Service Propulsion System - Revision history

imported>Tschachim: Removed Standard mode

2008-07-29T11:01:27Z

Removed Standard mode

← Older revision		Revision as of 11:01, 29 July 2008
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	== Quickstart mode ==		== Quickstart mode ==

	In ''[[First Steps#Quickstart ~~mode~~\|Quickstart ~~mode~~]]'' the SPS engine works like a normal Orbiter main thruster. The engine can be throttled with the keyboard or Orbiter's joystick control as usual, although the real SPS engine isn't throttleable. The [http://koti.mbnet.fi/jarmonik/Orbiter.html Interplanetary MFD (IMFD)] autoburn program can be used, too. It's not necessary to use the panel displays and controls, the Orbiter engine displays can be used, however the panel displays are enabled normally.		In ''[[First Steps#Quickstart Mode\|Quickstart Mode]]'' the SPS engine works like a normal Orbiter main thruster. The engine can be throttled with the keyboard or Orbiter's joystick control as usual, although the real SPS engine isn't throttleable. The [http://koti.mbnet.fi/jarmonik/Orbiter.html Interplanetary MFD (IMFD)] autoburn program can be used, too. It's not necessary to use the panel displays and controls, the Orbiter engine displays can be used, however the panel displays are enabled normally.

	== Engine thrust on/off logic ==		== Engine thrust on/off logic ==
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	[[Image:SPS_switch_location_3.jpg\|thumb\|350px\|right\|Location of SPS displays & controls on panel 1, lower part {{Panel label\|name=1}}]]		[[Image:SPS_switch_location_3.jpg\|thumb\|350px\|right\|Location of SPS displays & controls on panel 1, lower part {{Panel label\|name=1}}]]

	In ~~''[[First Steps#Standard mode\|Standard mode]]'' and~~ ''[[First Steps#Virtual AGC ~~mode~~\|Virtual AGC ~~mode~~]]'' the SPS engine works like the real thing, that means as specified in the original documentation<cite>AOH</cite>. So the real SPS engine isn't throttleable, it only can be turned on or off by opening or closing one or both of the two pairs of engine injector valves (bipropellant valve systems A or B) {{Panel label\|name=3.D}} pneumatically. The gaseous nitrogen pressure of valve system A and B {{Panel label\|name=3.B}} can be monitored by switching the SPS-PRESS IND switch {{Panel label\|name=3.M}} to N<sub>2</sub> A or N<sub>2</sub> B. Each engine firing decreases the nitrogen pressure of the system used for the burn (A and/or B) by 50 psi<cite>A11_MISSIONREPORT</cite>, pressure at launch is 2500 psi. When the pressure of one system drops below 400 psi, the bipropellant valves of that system won't open anymore.		In ''[[First Steps#Virtual AGC Mode\|Virtual AGC Mode]]'' the SPS engine works like the real thing, that means as specified in the original documentation<cite>AOH</cite>. So the real SPS engine isn't throttleable, it only can be turned on or off by opening or closing one or both of the two pairs of engine injector valves (bipropellant valve systems A or B) {{Panel label\|name=3.D}} pneumatically. The gaseous nitrogen pressure of valve system A and B {{Panel label\|name=3.B}} can be monitored by switching the SPS-PRESS IND switch {{Panel label\|name=3.M}} to N<sub>2</sub> A or N<sub>2</sub> B. Each engine firing decreases the nitrogen pressure of the system used for the burn (A and/or B) by 50 psi<cite>A11_MISSIONREPORT</cite>, pressure at launch is 2500 psi. When the pressure of one system drops below 400 psi, the bipropellant valves of that system won't open anymore.

	In order to fire the SPS engine, the ΔV THRUST A and/or ΔV THRUST B switches {{Panel label\|name=1.G}} are unguarded and switched to NORMAL ("single/double bank operation") to arm the control logic for engine injector valve system A or B.<cite>II</cite> During a burn the SPS chamber pressure can be monitored with the LV<sub>α</sub>/SPS P<sub>c</sub> indicator {{Panel label\|name=1.B}}, when the LV/SPS IND switch {{Panel label\|name=1.K}} is placed to P<sub>c</sub>. Normal chamber pressure is 100 psi. The remaining fuel and oxidizer quantity percentage in the tanks is shown by the corresponding indicator {{Panel label\|name=3.E}}.		In order to fire the SPS engine, the ΔV THRUST A and/or ΔV THRUST B switches {{Panel label\|name=1.G}} are unguarded and switched to NORMAL ("single/double bank operation") to arm the control logic for engine injector valve system A or B.<cite>II</cite> During a burn the SPS chamber pressure can be monitored with the LV<sub>α</sub>/SPS P<sub>c</sub> indicator {{Panel label\|name=1.B}}, when the LV/SPS IND switch {{Panel label\|name=1.K}} is placed to P<sub>c</sub>. Normal chamber pressure is 100 psi. The remaining fuel and oxidizer quantity percentage in the tanks is shown by the corresponding indicator {{Panel label\|name=3.E}}.

imported>Tschachim: New nitrogen handling.

2007-06-06T15:56:35Z

New nitrogen handling.

