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oe 101 

BIF - 107-24045-68 

Copy No. 1 of 2 

Pages: 5 

TO: H. Ferger DATE: 24 October 1968 

SUBJECT: A Proposal For a Vehicle FROM: W. G. Smith 

Based Alignment System 

1.0 Background 

The Systems Design Department has reviewed the GE alignment 

document (PDR) and submitted comments per memo BIF-107-24004-68. The 

present ground alignment technique is questioned from an accuracy standpoint since the quoted GE seismic specification of 5 to 100 Hz (not obtained 

from site seismic survey data) includes the natural frequencies of the towers 

(11.6 cps calculated) and without sufficient tower damping will introduce 

large errors in the alignment equipment. A site seismic survey is necessary 

to establish the real environment (which may indicate that little or no coupling 

between the input frequency and the tower natural frequency is present). However, until a seismic specification is established from actual site data, the 

present specification is the only guideline available for evaluation of tower 

and instrument stability. An area which was not covered by the PDR was the 

effects of motions of the towers, scaffolding and MM structure with respect 

to the ability of an operator to resolve the motion interactions and read an 

instrument to sufficient accuracy. 

The Aerospace Program Office recommended examination of a 

vehicle based approach, by GE, to simplify the alignment equipment and 

improve accuracy due to reduction of the effects of seismic disturbances since 

the alignment equipment is attached to and moving with the MM structure. 

GE performed a tradeoff study of a vehicle based alignment concept and concluded that the vehicle based system is: 

a. More expensive due to requirement for realignment of the 

fixture before each use. 

b. Less accurate due to deflections of alignment fixture with 

respect to the theodolites. 

c. Less adaptable to vehicle changes. 

d. Heavy. 

A review of the GE position was made by the Systems Design Department and 

it was concluded that the vehicle based system proposed (for comparison with 

D HANDLE VIA BYEMAN 

CONTROL SYSTEM ONLY 

OCT 28 196g 
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GE ground based system) by GE had many deficiences but was still, in concept, 

preferable to a ground based system. (See memo BIF-107-24013-68. ) Therefore, further work on a vehicle based system was recommended. 

2.0 Scope 

This memo discusses the necessary modifications required to 

the GE vehicle based system to negate all the objections presented by GE. 

3.0 Discussion 

The GE vehicle based system has a basic inadequacy associated 

with its design in that it assumes the same theodolite positioning and procedures 

as the ground based system (towers). This arrangement necessitates use of 

rails with sliding theodolites and makes tooling alignment difficult (may require 

ground alignment verification before use). In addition, the tooling itself is 

used to maintain reference positions (by plunging of theodolites from one to the 

other) requiring unnecessary accuracy between theodolite positions. This 

requirement dictates use of a very stiff fixture for mounting of the theodolites 

and has resulted in a very heavy alignment tool. Reevaluation of the design 

has been accomplished with the following objectives: 

a. Elimination of sliding theodolites - only fixed emplacements 

considered. 

b. No transfer requirement for maintaining reference positions. 

c. No high stiffness requirement - use gravity as basic 

reference between positions. 

d. Relative light weight and easy transportability. 

e. Eliminate checkout requirement for tool before each use 

keeps cost down. 

f. Permit vehicle changes without major impact on tooling -

simple interface. 

4.0 Proposed Design (Ref.: Figures (Pages 16 and 17) of Atch 1) 

A vehicle based approach is proposed which can be used for 

adjusting the equipment locations initially with respect to gravity or the equipment may be installed on a prior sub-assembly to a tolerance consistent with 

the field of view of the gravity referenced autocollimators (20/30M in with 

accuracy of 1 sec over full field of view per K&E capability with additional 

reticle). 

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The vehicle based alignment tool is a welded aluminum box 

beam structure which is mounted on the Station 517 interface and is indexed 

radially to the z axis by the close tolerance tooling holes located on the 

interface ring. The autocollimators are all mounted rigidly. The vertically 

oriented autocollimators are referenced to an oil pool before use (gravity 

reference). 

