Professional Documents
Culture Documents
DAC-58066
;iliii '::_::;!i
_;::":_
;i_:_VOLUMEIII;_ITECHNICAL
1211_ A" !ii :I _ )i;: NOVEMBER 1967
REPORT
_i_::;
.:";i
: .:.i:.i _:ii I
Bj_G.D.
BUDRIS
...... il
Distribution interest
of this
report
is
provided
in the
of information contents
for the
or organization
prepared
:f
Prepared ';;!:Missile
No. NAS 1-7109 Company ............ Division :.:"* C-alifomia i:.:_ "......
AND SPACE
ADMINISTRATION
PREFACE
is the
on
NASA
results
documents:
Volume
I--Summary,
IIl- -App
The and
work J.M.
was
performed Langley
under
of J.W. (LRC).
Wilkey
Riebe,
Research
At
Douglas,
R.J.
and
Budris in
the investigation O.F. G.H. D.E. and D. Lippoldt, Goldthorpe, Goldberg, Pickering.
include
Kelley,
J.R. A.T.
Schenbeck, Grosby,
iii
CONTENTS
OF OF
FIGURES TABLES
vii xi i-i
INTRODUCTION DESIGN Z Z Z Z 4 Z 5 Z 6 2.7 2.8 AND CRITERIA Mission and Payload DATA
Baseline
Basic Launch Vehicle Thrust Histories Trajectory Data Wind Profile Motor Details Basic Nozzle TVC System Design Concepts SYSTEM
Section
3-i 3-1 3-8 3-10 3-16 3-16 3-Z3 4-1 4-1 4-Z 4- 13 4-Z0 4- Z5 4-Z7 4-30 4-3 1 4- 34 TVC Systems 4- 49 4- 55 4- 55
Structural Design Criteria Structural Design Integration of TVC Designs Stage Weight Breakdowns Vehicle Performance Stability SYSTEMS and Control Analysis
Section
TVC 4.1 4. Z 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.1
COMPARISON
Lockseal Design Requirements Gas Injection TVC Design Data Lockseal Actuator Design Lockseal Hydraulic Power Systems Thiokol Hot Gas TVC Actuator Design Thiokol Vickers Hot Gas Valve Power Warm Gas Pneumatic Systems Valve
4.1 4.1
TVC System Weight Electronic Design Firstand Second-Stage Reliability Analysis Reliability Comparison Degree of Development
Section
_"
CONTROL
SYSTEM
5-i 5-1 5-6 5-9 6-1 6-1 6-3 6-4 7-1 7-I 7-5 7-5 7-8 7-8 7-8 8-1
Independent Roll Control System Dependent Roll Control System Roll Control Reliability Analysis OPERATIONS Gimbal Nozzle System Warm Gas System Hot Gas Systems C OMPARISONS Vehicle Configurations TVC Comparison Chart Payload Capability Launch Vehicle Weight Matrix Vehicle Reliability Versus Configuration Launch Operations-Total Vehicle System
Section
<
Section
7.6
Section
BIBLIOGRAPHY
v|
FIG UR E S
ii /
Mission Basic from E-3 Z-4 2-5 2-6 2-7 2-8 Z-9 Z-10 2-11 Thrust FirstFirstSecondSecond95_/0 Wind
Z-2
Study)
Z-3 Z-4
Profiles Stage Stage Stage Stage Trajectory Trajectory Trajectory Trajectory Parameters Parameters Parameters Parameters
First-Stage SecondStage
2-9 Z-10
Nozzle Assembly: Diam SRM Gimbal Warm Hot Hot SIKM Gas Gas TVC Nozzle Gas TVC TVC TVC TVC
First-Stage
Z-15 (Lockheed) 2-17 2-18 Modulated On-Off Design Z-19 2-20 3-2 IA 3-4 3-5 IA IA Max q_ 3-6 Burnout 3-5 3-6
Z-Ig Z-13 Z-14 2-15 3-1 3-Z 3-3 3-4 3-5 3-6
(Vickers) (Thiokol)(ABL)
- Basic
System
Configurations Configuration
Loads-Loads
"Normal-Force Coefficient Condition- Configuration Normal-Force Condition-Shear Coefficient Configuration Max and q_
3-7
Diagram,
Axial-
Loads--Burnout Structural
Condition Details
Aft-Skirt
vii
ForwardEI
Structural
Details
3-11 3-IZ
Layout--Solid Payload
3-13 3-20
Sensitivity
to First-
to First-Stage
3-17
3-18 3-19
9
Sensitivity
to Second-Stage to Second-Stage
Weight Specific
3-22 to Second-Stage Propellant 3-22 Moments and their 3-24 Payload Payload Payload Payload Vehicle Nozzle 3-32 3-26 3-27 3-28 3-29 3-32
3-Z0
3-ZI
Second-Stage Yaw
Cycle--Winged Nozzle
Attitude--Gimbal
Deflection--Gimbal
3-28
3-34
3-29
3-30
3-31
i0 3-37
3-32
3-33
Modes Moment
IA of Control
3-42
3-37
7
Angle-of-Attack
Frequency
viii
_ u ii
T ,__i, q
_: /
3-38
,% ._ !
Peak Control
Thrust-Vector Frequency
Deflection
as
a Function
of 3-45
4-I
Effect Number
and
Mach 4-3
4-2
4-3
4-3
Effect of Injector Location Performance Parameter Z60-in.-diameter Performance 260-in. 156-in. Diameter Diameter Hot Hot Gas
4-4
Location
4- 7 Warm Gas TVC Gain 4- 8 Warm Gas TVC Gain 4- 8 Warm Gas TVC Performance 4-9 Warm Gas Performance 4- 9 Servo-Actuator Assembly 4- 15
4-9
4-10
4-11
4-1Z
4-13
t
of Hydraulic
4-14
Hydraulic Flow Requirements Gimbal Design--Z60-in.-diam Hydraulic Flow Gimbal Design-First-Stage Second-Stage Hydraulic Assembly Requirements 156-in. -diam Power Power
Stage
4-21
4-15
Hot-Gas
Pintle 4- Z7
4-19
for Thiokol Hot SIRM First Stage for Thiokol Hot Second Stage SRM
4-29
4-20
) ,
Hydraulic Flow Requirements Gas Design 156-in.-diam SRM Warm Gas Ducting
4-Z9
4-ZI
Fir st Stage 4-22 Warm Secong Lockseal Zockseal Gas Ducting Stage Control Control for the 156-in.-diam SRM
4- 3 1
4-23 4-Z4
ix
Control
Auxiliary IB/SIVB
Propulsion Auxiliary
System 5-5
(Mockup) Control ss Control Launch II HES System System Vehicle Study Using Hot Gas TVC Bypass System Using Warm Gas TVC
5-4
Roll Bypa
Comparisons
.%
.....
7"
TABLES
Z-8 Z-If 2- IZ
Z60-in.-diam Summary
Frame Vehicle
Dimensions Weight
3-4
Propellant
Comparison Minimum Design 3-7 3-8 4-1 4-1A 4-2 4-3 4-4 4-5
of Control-System Second-Stage
Duty
3-30
3- 35 3-40 (cps) Design Requirements 3-42 4-I 4-l 1 Gas and Valve Design Data Design Data 4- iZ 4- 19 4-2Z Design 4- 28
Duty-Cycle BodyGimbal TVC Warm Lockseal Maximum Thiokol Data Maximum Hot Warm Zockseal Critical System Gas Bending
Breakdown
and
Hot
Rates TVC
Required Weight Weight Weight for Summary Summary Summary Lockseal TVC (ib) (ib) (ib)
Measurements
4-11
Critical System
xi
4-12 4-13 4-14 4-15 4-16 4-17 5-I 5-2 5-3 5-4 5-5 7-1 7-2 7-3 7-4
Critical
Electronic Comparison TVC System Reliability Comparisons Flex- Bearing Firing History Thiokol Hot-Gas Valve Test Summary Vickers Warm-Gas Static Test Summary Design Features of Roll Control Systems First-Stage Roll Control System Weight Breakdown Second-Stage Roll Control System Weight Breakdown Dependent Roll Control System Data Reliability Comparison of Roll Control Systems Variation in Cargo Weight--Z60-nmi Orbit Compared to Configuration V (LITVC) Launch Vehicle Weight Matrix--Hot Gas First Stage (ib) Launch Vehicle Weight Matrix--Warm Gas First Stage (Ib) Launch Vehicle Weight Matrix--Gimbal Nozzle First Stage (ib) Weight Above the Second Stage (lb) Reliability Comparison of Potential Launch Vehicle Configurations
4-47 4-48 4-55 4-56 4-57 4-58 5-4 5-6 5-7 5-9 5-10 7-7 7-9 7-10 7-11 7-1Z 7-13
< <k i
Section INTROD UC
1 TION
The
National
Aeronautics Company
and
Space
Administration contract
(NASA)
the
]Douglas
Aircraft
a 6-month
(NAS1-7]09)
analyses
of 4 advanced
as applied started
to a large,
solid-fueled and
1967
objective data
of this
format for
the NASA
the merits
of each efforts.
future
application
in research
and
development
The
four
TVC
systems
include
as their valve,
Thiokol Ballistics
hot-gas
pintle
(ABL)
hot
systems principles
hot-gas vector or
thrust
mode,
full on or studied nnents which design nozzle, design valves concept design
is fully modulated.
The
require-
a balance be used
to reduce as
general with
valve
valve,
usually
a submerged
an external because
valve
ducting. Appendix
The
is best
of weight
(see
TVC hot
ABE
of this conditions
characteristics, description of
rather
a detailed
I-i
The
Thiokol
hot-gas performance
TVC
was
selected
to represent are
because scale
valve data
rate) test
Therefore, hot-gas
to the concept.
Thiokol
valve
applies
modulated
The
Lockheed static
Lockseal seal
allows
omniaxial gases.
nozzle Two
deflection gas
while
an
effective represented
/
systems Vickers
hot-gas Thiokol
injection
gas lated
injection valve
The rocket
hot-gas (SRM)
valve
and
the ABE
motor
chamber
pintle
valves of hot
extended
to
length
requirements. valve,
Vickers
supplies TVC
gas were
technique. control
of these
three
launch
vehicle.
initiated The
after
of these
companies was
cooperation
response
request
information
excellent.
To
obtain
compatible study
basic
information
was
taken
from II
of vehicles (HES)
Phase
Steering natural
the mission,
launch
aerodynamic were
uncertainfrom used in
analysis
obtained were
by the
TVC
design and
analytical systems
comparative comparisons to
results
be noted studies,
vehicle
in solid
technology
been
incorporated
resulting Phase
in nozzle launch
location vehicles
three
study
stage
as a result orbit.
of normalizing Fins
were
not added
comparison
of the candidate
techniques.
1-2
Two payload shapes were included to allow the effect of vehicle stability on control system response to be evaluated. The primary payload is the ballistic Ballos spacecraft with maneuvering engines and cargo module. The secondary payload, used only in stability and control analyses, is a modified HL- i0. The study was structured into three tasks: Task I, Initial Design and Analysis; Task II, System and Mission Refinements; and Task III, Comparative Analysis. Task I terminated with a review of the first 9 weeks of technical effort, presenting basic data relative to the candidate TVC and vehicle systems. During Task I design criteria was established, TVC system data were obtained from reports and consultation, data and analytical techniques were substantiated, initial concepts for TVC and launch vehicle system integration were made and the approach to completing the remainder of the stu_]v and obtaining meaningful comparisons was developed. This approach, inap]ei_nented in Task If, refined the vehicle structural and configuration design relative to the installation of each TVC concept. To obtain TVC requirements and design systems to meet them, vehicle geometry, stiffness, and weight data are calculated and input into the stability and control analyses. in addition to the resulting TVC requirements, this vehicle design effort provides comparative data relative to dimensions, stage weights, reliability, and payload weight. Task II includes the following vehicle-oriented studies: i. Z. 3. 4o 5. Development of a family of launch vehicle configurations the effects of each of the three TVC systems. Integration of the TVC and roll-control launch vehicle. that show
Preparation of weight statements for the vehicle, stages, TVC systems, and ancillary subsystems. Development of vehicle-payload trade factors. Determination of stability and control comparison data and requirements used to design TVC and roll-control systems. sizing, and performance
TVC and roll control system design integration, data were developed by the following: I. Z.
Investigation of the gas injection TVC systems to determine significant parameters in selecting injector location. Placement of injector nozzle location and determining the number and size of valves.
1-3
3. 4. 5. 6.
Sizing the gas generator and ducting used in the warm gas TVC system. Determination of roll control propellant requirements and system placement. Design of actuators, power systems, and electronic subsystems required to operate the complete TVC system. Determination of SRM Isp losses resulting from TVC.
l_eliability analyses were performed for all TVC and launch vehicle systems. Figures of merit were calculated for the TVC systems, roll-control systems, stages, and vehicles. A final matrix of all possible combinations of these is presented in this report. During Task III, the technical data were put into comparative format. Comparisons are shown for the following: i. 2. 3. 4. 5. 6. Vehicle size, stability, and payload capability. TVC/vehicle system design integration. TVC requirements and control system response as a function of payload shape, fins, and control system. Actuator and electronic system designs. Reliability and weights for stage, vehicle, TVC, and roll-control systems. Launch operation consideration.
1-4
Section Z DESIGN AND CRITERIA DATA This section contains general information describing the mission, natural and induced environment, basic launch vehicle, and the four TVC system concepts.
were reports Douglas's by
design
for this
study
and from
obtained
Study
reports ABL,
data, to
Vickers, information
and
during
course
of the study.
Z. 1 For with
MISSION of this study, Orbital the launch vehicle's mission was to rendezvous circular orbit with a AV
Research
Laboratory from
(LORL) a 105-nmi
at Z60-nmi parking
orbit, (Figure
employing Z-l).
Ballos orbit, of
105-nmi a AV
the Hohmann
and
for circularization
in the Z60-nmi
Z. i
BASIC
AND II HES
PAYLOAD Study SRM was launch stage uses used as the basic The launch first stage SRM. maneuvHE-10
vehicle. a 156-in.
second
-diam and
is the Ballos
spacecraft
with
cargo
module
alternate
or secondary TVC
winged systems
payload was
is a modified
spacecraft. stages
of the candidate
incorporated
in both
of this vehicle.
<
2-i
Ix,)
FOR CIRCULAR-
0
r _
i
LORL
FLIGHT
%%,_
E EAST LAUNCH
Figure 2-1
Mission Profile
WINGEDPAYLOAD
i
MISSION LORL - BALLOS
S1ATION 4."2620
STATIONi 2377
I
I ;'! I
ABORT TOWER
PAYLOADS MAXIMUM CARGO = 15,455 LB MAXIMUM NO. MEN = 12 MAXIMUM DIAMETER = 190IN.
A
!
'
2192
BALLOS PAYLOAD
SECONDSTAGE SRM Isp = 301.0 SEC c=40:1 WEIGHTS: PROPELLANT = 225,450 LB INERTS= 27,270 LB NOZZLE = 7,890 LB IGNITER: TOTAL= 410 LB PROPELLANT= 240 LB THRUSTvAcUUM = 546,086 LB
SECONDSTAGE 156olN.-DIAMSRM
,..=1
1471 SECONDSTAGE TVC SYSTEM LIQUID INJECTION TVC SYSTEM LIQUID INJECTANT 2,130 LB FIRST STAGETVC SYSTEM LIQUID INJECTION TVC SYSTEM LIQUID INJECTANT 10,250LB 3,410 LB
18,850 LB
FIRST STAGE SRM Isp = 276.9 SEC c = 10:1 WEIGHTS: PROPELLANT= 2,857,300 LB INERTS= 226,460 LB NOZZLE = 50,290LB IGNITER - ON PAD THRUSTMAX = 5,027,960 LB
FI RSTSTAGE 260-1N.-DIAMSRM
Figure 2-2. Basic Launch Vehicle and Payloads (Extracted from Phase Ii HES Study)
2-3
'
,]
HISTORIES second-stage These used are thrust typical is presented values launch because vehicle in Figure SRM's have 2-3 as a function the of
characterin
in the basic
studied
detail.
DATA trajectory Z-4, Z-5, parameters Z-6, and Z-7. used in the control analysis was are
This II HES
obtained the
analysis data
of the
Phase
represents
final and
refined
applicable
to Configuration
2. 5 The
WIND 95%
PROFILE synthetic 2-8. wind envelope of the Eastern profile, Test which wind Range (ETR) is shown a wind at
in Figure buildup
Also
shown
is the wind
represents speed
for a typical
a maximum
occurring
2-4
_i _ _
'
i_ 120
_iI_ i
ioo
<
80
v
i,
60
_o
_i ii _ii
20
2o
h0 FLIGHT TIME,
60 t (SECONDS)
80
100
120
i_o
16o
240
i_i i !;;
2O0
tl <i:!
|: !! :_L: :?:::.!
ill
160
o ,-.t
80 --_N-_.i;
'
):i _ :
0 _ 0 20 '40 FLIGHT 60 TIME, t 80 (SECONDS) i00 120
16o
2-5
31.0
300
280
260
240
22O
200
g
180
170
!!i'!T
..,
;:
.... ......
:+'{_ii
+'!"'
:H .... _::
160
180
220 t (SECONDS)
240
260
280
300
2-6
l"-
&
0 cO O4
0 co
130 e--
0 0 0 C 0 0 0 0 0 0 0
i
0 0
(s,OI X J)
q _._(If]&I.T.qV
LL-
ft or
70
sec
Superimposed in NASA
profile wind
is a profile used
gust
reduced
TMX-533Z8. The
is used
control
analyses.
is also
in the control
Z. 6 Table
MOTOR Z-I
DETAILS shows and as the Z-10 nozzle significant show parameters and in the breakdown from where reduced nozzle associated with each SRM. dimen-
first-
motor closers
location weight
is a detailed based
propellant
are
on data
made TVC,
weights
a large
removed
to accommodate
the deep
BASIC
NOZZLE SRM
DESIGN nozzle and an is conical a throat optimum of 37Z area with a half angle of 13 , an sq in. The an expansion secondexpansion of The
of i0 ,
of 40:1, in.
a throat
area
length nozzle.
structure
of similar steel,
sheets
honeycomb nozzle,
of 3. 1 Ib/cu system
hardware,
shown
Z- 1
PARAMETERS
260
in.
156
in.
Weight
Wall
Thickness Impulse
(in.) (sec)
Specific
2-8
L
40 IN. 41.5 IN.I
36 IN.
p
l
THROAT 484 1/2 IN.
