Shuttle Preparing For Final Destinations:

While America’s perhaps best-known rodent meteorologist Punxsutawney Phil was forecasting an extended winter, Atlantis was moved into VAB High Bay 4 in Springtime warmth in a movie-like repeat of the previous day’s work. 

This orbiter shuffle was the second in a possible series of “double-moves” to get each of the famous spaceships ready for transport to their display sites in the coming months.

Orbiters Discovery and Endeavour traded places back in August, Atlantis and Endeavour switched positions this week, and the next potential double-move could be sometime next month, which would signify completion of Transition and Retirement (T&R) work on Discovery at Kennedy and her readiness to be ferried to Washington, D.C. in mid-April.

Atlantis will eventually take Discovery’s place in Orbiter Processing Facility (OPF) Bay 1, but the exact timing and route of the moves will depend on when Discovery is ready to ferry.  For now, work to begin removing Main Propulsion System (MPS) hardware from Atlantis for preservation for possible Space Launch System use is slated to start in High Bay 4.

Meanwhile, T&R work has resumed on Endeavour in OPF Bay 2 to get her ready for her planned ferry flight to Los Angeles now planned for the Fall. 

Bart Pannullo, NASA Vehicle Manager for Space Shuttle Transition and Retirement processing, spoke with media in attendance on Wednesday for Endeavour’s move back to the OPF; when asked about upcoming processing milestones, he noted that Endeavour’s decommissioned reaction control system (RCS) hardware was on the way back to KSC. 

“They’ve actually completed processing and they’re in transport right now and they’ll be delivered to Kennedy Space Center on Monday,” Panullo said, referring to the ship-set of Orbital Maneuvering System (OMS) and Forward Reaction Control System (FRCS) pods that were decommissioned out at a facility in White Sands, New Mexico. 

Depending on the progress of processing work in the near-term, Panullo said that Endeavour’s gutted FRCS module could be re-installed next week.  He also noted that contract negotiations are still ongoing for shipment of Atlantis’s RCS hardware to White Sands for decommissioning work. 

Discovery’s RCS hardware has already been re-attached, but when her OMS pods were reinstalled, they were noticeably missing OMS engine nozzles – although the pods were also missing most of their seldom-seen internal hardware. “Because some of the nozzles aren’t safe for ferry flight, they’re going to be installed at the display sites, post-ferry,” Panullo explained. 

With the second orbiter double-move underway and the possibility of another one, NSF also asked Panullo about what might happen with Endeavour between when she is “ready to ferry” and her actual ferry flight.  “Endeavour is going to be processing pretty much up until the point it’s ready to leave,” he said. 

“Now that’s where it’s different with 103 [Discovery]; 103 we’re actually going to finish up processing in the middle of March and move it to the VAB for storage and then it’ll sit there until it goes directly out to the MDD, the Mate-Demate Device, and that will happen in mid-April.”

Although the target date for Discovery’s ferry remains April 17, the exact plans and timing for where Discovery might be stored before her ferry flight seem to remain in flux.

While observing work to secure Atlantis in High Bay 4 on Thursday after her move, the media group there for the photo opportunity heard a few possibilities; the ones we heard seemed to depend on when Discovery’s T&R work is completed and she is ready to ferry.  The earlier work is complete, the more moving around – such as just seen with Atlantis – might need to be done. 

If T&R work finishes much closer to the planned April 17th departure date from KSC, then there might not be much moving around. 

Noting another factor, on Wednesday Pannullo said “there are some other things going on with facilities,” that might play into the temporary storage locations for Discovery before ferry.  No final decisions have been made yet. 

Click here for T&R Articles: http://www.nasaspaceflight.com/tag/T&R/

The actual takeoff dates and ferry stops for Discovery and Endeavour will be subject to weather conditions, similar to the past.  When asked whether there might be any changes in the weather rules, Panullo said he was unaware of any.

In addition to work going with the orbiter vehicles at KSC, the media group also observed ferry flight hardware for Enterprise getting ready for shipment.  The Approach and Landing Test Article OMS pods (or ‘ALTA pods’) were originally built for Enterprise and were used in 1977 during Approach and Landing Tests at Dryden Flight Research Center and Edwards Air Force Base in California. 

The ALTA pods were subsequently used to ferry all the Shuttle orbiter vehicles at one time or another throughout Shuttle Program operations when the OMS flight hardware was either under construction at the final assembly plant in Palmdale, California, or in maintenance at KSC. 

Both ALTA pods were seen on Thursday attached to their transportation trailers in the VAB, sitting next to their lifting equipment.  One of pods was used in a practice fit check on Endeavour last year while she was in High Bay 4. 

The ALTA pods should soon be shipped to Washington for installation (expected to be permanent) on Enterprise.  Enterprise will be ferried out of Washington to New York City shortly after Discovery arrives in April. 

To read about the orbiters -  from birth, processing, every single mission, through to retirement, click here for the links:
http://forum.nasaspaceflight.com/index.php?topic=25837.0

(Images: Via NASA and L2 content – And special photography provided by Philip Sloss, NASASpaceflight.com and Larry Sullivan, MaxQ/NASASpaceflight.com – many thousands of super hi-res image stock available on L2′s new Photo Section)

(L2 and NSF are continuing to follow the orbiters through their transitional period. To join L2, click here: http://www.nasaspaceflight.com/l2/)

Related posts:

1. STS-125 launch target moves to February 17 – crucial week for Hubble STS-125 has been given a new “work-to” launch date of...
2. Dual flow ballet for Endeavour and Atlantis – De-stack debate Preliminary milestone schedules have been created for the complex dual...

Endeavour back home in OPF-2; final KSC work begins on the baby orbiter:

Since being relegated to VAB (Vehicle Assembly Building) HB-4 (High Bay 4) in August 2011 to allow sister Discovery access to OPF-1 to complete her retirement and decommissioning flow, Space Shuttle orbiter Endeavour has sat in the VAB to be viewed by spectators and visitors to the Kennedy Space Center – a role she will soon adopt full-time later this year.

After nearly six months in the VAB – a stay in storage longer then numerous of her OPF processing flows for her 25 flights – Endeavour’s engineers flocked to her side this morning for final preparations for her move back to her home in OPF-2.

With Endeavour (OV-105) safely cocooned inside the protective and processing structures of OPF-2, final decommission work will now proceed on the baby of NASA’s Shuttle fleet.

Serving her country and the world space community proud for just one-fourth of her total design life, Endeavour will now spend the next six months (at least) inside OPF-2 – the OPF that became her very own processing facility in 2003, following the tragic loss of her sister Columbia (OV-102) and her valiant international crew of seven men and women – the 9 year anniversary of which we remember today.

After vacating OPF-2 on 28 February 2011 for mating with her ET and SRB stack for her final voyage, Endeavour was taken into OPF-1 on 1 June 2011, following her successful return from the STS-134 mission.

In OPF-1, Endeavour was quickly deserviced from STS-134 flight status before being taken into full-up decommissioning operations – which saw her lose her three SSMEs (Space Shuttle Main Engines), OMS pods, FRCS (Forward Reaction Control System) pod, SRMS (Shuttle Remote Manipulator System) arm, and numerous pieces of internal equipment.

Stripped down and exposed, Endeavour was rolled out of OPF-1 on 11 August 2011 to make room for sister Discovery.

Since then, Endeavour has been stored in the VAB, with no work being performed on her during her stay in the VAB.

Following the removal of Space Shuttle orbiter Atlantis (OV-104) from OPF-2 on Friday, 20 January 2012 to make room for Endeavour, technicians in Endeavour’s home OPF have been busy performing Open Bay Work – scheduled maintenance and upkeep work on the OPF-2 systems that cannot be undertaken with a Shuttle orbiter present in the bay.

With that standard Open Bay Work complete, Endeavour will now take center stage in the OPF as technicians complete all open work for her eventual centerpiece display at the California Science Center in Los Angeles, California.

In addition to the installation of three Replica Shuttle Main Engines (RSMEs) into her aft, Endeavour will also receive her now-cosmetic-only OMS Pods and FRCS pod before having portions of her MPS (Main Propulsion System) removed for the SLS rocket and related program.

Significant work will also be conducted in the space underneath her Payload Bay as final efforts to completely safe Endeavour for public display are carried out.

Endeavour, however, will not receive her SRMS arm back. That arm, which enabled many of her accomplishments throughout her life, will be given to a Canadian museum – still to be determined – in acknowledgement of and thanks for Canada’s support for the Shuttle Program since its conception in the 1970s.

Like Discovery before her, Endeavour’s payload bay doors will then be closed for the final time and power cut to historic vehicle for the final time.

With power already terminated to former fleet leader Discovery and middle child Atlantis, Endeavour – despite having flown the penultimate flight of the Shuttle Program – will be the final surviving Shuttle orbiter once hooked back up to OPF power this week.

The most recent information indicates the Endeavour will be powered through mid-March, though with all T&R (Transition and Retirement) flow schedules in flux and under a certain degree of pressure to be finished quickly, it’s possible Endeavour could be powered down for the final time earlier than mid-March.

Click here for T&R Articles: http://www.nasaspaceflight.com/tag/T&R/

After this milestone is passed, she will then be fitted with a tailcone assembly to prepare her for her ferry flight across the country to the CSC.

While timelines are currently in flux because of the added work of having to remove MPS components from all three orbiters – work that has not yet begun on Endeavour or her sister Atlantis, KSC Orbiter T&R Manager Stephanie Stilson revealed in an interview with NASASpaceflight.com’s Philip Sloss that KSC is currently targeting a mid-September, 2012 ferry flight for Endeavour, as much as this has since slipped to the October timeframe.

The double switch - Atlantis to take Endeavour place in VAB HB4:

With Endeavour safely in her OPF, Shuttle orbiter Atlantis (OV-104) has now taken up residence in VAB HB4, which involved her being wheeled out of the VAB transfer aisle and around the side of the building to the HB4 entrance – a move which was delayed until next week, before being pushed back up to Thursday and completed in the afternoon.

This now become Atlantis’s temporary home for February and most of March while her big sister Discovery completes her final KSC processing milestones in OPF-1.

However, Atlantis’s stay in the VAB will not be as solitary as Endeavour’s proved.

Unlike Endeavour, which saw now work performed on her during her VAB vacation, Atlantis will undergo the beginnings of her MPS tear down and removal while in the VAB.

While timelines are not solidified yet based on ongoing MPS tear down and removal work on Discovery in OPF-1, Atlantis is expected to remain in VAB HB4 until mid- to late-March 2012.

At this time, once all work is terminated on Discovery, the veteran flyer will be removed from OPF-1 and rolled over to the VAB for her last few weeks at her Kennedy home – a place she has called home since 1983.

After OPF-1 is vacated, Atlantis will be wheeled into the processing facility for her final T&R work.

In mid-April, Discovery will be rolled on her wheels from the VAB, past her two sisters, and out to Shuttle Landing Facility where she will be picked up by the Mate-Demate Device and her wheels retracted up into her belly.

Discovery will then be mated to the Shuttle Carrier Aircraft and flown up the eastern seaboard of the United States to Washington, D.C. and the Smithsonian’s National Air and Space Museum on April 17, 2012 – 31 years 5 days after Columbia roared off Launch Pad 39A to begin this historic program.

To read about the orbiters -  from birth, processing, every single mission, through to retirement, click here for the links:
http://forum.nasaspaceflight.com/index.php?topic=25837.0

(Images: Via NASA and L2 content – And special photography provided by Philip Sloss, NASASpaceflight.com and Larry Sullivan, MaxQ/NASASpaceflight.com – many thousands of super hi-res image stock available on L2′s new Photo Section)

(L2 and NSF are continuing to follow the orbiters through their transitional period. To join L2, click here: http://www.nasaspaceflight.com/l2/)

Related posts:

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NASA’s Remembrance:

This time of year serves to remind the human race that there is nothing routine about space flight, with three tragic anniversaries – Apollo 1, Challenger, and Columbia – all falling within five calendar days of each other early into each new year.