A gauging pin is inserted in the tool to measure linear position 

of the tripod from Station 517 ("go-no go" type). A Talyvel level is mounted to 

the main cross beam and is used for initial positioning of the MM structure 

(2° off vertical). This instrument is mounted on the fixture for convenience 

but could be mounted directly to the MM interface or the angular positioning 

fixture located at the base of the MM structure. Lifting lugs are provided for 

handling of the tool since its weight will be such (175-200 lbs) that manual 

lifting will be difficult. Scaffolding is required to elevate the alignment tool 

operators to the Station 517 interface. This scaffolding can be of the simple 

building construction type (tubing and braces). Access to the upper portion of 

the Station 517 interface is necessary to sight through the autocollimators. If 

any adjustments are required on the Star Tracker, TM tripod or T-Bar, 

separate scaffolds will be required to permit access to these areas. The 

vehicle based alignment eliminates the need for a vehicle spacer at GE (only) 

and the height required for the scaffolds is less than the present design. 

The alignment procedure is as outlined on pages 19, 20 and 21 

of Attachment 1. 

The alignment equipment necessary to perform the above operations is as follows: 

four autocollimators (minimum) 

one Talyvel electronic level plus readout gauge 

one indexing pin 

one alignment fixture (welded aluminum strongback) 

two periscope assemblies 

The vehicle modifications necessary to perform the alignment 

is as outlined on page 22 of Attachment 1. 

It should be noted that the FAMS/COA sensor (mounted on the 

tripod leg adjacent to the jettisonable door) and the FAMS/Star Tracker sensor 

(mounted on the tripod leg adjacent to the star trackers) are presently installed 

on the tripod as a sub-assembly and referenced to the tripod hub reference 

target. Since the COA is not in place, at GE, when the alignments are performed, it is desirable to verify the position of the FAMS/COA sensor with 

respect to the hub reference target. This operation is performed by the proposed alignment fixture (except the target is moved to the roll axis shaft end) 

since the FAMS/COA sensor position cannot be checked by the flight alignment 

system since it is incomplete at this time. This alignment check insures 

alignment of the sensor with respect to the shaft reference target before 

shipping to PPAC. However, the FAMS/Star Tracker sensor is not checked 

by the alignment fixture since the star trackers are already installed and to 
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check the positioning of the sensor it is only necessary to turn on the light 

source in the star tracker (after alignment of the star tracker to the hub) and 

measure the output of the sensor for null position. Since the sensor is 

aligned to the shaft reference target (as a sub-assembly) and the star tracker 

is aligned to the shaft reference target by the alignment fixture, misalignment 

of the sensor (occurring between sub-assembly and final assembly) is easily 

measured by the FAMS/Star Tracker output signal. 

A desirable approach, which has not been examined by the 

Systems Design Department to date, is to design the flight alignment system 

so it may be used for all ground alignments as well. It should be noted that 

this system requires additional complexity than is currently designed into the 

flight alignment system. Since it is difficult to ascertain whether the component or the sensor itself has shifted, it will be necessary to reference one 

system to another or a base reference system. As an example, if the star 

tracker is positioned with respect to the FAMS/Star Tracker sensor, it is 

difficult to determine if the sensor has shifted (let's say, after vibration, 

transportation, or hot-dogging) or the star tracker has shifted, unless both 

are referenced to some common point such as the shaft reference target. 

(This capability is provided by the proposed vehicle alignment fixture. ) 

5.0 Conclusions and Recommendations 

The proposed alignment fixture satisfies all the original design 

conditions (see paragraph 3. 0) and reduces the facilities problem at the 

associate contractors since there are no stringent environmental provisions 

required. The most significant advantage of the design is the reduction of 

seismic disturbances between the MM vehicle and the alignment equipment. 