"HROAT
1
+l
1/2-1N. DIAM 77
I
I
I
I" 248 1/2-1N.DIAM--------, FOR WARMGASAND GIMBAL SYSTEMS
Figure 2-9
98.5 IN.
,-
i _k 2I 3/4'1N. DIAM
..
156-in. Hot
-diam Gas
260-in. Hot
-diana Gas
and
Aft
Dome
Modification
Case
Weight
27,270 225,450
ZZ6,460 2,857,300
222,
512
,832,080 25,220
Allocated
for
TVC
Nozzle Type 156-in. -diam Gimbal Z60-in.-diam Gimbal 156- in. - diam 260-in.-diam Warm Gas and Warm Gas and Hot Gas Hot Gas
Weight (Ib)
79 185 81 198
The increase in weight for the hot gas nozzle reflects the added structure needed to resist the external pressure acting on the submerged portion of the nozzle. The pressure distribution is assumed to be linear from zero at the throat to 731. 6 psi at the nozzle-aft dome attach point which is 165. 5 in. downstream of the throat for the 260-in.-diam SIKM. The pressure distribution 794 psi for the 156-in.-diam SRM nozzle is zero at the throat pressures and linear to in core at 63 in. downstream changes tc, for both of the throat. nozzles. to 5 in. in. These For the These resulted the
nozzle,
is increased
at nozzle dimensions
face to the
if, of 0.465
design
tf = 0. 038
second63 with
nozzle taper
structure to the
to tf = 0. 150
station
straight
design
at the throat.
Nozzle bosses
weight
gas
TVC
are
the
result
of
This
is 607 SIKM
260-in.-diam These are These which than nozzle and weights charged nozzle matches the nozzle used
associated and
the
system
shown
design
reflect and
which
of safety II HES
in the designed
Phase for
in the factor
Phase
injection
this high
of safety.
of this heavy
nozzle
would
effectively
2-12
nullify
any
change
and
because nozzle
of the design
of the above--
system nozzle
included--the can be
of structural
reinforcement
,i
resulting
submergence
shown.
The have
%1
warm
gas
and
as
shown
in Figures
2-9
and SRM
the firstclosure
throat
second-stage
throat
above
dome
pole.
Nozzle HES
used nearly
II
submergence
for
for for
system
feasible
overall interstage
weight
overall
system.
nozzles second
study
resulted
primarily for
the gas
particularly
important
designs.
The tion an
hot
gas
depth
is primarily
by
injecneed for
location,
eliminate be
excessively
same
depth. is necessary
Lockseal
submergence deep
to provide when
seal this
submergence
is possible
2-13
of the
Eockseal shown
system
increases 2-4,
with provide
deep
Data
supplied
by
Lockheed, submerged
in Table concepts
a weight
nozzle
for the
Z60-in.-diam
Shallow point
is used of the
to avoid throat,
the based
concept. on Lockheed
The
pivot data.
The
warm
gas
system and
also
benefits
from
nozzle
a weight
shorter
is developed;
system Deep
is not gas
feasible
because
of space deeper
generator. not
nozzle to
submerged
but it was
incorporated
minimize
the number
of vehicle
configurations.
2.8 Four
TVC
SYSTEM TVC
CONCEPTS system use concepts SRM's. vector. are studied Each The to obtain comparative control allows data the the
advanced
pertaining vehicle by
to their deflecting
in large thrust
of these Lockheed
systems Lockseal
the
SUMMARY
Deep
Submergence Movable Fixed Adapter 32, 043 5, 459 38, 85O 76,35Z_
Shallow Aft
-/
Submergence Flange Insulation Total and Sleeve (+) (-) (net) 2, 770 4Z, 36, 985 137
Adapter,
i _
:,
':-'These values
:[
are
for
comparison
only;
they
are
not
used
in the
study.
2-14
PIVOTPOINT THROAT
ji-!t
: I I L-,
.----
'
1 I
75.75-1N. I DIAM i I
/ 1B6.0-1N. DIAM
41.5,N. :
I42.5 IN, 22.5IN.
"_"I-J"_"7_
359.5IN DEEPSUBMERGENCE
'
<
239.5-1N. DIAM
116,17 IN. 41.5 IN. 125.(1IN, (TO DOME TANGENT PLANE 359.5IN. SHALLOW SUBMERGENCE
2.11:
nozzle warm
and
provides gases,
a static
seal
of chamber by and a separate ABE design includes data of the from basic hot can
The
Vickers
injects
provided Thiokol
nozzle.
Thiokol's design
operate that
position full-off.
a valve
obtain with
the two
vehicle by
2-Z
to provide
corrections
during
flight and
perturbation
presents systems.
a description Integration
of operation discussed
four
in Section
Lockheed
Lockseal element
TVC
System of many elastomer and alternate vulcanized the nozzle. by shearing laminates to form Thrust of the and of concentric an vector elastomer integral unit.
consists and
segments to the
attach angular
motorcase
deflection lami-
or nozzle nates.
movement laminates
is allowed act as
The
metal
provide
structural
stability,
high
buckling
strength,
and
deflection.
The
basic
seal
assembly by or boot
is protected a fixed
from
direct made
exposure
thermal flexible
environment insulator
insulator from
of bonded
constructed
chamber increase
in actuation Z-12.
torque.
and
insulators
shown
in Figure
The
primary
Lockseal on the
load the
ejection
load
by
the
motor in
chamber compression
/
pressure by
nozzle
section. When
Lockseal
rotated in shear.
to effect Under
requiretwo
ments, combined
the
Lockseal
deflect
loadings,
advantage
or compression modulus.
shear
with low
axial
deflections
deflections
applied
actuator
forces.
2-16
PIVOT POINT
ii 'iiI /i
i _i
ACTUATOR /
LOCKSEAL
schematic
in Figure
system igniter
a gas open
system;
control gas
valve;
nozzles;
frame flow
system. nozzle
the
motor
of warm gas
gas
system. maintain
i
is installed pressure
in the
generator and
flows
valve
which by
a constant
metering thus
equally deflection
providing through
i_ i:
net
thrust-vector
orifices. thereby
position
is
leading
to one opposite.
orifice, The
increasing
through
orifice
diametrically
2-17
GAS SPOOL\
\ METERING,. OR _-
_':i::./
ORIFICE --METERED SITVC
FIXED
k_::i_ IL____ ...... / / L'_UZ_Z_Lr-, / VARIABLE '* SERVO-ORIFICE __ TORQUE-MOTOR YOKE \ -_ SERVO ORIFICE "PRESSURE FEEDBACK
is approximately
This
flow
dumped control
vented
to a low-pressure operated
downstream.
Actuation
from
a torque-motor
pilot yoke.
pipes
and
injection
nozzles
are
made nozzles by
steel within
of the
injection
to prevent
erosion
exhaust
g. 8. 3 These
Thiokol hot-gas
and or
ABL
Hot
Gas
TVC
Systems injection TVC systems chamber of the gases use and highinjected The the
chamber-bleed gases
temperature through
combustion orifices
metered
into the
flow,
throat. across
highly the
erosive injection
combustion orifices.
flow
2-18
T ,i
The
c_ ,
Thiokol
(Figure
tungsten
encasing
the metering
surfaces.
pintle is pressure
balanced
is hydraulically
valve
as an integral part of the pintle mounted outside of the motorcase). The higher from The the Thiokol bleed seal
servo
demands.
the required
deflection
increasing
pintle design
i _, _ ,_
has been
at 6, 000F.
The
ABL
concept
shown
in Figure from
chamber
in pulses control
zero
are produced
It employs nose
a graphite
on the mating
pintle.
/I
ASBESTOS
NI
SILICA_
JBBER
STEEL WASPALLOY_
PT GRAPHITE
2-19
/.
"i
:iiiiii!::: il :::i!iiii
BUNA "S" :':" :
PORT/
loads
are
the
use
pintle
or
plug.
Combusachieving
effect. plug
with
the by a
valve thick
centerline, The
shutoff; as a
char The
of the pintle
of duty be
does
of operaand a
constructed
using
core, developed
surface
coating.
and
complete
evaluation as
of this
and
feasibility and
a control with
system ABE
launch
in consultation valve
recommendation capability
to modify (see
this basic
on-off
design
Appendix
A. 5) when
using A
launch
vehicles.
recommended A schematic
to eliminate is shown
when
the
is modified.
in Appendix
2-20
3 COMPARISONS
vehicle
were
to obtain stability
to perform
structural/configurational candidate in Figure I and only hot IA TVC systems 3-I, use are only
of the
of each shown
configurations, vehicle.
gimbal TVC
nozzle systems.
only
gas stage
second
is not The is an
similarity payload,
Ba!los
alternate. 2-2.
vehicle and
and
payload and
shapes nozzle
second-stage
installations
in Figures
Z- 10.
Since only
the
SRM's
used
in both
stages exist
are are
fixed
by
the
basic
launch
the
structural
that this
change in Figure
shown
Weight objectives
of each analysis
scope
warrant vehicle
vehicle analysis,
therefore, changes
a reprefor other
was
selected obtained
configurations
were
a ratio
of surface
3. 1 The
establish i.
and
separation
planes:
extends
to the
nozzle
exit plane
to facilitate
launch
pad
support
and
handling.
3-1
[X.)
, m2590
I
/BALLOS _/PAYLOAD '_2162 _-2317 -- 2170 _' J _.....-HLi-0TYPE 2001 --SEP _ 1842 __1857 SEP 1780
('[YP)-'
i
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i
1980 SEP 1850 --SEP 1780
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('IYP)_ DIA
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1623.5 I I
r_
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-- 269.5
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sKIRT [_
-- STA0-WARM GAS SYSTEM IA
J!#, GIMBALNOZZLESYSTEM
--STA 0
lil
mSTA 0--
_,
HOTGASSYSTEM
IliA
i!i
!
2317
A
! L< H
CONDITION MAX q oz ALTITUDE(FT) t (SEC) q (PSF) M oz(gEG) Fs(LB) T (LB) WEIGHT (LB) I (IN.-LB SEC 2) CG(IN,) 'ffz (G) "_x (G) (RAD/SEC 2 45,000 8O 975 2.0 8 151,000 4,950,000 2,181,946 10.568x108 992.9 0.150 -2.122 BURNOUT 154,000 152.2 155 9.2 1 44' 4,320 5,030,000 704,616 6.343x108 1188.4 0.0127 -7.086 0.003 "-260-1N. DIAM --" --1345.5
NOTE: FORGROUND WIND CONDITION, STATION O IS408 _N.ABOVE THE GROUND ONTHE LAUNCH PAD.
444.5
/
-STA0
3-4
/i
B. C.
nozzle nozzle
configurations use
use
cylindrical
configurations nozzle
truncated in the
conical gimballed
'i!_ ; : d
clearance
position.
D. Z.
No
skirt Stage
Second A.
The interstage/skirt with end diameters diam SI_M' s. forward into the dome nozzle
B.
The 8 in.
of the
Z60-in.-diam
SRM
protrudes
C.
The
forward-dome
permitted to protrude into the nozzle nozzle when in the neutral position. D. The separation plane is established approximate S-IVB criteria: (i) (2) 15 clearance angle from the
using
the
following
Angle apex at the outermost position for the gimballed Maximum gimbal gimbal pattern. angle
nozzle nozzle).
(3)
of 6 in the
corner
of a
square
3. i. 1
Loads and skirt IA. loads structural This weights are was developed selected shown the high from because designs it should 3-i. inertia for produce
configuration
of all the
is such and
its winged
Therefore, should be
weights
obtained
of surface
To and and
critical were
design made
of vehicle ground
morner/is q_,
wind,
first-stage significant
burnout. parameters
Figure used
vehicle
geometry in this
a summation
of the
and
developed
analysis.
3. i. i. 1 Ground fully
Wind are
Condition shown on Figure 3-3. P.TR The surface vehicle wind. is free These standing, loads are
wind loaded,
subjected
to a 99. 9%
18.0
"+'_i
16.0 i _ ,. i_.0
......
',:i!::!i iiii?i_ _
"
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2.0 i;
0 iiil
,,,+ ...........
_ii:
)2;:_ii! I
800 V_ICLE
ji:iiji'i:i
1600 (IN.) 2000 2_00
b+O0
1200 STATION
Mass DistributionConfiguration IA
the
effect
of vortex
shielding
Effect).
3. i. I. Z Loads for
Conditions conditions of two "dry by are the mass (maximum distribution The is lines. in Figures on mass shown Axial 3-5, Figure for an q_ and and first vehicle stage burnout) were
aerodynamics are shown and on propellant and Two and normal values power for off. for the
these Vehicle
line,
shown in the
used
analyses to occur
conditions, to thrust
conditions
Figures
3- 10.
.1
_S
! ! t--
_i!+;H
,+ .+,, _ l!-t t. ::I:;: l;:;:i. +. ++.l+.
c6 _
i (D
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=
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r<
i o o o o o o
In-
tD
Figure 3-9.
3.0 2.0
"
_.o
0
_
o_
Figure 3-10.
3-;
3. 2
STRUCTURAL design
DESIGN and detailed sizing were accomplished to obtain accurate interfor use
Structural weights
forward
In addition,
analysis.
Semimonocoque
construction
and 7075-T6
aluminum
are used
in all designs.
3. Z. 1 L I
U_
Aft
SlIM section in Figure and having 3-ii. a diameter The frames. wind and of Z60-in. and a
The
length
construccompresaverage
>i <
,<L
tion sion
includes loading
internal
at the the
ground stringers
condition. frames.
N c : 6, 815
to size
The
{
skin gage
selected
is 0.050
in.
The
increases to 0.050
locally at the eight aft-pad length of 90 in. and a width distributes the launch-stand
local increase
of skin gage
evenly
are
used
and
are
equally
spaced per
at
load
stringer in Figure
designed have
stringers sq in. to an
Eight
of 10 back evenly
locally area
points. a 90-in.
stringers where
tapered are
the loads
distributed.
The
frames
were
designed was
to prevent on
general
The
inertia frame
calculated in Figure
equation,
is shown
(62. 5 x i0-6)(6815)(Z60)4(_)
0. IISD
0. 115 (260)
Z9. 9 in.
3-8
i:
5.80 IN.
260-1N.DIAM
_L
I F 0.032 IN. ,
444.5 IN. B 8 HARD POINT STRINGERSTO MATCH LAUNCH STAND ATTACH F0.106 POINTS_....._ IN.
65
1
5.00 IN.
--f
I.--I
",-1.50IN.'--"
I.--I
X.__SKIN (8 PLCS) 0.200 IN. (AFT) TO 0.050 IN. FWD STRINGER __(80 REQUIRED)
iL
.-i
,1
L-o.25o IN.
3.00 IN.
, 'A
The
frame
spaced
the
Z end
bays
having
a spacing
of 15.75
in.
3. Z. Z The
First-Stage
Skirt and
and the an
Second-Stage secondstage
skirt skirt
conical length
has
of 260
in.,
diameter constructed
of 156 with
length and
of iZ9
are
external
internal
loading stringers
at first-stage
The
varies
between
0.025
in. at the
156-in.-diana
and
0.050
in.
at the
The
skirt the
and
interstage
have
equally
spaced
around varies
of the at the
stringer
spacing The
from
forward
stringer these
Ib (forward) in Figure
Ib (aft).
loads
3- iZ.
To
prevent
general
were
designed
by are
shown in is shown
frame
dimensions and
stations.
spacings
a cross
in Figure
Vehicle
Stiffness or
(EI Distribution) is calculated This for the three also configurations applies to the
EI distribution (Figure
the
payload
3- 13). except
configurations
in the
payload.
3.3
OF
TVC
DESIGNS No. IB67823) shows the preliminary of each TVC structural system on the
Drawing
integration stages
of the
major
subsystems vehicle.
second
of the launch
a launch The
using
gas
TVC
first-stage Cassinian
generator in order
in the
frustrums
3-10
i . /
.i
q
1.125 IN. I P'--0.032 F 1.88 IN. ' ' 4, IN.
'*_-156-1N. I
DIAM_--'-
jl_lj
....__----
INTER129.0 IN. 1 l , STAGE ,,-4 t 20"0 IN' 5 PLCS) __ _t 278.0 IN. //// IIII FORWARD SKIRT , _ _A 1 T 1.00 IN. SEP. PLANE
VIEWA
FRAME DETAIL
1=0.92 IN4 (FWD) TO 3.8! IN4 (AFT) '*- 1.50 IN.-'0.106 IN.
IIII
149"01N" __ /
r,,
2.50 IN.
o o,,,,-.ll- _1 j _
L
--.-I ------q
0.068 IN (FWD) TO 0.095 IN. (AFT) L 0.250 IN.
_C
A'
36'
._
II
"
Table FRAME
i
3- 1
DIMENSIONS
:<i:
17
%1
Station (in.)
N c (Ib/in.)
IREQUIRED (in. 4)
ss
i, 345. 5 i, 494. 5
3.81 Z. 07 0. 9Z
5.0 4. 0 3.0
i, 623. 5
inside bottom
the
cylindrical tanks.
The
gas gas
valves generator
are
of the
dome flared
tanks
This volume
interstage As
require
"sardine and
packing" are
stage, and
valves
actuators opposed
diametrically
injector
nozzles.
ioo
6o
:jj
Figure 3-13.
El Distribution
3-12
/9O
OlA
J
J
J
i i
BA L L o,5" PA Y'L OA D
,_T4Z/_2,ooo
JTA /3 93.ooo
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\
\ \
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/
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i i
I
L
i 3TA. 15 75, 5 r_OZZLe T_R_AT)
57",_/'19"4.
5"
....
.:
....
<
,.
': .;:
.::
:::::
H r i
@ @
,/"/
/_
;i
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/
I l ,!
i
I
/
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i / / I I ....... ../ ..... J
\./
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57-/Z0
Figure 3-14.
Layout - S
/',,.
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--.
JJ
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! ! / /
f
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7
o .SO I_O
_CALE-_I
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WT CHK
AIRCP.AFT OlIPAi_,
(Page 1 of 3)
3-13
_f,_/.9/8. ooo
,-._7A 2 D 73. $o0
_f,4
3-14
i_
i._ _
i,_ ,, ,_ ?
:-i,
_,
,:
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6"_d '//,.'l E
ooo'8_.-_/ L/l_"
oo0_o_/
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oo
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<
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.........
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: :
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: ! ::L/I
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..-
_i!/
i_i
.......
