internal note no. · struc;tural limit, the heating limit (invalid for engine out), or the l~p...
TRANSCRIPT
NATIONAL AERONAUTICS AND SPACE ADMIN IS'TRATION
MANNED SPACECRAFT CENTERHOUSTON,TEXAS
•
"""'~I "'i':-'~"r'-'-I,ll'f" ,1"'"
N74-70695
Unclas00/99 16361
'\.:V'-J./
I'I
May 12, 1969
. . f:FS 9Techn;"'"'j' L" . - f9:;-~ .tl
va 'dory. bEilcomm, Inc. f
MSC INTERNAL NOTE NO. 69.FM.119
RATIONALE FOR USING THE SATURN
MONITOR AND ABORT CREW CHARTS
FOR APOllO 10 (MISSION F)
::::::: (NASA-TM-X-69656) RATICNALE FCR USING:::::::THE SATUBN MONITOR AND AEORT CREW CHARTS
~~~~~~~FCB APOLLO 10 (MISSION F) (NASA) 31 p
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MSC INTERNAL NOTE NO. 69-FM-119
PROJ ECT APOLLO
RATIONALE FOR USING THE SATURN MONITOR ANDABORT CREW CHARTS FOR APOLLO 10 (MISSION F)
By Contingency Analysis SectionFlight Analysi s Branch
May 12,1969
MISSION PLANNING AND ANALYSIS DIVISION
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION
MANNED SPACECRAFT CENTER
HOUSTON, TEXAS
"/ I _ /"
I ~,_ ". 1/ /. ~ ~ :Approved: \ lCd«(tl:.: ( , ctl:.f,it,.:.
Charlie C. Allen, Chief
Approved: F:rAi?r;hL ~" ~ ~/ Johnp. Mayer, Chief
.lrc, ~ission Planning and Analysis Division/
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loCI
2.0
3.0
4.0
5.0
6.0
'7.0
CONTENTS
sm.'THARY
IN'I'RODUCTION
ABBREVIATIONS
LAUNCH PHASE CHARTS
TRANSLUNAR INJECTION CREW CHARTS
5.1 Translunar In,j ection Monitoring Crew Charts
5.2 TLI Abort Crew Charts . . .
LUNAR ORBIT INSERTION ABORT CREW CHARTS
6.1 Nominal Mission (CSM/LM) Crew Charts
6.2 Alternate Hission (CSM only) Crew Charts
REFERENCES
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Page
1
1
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4
6
6
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9
9
10
26
5
6
7
R
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CREW CHARTS
Launch abort curves . . .
Listin~ of nlannen launch trajectory parameters
~LI pitch gimbal angle history and attitudedeviation limits for first opportunity
TLJ yaw Gimbal angle history and attitude deviationlimits for first opportunity . . . .
TLI plus 10 minute crew chart; abort ~V and SPS burntime versus inertial velocity ....
~LI plus 10 minute crew chart; TAR versus inertialvelocity . . . . . . . . . .
Nominal LOI 15-minute abort (CSM/LM)
CSM-only lunar orbital alternate mission LOr abort;15-minute and 5-hour abort curves . . . . . . . .
CSM-only lunar orbital alternate mission LOI abort;mode III crew chart . . . . . . . . . . . . . . .
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T;'i gure
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FIGURES
Basic crew maneuver monitoring techniQue . . . . . .
Fitch ~imbal angle versus TLI burn time for severalmalfunctions . . . . . . . . . . . . .
Definition of attitude for fixed-attitude abortsfrom TLI . . . . . . . . . . .
Tynical TLI burn groundtracks and fixed-attitudeabort landinr point loci . . . . . . . . . . .
