Delta IV/WGS:

Wideband Global Satcom, or WGS, is one of three next-generation communications systems being introduced by the US military, along with the Advanced Extremely High Frequency (AEHF) and Mobile User Objective System (MUOS). Originally named Wideband Gapfiller Satellite, WGS was originally conceived as a temporary replacement for the aging Milstar system, until AEHF became operational.

However, its primary mission has become supplementing and eventually replacing the Defense Satellite communications System, or DSCS. Having started as a US programme, WGS has grown to include several other countries, including Australia, New Zealand, Canada, Denmark, the Netherlands and Luxembourg.

The WGS-4 satellite is first Block II WGS satellite, a modification on the original series which incorporates a new bypass system which triples the rate at which reconnaissance aircraft can relay images via the system.

Three Block I WGS satellites are already in orbit; WGS-1 or USA-195 was launched by an Atlas V 421 in October 2007, with WGS-2, or USA-204, following in April 2009, also on an Atlas. In December 2009, WGS-3 or USA-211 was launched on the first flight of the Delta IV-M+(5,4).

Including those already on orbit, current plans call for nine WGS satellites to be launched, with a tenth expected to be ordered in the near future. Each satellite has a mass of 5,990 kilograms, and is capable of receiving and transmitting data on frequencies of 500 megahertz and 1 gigahertz, at rates of up to 3.6 gigabits per second. Each spacecraft can cover 19 areas simultaneously, with eight steerable x-band transponders and ten steerable ka-band transponders.

Boeing is the prime contractor for WGS, with the satellites being based around its BSS-702 satellite bus. Each spacecraft is equipped with an R-4D apogee motor for orbit raising and circularisation manoeuvres, and four XIPS-25 ion engines which will be also be used for orbit circularisation, as well as stationkeeping in geosynchronous orbit.

The satellite will use a pair of solar arrays, equipped with gallium arsenide cells, to generate power. The satellite will be controlled by the US Air Force’s Third Space Operations Squadron, which is based at Schriever Air Force Base in Colorado.

The Delta IV used to launch WGS-4 is Delta 358. Unusually, the rocket’s flight or “Delta number”, has not been painted on the rocket – the number is usually present within a blue triangle on the interstage which symbolises the Delta series of rockets, however on Delta 358 this triangle has been left blank.

Delta 358 was a Delta IV Medium+(5,4) rocket, consisting of a Common Booster Core first stage, with four GEM-60 solid rocket motors, and a five metre Delta Cryogenic Second Stage.

The largest of the Delta IV Medium+ configurations, the (5,4) has only flown once before; deploying the last WGS satellite in December 2009.

The Common Core Booster is a cryogenically-fuelled stage, powered by a single RS-68 engine, burning liquid hydrogen and liquid oxygen. The main engine will ignite five and a half seconds ahead of launch, followed by the solid rocket motors two hundredths of a second before the countdown reaches zero.

The solid rocket motors provide additional thrust during early ascent, with two also being equipped with moveable nozzles for thrust vectoring, contributing to the vehicle’s attitude control during the initial stages of the flight.

At T-0, Delta 358 lifted off from Space Launch Complex 37, and begin its ascent towards orbit. Seven seconds later, it began a manoeuvre to attain an azimuth of 100.97 degrees out over the Atlantic Ocean, and pitched over to attain its planned ascent trajectory. At around 36 seconds after launch, the rocket passed through the sound barrier, and 50.1 seconds into its flight it passed through max-Q, the area of maximum dynamic pressure.

The GEM-60 motors burnt out in pairs at 93.1 and 93.3 seconds after launch, with the thrust-vectoring pair being last to burn out. The two motors with fixed nozzles separated from the first stage 100 seconds into the flight, with the others following 2.35 seconds later.

Three minutes and 27 seconds after launch, the payload fairing separated from around the satellite. The fairing protects the spacecraft during its ascent through the atmosphere, but is no longer needed in space where the particle density is far lower.

The Delta IV-M+(5,4) uses a payload fairing which is a little over eight metres long, and has a diameter of five metres. Just under forty seconds after the fairing separates, the RS-68 shut down, having completed the first stage burn. Eight seconds later, the first and second stages separated by means of sixteen pneumatic actuators.

The second stage, or DCSS, is fuelled by the same cryogenic propellants as the first stage. It is powered by an RL10B-2 engine, with an extendable nozzle. Following separation, the nozzle deployed, before the engine ignited 13 seconds after staging to begin the first of two burns.

This first burn lasted 16 minutes and 15.9 seconds, placing the vehicle into an initial parking orbit for a brief coast phase. This coast lasted for just seven minutes and 44.6 seconds, before the RL10 ignited again for its second burn. After firing for another three minutes and 8.3 seconds, the RL10 again cut off, completing powered ascent.

Nine minutes and 6.2 seconds after the completion of the second burn, or 40 minutes and 42 seconds after launch, the WGS-4 satellite was separated from the DCSS. According to United Launch Alliance, the target orbit at spacecraft separation will be one with a perigee of 440 kilometres, an apogee of 66,870 kilometres, and an inclination of 24 degrees to the equator.

WGS-4 manoeuvred from this supersynchronous transfer orbit into its operational geosynchronous orbit. Three minutes after spacecraft separation, the DCSS began a collision avoidance manoeuvre, which lasted about three minutes and 48 seconds. About half an hour later the upper stage will be safed with propellant tank blowdown, and a hydrazine depletion manoeuvre.

Delta IV launches from Cape Canaveral are conducted from Space Launch Complex 37B. Originally built in the 1960s as a backup launch complex for the Apollo programme, it was used to test hardware which would be used in the moon landings. The first launch from the complex was of SA-5, the first all-up test of the Saturn I, and the first orbital launch of a Saturn rocket, on 29 January 1964.

The original Launch Complex 37 consisted of two pads, but with a single mobile service tower (MST) which could be moved between the two pads. Pad A was never used, whilst pad B, the same pad used by the Delta IV, was used by six Saturn I rockets followed by two Saturn IBs.

The last launch from the complex came in January 1968, when a Saturn IB launched Apollo 5; the first test flight of the Lunar Module in Earth orbit. Following the launch of Apollo 5, LC-37 was mothballed along with Launch Complex 34 ahead of the Apollo Applications programme, which would have seen additional flights of the Apollo spacecraft to Low Earth orbit, which would have made use of the Saturn IB. Of all the Applications proposals, only one ever flew; Skylab.

With only three manned flights required to support this, it was decided that it would be cheaper to convert Launch Complex 39 to accommodate the Saturn IB than to reactivate either LC-34 or LC-37, and the complex was demolished in the 1970s.

In the late 1990s, the site of the former Saturn launch complex was selected for use by the Delta IV, and rebuilt to support it. The new complex was first used for the maiden flight of the Delta IV, which occurred in 2002. Delta 358 will be the fifteenth Delta IV to use the complex, and the twenty-first launch from it overall.

Delta IV launches are conducted by United Launch Alliance, a company formed to operate the Delta II, Delta IV and Atlas V rockets on behalf of the US Government, Lockheed Martin and Boeing. The launch of WGS-4 was the 57th launch to be conducted by ULA since it formed in December 2006. ULA is aiming to conduct eleven Delta IV and Atlas V launches in 2012.

The launch of WGS-4 was the first orbital launch to be conducted by the United States this year. Last year the USA conducted 18 launches, with 17 successful and one failure, however it was overtaken by China in terms of total launches for the first time. The next US orbital launch is currently scheduled for 16 February, when an Atlas V 551 will orbit the first MUOS communications satellite.

The next Delta IV launch is expected to occur in March, when the first Delta IV-M+(5,2) will launch from Vandenberg, carrying the NROL-25 mission for the US National Reconnaissance Office. The next WGS satellite is expected to launch in about a year’s time, also aboard a Delta IV.

(Images via ULA and NASA)

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EFT-1:

The mission was initially targeting for July, 2013 – before slipping to October, 2013 – per Lockheed Martin updates relating to the EFT-1 launch date (L2 Link). However, it was noted at that time that Orion/MPCV (Multi-Purpose Crew Vehicle) teams outside of JSC were speaking of December, 2013 at earliest, with a likely slip into 2014.

When NASA officially announced the mission, an “early 2014″ date was listed, as much as no definitive reason was given to the new placement on the schedule, although it is likely to be related to spreading program costs over a longer period.

The latest launch date now appears to be Q2 (Second Quarter) or Spring, 2014 – as is expected to be manifested at the conclusion of the contract negotiations.

While it is understood the schedule is not being impacted by the Orion set to fly – an uncrewed vehicle which continues to be manufactured at the Michoud Assembly Facility (MAF) in New Orleans – the entire EFT-1 deal has a large amount of in-built complexity due to the numerous cross-partnership deals in place for this mission.

For the purchase of the required Delta IV-Heavy, Lockheed Martin have had to work a deal with NASA for purchasing one of the launch vehicles, a deal which is then updated to one between Lockheed Martin and the United Launch Alliance (ULA). Lockheed Martin and Boeing make up the ULA, the joint company is the body responsible for the Delta IV-H.

For the actual mission, a Joint Test and Mission Operations Team – consisting of NASA MOD (Mission Operations Directorate) and Lockheed Martin personnel – has already been approved, supporting the development phase of the mission, through the real-time test flight support operation and post test flight vehicle processing.

