R - E D 11117

3 January 1961

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Honeywell
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I 1915 ARMACOST AVENUE
SCOUT SYSTEM DESIGN R E P O R T

I WEST 10s ANoELes, CALE

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I Preparedby: e. ,&&,
Systems Analysis Engineer

I Approve d by:

1 Senior Projtct Engineer

I Approved by: &A&

I D. C. Gerrieh, Manager

1 b

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FOREWORD

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I This document is submitted to Chance Vought Corporation as a require-
ment of contract No. CV 300. Two supplements to this document, wbich

1 w i l l be published i n the e a r l y p a r t of 1961, will complete the above

r e quir ement .
I The first supplement will be entitled "SCOUT System Design Report,

1 Supplement I, B a s i c System Design Data." This document w i l l contain

c h a r t s and graphs which represent basic c h a r a c t e r i s t i c s of the airframe

I and engines. The second supplement will be entitled "SCOUT System

Design Report, Supplement 11, Design Data Used i n Selection of System

I Parameters." This document will contain c h a r t s and graphs which

represent the ''large payload" design effect on the system.

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 TABLE OF CONTENTS

Page No.

FOREWORD i

INTRODUCTION 1 '

SUMMARY 2.

I SCOUT FIRST-STAGE CONTROL SYSTEM 3

Control Members 3
Stabilization 12

I1 SCOUT SECOND AND THIRD-STAGE CONTROL SYSTEMS 63

Reaction - J e t Control S y s t e m s 63
Second-Stage Control S y s t e m 69
Third-Stage Control S y s t e m 84

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1
1 LIST O F ILLUSTRATIONS

I Figure No. Page No.

I 1
2
First-Stage Total P i t c h Control Moment v s Time
First-Stage Total Roll Control Moment v s Time
5
7

3 First-Stage Block Diagram of SCOUT Hydraulic Servo '9

4 Effect of Hinge Moment on First-Stage Servo Frequency 11
Response
5 Matrix of Pitch Equations of Motion f o r First Stage 15
6 First-Stage Block Diagram of the Pitch Control System 18

7 Matrix of Pitch Airframe and Control Equations f o r 20

First-Stage
8 Root Locus Plot of Uncompensated First-Stage Sys t e m 24

9 Bode P l o t of Uncompensated First-Stage System 25

10 Root L s c u s Plot of Nominal First-Stage System at Maximum 28

q Condition

11 Bode Plot of Nominal First-Stage System at Maximum 29

q Condition
12 Root Locus Plot of Nominal F i r s t-Stage System at Launch 31

13 Bode P l o t of Nominal First-Stage System at Launch 32

14 Root Locus Plot of Nominal First-Stage System 17 Seconds 33
after Launch
15 Root Locus Plot of Nominal First-Stage System at Burnout 34

16 Bode P l o t of Nominal First-Stage System at Burnout 35

17 Bode Plot of Nominal First-Stage System after Burnout 38

18 First-Stage Hydraulic Servo Frequency Response Tolerance 40

19 First-Stage Servo and Network Frequency Response 41

Tolerance
20 First-Stage Pitch Time Response at Launch 46

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F i g u r e No. P a g e No.

21 First-Stage P i t c h Time Responee at Makimum q 47

Condition
22 First-Stage P i t c h Time Response at:Burnout 48
23 First-Stage Time Response of System with Actual 49
Hardware
24 Matrix of Roll Airframe and Control Equations f o r 52
First -Stage
25 Root Locus P l o t of Nominal First-Stage Roll System at 54
Launch
26 Root Locus P l o t of Nominal First-Stage Roll System at 55
Maximum q Condition
27 M a t r i x of Coupled Roll-Yaw A i r f r a m e and Control Equations 59
f o r First-Stage
23 Root Locus P l o t of the First-Stage Coupled Roll-Yaw 60
System
29 First-Stage Time Response with Roll-Yaw Coupling 61

30 Block Diagram of the Second and Third-Stage Reaction- Jet 64

Control System
31 Second and Third-Stage Diagram of Jet Arrangement 65
32 Second-Stage P i t c h Time Response with Dual T h r u s t Levels 74
33 Se c ond -Stage P i t c h and Yaw F u e l Consumption with Dual 75
T h r u s t Level
34 Second-Stage Roll T i m e Respors e 79
35 Second-Stage P i t c h Time Response with Single T h r u s t Level 82
36 Second-Stage P i t c h and Yaw F u e l Consumption with Single 83
T h r u s t Level
3'1 Th+*d-Stage P i t c h Time Response 88
38 Third-Stage P i t c h and Yaw Fuel Consumption 89
39 Third-Stage Roll T i m e Response 92
40 Third - Stage R 011 F i i e l Coli s ur1-qiion 98
41 Third-Stage Roll Transient Response t o a n E x t e r n a l 99
Disturbance
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 LIST O F TABLES

Table No. Page No.

L Coefficients of Pitch Equations of Motion for 16

Firs t-Stage
2 Second-Stage Control Parameters for Vehicles One 80
and Two
3 Second-Stage Control Parameters for Vehicles Three 85
and Four
4 Third-Stage Control Parametezs for Vehicle One 95
5 Third-Stage Control Parameters for Vehicles Three 101.
and Four

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 INTRODUCTION

The SCOUT is a four-stage, solid fuel, rocket r e s e a r c h vehicle

capable of carrying moderate s i z e payloads to high altitudes o r of
placing them i n orbits. The SCOUT vehicle is guided along a zero-
l i f t trajectory by a stored program of attitude commands, and it
derives its attitude f r o m three body-mounted gyros. Ignition signals
for each stage except the f i r s t a r e provided by a t i m e r i n the guidance
unit. The vehicle is controlled f r o m launch to second-stage ignition
by movable jet’waneq and aerodynamic surfaces. The second and
third stages a r e controlled by hydrogen peroxide reaction jets, while
the fourth stage attitude is maintained by spin stabilization only.

This r e p o r t p r e s e n t s the methods and r e s u l t s of the system design

of the SCOUT controls f o r the first three vehicles. These e a r l y
SCOUTS were characterized by a 20-inch diameter fourth-stage
and by a payload weight of 150 lbs. The analysis of the fourth
vehicle, which has a different fourth&stage structure, will follow
this report as a n addendum.

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 SUMMARY

This report documents the considerations involved i n the design of the

SCOUT first, second, and third-stage control systems. The consider-
ations of the control members of each stage as determined by disturbance
moments, j e t vanes, aerodynamic surfaces, and control-surface
actuation a r e discusse&

Stabilization of the three axes of the first-stage is reviewed with

respect to a description of t h e a i r f r a m e , control s y s t e m design, and
the nominal control system.

The second and third-stage control systems a r e discussed with r e g a r d

to the selection of control parameters for the first four vehicles.
A description of the a i r f r a m e is a l s o included.

R - E D 11117
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 SECTION I
SCOUT FIRST-STAGE CONTROL SYSTEM

CONTROL MEMBERS

During first-stage operation the SCOUT is controlled by m e a n s of

movable, aerodynamic surfaces and by j e t vanes located in the engine
exhaust. The aerodynamic surfaces, which are actually the tips of each
of the four fins, are connected to the s a m e shaft that drives the jet vanes.
During the few seconds immediately following launch, the jet vanes
provide m o s t of the control; then a s the dynamic p r e s s u r e i n c r e a s e s ,
the t i p surfaces become more effective.

G s t u r b a n c e Moments

The s i z e s of both the vanes and the tips were chosen to provide controll-
ing f o r c e s adequate to overcome disturbance moments due to thrust
misalignment, fin misalignment, and winds. Thrust misalignment
moments, at the maximum specified angle of 0 . 2 5 degree, vary f r o m
11,100 to 20,400 ft-lbs during flight. If both fins in one plane w e r e
misaligned the specified maximum of 0.15 degree, the resulting moment
would reach a peak of about 16,600 ft-lbs. The disturbance moment due
to wind is about 55,000 ft-lbs within the wind and attitude specificatio:is
f o r SCOUT.

In the body roll axis, disturbance moments a r e produced mainly by

differential misalignment of the four fins. If each fin were misaligned
the maximum allowable amount of 0.15 degree, the peak rolling moment

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1
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1 would be 1120 ft-lbs under conditions of a n 80-degree vehicle launch
angle.
I
Jet Vanes
I
The j e t vane used on SCOUT produces a n average l i f t of 48 l b s / d e g
I deflection; the actual value depends upon the Algol engine t h r u s t and
the state of e r o s i o n of the vane surface. Static firing tests of the v a n e
I show normal erosion of about eight percent of the effective area during
engine burning. This erosion causes the l i f t to d e c r e a s e by the same
R amount. The l i f t (and hence the control moment) of the vane is quite
l i n e a r with deflection over t h e range of deflections used.
I
Lift naturally d e c r e a s e s during the engine t h r u s t decay after burning.
I Several j e t vane designs were considered with a view to minimizing t h e
hinge moment, reducing variations due t o erosion, and preventing fla.me
I leakage into the drive-shaft a r e a . The design chosen produces relatively

1 low hinge moments which vary f r o m initially unstable to stable moments

in about 19 seconds. At engine ignition full deflection produces a

1 diverging moment of 570 in-lbs, while j u s t p r i o r t o engine tailoff, a

20-degree deflection r e s u l t s in a restoring moment of 476 in-lbs.

1 Hinge moments are not predictable within a small range due to e r o s i o n

of the vane and flame shield, and it is expected that bias and a s y m m e t r i c a l

1 moments exist i n operation.

I The aerodynamic tip control s u r f a c e s produce l i f t dependent upon dynamic

p r e s s u r e and Mach number. Assuming a n 80-degree launch angle, t h e

I total pitch o r yaw control moment (which is a function of the vehicle center
of mass) is plotted against time i n figure 1. Note that the total control

I R - E D 11117
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I 0 0 0 0 0
0 0 0 0 0

I 0
9
0
In
0
-?
0
m

3m3za/saNnod m 0 . z
0
N

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I R-ED 11117
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I moment p e r degree deflection v a r i e s f r o m 2660 to 5600 f t - l b s / deg
(a factor of 2.1) during powered flight. In roll the total control
I moment due to differential deflection of two surfaces and vanes varies
f r o m 1280 to 4460 ft-lbs during first-stage burning, as may be seen
I f r o m the plot of figure 2.

I A e ro dynamic Surf a c e s

I The aerodynamic tip controls a r e statically unstable at all Mach numhers,

but above Mach 2 t h e i r hinge moment coefficient is very low. Hinge
I moments due to the tips a r e nonlinear with deflection, and are depend-
ent upon the dynamic p r e s s u r e , Mach number, and angle of attack. In
1 the SCOUT design, total moments w e r e calculated with a four-degree
angle of attack of the most conservative sign. The m o s t s e v e r e over-
1 all hinge moment, occurring about 11 seconds after launch, is 600 in-
lbs at 20 degrees of deflection and four degrees angle of attack. This
I is t r u e f o r an 80-degree launch angle. The nonlinear relationship
between hinge moment and deflection causes the equivalent "spring
i rate" of the control surfaces to be s o m w h a t higher than indicated by
the moment a t 20 degrees of deflection. More complete data on basic
1 i t e m s such as l i f t and moment coefficients will be given in SCOUT
System Design Report, Supplement I.
I
Control Surface Actuation
1
Movement of the control surfaces on SCOUT is accomplished by mearts
1 of a hydraulic piston actuator operated by an electro-hydraulic valve.

1 These components, together with a power amplifier and a feedback

1 R-ED 11117
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R-ED 11117
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transducer, f o r m a servo unit, one of which is used for each control
surface. A block diagram of a SCOUT servo is given i n figure 3.
The actuator, valve combination must be chosen to be capable of
overcoming the maximum expected hinge moment and providing a
slewing rate adequate f o r control. Since the maximum hinge moment
and slewing r a t e requirements were not known at the time of component
selection, rather conservative values were chosen. Accordingly the
SCOUT actuator and valve can produce a stall hinge moment of 1700
in-lbs and a no-load slewing rate of 250 deg/sec. These numbers a r e
much g r e a t e r t h a n required, but a r e incorporated because of the e a s e
of attaining them with a hydraulic servo. The reason, however, for
leaving a sizable hinge moment margin is due partly to t h e uncertainty
in requirement r e s u l t i n g from erosion, and partly due to the mere f a c t
that the moment is sometimes unstable. The servo valve consists of
a solenoid-driven flapper valve which d i r e c t s hydraulic oil to position
a four-way spool. The spool in turn controls the flow to the actuator.
System operating p r e s s u r e i s obtained by means of a b a t t e r y - d r i v e n
electric pump, a hydraulic accumulator, and a regulator s e t at 3000
psi. The hydraulic actuator is a cylinder and piston having an effecti-ie
a r e a of 0.419 square inches and a total stroke of 0 . 8 6 inches. It acts
at a moment a r m ( at zero deflection) of 1.375 inches and can produce
a total angular control surf ace deflection of 37 degrees. The closed
loop dynamic response of the servo depends upon amplifier and valve
lags, the inertia of the load ( v a n e s and t i p s ) , and the open-loop
gain. With the SCOUT components, the l a g s a r e v e r y s m a l l ( l e s s
than one m s ) , so that at low gains, the gain alone determines the
dynamic response. Without introducing extraneous lags, the servo
exhibits primarily a f i r s t - o r d e r response up to frequencies of 50
o r 60 r a d / sec.

R-ED 11117
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 w
0
Eid
k
M
id
E

R-ED Ill17
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If the loop gain is raised even more,the effect of the s y s t e m lags begins
to become evident, and the servo eventually becomes underdamped in
the region of 100 to 150 rad/sec. Since it is n e c e s s a r y f o r the control
designer to know the response of each component i n his s y s t e m as
closely as possible, the servo loop gain on SCOUT was made variable.
During the s y s t e m design of the first stage, a s e r v o response was
determined which gave the best overall operation, and this was
approximated in the actual equipment by adjusting the loop gain. The
resultant behavior is nearly a simple, f i r s t - o r d e r response with a
b r e a k frequency of 31 r a d / s e c . Within the region of operation, the
simple b r e a k frequency varies directly with loop gain,and in fact, is
numerically equal t o it.

The response of the SCOUT servo depends upon external p a r a m e t e r s

such as hydraulic p r e s s u r e and spring rate of the load a s well as
upon loop gain. The tolerance on supply p r e s s u r e is f 10 percent,
which should allow a variation of f 3 percent i n the s e r v o break
frequency. The load affects the s e r v o response i n two ways. The
effective spring r a t e due to hinge moment raises o r lowers the natural
frequency a slight amount merely by adding a position t e r m to the
c h a r a c t e r i s t i c equation. Also, the presence of a static load r e q u i r e s
that the actuator a s s u m e a certain p r e s s u r e level, which reduces the
p r e s s u r e drop a c r o s s the valve and d e c r e a s e s its gain. Measurements
of s e r v o frequency response were made with l a r g e hinge moments and
the r e s u l t s a r e shown i n figure 4. Investigation of the effect of low
hydraulic p r e s s u r e indicated t h a t deviations i n response w e r e within
. -._
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the measurement e r r o r .

