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The Soyuz TMA, like the Progress cargo ship, is comprised of three compartments: a
propulsion module, landing module and a utility module. Up to three cosmonauts can be
carried into orbit (somewhat cramped accommodations for three full-grown men!) for 3
days or 34 orbits until docking with the ISS. The Soyuz remains docked as an emergency
lifeboat for up to 200 days or 6 months until being replaced by a new ship. Up to 100 kg of
cargo can be carried as well, and 50 kg returned to Earth (150 kg if only 2 crew members).
Characteristics
Soyuz TMA: basic data Article number 11F732
Manufacturers designation 7K-STMA
Manufacturer
Korolev
Crew size
2-3
Design life
14 days
Orbital storage
200.00 days
Typical orbit
407 km circular orbit, 51.6 inclination
Length 6.98 m
Basic diameter
2.20 m
Maximum diameter
2.72 m
Span
10.70 m
Habitable volume 9.00 m
Mass
7220 kg
Main engine
KTDU-80
Main engine thrust
400 kgf
Main engine propellants
N2O4/UDMH
Main engine propellants
900 kg
Main engine isp 305 sec
Spacecraft delta v 390 m/s
Electrical system Solar panels, span 10.60 m, area 10.00 sq. m
Electric system
0.60 average kW
Associated launch vehicle Soyuz FG
Instrumentation/Propulsion Module
-
Soyuz TMA: Instrumentation/Propulsion Module data Length
2.26 meters
Basic diameter
2.15 m
Mass
2900 kg
RCS coarse thrust
16 10 kgf
RCS fine thrust
8 10 kgf
RCS coarse backup thrust
No separate backup translation engines
RCS propellants
N2O4/UDMH
Main engine
KTDU-80
Main engine propellants weight
310 kg
Main engine thrust
632 kgf
Main engine propellants
N2O4/UDMH
Main engine propellants weight
880 kg
There is no forward-facing window for the commander to look out of, so between his
knees is a periscope, through which he can observe the docking mechanism at the forward
end, and also look downwards to see the Earths surface. To reach the controls he must
use a stick to poke at the buttons! (I do not know the name of the stick.)
Like the PAO, the SA has a guidance, navigation and control system; the SA one is
independent and less complex. Eight hydrogen peroxide thrusters are used to control the
ships attitude; these are only employed in the descent phase (as are power batteries for
the SA equipment). The propellant tanks are in a separate pressurized volume, sealed with
an access cover, as are the primary and backup parachute containers.
The huge primary parachute has concentric orange-and-white stripes. Its release is
preceded by two pilot and one drogue chutes. There is a slightly smaller reserve
parachute.
After the modules separate, only the SA returns to Earth (hopefully!) intact. Landings can
be rather rough, especially if there is a wind to catch the parachute and pull the capsule
over and along after touchdown! The crew is then hauled out through the single top hatch
(or, if the module has ended up on its side, they can crawl out). The hatch, 70cm in
diameter, can be opened from either side.
The Soyuz improvements were based on NASA requests to accommodate its taller
astronauts (perhaps they should eat less American junk food!!). These included:
Three longer Kazbek-UM impact-absorbing crew seats were installed with new fourmode dampers that adjust the seat adjustment depending on the astronaut mass.
Re-arrangement of equipment in the capsule above and below the seats to
accommodate the longer seats and enlarge the passage area through the forward access
hatch. The items modified to accomplish this included a new decreased-height control
panel, a new cooling-drying ECS subassembly, and a revised data storage system. The SA
primary structure right and left of the seat footrests had to be stamped out 30 mm deep to
allow for the longer seats. The primary structure and the routing of pipes and cables had
to be changed to accommodate this. The crew cabin was cleared of projecting items.
Two (of six single-mode) soft landing engines (SLE) were replaced with two new threemode engines (SLE-M) to improve soft landing performance. The touchdown speed was
reduced to from 2.6 to 1.4 m/s versus 3.6/2.6 for the Soyuz TM. Landing with only the
reserve parachute was reduced to 4.0 to 2.4 m/s versus 6.1 to 4.3 m/s for the Soyuz TM.