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RATIONALE FOR USING THE SATURN MONITOR AND ABORT CREW CHARTS
FOR APOLLO 10 (MISSION F)
By Contingency Analysis Section
1.0 SUMMARY
The purnose of this document is to explain the crew charts that theFlight Analysis Branch has prepared for Apollo 10 (Mission F). Theonerational abort plan for Apollo 10 (Mission F) (ref. 1) includes acomplete description of abort modes, philosophy, and constraints usedin the generation of these crew charts.
The following sections include copies of the applicable crew chartsas well as a discussion of the situations that require their use.Fjnally, the procedure for using each of the charts is included.
2.0 INTRODUCTION
The crew charts contained in this document were prepared by theFlight Analysis Branch for the F mission launched May 18, 1969. Changesrequired to update the crew charts because of variations in launch dateare discussed in each section where applicable. The crew charts includedare listed below along with the resnonsible Flight Analysis Branchpersonnel.
(a) Launch abort, section 4.0: E. M. Henderson
(b) TLI monitoring, section 5.1: C. T. Hyle
(c) TLI abort, section 5.2: C. J. Laetz
(d) LOI abort, section 6.0: C. E. Foggatt
3.0 ABBREVIATIONS
•Cf\1
CMC
command module
command module comnuter
co/\S
n".. ,l! t "
FDi\ T
~.e.t.
h
IGA
r~ii I
III
LOT
TnT-l
LOT-2
MCC
(1(-; 1\
2
crew optical alinement sight
contin~ency orbit insertion
command and service modules
iescent nroDu]sion system
rlisnlay ke:,rhoarri
f\.V magnitude
entry monitoring system
e~rth narking orbit
early S-IVB staging
flight director attitude indicator
entry load
~round elansed time
altitude
inner gimbal angle
inertial measurement unit
instrument unit
lunar orbit insertion
first LOI burn into a 1')0- by 1I0-n. mi. altitude orbit
lunar orbi t circulari zation burn into a 60- n. mi.altitude orbit
midcourse correction
middle gimbal anple
Manned 2nace FJipht Network
outer gimhal angle
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RCS
REF' St:l1\'lAT
sr
S-IC
SCS
S-II
S-IVB
SPLERROR (tlR)
SPS
TAR
THe
TLC
'I'Ll
tB
tff
tIC;
V.l
fiR
6V
Subscri..ts:
p
Ie;
3
reaction control system
transformation matrix from inertial to stable member (IM1J)
snacecraft
launch vehicle first stage
stabilization and control subsystem
launch vehicle second stage
launch vehicle third stage
difference between the onboard nredicted landing pointand the mode III target point
service propulsion subsystem
time from abort to reentry
translational hand controller
trans lunar coast
translunar injection
burn time
time of free fall
time of ignition
inertial velocity
SPLERROR
total sensed velocity change
perigee
ignition
4 •I.
inertial
body axis system
4.0 LAlmCH PHASE CHARTS •To facilitate trajectory monitoring during the launch phase, the
'j'l'\.J w,os the FDA.I and nSKY displays with two onboard crew charts. 'Phefir:; ~hBrt (2rew chart 1) nresents the nominal launch profile alongvIi th the ~thort tra,i ectory limits and the orbital canabili ty regions.'chis chart would be used by the crew to help determine when an abortwOllll be required for trajectory deviations and to determine what action('1.l1crt mooe) would be reoui red if an abort should occur. Normally, thep:round control will inform the crew when trajectory limits are violatedand will advise the crew on the appropriate abort action. However, ifvoice c~mmunications were lost during launch, the crew would have todenend on crew chart I and on the onboard displays for this information.The second chart (crew chart 2) lists the planned trajectory parametersfor the nominal launch. This chart will be used by the crew to monitorthe trajectory parameters during launch, and the data would provide theImlnch vehicle steering parameters if the crew manually takes over aftera launch vehicle platform failure during the 8-11 and the S-1VB portionsof the launch.
The nominal launch profile and the associated abort trajectorylimits and c8.T'ahility lines are shown as functions of inertial velocity'm4'lltitude rate in crew chart 1. The chart has a dual function.