R-ED 11117
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 0
0

L.,"
- m

-1 c-

--.D

-. m

--.*

-. rr)

-- N

- OI
H

E
--m
0

- I-

-. \o

-. m

-, *

- m
Y
0

-.N

0 0 0
9 m

R-ED Ill17
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The choice of hydraulic rather than e l e c t r i c servo actuation was made
at a time when the hinge moment, slewing rate, and frequency response
requirements could only be estimated. The hydraulic servo has
the advantage of being more than adequate in hinge moment while
giving a n adjustable response. The hydraulic s e r v o is capable of
f i r s t - o r d e r behavior up to relatively high frequencies, and due to its
l a r g e margin of effectiveness, it i s affected v e r y little by load
variations.

STABILIZATION

P i t c h And Yaw Axes

Airframe Description: The SCOUT a i r f r a m e , which must be stabiliaed

by the control system is a long, slender body and is aerodynamicallj-

stable. The l i f t due to angle of attack is distributed over the body in
a manner dependent on Mach number. F o r purposes of analysis the
distribution was lumped at four body stations, this being practical
since the loads tend to concentrate at the nose, the D-section flare,
the B-section flare, and a t the fins. The lumped distributions will
be given in “SCOUT System Design Report, Supplement l ” , f o r
t h r e e Mach numbers.

To properly stabilize the SCOUT vehicle, the effects of body flexibil!.ty

had to be considered. The f i r s t three body-bending modes were used
to describe the deflections and angles a t each body station. Bending

R - E D 11117
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mode shapes, slopes, and frequencies will be given f o r s e v e r a l flight
conditions in "SCOUT System Design Report, Supplement I. In flight
the actual l i f t distribution i s determined by the local angles of attack
along the body, and these a r e affected by bending. Hence, the total
description of the a i r f r a m e is accomplished by writing the ordinary
rigid equations of motion i n conjunction with a s e t of wave equations
for the body flexibility.

The SCOUT f i r s t - s t a g e control system was designed by investigating

the a i r f r a m e behavior a t several d i s c r e t e conditions. These were
launch, the transonic region, maximum dynamic p r e s s u r e , and burn-
out. These conditions w e r e felt t o be representative of the most s e v e r e
points on the trajectory. The launch case w a s of i n t e r e s t because the
bending frequencies were lowest t h e r e and because the effective cant:-ol
gain was low (due t o both the absence of aerodynamic control and to the
inertia center-of-mass situation). The transonic condition was
considered because the static stability margin is v e r y large near Mach
one, and the tip controls a r e especially effective. Maximum dynamic
p r e s s u r e i s of p r i m a r y importance since the tip controls a r e v e r y
effective, the aerodynamic coupling of bending modes is large, and the
moment due to angle of attack is near maximum. The burnout condition
was used p r i m a r i l y to check the performance just p r i o r t o the f i r s t - s t a g e
coast; at that time the lift forces a r e s m a l l and the control effectiveness
has been greatly reduced due t o the l o s s of j e t vane control.

The equations of motion of the vehicle a r e composed of aerodynamic and

s t r u c t u r a l t e r m s ; the f o r c e on the body i s the summation of lifts at the
four aerodynamic load stations and these, in t u r n , a r e functions

R - E D 11117
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1
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I of the local angles of attack. The angle of attack at each body station
i s that of the rigid a i r f r a m e plus that due to bending. Bending produc-ss
I two angle-of-attack t e r m s at each station; one is the actual bending
slope (the s u m of the slopes due to each of the t h r e e modes), and the
1 other is that caused by the bending deflection r a t e .

I In writing the a i r f r a m e equations in the pitch plane, standard termin-

ology has been used wherever possible. Capital M ' s r e f e r to moments
i and Z ' s to displacement. The wave description of s t r u c t u r a l deflecticn
is w(x, t) E Cp (x) z(t) where w is the generalized deflection at time,
I t , and body station, x. c) is the normalized bending mode shape and
z is the normalized time response. Subscripts r e f e r to the number of
I the mode and to the number of the body station, in that o r d e r . Thus

I p i j is the normalized deflection of the ith bending mode at the j t h

body station. The matrix of pitch equations of motion at a particular
flight condition is given in figure 5 f o r f o r c e applied by a control surface
I deflection, 6.

I e
Here a is the rigid-body angle of attack, 0 the rigid pitch r a t e , V is

I the vehicle velocity, and S i s the Laplace (complex frequency)

operator. Coefficients such a s Z1z2 r e f e r t o f o r c e s exciting the

I first mode due t o r a t e of deflection of the second, while the coefficient

Z1z1, f o r example, i s the square of the natural frequency of the first

I mode including aerodynamic influence.

in table 1.
The coefficients a r e defined

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a i
I -0 Lo
N m
N" N N
I I

I 1
I iu

II

I 1
"
I N m
d *a N N N

I m m N
cr)
N
N
m
m

N
" N
+
I EN
+
v)
N
+
N
+
v1 N
.N
m
m

m m m
m +
I SN
*N
N"
aKl

N
N
N
cnI
W
0

I N
N
N
cu

N
+
I
N N
N m
EN N cn N
N
+ N" -N
N
+
+ cn
I m

iN
N

ON
N
+
N N
.N
N
cr)
Q-l
0
rnI
x
I N"

4
.r(
k

I 4
N"
+
4
N
61
EN m 4
N

I +
cn
"
N
+
+
-89

iN N

I N
cnI N

I
*a *a

I +
cnI
N
*2
N
N
N
m

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d d
N m

I Ed N N
 - -
Mb = xb + K b xb
1

‘La. ‘ij for i = 1, 2, and 3 Zia = cLa, Qij

m.
V j J 1 j
J

2.;. =
1 1
- 2 S i wi 5

1 1 m.
j

m.V

m.
-x. +..
j

Mii = J 11
1 ’

where:

q = dynamic pressure i. k = mode numbers

S = reference a r e a for the lift coefficient subscript b = the control surface station

V = vehicle velocity subscript T = the engine thrust station (the nozzle throat)

I vehicle inertia CL b . = lift coefficient of the aerodynamic control surfaces

per unit deflection
m 5 vehicle m a s s
Kb = lift of the jet vanes per unit deflection
CLa. = lift coefficient at the jth body station due to angle of attack
1 T = engine t h N s t
z.’ = distance from the th
body station to the center of mass,
= natural bending frequency of the ith mode
positive if j is forward of the center of m a s s mi

= structural damping ratio of the ith mode

+’ = mode slope Si
m. = generalized m a s s of the i* mode

Table 1 Coefficients of Pitch Equations of Motion for First Stage

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I Note that the engine thrust level appears in the moment coefficients.
This i s n e c e s s a r y to account for the effect of t a i l deflections due to
I bending which tilt the t h r u s t vector away f r o m the center of m a s s .
Many of the coefficients a r e negligibly small when practical data is
I used. Nevertheless a l l of the terms were retained during the SCOUT
design since they do not add significantly t o the work and they can
I become important under certain circumstances.

I Control System Design: The control system f o r the SCOUT f i r s t - s t a g e

consists of r a t e and position gyros, a servo, a compensation network,
I and of course, the a i r f r a m e . Each of these items has its own dynamic
response which contributes to the complexity of the analysis. Because
I of the body flexibility, combinations of some of the component dynamics
a r e not simple. F o r instance the r a t e and position gyros a r e located
I at different body stations, so that the angles and r a t e s they detect
a r e different mixtures of bending slope and rigid-body motion. The
I actual inputs seen by each gyro are:

I
I r a t e input

I A block diagram of the pitch s y s t e m is shown i n figure 6. The

I dynamic response of the position gyro is that of a simple time constant

of 0 . 4 ms, while the r a t e gyro responds as a second-order device

I with a natural frequency of 22 cps and a damping ratio of 0.5.

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 1

a
1
II
1
1
1
Ea,
1 c,

*
m
ro
.-(

I 0
k
c,
I:
0
u
N 5
c,

ii
1 a,
9
w
0

1 Era
k
M
ra
E
1 x
4
V
0

I a,
bo
l
d
s
1 c,
m
k
I

tz
1 9

k
a,

ZI
I .r(

cr

1
I R-ED 11117
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18

1
The dynamic behavior of the servo system and the compensation device
a r e , within certain limits, under the control of the designer. In general
each can be represented by equations of second order o r l e s s , although
higher o r d e r compensation t e r m s have been considered.

The SCOUT control problem was attacked by considering the entire

set of a i r f r a m e and control equations together. In the pitch plane
this r e s u l t s i n a twelfth-order square matrix, the eigenvalues of
which a r e the roots of the closed loop system equation. The z e r o
m a t r i x is shown i n figure 7.

In representing equations this way s e v e r a l assumptions a r e made.

First, the aerodynamic and structural coefficients a r e considered
t o be constant at the time the equations were written, i.e., they
a r e invariant with time. Second, the coefficients a r e assumed t o be
invariant with the dependent variable, making the equations linear.
Strictly speaking, both assumptions a r e false but their effect can
be estimated. Changes with time a r e always too s m a l l to be a
significant problem, but nonlinearities a r e important in some cases.
The values of C and C L 6 a r e both dependent upon their v a r i a b l e s ,
La
and for stability analysis, their g r e a t e s t values were used (correspokding
I*
to z e r o angle of attack o r control deflection).

The design latitude included selection of rate and position gains, of

course, and as much variation i n s e r v o response a s could be reasonzbly
justified with e l e c t r i c o r hydraulic actuators. Synthesis of the control
s y s t e m was accomplished by determining the most advantageous s e r v o
behavior, gains, compensation, and a s it developed l a t e r , location of

R-ED 11117
-
19 -
 0

0 0

..
- - iz
k
0
0 0 w

20
.A
c,
0 0
Id
3
c
9
- w
0

-
-
9
a
N
9
i
d
k
w
k
.A
-4

w
0
X
.I4
k
c,

s
i
IC

- 9)
k
3
-
N
M
.A
6(

2 2 2
9 9 0
c

I
I R-ED llU7
- 20 -
the gyros in the airframe. Discrete changes in control gains during
the flight w e r e left as a possibility. These p a r a m e t e r s w e r e to be
chosen so that predetermined design c r i t e r i a could be met in spite of
variations and tolerances.

During the design it was intended that the "nominal system" (that
system f o r which no allowance was made f o r component variation,
parameter tolerances, o r accuracy of basic data) should maintain
gain and phase margins of stability of 12 db and 30 degrees, respectively.
The c r i t e r i a was l a t e r , changed to 10 db and 20 degrees in the presence
of the worst parameter variation. Other factors of importance were
high loop gain and good damping. In o r d e r to cope with steady o r
slowly varying disturbances such a s thrust misalignment, winds, and
fin misalignment, the control gain should be l a r g e . Sudden moments
f r o m gusts o r s h a r p changes in thrust misalignment a r e controlled
better if the effective overall damping ratio is high enough to prevent
m o r e than one overshoot. It w a s decided that the control gain should be
kept above five if possible and that the damping ratio of the "rigid-body"
response (the response i n the region of 0 . 5 cps) should exceed 0.2.
Actually the transient response is so complex (since it includes all
the bending frequencies and several control frequencies and time
constants) that damping ratio h a s little meaning. Higher damping
than 0.3 o r 0 . 4 was deemed unnecessary since the wavelength of the
oscillations is v e r y long and since the pitch-over maneuver is m o r e
accurate at low damping. The settling time was maintained a s low
as possible, however, at frequencies of t h r e e cps and lower.
1
I
I Originally t h e r e w e r e two outstanding difficulties connected with

I stabilization of the first stage: the unfavorable phase shift introduced

t o the gyros by the second body-bending mode, and the proximity in

i frequency of the first bending mode and the rigid-body response at

conditions of high q (dynamic p r e s s u r e ) . The second mode effeck

1 upon the gyros when mounted i n Transition Section D (at body station
120 ) was quite severe. Attempts to filter the forward control loop

I by low-pass networks w e r e handicapped by the adverse effect of the

f i l t e r on the first mode behavior. If the proper combination of s e r v o

I and lag compensation dynamics is chosen for the rigid and f i r s t bend-
ing frequencies, the second bending frequency is still not sufficiently

I attenuated. A combination low frequency lag and second-mode notch

filter was considered which produced satisfactory response to a

I certain extent, but which allowed too much transmission at high

frequency, thus making the system m o r e susceptible to noise and

I to third-mode instability. It was decided that the best overall soluticm

to the problem would be t o reduce the second-mode coupling L t its

I source by moving the r a t e gyros t o a more favorable location.

The location of the rate gyros is more critical than that of the

I displacement gyros, since a r a t e gyro output is higher at body-bendi.ig

frequencies. The rate-gyro Gnat Package Assembly was located at

I body station 214 in Transition Section C because the second-mode

normalized slope is v e r y small at this location. Section C was

R Bkeferred over locations of low slope in other sections because of

the advantage of retaining the r a t e gyros through third- stage operation.

I Although the roll r a t e gyro location is not particularly critical, this

gyro was aI'so relocated since it is a n integral p a r t of the Gnat Packa.ge

I ,AAsscr;lZ?.-
1. M y
P., --
*A # ---4:--
L ~ b A A A t~ h c g y r o p e k z g c , t k z s e C G d - k c d i c g =ode

effect was reduced by almost 16 db.

I R - E D 11117
- 22 -
I
 I
I
I A s the concurrent selection of compensation and servo dynamics
proceeded, *it became clear that the additional response required was
I of low-pass nature. The root locus plot of figure 8 and the Bode plot
of figure 9 show the situation at maximum q with no compensation and
I a perfect (instantaneous response) servo. The rate-to-position gain
ratio, which produces a low-frequency r e a l z e r o in the open-loop Wansfer
1 function, has been a r b i t r a r i l y s e t at 0.33. F r o m the movement of the
system roots a s the loop gain is increased,it can be seen that considerable
I phase shift is needed a t the f i r s t bending mode frequency. If one o r
m o r e lag t e r m s (poles) were added a t low frequency, the first mode
I locus would start into the left half plane and the rigid-body locus would
not bend so far t o the left. Lag compensation thus involves a compromise
I in the behavior of the rigid body and the f i r s t bending mode, and the
separation of their frequencies determines its feasibility. The shape of
I the locus is a l s o affected by the location of the rate gain z e r o which i:3

almost equal to the position-to-rate gain ratio. As this z e r o is moved

I closer to the origin the rigid-body locus is bent more to the left, improving
the system damping. Unfortunately, such movement of the z e r o i s
I accomplished by raising the rate gain, which increases the sensitivity
to bending modes. Thus there is a practical lower limit to the f r e -
I quency of the zero.