An improved Kaktus-2V gamma-altimeter replaced the Kaktus-4 in the soft-landing system.
As a result of these changes, astronauts of from 150 to 190 cm height, up to 99 cm
sitting height, and from 50 to 95 kg mass could be accommodated in the Soyuz TMA
capsule (previous limits were 164 to 184 cm height, 94 cm sitting height, and 56 to 85 kg
mass).
From 2009, with the doubling in Soyuz flights from 2 to 4 per year due to the ISS crew
being increased to 6, the previously single-use Kazbek-UM seats are to be reused. Their
manufacturer, NPP Zvezda, is to make modifications to enable this. After landing of the
Descent Module, the seats will be returned to Zvezda so their condition can be evaluated
and the seats repaired.
Orbital Module
This extract from Mir Hardware Heritage describes the only time the SAS has been used, so
far:
Pad Abort September 26, 1983
Vladimir Titov, Gennadi Strekalov
Crew code name: Okean
Refer to figure 1-29. Shortly before liftoff, fuel spilled around the base of the Soyuz
launch vehicle and caught fire. Launch control activated the escape system, but the control
cables had already burned. The crew could not activate or control the escape system, but
20 sec later, ground control was able to activate the escape system by radio command. By
this time the booster was engulfed in flames. Explosive bolts fired to separate the descent
module from the service module and the upper launch shroud from the lower. Then the
escape system motor fired, dragging the orbital module and descent module, encased
within the upper shroud, free of the booster at 14 to 17 gs of acceleration. Acceleration
lasted 5 sec. Seconds after the escape system activated, the booster exploded, destroying
the launch complex (which was, incidentally, the one used to launch Sputnik 1 and Vostok
1). Four paddle-shaped stabilizers on the outside of the shroud opened. The descent
module separated from the orbital module at an altitude of 650 m, and dropped free of
the shroud. It discarded its heat shield, exposing the solid-fuelled land landing rockets, and
deployed a fast-opening emergency parachute. Landing occurred about 4 km from the
launch pad. The aborted mission is often called Soyuz T-10a in the West. This was the last
failed attempt to date to reach a space station to date.
Soyuz abort sequence
An account from Leaving Earth by Robert Zimmerman:
It was not to be. Ninety seconds before blast-off, with Titov and Strekalov waiting at the
top of their fully-fueled Soyuz rocket, a fuel valve at the base of the rocket malfunctioned,
opening and spilling fuel uncontrollably onto the launchpad. A fire broke out and flames
engulfed the rocket with its 180 tons of very flammable fuel. At that moment, the
automatic launch-escape system should had kicked in, executing the following steps: First,
explosive bolts fire, flinging the Soyuz T capsule free of the three-stage rocket. One second
later, solid-fuel engines in a tower attached to the top of the capsule ignite, lifting the
Soyuz T orbital module and descent module away and clear. Five seconds after that, more
explosive bolts fire to separate the manned descent module from everything else. Its
parachutes then release and its retro-rockets fire, slowing the capsule enough for a safe
landing.
The automatic launch-escape system did not kick in, however. The fire had burned the
systems wiring, preventing it from being activated automatically. Feeling strange
vibrations and seeing black smoke and yellow flames outside their window, Titov and
Strekalov tried to fire the launch-escape system manually, only to get no response. To fire
the escape system manually from mission control required each of two different
operators, located in two separate rooms, to press separate buttons at the same time.
With flames rising from the launchpad and the entire rocket already leaning 20 degrees to
the side, controllers scrambled madly to get the system to free.
Just 10 seconds after the flames first appeared, controllers miraculously managed to
somehow do this, activating the escape system and throwing Titov, Strekalov and the
Soyuz T capsule more than 3000 feet into the air. For five seconds the emergency engines
fired, subjecting the two men to forces exceeding 15 gs. Then the engines cut off, the
descent module separated, and its parachutes unfolded.
At that moment, the entire rocket and launchpad exploded. The blast was so intense
that the capsule, three miles away, was thrown sideways, and launchpad workers in
underground bunkers felt the pressure wave.