While the accidents, their causes, and the drive to mitigate repeat disasters are all well documented, the reminder – marked by NASA’s Day of Remembrance on the last Thursday of each January – serves to remind the current space program workforce that they have a job to do: to ensure no more names are added to the list of the fallen astronaut heroes.

KSC Director Bob Cabana knows what it’s like to put his life on the line for a mission into space. The retired USMC Colonel flew on four Space Shuttle missions and personally knew some of the lost heroes. He also was in charge of the spaceport that witnessed the final launches of the three surviving orbiters, each of which returned their crews home safely.

“Each year as I pause on our Day of Remembrance to honor those who made the ultimate sacrifice in our quest to explore space, I dedicate myself to ensuring that I do my very best to help prevent the loss of another life, whether as a crew member or in the line of duty supporting America’s space program,” noted Director Cabana in an address to the workforce.

“The business we are in is very demanding and terribly unforgiving of any mistakes we make.

“After laying the wreath, I took time to read the names on the mirror. They were some of my closest friends. They trusted us to do our best to protect them and keep them safe; they left loved ones behind who will always have an empty space that they once filled.”

KSC is currently transitioning to launch humans into space once again. As much as the new vehicles – ranging from commercial spaceships to NASA’s Orion capsule via the Space Launch System (SLS) - will be deemed “safer” than the Space Shuttle, it is unlikely the word “safe” will be taken for granted for decades to come, at least not when it involves sending crews uphill, riding on top of an explosion.

While the reminders this time of year are painful, the lessons from the three major disasters serve as motivation to ensure no more mistakes, to bring each crew back home safely and avoid another disaster which may result in the end of NASA in this risk adverse era.

“As we transition to a new future of commercial space operations and exploration beyond Earth, we cannot forget the lessons of our past,” added Director Cabana.

“They must be captured and passed on to ensure we do not repeat the same mistakes; that we do not take for granted our ability to launch humans into orbit; that just because we escaped harm in the past, it is no justification for success in the future; and that we have no hesitancy to share our concerns with anyone above or below us in the chain of command when it comes to the processing of critical space hardware that impacts the lives of our crew members, coworkers, and ourselves.

“We do amazing things at KSC, and we will continue to excel in the future because we have a culture of trust and integrity that binds us together. Let’s not lose that. Let’s not add any more names to the mirror. Let’s continue to do our best to ensure the health and safety of our crews and everyone else who works here at KSC.

“Thank you for your dedication to NASA, to KSC, and to human space exploration.”

Columbia’s loss remains the freshest in our minds. The beloved flagship which pioneered the Space Shuttle Program earned high praise from veteran commander John Young for her debut mission in 1981 and again from her inaugural pilot Bob Crippen who delivered a highly emotional tribute to Columbia during STS-107′s memorial speech – an amazing human tribute to a machine, one which is unlikely to be surpassed.
 
To vast amounts of people, both those who worked with the orbiters and those which followed their missions, the orbiters were living machines, almost differently sentient via their own personalities and quirks driven by a willingness to fight against the laws of physics to protect their crews.

Columbia had won that battle 27 times previous, before being mortally wounded during STS-107′s launch – a wound that sealed her fate during reentry 16 days later. Despite the gaping wound in her left wing, Columbia fought to the last during those final moments nine years ago today, as recognized by one of her engineers.
 
“Columbia’s lasting memorial in my eyes was her bravery that often gets over-looked,” noted one United Space Alliance engineer assigned to Columbia and who asked not to be named. “It was like she knew. I know that may sound strange – given she’s a machine, but I can’t – no matter how many times I look at the data – work out how she stayed mainly in one piece for so long, with her left wing terribly mis-shaped.
 
“Even with what we believe was – and I pray – an unconscious crew, and with her structure collapsing all around her, she still made multiple RCS (Reaction Control System) firings and rudder movements, fighting all the way to try and correct the drag. She should have been pulled over before she finally broke up, but she fought back, again and again.
 
“When I first got to see the data, I cried my eyes out. She was so brave to the end – I’m so proud of her and I’ll never forget her.”

Nine years later, Columbia continues to remind KSC’s current workforce of the need to work toward ensuring their future vehicles are in the best possible state for successfully launching and returning crews. Her remains continue to be held in a special room inside the very Vehicle Assembly Building (VAB) she and her surviving sisters were processed in for their missions.

However, Columbia’s AND Challenger’s spirits remain in space – and while it may take a stretch of the imagination, their memories were honored as they watched over each one of their three sisters as Discovery, Endeavour, and Atlantis each enjoyed their victory laps around the planet one final time before descending into the atmosphere to conclude their service lives with a successful reentry and landing.

Sadly, the future which Columbia strived to create is currently less than desirable. As the U.S. Space Agency struggles to find a proper sense of direction, the future of NASA and humanity’s crewed exploration of space remains locked in PowerPoints and developmental contracts.

While political bickering continues over how to budget the future, its impact on the relatively small percentage of funding for what remains an admired space program threatens to disrespect the very heroes honored at this time of year.

Such frustrations were brilliantly captured in an article written by former SSP manager Wayne Hale.

“Do you think that they (the fallen astronauts) would be proud of their country which can no longer send humans into space? Do you think they would be proud of their space agency which has no coherent plan to continue with exploration?” Mr. Hale wrote in on his site.

“Do you think that they would be proud of their government which has fallen into bickering so badly that even the half of 1 percent of the federal budget that used to enable the future has been significantly reduced?  Or do you think that they would be proud of a commercial sector that is long on PR and short on delivering new commercial spacecraft?”
 
A proud nation such as the United States needs to honor its heroes and provide the inspiration of the next generation to step up to the plate to become part of the legacy and push forward humanity’s future in space.

*Discuss this article here*

To read about the orbiters -  from birth, processing, every single mission, through to retirement, click here for the links:
http://forum.nasaspaceflight.com/index.php?topic=25837.0

(Images: NASA, L2, Associated Press).

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MPS to SLS:

The MPS relates to the powerhouse in the aft compartment of the vehicle, aiding the acceleration from lift-off of an orbiter to Main Engine Cutoff (MECO) – the phase of ascent referred to as “powered flight”. As such, the Integrated MPS consists of the three RS-25Ds, the External Tank (ET), a propellant management system used to transport fuel and oxidizer from the tank to the engines, and a multi-purpose helium system.

For the Heavy Lift Launch Vehicle (HLV) – currently named the SLS - a large section of the External Tank design will be translated into the core stage, becoming part of the in-line rocket. All of this heritage is being fed directly from the Space Shuttle Program (SSP) into the SLS program.

The SLS will utilize between three and five RS-25s, initially those which have flown with the Shuttle – known as RS-25Ds. Once the 15 engines – which are currently enroute to Stennis Space Center (SSC) – have been used, SLS will begin using RS-25Es – an expendable version of the super-reliable Pratt and Whitney Rocketdyne (PWR) system.

As revealed by this site, the all-powerful Program Requirements Control Board (PRCB) concurred with the SLS program’s wish of using the hardware from the orbiter’s MPS, which will provide several benefits, from a flight-proven standpoint, through to saving money for the test phase of the HLV’s development.

“There has been a request to removed the entire MPS (Main Propulsion System) from the orbiters for SLS (Space Launch System),” noted PRCB and KSC Processing notes at the time (L2 Link to MPS-SLS presentations).

“Potential Cost and Schedule mitigation option for SLS. MPS component development can pace the overall core stage schedule. Retaining and utilizing SSP MPS hardware can have large initial cost savings.

“Beyond the existing Transition & Retirement (T&R) plan: Acquire high value items from the Orbiters, LRU (Line Replacement Unit) spares, GSE, Tooling and Documentation. SLS is needing hardware to support a test program and first two flights. Core Stage Option Utilizing Shuttle MPS. RS25 Engines. MPS. TVC (Thrust Vector Control) and Avionics.”

The Orbiter MPS includes major hardware items such as the Propellant Management System (PMS). The MPS PMS consists of manifolds, distribution lines, and valves that transport propellants from the tanks to the three main engines for combustion, and gases from the engines to the tank for pressurization purposes.

In addition to its primary function of feeding propellants from the External Tank to the engines during powered flight, the PMS also controls the loading of propellants before launch, the post-MECO propellant dump and vacuum inerting.

The removal of this hardware inside the aft compartments of the orbiters involves disconnecting major hardware – such as the Propellant Feedline Manifolds, which consists of 17-inch and 12-inch piping – through the three spaces left vacant by the removed SSMEs and access doors on the side of the aft.

This work has now begun on Discovery, as confirmed by Orbiter Flow manager Stephanie Stilson during an interview with NASASpaceflight.com’s Philip Sloss, during Atlantis’ move from OPF-2 to the Vehicle Assembly Building (VAB).

“I don’t like seeing her in pieces, because that is not how I envisioned her to be,” opened Ms Stilson, as Atlantis was pushed out of OPF-2 with all her propulsive elements missing. “But it’s all part of the process.”

That process – known as Transition and Retirement (T&R) – is mainly focused on preparing the orbiters for their retirement homes. However, as confirmed by Ms Stilson, even Atlantis’ vacation in the VAB will include the opening work on removing parts of Atlantis’ MPS, a process which has since begun on Discovery.

“We have started (removing MPS hardware) from Discovery just recently, but that is one of the major tasks we’ll be doing inside the Vehicle Assembly Building with Atlantis, which is pulling those major components out of the aft.”

Items being removed include the feedlines – vacuum jacketed for H2, insulated for O2 – Fill and Drain (F&D) lines, recirculation lines (H2), and gaseous H2 and O2 lines – which are used to maintain pressure in the ET – via more well known items of hardware such as the Flow Control Valves (FCVs).

The FCVs were highlighted during an investigation into a small liberation from one of the valve’s poppet’s during STS-126.

Mitigation procedures – which included screening of flown valves post-flight at the fabricator Vacco – resulted in no further issues.

Click here for numerous NASASpaceflight.com articles on the FCV issue since STS-126.

These are all natural elements of hardware which would provide both the SLS core and the SLS engines with the role they had previously enjoyed with the orbiter, such as the FCV-related Ullage Pressure System (UPS) – which deals with the volume in the LH2 and LO2 tanks not occupied by liquid propellant.

The ullage pressure system consists of the sensors, lines, and valves that are used to collect gaseous propellants (gaseous hydrogen and gaseous oxygen) from the three main engines; the system supplies the gaseous propellants to the External Tank to maintain propellant tank pressure during engine operation, as well as maintaining tank structural integrity.

Propellants must be supplied to the SSME with adequate head pressure for proper engine operation.

Also being removed is the MPS helium system, which consists of storage tanks, distribution lines, regulators, and valves that supply helium to the main engines and the MPS PMS.

The helium supply tanks consist of three large (17.3-cubic-foot) and seven small (4.7-cubic-foot) helium tanks known as Composite Overwrap Pressure Vessels (COPV).

Each large tank is plumbed to two of the small tanks to form three clusters. Each cluster provides helium to one of the main engines. The remaining small tank is the pneumatic helium supply.

Part of the removal process was based on plans created in the event Atlantis and Endeavour had continued flying – as much as these plans were prior to the recent private investment-driven effort – with Discovery retiring to become a parts donor to her younger sisters.

Discovery was already certain of retirement after STS-133, given she was due for her lengthy Orbiter Modification Down Period (OMDP), something which wouldn’t of been viable without her looking forward to numerous follow-on missions.

A large amount of evaluation – along with a high level of protection – will be provided on all MPS hardware being removed, which had previously been specific to Atlantis and Endeavour, but now sees – as initially hoped – all three orbiters are officially donating to the SLS program.

