Reverse-engineering a three-axis attitude indicator from the F-4 fighter plane

We recently received an attitude indicator for the F-4 fighter plane, an instrument that uses a rotating ball to show the aircraft's orientation and direction. In a normal aircraft, the artificial horizon shows the orientation in two axes (pitch and roll), but the F-4 indicator uses a rotating ball to show the orientation in three axes, adding azimuth (yaw).1 It wasn't obvious to me how the ball could rotate in three axes: how could it turn in every direction and still remain attached to the instrument?

The attitude indicator. The "W" forms a stylized aircraft. In this case, it indicates that the aircraft is climbing slightly. Photo from CuriousMarc.

We disassembled the indicator, reverse-engineered its 1960s-era circuitry, fixed some problems,2 and got it spinning. The video clip below shows the indicator rotating around three axes. In this blog post, I discuss the mechanical and electrical construction of this indicator. (The quick explanation is that the ball is really two hollow half-shells attached to the internal mechanism at the "poles"; the shells rotate while the "equator" remains stationary.)

The F-4 aircraft

The indicator was used in the F-4 Phantom II3 so the pilot could keep track of the aircraft's orientation during high-speed maneuvers. The F-4 was a supersonic fighter manufactured from 1958 to 1981. Over 5000 were produced, making it the most-produced American supersonic aircraft ever. It was the main US fighter jet in the Vietnam War, operating from aircraft carriers. The F-4 was still used in the 1990s during the Gulf War, suppressing air defenses in the "Wild Weasel" role. The F-4 was capable of carrying nuclear bombs.4

An F-4G Phantom II Wild Weasel aircraft. From National Archives.

The F-4 was a two-seat aircraft, with the radar intercept officer controlling radar and weapons from a seat behind the pilot. Both cockpits had a panel crammed with instruments, with additional instruments and controls on the sides. As shown below, the pilot's panel had the three-axis attitude indicator in the central position, just below the reddish radar scope, reflecting its importance.5 (The rear cockpit had a simpler two-axis attitude indicator.)

The cockpit of the F-4C Phantom II, with the attitude indicator in the center of the panel. Click this photo (or any other) for a larger version. Photo from National Museum of the USAF.

The attitude indicator mechanism

The ball inside the indicator shows the aircraft's position in three axes. The roll axis indicates the aircraft's angle if it rolls side-to-side along its axis of flight. The pitch axis indicates the aircraft's angle if it pitches up or down. Finally, the azimuth axis indicates the compass direction that the aircraft is heading, changed by the aircraft's turning left or right (yaw). The indicator also has moving needles and status flags, but in this post I'm focusing on the rotating ball.6

The indicator uses three motors to move the ball. The roll motor (below) is attached to the frame of the indicator, while the pitch and azimuth motors are inside the ball. The ball is held in place by the roll gimbal, which is attached to the ball mechanism at the top and bottom pivot points. The roll motor turns the roll gimbal and thus the ball, providing a clockwise/counterclockwise movement. The roll control transformer provides position feedback. Note the numerous wires on the roll gimbal, connected to the mechanism inside the ball.

The attitude indicator with the cover removed.

The diagram below shows the mechanism inside the ball, after removing the hemispherical shells of the ball. When the roll gimbal is rotated, this mechanism rotates with it. The pitch motor causes the entire mechanism to rotate around the pitch axis (horizontal here), which is attached along the "equator". The azimuth motor and control transformer are behind the pitch components, not visible in this photo. The azimuth motor turns the vertical shaft. The two hollow hemispheres of the ball attach to the top and bottom of the shaft. Thus, the azimuth motor rotates the ball shells around the azimuth axis, while the mechanism itself remains stationary.

The components of the ball mechanism.

Why doesn't the wiring get tangled up as the ball rotates? The solution is two sets of slip rings to implement the electrical connections. The photo below shows the first slip ring assembly, which handles rotation around the roll axis. These slip rings connect the stationary part of the instrument to the rotating roll gimbal. The black base and the vertical wires are attached to the instrument, while the striped shaft in the middle rotates with the ball assembly housing. Inside the shaft, wires go from the circular metal contacts to the roll gimbal.

The first set of slip rings. Yes, there is damage on one of the slip ring contacts.

Inside the ball, a second set of slip rings provides the electrical connection between the wiring on the roll gimbal and the ball mechanism. The photo below shows the connections to these slip rings, handling rotation around the pitch axis (horizontal in this photo). (The slip rings themselves are inside and are not visible.) The shaft sticking out of the assembly rotates around the azimuth (yaw) axis. The ball hemisphere is attached to the metal disk. The azimuth axis does not require slip rings since only the ball shells rotates; the electronics remain stationary.

Connections for the second set of slip rings.

The servo loop

In this section, I'll explain how the motors are controlled by servo loops. The attitude indicator is driven by an external gyroscope, receiving electrical signals indicating the roll, pitch, and azimuth positions. As was common in 1960s avionics, the signals are transmitted from synchros, which use three wires to indicate an angle. The motors inside the attitude indicator rotate until the indicator's angles for the three axes match the input angles.

Each motor is controlled by a servo loop, shown below. The goal is to rotate the output shaft to an angle that exactly matches the input angle, specified by the three synchro wires. The key is a device called a control transformer, which takes the three-wire input angle and a physical shaft rotation, and generates an error signal indicating the difference between the desired angle and the physical angle. The amplifier drives the motor in the appropriate direction until the error signal drops to zero. To improve the dynamic response of the servo loop, the tachometer signal is used as a negative feedback voltage. This ensures that the motor slows as the system gets closer to the right position, so the motor doesn't overshoot the position and oscillate. (This is sort of like a PID controller.)

This diagram shows the structure of the servo loop, with a feedback loop ensuring that the rotation angle of the output shaft matches the input angle.

In more detail, the external gyroscope unit contains synchro transmitters, small devices that convert the angular position of a shaft into AC signals on three wires. The photo below shows a typical synchro, with the input shaft on the top and five wires at the bottom: two for power and three for the output.

A synchro transmitter.

Internally, the synchro has a rotating winding called the rotor that is driven with 400 Hz AC. Three fixed stator windings provide the three AC output signals. As the shaft rotates, the phase and voltage of the output signals changes, indicating the angle. (Synchros may seem bizarre, but they were extensively used in the 1950s and 1960s to transmit angular information in ships and aircraft.)

The schematic symbol for a synchro transmitter or receiver.

The attitude indicator uses control transformers to process these input signals. A control transformer is similar to a synchro in appearance and construction, but it is wired differently. The three stator windings receive the inputs and the rotor winding provides the error output. If the rotor angle of the synchro transmitter and control transformer are the same, the signals cancel out and there is no error output. But as the difference between the two shaft angles increases, the rotor winding produces an error signal. The phase of the error signal indicates the direction of error.