I Because of the small frequency separation between the rigid and f i r s t

I modes there is little chance of compensating the first-mode locus by

attenuation of the higher frequency. Accordingly, it was recognized

I that the servo and compensation dynamics together must produce

sufficient phase shift a t the first-mode frequency to stabilize the firpt

I mode without adversely affecting the rigid-body locus. The phase

I R - E D 11117
- 23 -
I
L
 NO NETWORK, IDEAL SERVO
POSITION TO RATE GAIN RATIO = 3
SECOND
BENDING
MAX. q CONDITION MODE

Figure 8 Root Locus Plot of Uncompensated First-Stage System

R-ED 11ll7
- 24 -
Figure 9 Bode Plot of Uncompensated First-Stage System

R-ED 11ll7
- 25 -
compensation reasoning i s inferred i n the Bode plot of figure 9. The
amplitude plot naturally shows a peak at the first-mode frequency, a r d
it is the purpose of the phase compensation to ensure that the phase
plot c r o s s e s 180 degrees at a lower frequency.

The effort to determine suitable servo and compensation t r a n s f e r

functions w a s subject to several hardware constraints. The design
of the main portion of the control system electronics had already
progressed to a stage a t which certain types of networks and mechani-
cal components could not be incorporated. One such limitation was the
attenuation allowable in the compensation network, which was to be
kept below 20 db. The compensation had to be passive and preferably
not require inductive components; moreover, i t s input and output i m -
pedance levels were restricted to certain ranges. The use of a hydrzulic
servo actuator had already been established, and it was highly de-
sirable to use only position feedback and ac amplification. Thus the
servo response could be easily altered only by varying its loop gain o r
using ac networks. In addition to requirements such a s these, the
second and third- stage control designs suggested many compromises.
It had been determined, f o r example, that the rate-to-position gain ratio
on stages two and t h r e e should be 0 . 4 , making i t desirable to use the
s a m e ratio on the first stage to avoid switching. Also, owing to stringent
upper-stage reaction- j e t fuel requirements, portions of the electronic
c i r c u i t r y common to the f i r s t and second stages could not be used for
first- stage compensation devices.

A s e t of component dynamics was established which provided reasonable

gain and phase stability margins and damping, and which could be

R - E D 11117
- 26 -
synthesized with the existing hydraulic s e r v o and a simple, second-order
l a g network. T h r e e real poles w e r e placed v e r y close together n e a r
a frequency of -31 nepers p e r sec. Two poles w e r e t o be generated
by the network and one pole by the servo. T e s t s of the s e r v o actuator
have roughly verified predictions of the response obtainable. At
frequencies of i n t e r e s t (40 r a d / s e c and lower) the s e r v o t r a n s f e r
function was nearly characterized by a single pole which varied in
frequency directly with loop gain. Actually the e a r l y s e r v o s exhibited
higher-order poles at approximately -300 and -500 nepers p e r second.
The locations of these poles were r a t h e r unpredictable since they varied
f r o m unit to unit as well a s with loop gain. However, the problem of
considering these pole characteristics became unnecessary because i.:
was found that the poles moved t o higher frequencies on later servos.
Because of the slight variation i n s e r v o high-frequency behavior, s e v e r a l
poles w e r e included in the stability analysis to determine their effect.
By using a two-pole t r a n s f e r function, the actual s e r v o could be simu-
lated as closely as was n e c e s s a r y in a l i n e a r analysis.

The double-lag network could not be synthesized with its poles too
close together and still be passive and non-inductive. Accordingly the
two break frequencies w e r e slightly separated; the nominal settings
being -29 and -33 n e p e r s p e r second.

Nominal Control System: F i g u r e s 10 and 1 1 give the root-locus plot

and Bode plot of the nominal system at the maximum q condition.
The position-to-rate gain ratio which gives the best overall operation
is 3.0; it was considered better to use this m o r e satisfactory r a t i o

and switch gains at second-stage iginition than t o compromise it with

R-ED 11117
- 27 -
 MAXIMUM DYNAMIC PRESSURE CONDITION
NOMINAL SERVO A N D NETWORK

-35 / -30-2 -25 -20 -15 -10 -5

(NET WORK) Q (SEC'l)
POLES

Figure 10 Root Locus Plot of Nominal First-Stage System at Maximum q Condition

R-ED 11U7
- 28 -
 I1
I
,
I

-0

-100 .-50

-200 '-100

-300 1-150

.1 1 10 100 1000

FREQUENCY% RADISEC

Figure 11 Bode Plot of Nominal First-Stage System at Maximum q Condition

R-ED 11117
- 29 -
a r a t i o which could include the upper stages. The nominal parameter
values w e r e chosen only a f t e r reviewing the effects of changes i n e a c h
of them, as well as reviewing variations i n basic data and i n flight
condition. F i g u r e 12 through 16 show root-locus and Bode plots f o r
the nominal s y s t e m at launch, 17 seconds after launch, and at burnout
(with j e t vanes still fully effective). The nominal position gain is 5.0
degrees of control surface deflection p e r degree attitude e r r o r . Note
that at launch the rigid-body locus becomes v e r y damped at high gain,
but at a gain of 5.0, the damping is poor. Because the gain margin
is g r e a t at launch (due t o the absence of aerodynamic tip control and
the separation between rigid and first-mode frequencies), the gain
might have been increased to 10.0 f o r the first few seconds of flight,
thus improving the damping. It was felt, however, that although the
damping was low, it was adequate and that the improvement could
not justify the use of gain switching.

The stability of the SCOUT first-stage control system was checked at

a variety of conditions. Variations of the following p a r a m e t e r s w e r e
investigated:

0 Bending frequency

0 Maximum dynamic p r e s s u r e

0 Rate-gyro location

0 Rate and position-gyro natural frequency

0 Rate-gyro damping

0 Servo dynamic response

R - E D 11117
- 30 -
 NOMINAL SERVO AND NETWORK

Figure 12 Root Locus Plot of Nominal First-Stage System at Launch

R-ED 11ll7
- 31 -
 F R E Q U E N C Y & RADISEC

Figure 13 Bode Plot of Nominal First-Stage System at Launch

R-ED ll117
- 32 -
 ?;OhFzNAL SERVO AND N E T W O R K

I Figure 14 Root Locus Plot of Nominal First-Stage System 17 Seconds after Launch

I R-ED l l l l 7
- 33 -
 BURNOUT ( F U L L THRUST)
XOMINAL SERVO AND NETWORK

-35 -30 -25 - 20 -15 -10 -5

O- (SEC-l)

Figure 15 Root locus Plot of Nominal First-Stage System at Burnout

R-ED 11ll7
-34 -
I
I
1
I
I
I
I
I
I
1
I
I
I
I
I
'I FREQUENCY& RAD/SEC

I Figure 16 Bode Plot of Nominal First-Stage System at Burnout

I R-ED IlU7
- 35 -
I
The nominal control gains and t r a n s f e r function were chosen so that
reasonable changes in such quantities a s servo response and bending
frequency would maintain the gain and phase margin within t h e i r proper
limits. Tolerances were established f o r gain, gain ratio, servo
I
response, and the network break frequencies. These tolerances a r e
quite conservative i n that the system will perform satisfactorily even
if each parameter is in e r r o r in its worst direction.

The m o s t difficult requirement to specify, and one which causes the

m o s t concern about stability, is the frequency response of the netwo::k-
servo t r a n s f e r function. Since this t r a n s f e r function is composed of
t h r e e poles, it is unlikely that all of them will either i n c r e a s e or
d e c r e a s e in frequency together. If one pole shifts in the lower
frequency direction, the rigid-body damping will be decreased, but
the system will become more stable due to the beneficial phase shift
at the f i r s t mode. This pole can vary by m o r e than a factor of three
i n frequency and still maintain a six db gain margin. Most variations
in the compensating-network component values tend to separate the
two break frequencies, a behavior which reduces the effect of the
change on the system. Component tolerances a r e held to within five
percent, so that s e v e r a l combined value shifts a r e needed to significantly
a l t e r the response.

Changes in the rate-to-position gain ratio shift the locations of m o s t

R - E D 11117
- 36 -
of the z e r o s on the complex plane. Therefore it is difficult t o judge
beforehand the r e s u l t s of a single gain variation. In general, a s can
be s e e n f r o m the plots of "SCOUT System Design Report, Supplemknt
11, ' I increasing the rate gain aids the rigid-body damping but aggravates
the bending modes. Gain ratio has been held to a 10 percent t o l e r a n c t
because of its far reaching effects.

The behavior of the control system after first -stage burnout degrades
rapidly as the sensible atmosphere is left behind. F i g u r e 17 shows tire
Bode plot of the nominal system just after burnout (with z e r o j e t vane
lift). As can be s e e n f r o m the rigid-body portion of the amplitude
response, the damping has deteriorated even at this relatively high q
condition. In the coasting period before second- stage ignition, the
s y s t e m damping will be reduced to only a few percent of critical,
and angular momentum still present will result i n continued attitude
oscillations. Moreover, as M a decreased due t o the decreasing
q, the frequency of oscillation is reduced, causing the amplitude to
become g r e a t e r . Part of-this effect could be compensated by
switching t o a. hi'gher loop gain soon after burnout, thus helping to
damp any transients applied a t that time (such as sudden removal bf
thruct misalignment) before the controls become too ineffective.

Gain switching after burnout, however, was not considered t o offer

sufficient improvement in performance to justify the complexity
(at least for the e a r l y flights). A means of accomplishing this
switching is incorporated i n the SCOUT electronics package i n case
it is deemed advisable i n the future. Even increased loot, gain does

R-ED 11117
-
37 -
1
I
1
‘I
0’

- IO(

-200

-300

-4oc

10

F R E Q U E N C Y Q RADJSEC

Figure 17 Bode Plot of Nominal First-Stage System after Burnout

R-ED 11117
- 38 -
 i
I
I not completely solve the oscillation problem, because as the air
becomes tenuous i n ascending t o high altitudes, l a r g e r and l a r g e r
1 control surface deflections a r e required. Finally, mechanical
stops will prohibit f a r t h e r increase in control surface deflections,
I at which time the controls operate i n a n on/off manner, so that only
by increasing rate gain can further damping of the s y s t e m be accomplished.
1 The r e a s o n why such a n underdamped s y s t e m is tolerable is that burn-

I'
out transients a r e controlled well enough before q becomes too low,
and because low a i r density deteriorates wind o r gust disturbances.
The f i n a l , nominal pitch and yaw control s y s t e m p a r a m e t e r s f o r f i r s t -
1 stage operation a r e as follows:

Rate gain (surface deflection p e r unit 1.67 f 10%

rate e r r o r )

I Position gain (surface deflection p e r

unit e r r o r )
5.0 f 10%

Rate to position gain ratio . 3 3 s e c f 10%

Servo t r a n s f e r function 1
31S+l
(see figure 18 f o r frequency response tolerance bands)

Compensating network t r a n s f e r 1
function (29S.tl) (33Srtl)

(see figure 19 f o r frequency tolerances of s e r v o and network combination)

Maximum yaw e r r o r signal 3 . 5 degrees + 0, - 10%

Along with the above specifications, of course, t h e r e is the r e s t r i c t i c n

that no extraneous dynamic t e r m s of significance exist anywhere i n t h e
system other than those which have been accounted f o r i n the design.

R - E D 11117
- 39 -
N
0

e,
U
9k
e,
4
0
I
3
e,
m
c
0
a
m
2

R-ED l l l l 7
- 40 -
 I

a,
l
z
x

R-ED 11ll7
- 41 -
Thus components such a s ripple f i l t e r s and t r a n s f o r m e r s must be
checked to e n s u r e that t h e i r pass bands a r e compatible with the design
dynamics.

The s e r v o t r a n s f e r function, during design taken to be 1 , wat;

3 1S+ 1
specified in t e r m s of i t s frequency response. Servo response specifications
were required t o be met twice; once in a preliminary component check
to be certain that a particular valve-actuator combination w a s capable
of responding a s a f i r s t - o r d e r device, and again in a m o r e complete
t e s t in which the s e r v o and network responses w e r e measured together.
In the first instance faulty valves and actuators were to be detected by
the presence of high-frequency lags o r nonlinear operation. Accordingly,
frequency response tolerance bands were established t o exclude the
possibility of significant changes in curve shape, although they were
not adequate to specify break frequency. The frequency-response tolerance
bands used to check actuators and valves a r e shown in figure 18.

These bands were generated by taking a s the upper limit the response
of a f i r s t - , o r d e r s y s t e m having a break frequency 1D bercent higher
than that desired for the servo, while the lower limit was established
by the response of a second-order system with one break frequency
10 percent lower than the servo nominal and the other b r e a k frequency at
150 r a d / s e c . Because l a t e r servos i n good condition do not exhibit
high-frequency lags below 300 r a d / s e c , the lower tolerance limit should
be tightened somewhat.

The s e r v o consisting of the valve and actuator t o be tested and a

R - E D 11117
- 42 -
typical amplifier and feedback element, was t o be adjusted by varying
its loop gain until the correct response was achieved. Having met the
specifications defined i n figure 18 the s e r v o components w e r e t o be
incorporated in the flight system and the loop gain s e t to meet the
overall requirements with the compensating network included. By
adjusting the s e r v o response until overall requirements a r e met, slight
deviations of the network t r a n s f e r function f r o m nominal can be compensated
Since the s e r v o is known t o have the desired type of behavior, L e . ,
nearly that of a f i r s t - o r d e r system, the tolerance bands on overall
frequency response need not be narrow. Because the control s y s t e m
can function properly if the poles of the network o r s e r v o t r a n s f e r
function differ by 10 percent each f r o m their nominal values, the
tolerance bands for the network and s e r v o together were formed by
allowing high and low variations of a l l three poles. The resulting
response tolerance, to which the system is tested in the field, is
shown in figure 1 9 .

