogallo wing paraglider.

The Manned Lunar Landing Task Group (Low Committee) transmitted its final report to NASA Associate Administrator Robert C. Seamans, Jr. The Group found that the manned lunar landing mission could be accomplished during the decade, using either the earth orbit rendezvous or direct ascent technique. Multiple launchings of Saturn C-2 launch vehicles would be necessary in the earth orbital mode, while the direct ascent technique would require the development of a Nova-class vehicle. Information to be obtained through supporting unmanned lunar exploration programs, such as Ranger and Surveyor, was felt to be essential in carrying out the manned lunar mission. Total funding for the program was estimated at just under $7 billion through Fiscal Year 1968.

NASA selected the Instrumentation Laboratory of MIT for a six-month study of a navigation and guidance system for the Apollo spacecraft.

Rocketdyne Division's first static test of a prototype thrust chamber for the F-1 engine achieved a thrust of 1.550 million pounds in a few seconds at Edwards Air Force Base, Calif.

A voice message was sent from Washington, D.C., to Woomera, Australia, by way of the moon. NASA Deputy Administrator Hugh L. Dryden spoke by telephone to Goldstone, Calif., which "bounced" it to the deep-space instrumentation station at Woomera. The operation was conducted as part of the official opening ceremony of the Australian facility.

A NASA inter-Center meeting on space rendezvous was held in Washington, D.C. Air Force and NASA programs were discussed and the status of current studies was presented by NASA Centers. Members of the Langley Research Center outlined the basic concepts of the lunar orbit rendezvous method of accomplishing the lunar landing mission.

The current Saturn launch vehicle configurations were announced:

C-1:

S-I stage eight H-1 engines, 1.5 million pounds of thrust; S-IV stage four (LR-119 engines, 70,000 pounds of thrust); and S-V stage (two LR-119 engines, 35,000 pounds of thrust).

C-2 (four-stage version):

S-1 stage (same as first stage of the C-1); S-II (not determined); S-IV (same as second stage of the C-1); S-V (same as third Stage of C- 1).

C-2 (three-stage version):

S-I (same as first stage of C-1); S-II (not determined); and S-IV (same as third stage of C-1).

The midterm review of the Apollo feasibility studies was held at STG. Oral status reports were made by officials of Convair Astronautics Division of the General Dynamics Corporation on March 1, The Martin Company on March 2, and the General Electric Company on March 3. The reports described the work accomplished, problems unsolved, and future plans. Representatives of all NASA Centers attended the meetings, including a majority of the members of the Apollo Technical Liaison Groups. Members of these Groups formed the nucleus of the mid-term review groups which met during the three-day period and compiled lists of comments on the presentations for later discussions with the contractors.

First flight model of Saturn booster (SA-1) installed on static test stand for preflight checkout, Marshall Space Flight Center, Huntsville.

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Apollo CSM Interior - Interior of the Apollo Command Service Module on display at Kennedy Space Center, Florida. Credit: © Mark Wade. 58,405 bytes. 506 x 392 pixels.

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Management personnel from NASA Headquarters and STG met to plan general requirements for a proposal for advanced manned spacecraft development.

Representatives of Marshall Space Flight Center recommended configuration changes for the Saturn C-1 launch vehicles to NASA Headquarters. These included:

• Elimination of third-stage development, since two stages could put more than ten tons into earth orbit.
• Use of six LR-115 (15,000-pound) Centaur engines (second-stage thrust thus increased from 70,000 to 90,000 pounds).
• Redesign of the first stage (S-1) to offer more safety for manned missions.

President John F. Kennedy submitted to Congress an amended budget request for NASA which totaled $1,235,300,000. This total was $125,670,000 greater than the Eisenhower Administration's request. The increase included $56 million for Saturn research and development and $11 million for the extension of Cape Canaveral facilities.

William W. Petynia of STG visited the Convair Astronautics Division of General Dynamics Corporation to monitor the Apollo feasibility study contract. A selection of the M-1 in preference to the lenticular configuration had been made by Convair. May 17 was set as the date for the final Convair presentation to NASA.

The Space Science Board of the National Academy of Sciences submitted to President John F. Kennedy its recommendation that "scientific exploration of the moon and planets should be clearly stated as the ultimate objective of the U.S. space program for the foreseeable future." While stressing the importance of the scientific goals of the program, the Board also emphasized other factors such as "the sense of national leadership emergent from bold and imaginative U.S. space activity." The recommendations of the Board had been adopted at a meeting on February 10-11 and were made public on August 7.

The Marshall Space Flight Center announced that 1.640 million pounds of thrust was achieved in a static- firing of the F-1 engine thrust chamber at Edwards Air Force Base, Calif. This was a record thrust for a single chamber.

The Apollo Technical Liaison Group for Structures and Materials discussed at STG the preparation of material for the Apollo spacecraft specification. It decided that most of the items proposed for its study could not be specified at that time and also that many of the items did not fall within the structures and materials area. A number of general areas of concern were added to the work plan: heat protection, meteoroid protection, radiation effects, and vibration and acoustics.

Meeting at STG, the Guidance and Control Group changed its name to the "Apollo Technical Liaison Group for Navigation, Guidance, and Control." Definitions were established for "navigation" (the determination of position and velocity), "guidance" (velocity vector control), and "control" (control of rotational orientation about the center of gravity - i.e., attitude control). Work was started on the preparation of the navigation, guidance, and control specifications for the Apollo spacecraft.

The Apollo Technical Liaison Group for Trajectory Analysis met at STG and began preparing material for the Apollo spacecraft specification. It recommended:

• STG should take the initiative with NASA Headquarters in delegating responsibility for setting up and updating a uniform model of astronomical constants.
• The name of the Group should be changed to Mission Analysis to help clarify its purpose.
• A panel should be set up to determine the scientific experiments which could be done on board, or in conjunction with the orbiting laboratory, so that equipment, weight, volumes, laboratory characteristics, etc., might be specified

In preparing background material for the Apollo spacecraft specification at STG, the Apollo Technical Liaison Group for Mechanical Systems worked on environmental control systems, reaction control systems, auxiliary power supplies, landing and recovery systems, and space cabin sealing.

The Apollo Technical Liaison Group for Onboard Propulsion met at STG and considered preparation of background material for the Apollo spacecraft specification. It agreed that there were several problem areas for study before onboard propulsion final specifications could be drafted : cryogenic propellant storage problems, booster explosion hazards and assessment thereof, spacecraft system abort modes, propulsion system temperature control, propellant leakage, ignition in a confined space, zero suction pump proposals for cryogenic liquid bipropellant main engine systems, and propellant utilization and measurement system.

The Apollo Technical Liaison Group for Instrumentation and Communications met at STG and drafted an informal set of guidelines and sent them to the other Technical Liaison Groups:

• Instrumentation requirements: all Groups should submit their requests for measurements to be made on the Apollo missions, including orbital, circumlunar, and lunar landing operations.
• Television: since full-rate, high-quality television for the missions would add a communications load that could swamp all others and add power and bandwidth requirements not otherwise needed, other Groups should restate their justification for television requirements.
• Temperature environment; heat normally pumped overboard might be made available for temperature control systems without excessive cost and complexity.
• Reentry communications; continuous reentry communications were not yet feasible and could not be guaranteed. It was suggested that all Groups plan their systems as though no communications would exist at altitudes between about 250,000 feet and 90,000 feet.
• Vehicle reentry and recovery: if tracking during reentry were desired, it would be far more economical to use a water landing site along the Atlantic Missile Range or another East Coast site.
• Digital computer : the onboard digital computer, if it were flexible enough, would permit the examination of telemetry data for bandwidth reduction before transmission.
• Antenna-pointing information: the spacecraft should have information relative to its orientation so that any high-gain directive antenna could be positioned toward the desired location on earth.

At STG the Apollo Technical Liaison Group for Human Factors discussed the proposed outline for the spacecraft specification. Its recommendations included:

• NASA Headquarters Offices should contact appropriate committees and other representatives of the scientific community to elicit recommendations for scientific experiments aboard the orbiting laboratory to be designed as a mission module for use with the Apollo spacecraft.
• NASA should sponsor a conference of recognized scientists to suggest a realistic radiation dosage design limit for Apollo crews.

The Apollo Technical Liaison Group for Heating heard reports at STG by Group members on current studies at the NASA Centers. Recommendations concerning the spacecraft specification included:

• The contractor should present the design philosophy and criteria to be used for the heat protection system and discuss the interplay of thermal and structural design criteria.
• The details of the analysis should be presented: for example, the methods used in calculating the various modes of the heating load; the listing of the material properties and ablation effectiveness of heatshields; and the listing, in terms of temperature or extra heat protection weight, of the safety factors that had been used.

At the second meeting of the Apollo Technical Liaison Group for Configurations and Aerodynamics at STG, presentations were made on Apollo-related activities at the NASA Centers: heatshield tests (Ames Research Center); reentry configurations (Marshall Space Flight Center); reentry configurations, especially lenticular (modified) and spherically blunted, paraglider soft-landing system, dynamic stability tests, and heat transfer tests (Langley Research Center); tumbling entries in planetary atmospheres (Mars and Venus) (Jet Propulsion Laboratory); air launch technique for Dyna-Soar (Flight Research Center); and steerable parachute system and reentry spacecraft configuration (STG). Work began on the background material for the Apollo spacecraft specification.

A joint meeting of the Apollo Technical Liaison Groups was held at STG. NASA Headquarters and STG representatives briefed members of the Groups on the status of the Apollo program. The individual Liaison Groups were asked to reexamine the Apollo guidelines in the light of NASA and contractor studies conducted during the past year and to help gather detailed technical information for use as background material in the preparation of the Apollo spacecraft specification.

NASA Associate Administrator Robert C. Seamans, Jr., established the permanent Saturn Program Requirements Committee. Members were William A. Fleming, Chairman; John L. Sloop, Deputy Chairman; Richard B. Canright; John H. Disher; Eldon W. Hall; A. M. Mayo; and Addison M. Rothrock, all of NASA Headquarters. The Committee would review on a continuing basis the mission planning for the utilization of the Saturn and correlate such planning with the Saturn development and procurement plans.

President John F. Kennedy, in his regular press conference, stated that "no one is more tired than I am" of seeing the United States second to Russia in space. "They secured large boosters which have led to their being first in Sputnik, and led to their first putting their man in space. We are, I hope, going to be able to carry out our efforts, with due regard to the problem of the life of the men involved, this year. But we are behind . . . the news will be worse before it is better, and it will be some time before we catch up. . . ."

In response to questioning by the House Science and Astronautics Committee, Associate NASA Administrator Seamans repeated the general estimate of $20 to $40 billion as the cost for the total effort required to achieve a lunar landing, that an all-out program might cost more, and that 1967 could be considered only as a possible planning date at this stage of such a complex task.

Recommendations on immediate steps to be taken so that the three key projects - MORAD (Manned Orbital Rendezvous and Docking), ARP (Apollo Rendezvous Phases), and MALLIR (Manned Lunar Landing Involving Rendezvous) - could get under way were:

• Approve the MORAD project and let a study contract to consider general aspects of the Scout rendezvous vehicle design, definite planning and schedules, and tie down cost estimates more exactly.
• Delegate responsibility to STG to give accelerated consideration to rendezvous aspects of Apollo, tailoring developments to fit directly into the MALLIR project.
• Let a study contract to establish preliminary design, scheduling, and cost figures for the three projects.

John C. Houbolt and members of the Langley Research Center subcommittee on rendezvous outlined the objectives of a rendezvous program that would lead ultimately to a manned lunar landing:

1. establish manned and unmanned orbital operations,
2. establish techniques for accomplishing space missions through the orbital assembly of units.

A circular, "Manned Lunar Landing via Rendezvous," was prepared by John C. Houbolt from material supplied by himself, John D. Bird, Max C. Kurbjun, and Arthur W. Vogeley, who were members of the Langley Research Center space station subcommittee on rendezvous. Other members of the subcommittee at various times included W. Hewitt Phillips, John M. Eggleston, John A. Dodgen, and William D. Mace.

A conference was held at NASA Headquarters on the relationship between the Prospector and Apollo programs. Representatives of the Jet Propulsion Laboratory (JPL) and STG discussed the possible redirection of Prospector planning to support more directly the manned space program. The Prospector spacecraft was intended to soft-land about 2,500 pounds on the lunar surface with an accuracy of +/-1 kilometer anywhere on the visible side of the moon. An essential feature of Prospector was the development of an automatic roving vehicle weighing about 1500 pounds which would permit detailed reconnaissance of the lunar surface over a wide area.

A conference was held at Lewis Research Center between STG and Lewis representatives to discuss the research and development contract for the liquid-hydrogen liquid-oxygen fuel cell as the primary spacecraft electrical power source. Lewis had been provided funds approximately $300,000 by NASA Headquarters to negotiate a contract with Pratt & Whitney Aircraft Division of United Aircraft Corporation for the development of a fuel cell for the Apollo spacecraft. STG and Lewis representatives agreed that the research and development should be directed toward the liquid-hydrogen - liquid-oxygen fuel cell. Guidelines were provided by STG:

• Power output requirement for the Apollo spacecraft was estimated at two to three kilowatts.
• Nominal output voltage should be about 27.5 volts.
• Regulation should be within +/- 10 percent of nominal output voltage.
• The fuel cell should be capable of sustained operation at reduced output (10 percent of rated capacity, if possible).
• The fuel cell and associated system should be capable of operation in a space environment.

The first successful flight qualification test of the Saturn SA-1 booster took place in an eight-engine test lasting 30 seconds.

The Douglas Aircraft Company reported that air transport of the Saturn C-1 second stage (S-IV) was feasible.

Anticipating the expanded scope of manned space flight programs, STG proposed a manned spacecraft development center. The nucleus for a center existed in STG, which was handling the Mercury project. A program of much greater magnitude would require a substantial expansion of staff and facilities and of organization and management controls.

NASA Associate Administrator Robert C. Seamans, Jr., established the Ad Hoc Task Group for a Manned Lunar Landing Study, to be chaired by William A. Fleming of NASA Headquarters. The study was expected to produce the following information:

• All tasks associated with the mission.
• Interdependent time-phasing of the tasks.
• Areas requiring considerable technological advancements from the current state of the art.
• Tasks for which multiple approach solutions were advisable.
• Important action and decision points in the mission plan.
• A refined estimate by task and by fiscal year of the dollar resources required for the mission.
• Refined estimates of in-house manpower requirements, by task and by fiscal year
• Tentative in-house and contractor task assignments accompanying the dollar and manpower resource requirements.

• The manned lunar landing target date was 1967.
• Intermediate missions of multiman orbital satellites and manned circumlunar missions were desirable at the earliest possible time.
• Man's mission on the moon as it affected the study was to be determined by the Ad Hoc Task Group - i.e., the time to be spent on the lunar surface and the tasks to be performed while there.
• In establishing the mission plan, the use of the Saturn C-2 launch vehicle was to be evaluated as compared with an alternative launch vehicle having a higher thrust first stage and C-2 upper-stage components.
• The mission plan was to include parallel development of liquid and solid propulsion leading to a Nova vehicle 400,000 pounds in earth orbit and should indicate when the decision should be made on the final Nova configuration.
• Nuclear-powered launch vehicles should not be considered for use in the first manned lunar landing mission.
• The flight test program should be laid out with enough launchings to meet the needs of the program considering the reliability requirements.
• Alternative approaches should be provided in critical areas - e.g., upper stages and mission modes.

The engineering sketch drawn by John D. Bird of Langley Research Center on May 3, 1961, indicated the thinking of that period: By launching two Saturn C-2's, the lunar landing mission could be accomplished by using both earth rendezvous and lunar rendezvous at various stages of the mission.

STG completed the first draft of "Project Apollo, Phase A, General Requirements for a Proposal for a Manned Space Vehicle and System" (Statement of Work), an early step toward the spacecraft specification. A circumlunar mission was the basis for planning.

In initial study contracts, Martin proposed vehicle similar to the Apollo configuration that would eventually fly and closest to STG concepts. GE proposed design that would lead directly to Soyuz. Convair proposed a lifting body concept. All bidders were influenced by STG mid-term review that complained that they were not paying enough attention to conical blunt-body CM as envisioned by STG.

Albert C. Hall of The Martin Company proposed to Robert C. Seamans, Jr., NASA's Associate Administrator, that the Titan II be considered as a launch vehicle in the lunar landing program. Although skeptical, Seamans arranged for a more formal presentation the next day. Abe Silverstein, NASA's Director of Space Flight Programs, was sufficiently impressed to ask Director Robert R. Gilruth and STG to study the possible uses of Titan II. Silverstein shortly informed Seamans of the possibility of using the Titan II to launch a scaled-up Mercury spacecraft.

After study and discussion by STG and Marshal! Space Flight Center officials, STG concluded that the current 154-inch diameter of the second stage (S-IV) adapter for the Apollo spacecraft would be satisfactory for the Apollo missions on Saturn flights SA-7, SA-8, SA-9, and SA-10.

The final reports on the feasibility study contracts for the advanced manned spacecraft were submitted to STG at Langley Field, Va., by the General Electric Company, Convair Astronautics Division of General Dynamics Corporation, and The Martin Company. These studies had begun in November 1960.

The second draft of a Statement of Work for the development of an advanced manned spacecraft was completed, incorporating results from NASA in-house and contractor feasibility studies.

President Kennedy, in a major message to Congress, called for a vastly accelerated space program based on a long-range national goal of landing a man on the moon and bringing him safely back to Earth. For this and associated projects in space technology, the President requested additional appropriations totaling $611 million for NASA and the Department of Defense.

Robert C. Seamans, Jr., NASA's Associate Administrator, requested the Directors of the Office of Launch Vehicle Programs and the Office of Advanced Research Programs to bring together members of their staffs with other persons from NASA Headquarters to assess a wide variety of possible ways of accomplishing the lunar landing mission. This study was to supplement the one being done by the Ad Hoc Task Group for Manned Lunar Landing Study (Fleming Committee) but was to be separate from it.

STG submitted to NASA Headquarters recommendations on crew selection and training:

• There would be no need to select crews within the next 12 months, Pilots could be chosen as required from the astronaut group, permitting the prospective crewmen to be active in test flying until assigned to Apollo missions.
• Based on extrapolations from the Mercury program, STG expected that 12 months would be ample time for specialized training before a flight.
• A maximum of 18 astronauts in 1965 would be needed to fulfil the requirements of the flight schedule.
• All crew members would be experienced flight personnel; special engineering or scientific capabilities would be provided through crew indoctrination.

The Marshall Space Flight Center began reevaluation of the Saturn C-2 configuration capability to support circumlunar missions. Results showed that a Saturn vehicle of even greater performance would be desirable.

Basic concepts of the lunar orbit rendezvous plan were presented to the Lundin Committee by John C. Houbolt of Langley Research Center.

NASA announced a change in the Saturn C-1 vehicle configuration. The first ten research and development flights would have two stages, instead of three, because of the changed second stage (S-IV) and, starting with the seventh flight vehicle, increased propellant capacity in the first stage (S-1) booster.

A meeting to discuss Project Apollo plans and programs was held at NASA Headquarters. Abe Silverstein, Warren J. North, John H. Disher, and George M. Low of NASA Headquarters and Robert R. Gilruth, Walter C. Williams, Maxime A. Faget, James A. Chamberlin, and Robert O. Piland of STG participated in the discussions. Six prime contract areas were defined: spacecraft (command center), onboard propulsion, lunar landing propulsion, launch vehicle (probably several prime contracts), tracking and communications network, and launch facilities and equipment. The prime contractor for the spacecraft would be responsible for the design, engineering, and fabrication of the spacecraft; for the integration of the onboard and lunar landing propulsion systems: and for the integration of the entire spacecraft system with the launch vehicle. In connection with the prime contract, STG would:

• Define details for specifications and justify choices
• Prepare a "scope of work" statement for release to industry by July 1
• Prepare spacecraft specifications for release by August 1
• Set up a contract evaluation team, qualified to evaluate the technical, management, design, engineering, and fabrication capabilities of the bidders.

• Forward to Marshall Space Flight Center, via the Office of Space Flight Programs, the spacecraft systems part of a preliminary development plan for Saturn reentry tests
• Make recommendations on an advanced version of the Mercury capsule
• Designate a liaison member for the Lunar Sciences Subcommittee of the Space Sciences Steering Committee.

Collapse of a lock in the Wheeler Dam below Huntsville on the Tennessee River interdicted the planned water route of the first Saturn space booster from Marshall Space Flight Center to Cape Canaveral on the barge Palaemon.

Huge Saturn launch complex at Cape Canaveral dedicated in brief ceremony by NASA, construction of which was supervised by the Army Corps of Engineers. Giant gantry, weighing 2,800 tons and being 310 feet high, is largest movable land structure in North America.

The Flight Vehicles Integration Branch was organized within STG. Members included H. Kurt Strass, Robert L. O'Neal, and Charles H. Wilson. Maxime A. Faget, Chief, Flight Systems Division, also served as temporary Branch Chief. The Branch was to provide technical aid to STG in solving compatibility requirements for spacecraft and launch vehicles for manned flight missions.

A preliminary study of a fin-stabilized solid-fuel rocket booster, the Little Joe Senior, was completed by members of STG. The booster would be capable of propelling a full-size Apollo reentry spacecraft to velocities sufficient to match critical portions of the Saturn trajectory.

'The Lundin Committee completed its study of various vehicle systems for the manned lunar landing mission, as requested on May 25 by NASA associate Administrator Robert C. Seamans, Jr. The Committee had considered alternative methods of rendezvous: earth orbit, lunar orbit, a combination of earth and lunar orbit, and lunar surface. Launch vehicles studied were the Saturn C-2 and C-3. Conclusion was that 43,000 kg stage (85% fuel) was needed for a lunar landing mission. The concept of a low- altitude earth orbit rendezvous using two or three C-3's was clearly preferred by the Committee. Reasons for this preference were the small number of launches and orbital operations required and the fact that the Saturn C- 3 was considered to be an efficient launch vehicle of great utility and future growth.

The Fleming Committee, which had been appointed on May 2, submitted its report to NASA associate Administrator Robert C. Seamans, Jr., on the feasibility of a manned lunar landing program. The Committee concluded that the lunar mission could be accomplished within the decade. Chief pacing items were the first stage of the launch vehicle and the facilities for testing and launching the booster. It also concluded that information on solar flare radiation and lunar surface characteristics should be obtained as soon as possible, since these factors would influence spacecraft design. Special mention was made of the need for a strong management organization.

Robert C. Seamans, Jr., NASA Associate Administrator, notified the Directors of Launch Vehicle Program, Space Flight Programs, Advanced Research Programs, and Life Sciences Programs that Donald H. Heaton had been appointed Chairman of an Ad Hoc Task Group. It would establish program plans and supporting resources necessary to accomplish the manned lunar landing mission by the use of rendezvous techniques, using the Saturn C-3 launch vehicle, with a target date of 1967. Guidelines and operating methods were similar to those of the Fleming Committee. Members of the Task Group would be appointed from the Offices of Launch Vehicle Programs, Space Flight Program, Advanced Research Programs, and Life Sciences Programs. The work of the Group (Heaton Committee) would be reviewed weekly. The study was completed during August.

Deputy NASA Administrator Dryden sent an explanatory letter to Chairman Robert S. Kerr, of the Senate Committee on Aeronautical and Space Sciences, on the broad scientific and technological gains to be achieved in landing a man on the Moon and returning him to Earth. Dr. Dryden pointed out that this difficult goal "has the highly important role of accelerating the development of space science and technology, motivating the scientists and engineers who are engaged in this effort to move forward with urgency, and integrating their efforts in a way that cannot be accomplished by a disconnected series of research investigations in several fields. It is important to realize, however, that the real values and purposes are not in the mere accomplishment of man setting foot on the Moon but rather in the great cooperative national effort in the development of science and technology which is stimulated by this goal." Dr. Dryden pointed out that "the billions of dollars required in this effort are not spent on the Moon; they are spent in the factories, workshops, and laboratories of our people for salaries, for new materials, and supplies, which in turn represent income for others. . . . The national enterprise involved in the goal of manned lunar landing and return within this decade is an activity of critical impact on the future of this Nation as an industrial and military power, and as a leader of a free world."

