msc internal note no. 68-fm-22 january 23, 1968 · 2013-08-31 · msc internal note no. 68-fm-22 el...

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NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

MSC INTERNAL NOTE NO. 68-FM-22

January 23, 1968

https://ntrs.nasa.gov/search.jsp?R=19700024989 2020-02-19T00:36:59+00:00Z

MSC INTERNAL NOTE NO. 68-FM-22el i II I

PROJECT APOLLO

THE EFFECTS OF WIND FORCES ONATHRUSTING LAUNCH VEHICLE AND

L.AUNCHESCAPE SYSTEM FORAPOLLO MODE I ABORTS

By Donald L. Dietrick. FI ight Analysis Branch

ii EE ii i i i iii| lib/,

_:_ January23, 1968c

_ MISSION PLANNING AND ANALYSIS DIVISION

NATIONAL AERONAUTICS h.ND SPACE ADMINIS I'RATION

:'" MANNED SPACECRAFT CENTERL_

._ HOUSTON, TEXAS,i,.,h

Approved: _" I' ../_"_. /_< L"/__., !'_C. R. Hicks, Jr., Chief

Flight Analysis Branch /

Approved:__ _ _j_cX._7_';' _ohn P. Mayer, Chief " "i:_ --' Mission PlanningandAnalysis Division

1970024989-002

" PRECEDING PAGE BLANK NOT FILMED.

::.:, CONTENTS

:. Section Page

SUMMARY l

_ rmmODUCTIO_.......................... l

ANAYI_IS ............................ 2

Computer Programs ...................... 2

Launch vehicle simulation computer program ......... 2

• Six-degree-of-freedom (six DOF) mode-I-abort landing-

location prediction program • . . 2

Three-degree-of-freedom (three DOF)mode-'I'abo_'inding" "location prediction program ............... 2

Sequence of Events for Mode I Aborts ............. 5

-- Wind Profile .........................

Wind Effects Computed ........... . ........

_ESUETS............................ 6

• Wind Effects on the LV.................... 6

.. Comparison of Case I and Case 2 ............... 6

Comparison of Case I and Case _ ............... 7iv"

. • Comparison of Case 3 and Case 9 ............... 7

Comparison of Case 3 and Case 6 ............... 7

CONCLUSIONS ....... . .................. 7

REFERENCES, .......................... , lh8

" iii

1970024989-003

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FIGURES

Figure Page

i Apollo 5 (AS-20_/LM-I) LES abort sequences for

different altitude regions

(_ Mode la low altitude LES aborts (pad abort

through 61 sec g.e.t.) ............. 9

(b) Mode Ib medium altitude LES aborts (62 through68 sec g.e.t.) ............ i0

(c) Mode Ib medium altitude LES aborts (69"through"

90 sec g.e.t.) ................ ll

2 Ninety-five-per cent-probability-of-occurrenc e wind

speed profile envelope for Cape Kennedy, Florida . . 12

3 Wind effects on launch vehicle

(a) Altitude versus downrange ............ 13(b) Altitude versus time ............... 14

(c) Relative flight azimuth versus time ....... 15(d) Relative flight-path angle versus time ...... 16

(e) Relative velocity versus time .......... 17(f) Geodetic latitude versus time ........... 18

_ (g) Longitude versus time .............. 19

(h) x (x geocentric position for winds on launchvehicle minus x geocentric position for no

• winds on launch vehicle) versus time ...... 20

(i) y (y geocentric po_ition for winds on launch

• vehicle minus y geocentric position for no:. winds on launch vehicle) versus time ...... 21

(J) z (z geocentric position for winds on launch

• vehicle minus z geocentric position for no), winds on launch vehicle versus time ....... 22

4 Command module impact points for winds on the LESat canard deploy to landing ............. 23

5a Command module impact points for winds on the LVand LES to landing ................. 25

6 Winds on the LV and LES to landing for a pad abort

(a) Altitude versus downrange ............ 26_' (b) Altitude time 27_, versus ...... . . . . . . . . .

i (c) Relative flight azimuth versus time ....... 28

(_) Relative flight-path angle versus time ...... 29

aFigure 5 is repeated on page I_I for use with figure 22.