The removed hardware, which will mainly be taken out of the orbiter via side access hatches on the aft of the vehicles, will be treated as flight hardware, and carefully handled and stored as a result.

“All SLS-hardware is to be maintained ‘flight like’. The term ‘flight like’ is defined as follows: Parts will be maintained visibly clean, appropriately handled/transported, and maintained in good working condition. Part cleanliness shall be maintained using best shop practices: Cleanliness will be maintained via work in an environmentally controlled atmosphere,” added PRCB documentation.

This relates both work in the OPF – requiring the maintaining of purges as appropriate, using double clean bags/tape/caps/plugs to secure open ports/lines, and undertaking a best effort to maintain an acceptable level of cleanliness using field expedient techniques if work is to be performed in an uncontrolled environment, such as the Vehicle Assembly Building (VAB), where Atlantis will have the opening work performed on her.

All of the removed MPS hardware is being placed into storage at the Assembly & Refurbishment Facility (ARF) – which also includes the large GSE (Ground Support Equipment) used on the orbiter MPS – currently located in the NSLD (NASA Shuttle Logistics Depot) at KSC.

The ARF is under the control of the Marshall Space Flight Center (MSFC), while some hardware will also take up residency at KSC’s Logistics Warehouse.

“Remove high value MPS, TVC and Avionics hardware from the aft compartment of orbiters prior to sending them to museums. Package, transport and store the hardware in the Assembly Refurbishment Facility. Floorspace is available to store hardware in an environmentally controlled area,” the PRCB overview continued.

While the opening SLS missions will launch with RS-25D which had previously flow with the orbiters, it has not yet been decided if SLS will launch with new – albeit very similar – MPS components.

Documentation shows interest in launching SLS-1 and SLS-2 – both set for missions to the Moon – with orbiter MPS hardware. However. sources note a lot of the hardware will be used by the test program, which will utilize hardware on the ground.

However, with all three orbiters donating, there remains the possibility that SLS will make its debut launch not only with RS-25Ds that had previously powered an orbiter safely uphill, but also with part of an orbiter’s guts, which served the vehicles so well during their careers.

Images: Via L2 content, driven by L2′s fast exapanding SLS specific L2 section, which includes, presentations, videos, graphics and internal updates on the SLS and HLV, available on no other site. Other images via Philip Sloss, NASASpaceflight.com and NASA.)

(L2 is – as it has been for the past several years – providing full, exclusive SLS coverage, available no where else on the internet. To join L2, click here: http://www.nasaspaceflight.com/l2/)

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Heartbreak And Honor:

It was only last summer when Atlantis was busy in space, doing what she does best, on a mission that was being conducted by an orbiter which hadn’t even reached the half way point of her service life.

Rather than looking forward to her next mission, Atlantis had to endure numerous speeches – and on occasion the crocodile tears of those who pushed for the program’s end – citing the “bright” future for NASA, despite her successful landing being marked more noticeably by the thousands of pink slips that were handed out to the workforce that helped enable her safe return.

Atlantis’ mission even missed out on the regular report card of the In Flight Anomaly (IFA) review (L2 Link to all IFA presentations from recent missions) - a key component for a follow-on, as NASA opted to ensure a line was drawn under the Space Shuttle Program (SSP), visibly seen on at least two occasions by the sight of shuttle documentation literally being thrown into trash bins near the Launch Control Center (LCC).

At the same time, a team was working towards a reprieve for Atlantis and her younger sister Endeavour, as efforts were made to take control of the orbiter’s fate via a privately funded deal – as reported by this site – before that effort failed due to the amount of “re-purposing” work that had already taken place for the Space Launch System (SLS).

One former United Space Alliance (USA) engineer sarcastically noted that if some NASA leaders put the same amount of effort into advancing SLS’ progress, as they did to kill the Space Shuttle Program, “we’ll be on Mars before you know it.”

To most people, the retirement of the Shuttle was sealed via the loss of the flagship Columbia during STS-107. It is also claimed that any real viable reversal of the retirement decision – made during the now-defunct Vision for Space Exploration (VSE) – required full political and agency level support around three years before STS-135, due to the phased shutdown of critical contractor bases.

Thankfully, the main enduring memory will be how the Space Shuttle Program (SSP) covered itself in glory since Return To Flight, not only successfully completing the final role for the fleet – as seen via the completion of the giant space station which continues to fly over our heads – but also via a run of amazingly flawless missions, conducted by what was a hugely complex – and indeed risky – spaceship by design.

Taming the orbiters for their swansong missions – and returning each ship and their crews home safe – not only honored Columbia and her fallen crew, but also provided a wealth of experience and knowledge, all of which is being handed down to the follow on programs, both NASA and commercial, with a priority on crew safety.

Soon the public will be able to honor the three remaining orbiters in person, with Discovery, Endeavour and Atlantis all moving through their Transition and Retirement (T&R) operations.

Discovery has made the most progress, as was expected, now sporting the Replica Shuttle Main Engines (RSMEs) – given all flight SSMEs have since transitioned to the SLS program – while the tailcone has been installed around her aft, a required piece of hardware to allow for her final journey to Dulles Airport on top of the Shuttle Carrier Aircraft (SCA).

She will be rolled to the Shuttle Landing Facility (SLF) where she will be mated on top of the SCA in the coming months, with a final flight transiting her to the retirement destination of the world famous Smithsonian. She will also spend a short period greeting Enterprise on the runway, ahead of her trip to New York City.

Atlantis is yet to receive her RSMEs, and with missing Orbital Manuevering Pods (OMS) and Forward and Aft Reaction Control System (RCS) hardware, she did look less glamorous than usual during her roll to the VAB , where – upon arrival – she was greeted by Endeavour taking a peek at her older sister through a gap in the Transfer Aisle.

However, she wouldn’t of been aware of her shoddy appearance, following her final powerdown in late December of last year. The powerdown marked the end of her 26 year service to the United States and the world.

With Endeavour set to fly to the West Coast for her retirement, Atlantis at least gets to stay at her home port, taking center stage at a new facility which began ground breaking this week.

The retirement home will be hosted at the Kennedy Space Center Visitor Complex, with construction starting on a new 65,000-square-foot exhibit at the complex’s Space Shuttle Plaza.

“It is an honor to create the home for space shuttle Atlantis and to work with NASA to tell its story to the world,” said Jeremy Jacobs, chairman and chief executive officer of Delaware North Companies, which operates the visitor complex for NASA.

STS-135 commander Chris Ferguson was at the ground breaking, again showing his loyalty to the orbiter he brought home safe last year. The commander believes the public access to his ship will inspire future generations to step in his footsteps as an astronaut.

“It’s very fortunate we can celebrate this milestone, fortunate we had the foresight and the resources to preserve Atlantis to serve as a reminder of the limitless potential of the citizens of the United States of America, and inspire those who will come after us,” said Commander Ferguson.

“This coming Saturday does mark six months since the final landing of Atlantis out here, about three miles behind me,” said Ferguson.

“With that final landing, the shuttle program came to a conclusion after 30 years of discovery and exploration. At times we had to lick our wounds, at times there were joyous moments, but by the grace of God we concluded the program just the way we wanted to, very safely.”

However, the most apt words – at least from Atlantis’ standpoint – came from Janet Petro, deputy director of Kennedy Space Center, mirroring the affection shown towards the orbiters from the teams which often noted how the vehicles were like family members.

“For 30 years, the orbiters have been a part of our family. We’ve cared for them, we’ve protected them, and we’ve watched them soar. We’ve marveled at the similarities between them, and the differences that only ‘family’ could identify.

“Atlantis’ new home is beautifully designed to showcase her as the true engineering marvel that she is.”

To read about Atlantis from birth through to retirement, click here for the links:
http://forum.nasaspaceflight.com/index.php?topic=25785.0

Please note: Clickable links with (L2) references point directly to cited L2 content. Such content is only available to L2 members (please ensure you are logged in). All other clickable links point to NSF articles and open content.

(Images: Via NASA and L2 content.)

(L2 and NSF are continuing to follow the orbiters through their transitional period. To join L2, click here: http://www.nasaspaceflight.com/l2/)

Related posts:

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SSMEs Shipping Out:

The change of home from the Kennedy Space Center (KSC) to NASA’s Stennis Space Center (SSC) in south Mississippi is a natural transition for the 15 engines, not least because the SSMEs underwent testing at Stennis ahead of their flight roles with the orbiters.

However, it’s their future role of becoming part of the SLS test program which has breathed new life into the famous engines, some of which will actually gain the honor of going out in style, launching one last time with the SLS during the first few missions.

Their transition from KSC will take place one engine at a time, as they travel to Mississippi by truck. Once at SSC, the SSMEs will join SLS’ Upper Stage J-2X engine – which is being tested at the facility – allowing for all SLS engine assets to be in one location, leveraging the existing knowledge base, skills, infrastructure and personnel.

“The relocation of RS-25D engine assets represents a significant cost savings to the SLS Program by consolidating SLS engine assembly and test operations at a single facility,” said William Gerstenmaier, NASA’s associate administrator for Human Exploration and Operations Mission Directorate.

The relocation also frees up the Space Shuttle Main Engine Processing Facility at KSC, which became part of a commercial deal with Boeing – in collaboration with NASA and Space Florida – to being exclusively occupied  by the company, along with Orbiter Processing Facility 3 (OPF-3) and the Processing Control Center, as they ramp up operations for their CST-100 spacecraft.

“This enables the sharing of personnel, resources and practices across all engine projects, allows flexibility and responsiveness to the SLS program, and it is more affordable,” said Johnny Heflin, RS-25D core stage engine lead in the SLS Liquid Engines Office at Marshall.

“It also frees up the space, allowing Kennedy to move forward relative to commercial customers.”

SSME: End Of A Shuttle Era:

The RS-25s have an amazing flight record with the Space Shuttle – with only one engine suffering a problem during the entire 30 years of the program.

*To read about all three orbiters - from birth, processing, every single mission, through to retirement - click here for the links:
http://forum.nasaspaceflight.com/index.php?topic=25837.0*

That single issue occurred during STS-51F with Challenger, when one of two high pressure fuel turbopump turbine discharge temperature sensors for SSME-1 failed, leaving only one sensor active on the engine. Two minutes 12 seconds later, at Mission Elapsed Time 5mins 43secs, the second sensor failed, triggering the immediate shutdown of SSME-1.

The shutdown of SSME-1 significantly lowered the thrust profile for Challenger and triggered the only in-flight abort in Shuttle Program history: an Abort To Orbit (ATO) which allowed Challenger and her seven-member crew to reach a lower-than-planned but safe and stable orbit.

Nonetheless, before Challenger could complete her prolonged ascent (nearly 9mins 45secs in duration due to the lost thrust from SSME-1), an identical high pressure turbopump temperature sensor failure occurred in SSME-2.

Booster Systems Engineer Jenny M. Howard in Mission Control Houston acted immediately, instructing the crew to inhibit any further automatic SSME shutdowns based on readings from the remaining sensors. This quick action prevented the loss of another engine and a possible abort scenario far more risky or far worse than the already in-progress ATO.

When Challenger finally reached orbit, several aspects of the mission were retooled to account for the lower-than-planned orbital altitude.

Click here to read recent articles on the SSMEs: http://www.nasaspaceflight.com/tag/ssme/

As per the In Flight Anomaly (IFA) reports for the final three missions, all nine of the SSMEs performed admirably, as they assisted the orbiters for the ride uphill into orbit.

For STS-133, all three of Discovery’s SSMEs last flew with Atlantis during STS-129, although in different positions – after they required removing and re-installing in different positions, in order to allow a changeout of ME-1′s Low Pressure Oxidizer Turbo Pump (LPOTP) early in the flow.

Discovery flew with Main Engine 1 (ME-1) – serial number 2044, ME-2 – 2048 and ME-3 – 2058. All their related hardware was the same as that which flew with Atlantis, bar a couple of elements, such as a new nozzle for ME-1.