The next component is the motor/tachometer, a special motor that was often used in avionics servo loops. This motor is more complicated than a regular electric motor. The motor is powered by 115 volts AC, 400-Hertz, but this isn't sufficient to get the motor spinning. The motor also has two low-voltage AC control windings. Energizing a control winding will cause the motor to spin in one direction or the other.

The motor/tachometer unit also contains a tachometer to measure its rotational speed, for use in a feedback loop. The tachometer is driven by another 115-volt AC winding and generates a low-voltage AC signal proportional to the rotational speed of the motor.

A motor/tachometer similar (but not identical) to the one in the attitude indicator).

The photo above shows a motor/tachometer with the rotor removed. The unit has many wires because of its multiple windings. The rotor has two drums. The drum on the left, with the spiral stripes, is for the motor. This drum is a "squirrel-cage rotor", which spins due to induced currents. (There are no electrical connections to the rotor; the drums interact with the windings through magnetic fields.) The drum on the right is the tachometer rotor; it induces a signal in the output winding proportional to the speed due to eddy currents. The tachometer signal is at 400 Hz like the driving signal, either in phase or 180º out of phase, depending on the direction of rotation. For more information on how a motor/generator works, see my teardown.

The amplifier

The motors are powered by an amplifier assembly that contains three separate error amplifiers, one for each axis. I had to reverse engineer the amplifier assembly in order to get the indicator working. The assembly mounts on the back of the attitude indicator and connects to one of the indicator's round connectors. Note the cutout in the lower left of the amplifier assembly to provide access to the second connector on the back of the indicator. The aircraft connects to the indicator through the second connector and the indicator passes the input signals to the amplifier through the connector shown above.

The amplifier assembly.

The amplifier assembly contains three amplifier boards (for roll, pitch, and azimuth), a DC power supply board, an AC transformer, and a trim potentiometer.7 The photo below shows the amplifier assembly mounted on the back of the instrument. At the left, the AC transformer produces the motor control voltage and powers the power supply board, mounted vertically on the right. The assembly has three identical amplifier boards; the middle board has been unmounted to show the components. The amplifier connects to the instrument through a round connector below the transformer. The round connector at the upper left is on the instrument case (not the amplifier) and provides the connection between the aircraft and the instrument.8

The amplifier assembly mounted on the back of the instrument. We are feeding test signals to the connector in the upper left.

The photo below shows one of the three amplifier boards. The construction is unusual, with some components stacked on top of other components to save space. Some of the component leads are long and protected with clear plastic sleeves. The board is connected to the rest of the amplifier assembly through a bundle of point-to-point wires, visible on the left. The round pulse transformer in the middle has five colorful wires coming out of it. At the right are the two transistors that drive the motor's control windings, with two capacitors between them. The transistors are mounted on a heat sink that is screwed down to the case of the amplifier assembly for cooling. The board is covered with a conformal coating to protect it from moisture or contaminants.

One of the three amplifier boards.

The function of each amplifier board is to generate the two control signals so the motor rotates in the appropriate direction based on the error signal fed into the amplifier. The amplifier also uses the tachometer output from the motor unit to slow the motor as the error signal decreases, preventing overshoot. The inputs to the amplifier are 400 hertz AC signals, with the phase indicating positive or negative error. The outputs drive the two control windings of the motor, determining which direction the motor rotates.

The schematic for the amplifier board is below. The two transistors on the left amplify the error and tachometer signals, driving the pulse transformer. The outputs of the pulse transformer will have opposite phase, driving the output transistors for opposite halves of the 400 Hz cycle. One of the transistors will be in the right phase to turn on and pull the motor control AC to ground, while the other transistor will be in the wrong phase. Thus, the appropriate control winding will be activated (for half the cycle), causing the motor to spin in the desired direction.

Schematic of one of the three amplifier boards. (Click for a larger version.)

It turns out that there are two versions of the attitude indicator that use incompatible amplifiers. I think that the motors for the newer indicators have a single control winding rather than two. Fortunately, the connectors are keyed differently so you can't attach the wrong amplifier. The second amplifier (below) looks slightly more modern (1980s) with a double-sided circuit board and more components in place of the pulse transformer.

The second type of amplifier board.

The pitch trim circuit

The attitude indicator has a pitch trim knob in the lower right, although the knob was missing from ours. The pitch trim adjustment turns out to be rather complicated. In level flight, an aircraft may have its nose angled up or down slightly to achieve the desired angle of attack. The pilot wants the attitude indicator to show level flight, even though the aircraft is slightly angled, so the indicator can be adjusted with the pitch trim knob. However, the problem is that a fighter plane may, for instance, do a vertical 90º climb. In this case, the attitude indicator should show the actual attitude and ignore the pitch trim adjustment.

I found a 1957 patent that explained how this is implemented. The solution is to "fade out" the trim adjustment when the aircraft moves away from horizontal flight. This is implemented with a special multi-zone potentiometer that is controlled by the pitch angle.

The schematic below shows how the pitch trim signal is generated from the special pitch angle potentiometer and the pilot's pitch trim adjustment. Like most signals in the attitude indicator, the pitch trim is a 400 Hz AC signal, with the phase indicating positive or negative. Ignoring the pitch angle for a moment, the drive signal into the transformer will be AC. The split windings of the transformer will generate a positive phase and a negative phase signal. Adjusting the pitch trim potentiometer lets the pilot vary the trim signal from positive to zero to negative, applying the desired correction to the indicator.

The pitch trim circuit. Based on the patent.

Now, look at the complex pitch angle potentiometer. It has alternating resistive and conducting segments, with AC fed into opposite sides. (Note that +AC and -AC refer to the phase, not the voltage.) Because the resistances are equal, the AC signals will cancel out at the top and the bottom, yielding 0 volts on those segments. If the aircraft is roughly horizontal, the potentiometer wiper will pick up the positive-phase AC and feed it into the transformer, providing the desired trim adjustment as described previously. However, if the aircraft is climbing nearly vertically, the wiper will pick up the 0-volt signal, so there will be no pitch trim adjustment. For an angle range in between, the resistance of the potentiometer will cause the pitch trim signal to smoothly fade out. Likewise, if the aircraft is steeply diving, the wiper will pick up the 0 signal at the bottom, removing the pitch trim. And if the aircraft is inverted, the wiper will pick up the negative AC phase, causing the pitch trim adjustment to be applied in the opposite direction.

Conclusions

The attitude indicator is a key instrument in any aircraft, especially important when flying in low visibility. The F-4's attitude indicator goes beyond the artificial horizon indicator in a typical aircraft, adding a third axis to show the aircraft's heading. Supporting a third axis makes the instrument much more complicated, though. Looking inside the indicator reveals how the ball rotates in three axes while still remaining firmly attached.