Meeting with Webb/Dryden, work on Saturn C-2 stopped; preliminary design of C-3 and continuing studies of larger vehicles for landing missions requested. STG push for 4 x 6.6 m diameter solid cluster first stage rejected for safety and ground handling reasons.

NASA-DOD Executive Committee for Joint Lunar Study and a Joint Lunar Study Program Office established by letter directive to work out and define support requirements for the U.S. manned lunar landing program.

NASA Associate Administrator Robert C. Seamans, Jr., requested Kurt H. Debus, Director of the NASA Launch Operations Directorate, and Maj. Gen. Leighton I. Davis, Commander of the Air Force Missile Test Center, to make a joint analysis of all major factors regarding the launch requirements, methods, and procedures needed in support of an early manned lunar landing. The schedules and early requirements were to be considered in two phases:

1. in line with the Fleming Report, a direct flight to the moon would be assumed, using the Saturn C-1 and C-3 launch vehicles in early support phases and liquid- or solid-fueled Nova launch vehicles for the lunar landing;
2. as a possible alternative or parallel program, orbital rendezvous operations using Saturn C-3 and liquid-fueled Nova.

NASA announced that further engineering design work on the Saturn C-2 configuration would be discontinued and that effort instead would be redirected toward clarification of the Saturn C-3 and Nova concepts. Investigations were specifically directed toward determining capabilities of the proposed C-3 configuration in supporting the Apollo mission.

NASA announced that the Saturn C-1 launch vehicle, which could place ten-ton payloads in earth orbit, would be operational in 1964.

Maxime A. Faget, Paul E. Purser, and Charles J. Donlan of STG met with Arthur W. Vogeley, Clinton E. Brown, and Laurence K. Loftin, Jr., of Langley Research Center on a "lunar landing" paper. Faget's outline was to be used, with part of the information to be worked up by Vogeley.

A Navy YFNB barge was obtained by NASA to serve as a replacement for the Palaemon in transporting of the Saturn booster to Cape Canaveral.

Members of Langley Research Center briefed the Heaton Committee on the lunar orbit rendezvous method of accomplishing the manned lunar landing mission.

Construction began at Langley Research Center of facilities specifically oriented toward the Apollo program, including a lunar landing simulator.

STG completed a detailed assessment of the results of the Project Apollo feasibility studies submitted by the three study contractors: the General Electric Company, Convair/Astronautics Division of the General Dynamics Corporation, and The Martin Company. (Their findings were reflected in the Statement of Work sent to prospective bidders on the spacecraft contract on July 28.)

Space Task Group engineers James A. Chamberlin and James T. Rose proposed adapting the improved Mercury spacecraft to a 35,000-pound payload, including a 5,000-pound 'lunar lander.' This payload would be launched by a Saturn C-3 in the lunar-orbit-rendezvous mode. The proposal was in direct competition with the Apollo proposals that favored direct landing on the Moon with a 150,000-pound payload launched by a Nova-class vehicle of approximately 12 million pounds of thrust.

At NASA Headquarters, the first meeting was held of the Manned Lunar Landing Coordination Group, attended by NASA Associate Administrator Robert C. Seamans, Jr., Ira H. Abbott, Don R. Ostrander, Charles H. Roadman, William A. Fleming, DeMarquis D. Wyatt (part-time), and George M. Low (in place of Abe Silverstein). This Headquarters Group, appointed by Seamans, was to coordinate problems that jointly affected several NASA Offices, during the interim period while the manned space flight organization was being formed. Members of the steering group included NASA program directors, with participation by Wernher von Braun of Marshall Space Flight Center, Robert R. Gilruth of STG, and Wyatt and Abraham Hyatt of NASA Headquarters, as required. Fleming acted as Secretary of the Group. A list of decisions and actions required to implement an accelerated lunar landing program was drawn up as a tentative agenda for the next meeting:

• Begin Nova systems integration studies and develop the general arrangement of second and third stages. The studies should include spacecraft propulsion stages and spacecraft.
• Begin Saturn C-3 systems integration studies.
• Begin developing Nova and C-3 first-stage specifications in preparation to letting contracts
• Continue Launch Operations Directorate-Air Force Missile Test Center studies of Nova and C-3 launch sites at Atlantic Missile Range (AMR).
• Take steps to bring the contractor aboard as soon as possible for Nova and C-3 launch facility and test stand designs.
• Accelerate F-1 engine funding to provide adequate production engines for the Nova and C-3.
• Examine the Marshall Space Flight Center (MSFC) proposal for static test facilities for large vehicle stages with a view toward beginning detailed site examination.
• Accelerate funding of the J-2 engine to provide acceptance test stands.
• Determine the necessity for a one-million-pound-thrust liquid- hydrogen - liquid-oxygen engine.
• Begin design studies on spacecraft propulsion systems and develop specifications. Define management responsibilities.
• Begin preparations for letting the contract for a spacecraft operations facility at AMR.
• Determine the relationships and responsibilities of MSFC and STG on guidance and control.

The NASA Administrator and the Secretary of Defense concluded an agreement to study development of large launch vehicles for the national space program. For this purpose, the DOD-NASA Large Launch Vehicle Planning Group was created, reporting to the Associate Administrator of NASA and to the Assistant Secretary of Defense (Deputy Director of Defense Research and Engineering).

NASA announced that a complete F-1 engine had begun a series of static test firings at Edwards Rocket Test Center, Calif.

1,000 persons from 300 potential Project Apollo contractors and government agencies attended the conference. STG pushed the conical CM shape, in defiance of Gilruth's preference for the competitive blunt body/lifting body designs. Scientists from NASA, the General Electric Company, The Martin Company, and General Dynamics/Astronautics presented the results of studies on Apollo requirements. Within the next four to six weeks NASA was expected to draw up the final details and specifications for the Apollo spacecraft.

The Large Launch Vehicle Planning Group, established on July 7, 1961, began its formal existence with seven DOD and seven NASA members and alternates.

Changes in Saturn launch vehicle configurations were announced :

C-1:

Stages S-I (1.5 million pounds of thrust) and S-IV

C-2:

Stages S-I, S-II, and S-IV

C-3:

Stages S-IB (3 million pounds of thrust), S-II, and S-IV.

NASA invited 12 companies to submit prime contractor proposals for the Apollo spacecraft by October 9: The Boeing Airplane Company, Chance Vought Corporation, Douglas Aircraft Company, General Dynamics/Convair, the General Electric Company, Goodyear Aircraft Corporation, Grumman Aircraft Engineering Corporation, Lockheed Aircraft Corporation, McDonnell Aircraft Corporation, The Martin Company, North American Aviation, Inc., and Republic Aviation Corporation.

NASA Associate Administrator Robert C. Seamans, Jr., appointed members to the Source Evaluation Board to evaluate contractors' proposals for the Apollo spacecraft. Walter C. Williams of STG served as Chairman, and members included Robert O. Piland, Wesley L. Hjornevik, Maxime A. Faget, James A. Chamberlin, Charles W. Mathews, and Dave W. Lang, all of STG; George M. Low, Brooks C. Preacher, and James T. Koppenhaver (nonvoting member) from NASA Headquarters; and Oswald H. Lange from Marshall Space Flight Center. On November 2, Faget became the Chairman, Kenneth S. Kleinknecht was added as a member, and Williams was relieved from his assignment.

Langley Research Center simulated spacecraft flights at speeds of 8,200 to 8,700 feet per second in approaching the moon's surface. With instruments preset to miss the moon's surface by 40 to 80 miles, pilots with control of thrust and torques about all three axes of the craft learned to establish orbits 10 to 90 miles above the surface, using a graph of vehicle rate of descent and circumferential velocity, an altimeter, and vehicle attitude and rate meters, as reported by Manuel J. Queijo and Donald R. Riley of Langley.

The MIT Instrumentation Laboratory and NASA completed the work statements for the Laboratory's program on the Apollo guidance and navigation system and the request for quotation for industrial support was prepared.

James A. Chamberlin and James T. Rose of STG proposed adapting the improved Mercury spacecraft to a 35,000-pound payload, including a 5,000-pound "lunar lander." This payload would be launched by a Saturn C-3 in the lunar orbit rendezvous mode. The proposal was in direct competition with the Apollo proposals that favored direct landing on the moon and involved a 150,000-pound payload launched by a Nova-class vehicle with approximately 12 million pounds of thrust.

Ralph Ragan of the MIT Instrumentation Laboratory, former director of the Polaris guidance and navigation program, in cooperation with Milton B. Trageser of the Laboratory and with Robert O. Piland, Robert C. Seamans, Jr., and Robert G. Chilton, all of NASA, had completed a study of what had been done on the Polaris program in concept and design of a guidance and navigation system and the documentation necessary for putting such a system into production on an extremely tight schedule. Using this study, the group worked out a rough schedule for a similar program on Apollo.

Phase I of a joint NASA-DOD report on facilities and resources required at launch sites to support the manned lunar landing program was submitted to Associate Administrator Robert C. Seamans, Jr., by Kurt H. Debus, Director, Launch Operations Directorate, and Maj. Gen. Leighton I. Davis, Commander of the Air Force Missile Test Center. The report, requested by Seamans on June 23, was based on the use of Nova- class launch vehicles for the manned lunar landing in a direct ascent mode, with the Saturn C-3 in supporting missions. Eight launch sites were considered: Cape Canaveral (on-shore); Cape Canaveral (off- shore); Mayaguana Island (Atlantic Missile Range downrange); Cumberland Island, Ga.; Brownsville, Tex.; White Sands Missile Range, N. Mex.; Christmas Island, Pacific Ocean; and South Point, Hawaii. On the basis of minimum cost and use of existing national resources, and taking into consideration the stringent time schedule, White Sands Missile Range and Cape Canaveral (on-shore) were favored. White Sands presented serious limitations on launch azimuths because of first-stage impact hazards on populated areas.

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Apollo Lunar Module Credit: © Mark Wade. 1,341 bytes. 159 x 121 pixels.

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NASA headquarters announced that it was making a world-wide study of possible launching sites for Moon vehicles; the size, power, noise, and possible hazards of Saturn-Nova type rockets requiring greater isolation for public safety than presently available.

First Saturn (SA-1) booster began water trip to Cape Canaveral on Navy barge Compromise after overland detour around Wheeler Dam.

STG appointed members to the Technical Subcommittee and to the Technical Assessment Panels for evaluation of industry proposals for the development of the Apollo spacecraft.

NASA selected MIT's Instrumentation Laboratory to develop the guidance-navigation system for Project Apollo spacecraft. This first major Apollo contract was required since guidance-navigation system is basic to overall Apollo mission. The Instrumentation Laboratory of MIT, a nonprofit organization headed by C. Stark Draper, has been involved in a variety of guidance and navigation systems developments for 20 years. This first major Apollo contract had a long lead-time, was basic to the overall Apollo mission, and would be directed by STG.

Navy barge Compromise, carrying first Saturn booster, stuck in the mud in the Indian River just south of Cape Canaveral. Released several hours later, the Saturn was delayed only 24 hours in its 2,200-mile journey from Huntsville.

STG held a pre-proposal briefing at Langley Field, Va., to answer bidders' questions pertaining to the Request for Proposal for the development of the Apollo spacecraft. 14 companies (Boeing, Vought, Douglas, GD, Goodyear, Grumman, Lockheed, Martin, McDonnell, Radio Corp, Republic, STL) attended. The winning bidder would receive contract for CSM (but not LM, if any) and integrate spacecraft with launch vehicle.

STG requested that a program be undertaken by the U.S. Navy Air Crew Equipment Laboratory, Philadelphia, Penna., to validate the atmospheric composition requirement for the Apollo spacecraft. On November 7, the original experimental design was altered by the Manned Spacecraft Center (MSC). The new objectives were:

• Establish the required preoxygenation time for a rapid decompression (80 seconds) from sea level to 35,000 feet.
• Discover the time needed for equilibrium (partial denitrogenation) at the proposed cabin atmosphere for protection in case of rapid decompression to 35,000 feet.
• Investigate the potential hazard associated with an early mission decompression - i.e., before the equilibrium time was reached, preceded by the determined preoxygenation period.
• Conduct any additional tests suggested by the results of the foregoing experiments.

F-1 rocket engine tested in first of firing series of the complete flight system.

STG appointed members to the Business Subcommittee and to the Business Assessment Panels for evaluation of industry proposals for the development of the Apollo spacecraft.

The Large Launch Vehicle Planning Group (Golovin Committee) notified the Marshal! Space Flight Center (MSFC), Langley Research Center, and the Jet Propulsion Laboratory (JPL) that the Group was planning to undertake a comparative evaluation of three types of rendezvous operations and direct flight for manned lunar landing. Rendezvous methods were earth orbit, lunar orbit, and lunar surface. MSFC was requested to study earth orbit rendezvous, Langley to study lunar orbit rendezvous, and JPL to study lunar surface rendezvous. The NASA Office of Launch Vehicle Programs would provide similar information on direct ascent.

After considering Cape Canaveral, Cape Canaveral-Merritt Island, Mayaguana-Bahamas, Cumberland-Georgia, Brownville-Texas, Christmas Island, Hawaii, and White Sands, Merritt Island selected as launch site for manned lunar flights and other missions requiring Saturn and Nova class vehicles. Based upon national space goals announced by the President in May, NASA plans called for acquisition of 80,000 acres north and west of AFMTC, to be administered by the USAF as agent for NASA and as a part of the Atlantic Missile Range.

The Jet Propulsion Laboratory selected the Blaw Knox Company of Pittsburgh, Penna., for second-phase feasibility and design studies of an antenna in the 200-to 250-foot diameter class. The first of these antennas, which were to be used in acquiring data from advanced lunar and planetary exploration programs, would be operational at Goldstone, Calif., by early 1965.

The deep-space tracking station at Hartebeesthoek, South Africa, was completed. Dedication took place on September 8. NASA thus gained the capacity for continuous line-of-sight communication with lunar and interplanetary probes despite the earth's rotation. The other deep-space tracking stations were at Goldstone, Calif., and Woomera, Australia.

Landing by Gemini using 4,000 kg wet/680 kg empty lander and Saturn C-3 booster. Landing by January 1966.

The Ad Hoc Task Group for Study of Manned Lunar Landing by Rendezvous Techniques, Donald H. Heaton, Chairman, reported its conclusions: rendezvous offered the earliest possibility for a successful lunar landing, the proposed Saturn C-4 configuration should offer a higher probability of an earlier successful manned lunar landing than the C-3, the rendezvous technique recommended involved rendezvous and docking in earth orbit of a propulsion unit and a manned spacecraft, the cost of the total program through first lunar landing by rendezvous was significantly less than by direct ascent.

C. Stark Draper, Director of the MIT Instrumentation Laboratory, at a meeting with NASA Administrator James E. Webb, Deputy Administrator Hugh L. Dryden, and Associate Administrator Robert C. Seamans, Jr., at NASA Headquarters proposed that at least one of the Apollo astronauts should be a scientifically trained individual since it would be easier to train a scientist to perform a pilot's function than vice versa. (In a letter to Seamans on November 7, Draper further proposed that he be that individual.)

Authorization for NASA to acquire necessary land for additional launch facilities at Cape Canaveral was approved by the Senate.

NASA announced that the government-owned Michoud Ordnance Plant near New Orleans, La., would be the site for fabrication and assembly of the Saturn C-3 first stage as well as larger vehicles. Finalists were two government-owned plants in St. Louis and New Orleans. The height of the factory roof at Michoud meant that an 8 x F-1 engined vehicle could not be built; 4 or 5 engines would have to be the maximum.

NASA selected NAA to develop the second stage (S-II) for the advanced Saturn launch vehicle. The cost, including development of at least ten vehicles, would total about $140 million. The S-II configuration provided for four J-2 liquid-oxygen - liquid-hydrogen engines, each delivering 200,000 pounds of thrust.

Representatives of STG and NASA Headquarters visited the Instrumentation Laboratory of MIT to discuss the contract awarded to the Laboratory on August 9 and progress in the design and development of the Apollo spacecraft navigation and guidance system. They mutually decided that a draft of the final contract should be completed for review at Instrumentation Laboratory by October 2 and the contract resolved by October 9. Revisions were to be made in the Statement of Work to define more clearly details of the contract. Milton B. Trageser of the Laboratory, in the first month's technical progress report, gave a brief description of the first approach to the navigation and guidance equipment and the arrangement of the equipment within the spacecraft. He also presented the phases of the lunar flight and the navigation and guidance functions or tasks to be performed. Other matters discussed were a space sextant and making visual observations of landmarks through cloud cover.

In a memorandum to the Large Launch Vehicle Planning Group (LLVPG) staff, Harvey Hall of NASA described the studies being done by the Centers on rendezvous modes for accomplishing a manned lunar landing. These studies had been requested from Langley Research Center, Marshall Space Flight Center, and the Jet Propulsion Laboratory on August 23. STG was preparing separate documentation on the lunar orbit rendezvous mode. An LLVPG team to undertake a comparative evaluation of rendezvous and direct ascent techniques had been set up. Members of the team included Hall and Norman Rafel of NASA and H. Braham and L. M. Weeks of Aerospace Corporation.

The evaluation would consider:

• Effect of total flight time on specifications and reliability of equipment and on personnel.
• Effect of vehicle system reliability in each case, including the number of engine starts and restarts.
• Dependence on data, data-rate, and distance from ground station for control of assembly and refueling operations
• Launch and injection windows
• Effect of differences in the total weight propelled to earth escape velocity
• Relative merits of lunar gravity and of a lunar base in general versus an orbital station for rendezvous and assembly purposes.

NASA invited 36 companies to bid on a contract to produce the first stage of the advanced Saturn launch vehicle. Representatives of interested companies would attend a pre-proposal conference in New Orleans, La., on September 26. Bids were to be submitted by October 16 and NASA would then select the contractor, probably in November.

NASA Administrator Webb announced that location of the new Manned Spacecraft Center would be in Houston, Tex., the conclusion of an intensive nationwide study by a site selection team. The Manned Spacecraft Center would be the command center for the manned lunar landing mission and all follow-on manned space flight missions. This announcement was the third basic decision on major facilities required for the expanded U.S. Range and the establishment of the spacecraft fabrication center at the Michoud Ordnance Plant near New Orleans, La.

A major reorganization of NASA Headquarters was announced by Administrator James E. Webb. Four new program offices were to be formed, effective November 1: the Office of Advanced Research and Technology, Ira H. Abbott, Director; the Office of Space Sciences, Homer E. Newell, Director; the Office of Manned Space Flight, D. Brainerd Holmes, Director; and the Office of Applications, directorship vacant. Holmes' appointment had been announced on September 20. He had been General Manager of the Major Defense Systems Division of the Radio Corporation of America. The new Directors would report to Robert C. Seamans, Jr., NASA's Associate Administrator.

At the same time, Robert R. Gilruth was named Director of the Manned Spacecraft Center to be located in Houston, Tex. The Directors of NASA's nine field centers would, like the newly appointed program Directors, report to Seamans.

Dr. George N. Constan of Marshall Space Flight Center named as acting manager of the new NASA Saturn fabrication plant near New Orleans by Director von Braun of Marshall Space Flight Center.

NASA bidders conference on a contract to produce the booster (S-I) stage of the Saturn vehicle was held at the Municipal Auditorium, New Orleans.

Richard H. Battin published MIT Instrumentation Laboratory Report R-341, "A Statistical Optimizing Navigation Procedure for Space Flight," describing the concepts by which Apollo navigation equipment could make accurate computations of position and velocity with an onboard computer of reasonable size.

The MSFC-STG Space Vehicle Board at NASA Headquarters discussed the S- IVB stage, which would be modified by the Douglas Aircraft Company to replace the six LR-115 engines with a single J-2 engine. Funds of $500,000 were allocated for this study to be completed in March 1962.

The Charter of the MSFC-STG Space Vehicle Board, prepared jointly by Marshall Space Flight Center (MSFC) and STG, was approved at the first meeting of the Board at NASA Headquarters. The purpose of the Space Vehicle Board was to assure complete coordination and cooperation between all levels of the MSFC and STG management for the NASA manned space flight programs in which both Centers had responsibilities. Members of the Board were the Directors of MSFC and STG (Wernher von Braun and Robert R. Gilruth), the Deputy Director for Research and Development, MSFC (Eberhard F. M. Rees), and the STG Associate Director (Walter C. Williams). The Board was responsible for:

• Management of the SFC-STG Apollo-Saturn program.
• Resolution of all space vehicle problems, such as design systems, research and development tests, planning, schedules, and operations.
• Approval of mission objectives.
• Direction of the respective organizational elements in the conduct of the MSFC-STG Apollo-Saturn program, including approval of the Sub- Board and of the Coordination Panels.
• Formation of the Advanced Program Coordination Board consisting of top personnel from MSFC and STG. This Board would consider policy and program guidelines.

The Sub-Board would :

• Resolve space-vehicle coordination and integration problems and assign these to the Coordination Panels, if required.
• Prepare briefs in problem areas not resolved by the Board or Sub- Board.
• Act as a technical advisory group to the Board.
• Channel the decisions of the Board through the respective organizational elements of MSFC or STG for proper action.
• Ensure that the Saturn-Apollo Coordination Panels were working adequately and within the scope of their charters.
• Recommend to the Board modifications of the Panels.
• Define or resolve systems or integration problems of the Saturn launch vehicle and the Apollo spacecraft.
• Define mission objectives of the Saturn-Apollo space vehicle.
• Analyze and report progress of the Saturn-Apollo space vehicle.
• Initiate and guide studies for the selection of optimum Saturn- Apollo space vehicle systems.
• Define and establish reliability criteria.
• Establish and document flight safety philosophy.

Four Saturn-Apollo Coordination Panels were established to make available the technical competence of MSFC and STG for the solution of interrelated problems of the launch vehicle and the spacecraft. The four included the Launch Operations, Mechanical Design, Electrical and Electronics Design, and Flight Mechanics, Dynamics, and Control Coordination Panels. Although these Panels were designated as new Panels, the members selected by STG and MSFC represented key technical personnel who had been included in the Mercury-Redstone Panels, the Mercury-Atlas Program Panels, the Apollo Technical Liaison Groups, and the Saturn working groups. The Charter was signed by von Braun and Gilruth. Charter of the MSFC-STG Space Vehicle Board, October 3, 1961.

Representatives of STG visited the Instrumentation Laboratory of MIT for the second monthly progress report meeting on the Apollo spacecraft guidance and navigation contract. A number of technical topics were presented by Laboratory speakers: space sextant visibility and geometry problems, gear train analysis, vacuum environmental approach, midcourse guidance theory, inertial measurement unit, and gyro. The organization of the Apollo effort at the Laboratory was also discussed. A preliminary estimate of the cost for both Laboratory and industrial support for the Apollo navigation and guidance system was presented: $158.4 million through Fiscal Year 1966.

Five Bidding Teams: GD/Avco; GE/Douglas/Grumman/STL; McDonnell/Lockheed/Hughes/Vought; Martin/North American

Officials of STG heard oral reports from representatives of five industrial teams bidding on the contract for the Apollo spacecraft: General Dynamics/Astronautics in conjunction with the Avco Corporation; General Electric Company, Missile and Space Vehicle Department, in conjunction with Douglas Aircraft Company, Grumman Aircraft Engineering Corporation, and Space Technology Laboratories, Inc.; McDonnell Aircraft Corporation in conjunction with Lockheed Aircraft Corporation, Hughes Aircraft Company, and Chance Vought Corporation of Ling-Temco-Vought, Inc.; The Martin Company; and North American Aviation, Inc.