The only notable issue with the SSMEs occurred pre-launch, relating to a power issue with the redundant Main Engine Controller (MEC) on SSME 3.

The SSME controllers provides complete and continuous monitoring and control of engine operation. In addition, it performs maintenance and start preparation checks, and collects data for historical and maintenance purposes.

STS-133 Specific – Including ET Stringer Issue – Articles: http://www.nasaspaceflight.com/tag/sts-133/

The controller is an electronic package that contains five major sections; power supply section, input electronics section, output electronics sections, computer interface section, and digital computer unit.

Pressure, temperature, pump speed, flowrate, and position sensors supply the input signals. Output signals operate spark igniters, solenoid valves, and hydraulic actuators. The controller is dual redundant, which gives it normal, fail-operate, and fail-safe operational mode capability. The problem was specific to the redundant controller on ME-3.

Actions taken during troubleshooting included the installation of a breakout box and the testing of three single phase circuit breakers for SSMEC 3B on Panel L4. Although this inspection was limited by access, engineers pro-actively replaced all 18 SSMEC circuit breakers at the recommendation of management.

The problem soon became clear when CB 109 was inspected, with a clear observation of non-conductive debris on the hardware, a key candidate for the original problem seen with SSME 3′s redundant MEC.

After the troubleshooting was signed off at the Flight Readiness Review (FRR), all three engines – and controllers – performed without issue during ascent.

“Engine operation was nominal. ME-1 2044, ME-2 2048, ME-3 2058 – No SSME IFA Identified,” noted the STS-133 SSME IFA presentation (L2 Link to Presentation). “SSME observations are encompassed by previous flight and/or test experience and identified as no impact.

For STS-134, Endeavour’s ride into orbit was aided by a noisy trio that were no stranger to the aft of the youngest orbiter in the fleet, after pushing her uphill during STS-130.

The engines were installed for one final trip with Endeavour in the following positions on the orbiter: ME-1 – 2059, ME-2 – 2061, while 2057 was ME-3.

Only one item of interest made it into the FRR documentation for the SSMEs ahead of STS-134′s mission, referencing the incident when an ELSA (Life Support) bottle fell from the entrance level near the 50-2 door and hit Main Engine 2 (ME-2) during Vehicle Assembly Building (VAB) processing operations.

“STS-134 Endeavour ME 2 ELSA Bottle Damage Inspections: Issue: Possible handling damage to ME-2. Background: ELSA Bottle dropped from above ME-2 to heat shield adjacent to controller during VAB processing. Damage observed above and adjacent to engine,” noted the STS-134 SSME SSP FRR presentation (L2 Link to Presentation).

“Dent in Orbiter GN2 Line. Dent on edge of Heat Shield near ME-2 controller. Witness statements and damage indicate no engine impact. Assessment conducted around 4.5 Ft assuming possible engine contact.”

With this issue cleared, Endeavour launched on her final mission without incident and successfully completed her mission on June 1, 2011.

As what became a regular observation, the 14-15 IFA presentations per mission (all acquired by L2 –  link to presentation collection) reviewing the mission post flight included a very short SSME presentation, noting no anomalies (L2 Link to Presentation).

STS-134 Specific Articles: http://www.nasaspaceflight.com/tag/sts-134/

For STS-135, Atlantis’ engines were ME-1 – 2047, ME-2 – 2060 and ME-3 – 2045.

Again, the only incident of note came before the engines were fired up at launch, when IPR-49 (Interim Problem Report) noted a problem with the Main Fuel Valve (MFV) on SSME-3, spotted during a tanking test to check the integrity of the modified stringers on the stack’s External Tank (ET-138).

The MFV is a ball valve with a 2.5-inch tubular flow passage and is flange-mounted between the high pressure fuel duct and nozzle diffuser. The valve controls the flow of fuel from the HPFTP (High Pressure Fuel Turbopump) to the coolant circuits and preburners.

The issue – the observation of a leak – was also covered in depth via the STS-135 SSP Flight Readiness Review (FRR) presentation for the SSMEs (L2 Link to Presentation), which covered how the issue was spotted during the Tanking Test, as it breached the Launch Commit Criteria (LCC) limitations.

As a result, the issue would have scrubbed the launch day countdown, showing a bonus side-effect of finding the problem during the Tanking Test.

“Issue: STS-135, ME-3 (2045) Main Fuel Valve (MFV) skin temperatures indicated a MFV leak during the early stages of STS-135 tanking test. Temps violated minimum limit (LCC SSME-02). Tanking test continued with engines isolated from the fuel supply,” noted the FRR presentation.

The reference to the skin temperatures related to sensors mounted to the outside wall of the downstream duct of the MFV to detect leakage during chill. Low temperatures are indicative of a MFV leak. The LCC limits are based on the vast flight experience of the Shuttle Program.

The MFV was replaced out at the pad and put through a series of leak checks. While those passed, the real test came during launch day, when the system was put through the cryogenic environment of tanking. Again, the skilled KSC and SSME engineers were shown to have successfully fixed the problem, as Atlantis launched for the final time without issue.

STS-135 Specific Articles: http://www.nasaspaceflight.com/tag/sts-135/

Now these stalwart engines – which includes the spare flight set: ME-1 – 2052 ME-2 – 2051 and ME-3 – 2054 – plus three others, are departing KSC once again – this time by road.

SSME To SLS Core:

Their potential role with the SLS was noted during the final flights of the Shuttle, as the 2010 Authorization Act reversed the FY2011 budget proposal which would not have seen any involvement of the RS-25s.

With a Shuttle Derived (SD) version of the Heavy Lift Launch Vehicle (HLV) consistently winning during trade studies, which once again pointed at a configuration which used RS-25s as the preference, the Program Requirements Control Board (PRCB) took action to protect the engines.

While NASA’s “White House-aligned” leadership continued to avoid pressing forward with the confirmation of the SD HLV SLS configuration, the PRCB stepped in to “preserve the SSME flight engines for future Agency use” (L2 Link to Presentation)- adding to a previous action to slow down the Transition and Retirement (T&R) of the contractor ability to manufacture flight spares for the RS-25s.

The PRCB also provided the approval for the orbiters to gain Replica Shuttle Main Engines (RSMEs) – previously scrapped nozzles installed via an adaptor – for when the vehicles retire to exhibitions, freeing up the flight flown SSMEs.

For SLS/HLV Articles, click here: http://www.nasaspaceflight.com/tag/hlv/

With the orbiters also donating large elements of their Main Propulsion System (MPS) – a heavily related collection of plumbing and lines – to the SLS program, a large amount of the HLV’s core guts will be from the orbiters for at least the testing/pathfinder stage, through to the opening launches.

The ongoing trades taking place at the Marshall Space Flight Center (MSFC) are also working through the core’s configuration for the three versions of the SLS, namely the Block I – 70mt, the Block IA – 100mt, and the Block II – 130mt vehicles.

Technically, SLS could launch with three, four or five RS-25s from the outset. However, with three engines on the core, and the automatic need for the core to be “stretched” – based on the five segment boosters on the configuration – using four engines would allow the vehicle to fly fully fueled in all configurations, saving the extra calculations/testing for an under-filled three engine core.

Per the meetings – as much as no decision has been made at this time ahead of the key Systems Requirements Review (SRR) and Systems Design Review (SDR) – it appears four engines on the first stage would be best prescribed for the SLS from the start, per sources.

SLS will naturally evolve after the opening flights of the Block I SLS, with SSME contractor Pratt & Whitney Rocketdyne (PWR) producing RS-25E engines for the rest of the SLS’ lifetime. The RS-25E – based on the reusable SSME (RS-25D) – is expendable and thus requires less long-life hardware items, in turn making it cheaper to produce.
—–
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OV-103/Discovery – The final voyage of the veteran workhorse:

For the final year of the Space Shuttle Program, operations in 2011 began where all Shuttle missions have: in the Vehicle Assembly Building.

After enduring a rollback from LC-39A in late-December 2010, because of cracks on the stringers of her External Tank’s (ET) intertank structure, Space Shuttle orbiter Discovery, OV-103, spent the first month of 2011 in the VAB undergoing ET intertank repairs and strengthening activities while the various NASA centers conducted numerous simulations to nail down the cause of the ET stringer cracks. (L2 Link).

Discovery, the third operational Shuttle orbiter and fourth overall Shuttle orbiter constructed by NASA, was preparing for her 39th and final mission in November 2010 when the stringer crack issue presented itself during the mission’s first launch attempt on November 5, 2010.

Following the discovery of this issue, NASA mission managers refused to set a launch date for the flight in a concerted effort to allow the engineering analysis teams to have the time they needed to properly and safely address the issue without feeling a push toward launch fever. 

STS-133 Specific - Including ET Stringer Issue - Articles: http://www.nasaspaceflight.com/tag/sts-133/

On January 4, NASA identified the potential root cause for the stringer issue – a mottling on the stringers themselves.

As noted by an investigation report, “Some material used for the stringers was found to be ‘mottled,’ with a different surface appearance than the standard material. Testing revealed this mottled material had lower fracture toughness than the nominal material and exhibited unstable crack growth.

“All of the cracks found during tanking as well as cracks fixed during manufacturing were located on stringers made with this mottled material.”

Furthermore, engineers were finally able to recreate the stringer crack failure seen on Discovery’s ET using the stringers from the partially-built ET-139 at the Michoud Assembly Facility (MAF).

By January 6, the all-powerful Program Requirements Control Board (PRCB) had directed teams to proceed forward with the radius block modification on well over 100 of Discovery’s tank stringers – a decision that further emphasized the drive for safety and understanding over launch date pressure.

With that, Discovery’s launch date was penciled in for February 24 or 25 as negotiations began with other ISS partners – specifically ESA (the European Space Agency) which was planning to dock their ATV-2 vehicle to the ISS at the same time that Discovery would now be ready for launch.

After negotiations concluded, it was decided that ATV-2′s docking on the morning of February 24 would permit the launch of Discovery later that day – something that had previously been ruled out due to communication and on-orbit requirements of the two vehicles and the ISS crew.

But as repairs to Discovery’s stringers kicked into high gear and things looked to be settling out for the veteran space vehicle, STS-133/Discovery crewmember Tim Kopra was injured and had to be removed from the mission as a result.

Within three days, Steve Bowen was assigned to the mission as Tim Kopra’s replacement, and NASA, in making the crewmember switch announcement, made it clear that Bowen’s experience on the previous Shuttle mission, STS-132/Atlantis, meant that he would need only moderate refresher training to perform the EVA activities originally assigned to Kopra.

As a result, Discovery would keep her February 24 NET launch date, and Nicole Stott and Al Drew would split the Flight Engineering responsibilities for launch and entry that Kopra was originally assigned.

By the end of January, Discovery’s stringers were modified and reviews had cleared the vehicle to return to the launch pad.

On the night of January 31/February 1 – the 8th anniversary of the loss of sister Columbia – Discovery was returned to the launch pad for what would be the 20th post-Columbia mission.

By all would not be as smooth sailing as hoped. The GUCP once again showed its temperamental side by failing an ambient leak check at the pad. (L2 Link).

The GUCP was disassembled, inspected, its two-part flight seals replaced, and reassembled. Subsequent ambient leak checks revealed a healthy GUCP, and all pad activities continued on schedule.

On February 15, the Ariane 5 launch vehicle successfully delivered the ATV-2 ESA resupply vehicle for the ISS into orbit – paving the way for a 24 February docking of ATV-2 to ISS and subsequent launch of Discovery later that same day.

With all approvals in place, the three-day countdown began on Monday, February 21.

The countdown proceeded flawlessly, and fueling of Discovery’s External Tank yielded absolutely no issues with the modified stringers or the GUCP.