← Older revision		Revision as of 15:56, 6 June 2007
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	[[Image:SPS_switch_location_3.jpg\|thumb\|350px\|right\|Location of SPS displays & controls on panel 1, lower part {{Panel label\|name=1}}]]		[[Image:SPS_switch_location_3.jpg\|thumb\|350px\|right\|Location of SPS displays & controls on panel 1, lower part {{Panel label\|name=1}}]]

	In ''[[First Steps#Standard mode\|Standard mode]]'' and ''[[First Steps#Virtual AGC mode\|Virtual AGC mode]]'' the SPS engine works like the real thing, that means as specified in the original documentation<cite>AOH</cite>. So the real SPS engine isn't throttleable, it only can be turned on or off by opening or closing one or both of the two pairs of engine injector valves (bipropellant valve systems A or B) {{Panel label\|name=3.D}} pneumatically. The gaseous nitrogen pressure of valve system A and B {{Panel label\|name=3.B}} can be monitored by switching the SPS-PRESS IND switch {{Panel label\|name=3.M}} to N<sub>2</sub> A or N<sub>2</sub> B.		In ''[[First Steps#Standard mode\|Standard mode]]'' and ''[[First Steps#Virtual AGC mode\|Virtual AGC mode]]'' the SPS engine works like the real thing, that means as specified in the original documentation<cite>AOH</cite>. So the real SPS engine isn't throttleable, it only can be turned on or off by opening or closing one or both of the two pairs of engine injector valves (bipropellant valve systems A or B) {{Panel label\|name=3.D}} pneumatically. The gaseous nitrogen pressure of valve system A and B {{Panel label\|name=3.B}} can be monitored by switching the SPS-PRESS IND switch {{Panel label\|name=3.M}} to N<sub>2</sub> A or N<sub>2</sub> B. Each engine firing decreases the nitrogen pressure of the system used for the burn (A and/or B) by 50 psi<cite>A11_MISSIONREPORT</cite>, pressure at launch is 2500 psi. When the pressure of one system drops below 400 psi, the bipropellant valves of that system won't open anymore.

	In order to fire the SPS engine, the ΔV THRUST A and/or ΔV THRUST B switches {{Panel label\|name=1.G}} are unguarded and switched to NORMAL ("single/double bank operation") to arm the control logic for engine injector valve system A or B.<cite>II</cite> During a burn the SPS chamber pressure can be monitored with the LV<sub>α</sub>/SPS P<sub>c</sub> indicator {{Panel label\|name=1.B}}, when the LV/SPS IND switch {{Panel label\|name=1.K}} is placed to P<sub>c</sub>. Normal chamber pressure is 100 psi. The remaining fuel and oxidizer quantity percentage in the tanks is shown by the corresponding indicator {{Panel label\|name=3.E}}.		In order to fire the SPS engine, the ΔV THRUST A and/or ΔV THRUST B switches {{Panel label\|name=1.G}} are unguarded and switched to NORMAL ("single/double bank operation") to arm the control logic for engine injector valve system A or B.<cite>II</cite> During a burn the SPS chamber pressure can be monitored with the LV<sub>α</sub>/SPS P<sub>c</sub> indicator {{Panel label\|name=1.B}}, when the LV/SPS IND switch {{Panel label\|name=1.K}} is placed to P<sub>c</sub>. Normal chamber pressure is 100 psi. The remaining fuel and oxidizer quantity percentage in the tanks is shown by the corresponding indicator {{Panel label\|name=3.E}}.

imported>Tschachim: Fixed real thrust.

2007-05-23T18:35:19Z

Fixed real thrust.

← Older revision		Revision as of 18:35, 23 May 2007
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	<biblio force=false>		<biblio force=false>
	#I Real maximum vacuum thrust is about 20,700 lbf (94 kN).		#I Real maximum vacuum thrust is about 20,700 lbf (92.1 kN).
	#II The ΔV THRUST A/B switches receive power from the SPS PILOT VLV MNA/B circuit breakers on panel 8 to supply the engine injector valve system A/B. They also receive power from the SPS HE VLV MNA/MNB circuit breakers to power the injector prevalves A/B. Additionally they apply power for the SPS ready signal to the CMC.		#II The ΔV THRUST A/B switches receive power from the SPS PILOT VLV MNA/B circuit breakers on panel 8 to supply the engine injector valve system A/B. They also receive power from the SPS HE VLV MNA/MNB circuit breakers to power the injector prevalves A/B. Additionally they apply power for the SPS ready signal to the CMC.
	#III The direct coils of RCS quad B and D receive DC power from the DIRECT ULL MNA circuit breaker on panel 8, RCS quad A and C receive DC power from the DIRECT ULL MNB circuit breaker.		#III The direct coils of RCS quad B and D receive DC power from the DIRECT ULL MNA circuit breaker on panel 8, RCS quad A and C receive DC power from the DIRECT ULL MNB circuit breaker.

imported>Tschachim: SCS dV mode

2007-04-26T17:13:15Z

SCS dV mode

← Older revision		Revision as of 17:13, 26 April 2007
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	=== SPS thrust direct on mode ===		=== SPS thrust direct on mode ===

	The SPS engine is designed to be very reliable, so the easiest way to fire the engine, just in case everything else failed, is to switch the SPS THRUST switch {{Panel label\|name=1.D}} to DIRECT ON. It can be stopped again by switching back to NORMAL.		The SPS engine is designed to be very reliable, so the easiest way to fire the engine, just in case everything else failed, is to switch the SPS THRUST switch {{Panel label\|name=1.D}} to DIRECT ON. It can be stopped again by switching back to NORMAL. Please note that the engine doesn't stop, if the [[EMS]] is in ΔV mode and the EMS ΔV/RANGE display reads 0 ft/s or above while in SCS ΔV mode (see below).

	=== CMC ΔV mode ===		=== CMC ΔV mode ===
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	=== SCS ΔV mode ===		=== SCS ΔV mode ===

	{{~~Under Construction~~\|~~message~~=...is ~~coming soon~~.}}		The SCS ΔV mode is obtained by positioning the SC CONT switch {{Panel label\|name=1.A}} to SCS or by positioning the [[THC]] to CLOCKWISE. In this mode the burn is controlled by the [[EMS]] ΔV functions, so the EMS needs to be in ΔV mode and the EMS ΔV/RANGE display must above or equal to 0 ft/s, the [[EMS]] article explains how to configure the EMS for that. Thrust on is commanded by depressing the THRUST ON pushbutton {{Panel label\|name=1.F}}. Once the burn has started the button can be released again.

			In reality a +X (foreward) translation command was necessary to start the burn in order to settle down the SPS propellants in the tanks before the burn. This can be done with the [[THC]] via the [[SCS]] as usual or by pressing the DIRECT ULLAGE pushbutton {{Panel label\|name=1.E}}, which uses the direct thruster control coils<cite>III</cite>. This is not necessary in Project Apollo - NASSP though.