,_
._,_.
'
,i
sl_s_T
Ill
CONF/GU_AT/O/_/
TTT
HOT
GAS
TVC
S_
Y
\ /
/,_j
w
....
\
\
\
\
!...
%/
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j-._
\
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i ......
Figure 3-14
_8L981
i --
cO o--
'-"z o--0
E
>,,
O O
i
i
_I!III!
_
il i i i,_ !!
i! i _
ii
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o_
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00o
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200
i ,_
\ \
S TA. _ozZd
,S'7A/8..<7.oo0
SrA
1780. ooo
,3"_TA /6_I.5"oo
,i
i-"/NTEI_STA_ I
/
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2 ,_
D/A
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_'A
/'t 76.S
,s'7"A/a 4.._...<o o
....
Lf
11
I.t_
/
\/
_8ZvOI
L_
I"'.",0
F
l!
m_ 0
/-
\..
,/
I.-0
I
0
Sheet
3-14
shows
nozzle are on
TVC
system on and
on by
the first
stage. nozzle.
actuators positioned
stage planes
to a radial This
nozzle to the
power
stage
shows buried
a hot
gas
TVC
on
both
the
first and
second
stages.
deeply
chamber on the
to injector on
nozzles.
8 injectors valve
the second
mounted actuator
the
chamber of the
their
actuators. by two
Hydraulic variable-delivery
power
for each
valves mounted
is provided on the
pump-motor-reservoir
stage
skirts.
3. 4 Table three
STAGE 3-2
WEIGHT shows
BREAKDOWNS breakdown comparison II HES are for the six stages the that are stage used in the for
launch
vehicles. V from
weights
Configuration
Table involved
3-3
breakdown system
of the various
subsystems
not
directly
comparison.
3. 5
VEHICLE
PERFORMANCE in this section, is measured (LORL) in launch to the basic the relative weight by the change This weight vehicle. in weight change and A in specific sensitivity com-
performance, and
modifications to determine on
conducted systems
of the various
of TVC
the nominal
in orbit.
and
necessary weight
for
orbital
transfer changes
and
injection cargo-
derived
changes
are
in the
Trade
factors
evaluation
3-16
Table VEHICLE
3-2
(Page
1 of Z) (LB)
WEIGHT
COMPARISON
II HES
Study V Moment
Stage
5, 541
7, 959 - --
8, 353
System Control s
Fir st Stage Main TVC Roll Propellant Propellant Control Z, 609 2, 609 2, 609 Z, 83Z, 080 25, ZZ0 Z, 857, 300 10Z, 35Z 2, 857, 300 --2, 857, 300 I0, 250
Z, 150
Z, 150
2, 150
3, 150, 959
3, Z99, 986
3, 149, 348
3, 178, 300
_':_2_0 for
structure;
5_0 for
equipment,
3-17
Table
3-2
(Page
2 of 2)
Phase
<
II HI_S
Study
Hot
Gas
Warm
Gas
Gimbal Nozzle
Second Aft
Stage Skirt 803 5, 488 26, 756 170 i, 755 System i00 47 I, 318 4, 988 27, 270 170 5, 500 i00 47 1,532 4, 988 27, 270 170 I, 273 i00 47 3, 180 7, 890 27, 270 170 i, 280 -----
4, 388 i, 445
4, 388 i, 612
4, 388 i, 440
--240
40, 952
45, 393
41, 208
40, 030
Propellant Propellant
Propellant Control
Propellant
131
131
131
266, 773
280, 002
267, 029
267, 610
or
gains
with
cargo weight
weight
were
for
stage
weight, second
specific
propellant are
presented payload
figures;
3- 17 present and
the
stage and
impulse,
,
propellant for
weight. second-stage
3- 19,
payload propellant
sensitivity weight.
specific
impulse,
and
3-18
First
Stage
Second
Stage
N/A
Mounting Control System System System System 458 326 Z, 124 501 47 38 103 73 15 571 183 i, 832 Weight Propellant Pressurization Propellant Z, (empty) 6, Z71 Z, 600 9 150 N/A 11,030
iv0
458 326 I, 998 501 47 38 103 73 15 646 183 N/A 4, 558 128 3 N/A Z40 4,929
Abort
Detection System
Systems
for
Retrorocket Igniter
Equipment
The
vehicle
parameters (shown
were
compared 3-4)
to nominal to obtain
values
obtained
from
the
baseline
vehicle
in Table
payload
changes.
The
analysis
was
performed used
with
trajectory
simulation flight
in the
Phase
the boost
second
stages. and
injection
105-nmi was
parking done by
transfer,
injection
orbit
impulsive
calculations.
<,
3.1 ( .
T 17!!t
_:Py:::
Z2i2.)
_-i?t]t:i iZ_Zi !:EZ! z:::l : t:
HZi!i:
trier"
t: !.ii.4
-kT: "iZiZi.i
_'r:=_rr: :
!i[: ?:
iii:iiiiil
Iu:;ti)ii
ir(!!i!
i :_HZ
i:!!iU.i
!!_::ii:_tl
i:r:l
:;
O {"4
I o ,-q
,-I
CI-[A/_GE
IN
FIRST
STAGE
PROPELL._/_T
WEIGHT,
(LBS
10 -3
I0
CHANGE
IN
SECOI%]D
STAGE
WEIG_
(_
10 -3)
3-21
! o ,-4
CHANGE
IN SECOND
STAGE
SPECIFIC
IMPULSE,
(SEC)
<o
_q
'
'/i
CK.a_NGE
IN
SECOND
STAGE
PROPELLANT
WEIGHT,
(LBS
10 -3 )
3-22
PROPELLANT
Propellant
Weight
Stage
Weight
Specific
Impulse
(ib)
t
(ib)
310, 750 40, 030 45, 365
(sec)
276. 910 301. 006 305. 0
2,857,
300
3. 6 The
STABILITY guidelines
AND and
ANALYSIS used below. Study: through the specified with TVC. windsome in the steering analysis they are to obtain the same TVC as
control those
Basically,
II HES
i.
nominal-attitude
flight is maintained
profile envelope. In addition, divergence to determine what 2. The wind-profile gust velocities envelope superimposed
with
standard
3.
is required to be acting
full side-
4.
5.
Maneuvering moment requirements provide the capability of proportionally following step changes in attitude rate commands 0.35/sec in pitch and 0. l/sec in yaw. The sources of disturbing levels moments are as to be shown considered in Figure and 3-ZI. their
of
6.
assumed
uncertainty
3. 6. 1
TVC
Requirements total control impulse, were 3-i. maximum calculated Firstthe use while response thrust-vector for both values deflection stages and angle,
Duty-cycle, and
roll-moment vehicles
launch
stage of the
through
static-balance TVC
analytical requirements
developed obtained by
HIES
Studies,
second-stage analysis.
of a dynamic
3-23
-j
+1.0 IN. C.G. OFFSET 0.88 IN. THRUST ECCENTRICITY 0.1 FINMISALIGNMENT
trajectory, (/3)are
side
considered
on the
vehicle, errors
is introduced. to determine
only
directions, rootresultfor
investigated:
headwinds and
conditions,
positive basic
were
superimposed, values
which was
an
envelope The
thrust
deflection
obtained.
following and
to these
conditions. account
performed separation
transients deflection
therefore
used
in establishing
thrust-vector
requirements.
3-24
Z ]
3-2Z launch
through vehicle
3- 25
show
the
duty-cycle Ballos
payload
force
considered used
station.
criteria
to provide
located TVC
]
injector
system reference
design
effort, to the
of the station
this
station
defined
point gas
movable-nozzle systems.
technique
and
the nozzle
injection
location
duty
cycles of the
with
payload for
ballistic
comparison using
vehicles used
Ballos effort.
were
in the
design
The
duty
cycle
uses
warm
gas
injection
TVC, using
from wind
those
envelope
a realistic profile;
for a given
discrete gas
of vehicles
because at any
continuous
that for
is, flow
to provide
vehicles
encountering
maximum
The yet
deflection
angle
I and The
III are
nearly
identical, is brought
about almost
submergence as much
exactly the
occurs of the
it; thus,
/ IL !
ratio nearly
force
CG
remains
Since control
are
first-stage two
essentially requirements
configurations. effect
stabilizing reducing
effectively of the
moves
aft, thus
aerodynamic
Because
aerodynamic
325
p_ol,_cl
SOll_]
_JnS!-t
c_RIL OOI 08
//49Iq._ 09 O_ O_ 0 081
_ 0_I
'HRIL 001 08
IHDIqH 09 O_ O_
LHDIqH 08 09 O_ O_ 0 0
_'0
_'0
9"0
8"0
O'I
8"I
O'E
Z'E
_'_
......
9"g
rig 0" r_
i....
..................................
i ......................................................................................................
*,D
r_
::_:i _._ i
._-
5_
Z O
E-
O eo,iiiiii!i ........ !i
0.2 CO_TFI_T_T_OM 0 0 20 40 60 TIME, 80 t I00 120 140 160 180 0 20 40 FLIGHT 60 TIME, 80 t i00 120 140 160 180 0 20 40 60 TIME, 80 t I00 120 140 160 180 I A " ........... COHI_ IGURATION I I A CONF:IGNTIOg 'I I I A FLIGHT (SECONDS) (SECONDS) FLIGHT (SECONDS)
.0
CO
8
F., 0.8 0.7
.............
.....
0.6
' CO_FIOURATIOI
1:II:
......................................................
160
200 FLIGHT
240 TIME, t
280 (SECONDS)
320
Po
--:
: ......
: ...........
..........................................................
9"0
t'-'
e_
M
gll v
Table COMPARISON OF
CONTROL-SYSTEM
Configuration
6 Max (deg)
MR
Max
(ft-lb)
Fir st
Stage
465,220 551.080
Second
Stage
= = = = = =
Duty
Cycle
Area. Thrust-Vector Cycle. Roll HE-10 Fins on Moment. Payload. First Stage. Deflection Angle.
3-30
requirements
(shown with
general
the wind
sec 10 as
is brought opposed
characteristics wind
Ballos
velocities.
The
static
analytical
method
assumes
vehicle with
does of
not
deviate
from
trajectory.
guideline dynamic
performed in the
considered and
the
attitude since
in the
requirements. angle-of-attack
control
attitude
error,
feedback,
with
control
programmed
to satisfy
principle.
Figure not
3-Z6
shows
yaw
attitude for
during
first
stage
flight. this
is of
uncontrolled
during
is responding instant
forcing
in flight.
angle
predicted Figure
is lower 3-27
than
is used.
shows
in the at the
flight with
method
is 2.3 in the of
plane.
of both
analytical and,
vehicle dynamics
flight
correlation divergence
exists, are
which
include are
considered,
requirements
somewhat
relieved.
The
peak
thrust-vector deflection
deflection transient
rate shown
was 3-Z7.
obtained The
from
the
peak
7/sec. to be analyses
deflection
requirement results
30/sec
acceleration a similar
tent with
of previous
performed
vehicle.
3-31
, 2
_ -
Lo r_
m.
-I"1
{--.
K_
(DEG)
{}
{/}
{'I}
{-}
i
r!!P'-_t"
i CD {-}
c}
i
I.
i!ii-i!i h
}!21
v
Z o N N {1}
!!i!iil
"iT
{--}
:_!;:i;i_
TVC These
deflections deflections
were are
also
calculated
with for
the
static
shown for
in Figure vehicles
3-24 with
vehicles
payload
and
in Figure
3-25
the
winged
payload.
Since be
the
I and be
II are nearly
nearly the
identical, This
expected
same. area
initially; are
however, the
generators forward
in the and
aft-skirt
depleted, less
because
moment
of the
submerged
shortest
deflection those
because
dynamic
aerodynamic and
in comparison moments for the winged arm. stage ditions and used are second vehicles These control
secondduty HL-
both
payload than
Ballos
for the
i0 type
because
produces
a longer
deflections, requirements.
not
factors
existing
maximum second-stage
deflection in TVC
system
occurs A
flight at for
l-sec
allowed
second-stage and
to clear
occurred up linearly
was
assumed
to determine These
stability
respectively. because
have
been
those
the
first-stage
thrust
Control-system of the
boundaries deflection
defined
in terms
as a function
of the
deflection
3-Z8
is a typical boundary
to Configuration thrust-vector
stability
deflection
with
divergence
(caused
3-33
i0
_,_
8
i!! i'iil i
ii !; !i" :_:'
_i
_ 0
_
o o
E-t
l,
2
THRUST VECTOR
h
DEFLECTION
6
RATE LIMIT
8
(DEG/SEC)
10
12
i_
instability
saturation, on minimum
acceptable Configuration
deflection lower
and
minimum
because occurs
though
aerodynamic payload.
force
predicted during
static
balance
because period,
is allowed results
to diverge
the
l-sec
in a large
vehicle
angle-of-attack
at control-system
activation.
i_ i%
3-34
i"
:?i ql
Ballos I II III
It is not since a
realistic slight
to pick
as
the
TVC
design
point
requirement rate TVC rate could system limits since were the result
increase
in the
in a control-system design chosen. minimum deflection shown Similar A nozzle point The
instability. 15/sec
of 6 and same
point not
was
requirements transient
the
6 and
Configuration is shown
in Figure transients
3-Z9, for
the attitude
Configuration of Z00/sec 2
IIA
in Figures use
acceleration
is selected
in system
design.
No
analysis
of the It has
clearance that
stage.
1 sec
clearance,
%
would TVC
since point
system so no
boundary,
is expected.
3-35
D_ :: x::. __:: . : :::: : ' ...... ::: " .:: ::-h:: .................. ::,:!:i ::! :::;:::-: t .......... :::::': _ I ...... _ ............ 7 [*i' } :[::7 /9 0
O0
cO
.m
e-0
CD
. o
e-D
.m
(I) 0'9
E= __o
............................. :}:_:ih:iE::_
..........
._N:
.......i
i-ii
--x
o%
I.L
tD
ob
..
.-,
-,j
...
-k
<
"_
"
./
. . _ .i _ _ .
_:_ .
:._
:'.,
-,:i
f-,,
<I:
cO O
13O ,---I
_E
O
_h
-r-
CD
o c-" O .i-.i
c-O .4...i
11) (/3
.m c-O
c-
CD
O O c-O .m C_D
I,
In c--
_D (,'9
c-o HO c--
o
: :: : i::::i :::7:
<
c--
Uc-(D U% c-CO
_o
m
.............
:_ ,! _:!::::._:.
::
C3
ll)
og
c-(D
<
(D
> _L
I-- -1-
<
cG
O'D ! CO (D CO (i)
u-
I,
:i
3. 6. 2 Roll
Roll
Control are
Requirements derived from from two sources: eccentricity (i) aerodynamics and CG offset. and and The aeroeffects CG offset times B are the for for
moments
(Z) moments
resulting moments
thrust
ii i
L
occur
because
dihedral and
used. times
eccentricity deflection
of the CG
thrust-vector combination.
angle
of the
eccentricity For
offset
small
thrust-vector to thrust
proportional the
roll-moment shown
duty
form reason,
cycles
3-2Z
through
these
curves are
are
roll moments
total
roll impulse
tabulated
3. 6.3
Effect
of Fins and
and
Fin
Size
on
First-Stage
Maximum
Duty-Cycle
effect skirt
of making did
the
The are
deflection decreased
requirements structural
This caused
decrease by thrust
in deflection eccentricity
causes but
offset, and
fin sizes,
size
of the pitch
relative
to the by the
is increased
addition
of the noted
vehicle
pitch
fins must
in Table winged
that for
Configuration
I0 type
payload,
triples
the
and
yaw
for this configuration, The been more conclusions selected. TVC for reached
vehicles other
would
be
similar having
of the
configurations required
a vehicle
winged
flight--tends
accentuate
3-38
by varying
span
the aerodynamic
moment
3-23
to Tables
for a vehicle
with optimum
a maximum
deflection
3-7 which
that produce
for
is reduced
Several
were
evaluated.
Since area,
optimum span
for each
of varying area
ratio in such
a manner
constant constant
and minimize
at its previously
! :i _i!_i! ;ill ":;:_:_: i_iiii.i ii!i:i _ :::i: i:
obtained
optimum
i 7: : i i'!_7i :.17ii"=7 i .... 'iii_:'i:! ' ! _ _ i_i::ii,:_!i_:.:i:_!!!i -::: :i':: _:i!_:_ : _ .... _i :i _ : :i!:i !::! !::;;':ii':i ;i _] !_!:!ii_j:: !
i;];;iiiiii!i ::i
:?ii ! i;:i:.4;i , :. I: il _: : ii ;; :_4 !::-_ ..... - :._: i:_:i:i!_::: ::,!! !!,!:i :i, : :i :!! :!
f i!ii iiliiiiiiit
v
ii i!;ii_!!:_il
o_
o
0.4 i :ii ii i ;_?iii::i!!i/-! ::i]:!: I ;;,_/_!: _i_ 2_417Ld_:: J i : : :_ :::: i! :::i::_i': :; !i ! l !!i ::I _:!i ;_: I ; ;|: _ :: ii.:_ii_:::t :::1 ! .... :!:]_:i!' : i :ii " j i; ::_ i_ : ; !i :_ ; !!!j: :iii}{! lii} , ii! ']
0.3
; ;: _';: i_i_ilt!iiiii_i!ili
_!_!_;]ii; _ : ':
!_ :; _:;: i;i]
i :_: : !!_!i:!
!i];il
8
o _
!!!iiiiijili!i _
!:!]!iiitili:t::!i 0.2 ; ::;_: : : i i i!!![i i ::i > i if: ]! ;ii I : i;i !ii_;i:
O.1
:!iiti!iijiii li i i
20 h0 60 80 FLIGHT TIME, 100 120 lh0 160 180 t (SECONDS)
3-39
.i
_:,<<
Table
3-7 BREAKDOWN
<i:_i!! _
, i _.i"
DUTY-CYCLE
AREA
Pitch
Impulse
in Deg-Sec
Due
to the
61.946 25.397
3.097 0.000 Angle 24.899
6.623 24956
0.331 0.804 24.899
Fin
Mis
7.805
(deg-sec)
7.805
24.899
0.000
24.929
0.670
24.899
2.223
24.899
Z. ZZ3 45.18
(deg-sec)
i01. 21
Fin Fin
for As
The both
results required
of this
study
are
shown
in and
fin size
pitch-control
impulse
pitch-deflection
increase.