The relatively simple tool which has been proposed will perform all the necessary 

alignment functions within an accuracy of five arc seconds. A reservation of 

the use of the fixture is that the Station 517 interface must be available for 

mounting. This requirement does not permit equipment alignment (by means 

of this alignment fixture) after the LM is attached. However, this contingency 

has been considered and bolt-on supplemental fixtures have been designed into 

the system (Ref.: Page 18 of Attachment 1) to permit alignment checks at DAC 

(after LM mating) and at VAFB when the vehicle is mated and vertical. {This 

requirement necessitates the addition of Talyvel levels on the critical components.) These same fixtures can be designed to check the alignments across 

the LM/MM interface (ATS and ARSI (attitude reference) to roll axis shaft 

reference target). 

The material in Attachment 1 was orally presented to GE on 

3 October 1968 (one copy was left with A Steinmayer of GE) and no objections 

were given by GE which would prevent incorporation of the concept into the 

program. It is therefore recommended that GE be directed to evaluate the 

proposed design as a possible alternate if the present or future problems with 

the ground alignment system cannot be resolved. It should be noted that GE is 

proceeding with hardware development of the ground based system and will have 

their facility completed by the first quarter of 1969. This will provide a basis 

SECRET D 
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BIF-107-24045-68 

Page 5 

for evaluation of the ground based system and should any unresolvable 

problems be encountered at this time, it would be desirable to have an 

alternate system which could be implemented on a tight schedule. It is 

therefore imperative that the vehicle based system be studied at the earliest 

possible time so that vehicle modifications can be evaluated and long lead 

items procured. 

W. G. Smith 

Approved: 

W GS: dm 

Attachment: 1. Briefing Charts BIF-107-24042-68, Copy 4, dated 

30 September 1968, "Proposed Vehicle Based 

Alignment System" 30 pages 

cc: J. Henry 

J. Steinman 

D. Willens 
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'BIF-107-24042-68 

COPY NO. 4 OF 4 

30 SEPTEMBER 1968 

PAGES: 30 

PROPOSED VEHICLE BASED 

ALIGNMENT SYSTEM 

W. G. SMITH 

W. H. WHITE 

HANDLE VIA BYEMAN 

CONTROL SYSTEM 

ONLY 

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PAGE 2 

CONTENTS 

o OBJECTIVES 

o G. E. GROUND BASED ALIGNMENT SYSTEM 

o G. E. VEHICLE BASED ALIGNMENT SYSTEM 

o AEROSPACE PROPOSED VEHICLE BASED 

ALIGNMENT SYSTEM 

o SYSTEM ASPECTS 

o SUMMARY 

RECOMMENDATION 

DEFINITIONS 

PPAC E. K. 

FAMS FLIGHT ALIGNMENT MONITOR SYSTEM 

TM TRACKING MIRROR 

COA CAMERA OPTICAL AXIS 

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OBJECTIVES 

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OBJECTIVES 

o TO REPLACE THE GROUND BASED TOWERS 

WITH A VEHICLE BASED FIXTURE 

PRESENT A WORKABLE CONCEPT 

NO ATTEMPT TO OPTIMIZE THE DESIGN 

o TO CONSIDER THE SYSTEM ASPECTS, I. E., 

ALIGNMENT REQUIREMENTS AND FACILITIES 

AT EACH CONTRACTOR AND AT VAFB. • 

evem4.04.4.10••■•■ 

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ALIGNMENT REQUIREMENTS (MEASUREMENT ONLY) 

1. ALIGN TRIPOD TO STATION 517 INTERFACE (TWO AXES) 

2. POSITION TRIPOD FROM STATION 517 (LINEAR MEASUREMENT 

- OPTIONAL) 

3. ALIGN STAR TRACKERS TO ROLL AXIS SHAFT REFERENCE 

(THREE AXES) AND STATION 517 TOOLING HOLES (ANGLE) 

4. CHECK ALIGNMENT OF FAMS WITH RESPECT TO ROLL 

AXIS SHAFT REFERENCE (TWO AXES) 

5. ALIGN NULL POSITION OF T-BAR PITCH SHAFT SIMULATOR 

TO ROLL AXIS SHAFT REFERENCE (ESTABLISH ENCODER NULL 

POSITIONS). 

6. INDEX T-BAR SIMULATOR IN PITCH AND ROLL AND READOUT 

VALUES USING ENCODER OUTPUTS (CALIBRATION AND 

MINIMUM TRAVEL CHECK). 