Modern fighter planes avoid complex electromechanical instruments. Instead, they provide a "glass cockpit" with most data provided digitally on screens. For instance, the F-35's console replaces all the instruments with a wide panoramic touchscreen displaying the desired information in color. Nonetheless, mechanical instruments have a special charm, despite their impracticality.

For more, follow me on Mastodon as @[email protected] or RSS. (I've given up on Twitter.) I worked on this project with CuriousMarc and Eric Schlapfer, so expect a video at some point. Thanks to John Pumpkinhead and another collector for supplying the indicators and amplifiers.

Notes and references

Specifications9

1. This three-axis attitude indicator is similar in many ways to the FDAI (Flight Director Attitude Indicator) that was used in the Apollo space flights, although the FDAI has more indicators and needles. It is more complex than the Soyus Globus, used for navigation (teardown), which rotates in two axes. Maybe someone will loan us an FDAI to examine...
    ↩

2. Our indicator has been used as a parts source, as it has cut wires inside and is missing the pitch trim knob, several needles, and internal adjustment potentiometers. We had to replace two failed capacitors in the power supply. There is still a short somewhere that we are tracking down; at one point it caused the bond wire inside a transistor to melt(!). ↩

3. The aircraft is the "Phantom II" because the original Phantom was a World War II fighter aircraft, the McDonnell FH Phantom. McDonnell Douglas reused the Phantom name for the F-4. (McDonnell became McDonnell Douglas in 1967 after merging with Douglas Aircraft. McDonnell Douglas merged into Boeing in 1997. Many people blame Boeing's current problems on this merger.) ↩

4. The F-4 could carry a variety of nuclear bombs such as the B28EX, B61, B43 and B57, referred to as "special weapons". The photo below shows the nuclear store consent switch, which armed a nuclear bomb for release. (Somehow I expected a more elaborate mechanism for nuclear bombs.) The switch labels are in the shadows, but say "REL/ARM", "SAFE", and "REL". The F-4 Weapons Delivery Manual discusses this switch briefly.

   

   The nuclear store consent switch, to the right of the Weapons System Officer in the rear cockpit. Photo from National Museum of the USAF.

    ↩

5. The photo below is a closeup of the attitude indicator in the F-4 cockpit. Note the Primary/Standby toggle switch in the upper-left. Curiously, this switch is just screwed onto the console, with exposed wires. Based on other sources, this appears to be the standard mounting. This switch is the "reference system selector switch" that selects the data source for the indicator. In the primary setting, the gyroscopically-stabilized inertial navigation system (INS) provides the information. The INS normally gets azimuth information from the magnetic compass, but can use a directional gyro if the Earth's magnetic field is distorted, such as in polar regions. See the F-4E Flight Manual for details.

   

   A closeup of the indicator in the cockpit of the F-4 Phantom II. Photo from National Museum of the USAF.

   The standby switch setting uses the bombing computer (the AN/AJB-7 Attitude-Reference Bombing Computer Set) as the information source; it has two independent gyroscopes. If the main attitude indicator fails entirely, the backup is the "emergency attitude reference system", a self-contained gyroscope and indicator below and to the right of the main attitude indicator; see the earlier cockpit photo. ↩

6. The diagram below shows the features of the indicator.

   

   The features of the Attitude Director Indicator (ADI). From F-4E Flight Manual TO 1F-4E-1.

   The pitch steering bar is used for an instrument (ILS) landing. The bank steering bar provides steering information from the navigation system for the desired course. ↩

7. The roll, pitch, and azimuth inputs require different resistances, for instance, to handle the pitch trim input. These resistors are on the power supply board rather than an amplifier board. This allows the three amplifier boards to be identical, rather than having slightly different amplifier boards for each axis. ↩

8. The attitude indicator assembly has a round mil-spec connector and the case has a pass-through connector. That is, the aircraft wiring plugs into the outside of the case and the indicator internals plug into the inside of the case. The pin numbers on the outside of the case don't match the pin numbers on the internal connector, which is very annoying when reverse-engineering the system. ↩

9. In this footnote, I'll link to some of the relevant military specifications.

   The attitude indicator is specified in military spec MIL-I-27619, which covers three similar indicators, called ARU-11/A, ARU-21/A, and ARU-31/A. The three indicators are almost identical except the the ARU-21/A has the horizontal pointer alarm flag and the ARU-31/A has a bank angle command pointer and a bank scale at the bottom of the indicator, along with a bank angle command pointer adjustment knob in the lower left. The ARU-11/A was used in the F-111A. (The ID-1144/AJB-7 indicator is probably the same as the ARU-11/A.) The ARU-21/A was used in the A-7D Corsair. The ARU-31/A was used in the RF-4C Phantom II, the reconnaissance version of the F-4. The photo below shows the cockpit of the RF-4C; note that the attitude indicator in the center of the panel has two knobs.

   

   Cockpit panel of the RF-4C. Photo from National Museum of the USAF.

   The indicator was part of the AN/ASN-55 Attitude Heading Reference Set, specified in MIL-A-38329. I think that the indicator originally received its information from an MD-1 gyroscope (MIL-G-25597) and an ML-1 flux valve compass, but I haven't tracked down all the revisions and variants.

   Spec MIL-I-23524 describes an indicator that is almost identical to the ARU-21/A but with white flags. This indicator was also used with the AJB-3A Bomb Release Computing Set, part of the A-4 Skyhawk. This indicator was used with the integrated flight information system MIL-S-23535 which contained the flight director computer MIL-S-23367.

   My indicator has no identifying markings, so I can't be sure of its exact model. Moreover, it has missing components, so it is hard to match up the features. Since my indicator has white flags it might be the ID-1329/A.

    ↩

Inside the mechanical Bendix Air Data Computer, part 5: motor/tachometers

The Bendix Central Air Data Computer (CADC) is an electromechanical analog computer that uses gears and cams for its mathematics. It was a key part of military planes such as the F-101 and the F-111 fighters, computing airspeed, Mach number, and other "air data". The rotating gears are powered by six small servomotors, so these motors are in a sense the fundamental component of the CADC. In the photo below, you can see one of the cylindrical motors near the center, about 1/3 of the way down.

The servomotors in the CADC are unlike standard motors. Their name—"Motor-Tachometer Generator" or "Motor and Rate Generator"1—indicates that each unit contains both a motor and a speed sensor. Because the motor and generator use two-phase signals, there are a total of eight colorful wires coming out, many more than a typical motor. Moreover, the direction of the motor can be controlled, unlike typical AC motors. I couldn't find a satisfactory explanation of how these units worked, so I bought one and disassembled it. This article (part 5 of my series on the CADC2) provides a complete teardown of the motor/generator and explain how it works.

The Bendix MG-1A Central Air Data Computer with the case removed, showing the compact gear mechanisms inside. Click this image (or any other) for a larger version.