(a) To oetermine when an abort is necessary for trajectory.levi Qti ons
(h) To determine what canability exists if the launch vehicleshut" clown
For the first function, if the actual flight trace violates thestruc;tural limit, the heating limit (invalid for engine out), or thel~p maximum entry load factor limit, the crew would be required toi ni ti CI te an abort. If the trace approaches the lOO-second free-falllimit, the crew would initiate an abort when the DSKY display of freefall time :is 100 seconds and decreasing. Note that the ground controlnorlilfllly would inform the crew both by voice and by command of the abortlight for trajectory violations if voice communications and commandcaNthi 1 ity exi st.
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For the second function of the first chart (i.e., to determine whatcanability exists if the launch vehicle shuts down), several nossibilitiesexist based on the boundaries crossed by the flight trace.
(a) ESS to COl tick - the crew could manually upstage to the S-IVBand could achieve the mode IV COl region.
(b) ~SS to orbit tick - the crew could manually upstage to the~:::-IVB And achieve earth Tarking orbit.
(c) ~ode IV, COT boundary - the crew could use the SPS manually to,,('ltieve orbit (either a two-imnulse, a single imnulse, or an apogee kickmaneuver) .
(d) Mode II/mode III line or 6R > -400 n. mi. - if a suborbitalabort were required, the crew would use lift control or an SPS burn orboth to obtain an Atlantic landing.
The second chart for the launch phase, crew chart 2, lists the SCI~TIJ pitch pimbal angle, inertial velocity, altitude rate, and altitudeas functions of ground elapsed time for the nominal nlanned nrofile.These parameters will be comnared to the actual flight values as anestimate of the trajectory status during the launch. The primary function of this chart will be to provide crew steering narameters if amanual takeover should occur (stick steering) after launch vehicle IUplatform failure. The se comnuter will provide steering commands forthe first stflge (S-IC) portion of the flight, and the crew will manuallyTl'ovide steering commands for the second and third stage (S-II and S-IVB)nortions of the launch. The crew will use the parameters in crew chart 2in con,junction with the FDAI and DSKY disnlays. After comparison of theinertial velocity on the DSKY with the inertial velocity on the chart,the crew will command the appropriate pitch gimbal angle to achieve thedesired altitude rate and altitude profile and will continually checkthe results with the chart until orbital insertion is achieved. Notethat this procedure and these parameters assume a normally functioninglaunch vehicle except for the platform failure.
(exceptAgain,
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(e) GO/NO-GO line - no actionfor an overspeed); a safe orbit has
these c'1.nRbili ties would be relaYedcommunications exist.
would be reauired by the crewbeen achieved; h > 75 n. mi.
pfrom ground control when voice
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5.0 TRANS LUNAR INJECTION CREW CHARTS
5.1 Translunar Injection Monitoring Crew Charts
Next to insuring crew safety, the primary objective after a problemdevelops during TLI, as well as during all other mission phases, is toperform an alternate mission. Therefore, the extent of allowable deviatedfli~ht conditions must be determined in advance to insure that the desiredalternate mission capability will exist. Also, due consideration must begiven to the provision of reasonable initial conditions for performanceof an abort maneuver. These things have been done by the development ofa crpw moni-tcring procedure which includes appropriate S-IVB shutdownlimi ts.
The creW mus L be able to monitor and evaluate TLI without groundsupport because the maneuver can occur off the MSFN tracking range.A schematic of the basic crew monitoring technique (fig. 1) shows thatan abort can be performed for S-IVB attitude rate problems, for attitudedeviation problems, and for se system problems. Because S-IVB problemsnormally would result in an alternate mission, only a critical sesystem problem is likely to require an abort.
Several significant items can be noted about the TLI monitoringtechnique.
1. The TLI maneuver will be inhibited if the launch vehicle attitude before ignition is more than 10° from nominal as determined byhorizon reference.