7. CHECK NON-ORTHOGONALITY BETWEEN PITCH AND ROLL 

AXES. 

" 

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G. E. GROUND BASED 

ALIGNMENT SYSTEM 

-CDORET DORIAN 
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PAGE - 

GE GROUND BASED ALIGNMENT APPROACH ' 

o EQUIPMENT REQUIRED 

/ FIVE ALIGNMENT TOWERS (APPROXIMATELY 40 FT LONG) 

WITH TWO OF THE TOWERS CONNECTED BY RAILS 

FACILITY HAVING: 

TEMPERATURE CONTROLLED ENVIRONMENT (+ 2°) 

LOW AIR FLOW REQUIREMENT (1. 5 FT/SEC) — 

LOW SEISMIC DISTURBANCES 

o BASIC PROCEDURES 

USING TOWER BASED THEODOLITES SIGHT TARGETS ON HUB 

REFERENCE AND STAR TRACKER AND ALIGN BY AUTOCOLLIMATION 

SET DISTANCE OF HUB REFERENCE TARGET TO STATION 517 

BY JACKSCREW ON THEODOLITE #1 

USING VEHICLE BASED THEODOLITE (IN POOR OPENING) CHECK 

ALIGNMENT BETWEEN FAMS AND HUB REFERENCE TARGET 

(TALYVEL OFFSET 2° AT DAC) 

ALIGN PITCH/ROLL.SIMULATOR TO HUB REFERENCE BY 

AUTOCOLLIMATION 

CHECK ALIGNMENT OF PITCH/ROLL SIMULATOR AT SECOND POSITION 

AS CHECK AGAINST WEIGHTED SIMULATOR (LINEARITY CHECK) 

INDEX PITCH/ROLL SIMULATOR FOR CLOCKING CALIBRATION 

CHECK NON-ORTHOGONALITY EFFECTS USING TALYVEL ON T-BAR 

r

t,11,110.:71411111•11..••■•••• 

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FIGURE 1 

GROUND BASED-VIEWING PORTS 

D 

:er r 

6.411i 
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PAGE - - 9 

PROBLEMS WITH PRESENT GE GROUND BASED ALIGNMENT SCHEME 

o SEISMIC PROBLEMS 

DIFFICULTY IN PERFORMING SURVEY 

DAMPING DIFFICULT TO ESTIMATE 

SEISMIC ISOLATION MAY BE REQUIRED 

o ACCURACY 

CANNOT ASSESS INACCURACIES INTRODUCED BY TOWER, 

SCAFFOLDING, MM SEPARATION 

TRANSFER TECHNIQUE INTRODUCES ADDITIONAL INACCURACIES 

o FACILITIES 

FLOOR SPACE 

/ TEMPERATURE AND AIR FLOW 

SCAFFOLDING 

o EXPENSIVE 

o SCHEDULE 

CANNOT BE USED TO CHECK EQUIPMENT ALIGNMENTS AFTER: 

EXPOSURE TO TRANSPORTATION ENVIRONMENT 

REPLACEMENT OF COMPONENTS (NOT CONSIDERED FOR PAD 

REPLACEMENT) 

UNLESS VEHICLE IS RETURNED TO ALIGNMENT FACILITY 

o SIGHTING HOLES REQUIRED IN STRUCTURE 

o DOOR MUST BE REMOVED AND SUBSTITUTE DOOR INSTALLED 

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G.E. VEHICLE BASED 

ALIGNMENT SYSTEM 

• 

-CEICRET" / DORIAN 

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PAGE -4 11 

GE APPROACH TO VEHICLE BASED ALIGNMENT 

o ASSUMED SAME ALIGNMENT SEQUENCE AND TOOLING 

POSITIONS (THEODOLITES) AS GROUND BASED 

ALIGNMENT 

IMPACT (PER GE EVALUATION) 

UNNECESSARY_STIFFNESS REQUIREMENT _ 

CHECKOUT OF TOOLING PROBABLY REQUIRED BEFORE 

EACH USE (ROTATING ARM VERSION ONLY) 