The image below shows a closeup of two motors powering one of the pressure signal outputs. Note the bundles of colorful wires to each motor, entering in two locations. At the top, the motors drive complex gear trains. The high-speed motors are geared down by the gear trains to provide much slower rotations with sufficient torque to power the rest of the CADC's mechanisms.

Two motor/generators in the pressure section of the CADC. The one at the back is mostly hidden.

The motor/tachometer that we disassembled is shorter than the ones in the CADC (despite having the same part number), but the principles are the same. We started by removing a small C-clip on the end of the motor and and unscrewing the end plate. The unit is pretty simple mechanically. It has bearings at each end for the rotor shaft. There are four wires for the motor and four wires for the tachometer.3

The motor disassembled to show the internal components.

The rotor (below) has two parts on the shaft. the left part is for the motor and the right drum is for the tachometer. The left part is a squirrel-cage rotor4 for the motor. It consists of conducting bars (light-colored) on an iron core. The conductors are all connected at both ends by the conductive rings at either end. The metal drum on the right is used by the tachometer. Note that there are no electrical connections between the rotor components and the rest of the motor: there are no brushes or slip rings. The interaction between the rotor and the windings in the body of the motor is purely magnetic, as will be explained.

The rotor and shaft.

The motor/tachometer contains two cylindrical stators that create the magnetic fields, one for the motor and one for the tachometer. The photo below shows the motor stator inside the unit after removing the tachometer stator. The stators are encased in hard green plastic and tightly pressed inside the unit. In the center, eight metal poles are visible. They direct the magnetic field onto the rotor.

Inside the motor after removing the tachometer winding.

The photo below shows the stator for the tachometer, similar to the stator for the motor. Note the shallow notches that look like black lines in the body on the lower left. These are probably adjustments to the tachometer during manufacturing to compensate for imperfections. The adjustments ensure that the magnetic fields are nulled out so the tachometer returns zero voltage when stationary. The metal plate on top shields the tachometer from the motor's magnetic fields.

The stator for the tachometer.

The poles and the metal case of the stator look solid, but they are not. Instead, they are formed from a stack of thin laminations. The reason to use laminations instead of solid metal is to reduce eddy currents in the metal. Each lamination is varnished, so it is insulated from its neighbors, preventing the flow of eddy currents.

One lamination from the stack of laminations that make up the winding. The lamination suffered some damage during disassembly; it was originally round.

In the photo below, I removed some of the plastic to show the wire windings underneath. The wires look like bare copper, but they have a very thin layer of varnish to insulate them. There are two sets of windings (orange and blue, or red and black) around alternating metal poles. Note that the wires run along the pole, parallel to the rotor, and then wrap around the pole at the top and bottom, forming oblong coils around each pole.5 This generates a magnetic field through each pole.

Removing the plastic reveals the motor windings.

The motor

The motor part of the unit is a two-phase induction motor with a squirrel-cage rotor.6 There are no brushes or electrical connections to the rotor, and there are no magnets, so it isn't obvious what makes the rotor rotate. The trick is the "squirrel-cage" rotor, shown below. It consists of metal bars that are connected at the top and bottom by rings. Assume (for now) that the fixed part of the motor, the stator, creates a rotating magnetic field. The important principle is that a changing magnetic field will produce a current in a wire loop.7 As a result, each loop in the squirrel-cage rotor will have an induced current: current will flow up9 the bars facing the north magnetic field and down the south-facing bars, with the rings on the end closing the circuits.

A squirrel-cage rotor. The numbered parts are (1) shaft, (2) end cap, (3) laminations, and (4) splines to hold the laminations. Image from Robo Blazek.

But how does the stator produce a rotating magnetic field? And how do you control the direction of rotation? The next important principle is that current flowing through a wire produces a magnetic field.8 As a result, the currents in the squirrel cage rotor produce a magnetic field perpendicular to the cage. This magnetic field causes the rotor to turn in the same direction as the stator's magnetic field, driving the motor. Because the rotor is powered by the induced currents, the motor is called an induction motor.

The diagram below shows how the motor is wired, with a control winding and a reference winding. Both windings are powered with AC, but the control voltage either lags the reference winding by 90° or leads the reference winding by 90°, due to the capacitor. Suppose the current through the control winding lags by 90°. First, the reference voltage's sine wave will have a peak, producing the magnetic field's north pole at A. Next (90° later), the control voltage will peak, producing the north pole at B. The reference voltage will go negative, producing a south pole at A and thus a north pole at C. The control voltage will go negative, producing a south pole at B and a north pole at D. This cycle will repeat, with the magnetic field rotating counter-clockwise from A to D. Conversely, if the control voltage leads the reference voltage, the magnetic field will rotate clockwise. This causes the motor to spin in one direction or the other, with the direction controlled by the control voltage. (The motor has four poles for each winding, rather than the one shown below; this increases the torque and reduces the speed.)

Diagram showing the servomotor wiring.

The purpose of the capacitor is to provide the 90° phase shift so the reference voltage and the control voltage can be driven from the same single-phase AC supply (in this case, 26 volts, 400 hertz). Switching the polarity of the control voltage reverses the direction of the motor.

There are a few interesting things about induction motors. You might expect that the motor would spin at the same rate as the rotating magnetic field. However, this is not the case. Remember that a changing magnetic field induces the current in the squirrel-cage rotor. If the rotor is spinning at the same rate as the magnetic field, the rotor will encounter an unchanging magnetic field and there will be no current in the bars of the rotor. As a result, the rotor will not generate a magnetic field and there will be no torque to rotate it. The consequence is that the rotor must spin somewhat slower than the magnetic field. This is called "slippage" and is typically a few percent of the full speed, with more slippage as more torque is required.

Many household appliances use induction motors, but how do they generate a rotating magnetic field from a single-phase AC winding? The problem is that the magnetic field in a single AC winding will just flip back and forth, so the motor will not turn in either direction. One solution is a shaded-pole motor, which puts a copper bar around part of each pole to break the symmetry and produce a weakly rotating magnetic field. More powerful induction motors use a startup winding with a capacitor (analogous to the control winding). This winding can either be switched out of the circuit once the motor starts spinning,10 or used continuously, called a permanent-split capacitor (PSC) motor. The best solution is three-phase power (if available); a three-phase winding automatically produces a rotating magnetic field.

Tachometer/generator

The second part of the unit is the tachometer generator, sometimes called the rate unit.11 The purpose of the generator is to produce a voltage proportional to the speed of the shaft. The unusual thing about this generator is that it produces a 400-hertz output that is either in phase with the input or 180° out of phase. This is important because the phase indicates which direction the shaft is turning. Note that a "normal" generator is different: the output frequency is proportional to the speed.