			When the EMS ΔV/RANGE display reads below 0 ft/s, the thrust is turned off.

	== Thrust vector control ==		== Thrust vector control ==
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	=== Gimbal Actuators ===		=== Gimbal Actuators ===

	Thrust vector control is achieved by dual, servo, electromechanical actuators. Each actuator assembly (pitch and yaw) consists of four electromagnetic particle clutches, two DC motors and various gears to position the engine. One motor and a pair of clutches (extend and retract) are identified as system 1, the remaining motor and pair of clutches are identified as system 2 within the specific actuator (pitch and yaw). In order to use system 1 or 2 the clutches and gears need to be powered by switching the TVC SERVO POWER 1/2 switch {{Panel label\|name=7.A}} to AC1/MNA or AC2/MNB<cite>~~III~~</cite>. Each switch powers both the corresponding pitch and yaw system.		Thrust vector control is achieved by dual, servo, electromechanical actuators. Each actuator assembly (pitch and yaw) consists of four electromagnetic particle clutches, two DC motors and various gears to position the engine. One motor and a pair of clutches (extend and retract) are identified as system 1, the remaining motor and pair of clutches are identified as system 2 within the specific actuator (pitch and yaw). In order to use system 1 or 2 the clutches and gears need to be powered by switching the TVC SERVO POWER 1/2 switch {{Panel label\|name=7.A}} to AC1/MNA or AC2/MNB<cite>IV</cite>. Each switch powers both the corresponding pitch and yaw system.

	Also the gimbal motors need to be turned on, each gimbal motor is controlled by its own SPS GIMBAL MOTOR switch, there are four SPS GIMBAL MOTOR switches, PITCH 1 and 2 and YAW 1 and 2 {{Panel label\|name=1.J}}. When a SPS GIMBAL MOTOR switch is switched to START, the gimbal motor is started<cite>IV</cite>. When the switch is released, it springs back to the center position, the motor is running. To turn off the motor the corresponing switch is switched back to OFF.		Also the gimbal motors need to be turned on, each gimbal motor is controlled by its own SPS GIMBAL MOTOR switch, there are four SPS GIMBAL MOTOR switches, PITCH 1 and 2 and YAW 1 and 2 {{Panel label\|name=1.J}}. When a SPS GIMBAL MOTOR switch is switched to START, the gimbal motor is started<cite>V</cite>. When the switch is released, it springs back to the center position, the motor is running. To turn off the motor the corresponing switch is switched back to OFF.

	Only one system, system 1 or 2, is used at a time to position the engine for each axis, pitch or yaw. Which system is used is determinated by the TVC GMBL DRIVE PITCH/YAW switches {{Panel label\|name=1.M}}, see the switching table below. When switched to 1 or 2, system 1 or 2 is used. When switched to AUTO, system 1 is used except the [[THC]] is switched to CLOCKWISE, then system 2 is used. The overcurrent fail sense logic isn't implemented yet in Project Apollo - NASSP.		Only one system, system 1 or 2, is used at a time to position the engine for each axis, pitch or yaw. Which system is used is determinated by the TVC GMBL DRIVE PITCH/YAW switches {{Panel label\|name=1.M}}, see the switching table below. When switched to 1 or 2, system 1 or 2 is used. When switched to AUTO, system 1 is used except the [[THC]] is switched to CLOCKWISE, then system 2 is used. The overcurrent fail sense logic isn't implemented yet in Project Apollo - NASSP.

	The current SPS gimbal angles can be montitored by using the LV TANK PRESS/SPS GIMBAL meter {{Panel label\|name=1.C}}, the -5°/+5° scale is used, provided that the LV/SPS IND switch {{Panel label\|name=1.L}} is in GPI (Gimbal Position Indicator) position<cite>V</cite>.		The current SPS gimbal angles can be montitored by using the LV TANK PRESS/SPS GIMBAL meter {{Panel label\|name=1.C}}, the -5°/+5° scale is used, provided that the LV/SPS IND switch {{Panel label\|name=1.L}} is in GPI (Gimbal Position Indicator) position<cite>VI</cite>.

	=== TVC control modes ===		=== TVC control modes ===
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	[[Image:SPS_switch_location_1.jpg\|thumb\|180px\|right\|Location of SPS displays & controls on panel 3, upper part {{Panel label\|name=3}}]]		[[Image:SPS_switch_location_1.jpg\|thumb\|180px\|right\|Location of SPS displays & controls on panel 3, upper part {{Panel label\|name=3}}]]

	During a burn the fuel and oxidizer in the tanks are pressurized with helium to about 175 psi in order to press the propellants through the feed lines to the engine thrust chamber, where they ignite. The fuel and oxidizer tank pressure is shown by the SPS PRPLNT PRESS meters {{Panel label\|name=3.C}}. The helium used for that is stored in the helium tanks, which pressure {{Panel label\|name=3.B}} can be monitored by switching the SPS-PRESS IND switch {{Panel label\|name=3.M}} to He. The fuel and oxidizer tanks are pressurized with the helium pressure regulator assemblies if one if the two SPS helium valves A/B are open. The helium valves are continuous-duty solenoid-operated and are energized open and spring-loaded closed. The SPS He VLV A/B switches {{Panel label\|name=3.K}} permit automatic or manual control of the valves<cite>VI</cite>. With the switch in the AUTO position, the valves are automatically controlled by the thrust on/off signal, which is the default switch position. The valves are controlled manually by placing the switches to the ON (valve open) or OFF (valve closed) positions. Each valve position is shown by a talk-back indicator {{Panel label\|name=3.K}} above each switch. When a valve is closed, the corresponding indicator is barber-pole(diagonal lines), the indication during non-SPS thrusting periods. When a valve is open, the the corresponding indicator is grey, the indication during SPS thrusting periods.		During a burn the fuel and oxidizer in the tanks are pressurized with helium to about 175 psi in order to press the propellants through the feed lines to the engine thrust chamber, where they ignite. The fuel and oxidizer tank pressure is shown by the SPS PRPLNT PRESS meters {{Panel label\|name=3.C}}. The helium used for that is stored in the helium tanks, which pressure {{Panel label\|name=3.B}} can be monitored by switching the SPS-PRESS IND switch {{Panel label\|name=3.M}} to He. The fuel and oxidizer tanks are pressurized with the helium pressure regulator assemblies if one if the two SPS helium valves A/B are open. The helium valves are continuous-duty solenoid-operated and are energized open and spring-loaded closed. The SPS He VLV A/B switches {{Panel label\|name=3.K}} permit automatic or manual control of the valves<cite>VII</cite>. With the switch in the AUTO position, the valves are automatically controlled by the thrust on/off signal, which is the default switch position. The valves are controlled manually by placing the switches to the ON (valve open) or OFF (valve closed) positions. Each valve position is shown by a talk-back indicator {{Panel label\|name=3.K}} above each switch. When a valve is closed, the corresponding indicator is barber-pole(diagonal lines), the indication during non-SPS thrusting periods. When a valve is open, the the corresponding indicator is grey, the indication during SPS thrusting periods.