Lockheed Martin are the contractor for Orion under a multi-billion dollar NASA deal, which has also undergone a huge amount of stress via the Constellation Program (CxP), its cancellation, and then the subsequent reinstatement of Orion into the new exploration program, which is mainly tasked with building the Space Launch System (SLS).

SLS won’t be ready by at least 2017, meaning Orion – which was initially designed to ride atop of the much-different Ares I launch vehicle, a vehicle which caused numerous design changes to the spacecraft and visa versa – will have waited nine years to actually fly into space since its announcement as the Crew Exploration Vehicle (CEV), on a mission which will be at least five years before its debuted crewed mission with SLS-2.

It has been argued that the main reason Orion has suffered from a troublesome childhood is due to political/funding issues, as was intimated during the Augustine Commission’s review into NASA’s Human Space Flight program, which deemed Constellation to be technically sound, but lacking in funding to achieve pre-scheduled milestones.

Although Orion has been re-tasked as a Beyond Earth Orbit (BEO) spacecraft, it is likely its commercial sister, SpaceX’s Dragon – which also has BEO ambitions – will have already travelled to the ISS several times by the time Orion launches on its debut.

This mission – involving two orbits to a high-apogee, with a high-energy re-entry through Earth’s atmosphere on what is a multi-hour test, testing critical re-entry flight performance data and demonstrating early integration capabilities – is required, as outlined in a released document setting out the “Justification for other than full and open competition” for awarding the contract for EFT-1 to Lockheed Martin Space Systems Corp.

“NASA has a one-time requirement for critical performance data from an integrated flight test of the Orion spacecraft as part of the Orion Design, Development, Test and Evaluation (DDT&E) phase,” noted the opening remarks. “The EFT-1 is an early test flight required by early 2014, of the Orion spacecraft that is currently being developed by Lockheed Martin.

“The EFT-1 flight test of the Orion spacecraft is required to facilitate earlier and more robust testing of critical Orion systems that contribute to 10 of the 16 highest risks to crew survivabilitu and exploration mission failure, including parachutes, back shell and heat shield Thermal Protection System, Forward Bay Cover separation contact and flight software.”

The document also points out that the EFT-1 schedule is directly associated with the milestone of Orion’s Critical Design Review (CDR), which is currently set for April, 2015.

Click here for recent Orion articles: http://www.nasaspaceflight.com/tag/orion/

“The CDR is a critical DDT&E milestone, where the contractor discloses its complete spacecraft system design in full detail, identifying areas where technical problems and design anomalies have been resolved,” the document states.

“Successful completion of the CDR will validate that the contractor’s spacecraft design maturity is at an acceptable level that justifies the decision to initiate fabrication/manufacturing, integration and verification of the flight hardware and software.”

With the support of EFT-1 for the CDR process, those testing elements which cannot be conducted on the ground or via simulations will provide NASA with “significant risk reduction” whilst “providing an opportunity to identify technical problems and design anomalies” – directly feeding into the EM1 (Exploration Mission-1) Orion which will launch on SLS’ debut mission in 2017.

The document went on to focus on the contract, noting both Boeing and SpaceX did respond to the original solicitation. However, they were only in a position to offer the launch vehicle capability, as opposed to the full “end-to-end EFT-1 effort” required by NASA.

Several Orions were – and continue to be – in various stages of testing and manufacture across the States in 2011 and through to 2012 – such as the vibration testing at Lockheed Martin’s Denver facilities and the water drop tests at NASA’s Langley Flight Research Center (LaRC), since completed – along with the EFT-1 work at MAF.

(Images: Via L2 content, NASA and ULA). L2′s new Orion and Future Spacecraft specific L2 section includes, presentations, videos, graphics and internal updates on Orion and other future spacecraft.

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

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Propellant Depots:

Based around a solution to one of the central problems for Launch Vehicles and Spacecraft, propellant depots are a highly favored approach to removing the need to launch with all the fuel required to complete an entire mission – in turn allowing Launch Vehicles to lift more hardware into space.

They are – for lack of a better phrase – gas stations for spacecraft, a helpful tool for the new phase of exploration, which requires spacecraft to utilize a large amount of fuel to adventure out of Low Earth Orbit (LEO) – and return back home.

The potential ability to refuel cryogenic propulsion stages on-orbit would provide an innovative paradigm shift for space transportation, supporting NASA’s Exploration program as well as deep space robotic, national security and commercial missions.

Refueling enables large Beyond Earth Orbit (BEO) missions without relying “solely” on super Heavy Lift Vehicles (HLVs), from early Lagrange point missions to near Earth objects (NEO), the lunar surface and eventually Mars. Earth-to-orbit launch could also be optimized to provide competitive, cost-effective solutions that allow sustained exploration.

NASA interest in Propellant Depots is no secret, as much as the subject never seems to gain enough momentum via NASA’s public comments. However, internally – especially in recent months – NASA teams have been openly pressing forward with planning for at least a demonstration of the technology.

Indeed, it was this time last year when documentation noted “use of orbital propellant transfer and storage (Depots) provides a breakthrough in space transportation enabling truly affordable, sustainable and flexible exploration to destinations beyond low Earth orbit (LEO),” as NASA teams discussed the viability of a LO2/LH2 PTSD (Propellant Transfer and Storage Demonstration) mission by 2015.

With the United Launch Alliance (ULA) also basing their exploration “master plan” around the use of their Atlas and Delta launch vehicles with a Propellant Depot architecture, progress then appeared to slow down to a snails pace by the latter half of 2010.

However, Propellant Depots are back, and with a bang, seemingly coinciding with NASA’s reorganization of their exploration based departments, as “Technology Development Activity” notes from the Johnson Space Center (JSC) made no effort to hide the interest of supporting the technology as a compliment – as opposed to alternative – to their Space Launch System (SLS) efforts.

“Innovative tasks and advanced development work opportunities were presented to the HQ Engineering Management Board. Looking at ESMD and SOMD guidance to propose a management and evaluation structure to select projects based on affordability and progress toward exploration in addition to SLS and MPCV (Orion) to get us out of LEO,” noted TDA notes (L2).

TDA – who cover a number of projects, including the proposed Power-Beaming Demonstration with the International Space Station (ISS) – worked a budget activity back in the Spring, prior to a planning effort which resulted in a presentation at NASA HQ.

“Working with the Commercial team and the HAT team on an evolutionary plan for propellant depots. Putting together a story on propellant depots, and what an evolutionary strategy for depots might be,” added the notes. “The team continues to develop a strategy for a propellant depot as an alternative for the future.”

Propellant Depots could prove to be a viable passenger on the SLS cargo missions, at least in the next decade, but the requirement to at least demonstrate the “gas stations” means an existing vehicle – such as a Delta IV or Atlas V – is the obvious route to take, one which would enable a sooner – rather than later – approach to setting up the opening salvo of what may become an interplanetary highway.

“Looking at the potential for use a propellant depot in concert with existing launch vehicles, and a strategy for implementation. To support that, anyone with issues or concerns with depot are invited to attend and share them,” notes continued over recent weeks. “Continuing to tighten up the story on propellant depots. Starting to look at a transfer vehicle and how that fits into the interplanetary highway concept.”

With the launch vehicle providing the ride uphill, placing the depots in their selected spots in space would likely be tasked to a tug vehicle, with references on the TDA notes referencing an Orbital Transfer Vehicle (OTV) – potentially a version of ESA’s Automated Transfer Vehicle (ATV).

“Continuing to develop a strategy for using propellant depots. A good concept was put together for some demonstrations that can be evolved. Will have a first look at an orbital transfer vehicle (OTV) concept on a reusable type OTV. Looking at some top priorities for the agency in terms of developing an interplanetary highway.”

For the interim, the Depot Team is reporting back to the Human Architecture Team (HAT) on the studies being evaluated with depots, whilst comparing them to the in-house mission designs under evaluation.

The “Simple Depot”:

With NASA’s intentions now public, via the selection of four companies to develop concepts for storing and transferring cryogenic propellants in space, several proposal reports to help define a mission concept to demonstrate the “cryogenic fluid management technologies, capabilities and infrastructure required for sustainable, affordable human presence in space”, are expected in the not too distant future.

In what is being noted as one of the leading concepts, the Simple Depot is a small, 30 metric ton capacity, Centaur derived depot, would allow exploration possibilities for Orion and other spacecraft, without the need for the additional “mission fuel” to be carried by the launch vehicle.

“By refueling the DCSS (Delta Cryogenic Second Stage) upper stage following launch of Orion on Delta IV heavy lift vehicle (as the example cites – as much as Orion is only currently set to launch on a test mission via this EELV), a 30 mT depot can support near-term missions of Orion to the Earth Moon Lagrange points or lunar fly-by missions,” notes an expansive 2011 presentation on the “Simple Depot” concept (L2).

“The same depot concept lends itself to much larger capacity depots using larger diameter tanks, upper stages and payload fairings. These larger depots can enable missions to NEO, the Lunar surface and Mars.

This concept includes two additional basic tenets incorporated into the design to allow for simplified development, reduce development costs and ensure mission success, namely taking advantage of existing experience and being built using hardware that is common to the rest of space transportation.