The diagram below shows the principle behind the generator. It has two stator windings: the reference coil that is powered at 400 Hz, and the output coil that produces the output signal. When the rotor is stationary (A), the magnetic flux is perpendicular to the output coil, so no output voltage is produced. But when the rotor turns (B), eddy currents in the rotor distort the magnetic field. It now couples with the output coil, producing a voltage. As the rotor turns faster, the magnetic field is distorted more, increasing the coupling and thus the output voltage. If the rotor turns in the opposite direction (C), the magnetic field couples with the output coil in the opposite direction, inverting the output phase. (This diagram is more conceptual than realistic, with the coils and flux 90° from their real orientation, so don't take it too seriously. As shown earlier, the coils are perpendicular to the rotor so the real flux lines are completely different.)

Principle of the drag-cup rate generator. From Navy electricity and electronics training series: Principles of synchros, servos, and gyros, Fig 2-16

But why does the rotating drum change the magnetic field? It's easier to understand by considering a tachometer that uses a squirrel-cage rotor instead of a drum. When the rotor rotates, currents will be induced in the squirrel cage, as described earlier with the motor. These currents, in turn, generate a perpendicular magnetic field, as before. This magnetic field, perpendicular to the orginal field, will be aligned with the output coil and will be picked up. The strength of the induced field (and thus the output voltage) is proportional to the speed, while the direction of the field depends on the direction of rotation. Because the primary coil is excited at 400 hertz, the currents in the squirrel cage and the resulting magnetic field also oscillate at 400 hertz. Thus, the output is at 400 hertz, regardless of the input speed.

Using a drum instead of a squirrel cage provides higher accuracy because there are no fluctuations due to the discrete bars. The operation is essentially the same, except that the currents pass through the metal of the drum continuously instead of through individual bars. The result is eddy currents in the drum, producing the second magnetic field. The diagram below shows the eddy currents (red lines) from a metal plate moving through a magnetic field (green), producing a second magnetic field (blue arrows). For the rotating drum, the situation is similar except the metal surface is curved, so both field arrows will have a component pointing to the left. This creates the directed magnetic field that produces the output.

A diagram showing eddy currents in a metal plate moving under a magnet, Image from Chetvorno.

The servo loop

The motor/generator is called a servomotor because it is used in a servo loop, a control system that uses feedback to obtain precise positioning. In particular, the CADC uses the rotational position of shafts to represent various values. The servo loops convert the CADC's inputs (static pressure, dynamic pressure, temperature, and pressure correction) into shaft positions. The rotations of these shafts power the gears, cams, and differentials that perform the computations.

The diagram below shows a typical servo loop in the CADC. The goal is to rotate the output shaft to a position that exactly matches the input voltage. To accomplish this, the output position is converted into a feedback voltage by a potentiometer that rotates as the output shaft rotates.12 The error amplifier compares the input voltage to the feedback voltage and generates an error signal, rotating the servomotor in the appropriate direction. Once the output shaft is in the proper position, the error signal drops to zero and the motor stops. To improve the dynamic response of the servo loop, the tachometer signal is used as a negative feedback voltage. This ensures that the motor slows as the system gets closer to the right position, so the motor doesn't overshoot the position and oscillate. (This is sort of like a PID controller.)

Diagram of a servo loop in the CADC.

The error amplifier and motor drive circuit for a pressure transducer are shown below. Because of the state of electronics at the time, it took three circuit boards to implement a single servo loop. The amplifier was implemented with germanium transistors (since silicon transistors were later). The transistors weren't powerful enough to drive the motors directly. Instead, magnetic amplifiers (the yellow transformer-like modules at the front) powered the servomotors. The large rectangular capacitors on the right provided the phase shift required for the control voltage.

One of the three-board amplifiers for the pressure transducer.

Conclusions

The Bendix CADC used a variety of electromechanical devices including synchros, control transformers, servo motors, and tachometer generators. These were expensive military-grade components driven by complex electronics. Nowadays, you can get a PWM servo motor for a few dollars with the gearing, feedback, and control circuitry inside the motor housing. These motors are widely used for hobbyist robotics, drones, and other applications. It's amazing that servo motors have gone from specialized avionics hardware to an easy-to-use, inexpensive commodity.

A modern DC servo motor. Photo by Adafruit (CC BY-NC-SA 2.0 DEED).

Follow me on Twitter @kenshirriff or RSS for updates. I'm also on Mastodon as @oldbytes.space@kenshirriff. Thanks to Joe for providing the CADC. Thanks to Marc Verdiell for disassembling the motor.

Notes and references

1. The two types of motors in the CADC are part number "FV-101-19-A1" and part number "FV-101-5-A1" (or FV101-5A1). They are called either a "Tachometer Rate Generator" or "Tachometer Motor Generator", with both names applied to the same part number. The "19" and "5" units look the same, with the "19" used for one pressure servo loop and the "5" used everywhere else.

   The motor that I got is similar to the ones in the CADC, but shorter. The difference in size is mysterious since both have the Bendix part number FV-101-5-A1.

   For reference, the motor I disassembled is labeled:

   Cedar Division Control Data Corp. ST10162 Motor Tachometer F0: 26V C0: 26V TACH: 18V 400 CPS DSA-400-70C-4651 FSN6105-581-5331 US BENDIX FV-101-5-A1

   I wondered why the motor listed both Control Data and Bendix. In 1952, the Cedar Engineering Company was spun off from the Minneapolis Honeywell Regulator Company (better known as Honeywell, the name it took in 1964). Cedar Engineering produced motors, servos, and aircraft actuators. In 1957, Control Data bought Cedar Engineering, which became the Cedar Division of CDC. Then, Control Data acquired Bendix's computer division in 1963. Thus, three companies were involved. ↩

2. My previous articles on the CADC are:

   • Overview
   • Top section
   • Pressure transducers
   • Mach section
    ↩

3. From testing the motor, here is how I believe it is wired:
   Motor reference (power): red and black
   Motor control: blue and orange
   Generator reference (power): green and brown
   Generator out: white and yellow ↩

4. The bars on the squirrel-cage rotor are at a slight angle. Parallel bars would go in and out of alignment with the stator, causing fluctuations in the force, while the angled bars avoid this problem. ↩

5. This cross-section through the stator shows the windings. On the left, each winding is separated into the parts on either side of the pole. On the right, you can see how the wires loop over from one side of the pole to the other. Note the small circles in the 12 o'clock and 9 o'clock positions: cross sections of the input wires. The individual horizontal wires near the circumference connect alternating windings.

   

   A cross-section of the stator, formed by sanding down the plastic on the end.