The
maximum
deflection may
angle well
becomes be below
with
optimum of any
nominal
deflections control
level
systems. vehicle
It is for
the launch
configurations
;_ i ! _
3-40
i_
,,
i _
i. '_
_ii
2.0 t-_
.r
_o
1.6
o
E_ o _Q 1.2
c_
-r EX
0.4
Figure
3-34.
Fin Performance
Characteristics lateral bending dynamics of the frequency system must because characteristics on were analyzed stability. to evaluate One of the stability by to the
Stability vehicle
of body-bending requirements
control-system system
is to provide
satisfactory are
vibrations
sensed
rate stable
response will be
vibrations loads,
damped
of bending
not become
excessive.
were Since
determined Configurationll
for
I and
the
analysis and
distribution are
obtained
Figures shown
3-13. 3-8.
three-body geneThe
in Table to maximum
These dynamic
were
pressure. for
is 3.44 modes
cps are
and
occurs
first three
shown
in Figure
3-41
i !i :i i:: +
Table BODY-BENDING
_i _ , ,
3- 8 (cps)
FREQUENCIES
Configuration I and (Warm Gas) B allo Mode 1 Z 3 Payload 3.71 IZ. 0Z 19.12 s Wing Payload
IA
Configuration (Hot
IlIA
ed
3. 44 10.42 15.83
i!il "
the the
minimum
bending
frequency natural
a factor possible
of i0 higher to stabilize
control-system using
current with
passive response
system,
little or no
system
. _ii_
,. [-t
2000
2u, O0
3-42
Sensitivity gas or warm as gas injection case for TVC the system must nozzle resist TVC than that the
nozzle, time
gimballed
of the
injection analog be
systems
gimballed
system.
computer to reduce an
performed
used
analysis
also
included
in order response
to determine capabilities
systems.
The
yaw
plane
control-system the most considered error, gains body were natural of 75% cps.
response
because
the winds
in the
control study: and attitude angle-ofto mainand and loop The the was
body-rate
feedback, cases,
attitude control
feedback.
In both (with A
flight time)
1.0
use
TVC from
damping
varied natural
natural
for a gimballed 5 cps Since to i0 cps neither inertia, and the the
is normally by warm
of from
a large
natural
will be
limited
with
of the To take be
system
higher the
gimballed system An
advantage
capability,
controlused.
equation
bending control is a
simulation on
to evaluate
effect
of the
frequencies moments
The
equation
summation acceleration,
lateral
region occurring
of maximum at maximum
dynamic dynamic
throughout
study.
3-43
! %
The peak
results
of the
simulation deflection
are
of peak moment
thrust-vector
angle,
[,t L'I _
natural
frequency to the
through
3-38.
normalized frequency
results
angle-of-attack area
<
with
a control
of 0. Z cps. variations
cross-hatched natural
represents A
resulting frequency
from
in TVC-loop the
frequency. frequency
of 50 times requirement.
control-system
natural
results
in the minimum
With
attitude and
error
and
body moment
rate are
the
angle-of-attack, by increasing
thrust the
from
control by
frequency
of the
vehicle loop.
increasing
of the
attitude
control in angle
in the
control
frequency
of attack, TVC
deflection
or bending
moment.
nozzle up
is capable this as
to at least
cps,
system the
response
characteristics
either
or warm
systems.
1.5
l. Li /
1.3
1.2
1.1
1.0
0.9
Figure 3-36.
Figure 3-37.
as a i-requency
3-44
, : ,
,i_:_
;:ii! .m
iiiim_ N
1.3
iiiH!l!iii_i;i _
1.2
#_N_ NN
1.1 i:i_i ii!iiii!ii igii g!ii
Iiii;ii': iiii
iiii 0.9 ":;!F_I i_i:ii! _ _,_;_ !ii!i _?i E!i _ii
ii!ii!'::!!}!!!i ii_ ! _
vehicle
to turn
of attack. results
(from
Figure
3-38)
frequency the
increased moment
deflection. control
decrease is less
natural
frequency
It was by an
from
this
analysis
bending the
moment value
could of 0.2
be
increasing attitude
frequency rate
nominal system.
feedback gains
If angle the
of attack driftsignificantly
is added criterion,
control
to satisfy does
bending
not vary
control
frequency, angle
is substantially Since
frequencies reduces it is
because
of attack.
latter
independent
of the
control
frequency,
Therefore, system
high have
response no
or warm
injection at control
particular
nozzle
system
frequencies
below
approximately
3-45
4 COMPARISON
The
_ i i i_i i_
nozzle,
the
Thiokol were
gas
and
the
the
-diam
156-in. the
SRM's. Ballos on
design
requirements
of launch and
with
control
and
of seal
elements. isons
designs system
and
analysis
of vehicle
reliability,
performance,
4. 1
DESIGN TVC
REQUIREMENTS system and designs power for_both system Zockseal and stages and are the straightforward electronics as were Nozzle from Table pivot-point obtained torques from sys-
sizing details,
TVC.
such
weights,
flight
established analysis.
the
stability
SRM
SRM
(Deg/Sec) (Deg/Sec
Acceleration
4-I
The maximum
the
actual pivot-point
where 6T T
lp
maximum pivot point from from CG CG to the throat pivot point deflection based on the nozzle throat as the
distance distance
to actual
4. Z To warm
TVC
DESIGN
control systems I
requirements, required
injector
location,
to evaluate in question
that
might
Mach N,
jection and
of valves This
and
amplification
computer candidate
to evaluate studies.
Its validity
has
been
checked
methods
performance correlated
developed within
results
15%
conditions.
Injector
Location showed ratio that injection when side Mach force nozzle was location used as had the no signifiparamand 4-1 and
major angle,
Further
number,
injection (See
of valves More
similar obtained
results. when
Figures
significant both
considers
axial-thrust Main-motor
its effect
location. (I - KAI< R)
is at a minimum amplification
approaches ratio
defined
as the
of side
specific
to axial
4-2
0.i0
0.08
0.06
. 03
0.04
f_q _) 0 r_
0.02
0.5 X/LNz
0.6
1.5 Mj
Figure 4-1. Effect of Injector Nozzle Location and _ach Numberon Side-Force Performance
0 .i0
0.08
0.06
P_ 59 P_
ii iii _
I-t
E_
r_ cj o
0.04
0.02
A U3
-15
-i0 INJECTOR
-5
0 ANGLE, e
i0 (DEG)
Figure 4-2. Effect of Injector Angle and Numberof Valves Per Quadranton SideForce Performance
4-3
I main the motor ratio specific impulse-i in axial nozzle As s--_P-_ and spin to side location in Figure station the actual K R is the recovery factor Therefore, -diam SRM hot defined as
of change versus
force
(AFa/Fs). Z60-in.
a plot gas be
injector seen
the
developed. by locating
improved nozzle
can
obtained low
at low nozzle
(X/LNz).
injector with
associated in the
the particular program pressure analysis. with were performance In and of hot for
included
computer motor
deflection were
angle, included
action
time,
andinjectant
velocity curve
in the SRM
gain
performance
-diam
in Figure 4-3
analyzed, then
suggested suggested
0. 5, and
0. 5 which
Thiokol
in our analytical
performance was on
using A
the
Thiokol
method
calculated.
nozzle
injector for
location
(X/LNZ)
the basis
of this analysis
it showed
superior
1.0
p_ 0.8
.<
M
_2
W 0.6
O4
o -<
0.4
o [4 0.2
_::=o ; .....................
; .......... ............
:.........
,! ]ii !._ v ! ;i':i_":i!7-" RULh:K
_:
O.
a INJECTOR NOZZLE
0.6
; :i
,: . ci ,
4-4
/_: , _ ;_ KL _< ;'-_5
0.i0
0.08
D_ O _-4 -4
0.06
_) 0
0.04
D_
0.02
0.02
0.01
0.06 _s/_a
0.08
0.10
Figure 4-4.
260-in.-Diameter
Gain Performance
to prediction. system
that
of a The
0. 4 jet
and
it correlated of being
with produced
the by
capable figure.
can
be
obtained
and shown to
recovery in Figure
are
as are
a function used
of
These
to obtain
in Isp
secondary
injection
the
gain
and
amplification TVC
injection
of
nozzle in a
injector
location to found
for that
the used
warm
gas
systems TVC
similar
factor as a
to be
of injector
4-5
>, _
!i _
__
2.0
0.10
1.6
0.08
_o 5& E-, 0
1.2
0.06
0 c.) 0 <
0.8
0.04
::>H 0 _3 0 P_
,_
0.4
0.02
o 4.0 5.0 0
0.04 RATIO,
0.06 Os/*a
0.08
Figure
2.0
..............
:-
::. :.
:i
::
i":::
_ i:'
:i
i:_:.::
_ i
1.6
_2
_O Q)
1.2
o cD o
r,. E_
0.8
o.q : '::
i /
.... {::'"
:!Z:
1.0 JET
2.0 DEFLECTION
3.0 ANGLE, 6
4.0 (DEG)
5.0
Fi_[ure 4-7.
i !
156-in.-Diameter
Factors
; i _ i_ ii,_. ,L 4-6
in Figure
_, ,<
4-8,
indicate
that maximum
performance
at (X/LNz) factor
and
additional
recovery
-- 0. 55. at(X/LNz)
of a longer
to larger
values
included 4-9,
in this analysis, a nozzle was injector verified approach for the by using
in the gain
performance Again
location by
of 0. 7 was the
selected. results
ii
i_ 4
analysis the
Vickers curve
location. injection
performance tem <i __ii SRM. relation nozzle and shown was
nozzle results
injection
location and
Vickers
is selected as
for both
stages.
a function 4-11
in Figures
1.2
'<! _= :5:<<:<<
i ::i:ilh::;!::::[i" ' :i; i? !2 :i;
i
!::::!: ?_O_i i!::!?! ; ::_:::i: :? : ?if::?
0.5 INJECTOR
0.6 NOZZLE
0.8
0.9
Figure 4-8.
4-7
_0
CD i
FORCE
RATIO,
Fs/F
o .
o .
3
C'D
CD
? 3
Gt_
_o
00 o
o?
o
C-)
CD 0 O
3
C_ CD
_i'_1%/_ _
1.6
_o
1.2 :!!;i:ii';:!iii!i
._
0 r
0.8
<
0.4
1.0 JET
2.0 DEFLECTION
3.0 ANGLE_ _
4.0 (DEG)
5.0
1.6
../
_o
_2
1.2
c_
0.8
_-_
0.4
0 0
Figure 4-12.
4._.
<
4. Z. Z Specific
Specific impulse
Impulse losses
Change resulting
Caused from
by gas
k _ < -
_ k )
using
the
following
equations:
<<)i%i) i
: i: (
For
hot
gas
injection
TVC,
A Isp
--
lsp
Ws
(1
KAKR)
(1)
For
warm
gas
injection
TVC,
AIsp
Ispm
v
a
+
w
(1
- KAK
R)
(Z)
where I spm :
W
initial value
of motor
I sp
total flow
rate
of the
gas
generators
The
derivation
of these
A.
To
evaluate and
these side
equations forces
/
deflections can be
equations 4-7
obtained.
K A and
and
for the of
Figures
case. the
Figures are
while
ratios
a for
the
calculated.
The
average
side and
by
the
duty
cycles
shown ad-
in the justing
stability
side actual
a function Total
of time, side
first-stage by
point.
impulse
values. which A
by
motor-
deflection in Table
i '
summary
change resulting from sp considered to be zero in this for Configuration stage. II are ZI7,
The ib for
second
4-i0
<
4- IA SUMMARY
Configuration First Stage Maximum Maximum Total Motor Average Motor Average Mass Side Deflection Side Force Angle (deg) (Ib) (Ib-sec) (sec) (Ib) (Ib) (deg) 2. 023" 177, 488 7. 14 x 163 43, 800 5. 028 0. 53 0. 0080 (sec) sp 276.9 i. 240 0.28 -1.45 x 106 106 6
I Second Stage
Configuration First Stage 2. 088* 183, 200 x 106 7. 65 x 163 46, 900 x 10 6 5. 028 O. 53 O. 0057 276.9 i. 64 O. 38 -0. 59 x 106 106 6
7, 850 O. 788 131 6, OZO O. 546 O. 82 O. 00865 30 i. 0 i. 67 O. 545 -0. 23 x 106 x 106
KA
K R Change in I sp (sec)
angles and
reflect :
actual 0. 70
locations
X/LNc
-- 0.5
X/LNz
4:.
>
i::i _
Flow sizes
Rates for
and
Required TVC
for
the hot
systems
physical
this analywere
hot
generators rates.
prominent flow-rate
factors
selection per
flow
Maximum
requirements F tan
a
quadrant
determined
as follows:
v s
I
sps
where _v
s
= =
side lb
flow,
ib/sec
F
a
maximum side
deflection impulse,
angle, sec
deg = IspK A
specific design
shows
data
for these
valves.
The
number
of valves
shown
is the
needed
to provide
the maximum
in a quadrant.
flow
rate
180 90 1(2) 2 4
445 115 4 4 16
147 75 2 2 8
of valves
per
of injectors
number
of valves
4-12
_i I i_
operate
and
the flow
of gas
quadrants
of the
nozzle.
physically maximum
located flow.
in each
injectors
4. 2.4 Gas
Warm
Gas
Generator provide
Design flow rates the adequate necessary to meet flow as the control a function requireof flight flow to the
must methods
ments.
i /
<[
time rate
available: on a peak
generators or
control
:<iii::
maximum was
control
demands
second
method and
selected
in order rules
generator
this consequently
of an
of the
gas
generator selected
sizing
are
A.
Solid-propellant is
were with
for use
propellant
a density
of 0. 053
psia. ib for
ib were weight
of the
stage. of the
Figure generators.
Sheet
i, shows
control
size system
to the
valve
first stage
used duct
burning gas
up.
injector
system The A.
is 4-in.
-diam
for the
and
design
of ducts
required
by
4. 3 A
f
LOCKSEAL
DESIGN system (i) was chosen great (Z) for to gimbal the nozzles because
hydraulic
it has produced
a number from
it has unit;
power-carrying continuous
capability operation, it
compact
4-13
offers tion,
ratio; from
(3) for an
accumulator criteria
ii%1i /,
ii
mum flight
In addition
to the
design
deflection
angle
duty
rate
:il i _
designed accounted
Servo-actuator
Two
linear,
double-acting and
actuators
mounted
attached the
i,, _ :
gimbaling
Sheet
Z of Figure One
system and
controls
plane. movement.
Differential
actuators
provides
omnidirectional
The
vehicle's
is controlled
by
guidance The
signals
sent
to the
hydraulic
actuator side
directs a change
hydraulic in actuator
appropriate or
of the
piston
length rate
is required, of flow by
it prevents
to or from The
actuator
piston.
The
is proportional sign
to input
direction
of flow
is con-
the
direction identical
torque
servo-valve's because
first stage,
which
is inherently has
three
first-stage
in parallel. defective
the
channels The
overpower
channel
permitting
incorporates resonant
negative
pressure Positive
frequency. actuator
to eliminate compliant
steady-state effects.
position
errors is
load through
Actuator mechanism
piston to a
position summing
a cam-actuated motor.
torque since
Mechanical higher
feedback A
is used linear
in lieu
it offers
reliability.
piston
transducer 4-13
is contained
in each
actuator
for telemetry
purposes. It
assembly. SRM.
to both
4-14
TORQOEMOTOR,3REQ0
fiT
i
FEEDBACK
PISTON CAPACITANCE
_[_]
_"/SECO
_J
I ...........
////'//////_J_ZfJJ_/X
__
o ACT R UAT
of Hydraulic
Servo-Actuator
Assembly
engine
is fired,
axial
loads length
are
applied
to the
Lockseal,
which to
to deflect. to zero
Actuator
at neutral
is therefore load.
adjusted
engine
deflection
under
full thrust
4.3. The
Actuator
Torques are nozzle force sized to meet the maximum required through for the nozzle vehicle deflection, stability. rate Required
servo-actuators and or
acceleration
is determined nozzle.
consideration
of the following
on the
4.3.
i. 1
Lockseal provided
Spring
Torque spring torque of Z, 340, 000 SRM in.-ib developed This been is were obtained torque at
Lockheed
a Lockseal
deflection
for the
Z60-in.-diam deflection
if design
limits
deflection
torque stage
in.-lb.
156-in.-diam torque
Lockheed having
which
showed
spring
a function for
of thrust
deflection second-
a slope
of 31, 666 is
in.-ib/deg; in.-lb.
thus,
a 6 deflection,
stage
Lockseal
torque
190, 000
4.3. An
l.Z
Internal
Torque of 2, 000, 000 by Lockheed in.-Ib for the developed Z60-in. at 3. 5 of SP_M thus, first at a SP_M
internal
aerodynamic was
nozzle stage.
deflection This
-diam
torque
to deflection; A
in. -lb.
stage
at 4 of deflection
to 76, 500
6 of deflection.
4-16
4.3.
/
1.3
Vehicle
Axial
Acceleration
Axial nozzle.
acceleration The
produces used
a restoring to calculate
equation
this value
for both
stages
T where R CG 6 W
n
RcGtan6_
wn]\ / g
= = = a
from
gimbal
point
to nozzle
center
of gravity
-- vehicle
The
calculated
values
for both
stages
First
stage,
T I,
Second
stage,
T I,
65, 700
in.-ib
4.3. A
1.4
Nozzle must = be
Acceleration generated by
Torque the actuators stage a torque second. and to accelerate Z00/sec the nozzle second for mass stage.
torque
max.
30/se T Z =
equation and
of Z, 0Z0, 000
the first
510, 000
4.3.
1.5
Vehicle lateral
and
Angular
its CG
actuator angular
first-stage is
vehicle
W T3 = -(@'v L CG gn IKCG )
4-17
The
torque
equation
resulting W
n
from
vehicle
lateral
acceleration
is
T4 where
_(____
a z
RCG)
vehicle
5_
LCG az
= =
distance vehicle
acceleration
First
and
second
stage
values
Stage
i/i/}
T3 T4 -217, -825, 000 000 in.-Ib in.-Ib -26, 500 -6, 500 in.-ib in.-Ib
4.3.
1.6
Nozzle
]Eccentricity is caused
Torque by the nozzle being offset from the centerline arm, acting of _, on in.-Ib
eccentricity
Eccentricity
torque
moment load
of I, 710, 000
for the
first stage
in.-ib
for the
The
maximum
torque
the hydraulic
actuator
must
deliver
is the
sum
of these
torques; torque is =
deflection,
first-stage
I, 001, 300
a safety 4-3
I. Z times
this torque.