“The proposed Simple Depot concept satisfies all of these design principles. Its design employs settled propellant management and predominantly existing flight qualified hardware,” added the presentation.

“The design consists of a large LH2 tank connected by a warm mission module to the LO2 tank. This depot concept can be launched on a single Atlas mission requiring no on-orbit assembly allowing for complete system ground check out.”

The Simple Depot LH2 module is composed of a large tank with minimal penetrations – an important factor for storing cryogens. For the “small” 30 mT depot, the LH2 tank is a modified Centaur tank, as used as the main element of the upper stage of the Atlas V launch vehicle.

Commonality means the module is built on the same tooling, using the same procedures as construction of the Centaur.

“The LH2 module is launched with the LH2 tank filled with ambient temperature helium, not LH2. This allows the LH2 and mission modules to be designed primarily for orbital requirements not ground and ascent environments. With these substantially reduced requirements the skin gauge can be reduced from today’s 0.020” for Centaur’s to 0.013”,” the presentation noted.

“This is the same gauge as used on early Centaurs. This thinner tank wall allows the tank to be very light weight, (~500 kg). Made of corrosion resistant stainless steel, the thin tank walls reduce the conduction of energy to the liquid and results in a very low thermal mass that must be quenched when the tank is filled or when slosh waves splash warm walls.”

The LH2 tank is connected to the mission module by low conductivity Ball Aerospace heritage cryogenic composite struts. Keeping the entire LH2 module lightweight minimizes the required cross section of these struts.

This is critical to minimizing the structural heat transfer from the warm mission module to the very cold LH2 module. The struts can also be vapor cooled to further reduce conductive heat leakage into the LH2 tank.

The entire LH2 tank is encapsulated in a robust, Ball Aerospace IMLI blanket that incorporates radiation barriers, both vapor and active broad area cooling (BAC) as well as MMOD protection.

“The described LH2 tank is 3m in diameter by 16m long limited by the existing Atlas payload fairing. The tank is 110 m3 and can store 5 mT of LH2. At a useful mixture ratio (MR) of 6:1 this quantity of LH2 can be paired with 25.7 mT of LO2, allowing for 0.7 mT of LH2 to be used for vapor cooling, for a total useful propellant mass of 30 mT.

“Accounting for the tank weight, plumbing, instrumentation and thermal protection the LH2 module is anticipated to weigh <2 mT. Based on analysis the described depot will have a boil-off rate of approaching 0.1 percent per day, consisting entirely of hydrogen.”

To conserve volume, allowing for a useful sized depot to be fully integrated on the ground and emplaced on-orbit in a single launch, the LO2 is stored in the upper stage’s propellant tank. As such, this requires a thermally efficient upper stage that can be completely encapsulated with MLI.

The presentation notes that the DCSS design encapsulates the LO2 tank in the inter-stage allowing the tank to be wrapped in MLI. The equipment shelf, RL10 engine, feedlines and inter tank struts all attach directly to the tank, however, resulting in thermal shorts.

While the DCSS LH2 tank sports fewer attachments, it is exposed to atmosphere during ascent preventing application of standard MLI without development of an application-specific aero fairing.

Atlas V fully encapsulates the Centaur inside the 5.4 m payload fairing and is currently flown with either a single or a 4-layer MLI blanket. However, Centaur’s LO2 tank aft bulkhead serves as the equipment shelf with the RL10 engine, feedlines, helium bottles, hydrazine bottles, pneumatics panel and reaction control system loop mounted directly to the bulkhead.

This results in substantial tank heating. Centaur’s LH2 tank however is very thermally efficient, especially if there is not a substantial thermal gradient across the common bulkhead.

“For these reasons the proposed Simple Depot would be launched on an Atlas and use Centaur’s LH2 tank to store the LO2,” notes the conclusions. “Centaur’s LH2 tank is also relatively large, with a volume of 47 m3 capable of containing 54 mT of LO2.”

It was, however, noted that several modifications – such as new valves and plumbing – would be required on the Centaur.

While the Simple Depot is so light that it could be launched on an Atlas 501, it would be launched on an Atlas 551 – the configuration which recently launched the Juno spacecraft. This vehicle would provide ~12 mT of Centaur residuals (combined LH2 and LO2) in a 28.5 degrees by 200 nm circular LEO.

Once safely delivered to orbit the LH2 module must be chilled prior to transfer of Centaur residual LH2. Centaur’s cold hydrogen ullage gas is vented through the LH2 mission module tank to chill the tank. This chilldown process has been demonstrated on past Centaur flights to chill the feedlines and RL10 pump housing.

“Once the LH2 module is chilled the transfer of Centaur’s ~2mT of residual LH2 can commence. This is conducted in a settled environment. The LH2 transfer is pressure fed. LH2 will enter the LH2 module tank subcooled, quenching the GH2 vapor and sucking in additional LH2,” adds the presentation.

“This “zero-vent fill” transfer process is indifferent to the liquid-gas interface. This zero-vent fill process has been demonstrated to be very effective, attaining nearly 100 percent fill.

“Following completion of the LH2 transfer, Centaur’s LH2 tank is vented to vacuum, fully evacuating the residual hydrogen gas. Following the Centaur LH2 tank “safing”, the ~10 mT of residual LO2 is transferred from the LO2 tank to the LH2 tank, the LO2 module tank, using the same transfer process. Once Centaur’s LO2 tank is completely drained the tank is locked up trapping the residual helium and GO2.

“This residual gas must be kept at a higher pressure than Centaur’s LH2 tank (LO2 module) to avoid reversing Centaur’s common bulkhead.”

The brains of the depot is located between the Centaur LO2 module and the LH2 module – known as the mission module. This module includes the flight computer, solar panels, batteries, fluid controls, avionics, remote berthing arm and docking and fluid transfer ports.

Other important elements of the depot are also noted, such as the sun shield, which can be used to shadow objects that must be kept very cold – such as a propellant depot.

“The James Web Space Telescope (JWST) uses an open cavity planer sun shield to ensure that the entire mirror/instrument assembly is maintained at a low temps”, the presentation continued.

“Propellant depots in free space, such as at a Lagrange point, can use this same shielding concept to provide a very cold environment where cryogenic, even LH2, storage is readily achieved.

“For small sun shields it may be possible to erect the sun shield prior to launch. However in most cases the shield will have to be deployed once on-orbit. The JWST uses a mechanical boom to deploy the sun shield. Alternatively a pneumatic boom, inflated with waste GH2, can be used to deploy and support the sun shield.”

For visiting spacecraft, the Autonomous Rendezvous and Docking (AR&D) capability is referenced, citing how the Russians have a proven capability, while the US is making strides, as seen with the Defense Advanced Research Projects Agency’s (DARPA) Orbital Express mission.

The ISS resupply ship fleet, namely Progress, ATV and HTV are also mentioned – although the future US spacecraft raise the hopes they will have the sufficient ability to utilize Propellant Depots.

“Robust AR&D development continues with, NASA’s Orion crew capsule, along with NASA’s two commercial orbital transportation services (COTS) program winners (SpaceX and Orbital Sciences Corporation). Results from these on-going programs will ensure that AR&D is widely available to support the servicing and use of propellant depots.”

With a 30 mT LO2/LH2 capacity, the described Centaur derived cryogenic propellant Simple Depot can provide near term operational use supporting large scale robotic missions and even crewed Earth Moon Lagrange point and lunar flyby
missions.

By making efficient use of the entire Atlas 5m payload fairing volume for the LH2 module the existing Atlas can launch a depot with 70 mT of combined LO2/LH2 capacity. With ULA’s proposed larger Advanced Common Evolved Stage (ACES) the depot capacity in a single EELV launch increases to 120 mT or even 200 mT with a 6.5m PLF.

Interestingly, while some class Propellant Depots as an alternative to HLV’s such as the SLS, the presentation notes the same concept can be applied to future heavy lifters, in order to allow launch of even larger capacity depots.

Also discussed are the relevant requirements a depot would need, such as tanker missions, to top up the depot in-situ. This is required due to the natural boil off of the propellant, although there would be flexibility, with refueling tanker missions launched with propellant mass sized to the selected launch vehicle.

In summary, the presentation adds that Propellant Depots can enhance the mission capability of exploration architectures regardless of the use of small reusable rockets, larger EELV class rockets or much larger heavy lift vehicles, while future replacement depots can sport improved technology, as an interplanetary highway is constructed in space.

(Images: L2 Content, ULA, Ball Aerospace)

(As the shuttle fleet retire, 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. 

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OFT-1:

NASA’s next human-rated vehicle has suffered from a troublesome childhood, with billions of dollars already spent on a spacecraft which has been pushed and pulled via problems with its original launch vehicle – Ares I – resulting in several mass-stripping exercises and design headaches, before finding itself part of resulting cull of the Constellation Program (CxP).

Brought back for a pointless role as a lifeboat on the International Space Station (ISS), Orion required additional political support via the 2010 Authorization Act to return to a more fitting role, as a Beyond Earth Orbit (BEO) exploration vehicle.

Orion is being designed for rides uphill on the Space Launch System (SLS) – a Shuttle Derived (SD) Heavy Lift Launch Vehicle (HLV) which utilizes elements from the Constellation and Shuttle programs.