Following the successful docking of ATV-2 to the ISS on the morning of 24 February, final preparations continued, the crew boarded Discovery, and the Countdown reached T-9mins and holding.

And then… it happened: the Eastern Range suffered a computer anomaly that prevented them from seeing the necessary safety information readouts from Discovery.

As the Range team worked the issue, the minutes continued to tick toward the end of the day’s short launch window.

At T-9mins and holding, Launch Director Mike Leinbach and his team decided to pick up the count and then hold at T-5mins if the Range issue had not yet been resolved.

With concurrence from all involved, Discovery’s Commander, Steve Lindsey, told the millions watching to “get ready to witness the majesty and the power of the Shuttle Discovery as she lifts off one more time.”

The launch countdown picked up and was indeed held at T-5mins for just over 3mins as the Range continued to work the issue.

In a heart-pounded final seconds, the launch team moved, with esteem calm and professionalism, to resume the countdown in time once the Range issue was cleared.

In the end, the team successfully resumed the countdown with only 1 second of LOX drain back hold time – the limiting launch window factor that day – remaining before a scrub would have had to have been called for the day.

But that one second was all that was needed.

To thunderous applause, numerous tears, an on-hand spectator number reaching close to a quarter of million people, and under crystal clear skies, the Space Shuttle Discovery began the display she and her sisters were best known for when she gracefully lifted off from LC-39A at the Kennedy Space Center at 1653.24 EST and made one final reach for the stars.

A true tribute to America’s space workforce, Discovery executed a flawless ascent and safely, successfully, and with pride delivered her six-member crew and mission payload to LEO.

Discovery docked to the ISS for the final time on 26 February 2011.

With her docking, a historic milestone was reached for the ISS – a complete family moment with the ISS supporting all of its support vehicles: Shuttle, Soyuz, Progress, HTV, and ATV.

During the mission, Discovery delivered thousands of pounds of external spares via the Express Logistics Carrier ELC-4 and thousands of pounds of internal supplies for the Space Station via the newly minted Permanent Multipurpose Module (PMM) Leonardo – a former Multi-Purpose Logistics Module (MPLM).

The addition of PMM Leonardo marked the final, permanent, pressurized module to be delivered to the ISS by the Space Shuttle fleet and NASA.

After nearly nine days of joint-docked operations, the ISS bid a final farewell to Orbiter Discovery after 13 missions to the orbital outpost.

On March 9, just before 12-noon, Discovery announced her triumphant return to the Kennedy Space Center before flying effortlessly over her Florida home and easing down onto Runway 15 at 11:58:14 EST.

By the time Discovery rolled to a stop on the Florida spaceport runway, she had achieved the distinction of having spent a cumulative total of 365 days (a full year) in space.

She was also the oldest-surviving Shuttle orbiter in the fleet upon completion of her final mission as well as the first Space Shuttle orbiter to successfully complete every single one of her missions – including all three Return to Flight missions following the losses of her big sisters Challenger and Columbia.

Discovery’s service to the human race began on 30 August 1984 with the launch of the STS-41D mission and ended on 9 March 2011 having lasted 26 years 6 months 6 days and 39 missions.

OV-105/Endeavour - An emotional high for the baby of the fleet:

For Endeavour, the 2011 calendar year began with direct knock-on effects from the on-going stringer crack issue of her sister Discovery’s ET.

The Space Shuttle Endeavour, the fifth and final space-worthy orbiter and sixth and final overall Space Shuttle orbiter constructed by NASA, began 2011 in her OPF-2 home as NASA hammered out a fix to the stringer issue on the External Tank.

Following the identification of root cause of the issue and implementation of the radius block modification, NASA made the decision to modify ET-122 – the External Tank Endeavour was to use on her final mission – despite the fact that ET-122 was an earlier-constructed tank than Discovery’s and was not constructed from the same material batch as Discovery’s mottled stringers were.

Nonetheless, the decision was made to ensure the highest safety factor for Endeavour and her returned-to-service ET.

In many ways, Endeavour’s final journey to space was a story of perseverance and rising above the odds.

Endeavour herself had always been a symbol of triumph from the throes of tragedy as her existence is owed entirely to the loss of Challenger, the sister she never knew.

Called upon for multiple important missions during her storied career, Endeavour was the Space Shuttle Orbiter that saved the Hubble Space Telescope in 1993 and the Orbiter that began construction of the International Space Station in December 1998 when she launched on the STS-88 mission to join the US’s “Unity” module with Russia’s Zarya module.

For Endeavour’s final mission, her Commander was none other than veteran Shuttle flier Mark E. Kelly – who, like his vehicle, was an amazing source of strength, hope, and inspiration throughout the early months of 2011 and throughout the STS-134 mission.

But the perseverance on STS-134 did not end with Endeavour or her crew.  Despite the fact that the STS-134 mission was the first of the final two missions to be added to the end of the Shuttle manifest (and the first of the final Shuttle missions whose flight was specifically mandated by Congress), her External Tank was a major source of pride for the NASA workforce.

Built in 2002, ET-122 was damaged during the landfall of Hurricane Katrina near the New Orleans MAF construction facility for the tanks. In fact, ET-122 was so damaged by the hurricane that it was completely removed from flight status.

Originally, Endeavour’s mission was supposed to use ET-138 – the final completed External Tank in the numerical sequence.

However, the addition of the STS-335 Launch On Need rescue mission for Endeavour mandated the need for another tank. Rather than complete fabrication and assembly of a new tank, ET-139, the MAF workforce was directed in November 2008 to restore ET-122 to flight status.

In addition to all the hurricane repair work that needed to be made, MAF workers also had to implement most of the RTF (Return To Flight) modifications mandated by NASA in the wake of the Columbia accident.

By early 2011, NASA decided to move ET-122 to STS-134/Endeavour’s mission so that Atlantis, if the STS-335 rescue mission was needed, could fly with a perfectly clean tank instead of the patched-up, but extremely safe, ET-122.

With Endeavour fitted with ET-122 and her SRB set, the entire stack arrived and LC-39A on March 10 with a target April 19 launch to the International Space Station.

With a rather traumatic opening week to her last visit to Pad-A, Endeavour’s flight managers were forced to review TPS damage zones on the baby of the Orbiter fleet after a tool was accidentally dropped from the RSS (Rotating Service Structure) and impacted Endeavour before landing on the zero-level deck of the MLP (Mobile Launch Platform).

The damage was very minor and no repairs were carried out on Endeavour.

At this time, as well, Endeavour was also cleared to proceed toward her April 19 launch date when Russian space officials confirmed that their Soyuz launch would only be slipping to April 4 and not deeper in April like originally thought.

But by the end of March, Russia and NASA were once again into negotiations on Endeavour’s launch date as a conflict between Russia’s Progress M-10M spacecraft and Endeavour’s missions arose.

Endeavour eventually lost the fight and was forced to move to an April 29 launch date – which she continued processing toward despite multiple rounds of adverse weather at the launch pad that triggered evaluations of the stack for storm damage.

Also at this time, NASA managers decided to cancel plans for a Soyuz fly-about of the docked Endeavour/ISS stack because of crew impact concerns should the Soyuz fail to re-dock to the ISS. (L2 Link).

By April 13, NASA formally extended Endeavour’s swan song mission by one day. With a newly extended mission, Endeavour entered what was thought to be her final launch countdown on April 26.

On launch day, as Endeavour’s crew prepared for their journey to the launch pad, an APU-1 heater issue presented itself. Initial attempts to troubleshoot the issue did not prove successful, and Launch Director Mike Leinbach scrubbed the April 29 launch attempt.

In the following week, the APU-1 heater issue was quickly traced to the Aft Load Control Assembly (ALCA-2) box. The ALCA-2 was Removed and Replaced, where a blown driver was subsequently focused on as the cause of the heater issue. (L2 Link).

STS-134 Specific Articles: http://www.nasaspaceflight.com/tag/sts-134/

With a new ALCA in place, Endeavour’s launch was retargeted for May 16.

For the final time, the countdown for the launch of Space Shuttle Endeavour began on Friday, May 13.

Thanks to the delay in the launch date, and agreements with Russia to undock the Soyuz TMA-20 for a nominal end of Soyuz mission landing during Endeavour’s docked mission, the formal plan to use the departing Soyuz to capture imagery of the docked Endeavour/ISS stack returned to mission planning.

On May 16, even though the weather looked borderline at best, all launch commit criteria aligned, leading to a final, unanimous “GO” for launch decision.

From the cockpit of Endeavour, Commander Mark Kelly said, “We endeavor to build a better life than the generation before and we endeavor to be a united nation. It is in our DNA to reach for the stars and explore. We must not stop.”

And mere minutes later, under overcast, grey, dreary skies, the Space Shuttle Endeavour roared to life for the 27th and final time as she thundered from the launch pad to begin her 25th and final voyage.

To many on the ground, including the launch team, Endeavour seemed to take just a little longer than normal to rise from the launch pad, turn, and begin her historic final mission to space – giving the 500,000 to 750,000 people in personal attendance the feeling of being able to see her for just a bit longer in all her glory.

Her launch was a moment of historical coincidence as well. Endeavour lifted off for the final time exactly 19 years to the day (May 16) after she landed to conclude her maiden voyage, the STS-49 mission in May 1992.

As she had 24 times before, Endeavour dutifully delivered her crew safely to orbit and performed a flawless docking to the ISS two days later.

Her mission marked the delivery of the premiere and exciting Alpha Magnetic Spectrometer to the ISS – an experiment designed to search for evidence of the existence of dark matter, anti-matter, and dark energy in our universe.

The mission also saw the delivery of ELC-3 – the final large delivery of external spares for the ISS – to the Station.

And, as we all remember and cherish, the mission also provided the stunning photography and video of Endeavour docked to the International Space Station from the vantage point of the departing Soyuz spacecraft. (L2 Link to 271 hi res flyaround photos)

But the greatest milestone of all came toward the end of Endeavour’s docked mission: US Assembly Complete of the International Space Station - achieved when Endeavour’s crew transferred and berthed Endeavour’s OBSS (Orbiter Boom Sensor System) to the orbiting outpost.

Thus, Endeavour was the orbiter that began and completed US assembly of the International Space Station.

(Animated image resized from hires/full screen version and sequence photo dumps on L2′s STS-134 Flight Day image section - several hundred megabytes strong – L2 Link.) 

After 11 days 17 hours 41 minutes of docked operations with the ISS, Endeavour bid a fond farewell to her orbital child.

Two days later, under the cover of darkness, Endeavour gallantly swooped down over her Florida home to end her career on 1 June 2011 at 0235 EDT.

To the very end, Endeavour was and always will be an iconic symbol of hope, a ship that inspires pride, awe, the quest for knowledge, and the determination to pick ourselves up and continue forward when adversity would rather us surrender.

After 19 years 24 days 6 hours and 55 minutes of service (May 7, 1992 at 1940 EDT to June 1, 2011 at 0235 EDT), Endeavour officially ended her tenure with the Space Shuttle Program. But she still remains our hope for a new tomorrow, an era when humans will regularly explore the space beyond the confines of our home world and push our boundaries of scientific knowledge and our quest of exploration.

OV-104/Atlantis - The Grand Finale of an American icon:

STS-135: The flight that wasn’t even manifested at the start of 2011.

Included in the NASA Authorization Act of 2011, which was signed into law on 11 October 2010, funding for the STS-135 mission remained in limbo while Congress remained incapable of reaching an agreement on the exact nature of the Fiscal Year 2011 calendar budget.

To this end, NASA continued procurement of mission hardware and software for the STS-335 contingency LON rescue mission which would have been used in the event that Endeavour became disabled during STS-134.

On 20 January 2011, NASA officially changed the mission designation number for STS-335 to STS-135 on internal documentation only (L2 Link), allowing teams to proceed with mission training and planning operations so that the continuing appropriations battle in Washington D.C. would not impact flight operations.