2. The ~LI maneuver will be terminated by the crew for S-IVBinitiated rates of 10 dog/sec.
3. The TLI wmeuver will be terminated by the crew with the aborthandle for attitude deviations of 45° from the nominal attitude, whichare determined by onboard charts of the nominal nitch and yaw gimbalangle histories.
4. A backup to the S-IVB guidance cutoff signal will be performedby the crew if the S-IVR has not shut down at the end of the predictedburn til~e plUS a 20 dls~ersion of 6.0 seconds and if the nominal inertialvelocity displayed by the se computer has been achieved.
The crew charts mentioned in item 3 are shown in crew charts 3 and 4.The double scale on the pitch chart (crew chart 3) indicates the TLIignition gimbal angle for a 72° launch azimuth. For any other day orlaunch azimuth, the crew will renumber the scale by changing the zeropoint to the ignition pitch gimbal angle unlinked hy the ground control
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during EPO. After an S-IVB shutdown by use of these charts, the crewwill receive alternate mission midcourse requirements from the ground.The rationale for the monitoring procedures and for the determinationof the previously discussed limits are documented in references 2, 3,elId 4.
If a tumbled S-IVB inertial platform exists during TLI, the crewm~ty assume manual control of the burn with the hand controller. In thiscase, the IMU would be used to obtain reference information, and thecrew charts could be used to obtain reference information. A groundrule for manual takeover requires illumination of the guidance failureliGhts when the S-IVB platform is tumbled. The 45° attitude deviationlimits are required for protection against other S-IVB malfunctions.
Although the recommended procedure to shut down the S-IVB involvesuse of the above chart, the same end could be accomplished by the crewmentally computing differences between the actual attitude and valuesfrom a preflight table of attitudes at discrete times.
A comparison of the nominal pitch gimbal angle with pitch gimbalan~le variations for several malfunctioning TLI burns is provided infigure 2 .
5.2 TLI Abort Crew Charts
The 10-minute fixed attitude abort is designed to enable the crewto return to earth as rapidly as possible, without regard to landinglo('ation, if a catastrophic SC subsystem problem should occur which couldbp isolated during the TLI burn. It has been recommended that, if the~itlJation permits, the crew should allow the S-IVB to complete TLI, atwhich time the ground could assist in performance of a system malfunctionanalysis. As yet, no single point failures are known which would requirpthe crew to shut down the S-IVB manually and to execute this abortmaneuver immediately.
'rhe following time line has been recommended for the lO-minutei'ixed attitude abort. The actual time line will be presented in theApollo Abort Summary for Apollo 10 (Mission F) to be prepared by therrev Safety Section, Crew Safety and Procedures Branch, Flight Crewnunport Division .
Time from S-IVB cutoff,min:sec, g.e.t.
00:00
00: 03
00: 13
01:00
01:08
8
Event
S-IVB burn time is recorded; THC is turnedcounterclockwise to initiate S-IVB shutdown; inertial velocity (Vi) is recorded
from the DSKY; the four +X RCS jets areturned on
CSM/S-IVB separation occurs
The four +X RCS jets are turned off; thecrew begins to nitch un (+~ down) to -r
(down the radius vector), with the earthused as the visual reference to determine-r
The four -X RCS jets are turned on to initiatean evasive maneuver to provide clearancebetween the CSM and S-IVB for the abortmaneuver
The four -X RCS jets are turned off; the crewbegins maneuvers to the abort maneuverthrusting attitude (fig. 3) after havingdriven to the following IMU gimbal angles:
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•OGAMGAIGA
= 180°= 0.0°
ground comnuted in EPa
04:00
05:00
09:30
10:00
The crew selects the abort ~V from a chartof ~V versus Vi and S-IVB t
B(crew chart 5)
and enters this value in the ~V counter; thecrew bepins nreparations for an SCS automatic maneuver
The COAS elevation angle is reset to 0°; theCDR adjusts his position on the couch toview the horizon through the COAS reticleimage
The snacecraft is alined to the required horizonreferenced attitude (fig. 3)
The SPS is ignited and the burn is controlledby SCS automatic
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'I'he crew will have a second chart, crew chart 6, to enable themto determine if sufficient time remains after the abort to perform a~IjCC nrior to entry. In both crew charts 5 and 6, S-IVB burn timeand S-IVB EMS 6V have been provided as independent backup parameters.