    ↩

6. It's hard to find explanations of AC servomotors since they are an old technology. One discussion is in Electromechanical components for servomechanisms (1961). This book points out some interesting things about a servomotor. The stall torque is proportional to the control voltage. Servomotors are generally high-speed, but low-torque devices, heavily geared down. Because of their high speed and their need to change direction, rotational inertia is a problem. Thus, servomotors typically have a long, narrow rotor compared with typical motors. (You can see in the teardown photo that the rotor is long and narrow.) Servomotors are typically designed with many poles (to reduce speed) and smaller air gaps to increase inductance. These small airgaps (e.g. 0.001") require careful manufacturing tolerance, making servomotors a precision part. ↩

7. The principle is Faraday's law of induction: "The electromotive force around a closed path is equal to the negative of the time rate of change of the magnetic flux enclosed by the path." ↩

8. Ampère's law states that "the integral of the magnetizing field H around any closed loop is equal to the sum of the current flowing through the loop." ↩

9. The direction of the current flow (up or down) depends on the direction of rotation. I'm not going to worry about the specific direction of current flow, magnetic flux, and so forth in this article. ↩

10. Once an induction motor is spinning, it can be powered from a single AC phase since the stator is rotating with respect to the magnetic field. This works for the servomotor too. I noticed that once the motor is spinning, it can operate without the control voltage. This isn't the normal way of using the motor, though. ↩

11. A long discussion of tachometers is in the book Electromechanical Components for Servomechanisms (1961). The AC induction-generator tachometer is described starting on page 193.

    For a mathematical analysis of the tachometer generator, see Servomechanisms, Section 2, Measurement and Signal Converters, MCP 706-137, U.S. Army. This source also discusses sources of errors in detail. Inexpensive tachometer generators may have an error of 1-2%, while precision devices can have an error of about 0.1%. Accuracy is worse for small airborne generators, though. Since the Bendix CADC uses the tachometer output for damping, not as a signal output, accuracy is less important. ↩

12. Different inputs in the CADC use different feedback mechanisms. The temperature servo uses a potentiometer for feedback. The angle of attack correction uses a synchro control transformer, which generates a voltage based on the angle error. The pressure transducers contain inductive pickups that generate a voltage based on the pressure error. For more details, see my article on the CADC's pressure transducer servo circuits. ↩

Inside the Globus INK: a mechanical navigation computer for Soviet spaceflight

The Soviet space program used completely different controls and instruments from American spacecraft. One of the most interesting navigation instruments onboard Soyuz spacecraft was the Globus, which used a rotating globe to indicate the spacecraft's position above the Earth. This navigation instrument was an electromechanical analog computer that used an elaborate system of gears, cams, and differentials to compute the spacecraft's position. Officially, the unit was called a "space navigation indicator" with the Russian acronym ИНК (INK),1 but I'll use the more descriptive nickname "Globus".

The INK-2S "Globus" space navigation indicator. Coincidentally, the latitude indicator matches the Ukrainian flag.

We recently received a Globus from a collector and opened it up for repair and reverse engineering. In this blog post, I explain how it operated, show its internal mechanisms, and describe what I've learned so far from reverse engineering. The photo below gives an idea of the mechanical complexity of this device, which also has a few relays, solenoids, and other electrical components.

Side view of the Globus INK. Click this (or any other image) for a larger version.

Functionality

The primary purpose of the Globus was to indicate the spacecraft's position. The globe rotated while fixed crosshairs on the plastic dome indicated the spacecraft's position. Thus, the globe matched the cosmonauts' view of the Earth, allowing them to confirm their location. Latitude and longitude dials next to the globe provided a numerical indication of location. Meanwhile, a light/shadow dial at the bottom showed when the spacecraft would be illuminated by the sun or in shadow, important information for docking. The Globus also had an orbit counter, indicating the number of orbits.

The Globus had a second mode, indicating where the spacecraft would land if they fired the retrorockets to initiate a landing. Flipping a switch caused the globe to rotate until the landing position was under the crosshairs and the cosmonauts could evaluate the suitability of this landing site.

The cosmonauts configured the Globus by turning knobs to set the spacecraft's initial position and orbital period. From there, the Globus electromechanically tracked the orbit. Unlike the Apollo Guidance Computer, the Globus did not receive navigational information from an inertial measurement unit (IMU) or other sources, so it did not know the spacecraft's real position. It was purely a display of the predicted position.

A close-up of the complex gear trains in the Globus.

The globe

The globe itself is detailed for its small size, showing terrain features such as mountains, lakes, and rivers. These features on the map helped cosmonauts compare their position with the geographic features they could see on Earth. These features were also important for selecting a landing site, so they could see what kind of terrain they would be landing on. For the most part, the map doesn't show political boundaries, except for thick red and purple lines. This line shows the borders of the USSR, as well as the boundaries between communist and non-communist countries, also important for selecting a landing site. The globe also has numbered circles 1 through 8 that indicate radio sites for communication with the spacecraft, allowing the cosmonauts to determine what ground stations could be contacted.

A view of the globe showing Asia.

Controlling the globe

On seeing the Globus, one might wonder how the globe is rotated. It may seem that the globe must be free-floating so it can rotate in two axes. Instead, a clever mechanism attaches the globe to the unit. The key is that the globe's equator is a solid piece of metal that rotates around the horizontal axis of the unit. A second gear mechanism inside the globe rotates the globe around the North-South axis. The two rotations are controlled by concentric shafts that are fixed to the unit, allowing two rotational degrees of freedom through fixed shafts.

The photo below shows the frame that holds and controls the globe. The dotted axis is fixed horizontally in the unit and rotations are fed through the two gears at the left. One gear rotates the globe and frame around the dotted axis, while the gear train causes the globe to rotate around the vertical polar axis (while the equator remains fixed).

The axis of the globe is at 51.8° to support that orbital inclination.

The angle above is 51.8° which is very important: this is the inclination of the standard Soyuz orbit. As a result, simply rotating the globe around the dotted line causes the crosshair to trace the standard orbit.2 Rotating the two halves of the globe around the poles yields the different 51.8° orbits over the Earth's surface as the Earth rotates. (Why 51.8 degrees? The Baikonur Cosmodrome, launching point for Soyuz, is at 45.97° N latitude, so 45.97° would be the most efficient inclination. However, to prevent the launch from passing over western China, the rocket must be angled towards the north, resulting in 51.8° (details).)

One important consequence of this design is that the orbital inclination is fixed by the angle of the globe mechanism. Different Globus units needed to be built for different orbits. Moreover, this design only handles circular orbits, making it useless during orbit changes such as rendezvous and docking. These were such significant limitations that some cosmonauts wanted the Globus removed from the control panel, but it remained until it was replaced by a computer display in Soyuz-TMA (2002).3

A closeup of the gears that drive the motion of the two halves of the globe around the polar axis, leaving the equator fixed.

