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Three orthogonal-plane projection provides accuracy of readout of both attitude and attitude-rate information in an easily interpreted, uncluttered arrangement where blind navigation of a moving body is involved. The longitudinal length of the projection is constant, and independent of the pitch and roll attitudes of the moving body.
In order to satisfy the stringent cost and power requirements of small satellites, an advanced SCANWHEEL was designed, built, and qualified by ITHACO, Inc. The T-SCANWHEEL is a modular momentum/reaction wheel with an integral conical Earth scanner. The momentum wheel provides momentum bias and control torques about the pitch axis of a spacecraft. An angled scan mirror coupled to the rotating shaft of the momentum wheel provides a conical scan of the field-of-view of an infrared sensor to provide pitch-and-roll attitude information. By using the same motor and bearings for the momentum wheel and Earth scanner, the overall power consumption is reduced and the system reliability is enhanced. The evolution of the T-SCANWHEEL is presented, including design ground rules, tradeoff analyses, and performance results.
Feasibility of manual completion of LOI burn with body mounted attitude gyro drifting about pitch axis
The Magsat Attitude Transfer System (ATS), which provides attitude alteration in pitch, yaw, and roll is described. A remote vector magnetometer extends from Magsat on a 20 ft boom, requiring vector orientation by reference to coordinate axes determined by a set of star mapping cameras. The ATS was designed to perform in a solar illuminated environment by using an optically narrow bandwidth with synchronous demodulation at 9300 A. The pitch/yaw optical design, the electrooptics, and signal and switching diagrams are provided. Simple mirrors with no moving parts are placed on the magnetometer to reflect a collimated beam from the ATS for attitude indication, which is accurate to one part in 96. Alignment was completed within 24 hr after launch.
An experimental investigation has been made of some lunar-landing characteristics of a 1/6-scale dynamic model of a landing module having multiple-leg landing-gear systems. Symmetric four-point and five-point systems were investigated. The landing-gear legs were inverted tripod arrangements having a telescoping main strut which incorporated a yielding-metal strap for energy dissipation, hinged V-struts, and circular pads. The landing tests were made by launching a free model onto an impenetrable hard surface (concrete) and onto a powdered-pumice overlay of various depths. Landing motion and acceleration data were obtained for a range of touchdown speeds, touchdown attitudes, and landing-surface conditions. Maximum normal acceleration experienced at the module center of gravity during landings on hard surface or pumice was 2g (full-scale lunar value in terms of earth's gravity) over a wide range of touchdown conditions. acceleration experienced was 12 1/2 radians/sec(exp 2) and maximum longitudinal acceleration was 1 3/4g. The module was very stable with all gear configurations during landings on hard surface (coefficient of friction, micron = 0.4) at all conditions tested. Some overturn instability occurred during landings on powdered pumice (micron = 0.7 to 1.0) depending upon flight path, pitch and yaw attitude, depth of pumice, surface topography, and landing-gear configuration. The effect on stability of roll attitude for the limited amount of roll-attitude landing data obtained was insignificant. Compared with the four-point landing gear, the five-point system with equal maximum gear radius increased landing stability slightly and improved the static stability for subsequent lunar launch. A considerable increase in landing stability in the direction of motion was obtained with an asymmetric four-point gear having two pads offset to increase gear radius by 33 percent in the direction of horizontal flight.