Finally, on 13 February 2011, NASA announced and confirmed that STS-135 would fly to the International Space Station regardless of whether or not appropriations from Congress materialized.

At this point, STS-135 became an officially manifested flight, making it one of the quickest missions to go from manifestation to liftoff in Shuttle Program history.

Undergoing a near one-year OPF-1 flow for STS-335/135, Space Shuttle orbiter Atlantis was mated to her ET/SRB stack.

Arriving at the launch pad at the same time as her sister Endeavour landed a few miles away to complete her last mission on June 1, Atlantis began a one month eight day pad flow.

On 15 June,  a tanking test was performed on the Atlantis/STS-135 stack to confirm a solid fix to Atlantis’s Tank’s stringers – which underwent the same modifications as Discovery’s and Endeavour’s tanks had.

The Tanking Test revealed a healthy tank and modified stringers while also revealing a hydrogen fuel valve issue in Main Engine #3 that, if it had occurred on launch day, would have resulted in a multi-day scrub.

Replacement of the valve was completed on 21 June, just one day after Atlantis’s payload was installed into her payload bay.

Despite a dismal weather forecast with only a 40 percent chance of acceptable weather, NASA launch managers decided to proceed with the launch attempt on 8 July.

Tanking operations began right on time at 0201 EDT and wrapped up three hours later with no issue.

In fact, Atlantis performed flawlessly during her countdown, with the only concern being the weather.

One hour before the scheduled liftoff, weather conditions improved and went GREEN, falling within Launch Commit Criteria rules. However, post-flight launch weather rules governing Return To Launch Site (RTLS) abort weather requirements could not be satisfied by the strict by-the-word standards.

However, the commitment clause for “Good Sense” allowed Launch Integration Manager Mike Moses to issue a formal waiver for the RTLS weather restrictions – giving all stations a GO status for launch – since the weather violation would have cleared by the time of an RTLS landing.

After Launch Director Mike Leinbach wished the crew “Good luck … on the final flight of this true American icon,” the countdown resumed and proceeded nominally from T-9mins to T-34seconds.

At T-34seconds, the Ground Launch Sequencer issued an automated hold at T-31seconds and inhibited Atlantis’s onboard computers from taking control of the countdown.

Prior to this, the final mission of the Space Shuttle to the ISS, the last time a Shuttle launch countdown was held at T-31secs was on the STS-88 mission – the very first Shuttle mission to ISS.

For Atlantis and STS-135, the hold was issued due to the failed indication of a complete retraction and latch of the Gaseous Oxygen vent arm.

The launch control team, one final time, demonstrated their extreme commitment to safety and professionalism as they calmly worked through the issue and used close circuit TV cameras at the launch pad to verify that the GOX vent arm was indeed fully retract and latched against the FSS (Fixed Service Structure) – thus confirming that the failed retraction and latching indication was a sensor error.

The glitch was ironic in many ways, as the GOX vent arm had never given the launch team an issue during the 150+ countdown retractions it was placed through during the life of the Program.

Furthermore, the GOX vent arm was a complete afterthought for the Shuttle Program and was only installed on the FSS after pad validation testing using test Shuttle Enterprise in 1979 revealed the need for the arm and vent system to prevent the build-up of dangerous ice at the top of the External Tank during the countdown.

STS-135 Specific Articles: http://www.nasaspaceflight.com/tag/sts-135/

With the issue resolved, the launch team released the hold, and Atlantis’s onboard computers took control of the vehicle and countdown. The time was 11:29:03.9 EDT on 8 July 2011.

In front of a world-wide audience and crowd of one million people at the Kennedy Space Center and surrounding cities and beaches, the Space Shuttle Atlantis came to life, majestically rose from her seaside launch pad, stretched her wings one final time, and went transonic as she punched through the cloud deck and disappeared from view – leaving only the sound of her engines as evidence of her flexing her muscles for the last time.

Atlantis, like her sisters, delivered her crew safely to orbit and docked to the ISS for the final time on 10 July 2011.

The mission saw the Atlantis crew deliver thousands of pounds of internal spares and supplies to the Station – stockpiling the outpost for several years to come.

The mission also delivered the Robotics Refueling Depot to the station, an external experiment deigned to help test robotic refueling technologies for future spacecraft and satellites.

On the final full day of docked operations, Atlantis Commander Chris Ferguson – at the farewell ceremony on the ISS – presented the ISS crew with a small American flag that was flown on the STS-1 mission by Shuttle Columbia on April 12-14, 1981.

The flag was fastened to the inner wall of the ISS and flanked by the STS-1 and STS-135 mission patches – a symbolic gesture signaling the end of the Shuttle program.

On July 19, Atlantis undocked from the ISS and performed a modified flyaround maneuver of the Space Station.

As she backed away from ISS for the last time, Atlantis silently slipped into the darkness of orbital night, the lights turning off on the historic program.

On July 21, Atlantis navigated her way through the fierce outer atmosphere of Earth, taking aim on the Kennedy Space Center for a pre-dawn landing on runway 15.

(Animation created from some of the 114 hi res photos (all available in L2) taken by Mike Fossum on the ISS)

Less than 10 minutes before landing, the ISS made a breath-taking visual pass directly over the Kennedy Space Center in a final salute to the Shuttle Program, heralding Atlantis’s arrival to her permanent home city.

At 05:57:54, Atlantis descended from the darkness and touched her wheels to the pavement at the Shuttle Landing Facility for an emotional finale to her legacy and the legacy of the Space Shuttle Program.

Upon “wheels stop,” the final Shuttle Commander thanked all the men and women who worked on the program and the vehicles over the preceding 30+ years. And in a touching moment, Commander Ferguson also thanked the five flight vehicles themselves for protecting their crews and enabling the expansion of our knowledge and quest for science.

Less than 30 minutes after landing, Atlantis fell silent for the final time.

It was over.
 
Final Reflections on a legend:

With that final Shuttle landing came a moment of joy, sadness, grief, prolonged contemplation, but above all PRIDE in an amazingly complex set of vehicles that inspired countless numbers around the world, flew more people to space than any other spacecraft thus far (and for many, many decades to come), and helped bridge the gap between nations and forge unprecedented alliances in space.

For 30 years, 3 months, 8 days, 22 hours and 57 minutes (April 12, 1981 at 0700EDT to July 21, 2011 at 0557 EDT), the five space-worthy Shuttle orbiters spent a combined total of 1,332 days 1 hour and 36 minutes in space, completing 21,152 orbits of Earth over 548.2 million miles.

All five Shuttle orbiters deployed a combined total of 66 satellites, completed 46 rendezvous with an orbital space station (9 to MIR and 37 to ISS), and carried a combined total of 827 crewmembers (some more than once) into space.

For the final breakdown:

Discovery (OV-103): 39 missions; 365days 12hrs 53mins in space; 5,830 orbits of Earth; 148.2 million miles travelled; 31 satellites deployed (including the Hubble Space Telescope); 14 space station dockings; 252 crewmembers.

Atlantis (OV-104): 33 missions; 305days 7hrs 47mins in space; 4,848 orbits of Earth; 125.9 million miles travelled; 14 satellites deployed; 19 space station dockings (a world-wide record she will keep for decades to come); 207 crewmembers.

Columbia (OV-102): 28 missions; 300days 17hours 41mins in space; 4,808 orbits of Earth; 125.5 million miles travelled; 8 satellites deployed; 160 crewmembers.

Endeavour (OV-105): 25 missions; 299days 3hrs 19mins in space; 4,671 orbits of Earth; 122.8 million miles travelled; 3 satellites deployed; 12 space station dockings and one space station rendezvous and grapple; 148 crewmembers.

Challenger (OV-099): 10 missions; 62days 7hrs 56mins in space; 995 orbits of Earth; 25.8 million miles travelled; 10 satellites deployed; 60 crewmembers.

And while the Shuttles’ missions are behind them, and their engines and APUs forever silent, we wish them and all who have flown aboard them, and all who have worked on them, and all who dedicated theirs lives to making them fly Godspeed in whatever the future may hold.

The Space Shuttle Program, the five orbiters, and their dedicated workforce leave behind an unprecedented legacy of achievement – and a legacy that must never be forgotten, a legacy where all were taught by example “To strive, to seek, to find, and not to yield.”

But moreover, the five Shuttle orbiters made a thousands-strong workforce incredibly proud.

To all of the NASA engineers, all of the astronauts, the entire NASA workforce (including those contractually employed by Pratt & Whitney, Boeing, ATK, Lockheed, USA), and all those whose names we never heard but nonetheless worked silently and many times without recognition in support of a program that you whole-heartedly believed in, we give you our resounding thanks and gratitude.

Without you, this program would not have been what it was.

The Shuttle program has come to an end, but the legacy of the program and those who worked and flew aboard the Shuttle, as well as those who will continue the dream of human space exploration, will forever carry on.

And so, for the final time, to Enterprise (1977-1985), Columbia (1981-2003), Challenger (1983-1986), Discovery (1984-2011), Atlantis (1985-2011), and Endeavour (1992-2011), you will always have our eternal thanks and gratitude for all that you have enabled the human race to learn and discover about not only the universe and our home planet, but also about ourselves and our ability to work together to achieve common and mutually-supportive objectives.

It was an incredible journey. And those of us who were a part of this great program, no matter how small a part, will never forget a single part of it or the Orbiters and people who made it all possible.

Thank you.

Please note: Clickable links with (L2) references point directly to cited L2 content. Such content is only available to L2 members (please ensure you are logged in). All other clickable links point to NSF articles and open content.

To read about Atlantis and her sisters – from birth, processing, every single mission, through to retirement, click here for the links:
http://forum.nasaspaceflight.com/index.php?topic=25837.0

Click here for the amazing MaxQ Entertainment STS-135 Mission Review Music Video:
http://forum.nasaspaceflight.com/index.php?topic=26178.0

(Images: Via Larry Sullivan and Brian Papke, MaxQ Entertainment/NASASpaceflight.com, L2 and L2 presentations and NASA. To join L2, click here: http://www.nasaspaceflight.com/l2/)

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Station completed as Shuttle retired:

As planned since 2004, the Space Shuttle fleet retired in 2011 after completing construction of the ISS during the STS-134 mission, which saw the addition of the long-awaited flagship science instrument for the ISS – the Alpha Magnetic Spectrometer-02 (AMS-02), the second AMS instrument to fly in space and the first designed for long-duration flight on the ISS.

AMS-02 is designed to detect antimatter (the opposite of matter) and dark matter (the matter we cannot see that could be causing the expansion of the universe).

When particles of matter, which make up everything on Earth around us, collide with antimatter particles, which stream toward Earth from outer space, they annihilate each other, making them extremely difficult to detect since any antimatter particles are annihilated by particles of matter in Earth’s upper atmosphere before instruments on Earth can detect them.

Thus, the only way to measure antimatter particles is to go above Earth’s upper atmosphere and into space.

AMS-02, which sits atop the ISS’ truss, uses a magnet to bend the path of charged cosmic particles that pass through it. AMS-02′s on-board instruments then analyze these particles to determine their origin and type (i.e. dark matter or antimatter). 

A magnet is necessary as it allows antimatter particles to pass through the detector without having to come into actual contact with (and thus annihilate) any particles of matter.

As of Christmas Day 2011, AMS-02 has detected ten billion cosmic particles; however, neither antimatter nor dark matter has yet been observed. Scientists are not certain of the existence of antimatter or dark matter, or how long it will take to detect them if they do exist, but it is possible that 2012 could see AMS-02 become the first instrument ever to detect the existence of antimatter and/or dark matter- a mammoth discovery that would literally shake the foundations of modern physics.

Following the completion of the US Segment of the ISS on STS-134 and a final resupply run to the ISS by STS-135, the Space Shuttle officially retired from service on 21 July 2011, marking the transition from the ISS construction phase to the new utilization phase.