The MSFC-STG Advanced Program Coordination Board met at STG and discussed the question of the development of an automatic checkout system which would include the entire launch vehicle program from the Saturn C-1 through the Nova. It agreed that the Apollo contractor should be instructed to make the spacecraft electrical subsystems compatible with the Saturn complex.

In further discussion, Paul J. DeFries of Marshall Space Flight Center MSFC presented a list of proposed guidelines for use in studying early manned lunar landing missions:

• The crew should draw on its own resources only when absolutely necessary. Equipment and service personnel external to the spacecraft should be used as much as possible.
• Early lunar expeditions would receive active external support only up to the time of the launch from earth orbit.
• The crew would board the spacecraft only after it was checked out and ready for final countdown and launch.
• The first Apollo crews should have an emergency shelter available on the moon which could afford several months of lift: support and protection.
• The capability for clocking an orbital launch vehicle with a propulsion stage - the "connecting mode" - should be possible.
• The capability of fueling an orbital launch vehicle should be made available - "fueling mode."
• The capability of making repairs, replacements, or adjustments in orbit should be developed.
• For repairs, replacements, and adjustments on the orbital launch vehicle in earth orbit, two support vehicles would be necessary. These would be a Saturn C-1 launch vehicle manned by Apollo technicians and an unmanned Atlas-Centaur launch vehicle carrying repair kits.
• Development of docking, testing of components, and techniques for docking and training of man in orbital operations could be carried out by a space ferry loaded with a Mercury capsule.

• Orbital launch operations were just as complex, if not more complex, than earth-launched operations.
• A question existed as to how complex the orbital launch facility could be and what its function should be.
• There was a possibility that the crew could do most of the checkout and launch operations. Studies should be made to define the role of the crew versus the role of a proposed MSFC auxiliary checkout and maintenance crew.

Studies of "unconventional" rockets using liquid fuels in the thrust range from 2 to 24 million pounds announced by NASA; 2 contracts being carried out by Aerojet-General and Rocketdyne Division of North American Aviation.

NASA selected Pearl River site in southwestern Mississippi, 35 miles from Michoud plant in New Orleans, for static test facility for Saturn and Nova-class vehicles, completed facility to operate under direction of Marshall Space Flight Center.

Largest known rocket launch to date, the Saturn I 1st stage booster, successful on first test flight from Atlantic Missile Range. With its eight clustered engines developing almost 1.3 million pounds of thrust at launch, the Saturn (SA-1) hurled waterfilled dummy upper stages to an altitude of 84.8 miles and 214.7 miles down range. In a postlaunch statement, Administrator Webb said: "The flight today was a splendid demonstration of the strength of our national space program and an important milestone in the buildup of our national capacity to launch heavy payloads necessary to carry out the program projected by President Kennedy on May 25.".

Robert G. Chilton of STG gave the MIT Instrumentation Laboratory new information based on NASA in- house studies on the Apollo spacecraft roll inertia, pitch and yaw inertia, and attitude jets.

David G. Hoag, MIT, personal notes, October 1961.

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Apollo CSM and LM Credit: © Mark Wade. 6,016 bytes. 491 x 271 pixels.

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Under the direction of John C. Houbolt of Langley Research Center, a two-volume work entitled "Manned Lunar-Landing through use of Lunar-Orbit Rendezvous" was presented to the Golovin Committee (organized on July 20). The study had been prepared by Houbolt, John D. Bird, Arthur W. Vogeley, Ralph W. Stone, Jr., Manuel J. Queijo, William H. Michael, Jr., Max C. Kurbjun, Roy F. Brissenden, John A. Dodgen, William D. Mace, and others of Langley. The Golovin Committee had requested a mission plan using the lunar orbit rendezvous concept. Bird, Michael, and Robert H. Tolson appeared before the Committee in Washington to explain certain matters of trajectory and lunar stay time not covered in the document.

The Space Task Group was formally redesignated the Manned Spacecraft Center, Robert R. Gilruth, Director.

Marshall Space Flight Center directed NAA to redesign the advanced Saturn second stage (S-II) to incorporate five rather than four J-2 engines, to provide a million pounds of thrust.

In a memorandum to D. Brainerd Holmes, Director, Office of Manned Space Flight (OMSF), Milton W. Rosen, Director of Launch Vehicles and Propulsion, OMSF, described the organization of a working group to recommend to the Director a large launch vehicle program which would meet the requirements of manned space flight and which would have broad and continuing national utility for other NASA and DOD programs. The group would include members from the NASA Office of Launch Vehicles and Propulsion (Rosen, Chairman, Richard B. Canright, Eldon W. Hall, Elliott Mitchell, Norman Rafel, Melvyn Savage, and Adelbert O. Tischler); from the Marshall Space Flight Center (William A. Mrazek, Hans H. Maus, and James B. Bramlet); and from the NASA Office of Spacecraft and Flight Missions (John H. Disher). (David M. Hammock of MSC was later added to the group.) The principal background material to be used by the group would consist of reports of the Large Launch Vehicle Planning Group (Golovin Committee), the Fleming Committee, the Lundin Committee, the Heaton Committee, and the Debus-Davis Committee. Some of the subjects the group would be considering were:

1. an assessment of the problems involved in orbital rendezvous,
2. an evaluation of intermediate vehicles (Saturn C-3, C-4, and C-5),
3. an evaluation of Nova-class vehicles,
4. an assessment of the future course of large solid-fuel rocket motor development,
5. an evaluation of the utility of the Titan III for NASA missions, and
6. an evaluation of the realism of the spacecraft development program (schedules, weights, performances).

An Apollo Egress Working Group, consisting of personnel from Marshall Space Flight Center, Launch Operations Directorate, and Atlantic Missile Range, was formed on November 2. Meetings on that date and on November 6 resulted in publication of a seven-page document, "Apollo Egress Criteria." The Group established ground rules, operations and control procedures criteria, and space vehicle design criteria and provided requirements for implementation of emergency egress system.

Representatives of MSC and NASA Headquarters visited the MIT Instrumentation Laboratory to discuss clauses in the contract for the Apollo navigation and guidance system, technical questions proposed by MSC, and work in progress. Topics discussed included the trajectories for the SA-7 and SA-8 flights and the estimated propellant requirements for guidance attitude maneuvers and velocity changes for the lunar landing mission. Presentations were made on the following subjects by members of the Laboratory staff: the spacecraft gyro, Apollo guidance computer logic design, computer displays and interfaces, guidance computer programming, horizon sensor experiments, and reentry guidance.

The four MSC-MSFC Coordination Panels held their first meeting at Marshall Space Flight Center (MSFC). A significant event was the decision to modify the Electrical and Electronics Design Panel by creating two new Panels: the Electrical Systems Integration Panel and the Instrumentation and Communications Panel. In succeeding months, the Panels met at regular intervals.

In a letter to NASA Associate Administrator Robert C. Seamans, Jr., John C. Houbolt of Langley Research Center presented the lunar orbit rendezvous (LOR) plan and outlined certain deficiencies in the national booster and manned rendezvous programs. This letter protested exclusion of the LOR plan from serious consideration by committees responsible for the definition of the national program for lunar exploration.

Golovin Committe studies launch vehicles through summer, but found the issue to be completely entertwined with mode (earth-orbit, lunar-orbit, lunar-surface rendezvous or direct flight. Two factions: large solids for direct flight; all-chemical with 4 or 5 F-1's in first stage for rendezvous options. In the end Webb and McNamara ordered development of C-4 and as a backup, in case of failure of F-1 in development, build of 6.1 m+ solid rocket motors by USAF.

NASA announced that the Chrysler Corporation had been chosen to build 20 Saturn first-stage (S-1) boosters similar to the one tested successfully on October 27 . They would be constructed at the Michoud facility near New Orleans, La. The contract, worth about $200 million, would run through 1966, with delivery of the first booster scheduled for early 1964.

Milton W. Rosen, Director of Launch Vehicles and Propulsion, NASA Office of Manned Space Flight (OMSF), submitted to D. Brainerd Holmes, Director, OMSF, the report of the working group which had been set up on November 6.

Bid ratings: Martin 6.9; GD 6.6; North American 6.6; GE 6.4; McDonnell 6.4

The original Apollo spacecraft Statement of Work of July 28 had been substantially expanded, including a single-engine service module propulsion system using Earth-storable, hypergolic propellants.

Despite an announcement at Martin on 27 November that they had won the Apollo program, the decision was reversed at the highest levels of the US government. NASA announced instead that the Space and Information Systems Division of North American Aviation, Inc., had been selected to design and build the Apollo spacecraft. The official line: 'the decision by NASA Administrator James E. Webb followed a comprehensive evaluation of five industry proposals by nearly 200 scientists and engineers representing both NASA and DOD. Webb had received the Source Evaluation Board findings on November 24. Although technical evaluations were very close, NAA had been selected on the basis of experience, technical competence, and cost'. NAA would be responsible for the design and development of the command module and service module. NASA expected that a separate contract for the lunar landing system would be awarded within the next six months. The MIT Instrumentation Laboratory had previously been assigned the development of the Apollo spacecraft guidance and navigation system. Both the NAA and MIT contracts would be under the direction of MSC.

On a visit to Marshall Space Flight Center by MIT Instrumentation Laboratory representatives, the possibility was discussed of emergency switchover from Saturn to Apollo guidance systems as backup for launch vehicle guidance.

The Project Apollo Statement of Work for development of the Apollo spacecraft was completed. A draft letter based on this Statement of Work was presented to NAA for review. A prenegotiation conference on the development of the Apollo spacecraft was held at Langley Field, Va.

NASA Associate Administrator Robert C. Seamans, Jr., commented to D. Brainerd Holmes, Director, Office of Manned Space Flight, on the report of the Rosen working group on launch vehicles, which had been submitted on November 20. Seamans expressed himself as essentially in accord with the group's recommendations.

NASA negotiations with NAA on the Apollo spacecraft contract were held at Williamsburg, Va. Nine Technical Panels met on December 11 and 12 to review Part 3, Technical Approach, of the Statement of Work. These Panels reported their recommended changes and unresolved questions to the Technical Subcommittee for action. Later in the negotiations, NASA and NAA representatives agreed on changes intended to clarify the original Statement of Work. Among these was the addition of the boilerplate program. Two distinct types of boilerplates were to be fabricated: those of a simple cold-rolled steel construction for drop impact tests and the more complex models to be used with the Little Joe II and Saturn launch vehicles. The Little Joe II, originally conceived in June 1961, was a solid-fuel rocket booster which would be used to man-rate the launch escape system for the command module.

In addition, the Apollo Project Office, which had been part of the MSC Flight Systems Division, would now report directly to the MSC Director and would be responsible for planning and directing all activities associated with the completion of the Apollo spacecraft project. Primary functions to be performed by the Office would include:

• Monitor the work of the Apollo Principal Contractor NAA and Associate Contractors.
• Resolve technical problems arising between the Principal Contractor and Associate Contractors which were not directly resolved between the parties involved.
• Maintain close liaison with all Apollo contractors to keep fully and currently informed on the status of contract work, potential schedule delays, or technical problems which might impede progress.

Letter contract No. NAS 9-150, authorizing work on the Apollo development program to begin on January 1, 1962, was signed by NASA and NAA on December 21. Under this contract, NAA was assigned the design and development of the command and service modules, the spacecraft adapter, associated ground support equipment, and spacecraft integration. Formal signing of the contract followed on December 31.

NASA selected Mason-Rust as the contractor to provide support services at NASA's Michoud plant near New Orleans, providing housekeeping services through June 30, 1962 for the three contractors who would produce the Saturn S-I and S-IB boosters and the Rift nuclear upper-stage vehicle.

NASA announced that The Boeing Company had been selected for negotiations as a possible prime contractor for the first stage (S-IC) of the advanced Saturn hunch vehicle. The S-IC stage, powered by five F-1 engines, would be 35 feet in diameter and about 140 feet high. The $300-million contract, to run through 1966, called for the development, construction, and testing of 24 flight stages and one ground test stage. The booster would be assembled at the NASA Michoud Operations Plant near New Orleans, La., under the direction of the Marshall Space Flight Center.

Fred T. Pearce, Jr., of MSC visited the MIT Instrumentation Laboratory to discuss the first design-study space sextant produced at the Laboratory, The instrument was intended to be used with the guidance computer. The working mockup was demonstrated and the problem of the effect of the vehicle motion on the sextant was discussed.

The General Assembly of the United Nations unanimously adopted Resolution 1721 (XIV) on international cooperation in the peaceful uses of outer space.

NASA announced that Douglas Aircraft had been selected for negotiation of a contract to modify the Saturn S-IV stage by installing a single 200,000-pound-thrust, Rocketdyne J-2 liquid-hydrogen/liquid-oxygen engine instead of six 15,000-pound-thrust P. & W. hydrogen/oxygen engines. Known as S-IVB, this modified stage will be used in advanced Saturn configurations for manned circumlunar Apollo missions.

D. Brainerd Holmes, Director of the NASA Office of Manned Space Flight, announced the formation of the Manned Space Flight Management Council. The Council, which was to meet at least once a month, was to identify and resolve difficulties and to coordinate the interface problems in the manned space flight program. Members of the Council, in addition to Holmes, were: from MSC, Robert R. Gilruth and Walter C. Williams, Director and Associate Director; from Marshall Space Flight Center, Wernher von Braun, Director, and Eberhard F. M. Rees, Deputy Director for Research and Development; from NASA Headquarters, George M. Low, Director of Spacecraft and Flight Missions; Milton W. Rosen, Director of Launch Vehicles and Propulsion; Charles H. Roadman, Director of Aerospace Medicine; William E. Lilly, Director of Program Review and Resources Management; and Joseph F. Shea, Deputy Director for Systems Engineering, Shea, formerly Space Programs Director for Space Technology Laboratories, Inc., Los Angeles, Calif., had recently joined NASA.

NAA's Space and Information Systems Division selected four companies as subcontractors to design and build four of the major Apollo spacecraft systems. The Collins Radio Company, Cedar Rapids, Iowa, received the telecommunications systems contract, worth more than $40 million; Minneapolis-Honeywell Regulator Company, Minneapolis, Minn., received the stabilization and control systems contract, $30 million; AiResearch Manufacturing Company, division of The Garrett Corporation, Los Angeles, Calif., was awarded the environmental control system contract, $10 million; and Radioplane Division of Northrop Corporation, Van Nuys, Calif., was selected for the parachute landing system contract, worth more than $1 million. The total cost for the initial phase of the NAA contract was expected to exceed $400 million.

Rosen Committee studies in November and December indicated that the most flexible choice for Apollo was the Saturn C-4, with two required for the earth orbit rendezvous approach or one for the lunar orbit rendezvous mission, with a smaller landed payload. The panel rejected solid motors again, but Rosen himself still pushed for Nova. An extra F-1 engine was 'slid in' for insurance, resulting in the Saturn C-5 configuration. The Manned Space Flight Management Council decided at its first meeting that the Saturn C-5 launch vehicle would have a first stage configuration of five F-1 engines and a second stage configuration of five J-2 engines. The third stage would be the S-IVB with one J-2 engine. It recommended that the contractor for stage integration of the Saturn C-1 be Chrysler Corporation and that the contractor for stage integration of the Saturn C-5 be The Boeing Company. Contractor work on the Saturn C-5 should proceed immediately to provide a complete design study and a detailed development plan before letting final contracts and assigning large numbers of contractor personnel to Marshall Space Flight Center or Michoud.

Dr. Hugh L. Dryden, Deputy Administrator of NASA, speaking in Denver before the American Association for the Advancement of Science, said: "The sheer magnitude of the manned lunar exploration program, amounting as it will to $3 billion or more (in fiscal year 1963), represents a significant application of the Nation's resources. These billions of dollars will be spent in the laboratories, workshops, and factories of the Nation and thus constitute a significant factor in the Nation's employment and economy generally. The personnel in the space program are not all scientists and engineers but come from every walk of life."

The Requests for Quotation on production contracts for major components of the Apollo spacecraft guidance and navigation system, comprising seven separate items, were released to industry by the MIT Instrumentation Laboratory. (The Source Evaluation Board, appointed on January 31, began its work during the week of March 5 and contractors were selected on May 8.)

The Grumman Aircraft Engineering Corporation developed a detailed, company-funded study on the lunar orbit rendezvous technique: characteristics of the system (relative cost of direct ascent, earth orbit rendezvous, and lunar orbit rendezvous); developmental problems (communications, propulsion); and elements of the system (tracking facilities, etc.). Joseph M. Gavin was appointed in the spring to head the effort, and Robert E. Mullaney was designated program manager.

NASA made public the drawings of the three-man Apollo spacecraft to be used in the lunar landing development program, On January 9, NASA announced its decision that the Saturn C-5 would be the lunar launch vehicle.

In his State of the Union message to the Congress, President John F . Kennedy said: "With the approval of this Congress, we have undertaken in the past year a great new effort in outer space. Our aim is not simply to be first on the moon, any more than Charles Lindbergh's real aim was to be first to Paris. His aim was to develop the techniques and the authority of this country and other countries in the field of the air and the atmosphere, and our objective in making this effort, which we hope will place one of our citizens on the moon, is to develop in a new frontier of science, commerce and cooperation, the position of the United States and the free world. This nation belongs among the first to explore it. And among the first - if not the first - we shall be."

The Apollo Spacecraft Project Office (ASPO) was established at MSC. Charles W. Frick was selected as Manager of the new Office, to assume his duties in February. Frick had been Chief of Technical Staff for General Dynamics Convair. Robert O. Piland was appointed Deputy Manager of ASPO and would serve as Acting Manager until Frick's arrival. ASPO would be responsible for the technical direction of NAA and other industrial contractors assigned to work on the Apollo spacecraft.

The first Apollo engineering order was issued to fabricate mockups of the Apollo command and service modules.

NAA engineers began preliminary layouts to define the elements of the command module (CM) configuration. Additional requirements and limitations imposed on the CM included reduction in diameter, paraglider compatibility, 250 pounds of radiation protection water, redundant propellant tankage for the attitude control system, and an increase in system weight and volume.

Command module heatshield requirements, including heating versus time curves, were established by NAA for several design trajectories. A computer program method of analyzing the charring ablation process had been developed. By this means, it was possible to calculate the mass loss, surface char layer temperature, amount of heat conducted through the uncharred ablation material and insulation into the cabin, and temperature profile through the ablator and insulation layers. In February, NAA determined that a new and more refined computer program would be needed.

The solid propellant called for in the original NAA proposal on the service module propulsion system was replaced by a storable, hypergolic propellant. Multitank configurations under study appeared to present offloading capabilities for alternative missions.

John C. Houbolt of Langley Research Center and Charles W. Mathews of MSC made a presentation of lunar orbit rendezvous versus earth orbit rendezvous to the Manned Space Flight Management Council.

On the basis of a study by NAA, a single-engine configuration was chosen as the optimum approach for the service module propulsion subsystem. The results of the study were presented to MSC representatives and NAA was authorized to issue a work statement to begin procurement of an engine for this configuration. Agreement was also reached at this meeting on a vacuum thrust level of 20,000 pounds for the engine. This would maintain a thrust-to-weight ratio of 0.4 and allow a considerable increase in the lunar liftoff weight of the spacecraft.

At his regular press conference, President John F. Kennedy was asked for his "evaluation of our progress in space at this time" and whether the United States had changed its "timetable for landing a man on the moon." He replied: "As I said from the beginning, we have been behind . . . and we are running into the difficulties which came from starting late, We, however, are going to proceed by making a maximum effort. As you know, the expenditures in our space program are enormous . . . the time schedule, at least our hope, has not been changed by the recent setbacks (Ranger failures)."

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Apolo LM Credit: © Mark Wade. 14,042 bytes. 768 x 540 pixels.

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NASA announced that the General Electric Company had been selected for a major supporting role in the Apollo project, to provide integration analysis of the total space vehicle (including booster-spacecraft interface), ensure reliability of the entire space vehicle, and develop and operate a checkout system.

Robert R. Gilruth, MSC Director, in a letter to NASA Headquarters, described the Ad Hoc Lunar Landing Module Working Group which was to be under the direction of the Apollo Spacecraft Project Office. The Group would determine what constraints on the design of the lunar landing module were applicable to the effort of the Lewis Research Center. Gilruth asked that Eldon W. Hall represent NASA Headquarters in this Working Group. (At this time, the lunar landing module was conceived as being that part of the spacecraft which would actually land on the moon and which would contain the propulsion system necessary for launch from the lunar surface and injection into transearth trajectory. Pending a decision on the lunar mission mode, the actual configuration of the module was not yet clearly defined.)

A contract for the escape rocket of the Apollo spacecraft launch escape system was awarded to the Lockheed Propulsion Company by NAA. The initial requirements were for a 200,000-pound-thrust solid- propellant rocket motor with an active thrust-vector-control subsystem.

A meeting on the technical aspects of earth orbit rendezvous was held at NASA Headquarters. Representatives from various NASA offices attended: Arthur L. Rudolph, Paul J. DeFries, Fred L. Digesu, Ludie G. Richard, John W. Hardin, Jr., Ernst D. Geissler, and Wilson B. Schramm of Marshall Space Flight Center (MSFC); James T. Rose of MSC; Friedrich O. Vonbun, Joseph W. Siry, and James J. Donegan of Goddard Space Flight Center (GSFC); Douglas R. Lord, James E. O'Neill, Richard J. Hayes, Warren J. North, and Daniel D. McKee of the NASA Office of Manned Space Flight (OMSF). Joseph F. Shea, Deputy Director for Systems, OMSF, who had called the meeting, defined in general terms the goal of the meeting: to achieve agreement on the approach to be used in developing the earth orbit rendezvous technique. After two days of discussions and presentations, the Group approved conclusions and recommendations:

• Gemini rendezvous operations could and must provide substantial experience with rendezvous techniques pertinent to Apollo.
• Incorporation of the Saturn guidance equipment in a scaled-down docking module for the Agenas in the Gemini program was not required.
• Complete development of the technique and equipment for Apollo rendezvous and docking should be required before the availability of the Saturn C-5 launch vehicle.
• Full-scale docking equipment could profitably be developed by three- dimensional ground simulations. MSFC would prepare an outline of such a program.
• The Apollo rendezvous technique and actual hardware could be flight- tested with the Saturn C-1 launch vehicle. MSFC would prepare a proposed flight test program.
• The choice of connecting or tanking modes must be made in the near future. The MSFC Orbital Operations Study program should be used to provide data to make this decision.
• The rendezvous technique which evolved from this meeting would place heavy requirements on the ground tracking network. GSFC should provide data relating the impact of detailed trajectory considerations to ground tracking station requirements.

NASA signed a contract with The Boeing Company for indoctrination, familiarization, and planning, expected to lead to a follow-on contract for design, development, manufacture, test, and launch operations of the first stage S-IC of the Saturn C-5 launch vehicle.

NASA announced Project Fire, a high-speed reentry heat research program to obtain data on materials, heating rates, and radio signal attenuation on spacecraft reentering the atmosphere at speeds of about 24,500 miles per hour. Information from the program would support technology for manned and unmanned reentry from lunar missions. Under the management of the Langley Research Center, Project Fire would use Atlas D boosters and the reentry package would be powered by an Antares solid-fuel motor (third stage of the Scout).

The preparation of schedules based on the NASA Fiscal Year 1962 budget (including the proposed supplemental appropriation), the Fiscal Year 1963 budget as submitted to Congress, and Fiscal Year 1964 and subsequent funding was discussed at the Manned Space Flight Management Council meeting. Program assumptions as presented by Wernher von Braun, Director, Marshall Space Flight Center (MSFC), were approved for use in preparation of the schedules :

• The Saturn C-5 launch vehicle and earth orbital rendezvous were considered the primary mode for the lunar landing.
• Full-scale orbit operations development, including ground testing, would be accomplished, using S-I boosters and orbital upper stages. This development would be planned so that upper stages and rendezvous techniques would be developed by the time the C-5 was operational. Planning would consider both connecting and fueling modes.
• The development of a two-stage Nova with liquid-propellant engines in both stages would be activated as early as realistically feasible. This would provide an alternative, direct flight mode carrying the same orbital launch vehicle as developed for the C-5.
• There would be no solid-propellant vehicle development.