Strekalov and Titov landed safely, their capsule hitting the ground with a hard bump that
shook both men up but did them no damage. Rescuers quickly pulled them from the
capsule, then gave them a glass of vodka to calm their nerves as everyone watched the
nearby launchpad crumble in flames and clouds of smoke. It took 20 hours to put the fires
out.
Soyuz abort parameters Breakout altitude in the event of launch failure
850 meters
Breakout distance in the event of launch failure 110 m
G-load on humans
during EDS operations, no more than: 10 g
in emergency 400 seconds into the mission: 21 (K = 0)
Initial mass of separating nose section, not more than
7635 kg
Total EDS thruster burns
123 TF-S
Maximum EDS thruster propulsion unit thrust 76 TF
SoyCOM: 3.20. () (Launch Escape System)
CAC system purpose and composition
The CAC System is designed for bringing the crew modules away from the failed Launch
Vehicle and providing conditions for guarantied operation of the landing aids while at the
launch site and in the orbit injection phase.
The system is fully automatic. In case of the Launch Vehicle failure the
( Launch Vehicle Failure) red light illuminates (-3) and also the Central
Light goes ON and the intermittent audio signal sounds.
Having received these signals the crew reports to the Launch Control and prepares to
withstand the accelerations associated with the launch escape procedures.
General CAC System design is shown in Fig.1.
The CAC System consists of:
CAC Propulsion System;
Aerodynamic Cap covering the crew modules;
CAC Automatic Equipment.
( ) (CAC Propulsion System)
The is an active aid which enables the spacecraft rescued part to escape in case of
the Launch Vehicle failure both at the launch site and in the orbit injection phase.
The consists of:
() (Central Rocket Engine);
Four () (Attitude Control Rocket Thrusters);
() (Separation Rocket Thrusters).
The engine is designed for the spacecraft crew module (-) escape from the failed
Launch Vehicle and climb up to the altitude necessary for the parachute system operation
in case of emergency at the launch site or in launch vicinity conditions.
The thrusters are designed for executing the preset spacecraft crew module escape
trajectory in case of emergency at the launch site or in the vicinity of the launch site.
The thrusters are designed for executing the evasive trajectory of the CAC System
after its nominal jettison in the spacecraft orbit injection phase. The thrusters are also
used to take the Cap+ cluster away from the CA at the climb portion of the spacecraft
rescued part launch escape trajectory.
Apart from the Propulsion System the following thrusters are located on the
Aerodynamic Cap:
() (Cap Thrusters);
() (Section Jettison Thrusters).
The thrusters are designed for raising the climb altitude of the spacecraft rescued part
in case of emergency in launch vicinity conditions and also for taking the rescued part
away in the orbit injection phase after the nominal jettison and prior to the Cap
jettison.
The thrusters are designed for taking the Cap sections away from the spacecraft
during its nominal jettison procedure in the orbit injection phase.
Crew Module Aerodynamic Cap
The Crew Module Aerodynamic Cap is the structural base for the escaping crew modules.
CAC System Automatic Equipment
The CAC Automatic Equipment is designed for joint operation with the spacecraft and the
Launch Vehicle systems in generating signals and executing commands for the crew
module escape from the failed Launch Vehicle in case of emergency at the launch site or in
the orbit injection flight phase.
CAC system operational procedure
The CAC System total operational period is subdivided into six portions:
From the moment of the (CAC arming) command for configuring the
CAC System for operation up to the ( Lift-Off Contact).
From the up to 20 seconds of flight elapsed time.
From the FET 20 s up to the jettison programmed time.
From the programmed jettison up to the Cap () jettison.
From the programmed jettison up to the (
preliminary separation) command.
From the command up to the Launch Vehicle 3rd stage Propulsion System Shut Off
command. First Portion Procedure
In this CAC System operational period portion the emergency signal can be issued only by
the Launch Director via the system from the Launch Control vault.
On receiving the (Emergency) signal the following commands are issued:
for the spacecraft separation at the - interface;
for the engine 1-2 chamber ignition.
In 1.8 s after the signal is issued the thrusters are fired under the program
control which depends on the wind direction and the location of the launch facilities.
In 4 s after the the thrusters are fired.
At the escape trajectory peak the Automatic Equipment issues commands:
for the jettison;
for the / separation.