This Globus had clearly suffered some damage. The back of the case had some large dents.7 More importantly, the globe's shaft had been knocked loose from its proper position and no longer meshed with the gears. This also put a gouge into Africa, where the globe hit internal components. Fortunately, CuriousMarc was able to get the globe back into position while ensuring that the gears had the right timing. (Putting the globe back arbitrarily would mess up the latitude and longitude.)

Orbital speed and the "cone"

An orbit of Soyuz takes approximately 90 minutes, but the time varies according to altitude.4 The Globus has an adjustment knob (below) to adjust the orbital period in minutes, tenths of minutes, and hundredths of minutes. The outer knob has three positions and points to the digit that changes when the inner knob is turned. The mechanism provides an adjustment of ±5 minutes from the nominal period of 91.85 minutes.3

The control to adjust the orbital period.

The orbital speed feature is implemented by increasing or decreasing the speed at which the globe rotates around the orbital (horizontal) axis. Generating a variable speed is tricky, since the Globus runs on fixed 1-hertz pulses. The solution is to start with a base speed, and then add three increments: one for the minutes setting, one for the tenths-of-minutes setting, and one for the hundredths-of-minutes setting.5 These four speeds are added (as shaft rotation speeds) using obtain the overall rotation speed.

The Globus uses numerous differential gears to add or subtract rotations. The photo below shows two sets of differential gears, side-by-side.

Two differential gears in the Globus.

The problem is how to generate these three variable rotation speeds from the fixed input. The solution is a special cam, shaped like a cone with a spiral cross-section. Three followers ride on the cam, so as the cam rotates, the follower is pushed outward and rotates on its shaft. If the follower is near the narrow part of the cam, it moves over a small distance and has a small rotation. But if the follower is near the wide part of the cam, it moves a larger distance and has a larger rotation. Thus, by moving the follower to a particular point on the cam, the rotational speed of the follower is selected.

A diagram showing the orbital speed control mechanism. The cone has three followers, but only two are visible from this angle. The "transmission" gears are moved in and out by the outer knob to select which follower is adjusted by the inner knob.

Obviously, the cam can't spiral out forever. Instead, at the end of one revolution, its cross-section drops back sharply to the starting diameter. This causes the follower to snap back to its original position. To prevent this from jerking the globe backward, the follower is connected to the differential gearing via a slip clutch and ratchet. Thus, when the follower snaps back, the ratchet holds the drive shaft stationary. The drive shaft then continues its rotation as the follower starts cycling out again. Thus, the output is a (mostly) smooth rotation at a speed that depends on the position of the follower.

Latitude and longitude

The indicators at the left and the top of the globe indicate the spacecraft's latitude and longitude respectively. These are defined by surprisingly complex functions, generated by the orbit's projection onto the globe.6

The latitude and longitude functions are implemented through the shape of metal cams; the photo below shows the longitude mechanism. Each function has two cams: one cam implements the desired function, while the other cam has the "opposite" shape to maintain tension on the jaw-like tracking mechanism.

The cam mechanism to compute longitude.

The latitude cam drives the latitude dial, causing it to oscillate between 51.8° N and 51.8° S. Longitude is more complicated because the Earth's rotation causes it to constantly vary. The longitude output on the dial is produced by adding the cam's value to the Earth's rotation through a differential gear.

Light and shadow

The Globus has an indicator to show when the spacecraft will enter light or shadow. The dial consists of two concentric dials, configured by the two knobs. These dials move with the spacecraft's orbit, while the red legend remains fixed. I think these dials are geared to the longitude dial, but I'm still investigating.

The light and shadow indicator is controlled by two knobs.

The landing location mechanism

The Globus can display where the spacecraft would land if you started a re-entry burn now, with an accuracy of 150 km. This is computed by projecting the current orbit forward by a partial orbit, depending on how long it would take to land. The cosmonaut specifies this value by the "landing angle", which indicates this fraction of an orbit as an angle. An electroluminescent indicator in the upper-left corner of the unit shows "Место посадки" (Landing place) to indicate this mode.

The landing angle control.

To obtain the landing position, a motor spins the globe until it is stopped after rotating through the specified angle. The mechanism to implement this is shown below. The adjustment knob on the panel turns the adjustment shaft which moves the limit switch to the desired angle via the worm gear. The wiring is wrapped around a wheel so the wiring stays controlled during this movement. When the drive motor is activated, it rotates the globe and the swing arm at the same time. Since the motor stops when the swing arm hits the angle limit switch, the globe rotates through the desired angle. The fixed limit switch is used when returning the globe's position to its regular, orbital position.

The landing angle function uses a complex mechanism.

The landing location mode is activated by a three-position rotary switch. The first position "МП" (место посадки, landing site) selects the landing site, the second position "З" (Земля, Earth) shows the position over the Earth, and the third position "Откл" (off) undoes the landing angle rotation and turns off the mechanism.

The rotary switch to select the landing angle mode.

Electronics

Although the Globus is mostly mechanical, it has an electronics board with four relays and a transistor, as well as resistors and diodes. I think that most of these relays control the landing location mechanism, driving the motor forward or backward and stopping at the limit switch. The diodes are flyback diodes, two diodes in series across each relay coil to eliminate the inductive kick when the coil is disconnected.

The electronics circuit board.

A 360° potentiometer (below) converts the spacecraft's orbital position into a voltage. Sources indicate that the Globus provides this voltage signal to other units on the spacecraft. My theory is that the transistor on the electronics board amplifies this voltage, but I am still investigating.

The potentiometer converts the orbital position into a voltage. To the right is the cam that produces the longitude display. Antarctica is visible on the globe.

The photo below shows the multiple wiring bundles in the Globus, at the front and the left. The electronics board is at the front right. The Globus contains a surprising amount of wiring for a device that is mostly mechanical. Inconveniently, all the wires to the box's external connector (upper left) were cut.7 Perhaps this was part of decommissioning the unit. However, one of the screws on the case is covered with a tamper-resistant wax seal with insignia, and this wax seal was intact. This indicates that the unit was officially re-sealed after cutting the wires, which doesn't make sense for a decommissioned unit.

This view shows the back and underside of the Globus. The round connector at the back left provided the interface with the rest of the spacecraft. The black wires under this connector were all cut.

The drive solenoids

The unit is driven by two ratchet solenoids: one for the orbital rotation and one for the Earth's rotation. These solenoids take 27-volt pulses at 1 hertz.3 Each pulse causes the solenoid to advance the gear by one tooth; a pawl keeps the gear from slipping back. These small rotations drive the gears throughout the Globus and result in a tiny movement of the globe.

One of the driving solenoids in the Globus. The wheels to indicate orbital time are underneath.

The other driving solenoid in the Globus.

Apollo-Soyuz

If you look closely at the globe, it has a bunch of pink dots added, along with three-letter labels in Latin (not Cyrillic) characters.8 In the photo below, you can see GDS (Goldstone), MIL (Merritt Island), BDA (Bermuda), and NFL (Newfoundland). These are NASA tracking sites, which implies that this Globus was built for the Apollo-Soyuz Test Project, a 1975 mission where an Apollo spacecraft docked with a Soyuz capsule.