In the utilization phase, a minimum of 35 hours of ISS crew time per week have been and will be devoted to scientific activities, as much as crews have been exceeding that requirement as of late.

Also, whereas in the construction era when assembly, checkout, and maintenance activities would take priority over scientific experiments, the opposite is now true, meaning more crew time is now available for science.

This long-awaited utilization era has been the dream of the ISS Program since its inception in the 1990s – a permanently crewed orbiting National Laboratory with scientific capabilities the likes of which have never been seen in space.

The transition into the utilization phase of the ISS, while beginning in 2011, will continue throughout 2012 as scientists begin to take advantage of the full range of capabilities the ISS now has to offer.

Click here for expansive ISS coverage: http://www.nasaspaceflight.com/tag/iss/

Increasing utilization on ISS:

As dictated in law by the NASA Authorization Act of 2010, in September 2011 NASA selected the Centre for the Advancement of Science in Space (CASIS), located at the Kennedy Space Center (KSC) Space Life Sciences Laboratory in Florida, to manage non-NASA US research on the National Lab portion of the ISS.

CASIS is an independent, not-for-profit organization tasked with increasing non-NASA research aboard the ISS by promoting the ISS’s now fully assembled facilities to potential researchers, an managing the process of getting non-NASA payloads onto the station with increased speed and decreased cost than was typically seen under NASA management.

NASA research will still be managed from the Johnson Space Center (JSC) in Houston, Texas.

While CASIS has thus far been slow to come online, 2012 should hopefully see CASIS begin to take over the role of management of the ISS National Laboratory with greater efficiency and reduced timescales.

Meanwhile, commercial companies such as NanoRacks continue making great strides toward increasing ISS utilization on a for-profit basis, with impressive speed, efficiency, and low costs mostly achieved through the use of small experiment packages, standardized hardware, and Commercial Off The Shelf (COTS) products approved for use on the station.

The fast pace and low cost of this operation has already opened up the ISS’s research facilities to groups, such as high school students, that were previously unable to afford the lengthy process of getting experiments onto station.

Experiment findings:

2011 also saw some interesting results of experiments from the station, all of which will be extremely valuable in planning future missions Beyond Earth Orbit (BEO).

In April, it was revealed that experiments conducted aboard the ISS around the 2006-2007 period, but which had only just completed the analysis stage, showed that drugs stored aboard the station for long periods of time lost some of their potency (effectiveness).

For the experiment, conducted by JSC in Houston, four boxes of drugs, each containing 35 different medications, were flown to the ISS, while four identical boxes were kept on the ground at JSC. The four boxes of drugs returned to Earth after varying amounts of time spent on the station, with the first returning after 13 days and the last returning after 28 months in space.

The results were both startling and unexpected: the longer the drugs had been in space, the more potency they had lost. All of this occurred before the expiration date of the drugs, meaning that the space environment somehow negatively affected the drugs and decreased their effectiveness.

Scientists theorize that this could be caused by a number of space-specific factors, including microgravity, radiation, vibrations, a carbon-dioxide rich atmosphere, and variations in temperature and humidity. As such, research into improved drug storage containers for spaceflight to mitigate this degradation of potency is now underway.

Such degradation of potency is a potentially serious issue for future long-duration BEO exploration since astronauts on those missions, without access to advanced medical facilities, would need to take medication for certain ailments. In this case, reduced potency in drugs caused by long-term storage in space could render the drugs useless or at best severely limited in their effectiveness in combating an illness.

Furthermore, in September, another potentially very serious condition was revealed that could have big impacts on future BEO exploration missions. Again conducted in the 2005-2006 period, this revelation was that long-term microgravity can (sometimes seriously) adversely affect astronauts’ visual acuity.

In a survey of roughly 300 astronauts, 30 percent of astronauts who had flown short-duration (about 2 week) missions on the Space Shuttle and 60 percent of astronauts who had flown long duration (about 6 month) missions on the ISS reported experiencing vision problems as a result of spaceflight.

While some astronauts noted an improvement in vision once they returned to Earth, for one astronaut the vision changes were permanent. According to the medical journal Ophthalmology, one astronaut stated that he could “only see the Earth clearly while looking through the lower portion of his progressive reading glasses.”

The disorder appears to be similar to an Earth-based condition called papilledema, which, if left unchecked, can lead to blindness.

Since the visual degradation appears to increase proportional to the amount of time an astronaut spends in space, this is obviously a concern since, while ISS missions last around 6 months, future missions to Mars could last 3 years or more.

Since no crews in this study have spent more than six months on the ISS, it is not known at this stage whether vision will continue to degrade with time spent in space or whether the degradation will eventually plateau.

Scientists theorize that the problem could be caused by increased pressure on the head and eyes by spinal fluid which is not pulled down in microgravity as it is on Earth.

The exact cause however in unknown at this time, and research is currently ongoing aboard the station, including regular inflight Magnetic Resonance Imaging (MRI) scans of astronauts’ eyes and trails of new glasses which can adjust for visual impairments.

While the above two discoveries present problems for future BEO missions, the station is also teaching us solutions to other issues. In December, a new discovery from an experiment conducted by the Japanese space agency, JAXA, was announced. The discovery showed that astronaut bone loss in microgravity, long thought of as a serious problem for BEO missions, could be severely reduced simply by having astronauts take standard osteoporosis drugs.

Astronauts in microgravity typically lose 5 to 7 percent of their bone density in 6 months even when exercising for two hours per day. The study of five astronauts found that taking bisphosphonates once a week in addition to exercising significantly reduced bone density loss, with only 1 percent of bone density being lost in the femur and bone density in the hip actually showing a 3 percent increase.

Despite critics’ claims that the ISS is a useless anchor to Low Earth Orbit (LEO) for the next decade, and that there is nothing left to learn in LEO, the evidence is clear: the ISS, only 6 months into its utilization phase, is already teaching us extremely valuable information about long-duration spaceflight.

While not all ISS experiments may be particularly glamorous or exciting, the fact remains that the knowledge gleaned from these experiments is absolutely essential to our future progression in space and on Earth.

While microgravity certainly presents challenges for the future, so far ISS has not identified any showstoppers to BEO exploration, and the knowledge gained from station, both in terms of direct scientific data and engineering know-how, will pay dividends in future exploration missions.

As detailed, most of the experiments discussed in this article were performed in the 2005-2007 timeframe, when ISS was still in its construction phase and had nowhere near the scientific capabilities it has now.

Due to the amount of time it takes to conduct an experiment in space and then analyze and publish the results, the fruits of a fully assembled and operational ISS likely won’t be seen for a number of years, meaning that ISS has much more to give over the coming years than has been seen in the past.

Looking ahead to 2012:

Looking to next year, the ISS is set to enter its first full year as a fully assembled and operational space laboratory. In addition to the start of CASIS operations, a number of interesting experiments are due to be performed on ISS next year.

The first is called ISS as a Testbed for Analogue Research, or ISTAR.

ISTAR will involve using the ISS as an analogue to investigate some issues of BEO exploration, such as introducing time-delays into ISS communications similar to those experienced on BEO missions while at the same time giving the ISS crew full control of their timeline in order to decrease their dependency on ground control.

This experiment is designed to identify and iron out any problems associated with time delays and autonomous crew planning prior to undertaking BEO missions in the future.

Another noteworthy experiment is the Robotic Refueling Module (RRM), which was delivered to the ISS on STS-135 in July this year.

In 2012, RRM will be used for the first time to test satellite refueling procedures, using specially designed tools operated by the station’s Special Purpose Dexterous Manipulator (SPDM), “Dextre.”

While these are just two examples of high-profile experiments to be conducted on station in 2012, many hundreds more will be ongoing both inside and outside the station, some involving crew participation, some continuously proceeding in automated mode.

Collectively, the wealth of data from these experiments will leave a legacy that will outlast ISS.

(Images: L2 Content, NASA, JAXA)

(NSF and L2 are providing full transition level coverage, available no where else on the internet, from Orion and SLS to ISS and COTS/CRS/CCDEV, to European and Russian vehicles). 

(Click here: http://www.nasaspaceflight.com/l2/ - to view how you can access the best space flight content on the entire internet)

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Sleep Well, Atlantis:

The fourth operational orbiter of NASA’s fleet, Shuttle Atlantis was named, like her sisters, after previous Earth-bound vessels of exploration. However, unlike her three operational sisters to come before her, Atlantis was named after only one ship and is the only Shuttle orbiter named after a 20th century Earth-bound sailing ship.

Atlantis is also the only Shuttle orbiter named after an Earth-bound American research vessel. Specifically, the orbiter Atlantis takes her name from the 1930-1966 two-mastered boat that served as the primary research vessel for the Woods Hole Oceanographic Institute of Massachusetts.

Construction of the fourth and originally final Space Shuttle orbiter for NASA’s fleet began on January 29, 1979 when NASA awarded the contract to build OV-104 (Orbiting Vehicle 104) to Rockwell International.

Start of structural assembly of OV-104′s crew module began on March 30, 1980, before engineers at Palmdale began final assembly of OV-104′s constituent parts – a procedure which was complete on April 10, 1984. After an additional full year of end-to-end testing of all of her systems, construction was complete, and on April 6, 1985 the new Space Shuttle orbiter Atlantis was rolled out of her construction facility.

Three days after Shuttle Atlantis’ rollout ceremony at Palmdale, she was transported overland to Edwards Air Force Base, CA where final preparations were made for her cross-country ferry flight – culminating in delivery to the Kennedy Space Center on April 13, 1985: 4 years and one day after the very first Shuttle flight.

Atlantis’ first mission would be STS-51J, which launched on October 3, 1985. Her Department of Defence (DOD) mission involved her deploying a classified payload, before returning to Earth to landing at Edwards Air Force Base, California at 13:00.08 EDT on runway 23 on October 7.

Her final mission was the last flight of the Space Shuttle Program (SSP). Carried out flawlessly, STS-135 was a late addition to the manifest, allowing Atlantis the honor of closing out the program when she returned back to the Kennedy Space Center in July. (Animation created from some of the 114 hi res photos (all available in L2) taken by Mike Fossum on the ISS)

“It’s bittersweet as Atlantis comes home where she will forever stay. I couldn’t have more pride in this Space Shuttle team for your service to KSC, NASA, and America. What this team has accomplished over the past 30 years will be talked about and admired for generations to come,” noted KSC Director Bob Cabana in an emotional address to the workforce.

Work will continue on Atlantis, as she is prepared for going on display in a new facility at the visitor center, which will become her new home late in 2012, or early in 2013.

However, with the final task requiring a powered up status – the stowing of the Ku-Band antenna – Thursday morning saw the orbiter put to sleep for one final time.

The event – which engineers present at the time noted – was highly emotional, as the “Vehicle Powered” sign was turned off, as it has already been for Discovery, never to be lit again.

“Technicians in Orbiter Processing Facility-2 are scheduled to power down Atlantis for the final time Thursday. The shuttle’s Ku-band antenna also will be stowed for the last time. Wednesday, techs removed Atlantis’ airlock from the payload bay. The airlock is set to be transferred temporarily to Kennedy’s Space Station Processing Facility today,” noted a status report.

Atlantis had already had her Forward Reaction Control System (FRCS), OMS (Orbital Manuevering System) Pods and Space Shuttle Main Engines (SSMEs) removed earlier in what is called her Transition and Retirement (T&R) flow.

OPF-1:

Eventually, Atlantis will depart OPF-2, as all three facilities are turned over to the 21st Century Space Launch Complex effort, which has already seen OPF-3 handed over to one of NASA’s Commercial Crew Development (CCDev) suitors – Boeing and their CST-100 spacecraft – after signing a 15 year lease via a NASA agreement with Space Florida, the State’s aerospace economic development agency.

OPF-1 was also the subject of a Program Requirements Control Board (PRCB) meeting this month, relating to the potential to provide an early turnover of the facility from its current role with the orbiter.