After the jettison the a thruster is fired and carries the Cap+ cluster away from
the so as to prevent their collision. At the preset time moment the parachute system is
put to operation and follows a reduced time program.
Second Portion Procedure
This portion features low flight altitudes. So the failed Launch Vehicle Propulsion System is
not cut off to carry the Launch Vehicle away from the launch facilities as far as possible.
The parachute system operates under the control of reduced time programs.
Third Portion Procedure
When the signal arrives the following commands are issued:
The Launch Vehicle Propulsion System emergency ignition;
Execution of all the commands according to the First portion program of the CAC
operation with exceptions:
only the first chamber is ignited (the altitude clearance is sufficient for the
complex operation;
the is not fired (altitude sufficient for the operation);
only one thruster is burnt, the one located in plane II.
At the preset moment the Complex is put to operation.
Fourth Portion Procedure
This portions peculiar feature consists in using the thrusters as active aid for the crew
module escape. On the signal the spacecraft is separated at the -
interface and two thrusters are ignited. In 0,32 s after the command the
second thruster group is ignited to take the crew modules away from the failed
Launch Vehicle trajectory. According to the preset program the CAC automatic equipment
issues commands for the jettison and for the / separation.
At the preset moment the Complex is put to operation following the nominal time
program.
Fifth Portion Procedure
There are no active aids used in this portion for the crew module evasive maneuver away
from the failed Launch Vehicle. So the nominal spacecraft separation aids are employed.
On the signal the automatic equipment issues commands for the Launch
Vehicle Propulsion System emergency cut off and for the spacecraft crew module nominal
separation. The operation follows the nominal time program.
Sixth Portion Procedure
It is this portions peculiarity, that in case of emergency separation the spacecraft injection
to off-nominal orbits is possible. So based on the long duration (>30 min) crew life support
requirement for the offnominal orbit flight the crew rescue is executed within the
integrated spacecraft. On the signal the CAC automatic equipment translate
command for the spacecraft nominal separation from the Launch Vehicle 3rd stage. The
separation is accomplished followed by the spacecraft descent. The integrated spacecraft
separation is executed nominally at the atmosphere reentry. The spacecraft landing aids
operate on the nominal program.
Fig. 1. CAC System Diagram:
Stabilizer.
I-III, II-IV Stabilization Planes.
View A:
Balance Weight;
Attitude Control Thrusters;
Separation Thrusters;
CAC Propulsion System;
Central Rocket Engine;
Aerodynamic Cap;
Section Jettison Thrusters;
Upper Support;
Cap Thrusters;
Habitable (Crew Resting) Module;
Descent Module;
Lower Support;
Cosmonaut Visual System.
Le systme d'atterrissage du vaisseau Soyouz
Le systme d'atterrissage KSP ( ) rassemble les diffrents
lments qui assurent le retour du Compartiment de Descente (SA), depuis l'instant o il
se spare des deux autres compartiments jusqu' l'instant du contact avec le sol.
Il peut tre utilis soit dans le cas d'une rentre dans l'atmosphre aprs un vol orbital,
soit dans le cas d'une jection du vaisseau par le systme de secours SAS suite un
accident avec le lanceur. Le KSP est constitu :
- du systme de parachute primaire (OSP),
- du systme de parachute secondaire (ZSP),
- des moteurs d'atterrissage en douceur (DMP),
- des couchettes Kazbek,
- du systme de commande AKSP.
1. Le systme de parachute primaire (OSP)
Le systme de parachute primaire OSP ( ) permet au
Compartiment de Descente (SA), dont la masse est comprise entre 2800kg et 3100kg,
d'atterrir avec une vitesse de 6,5m/s [1]. Il est constitu :
- du parachute de tirage VP ( ),
- du parachute de freinage TP ( ),
- du parachute principal OP ( ).
Ces trois parachutes sont fournis par le NII Parachioutostroenia (anciennement NIEI PDS)
de Moscou. Ils sont situs dans un container hermtique, plac l'extrieur du SA, mis la
pression atmosphrique avant le dcollage.