	The propellant pressurization can be tested with following procedure:		The propellant pressurization can be tested with following procedure:
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	[[Image:SPS_switch_location_2.jpg\|thumb\|180px\|right\|Location of SPS displays & controls on panel 3, lower part {{Panel label\|name=3}}]]		[[Image:SPS_switch_location_2.jpg\|thumb\|180px\|right\|Location of SPS displays & controls on panel 3, lower part {{Panel label\|name=3}}]]

	The Propellant Utilization and Gauging Subsystem (PUGS) provides two important features, it measures the remaining fuel and oxidizer quantities and it displays and controls the fuel/oxidizer mixture ratio.<cite>~~VII~~</cite> Normal mixture ratio fuel:oxidizer is 1:1.6 and this is the initial propellant ratio in the tanks at the beginning of the mission, too. So when both the fuel and oxidizer quantity meters {{Panel label\|name=3.E}} indicate the same percentage value, the propellants are balanced, the OXID UNBAL meter {{Panel label\|name=3.F}} indicates 0lbs unbalance.		The Propellant Utilization and Gauging Subsystem (PUGS) provides two important features, it measures the remaining fuel and oxidizer quantities and it displays and controls the fuel/oxidizer mixture ratio.<cite>VIII</cite> Normal mixture ratio fuel:oxidizer is 1:1.6 and this is the initial propellant ratio in the tanks at the beginning of the mission, too. So when both the fuel and oxidizer quantity meters {{Panel label\|name=3.E}} indicate the same percentage value, the propellants are balanced, the OXID UNBAL meter {{Panel label\|name=3.F}} indicates 0lbs unbalance.

	=== Propellant Utilization Valve ===		=== Propellant Utilization Valve ===

	If any unbalance exists, which is determined from the INCR, DECR readings on the OXID UNBAL meter {{Panel label\|name=3.F}}, the propellant utilization valve may be used to return the remaining propellants to a balanced condition. The propellant utilization valve, which is only powered<cite>~~VII~~</cite> during a burn or a system test (see below), consists of a primary and secondary sliding gate valve. The OXID FLOW PRIM/SEC switch {{Panel label\|name=3.I}} selects the primary or secondary valve for operation, normally the primary valve is used. When the unbalance meter shows INCR, the OXID FLOW VALVE switch {{Panel label\|name=3.H}} is positioned to INCR, the sliding gate valve then moves to the increase flow position within 3.5 seconds. This will increase the oxidizer flow 3 percent above the nominal oxidizer flow, the upper OXID FLOW VALVE position indicator {{Panel label\|name=3.H}} will indicate MAX, the lower indicator will remain gray. The secondary valve increases the oxidizer flow 6 percent above the nominal oxidizer flow. When the unbalance meter shows DECR, the OXID FLOW VALVE switch {{Panel label\|name=3.H}} is positioned to DECR, the sliding gate valve then moves to the decrease flow position within 3.5 seconds. This will decrease the oxidizer flow 3.5 percent below the nominal oxidizer flow, the lower OXID FLOW VALVE position indicator {{Panel label\|name=3.H}} will indicate MIN, the upper indicator will remain gray. The secondary valve decreases the oxidizer flow 7 percent below the nominal oxidizer flow. In Project Apollo - NASSP the propellants are balanced at the beginning, an unbalance can be created by positioning the OXID FLOW VALVE switch {{Panel label\|name=3.H}} to INCR or DECR during a burn.		If any unbalance exists, which is determined from the INCR, DECR readings on the OXID UNBAL meter {{Panel label\|name=3.F}}, the propellant utilization valve may be used to return the remaining propellants to a balanced condition. The propellant utilization valve, which is only powered<cite>VIII</cite> during a burn or a system test (see below), consists of a primary and secondary sliding gate valve. The OXID FLOW PRIM/SEC switch {{Panel label\|name=3.I}} selects the primary or secondary valve for operation, normally the primary valve is used. When the unbalance meter shows INCR, the OXID FLOW VALVE switch {{Panel label\|name=3.H}} is positioned to INCR, the sliding gate valve then moves to the increase flow position within 3.5 seconds. This will increase the oxidizer flow 3 percent above the nominal oxidizer flow, the upper OXID FLOW VALVE position indicator {{Panel label\|name=3.H}} will indicate MAX, the lower indicator will remain gray. The secondary valve increases the oxidizer flow 6 percent above the nominal oxidizer flow. When the unbalance meter shows DECR, the OXID FLOW VALVE switch {{Panel label\|name=3.H}} is positioned to DECR, the sliding gate valve then moves to the decrease flow position within 3.5 seconds. This will decrease the oxidizer flow 3.5 percent below the nominal oxidizer flow, the lower OXID FLOW VALVE position indicator {{Panel label\|name=3.H}} will indicate MIN, the upper indicator will remain gray. The secondary valve decreases the oxidizer flow 7 percent below the nominal oxidizer flow. In Project Apollo - NASSP the propellants are balanced at the beginning, an unbalance can be created by positioning the OXID FLOW VALVE switch {{Panel label\|name=3.H}} to INCR or DECR during a burn.