iv

1970024989-004

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7",

"'_,b

"_ Figure ,i..- _ . Page

;_ (e) Relative velocity versus time ........... 30(f) Geodetic latitude versus time ........... B1

(g) Longitude versus time ............... 32

7 Winds on the LV and LES to landing for a

:] 20-second g.e.t, abort

_ (a) Altitude versus downrange .... 33_, (b) Altitude versus time ................ 34

",_ (c) Relative flight azimuth versus time ........ 35

(d) Relative flight-path angle versus time ....... 36

/_; (e) Relative velocity versus time ........... 37

"i (f) Geodetic latitude versus time ........... 38


8 Winds on the LV and LES to landing for a40-second g.e.t, abort

Ibl Altitude versus downrange ............ 40

Altitude versus time ................ 41

(c) Relative flight azimuth versus time ........ 42

(d) Relative flight-path angle versus time ....... 43(e) Relative velocity versus time ........... 44

(f) Geodetic latitude versus time ........... 45

(g) Longitude versus time .............. 46

_, 9 Winds on the LV and LES to landing for a_,,' 61-second g.e.t abort

i (a) Altitude vel sus downrange 47: (b) Altitude versus time ................ 48


(d) Relative flight-path angle versus time ...... 50(e) Relative velocity versus time ........... 51

," (f) Geodetic latitude versus time ........... 52

(g) Longitude versus time ................ 53

l0 Winds on the LV and LES to landing for a

62-second g.e.t, abort

_ (a) Altitude versus downrange ............. 54(b) Altitude versus time ................ 55



(e) Relative velocity versus time ........... 58(f) Geodetic latitude versus time ........... 59


....... m --

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1970024989-005

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Figure Page

ii Winds on the LV and LES to landing for a



(c) Relative flight azimuth versus time ....... 63

(d) Relative flight-path angle versus time ...... 64

(e) Relative velocity versus time .......... 65(f) Geodetic latitude versus time .......... 66


12 Winds on the LV and LES to landing for a




(d) Relative flight-path angle versus time ...... 71(e) Relative velocity versus time .......... 72

- _• (f) Geodetic latitude versus time .......... 73

, (g) Longitude versus time .............. 74

1B Winds on the LV and LES to landing for a


(a) Altitude versus downrange ............ 75' (b) Altitude versus time ................ 76



(e) Relative velocity versus time .......... 79_" (f) Geodetic latitude versus time .......... 80


14 Winds on canards to landing for a pad abort

(a) Altitude versus downrange ............ 82

(b) Altitude versus time ............... 83


(d) Relative flight-path angle versus time ...... " 85(e) Relative velocity versus time .......... 86(f) Geodetic latitude versus time .......... 87


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.................... *¢ - rap,,

1970024989-006

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_ Figure Page

15 Winds on canards to landing for a 20-second g.e.t.abort

(a) Altitude versus downrange ............. 89(b) Altitude versus time ................ 90



_, (e) Relative velocity versus time ........... 93

_: (f) Geodetic latitude versus time ........... 94_ (g) Longitude versus time ............... 95

_ 16 Winds on canards to landing for a 40-second g.e.t.abort

,_

(a) Altitude versus downrange ............. 96_ (b) Altitude versus time ................ 97

_ (c) Relative flight azimuth versus time ........ 98¢_ (d) Relative flight-path angle versus time ....... 99

_ (e) Relative velocity versus time ........... i00

_ (f) Geodetic latitude versus time i01• (g) Longitude versus time ................ 102

_ 17 Winds on canards to landing for a 61-second g.e.t.

abort(a) Altitude versus downrange ............. lOB

_i (b) Altitude time 104versus

_ (c) Relative flight azimuth versus time ........ 105(d) Relative flight-path angle versus time ....... 106(e) Relative velocity versus time ........... 107(f) Geodetic latitude versus time ........... 108


18 Winds on canards to l_nding for a 62-second g.e.t.abort

(a) Altitude versus downrange ............. ll0

(b) Altitude versus time ................ lll

(c) Relative flight azimuth versus time ....... ". 112

(d) Relative fllght-path angle versus time ....... lib(e) Relative velocity versus time ........... Ii_

:" (f) Geodetic latitude versus time ........... 115

_i (g) Longitude versus time ............... 116

vii

?