Table
actuator
servo
4-18
ii
Table LOCKSEAL
!'i2 7 :>L ),_ i _
ACTUATOR
AND
Configuration
:i& i _ _,, _ i<:il i, _ _
II -diam
Items
:_:_!:_ 5::
1 56-in. SRM
Actuator Maximum Actuator Actuator Actuator Hydraulic Hydraulic Maximum Maximum Number required actuator torque (in. -ib) moment arm (in.) stroke (in.) area (sq in. ) supply press (ib/sq in. ) return press (Ib/sq in.) required actuator load (ib) actuator stall load (ib) servo-actuator s 6, 233,000 90 7. 74 59. 5 i, 800 200 69, 300 95, 250 2 1,001, 300 50 i0. 51 12 3, 000 200 20, 026 33, 600 2
Servo
Valve motor motor torque torque flow rated input limit, motor gain, Kvz 10,810 feedback gain, Kfb (in. -ib/in.) 0.617 7,660 0.428 current impedance (mA) (ohms) 50 i00 0.0646 0. 050 50 i00 0.0205 0. 050
"
cu
Actuator
The
following
equations
were T e lim
used =
to obtain Ic Kvt
servo
valve
design
data:
Kfb
0. 9 I c max X p max
Kvt
_Op A X
/
= = =
gain
position
P 4-19
4.
POWER developed
SYSTEMS for both to move stages the of ConfigurationII Each possible flow winds second 2. sec, system limit
supplies and
actuator during
leakage.
Figure
hydraulic occurs
maximum-demand Maximum
condition
which
occurs stage
a relatively Figure
approximately requirements.
separation.
i iiii_ _
4. 4. 1 Leakage and
Power flows
System are
Requirements and based on Saturn S-IC from actuator-design the equation flow
leakage
rates.
cycle
fl0w
is calculated
0.
637
area = = = =
of actuators
Duty ments
cycle
flows
are
calculated 3-31 =
stability
and
control
duty
cycle
require-
in Figures
the equation AX
where = P Maximum flow requirements for both stages are shown in Table 4-4. actuator piston velocity
4-20
240
i! /:
/,
2OO
_i:, ,_ %
160
c.)
120
S
rJ
:2
o (D bH
8o
_
I:,-,
40
o o
2.0 (SECONDS)
3.0
Figure 4-15. Hydraulic Flow Requirements for Lockseal Gimbal Des'ign - 156-in.-Diam Second Stage
leakage cycling
41 31 500 57Z
8 cu ZZ 176 Z06
in. /sec
cycle
4-22
4. 4. Z Two Figure
Power Zeus
'Unit
_,i
_:_%1
i _
Nike
4-16,
first-stage
consists
generator,
dual-igniter
squibs, hydraulic
turbine, check
gearbox,
pump, and
relief The
solid
propellant gas
burn-rate
control turbine.
controls turbine
flowing
from
generator hydraulic
to the gas pump through through flow valve. is A to the and only to is a a
gearbox.
to the
pressure-regulating servo-actuators. store used during launch system. hydraulic for hydraulic launch
regulates
delivered
reservoir An
is used
to obtain pump
system
operations. minimizes
of this
supply
operations
the
possibility
of contamination
of the hydraulic
One
Zeus
power but
unit with
a flow
of 85 flow
exceeds
average requires
ments,
the large
For
connected the
in parallel. accumulators
charge A
in.
psig.
gas
minimum, to firing
the duty
motor.
For
ground
servicing, and
60 cu
in. /sec
ac-motor
pump in Z8 system
is used sec.
leakage, response
it will
tests for
of the hydraulic
depends
mainly
accumulators
fluid flow.
4-2,_
: i: i :i _
POWERUNITS%
.....
60 CIS
\
GROUNDUSE)
1 I
I
I I I
260 CU IN. 3,800 PSI
I I
'1 I
I
I
L.,... m
'I
I I
I'I
I
I
I
I
200PSI 355 CU IN.
I I I
_V:2Ps, i _ I
--_ BOOTSTRAPRESERVOIR ' PRESSURE-REGULATOR AND RELIEF VALVE
I
L
!
_ALVE
[_CHECK
f
p
SlRVO'VALVE
, ORAULOAOTOATORS ! :
Figure 4-16. First-Stage Hydraulic Power SystemSchematic
4-24
'!/!ii _i _
/_ii_i -
The
hydraulic
power
for the
second
stage
is a 3,000-psi pumps an
closed-loop in
system parallel,
i_ i
consisting each
driven
reservoir filter,
assembly,
a manifold valves,
contains ground
supply
necessary
relief
valves,
disconnects.
is a schematic
of the hydraulic
system.
An
to store
hydraulic
pressure demands
and with
to have
to supply The
incorporates system.
a chamber
over
a over a
since Pump
required of rotating by an
to vary
delivery.
is positioned
which To fields
pressure regulation,
starting
torque
speed
in the dc-motor
design.
furnish prelaunch
the
dc-pump
power the
motor
ground
service. power
system
a ground checkout.
unit is used
feature
significantly
probability through
contamination furthermore,
in a system more
requiring nearly
lation the
conditions
simulate
flight configuration.
4. 5 The
HOT pintle
GAS
TVC
ACTUATOR positioned
is hydraulically
which part
valve.
The
which
transducer,
feedback
and
4-25
"_J_CHECK
VALVES
1
ACCUMULATOR3.,000 PSI
QUICK DISCONNECT
",,,,,
ACCUMULATOR(GIMBAL 410 OU IN.) ( HOT GAS 37 CU N.i RESERVOIR(GIMBAL 820 CU IN.) (HOT GAS74 CU IN.) 7 _GAS ! I RESERVOIR200 PSI
.._I_SERVO2VALVE
-"'HYDRAULIC ACTUATORS
4-26
the be
!
plenum easily
chamber maintained
in the during
ambient ground
environment checkout.
where
these
components
can
All valves
,. ,%
quadrant
respond
simultaneously is required,
to guidance these
signals
for
TVC.
a change
in pintle spool
position
position side
servo-valve actuator
to direct
hydraulic
fluid to the
of the
piston.
Pintle
position
mechanism feedback A
in place
of electrical transducer
piston
position
is contained of the
Figure and
4-18 design
presented stage
in were
necessary
to operate
the
valves
obtained
from
Thiokol.
4. 6 Power used
GAS
SYSTEMS of Configuration Since the III are forces similar necessary to those to
systems.
HYDRAULIC SERVO-VALVE
PLENUM CHAMBER
HYDRAULIC PISTON
ORIFICE
TELEMETRY TRANSBUCER
NOZZLE CASE
4.27
SERVO-ACTUATOR
156-in. Second
Secondary Secondary Actuator Actuator Actuator Hydraulic Hydraulic Maximum Number Servo data
(in.) (in.)
6.8 6.0
5.4 4.8
stroke (in.) area (sq in.) supply press (ib/sq in.) return press (ib/sq in. ) actuator stall load (Ib) of servo-actuators
rated current (mA) input impedance (ohms) limit (in. -ib) motor gain (in. -ib/mA) cu ( in. /sec_ "i_."--i_ "" gain (in. -ib/in. )
gain
piston
feedback
the
much
lower
those gas
of the pintle
gimballed much
TVC
are
rate
during
period when
flow there
large tors
in the first
8 fn the
a triplein the
servo-valve Table
requirements
launch
vehicle.
One
Zeus
power for
unit
is adequate two
the
flow
redundancy, reservoir
units
is reduced
of that used
4-28
120
,L
7'
ioo
8o
P_
6O
0 p_ c) t-t
:::iii 4O
..........
LIMIT':FLOW
!{i'!":'; :i ...............
:'
_........
;:
'; ........
cI
2O
70.0 (SECONDS)
Figure 4-19. Hydraulic Flow Requirementsfor Thiokol Hot Gas Design- 260-in.-Diam SRMFirst Stage
40
;;!!::iiiii'i!F':i:
3O
iii!i
r)
2O
o r_
10
Figure 4-20. Hydraulic Flow Requirementsfor Thi0k01 Hot Gas Design 156-in.-Diam SRMSecondStage
4-29
, J
leakage cycling
4Z
cu
iZ. 5 cu
in. /sec
5 cu 77 IZ4 cu
cycle Total
cu in. /sec
An
8. Z-hp
pump
with
of 18 cu cycling
is used pumps
in the operating
second
stage
flow. An
are
reliability. demands.
accumulator
is installed
4.
VICKERS
WARM control
GAS
VALVE outlet (Z, 000F) of the gas generators, through the of the valve of the gas in are
Pneumatic used to
proportion orifices An an
flowing
located
in the
main
nozzle
downstream control
electrical open
command spool
to the
pneumatic
center
to two
injection the
input gas
splitting An
generator increasing
off-null and
causes the
spool flow
to move
injector
to the
opposing closed,
injector. and
signal, is ported A
of the one
to only torque
injector, responds
thrust feedback
vector. signals
motor
a yoke-type
proportional
%= ,:2. _ ., , =
to the output
of the valve,
proportional
is incorporated
I ! 'ii_
4-30
the
main
stage.
The in Four 90
output
pressure balance on
is creating per
applied
across
the
main
receives
gas
flowing
injection between
orifices. the
Figures injectors
show
the
injection nozzle.
orifices The 8
located
around are
ference
second-stage
spaced
/ i_ '_ _
4. 8 Table the
SYSTEM
WEIGHT weight the summary -diam system, system. of the hot stages. and gas TVC 4-8 system for both
summary mary
gas nozzle
is the weight
for the
PNEUMATIC CONTROL VALVE 8 REQUIRED- 140LB/SEC ., --, _ j / INJECTION ORIFICE 16 REQUIRED PITCH AXIS
Irav
J
YAWAXIS
:.
.L
Figure 4-21. Warm Gas Ducting for the 260-in.-Diam SRM First Stage
4-31
AXIS i ',i.,
_i ii/_
B 1
_YAW
AXIS
WEIGHT
Items
Z60-in. -diam
156-in. -diam
Zeus
power
unit (8)
and motor
Battery Accumulator
i "
weight propellant
Allocation
of main
_ _._i b
4-32
%.
_!;,
Items
Z60-in.
-diam
156-in.
-diam
containers valve s
and
insulation
and
system
Propellant
Items
Z60-in.
-diam
156-in.
-diam
5, 949 400 NA
Electric Ground
reservoir
support fluid
B atte ry 116 Hydraulic Total line mounts weight and fittings 7, 500
system
:<i /ii _ _
_ i<!. i! !
4-33
_ ii
,i _
4. 9 A
ELECTRONIC
DESIGN solid-fueled, navigation, vehicle and launch vehicle and requires control an instrumentation data transand situations. modifi-
multistaged,
unit
guidance ground
signals,
stations, and
of vehicle
functions
in orbit,
is identical
to that used
V with
cations
,] , ij,_
launch tains
unit or
an
inertial
platform
digital
(LVDC), and
, i_ _,
rate
computer The
guidance, is obtained
functions. of combining
by means
computed
according inertial
coordinates, with
integrated respect
acceleration coordinates
vehicle
to those
navigation,
control
of launch
vehicles.
of the and
launch
vehicle control
can
be
discrete vehicle
functions. with
of the
attitude. are
is done
signals (gimbal
derived
attitude
angles
attitude
angles. are
computer, from
correction
signals
control commands
gyros)
to generate or TVC
are
commands
transferred
switch
_
j
'_i I
4-34
i i , _
corresponding activates
i i: I
vehicle
The
switch
stage as
functions
stage analog
requiring All
stage
are
assigned
to the
selectors dependent
devices signals on
generated and
computer
to operate, -diam
a discrete
i _i _
input
a switch
selector.
Each
vehicle RF and
stage
with
a measuring For
and
telemetry
system, of available
antennas.
utilization
required stage
accuracy, telemetry
are
in each
sideband/frequency and -diam development stage path LVDA. band. The and and
in research 156-in.
of the
the IU to make
a redundant
transmitted data
through
command for
permits
transmission
stations
to the IU
into the
LVDA.
As
in the
Saturn
IB
vehicle, stage,
Doppler
tracking data
system
is lift-
immediately or
accuracy The
is reduced IU and
during
the
is equipped an S-band
radar
transponders,
AZUSA
tracking
An
emergency
detection
system On
special
measurements measurements,
from
each
stage
of the launch
vehicle.
of these
critical
/,i_
_,
4-35
i _
states
which
may
require factor,
mission
abort
are
detected
and,
depending
the criticality
the initiation
of automatic
abort.
flight-vehicle
for
each
stage
is based Each as
on
design
of equipment of the S-IVB the candidate performance systems (Z) a switch system. conditioning
vehicle. and
modified and
acquire
transmit and
to Earth of each
detailed consists
evaluation
electronics system,
subsystem
required
for data
batteries selected
all Saturn
proven
high around
efficiency.
distribution with
S-IVB/IB
configuration
modifications The
to operate required
given
system. described
electronic
to operate
in the following
of this report.
4. 9. 1 Pitch
TVC commands
System for the Lockseal computer govern of the TVC system actuators are within actuators SRM actuator
provided the by
of the IU.
Servo-amplifiers
(Figure on the
a single
servo-amplifier pitch
is required and
for one
one yaw
output
(gyqbyyy)
the yaw
amplifier.
channels (%01%and
connected sent
961%) are
roll-control
actuator
!ib
amplifer.
4-36
?%
,_,f
FLIGHT CONTROLLER
_ i , _
YAWSERVO-AMPLIFIER
ROLL SERVO-AMPLIFIER
\J
j
\J
HYDRAULIC SYSTEM
___
GSE AC POWER
Figure 4-23.
Lockseal
Control
System - 260-in.-Diam
SRM
_ ii ':iI." 4-37
i _
On
the
156-in.
-diam
SRM and
TVC
system system
4-Z4),
the
6 servo-
of the
pitch
control
in a triple-redundant nozzle. on
to control was
the
of the main-engine capability of two to control third yaw yaw the and
selected
because
reliability
the are
servo-amplifiers servo-actuator. is
If these switched
disagree, The
output
of the
servo-amplifier channel.
to the actuator.
scheme
applies
to the pitch
- and current
156-in.
-diam
stages,
each
amplifier
provides valves
a of
of 50 mA
to the motor-operated
control
actuators.
4. 9. Z
Hot-Gas--Thiokol control by
TVC
System gas TVC servo-valves of the 260-in. computer, as shown -diam and a in event are SRM
of the 16 hot
8 push-pull are
of 4 valves 4-Z5.
driven
This fails.
system In the
in the
amplifier by
156-in.
the 8
driven
4 push-pull drives
amplifiers.
-diam on the
amplifier fiers
provides
will be
servo-valves. (+) side system, but from never one will not
will ensure
in the
servo-valves On
affect
vice
versa.
servo-valves Lockseal
in one amplifiers
quadrant drive
other,
whereas
each
servo-valve
extreme
to the other.
Controls from
to the
Z roll-control servo-amplifier
on
the
Z60-in.
-diam
stage valves
a single
the
When
a positive
valves stage,
-diam
roll control
is identical
computer Gating
roll-control for
of all gases
disciplines
switch
selectors.
4-38
YAWSERVO-AMPLIFIERS
SERVO-AMPL! FIERS
ii
i i i_
SERVOVALVES ACTUATORS I
4-39
8 AMPLIFIERS
PAMPLIFIER
!
T ,.
i
I
VALVE SERVO-
PITCHACTUATOR NO.1 ! +
SERVOVALVE
! --
PITCHACTUATOR NO.1
PAMPLIFIER
T__i
VALVE SERVO-
I +
PITCHACTUATOR NO.2
mJ m_l
VALVE SERVO-
! --
PITCHACTUATOR NO.2
T
PAMPLIFIER
"1i
T t.
nJ v|
VALVE SERVO-
! +
PITCHACTUATOR NO.3
VALVE SERVO-
PITCHACTUATOR NO.3 ] _
T
PAMPLIFIER
"' i
IA
VALVE SERVO-
I +
PITCHACTUATOR NO.4
! i
VALVE SERVO-
AMPLIFIER ROLL
T
NOTES:
SERVO-VALVE I
SERVO-VALVE I
(1) ALL 4 PITCHACTUATORS RE LOCATED + A IN A GROUP 1 QUADRANT. IN (2) ALL 4- PITCHACTUATORS ARELOCATED180 FROM THE+ PITCHACTUATORS. (3_ THE YAWPITCHACTUATOR-AMPLIFIERYSTEM S IS IDENTICALTOTHE PITCHSYSTEM
4-40
]_ i
'
4. 9. 3
_ _ i! I:_
Warm
Gas -diam
TVC SRM warm gas for TVC electronic of pneumatic pitch attitude signals. spool control valves control By system is driven signals, inserting moved by and a posito the of
In the Z60-in. (Figure i iI an the tive i % I positive current error output 4-Z6),
torque Two
motors
a pair
provide
amplifiers to the
signal end by
the valve
will be
relationship
to the amount
The
156-in.
-diam
SRM
warm
gas
TVC -diam
electronic stage. on
system Each
(Figure
4-27),
operates
, _iii i _
identically is driven bv
to the an
Z60-in.
valves
electronic
amplifier
the
156-in.
Roll single
control
for
the Z60-in.
-diam the
SRM two
warm
gas
system
is provided
by The
a on-off
driving
of these unit.
continuous
the
stage by Units.
In the
156-in.-diana
computer
The TVC
roll-control schemes.
156-in.-diam may be
stage on
is identical a demand
APS
units mode
operated + roll,
in a continuous of operation
operation throughout
providing
- roll, stage.
or propulsive
modes
the powered
flight of that
To
monitor
and
evaluate each
the stage
critical
parameters with
stage and
by
ground
telemetry
antennas.
flight data
PCM/FM
data and
that pertaining
TVC
roll control,
so forth.
4.9.4 An
Power
Profile of the power is described systems below. of each of the three candidate TVC systems
analysis
for each
i _ _i __
stage
,%
_j,
4-41
: iII_ _
AMPLIFIER NO. 1_
| v.
+ PITCH
AMPLIFIER NO.2_
YAW'VALVE NO. 5
!+
ITCH
AMPLIFIER NO. 3
YAWVALVE NO. 6
-YAW l+YA w
AMPLIFIERNO.4
YAW VALVE NO. 8
I+ YAW - YAW
_ACTUATOR
NO.2
Figure 4-26.