However, the vehicle’s status remains convoluted, as NASA’s leadership continue to delay an announcement on what is a chosen design via studies – and most recently – independent cost assessments, at the same time as HQ-authored documentation cite an impossible schedule where the first manned flight is manifested as late as 2021 – although this timeline is cited to be a “worst case” scenario.

It was initially hoped Orion would be flown on an early version of the SLS, prior to the timeline showing the HLV would avoid a staged test program, instead beginning life as a 70mt launcher in the second half of the decade, which would serve as the baseline configuration until it became a 130mt version.

Because Orion is significantly further along in the development process, an unmanned test flight requires another ride into orbit, with the Delta IV-Heavy chosen as the preferred option, allowing for a 2013 test in Low Earth Orbit (LEO) on “an existing vehicle” – as Orion continues to push through its test program.

“The Multi-Purpose Crew Vehicle (MPCV) spacecraft is making great progress. There has recently been drop tests of the Orion boilerplate test article at the Langley Research Center (LaRC),” noted Orion status notes (L2).

“These tests used a relatively low impact angle case at chute out conditions to represent one of the highest expected load cases for the heat shield and peak acceleration in the vehicle X-axis, which will be a key anchor point for the analysis models for future testing.”

Known as OFT-1 (Orion, or Orbital – given the name change to MPCV – Flight Test), the jointly operated mission between NASA’s Mission Operations Directorate (MOD) and Orion’s prime contractor Lockheed Martin will charge the spacecraft with making several orbits of the planet, prior to a splashdown in the Pacific.

As seen in a rare internal artistic impression of the vehicle (L2), Orion would be riding on the Delta IV-H Upper Stage, and will be without Solar Panels, instead running off internal batteries.

“There has been a flurry of activity in the MPCV Program in the last few months. First, the new MPCV program will use the existing Orion Spacecraft design and contract for its human exploration spacecraft,” added MOD ”8th Floor” notes (L2). 

“MOD has submitted and MPCV has approved a MOD budget for FY12 and 13. This budget in 12 and 13 is focused on the Orion Flight Test 1 (OFT-1) scheduled for July, 2013.

“This will be a multi-hour orbit test of the Orion Spacecraft. From avionics to heat shield and parachute performance, this flight test will validate many high risk systems for the Orion spacecraft. MOD is heavily involved in this flight test.”

With MOD managers embedded in the Lockheed Martin Test and Verification team, MOD System Integration Lead positions are being created at Lockheed Martin’s Denver base.

Similar positions in Houston and Florida are also being created, with the aim to have lead managers in place by October, ahead of the OFT-1 Orion arriving at the Kennedy Space Center (KSC) half a year later.

“(The) Orion (Project) has three vehicles. First Orion test vehicle has completed drop tests at Langley,” the 8th Floor notes continued.

“The second ground test vehicle is in Denver and is scheduled to undergo acoustics and loads testing.

“Testing results to flow down to the third OFT-1 Orion vehicle which is scheduled to arrive in Florida in March (2012).”

The Orion for OFT-1 will begin construction later this month at the Michoud Assembly Facility (MAF) in New Orleans, prior to its shipping to Florida next year, where it will be readied for the test flight.

Unlike the Ares I-X test launch with a boilerplate Orion, the launch will not take place at KSC – given it’s riding on a Delta IV-H – meaning it will be transported from KSC’s Operations and Checkout Building to Space Launch Complex 37 (SLC-37) for mating with the EELV.

“The Lockheed Martin (LM) Test and Verification team, which will lead the systems integration for the flight test article build,” the notes added. “The Orion Flight Test Vehicle is at the Michoud Assembly Facility (MAF) and the first weld is scheduled to start on August 22.

“Once the structure has been welded, this Flight Test Vehicle will be transported to the KSC O&C building where it will be assembled for the OFT-1 Flight,” the notes added.

Some elements of the vehicle’s make up are still under discussion, with references to a “human capable” version of Orion, potentially resulting in OFT-1 including a Launch Abort System (LAS), which is also in the midst of testing.

“Preparations are underway to begin integration of the Orion MPCV Launch Abort System with the Crew Module for acoustic testing. The tests will be conducted in the Reverberant Acoustics Laboratory (RAL) at the Lockheed Martin Waterton facility near Denver, Colorado,” MOD 8th Floor Orion notes added.

“The Orion stack will be exposed to a series of acoustic tests of increasing decibels that simulate the sound pressure levels that the vehicle will encounter during launch, which can exceed 160 decibels.

“Team in Denver discussing forward strategy for OFT-1: ‘Flight-Capable’ (current) versus ‘Human-Capable’ option.”

Such a human-capable configuration would push the Orion test past the point SpaceX managed with their debut launch of the Dragon capsule last year, which did not feature an abort system.

However, it is unknown if the Orion LAS will be ready to fly in time. As such, the notes are more likely to be a reference to a full up Caution & Warning (C&W) system being active during the flight.

Such a configuration would provide useful data to the joint MOD/Lockheed Martin team, who will be conducting joint tests, which includes utilizing the Mission Control Center (MCC) in Houston.

“Once the test vehicle is assembled and at KSC, MOD is part of the final test and verification team (which will conduct) joint tests (and) will also have the MCC connected to verify nominal and contingency commands,” noted the update.

“Real-Time operations of this flight test will be conducted out of the MCC, with a joint MOD, MPCV, and LM team. The modifications required for the MCC for this flight are already underway, lead (manager) will be co-chairing the OFT-1 Flight Operations Panel (FOP).”

No other tests – such as OTF-2 – are currently on the books for Orion, although the 8th Floor notes did mention that the test schedule will be evaluated in a few months time.

“This fall MOD will begin the budget process working with MPCV to define the future flights of MPCV. This activity will help define the content for MOD support for the program past the OFT-1 flight for fiscal years 14 and out.”

All such tests will be unmanned, given the Delta IV-H is not classed as a human-rated launch vehicle.

(Images: Via L2 content, ULA and NASA. This article was collated from L2′s new Orion and Future Spacecraft specific L2 section, which includes, presentations, videos, graphics and internal updates on Orion and other future spacecraft.

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

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Delta IV Launch:

GPS IIF-2 will be the second in a series of twelve GPS IIF satellites, which are under construction by Boeing. The GPS Block IIF series is intended to replace the Block IIA series, and will be followed by the Block IIIA spacecraft which are scheduled to begin entering service in 2014. Overall, GPS IIF-2 is the fifty first GPS II satellite to be launched, and the sixty second GPS satellite overall.

The contract to produce the GPS IIF satellites was signed in 1996, with thirty three satellites ordered. In 2001 the order was reduced to 12 spacecraft. Each Block IIF satellite has a mass of around 1,630 kilograms, with a design life of twelve years.

The satellite is equipped with a highly accurate caesium atomic clock to provide accurate navigation signals to users. The Block IIF satellites broadcast signals which are twice as accurate as those broadcast by previous spacecraft. They also broadcast two additional signals. The first of these, M-code, is a jam-resistant military navigation signal. The other, L5, is a civilian signal to aid aircraft navigation.

The first GPS IIF satellite was originally scheduled to enter service in 2006, however following multiple delays it finally reached orbit last May, and has since been assigned the designation USA-213. Following three months of on-orbit testing it was declared usable on 27 August 2010.

GPS IIF-2 will replace the USA-71, or GPS IIA-2, satellite, which was launched on 4 July 1991. USA-71 has been in orbit for twenty years – well over twice its seven and a half year design life, and is one of the oldest operational spacecraft in the GPS constellation. It is likely some of the most advanced GPS vehicle tracking systems have communicated with it over the years.

The launch of GPS IIF-2 marks the seventeenth launch of the United Launch Alliance Delta IV rocket. The Delta IV was developed, along with the Atlas V, as part of the US Air Force’s Evolved Expendable Launch Vehicle programme to replace the older Atlas II, Delta II and Titan IV rockets.

It made its first launch in November 2002, placing the Eutelsat W5 satellite into orbit. This was the only time a Delta IV launched a payload for a commercial organisation, however three US Government payloads were subsequently launched under commercial contracts; the GOES 13, 14 and 15 weather satellites.

The Delta IV Medium+(4,2), or M+(4,2) configuration was used to launch GPS IIF-2, with the flight number, or “Delta number” for the mission being Delta 355.

The M+(4,2) configuration features two GEM-60 solid rocket motors augmenting the first stage, and a second stage with a diameter of four metres. Under the old four-digit numbering system, this would be a Delta 9240.

The Delta IV consists of two stages: a Common Booster Core (CBC) and a Delta Cryogenic Second Stage (DCSS), both of which burn cryogenic propellant; liquid hydrogen oxidised by liquid oxygen.

The CBC is the first stage, and is powered by one Pratt & Whitney Rocketdyne RS-68 engine. The DCSS is powered by an RL10B-2 engine; a derivative of the original RL10 developed for the Saturn I and Atlas-Centaur rockets in the early 1960s.

Five and a half seconds before launch, the RS-68 engine ignited. A tenth of a second before T-0, the solid rocket motors ignited and the pad swing arms retracted. At T-0 Delta 355 lifted off and began ascending into orbit along a launch azimuth of 105.28 degrees.

About 45.7 seconds after launch Delta 355 passed through Mach 1, and 13.7 seconds later it passed through max-Q, the area of maximum aerodynamic pressure.