EXPENSIVE 

NOT FLEXIBLE TO VEHICLE CHANGES 

HEAVY (STIFFNESS REQUIREMENT) 

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FIGURE 2 

VEHICLE BASED-FIXED ARM 

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FIGURE 3 

VEHICLE BASED-FIXTURE CALIBRATION EQUIPMENT 

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A 

AEROSPACE PROPOSED VEHICLE BASED 

ALIGNMENT SYSTEM 

• 

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PAGE - 15 

AEROSPACE PROPOSED 

VEHICLE BASED APPROACH 

o BASIC DESIGN ASSUMPTIONS 

WOULD LIKE FIXED POSITION THEODOLITES (NO RAILS) 

ALL INSTRUMENTS INDEXED FROM GRAVITY 

(NO TOOLING REALIGNMENT REQUIRED) 

MUST BE LIGHT WEIGHT FOR HANDLING 

(TOOL DEFLECTIONS MUST NOT BE DESIGNING CRITERIA) 

MINIMUM IMPACT WITH VEHICLE CHANGES 

(MOUNT ON SINGLE BASE PLATE ON STATION 517) 

I . MUST NOT REQUIRE EXPENSIVE FACILITY 

NO STRINGENT THERMAL REQUIREMENT 

NO STRINGENT AIR FLOW REQUIREMENT 

NO SUPPORT EQUIPMENT REQUIRED-, 

(SIMPLE BUILDING CONTRACTOR TYPE SCAFFOLD) 

MINIMUMIOY SEISMIC PROBLEMS . 

NO DOOR REMOVAL REQUIRED 

SHOULD BE CAPABLE OF CHECKING ALIGNMENT OF - 

COMPONENTS INSTALLED ON SUB-ASSEMBLIES OR 

ALIGNING DURING FINAL ASSEMBLY 

-4 , 

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NOTE 

STIFFNESS OF MM STRUCTURE IS ENHANCED 

BY HANDLING RING AT STATION 517 AND 

ALIGNMENT FIXTURE MAY T ATTACHED 

TO HANDLING RING. 

• CECRETI / DORIAN 
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PAGE 17 

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PAGE 19 

AEROSPACE PROPOSED VEHICLE BASED 

ALIGNMENT STEPS 

1. BOLT ALIGNMENT FIXTURE TO STATION 517 INTERFACE USING EXISTING 

TOOLING HOLES LOCATED ALONG Z AXIS (CLOSE TOLERANCE HOLES). 

2. ACTIVATE TALYVEL LEVEL TO FIND VERTICAL (GRAVITY) REFERENCE 

USING ADJUSTABLE PLATFORM AT BASE OF MM VEHICLE (ORIENT MM 

TWO DEGREES FROM LEVEL). 

3. AUTOCOLLIMATE THEODOLITE #1 TO OIL POOL (PLACED BENEATH 

THEODOLITE BASE) TO ESTABLISH VERTICAL (GRAVITY) REFERENCE. 

4. AUTOCOLLIMATE THEODOLITE #1 TO MIRROR TARGET ON FORWARD FACE 

OF TM SHAFT (AFTER REMOVING OIL POOL REFERENCE). 

5. PLACE GAUGING PIN IN HOLE TO ESTABLISH DISTANCE FROM STATION 517 

TO TRIPOD (OPTIONAL). 

6. AUTOCOLLIMATE THEODOLITE #2 TO OIL POOL TO ESTABLISH VERTICAL 

(GRAVITY) REFERENCE. 

7. AUTOCOLLIMATE THEODOLITE #2 TO SUPPER STAR TRACKER REFERENCE 

CUBE.... THEN LOWER STAR TRACKER REFERENCE CUBE (STAGGERED). • 

8. AUTOCOLLIMATE THEODOLITE #3 TO OIL POOL TO ESTABLISH VERTICAL 

(GRAVITY) REFERENCE. 

.9. AUTOCOLLIMATE THEODOLITE #3 TO SUPPER STAR TRACKER CUBE FOR 

ROTATION WITH RESPECT TO THE TM SHAFT REFERENCE (USING HALF 

SILVERED MIRROR ON SHAFT LOCATED AT NULL POSITION). 