SRM
4-42
-- PITCH
i_
_i_ ii_ i _
i
- PITCH
-- PITCH + PITCH
+ PITCH -- PITCH
ROLL AMPLI FI ER
ROLL
System - 156-1n.-Diam
SRM
4-43
4. 9.4. An gas
Lockseal of the
and
Hot
Gas and an electrical 200 systems W for pump for the the first power Lockseal stage and and 150 hot W An the
analysis TVC
electronic requires
estimated
stage, W,
excluding
requirements.
expended of the 2 dc
within
required occurs
system of the
second
stage.
motor-driven Battery
pumps and
system stages
i_ i
i00
weight.
support
for both
50 Ib and
respectively.
Ignition i_ il SRM
of the
260-in. by and
-diam
SRM battery
is by
GSE
power This
while
the
156-in.
-diam
is ignited
on-board TVC
power.
is common
to all vehicle
configurations
systems.
4.9.4.
Warm
Gas initiating The squibs 4 gas from with GSE power of the power switch unit. ignite second base the 8 gas are generators initiated by device from in
Electrically the
first stage.
stage
a current a squib
through relay
a protective controlled
switch.
This
current sequencing
will be
switch
selector-guidance
The 250W,
for
the The
is Z00 is the
to result systems
of pneumatic estimated
valves
and
different will
stage. stages.
50 Ib of batteries
require-
4. 9. 5 To be
Data
Acquisition the TVC systems during prelaunch, launch and postlaunch, A summary require second; first and it will of
evaluate necessary
to monitor
certain indicate
critical
measurements
will
first
and
_ 62 measurements and hot _ gas 74 measurements TVC A system listing and 4-1Z,
for the
requires and 62
-_116 the
stages,
respectively; = 88 and
ii
in Tables systems
is shown
in Table
4- 13.
4-44
/C
< _,
i_
i'i!_i:_, _ _!:,
Equipment
Number Measurements
of
260-in. Gas generators Temperature Flow rates Valve position (Z) and
-diam
pressure
8 2
6
IZ
5,
i:_> : i i/I
Hydraulic (Z) Temperature and pressure Hydraulic valve position Nozzle : thrust (i) and pressure
16
8
Dc
4 2
Hydraulic system (Z) Temperature and pressure Hydraulic valve position Nozzle thrust Temperature Actuator Position Hypergolic engine Valve position Engine temperature and I-lypergolic temperature Flow rates Nozzle Nozzle
< ", <
8 8
te.mperature valve
4 4 8 2 6 6
62
4-45
4-i FOR
Number
'i ,i _ _
of
Equipment
Measurements
260-in.
if
-diam
Gas
(8) and
pressure
position temperature
32 8 16 16
and valve
Hypergolic engines (2) Valve position Engine temperature and pressure Fuel temperature and pressure Flow rates
4 4 8 Z 116
Gas
(4) and
pressure
16 4 8 8
Nozzle
thrust
Temperature
_i
Hypergolic engine (Z) Valve position--fuel solid Engine temperature and pressure I-lypergolic temperature and pressure Flow rates Nozzle Valve temperature position of thruster
4 4 8 Z
6 6
74
4-46
ii _
Equipment
Number Measurements
of
Gas
(Z) and
pressure
8 2
Hydraulic (2) Temperature and pressure Hydraulic valve position Control valves Position Nozzle--main Temperature Actuator--roll Position Hypergolic Valve (16)
12
16
16
(i) and (Z) 2 (Z) pressure and pressure
pressure
engine position
4
4
8
2 88
156-in.
- diam
Dc
(2) voltage
4 2
8 8
pressure
Actuator, roll (Z) Position Hypergolic engine (S-IVB (Z) Valve position Engine temperature and pressure I-lypergolic temperature and pressure Flow rates Nozzle Nozzle temperature valve position
4
8 2
6 6 62
4-47
: '
4_ 00
Table ELECTRONIC
4-13 COMPARISON
Warm -diam
Hot -diam
Systems
In s trum
ent ati on
Power Electronics GSE complexity of modification (lowest easiest Battery number change) weights 1 50 ib 150 Z ib Z00 to 250 W 150 to Z00 W Z00 to Z50 W 175 to Z00 W Z00 to Z50 W 200 to Z50 W
6
50 ib
5
50 ib
4 50 ib
3 50 Ib
4.10 The
FIRSTprimary
AND purpose
SECOND-STAGE
TVC
SYSTEMS reliability
ANALYSIS to selected
of the
to failure summarized
mission paragraphs.
criticality,
confidence--are
following
4. i0. i The
Gimbal
Nozzle TVC
TVC system, consists as presently of four conceived for either which a firstare or
gimbal
nozzle
major power
(4) an
electrical
main
difference
second-stage
application
for providing
hydraulic pump
electrically are
for duty
second
differences
mainly
cycle.
The
reliability major or
analysis component
of this with
TVC respect
system to the
evaluated design
the
basic
failure
modes to
features
which
tended
at least
reduce
their
probability
the status
results
of this
in addition
reliability of the
history system
flight stage
reliability and
is estimated
0. 99879Z
0. 99884
for the
second.
The
Lockseal
consists
of an
elastomeric metal
seal
(which
is a bonded rings),
and
forward modes
failure
of this
are
through
of the
caused
Since will
be a function the
with
analysis well
conducted
Lockheed adequate
under measures
these
recognized, high
will be
instituted
to ensure
reliability.
4-49
The
are
similar
to those are
developed
for
use
in the
Saturn
i_
modifications
(I) to accommodate
different majority
stroke
voting,
incorporates load-
a hydraulic two
network, in the
failure to either
(I) failure
of the items
actuator indicate
commanded. is the
histories
servo-valve S-IVB
unreliable have
element
servo-actuators to the
a criticality With
of which
attributed by the
is provided
technique
voting.
amplifier voting
three on
parallel,
majority agreement
is based
automatic
to a given
command, or
thereby inadvertently
to fail the
system
of secondcontamination
or third-stage or
manufacturing in addition
burrs
is reduced
and
high
applied
forces
to well-designed
fil-
techniques.
The the
HPU Program.
the
same
as
one
and
for
system
incorporates failure
manifolded affect
together
in such Based on
a manner their
that the
capability,
these
units
Therefore, such as
be HPU and
structural consists an
burn
second-
of redundant,
reservoir pump
of the
be
considered of the
triple single
Thus,
because
of one
of these
conditional
probability
4-50
the
failure and
prior
to staging. such
Based as the
on
the
of afore-
configurations conditional
applications, high
S-IVB be
probability,
reliability
can
achieved.
The
electrical the
requirements
first-stage
TVC
system gas
are
power
for
generator
(SPGG)
command power
to the
stages control
provided
guidance
stages,
first-stage
single-point
failures
power not
However, SPGG
first stage
ignition;
therefore,
failure
It should contributes
be noted
that the
Lockseal,
which
is the
in excess TVC
of 80%
for be
second-stage current
assumed
reliability
estimate in the
of development reliability
technology can be
concept,
then
significant
growth
expected.
4. I0.2. The
Hot
Gas
Secondary analysis
Injection of the Thiokol hot-gas secondary injection of the major This TVC TVC
reliability
system
considered with
components system,
as presently orifices,
consist
and
difference
between
first-
designs
of components
required.
This the
system first as
incorporates and
16
assemblies
for act-
stage
is independently servo-actuators
uated
required
TVC.
4-51
incorporate
both triple-redundant
servo-valves
and mechanical
pisto-position feedback to improve reliability by protecting against the failopen mode which could result in mission degradation or even mission loss. This failure mode is of primary concern since it is a single failure point for each of the injector-valve assemblies. The effects of this failure mode would be induced pitch or yaw disturbances which would have to be counteracted by a flight-control command to open additional injectors. Depending on the magnitude of these induced disturbances and whether they are additive or substractive from the environmental disturbances, launch success could be seriously degraded or even aborted. It should be noted that this failure mode is not only prevelant with respect to the servo-actuator but also with respect to the valve pintle and its associated orifices. A pintle sticking open or an orifice burn through would probably result in the same effect. The main reason for concern is the number of these servo-actuator injector-valve assemblies involved (16 on the first stage and 8 on the second, any one of which failing in this mode could have these results). Since the system is designed for worst-case control conditions, the failclosed mode for any one assembly is only of concern if these specific control conditions are present. These conditions are analogous to the probability of a double failure, that is, the worst-case control conditions must be present on the same flight that involves a fail-closed servo-actuator injector assemblies. for one of the
The HPU_s for both the first and second stages are essentially the same as those proposed for the first and second stages of the Zockseal system. The first- and second-stage electrical power requirements are also essentially the same as for the Lockseal system. However, the control network is somewhat different. The control scheme is to be orthogonal in nature and will consist of diode arrays which will control positive and negative electrical inputs to appropriate pitch and yaw actuators. The critical failure mode is an electrical failure which results in an error signal commanding the injector valves open. This failure mode is similar in effect to the fail-open mode for the servo-actuator injector-valve assemblies previously described.
4-52
..... :: _ ';
Based
on the
results
of the
reliability
analysis and
the
estimated As
reliability expected,
i I _
is 0.991409 because
first stage
second. of injector
valves
required,
valve
contributor
to the
unreliability. area
i,
Therefore, be effective.
any
effort
toward
reliability
improvement in the
would with
progression
the
elimination, errors,
and
testing the
reliability be limited by
However,
reliability
of this
number
of independent
components
that
failure.
4. i0.3 The
Warm
Gas
Secondary Vickers
Injection warm-gas secondary injection among control and TVC system solid pro(3) the (3) the and is
reliability
of the
on the
integral
generators, and
pneumatic electrical
(4) the
control between
systems,
the
basic and
application assembly
is the
size
of an SPGG to a pneumatic to an
gas ports to
secondary
proportional opposed
two
injection assemblies
nozzles. while
first second
stage
8 of these 4.
156-in.
stage
requires
Each The or
of the
system can
components
have
failure
modes
that are
mission or
critical. flow, or
fail to supply to ignite because resulting is obviously system may not has
adequate
flow prior
is not
critical
since it may
for
worst-case or
result
in mission Therefore,
degradation the
loss
specific
conditions. considering
probability of
of mission
success
is increased
the
conditional
probability
4-53
failure
during
maximum is
flight equally
control. and
The
burst
or
burn-through catastrophic
/ i
critical This be
the
failure
be to IZ
manned
missions. this
difficult Therefore,
if not
protect
against
each
presents
a mission
critical
and/or
catastrophic
failure
The valve.
injectant This
flow-control valve, as
is
designed, present
redundant
/
majority-viting However, pointed unreliable or over valve are it does out, and
designs. As
previously
histories
against
concern
induced Also,
disturblike or the
off-center in mission
degradation in conjunction do
abort with
magnitude
induced
nozzles is present
not with
present the
burn
primarily
because
injectant
gas
temperatures
versus
5,800F).
The
electrical
control
signals
to to
the
valves and
is
provided control
responding are
inducing a simplex
to the spurious
Because will
induce
inadvertent
response.
i_
>
4-54
Based
on the
results
the
reliability
of the
Vickers and
warm
gas for
is estimated
at 0.988937 As
0.993959 the
applications,
respectively. to system
expected,
flow-
valves
the major
contributors
unreliability,
contributing
reliability
modification.
4. ii Table second-
4. IZ The
DEGREE degree
OF
DEVELOPMENT that by been Many their exists for each of the candidate TVC system
concepts All
the
extent
and
nature
of these
concepts
development were
history
performed
system
development an extensive
and
government
provided
4- 15,
and
4- 17 show only.
test data
resulting
development
contracts
Table Thiokol
4- 15
show
lockseal Bearing,
as
well the
as same data
the
results
Flexible
uses
principle are
development
of Zockseal
These
presented
because
4- 14 COMPARISONS
Hot
Gas
Warm
Gas
Secondary Injection
First-Stage Second-Stage
0. 998792 0. 998840
0. 991409 0. 995044
0. 988937 0. 993959
4-55
......
_.
.........
......
Motor
Date
Deflection Omnidirectional
Z.
Z. 308
Omnidirectional
6ZO
125
3.9 3.3
3.
8.40
Omnidir
e ctional
560
37
4.0
4.
1. 50
Single-Plane Actuation
1, 410
31
15 15
5.
1. 50
Single-Plane Actuation
Z, 450
Z5
6.4
6.
Modified Minuteman Test Motor (TU-437)/ 3_Z3-67(Z) (Poseidon) Modified Minuteman Test Motor (TU-437)/ 1967 (Poseidon) Modified Minuteman Test Motor (TU-437)/ 1967 (.Poseidon) NCI-Conducted Tests
ii. 56
Omnidir
e ctional
7 Z0
56
7.
11. 56
Omnidir
e cti onal
7Z0
56
8.
ii. 56
Omnidir
e ctional
4Z 0
56
9.
Z. 51Z
700
33
i0.
156-in.-diam/5-Z6-67
34. 54
656
77
>3
curatives.
4-56
(il/! i
,' ',.i
'_ _::. _
3.95
6, 500
Hydraulic actuators / linear displacement tr an sducer s/ele ctrical s ervovalve controls Same as above
No.
3.85
i%) !::
8, i 00
No.
Same
as
above
Burnthrough in exit cone at 37 followed by exit cone ejection. Zockseal successful. LPC Report No. TR-65-Z43 689 Q-3, AFRPL
sec,
320
+3,350
Same
as
above
Lost
nozzle
insert by
at
throat functioned
Report TR-66-11Z
Actuator linkage failed as a result of chamber overpressure and consequent buckled seal element. LPC Report No. 689-F, AFRPL TR-66-11Z Apparently satisfactory test.
13.0
32,400
Same
as
above
13.0
%
45,000
Same
as
above
Apparently
satisfactory
test.
13.0
45, 000
Same
as
above
mm_
Z, Z00
Linear
electric
actuators
(i>
i .'.:Approx
} , :,
Z4
i, 640, 000
Hydr
auli c
Thiokol Z7 June
iii) i _,/,!_ -_
Te st No. Test Motor used, diam (in.) Duration (sec) Chamber pressure (psia) Thrust (ib) Propulsion weight (ib) g0 aluminum g0 solids Flame temperature (OF) i Nozzle type _ : Actuator Location Motion Fluid Servo Date
2 11/23/64 65 54. 0 280 to 587 NA 195 16 86 5, 700 to 5, 800 None Used Conventional External (facility) Linear, pr opor tional Hydraulic oil Integral with actuator, 4-way Molded carbon fiber phenolic
3 3/18/65 65 64.4 639. 9 Avg 16, 316 Avg 4, 712 16 86 5, 700 to 5, 800 Flight type, Conventional Within support structure Linear, pr opo rtional Hydraulic oil Integral with valve, 4-way
i( z
protection
fiber phenolic
Valve
Simulated clearance
Fully
modulating,
clearance
Weight (lb) Quantity Flow rate (lb/sec) Mounting arrangement Duty cycle
1 3.77
NA 17. 5 i 1 2.42 at 700 psi 2.65 at 700 psi Plenum mounted internal on closure Tape input 18 1 NA 248 16 Tape input 40 4 2.. 79 525 450 0.381
2.8
Tal
Number of cycles Maximum cyclic rate (cps) Thrust deflection (deg) Maximum extend ioad(6) (ib) Maximum Stroke retract to full open load (ib) (in.)
NA
Sea
0.381
0.381
Notes:
i. 2. 3.
AF AF AF
4. 5. 6.
Tests 10-1z: AF 04(611)-11408. Schedule test date; all performance Extended load is actuator stall load
4- 16 TEST SUMMARY
VALVE
4 6/65 14 67. 9 516. 1 Avg [99 Avg 767 16 86 to 5, 800 rged _ntional a support
.%ire
7 11/18/65 14 53.0 275 to 780 NA 288 21 6, 500 None Used Conventional External Linear, proportional Hydraulic oil Remote 3 -way
6, i00 None
6, i00 None
6,500
C onvention_ Externalflight weigl Linear, proportion_ Hydraulic Remote 3 -way
Conventional External Linear, proportional Hydraulic oil Remote 3 -way molded and tape wrap
Composite
carbon
cloth
Fully ting, ,
Fully ting,
modulaseating _ 1
Fully ting,
mod_ seati: 8. 1 1
psi
psi
input 15 i. Z5 3. O6 _g Z, 000 ance 209 _g I, 130 -ance 470 _g 0. 325 ance 0. 381
O. 6OO
0. 450
predicted. seated.
9(5)
1/67 65 65. O 700 Z2,000 5, 000 21 _tion 6, 500 Submerged Conventional Externalflight weight Linear, proportional Hydraulic oil Integral with actuator, 3-way Tape wrapped silica cloth ove rwr appe d with carbon cloth Fully ting, tape modulaseating 8.13 4 3 Plenum Tape input 19 >i0 3.0 Plenum One one Fully ting,
|
i0
9/8/66 65 48, 0 130 to 480 NA 6, 260 16 86 5, 700 None Used Conventional External (facility) Zin ear, proportional Hydraulic oil Integral with actuator, 4-way Silica cloth tape
11
1/20/67 65 i01. 0 180 to 760 NA 8, 376 16 86 5, 700 None Used Reversed Internal
12(5)
8/67 120 120. 0 700 500, 000 212, 520 16 86 5,700 Highly submerged Reversed Internal
flight
flight
type Linear, proportional Hydraulic oil Remote 4-way Silica with V-44 cloth carbon rubber tape cloth
type Linear, proportional Hydraulic oil Remote 4-way overwrapped tape and
modulaseating NA 2 78
Fully ting,
modulaseating 28O 2
Fully ting,
modulaseating 26O 4
i00 at 700 psi Internal on closure Tape Input 11 and 4 0.5 NA 17,000 Valve Valve #3 0 #4 950 i. 750
onnozzle
1 Z, 000
0. 400
i. 750
4-.'
Zes
Test
Motor
used (psia)
Duration (sec) Chamber pressure Thrust, Avg {ib) Mass flow (Ib/sec) Propellant weight
(Ib)
(X/L)
Injection angle (deg) Throat area (in. 2) Exit area (in. Z) Maximum chamber pressure Gas total temperature (OF)
(psJ
Gas generator Average pressure (psia) Mass flow (Ib/sec) Total gas temperature (OF) Valve Actuator
Notes
i. Z. 3. 4. 5.
4-58
1o. _te
i 1./23/64
2 4/29/64
3 12/2/64
4 1/21/65
5 3/10/65
EM
72 9.96 645
2,820 13.2
Supe
6. 7. 8. 9. i0.
i: 2: 7: 8: 9:
Gas-generator igniter housi_ Motor malfunctioned at i0 s( Motor leak developed at 16 s Flow separation at 21 sec. Intermittent flow separation.