The solid rocket motors burned until 92.2 seconds into the flight, at which point they burned out. A hundred seconds after liftoff, the spent motors were jettisoned and fell back to Earth.

The RS-68 continued to power flight until four minutes 5.9 seconds into the mission, at which point it shut down. The shutdown of the RS-68 is termed Main Engine Cutoff, or MECO. Stage separation, by means of pneumatic actuators, occurred 7.1 seconds later.

Following stage separation, the RL10 engine’s nozzle begin to extend. Fourteen and a half seconds after staging, the engine ignited to power the first of the second stage’s three burns, which lasted just under seven minutes and forty six seconds. Ten and a half seconds into the burn, the payload fairing separated from around the satellite.

Once the first burn was completed, Delta 355 entered a nine-minute and 3.8-second coast phase before its second burn. The second burn of the RL10 begsn 21 minutes and 17 seconds after launch, lasting 200.3 seconds. This burn was followed by a much longer coast phase, lasting a little over 176 minutes; almost three hours.

A 99.4-second final burn was performed after the second coast phase to place the satellite into its final orbit. Ten minutes, 40.6 seconds after the completion the final burn, the spacecraft separated from the DCSS, completing a three hour, thirty three minute and five second ascent to medium Earth orbit.

The target orbit for spacecraft separation was one with an apogee of 20,450 kilometres, a perigee of 20,459 kilometres, and 55.0 degrees of inclination.

Eight minutes after spacecraft separation, the upper stage performed a collision avoidance manoeuvre, to put distance between itself and the payload which it deployed. Twenty six and three quarter minutes after that, it will have performed a fuel depletion manoeuvre to dispose of any remaining fuel safely, reducing the chances of the upper stage exploding in orbit. Explosions of upper stages containing unburned fuel are a major contributor to the level of debris in orbit.

Delta 355 launched from the Space Launch Complex 37B (SLC-37B) at the Cape Canaveral Air Force Station. Launch Complex 37 was originally built between 1959 and 1963 as a two-pad complex for the Saturn I rocket.

The first flight from LC-37B was the first orbital launch of a Saturn I rocket, which took place on 29 January 1964. On 22 January 1968 a Saturn IB carrying the Apollo 5 spacecraft made the last of eight Saturn launches from the complex. The other pad, LC-37A, was never used for a launch.

When the focus of the Apollo programme switched from Earth orbit test flights to Lunar missions, the complex was mothballed ahead of the Apollo Applications programme, which would have seen Apollo spacecraft used for Earth orbit missions after the end of the Lunar programme.

When most of the Apollo Applications programme was cancelled, it was decided that it would be more cost effective to convert one of the Saturn V mobile launch platforms at Launch Complex 39 to accommodate the Saturn IB than to reactivate the older Saturn I pads.

LC-37 was demolished in the 1970s, and remained vacant until construction of the Delta IV began in the late 1990s. Since 1997 all active pads at Cape Canaveral Air Force Station have been termed Space Launch Complexes (SLC) rather than Launch Complexes (LC).

This is the third and final Delta IV launch of the year, with the next launch expected to occur in January 2012, when a Delta IV-M+(5,4) will launch the Wideband Global Satcom 4 (WGS-4) satellite for the US Air Force. Before then, two Delta II launches are scheduled to occur. In September, a Delta II 7920 Heavy will dispatch the GRAIL spacecraft on their way to the Moon, whilst in October a Delta II 7920-10 will launch the much-delayed NPP satellite.

United Launch Alliance’s next launch is currently scheduled for 5 August, when an Atlas V 551 will orbit NASA’s Juno spacecraft, beginning a five year journey to reach Jupiter. Another Atlas V launch in November or December will send the Curiosity spacecraft to Mars.

(Images via ULA and ULA’s Pat Corkery)

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Delta IV Launch:

Delta 353, a Delta IV Medium+(4,2), was used to perform the launch. The M+(4,2) configuration consists of a single Common Booster Core first stage augmented by two GEM-60 solid rocket motors, with a four metre Delta Cryogenic Second Stage atop it. Both the first and second stages use cryogenic propellants; burning liquid hydrogen oxidised by liquid oxygen.

The Delta IV first flew in 2002, and is along with the Atlas V one of two Evolved Expendable Launch Vehicles in service with United Launch Alliance. The EELVs were developed as part of a programme initiated by the US Air Force to replace older rockets including the Atlas II and Titan IV. The launch marked the sixteenth flight of the Delta IV, and the seventh flight of the M+(4,2) configuration.

Whilst the path that will be taken by Delta 353 as it ascends to orbit was classified, a Launch Hazard Area published by the United States Air Force in order to warn mariners and pilots about the launch extends east from Cape Canaveral, across the Atlantic Ocean. It is consistent with a launch to a geosynchronous transfer orbit, from which the spacecraft will raise itself into a geostationary orbit. The NRO does not currently use any other low-inclination orbital regimes, and there would be few reasons for them to begin doing so.

The payload aboard Delta 353 is currently identified as NROL-27, and is the fifth NRO payload to be launched by a Delta IV. Whilst official details of the mission are classified, the combination of the type of rocket being used and the direction of the launch hazard area have revealed the identity of the spacecraft. NROL-27 is a communications satellite, which will form part of the Satellite Data System (SDS); a constellation of spacecraft used to relay data from other NRO satellites to the ground.

SDS satellites are the only medium-class NRO satellites operated in geosynchronous orbit. Much larger Mentor satellites, such as the USA-223 spacecraft which was launched last November, also operate in geosynchronous orbit; however they require a much larger rocket to place them into orbit. Additionally, the launch patch for NROL-27 includes the Latin phrase “nos suo caelum”, which roughly translates as “we connect the sky”.

Hidden ‘clues’ in mission patches are fairly common for NRO payloads, and the previous SDS launch also contained a similar Latin phrase indicating that it was a communications satellite. Another clue from the patches is the fact that the launch has been named “Gryphon”; traditionally rockets named after mythical creatures or constellations have deployed either SDS or NOSS satellites, and the trajectory that Delta 353 is to follow is not compatible with NOSS.

In its current, third generation, form SDS is a five-satellite constellation; consisting of two satellites in geostationary orbits, plus another three in highly elliptical molniya orbits. Earlier generation systems used less geostationary satellites, with none in the first generation constellation, and only one in the second generation system.

The first SDS satellite, OPS 7837, was launched in June 1976 atop a Titan III(34)B from Vandenberg. In total, seven first generation satellites were launched, all into Molniya orbits. Following the launch of OPS 7837, OPS 7940 was launched in August 1976, and with the August 1978 launch of OPS 7310, the initial constellation was complete.

Further satellites were launched to replace and augment those already in orbit; OPS 5805 in December 1980, USA-4 in August 1984, USA-9 in February 1985, and USA-21 in February 1987. First generation satellites were built by Hughes, and are believed to have been based on the HS-312 satellite bus, which was also used for Intelsat IV spacecraft. They had a mass of around 630 kilograms and each satellite could transmit and receive twelve UHF signals.

The first generation satellites were followed by four second generation, or SDS-2 satellites. The first satellite, USA-40, was deployed by Space Shuttle Columbia during the STS-28 mission in August 1989, with the aid of an Orbus-21S solid rocket motor.

The second spacecraft, USA-67 was deployed by Atlantis during STS-38 in November 1990. The first SDS satellite to be placed into geostationary orbit, it was initially identified as a Magnum signals intelligence satellite.

This misidentification was in part due to the fact that SDS satellites had not previously operated in geostationary orbit, and partly due to the deployment of a second satellite by the mission, which was not publically acknowledged and designed to avoid detection.

That spacecraft, Prowler, was also placed into a geosynchronous orbit, and also used a single kick motor. When the two motors were catalogued and the second payload was not, observers assumed that a two-stage kick motor had been used to deploy a single satellite; Magnum satellites were deployed using the two-stage Inertial Upper Stage.

After the launch of USA-67, two more molniya-orbit satellites were launched; Space Shuttle Discovery launched USA-87 in December 1992 during the STS-53 mission, and USA-125 was launched by a Titan IV(405)B in July 1996. The second generation satellites are believed to have been based on either the HS-381 or HS-389 bus.

Third generation satellites, which are also known as Quasar, followed the second generation spacecraft. The first, USA-137 or NROL-5, was launched by an Atlas IIA in January 1998, and subsequently placed into Molniya orbit.

The next two launches occurred in December 2000 and October 2001 using Atlas IIAS rockets, and saw the USA-155 (NROL-10) and USA-162 (NROL-12) satellites placed into geostationary orbits. These satellites are located respectively at 10 and 144 degrees west of the Greenwich meridian, and it is expected that NROL-27 will replace one of them.

Two more third generation satellites have since been placed into Molniya orbits; USA-179 or NROL-1 was launched on the final flight of the Atlas IIAS in August 2004, and USA-198 or NROL-24 was launched by an Atlas V 401 in December 2007. Little is known about the third generation satellites. Once in orbit, NROL-27 will receive a USA designation; USA-227 is the next sequential designation and as such the most likely candidate, although the designations have not always been assigned sequentially, and the designation USA-163 still remains unassigned.

Assuming that Friday’s launch meant one of the geostationary SDS satellites is at the end of its operational life, then it will establish that SDS-3 satellites are designed to operate for around ten years. It is logical to assume that the other geostationary must also be approaching the end of its design life, and that USA-137 is overdue replacement.