An experimental investigation has been made of some lunar-landing characteristics of a 1/6-scale dynamic model of a landing module having multiple-leg landing-gear systems. Symmetric four-point and five-point systems and an asymmetric four-point system were investigated. The landing-gear legs were inverted tripod arrangements having a telescoping main strut which incorporated a yielding-metal strap for energy dissipation, hinged V-struts, and circular pads. The landing tests were made by launching a free model onto an impenetrable hard surface (concrete) and onto a powdered-pumice overlay of various depths. Landing motion and acceleration data were obtained for a range of touchdown speeds, touchdown speeds, touch attitudes, and landing-surface conditions. Symmetric four-point and five-point systems and an Maximum normal acceleration experienced at the module center of gravity during landings on hard surface or pumice was 2g (full-scale lunar value in terms of earth's gravity) over a wide range of touchdown conditions. Maximum angular acceleration experienced was 12-1/2 radians/sec(exp 2) and maximum longitudinal acceleration was 1-3/4 g. The module was very stable with all gear configurations during landings on hard surface (coefficient of friction, microns=0.4) at all conditions tested. Some overturn instability occurred during landings on powdered pumice (microns=0.7 to 1.0) depending upon flight path, pitch and yaw attitude, depth of pumice, surface topography, and landing-gear configuration. The effect of stability of roll attitude for the limited amount of roll-attitude landing data obtained was insignificant. Compared with the four-point system, the five-point system with equal maximum gear radius increased landing stability slightly and improved the static stability for subsequent lunar launch. A considerable increase in landing stability in the direction of motion was obtained with an asymmetric four-point gear having two pads offset to increase gear radius by 33 percent in the direction of horizontal flight.
A flight investigation was performed with the Dornier DO-31 VTOL to evaluate the performance, handling qualities, and operating characteristics that are considered to be important in the operation of a commerical VTOL transport in the terminal area. The DO-31, a 20,000 kilogram transport, has a mixed jet propulsion system; main engines with nozzles deflect from a cruise to a hover position, and vertical lift engines operated below 170 knots. This VTOL mode incorporates pitch and roll attitude and yaw rate stabilization. The tests concentrated on the transition, approach, and vertical landing. The mixed jet propulsion system provided a large usable performance envelope that enabled simulated IFR approaches to be made on 7 deg and 12 deg glide slopes. In these approaches management of thrust magnitude and direction was a primary problem, and some form of integrating the controls will be necessary. The handling qualities evaluation pointed out the need for additional research of define flight path criteria. The aircraft had satisfactory control and stability in hover out of ground effect. The recirculation effects in vertical landing were large below 15 meters.
Wind tunnel tests were conducted on scale models of three rectangular shaped cargo containers to determine the aerodynamic characteristics of these typical externally-suspended helicopter cargo configurations. Tests were made over a large range of pitch and yaw attitudes at a nominal Reynolds number per unit length of 1.8 x one million. The aerodynamic data obtained from the tests are presented.
An experimental study was conducted to evaluate the landing behavior of a 1/10-scale dynamic model of the C-8 Buffalo airplane equipped with an air-cushion landing system (ACLS) on a variety of surfaces including both calm and rough water and a smooth hard surface. Taxi runs were made on the hard surface over several obstacles. Landings were made with the model at various pitch and roll attitudes and vertical velocities and at one nominal horizontal velocity. Data from the landings include time histories of the trunk and air-cushion pressures and accelerations at selected locations on the model.
Wind tunnel tests were conducted on a scale model of a D5 bulldozer and an M109 self-propelled 155 MM howitzer to determine the aerodynamic characteristics of these typical externally-suspended heavy lift helicopter cargo configurations. Tests were made over a large range of pitch and yaw attitudes at a nominal Reynolds number per unit length of 1.5 x 10 to the 6th power.
A simulator study was conducted to determine the usefulness of adding flight path vector symbology to a head-up display designed to improve glide-slope tracking performance during steep 7.5 deg visual approaches in STOL aircraft. All displays included a fixed attitude symbol, a pitch- and roll-stabilized horizon bar, and a glide-slope reference bar parallel to and 7.5 deg below the horizon bar. The displays differed with respect to the flight-path marker (FPM) symbol: display 1 had no FPM symbol; display 2 had an air-referenced FPM, and display 3 had a ground-referenced FPM. No differences between displays 1 and 2 were found on any of the performance measures. Display 3 was found to decrease height error in the early part of the approach and to reduce descent rate variation over the entire approach. Two measures of workload did not indicate any differences between the displays.
A sequence of ground and flight simulation experiments was conducted to investigate helicopter instrument-flight-rules airworthiness criteria. The first six of these experiments and major results are summarized. Five of the experiments were conducted on large-amplitude motion base simulators. The NASA-Army V/STOLAND UH-1H variable-stability helicopter was used in the flight experiment. Artificial stability and control augmentation, longitudinal and lateral control, and in pitch and roll attitude augmentation were investigated.