7 7/29/65
EM 7Z 22. 357 542 3, 313 12. 1 558
8 i0/22/65
EM 72 42. 803 529 3, 063 12. 3 560
9 1/12/66
EM 72 42. 087 543 3, 189 12.4 562
Yaw Axis
Super sonic --0.75 --_ 20 upstream _0. 1128-_--0. 1385-_ 572 590 1,880 1,860
Syper
1,920
430 0. 584
I, 970
ailed
at i0
sec.
represent seal
, i _,
the
of a
156-in.
-diam
SRM
with
an
omniaxial in Thiokol
nozzle. TE
report
No. Z7
Z-183-6-7, 1967,
156-9, Chemical
Flexible
June
Thiokol
components Ni/steel
a monolithic nozzle,
35-in.-diam duration,
ib of propellant,
thrust.
test data
Thiokol on
hot
gas
pintle 1967.
valve. The
The
most compo-
30 August
design 1 valve
valves
with
per and a
duration, not
500, 000
pressure
of 700
psia.
The
of a through, valves
through side
force at over
operated valves
their
design burn
rates.
4 internally
were
ejected cold
after flow
through,
the
valves No data
subsequently obtained
tested
at i. 5 times feature
their
associated
opening
programmed
for a time
period
occurred.
Table
4-17
shows
Vickers
warm
gas
valve
test data.
i :/ _
4-59
ur
5 SYSTEM
Two
concepts The
were
investigated: system
an uses
system and
and
independent
propulsion
TVC. study
the prime
and used. on
system was
of the and
based
requirements.
represent
optimum
The
uses gas
inherent TVC
associated to vehicles
with using
systems,
nozzle
5. 1 The
<
ROLL selected
SYSTEM hypergolic chosen engines over pivoted a blowdown result in one method
plane
a regulated
supply, performance
to avoid drop
the
degradation pressure
that would
if a gradual
in chamber
This
RCS
was S-IVB
taken Study.
from The
reported were
in Phase basically
II of the the
Solid-
Boosted thrust
engines by
I, 750-1bV/S-IVB the
engines
formerly
being
Saturn
system
This
made
because and
Z60-in. and
booster
its design
operating
characteristics.
of various realized
showed in place
would
in one
plane
through
a total-included
of iZ0 to
51
The installation
To adapt the Marquardt 1750 hypergolic engine for use in this RCS, the engine was uprated and modified for sea-level use. The basic chamber pressure was raised from I00 to 150 psia for a substantial thrust increase. To prevent flow separation during near-sea-level operation and to provide a considerable increase in actual thrust throughout most of the booster flight, the nozzle was shortened from an expansion ratio of Z0 to an expansion ratio of 6. The engines are required
They ments. used for are A pivoted slight about their CG increase to swivel to minimize 60 in one actuation plane system hydraulic for roll control. force power requiresystem operation engine set
TVC by
Reliable propellant
constant engine
to the A single
allowing and
after
start. A
of propellant system
pressurant on Figure
engines.
schematic
of this
is shown
The
are
fed
from
stainless
valves minimum
valve purging
if required.
Propellant
4. 5-cu-ft
sphere
supplies
helium which
to both
propellant
tanks. 400
The psi
module
consists
of a regulator
provides valve
solenoid failure,
which
backup a hand
the line
of the the
functional pressurization
checks.
of the plenum
chamber,
1 for each by
propellant
Complete
isolation closed
is achieved
a series
combination
of initially
52
_'ii _
i,
LEGEND
FLEX HOSE
SOLENOID VALVE CHECK VALVE MARQUARDTENGINES ',HAMBERPRESS. = 150 PSI (REG) EXPANSION RATIO =6:1 S.L. THRUST = 1560 LB VAC. THRUST =3015 LB O/F MIXTURE RATIO= 1.6 CANT ANGLE -- 15 OUTWARD p
HAND VALVE
backflow
opened.
The
second-stage with
RCS
selected
the
S-IVB/IB tabulation on
module design
features
second-stage
is shown
Table
The
APS
self-contained on the
substage 180
modules in Figure
3-14);
require
command and
stage shown
functions. 5-2.
configuration of the
dimensions when
i
in Figure two
Each
2 modules,
used
contain engines;
150-1b-thrust, expulsion
hypergolic operations;
a positive pressurization
system; 4 oxidizer. of up
is removed A
operation module
is possible.
is shown
5-3
Table 5- 1 DESIGN FEATURES OF ROLL CONTROL SYSTEMS Z60-in. -diana First Stage
Engines Number Mounting Chamber /Dxpansion Sea
/
level
Vacuum
150
ib
42Z, 500
ib-sec
26, 500 0
ib-see
50-907
Continuous Integrated 1 complete 1 helium 1 NzO 1 MMH set sphere
System arrangement
4 tank tank
Tank
design system
Pressurization
Propellant
system
(continuous
to S-IVB
Propellants in each
are
one
set of tanks
in each
module
to the metal
two hoses
engines connect
module
stainless
Flexible
this tubing
to the
inlet hard-mount
pressurization a pressure of a
system control
is divided The
storage system
system is coma
system.
self-sealing dump
( this houses
solenoid-operated
a relief
valve)
a high-pressure
5-4
"2-S am_!-I
J_-.
_J
_INVI 731I-I
ISfIUH1 87 OSI
)_NV1 U3ZIGIXO
i_ _ii
storage control
bottle. pressure
This
system
initially
stores
gas
at 3, i00 pressure
I00
psia.
system
of a control and
riii11 _ !i_
two
series
a filter), the
oxidizer
vent
one
for
solenoid tank
operated are
relief wall
%
valve). the
ullages The
the
and
expulsion
bellows. psia.
control
maintains
system
pressure
at ZOO
The
weight
breakdown
for both
systems
is shown
in Tables
5-Z
and
5-3.
5. Z
DEPENDENT
ROLL to integrate
SYSTEM with warm gas and 5-4 hot and gas 5-5. TVC systems.
It is possible Sketches
of possible
concepts
shown
in Figures
RCS
Dry
Weight
(ib) and Mounts (2) Tanks and Tank Mounts 134 i0 176 125 54 8 12 52 Subtotal 571 Z, 600
Engines Vent
Modules
Fittings
Control Continge
Module ncie s
Control
Pressurization
9
3, 180
5-6
94
94 112
Oxidizer
L,
16 53
646
Mounting
: ( i_
Control Pressurization
128 3
777
Figure 5-4.
Roll Control
5-7
_LENUMCHAMBER
:!
i_ii
i_i _
ROLL CONTROL NOZZLES
Figure 5-5.
Bypass
The
warm
gas
RCS gas
uses
gas
from
two
of the
eight
and for
four gas is
an flow
plug
valve this
appropriate
nozzle. smaller
rates
an the
order gas
of magnitude generators
those
required the
Therefore, with no
should
be
to provide
effect
on
TVC.
hot
gas
P_CS
can
draw
gas
from
chamber
using
system higher
of
valves
similar
The
operating
temperature,
require
designed
to operate
at approximately
5, 800F.
Nozzle Table
and 5-4.
propellant The
requirements are
for shown
both
of these
concepts A. 4.
are
shown
in
calculations
in Appendix
58
'i _
CONTROL
156 -in. -diam Second Warm Gas Hot Gas Stage Warm Gas
Stage
4 150 ib sq in.
0. 131 0.75
0.131 0.86
ib/sec
17. Z ib/sec
ib/sec
Z, 710
ib
3, 100
ib
98 ib
lIZ
ib
5. 3
ROLL
ANALYSIS been APS's The gas considered utilizing integral and evaluated. The in-
integral are
essentially
system, uses
TVC
systems_
the injectant
to achieve
roll control.
5. 3. 1 The
Systems a gimballed, the Z60-in. in Douglas Phase If. are The continuous-firing -diam SRM hypergolic evaluated Volume system, RCS by identical Douglas IB
first
reported Study,
Report
II, Saturn as
advantages
referenced modules
report, rather
system system
than
four
firing
significantly engine
improves
reliability
eliminating
to assure
analysis
reported
referenced
estimated
reliability
of 0. 997
59
APS.
This system employs two identical, completely self-contained modules. Each module contains two 150-1b-thrust engines that selectively pulse fire on command from the IU to achieve roll control. Based on a detailed failure mode, effects_ and criticality analysis accomplished by Douglas for NASA under Contract No. NAS7-101, the predicted reliability of this system is 0. 999. 5. 3. Z
The Integral Systems for either Thiokol the first or hot gas the or same second stage warm are gas only TVC applicable systems. TVC system gas is in
integral
Vickers
regardless chamber on
of which
gases valves
system
of the thrust.
are gas
selectively system,
off two
estimated and
systems and As
system
expected,
about gas
essentially of additional
warm
system
is slightly
lower
because
unreliability
of the gas
generators.
Figures-of-merit
for
each
of the
systems
is shown
in Table
5-5.
ion
0.992
0.991
Second-Stage
0. 999
0.993
0.992
5-10
6 TIONS
The
four
TVC
system
were major
individually advantages
evaluated or
from
a launch inherent
operations
viewpoint design.
disadvantages such
of ground handling,
support system
checkout
ease
detection system
post-flight discussed
analysis.
significant paragraphs.
operational
of each
in the following
6. 1 The
GIMBAL gimbal
NOZZLE nozzle
SYSTEM system, operational for either problems. and firstor second-stage and for application, equipment for launch, with Since the Zeus be
no major checkout,
Techniques monitoring as
post-launch
established may be
a result
control uses
systems
considered components,
conventional. such as
considerable
off-the-shelf and
power readily
packs,
adaptable
operating
calibration
procedures
should
available.
All
elements
of the
system
are
relatively ease
small
and
arranged and
within
compartments
to provide
replaceproblem,
Handling
components (actuator
present Z60-in.
no major -diana
ib,
stage;
-diam
stage) as
special handling. be
replacement, similar
equipment
performing
functions
well
of adaptation.
6-i
/_i
i'
'
the number
in the if critical
system
is low,
yaw
it contributes at a given
to a high reasonable
capability checkout
periods.
!.
This
system
lends
measurement
critical These
characteristics
<
which (actuator
gimbal
angle
thrust
may
be
easily
monitored
recorded
in real
displayed
detection both
there and
are post-
functional
elements
system, are
enhanced. system
detection if desired, or
trouble
power
auxiliary
outlet
battery
levels
(current
An ease
important
from and
is the individual
relative component, up to
of continuous pump,
from number
factory
acceptance
flight.
of components
of monitoring
personnel
degradation small
serialized
components
because
relatively
to be kept_
organized,
scrutinized,
evaluated.
The
significant inspect
operational and/or
for
this system
to
properly pad. as
Installation
is the nozzle
preclude
transportation and
integrity,
checkout modes.
subject
seal to potential
failure
62
6. Z From
WARM the
SYSTEM viewpoint, the all number of the the of warm functional gas system components operational has two required characteristics, major by the as
complicates
significant
Procedures Number of and record Logistics Time highly Number checkout Calibration Ground complexity
3. 4.
and
records) and
subsystem
5.
involved
in
subsystem
and
system
6. 7.
for
equipment cost.
(control,
8.
Malfunction detection capability (significantly to be monitored and complexity of meaningful recognition of impending malfunction).
more display
9.
Post-flight analysis capability. To reconstruct post-flight performance of this system, it is necessary to scrutinize and evaluate the real-time records for eight pneumatic control valves (actuator positions), relate these to a vector summed record, and also examine eight gas generator output traces, a function of command inputs. Fault isolation to an individual control valve is at a relatively low confidence factor. Further, since the valves are extremely contaminant sensitive, actual flow from the gas generator, which is the predominant measure of thrust deflection, is somewhat questionable.
as
Second,
size
and
weight
of the and
solid-propellant each or on
gas
generators presents a
(iZ, 339-ib
I, 908-Ib removal by
the second)
replacement.
In addition,
afforded
eight dictates
generators complete
precludes removal
of gas
virtually sections
two
nozzle
in addition
system
injectant
nozzles. load
the first-stage
on-pad
structural
distribution,
alternative
likely.
consequent
complexity
of operations
equipment
6-3
_i , _!
/ . . ;" ,i H
the
and
lowering be
of the
nozzle
sections No
through
the launch
pad
support advantages
should apparent
quite
obvious.
significant in either
operational first-stage or
design,
second-stage
application.
6. 3 The
HOT major
GAS
SYSTEMS drawback (16 on of the hot gas 8 on systems the is the number The and of valve
assemblies impact on
second).
support, with
system
are special
heavy equipment
and
procedures.
Although assemblies
design
provides
redundancy, with
the high
of
to ease
of checkout Any
of confidence performance
vehicle.
anomoly valve or
in system valve
to a specific vehicle
it is doubtful
will be
committed does
a known
flight control
degradation, to hinder.
redundancy
it tends
Redundancy
important.
An
important
aspect
of these
systems
using
a gas of thrust
injected
exhaust
chamber
deflection contaminant
affected
by
orifices),
main
position
of the valve
pintle.
Monitoractuator
is no more (except
monitoring
nozzle
ready
of monitoring
application
of malfunction
detection
a difficult technical
problem.
64
>
Section GENERAL
C OMPARISONS
7. 1
VEHICLE
CONFIGURATIONS which use each of the candidate V shows approach TVC the systems Phase in both II HES IV, V, the in in the and five and
Vehicle stages
vehicle--Configuration 7-1. II HES from Figure Study. that used were loading sized 7-2 The
from
Configurations used
in the vehicles
to develop
in this
constant reflect
determined. injection,
liquid
injection
TVC;
effects
I through V, and
data
the Phase
II HES
Study
Report
SM-51872.
values
are
relative
VI,
was
used
comparison systems
II HES
using
reliability
head-end can be
liquid-injection by
thrust-vector
control
(LITVC). used
in part LITVC
the differences
in methodology with an
is a complex must
system
inherently
head-end
steering
operate
without
failure
of the mission.
The
effect
on the
control
system
of a winged
payload
shown angles
figure. higher
During than
those
a similar
a ballistic systems. by
shape, for
within
capabilities requirements
However, stage
flight,
control
established
separation
7-1
_;
:jl
.....
iii_:
: i i -
: ii
__
.,:
_ ....
j"
. i " -
....
...j
HLI0TYPE PAYLOAD _ 2598 -_ 217_ _01 _1857 SEP L i _19_ SEP --1749 -- 1605 1528 _t379 1302 _1850 SEP -- 13'_0.J. F 2325
19o j DIA
(TYP)156 NOTES: (TYP)DIA I. TVC SYSTEMNOT DESIGNEDFORWINGED PAYLOAD CONFIGURATIONS AND IliA. IA 2. COMPARATIVEDATA FORCONFIGURATIONIIA & IIAF WHICHINCLUDES FINS. ARE SHOWN TABLE 3-7 ON I i
/PAYLOAD231,
SEP SEP {_X-_--1972 _{=_1842 SEP SEP
--1;72 F.;.--r_-I--In2
1623.5 --1494.5 SEP _1345.5
FJ.
--1 1.5 I
| I
--I170 _ 444.5
-CONFIGURATION VEHICLE DATA GROSS WEIGHTAT LIFTOFF RELIABILITY RELATIVE TO CONFIGURATION (HES) Vl /'.PAYLOAD RELATIVE TO CONFIGURATION (HES) V FIRST STAGE DATA WEIGHT MAXIMUM THRUST ISP TVC SYSTEM MAXIMUM THRUST-VECTORDEFLECTION ANGLE MAXIMUM CONTROLTHRUST WEIGHTOF PROPELLANT USEDFORTVC AISP DUE TO TVC SECOND STAGE DATA WEIGHT MAXIMUM THRUST Isp TVC SYSTEM MAXIUMTHRUST-VECTOR DEFLECTION ANGLE MAXIMUM CONTROLTHRUST WEIGHTOF PROPELLANT USEDFORTVC A lsp (LB] (LB) (SEC) (DEG) (LB) (LB) 280,507 546.000 301.0 WARMGAS 6 6,098 8,788 -1.09 (LB) (LB) (SEC) (DEG) (LB) (LB) 3,299,986 5,028,000 276.9 WARM GAS 2.02 177,488 102,352 -L45 (LB) (LB) 3,634,608 1.015 -9,840 I
STAO IA
--
AO
-II.A III
Figure 7-1.
Comparisons
i_ _. :Z, 3O05 i_ i_ : NOTES: |. DIFFERENCES BETWEENPHASEII HESSTUDY VEHICLE CONFIGURATIONSIV, V, & Vl ANDTHE VEHICLES DEVELOPED FOR THE TVC SYSTEMSTUDY ARE CONFIGURATIONSIV, V, & Vl HAVE FIRST STAGE FINS DESIGNED PRODUCE MINIMUM TO CONTROL MOMENT FIRST AND SECONDSTAGENOZZLES ARE NOT SUBMERGED. FIRST AND SECONDSTAGE PROPELLANT LOADING FOR CONFIGURATIONIV AND Vl DIFFER FROMTHE BASIC LAUNCH VEHICLE - CONFIGURATION'V.
i :; : ::i
2620 2577 B 2408SEP SEP 2027 FJ 2192 --2023 m1879 m1802 -1578 SEP 1471 SEP SEP SEP F.J. --_ -2468 2123 SEP 1985 SEP ]837 F.J.