To insure that the first-stage control s y s t e m a s defined above would

p e r f o r m i n a satisfactory manner with r e a l components, a n analog
computer simulation was made including a s many of the SCOUT
amplifiers, demodulators, etc. , a s was possible. The computer
simulated the a i r f r a m e behavior including the first t h r e e bending
modes (and l a t e r , the first torsion mode and the r o l l dynamics).
Rate and position gyros were a l s o simulated on the computer. The
gyro outputs, which suppressed- c a r r i e r modulated a 400-cps wave,
w e r e connected to the flight equipment a t the "poppet valve electronics"
module. F r o m there the signals progressed a s they would during
actual operation through the demodulator and ripple filter, s e v e r a l

R-ED 11117
-
43 -
stages of amplification, the compensation network, and finally, the
hydraulic servo. The s e r v o shaft position, corresponding to j e t
vane and tip deflection, w a s sensed by a dc potentiometer and the
resulting signal returned t o the computer where it completed the
control loop. The time and frequency responses of the e n t i r e s y s t e m
could then be measured and compared with those predicted by the mo:-e
exact, but less complete, digital analysis. P h a s e and gain margins
obtained in this way agreed with predicted values v e r y closely ( within
1/4 db in gain). The effect of s e v e r a l anomalies in control componer.ts
was measured with analog simulation that would have been impossible
to determine by solving the linearized s y s t e m equations. First, the
control behavior was checked with the s e r v o loaded with springs,
corresponding to hinge moment loading expected in flight. The spring
r a t e was made both positive and negative and, i n addition, a l a r g e
steady (invariant with .deflection) moment was applied. The vehicle
response variations could be observed but they w e r e negligibly small.
The effect of connecting a 0.5-mfd capacitor a c r o s s the s e r v o valve
coil was a l s o copsidered, because field operation had shown that
electrical noise imposed on the long signal w i r e s connecting the f i r s t
and third stages had caused the s e r v o to chatter. Filtering, most
conveniently accomplished at a d c point, could eliminate the chatter,
and t e s t s showed that a capacitor connected a c r o s s the valve coil
would suffice. The addition of the capacitor, however, caused a
nonlinear performance of the servo amplifier, which a l t e r e d the s e r v 3
response in a manner not easily described i n t e r m s of transfer-function
poles and zeros. Time responses of the a i r f r a m e w e r e determined
by applying either simulated wind gusts (instantaneous changes in
angle of attack) o r attitude commands.

R - E D 11117
- 44 -
I
I
I Responses of the nominal system ( a l l simulated components) for
i

conditions of launch, maximum q, and burnout a r e shown i n figures

1 20 through 22. The effect of using actual hardware (which differs
somewhat f r o m nominal response but is within tolerance) can be seen
1 by comparing figures 2 1 and 23. More time responses showing the
vehicle behavior with various control gains, s e r v o dynamics, etc.,
I may be found in Supplement 11.

I Roll Axis

R Airframe Description: The SCOUT a i r f r a m e is easily described in

1 roll. Because of i t s torsional stiffness it behaves v e r y nearly as a

body restrained only by inertia and by a n aerodynamic moment

I proportional t o rolling r a t e , but in a control application, it is prudent

to include the effects of flexibility. Data giving the torsional mode

1 shapes and frequencies were available only a t the launch condition,

but this was considered adequate provided that the analysis showed

I that l a r g e variations i n frequency and mode shape could be tolerated.

I The torsion modes a r e given in Supplement I. The a i r f r a m e roll

description used in the analysis is shown below in m a t r i x form.

I .
RlrlSS R l r l R E S+RZr2
2 2
1

1 s2-t 25UlStb12 =b

I R S+R2r1
2 1
I
I R - E D 11117
- 45 -
I
 -

1
I
I +so NOMINAL SYSTEM,
SIMULATED C O M P O N E N T S
ANGLE

I OF
ATTACK
0

-5O

I -5O

PITCH 0
I! ANGLE

+5O
I +25O

I SURFACE
DEFLECTION
0

-25O
11 FIKST
+5 F T .

BENDING

I NOR MALI Z E D
DEFLECTION
0

- 5 FT.
1 SECOND
+o. 5 FT.

BENDING
11 NOR M A L I Z E D
DEFLECTION
0
_c_ in----.

I -0.5 F T .

+o. 4 FT.
THIRD

I BENDING
NORMALIZED
DEFLECTION
0

I -0.4 F T .
-d b
l SEC.

1
‘I Figure 20 First-Stage Pitch Time Response at Launch

II R-ED U117
- 46 -
I
 +5 O NOMINAL SYSTEM,
SIMULATED COMPONENTS
ANGLE
OF 0
ATTACK

-5O

PITCH 0
ANGLE

+5O
+25O

SURFACE 0
DEFLECTION

-25*
+5 FT.

FIRST
0
BENDING
NOR MALI ZED
DEFLECTION -5 FT.

+O. 5 FT.
SECOND
BENDING
0
NORMALIZED
DEFLECTION
-0.5 FT.
+O. 4 FT.
THIRD
BENDING
NOR MALI ZED 0
DEFLECTION
-0- 4 FT.

Figure 21 First-Stage Pitch Time Response at Maximum q Condition

R-ED 11U7
- 47 -
I
1 NOMINAL SYSTEM

1 BURNOUT CONDITION ( F U L L THRUST)

SIMULATED COMPONENTS

I ANGLE
+5O

OF 0
1 ‘ATTACK
-5 O
I PITCH
-5O

I ANGLE

+5O

u SURFACE
+25O

I DEFLECTION
-25O

I FIRST
+5 FT.

BENDING
0

1 NORMALIZED
DEFLECTION- 5 F T .

I SECOND
BENDING
+O. 5 F T .

I NORMALIZED
DEFLECTION
-0. 5 F T .

a THIRD
BENDING
+O. 4 F T .

0
NORMALIZED
1 DEFLECTION
- 0. 4 F T .
P 1 SECd

1 Figure 22 First-Stage Pitch Time Response at Burnout

I R-ED 11117
- 48 -
1
 MAXIMUM DYNAMIC
P R E S S U R E CONDITION

NOMINAL S Y S T E M W I T H
A C T U A L NETWORK, E L E C T R O N I C ,
A N D S E R V O HARDWARE.
+ 5"
ANGLE
OF 0
ATTACK

- 5"
+ 5'i
PITCH
A T TI T U D E
ANGLE

- 5"
-25"

CONTROL
o------I
SURFACE
DEFLECTION c-y---
+ 25"
+ 5 FT. I

FIRST
*+'pc,
BE NDIN C
0 -s4'
NORMALIZED
DEFLECTION
-5 FT.
+ 0.5 FT.
SECOND
BENDING
O--"rvc------
NORMALIZED
DEFLECTION
-0.5 F T .
+ 0.4 FT.
THIRD
BENDING
NOR M A L I Z E D
0 L
D E F L E C T ION

F i g u r e 23 First-Stage T i m e Response of System with Actual Hardware

R-ED 11ll7
- 49 -
T h e r e is essentially no coupling among the torsional modes of vibra-
tion and the rigid-body since all the aerodynamic terms a r e v e r y
small, so that i n practice, the above m a t r i x is degenerate and can
be written with only its diagonal t e r m s . The moments applied t o the
body which excite the "rigid" o r flexible modes a r e functions only of
the control surface deflection. The coefficient -L-6I- -obviously the
is
roll moment p e r unit differential deflection of the two surfaces divided
by the roll moment of inertia. R16 and R2b a r e given by the

relation
= A .i d L 6
I:1

where - Angular acceleration of the ith torsion mode

due to a unit control deflection

- Torsion mode shape of the ith mode at the

'i 6
control surface station

L - moment due t o a unit control deflection

6
- characteristic inertia of the ith mode
Ii

The first two torsion modes w e r e considered adequate t o describe

the airframe f o r the control analysis; the natural frequencies of the
first and second modes a r e 22 and 37 cps, respectively.

Control System Design: Because f i r s t - s t a g e roll control appeared

a t the outset to be a relatively small problem, the f i r s t - s t a g e
electronics were designed with no provision f o r roll compensation.
Moreover, the s e r v o s driving the roll control m e m b e r s w e r e the
same as those used in yaw, and their response had been set to meet
case
LL ieqaiycmcntz s f t h e latter e y ~ t e ~The
. O ~ latitude
Y left the

R - E D 11117
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designer was the selection of roll control gains. This was done by
analyzing the s y s t e m using the root-locus technique to solve the total
loop equations of motion shown i n the z e r o m a t r i x of figure 24.
The roll rate and position gyros a r e separated j u s t as a r e those of
the pitch and yaw channels, so that different combinations of rigid
and flexible body motion a r e sensed by each. The rate gyro s e n s e s

while the position gyro r e g i s t e r s

TG = Q + ~ r t ~ r
in 1G 1 2G 2

The position-gyro dynamics a r e negligible, while those of the r a t e

gyro a r e second o r d e r with a nominal natural frequency and damping
r a t i o of 33 cps and 0.5, respectively.

The roll control s y s t e m was analyzed a t two flight conditions: at

launch where the loop gain is low and the damping could be expected
to be poor, and at a time when the combination of dynamic p r e s s u r e ,
vehicle inertia, and control surface effectiveness produced the high-
e s t loop gain. The two s e t s of coefficients used were:

LAUNCH PEAK GAIN

%/I 2.325 deg/sec2/deg 12.83 deg/secZ/deg
-3370 deg/secZ/deg -11670 deg/secZ/deg
R16
6740 deg/sec2/deg 23340 deg/secZ/deg
26

The roll control s y s t e m must maintain the vehicle attitude within

specified limits in the presence of external disturbance moments.
Disturbances i n r o l l can occur i n a number of ways, but the m o r e

R - E D 11117
-
51 -
R-ED 1ll17
- 52 -
severe disturbances a r e caused by fin misalignment, control- surface
offset, and by aerodynamic coupling of yaw and pitch angles of at-
tack through the C 1 9 t e r m . The l a r g e s t moments a r e produced by
fin misalignment, and can exceed 1000 ft-lbs.

The change i n control system response with flight condition is v e r y

nearly that caused by a loop gain change, a fact which makes it e a s y
to select approximate control p a r a m e t e r s without solving a n addition-
a l set of equations.

Root-locus plots w e r e made of the roll s y s t e m using the two torsion

1
modes, gyro dynamics, and a s e r v o t r a n s f e r function of
m*
Different gain ratios w e r e tried and it was determined that l a r g e
deviations w e r e tolerable without sacrificing good damping and
stability margins. F i g u r e s 25 and 26 a r e root-locus plots of the
s y s t e m selected as nominal a t launch and a t 32 seconds after launch.
The damping ratio i s 0 . 5 a t these e x t r e m e s if the control gain is
set at 4 . 0 , and is even greater (sometimes g r e a t e r than unity) at
other flight conditions. The r a t i o of rate-to-position gain was s e t
at 0 . 4 s e c since it gave satisfactory operation and at the s a m e time
was compatible with the upper stage systems. This gain setting a l s o
eliminated the need f o r one gain switch.

In summary, the r o l l control p a r a m e t e r s a r e :

Attitude gain (differential deflection p e r unit r o l l e r r o r ) 4 . 0 f 1570

Rate gain (differential deflection p e r unit roll rate) 1. 6 f 15%
Rate to position gain ratio (sec) 0.4 f 10%
servo LiLa-.+sa u a z c z
(&-----S---
Irz
c.---A:--
A u u C I r i u u )
1
31s + 1
(same tolerance a s yaw servo)

R-ED 11117
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 140

j,

135

1r
-10 -5
U

Figure 25 Root Locus Plot of Nominal First-Stage Roll System at Launch

R-ED 11117
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 140

.iw

135
-10 -5
0-

35

30

25 -u
2
20 2
15
-p:
.
3
,-I

10

5
-.5
0
-50 -45 -40 -35 -30 -25 -20 -15 -10 -5 O

Figure 26 Root Locus Plot of Nominal First-Stage Roll System at Maximum q Condition

R-ED Ull7
- 55 -
T h e s e control gains a r e sufficient to p r e v e n t s e r i o u s r o l l e r r o r s i n
the p r e s e n c e of the l a r g e s t expected disturbance moment.

Roll-Yaw Coupling: In p r a c t i c e it is not possible to consider the

control s y s t e m of e a c h axis s e p a r a t e l y b e c a u s e t h e r e is coupling
among axes f r o m a v a r i e t y of s o u r c e s . Coupling c a n o c c u r through
aerodynamic, s t r u c t u r a l , o r control t e r m s i n the equations of motion
of the otherwise s e p a r a t e s y s t e m s . The r o l l and yaw control loops
exhibit the only significant coupling p r o b l e m on SCOUT, and t h e i r
interaction was, accordingly, studied t o d e t e r m i n e the effect on p e r -
f o r m a n c e and stability.

Roll and yaw a x e s a r e naturally subject to i n t e r a c t i o n b e c a u s e the

same control members a r e used i n both axes. In addition, a n a e r o -
dynamic moment is introduced t o r o l l (through the C1p term) when-
e v e r a pitch and yaw angle of a t t a c k o c c u r simultaneously. Because
a n unbalance i n the r o l l control signal t o the jet vane and tip s e r v o s
can c a u s e a r e s i d u a l yawing moment, and since vehicle yaw c a n
induce a n a e r o d y n a m i c rolling moment, a closed loop can be f o r m e d
including the r o l l and yaw control channels.

The r o l l and yaw i n t e r a c t i o n can have e i t h e r a stabilizing o r d e -

stabilizing effect upon either control loop, depending upon the d i r e c t l o n
of r o l l signal o r s e r v o unbalance. T h e r e is f u r t h e r coupling pos-
sible, however, through gain unbalance between t h e two yaw-roll
s e r v o s , which is always of a destabilizing nature. Suppose, f o r
example, that the upper control s u r f a c e s e r v o h a s 10 p e r c e n t m o r e
closed-loop gain than does the lower one. In applying a negative yaw

R - E D 11117
- 56 -
I
I
I m o m e n t through deflection of the top and bottom s u r f a c e s , a positive
yaw e r r o r will induce a n extraneous positive r o l l moment. On the
IP o t h e r hand, a positive r o l l moment soon p r o d u c e s a positive e r r o r , and
the control s y s t e m a t t e m p t s to deflect the s u r f a c e s t o g e n e r a t e a
I negative r o l l moment. Since the upper s u r f a c e deflects f a r t h e r , how-
e v e r , a net positive yaw moment r e s u l t s which c l o s e s the loop and
I t e n d s t o continue t h e p r o c e s s . The amount of equivalent deflection
coupled into yaw f r o m the r o l l channel is(K-1) KSCE and into r o l l
I f r o m the yaw channel is (K-l)(K,,,+&), w h e r e KJ,, Kq, a r e the r o l l
and yaw position control gains, and a r e the r o l l and yaw
I
+E 1
4 E

e r r o r s , and K is the r a t i o of upper to lower s t a t i c s e r v o gain. Note

i that, i n o r d e r t o complete the coupling loop, the i n t e r a c t i o n gain

(K-1) m u s t be used twice, making the total coupling proportional to
(K-1)
2
.