It is therefore likely that two more SDS launches will occur in the next few years. NROL-33 and 38 have been identified as likely candidates from their configurations and launch sites, however not enough information is currently known about them to establish their identities with any degree of certainty.

Whilst it is known that Delta 353 flew east from Cape Canaveral, the exact profile for its ascent has not been announced. Assuming that Delta 353 will place NROL-27 directly into geosynchronous transfer orbit, then it will probably follow a similar mission profile to that published in United Launch Alliance’s Payload Planners Guide, and those used for previous launches to geosynchronous transfer orbits; such as flights carrying GOES weather satellites.

Five and a half seconds before launch, the RS-68 engine of the first stage started, and begin throttling up to full thrust. At T-0, the twin solid rocket motors ignited, and Delta 353 lifted off. Around 50 seconds after launch, the rocket travelling at Mach 1, the speed of sound. Shortly afterwards, it passed through the area of maximum dynamic pressure; max-Q, around a minute into the flight.

The solid rocket motors burned for 100 seconds, before burning out and separating from the first stage. About 210 seconds after launch the RS-68 throttled down to limit the loads on the rocket caused by acceleration. Fifty seven seconds later, the engine cut off. Six seconds after cutoff, the first stage separated, and the extendable nozzle on the second stage’s RL10B-2 engine deployed. The RL10 ignited around fourteen to nineteen seconds after staging, and ten to fourteen seconds later the payload fairing separated from around the spacecraft.

At this point in the flight, all official coverage of the launch ended. The first burn of the second stage engine will probably last around eleven and a half minutes. It will then be followed by a coast phase lasting about seven and a half minutes, and then a second burn lasting about four minutes and twenty seconds. After the second burn, there will be another short coast phase, and then the spacecraft will separate.

Delta 353 will be the twenty-first rocket to be launched from Cape Canaveral’s Space Launch Complex 37B (SLC-37B). The complex was built in the 1960s and initially used as a backup launch site for Saturn I and IB rockets, with eight launches being conducted between 1964 and 1968, culminating in the Apollo 5 mission which tested the Apollo Lunar Module in low Earth orbit. The complex was mothballed once Apollo launches switched to the Saturn V, however it was expected to be used again during the Apollo Applications programme, which was planned for the 1970s.

When most of Apollo Applications was cancelled, Saturn IB launches were moved to Launch Complex 39 to reduce infrastructure, and eliminate the need to reactivate the older Saturn I complexes. LC-37 was subsequently demolished, and rebuilt in the 1990s for the Delta IV programme. This will be the thirteenth launch from the complex since it was reactivated in 2002.

Delta 353 is the third EELV and second Delta IV to launch in 2011. The previous Delta IV launch, conducted on 20 January, deployed USA-224; a KH-11 electro-optical imaging satellite, in a launch from Vandenberg. An Atlas V launch last week deployed USA-226; the first flight of the second X-37B spaceplane. A further six EELV launches are planned this year; four Atlas Vs and two Delta IVs, with the next scheduled launch being that of an Atlas V 411 with NROL-34. That launch is currently planned for 12 April; the fiftieth anniversary of Yuri Gagarin’s launch on the first manned spaceflight, Vostok 1.

The next Delta IV launch is scheduled for 23 June, carrying the GPS IIF SV-5 satellite. Before this, the older Delta II rocket is expected to launch the Argentine SAC-D satellite. The Delta II launch, which will mark the final flight of the 7320 configuration, is currently scheduled to occur no earlier than 9 June. Two further Delta II launches are planned this year, and whilst United Launch Alliance have the parts to produce five more Delta II Heavy rockets and are attempting to sell the rockets, it is expected that the Delta II will be retired from service this year.

This was the twelfth orbital launch attempt of 2011. Of the previous eleven launches, nine have been successful. The two failures were of a Russian Rokot/Briz-KM rocket, which placed a Geo-IK-2 satellite, since redesignated Kosmos 2470, into an unusable orbit, and of an Orbital Sciences Taurus-XL which failed to place NASA’s Glory satellite and three CubeSats into orbit after its payload fairing failed to separate.

(Images: ULA, Boeing and L2 Historical Mission Database Hi Res Images)

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Delta IV-H Launch Overview:

The Delta IV which launched is Delta 352, which appears to have been named “Betty” by its launch crews. It flew in the Heavy configuration; the highest capacity EELV variant and the most powerful unmanned rocket currently in service. The launch was the third Delta IV launch from Vandenberg but the first to use the Heavy configuration. Overall, it was the fifteenth Delta IV launch, and the fifth to use the Heavy configuration.

The Delta IV Heavy consists of a Common Booster Core (CBC) first stage, powered by a single RS-68 engine. Two more CBCs are attached to its sides as boosters. The RS-68 is a cryogenic rocket engine, fuelled by liquid hydrogen with liquid oxygen oxidiser. The launch of Delta 352 will take the flight counts for the CBC and RS-68 to twenty five.

The second stage of the Delta IV is a five metre Delta Cryogenic Second Stage (DCSS). This is powered by a single RL10-B-2 engine, also burning liquid hydrogen and liquid oxygen. The payload is mounted on an adaptor atop the second stage, enclosed in a payload fairing with a diameter of five metres. Two payload fairing are available for Delta IV Heavy launches; a 19.1 metre bisector composite fairing or a 19.8 metre trisector aluminium fairing.

The flight profile for the launch was not entirely clear. No information was published, and a Delta IV Heavy had never launched to Low Earth orbit before. The last two Titan IV launches from Vandenberg, both carrying the same type of spacecraft as is believed to be aboard Delta 352, deployed their satellites less than ten minutes after launch, with a direct insertion into low Earth orbit.

From ULA documentation on the Delta IV, it seems more likely that a two-burn profile would have been used for the launch, with spacecraft separation about an hour and a half after launch.

Early flight milestones were predicted to be probably be the same regardless of the flight profile. Those milestones followed with the three RS-68 engines igniting five and a half seconds before the flight is due to begin. At T-0, Delta 352 will be released, and will begin its ascent towards orbit. About fifty seconds after launch the RS-68 engine of the core stage will begin to throttle down to fifty seven percent in order to conserve fuel. The process of throttling down will last around five seconds.

The vehicle will experience maximum dynamic pressure, or Max-Q, as it approaches the speed of sound about 81 seconds after launch. The pressure will reduce once the vehicle is supersonic.

The strapon CBCs will begin to throttle down about 235 seconds after launch, and seven seconds later their engines will shut down. After another three seconds the boosters will be jettisoned, with the remaining RS-68 throttling back up a second later. At around this point, Delta 352 will cross the Kármán line and enter space.

The payload fairing will separate from around the payload around 277 seconds after launch. The first stage will continue to burn until T+328 seconds, when its engine will cut off. Six seconds later, the first and second stage will separate, and the second stage engine nozzle will begin to deploy. Thirteen seconds after staging, the RL10 will ignite.

Assuming that Delta 352 did follow a two-burn flight profile to low Earth orbit, the first burn of the second stage engine lasted around 728 seconds, followed by a coast phase lasting around seventy one minutes and twenty five seconds. The RL10 would have then restart for a nineteen second burn, raising the velocity of the DCSS and payload by about 60 metres per second. Spacecraft separation would then occur shortly afterwards.

Typically for NRO payloads, publicly available coverage of the mission ended at around the time of fairing separation, and an announcement of a successful launch was made shortly thereafter, even if the launch had not actually been completed by that stage.

Delta 352′s payload is officially classified; however it is widely believed to be a KH-11 “Improved Crystal” electro-optical reconnaissance satellite. The KH-11 first flew in the late 1970s, replacing earlier film-return imaging satellites like the KH-9 Hexagon. Instead of returning images by film, KH-11 satellites transmit them electronically. Four separate generations of KH-11 satellites have been identified, with the later two unofficially referred to as KH-11B or KH-12.

KH-11 satellites are designed to produce high-resolution images, which are then relayed to the ground via Satellite Data System (SDS) spacecraft in molniya and geosynchronous orbits. They are reported to resemble the Hubble Space Telescope. This will be the first KH-11 satellite to launch on anything other than a Titan rocket; previous launches have used the Titan IIID, Titan 34D and both types of Titan IV, all of which flew from Space Launch Complex 4E at Vandenberg.

The KH-11 was the last in a series of “Key Hole” reconnaissance satellites, which began with the KH-1 “Corona” series in 1959. KH-1 to 4 satellites carried panoramic cameras which returned films in Satellite Recovery Vehicles, or SRVs. The KH-5 “Argon” satellites were launched around the same period as the Corona spacecraft, and carried lower-resolution cameras for use in mapping operations. The KH-6 “Lanyard” spacecraft were intended to provide high-resolution images, however following two failed missions and a third which returned poor quality images, the programme was cancelled.

The KH-7 and KH-8 “Gambit” spacecraft were operated between 1963 and 1984. They were high-resolution film return satellites, however many details about the programme are still classified. The KH-9 “Hexagon”, which first flew in 1971, replaced the last Corona satellites. It was capable of operating for up to nine months, although it was still limited by the need to return film capsules to Earth. KH-10 “Dorian” was a manned reconnaissance spacecraft, better known as the Manned Orbiting Laboratory. It was cancelled without any spacecraft having been launched.