North America as it appears on the globe. The US border is marked in red. The selection of cities seems a bit random, such as El Paso as the only western city until the coast.

Further confirmation of the Apollo-Soyuz connection is the VAN sticker in the middle of the Pacific Ocean (not visible above). The USNS Vanguard was a NASA tracking ship that was used in the Apollo program to fill in gaps in radio coverage. It was an oil tanker from World War II, converted postwar to a missile tracking ship and then used for Apollo. In the photo below, you can see the large tracking antennas on its deck. During the Apollo-Soyuz mission, Vanguard was stationed at 25 S 155 W for the Apollo-Soyuz mission, exactly matching the location of the VAN dot on the globe.

The USNS Vanguard with a NASA C-54 plane overhead. (source).

History

The Globus has a long history, back to the beginnings of Soviet crewed spaceflight. The first version was simpler and had the Russian acronym ИМП (IMP).9 Development of the IMP started in 1960 for the Vostok (1961) and Voshod (1964) spaceflights.

The Globus IMP. Photo from Francoisguay (CC BY-SA 3.0).

The basic functions of the earlier Globus IMP are similar to the INK, showing the spacecraft's position and the landing position. It has an orbit counter in the lower right. The latitude and longitude displays at the top were added for the Voshod flights. The large correction knob allows the orbital period to be adjusted. The main differences are that the IMP doesn't have a display at the bottom for sun and shade and doesn't have a control to set the landing angle.9 Unlike the INK, the mode (orbit vs landing position) was selected by external switches, rather than a switch on the unit.

The more complex INK model (described in this blog post) was created for the Soyuz flights, starting in 1967. It was part of the "Sirius" information display system (IDS). The Neptun IDS used on Soyuz-T (1976) and the Neptun-M for Soyuz-TM (1986) modernized much of the console but kept the Globus INK. The photo below shows the Globus mounted in the upper-right of a Soyuz-TM console.

The Neptun-M IDS for the Soyuz-TM (source).

The Soyuz-TMA (2002) upgraded to the Neptun-ME system3 which used digital display screens. In particular, the Globus was replaced with the graphical display below.

A computer display from the Neptune-ME display system used in the Soyuz-TMA spaceship. The Soyuz consoles are much simpler than the Apollo or Space Shuttle consoles, and built with completely different design principles. From Information Display Systems for Soyuz Spaceships.

Conclusions

The Globus INK is a remarkable piece of machinery, an analog computer that calculates orbits through an intricate system of gears, cams, and differentials. It provided cosmonauts with a high-resolution, full-color display of the spacecraft's position, way beyond what an electronic space computer could provide in the 1960s.

Although the Globus is an amazing piece of mechanical computation, its functionality is limited. Its parameters must be manually configured: the spacecraft's starting position, the orbital speed, the light/shadow regions, and the landing angle. It doesn't take any external guidance inputs, such as an IMU (inertial measurement unit), so it's not particularly accurate. Finally, it only supports a circular orbit at a fixed angle. While the more modern digital display lacks the physical charm of a rotating globe, the digital solution provides much more capability.

I plan to continue reverse-engineering the Globus and hope to get it operational, so follow me on Twitter @kenshirriff or RSS for updates. I've also started experimenting with Mastodon recently as @oldbytes.space@kenshirriff. Many thanks to Marcel for providing the Globus. Thanks to Stack Overflow for orbit information and my Twitter followers for translation assistance.

I should give a disclaimer that I am still reverse-engineering the Globus, so what I described is subject to change. Also, I don't read Russian, so any errors are the fault of Google Translate. :-)

With the case removed, the complex internals of the Globus are visible.

Notes and references

1. In Russian, the name for the device is "Индикатор Навигационный Космический" abbreviated as ИНК (INK). This translates to "space navigation indicator." The name Globus (Глобус) seems to be a nickname, and I suspect it's more commonly used in English than Russian. ↩

2. To see how the angle between the poles and the globe's rotation results in the desired orbital inclination, consider two limit cases. First, suppose the angle between is 90°. In this case, the globe is "straight" with the equator horizontal. Rotating the globe along the horizontal axis, flipping the poles end-over-end, will cause the crosshair to trace a polar orbit, giving the expected inclination of 90°. On the other hand, suppose the angle is 0°. In this case, the globe is "sideways" with the equator vertical. Rotating the globe will cause the crosshair to remain over the equator, corresponding to an equatorial orbit with 0° inclination. ↩

3. A detailed description of Globus in Russian is in this document, in Section 5. ↩↩↩↩↩

4. Or conversely, the altitude varies according to the speed. ↩

5. Note that panel control adjusts the period of the orbit, while the implementation adjusts the speed of the orbit. These are reciprocals, so linear changes in the period result in hyperbolic changes in the speed. The mechanism, however, changes the speed linearly, which seems like it wouldn't work. However, since the period is large relative to the change in the period, this linear approximation works and the error is small, about 1%. It's possible that the cone has a nonlinear shape to correct this, but I couldn't detect any nonlinearity in photographs. ↩

6. The latitude is given by arcsin(sin i * sin (2πt/T)), while the longitude is given by λ = arctan (cos i * tan(2πt/T)) + Ωt + λ₀, where t is the spaceship's flight time starting at the equator, i is the angle of inclination (51.8°), T is the orbital period, Ω is the angular velocity of the Earth's rotation, and λ₀ is the longitude of the ascending node.3

   The formula for latitude is simpler than longitude because the latitude repeats every orbit. The longitude, however, continually changes as the Earth rotates under the spacecraft. ↩

7. The back of the Globus has a 32-pin connector, a standard RS32TV Soviet military design. The case also has some dents visible; the dents were much larger before CuriousMarc smoothed them out.

   

   The back of the Globus.

    ↩↩

8. The NASA tracking sites marked with dots are CYI (Grand Canary Island), ACN (Ascension), MAD (Madrid, Spain), TAN (Tananarive, Madagascar), GWM (Guam), ORR (Orroral, Australia), HAW (Hawaii), GDS (Goldstone, California), MIL (Merritt Island, Florida), QUI (Quito, Ecuador), AGO (Santiago, Chile), BDA (Bermuda), NFL (Newfoundland, Canada), and VAN (Vanguard tracking ship). Most of these sites were part of the Spacecraft Tracking and Data Network. The numbers 1-7 are apparently USSR communication sites, although I'm puzzled by 8 in Nova Scotia and 9 in Honduras. ↩

9. Details on the earlier Globus IMP are at this site, including a discussion of the four different versions IMP-1 through IMP-4. Wikipedia also has information. ↩↩