Aprs la rentre dans l'atmosphre, alors que le SA tombe avec une vitesse de 230m/s, le
couvercle du container est ject au moyen de 16 boulons pyrotechniques, ce qui
provoque automatiquement le dploiement des parachutes de tirage, rattach au
couvercle par une corde. Ces parachutes de petites tailles (4,2m et 0,62m [2])
permettent d'extraire le parachute de freinage qui, avec une voile de 24m [2], abaisse la
vitesse de chute 90m/s [1].
Cette vitesse autorise le dploiement du parachute principal, dont la voile de 1000m
permet d'abaisser encore la vitesse 7,61,5m/s [2].
Le container tant situ sur le ct du SA, celui-ci est inclin lors de la descente. Cet angle
lui permet de mieux vacuer la chaleur accumule lors de la rentre dans l'atmosphre. Au
bout d'un certain laps de temps, une deuxime suspente est libre et permet de revenir
une configuration symtrique.
Lors de la descente, aprs le dploiement du parachute principal, un ballon est gonfl dans
le compartiment de l'OSP. Son rle est d'assurer la flottaison du SA en cas d'amerrissage
[1]. Sans lui, en effet, de l'eau s'engouffrerait dans le compartiment et alourdirait le SA, qui
coulerait.
10
Ce ballon est gonfl grce une bouteille d'air sous pression. Si la descente se droule
normalement avec l'OSP, la bouteille du compartiment ZSP est vente (et vice versa) [1].
2. Le systme de parachute secondaire (ZSP)
Le systme de parachute secondaire ZSP ( ) permet au
Compartiment de Descente (SA) d'atterrir en toute scurit en cas de dfaillance du
systme de parachute primaire (OSP).
Il est constitu de deux parachutes de tirage (VP) et d'un parachute de freinage (TP), qui
sont identiques ceux de l'OSP. En revanche, pour des raisons d'encombrement, le
parachute principal (OP) a une voile plus petite de seulement 590m [2].
Le ZSP est stock dans un compartiment hermtique l'extrieur du SA (fig. 1.2). Du fait
de sa voile plus petite, la vitesse du SA lors de l'atterrissage avec le ZSP est de 9,51,5m/s
[2]. L'ouverture du ZSP est commande par le systme de commande AKSP s'il dtecte une
vitesse de chute suprieure 18m/s.
Le compartiment du ZSP possde galement un ballon pour assurer la flottaison du SA en
cas d'atterrissage [1].
3. Les moteurs d'atterrissage en douceur (DMP)
Le Compartiment de Descente (SA) du vaisseau Soyouz descend dans l'atmosphre la
vitesse de 7,61,5m/s quand il utilise le parachute primaire (OSP) [2], et la vitesse de
9,5m/s avec le parachute secondaire (ZSP).
A cette vitesse, le contact avec le sol est supportable par l'quipage, mais particulirement
violent. Le SA est donc dot de moteurs d'atterrissage en douceur DMP (
) qui permettent d'amortir le choc. Ils fonctionnent indiffremment que
l'atterrissage ait lieu sur la terre ferme ou en mer (voir la vido 4).
Les vaisseaux Soyouz de premire gnration (11F615) possdaient quatre DMP,
numrots D1 D4. Il s'agissait de moteurs propergol solide 11D830 fournis par le MKB
Iskra.
Sur les vaisseaux de deuxime gnration Soyouz T (11F732), deux moteurs DMP
supplmentaires ont t ajouts pour augmenter la fiabilit. Les six moteurs, qui sont
maintenant des 11D839, sont rpartis en deux groupes de trois, de part et d'autre du SA.
Lors d'un atterrissage nominal avec le parachute primaire, seuls quatre DMP sont allums,
et permettent d'abaisser la vitesse du SA 2m/s [1]. Les deux derniers moteurs ne sont
utiliss que dans le cas d'un atterrissage avec le parachute secondaire, afin d'amortir le
surplus de vitesse.
Sur les vaisseaux Soyouz TM (11F732A51), le principe reste le mme, ceci prs qu'une
nouvelle version des DMP est utilise, les 11D839M, toujours fournis par le MKB Iskra. Ils
dveloppent une pousse de 375kgf.s [3].
