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    Manual Thrust Vector Control: Curator: - Responsible NASA Official: - Updated: 04/07/2002

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    amsouyioltzis
    Manual thrust vector control allows the flight crew to manually control the gimbaling of the main engines and solid rocket boosters during ascent instead of relying on automatic commands from guidance. When the rotational hand controller is in detent, the digital autopilot holds the vehicle's attitude, but there are limits on vehicle rates and attitude errors. When the hand controller is deflected, it sends rate commands proportional to the amount of deflection to control the vehicle's orientation.

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    Manual Thrust Vector Control: Curator: - Responsible NASA Official: - Updated: 04/07/2002

    Uploaded by

    amsouyioltzis
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    Manual thrust vector control allows the flight crew to manually control the gimbaling of the main engines and solid rocket boosters during ascent instead of relying on automatic commands from guidance. When the rotational hand controller is in detent, the digital autopilot holds the vehicle's attitude, but there are limits on vehicle rates and attitude errors. When the hand controller is deflected, it sends rate commands proportional to the amount of deflection to control the vehicle's orientation.

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    shuttle

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    HSF - The Shuttle3.pdf

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    Manual thrust vector control allows the flight crew to manually control the gimbaling of the main engines and solid rocket boosters during ascent instead of relying on automatic commands from guidance. When the rotational hand controller is in detent, the digital autopilot holds the vehicle's attitude, but there are limits on vehicle rates and attitude errors. When the hand controller is deflected, it sends rate commands proportional to the amount of deflection to control the vehicle's orientation.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    30 views1 page

    Manual Thrust Vector Control: Curator: - Responsible NASA Official: - Updated: 04/07/2002

    Uploaded by

    amsouyioltzis
    Manual thrust vector control allows the flight crew to manually control the gimbaling of the main engines and solid rocket boosters during ascent instead of relying on automatic commands from guidance. When the rotational hand controller is in detent, the digital autopilot holds the vehicle's attitude, but there are limits on vehicle rates and attitude errors. When the hand controller is deflected, it sends rate commands proportional to the amount of deflection to control the vehicle's orientation.

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    HSF - The Shuttle

    Manual Thrust Vector Control This capability is provided during first- and second-stage ascent by substituting the inputs from the rotational hand controller for the automatic commands from guidance to gimbal the main engines and SRBs during first stage or the main engines during second stage. The digital autopilot remains active to process the flight crew's input. This is referred to in this mission phase as manual thrust vector control. MTVC is available at lift-off (SRB ignition command plus 0.365 second). One of the control stick steering push buttons at the glareshield/eyebrow panel F2 or F4 must be depressed before MTVC is available. Once MTVC is activated, the vehicle is in a rate command/attitude hold mode in all axes. When the RHC is in detent, with MTVC selected, the vehicle is in attitude hold. The DAP holds the vehicle in the attitude it had when the RHC was in detent. A rate command equal to zero replaces the rate command generated in guidance and control steering. The attitude error for the DAP is computed by integrating the measured rates of the rate gyro assemblies. However, there are limits on vehicle rates and attitude errors. If the limits are exceeded when attitude hold is requested by placing the RHC in detent, attitude hold will not be initiated until the rates and errors are within limits. When the RHC is removed from detent, a rate command proportional to the amount of deflection replaces the rate command previously generated. The attitude error is zeroed. The larger the deflection of the RHC, the larger the command. The flight control system compares these commands with inputs from the rate gyro assemblies and accelerometer assemblies (what the vehicle is actually doing-motion sensors) and generates control signals to produce the desired rates. When the commander or pilot releases the RHC, it returns to center and the vehicle maintains its current attitude (zero rates).

    Curator: Kim Dismukes | Responsible NASA Official: John Ira Petty | Updated: 04/07/2002 Web Accessibility and Policy Notices

    http://www.spaceflight.nasa.gov/shuttle/reference/shutref/events/mtvc/06-Aug-05 18:35:24

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