Typical TLI burn groundtracks and landing point loci are shown infi~ure 4. For the abort to be as insensitive as possible to executionerrors, the maneuver is targeted to achieve the contingency target line,which is the s&~e as the entry target line that is stored in the CMC.Therefore, subse~uent midcourse corrections determined onboard will betargeted to the entry target line used to determine the abort 6V .
Previous studies have shown that this maneuver is relatively insensitive to execution errors in abort 6V and ignition time. However,this abort maneuver is very sensitive to attitude errors for abortsnerformed after approximately 200 seconds into the TLI burn. Nevertheless, sufficient time prior to entry remains after this time to performa midcourse correction.
6.0 LUNAR ORBIT INSERTION ABORT CREW CHARTS
6.1 Nominal ~ission (CSM/LH) Crew Charts
During the LOI burn, failure of the SPS engine would require LMactivation followed by one or more docked DPS burns to inject the SCon the trans earth coast. A comnlete description of the LM abort modesis presented in reference 1. Monitoring of SPS systems during the burn,however, would nermit termination of the LOI burn before an SPS burncapahility is lost.
Because specific SPS problems during the burn can be identifiedand the LOI burn terminated, the foPS engine may be available for anahort maneuver after manual shutdown. In general, however, the SPSproblems considered in the Apollo 10 (Mission F) mission rules are associated with decaying propellant tank pressure. For this reason, anin~ediate SPS abort capability would be desirable because the pressuredecay might preclude SPS restarts if an extended coast period occurredprior to abort. Although the DPS has the canahility to return the SCto earth for any early LOI shutdown during Apollo 10 (Mission F), LMaC'tivation and nossibly two DPS burns are reauired.
The 15-minute crew chart developed for Apollo 8 (when no DPS backupwas available) is included for Anollo 10 because the relatively simpleprocedure could reduce the crew activity required if SPS problems of thetyne previously mentioned became evident.
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For the F mission, the SPS 6V available in the docked configurationis such that the 15-minute abort is available for only a nortion of theLOT hurn. The anplicable region of the LOr burn is discussed in thefoIl O\,i nr; paragranhs.
BQsically, the nrocedure for use of the 15-minute crew chart is asfol J "ws .
1. After manual SPS shutdown, the crew maneuvers the eSM/LM com1,ination to a set of gimbal angles relative to the eM rMU orientation.These ~imbal angles are contained on the chart and are the same regardless of LOT burn duration.
2. The abort 6V magnitude is read from the chart (crew chart 7)and is a function of the DVM read from the DSKY after shutdown. Theburn time can be used as a backup.
3. An sps/ses burn is initiated at LOI-IIG
plUS 15 minutes. There
fore, a constant time of ignition results.
4. If the SPS cannot be restarted, the normal DPS abort procedureis followed.
It is recommended that the 15-minute abort be used for LOr shutdowns
nrior to 3IDOOS although the chart will be extended until 4moos when theabort 6V is apnroximately 500 fps less than the available SPS 6V (a
nominal SPS performance is assumed). At 3mOOs into the LOr burn, a stablelunar ellipse with a neriod of 15 hours has been achieved. The nreahortperiods in this region of the LOI burn are shown on the crew chart. Forthe remainder of the LOI burn, a mode III DPS abort can be initiatedafter one revolution, and immediate LN activation is not required. As a
point of interest, if the chart is used at 2m50s into LOr, the total SPSburn time (LOI plus abort) is anproximately 20 seconds longer than ifthe LOT burn had been continued to nominal shutdown.