......................- [] I

1970024989-007

Figure Page


(a) Altitude versus downrange ............ ll7(b) Altitude versus time ............... ll8

(c) Relative flight azimuth versus time ....... ll9



(g) Longitude versus time ............. 123



_ (c) Relative flight azimuth versus time ....... 126(d) Relative flight-path angle versus time ...... 127


: (g) Longitude versus time .............. 130


" (a) Altitude versus downrange ............ 131; (b) Altitude versus time ............... 132


. (d) Relative flight-path angle versus time ...... 134

(e) Relative velocit_ versus time .......... 135(f) Geodetic latitude versus time .......... 136

, (g) Longitude versus time .............. 137

22 Command module impact points for winds on the LVand LES but no winds on chutes ........... 139

23 Command module impact points for winds on the LV

and LY thrust phase ................ 143

24 Command module impact points for no winds ....... i_5

: 25 Command module impact points for winds on thrustphase of LES .................... 147

viii

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1970024989-008

THE EFFECTS OF WIND FORCES ON A THRUSTING LAUNCH VEHICLE

AND LAUNCH. ESCAPE SYSTEM FOR APOLLO MODE I ABORTS

By Donald L. Dietrick

SUMMARY

• The effect of wind forces on a launch vehicle (LV) trajectory and

_ 3aunch escape system (LES) trajectory of a thrusting vehicle was inves-t: tigated up to and during mode I aborts. The effect of wind forces on the

command module (CM) landing points computed by the mode-I-abort CM-landing-point-predlction program was studied to verify the current real-time

landing-predlction technique employed bymode-I-abort the Real-Time

_'_ Auxiliary Computing Facility (RTACF). Six-degrees-of-freedom (DOF) com-

bS' puter programs for the LV and mode I abort simulations were used to generate

" data for this study.

It was found that wind forces do affect the position and body• attitudes of a thrusting vehicle. When these effects are not considered

in the mode-I-abort CM-landing-point predictions, accuracy is degraded.

INTRODUCTION

The effect of wind forces upon the attitude of a thrusting LV and

on the powered phase of the LES has in the past been considered negligiblefor unmanned Apollo missions when predicting the mode I abort CM landing

location. The Manned Spacecraft Center real-time mode-l-abort landing-

prediction program used by the RTACF currently ignores the effect of the

wind forces during the thrusting phases of both the LV and the LES. Actual

measured winds are applied to the canard phase and subsequent phases _f the

_: mode I abort sequence to impact.z

The real-tlme mode-I-abort landing prediction program is used to

predict the landing location of the 6?4in the event of a mode I abort,to determine if a land landing is possible under current wind conditions,

and to position the recovery forces in the launch site area. The re-quirement of land landing prediction to support future Apollo missions

has received a mandatory priority and necessitated a reevaluation of

present methods and procedures. Thus, the purpose of the study presented'_ here was to obtain the effects of wind forces (i) during the thrust phase

of the LV, and during thrust phase note compares(z) the of the LES. This

and analyzes the LV trajectory data, LES trajectory data, and predicted

I mode-I-abort landing-location data generated by six DOF computer programs.J

i

.......... ---T"" " %-

1970024989-009

2

The purpose of the comparison and analysis is to determine the effects

of wind forces on the LV and the LES thrust phase, verify the current

real-time mode-l-abort landing-prediction technique employed by the

RTACF, and recommend method and procedural changes where applicable.

ANALYSIS

Computer Programs

Six DOF computer programs were used to generate data for this study.

A three DOF mode-l-abort landing-location prediction program that computesresults identical to similar phases of the six DOF mode-l-abort landing-

location prediction program is mentioned below since it is the programthat has been in use by the RTACF. These programs are modifications that

have been made by the Computation and Analysis Division to the GE-MASS

(General Electric, Missile :_n_S_tell_te Systems Program for the IBM 7090)computer program '_ref.i).