The development of systems for measuring model pitch and roll attitude in the National Transonic Facility (NTF) is discussed. The effort is divided between two approaches: (1) an inertial measurement that is an extrapolation of existing technology into a cryogenic environment, and (2) an optical technique based on a holographic angle sensor.
A sequence of ground and flight simulation experiments was conducted as part of a joint NASA/FAA program to investigate helicopter instrument flight rules (IFR) airworthiness criteria. The first six of these experiments are described and the results summarized. Five of the experiments were conducted on large amplitude motion base simulators; V/STOLAND UH-1H variable stability helicopter was used in the flight experiment. Airworthiness implications of selected variables that were investigated across all of the experiments are discussed, including the level of longitudinal static stability, the type of stability and control augmentation, the addition of flight director displays, and the type of instrument approach task. Among the specific results reviewed are the adequacy of neutral longitudinal statics for dual pilot approaches and the requirement for pitch and roll attitude stabilization in the stability and control augmentation system to achieve flying qualities evaluated as satisfactory.
A sequence of ground and flight simulation experiments was conducted to investigate helicopter instrument-flight-rules airworthiness criteria. The first six of these experiments and major results are summarized. Five of the experiments were conducted on large-amplitude motion base simulators. The NASA-Army V/STOLAND UH-1H variable-stability helicopter was used in the flight experiment. Artificial stability and control augmentation, longitudinal and lateral control, and in pitch and roll attitude augmentation were investigated. Previously announced in STAR as N82-23219
A three-axis attitude control system for an orbiting body comprised of a motor driven flywheel supported by a torque producing active magnetic bearing is described. Free rotation of the flywheel is provided about its central axis and together with limited angular torsional deflections of the flywheel about two orthogonal axes which are perpendicular to the central axis. The motor comprises an electronically commutated DC motor, while the magnetic bearing comprises a radially servoed permanent magnet biased magnetic bearing capable of producing cross-axis torques on the flywheel. Three body attitude sensors for pitch, yaw and roll generate respective command signals along three mutually orthogonal axes (x, y, z) which are coupled to circuit means for energizing a set of control coils for producing torques about two of the axes (x and y) and speed control of the flywheel about the third (z) axis. An energy recovery system, which is operative during motor deceleration, is also included which permits the use of a high-speed motor to perform effectively as a reactive wheel suspended in the magnetic bearing.
The rotational equations of motion, describing the dynamics of the (rigidized) proposed orbiting Spacecraft Control Laboratory Experiment (SCOLE) during the station keeping phase, are derived using the Eulerian formulation. When the attitude angles (roll, pitch, and yaw) are assumed small, a stability analysis is conducted for the system. It is seen that the pitch equation decouples from the roll and yaw equations when the interface between the mast on the reflector is not offset or the offset is only along the Shuttle roll axis. When a second offset is introduced along the pitch axis of the system and when the gravity-gradient torques are present in the dynamics, the system assumes a new equilibrium position. The linear regulator theory is used to derive a control law for the linear model of the rigidized SCOLE. This law is applied to the nonlinear model of the same configuration of the system and preliminary single axis slewing maneuvers (20 deg amplitude) are simulated.
This paper discusses the results of two studies which investigated the expected low frequency dynamic characteristics of conceptual Mars and lunar transportation nodes. Both concepts are based on evolution of the assembly-complete Space Station Freedom configuration by the addition of keels, booms, and modules. Finite-element models of the concepts were developed and a set of undamped modes and frequencies was computed below 2 Hz for each concept. The modes were used as basis vectors for modal analyses describing the dynamic response of the structures to typical reboost maneuvers. The reboost maneuvers had fairly complex loading characteristics since the reaction control system (RCS) jets used for the maneuvers were off-modulated to control pitch and yaw attitude. Interaction of the dynamic response of the structure with the closed-loop attitude control system is investigated for both concepts. The elastic response in the solar dynamic region is investigated to evaluate the severity of the dynamic environment, since the solar dynamic systems have stringent sunpointing requirements which must be maintained during the reboost maneuver.