The first KH-11 satellite, OPS 5705, was launched by a Titan IIID on 19 December 1976. The first five spacecraft have been identified as Block I satellites, with the last being launched on 17 November 1982. The next three launches were of Block II satellites, and these were followed by four Block III spacecraft. The two most recent launches have been identified as Block IV satellites. Of the fourteen launched, thirteen reached orbit successfully, however the first Block II spacecraft was lost in a launch failure.

The programme appears to have been known by many names, as well as KH-11, and the unofficial KH-11B and KH-12 designations, the names “Crystal”, “Kennan”, “Ikon”. Later blocks have been referred to as “Advanced Kennan” and “Improved Crystal”.

Typically, KH-11 satellites operate in a sun-synchronous low Earth orbit with a perigee of about 200 kilometres, and an apogee of a little over 1000 kilometres. Their orbital inclination is always fairly close to 97.8 degrees. The spacecraft operate in two planes, with launches usually alternating between them. Historically launches have occurred at times around 21:00-21:30 UTC for one orbital plane, and around 18:05 UTC for the other. The launch time suggests that the new satellite will replace USA-161, an ageing spacecraft launched in October 2001.

The last KH-11 launch occurred in 2005, on the final flight of the Titan IVB rocket. The Future Imagery Architecture (FIA) programme was supposed to have developed a new electro-optical reconnaissance satellite to replace KH-11, as well as new radar imaging satellites. NRO L-41, launched last September, has been identified by amateur observers as the first FIA radar spacecraft, however the electro-optical satellites are believed to have been cancelled following problems during procurement, with at least one new KH-11 satellite being ordered as a replacement. At around the time at which this happened, the rocket for the NRO L-41 launch was reported to have changed from the Atlas V 501, the lowest-capacity rocket in the EELV fleet, to the Delta IV Heavy, the highest-capacity system.

In April 2009, it was reported that US President Barack Obama had approved a new electro-optical reconnaissance programme, which is believed to include the procurement of a fifth generation of KH-11 derived satellites. The status of this programme is unclear after it ran into opposition from the Senate Intelligence Committee. Either way, this satellite will not be part of this programme, as the satellites could not have been developed quickly enough to be ready for launch this year.

It has also been reported that the Misty and Enhanced Imaging System stealth imaging satellites were based on the KH-11; these two spacecraft were launched by the Space Shuttle and a Titan IVB respectively.

The mission patch for NRO L-49 shows a phoenix rising out of a fire, with the words “melior diabolus quem scies”, which translate into English as “better the devil you know”, indicating the return to the older system following the failure of the attempt to replace it.

An image of a devil features on the launch patch. The old tradition of giving rockets personal names also appears to have been revived; Delta 352 seems to have been named “Betty”, and the Atlas V that launched from Vandenberg last year was named “Gladys”.

Since the identity of NRO L-49 and a KH-11 satellite has not yet been confirmed, several other types of spacecraft are possible. In the past, heavy-lift Titan rockets have also launched Lacrosse radar imaging satellites from Vandenberg; however with the launch of NRO L-41 last year it would appear that smaller, more modern radar satellites have replaced them.

Satellite Data System communications satellites and NOSS signals intelligence spacecraft were also once launched on heavy-lift rockets from Vandenberg, but these had all been replaced by smaller satellites launched on medium-lift rockets by the early 2000s.

A stealth imaging satellite, either part of or a successor to the Misty and Enhanced Imaging System programmes remains an outside possibility; however the United States is believed to have stopped development of dedicated stealth reconnaissance satellites several years ago.

The name NRO L-49 stands for National Reconnaissance Office Launch 49, indicating that this is the 49th payload in the NRO’s launching programme. These launches are not conducted sequentially, and this will be the twenty ninth launch since the designations were introduced. Once in orbit, the satellite will be assigned a USA designation. USA designations are numbers assigned to most US military and NRO satellites.

Although they are traditionally only assigned to military spacecraft, several other payloads deployed by a Minotaur IV launch last year have also received them; with the University of Michigan’s Radio Auroral Explorer being designated USA-218, NASA’s O/OREOS and FASTSAT spacecraft being designated USA-219 and 220 respectively, and the University of Texas FASTRAC-1 “Sara-Lily” spacecraft becoming USA-222.

Delta 352 launched from Space Launch Complex 6 (SLC-6) at Vandenberg Air Force Base. SLC-6 was built in the late 1960s as a Titan III launch complex in support of the Manned Orbiting Laboratory programme; a US Air Force project to use space stations for reconnaissance and scientific research. Following the cancellation of MOL, SLC-6 was rebuilt as a Space Shuttle launch complex. Following the Challenger accident in January 1986 a review of programme safety led to plans for Shuttle launches from Vandenberg being abandoned.

Following the cancellation of Shuttle missions from SLC-6, rumours spread that the complex had been built on a Native American burial ground, and was subject to a curse; however this has never been substantiated. The complex remained unused until the mid 1990s, when the small Athena rocket began operations from Vandenberg.

After the initial retirement of the Athena in 2001, SLC-6 again fell into disuse. Following the announcement that Athena would be returned to service in the next few years, it is believed that if it needs to launch from Vandenberg it will use the Minotaur launch complex, SLC-8; the Minotaur IV and Athena have very similar first stages.

In the early 21st Century, SLC-6 was rebuilt as a Delta IV Medium launch complex. Support for the Delta IV Heavy was not originally planned, as it was expected that future polar-orbiting reconnaissance satellites would be smaller than previous designs. The first Delta IV launch from SLC-6 occurred in June 2006, carrying USA-184; an Improved Trumpet electronic intelligence satellite. A further launch was conducted later that year with a DMSP weather satellite.

When NRO L-49 was remanifested as a Delta IV Heavy mission, work began on SLC-6 to accommodate the complex. No launches could be conducted whilst this work was ongoing, and the NRO L-25 mission, which had originally been scheduled for late 2007 or early 2008, is now believed to be scheduled for launch next year.

The launch was the first American orbital launch of 2011. Last year, America conducted 15 orbital launches; less than it typically has, allowing China to conduct as many launches as it for the first time. NRO L-49 was the second orbital launch of 2011 overall, following Thursday’s launch of the first Zenit-3F, carrying the Elektro-L No.1 satellite.

Click here for recent Delta IV articles: http://www.nasaspaceflight.com/tag/delta-iv/

The launch of NRO L-49 came amid a period of increased activity in terms of NRO launches. One Medium and one Heavy payload were launched during the last four months of last year, and in the next year two heavy, two medium and one light payload are scheduled to fly. Two NRO CubeSats, QbX-1 and QbX-2, were also launched in December aboard a Falcon 9.

Part of the Colony 1 programme, the satellites were used for technology demonstration missions, and decayed from orbit on 6 and 16 January respectively. Eight more QbX satellites are expected to be launched on a Falcon 1e later this year, along with up to 24 satellites for the US military. The next launch of an NRO payload, NRO L-66, is scheduled for early next month atop a Minotaur I from Vandenberg.

The next Delta IV launch is scheduled for April, when a Delta IV-M+(4,2) will launch the NRO L-27 mission from Cape Canaveral. The next Delta IV Heavy launch is planned for December, also carrying an NRO spacecraft from Cape Canaveral; NRO L-15. In between, another Delta IV-M+(4,2) launch is planned, carrying a Global Positioning Satellite. Three Delta II launches are also planned, including the final flight of the standard 7000 series, and probably the final flight of any Delta II.

United Launch Alliance is also expected to launch five Atlas V rockets this year, starting at the beginning of March with the first flight of the second X-37B; OTV-2. AT the end of the same month, another Atlas V is slated to deploy an NRO payload from Vandenberg.

A launch at the end of April is scheduled to carry the first Space Based Infrared System (SBIRS) satellite. The last two Atlas launches of the year will deploy planetary probes for NASA: in early August it will send the Juno spacecraft on its way to Jupiter, and in late November another flight will deploy the Mars Science Laboratory, or “Curiosity” spacecraft bound for Mars.

(Lead Image via Pat Corkery – ULA)

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Orion/MPCV Latest:

Saved from President Obama’s FY2011 cull of the Constellation Program (CxP), Orion only had a role as a lifeboat on the International Space Station (ISS) to look forward to, prior to being realigned as to fulfilling its potential as a Beyond Earth Orbit (BEO) vehicle.

While those missions are yet to be defined, it can be expected the Orion will be capable of visiting the ISS, Near Earth Objects (NEOs) and eventually Mars (and/or Phobos). 

As such, the name “Orion” is likely to be dropped in future documentation, as NASA transitions from the defunct CxP into the programs which are being drawn up by bodies such as the HEFT (Human Exploration Framework Team).

This change of name was pre-empted in managerial notes over recent days, citing the “move” of Orion Project manager Mark Geyer to heading up the MPCV planning team.

“Transition of Orion to a Multi-Purpose Crew Vehicle (MPCV) is allowed by / consistent with the 2010 NASA Authorization Act,” the managerial notes (L2) added. “Team is actively working with the Exploration Systems Mission Directorate (ESMD) on next steps.

“Mr Geyer is heading the MPCV planning team. Orion is considered the point of departure for planning a possible MPCV mission, including Mission Operations support and launch/entry suits.”