Basically, the 15-minute crew chart provides the crew the capabilityto tarret an SPS burn onboard to return to the free-return trajectoryafter manual SPS shutdown.
6.2 Alternate Mission (eSM only) Crew Charts
One of the alternate missions planned for contingencies that couldarise during the nominal F mission is a CSM-only lunar orbital mission.This alternate mission is similar to the Apollo 8 mission in that the
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11,1 backup to an SPS failure is not available. In general, this alternate mission would occur if a failure of LM extraction occurred afterTLI. This alternate mission could also be caused by an early TLI shutdown followed by a large SPS MCC to return the CSM/LH to a free-return7LC. 7hen the LM would have to be jettisoned because of its bV penalty,and an Apollo 8 type mission would be flown.
However, current analysis has indicated the feasibility of a DPS1';1-1 burn as an alternate mission (ref. 5). Because this alternatemission would take precerlence over a CSM-only lunar orbital mission(a;'ter 8 lan'"c SPS ~1CC on the TLC), it was assumed that all the SPSnronellant remained prior to the CSM-only LOI burn for which the CSMonly crew charts were nrenared.
If SF;:; problems occur during LOI which indicate an anproaching SPSfailure (such as a decay in the propellant tank pressures), the recommended procedure is to shut down the SPS engine manually. The subsequent crew action will be an SPS restart by use of the 15-minute crewchart. However, if inadvertent SPS shutdown occurs during LOI andground communications are lost, either the mode I 5-hour crew charts orthe mode III crew charts will be used (based on the time of LOIshutdown) .
Basically, the procedure for use of the crew charts is as follows.
1. The crew maneuvers the CSM to a set of gimbal angles relativeto the eM IMU orientation. These gimbal angles are included on eachchart and are the same for a particular mode, regardless of LOI burnduration.
2. The abort bV magnitude is read from the chart and is a functionof thEe' DVM read from the DSKY after LOI shutdown. (The LOI burn timecan be used as a backun. )
3. The time of ignition is determined from the crew chart. Forthe mode I 15-minute chart and the 5-hour chart (crew chart 8), the~.P.t. of ignition is a constant. For the mode III chart (crew chart 9),the selenographic longitude of ignition is read and converted to thetime of ignition by use of CMC P21 (Which requires iteration on timeof ignition). An estimate of the time of ignition is provided by anaddi~ional scale on the mode III chart.
4. At the correct time of ignition, an SPS/SCS burn of the requiredAV magnitude is initiated.
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The possibility of such a CSM-only lunar orbital alternate missionis of low probability. In addition, the system problems that wouldreauire the use of these alternate mission crew charts can be consideredat least a double failure situation. On the other hand, because of therelative simnlicity of the charts and of the fairly low work levelrequired for their prenaration, they are included among those recommendedby the Flight Analysis Branch.
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7.0 RF.FERENCES
1. Contingency Analysis Section: Operational Abort Plan for Apollo 10(Mission F). MSC IN 69-FM-78, April 9,1969.
2. Hyle, Charles T.: Preliminary Display Limits and Crew MonitoringConsiderations for TIJI, LOI, and TEl. MSC IN 67-FM-138,September 27,1967.
3. Hyle, Charles T.: and Treadway, Alexander H.: The Determination ofAttitude Deviation Limits for Terminating a Nonnominal TranslunarInjection Maneuver. MSC IN 68-FM-172, July 17,1968.
4. Hyle, Charles T.: Detailed Crew Procedures for a Powered FlightEvaluation of the Translunar Injection Maneuver. MSC IN 68-FM-212,August 28, 1968.
5. Technical Assistant, MPAD: F Alternate Mission Review. U. S. Government memo 69-FM-0-8, March 7, 1969.
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