Lors de l'atterrissage du vaisseau Soyouz TM-25 avec Vassili TSIBLIEV et Aleksandr
LAZOUTKINE, le 14 aot 1997, les moteurs DMP n'ont pas fonctionn, et l'quipage a subit
un violent choc. Le SA a t dform, et si un troisime cosmonaute avait t prsent, il
aurait pu tre bless.
Sur la version Soyouz TMA (11F732A17) introduite en 2002, quatre DMP classiques sont
conservs, mais deux autres sont remplacs par une version modifie. Ces nouveaux
11
moteurs, appels DMPM, peuvent fonctionner selon trois modes distincts, car ils sont
spars en deux sections :
- la section n1, au centre, dveloppe une pousse de 85kgf.s,
- la section n2, en priphrie, dveloppe une pousse de 195kgf.s.
Ainsi, selon le type d'atterrissage, la pousse fournie est module en allumant la section
n1, la section n2 ou les deux sections. Les diffrents scnarios sont lists dans le tableau
1. Dans tous les cas, les quatre DMP classiques sont allums systmatiquement.
Scnario d'atterrissage
Nombre de
cosmonautes
Section des
DMPM sollicite
Avec OSP
1
Avec ZSP Dploiement complet de l'OSP
0 ou 1 2
2 ou 3 1 et 2
Non-dploiement de l'OSP 1 et 2
Tableau 1 : Sollicitation des DMPM en fonction du scnario d'atterrissage.
4. Les couchettes Kazbek
Dans le Compartiment de Descente (SA), les cosmonautes sont installs dans des
couchettes individuelles de type Kazbek-U, fournies par la NPP Zvezda. Elles sont quipes
d'un amortisseur qui permet de rduire l'effort sur le corps du cosmonaute lors du contact
avec le sol.
Dans la couchette, le cosmonaute doit adopter une position replie, impose la fois par
les dimensions rduites du SA et par la ncessit de se protger contre la forte
dclration lors du contact avec le sol.
Pendant le lancement et le vol en orbite, les Kazbek-U sont en position non arme afin de
maximiser le volume habitable du SA. Lors de la descente dans l'atmosphre, quand
l'automatisme AKSP mesure une altitude infrieure 5,5km, il envoie la commande
d'armement des couchettes.
Cet ordre a pour effet de relever la couchette, ce qui permettra l'amortisseur de remplir
son rle lors du contact avec le sol. Comme on le voit sur la figure 4.1, la couchette KazbekU est galement quipe d'une poigne bleue qui permet d'utiliser le canal de secours du
systme de communication Rassviett.
La couchette Kazbek-U est quipe d'un logement moul individuellement pour chaque
cosmonaute. Cette personnalisation permet de s'assurer que le corps du cosmonaute
pousera parfaitement la forme de la couchette, ce qui assure une protection optimale
contre le choc de l'atterrissage.
12
13
Lgende : - ; -- ;
1, 2, - ; - ; ;
- ; -
.
Crdit : TsNII RTK.
L'utilisation des rayons gamma est rendue indispensable pour satisfaire la double exigence
de prcision et de polyvalence que doit avoir le systme Kaktus. Pour ne citer que deux
exemples, un systme ondes radio ne serait pas suffisamment prcis, et un systme laser
ne fonctionnerait pas en cas de nuages [6].
A un certain moment, le Kaktus a t remplac par un version amliore Kaktus-1V. A
partir de Soyouz TMA-M (11F732A47), la version embarque s'appelle Kaktus-2V. Il est
dvelopp par le TsNII RTK dans le cadre d'un contrat sign le 3 septembre 2009 avec la
RKK Energuia [7].
Sa principale diffrence par rapport Kaktus-1V est dans le traitement de l'information,
qui est maintenant numrique [6]. De plus, il prend en compte la vitesse de descente du
SA, ce qui lui permet d'adapter sensiblement l'instant d'allumage des DMP [3]. Le Kaktus2V a t test en mode tlmtrie sur les vaisseaux Soyouz TMA-08M et Soyouz TMA-09M
[7][8], et sera mont en srie partir du vaisseau Soyouz TMA-16M.