10. AUTOCOLLIMATE THEODOLITE #4 TO OIL POOL TO ESTABLISH VERTICAL 

(GRAVITY) REFERENCE. 

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PAGE 20 

AEROSPACE PROPOSED VEHICLE BASED 

ALIGNMENT STEPS 

(CONTINUED) 

11. AUTOCOLLIMATE THEODOLITE #4 TO UPPER STAR TRACKER TARGET THROUGH 

PERISCOPE USING HALF SILVERED, INCLINED MIRROR (OBSCURE LOWER PORT 

WHILE AUTOCOLLIMATING OFF UPPER STAR TRACKER). 

12. AUTOCOLLIMATE THEODOLITE #4 TO LOWER STAR TRACKER TARGET THROUGH 

PERISCOPE BY SIGHTING PAST HALF SILVERED MIRROR TO LOWER FULLY 

SILVERED MIRROR (OBSCURE UPPER PORT WHILE AUTOCOLLIMATING OFF 

LOWER STAR TRACKER). 

13. AUTOCOLLIMATE THEODOLITE #5 TO OIL POOL TO ESTABLISH VERTICAL 

(GRAVITY) REFERENCE. 

14. AUTOCOLLIMATE THEODOLITE #5 TO FAMS SENSOR FOR CHECK OF ALIGNMENT 

TO TM SHAFT TARGET. 

15. AUTOCOLLIMATE THEODOLITE #6 TO OIL POOL TO ESTABLISH VERTICAL 

(GRAVITY) REFERENCE. 

16. AUTOCOLLIMATE THEODOLITE #6 TO PITCH TARGETS ON COUNTERBALANCED 

T-BAR PITCH SIMULATOR AND INDEX1NCREMENTALLY TO EACH PITCH POSITION 

WHILE READING VALUE ON ALIGNMENT MONITORING SET. (FOR PITCH ENCODER 

CALIBRATION). 

1?. AUTOCOLLIMATE ON TM SHAFT REFERENCE TARGETS AND INDEX INCREMENTALLY 

TO EACH ROLL POSITION WHILE READING VALUES ON ALIGNMENT MONITORING 

SET (FOR ROLL ENCODER CALIBRATION). 

18. NON-ORTHOGONALITY OF ROLL TO PITCH AXES IS THEN CHECKED BY THE 

FOLLOWING PROCEDURE: 

A. USING AUTOCOLLIMATOR #1, RECORD THE CHANGE IN COLLIMATION 

ANGLE VERSUS ROLL ROTATION OF THE T-BAR SHAFT (SIGHT AUTOCOLLIMATOR 

ON MIRROR LOCATED ON FORWARD FACE OF SHAFT. THIS PROCEDURE-WILL 

INDICATE THE AMOUNT OF CONING PRODUCED BY THE SHAFT IN THE ROLL 

AXIS. PLOT THESE DATA. DORIAN 
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PAGE 21 

AEROSPACE PROPOSED VEHICLE BASED 

ALIGNMENT STEPS-

(CONTINUED) 

B. USING AUTOCOLLIMATOR #6, MEASURE THE BIAS OFFSET (ONE AXIS 

ONLY) OF THE T-BAR PITCH AXIS SHAFT BY SIGHTING ON THE NULL 

POSITION MIRROR TARGET LOCATED ON THE SHAFT SIMULATOR. 

C. USING AUTOCOLLIMATOR #3, SIGHT ON ROLL NULL TARGET AND T-BAR 

PITCH SHAFT TARGET AND MEASURE RELATIVE DIFFERENCE IN 

COLLIMATION. THIS ANGLE DIFFERENCE IS THE BIAS OFFSET (ONE 

AXIS ONLY) OF THE T-BAR PITCH SHAFT WITH RESPECT TO THE ROLL 

AXIS NULL POSITION. 

