107SP82837 TOTAL SATURN S-II PROGRAM EXPENDITURE REQUIREMENTS INCLUDING FEE (S-11-1 THROUGH S-11-15) 10-27-67 MILLIONS OF DOLLARS 300 LEGEND 250 200 150 * ACTUAL EXPEND AUTHORIZED ANTIC CHGS FORECAST THRU CUM THRU 1970: $1,374M TOTAL SATURN S-II PROGRAM EXPENDITURE REQUIREMENTS INCLUDING FEE The blocked-in bars reflect actual expenditures through October 1967. The open bars are the planned expenditures required for the current program (MPS 67B-03). The shaded-in area on the bars shows current estimates for anticipated contract changes that may be authorized in the future. NAR has been verbally advised by the MSFC Program Office that GFY 1968 funding may support only $200.5 million in expenditures, as compared to $235 million current requirements. Preliminary studies of possible impact indicate that NAR equivalent personnel currently being applied would have to be reduced immediately by.approximately 25 percent to stay within this limitation. STAGE DELIVERY SCHEDULE COMPARISON ON DOCK KSC (PRELIMINARY NASA SCHEDULE) A proposed NASA schedule was received October 13, 1967, for NAR analysis and funding impact studies. This schedule gradually delays the delivery to KSC for S-II-5 through S-II-10. The schedule for S-II-11 through S-II-15 is set over from 4 to 13 months later than present requirements. NAR is discussing alternate work plans to support this schedule with MSFC. Funding requirements for GFY 1968 are critical to these studies. Early implementation is desired to effect maximum cost savings in GFY 1968. Current contractual requirements have not been modified; all NAR working schedules support MPS 67B-03. IV. SUMMARY We have demonstrated the capability to plan and execute our work on schedule. The program stretchout schedule will be used to reduce overtime and some shift work. We have had six successful static firings on three successive stages at MTF. We consider our part a major responsibility in the success of the Saturn V and are attempting to meet this responsibility and challenge. ROCKETDYNE PRESENTATION TO THE SUBCOMMITTEE ON NASA OVERSIGHT, COMMITTEE ON SCIENCE AND ASTRONAUTICS, HOUSE OF REPRESENTATIVES NOVEMBER 1, 1967 (By Normal C. Reuel, Assistant General Manager, Liquid Rocket Division) In the overall Saturn V vehicle (slide 174), there are seven different engine systems, comprising some 34 thrust chambers, that Rocketdyne has responsibility for. We will discuss each of these programs to show the development and production status. I will also discuss briefly our support to the Saturn IB program (slide 176). The propulsion systems for which Rocketdyne is responsible are shown on the Saturn V vehicle. Of the 91 total propulsion systems, 34 are Rocketdyne's responsibility. The Rocketdyne project organizations that support the Apollo program are shown as they relate to their respective product lines. Seven projects are represented. Each project manager reports directly to the vice president or general manager of the product division concerned. The H-1 program (slide 178) started out at 165,000-pounds thrust (165 K.). It went through the evolution of 165 to 188 to 200 and finally to 205 K. pounds of thrust. The performance, specific impulse, of this engine is 261 seconds. This has been uprated in conjunction with our engine thrust from 248 to 261. It is the uprating of this engine that has made the later mission profiles that are anticipated for the Saturn IB possible. In the overall milestones of our H-1 engine, a milestone to note is the complete qualification of a 205,000-pound-thrust engine that took place in mid-1966. The present production contract that we are working with is a 60-engine contract for the 205 K. version. We have delivered the engines through Vehicle 215. Follow-on support to the H-1 program is in two flight support categories. Flight support is real-time support to the flight-problems that come up in the field, support to the checkout and launch procedures, or launch and flight problem resolutions. If you have a problem in the field you must simulate the problem at home, duplicate it, and analyze what has happened. For sustaining engineering, our main effort is our flight worthiness and reliability verification testing to keep abreast of the engine. This sustaining engineering is the retention of your specialist support back home; the use of this support in the best possible fashion to advance your position in the program; their availability for use to the fullest extent in the support of a flight-type program. This has been the history of the production of practically every engine to date. The F-1 engine (slide 182) is a 1,522,000-pound thrust, or 1,522 K., engine. The 1,522 K. has been uprated from 1,500 K. thrust. The specific impulse has been uprated from a minimum guaranteed impulse of 260 seconds to 263.7. |