The effect of roll-yaw interaction was investigated considering that

one s e r v o had a gain 10 p e r c e n t high and the o t h e r 10 p e r c e n t low,
The investigation a l s o included the contribution of the C term. The
1P
C1p value used w a s t. 0143 deg-1 ( b a s e d on a r e f e r e n c e area and
length of 8.72 ft2 a n d 3. 33 f t ) , a s s u m i n g that the vehicle is operating
at f o u r d e g r e e s pitch angle of attack. This t e r m w a s a l w a y s introduced
with s u c h a sign t h a t it aided the effect of s e r v o unbalance. The
vehicle behavior i n the p r e s e n c e of i n t e r a c t i o n was d e t e r m i n e d i n two
ways: by solving the total equation of motion (simplified) a n d by
simulating the p r o b l e m on the analog computer.

In simplifying the s y s t e m equations to facilitate a n a l y s i s , it w a s

decided to d i s p e n s e with the dynamics of the position and rate gyros.

R - E D 11117
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 This eliminates f o u r relations which do not influence the control
greatly, and in any event, a r e not required to compare the p e r f o r m -
a n c e s of the vehicle with and without coupling of axes. The second
t o r s i o n a l mode was a l s o eliminated since it does not contribute
g r e a t l y to the problem, but the third bending and first t o r s i o n modes
w e r e retained.

The m a t r i x of equations used is given i n figure 27.

In this set of equations, the fraction of s u r f a c e deflection in one

channel that is added into the other is contained i n the terms z64J
T '
Nb+ 9 Zlbp 9 z26+ 9 Z36g * Lb+ and R16+ *

Solutions of the s y s t e m equations w e r e obtained under v a r i o u s condi-

tions of r o l l and yaw gain, degree of control coupling, and clp .
A root-locus plot of the singularities of the complete equation with
varying yaw gain and with roll gain fixed a t i t s nominal value
(4. Odegrees differential deflection p e r d e g r e e r o l l e r r o r ) , is shown i n
figure 28. H e r e the coupling is due to the combined effects of the
I aerodynamic t e r m C
1P
and two s e r v o s , one of which was 10 p e r c e n t
high i n gain and the other 10 percent low. It can be s e e n that the
I change i n response, although noticeable, is not s e r i o u s . Only a maxi-
m u m q condition was studied, since at this condition the controls a r e
v e r y effective and Clp i s large. The analog computer with simulated
control components was used to check the r e s u l t s obtained by solution
of the simplified equations and t o m e a s u r e the effect of the interaction
upon time response. The s a m e coupling t e r m s and flight condition
w e r e used but the r a t e g y r o dynamics w e r e included in the simulation.
F i g u r e 29 shows the t r a n s i e n t r e s p o n s e of the airframe i n r o l l and yaw.

R-ED 11117
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R-ED U l l 7
- 59 -
 YAW AND ROLL CONTROLS COUPLED BY
20 PERCENT DIFFERENTIAL SERVO GAIN
AND MAXIMUM AERODYNAMIC E F F E C T
THROUGH C1
B
MAXIMUM q CONDITION

60
I
J

SECOND
BENDING
MODE
55
X

-50

Figure 28 Root Locus Plot of the First-Stage Coupled Roll-Yaw System

R-ED Ull7
- 60 -
 MAXIMUM q CONDITION

6
et
= 6
e
+ . 2 6 a B0*2" b e t a 6e - . 2 6a
6at= ba + .2 6 6at= 6a - . 2 be
+2 . 5 "

SIDE
SLIP 0
ANGLE
-2 . 5 O
+l. 25'

YAW 0
ANGLE

-1.25"
+25O-

YAW
CONTROL 0 - .~.> - I'.
'*+r
SURFACE
DEFLECTION

FIRST
BENDING
NORMALIZED
DEFLECTION
-5 F T . - -
+12.5"- -

ROLL
ANGLE

ROLL
CONTROL 0 -
SURFACE

Figure 29 First-Stage Time Response with Roll-Y aw Coupling

R-ED 11117
- 61 -
More plots of coupled responses may be found in Supplement 11. The
degree of interaction used i n the analysis was considerably greater
than that to be expected in practice. Servo specifications were
written s o that the roll-yaw servos would not differ in gain by more
than 10 percent, thus reducing the loop coupling coefficient by a factor
of four. The pitch servos a r e subject to the same specification for
they could otherwise introduce disturbance moments into the roll
axis. A pitch-roll loop, however, cannot be formed.

There i s a difficulty connected with sharing control surfaces which

i s not evident f r o m a linear analysis. If no measures a r e taken to
prevent it, a large e r r o r in one channel could drive the surfaces to
their stops, leaving no control for the other axis. On SCOUT this
possibility has been partially eliminated by limiting the magnitude of
the yaw e r r o r signal before it i s mixed with roll e r r o r and applied to
the servo. With this limiting, a maximum y a w signal will produce no
g r e a t e r than a f 17. 5 degree surface deflection. Thus a maximum of
two degrees of deflection remains before a mechanical stop i s
encountered. If a maximum yaw signal has been commanded and a
r o l l deflection of g r e a t e r than two degrees is required immediately
thereafter, only one surface w i l l be f r e e to deflect the required
amount. Deflection of the other surface will be restricted by the
proximity of a mechanical stop. Yaw limiting is not abrupt; the e r r o r
signal is linear only up to 2 . 5 degrees, beyond which it asymptotically
approaches a maximum of 3 . 5 degrees. There i s no limiting in the
r o l l channel.

R - E D 11117
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 SECTION I1
SCOUT SECOND AND THIRD-STAGE CONTROL SYSTEMS

REACTION-JET CONTROL SYSTEMS

The second and t h i r d s t a g e s of the SCOUT vehicle a r e controlled by

a s y s t e m of eighteen hydrogen-peroxide r e a c t i o n j e t s . These jets a r e
a r r a n g e d to provide moments about the pitch, yaw, and r o l l a x e s in
r e s p o n s e to commands f r o m the control s y s t e m . They a r e operated
in a n on/off m a n n e r ; the a p p r o p r i a t e j e t is turned on whenever a
combination of attitude e r r o r and rate signals exceeds a c e r t a i n value
called the "deadband".

A c h a r a c t e r i s t i c of this type of control s y s t e m is t h a t it o s c i l l a t e s

about the p r o p e r attitude within the deadband when no d i s t u r b a n c e s
a r e applied, and t h a t when an external disturbing moment is
introduced, it o s c i l l a t e s about the edge of the deadband. The a r r a n g e -
ment of components in the control loop is depicted in f i g u r e 30.

Of the total number of j e t s , eight a r e used on the second s t a g e and

t e n a r e used on the t h i r d stage. The j e t s a r e placed about the p e r i p h e r y
of the body as shown in figure 31. E a c h j e t is composed of a nozzle,
a c a t a l y s t bed and decomposition c h a m b e r , and a f a s t - a c t i n g poppet
valve. Hydrogen peroxide (90 p e r c e n t ) is supplied t o e a c h valve f r o m
a manifold which is connected t o the s t o r a g e tanks. The peroxide is
s t o r e d within p l a s t i c bladders which a r e suspended within tanks
constructed of aluminum or s t a i n l e s s s t e e l . S e p a r a t e tanks of
nitrogen a r e used to p r e s s u r i z e the peroxide tanks via a r e g u l a t o r .

R - E D 11117
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 E
Q)
c,
m

81 I

c
Id
a
F:
0
V
Q)
rn

0
m
VI
'- N 91s

R - E D 11117
- - 64
1
I
1
1
‘1
U
I a
2
‘I W
c
8Q

1 v)

I
I
I
&
I1
1 R-ED 11117
- 65 -
I
I
I
1 The nitrogen p r e s s u r e forces the fuel out of the bladders to the valves.

I The second-stage c a r r i e s six peroxide and s i x nitrogen tanks, while

the third-stage has only two of each type.

I The design of the SCOUT upper-stage control system involved the

I selection of reaction-jet thrust levels and permissible response times,

the deadbands, degree of damping, and other parameters. The system

I design thus determined w a s to consume no more than a specified amount

of fuel while maintaining the vehicle attitude in each axis within

I tolerances, counteracting external disturbance moments and holding

transient e r r o r s to a minimum. The requirements of precise contro'l

1 and low fuel consumption a r e contradictory objectives, therefore

compromises had to be reached which gave satisfactory overall

I performance. Both stages a r e subject to disturbances due to engine

thrust misalignment during boost periods, and to the additional

I influences of initial angular rates and attitude e r r o r s a t ignition.

I Moreover the second- stage, which i s ignited a t a condition of consider-

able dynamic p r e s s u r e , is aerodynamically unstable and can be expected

1 to produce a disturbing moment. It was decided that each stage system

must be capable of restricting the ignition transient e r r o r s to l e s s

I than eight degrees ( l e s s than the narrowest of the gyro limits) under
the simultaneous action of the maximum thrust misalignment, three

1 degrees of initial attitude e r r o r , and three degrees p e r second of

angular r a t e . A l l these disturbances we-re t o be combined in the

I most adverse manner. The maximum engine thrust misalignment

was specified to be 0.25 degree for the second-stage and 0 . 1 0 degree

I for the third-stage. F o r purposes of analysis, this thrust misalignment

I R - E D 11117
- 66 -
I
w a s a s s u m e d t o a c t at the station of the nozzle throat. The dynamic
p r e s s u r e at which the second-stage could be safely ignited was t o be
determined. Until second- stage ignition, o v e r a l l stability would be
maintained by retaining the burned out f i r s t - s t a g e (with its controls
still operative).

The second and t h i r d - s t a g e s c a r r y 16.6 and 1.66 gallons of hydrogen

.
p e r oxide , r e s p e c t i v e l y Accordingly, allowing f o r expul s ion efficiency
and a reasonable specific impulse, the total control impulse had t o
be r e s t r i c t e d t o less than 25,560 l b - s e c on the second-stage and
2556 l b - s e c on the third-stage. The second-stage operating time
was t o be 45 seconds, about f o r t y seconds of which is spent during
engine t h r u s t and the remaining time during coasting.

The s h o r t c o a s t period between expected second-stage burnout and

t h i r d - s t a g e ignition was incorporated t o reduce the possibility of a
slow-burning second- s t a g e having sufficient t h r u s t left t o o v e r t a k e
and ram the t h i r d - s t a g e a f t e r s e p a r a t i o n . The t h i r d - s t a g e b u r n s f o r
approximately 40 seconds and then c o a s t s under control f o r a maximyJm
of 600 seconds.

B e c a u s e of the v e r y different r e q u i r e m e n t s of counteracting l a r g e

disturbing m o m e n t s during boost and conserving fuel for a prolonged
coast, d i f f e r e n t sets of reaction j e t s a r e used f o r boost and c o a s t
operation on the third-stage. At the end of the t h i r d - s t a g e c o a s t
period, the control s y s t e m i s turned off and the ignition signal is
s e n t t o the f o w t h - s t a g e . The f o u r t h - s t a g e , which is mounted on a
s p i n bearing at the upper end of the t h i r d - s t a g e , is given a r o l l

R - E D 11117
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angular velocity by three small spin-up rockets, and is then ignited.
Compromises were continually required in the selection of control
system parameters such a s reaction jet thrust, jet response time,
and deadband. At first, j e t response time was assumed to be rather
large, but as l a t e r information bgcame available f r o m tests, the
estimate was revised, and eventually specifications were written
defining the maximum tolerable time delays f r o m valve signal to the
different portions of full thrust. In general the responses a r e
characterized by a certain deadtime after the valve command during
which no thrust occurs, and then a risetime during which the thrust
r i s e s f r o m zero to full value. When the jet i s turned off, a similar
sequence occurs. Frequently for convenience, the t e r m s turn-on
or turn-off time a r e used to mean deadtimes equivalent to the actual
response. Once jet response specifications were written, system
performance was calculated using the specified values. Since it was
recognized that tolerances would be applied to each parameter value
selected, performance calculations were always made with jet
thrusts, deadbands, etc., differing f r o m nominal by the expected
tolerance and in the most detrimental direction.

In the interest of improving the performance and reliability of the

SCOUT system, and for the purpose of correcting unavoidable o r
unsuspected conditions, several changes were made in the control
systems of the l a t e r vehicles. Accordingly, the design described
here i s different for each of the f i r s t three SCOUTS, and each has
been considered separately. The fourth vehicle has not been launched
a t the time of this writing, s o that only estimated final data can be
given.

R-ED 11117
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SECOND STAGE CONTROL SYSTEM

A i r f r a m e Description

The second SCOUT s t e p is composed of the Castor, A n t a r e s , and

A l t a i r rocket m o t o r s and associated equipment. Dynamically it
behaves as a free body exhibiting i n e r t i a effects a n d - a n aerodynamic
moment due t o angle of attack. In addition, the s t r u c t u r e itself is
flexible, and if d e s i r e d , the effects of body bending and t o r s i o n can be
taken into account. Except for c e r t a i n specific tests, body flexibility
has been ignored i n the design of SCOUT upper-stage s y s t e m s .

In pitch and yaw during burning the second-stage is c h a r a c t e r i z e d by

2
a moment of i n e r t i a varying between 35,952 and 24,026 slug-ft
about a c e n t e r of mass moving f r o m body station 298.1 t o 236.2. In
roll, the moment of i n e r t i a about the vehicle centerline d e c r e a s e
2
f r o m 370.2 slug-ft a t second-stage ignition to 185. 3 slug-ft a t
2 k
burnout. The reaction j e t s were specifically placed t o provide the
l a r g e s t p r a c t i c a l moment a r m f o r control. The pitch and yaw j e t s
a c t at body station 467.68, a n d the r o l l - j e t effective distance f r o m
the vehicle centerline is 16.02 inches. The aerodynamic c e n t e r of
p r e s s u r e n e a r ignition is taken t o be at station 220 and the l i f t
-1 2
coefficient is 0.072 d e g r e e based on a 5.25-ft r e f e r e n c e area.

SalectIo'~of P i t c h and Yaw Control P a r a m e t e r s -for First Two Vehicles

When the second-stage i s ignited, the pitch and yaw control s y s t e m

can be subjected to d i s t u r h a n r e s diie to engine t h r u s t misalignment,

R - E D 11117
- 69 -
initial attitudes and r a t e s , and to angles of attack. These disturbances
m u s t be sufficiently counteracted by the control j e t s to i n s u r e that the
initial t r a n s i e n t e r r o r does not exceed eight degrees. The reaction-jzt
t h r u s t level n e c e s s a r y to r e s t r i c t the e r r o r to eight d e g r e e s was
determined by simulating the e n t i r e dynamic situation on an analog
computer and varying the pertinent p a r a m e t e r s .