	=== Quantity gauging system test ===		=== Quantity gauging system test ===
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	#I Real maximum vacuum thrust is about 20,700 lbf (94 kN).		#I Real maximum vacuum thrust is about 20,700 lbf (94 kN).
	#II The ΔV THRUST A/B switches receive power from the SPS PILOT VLV MNA/B circuit breakers on panel 8 to supply the engine injector valve system A/B. They also receive power from the SPS HE VLV MNA/MNB circuit breakers to power the injector prevalves A/B. Additionally they apply power for the SPS ready signal to the CMC.		#II The ΔV THRUST A/B switches receive power from the SPS PILOT VLV MNA/B circuit breakers on panel 8 to supply the engine injector valve system A/B. They also receive power from the SPS HE VLV MNA/MNB circuit breakers to power the injector prevalves A/B. Additionally they apply power for the SPS ready signal to the CMC.
	#III TVC system 1 receives DC power from the SCS SYSTEM MNA circuit breaker and the AC power from the SCS TVC AC1 circuit breaker on panel 8 when switched to AC1/MNA. TVC system 1 receives DC power from the SCS SYSTEM MNB circuit breaker and the AC power from the SCS AC2 circuit breaker on panel 8 when switched to AC2/MNB. TVC system 2 receives DC power from the SCS SYSTEM MNA circuit breaker and the AC power from the SCS AC1 circuit breaker on panel 8 when switched to AC1/MNA. TVC system 2 receives DC power from the SCS SYSTEM MNB circuit breaker and the AC power from the SCS ECA/TVC AC2 circuit breaker on panel 8 when switched to AC2/MNB.		#III The direct coils of RCS quad B and D receive DC power from the DIRECT ULL MNA circuit breaker on panel 8, RCS quad A and C receive DC power from the DIRECT ULL MNB circuit breaker.
	#IV The gimbal motors are started by motor-driven switches, which are supplied by the SPS PITCH 1 - BAT A, SPS PITCH 2 - BAT B, SPS YAW 1 - BAT A and SPS YAW 2 - BAT B circuit brakers on panel 8, which are supplied by BAT BUS A or B. The system 1/2 motors itself are powered by MAIN BUS A/B directly.		#IV TVC system 1 receives DC power from the SCS SYSTEM MNA circuit breaker and the AC power from the SCS TVC AC1 circuit breaker on panel 8 when switched to AC1/MNA. TVC system 1 receives DC power from the SCS SYSTEM MNB circuit breaker and the AC power from the SCS AC2 circuit breaker on panel 8 when switched to AC2/MNB. TVC system 2 receives DC power from the SCS SYSTEM MNA circuit breaker and the AC power from the SCS AC1 circuit breaker on panel 8 when switched to AC1/MNA. TVC system 2 receives DC power from the SCS SYSTEM MNB circuit breaker and the AC power from the SCS ECA/TVC AC2 circuit breaker on panel 8 when switched to AC2/MNB.
	#V The GP/FPI meter power supply is controlled by the FDAI/GPI POWER switch on panel 7. Position 1 powers the first and third indicator via the SCS SYSTEM MNA and the SCS AC1 circuit breakers on panel 8, position 2 powers the second and fourth indicator via the SCS SYSTEM MNB and the SCS AC2 circuit breakers. In the BOTH position all indicators are energized.		#V The gimbal motors are started by motor-driven switches, which are supplied by the SPS PITCH 1 - BAT A, SPS PITCH 2 - BAT B, SPS YAW 1 - BAT A and SPS YAW 2 - BAT B circuit brakers on panel 8, which are supplied by BAT BUS A or B. The system 1/2 motors itself are powered by MAIN BUS A/B directly.
	#VI The SPS He VLV A/B switches receive power from the SPS HE VLV MNA/MNB circuit breakers on panel 8 to supply the helium valves A/B.		#VI The GP/FPI meter power supply is controlled by the FDAI/GPI POWER switch on panel 7. Position 1 powers the first and third indicator via the SCS SYSTEM MNA and the SCS AC1 circuit breakers on panel 8, position 2 powers the second and fourth indicator via the SCS SYSTEM MNB and the SCS AC2 circuit breakers. In the BOTH position all indicators are energized.
	#~~VII~~ The propellant gauging system and the propellant utilization valve receive DC power from both the SPS GAUGING MNA and MNB circuit breakers on panel 8 and AC power from either the SPS GAUGING AC 1 or AC 2 circuit breakers on panel 8 depending on the SPS GAUGING switch on panel 4.		#VII The SPS He VLV A/B switches receive power from the SPS HE VLV MNA/MNB circuit breakers on panel 8 to supply the helium valves A/B.
			#VIII The propellant gauging system and the propellant utilization valve receive DC power from both the SPS GAUGING MNA and MNB circuit breakers on panel 8 and AC power from either the SPS GAUGING AC 1 or AC 2 circuit breakers on panel 8 depending on the SPS GAUGING switch on panel 4.
	#[[References]]		#[[References]]
	</biblio>		</biblio>

imported>Tschachim: TVC finished.

2007-01-28T14:43:29Z

TVC finished.

← Older revision		Revision as of 14:43, 28 January 2007
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	==== CMC DAP ====		==== CMC DAP ====

	Normally the [[:Category:Apollo_Guidance_Computer\|Command Module Computer (CMC)]] is used for thrust vector control. In this mode the SPS gimbal angles are controlled by the CMC exclusively. Currently only the [[Virtual AGC]] has TVC capability, not the [[Simple AGC]]. Anyway the SC CONT switch {{Panel label\|name=1.A}} is switched to CMC and the [[THC]] is switched to NEUTRAL for this configuration.		Normally the [[:Category:Apollo_Guidance_Computer\|Command Module Computer (CMC)]] is used for thrust vector control. In this mode the SPS gimbal angles are controlled by the CMC exclusively. Currently only the [[Virtual AGC]] has TVC capability, not the [[Simple AGC]]. Anyway the SC CONT switch {{Panel label\|name=1.A}} is switched to CMC and the [[THC]] is switched to NEUTRAL for this configuration, see the switching table above.