Launch vehicie slmulalion computer program.- The LV simulation com-

puter program was "usr-,!to generate a basic Saturn IB nominal launchprofile. It i_ a quasi six DOF GE-MASS computer _rogram with the capa-

bility of applying winds. The state vsctor quantities generated by this

simulation program define the position, velocity, ._ndorientation of the

LV and the LES at d,_.scretetimes of abort, ta, nec_,_sary for input to

the six DOF mode-l-abort landing-location predict_cs program. Sincethe total effec_ cf winds was desired, in this otudy, a non-wind-biased

trajectory was gen___r_tedto eliminate pitch pr_oar_ _orrections forwind drifts.

Six,degree-of-freedom (sJx DOF) m.ode-i-_5_rt landin_-location

prediction program.- The six DOF mode-l-abort landing-location predictionprogram is a six DOF GE-MASS program whlc. simulates the LES sequence

of events from t to the dro@ue chute deploy and switches by exercisinga

a program option to a three DOF simulation at drogue chute deploy to CMlanding. This program is initiatedwith a state vector from the LV

simulation computer program or a Marshall Space Flight Center (MSFC)

operational flight trajectory and has the provision to allow winds to

be applied to the entire abort trajectory calculations.

Three-deRree-of-freedom _three DOF). lode-l-abort landin_-locationprediction _rogram.- The three DOF mode-I-abort landing-location predic-tion program is the three DOF GE-MASS program and real-time mode I abort

simulation that has been in use by the RTACF. It is a point mass pro-gram which simulates the LF_ abort sequence of events from t + 11 seconds

_, to CM landing, a

_ " -- • l[l['-I _ _

1970024989-010

3

This program is initiated with a vector from the six DOF mode I

abort simulation defining the position, velocity, and orientation of the

LES at Ii seconds al_er the _eginning of the launch escape motor thrusting

(ta + ii seconds). It uses aerodynamic data generated by the six DOF

mode I abort simulation as input to the canard phase (see sequence of

events for mode I aborts). These aerod,vnani_ data cause results to

be computed in the three DOF program similar to the related flight _haseof the six DOF simulation.

_ For the real-time simulation and mission support by the RTACF, state_' vector conditions for each mission are obtained from the six POF mode I

abort simulation that was initiated with a vector from the MSFC Operational

Flight Trajectory, Wind forces in the three DOF pro__'am are applied to

I the trajectory calculations at the beginning of the canard phase to CM

landing.

Sequence of Events for Mode I Aborts

_ The sequence of events for mode I aborts considered in this study

are the same as those for the Apollo 5 Mission (AS-204 - ref. 2) andare as follows:

(a) Mode la - low altitude LES aborts (pad abort through 61 seconds g.e.t.)

t ---Time Event

ta FirecontrollaUnChmotoreSCap_motor and pitch

i t + ii sec Deploy canards

a

' t + lh sec Jettison towera

_ t + 14.4 sec Jettison apex covera

t + 16 sec Deploy drogue chutesa

2800-ft altitude Deploy main chutes

m ,ma m mm • mmmlmJllm _ HmiBwml r _ _ mi r

1970024989-011

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(b) Mode ib - Medium altitude LES aborts (62 through 68 seconds g.e.t_

Time Event ",n

t Fire launch escape motora

t + 11 see Deploy canardsa

t + 14 see Jettison towera

t + 14.4 sec Jettison apex cover

t + 16 sac Deploy drogue chutes--_ a

: ,_ i0 200-ft altitude Deploy main chutes

f

.I

" " _ (c) Mode lb - Medium altitude LES aborts (69 through 90 seconds g.e.t.).':_

Time Event

t Fire launch escape motor• a

.. _ + 11 sea Deploy canardst a

23 300-ft altitude Jettison tower

t23 200 ft + ._ see Jettison apex cover• ,.,-

; t23 330 ft + 2 see Deploy drogue chutes

10 200-ft altitude Deploy main chutes

J

More information concerning the sequence of events is given in figure i

and reference 3.

Wind Profile

The wind imposed on the LV and the LES for this Ktudy, illustrated

_,.' in figure 2 and taken from reference 4, is referred to a wind with a

, i: 95 percent probability of occurrence. This means that 9_ percent of

.... the time the winds at Ca_e Kennedy will be of the magnitude shown, orless.