The magnitude of the initial transient e r r o r depends upon the j e t

response t i m e a s well a s upon the t h r u s t , a s is also affected by
the deadband and the degree of damping. The response of peroxide
j e t s and valves capable of delivering m o r e than 500 pounds of t h r u s t
was at first found to be of the o r d e r of 100 ms turn-on and turn-off
time. Accordingly, the jet response t i m e s used in the analysis of the
first s y s t e m s and specified as a requirement to the j e t supplier w e r e
110 ms deadtime and a total of 130 m s f o r t h r u s t to r e a c h 90 percent
of final value f o r both turn-on and turn-off. With t h i s response, and
with values of deadband and rate gain which would give reasonable
accuracy, the minimum allowable reaction j e t t h r u s t was determined
to be j u s t over 500 pounds. It was found, however, that when the
s y s t e m of pitch, yaw, and roll j e t s w e r e plumbed, some supply
p r e s s u r e interaction existed and that any single j e t t h r u s t %vas
lower if o t h e r j e t s w e r e turned on. It is possible f o r the afore-
mentioned disturbances to occur at ignition in all a x e s . Such a condi-
tion could r e q u i r e many jets to f i r e simultaneously and thus momentarily
reduce the t h r u s t capability of individual j e t s . Under t h e s e conditions,
it w a s determined that the thrust level of each jet was to be at l e a s t
510 pounds and that the t h r u s t level of a j e t acting individually w a s to
be 570 pounds.

R - E D 11117
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The dynamic p r e s s u r e under consideration at this time was equivalen?:
t o a n ignition altitude between 100,000 and 130,000 feet. Since the
t r a j e c t o r y information f o r different launch angles indicated that the
dynamic p r e s s u r e sometimes remained constant o r even i n c r e a s e d
slightly after ignition at the proposed altitudes, the dynamic p r e s s u r e ,
q, was held constant i n the analog simulation f o r 10 seconds a f t e r
ignition. It was found that a q of 40 psf could be allowed at ignition.

Once the j e t s i z e was determined, the combined pitch and yaw fuel
consumption was considered. With p r o p e r choice of deadband and
rate gain, the fuel consumption during burning could be made depend-
ent only upon the disturbance moment, thus minimizing the required
impulse. During the period a f t e r the engine t h r u s t has decayed t o a
low value ( 8 t o 10 seconds), t h e fuel consumption rate depends upon
many things, chief among which a r e the j e t t h r u s t and time response.
It was found that unless t h e s y s t e m deadband was i n c r e a s e d t o a n
undesirably l a r g e value, the jets selected to p r o p e r l y control the
initial t r a n s i e n t consumed m o r e fuel during the s h o r t coast period
than could be allowed. The amount of r a t e gain employed, the
h y s t e r e s i s in the switching circuit, and the various l a g s associated
with the gyros and electronics a l s o contributed t o the impulse consump-
tion rate.

The conflict i n r e q u i r e m e n t s for the initial "capture" and f o r economy

i n fuel made it n e c e s s a r y t o consider changing the s y s t e m t h r u s t
levels between ignition and the coast period. The solution finally
employed was to u s e high j e t t h r u s t f o r a few seconds after ignition

R - E D 11117
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to minimize initial t r a n s i e n t e r r o r s and then t o reduce the t h r u s t f o r
the r e m a i n d e r of the second-stage operation. The change i n t h r u s t
l e v e l was accomplished by using two nitrogen p r e s s u r e r e g u l a t o r s s e t
at different l e v e l s s o t h a t each would f o r c e hydrogen peroxide to the
j e t s at a different rate. The higher p r e s s u r e device was connected to
a v e r y small nitrogen tank which would be depleted rapidly. Because
of its shape, t h i s tank is called a "toroid". When the toroid tank is
charged, the peroxide tanks are p r e s s u r i z e d t o the control l e v e l of
its r e g u l a t o r b e c a u s e it has the highest setting. In this condition the
second regulator, which i s connected to the n o r m a l l a r g e nitrogen
tanks, acts as a check valve and does not supply g a s . When the toroid
p r e s s u r e decays to a level which would cause the output of its r e g u l a t o r
to fall below the p r e s s u r e setting of the other r e g u l a t o r , g a s is sup-
plied f r o m the m a i n tanks a t t h e lower p r e s s u r e . The toroid with a
n o r m a l c h a r g e expels a n amount of fuel equivalent to 3080 lb-sec of
impulse. The advantage of this s c h e m e (first suggested by NASA
personnel) is that it is p a s s i v e and no switching is n e c e s s a r y .

T h i s s c h e m e provided two single j e t t h r u s t l e v e l s of 570pounds

m i n i m u m and 475 pounds nominal. In conjunction with pitch and yaw
deadbands of 14 mr, position-to-rate gain r a t i o of 2.5, and a l a g
network, the t r a n s i e n t behavior and fuel consumption w e r e s a t i s f a c t o r y .
The position-to-rate gain r a t i o is often r e f e r r e d to as the "switching
line slope", b e c a u s e of i t s significance when the control p e r f o r m a n c e
is analyzed on the phase plane. The l a g network mentioned w a s
i n c o r p o r a t e d j u s t p r i o r t o launching t h e first vehicle. The network
w a s not intended t o improve the control s y s t e m ( i n f a c t it had a dele-
t e r i o u s effect), but it w a s r e q u i r e d t o reduce the expected effect of

R - E D 11117
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h a r m f u l noise pickup i n the r a t e g y r o channel during t h i r d - s t a g e
burning.

On t h e first flight, this lag, a s i m p l e time constant of 17 ms, was

p r e s e n t during second-stage operation; on later flights it was switched
into the c i r c u i t at t h i r d - stage ignition.

The calculated behavior of the second-stage pitch and yaw control

s y s t e m used on the first SCOUT flight can be s e e n f r o m the time
r e s p o n s e and fuel consumption shown i n f i g u r e s 32 and 33. The second
SCOUT flight differed somewhat i n t h a t it had no lag network and
slightly faster j e t r e s p o n s e s , so t h a t its p e r f o r m a n c e was better than
that shown. The pertinent conditions a r e m a r k e d on the g r a p h s . Note
t h a t f o r attitude time r e s p o n s e s i n which the initial t r a n s i e n t is of
p r i m a r y i m p o r t a n c e , the s y s t e m deadband is m a d e 10 p e r c e n t
g r e a t e r than nominal and t h e r e a c t i o n j e t t h r u s t used is the m i n i m u m
value allowed by the specifications. When fuel consumption is cal-
culated, the deadband is made 10 p e r c e n t too n a r r o w and the t h r u s t
is i n c r e a s e d to the high side of the tolerance. Also q is removed v e r y
soon after ignition because it tends to d e c r e a s e fuel consumption.
Note t h a t i n both f i g u r e s the j e t s begin steadily pulsing immediately
after engine burnout o c c u r s . T h i s situation is not intended t o be
typical of the behavior i n actual flight, but r a t h e r it r e p r e s e n t s the
m o s t s e v e r e condition possible. In f i g u r e 33 t h r e e c u r v e s have been
plotted, one e a c h f o r conditions of full engine t h r u s t misalignment,
f o r 1/2 G i m e s m a x i m u m t h r u s t misalignment, and f o r no
misalignment. The r e a s o n for making t h r e e c u r v e s is that m a x i m u m
total pitch and yaw impulse can be shown t o be e i t h e r the s u m of the

R - E D 11117
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R-ED 11117
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 I
W
c
0
V
Q
v3

Q
k
7
M
iz

R-ED 11U7
- 75 -
'1
I
I m a x i m u m and the z e r o misalignment c u r v e s o r double the 1/2 E
II misalignment curve. The amount of impulse r e q u i r e d to o v e r c o m e
the initial t r a n s i e n t is that of the s t e e p p a r t of the c u r v e s . A s the

I engine t h r u s t (and, hence, misalignment magnitude) d e c r e a s e s n e a r

burnout, the impulse r a t e is attenuated slightly and then continues a t a

I new r a t e d e t e r m i n e d by t h e control p a r a m e t e r s above.

is conservative if the maximum impulse consumed is double that
The s y s t e m

I given by the 1/2 =misalignment curve. T h e reasoning is that the

m o s t s e v e r e disturbing effects o c c u r when the engine t h r u s t mis-

'I alignment is m a x i m u m and lies d i r e c t e d half way between the pitch

and yaw planes. In this condition e a c h j e t m u s t produce 1 / 2 fi
i times a s much i m p u l s e as does the disturbance. If the case of full
misalignment in one plane and z e r o i n the o t h e r used the g r e a t e r

I quantity of fuel it would indicate that the deadband had been set too
narrow. The simulations which generated t h e s e c u r v e s included the

I effect of g y r o dynamics, electronic l a g s , and switching h y s t e r e s i s

equal to five p e r c e n t of t h e deadband.

I Although it was a p p r e c i a t e d that s t r u c t u r a l flexibility would not p r e -

I s e n t a stability p r o b l e m on the upper s t a g e s a s it had on the f i r s t , i t s

effects on fuel consumption were considered briefly. When a l a r g e

I pitch o r yaw j e t is f i r e d , the body bending mode is excited which

t r a n s m i t s a high frequency s e r i e s of local attitude changes t o the g y r o s

I If the s y s t e m is close to the edge of the deadband (as i t a l w a y s is when

a j e t is f i r e d ) , the r e s u l t i n g gyro pickup m a y suffice to keep the jet

I turned on f o r a s h o r t additional t i m e o r m a y t u r n i t off.

the feedback f r o m flexible motion c a u s e s the opposing j e t to be turned
In s o m e c a s e s

I on briefly. Such effects do not significantly a l t e r the n o r m a l fuel

I R - E D 11117
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I
1
I
I consumption calculations.

I Selection of Roll Control P a r a m e t e r s f o r First Two Vehicles

I The second-stage r o l l control s y s t e m w a s the same f o r the first two

flights. The r o l l axis p o s e s much less a d e s i g n p r o b l e m than do the
I o t h e r two b e c a u s e the j e t s can be made s m a l l enough to r e n d e r fuel
consumption a l m o s t negligible. The only significant r o l l d i s t u r b a n c e s
a r e those caused by misalignment of the l a r g e r pitch and yaw j e t s .
T h e s e d i s t u r b a n c e s can introduce a r o l l moment i f t h e i r line of action
does not p a s s through the vehicle c e n t e r of m a s s . The location of
the c e n t e r of m a s s was a s s u m e d to be a t m o s t 0.25 inch f r o m the
centerline. The pitch and yaw j e t placement t o l e r a n c e s considered
to be compatible with the c e n t e r of mass uncertainty w e r e taken t o
be 0.125 inch. E a c h jet w a s to be positioned so t h a t its line of a c t i o n
l a y within 0.125 inch of the vehicle c e n t e r l i n e , and i n addition, a
0.10-degree a n g u l a r tolerance was allowed. Since a t m o s t one yaw
and one pitch j e t can f i r e at one t i m e , the m a x i m u m rolling moment
induced was calculated by considering that both of t h e s e j e t s w e r e

I f i r i n g and that the c e n t e r of m a s s lay 0.25 inches f r o m the centerline

i n a d i r e c t i o n half way between the pitch and yaw planes. T h i s gave

I e a c h j e t a n effective moment a r m of 0.330 inch, and considering that

t h e i r t h r u s t w a s 10 p e r c e n t greater than nominal, the m a x i m u m r o l l

I moment was d e t e r m i n e d to be 38. 3 ft-lbs. The r e a c t i o n - j e t t h r u s t

n e c e s s a r y t o o v e r c o m e this moment and hold the t r a n s i e n t e r r o r

1 within limits was found to be 2 4 pounds if a 14 mr deadband w a s used.

The time r e s p o n s e s f o r these s m a l l e r j e t s w e r e considerably less

I than those f o r the pitch and yaw m o t o r s . The equivalent turn-on and

1 R - E D 11117
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I
turn-off t i m e s w e r e taken to be 70 m s . These times were l a t e r
i n c o r p o r a t e d i n specifications, which allowed 45 ms deadtime and 45 nis
additional r i s e t i m e to r e a c h 90 p e r c e n t of full thrust.

The r o l l s y s t e m time response at ignition is shown i n f i g u r e 34. The

fuel consumption curve i s not shown, but the total r o l l i m p u l s e at the
end of 45 seconds of second-stage operation is calculated to be no
m o r e than 650 l b - s e c . This figure is b a s e d upon the r o l l s y s t e m
oscillating f r e e l y with no d i s t u r b a n c e s and with a duty cycle of 30
percent. If the maximum disturbance moment w e r e applied f o r half
the time (a 50 p e r c e n t duty cycle f o r the e n t i r e operating period),
a 640 l b - s e c impulse would be r e q u i r e d .

First and Second Vehicle S y s t e m Design S u m m a r y

The total i m p u l s e r e q u i r e d for second-stage operation i n pitch, yaw,

and r o l l on the f i r s t flight under the m o s t a d v e r s e c i r c u m s t a n c e s is
s e e n to be 25350 lb-sec. S o m e m a r g i n was to be allowed to account
f o r the suspected reduction i n peroxide specific impulse when the
j e t s a r e operated a t a low duty cycle. This reduction w a s subsequently
m e a s u r e d and found to be s m a l l enough to be d i s r e g a r d e d .

In s u m m a r y , the p a r a m e t e r s used f o r the d e s i g n and flight of the

first and second SCOUT second-stage s y s t e m s a r e given i n table 2.