2. DATA PERTAINING TO CONFIGURATIONS (lIES), V (HES), IV & VI (HES) AREOBTAINED FROMDOUGLASREPORT NO. SM-5|872, PHASE II STUDY OF HEAD-ENDSTEERING FOR A SIMPLIFIED MANNEDSPACE VEHICLE, MARCH 1966. 3. N/A = NOT APPLICABLE.
t
CONFIGURATION VEHICLE DATA GROSS WEIGHT AI LIFTOFF RELIABILITY RELATIVE TO CONFIGURATIONVI (HES) APAYLOAD RELATIVE TO CONFIGURATIONV (HES) FIRST SIAGE DATA WEIGHT MAXIMUMTHRUST ISP TVC SYSTEM MAXIMUMTHRUST-VECTORDEFLECTION ANGLE MAXIMUMCONTROL THRUST WEIGHTOF PROPELLANT USEDFOR TVC AIsp DUETO TVC SECONDSTAGE DATA WEIGHT MAXIMUMTHRUST ISP TVC SYSTEM MAXIMUMTHRUST-VECTORDEFLECTION ANGLE MAXIMUMCONTROL THRUST WEI.GH:I- PROPELLANT USED FOR TVC OF AIsp (LB) (LB) (SEC) (DEG) (LB) (LB) 353,430 688,610 302.6 HES + 30 4,000 8,400 0 267,610 546,000 301.0 LITVC 3.5 33,40O 2,130 N/A 299,560 932,171 302.6 HES + 30 6,000 4,600 0 (LB) (LB) (SEC) (DEG) (LB) (LB) 3,643,120 5,72%055 276.9 HES +-30.0 18,100 43,90O 0 3,178,300 5,028,0O0 276.9 LITVC 0.27 23,500 10,250 N/A 3,051,950 4,902,153 277.5 HES _+30.0 21,500 20,800 0 (LB) (LB) 4,111,750 0.979 (21 3,493,300 0.984 (2) 3,423,050 1.0O0 (2) VI
_0
t_
;:
7-3 _ i:_
transients.
i/i_
The and
vehicle system
diverges
during
the
coast
period
after
separation,
/
is sized
this
found
stage vehicle
aerodynamic
while
insensitive fins
factors. V
effect
comparing V
of the
developed moment
requirement limit
of 0.27 .
valves control
below
sophisticated order
Vehicles in the
without range
require launch
of magnitude
requirements. 1 through
reason
in Configurations
The
results
of the have
in Secno advantage
shown
systems versa,
nozzle response
system,
standpoint.
conclusion system
and Study.
in" the
The
primary
advantage
or
TVC
system
to the To take
response booster
time
beyond shown in
control
3.5.5,
time
time
required.
The
thrust-vector control
deflection needed
angle
requirement the
is directly aerodynamic
proportional moment.
to the
moment
to overcome
7-4
deflection
angle and the location of the side force with respect to the CG, the TVC system located the maximum distance from the vehicle CG will give the minimum thrust-vector deflection angle requirement. The control-system dynamic response is insensitive to the location of the side force as long as the distance from the CG remains constant. Therefore, head-end steering, as studied thus far, offers no advantage over tail-end steering (and vice versa) from a control-system dynamic response standpoint, except a possible are advantage in control-moment arm. Further studies are required to determine if structural load relief and improvements in cost effectiveness possible through head-end control. 7. Z TVC COMPARISON CHART Figure 7-3 shows the four TVC concepts evaluated in this study and salient parameters associated with each. Since the ABL concept was not continued in the design effort, data pertaining to it are incomplete. 7. 3 PAYLOAD CAPABILITY One measure of vehicle performance is the amount of cargo the vehicle can carry into the Z60-nmi LORL orbit. Table 7-1 shows the change in weight that occurs for launch vehicles using each of the candidate TVC systems Configurations I, II, and III use common TVC systems for both stages_ but the parameters that cause the change apply mainly to the stage. Therefore_ the cargo variation resulting from any interchange of stages to form a launch vehicle could be obtained. There will be a slight error introduced because of differing vehicle geometry and resulting control requirements which affect the parameters, but this should be small making a comparison of this type valid. Configuration V of the Phase II HIDS Study is used as the baseline for this evaluation. It has the capability of placing 15_455 ib of cargo and containers into the LORE orbit. The delta payload or cargo weights shown are obtained from the performance analysis described in Section 3.4 and from the vehicle and TVC system design tasks that generated the weight and Z_Isp. The performance analysis considered payload as weight in a circular
75
SER_ NO
TWO-STAG STAGE
MAXIMUM THRUSTVECTORDEFLECTION (DEG) MAXIMUM THRST VECTORDEFLECTIONRATE(DEG/SEC) MAXIMUM THRUST VECTORDEFLECTIONACCELERATION (DEG/SEC2) FLOWRATE PERQUADRANT (LB/SEC) NUMBER VALVES OF THRUSTVECTORCONTROL METHOD TOTAL WEIGHT, VC SYSTEM T (LB) RELIABILITY (PROBABILITYOF SUCCESS) 156,
7-6
PIVOT POINT
_F
WASPALL
ACTUATOR
CA TUI
2.47 7.5 30
i _ " :/_
T
::::::::::::::::::::::::: ============================= A
STEEL
G_APHITE S EAT
.,_
EN
PT GRAPHITE
:i
HOTGASVALVE
/
2.09 7.5
NOZZLEWALL
, __/
SEC0 ND 6.00 15.0 2O0 147 8
'
FIRST
SECOND
FIRST
30 445 16
,028 0.9914O9
NA NA
'
'
....
......
:"
"
:;:"
2:
i"
C onfigur Items II
ation
(Ib) III
Baseline Fir st- Stage Dry Weight New I_irst-Stage Dry W.eight plus A W eight ACargo Weight FirstStage AI sACaPrgo
Retrorockets
3 i0, 29 I, - 19, Z,
Weight Z, 857, 300 Z, 857, 3O0 2,857,300 2,857,300 2,857,300 Z, 832, 080 -Z5, ZZ0 -460 40,030 40, 95Z +922 -9OO -0. 23
Baseline Fir st- Stage Propellant Weight New Fir st- Stage Propellant Weight AWeight ACargo Weight Baseline Second-Stage Dry Weight New Second-Stage Dry Weight AWeight ACargo Weight Second-Stage AI A C a rSPo Weight
Baseline Second-Stage Propellant Weight New Second-Stage Propellant Weight AWeight ACargo Weight Total Change in Cargo Weight
ZZ5,450 225,450
-9,840
+i, 460
-.4
51 i!i_ i i
Z60-nmi
_ _ %
orbit. changed
Since
the
Ballos the
space change
craft
and
propellants in
are
i_ ii _
not
in this study,
in weight
cargo
capacity.
_!'iii_ __
i_'
7.4 The
MATRIX in this nine (Ballos vehicles, study can, with the proper can A weight above the
launch
vehicles
which
type).
has
weights
shown in Table
in Tables 7-5.
Weight
is shown
7.5 Table
VEHICLE 7-6
RELIABILITY presents
VERSUS
CONFIGURATION of all potential of considering with the launch hot gas gas vehicle comRoll-contrc to the from the
comparison result
is the
designated system
using
main-motor roll-control.
uses
generators
for
The
launch
consists second
of the stage as
Z60-in. defined
-diam in the
SRM Phase
-diam Report
On
of results determined
and
second-stage
respectively. various
reliabilities systems
of TVC
in this These
allow
reliability with
extracted
for use,
in conjunction of any
other
data,
in conducting
a comparative
analysis
selected
configuration.
7.6 In the
LAUNCH
- TOTAL operational
consideration second
that the
nozzle fewer
stages
approach.
7-8
!/:i!/i iI , _ ii_ ,_ i i
Table LAUNCH HOT Items Second Stage Aft Skirt Nozzle Motorcase TVC TVC System Control/System VEHICLE GAS FIRST
803 5,488 26,756 I, 755 I00 4, 558 47 I, 445 Burnout 40, 952 240 222,315 3, 135 131 266,773
I, 318 4, 988 27,270 5,500 100 4,552 47 i, 612 45, 393 Z40 225,450 8,788 131 280, 00Z Hot Gas
I, 532 4, 988 27,270 I, Z73 I00 4, 558 47 I, 440 41,208 240 Z25,450 --131 267,029
Stage
at Second-Stage
Igniter Propellant Main Propellant TVC Propellant Roll Control Propellant Stage at Second-Stage Ignition
First
Stage Aft Skirt Nozzle Motorcase TVC System TVC Control System Forward Skirt Equipment and In strumentation Tunnels Contingencies Stage at First-Stage Main Propellant Burnout
r " 5, 541 40, 188 ZZZ, 512 5, 2.08 100 I, 932 6, 271 7.48 6, 300 555, 673 2,832,080 25, 220 2, 609 2, 150 3, 417, 732
5,541 40, 188 222, 512. 5,808 i00 2,075 6,271 248 6, 3O0 569, 045 2, 832, 080 25,220 2,609 Z, 150 3,431, 104
5,541 40, 188 222, 512 5,808 I00 I, 944 6,271 248 6, 3OO 555, 941 2, 832, 080 25,220 2,609 2, 150 3,418,000
TVC Propellant Roll Control Propellant Retrorocket Propellant Stage at First-Stage Ignition
7-9
Table
,;' iii _
Second
Stage Aft Skirt Nozzle Motorcase TVC TVC System Control System 803 5,488 26,756 1,755 I00 4,558 47 i, 445 Burnout 40,952 222,315 3, 135 131 240 Ignition 266,773 r Skirt 7,959 30, 188 226,460 54, 279 I00 i, 932 6, 271 248 7, 995 Burnout 602, 7.05 2,857,300 102,352 3, 150 2,609 3, 566, 616 7, 959 30, 188 226,460 54, 279 I00 2,075 6,271 248 7, 995 615, 577 2,857,300 102,357. 2, 150 7.,609 3, 579, 988 7, 959 30, 188 226, 460 54, 279 I00 i, 944 6,271 7.48 7, 995 602, 473 2,857,300 102, 352 2, 150 7.,609 3, 566, 884 I, 318 4,988 27,270 5,500 i00 4, 558 47 i, 612 45, 393 225,450 8,788 131 240 2.80, 002 Warm Gas.
A
l, 532 4, 988 27, 7.70 1,273 i00 4, 558 47 I, 440 41, 208 225,450 --131 240 267,029
Equipment and Instrumentation Tunnels Contingencies i-_ ::_ Stage at Second-Stage Main TVC Roll Propellant Propellant Control Propellant Propellant
at Second-Stage
Stage Aft Nozzle Motorcase TVC System TVC Control System Forward Skirt Equipment and Instrumentation Tunnels Contingencies
Stage
at First-Stage
Main Propellant TVC Propellant Retrorocket Propellant Roll Control Propellant Stage at First-Stage Igntion
'
7-10
Table
, 7 i , ,i ;<
7-5 SECOND HL-10 15,470 STAGE (LB) Ballos ZI,895 Z3,470 505 45,870 8,75O
WEIGHT Item
ABOVE
THE
Spac Cargo
---
the
similarity
and
replacement
make
a flight-controlneed to perform of to be
network
attractive. ground
to be no since
of both
sequential sequenced
checkout switching
performed. using
techniqnes
applied,
instrumentation
loop.
the system
warm has
gas
or
hot
gas
system
could
be To
stage, having
but
systems
only
the
of systems complicate
since be
possibly
personnel
required,
advantage one
different
,/
second nozzle
with
valves
required) gas
could system
be
would associated
still be with
problems on-pad
to simple assurance
operating
procedures
checkout
with
of flight
readiness.
7-12
Items
Hot
Gas
Warm
Gas
Gimbal
Second ,
Stage Aft Skirt Nozzle Motorcase TVC System TVC Control System Equipment and Instrumentation Tunnels Contingencies 803 5,488 26,756 i, 755 I00 4, 558 47 I, 445 Burnout 40,952 240 22Z, 315 3, 1 35 131 266,773 d8,353 30, 188 Z26,460 7, 500 i00 I, 932 6, 271 248 6, 225 Burnout 554, 050 2,857,300 2,609 Z, 150 3, 416, i09 8,353 30,188 226,460 7,500 I00 2,075 6,271 248 6,225 567,422 2,857,300 2,609 2,150 3,429,481 8,353 30,188 226,460 7,500 I00 1,944 6,271 248 6,225 554,318 2,857,300 2,609 2,150 3,416,377 I, 4, 27, 5, 318 988 270 500 i00 i, 53Z 4, 988 Z7,270 I, 273 I00 4, 558 47 i, 440 41,208 240 225,450 --131 267,029
4, 558 47 i, 612 45, 393 240 222,450 8,788 131 280, 002 Gimbal Nozzle A
Stage
at Second-Stage
Igniter P ropellant Main Propellant TVC Propellant Roll Control Propellant Stage First at Second-Stage Ignition
Nozzle Motorcase TVC System TVC Control System Forward Skirt Equipment and Instrumentation Tunnels Contingencies Stage at First-Stage
Main Propellant Roll Control Propellant Retrorocket Propellant Stage at First-Stage Ignition
7-11
7-6
(Page
POTENTIAL
TVC Stage
Roll Second
eal
Locks
eal
APS 0. 997 APS 0. 997 APS 0. 997 APS 0. 997 APS 0. 997 APS 0. 997 APS 0.997 Hot Gas
0. 998792 Lockseal
0. 971
0. 978
0. 99879Z Lockseal
0. 971
0. 978
0. 99879Z Lockseal
0. 993 APS 0. 999 Warm 0.99Z APS 0. 999 Hot 0.993 APS 0. 999 Hot Gas _ Gas Gas
0. 971
0. 978
0. 99879Z Zockseal
0. 939
0. 971
0. 978
0. 932
0. 971
0. 978
0. 933
0.971
0.978
0.9Z7
ii
0. 971
0. 978
0.9Z8
I0
0. 971
0. 978
0. 923
15
0. 971
0. 978
0. 938
0. 971
0. 978
0. 933
0. 971
i-)
0. 978
0. 991409
0. 993959
0. 933
/i! 0_
>
-.j 4_
Table
7-6
(Page
2 of 2)
TVC Stage
Roll Second
Gas
Gas
APS 0.997
Warm 0.992 APS 0. 999 Warm 0. 992 APS 0. 999 Warm 0.99Z Gas APS 0. 999 Gas Warm 0.99Z APS 0. 999 Gas APS 0. 999 APS 0. 999 Hot
Gas 0.9Z6 IZ
Gas
Hot
Gas
0. 971
0. 978
II
0. 971
0. 978
0. 992 APS 0. 997 APS 0. 997 Warm 0. 991 Warm 0. 991 APS 0. 997 Warm 0. 991 APS 0. 997 APS 0. 997 Warm 0. 991 Warm 0. 991 Gas Gas
16
0. 971
0. 978
0. 971
0. 978
14
0. 971
0. 978
14
0. 971
0. 978
18
0. 971
0. 978
0. 934
0. 971
0. 978
0. 929
0o 971
0. 978
0. 931
Gas 0. 925 13
0. 971
0. 978
0. 971
0. 978
0. 925
13
0. 971
0. 978
0. 988937
0. 995044
0. 993
0.9Z0
17
Section BI B LIOGRAPHY
I.
I, A
feasibility
Study
of
Head
End
Steering No.
for
a Simplified
Douglas
Report
SM-4815Z,
Phase IT, Study of Head End Steering for a Simplified Manned Vehicle. Douglas Report No. SM-5187Z, March 1966. The Douglas Saturn No. for I-B Improvement Z4 or Study-Solid Feburary Near-Term 1965. Vehicle Report, April No. DAC-57990, First Stage.
Space
Douglas
i _ .
Report Vehicles
SM-47043, Spacecraft
Launch
(Expendable Rocket) (U), Vol II, Technical Report, April 1967 (C).
E. L. Pollack. Evaluation of Hot-Gas Control Performance Parameters with Boosters. MLV Saturn Douglas I-B Report No.
Injection Defensive
Thrust Vector Missile System 1966. Vehicle. October If. 1966. 1966.
December -B-16
Report
DAC-56457P,
Use of Large Solid Motors in Booster Applications, Douglas Report Nos. DAC-58036, DAC-58037, and August 1967. Thrust Report Propulsion ER 6959, Nozzle 12 October
Study (U). 1966 (C). Development City, Utah), (U). Thiokol 30 September
TRW
Structures
I0.
3044: Submerged Hot-Gas Valve Chemical Corporation (Brigham Technical Direction Meeting Report No. TMC-Z31-9-6, Submerged Conference, TU-56Z Hot-Gas Vol Motor Valve
II.
IZ.
TVC (C).
(U).
ICRPG/AIAA
Propulsion 13. J. W.
I, July Design
1966
Wilson.
Report
on
Flexible Report
Bearing No.
Corporation
8.1
14.
Manuel
Fuentest
and
John
Thirkill.
Evaluation
of TVC
Systems
for
Solid Propellant Motor Application. Thiokol Chemical Corporation, 16 December 1963. Prepared for the AlAN Solid Propellant Conference, Palo Alto, California, Z9 to 31 January 1964. ] i/iiii/ i T. J. Dahn. Data Analysis, Thiokol Chemical Corporation Injection August TVC 1964. Flexible Seal No. Nozzle TE Demonstration 2-183-6-7, Z7 (U). June Thiokol Chemical Tests (U). and Performance TU-IZI Motor Corp., Prediction for the Hot-Gas Secondary Note 9166-TN-6,
15.
Vidya
Technical
16.
AF
156-9
Corporation, 17.
7
Ileport
1967.
18.
Development
of an
Elastomeric
Seal
for
Omniaxial
Moveable Report
Nozzles
Company, (U).
19.
Elastomeric Seal for Omniaxial Moveable LPC Progress Report No. Z, August 1965 (C). Performance Maryland) Studies Allegheny June Ballistics 1963
Z0.
Injection
Laboratory to February ZI M. G.
ABL-TR-66-1,
NASA
Gas
Valve
Scale-Up
Allegheny
Ballistics
Laboratory,
March for
6500F
TVC.
Ballistics 1963.
Laboratory
Report
Application of Propellant Gas Valves for TVC of High-Pressure, High-Acceleration, Solid Propellant Rocket Motors. Allegheny Ballistics Laboratory, Report, No. ABL/Z-7Z, May 1964. The Vickers Warm-Gas TVC System Study. Prepared for Langley Research Center, NASA under Contract Nos. NAS I-Z96Z and HAS 1-410Z, Vickers Incorporated (Troy, Michigan). Proportional Solid Propellant Secondary Injection Control Study. Prepared for NASA under Contract September 1965. Solid Propellant, S.I.T.V.C. Prepared for NASA under Under Contract Thrust Vector No. NAS 1-2962,
Z4.
Z5.
Z6.
Phase I, Study of Proportional Simulated Altitude Conditions. No. NAS 1-410Z, June 1966.
82
ZT.
Development of a Proportional Pneumatic Valve for Z, 000OF for NASA under Contract No.
Two Stage Pressure Solid Propellant Systems. NAS 1-4102, July 1966.
ZS.
G. E. Daniels, J. R. Scoggins, and O. E. Smith, Terrestrial Environment (Climatic) Criteria Guidelines for Use in Space Vehicle Development, 1966 Revision. NASA Technical Memorandum No. X-53328, 1 May 1966. Failure
D. R. Series
Rate
Data
Handbook
(FARADA).
Bureau
of Naval
Weapons.
Data
Engineering
8"3
_L _ I
....