L'utilisation du Csium 137 ne pose pas de problme de radioprotection pour l'quipage,
qui n'est pas atteint par les rayons gamma grce une couche de protection place autour
de la source [6]. En revanche, le problme se pose pour les quipes de rcupration
(FPSU), qui sont exposes la face non protge du Compartiment de Descente (SA) aprs
son atterrissage.
Afin de limiter l'exposition des personnels des FPSU, un bouclier de protection est plac
devant l'metteur du systme Kaktus. Au cas o le SA atterrirait dans une zone habite, un
affichage permet d'avertir d'ventuels riverains qu'il est dangereux de s'approcher de la
face infrieure du vaisseau.
Le systme d'atterrissage KSP est arm par la commande de sparation des
compartiments du vaisseau Soyouz, qui intervient environ 130km d'altitude. Si
l'armement n'est pas effectif, l'quipage a la possibilit de le confirmer manuellement.
Quand le SA arrive l'altitude de 80km, le plasma qui se forme autour de lui empche les
communications radio, et ce jusqu' l'altitude d'environ 40km. Cette phase dure environ
quatre minutes [9].
Quand le capteur baromtrique mesure une pression atmosphrique de 133mmHg, qui
correspond une altitude de 10,5km, l'AKSP lance la squence d'ouverture de l'OSP. C'est
l'instant H0.
Le couvercle du compartiment de l'OSP est ject par les boulons pyrotechniques,
entranant avec lui les parachutes de tirage qui se dploient, et extraient le parachute de
freinage. 16,5 secondes plus tard, le parachute de freinage est largu, ce qui entrane le
dploiement du parachute principal, qui prend trois secondes.
Le SA est alors en configuration dite asymtrique, car le parachute principal est ancr sur
son flanc. A l'altitude de 6,5km, l'AKSP commence calculer la vitesse de chute. Si elle est
14
15
H1+58"
Largage du bouclier thermique
Ouverture de la soupape BARD
Largage des capots des hublots
H1+63"
Passage du parachute principal en configuration symtrique
H1+67"
Armement des couchettes Kazbek
Pressurisation du ballon de flottaison de l'OSP
Eventage de la bouteille du ballon de flottaison du ZSP
H1+70"
Mise sous tension de l'altimtre Kaktus
Mise sous tension du capteur UD
20m
Apparition de l'alarme ATTERRISSAGE sur le pupitre
H1+85"
Arrt des chronomtres PVM1-1, PVM1-2 et PVM1-3
80cm
Allumage des DMP
Ouverture de la soupape de respiration
0m
Contact
Tableau 3 : Squence d'atterrissage avec l'OSP [1].
6.2 - Atterrissage avec le ZSP
Si l'AKSP calcule une vitesse de descente suprieure 18m/s, il en dduit que l'OSP n'est
pas fonctionnel et commande le largage de son parachute principal. Il envoie ensuite
l'ordre de largage du couvercle du compartiment du ZSP, ce qui provoque le dploiement
des parachutes de tirage, du parachute de freinage et, in fine, du parachute principal.
La squence est ensuite la mme qu'avec l'OSP. Les actions qui, avec l'OSP, sont ralises
5,5km d'altitude le sont ici 3,5km d'altitude.
Temps
Altitude
Evnement
H2 = H1+55"
5,5km Fin de la mesure de la vitesse de descente, mesure
infrieure 18m/s
Largage de l'OSP (considr comme non oprationnel)
H2+2"
Largage du couvercle du ZSP
H2+13" 4km
Largage du parachute de freinage du ZSP
H2+27" 3,5km Largage du bouclier thermique
Ouverture de la soupape BARD
Largage des capots des hublots
H2+30"
Passage du parachute principal en configuration symtrique
H2+36"
Armement des couchettes Kazbek
Pressurisation du ballon de flottaison du ZSP
Eventage de la bouteille du ballon de flottaison de l'OSP
H2+39"
Mise sous tension de l'altimtre Kaktus
Mise sous tension du capteur UD
20m
Apparition de l'alarme ATTERRISSAGE sur le pupitre
H1+85"
Arrt des chronomtres PVM1-1, PVM1-2 et PVM1-3
80cm
Allumage des DMP
Ouverture de la soupape de respiration
0m
Contact
16