	==== SCS AUTO TVC ====		==== SCS AUTO TVC ====

	Similar to the [[SCS]] attitude hold mode the SCS AUTO TVC mode insures that the thrust vector stays inertially fixed during the burn. Since that requires attitude error signals from [[BMAG]] 1, the gyro uncage logic must be satisfied. This requires that the BMAG MODE switches are in ATT 1/RATE 2, the ENTRY .05 G is OFF and that the SPS thrust on signal (see above) is present. Then the attitude of BMAG 1 is maintained by automatic control of the SPS gimbal angles. The current attitude error is shown by the [[CSM FDAI\|FDAI]] in the BMAG1 error display mode. To enable this mode for the pitch or yaw axis, the SCS TVC PITCH or YAW switch {{Panel label\|name=1.I}} is switched to AUTO and either the SC CONT switch {{Panel label\|name=1.A}} is switched to SCS and the [[THC]] is switched to NEUTRAL, or SC CONT switch {{Panel label\|name=1.A}} is switched to CMC and the [[THC]] is switched to CLOCKWISE.		Similar to the [[SCS]] attitude hold mode the SCS AUTO TVC mode insures that the thrust vector stays inertially fixed during the burn. Since that requires attitude error signals from [[BMAG]] 1, the gyro uncage logic must be satisfied. This requires that the BMAG MODE switches are in ATT 1/RATE 2, the ENTRY .05 G is OFF and that the SPS thrust on signal (see above) is present. Then the attitude of BMAG 1 is maintained by automatic control of the SPS gimbal angles. The current attitude error is shown by the [[CSM FDAI\|FDAI]] in the BMAG1 error display mode. To enable this mode for the pitch or yaw axis, the SCS TVC PITCH or YAW switch {{Panel label\|name=1.I}} is switched to AUTO and either the SC CONT switch {{Panel label\|name=1.A}} is switched to SCS and the [[THC]] is switched to NEUTRAL, or SC CONT switch {{Panel label\|name=1.A}} is switched to CMC and the [[THC]] is switched to CLOCKWISE, see the switching table above.

	In this mode the trim wheels {{Panel label\|name=1.H}} on the LV TANK PRESS/SPS GIMBAL meter can be used to trim the CSM to compensate changes of the [[w:Center_of_mass\|center of mass]], however this is not necessary in Project Apollo - NASSP.		In this mode the trim wheels {{Panel label\|name=1.H}} on the LV TANK PRESS/SPS GIMBAL meter can be used to trim the CSM to compensate changes of the [[w:Center_of_mass\|center of mass]], however this is not necessary in Project Apollo - NASSP.
Line 63:		Line 63:
	==== Manual Thrust Vector Control (MTVC) ====		==== Manual Thrust Vector Control (MTVC) ====

	Manual control of the thrust vector utilizes crew commands via the [[RHC]] to position the gimbaled SPS. There are two types of MTVC: MTVC with rate damping (rate command) and MTVC without rate damping (acceleration command). Either mode of MTVC is selectable by switching the SCS TVC PITCH or YAW switch {{Panel label\|name=1.I}} to RATE CMD or ACCEL CMD...		Manual control of the thrust vector utilizes crew commands via the [[RHC]] to position the gimbaled SPS. There are two types of MTVC: MTVC with rate damping (rate command) and MTVC without rate damping (acceleration command). Either mode of MTVC is selectable by switching the SCS TVC PITCH or YAW switch {{Panel label\|name=1.I}} to RATE CMD or ACCEL CMD with either the SC CONT switch {{Panel label\|name=1.A}} switched to SCS and the [[THC]] switched to NEUTRAL, or SC CONT switch {{Panel label\|name=1.A}} switched to CMC and the [[THC]] switched to CLOCKWISE. In addition, the THC CLOCKWISE logic provides an automatic transfer from the SCS AUTO TVC mode to the MTVC RATE CMD mode, see the switching table above.

	~~{{Under Construction\|message=~~...~~more~~ is ~~coming soon~~...}}		The RATE CMD configuration is analogous to the [[SCS]] proportional rate mode. With no manual input via the [[RHC]], the thrust vector is under rate BMAG control, the rate BMAG will drive the gimbals in the direction necessary to cancel any attitude rate. When an manual RHC input is present, a steady-state rate depending on the RHC deflection will be established. When the manual input is removed the rate is driven to zero.

			In ACCEL CMD configuration the rate feedback is inhibited and the RHC manual inputs control the SPS gimbal angles directly. That means the gimbal angels will change according to the RHC deflection, when the manual input is removed the gimbal angles remain constant and so the attitude acceleration.

			In this mode the trim wheels {{Panel label\|name=1.H}} on the LV TANK PRESS/SPS GIMBAL meter can be used to trim the CSM to compensate changes of the [[w:Center_of_mass\|center of mass]], however this is not necessary in Project Apollo - NASSP.

	== Propellant pressurization ==		== Propellant pressurization ==

imported>Tschachim: TVC...

2007-01-28T13:09:53Z

TVC...

← Older revision		Revision as of 13:09, 28 January 2007
Line 63:		Line 63:
	==== Manual Thrust Vector Control (MTVC) ====		==== Manual Thrust Vector Control (MTVC) ====

	Manual control of the thrust vector utilizes crew commands via the [[RHC]] to position the gimbaled SPS. There are two types of MTVC: MTVC with rate damping (rate command) and MTVC without rate damping (acceleration command).		Manual control of the thrust vector utilizes crew commands via the [[RHC]] to position the gimbaled SPS. There are two types of MTVC: MTVC with rate damping (rate command) and MTVC without rate damping (acceleration command). Either mode of MTVC is selectable by switching the SCS TVC PITCH or YAW switch {{Panel label\|name=1.I}} to RATE CMD or ACCEL CMD...