The meeting presentation noted the need to identify risks and schedule impacts of the early OPF-1 release schedule versus the baseline orbiter processing schedule, along with assessing the possibility and schedule improvement of accelerating Endeavour’s processing assuming early turn-over of OPF-1 is approved.

Such a turnover is directly related to the current “repurposing” efforts for the Space Launch System (SLS) and commercial entities, something which proved to be a major issue for the recent proposal to restart shuttle operations, which was concluded last week after a final meeting with NASA.

Endeavour – who is donating some of her Main Propulsion System (MPS) hardware to the SLS program – is also yet to receive her three Replica Shuttle Main Engines (RSMEs), required as she has also donated her three flight-proven SSMEs to SLS.

“OV-105 (Endeavour) schedule is independent of OPF Bay 1 early release. OV-105 schedule is based on SLS/RSME work,” noted the PRCB presentation, available to download on L2. “Only improvements to SLS timelines can accelerate 105′s dates. Add 3rd shift and/or weekends.”

Based on the requirement for the orbiters to provide some early assistance to the SLS teams, Transition and Retirement (T&R) flow timelines and projected “delivery” dates, the PRCB concluded they believe it is possible to vacant OPF-1 by July, 2012.

Click here for other T&R Articles: http://www.nasaspaceflight.com/tag/t&r/

“Early Release of OPF Bay 1 can be accomplished without adversely affecting T&R milestones,” added the presentation. “Given the current guidelines and work rules, Rev G (Early OPF Bay 1 assessment)reflects the earliest “Ready to Ferry” dates possible.

“T&R milestones/vehicle delivery dates will continue to be assessed and optimized to improve timelines. Additional risks of performing work in the VAB (Vehicle Assembly Building) can be mitigated and is within experience base.”

With only two OPFs being used by the orbiters, they will continue to take turns in spending a “vacation” in the VAB. The next switch is expected to take place in January.

To read about Atlantis from birth through to retirement, click here for the links:
http://forum.nasaspaceflight.com/index.php?topic=25785.0

Please note: Clickable links with (L2) references point directly to cited L2 content. Such content is only available to L2 members (please ensure you are logged in). All other clickable links point to NSF articles and open content.

(Images: Via L2 content, Larry Sullivan, MaxQ Entertainment/NASASpaceflight.com and NASA.gov.)

(L2 and NSF are continuing to follow the orbiters through their transitional period. To join L2, click here: http://www.nasaspaceflight.com/l2/)

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The Final Effort To Save Shuttle:

It was an emotional final three flights of the shuttle fleet, with the beginning of the end marked by Commander Steve Lindsey’s “Get ready to witness the majesty and the power of Discovery as she lifts off one final time” speech over the flight loop moments before the start of STS-133′s mission, with the flying days ended by Commander Chris Ferguson’s personal tribute to the fleet after Atlantis’ wheels stop, thanking them for protecting the crews.

As millions watched these final flights launch and land, each time marked by the emotional sound of the orbiter’s Auxiliary Power Units (APUs) being extinguished of life for the final time, the public started to realize the United States – and indeed the world – was losing the most capable space vehicle ever built.

While NASA went into a public relations overdrive to try and emphasize that America’s loss of its domestic crewed launch capability was only going to be for several years, political and public disappointment that NASA funding would be spent on buying taxi rides on Russian Soyuz vehicles to an International Space Station (ISS) mainly constructed and paid for by the United States, was main concern.

Eventually, commercial crew capsules, such as SpaceX’s Dragon will be able to ferry astronauts to the ISS, but not until after the middle of this decade. Even under the current best case scenario for commercial crew and cargo, a return to the full capability enjoyed by the shuttle will never be regained via the current commercial suitors.

However, behind the scenes, details of a major proposal were revealed to NASASpaceflight, pointing to what was the last – but by far the most comprehensive – attempt to return the Shuttle to flight operations.

The plan – held under an agreed embargo by this site’s editor, so as not to damage negotiations – involved billions of dollars of private investment being pumped back into shuttle operations, saving Atlantis and Endeavour to return to flight operations no earlier than the end of 2014.

Even before Atlantis had landed for the final time, opponents to shuttle extension were citing the problem of key contractors shutting down, all based around President Bush’s decision to retire the fleet following the completion of ISS assembly. This challenge would have been partially mitigated by potential changes to the contracts and mechanisms used by NASA during the Space Shuttle Program (SSP).

“One of the advantages of our purely commercial approach is that it allowed our engineers to consider alternative suppliers and advances in manufacturing, materials, processing, and production across the globe and across several industries,” noted Dr. Mary Lynne Dittmar, who helped lead strategic development and served as the primary government and industry liaison for the team designing the restart plan.

“Our objective was to benefit the Commercial Shuttle venture by implementing best of breed systems engineering and risk assessment and maintaining a focus on shortening the post-flight-to-flight processing cycle while upholding safety as the prime consideration.”

While Discovery was officially removed from flight status during the evaluations, along with the Shuttle Program being handed over to Transition and Retirement (T&R) operations, Endeavour and Atlantis remained in a flow which did not technically preclude a stay of execution.

It was also these two orbiters which were the focal point of all recent “extension” studies (L2 Link to documentation), ranging back to the Augustine Commission into the future of Human Space Flight (HSF) and continued through to the United Space Alliance’s interest in commercial operations of the orbiters via NASA’s Commercial Crew Development (CCDev) awards.

The United Space Alliance (USA) also submitted a proposal this year (L2 Link), one which called for funding of a study to finalize the architecture for a Commercial Shuttle Transportation Service (CSTS). But that proposal did not go forward.

By way of removing one of the major barriers to previous commercial proposals – government funding – members of the new team allied with potential investors both in the United States and in Europe, which proved to be the breakthrough for the new proposal to approach NASA.

“A number of potential investors were contacted, and one of those was Kevin Holleran – a businessman and investor from London, England. Kevin was sufficiently interested to enter into a process of due diligence and eventually decided he would invest in the concept. He then set about identifying individuals and organizations that would be critical to the success of the venture and the building of a credible plan.

These included former NASA scientists and officials, notably ex-Deputy Center Director and former Director of MOD Randy Stone, who introduced Kevin to Dr. Dittmar as someone with substantial political, industry and operational expertise within the space industry.  The team then evolved, ensuring many complex elements of a restart plan were evaluated.

Over time the concept developed toward a full “go forward” plan, based around a return to flight operations returning at a gradually increasing pace, notably wiping out the majority of the US domestic launch capability gap, before hitting the pace of four flights per year in 2017.

Based on “available demand” – details of which are proprietary – it was anticipated one flight would have taken place at the end of 2014, then two in 2015, three in 2016, and four a year beginning in 2017.

The major difference between the team’s concept and the extension studies of the past was the cost impact to NASA. It had always been a central problem for the Agency, where it simply could not afford to pay for everything it wanted to do – specifically the continued flight of the Space Shuttle and the development of the next generation exploration vehicles.

This proposal partially removed that barrier, as explained by Dr Dittmar.

“In previous proposals, NASA was asked to put a substantial amount of funding into the effort – anywhere from $500M to over $1B a year, basically to subsidize the commercial effort as well as to purchase services from the Commercial Shuttle organization.

“In our case, however, Private Investment, individuals, as well as institutional investors and banks, came to the table with significant startup funding for refitting the Orbiters, refurbishing processing facilities, starting up production lines, etc. 

“However, one of our guiding principles was a “non-interference/no negative impact” policy with regard to existing NASA programs and another was that a commercial shuttle would require rapid access to infrastructure in order to be responsive to the market. 

“Much more of the infrastructure had been repurposed toward the existing NASA Programs of Record than we knew when we began.  In the end, it became obvious that this  is one of those situations in which even very substantial funding could not address these issues sufficiently.

“NASA’s support of the discussions was invaluable in helping everyone fully understand the ‘facts on the ground’, while at the same time encouraging the team’s interest in space. We are also grateful for the support of Senator Kay Bailey Hutchinson, who advocated a thorough consideration of the initiative from early on in the process.”

The End Of The Restart Effort:

The orbiters continue to be cared for at the Kennedy Space Center (KSC), a facility which has already started to transition towards the 21st Century Launch Complex – the name given for the conversion of the Florida spaceport into a future home for the Space Launch System (SLS) and commercial vehicles.

One Orbiter Processing Facility (OPF) is being redesigned to host the flow requirements of Boeing’s CST-100 capsule, resulting in one orbiter taking her turn to enjoy a vacation inside the Vehicle Assembly Building (VAB).

Unlike Discovery, whose wings have effectively been clipped by the decommissioning of her OMS Pods, Atlantis and Endeavour have not reached a point of no return – at least not during the evaluations.

Via the construction and evaluation of the restart proposal, the team was aware of the programmatic, technical and operational issues which required resolution before returning the orbiters to flight operations, not least because the vehicles will be changing call signs from Agency to Commercial spacecraft.

The plan was to request NASA issue a “stop order” on further T&R work for Atlantis and Endeavour, allowing for a several month period to finalize solutions to all known challenges relating to restart.

Via the discussions with NASA, the main problem did not prove to be the technical ability to return the two orbiters to flight, nor the often-used dark cloud of crew safety. The roadblock in the plan – a plan which remained in discussion between the team and NASA until this week – was the transition to SLS.

This is ironic, given one of the most expansive shuttle extension studies via the Augustine commission into the future Human Space Flight resulted in former astronaut Sally Ride presenting findings that a preferred transition be the extension of space shuttle operations through until around 2015, providing the follow on program worked with an element of commonality with Shuttle’s hardware. (L2 Link to Documentation)

Despite it taking over two years for NASA to finally announce the Heavy Lift Launch Vehicle (HLV) configuration as one which was Shuttle Derived, it came after the last flight of the Shuttle Program. Regardless, Sally Ride’s plan did fail on costs, which showed NASA funding simply could not afford to continue flying the space shuttle at the same time as developing the new vehicle, a key component which would have been mitigated by the new proposal.

In the end, it was the amount of “repurposing” that has already taken place for SLS which resulted in agreement with NASA that any potential return of the Space Shuttle was no longer viable, ending the discussions.  Whether the technical issues could have been overcome will therefore never be known.

“During the past few months, a last ditch attempt to re-fly the Space Shuttles Endeavour and Atlantis under a truly commercial banner has finally come to an unworkable conclusion,” noted Mr. Holleran in a statement to NASASpaceflight.com.

“A group of space interested investors and technical and operational experts have been working quietly in the background with NASA and major Shuttle suppliers to look at the feasibility of operating the Shuttles commercially. Despite the best efforts of all involved it was simply too late.

“Much of the infrastructure has already been disassembled, or repurposed for SLS and opportunity is lost.”

Despite the setback, Mr. Holleran added the group is now refocusing its efforts on a next generation vehicle, one which includes the numerous advantages of the Space Shuttle’s capabilities. This effort is now in work behind the scenes, ahead of an announcement next year into the outlines of the new system.

“This space interested investment group has now switched its focus to a next generation Space transportation vehicle with Shuttle capabilities,” added Mr. Holleran. “The group hopes to make announcements as to its intentions end of the first quarter of 2012.”

Follow on resources:
Public Forum Reaction Thread.
L2 Q&A with team members on the Shuttle Restart Effort.
L2 Q&A and Updates on the Next Gen Vehicle Effort.

Please note: Clickable links with (L2) references point directly to cited L2 content. Such content is only available to L2 members (please ensure you are logged in). All other clickable links point to NSF articles and open content.

Images: Via L2 content. Larry Sullivan MaxQ Entertainment/NASASpaceflight.com Other images via NASA.)

(NSF/L2 will continue to follow the fallout from this story, along with discussion and updates on the next gen option. To join L2, click here: http://www.nasaspaceflight.com/l2/)

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