1970024989-012

:_ To manufacture a representative daily wind profile is unrealistic

since wind magnitude and direction are unpredictable at any time; there-fore, a probability of occurrence approach best solved the problem. The

maximum value or the limit wind condition is used to provide the worst

case situation. The value for surface winds was changed slightly (see

fig. 2) to reflect mission launch restrictions due to excessive winds.

To obtain various wind effects on the LV and the LES, winds from

four directions were considered: (1) a headwind, (2) a tailwind, (3) right

crosswind, and (4) left crosswind. The flight azimuth for the LV was 72°,j_ which serves as the basis for selecting the wind directions. The SW wind

; (252°) causes the headwind effect; the NE wind (72°) causes the tailwind

_ effect; the SE wind (162°) causes the right crosswind effect; and the NWwind (342°) causes the left crosswind effect. For clarification the wind

_-- directions NE, SE, SW, and NWrefer to the directions to which the wind_ blows.

_ Wind Effects Computed

_:_ In this study the effect of wind forces was investigated by cc_paring

the resulting (I) LV trajectory data, (2) LES trajectory data, and (3) the

CM mode-I-abort landing point data. The first was generated with the_ quasi-six-DOF LV simulation computer program and the last two by the

_i six-DOF mode-I-abort landing-location prediction program. It was not!_ necessary to use the three-DOF mode-I-abort landing-location predictionprogram since it produces results identical to the related phases of the

_ six DOF simulation.

_:" The effects of wind forces on the LV and the LES were analyzed by

"'_ imposing winds on the LV and on the subsequent phases of the LES in various

I

combinations and comparing the computed results. Computed results are

presented here as parametric data and CM landing points. Wind effects

on the LV and the LES were studied by comparisons of the CM landing pointsof the following cases.

1. Case 1 - Winds on LV and LES to landing.

2. Case 2 - Winds on LES at canard deploy to landing.

3. Case 3 - Winds on thrust phase of LES.

_. Case 4 - Winds on LV and LES, no wind on chutes.,=,

_ 5. Case 5 - No winds.

6. Case 6 - Winds on LV and LES thrust phase.

...... m- m,mI i

1970024989-01S

6

RESULTS

Wind Effects on the LV

The effect of wind forces imposed on the LV trajectory is shown in

figures 3(a) through 3(J). Different wind directions are shown to in-fluence the trajectory by varying degrees. The LV at any time up to

90 seconds after lift-off is changed from a no-wind case to four wind

cases by applying winds from four directions (headwind, tailwind, rightand left crosswind).

Figure 3(a) indicates how the down-range values are affected by wind

forces. The maximum and minimum down-range values, as may be expected,are for a headwind an_ tailwind, respectively. As an example of the

effect on range, the difference between maximum and minimum range for an

altitude of 45 000 ft is approximately 8000 ft, or 1.3 n. mi.; at

60 000-ft altitude, the difference is approximately 13 000 ft, or2.5n. mi.

The relative flight azimuth shown in figure 3(c) indicates that the

LV, from lift-off to 20 seconds g.e.t., is actually blown in the direction; of each wind (NE, SE, SW, NW). The relative flight azimuth changes ra-

pidly to the mission flight azimuth as the LV pitch program begins and

the LV's velocity and thrust increases.

Figures 3(b) and 3(d) through 3(g) present comparisons of theno-wind case with the various winds on the LV and show the effects on

. altitude, flight-path angle, relative velocity, latitude, and longitude.

Figures 3(h) through 3(J) present comparisons of no wind with the

various winds on the LV and give the differences in distance on the X,

Y, Z planes caused by the wind forces.