R - E D 11117
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W
w
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R-ED 11117
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 k’LlGHT S
NUMBER 1 NUMBER 2 -
DEADBANDS:
Pitch . 014 r a d f 10% same
Yaw .014 r a d f 10% same
Roll .015 r a d f 10% same

RATE -TO - POSIT ION GAIN RAT IO :

P i t c h , Yaw, Roll 0.4 f 10% same

DUAL-LEVEL REACTION J E T
THRUST :
Initial : P i t c h and Yaw 510 t o 696 l b s same
Roll 19. 3 to 26.4 l b s same
Second Level: P i t c h and Yaw 475 l b f 10% same
Roll 18 lbs f 10% same

REACTION J E T RESPONSE:
Turn-on time: P i t c h and Yaw 0.13 sec same
Roll 0. 07 sec same
Turn-off time: P i t c h and Yaw 0.13 sec same
Roll 0. 07 sec same

CONTROL -LOOP F I L T E R
TIME CONSTANT (LAG) . 0145 to 0195 s e c . 0015 sec

ALLOWABLE DYNAMIC
PRESSURE AT IGNITION 40 psf same

TOTAL REACTION CONTROL

LMPULSE AVAILABLE 25,560 l b - s e c same

CALCULATED MAXIMUM
CONTROL IMPULSE REQUIRED 25,350 l b - s e c 22,200 l b - s e c
-
CALCULATED INITIAL TRANSIENT
ERROR, STANDARD CONDITIONS
P i t c h o r Yaw 7.1 deg 7.1 deg
Roll 6. 6 deg 6. 9 deg
-
Table 2 Second-Stage Control P a r a m e t e r s f o r Vehicle One and Two

K -EL)1111‘1
- 80 -
Selection of Control P a r a m e t e r s f o r T h i r d and F o u r t h Vehicles

Some time b e f o r e the t h i r d system w a s constructed, it b e c a m e ap-

p a r e n t that a faster time r e s p o n s e was highly d e s i r a b l e f o r the pitch
and yaw jets. It w a s determined that, if the equivalent turn-off
times could be reduced to 90 m s , the t o r o i d a l tank and the dual
t h r u s t - l e v e l s y s t e m could be eliminated. Much of the deadtime was
t r a c e a b l e t o the poppet valve, which was a two-stage device using a
solenoid operated pneumatic valve to a c t u a t e the poppet valve p r o p e r .
This valve w a s improved until its r e s p o n s e was of the d e s i r e d o r d e r ,
but it w a s finally r e p l a c e d with a n equally fast single-stage solenoid
valve. Specifications w e r e r e w r i t t e n establishing the equivalent
turn-off t i m e at 90 ms, and new r e s p o n s e and fuel consumption c u r v e s
w e r e plotted. The second stage, thus improved, operated at a single,
high, r e a c t i o n - j e t t h r u s t level f o r the full 45 seconds. Due t o the
f a s t j e t r e s p o n s e and t o c e r t a i n modifications i n the way t h r u s t mis-
a l i g n m ent and dynamic p r e s s u r e w e r e simulated, the m i n i m u m t h r u s t
level r e q u i r e d was reduced to 470 pounds. The p e r f o r m a n c e of the
new s y s t e m , used on the third and fourth flights, can be s e e n f r o m
the plots of f i g u r e s 35 and 3 6 . The s y s t e m deadbands have been
changed somewhat f r o m those of the second and t h i r d flights f o r
r e a s o n s of t h i r d stage fuel consumption. The deadbands w e r e made
the same between the two stages w h e r e p o s s i b l e to avoid the n e c e s s i t y
for gain switching. Total fuel consumption f o r flights t h r e e and four
w a s obtained by adding 600 l b - s e c to the i m p u l s e obtained f r o m
f i g u r e 36, yielding a maximum impulse of 19100 l b - s e c . Roll
t r a n s i e n t r e s p o n s e f o r the l a t e r vehicles is shown i n f i g u r e 34 f o r
the 38.5 m r deadband. The disturbance moment used h e r e is

R - E D 11117
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i
i I
a
c
1 0
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8
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1 Ln
m
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R-ED 11117
- 82 -
 wQ6
- L o
N
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1
R-ED ll117
- 83 -
34.7 ft-lb, and the 17 m s noise filter l a g w a s not included. A sum-
m a r y of the control p a r a m e t e r s f o r the second s t a g e of flights t h r e e
and f o u r is given i n table 3.

THIRD-STAGE CONTROL SYSTEM

A i r f r a m e Description

The t h i r d s t a g e ( s t e p ) of SCOUT is composed of the t h i r d and fourth

stages. The guidance and control package is located a t the head of
t h e A n t a r e s motor i n T r a n s i t i o n Section D. T h e t h i r d - s t a g e vehicle
behaves i n e a c h axis a s a p u r e i n e r t i a s i n c e a e r o d y n a m i c f o r c e s a r e
negligible a t the operating altitude. The s t r u c t u r e is quite rigid mak-
ing it u n n e c e s s a r y t o consider bending effects i n the control design.
The first vehicle s y s t e m was designed using specified v a l u e s f o r
m o m e n t s of i n e r t i a and center of m a s s which w e r e later found to be
considerably different f r o m those of the a c t u a l SCOUT. The pitch
and yaw i n e r t i a values used v a r i e d f r o m 1388 t o 814 slug-ft2 during
engine burning, while the center of mass changed f r o m body station
137.8 t o 105.1. The r o l l i n e r t i a v a r i e d f r o m 77 slug-ft2 at ignition
t o 27.4 slug-ft2 at burnout. The a c t u a l i n e r t i a s l a t e r proved to be
l a r g e r than t h e s e values, a situation which made the d e s i g n m o r e
conservative s i n c e l a r g e r i n e r t i a s r e d u c e both t r a n s i e n t e r r o r s and
fuel consumption. F o r flights two, t h r e e , and f o u r , the r o l l moment
of i n e r t i a a f t e r burnout w a s changed t o 38 slug-ft2 at the r e q u e s t of
NASA. The r e a c t i o n j e t positions w e r e chosen to give the l a r g e s t
p r a c t i c a l control moment a r m ; the pitch and yaw j e t s a r e located at
body station 220.68 and the r o l l j e t s e a c h have a n effective a r m of

R - E D 11117
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 DEADBANDS:
Pitch
I
014 r a d 10%
, f
Yaw . 016 r a d f10%
Roll . 0 3 5 r a d f 10%

RATE -TO -POSITION GAIN RAT IO :

P i t c h , Y a w and Roll 0.4 f 10%

REACTION J E T THRUST
(SINGLE LEVEL):
P i t c h and Yaw 470 to 636 l b s
Roll 18 t o 2 6 . 4 l b s

REACTION J E T RESPONSE:
Turn-on time: P i t c h and Y a w 0.12 s e c
Roll 0.07 sec
Turn-off time: P i t c h and Y a w 0.09 sec
Roll 0. 07 s e c

CONTROL-LOOP F I L T E R LAG TIME

CONSTANT : . 0015 sec

ALLOWABLE DYNAMIC PRESSURE

AT IGNITION: 40 psf

TOTAL REACTION CONTROL

IMPULSE AVAILABLE: 25,560 l b - s e c

CALCULATED MAXIMUM CONTROL

IMPULSE REQUIRED: 19, 350 l b - s e c

CALCULATED INITIAL TRANSIENT

ERROR, STANDARD CONDITIONS:
P i t c h or Yaw 5.5 deg
Roll 6.9 deg
t

Table 3 Second-Stage Control P a r a m e t e r s f o r Vehicles T h r e e

and F o u r

R-ED 11117
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13.46 inches on the first vehicle. Flights two, t h r e e and four have
modified r o l l jets and t h e i r a r m h a s been extended t o 15.1 inches.

Selection of Control P a r a m e t e r s f o r First Vehicle

At t h i r d - s t a g e ignition, the control s y s t e m m u s t counteract simul-

taneous d i s t u r b a n c e s a r i s i n g f r o m engine t h r u s t misalignment and
initial attitude and r a t e e r r o r s . Reaction j e t s of the t h r u s t l e v e l
under consideration (20 t o 30 pounds) w e r e known to respond with
equivalent t u r n - o n and turn-off t i m e s of 60 to 70 ms. Specifications
w e r e w r i t t e n r e q u i r i n g e a c h jet t o have a deadtime of no m o r e than
45 ms and a n additional r i s e t i m e t o r e a c h 90 p e r c e n t of full t h r u s t
of 45 ms, r e s u l t i n g i n a n equivalent t u r n - o n time of 70 ms. When
the j e t s w e r e t u r n e d off, 45 m s w a s allowed b e f o r e the t h r u s t decay
began and 45 ms m o r e to decay to 10 p e r c e n t of the full t h r u s t value;
The turn-off t i m e , which is f a r m o r e i m p o r t a n t than the t u r n - o n t i m e
f o r fuel consumption, was taken a s the equivalent of 70 m s deadtime
and w a s simulated using a deadtime of 50 ms and a s i m p l e 20 ms
t i m e constant. The pitch and yaw r e a c t i o n - j e t t h r u s t which offered
the b e s t c o m p r o m i s e between fuel consumption and t r a n s i e n t e r r o r s
at ignition f o r the first flight was found to be 44 pounds. At its mini-
m u m value of 39.6 pounds, the w o r s t t r a n s i e n t w a s considerably l e s s
than eight d e g r e e s , even when the t h r u s t m i s a l i g n m e n t w a s a s s u m e d
(as it w a s initially) to a c t at the j e t station. At the high t o l e r a n c e
level of 4 8 . 4 pounds, fuel consumption was not s e v e r e . These jets
w e r e , of c o u r s e , t o be used only during the so-called boost p h a s e of
t h i r d - s t a g e operation. They w e r e to be turned off when t h e c o a s t
period began, a t which t i m e pitch and yaw control m o m e n t s would be

R - E D 11117
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II
1
I provided by additional s m a l l e r j e t s . The fuel consumption during
the boost phase was determined p r i m a r i l y by the value of the engine
I t h r u s t misalignment if the deadband was made sufficiently l a r g e .
The deadband f o r pitch and yaw was set at 14 m r f 10 p e r c e n t f o r
I the first flight. P l o t s of pitch time r e s p o n s e showing the t r a n s i e n t
a t ignition and pitch-yaw fuel consumption a r e shown i n f i g u r e s 37
1 and 38. The fuel consumption plot applies to the second, third, and
f o u r t h s y s t e m s ; the f i r s t s y s t e m did not r e q u i r e as much impulse as
I that shown. Although the ignition t r a n s i e n t is small, it was not con-
s i d e r e d n e c e s s a r y to reduce the jet t h r u s t , a s fuel r e q u i r e m e n t s
I w e r e not thought t o be severe. A pitch and yaw j e t t h r u s t reduction
a c t u a l l y s a v e s v e r y little impulse -- a t the m o s t 100 l b s - s e c .
1
F u e l consumption during the boost p h a s e , i. e . , the p e r i o d during
1 which the l a r g e j e t s w e r e used, was first calculated a s s u m i n g that

I the j e t s w e r e turned off immediately a f t e r engine burning ceased.

This was p r o p e r because the change f r o m l a r g e to small c o a s t j e t s

I on the f i r s t flight was made when the vehicle f o r w a r d a c c e l e r a t i o n

f e l l to 64 f t / s e c2 , a s detected by a n a c c e l e r a t i o n switch. F o r all

1 l a t e r flights, the change-over was made on a time b a s i s , 4 3 seconds

after engine ignition. The nominal engine burning t i m e is 39 t o 40

I seconds, and test data showed that v a r i a t i o n s of n e a r l y f 4 seconds

w e r e possible. If the engine b u r n s out earlier than the m a x i m u m

1 time allowed, the control s y s t e m m u s t coast f o r a s h o r t time using

the l a r g e jets. T h e fuel consumption c u r v e of f i g u r e 38 reflects

I this possibility. ( T h e burnout time is 36 seconds, r e q u i r i n g the

s y s t e m to coast f o r s e v e n seconds.) The amount of fuel using during

i t h i s p e r i o d depends a g r e a t deal upon the j e t t h r u s t and t i m e r e s p o n s e ,

I R - E D 11117
- 87 -
i
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I R-ED 11117
- 88 -

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I

R-ED 11117
- 89 -
the deadband, the slope of the switching line, and the vehicle moment
of i n e r t i a .

In f i g u r e 38 the z e r o t h r u s t misalignment curve includes the effect

of a noise-filter lag. In the few weeks p r i o r t o the first flight, a
f i r s t - o r d e r l a g network with a 17 ms time constant was i n s e r t e d i n
the f o r w a r d control loop ahead of the e l e c t r o n i c switch. This lag
was switched into the c i r c u i t at second-stage ignition. On all later
flights, it w a s i n s e r t e d a t third-stage ignition and w a s removed at
the beginning of the c o a s t period. The p r e s e n c e of the lag does not
s e r i o u s l y i n c r e a s e the total fuel consumption, but it m a k e s c a r e f u l
consideration of vehicle i n e r t i a s and j e t time r e s p o n s e s mandatory
because t h e m a x i m u m impulse used with the l a g is not solely depend-
e n t upon the t h r u s t misalignment.

The purpose of the lag was to f i l t e r high-frequency noise o r extraneous

signals f r o m the control loop. During s t a t i c f i r i n g tests of the
ABL X-254 ( A n t a r e s ) engine, it had been found t h a t the r a t e g y r o s i n
t h e i r n o r m a l mounting w e r e apparently responding t o the e x t r e m e l y
high level v i b r a t i o n of the rocket. Rate g y r o outputs r e a c h e d l e v e l s
corresponding t o 6 d e g / s e c a t f r e q u e n c i e s of 30 and 600 cps. Although
the r a t e - g y r o block mounting was stiffened, the g y r o outputs w e r e
still high. Since the Gnat r a t e gyros cannot respond t o a n g u l a r rate
inputs a t 600 cps it was concluded that the pickup o c c u r r e d through
mechanical movement of the g y r o signal g e n e r a t o r o r gimbal due to
the e x t r e m e vibration l e v e l (45 g ' s rms). T e s t s showed that the
"noiseff was e x t r e m e l y d e t r i m e n t a l to the third- stage operation;
s o m e t i m e s i n c r e a s i n g the apparent switching h y s t e r e s i s to 100 p e r c e n t .

R - E D 11117
- 90 -
It w a s e s t a b l i s h e d that the noise effect could be a l m o s t e n t i r e l y eli-
minated by attenuating high frequencies i n the e r r o r signal, which was
accomplished by i n c r e a s i n g the capacitor value of the n o r m a l demod-
ulator r i p p l e filter. The time constant s e l e c t e d was supposed t o r e -
p r e s e n t the b e s t c o m p r o m i s e between fuel consumption and noise
protection. If g y r o pickup or noise a p p e a r s i n the frequency r a n g e
c l o s e to the 400-cps c a r r i e r o r to a n i n t e g r a l multiple of it, v e r y
little attenuation is provided; the e x t r a n e o u s signal m u s t differ f r o m
the carrier frequency by t h i r t y o r f o r t y cycles p e r second if the con-
t r o l s y s t e m is not to be affected.

The t h i r d - s t a g e r o l l control design proceeded a s did that of the

second stage. The maximum disturbance moment was 2 . 6 ft-lb, and
j e t s of 2 . 2 pounds nominal t h r u s t w e r e found adequate t o c u r b the
i n i t i a l t r a n s i e n t , due t o its sudden application. The s m a l l e s t p r a c t i c a l
t h r u s t l e v e l was d e s i r a b l e because the four "roll" j e t s would be used
f o r both r o l l and yaw control during the long c o a s t period. The t i m e
r e s p o n s e a s s o c i a t e d with reaction jets of this s i z e is somewhat slower
than with l a r g e r j e t s because of the difficulty of manufacturing nozzles
and decomposition c h a m b e r s of sufficiently s m a l l volume. An equiva-
l e n t t u r n - o n time of 50 m s and a turn-off t i m e of 90 ms was used i n
the a n a l y s i s . F i g u r e 39 shows the ignition t r a n s i e n t in r o l l with j e t s
of t h i s r e s p o n s e a n d with a deadband of 14 m r f 10 p e r c e n t . The effect
of the noise filter l a g is included. The m a x i m u m i m p u l s e r e q u i r e d
i n r o l l is quite small - l e s s than 50 l b - s e c under the w o r s t conditions
of disturbance. The total impulse r e q u i r e d i n pitch, yaw, and r o l l
f o r the f i r s t - f l i g h t boost phase could not exceed 1420 l b - s e c , and i n
p r a c t i c e the t h i r d s t a g e would, of c o u r s e , r e q u i r e much less than

R - E D 11117
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.-

R-ED 11117
- 92 -
t h i s amount. P r e v i o u s calculations indicating much g r e a t e r consumF -
tion had been made with the assumption that engine t h r u s t misalignment
a c t e d f u r t h e r aft than the nozzle throat.