D. USING AUTOCOLLIMATOR #6, RECORD THE CHANGE IN COLLIMATION 

ANGLE VERSUS ROTATION OF THE PITCH AXIS BY SIGHTING ON THE 

T-BAR PITCH SHAFT SIMULATOR TARGETS WHILE INCREMENTALLY 

ROTATING THE T-BAR SHAFT SIMULATOR. THIS PROCEDURE WILL 

INDICATE THE AMOUNT OF CONING PRODUCED BY THE T-BAR SHAFT 

IN THE PITCH AXIS. PLOT THESE DATA. 

E. USING ABOVE MEASURED DATA, COMPUTE NON-ORTHOGONALITY AND 

CONING OF PITCH AND ROLL AXES. 

19, INSTALL COUNTERBALANCED WEIGHTED T-BAR SIMULATOR AND RECHECK 

VALUES OBTAINED IN PROCEDURES 16. AND 17. • 

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PAGE ' 22 

AEROSPACE PROPOSED VEHICLE BASED ALIGNMENT SYSTEM 

MODIFICATIONS REQUIRED 

1. MOVE STAR TRACKER TARGETS TO INSIDE OF MM STRUCTURE 

TO PERMIT VIEWING (STAGGER TARGETS', FWD & AFT STAR TRACKERS) 

2. REMOVE. PRESENT HUB REFERENCE CUBE AND INSTALL SHAFT 

REFERENCE WHICH HAS HALF SILVERED MIRROR AT NULL AND 

INCREMENTAL MIRRORS. 

3. PROVIDE INCREMENTAL PITCH AXIS MIRRORS ON T-BAR PITCH 

SHAFT SIMULATOR. 

4. PROVIDE PAD ON TRIPOD FOR INDEXING WITH RESPECT TO 

STATION 517 USING INDEXING PIN. 

5. REMOVE HOLES (TWO 1. 75" X 2. 50") IN STRUCTURE WHICH ARE 

REQUIRED FOR GROUND BASED ALIGNMENT SYSTEM. 

6. ELIMINATE SUBSTITUTE DOOR. 

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PAGE 24 

AEROSPACE PROPOSED VEHICLE BASED ALIGNMENT SYSTEM 

EQUIPMENT LIST 

4 AUTOCOLLIMATORS (MINIMUM) 

1 TALYVEL ELECTRONIC LEVEL 

PLUS READOUT GAUGE 

1 INDEXING PIN 

1 ALIGNMENT FIXTURE (WELDED 

ALUMINUM STRONGBACK) 

PERISCOPE ASSEMBLIES 

1 THEODOLITE 

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RELEASE-1 JULY 2015 

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PAGE 25 

• 

SYSTEM ASPECTS 

S 

CDCRET / DORIAN 
DOR IAN 

BIF-107-24042-68 

PAGE 26 

SYSTEM ASPECTS 

GE GROUND BASED SYSTEM 

o ALIGNMENTS CAN BE CHECKED AT GE, 

PPAC AND DAC WITH MM VERTICAL AND 

MATED TO LM. 

/ DOOR SUBSTITUTE REQUIRED AT DAC 

(CONTAMINATION) 

/ SYSTEMS CHECKOUT GANTRY AT DAC 

DICTATES USE OF SEPARATE ALIGNMENT 

FACILITY (2° BIAS) 

NOT ALL ALIGNMENTS CAN BE MADE 

WHEN MATED TO LM 

O TOWERS CANNOT BE INSTALLED AT VAFB 

SINCE LM/MM IS NOT VERTICAL UNTIL ON 

THE PAD 

/ REPLACEMENT OF COMPONENTS ON 

THE PAD CANNOT BE IMPLEMENTED 

WITH GROUND ALIGNMENT SYSTEM 

o CAN USE FAMS BUT WITH LITTLE CONFIDENCE SINCE WE ARE UNABLE TO 

ESTABLISH IF SENSOR-OR COMPONENT 

MOVED 

GROUND_BASED SYSTEM CANNOT CHECK 

FAMS POSITIONING WITH RESPECT TO 

HUB REFERENCE 

AEROSPACE PROPOSED 

VEHICLE BASED SYSTEM 

o ALIGNMENTS CAN BE CHECKED AT GE, 

PPAC AND DAC WITH MM VERTICAL AND 

UNMATED TO LM. 