A NASA Apollo Office was established at NAA's Space and Information Systems Division, under the direction of J. Thomas Markley of MSC. The Office would serve primarily as liaison between the prime contractor and the Apollo Spacecraft Project Office at MSC.

The command module crew couch was repositioned and redesigned because of numerous problems. In the new design, an adjustable hand controller, similar to that used on the X-15, would be attached to an adjustable arm rest. The head rest could be regulated for an approximate four-inch movement, while the side head support was limited in movement for couch-module clearance. The adjustable leg support included a foot controller which could be folded up.

The center couch, including the crewman parachute and survival kit, could be folded out to a sleep position and stowed under either remaining couch. Allowance was made for the crewman to turn over.

Principal problems remaining were the difficulty of removing the center couch and providing the clearances needed for the couch positions specified for various phases of the lunar mission.

NASA wind tunnel data on the adaptation of the Project Mercury Little Joe booster to the Apollo launch escape system were analyzed. The booster fins were ineffective in maintaining the stability of the configuration and the project was canceled. The later Little Joe II depended on the inherent stability of the total vehicle to attain a successful ballistic trajectory to test altitude.

NASA Headquarters selected the Chance Vought Corporation of Ling-Temco-Vought, Inc., as a contractor to study spacecraft rendezvous. A primary part of the contract would be a flight simulation study exploring the capability of an astronaut to control an Apollo-type spacecraft.

The Marquardt Corporation was selected by NAA's Space and Information Systems Division to design and build the reaction control rocket engines for the Apollo spacecraft. The contract was signed during April.

The Aerojet-General Corporation was named by NAA as a subcontractor for the Apollo service module propulsion system.

The organizational elements and staffing for the MSC Apollo Spacecraft Project Office was announced:

Office of Project Manager

Charles W. Frick, Project Manager

Robert O. Piland, Deputy Project Manager

Command and Service Module

Caldwell C. Johnson, Chief

William F. Rector, Special Assistant

Calvin H. Perrine, Flight Technology

Lee N. McMillion, Crew Systems

David L. Winterhalter, Sr., Power Systems

Wallace D. Graves, Mechanical Systems

Milton C. Kingsley, Electrical Systems

(Vacant), Ground Support Equipment

Lunar Landing Module

Robert O. Piland, Acting Chief

Guidance and Control Development

David W. Gilbert, Chief

Jack Barnard, Apollo Office at MIT

Systems Integration

Paul F. Weyers, Chief

(Vacant), Reliability and Quality Control

Emory F. Harris, Operations Requirements

Robert P. Smith, Launch Vehicle Integration

Owen G. Morris, Mission Engineering

Marion R. Franklin, Ground Operational Support Systems

Apollo Office at NAA

Herbert R. Ash, Acting Manager

Alan B. Kehlet, Engineering

Alan B. Kehlet, Acting Manager, Quality Control and Engineering

Herbert R. Ash, Acting Manager, Business Administration

Planning and Resources

Thomas F. Baker, Chief

NAA awarded a development contract for the Apollo spacecraft fuel cell to Pratt & Whitney Aircraft Division of United Aircraft Corporation.

Primary MSC activities for the Apollo program were relocated from Langley Field, Va., to the Manned Spacecraft Center, Houston, Tex.

A NASA Headquarters-MSC management meeting was held to discuss the general status of the Apollo project, Apollo Spacecraft Project Office organization, mission and engineering studies, and budgets and schedules. Participants at the meeting agreed that a staged lunar landing propulsion module would be studied.

James E. Webb, NASA Administrator, recommended to President John F. Kennedy that the Apollo program be given DX priority (highest priority in the procurement of critical materials). He also sent a memorandum to Vice President Lyndon B. Johnson, Chairman of the National Aeronautics and Space Council, requesting that the Council consider advising the President to add the Apollo program to the DX priority list.

NASA and the Jet Propulsion Laboratory announced the selection of the Military Electronics Division of Motorola, Inc., as the contractor to manufacture and test radio equipment in the first two phases of a program to augment the Deep Space Instrumentation Facility (DSIF) by providing "S" band capability for stations at Goldstone, Calif., Woomera, Australia, and near Johannesburg, South Africa. With these stations located some 120 degrees apart around the earth, DSIF would have a high-gain, narrow-beam-width, high-frequency system, with very little interference from cosmic noise and would provide much improved telemetering and tracking of satellites as far out as the moon and nearby planets.

Charles W. Frick, Manager of the MSC Apollo Spacecraft Project Office, together with Maxime A. Faget, Charles W. Mathews, Christopher C. Kraft, Jr., John B. Lee, Owen E. Maynard, and Alan B. Kehlet of MSC and George M. Low of the NASA Office of Manned Space Flight, visited NAA at Downey, Calif. This was the first monthly meeting of the Apollo design and review team to survey NAA's progress in various areas, including the Apollo spacecraft heatshield, fuel cells, and service module.

Marshall Space Flight Center's latest schedule on the Saturn C-5 called for the first launch in the last quarter of 1965 and the first manned launch in the last quarter of 1967. If the C-5 could be man-rated on the eighth research and development flight in the second quarter of 1967, the spacecraft lead time would be substantially reduced.

The Avco Corporation was selected by NAA to design and install the ablative material on the Apollo spacecraft outer surface.

Wind tunnel tests were completed at the Jet Propulsion Laboratory and at Langley Research Center on two early configurations of Apollo spacecraft models.

NASA Headquarters approved plans for the development of the Little Joe II test launch vehicle. Prospective bidders were notified of a briefing to be held at MSC on April 6, at which time Requests for Proposals would be distributed.

Members of Langley Research Center briefed representatives of the Chance Vought Corporation of Ling- Temco-Vought, Inc., on the lunar orbit rendezvous method of accomplishing the lunar landing mission. The briefing was made in connection with the study contract on spacecraft rendezvous awarded by NASA Headquarters to Chance Vought on March 1.

NASA announced that a $5 million contract would be awarded to Republic Aviation Corporation for the construction of two experimental reentry spacecraft. Republic was selected from eight companies that submitted bids on March 12. The contract was part of Project Fire, to develop a spacecraft capable of withstanding reentry into the earth's atmosphere from a lunar mission. Plans called for the spacecraft to be tested during the second half of 1963.

The Apollo guidance and navigation system was defined in more detail as more information from NASA MIT studies was received on new requirements for the system. As a result, the scope of the component development tasks given to all the guidance and navigation subcontractors was substantially increased.

A small group within the MSC Apollo Spacecraft Project Office developed a preliminary program schedule for three approaches to the lunar landing mission: earth orbit rendezvous, direct ascent, and lunar orbit rendezvous. The exercise established a number of ground rules :

• Establish realistic schedules that would "second guess" failures but provide for exploitation of early success.
• Schedule circumlunar, lunar orbit, and lunar landing missions at the earliest realistic dates.
• Complete the flight development of spacecraft modules and operational techniques, using the Saturn C-1 and C-1B launch vehicles, prior to the time at which a "man-rated" C-5 launch vehicle would become available.
• Develop the spacecraft operational techniques in "buildup" missions that would progress generally from the simple to the complex.
• Use the spacecraft crew at the earliest time and to the maximum extent, commensurate with safety considerations, in the development of the spacecraft and its subsystems.

NAA was directed by the MSC Apollo Spacecraft Project Office to begin a study to define the configuration and design criteria of the service module which would make the lunar landing maneuver and touchdown.

A meeting to review the lunar orbit rendezvous (LOR) technique as a possible mission mode for Project Apollo was held at NASA Headquarters. Representatives from various NASA offices attended: Joseph F. Shea, Eldon W. Hall, William A. Lee, Douglas R. Lord, James E. O'Neill, James Turnock, Richard J. Hayes, Richard C. Henry, and Melvyn Savage of NASA Headquarters; Friedrich O. Vonbun of Goddard Space Flight Center (GSFC); Harris M. Schurmeier of Jet Propulsion Laboratory; Arthur V. Zimmeman of Lewis Research Center; Jack Funk, Charles W. Mathews, Owen E. Maynard, and William F. Rector of MSC; Paul J. DeFries, Ernst D. Geissler, and Helmut J. Horn of Marshall Space Flight Center (MSFC); Clinton E. Brown, John C. Houbolt, and William H. Michael, Jr., of Langley Research Center; and Merrill H. Mead of Ames Research Center. Each phase of the LOR mission was discussed separately.

The launch vehicle required was a single Saturn C-5, consisting of the S-IC, S-II, and S-IVB stages. To provide a maximum launch window, a low earth parking orbit was recommended. For greater reliability, the two-stage-to-orbit technique was recommended rather than requiring reignition of the S-IVB to escape from parking orbit.

The current concepts of the Apollo command and service modules would not be altered. The lunar excursion vehicle (LEV), under intensive study in 1961, would be aft of the service module and in front of the S-IVB stage. For crew safety, an escape tower would be used during launch. Access to the LEV would be provided while the entire vehicle was on the launch pad.

Both Apollo and Saturn guidance and control systems would be operating during the launch phase. The Saturn guidance and control system in the S-IVB would be "primary" for injection into the earth parking orbit and from earth orbit to escape. Provisions for takeover of the Saturn guidance and control system should be provided in the command module. Ground tracking was necessary during launch and establishment of the parking orbit, MSFC and GSFC would study the altitude and type of low earth orbit.

The LEV would be moved in front of the command module "early" in the translunar trajectory. After the S-IVB was staged off the spacecraft following injection into the translunar trajectory, the service module would be used for midcourse corrections. Current plans were for five such corrections. If possible, a symmetric configuration along the vertical center line of the vehicle would be considered for the LEV. Ingress to the LEV from the command module should be possible during the translunar phase. The LEV would have a pressurized cabin capability during the translunar phase. A "hard dock" mechanism was considered, possibly using the support structure needed for the launch escape tower. The mechanism for relocation of the LEV to the top of the command module required further study. Two possibilities were discussed: mechanical linkage and rotating the command module by use of the attitude control system. The S-IVB could be used to stabilize the LEV during this maneuver.

The service module propulsion would be used to decelerate the spacecraft into a lunar orbit. Selection of the altitude and type of lunar orbit needed more study, although a 100-nautical-mile orbit seemed desirable for abort considerations.

The LEV would have a "point" landing (±½ mile) capability. The landing site, selected before liftoff, would previously have been examined by unmanned instrumented spacecraft. It was agreed that the LEV would have redundant guidance and control capability for each phase of the lunar maneuvers. Two types of LEV guidance and control systems were recommended for further analysis. These were an automatic system employing an inertial platform plus radio aids and a manually controlled system which could be used if the automatic system failed or as a primary system.

The service module would provide the prime propulsion for establishing the entire spacecraft in lunar orbit and for escape from the lunar orbit to earth trajectory. The LEV propulsion system was discussed and the general consensus was that this area would require further study. It was agreed that the propulsion system should have a hover capability near the lunar surface but that this requirement also needed more study.

It was recommended that two men be in the LEV, which would descend to the lunar surface, and that both men should be able to leave the LEV at the same time. It was agreed that the LEV should have a pressurized cabin which would have the capability for one week's operation, even though a normal LOR mission would be 24 hours. The question of lunar stay time was discussed and it was agreed that Langley should continue to analyze the situation. Requirements for sterilization procedures were discussed and referred for further study. The time for lunar landing was not resolved.

In the discussion of rendezvous requirements, it was agreed that two systems be studied, one automatic and one providing for a degree of manual capability. A line of sight between the LEV and the orbiting spacecraft should exist before lunar takeoff. A question about hard-docking or soft-docking technique brought up the possibility of keeping the LEV attached to the spacecraft during the transearth phase. This procedure would provide some command module subsystem redundancy.

Direct link communications from earth to the LEV and from earth to the spacecraft, except when it was in the shadow of the moon, was recommended. Voice communications should be provided from the earth to the lunar surface and the possibility of television coverage would be considered.

A number of problems associated with the proposed mission plan were outlined for NASA Center investigation. Work on most of the problems was already under way and the needed information was expected to be compiled in about one month.

(This meeting, like the one held February 13-15, was part of a continuing effort to select the lunar mission mode).

A mockup of the Apollo command module, built by the Space and Information Systems Division of NAA, was made public for the first time during a visit to NAA by news media representatives.

The Thiokol Chemical Corporation was selected by NAA to build the solid-fuel rocket motor to be used to jettison the Apollo launch escape tower following a launch abort or during a normal mission.

The request for a proposal on the Little Joe II test launch vehicle was submitted to bidders by a letter from MSC, together with a Work Statement. Five launches, which were to test boilerplate models of the Apollo spacecraft command module in abort situations, were called for: three in 1963 and two in 1964.

Representatives of MSC made a formal presentation at Marshall Space Flight Center on the lunar orbit rendezvous technique for accomplishing the lunar mission.

Discussions at the monthly NAA-NASA Apollo spacecraft design review included:

• Results of an NAA study on environmental control system (ECS) heating capabilities for lunar night operations were presented. The study showed that the system could not provide enough heating and that the integration of ECS and the fuel cell coolant system was the most promising source for supplemental heating.
• The launch escape system configuration was approved. It embodied a 120inch tower, symmetrical nose cone, jettison motor located forward of the launch escape motor, and an aerodynamic skirt covering the escape motor nozzles. This configuration change in the escape rocket nozzle cant angle was intended to prevent impingement of hot gases on the command module.
• MSC senior personnel directed NAA to study the technical penalties and scheduling effects of spacecraft design capabilities with direct lunar landing and lunar rendezvous techniques.

Milton W. Rosen, NASA Office of Manned Space Flight Director of Launch Vehicles and Propulsion, recommended that the S-IVB stage be designed specifically as the third stage of the Saturn C-5 and that the C-5 be designed specifically for the manned lunar landing using the lunar orbit rendezvous technique. The S-IVB stage would inject the spacecraft into a parking orbit and would be restarted in space to place the lunar mission payload into a translunar trajectory. Rosen also recommended that the S- IVB stage be used as a flight test vehicle to exercise the command module (CM), service module (SM), and lunar excursion module (LEM) (previously referred to as the lunar excursion vehicle (LEV)) in earth orbit missions. The Saturn C-1 vehicle, in combination with the CM, SM, LEM, and S-IVB stage, would be used on the most realistic mission simulation possible. This combination would also permit the most nearly complete operational mating of the CM, SM, LEM, and S-IVB prior to actual mission flight.

The Manned Space Flight Management Council decided to delay the awarding of a Nova launch vehicle study contract until July 1 at the earliest to allow time for an in-house study of bids submitted and for further examination of the schedule for a manned lunar landing using the direct ascent technique.

MSC Associate Director Walter C. William reported to the Manned Space Flight Management Council that the lack of a decision on the lunar mission mode was causing delays in various areas of the Apollo spacecraft program, especially the requirements for the portions of the spacecraft being furnished by NAA.

John C. Houbolt of Langley Research Center, writing in the April issue of Astronautics, outlined the advantages of lunar orbit rendezvous for a manned lunar landing as opposed to direct flight from earth or earth orbit rendezvous. Under this concept, an Apollo-type spacecraft would fly directly to the moon, go into lunar orbit, detach a small landing craft which would land on the moon and then return to the mother craft, which would then return to earth. The advantages would be the much smaller craft performing the difficult lunar landing and takeoff, the possibility of optimizing the smaller craft for this one function, the safe return of the mother craft in event of a landing accident, and even the possibility of using two of the small craft to provide a rescue capability.

The contract for the Apollo service module propulsion engine was awarded by NAA to Aerojet-General Corporation. The estimated cost of the contract was $12 million. NAA had given Aerojet-General authority April 9 to begin work.

NAA determined that preliminary inflight nuclear radiation instrumentation would consist of an onboard system to detect solar x-ray or ultraviolet radiation and a ground visual system for telemetering solar flare warning signals to the command module. The crew would have eight to ten minutes warning to take protective action before the arrival of solar flare proton radiation.

NAA studies resulted in significant changes in the command module environmental control system (ECS).

1. Among modifications in the ECS schematic were included:
   1. Reduction in the cooling water capacity
   2. Combining into one command module tank the potable water and cooling water needed during boost
   3. Elimination of the water blanket for radiation protection.
2. More water would be generated by the fuel cells than necessary and could be dumped to decrease lunar landing and lunar takeoff weight.
3. Airlock valving requirements would permit two or more crewmen to perform extravehicular operation simultaneously. Area control of the space radiator to prevent coolant freezing was specified.
4. A new concept to integrate heat rejection from the spacecraft power system and the ECS into one space radiator subsystem was developed. This subsystem would provide full versatility for both lunar night and lunar day conditions and would decrease weight and complexity.
5. Because of the elimination of the lunar supplemental refrigeration system and deployable radiators, the water-glycol coolant system was modified:
   1. Removal from the service module of the coolant loop regenerative heat exchanger
   2. Replacement by a liquid valving arrangement of the gas-leak check provision at the radiator panels
   3. Changeover to a completely cascaded system involving the suit-circuit heat exchanger, cabin heat exchanger, and electronic component coldplate.

Three major changes were made by NAA in the Apollo space-suit circuit:

1. The demand oxygen regulator was moved downstream of the crew to prevent a sudden drop of pressure when a crewman opened his face plate.
2. The suit manifold would now have a pressure-controlled bypass to prevent variable flow to other crew members if one crewman increased or decreased oxygen flow. The manifold would also include a venturi in each suit-inlet connection to prevent a loss of oxygen flow to other crew members if the suit of one crewman should rupture. In this situation, the venturi would prevent the damaged suit flow out from exceeding the maximum flow of demand regulators.
3. The circuit water evaporator and coolant loop heat exchanger of the suit were integrated into one by fluid exchange to make it smaller. A coolant-temperature control was also provided for sunlight operation on the moon.

NAA developed a concept for shock attenuation along the command module Y-Y axis by the use of aluminum honeycomb material. Cylinders mounted on the outboard edge of the left and right couches would extend mechanically to bear against the side compartment walls.

The basic design configuration of the command module forward compartment was changed by the relocation of two attitude control engines from the lower to the upper compartment area, where less heat flux would be experienced during reentry.

A purchase request was being prepared by NASA for wind tunnel support services from the Air Force's Arnold Engineering Development Center in the amount of approximately $222,000. These wind tunnel tests were to provide design parameter data on static stability, dynamic stability, pressure stability, and heat transfer for the Apollo program. The funds were to cover tests during June and July 1962. Approximately $632,000 would be required in Fiscal Year 1963 to fund the tests scheduled to December 1962.

A presentation on the lunar orbit rendezvous technique was made to D. Brainerd Holmes, Director, NASA Office of Manned Space Flight, by representatives of the Apollo Spacecraft Project Office. A similar presentation to NASA Associate Administrator Robert C. Seamans, Jr., followed on May 31.

The Source Evaluation Board for selecting Apollo navigation and guidance components subcontractors completed its evaluation of bids and technical proposals and submitted its findings to NASA Headquarters. Preliminary presentation of the Board's findings had been made to NASA Administrator James E. Webb on April 5.

At the monthly Apollo spacecraft design review meeting at NAA, MSC representatives recommended that NAA and Avco Corporation prepare a comprehensive test plan for verifying the overall integrity of the heatshield including flight tests deemed necessary, without regard for anticipated hunch vehicle availability.

MSC processed a purchase request to increase NAA's spacecraft letter contract from $32 million to $55 million to cover NAA's costs to June 30, 1962. (Pending the execution of a definitive contract (signed August 14, 1963), actions of this type were necessary).

A preliminary Statement of Work for a proposed lunar excursion module was completed, although the mission mode had not yet been selected.

NASA announced the selection of three companies for the negotiation of production contracts for major components of the Apollo spacecraft guidance and navigation system under development by the MIT Instrumentation Laboratory. The largest of the contracts, for $16 million, would be negotiated with AC Spark Plug Division of General Motor Corporation for fabrication of the inertial, gyroscope-stabilized platform of the Apollo spacecraft; for development and construction of ground support and checkout equipment; and for assembling and testing all parts of the system. The second contract, for $2 million, would be negotiated with the Raytheon Company to manufacture the digital computer aboard the spacecraft. Under the third contract, for about $2 million, Kollsman Instrument Corporation would build the optical subsystems, including a space sextant, sunfinders, and navigation display equipment.

NASA awarded a letter contract to General Dynamics/Convair to design and manufacture the Little Joe II test launch vehicle which would be used to boost the Apollo spacecraft on unmanned suborbital test flights. The Little Joe II would be powered by clustered solid-fuel engines. At the same time, a separate 30-day contract was awarded to Convair to study the control system requirements. White Sands Missile Range, N. Mex., had been selected for the Little Joe II max q abort and high-altitude abort missions.

D. Brainerd Holmes, NASA's Director of Manned Space Flight, requested the Directors of Launch Operations Center, Manned Spacecraft Center, and Marshall Space Flight Center (MSFC) to prepare supporting component schedules and cost breakdowns through Fiscal Year 1967 for each of the proposed lunar landing modes: earth orbit rendezvous, lunar orbit rendezvous, and direct ascent. For direct ascent, a Saturn C-8 launch vehicle was planned, using a configuration of eight F-1 engines, eight J-2 engines, and one J-2 engine. MSFC was also requested to submit a proposed schedule and summary of costs for the Nova launch vehicle, using the configuration of eight F-1 engines, two M-1 engines, and one J-2 engine. Each Center was asked to make an evaluation of the schedules as to possibilities of achievement, major problem areas, and recommendations for deviations.

The F-1 engine was first fired at full power more than 1.5 million pounds of thrust) for 2.5 minutes at Edwards Rocket Site, Calif.

The Manned Space Flight Management Council approved the mobile launcher concept for the Saturn C-5 at Launch Complex 39, Merritt Island, Fla.

A schedule for the letting of a contract for the development of a lunar excursion module was presented to the Manned Space Flight Management Council by MSC Director Robert R. Gilruth in anticipation of a possible decision to employ the lunar rendezvous technique in the lunar landing mission.

NAA studies on the prototype crew couch included one on the use of the center couch for supporting a crewman at the astrosextant during lunar approach and another on the displacement of outboard couches for access to equipment areas.

NAA decided to retain the inward-opening pull-down concept for the spacecraft crew hatch, which would use plain through bolts for lower sill attachment and a manual jack-screw device to supply the force necessary to seat and unseat the hatch.

Concurrently, a number of NAA latching concepts were in preparation for presentation to NASA, including that of an outward-opening, quick- opening crew door without an outer emergency panel. This design, however, had weight and complexity disadvantages, as well as requiring explosive charges.

NAA began compiling a list of command module materials to be classified selectively for potentially toxic properties. These materials would be investigated to determine location (related to possible venting of gases), fire resistance, exposure to excessive temperatures, gases resulting from thermal decomposition, and toxicity of gases released under normal and material-failure conditions. Although a complete examination of every material was not feasible, materials could be grouped according to chemical constituency and quantity of gases released.

The basic spacecraft adapter structure was defined as consisting of six aluminum honeycomb panels, six longerons, and forward and aft bulkheads. The design of the honeycomb panels for the test requirements program was complete.

A feasibility study was completed by NAA on the ballistic (zero-lift) maneuver as a possible emergency flight mode for lunar mission reentry. Based upon single-pass and 12 g maximum load-factor criteria, the guidance corridor would be nine nautical miles. When atmospheric density deviations were considered (+/- 50 percent from standard), the allowable corridor would be reduced to four nautical miles. Touchdown dispersions within the defined corridor exceeded 2500 nautical miles.

NAA completed a preliminary requirement outline for spacecraft docking. The outline specified that the two spacecraft be navigated to within a few feet of each other and held to a relative velocity of less than six inches per second and that they be steered to within a few inches of axial alignment and parallelism. The crewman in the airlock was assumed to be adequately protected against radiation and meteoric bombardment and to be able to grasp the docking spacecraft and maneuver it to the sealing faces for final clamp.