	{{Under Construction\|message=...more is coming soon...}}		{{Under Construction\|message=...more is coming soon...}}

imported>Tschachim: /* SCS AUTO TVC */ TVC...

2007-01-28T00:09:42Z

SCS AUTO TVC: TVC...

← Older revision		Revision as of 00:09, 28 January 2007
Line 59:		Line 59:
	Similar to the [[SCS]] attitude hold mode the SCS AUTO TVC mode insures that the thrust vector stays inertially fixed during the burn. Since that requires attitude error signals from [[BMAG]] 1, the gyro uncage logic must be satisfied. This requires that the BMAG MODE switches are in ATT 1/RATE 2, the ENTRY .05 G is OFF and that the SPS thrust on signal (see above) is present. Then the attitude of BMAG 1 is maintained by automatic control of the SPS gimbal angles. The current attitude error is shown by the [[CSM FDAI\|FDAI]] in the BMAG1 error display mode. To enable this mode for the pitch or yaw axis, the SCS TVC PITCH or YAW switch {{Panel label\|name=1.I}} is switched to AUTO and either the SC CONT switch {{Panel label\|name=1.A}} is switched to SCS and the [[THC]] is switched to NEUTRAL, or SC CONT switch {{Panel label\|name=1.A}} is switched to CMC and the [[THC]] is switched to CLOCKWISE.		Similar to the [[SCS]] attitude hold mode the SCS AUTO TVC mode insures that the thrust vector stays inertially fixed during the burn. Since that requires attitude error signals from [[BMAG]] 1, the gyro uncage logic must be satisfied. This requires that the BMAG MODE switches are in ATT 1/RATE 2, the ENTRY .05 G is OFF and that the SPS thrust on signal (see above) is present. Then the attitude of BMAG 1 is maintained by automatic control of the SPS gimbal angles. The current attitude error is shown by the [[CSM FDAI\|FDAI]] in the BMAG1 error display mode. To enable this mode for the pitch or yaw axis, the SCS TVC PITCH or YAW switch {{Panel label\|name=1.I}} is switched to AUTO and either the SC CONT switch {{Panel label\|name=1.A}} is switched to SCS and the [[THC]] is switched to NEUTRAL, or SC CONT switch {{Panel label\|name=1.A}} is switched to CMC and the [[THC]] is switched to CLOCKWISE.

	In this mode the trim wheels {{Panel label\|name=1.H}} on the LV TANK PRESS/SPS GIMBAL meter can be used to trim the CSM ~~because of~~ changes of the [[w:Center_of_mass\|center of mass]], however this is not necessary in Project Apollo - NASSP.		In this mode the trim wheels {{Panel label\|name=1.H}} on the LV TANK PRESS/SPS GIMBAL meter can be used to trim the CSM to compensate changes of the [[w:Center_of_mass\|center of mass]], however this is not necessary in Project Apollo - NASSP.

	==== Manual Thrust Vector Control (MTVC) ====		==== Manual Thrust Vector Control (MTVC) ====

imported>Tschachim: TVC...

2007-01-27T23:48:12Z

TVC...

← Older revision		Revision as of 23:48, 27 January 2007
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	==== CMC DAP ====		==== CMC DAP ====

	Normally the [[:Category:Apollo_Guidance_Computer\|Command Module Computer (CMC)]] is used for thrust vector control. In this mode the SPS gimbal angles are controlled by the CMC exclusively. Currently only the [[Virtual AGC]] has TVC capability, not the [[Simple AGC]]. Anyway the SC CONT switch {{Panel label\|name=1.A}} is switched to CMC and the [[THC]] ~~isn't~~ switched to ~~CLOCKWISE~~ for this configuration.		Normally the [[:Category:Apollo_Guidance_Computer\|Command Module Computer (CMC)]] is used for thrust vector control. In this mode the SPS gimbal angles are controlled by the CMC exclusively. Currently only the [[Virtual AGC]] has TVC capability, not the [[Simple AGC]]. Anyway the SC CONT switch {{Panel label\|name=1.A}} is switched to CMC and the [[THC]] is switched to NEUTRAL for this configuration.

	==== SCS AUTO TVC ====		==== SCS AUTO TVC ====

	Similar to the [[SCS]] attitude hold mode the SCS AUTO TVC mode insures that the thrust vector stays inertially fixed during the burn. Since that requires attitude error signals from [[BMAG]] 1, the gyro uncage logic must be satisfied.		Similar to the [[SCS]] attitude hold mode the SCS AUTO TVC mode insures that the thrust vector stays inertially fixed during the burn. Since that requires attitude error signals from [[BMAG]] 1, the gyro uncage logic must be satisfied. This requires that the BMAG MODE switches are in ATT 1/RATE 2, the ENTRY .05 G is OFF and that the SPS thrust on signal (see above) is present. Then the attitude of BMAG 1 is maintained by automatic control of the SPS gimbal angles. The current attitude error is shown by the [[CSM FDAI\|FDAI]] in the BMAG1 error display mode. To enable this mode for the pitch or yaw axis, the SCS TVC PITCH or YAW switch {{Panel label\|name=1.I}} is switched to AUTO and either the SC CONT switch {{Panel label\|name=1.A}} is switched to SCS and the [[THC]] is switched to NEUTRAL, or SC CONT switch {{Panel label\|name=1.A}} is switched to CMC and the [[THC]] is switched to CLOCKWISE.

	{{~~Under Construction~~\|~~message~~=.~~..more~~ is ~~coming soon~~.~~..}}~~		In this mode the trim wheels {{Panel label\|name=1.H}} on the LV TANK PRESS/SPS GIMBAL meter can be used to trim the CSM because of changes of the [[w:Center_of_mass\|center of mass]], however this is not necessary in Project Apollo - NASSP.

