The Cape, Chapter 3, Section 7
The Cape, Chapter 3, Section 7
With a full manifest of military ATLAS II launches in prospect, General
Dynamics set to work preparing the old ATLAS/CENTAUR complex for the new
ATLAS II and ATLAS IIA vehicles. Pad 36A needed a new Umbilical Tower (UT),
and a major sandblasting and recoating effort was required to halt corrosion
on 36B's UT and the Mobile Service Towers (MSTs) on both launch
pads. The top of Pad 36A's MST would be cut off just above Level 16,
and a 40-foot-tall "splice" consisting of four working levels
would be inserted between Level 16 and the MST's old roof. A new elevator
would be added to the west side of the MST, and all utilities and operational
services would be extended to the new levels. Bridge cranes, traction drive
systems and pneumatic work platforms needed repairs. Electrical wiring
conduits and water deluge systems needed to be repaired or replaced. Cracks
in the blockhouse's roof and walls had to be patched. High pressure storage
tanks, safety equipment, propellant pumps and compressors had to be checked
and repaired as required. Finally, all propellant systems and storage tanks
would have to be recertified to meet new, stricter Air Force safety requirements.45
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Figure 118: Aerial View of Complex 36 |
On 1 December 1988, Bechtel won the General Dynamics contract to build
the Umbilical Tower for Pad 36A. Bechtel began removing old concrete in
February 1989, and the tower's foundation support pilings were driven and
load-tested by June 1989. Concrete was poured for the base of the UT in
June, and the basic structure was completed in October 1989. The new UT
was completed around the middle of February 1990, and it was turned over
to General Dynamics. In the meantime, primary sandblasting on Pad 36A's
MST was completed by mid-January 1990, and work on that tower's 40-foot
extension began on 29 January 1990. The basic structure was up by late
August, and the extension was virtually complete by mid-September 1990.
Gas storage vessel calculations and systems walkdown inspections were completed
in December 1990 and February 1991, but General Dynamics admitted that
many other systems would not be completed on time. By the end of September
1991, there were still unresolved problems with Pad 36A's bridge crane,
MST drive system, MST erection hoist, the east elevator and the launcher.
Though a Wet Dress Rehearsal for the site was completed successfully toward
the end of October 1991, Quality Assurance officials (ESMC/PQC) still questioned
the company's compliance with the corrosion control aspects of its contract
with the Air Force. Fortunately, many of the remaining loose ends were
resolved over the next five months. On 17 March 1992, Mr. Don Tidwell (Air
Force Quality Assurance) signed the certificate
of acceptance for Pad 36A, but some exceptions were noted. Among the
discrepancies listed, Range Safety took a special interest in Pad 36A's
launcher. It had some welding problems. General Dynamics agreed to have
additional non-destructive testing done to confirm the integrity of the
welds. By early May 1992, Range Safety (45 SPW/SEM) was convinced that
there were enough safety factors built into the launcher to make it safe
for at least two or three more ATLAS II launches. The company would have
the welds inspected thoroughly after each launch, and, if the welds were
rejected, the contractor would have to accept the Air Force's ruling and
delay the next mission.46
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February 1990 |
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September 1990 |