Layouts of three command module observation window configurations were made by NAA. A study disclosed that sufficient direct vision for lunar landing was not feasible and that windows could not be uncovered during reentry.

Two NAA analyses showed that the urine management system would prevent a rise in the command module humidity load and atmospheric contamination and that freeze-up of the line used for daily evacuation of urine to the vacuum of space could be prevented by proper orificing of the line.

The first reliability prediction study for the Apollo spacecraft was completed by NAA. Assuming all systems as series elements and excluding consideration of alternative modes, redundancies, or inflight maintenance provisions, the study gave a reliability estimate of 0.731. This analysis provided a basis from which means of improving reliability would be evaluated and formulated.

Telescope requirements for the spacecraft were modified after two study programs had been completed by NAA.

A study on the direct vision requirement for lunar landing showed that, to have a simultaneous direct view of the lunar landing point and the landing feet without changing the spacecraft configuration, a periscope with a large field of view integrated with a side window would be needed. A similar requirement on the general-purpose telescope could thus be eliminated, reducing the complexity of the telescope design.

Another study showed that, with an additional weight penalty of from five to ten pounds, an optical drift indicator for use after parachute deployment could easily be incorporated into the general-purpose telescope.

NAA evaluated the possibility of integrating the fuel cell and environmental control system heat rejection into one system. The integrated system proved to be unsatisfactory, being 300 pounds heavier and considerably more complex than the two separate systems. A preliminary design of separate fuel cell radiators, possibly located on the service module, was started by NAA.

The command module reaction control system (RCS) selected by NAA was a dual system without interconnections. Either would be sufficient for the entire mission.

For the service module RCS, a quadruple arrangement was chosen which was basically similar to the command module RCS except that squib valves and burst discs were eliminated.

Wernher von Braun, Director, Marshall Space Flight Center, recommended to the NASA Office of Manned Space Flight that the lunar orbit rendezvous mode be adopted for the lunar landing mission. He also recommended the development of an unmanned, fully automatic, one-way Saturn C-5 logistics vehicle in support of the lunar expedition; the acceleration of the Saturn C-1B program; the development of high-energy propulsion systems as a backup for the service module and possibly the lunar excursion module; and further development of the F-1 and J-2 engines to increase thrust or specific impulse.

NAA was directed by the Apollo Spacecraft Project Office at the monthly design review meeting to design an earth landing system for a passive touchdown mode to include the command module cant angle limited to about five degrees and favoring offset center of gravity, no roll orientation control, no deployable heatshield, and depressurization of the reaction control system propellant prior to impact. At the same meeting, NAA was requested to use a single "kicker" rocket and a passive thrust-vector-control system for the spacecraft launch escape system.

Results of a preliminary investigation by NAA showed that a 100 percent oxygen atmosphere for the command module would save about 30 pounds in weight and reduce control complexity.

NASA announced that the Apollo service module propulsion system would be tested at a new facility at White Sands Missile Range, N. Mex.

As the result of considerable joint engineering effort and discussion by NAA and MIT Instrumentation Laboratory, the location of the onboard space sextant in the command module was changed from the main instrument panel to the wall of the lower equipment bay. The instrument would penetrate the hull on the hot side during reentry and the navigator would have to leave his couch to make navigation sightings and to align the inertial measurement unit.

NASA and MIT agreed that the Instrumentation Laboratory would use the microcircuit for the prototype Apollo onboard computer. The Fairchild Controls Corporation microcircuit was the only one available in the United States.

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Apollo CSM Credit: © Mark Wade. 3,260 bytes. 341 x 174 pixels.

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After an extended discussion, the Manned Space Flight Management Council unanimously decided:

• Lunar orbit rendezvous, using the Saturn C-5 launch vehicle, should be the mission mode for lunar exploration.
• The development of a lunar logistics vehicle, using the Saturn C-1B or the C-5 launch vehicle, should be started and a six-month study of this development should begin immediately.
• Time was too short and the expense too great to develop a parallel backup mode.
• Study of the Nova vehicle should continue with the expectation that its development would follow the C-5 by two or three years.
• The C-1B launch vehicle should be started immediately, looking toward the first two-stage flight in mid- 1965.
• Development of a lunar excursion module should begin at once.

Joseph F. Shea, NASA Deputy Director of Manned Space Flight (Systems), presented to the Manned Space Flight Management Council the results of the study on lunar mission mode selection. The study included work by personnel in Shea's office, MSC, and Marshall Space Flight Center. The criteria used in evaluating the direct ascent technique, earth orbit rendezvous connecting and fueling modes, and lunar orbit rendezvous were: the mission itself, weight margins, guidance accuracy, communications and tracking requirements, reliability (abort problems), development complexity, schedules, costs, flexibility, growth potential, and military implications.

MSC Director Robert R. Gilruth reported to the Manned Space Flight Management Council that the selection of the ablative material for the Apollo spacecraft heatshield would be made by September 1. The leading contender for the forebody ablative material was an epoxy resin with silica fibers for improving char strength and phenolic microballoons for reducing density.

In addition, Gilruth noted that a reevaluation of the Saturn C-1 and C-1B launch capabilities appeared to indicate that neither vehicle would be able to test the complete Apollo spacecraft configuration, including the lunar excursion module. Complete spacecraft qualification would require the use of the Saturn C-5.

A thermal coverall for use in extravehicular space suit design was completed in-house and would be shipped to Vought Astronautics for use in the MSC evaluation contract.

Five NASA scientists, dressed in pressure suits, completed an exploratory study at Rocketdyne Division of the feasibility of repairing, replacing, maintaining, and adjusting components of the J-2 rocket while in space. The scientific team also investigated the design of special maintenance tools and the effectiveness of different pressure suits in performing maintenance work in space.

The delta V (rate of incremental change in velocity) requirements for the lunar landing mission were established and coordinated with NAA by the Apollo Spacecraft Project Office.

Hamilton Standard Division of United Aircraft Corporation selected by NASA to develop the Apollo space suit.

NASA awarded three contracts totaling an estimated $289 million to NAA's Rocketdyne Division for the further development and production of the F-1 and J-2 rocket engines.

The document entitled "Charter of the MSFC-STG Space Vehicle Board," adopted on October 3, 1961, was revised to read "Spacecraft Launch Vehicle Coordination Charter for the Apollo Program MSFC-MSC." The reasons for the revision were: to include the recently formed Management Council, to include the Electrical Systems Integration Panel and Instrumentation and Communications Panel responsibilities, and to establish Integration Offices within MSC and Marshall Space Flight Center (MSFC) to manage the Panels.

Employment at NAA's Space and Information Systems Division reached 14,119, an increase of 7,000 in seven months.

Charles W. Frick, MSC Apollo Project Office Manager, assigned MIT Instrumentation Laboratory to report on a simulated lunar landing trainer using guidance and navigation equipment and other displays as necessary or proposed.

At the monthly Apollo spacecraft design review meeting with NAA, MSC officials directed NAA to design the spacecraft atmospheric system for 5 psia pure oxygen. From an engineering standpoint, the single-gas atmosphere offered advantages in minimizing weight and leakage, in system simplicity and reliability, and in the extravehicular suit interface.

The first Apollo spacecraft mockup inspection was held at NAA's Space and Information Systems Division. In attendance were Robert R. Gilruth, Director, MSC; Charles W. Frick, Apollo Program Manager, MSC; and Astronaut Virgil I. Grissom.

NASA officials announced the basic decision for the manned lunar exploration program that Project Apollo shall proceed using the lunar orbit rendezvous as the prime mission mode. Based on more than a year of intensive study, this decision for the lunar orbit rendezvous (LOR), rather than for the alternative direct ascent or earth orbit rendezvous modes, enables immediate planning, research and development, procurement, and testing programs for the next phase of space exploration to proceed on a firm basis.

Following a long controversy NASA selected Lunar Orbit Rendezvous (LOR) as the fastest, cheapest, and safest mode to accomplish the Apollo mission. LOR solved the engineering problem of how to land. The EOR or Direct Landing approaches required the Apollo crew to be on their backs during the landing and having to use television or mirrors to see the lunar surface. A lunar crasher stage approach had finally emerged as lesser of evils but raised other issues. LOR allowed a purpose-built lander with a logical helicopter-like crew station layout. Studies indicated LOR would allow landing 6-8 months earlier and cost $9.2 billion vs $ 10.6 billion for EOR or direct. Direct flight by this time would not involve Nova, but a scaled-down two-man spacecraft that could be launched by the Saturn C-5.

Beech Aircraft Corporation was selected by NASA to build the spherical pressure vessels that would be used to store in the supercritical state the hydrogen-oxygen reactants for the spacecraft fuel cell power supply.

In an address to the American Rocket Society lunar missions meeting in Cleveland, Ohio, James A. Van Allen, Chairman of the Department of Physics and Astronomy, State University of Iowa, said that protons of the inner radiation belt could be a serious hazard for extended manned space flight and that nuclear detonations might be able to clean out these inner belt protons, perhaps for a prolonged period, making possible manned orbits about 300 miles above the earth.

Joseph F. Shea, NASA Deputy Director of Manned Space Flight (Systems) , told an American Rocket Society meeting in Cleveland, Ohio, that the first American astronauts to land on the moon would come down in an area within ten degrees on either side of the lunar equator and between longitudes 270 and 260 degrees. Shea said that the actual site would be chosen for its apparent scientific potential and that the Ranger and Surveyor programs would provide badly needed information on the lunar surface. Maps on the scale of two fifths of a mile to the inch would be required, based on photographs which would show lunar features down to five or six feet in size. The smallest objects on the lunar surface yet identified by telescope were about the size of a football field.

NASA Administrator James E. Webb announced that the Mission Control Center for future manned space flights would be located at MSC. The Center would be operational in time for Gemini rendezvous flights in 1964 and later Apollo lunar missions. The overriding factor in the choice of MSC was the existing location of the Apollo Spacecraft Project Office, the astronauts, and Flight Operations Division at Houston.

NASA announced plans for an advanced Saturn launch complex to be built on 80,000 acres northwest of Cape Canaveral. The new facility, Launch Complex 39, would include a building large enough for the vertical assembly of a complete Saturn launch vehicle and Apollo spacecraft.

MSC invited 11 firms to submit research and development proposals for the lunar excursion module (LEM) for the manned lunar landing mission. The firms were Lockheed Aircraft Corporation, The Boeing Airplane Company, Northrop Corporation, Ling-Temco-Vought, Inc., Grumman Aircraft Engineering Corporation, Douglas Aircraft Company, General Dynamics Corporation, Republic Aviation Corporation, Martin- Marietta Company, North American Aviation, Inc., and McDonnell Aircraft Corporation.

As a result of an MSC in-house technical review, NAA was directed to investigate the adaptation of the Gemini-type heatshield to the Apollo spacecraft.

The Office of Systems under NASA's Office of Manned Space Flight summarized its conclusions on the selection of a lunar mission mode based on NASA and industry studies conducted in 1961 and 1962:

• There were no significant technical problems which would preclude the acceptance of any of the modes, if sufficient time and money were available. (The modes considered were the C-5 direct ascent, C-5 earth orbit rendezvous (EOR), C-5 lunar orbit rendezvous (LOR), Nova direct ascent, and solid-fuel Nova direct ascent.)
• The C-5 direct ascent technique was characterized by high development risk and the least flexibility for further development.
• The C-5 EOR mode had the lowest probability of mission success and the greatest development complexity.
• The Nova direct ascent method would require the development of larger launch vehicles than the C-5. However, it would be the least complex from an operational and subsystem standpoint and had greater crew safety and initial mission capabilities than did LOR.
• The solid-fuel Nova direct flight mode would necessitate a launch vehicle development parallel to the C-5. Such a development could not be financed under current budget allotments.
• Only the LOR and EOR modes would make full use of the development of the C-5 launch vehicle and the command and service modules. Based on technical considerations, the LOR mode was distinctly preferable.
• The Directors of MSC and Marshall Space Flight Center had both expressed strong preference for the LOR mode.

A modified method of cooling crew and equipment before launch and during boost was tentatively selected by NAA. Chilled, ground-support-equipment-supplied water-glycol would be pumped through the spacecraft coolant system until 30 seconds before launch, when these lines would be disconnected. After umbilical separation the glycol, as it evaporated at the water boiler, would be chilled by Freon stored in the water tanks.

After the determination of the basic design of the spacecraft sequencer schematic, the effect of the deployment of the forward heatshield before tower jettison was studied by NAA. The sequence of events of both the launch escape system and earth landing system would be affected, making necessary the selection of different sequences for normal flights and abort conditions. A schematic was prepared to provide for these sequencing alternatives.

NAA's evaluation of the emergency blow-out hatch study showed that the linear-shaped explosive charge should be installed on the outside of the command module, with a backup structure and an epoxy-foam-filled annulus on the inside of the module to trap fragmentation and gases. Detail drawings of the crew hatch were prepared for fabrication of actual test sections.

NAA completed control layouts for all three command module windows, including heatshield windows and sightlines. Structural penalties were investigated, window-panes sized, and a weight-comparison chart prepared.

The control layout of the command module aft compartment was released by NAA. This revised drawing incorporated the new umbilical locations in the lower heatshield, relocated the pitch-and-yaw engines symmetrically, eliminated the ground support equipment tower umbilical, and showed the resulting repositioning of tanks and equipment.

A study was made by NAA to determine optimum location and configuration of the spacecraft transponder equipment. The study showed that, if a single deep space instrumentation facility transponder and power amplifier were carried in the command module instead of two complete systems in the service module, spacecraft weight would be reduced, the system would be simplified, and command and service module interface problems would be minimized. Spares in excess of normal would be provided to ensure reliability.

NAA selected the lunar landing radar and completed the block diagram for the spacecraft rendezvous radar. Preliminary design was in progress on both types of radar.

A 70-mm pulse camera was selected by NAA for mission photodocumentation. The camera was to be carried in the upper parachute compartment. Because of the lack of space and the need for a constant power supply for a 35-watt heating element, NAA was considering placing the camera behind the main display panel. The advantages of this arrangement were that the camera would require less power, be available for changing magazines, and could be removed for use outside the spacecraft.

One 16-mm camera was also planned for the spacecraft. This camera would be positioned level with the commander's head and directed at the main display panel. It could be secured to the telescope for recording motion events in real time such as rendezvous, docking, launch and recovery of a lunar excursion module, and earth landing; it could be hand-held for extravehicular activity.

The Hamilton Standard Division of United Aircraft Corporation was selected by NASA as the prime contractor for the Apollo space suit assembly. Hamilton's principal subcontractor was International Latex Corporation, which would fabricate the pressure garment. The contract was signed on October 5.

NAA investigated several docking methods. These included extendable probes to draw the modules together; shock-strut arms on the lunar excursion module with ball locators to position the modules until the spring latch caught, fastening them together; and inflatable Mylar and polyethylene plastic tubing. Also considered was a system in which a crewman, secured by a lanyard, would transfer into the open lunar excursion module. Another crewman in the open command module airlock would then reel in the lanyard to bring the modules together.

Command module (CM) flotation studies were made by NAA, in which the heatshield was assumed to be upright with no flooding having occurred between the CM inner and outer walls. The spacecraft was found to have two stable attitudes: the desired upright position and an unacceptable on-the-side position 128 degrees from the vertical. Further studies were scheduled to determine how much lower the CM center of gravity would have to be to eliminate the unacceptable stable condition and to measure the overall flotation stability when the CM heatshield was extended.

Final design of the command module forward heatshield release mechanism was completed by NAA.

The Manned Space Flight Management Council decided that the Apollo spacecraft design criteria should be worked out under the guidance of the Office of Manned Space Flight (OMSF) Office of Systems. These criteria should be included in the systems specifications to be developed. A monthly exchange of information on spacecraft weight status should take place among the Centers and OMSF. Eldon W. Hall of the Office of Space Systems would be responsible for control of the detailed system weights.

Air recirculation system components of the command module were rearranged to accommodate a disconnect fitting and lines for the center crewman's suit. To relieve an obstruction, the cabin pressure regulator was relocated and a design study drawing was completed.

NAA completed the analysis and design of the Fibreglass heatshield. It duplicated the stiffness of the aluminum heatshield and would be used on all boilerplate spacecraft.

At MSC, J. Thomas Markley was appointed Project Officer for the Apollo spacecraft command and service modules contract, and William F. Rector was named Project Officer for the lunar excursion module contract.

NASA's Office of Manned Space Flight issued Requests for Proposals for a study of the lunar "bus" and studies for payloads which could be handled by the C-1B and C-5 launch vehicles. Contract awards were expected by September 1 and completion of the studies by December 1.

The heatshield for Apollo command module boilerplate model 1 was completed five days ahead of schedule.

The MIT Instrumentation Laboratory ordered a Honeywell 1800 electronic computer from the Minneapolis- Honeywell Regulator Company's Electronic Data Processing Division for work on the Apollo spacecraft navigation system. After installation in 1963, the computer would aid in circuitry design of the Apollo spacecraft computer and would also simulate full operation of a spaceborne computer during ground tests.

The first completed boilerplate model of the Apollo command module, BP- 25, was subjected to a one-fourth-scale impact test in the Pacific Ocean near the entrance to Los Angeles Harbor. Three additional tests were conducted on August 9.

NASA awarded a $141.1 million contract to the Douglas Aircraft Company for design, development, fabrication, and testing of the S-IVB stage, the third stage of the Saturn C-5 launch vehicle. The contract called for 11 S-IVB units, including three for ground tests, two for inert flight, and six for powered flight.

Representatives of the MSC Gemini Project Office and Facilities Division inspected the proposed hangar and office facilities to be refurbished at El Centro Naval Air Facility, Calif., for joint use in the Apollo and Gemini drop-test programs.

At a bidders' conference held at NASA Headquarters, proposals were requested from Centers and industry for two lunar logistic studies: a spacecraft "bus" concept that could be adapted for use first on the Saturn C-1B and later on the Saturn C-5 launch vehicles and a variety of payloads which could be soft-landed near manned Apollo missions. The latter study would determine how a crew's stay on the moon might be extended, how human capability for scientific investigation of the moon might be increased, and how man's mobility on the moon might be facilitated.

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MSC requested the reprogramming of $100,000 of Fiscal Year 1963 funds for advance design on construction facilities. The funds would be transferred from Launch Operations Center to MSC for use on the Little Joe II program at White Sands Missile Range, N. Mex., and would cover Army Corps of Engineers design work on the launch facility.

NASA selected the Aerojet-General Algol solid-propellant motor to power the Little Joe II booster, which would be used to flight-test the command and service modules of the Apollo spacecraft.

A NASA program schedule for the Apollo spacecraft command and service modules through calendar year 1965 was established for financial planning purposes and distributed to the NASA Office of Manned Space Flight, Marshall Space Flight Center, and MSC. The key dates were: complete service module drawing release, May 1, 1963; complete command module drawing release, June 15, 1963; manufacture complete on the first spacecraft, February 1, 1964; first manned orbital flight, May 15, 1965. This tentative schedule depended on budget appropriations.

Of the 11 companies invited to bid on the lunar excursion module on July 25, eight planned to respond. NAA had notified MSC that it would not bid on the contract. No information had been received from the McDonnell Aircraft Corporation and it was questionable whether the Northrop Corporation would respond.

Ten Air Force pilots emerged from a simulated space cabin in which they had spent the previous month participating in a psychological test to determine how long a team of astronauts could work efficiently on a prolonged mission in space. Project Director Earl Alluisi said the experiment had "far exceeded our expectations" and that the men could have stayed in the cabin for 40 days with no difficulty.

NAA suggested that the pitch, roll, and yaw rates required for the Apollo guidance and navigation system would permit reduction in the reaction control thrust.

The NAA spacecraft Statement of Work was revised to include the requirements for the lunar excursion module (LEM) as well as other modifications. The LEM requirements were identical with those given in the LEM Development Statement of Work of July 24.

The command module (CM) would now be required to provide the crew with a one-day habitable environment and a survival environment for one week after touching down on land or water. In case of a landing at sea, the CM should be able to recover from any attitude and float upright with egress hatches free of water.

The first Apollo boilerplate command module, BP-25, was delivered to MSC for water recovery and handling tests. Flotation, water stability, and towing tests were conducted with good results. J. Thomas Markley of MSC described all spacecraft structural tests thus far as "successful."

The second stage (S-IV) of the Saturn C-1 launch vehicle was successfully static-fired for the first time in a ten-second test at the Sacramento, Calif., facility by the Douglas Aircraft Company.

Carl Sagan, University of California astronomer, warned scientists at a lunar exploration conference, Blacksburg, Va., of the need for sterilization of lunar spacecraft and decontamination of Apollo crewmen, pointing out that Lunik II and Ranger IV probably had deposited terrestrial microorganisms on the moon. Even more serious, he said, was the possibility that lunar microorganisms might be brought to earth where they could multiply explosively.

Responsibility for the design and manufacture of the reaction controls for the Apollo command module was shifted from The Marquardt Corporation to the Rocketdyne Division of NAA, with NASA concurrence.

The length of the Apollo service module was increased from 11 feet 8 inches to 12 feet 11 inches to provide space for additional fuel.

The launch escape thrust-vector-control system was replaced by a passive system using a "kicker" rocket as directed by NASA at the June 10-11 design review meeting, The rocket would be mounted at the top of the launch escape system tower and fired tangentially to impart the necessary pitchover motion during the initial phase of abort. The main motor thrust was revised downward from 180, 000 to 155, 000 pounds and aligned 2.8 degrees off the center line. A downrange abort direction was selected; during abort the spacecraft and astronauts would rotate in a heels over head movement.

Robert R. Gilruth, Director of MSC, presented details of the Apollo spacecraft at the Institute of the Aerospace Sciences meeting in Seattle, Wash. During launch and reentry, the three-man crew would be seated in adjacent couches; during other phases of flight, the center couch would be stowed to permit more freedom of movement. The Apollo command module cabin would have 365 cubic feet of volume, with 22 cubic feet of free area available to the crew: "The small end of the command module may contain an airlock; when the lunar excursion module is not attached, the airlock would permit a pressure-suited crewman to exit to free space without decompressing the cabin. Crew ingress and egress while on earth will be through a hatch in the side of the command module."

A preliminary NAA report was completed on a literature search concerning fire hazards in 100 percent oxygen and oxygen-enriched atmospheres. This report showed that limited testing would be warranted.

NAA completed attitude orientation studies, including one on the control of a tumbling command module (CM) following high-altitude abort above 125,000 feet. The studies indicated that the CM stabilization and control system would be adequate during the reentry phase with the CM in either of the two possible trim configurations.

The revised NAA Summary Definitions and Objectives Document was released. This revision incorporated the lunar orbit rendezvous concept, without lunar excursion module integration, and a revised master phasing schedule, reflecting the deletion of the second-stage service module. The NAA Apollo Mission Requirements and Apollo Requirements Specifications were also similarly re-oriented and released.

Preliminary studies were made by NAA to determine radiation instrument location, feasibility of shadow-shielding, and methods of determining direction of incidence of radiation. Preliminary requirements were established for the number and location of detectors and for information display.

NAA established design criteria for materials and processes used in food reconstitution bags. An order was placed for polypropylene material with a contoured mouthpiece. This material would be machined and then heat-fused to a thermoplastic bag.

Layouts of a command module (CM) telescope installation in the unpressurized upper parachute compartment were completed by NAA. The concept was for the telescope to extend ten inches from the left side of the spacecraft. The light path would enter the upper bulkhead through the main display panel to an eyepiece presentation on the commander's side of the spacecraft. A static seal (one-half-inch-thick window) would be used to prevent leakage in the pressurized compartment. The installation was suitable for use in the lunar orbit rendezvous mission and would allow one man in the CM to accomplish docking with full visual control.

A final decision was made by NAA to redesign the command module fuel cell radiator and associated tubing to accommodate a 30-psi maximum pressure drop. Pratt & Whitney Aircraft Division agreed to redesign their pump for this level.