/ MAJOR ALIGNMENTS CAN BE CHECKED 

WITH LM MATED BY USE OF SUPPLEMENTAL PORTABLE TOOLING (ATTACHED 

TO MM EXTERIOR) 

/ ALIGNMENTS MADE WITH DOOR IN PLACE 

o ALIGNMENTS CAN BE CHECKED AT VAFB 

WHEN ON PAD BY USING SUPPLEMENTAL 

PORTABLE TOOLING (ATTACHED TO MM 

EXTERIOR) 

/ REPLACEMENT OF COMPONENTS ON 

THE PAD CAN BE IMPLEMENTED BY 

USE OF SUPPLEMENTAL PORTABLE 

TOOLING (ATTACHED TO MM EXTERIOR) 

o CAN USE FAMS FOR SHIFT IN COMPONENT 

POSITIONING IF SUPPLEMENTAL PORTABLE 

TOOLING (ATTACHED TO MM EXTERIOR) 

IS USED IN CONJUNCTION WITH FAMS. 

SECRET / DORIAN 

NRO APPROVED FOR 

RELEASE 1 JULY 2015- 

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RELEASE-1 JULY 2015 

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PAGE 27 

SU MMARY_* 

/ DORIAN 

.... ..... 

• -- __ • 
NRO APPROVED FOR 

RELEASE 1 JULY 2015 

SECRET /---DORIAN 

BIF-107-24042-68 

PAGE 28 

SUMMARY 

GROUND BASED SYSTEM 

o UNPREDICTABLE INACCURACIES DUE TO: 

/ UNKNOWN SEISMIC ENVIRONMENT AT 

PPAC 

CANNOT ASSESS ABILITY OF OPERATOR 

TO PERFORM ALIGNMENTS WITH MM, 

TOWERS AND SCAFFOLDING MOVING. 

UNKNOWN DAMPING CHARACTERISTICS 

OF TOWERS 

AEROSPACE PROPOSED 

VEHICLE BASED ALIGNMENT SYSTEM 

o ALIGNMENT FIXTURE CAPABLE OF 

FIVE SEC ACCURACY 

/ MINIMUM EFFECT OF SEISMIC 

DISTURBANCES 

o ALIGNMENT FIXTURE USES GRAVITY 

AS A REFERENCE 

o FIXED EMPLACEMENT TOOLING REQUIRING 

SEPARATE ENVIRONMENTAL CONTROLLED 

FACILITY 

/ SCHEDULE IMPACT AT DAC 

o CANNOT BE USED AT VAFB 

/ WILL REQUIRE ADDITIONAL PORTABLE 

TOOLING (NOT COMPATABLE WITH -- 

EXISTING TARGET LOCATIONS - FAMS 

CHECKOUT REQUIRES DOOR REMOVAL) 

41, 

o INEXPENSIVE 

/ NO STRINGENT ENVIRONMENTAL 

REQUIREMENTS FOR AIR FLOW AND 

TEMPERATURE CONTROL 

/ NO FLOOR SPACE REQUIREMENTS 

o CANNOT BE USED AT VAFB 

/ REQUIRES PORTABLE TOOLING WHICH 

HAS BEEN DESIGNED :INTO SYSTEM 

ODCILET DORIAN 
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CLICATA DO R IA _ 

BIF-107-24042-68 

PAGE: 29 

C 

t 

RECOMMENDATION 

• 

SEeRET—I DORIAN 
NRO APPROVED FOR 

RELEASE 1 JULY 2015 

SECRET_ t D.ORIAN 

BIF - 107-24042-68 

PAGE • 30 

RECOMMENDATION 

o IT IS RECOMMENDED THAT GENERAL ELECTRIC 

CONDUCT A COMPARATIVE EVALUATION OF 

THE PROPOSED VEHICLE BASED CONCEPT 

WITH THEIR CURRENT GROUND BASED SYSTEM. 

• 

• 

■••-- • 

CECRET / DORIAN 

.„ .