The original d e s i g n included a provision f o r turning off the l a r g e j e t s

and switching t o operation with s m a l l e r j e t s during the long coast
period. The two p a i r s of 2 . 2 pound "roll" j e t s w e r e retained f o r r o l l
control and, i n addition, they w e r e used to provide yaw c o r r e c t i o n s .
This w a s accomplished by mixing the yaw and r o l l e r r o r signals to-
g e t h e r b e f o r e they w e r e applied to the e l e c t r o n i c switch, s o that the
diagonally mounted j e t s would f i r e when the r o l l deadband was exceeeed
and two j e t s on the right o r left s i d e would fire when the yaw e r r o r
b e c a m e l a r g e enough. The roll moment w a s thus the s a m e f o r c o a s t
a s it was f o r boost but the yaw moment was reduced to one tenth of its
f o r m e r value. P i t c h control during the c o a s t p e r i o d was provided by
a single p a i r of 2 . 2 pound jets. A t the end of the boost phase, a s
d e t e r m i n e d by a n a c c e l e r a t i o n switch on the f i r s t flight, the l a r g e j e t s
w e r e turned off, t h e yaw and r o l l s i g n a l s w e r e mixed, the s m a l l pitch
jets w e r e activated, and s o m e of the control deadbands w e r e changed.
The deadband changes w e r e made i n the i n t e r e s t of a c c u r a c y and con-
s i s t e d of reducing the yaw and pitch deadbands to 4 . 0 mr. With t h e s e
deadbands, the c o a s t - p h a s e control s y s t e m w a s capable of coasting f o r
600 second8 after burnout.

The l e v e l of f o r w a r d a c c e l e r a t i o n which would a c t i v a t e the a c c e l e r a t i o n

switch and change the control s y s t e m t o the c o a s t mode of operation was
d e t e r m i n e d by considering the t r a n s i e n t d i s t u r b a n c e which would be
caused if s o m e t h r u s t misalignment still r e m a i n e d when the switch

R - E D 11117
- 93 -
w a s activated. The level of two g ' s w a s s e l e c t e d a s the highest
p r a c t i c a l value that would not r e s u l t i n a l a r g e t r a n s i e n t e r r o r .
Lower l e v e l switching was undesirable because the reliability w a s
lower and the switches became m o r e susceptible to vibration.

A s u m m a r y of the control p a r a m e t e r s and t o l e r a n c e s used f o r the

t h i r d - s t a g e first flight i s given i n table 4.

Selection of Control P a r a m e t e r s f o r Second, Third, and F o u r t h Vehicles

The first SCOUT firing, p e r f o r m e d on 1 J u l y 1960, revealed s e v e r a l

unsuspected f a c e t s of the o v e r a l l operation. T e l e m e t e r e d data showed
t h a t the a c c e l e r a t i o n switch behaved poorly i n the high a c c e l e r a t i o n a Id
v i b r a t i o n environment and caused i n t e r m i t t e n t operation of the l a r g e
control j e t s . Data a l s o indicated t h a t a l a r g e disturbance moment had
been applied to the r o l l a x i s 26 seconds after t h i r d - s t a g e ignition.
The moment, p r e s u m a b l y due in s o m e way to the A n t a r e s m o t o r , was
a l m o s t four t i m e s a s l a r g e a s the m a x i m u m control moment provided.
T h e disturbance, which lasted about five seconds and caused the vehicle
t o r o l l through a v e r y l a r g e angle, completely overpowered t h e contrl3ls
In addition to this p r i m a r y disturbance, a small r o l l impulse w a s ob-
s e r v e d t h r e e seconds a f t e r ignition. It amounted to a n a n g u l a r i m p u l s e
of six f t - l b - s e c applied i n a n i n t e r v a l of 55 ms, causing a t r a n s i e n t r d l
e r r o r of only a few d e g r e e s .

The unreliability and intermittent operation of the a c c e l e r a t i o n switch

of the f i r s t flight was recognized, and all subsequent s y s t e m s w e r e
changed f r o m the boost to the c o a s t configuration on a signal f r o m

R - E D 11117
- 94 -
 FLIGHTS
Number 1 Number 2
DEADBANDS: (BOOST PHASE)
P i t c h and Yaw .014 r a d f 10% same
Roll .015 r a d f 10% same

DEADBANDS: (COAST PHASE)

P i t c h and Yaw 004 r a d f 10% .014 r a d f 10%
Roll .015 r a d f 10% .015 r a d f 10%

RATE-TO-POSITION GAIN RATIO:

Both p h a s e s , all axes 0.4 f 10% same

REACTION J E T THRUST LEVEL: (BOOST PHASE)

P i t c h and Yaw 44 l b s f 10% same
Roll 2.2 l b s f 10% 14 l b f 10%

REACTION J E T THRUST LEVEL: (COAST PHASE)

Pitch 2.2 l b f 10% same
Yaw and Roll (two j e t s ) 2.2 l b f 10% each 14 l b f 10% each

REACTION J E T TIME RESPONSES: (BOOST PHASE)

Turn-on time: P i t c h and Yaw .070 s e c same
Roll .05 s e c san e
Turn-off time: P i t c h and Yaw .070 sec same
Roll .09 s e c same

REACTION J E T TIME RESPONSES: (COAST PHASE)

Turn-on time: Pitch . 0 5 sec same
Yaw and Roll . 0 5 sec same
Turn-off time: Pitch . 0 9 sec same
Yaw and Roll .09 s e c same

METHOD O F CHANGE-OVER T O COAST OPERATION: Acceleration T i m e r (43

switch set at seconds a f t e r
2 g's stage ignition)

CONTROL-LOOP FILTER LAG TIME CONSTANT: .0145 t o .0195 sec same

APPROXIMATE DURATION O F COAST PHASE: 25 sec 15 s e c

TOTAL REACTION CONTROL IMPULSE AVAILABLE: 2,556 same

CALCULATED MAXIMUM CONTROL IMPULSE

REQUIRED: 1,430 l b - s e c 2,415 l b - s e c
~~~~~~~~~

CALCULATED INITIAL TRANSIENT ERROR,

STANDARD CONDITIONS :
P i t c h o r Yaw 2 . 4 deg same
Roll 8 . 5 deg 2 deg

Table 4 Third-Stage Control P a r a m e t e r s for Vehicle One

R-ED l l l l 7
- 95 -
1
1
I the timer. The huge r o l l moment, however, p r e s e n t e d a m o r e s e r i o u s
p r o b l e m and its p r o p e r solution w a s not so obvious. It was finally
I decided that, although the disturbance w a s unsuspected and its source
was not known, the s a f e approach would be t o provide f o r its o c c u r r e n c e
1 i n the future. The peak moment o b s e r v e d on the first flight w a s about
21 f t - l b s , and it was f e l t that the s y s t e m should be modified to cope
I with v a l u e s of a t l e a s t 30 ft-lbs. The a l t e r n a t i v e was to c o r r e c t the
fault which caused the disturbance, and that might have been a t i m e
1 consuming and expensive p r o c e s s .

I The second SCOUT s y s t e m was modified by i n c r e a s i n g the t h i r d - s t a g e

r o l l j e t t h r u s t to 14 pounds nominal and changing the effective momen:
I a r m t o 15.1 inches. This was considered to be a n i n t e r i m m e a s u r e tc,
o p e r a t e the SCOUT until f u r t h e r information could be obtained.
1 Naturally the l a r g e i n c r e a s e in r o l l j e t t h r u s t g r e a t l y affected the fuel
consumption, even though the jet r e s p o n s e t i m e s w e r e improved.
I F o r t u n a t e l y the second flight r e q u i r e m e n t s dictated a t h i r d - s t a g e c o a s t
t i m e of only 25 seconds, and sufficient fuel was available to o p e r a t e
I even t h e s e l a r g e jets f o r a s h o r t t i m e . The original r o l l deadband of
14 m r was used.
I
The second SCOUT firing on 4 October 1960 a g a i n showed a r o l l
I d i s t u r b a n c e of n e a r l y the s a m e magnitude a s the f i r s t . T h i s time,
however, the controls counteracted it and the m i s s i o n was p e r f o r m e d
I satisfactorily. The continued p r e s e n c e of the r o l l moment made it

I n e c e s s a r y to consider retaining the l a r g e r o l l j e t s during boost and

developing a s c h e m e f o r reducing t h e i r t h r u s t level o r switching to

I o t h e r j e t s f o r long c o a s t periods. A t h r u s t reduction technique was

I R - E D 11117
- 96 -

1
devised f o r the t h i r d flight which would attenuate the 14-pound t h r u s t
t o little m o r e than five pounds. The technique consisted of lowering
the effective f u e l feed p r e s s u r e by i n s e r t i n g a s e v e r e r e s t r i c t i o n i n
the peroxide line to the valves. This r e s t r i c t i o n was t o b e switched
into the line a t the beginning of the c o a s t period. The a c t u a l behavior
of the so- called "turned-down" j e t s was m o r e complicated a f t e r t h i s
modification than before. The a v e r a g e t h r u s t l e v e l of the j e t depended
upon the m a n n e r of operation, and reduced considerably if the j e t
was cycled rapidly. At the oscillation frequency and duty cycle
expected during the third-stage coast, e a c h pulse would have a n
a v e r a g e t h r u s t of s e v e n pounds. The r e s p o n s e t i m e w a s good, however;
the turn-off t i m e s w e r e found to be l e s s than 60 ms. With the r o l l
and yaw deadbands i n c r e a s e d f r o m those of previous flights, the t h i r d
and subsequent s y s t e m s would still be capable of a 600-second c o a s t
period. The r o l l deadband was i n c r e a s e d to 35 m r nominal, and the
yaw deadbacd was chacged t o 16 mr. T h e s e values w e r e used f o r the
e n t i r e flight, during second and t h i r d - stage boost and t h i r d - s t a g e coast.
The pitch axis, which still used a 2.2-pound jet, retained its dual dead-
band of 14 mr during second and t h i r d - s t a g e boost, and 4 m r f o r t h i r d -
s t a g e coast.

The calculated behavior of the l a t e r t h i r d - s t a g e r o l l control s y s t e m

can be s e e n f r o m the t r a n s i e n t - r e s p o n s e and fuel- consumption curve:;
of f i g u r e s 39 through 41. The t r a n s i e n t p e r f o r m a n c e with the l a r g e
jets w a s , of c o u r s e , improved. The t i m e r e s p o n s e of figure 41
s i m u l a t e s the effect of a 21 ft-lb disturbing moment applied suddenly
during burning. The calculated m a x i m u m fuel consumed during the
boost phase was i n c r e a s e d slightly t o 1565 l b - s e c , leaving 990 l b - s e c

R - E D 11117
- 97 -
R-ED UU7
- 98 -
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I R-ED ll117
- 99 -
i
f o r coast. The pitch and yaw performance of the later s y s t e m s is the
same as that shown i n figures 37 and 38. The maximum rate of
impulse consumption during the coast period was calculated t o be:

P i t c h axis .235 lb-secfsec

Yaw axis .535 lb-secfsec
Roll axis .725 lb-secfsec
These f i g u r e s include the effects of e l e c t r o n i c and instrument lags,
deadbands 10 p e r c e n t less than nominal, switching h y s t e r e s i s of
five p e r c e n t of the deadband, and j e t t h r u s t s higher than nominal.
The pitch j e t t h r u s t was taken as 2.42 pounds, while the roll-yaw j e t 3
w e r e a s s u m e d t o produce eight pounds each. The noise-filter l a g
was switched out at the beginning of the coast period. It should be
noted that the t h i r d and fourth flight s y s t e m s w e r e designed f o r a r o l l
i n e r t i a of 38 slug-ft 2 at third-stage burnout i n compliance with verbal
instructions f r o m NASA. If the original 27.4 s1ug-ft2 had been used,
4I.A
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proximately 1.0 lb-secfsec and a 600-sec coast t i m e would be difficult

to meet.

A s u m m a r y of the third and subsequent s y s t e m p a r a m e t e r s i s given

i n table 5. Any changes performed on the fourth vehicle immediately
p r i o r t o f i r i n g a r e not included i n this document.

R - E D 11117
- 100 -
 DEADBANDS: (BOOST PHASE)
Pitch .014 rad f 10%
yaw .016 rad f 10%
Roll . 0 3 5 r a d f 10%

DEADBANDS: (COAST PHASE)

Pitch .004 r a d f 10%
Yaw .016 rad f 10%
Roll . 0 3 5 r a d f 10%

RATE-TO-POSITION GAIN RATIO:

Both phases, all axes -04 f 10%

REACTION J E T THRUST LEVEL: (BOOST PHASE)

Pitch and Yaw 44 lbs f 10%
Roll 14 lb f 10%

REACTION J E T THRUST LEVEL: (COAST PHASE)

Pitch 2.2 l b f 10%
Yaw and Roll (two jets) 8. 0 l b o r l e s s

REACTION JET TIME RESPONSE: (BOOST PHASE)

Turn-on time: P i t c h and Yaw . 0 7 sec
Roll . 0 6 sec
Turn-off time: P i t c h and Yaw .07 sec
Roll .06 sec

REACTION JET TIME RESPONSE: (COAST PHASE)

Turn-on time: Pitch .05 sec
Yaw and Roll . 0 6 sec
Turn-off time: Pitch .09 sec
Yaw and Roll .06 sec

METHOD O F CHAXGE-OVER TO COAST OPERATION: I T i m e r signal 43

I
I socouciria &Lor
ignition I
CONTROL-LOOP FILTER LAG TIME CONSTANT:
Boost phase -0145 to .0195 sec
Coast phase .0015 s e c

APPROXIMATE DURATION O F COAST PHASE: 420 s e c

TOTAL REACTION CONTROL IMPULSE AVAILABLE: 2,556 lb-sec

I ~
CALCULATED MAXIMUM CONTROL IMPULSE REQUIRED:*
~~ ~~ ~ ~~ ~
I 2,195 lb-sec I
CALCULATED INITJAL TRANSIENT ERROR, STANDARD CONDITIONS:

I Pitch or Yaw 2.4 deg

Roll 2 deg

*
I
Based on a burnout r o l l inertia of 38 slug-ft2 and a yaw inertia of 814 slug-ft2.

I Table 5 Third-Stage Control P a r a m e t e r s for Vehicles

Three and Four

R-ED ll117
- 101 -