Comparison of Case I and Case 2

When comparing the data of case i, winds on LV and LES to landing

(fig. _), and case 2, winds on LES at canard deploy to landing (fig. 4),

the values for the impact point locations varied for common aborts (those

having the same time of abort, ta, and same wind direction). This

comparison shows the effect of applying winds on the LV and during the

thrusting phase of the launch escape motor (see sequence of events for

mode I aborts). The variations of co-,,on impact points for a pad abort

through the 61-second abort were appreciable but small compared to those; experienced from 62 through g0 seconds. Aborts resulting in a land landing

in the vicinity of the launch pad occurred in both cases with a headwind

¢

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.-----_...-_ --__ _

1970024989-014

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for aborts from 30 through 68 seconds. The apogee altitudes for these

" aborts range from i0 584 ft to 40 034 ft, respectively. The higher thealtitude from which the CM descends, the greater t_e effect of ,'indforces on the landing location. This fact is not only true.because of

higher velocity winds usually associated with high altitude, such asused in this study, but because of total time on the chutes. Parametricdata for these two cases are included as figures 6 through 21.

* Comparison of Case 1 and Case 4

_ When comparing the data of case I, winds on LV and LES to landing

_• (fig. _), and case 4, winds on LV and LES, no winds on chutes, (fig. 2_),

i the common impact points indicate that the largest effect of wind forces

is due to winds on the chutes. Case 4 (fig: 22) shows that only the

," 68-second abort with headwinds will cause a land landing. Also, it maybe noted here that the impacts for other times of abort for case 4 are

between those impacts with the no-wind condition, case 5 (fig. 24), and

,_ the impacts of case I (fig. 5).

.. ' Comparison of Case 3 and Case 5

Case 3, winds on thrust phase of LES (fig. 2_), and case 5, no winds

(fig. 24), when compared show that there is an effect due to winds onthe LES thrust phase. For example, with a headwind the differences in

range were found to vary from 19 ft (ta of 40 seconds) to 3000 ft

(ta of 67 seconds).

. Comparison of Case 3 and Case 6

,',- Case 3, winds on thrust phase of LES (fig. 2_), and case 6, windson LV and LES thrust phase (fig. 23), support the fact that wind

forces imposed on the LV and thrust phase of the LES produce a larger

£'" effect on the landing points of the CM than wind forces imposed only onthe thrust phase of the LES. Comparison of figure 29 and figure 23 shows

that the wind's major effect is on aborts from 50 seconds through 90 sec-

onds and that the winds cause case 6 landing points to diverge fromthose of case 3. The distance between landing points increased from 1 mile

: for aborts at 50 seconds to 3 miles for aborts at 90 seconds.

CONCLUSIONS

The conclusions listed below are based on the analysis of data

from the six DOF LV simulation computer program and six DOF mode I abort

CM impact point prediction program.

---.-- ., ........................ _ _

1970024989-015

8

i. The iV and LES trajectory and CM landing point data presented

herein make it evident that wind forces affect the position and body

attitudes of a thrusting vehicle. A sufficient change between the no-wind

case and various wind case data is realized and thus provides an area for

improvement of the techniques used in the mode-I-abort CM-landing-location

prediction program.

2. The effect of wind forces on the LV and LES should by some

method be considered by the RTACF real-time mode-I-abort CM-impact-point

prediction program. The techniques used should be modified by implementing

a six DOF program in place of the three D0F program, which would allowwind effects to be considered on the launch trajectory and the entire

abort trajectory.

3. The largest effect of wind forces realized by the LES is on the

: drogue and main parachutes. The length of time on the parachutes and

surface areas to be affected aerodynamically causes drift distances and

directions to be a major concern, specifically when considering land_' landings.

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REFERENCES

i. Dennison, A. J.; and Butler, J. F. : Missile and Satellite Systems

/:_ Program for the IBM 7090. General Electric, Defense ElectronicsDivision, Valley Forge, No. 61SD170, February, 1962.

_ 2. TRW: Apollo Mission Data Specification D, Apollo Saturn 204A and,_._. 204B (U). TRW Report No. 2131-H00h-RS-O00. Confidential._c

_- 3. Henderson, E. M. ; Lunde, A. N. ; and Newman, S. R. : AS-204 Space-.:; craft Operational Abort and Alternate Mission Plan, Volume I.

,_: MSC Internal Note 66-FM-I13, October 28, 1966.

_ 4. Smith, J. W. : Cape Canaveral Wind Summary to 8_ Kilometers. MTP-

_ AERO-62-3, MSFC, January 17, 1962.

msc internal note no. 68-fm-22 january 23, 1968 · 2013-08-31 · msc internal note no. 68-fm-22 el...

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