The establishment of a basic command module (CM) airlock and docking design criteria were discussed by NAA and NASA representatives. While NASA preferred a closed-hatch, one-man airlock system, NAA had based its design on an open-hatch, two-man airlock operation.

Another closed-hatch configuration under consideration would entirely eliminate the CM airlock. Astronauts transferring to and from the lunar excursion module would be in a pressurized environment constantly.

The command module waste management system analysis, including a new selection valve, revised tubing lengths, odor removal filter, and three check valves, was completed by NAA for a 5 psia pressure. There was only a small change in the flow rates through the separate branches as a result of the change to 5 psia.

The first tests incorporating data acquisition in the Apollo test program were conducted at El Centro, Calif. They consisted of monitoring data returned by telemetry during a parachute dummy-load test.

An NAA study indicated that the effects of crew motions on spacecraft attitude control would be negligible.

NAA finished structural requirements for a lunar excursion module adapter mating the 154-inch diameter service module to the 260-inch diameter S-IVB stage.

An interim Apollo flight operation plan for Fiscal Year 1963, dated August 28, calling for funding of $489.9 million, was transmitted to NASA Headquarters from MSC. System requirements were under study to determine the feasibility of cost reduction to avoid schedule slippage.

Nine industry proposals for the lunar excursion module were received from The Boeing Company, Douglas Aircraft Company, General Dynamics Corporation, Grumman Aircraft Engineering Corporation, Ling-Temco-Vought, Inc., Lockheed Aircraft Corporation, Martin-Marietta Corporation, Northrop Corporation, and Republic Aviation Corporation. NASA evaluation began the next day.

Two three-month studies of an unmanned logistic system to aid astronauts on a lunar landing mission would be negotiated with three companies, NASA announced. Under a $150,000 contract, Space Technology Laboratories, Inc., would look into the feasibility of developing a general-purpose spacecraft into which varieties of payloads could be fitted. Under two $75,000 contracts, Northrop Space laboratories and Grumman Aircraft Engineering Corporation would study the possible cargoes that such a spacecraft might carry. NASA Centers simultaneously would study lunar logistic: trajectories, launch vehicle adaptation, lunar landing touchdown dynamics, scheduling, and use of roving vehicles on the lunar surface.

Apollo Spacecraft Project Office requested NAA to perform a study of command module-lunar excursion module (CM-LEM) docking and crew transfer operations and recommend a preferred mode, establish docking design criteria, and define the CM-LEM interface. Both translunar and lunar orbital docking maneuvers were to be considered. The docking concept finally selected would satisfy the requirements of minimum weight, design and functional simplicity, maximum docking reliability, minimum docking time, and maximum visibility.

The mission constraints to be used for this study were :

• The first docking maneuver would take place as soon after S-IVB burnout as possible and hard docking would be within 30 minutes after burnout.
• The docking methods to be investigated would include but not be limited to free fly-around, tethered fly-around, and mechanical repositioning.
• The S-IVB would be stabilized for four hours after injection.
• There would be no CM airlock. Extravehicular access techniques through the LEM would be evaluated to determine the usefulness of a LEM airlock.
• A crewman would not be stationed in the tunnel during docking unless it could be shown that his field of vision, maneuverability, and communication capability would substantially contribute to the ease and reliability of the docking maneuver.
• An open-hatch, unpressurized CM docking approach would not be considered.
• The relative merit of using the CM environmental control system to provide initial pressurization of the LEM instead of the LEM environmental control system would be investigated.

NASA deleted five Apollo mockups, three boilerplate spacecraft, and several ground support equipment items from the NAA contract because of funding limitations.

Apollo command module boilerplate model BP-1 was accepted by NASA and delivered to the NAA Engineering Development Laboratory for land and water impact tests. On September 25, BP-1 was drop-tested with good results. Earth-impact attenuation and crew shock absorption data were obtained.

Apollo command module boilerplate model BP-3, showing the arrangement of the cabin interior, was shipped to MSC.

Fire broke out in a simulated space cabin at the Air Force School of Aerospace Medicine, Brooks Air Force Base, Tex., on the 13th day of a 14-day experiment to determine the effects of breathing pure oxygen in a long-duration space flight. One of the two Air Force officers was seriously injured. The cause of the fire was not immediately determined. The experiment was part of a NASA program to validate the use of a 5 psia pure oxygen atmosphere for the Gemini and Apollo spacecraft.

MSC reported that it had received a completed wooden mockup of the interior arrangement of the Apollo command module (CM). An identical mockup was retained at NAA for design control. Seven additional CM and service module (SM) mockups were planned: a partial SM and partial adapter interface, CM for exterior cabin equipment, complete SM, spacecraft for handling and transportation (two), crew support system, and complete CSM's. A mockup of the navigation and guidance equipment had been completed. A wooden mockup of the lunar excursion module exterior configuration was fabricated by NAA as part of an early study of spacecraft compatibility requirements.

J. Thomas Markley, command and service module Project Officer at MSC, announced details of the space facility to be established by NASA at White Sands Missile Range (WSMR). To be used in testing the Apollo spacecraft's propulsion and abort systems, the WSMR site facilities would include two static-test-firing stands, a control center blockhouse, various storage and other utility buildings, and an administrative services area.

President John F. Kennedy spoke at Rice University, Houston, Tex., where he said:

"Man, in his quest for knowledge and progress, is determined and cannot be deterred. The exploration of space will go ahead, whether we join in it or not, and it is one of the great adventures of all time, and no nation which expects to be the leader of other nations can expect to stay behind in this race for space. . . .

"We choose to go to the moon in this decade and do the other things, not because they are easy, but because they are hard, because that goal will serve to organize and measure the best of our energies and skills, because that challenge is one that we are willing to accept, one we are unwilling to postpone, and one which we intend to win, and the others, too.

"It is for these reasons that I regard the decision last year to shift our efforts in space from low to high gear as among the most important decisions that will be made during my incumbency in the office of the Presidency. . . ."

NASA contracted with the Armour Research Foundation for an investigation of conditions likely to be found on the lunar surface. Research would concentrate first on evaluating the effects of landing velocity, size of the landing area, and shape of the landing object with regard to properties of the lunar soils. Earlier studies by Armour had indicated that the lunar surface might be composed of very strong material. Amour reported its findings during the first week of November.

Deletion of non-critical equipment and improvement of existing systems reduced the weight of the command and service modules by 1,239 pounds, with a target reduction of 1,500 pounds.

Among the items deleted from the command module (CM) were exercise and recreation equipment, personal parachutes and parachute containers located in the couches, individual survival kits, solar radiation garments, and eight-ball displays. A telescope, cameras and magazines considered scientific equipment, and a television monitor were deleted from the CM instrumentation system.

General Dynamics/Convair recommended and obtained NASA's concurrence that the first Little Joe II launch vehicle be used for qualification, employing a dummy payload.

NASA announced that it had completed preliminary plans for the development of the $500-million Mississippi Test Facility. The first phase of a three-phase construction program would begin in 1962 and would include four test stands for static-firing the Saturn C-5 S-IC and S-II stages; about 20 support and service buildings would be built in the first phase. A water transportation system had been selected, calling for improvement of about 15 miles of river channel and construction of about 15 miles of canals at the facility.

The Apollo wind tunnel program was in its eighth month. To date, 2,800 hours of time had been used in 30 government and private facilities.

MSC reported that the three liquid-hydrogen-liquid-oxygen fuel cells would supply the main and emergency power through the Apollo mission except for the earth reentry phase. Two of the fuel cells would carry normal electrical loads and one would supply emergency power. Performance predictions had been met and exceeded in single-cell tests. Complete module tests would begin during the next quarter. The liquid-hydrogen liquid-oxygen reactants for the fuel cell power supply were stored in the supercritical state in spherical pressure vessels. A recent decision had been made to provide heat input to the storage vessels with electrical heaters rather than the water-glycol loop. Three zinc-silver oxide batteries would supply power for all the electrical loads during reentry and during the brief periods of peak loads. One of the batteries was reserved exclusively for the postlanding phase. Eagle Picher Company, Joplin, Mo., had been selected in August as subcontractor for the batteries.

MIT's Lincoln Laboratory began a study program to define Apollo data processing requirements and to examine the problems associated with the unified telecommunications system. The system would permit the use of the lunar mission transponder during near-earth operations and eliminate the general transmitters required by the current spacecraft concept, thus reducing weight, complexity, and cost of the spacecraft system.

MSC reported that Apollo training requirements planning was 40 percent complete. The preparation of specific materials would begin during the first quarter of 1964. The crew training equipment included earth launch and reentry, orbital and rendezvous, and navigation and trajectory control part-task trainers, which were special-purpose simulators. An early delivery would allow extensive practice for the crew in those mission functions where crew activity was time-critical and required development of particular skills. The mission simulators had complete mission capability, providing visual as well as instrument environments. Mission simulators would be located at MSC and at Cape Canaveral.

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Apollo - Artist concept of Apollo Lunar Mission Exploration of Lunar Surface Credit: NASA. 85,395 bytes. 626 x 446 pixels.

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MSC outlined a tentative Apollo flight plan:

Pad abort:

Two tests to simulate an abort on the pad.

Saturn C-1:

Determine launch exit environment: SA-6 with SA-8 as backup. Flight- test the emergency detection system: SA-7, SA-9, and SA-10

Saturn C-1B:

Four launch vehicle development flights prior to the manned flight.

Saturn C-5:

Six unmanned Saturn C-5 launch vehicle development flights.

The freeze-dried food that would be used in the Gemini program would also be provided for the Apollo program. Forty-two pounds of food would be necessary for a 14-day lunar landing mission. Potable water would be supplied by the fuel cells and processed by the environmental control system. A one-day water supply of six pounds per man would be provided at launch as an emergency ration if needed before the fuel cells were fully operative.

The Apollo spacecraft weights had been apportioned within an assumed 90,000 pound limit. This weight was termed a "design allowable." A lower target weight for each module had been assigned. Achievement of the target weight would allow for increased fuel loading and therefore greater operational flexibility and mission reliability. The design allowable for the command module was 9,500 pounds; the target weight was 8,500 pounds. The service module design allowable was 11,500 pounds; the target weight was 11,000 pounds. The S-IVB adapter design allowable and target weight was 3,200 pounds. The amount of service module useful propellant was 40,300 pounds design allowable; the target weight was 37,120 pounds. The lunar excursion module design allowable was 25,500 pounds; the target weight was 24,500 pounds.

MSC reported that Arnold Engineering Development Center facilities at Tullahoma, Tenn., were being scheduled for use in the development of the Apollo reaction control and propulsion systems. The use of the Mark I altitude chamber for environmental tests of the command and service modules was also planned.

The lunar excursion module was defined as consisting of 12 principal systems: guidance and navigation, stabilization and control, propulsion, reaction control, lunar touchdown, structure including landing and docking systems, crew, environmental control, electrical power, communications, instrumentation, and experimental instrumentation. A consideration of prime importance to practically all systems was the possibility of using components from Project Mercury or those under development for Project Gemini.

MSC reported that the lunar excursion module guidance system was expected to use as many components as possible identical to those in the command and service modules. Studies at the MIT Instrumentation Laboratory indicated that the changes required would simplify the computer and continue the use of the same inertial measurement unit and scanning telescope.

Release of the structural design of the Apollo command module was 65 percent complete; 100 percent release was scheduled for January 1 963.

MSC reported that renovation of available buildings at the El Centro Joint Service Parachute Facility was required to support the Apollo earth recovery tests. The Air Force's commitment of a C-133A aircraft to support the qualification tests had been obtained.

MSC reported that the reliability goal for design purposes in the spacecraft Statement of Work for the Apollo mission was 0.9. The probability that the crew would not be subjected to conditions in excess of the stated limits was 0.9, and the probability that the crew would not be subjected to emergency limits was 0.999. The initial Work Statement apportionment for the lunar excursion module was 0.984 for mission success and 0.9995 for crew safety. Other major system elements would require reapportionment to reflect the lunar orbit mission.

MSC reported that meteoroid tests and ballistic ranges had been established at the Ames Research Center, Langley Research Center, and NAA. These facilities could achieve only about one half of the expected velocity of 75,000 feet per second for the critical-sized meteoroid. A measured improvement in the capability to predict penetration would come from a test program being negotiated by NAA with General Motors Corporation, whose facility was capable of achieving particle velocities of 75,000 feet per second.

The external natural environment of the Apollo spacecraft as defined in the December 18, 1961, Statement of Work had been used in the early Apollo design work. The micrometeoroid, solar proton radiation, and lunar surface characteristics were found to be most critical to the spacecraft design.

The pad abort boilerplate command module, BP-6, to qualify the launch escape system, was scheduled for delivery to White Sands Missile Range by mid-April 1963. A pad abort test of BP-6 was scheduled for May 15, 1963.

Rocketdyne Division successfully completed the first full-duration (250-seconds) static firing of the J-2 engine.

NASA signed a $l.55-million contract with Hamilton Standard Division of United Aircraft Corporation and International Latex Corporation for the development of a space suit for the Apollo crewmen. As the prime contractor, Hamilton Standard would have management responsibility for the overall program and would develop a life-support, backpack system to be worn by crewmen during lunar expeditions. International Latex Corporation as subcontractor would fabricate the suit, with Republic Aviation Corporation furnishing human factors information and environmental testing. The suit would allow a crewman greater mobility than previous space suits, enabling him to walk, climb, and bend with relative ease.

The Minneapolis-Honeywell Regulator Company letter subcontract for the Apollo stabilization and control system was suspended by NAA and amended in accordance with the current design concepts,

NASA announced the selection of the International Business Machines Corporation to provide a ground-based computer system for Projects Gemini and Apollo. The computer complex would be part of the mission control center at MSC.

The Lunar and Planetary Laboratory of the University of Arizona, directed by Gerard P. Kuiper, reported that its analysis of lunar photographs taken by Lunik III differed from that announced by Soviet scientists. The most extensive feature of the moon's far side, photographed in 1959, had been named "The Soviet Mountains"; this feature was identified by the Arizona laboratory as an elongated area of bright patches and rays, possibly flat. Another feature, named the "Joliot-Curie Crater" by Soviet scientists, was re-identified by the Arizona laboratory as Mare Novum (New Sea), first identified by German astronomer Julius Franz near the turn of the century.

At the request of NASA, about 300 pieces of Gemini ground support equipment were examined by NAA engineers. It appeared that about 190 items would be usable on the Apollo program.

Faced by opposition of mode selection by Jerome Wiesner, Kennedy's science adviser, NASA let contracts to McDonnell and STL for direct two-man flight modes. Both concluded that it was feasible but would require LH2/LOX stages for descent and ascent from lunar surface, which NASA/STG adamantly opposed. This was also the last stab - for the time being - at 'lunar Gemini'.

The Office of Systems under NASA's Office of Manned Space Flight completed a manned lunar landing mode comparison embodying the most recent studies by contractors and NASA Centers. The report was the outgrowth of the decision announced by NASA on July 11 to continue studies on lunar landing modes while basing planning and procurement primarily on the lunar orbit rendezvous (LOR) technique.

Republic Aviation Corporation selected the Radio Corporation of America to design and build the data acquisition and communications subsystem for Project Fire.

Flight missions of the Apollo spacecraft were to be numerically identified in the future according to the following scheme :

Pad aborts: PA-1, PA-2, etc.

Missions using Little Joe II launch vehicles: A-001, A-002, etc. Missions using Saturn C-1 launch vehicles: A-101, A-102, etc. Missions using Saturn C-1B launch vehicles: A-201, A-202, etc. Missions using Saturn C-5 launch vehicles: A-501, A-502, etc.

The 'A' denoted Apollo, the first digit stood for launch vehicle type or series, and the last two digits designated the order of Apollo spacecraft flights within a vehicle series.

MSC Director Robert R. Gilruth reported to the Manned Space Flight Management Council that the Apollo drogue parachutes would be tested in the Langley Research Center wind tunnels.

NASA announced the signing of a contract with the Space and Information Systems Division of NAA for the development and production of the second stage (S-II) of the Saturn C-5 launch vehicle. The $319.9-million contract, under the direction of Marshall Space Flight Center, covered the production of nine live flight stages, one inert flight stage, and several ground-test units for the advanced Saturn launch vehicle. NAA had been selected on September 11, 1961, to develop the S-II.

NASA announced the realignment of functions under Associate Administrator Robert C. Seamans, Jr. D. Brainerd Holmes assumed new duties as a Deputy Associate Administrator while retaining his responsibilities as Director of the Office of Manned Space Flight. NASA field installations engaged principally in manned space flight projects (Marshall Space Flight Center Manned Spacecraft Center, and Launch Operations Center) would report to Holmes; installations engaged principally in other projects (Ames, Langley, Lewis, and Flight Research Centers, Goddard Space Flight Center, Jet Propulsion Laboratory, and Wallops Station) would report to Thomas F. Dixon, Deputy Associate Administrator for the past year. Previously most field center directors had reported directly to Seamans on institutional matters beyond program and contractual administration.

Elimination of the requirement for personal parachutes nullified consideration of a command module (CM) blowout emergency escape hatch. A set of quick-acting latches for the inward-opening crew hatch would be needed, however, to provide a means of egress following a forced landing. The latches would be operable from outside as well as inside the pressure vessel. Outside hardware for securing the ablative panel over the crew door would be required as well as a method of releasing the panel from inside the CM.

Incandescent lamps would be used for floodlighting the command module because they weighed less than fluorescent lamps and took up less space while increasing reliability and reducing system complexity. A 28- volt lamp was most desirable because of its compatibility with the spacecraft 28-volt dc power system. Laboratory tests with a 28-volt incandescent lamp showed that heat dissipation would not be a problem in the vacuum environment but that a filament or shock mount would have to be developed to withstand vibration. An incandescent quartz lamp was studied because of its small size and high concentration of light.

An NAA digital computer program for calculating command module heatshield and couch system loads and landing stability was successful. Results showed that a five-degree negative-pitch attitude was preferable for land landings.

NAA completed a preliminary design for the deployment of the spacecraft deep space instrumentation facility antenna to the Y axis. The antenna would be shifted into the deploy position by actuation of a spring-loaded swing-out arm.

The revised NAA recommendation for a personal communications system consisted of a duplex capability with a simplex backup. Simultaneous transmission of voice and biomedical data with a break-in capability would be possible. Two changes in spacecraft VHF equipment would be needed: a dual-channel in place of a single-channel receiver, and a diplexer for use during duplex operation.

The feasibility of using the Gemini fuel cell for the lunar excursion module was studied by NAA. However, because of modifications to meet Apollo control and auxiliary requirements, the much lighter Gemini system would ultimately weigh about as much as the Apollo fuel cell. In addition, the Gemini fuel cell schedule would slip if the system had to be adapted to the Apollo mission.

An NAA study on the shift of the command module center of gravity during reentry proposed moving the crew and couches about ten inches toward the aft equipment bay and then repositioning them for landing impact.

A review of body angles used for the current couch geometry disclosed that the thigh-to-torso angle could be closed sufficiently for a brief period during reentry to shorten the overall couch length by the required travel along the Z-Z axis. The more acute angle was desirable for high g conditions. This change in the couch adjustment range, as well as a revision in the lower leg angle to gain structure clearance, would necessitate considerable couch redesign.

Proposed designs for view port covers on the crew-hatch window, docking ports, and earth landing windows were prepared by NAA. Design planning called for these port covers to be removed solely in the space environment. (Crew members would not use such windows during launch and reentry phases.) NAA,

NASA announced that the Douglas Aircraft Company had been awarded a $2.25million contract to modify the S-IVB stage for use in the Saturn C- 1B program.

NAA completed the firm-cost proposal for the definitive Apollo program and submitted it to NASA. MSC had reviewed the contract package and negotiated a program plan position with NAA.

The valves of the command module (CM) environmental control system were modified to meet the 5.0 psia oxygen operating requirements. All oxygen partial pressure controls were deleted from the system and the relief pressure setting of 7 +/- 0.2 psia was changed to 6 +/- 0.2 psia. The CM now could be repressurized from 0 to 5.0 psia in one hour.

NAA completed a study of reentry temperatures. Without additional cooling, space suit inlet temperatures were expected to increase from 50 degrees F at 100,000 feet to 90 degrees F at spacecraft parachute deployment. The average heat of the command module inner wall was predicted not to exceed 75 degrees F at parachute deployment and 95 degrees F on landing, but then to rise to nearly 150 degrees F.

The technique tentatively selected by NAA for separating the command and service modules from lower stages during an abort consisted of firing four 2000-pound-thrust posigrade rockets mounted on the service module adapter. With this technique, no retrorockets would be needed on the S-IV or S-IVB stages. Normal separation from the S-IVB would be accomplished with the service module reaction control system.

A new launch escape tower configuration with an internal structure that would clear the launch escape motor exhaust plume at 30,000 feet was designed and analyzed by NAA. Exhaust impingement was avoided by slanting the diagonal members in the upper bay toward the interior of the tower and attaching them to a ring.

NAA completed the release of the layout and preliminary design of command module crew accessories and survival equipment.

The Amour Research Foundation reported to NASA that the surface of the moon might not be covered with layers of dust. The first Armour studies showed that dust particles become harder and denser in a higher vacuum environment such as that of the moon, but the studies had not proved that particles eventually become bonded together in a rocket substance as the vacuum increases.

Four "hot spots" on the moon were reported to have been discovered by Bruce C. Murray and Robert L. Wildey of California Institute of Technology, using a new telescope with a heat-sensitive, gold-plated mirror to detect infrared radiation. The two space scientists speculated that hot spots could indicate large areas of bare rock exposed on the lunar surface. The spots were discovered during a survey of the moon which also revealed that the lunar surface became colder at night than previously believed, -270 degrees F compared to -243 degrees F recorded by earlier heat measuring devices. Murray said the new evidence could mean that there were prominences of heat-retaining rock protruding through a thick dust layer on the lunar surface.

William L. Gill, Chief of Crew Systems Division's Radiation Branch, MSC, said that the walls of the Apollo spacecraft would provide most of the radiation shielding required for the crew. Astronauts would have special shielding devices only for their eyes.

NASA announced that the Grumman Aircraft Engineering Corporation had been selected to build the lunar excursion module of the three-man Apollo spacecraft under the direction of MSC. The contract, still to be negotiated, was expected to be worth about $350 million, with estimates as high as $1 billion by the time the project would be completed.

"Not one or two men will make the landing on the moon, but, figuratively, the entire Nation." That is how NASA's Deputy Administrator, Hugh L. Dryden, described America's commitment to Apollo during a speech in Washington, D.C. "What we are buying in our national space program," Dryden said, "is the knowledge, the experience, the skills, the industrial facilities, and the experimental hardware that will make the United States first in every field of space exploration. . . . The investment in space progress is big and will grow, but the potential returns on the investment are even larger. And because it concerns us all, scientific progress is everyone's responsibility. Every citizen should understand what the space program really is about and what it can do."

The Manned Spacecraft Center (MSC) and the Raytheon Company came to terms on the definitive contract for the Apollo spacecraft guidance computer.

North American Aviation, Inc., selected the Aerospace Electrical Division of Westinghouse Electric Corporation to build the power conversion units for the command module (CM) electrical system. The units would convert direct current from the fuel cells to alternating current.

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The Aerojet-General Corporation reported completion of successful firings of the prototype service propulsion engine. The restartable engine, with an ablative thrust chamber, reached thrusts up to 21,500 pounds. (Normal thrust rating for the service propulsion engine is 20,500.)

Four Navy officers were injured when an electrical spark ignited a fire in an altitude chamber, near the end of a 14-day experiment at the U.S. Navy Air Crew Equipment Laboratory, Philadelphia, Pa. The men were participating in a NASA experiment to determine the effect on humans of breathing pure oxygen for 14 days at simulated altitudes.

About 100 Grumman Aircraft Engineering Corporation and MSC representatives began seven weeks of negotiations on the lunar excursion module (LEM) contract. After agreeing on the scope of work and on operating and coordination procedures, the two sides reached fiscal accord. Negotiations were completed on January 3, 1963. Eleven days later, NASA authorized Grumman to proceed with LEM development.