	==== Manual Thrust Vector Control (MTVC) ====		==== Manual Thrust Vector Control (MTVC) ====

			Manual control of the thrust vector utilizes crew commands via the [[RHC]] to position the gimbaled SPS. There are two types of MTVC: MTVC with rate damping (rate command) and MTVC without rate damping (acceleration command).

			{{Under Construction\|message=...more is coming soon...}}

	== Propellant pressurization ==		== Propellant pressurization ==

imported>Tschachim: /* SCS AUTO TVC */ Fixed link

2007-01-27T13:21:20Z

SCS AUTO TVC: Fixed link

← Older revision		Revision as of 13:21, 27 January 2007
Line 57:		Line 57:
	==== SCS AUTO TVC ====		==== SCS AUTO TVC ====

	Similar to the [[~~CSM SCS\|~~SCS]] attitude hold mode the SCS AUTO TVC mode insures that the thrust vector stays inertially fixed during the burn. Since that requires attitude error signals from [[BMAG]] 1, the gyro uncage logic must be satisfied.		Similar to the [[SCS]] attitude hold mode the SCS AUTO TVC mode insures that the thrust vector stays inertially fixed during the burn. Since that requires attitude error signals from [[BMAG]] 1, the gyro uncage logic must be satisfied.

	{{Under Construction\|message=...more is coming soon...}}		{{Under Construction\|message=...more is coming soon...}}


	==== Manual Thrust Vector Control (MTVC) ====		==== Manual Thrust Vector Control (MTVC) ====

imported>Tschachim: TVC...

2007-01-27T12:13:35Z

TVC...

← Older revision		Revision as of 12:13, 27 January 2007
Line 53:		Line 53:
	==== CMC DAP ====		==== CMC DAP ====

	Normally the [[:Category:Apollo_Guidance_Computer\|Command Module Computer (CMC)]] is used for thrust vector control. In this mode the SPS gimbal angles are controlled by the CMC exclusively. Currently only the [[Virtual AGC]] has TVC capability, not the [[Simple AGC]]. Anyway the SC CONT switch {{Panel label\|name=1.A}} is switched to CMC and the [[THC]] isn't switched to CLOCKWISE.		Normally the [[:Category:Apollo_Guidance_Computer\|Command Module Computer (CMC)]] is used for thrust vector control. In this mode the SPS gimbal angles are controlled by the CMC exclusively. Currently only the [[Virtual AGC]] has TVC capability, not the [[Simple AGC]]. Anyway the SC CONT switch {{Panel label\|name=1.A}} is switched to CMC and the [[THC]] isn't switched to CLOCKWISE for this configuration.

	==== SCS AUTO TVC ====		==== SCS AUTO TVC ====

← Older revision		Revision as of 15:56, 6 June 2007
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	[[Image:SPS_switch_location_3.jpg\|thumb\|350px\|right\|Location of SPS displays & controls on panel 1, lower part {{Panel label\|name=1}}]]		[[Image:SPS_switch_location_3.jpg\|thumb\|350px\|right\|Location of SPS displays & controls on panel 1, lower part {{Panel label\|name=1}}]]

	In ''[[First Steps#Standard mode\|Standard mode]]'' and ''[[First Steps#Virtual AGC mode\|Virtual AGC mode]]'' the SPS engine works like the real thing, that means as specified in the original documentation<cite>AOH</cite>. So the real SPS engine isn't throttleable, it only can be turned on or off by opening or closing one or both of the two pairs of engine injector valves (bipropellant valve systems A or B) {{Panel label\|name=3.D}} pneumatically. The gaseous nitrogen pressure of valve system A and B {{Panel label\|name=3.B}} can be monitored by switching the SPS-PRESS IND switch {{Panel label\|name=3.M}} to N<sub>2</sub> A or N<sub>2</sub> B.		In ''[[First Steps#Standard mode\|Standard mode]]'' and ''[[First Steps#Virtual AGC mode\|Virtual AGC mode]]'' the SPS engine works like the real thing, that means as specified in the original documentation<cite>AOH</cite>. So the real SPS engine isn't throttleable, it only can be turned on or off by opening or closing one or both of the two pairs of engine injector valves (bipropellant valve systems A or B) {{Panel label\|name=3.D}} pneumatically. The gaseous nitrogen pressure of valve system A and B {{Panel label\|name=3.B}} can be monitored by switching the SPS-PRESS IND switch {{Panel label\|name=3.M}} to N<sub>2</sub> A or N<sub>2</sub> B. Each engine firing decreases the nitrogen pressure of the system used for the burn (A and/or B) by 50 psi<cite>A11_MISSIONREPORT</cite>, pressure at launch is 2500 psi. When the pressure of one system drops below 400 psi, the bipropellant valves of that system won't open anymore.

	In order to fire the SPS engine, the ΔV THRUST A and/or ΔV THRUST B switches {{Panel label\|name=1.G}} are unguarded and switched to NORMAL ("single/double bank operation") to arm the control logic for engine injector valve system A or B.<cite>II</cite> During a burn the SPS chamber pressure can be monitored with the LV<sub>α</sub>/SPS P<sub>c</sub> indicator {{Panel label\|name=1.B}}, when the LV/SPS IND switch {{Panel label\|name=1.K}} is placed to P<sub>c</sub>. Normal chamber pressure is 100 psi. The remaining fuel and oxidizer quantity percentage in the tanks is shown by the corresponding indicator {{Panel label\|name=3.E}}.		In order to fire the SPS engine, the ΔV THRUST A and/or ΔV THRUST B switches {{Panel label\|name=1.G}} are unguarded and switched to NORMAL ("single/double bank operation") to arm the control logic for engine injector valve system A or B.<cite>II</cite> During a burn the SPS chamber pressure can be monitored with the LV<sub>α</sub>/SPS P<sub>c</sub> indicator {{Panel label\|name=1.B}}, when the LV/SPS IND switch {{Panel label\|name=1.K}} is placed to P<sub>c</sub>. Normal chamber pressure is 100 psi. The remaining fuel and oxidizer quantity percentage in the tanks is shown by the corresponding indicator {{Panel label\|name=3.E}}.