North American defined requirements for the command and service modules (CSM) stabilization and control system.

NASA invited ten industrial firms to submit bids by December 7 for a contract to build a control center at MSC and to integrate ground operational support systems for Apollo and the rendezvous phases of Gemini. On January 28, 1963, NASA announced that the contract had been awarded to the Philco Corporation, a subsidiary of the Ford Motor Company.

A Goddard Space Flight Center report summarizing recommendations for ground instrumentation support for the near-earth phases of the Apollo missions was forwarded to the Apollo Task Group of the NASA Headquarters Office of Tracking and Data Acquisition (OTDA). This report presented a preliminary conception of the Apollo network.

The tracking network would consist of stations equipped with 9-meter (30foot) antennas for near-earth tracking and communications and of stations having 26-meter (85-foot) antennas for use at lunar distances. A unified S-band system, capable of receiving and transmitting voice, telemetry, and television on a single radio-frequency band, was the basis of the network operation.

On March 12, 1963, during testimony before a subcommittee of the House Committee on Science and Astronautics, Edmond C. Buckley, Director of OTDA, described additional network facilities that would be required as the Apollo program progressed. Three Deep Space Instrumentation Facilities with 26-meter (85- foot) antennas were planned: Goldstone, Calif. (completed); Canberra, Australia (to be built); and a site in southern Europe (to be selected). Three new tracking ships and special equipment at several existing network stations for earth-orbit checkout of the spacecraft would also be needed.

At a news conference in Cleveland, Ohio, during the 10-day Space Science Fair there, NASA Deputy Administrator Hugh L. Dryden stated that inflight practice at orbital maneuvering was essential for lunar missions. He believed that landings would follow reconnaissance of the moon by circumlunar and near- lunar-surface flights.

NASA awarded a $2.56 million contract to Ling-Temco-Vought, Inc. (LTV), to develop the velocity package for Project Fire, to simulate reentry from a lunar mission. An Atlas D booster would lift an instrumented payload (looking like a miniature Apollo CM) to an altitude of 122,000 meters (400,000 feet). The velocity package would then fire the reentry vehicle into a minus 15 degree trajectory at a velocity of 11,300 meters (37,000 feet) per second. On December 17, Republic Aviation Corporation, developer of the reentry vehicle, reported that design was 95 percent complete and that fabrication had already begun.

MSC released a sketch of the space suit assembly to be worn on the lunar surface. It included a portable life support system which would supply oxygen and pressurization and would control temperature, humidity, and air contaminants. The suit would protect the astronaut against solar radiation and extreme temperatures. The helmet faceplate would shield him against solar glare and would be defrosted for good visibility at very low temperatures. An emergency oxygen supply was also part of the assembly.

Four days earlier, MSC had added specifications for an extravehicular suit communications and telemetry (EVSCT) system to the space suit contract with Hamilton Standard Division of United Aircraft Corporation. The EVSCT system included equipment for three major operations:

1. Full two-way voice communication between two astronauts on the lunar surface, using the transceivers in the LEM and CM as relay stations.
2. Redundant one-way voice communication capability between any number of suited astronauts.
3. Telemetry of physiological and suit environmental data to the LEM or CM for relay to earth via the S- band link.

Representatives of Hamilton Standard and International Latex Corporation (ILC) met to discuss mating the portable life support system to the ILC space suit configuration. As a result of mockup demonstrations and other studies, over-the-shoulder straps similar to those in the mockup were substituted for the rigid "horns."

MSC Director Robert R. Gilruth reported to the Manned Space Flight (MSF) Management Council that formal negotiations between NASA and North American on the Apollo spacecraft development contract would begin in January 1963. He further informed the council that the design release for all Apollo systems, with the exception of the space suit, was scheduled for mid-1963; the suit was scheduled for January 1964.

MSC officials met with representatives of Jet Propulsion Laboratory (JPL) and the NASA Office of Tracking and Data Acquisition (OTDA). They discussed locating the third Deep Space Instrumentation Facility (DSIF) in Europe instead of at a previously selected South African site. JPL had investigated several European sites and noted the communications gap for each. MSC stated that a coverage gap of up to two hours was undesirable but not prohibitive. JPL and OTDA agreed to place the European station where the coverage gap would be minimal or nonexistent. However, the existence of a communications loss at a particular location would not be an overriding factor against a site which promised effective technical and logistic support and political stability. MSC agreed that this was a reasonable approach.

North American completed a study of CSM-LEM transposition and docking. During a lunar mission, after the spacecraft was fired into a trajectory toward the moon, the CSM would separate from the adapter section containing the LEM. It would then turn around, dock with the LEM, and pull the second vehicle free from the adapter. The contractor studied three methods of completing this maneuver: free fly-around, tethered fly- around, and mechanical repositioning. Of the three, the company recommended the free fly-around, based on NASA's criteria of minimum weight, simplicity of design, maximum docking reliability, minimum time of operation, and maximum visibility.

Also investigated was crew transfer from the CM to the LEM, to determine the requirements for crew performance and, from this, to define human engineering needs. North American concluded that a separate LEM airlock was not needed but that the CSM oxygen supply system's capacity should be increased to effect LEM pressurization.

On November 29, North American presented the results of docking simulations, which showed that the free flight docking mode was feasible and that the 45-kilogram (100-pound) service module (SM) reaction control system engines were adequate for the terminal phase of docking. The simulations also showed that overall performance of the maneuver was improved by providing the astronaut with an attitude display and some form of alignment aid, such as probe.

AC Spark Plug Division of General Motors Corporation assembled the first CM inertial reference integrating gyro (IRIG) for final tests and calibration. Three IRIGs in the CM navigation and guidance system provided a reference from which velocity and attitude changes could be sensed. Delivery of the unit was scheduled for February 1963.

North American reported several problems involving the CM's aerodynamic characteristics; their analysis of CM dynamics verified that the spacecraft could - and on one occasion did - descend in an apex-forward attitude. The CM's landing speed then exceeded the capacity of the drogue parachutes to reorient the vehicle; also, in this attitude, the apex cover could not be jettisoned under all conditions. During low-altitude aborts, North American went on, the drogue parachutes produced unfavorable conditions for main parachute deployment.

Extensive material and thermal property tests indicated that a Fiberglas honeycomb matrix bonded to the steel substructure was a promising approach for a new heatshield design for the CM.

North American made a number of changes in the layout of the CM:

• Putting the lithium hydroxide canisters in the lower equipment bay and food stowage compartments in the aft equipment bay.
• Regrouping equipment in the left-hand forward equipment bay to make pressure suit disconnects easier to reach and to permit a more advanced packaging concept for the cabin heat exchanger.
• Moving the waste management control panel and urine and chemical tanks to the right-hand equipment bay.
• Revising the aft compartment control layout to eliminate the landing impact attenuation system and to add tie rods for retaining the heatshield.
• Preparing a design which would incorporate the quick release of the crew hatch with operation of the center window (drawings were released, and target weights and criteria were established).
• Redesigning the crew couch positioning mechanism and folding capabilities.
• Modifying the footrests to prevent the crew's damaging the sextant.

MSC awarded a $222,000 contract to the Air Force Systems Command for wind tunnel tests of the Apollo spacecraft at its Arnold Engineering Development Center, Tullahoma, Tenn.

Collins Radio Company selected Motorola, Inc., Military Electronics Division, to develop and produce the spacecraft S-band transponder. The transponder would aid in tracking the spacecraft in deep space; also, it would be used to transmit and receive telemetry signals and to communicate between ground stations and the spacecraft by FM voice and television links. The formal contract with Motorola was awarded in mid-February 1963.

Also, Collins awarded a contract to the Leach Corporation for the development of command and service module (CSM) data storage equipment. The tape recorders must have a five-hour capacity for collection and storage of data, draw less than 20 watts of power, and be designed for in-flight reel changes.

The MSC Apollo Spacecraft Project Office (ASPO) outlined the photographic equipment needed for Apollo missions. This included two motion picture cameras (16- and 70-mm) and a 35-mm still camera. It was essential that the camera, including film loading, be operable by an astronaut wearing pressurized gloves. On February 25, 1963, NASA informed North American that the cameras would be government furnished equipment.

The U.S. Army Corps of Engineers, acting for NASA, awarded a $3.332 million contract to four New York architectural engineering firms to design the Vertical Assembly Building (VAB) at Cape Canaveral. The massive VAB became a space-age hangar, capable of housing four complete Saturn V launch vehicles and Apollo spacecraft where they could be assembled and checked out. The facility would be 158.5 meters (520 feet high) and would cost about $100 million to build. Subsequently, the Corps of Engineers selected Morrison-Knudson Company, Perini Corp., and Paul Hardeman, Inc., to construct tile VAB.

The first test of the Apollo main parachute system, conducted at the Naval Air Facility, El Centro, Calif., foreshadowed lengthy troubles with the landing apparatus for the spacecraft. One parachute failed to inflate fully, another disreefed prematurely, and the third disreefed and inflated only after some delay. No data reduction was possible because of poor telemetry. North American was investigating.

At a meeting held at Massachusetts Institute of Technology (MIT) Instrumentation Laboratory, representatives of MIT, MSC, Hamilton Standard Division, and International Latex Corporation examined the problem of an astronaut's use of optical navigation equipment while in a pressurized suit with helmet visor down. MSC was studying helmet designs that would allow the astronaut to place his face directly against the helmet visor; this might avoid an increase in the weight of the eyepiece. In February 1963, Hamilton Standard recommended adding corrective devices to the optical system rather than adding corrective devices to the helmet or redesigning the helmet. In the same month, ASPO set 52.32 millimeters 2.06 inches as the distance of the astronaut's eye away from the helmet. MIT began designing a lightweight adapter for the navigation instruments to provide for distances of up to 76.2 millimeters (3 inches).

The General Electric Policy Review Board, established by the MSF Management Council, held its first meeting. On February 9, the General Electric Company (GE) had been selected by NASA to provide integration analysis (including booster-spacecraft interface), ensure reliability of the entire space vehicle, and develop and operate a checkout system. The Policy Review Board was organized to oversee the entire GE Apollo effort.

With NASA's concurrence, North American released the Request For Proposals on the Apollo mission simulator. A simulated CM, an instructor's console, and a computer complex now supplanted the three part- task trainers originally planned. An additional part-task trainer was also approved. A preliminary report describing the device had been submitted to NASA by North American. The trainer was scheduled to be completed by March 1964.

NASA Administrator James E. Webb, in a letter to the President, explained the rationale behind the Agency's selection of lunar orbit rendezvous (rather than either direct ascent or earth orbit rendezvous) as the mode for landing Apollo astronauts on the moon. Arguments for and against any of the three modes could have been interminable: "We are dealing with a matter that cannot be conclusively proved before the fact," Webb said. "The decision on the mode . . . had to be made at this time in order to maintain our schedules, which aim at a landing attempt in late 1967."

The first static firing of the Apollo tower jettison motor, under development by Thiokol Chemical Corporation, was successfully performed.

NASA authorized North American's Columbus, Ohio, Division to proceed with a LEM docking study.

Northrop Corporation's Ventura Division, prime contractor for the development of sea-markers to indicate the location of the spacecraft after a water landing, suggested three possible approaches:

1. A shotgun shell type that would dispense colored smoke.
2. A floating, controlled-rate dispenser (described as an improvement on the current water-soluble binder method).
3. A floating panel with relatively permanent fluorescent qualities.

MSC officials, both in Houston and at the Preflight Operations Division at Cape Canaveral, agreed on a vacuum chamber at the Florida location to test spacecraft systems in a simulated space environment during prelaunch checkout.

The first working model of the crew couch was demonstrated during an inspection of CM mockups at North American. As a result, the contractor began redesigning the couch to make it lighter and simpler to adjust. Design investigation was continuing on crew restraint systems in light of the couch changes. An analysis of acceleration forces imposed on crew members during reentry at various couch back and CM angles of attack was nearing completion.

MSC Director Robert R. Gilruth reported to the MSF Management Council that tests by Republic Aviation Corporation, the U.S. Air Force School of Aerospace Medicine SAM at Brooks Air Force Base, Tex., and the U.S. Navy Air Crew Equipment Laboratory (ACEL) at Philadelphia, Pa., had established that, physiologically, a spacecraft atmosphere of pure oxygen at 3.5 newtons per square centimeter (five pounds per square inch absolute (psia)) was acceptable. During the separate experiments, about 20 people had been exposed to pure oxygen environments for periods of up to two weeks without showing adverse effects. Two fires had occurred, one on September 10 at SAM and the other on November 17 at ACEL. The cause in both cases was faulty test equipment. On July 11, NASA had ordered North American to design the CM for 3.5 newtons per square centimeter (5-psia), pure-oxygen atmosphere.

MSC prognosticated that, during landing, exhaust from the LEM's descent engine would kick up dust on the moon's surface, creating a dust storm. Landings should be made where surface dust would be thinnest.

North American delivered CM boilerplate (BP) 3, to Northrop Ventura, for installation of an earth-landing system. BP-3 was scheduled to undergo parachute tests at El Centro, Calif., during early 1963.

The Minneapolis-Honeywell Regulator Company submitted to North American cost proposal and design specifications on the Apollo stabilization and control system, based upon the new Statement of Work drawn up on December 17.

North American selected Radiation, Inc., to develop the CM pulse code modulation (PCM) telemetry system. The PCM telemetry would encode spacecraft data into digital signals for transmission to ground stations. The $4.3 million contract was officially announced on February 15, 1963.

Lockheed Propulsion Company successfully static fired four launch escape system pitch-control motors. In an off-the-pad or low-altitude abort, the pitch-control motor would fix the trajectory of the CM after its separation from the launch vehicle.

North American's Rocketdyne Division completed the first test firings of the CM reaction control engines.

MSC reported that the general arrangement of the CM instrument panel had been designed to permit maximum manual control and flight observation by the astronauts.

North American reported three successful static firings of the launch escape motor. The motor would pull the CM away from the launch vehicle if there were an abort early in a mission.

In the first of a series of reliability-crew safety design reviews on all systems for the CM, North American examined the spacecraft's environmental control system (ECS). The Design Review Board approved the overall ECS concept, but made several recommendations for further refinement. Among these were:

• The ECS should be made simpler and the system's controls should be better marked and located.
• Because of the pure oxygen environment, all flammable materials inside the cabin should be eliminated.
• Sources of possible atmospheric contamination should be further reviewed, with emphasis upon detecting and controlling such toxic gases inside the spacecraft.

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Apollo - Grumman Aircraft Engineering Corp. artist's concept of Lunar Module 5 Credit: NASA. 27,324 bytes. 466 x 444 pixels.

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MSC Flight Operations Division examined the operational factors involved in Apollo water and land landings. Analysis of some of the problems leading to a preference for water landing disclosed that:

• Should certain systems on board the CM fail, the spacecraft could land as far as 805 kilometers 500 miles from the prime recovery area. This contingency could be provided for at sea, but serious difficulties might be encountered on land.
• Because Apollo missions might last as long as two weeks, weather forecasting for the landing zone probably would be unreliable.
• Hypergolic fuels were to remain on board the spacecraft through landing. During a landing at sea, the bay containing the tanks would flood and seawater would neutralize the liquid fuel or fumes from damaged tanks. On land, the possibility of rupturing the tanks was greater and the danger of toxic fumes and fire much more serious.
• Should the CM tumble during descent, the likelihood of serious damage to the spacecraft was less for landings on water.
• On land, obstacles such as rocks and trees might cause serious damage to the spacecraft.
• The spacecraft would be hot after reentry. Landing on water would cool the spacecraft quickly and minimize ventilation problems.
• The requirements for control during reentry were less stringent in a sea landing, because greater touchdown dispersions could be allowed.
• Since the CM must necessarily be designed for adequate performance in a water landing all aborts during launch and most contingencies required a landing at sea , the choice of water as the primary landing surface could relieve some constraints in spacecraft design.

The contract for the development and production of the CSM C-band transponder was awarded to American Car and Foundry Industries, Inc., by Collins Radio Company. The C-band transponder was used for tracking the spacecraft. Operating in conjunction with conventional, earth-based, radar equipment, it transmitted response pulses to the Manned Space Flight Network,

Grumman agreed to use existing Apollo components and subsystems, where practicable, in the LEM This promised to simplify checkout and maintenance of spacecraft systems.

NASA and General Dynamics/Convair (GD/C) began contract negotiations on the Little Joe II launch vehicle, which was used to flight-test the Apollo launch escape system. The negotiated cost was nearly $6 million. GD/C had already completed the basic structural design of the vehicle.

MSC prepared the Project Apollo lunar landing mission design. This plan outlined ground rules, trajectory analyses, sequences of events, crew activities, and contingency operations. It also predicted possible planning changes in later Apollo flights.

MSC awarded a $3.69 million contract to the Radio Corporation of America

RCA Service Company to design and build two vacuum chambers at MSC. The facility was used in astronaut training and spacecraft environmental testing. using carbon arc: lamps, the chambers simulated the sun's intensity, permitting observation of the effects of solar heating encountered on a lunar mission. At the end of July, MSC awarded RCA another contract (worth $3,341,750) for these solar simulators.

After studying the present radar coverage provided by ground stations for representative Apollo trajectories, North American recommended that existing C-band radars be modified to increase ranging limits. The current capability for tracking to 920 kilometers (500 nautical miles), while satisfactory for near-earth trajectories, was wholly inadequate for later Apollo missions. Tracking capability should be extended to 59,000 kilometers (32,000 nautical miles), North American said; and to improve tracking accuracy, transmitter power and receiver sensitivity should be increased.

Joseph F. Shea, Director of the Office of Systems in NASA's Office of Manned Space Flight (OMSF), briefed MSC officials on the nature and scope of NASA's contract with Bellcomm for systems engineering support. Also, Shea familiarized them with the organization and operation of the Office of Systems vis-a-vis Bellcomm. (Bellcomm, a separate corporation formed by American Telephone and Telegraph and Western Electric early in 1962, specifically at NASA's request, furnished engineering support to the overall Apollo program.) Bellcomm's studies, either in progress or planned, included computer support, environmental hazards, mission safety and reliability, communications and tracking, trajectory analyses, and lunar surface vehicles.

MSC and OMSF agreed that an unmanned Apollo spacecraft must be flown on the Saturn C-1 before a manned flight. SA-10 was scheduled to be the unmanned flight and SA-111, the first manned mission.

North American awarded Airborne Instruments Laboratory, a division of Cutler-Hammer, Inc., a contract for the CM recovery antenna system. NAA,

The MSC Flight Operations Division's Mission Analysis Branch analyzed three operational procedures for the first phase of descent from lunar orbit:

1. The first was a LEM-only maneuver. The LEM would transfer to an orbit different from that of the CSM but with the same period and having a pericynthion of 15,240 meters (50,000 feet). After one orbit and reconnaissance of the landing site, the LEM would begin descent maneuvers.
2. The second method required the entire spacecraft (CSM/LEM) to transfer from the initial circular orbit to an elliptical orbit with a pericynthion of 15,240 meters (50,000 feet).
3. The third technique involved the LEM's changing from the original 147-kilometer (80-nautical-mile) circular orbit to an elliptic orbit having a pericynthion of 15,240 meters (50,000 feet). The CSM, in turn, would transfer to an elliptic orbit with a pericynthion of 65 kilometers (30 nautical miles). This would enable the CSM to keep the LEM under observation until the LEM began its descent to the lunar surface.

(Apocynthion and pericynthion are the high and low points, respectively, of an object in orbit around the moon (as, for example, a spacecraft sent from earth). Apolune and perilune also refer to these orbital parameters, but these latter two words apply specifically to an object launched from the moon itself.)

Representatives of North American, Langley Research Center, Ames Research Center, and MSC discussed CM reentry heating rates. They agreed on estimates of heating on the CM blunt face, which absorbed the brunt of reentry, but afterbody heating rates were not as clearly defined. North American was studying Project Mercury flight data and recent Apollo wind tunnel tests to arrive at revised estimates.

President John F. Kennedy sent his budget request for Fiscal Year 1964 to Congress. The President recommended a NASA appropriation of $5.712 billion, $3.193 billion of which was for manned space flight. Apollo received a dramatic increase - $1.207 billion compared with $435 million the previous year. NASA Administrator James E. Webb nonetheless characterized the budget, about half a billion dollars less than earlier considered, as one of "austerity." While it would not appreciably speed up the lunar landing timetable, he said, NASA could achieve the goal of placing a man on the moon within the decade.

Christopher C. Kraft, Jr., of MSC's Flight Operations Division (FOD), advised ASPO that the digital up-data link being developed for the Gemini program appeared acceptable for Apollo as well. In late October 1962, representatives of FOD and ASPO had agreed that an independent up-data link a means by which the ground could feed current information to the spacecraft's computer during a mission was essential for manned Apollo flights. Kraft proposed that the Gemini-type link be used for Apollo as well, and on June 13 MSC ordered North American to include the device in the CM.

NASA's Flight Research Center (FRC) announced the award of a $3.61 million contract to Bell Aerosystems Company of Bell Aerospace Corporation for the design and construction of two manned lunar landing research vehicles. The vehicles would be able to take off and land under their own power, reach an altitude of about 1,220 meters (4,000 feet), hover, and fly horizontally. A fan turbojet engine would supply a constant upward push of five-sixths the weight of the vehicle to simulate the one-sixth gravity of the lunar surface. Tests would be conducted at FRC.

Two aerodynamic strakes were added to the CM to eliminate the danger of a hypersonic apex-forward trim point on reentry. (During a high-altitude launch escape system (LES) abort, the crew would undergo excessive g forces if the CM were to trim apex forward. During a low-altitude abort, there was the potential problem of the apex cover not clearing the CM. The strakes, located in the yaw plane, had a maximum span of one foot and resulted in significant weight penalties.

The Hamilton Standard space suit contract was amended to include supplying space suit communications and telemetry equipment.

The first evaluation of crew mobility in the International Latex Corporation (ILC) pressure suit was conducted at North American to identify interface problems. Three test subjects performed simulated flight tasks inside a CM mockup. CM spatial restrictions on mobility were shown. Problems involving suit sizes, crew couch dimensions, and restraint harness attachment, adjustment, and release were appraised. Numerous items that conflicted with Apollo systems were noted and passed along to ILC for correction in the continuing suit development program.

MSC announced new assignments for the seven original astronauts: L. Gordon Cooper, Jr., and Alan B. Shepard, Jr., would be responsible for the remaining pilot phases of Project Mercury; Virgil I. Grissom would specialize in Project Gemini; John H. Glenn, Jr., would concentrate on Project Apollo; M. Scott Carpenter would cover lunar excursion training; and Walter M. Schirra, Jr., would be responsible for Gemini and Apollo operations and training. As Coordinator for Astronaut Activities, Donald K. Slayton would maintain overall supervision of astronaut duties.

Specialty areas for the second generation were: trainers and simulators, Neil A. Armstrong; boosters, Frank Borman; cockpit layout and systems integration, Charles Conrad, Jr.; recovery system, James A. Lovell, Jr.; guidance and navigation, James A. McDivitt; electrical, sequential, and mission planning, Elliot M. See, Jr.; communications, instrumentation, and range integration, Thomas P. Stafford; flight control systems, Edward H. White II; and environmental control systems, personal equipment, and survival equipment, John W. Young.

Following a technical conference on the LEM electrical power system (EPS), Grumman began a study to define the EPS configuration. Included was an analysis of EPS requirements and of weight and reliability for fuel cells and batteries. Total energy required for the LEM mission, including the translunar phase, was estimated at 61.3 kilowatt-hours. Upon completion of this and a similar study by MSC, Grumman decided upon a three-cell arrangement with an auxiliary battery. Capacity would be determined when the EPS load analysis was completed.

NASA announced the selection of the Philco Corporation as prime contractor for the Mission Control Center (MCC) at MSC. To be operational in mid-1964, MCC would link the spacecraft with ground controllers at MSC through the worldwide tracking network.

Grumman and NASA announced the selection of four companies as major LEM subcontractors:

1. Rocketdyne for the descent engine
2. Bell Aerosystems Company for the ascent engine
3. The Marquardt Corporation for the reaction control system
4. Hamilton Standard for the environmental control system

MSC awarded a contract to Chance Vought Corporation for a study of guidance system techniques for the LEM in an abort during lunar landing.

NASA authorized North American to extend until June 10 the CM heatshield development program. This gave the company time to evaluate and recommend one of the three ablative materials still under consideration. The materials were subjected to tests of thermal performance, physical and mechanical properties, and structural compatibility with the existing heatshield substructure. North American sought also to determine the manufacturing feasibility of placing the materials in a Fiberglas honeycomb matrix bonded to a steel substructure.

Walter C. Williams, MSC's Associate Director, defined the Center's criteria on the location of earth landing sites for Gemini and Apollo spacecraft: site selection as well as mode of landing (i.e., land versus water) for each mission should be considered separately. Constraints on trajectory, landing accuracy, and landing systems must be considered, as well as lead time needed to construct landing area facilities. Both Gemini and Apollo flight planning had to include water as well as land landing modes.Although the Apollo earth landing system was designed to withstand the shock of coming down on varying terrains, some experience was necessary to verify this capability. Because of the complexity of the Apollo mission and because the earth landing system did not provide a means of avoiding obstacles, landing accuracy was even more significant for Apollo than for Gemini. With so many variables involved, Williams recommended that specific landing locations for future missions not be immediately designated.

Aerojet-General Corporation, Sacramento, Calif., began full-scale firings of a service propulsion engine with a redesigned injector baffle.

NASA announced a simplified terminology for the Saturn booster series: Saturn C-1 became "Saturn I," Saturn C-1B became "Saturn IB," and Saturn C-5 became "Saturn V."

MSC issued a definitive contract for $15,029,420 to the Raytheon Company, Space and Information Systems Division, to design and develop the CM onboard digital computer. The contract was in support of the MIT Instrumentation Laboratory, which was developing the Apollo guidance and navigation systems. Announcement of the contract was made on February 11.

The first inertial reference integrating gyro produced by AC Spark Plug was accepted by NASA and delivered to the MIT Instrumentation Laboratory.

NASA selected the Marion Power Shovel Company to design and build the crawler-transport, a device to haul the Apollo space vehicle (Saturn V, complete with spacecraft and associated launch equipment) from the Vertical Assembly Building to the Merritt Island, Fla., launch pad, a distance of about 5.6 kilometers (3.5 miles). The crawler would be 39.6 meters (130 feet) long, 35 meters (115 feet) wide, and 6 meters (20 feet) high, and would weight 2.5 million kilograms (5.5 million pounds). NASA planned to buy two crawlers at a cost of $4 to 5 million each. Formal negotiations began on February 20 and the contract was signed on March 29.

In a reorganization of ASPO, MSC announced the appointment of two deputy managers. Robert O. Piland, deputy for the LEM, and James L. Decker, deputy for the CSM, would supervise cost, schedule, technical design, and production. J. Thomas Markley was named Special Assistant to the Apollo Manager, Charles W. Frick. Also appointed to newly created positions were Caldwell C. Johnson, Manager, Spacecraft Systems Office, CSM; Owen E. Maynard, Acting Manager, Spacecraft Systems Office, LEM; and David W. Gilbert, Manager, Spacecraft Systems Office, Guidance and Navigation.

Grumman began discussions with Rocketdyne on the development of a throttleable LEM descent engine. Engine specifications (helium injected, 10:1 thrust variation) had been laid down by MSC.

The North American Apollo impact test facility at Downey, Calif., was completed. This facility consisted mainly of a large pool with overhead framework and mechanisms for hydrodynamic drop tests of the CM. Testing at the facility began with the drop of boilerplate 3 on March 11.

NASA issued a definitive contract for $6,322,643 to General Dynamics Convair for the Little Joe II test vehicle. A number of changes defined by contract change proposals were incorporated into the final document:

• Four instead of five vehicles to be manufactured and delivered
• Launching from White Sands Missile Range (WSMR), N.M., instead of Cape Canaveral
• Additional support equipment, better definition of vehicle design, and responsibility for launch support.

North American selected Bell Aerosystems Company to provide propellant tanks for the CSM reaction control system. These tanks were to be the "positive expulsion" type (i.e., fuel and oxidizer would be contained inside flexible bladder; pressure against one side of the device would force the propellant through the RCS lines).

North American shipped CM boilerplate 19 to Northrop Ventura for use as a parachute test vehicle.

At a meeting of the MSC-MSFC Flight Mechanics Panel, it was agreed that Marshall would investigate "engine-out" capability (i.e., the vehicle's performance should one of its engines fail) for use in abort studies or alternative missions. Not all Saturn I, IB, and V missions included this engine-out capability. Also, the panel decided that the launch escape system would be jettisoned ten seconds after S-IV ignition on Saturn I launch vehicles.

In a reorganization of OMSF, Director D. Brainerd Holmes appointed Joseph F. Shea as Deputy Director for Systems and George M. Low as Deputy Director for Programs. All major OMSF directorates had previously reported directly to Holmes. In the new organizational structure, Director of Systems Studies William A. Lee, Director of Systems Engineering John A. Gautraud, and Director of Integration and Checkout James E. Sloan would report to Shea. Director of Launch Vehicles Milton W. Rosen, Director of Space Medicine Charles H. Roadman, and the Director of Spacecraft and Flight Missions (then vacant) would report to Low. William E. Lilly, Director of Administration, would provide administrative support in both major areas.

MSC issued a Request for Proposals (due by March 13) for a radiation altimeter system. Greater accuracy than that provided by available radar would be needed during the descent to the lunar surface, especially in the last moments before touchdown. Preliminary MSC studies had indicated the general feasibility of an altimeter system using a source-detector-electronics package. After final selection and visual observation of the landing site, radioactive material would be released at an altitude of about 30 meters 100 feet and allowed to fall to the surface. The detector would operate in conjunction with electronic circuitry to compute the spacecraft's altitude. Studies were also under way at MSC on the possibility of using laser beams for range determination.

The MSC Lunar Surface Experiments Panel held its first meeting. This group was formed to study and evaluate lunar surface experiments and the adaptability of Surveyor and other unmanned probes for use with manned missions.

MSC ordered North American to provide batteries, wholly independent of the main electrical system in the CM, to fire all pyrotechnics aboard the spacecraft.

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Apollo - Artist's concept of a Saturn launch Credit: NASA. 31,979 bytes. 379 x 455 pixels.

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NASA announced the signing of a formal contract with The Boeing Company for the S-IC (first stage) of the Saturn V launch vehicle, the largest rocket unit under development in the United States. The $418,820,967 agreement called for the development and manufacture of one ground test and ten flight articles. Preliminary development of the S-IC, which was powered by five F-1 engines, had been in progress since December 1961 under a $50 million interim contract. Booster fabrication would take place primarily at the Michoud Operations Plant, New Orleans, La., but some advance testing would be done at MSFC and the Mississippi Test Operations facility.

Grumman began initial talks with the Bell Aerosystems Company on development of the LEM ascent engine. Complete specifications were expected by March 2.

NASA selected Ford, Bacon, and Davis, Inc., to design MSC's flight acceleration facility, including a centrifuge capable of spinning a simulated CM and its crew at gravity forces equal to those experienced in space flight.

Two aerospace technologists at MSC, James A. Ferrando and Edgar C. Lineberry, Jr., analyzed orbital constraints on the CSM imposed by the abort capability of the LEM during the descent and hover phases of a lunar mission. Their study concerned the feasibility of rendezvous should an emergency demand an immediate return to the CSM.

Ferrando and Lineberry found that, once abort factors are considered, there exist "very few" orbits that are acceptable from which to begin the descent. They reported that the most advantageous orbit for the CSM would be a 147-kilometer (80-nautical-mile) circular one.

The Apollo Mission Planning Panel held its organizational meeting at MSC. The panel's function was to develop the lunar landing mission design, coordinate trajectory analyses for all Saturn missions, and develop contingency plans for all manned Apollo missions.

Membership on the panel included representatives from MSC, MSFC, NASA Headquarters, North American, Grumman, and MIT, with other NASA Centers being called on when necessary. By outlining the most accurate mission plan possible, the panel would ensure that the spacecraft could satisfy Apollo's anticipated mission objectives. Most of the panel's influence on spacecraft design would relate to the LEM, which was at an earlier stage of development than the CSM. The panel was not given responsibility for preparing operational plans to be used on actual Apollo missions, however.

Aviation Daily reported an announcement by Frank Canning, Assistant LEM Project Manager at Grumman, that a Request for Proposals would be issued in about two weeks for the development of an alternate descent propulsion system. Because the descent stage presented what he called the LEM's "biggest development problem," Canning said that the parallel program was essential.

Elgin National Watch Company received a subcontract from North American for the design and development of central timing equipment for the Apollo spacecraft. (This equipment provided time-correlation of all spacecraft time-sensitive events. Originally, Greenwich Mean Time was to be used to record all events, but this was later changed.

Grumman began fabrication of a one-tenth scale model of the LEM for stage separation tests. In launching from the lunar surface, the LEM's ascent engine fires just after pyrotechnic severance of all connections between the two stages, a maneuver aptly called "fire in the hole."

Also, Grumman advised that, from the standpoint of landing stability, a five-legged LEM was unsatisfactory. Under investigation were a number of landing gear configurations, including retractable legs.

NASA amended the GE contract, authorizing the company's Apollo Support Department to proceed with the PACE program. PACE (prelaunch automatic checkout equipment) would be used for spacecraft checkout. It would be computer-directed and operated by remote control.

Grumman began initial discussions with Hamilton Standard on the development of the LEM environmental control system.

MSC "acquired" under a loan agreement an amphibious landing craft from the Army. Equipment to retrieve Apollo boilerplate spacecraft and other objects used in air drops and flotation tests was installed. The vessel, later named the Retriever, arrived at its Seabrook, Tex., docking facility late in June.

As a parallel to the existing Northrop Ventura contract, and upon authorization by NASA, North American awarded a contract for a solid parachute program to the Pioneer Parachute Company. (A solid parachute is one with solid (unbroken) gores; the sole opening in the canopy is a vent at the top. Ringsail parachutes (used on the Northrop Ventura recovery system) have slotted gores. In effect, each panel formed on the gores becomes a "sail.")

The Mission Analysis Branch (MAB) of MSC's Flight Operations Division cited the principal disadvantages of the land recovery mode for Apollo missions. Of primary concern was the possibility of landing in an unplanned area and the concomitant dangers involved. For water recovery, the main disadvantages were the establishment of suitable landing areas in the southern hemisphere and the apex-down flotation problem. MAB believed no insurmountable obstacles existed for either approach.

MSC awarded a $67,000 contract to The Perkin-Elmer Corporation to develop a carbon dioxide measurement system, a device to measure the partial carbon dioxide pressure within the spacecraft's cabin. Two prototype units were to be delivered to MSC for evaluation. About seven months later, a $249,000 definitive contract for fabrication and testing of the sensor was signed.

NASA announced an American agreement with Australia, signed on February 26, that permitted the space agency to build and operate several new tracking stations "down under." A key link in the Jet Propulsion Laboratory's network of Deep Space Instrumentation Facilities would be constructed in Tidbinbilla Valley, 18 kilometers (11 miles) southwest of Canberra. Equipment at this site included a 26-meter (85-foot) parabolic dish antenna and electronic equipment for transmitting, receiving, and processing radio signals from spacecraft. Tracking stations would be built also at Carnarvon and Darwin.

The first Block I Apollo pulsed integrating pendulum accelerometer, produced by the Sperry Gyroscope Company, was delivered to the MIT Instrumentation Laboratory. (Three accelerometers were part of the guidance and navigation system. Their function was to sense changes in spacecraft velocity.)

North American completed construction of Apollo boilerplate (BP) 9, consisting of launch escape tower and CSM. It was delivered to MSC on March 18, where dynamic testing on the vehicle began two days later. On April 8, BP-9 was sent to MSFC for compatibility tests with the Saturn I launch vehicle.

Grumman representatives presented their technical study report on power sources for the LEM. They recommended three fuel cells in the descent stage (one cell to meet emergency requirements), two sets of fluid tanks, and two batteries for peak power loads. For industrial competition to develop the power sources, Grumman suggested Pratt and Whitney Aircraft and GE for the fuel cells, and Eagle-Picher, Electrical Storage Battery, Yardney, Gulton, and Delco-Remy for the batteries.

North American moved CM boilerplate (BP) 6 from the manufacturing facilities to the Apollo Test Preparation Interim Area at Downey, Calif. During the next several weeks, BP-6 was fitted with a pad adapter, an inert launch escape system, and a nose cone, interstage structure, and motor skirt.

Grumman presented its first monthly progress report on the LEM. In accordance with NASA's list of high-priority items, principal engineering work was concentrated on spacecraft and subsystem configuration studies, mission plans and test program investigations, common usage equipment surveys, and preparation for implementing subcontractor efforts.

Grumman began early contract talks with the Marquardt Corporation for development of the LEM reaction control system.

Grumman completed its first "fire-in-the-hole" model test. Even though preliminary data agreed with predicted values, they nonetheless planned to have a support contractor, the Martin Company, verify the findings.

NASA announced signing of the contract with Grumman for development of the LEM. Company officials had signed the document on January 21 and, following legal reviews, NASA Headquarters had formally approved the agreement on March 7. Under the fixed-fee contract (NAS 9-1100) ($362.5 million for costs and $25.4 million in fees) Grumman was authorized to design, fabricate, and deliver nine ground test and 11 flight vehicles. The contractor would also provide mission support for Apollo flights. MSC outlined a developmental approach, incorporated into the contract as "Exhibit B, Technical Approach," that became the "framework within which the initial design and operational modes" of the LEM were developed.

The first stage of the Saturn SA-5 launch vehicle was static fired at MSFC for 144.44 seconds in the first long-duration test for a Block II S-1. The cluster of eight H-1 engines produced 680 thousand kilograms (1.5 million pounds) of thrust. An analysis disclosed anomalies in the propulsion system. In a final qualification test two weeks later, when the engines were fired for 143.47 seconds, the propulsion problems had been corrected.

Homer E. Newell, Director of NASA's Office of Space Sciences, summarized results of studies by Langley Research Center and Space Technology Laboratories on an unmanned lunar orbiter spacecraft. These studies had been prompted by questions of the reliability and photographic capabilities of such spacecraft. Both studies indicated that, on a five-shot program, the probability was 0.93 for one and 0.81 for two successful missions; they also confirmed that the spacecraft would be capable of photographing a landed Surveyor to assist in Apollo site verification.

A bidders' conference was held at Grumman for a LEM mechanically throttled descent engine to be developed concurrently with Rocketdyne's helium injection descent engine. Corporations represented were Space Technology Laboratories; United Technology Center, a division of United Aircraft Corporation; Reaction Motors Division, Thiokol Chemical Corporation; and Aerojet-General Corporation. Technical and cost proposals were due at Grumman on April 8.

John A. Hornbeck, president of Bellcomm, testified before the House Committee on Science and Astronautics' Subcommittee on Manned Space Flight concerning the nature and scope of Bellcomm's support for NASA's Apollo program. In answer to the question as to how Bellcomm would decide "which area would be the most feasible" for a lunar landing, Hornbeck replied, ". . . the safety of the landing - that will be the paramount thing." He said that his company was studying a number of likely areas, but would "not recommend a specific site at the moment." Further, "Preliminary studies . . . suggest that the characteristics of a 'good' site for early exploration might be (1) on a lunar sea, (2) 10 miles (16 kilometers) from a continent, and (3) 10 miles (16 kilometers) from a postmarial crater." This type of site, Hornbeck said, would permit the most scientific activity practicable, and would enable NASA's planners to design future missions for even greater scientific returns.

MSC awarded the Philco Corporation a definitive contract (worth almost $33.8 million) to provide flight information and flight control display equipment (with the exception of the realtime computer complex) for the Mission Control Center at MSC. NASA Headquarters approved the contract at the end of the month.

General Dynamics Convair completed structural assembly of the first launcher for the Little Joe II test program. During the next few weeks, electrical equipment installation, vehicle mating, and checkout were completed. The launcher was then disassembled and delivered to WSMR on April 25, 1963.

North American analyzed lighting conditions in the CM and found that glossy or light-colored garments and pressure suits produced unsatisfactory reflections on glass surfaces. A series of tests were planned to define the allowable limits of reflection on windows and display panel faces to preclude interference with crew performance.

A meeting was held at North American to define CM-space suit interface problem areas. Demonstrations of pressurized International Latex suits revealed poor crew mobility and task performance inside the CM, caused in part by the crew's unavoidably interfering with one another.

Other items received considerable attention: A six-foot umbilical hose would be adequate for the astronaut in the CM. The location of spacecraft water, oxygen, and electrical fittings was judged satisfactory, as were the new couch assist handholds. The astronaut's ability to operate the environmental control system (ECS) oxygen flow control valve while couched and pressurized was questionable. Therefore, it was decided that the ECS valve would remain open and that the astronaut would use the suit control valve to regulate the flow. It was also found that the hand controller must be moved about nine inches forward.

Hamilton Standard Division awarded a contract to ITT/Kellogg for the design and manufacture of a prototype extravehicular suit telemetry and communications system to be used with the portable life support system.

MSC announced the beginning of CM environmental control system tests at the AiResearch Manufacturing Company simulating prelaunch, ascent, orbital, and reentry pressure effects. Earlier in the month, analysis had indicated that the CM interior temperature could be maintained between 294 K (70 degrees F) and 300 K (80 degrees F) during all flight operations, although prelaunch temperatures might rise to a maximum of 302 K (84 degrees F).

The Apollo Mission Planning Panel set forth two firm requirements for the lunar landing mission. First, both LEM crewmen must be able to function on the lunar surface simultaneously. MSC contractors were directed to embody this requirement in the design and development of the Apollo spacecraft systems. Second, the panel established duration limits for lunar operations. These limits, based upon the 48-hour LEM operation requirement, were 24 hours on the lunar surface and 24 hours in flight on one extreme, and 45 surface hours and 3 flight hours on the other. Grumman was directed to design the LEM to perform throughout this range of mission profiles.

Fourth suborbital test of Saturn I. The S-I Saturn stage reached an altitude of 129 kilometers (80 statute miles) and a peak velocity of 5,906 kilometers (3,660 miles) per hour. This was the last of four successful tests for the first stage of the Saturn I vehicle. After 100 seconds of flight, No. 5 of the booster's eight engines was cut off by a preset timer. That engine's propellants were rerouted to the remaining seven, which continued to burn. This experiment confirmed the "engine-out" capability that MSFC engineers had designed into the Saturn I.

MSC reported that stowage of crew equipment, some of which would be used in both the CM and the LEM, had been worked out. Two portable life support systems and three pressure suits and thermal garments were to be stowed in the CM. Smaller equipment and consumables would be distributed between modules according to mission phase requirements.

Grumman met with representatives of North American, Collins Radio Company, and Motorola, Inc., to discuss common usage and preliminary design specifications for the LEM communications system. These discussions led to a simpler design for the S-band receiver and to modifications to the S-band transmitter (required because of North American's design approach).

MSC sent MIT and Grumman radar configuration requirements for the LEM. The descent equipment would be a three-beam doppler radar with a two-position antenna. Operating independently of the primary guidance and navigation system, it would determine altitude, rate of descent, and horizontal velocity from 7,000 meters (20,000 feet) above the lunar surface. The LEM rendezvous radar, a gimbaled antenna with a two-axis freedom of movement, and the rendezvous transponder mounted on the antenna would provide tracking data, thus aiding the LEM to intercept the orbiting CM. The SM would be equipped with an identical rendezvous radar and transponder.

RCA completed a study on ablative versus regenerative cooling for the thrust chamber of the LEM ascent engine. Because of low cooling margins available with regenerative cooling, Grumman selected the ablative method, which permitted the use of either ablation or radiation cooling for the nozzle extension.

MSC reported that preliminary plans for Apollo scientific instrumentation had been prepared with the cooperation of NASA Headquarters, Jet Propulsion Laboratory, and the Goddard Space Flight Center. The first experiments would not be selected until about December 1963, allowing scientists time to prepare proposals. Prime consideration would be given to experiments that promised the maximum return for the least weight and complexity, and to those that were man-oriented and compatible with spacecraft restraints. Among those already suggested were seismic devices (active and passive), and instruments to measure the surface bearing strength, magnetic field, radiation spectrum, soil density, and gravitational field. MSC planned to procure most of this equipment through the scientific community and through other NASA and government organizations.

To provide a more physiologically acceptable load factor orientation during reentry and abort, MSC was considering revised angles for the crew couch in the CM. To reduce the couch's complexity, North American had proposed adjustments which included removable calf pads and a movable head pad.

North American selected two subcontractors to build tankage for the SM: Allison Division of General Motors Corporation to fabricate the fuel and oxidizer tanks; and Airite Products, Inc., those for helium storage.

Grumman began "Lunar Hover and Landing Simulation IIIA," a series of tests simulating a LEM landing. Crew station configuration and instrument panel layout were representative of the actual vehicle.

Through this simulation, Grumman sought primarily to evaluate the astronauts' ability to perform the landing maneuver manually, using semiautomatic as well as degraded attitude control modes. Other items evaluated included the flight control system parameters, the attitude and thrust controller configurations, the pressure suit's constraint during landing maneuvers, the handling qualities and operation of LEM test article 9 as a freeflight vehicle, and manual abort initiation during the terminal landing maneuver.

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Apollo - Artist's concept of a Saturn launch Credit: NASA. 22,359 bytes. 341 x 459 pixels.

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Use of the fixed couch required relocation of the main and side display panels and repositioning of the translational and rotational hand controllers. During rendezvous and docking operations, the crew would still have to adjust their normal body position for proper viewing.

Charles W. Frick resigned as ASPO Manager and Robert O. Piland was named Acting ASPO Manager.

North American awarded a $9.5 million letter contract to the Link Division of General Precision, Inc., for the development and installation of two spacecraft simulators, one at MSC and the other at the Launch Operations Center. Except for weightlessness, the trainers would simulate the entire lunar mission, including sound and lighting effects.

Wesley E. Messing, MSC WSMR Operations Manager, notified NASA, North American, and General Dynamics/Convair (GD/C) that Phase I of the range's launch complex was completed. GD/C and North American could now install equipment for the launch of boilerplate 6 and the Little Joe II vehicle.

North American simplified the CM water management system by separating it from the freon system. A 4.5- kilogram (10-pound) freon tank was installed in the left-hand equipment bay. Waste water formed during prelaunch and boost, previously ejected overboard, could now be used as an emergency coolant. The storage capacity of the potable water tank was reduced from 29 to 16 kilograms (64 to 36 pounds) and the tank was moved to the lower equipment bay to protect it from potential damage during landing. These and other minor changes caused a reduction in CM weight and an increase in the reliability of the CM's water management system.

North American chose Simmonds Precision Products, Inc., to design and build an electronic measurement and display system to gauge the service propulsion system propellants. Both a primary and a backup system were required by the contract, which was expected to cost about 2 million.

On the basis of wind tunnel tests and analytical studies, North American recommended a change in the planned test of the launch escape system (LES) using boilerplate 22. In an LES abort, the contractor reported, 18,300 meters (60,000 feet) was the maximum altitude at which high dynamic pressure had to be considered. Therefore North American proposed an abort simulation at that altitude, where maximum dynamic pressures were reached, at a speed of Mach 2. 5.

The abort test would demonstrate two possibly critical areas:

1. Any destablizing effect of large LES motor plumes on the CM
2. The ability of the CM's reaction control system to arrest CM rotation following tower jettison.

At a mechanical systems meeting at MSC, customer and contractor achieved a preliminary configuration freeze for the LEM. Several features of the design of the two stages were agreed upon:

Descent

four cylindrical propellant tanks