Click here for further news articles on Orion: http://www.nasaspaceflight.com/tag/orion/

NASA managers are also meeting with their Lockheed Martin colleagues this month to discuss the outlines of the opening Orion Test Flight (OTF-1), which is tracking a target launch date of July, 2013. The Block I Orion will be lofted on its debut flight by a Delta IV Heavy.

Part of the discussions continue to revolve around the responsibilities for the flight, with recommendations to utilize a “Joint Test and Mission Operations Team” which would consist of NASA MOD (Mission Operations Directorate) and Lockheed Martin personnel.

“Orion Flight Test -1 (OFT-1):  Orion Project/Mark Geyer is preparing to take a recommendation on how the OFT-1 mission will be supported from the development phase through the real-time test flight support operation and post test flight vehicle processing,” noted the OTF-1 notes (L2).

“The two options that are being assessed include having Lockheed Martin perform the entire test flight as a “turn-key” operation or implementing a more traditional support structure that includes MOD for the pre-flight testing support and full responsibility of the real-time test flight operations support from T-0 through splash down and post landing vehicle safing. 

“The Orion Project has been leading the effort to assess the two options and concluded that the preferred option would be to utilize a “Joint Test and Mission Operations Team” that is comprised of LM T&V (Test and Verification) personnel, LM Operations personnel and NASA-MOD personnel.

With the joint team recommendation accepted by Mr Geyer’s team, the proposal will be taken to NASA HQ for discussion in the upcoming days.

“(Mr) Geyer accepted the OFT-1 proposal that will utilize a blended team approach for support of the test flight. The team will be comprised of Lockheed Martin (LM) Test Engineers, LM Operations personnel and NASA Mission Operations personnel,” added an additional update (L2).

“The team approach will be utilized for all aspects of the test flight including subsystem and integrated testing as well as the flight execution. The team approach will also be utilized for the development of all products required for support of the mission (e.g. test scripts, test procedures, LCCs (Launch Commit Criteria), Flight Rules, timelines, etc.).”

For the interim, Lockheed Martin Operations and T&V members, along with NASA/Orion Ops personnel, are to develop the Memorandum of Understanding (MOU) to define the joint team support approach for the OFT-1 mission.

MOD Director Paul Hill is also expecting the joint team approach to be fully adopted, as noted during comments about MOD’s role with Orion/MPCV, during an exclusive and wide-ranging interview with NASASpaceflight.com – which will be published in its entirety on Tuesday.

“MOD’s role for Orion/MPCV is unchanged. Experienced MOD personnel remain engaged with the NASA and Lockheed team developing the spacecraft and associated operations. Our plan is to engage the MOD infrastructure and plan/train/fly community in preparing for and flying the test flight on whatever booster it rides to orbit on, including an EELV,” noted Mr Hill.

“I’d expect that a commercial EELV would be launched and monitored by the experienced commercial launch team. An MCC-Houston team would then be responsible for the spacecraft, team with the EELV provider on spacecraft related ops decisions during first stage, powered flight and have full responsibility through splashdown. 

“This arrangement would both benefit from MOD’s previous flight and Orion-development experience, and also provide a good pathfinder in developing MPCV mission systems and plan/train/fly products. MOD’s support to the test flight would fit within the cost required to prepare for the follow on MPCV missions with crews aboard.”

The capsule is expected to make its manned debut in either the 2016, or 2018 and/or 2019, depending on the availability of the Space Launch System (SLS).

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Orion:

Initially an unpopular casualty of President Obama’s FY2011 budget proposal cull of the Constellation Program (CxP), pressure to keep the Orion Project alive resulted in an interim plan to utilize the vehicle as a lifeboat on the International Space Station (ISS).

With refinements adopted from the forward plan designed by the US Senate, Orion’s use is heading back to one which will see the vehicle become part of NASA’s Beyond Earth Orbit (BEO) aspirations, as much as the details continue to be worked by bodies such as the HEFT (Human Exploration Framework Team).

First up is planning for an unmanned test flight, as soon as 2013, with a Block I Orion being sent on a debut flight. Orion would be lofted by a Delta IV Heavy from Cape Canaveral, allowing for the testing of Orion’s orbital ability and re-entry capabilities.

The question NASA managers are currently evaluating relates to the responsibility for the flight, whether the test would be fully handed over to contractor control, such as Orion contractor Lockheed Martin – who are also part of the United Launch Alliance (ULA) from whom the Delta IV-H would be purchased from – or if NASA would be a joint partner.

“There are discussions about how to handle the first test flight of Orion and whether or not the government is going to be responsible for the test flight, whether it will be a joint venture or whether the contractor will be responsible for the first un-crewed test flight,” revealed managerial notes (L2).

It is likely that NASA pressure will focused on involving the Mission Operations Directorate (MOD) at the Johnson Space Center (JSC), who have made it very clear at All Hands meetings that they wish to fully involve their “Plan, Train, Fly” mantra into all Orion future operations, along with a role with commercial manned flights.

This question on how the flight will be supported was also raised in a separate address on the status of the 2013 test flight, tagged Orion Flight Test-1 (OFT-1). A recommendation on how the flight will be conducted will soon be presented to NASA HQ.

“Orion Flight Test-1 (OFT-1): Orion Project/Mark Geyer is preparing to take a recommendation on how the OFT-1 mission will be supported from the development phase through the real-time test flight support operation and post test flight vehicle processing,” added notes acquired by L2.

“The two options that were being assessed include having Lockheed Martin perform the entire test flight as a ‘turn-key’ operation or implementing a more traditional support structure that includes MOD for the pre-flight testing support and full responsibility of the real-time test flight operations support from T-0 through splash down and post landing vehicle safing.

“Orion Project has been leading the effort to assess the two options and will present his recommendation to Mr. Geyer (December), who will then take a recommendation to Headquarters.”

Also part of the options being presented to NASA HQ is the manned schedule for Orion, with November meetings pointing to two current options. Option One would result in Orion’s crewed debut in 2016, while Option Two would plan around a flight in either 2018 and/or 2019.

“Presented options, and then it was rolled up to HQ on November 17. One option is a manned flight in 2016. Two other options have it at 2018 and 2019,” added notes (L2), without listing specifics, although sources note the second option is focusing on the FOC (Full Operational Capability) schedule of the SLS. “Talked to some Orion folks and they said it went well at HQ.”

Meanwhile a level of requirements-related work is being carried out on Orion, focusing on Depress Requirements and related scenarios.

“Orion 48 Hour Depress Requirement Re-assessment: Following a discussion on the Orion-to-EVA System review (September, 2010), the Flight Ops Panel (FOP) received an action to re-assess the current Orion 48 hour depress requirement [the block 1 Orion vehicle must safely support the crew in a depressed cabin for up to 48 hours],” MOD notes (L2) added.

“Specifically, the action is to re-assess the 48 hour unpressurized requirement from both a crew survival and operations scenario perspective.”

The scenarios covered included an unpressurized Orion being able to dock with the International Space Station, and Orion’s Thermal Control System (TPS) after damage results in a penetration of Orion’s pressure vessel.

“Multiple FOP meetings were held to cover applicable topics to the issue including; on-orbit loiter times vs landing site selection, capability of an unpressurized Orion to dock and equalize pressure with the ISS (to allow crew ingress to the ISS), the allowable TPS damage that will support a safe Orion re-entry, and the capability to expedite a rendezvous and docking with the ISS in the event of an Orion cabin depress,” the notes continued.

“Three key facts were presented at the FOP meetings; 1) a full penetration to the Orion pressure vessel with sufficient damage to result in loss of pressure integrity will result in unacceptable TPS damage to support a subsequent entry, and the capability to expedite the rendezvous and docking with ISS is dependent upon the phase angle at the time of launch and is not an option for all Mid and Max phase angles leading to a nominal docking time of ~ 44 hours.”

Click here for further news articles on Orion: http://www.nasaspaceflight.com/tag/orion/

Evaluations are continuing, although it is believed that an Orion with a depressed cabin could dock and equalize pressure with the ISS to allow the Orion crew to ingress the Station for use as a safe haven, resulting in an initial recommendation to keep the current requirement at 48 hours.

(Lead Image: NASA CxP via L2, Alan Waters with photoshop by Gunter Krebs, AIAA and NASA.gov)

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Delta IV-H Preview:

The Delta IV which will perform the launch is Delta 351, a Delta IV Heavy with three Common Booster Cores and an upper stage with a diameter of five metres. The first stage of the Delta IV is a Common Booster Core or CBC, powered by a single RS-68 engine. This will be augmented early in the flight by two additional CBCs attached to it on either side. The second stage is the five metre Delta Cryogenic Second Stage or DCSS, which is powered by one RL10-B-2 engine.

The Delta IV is one of two Evolved Expendable Launch Vehicles, the other being the Atlas V, which were developed to meet the requirements of the US military and the NRO. It made its maiden flight in 2002, when a Delta IV Medium+(4,2) launched the Eutelsat W5 satellite. The Heavy configuration first flew in December 2004, carrying a demonstration payload and two small satellites. 

Due to cavitation in the fuel lines, the boosters and first stage shut down early, and the spacecraft reached lower than planned orbits. Delta 351 will be the fourteenth Delta IV to fly, and the fourth Heavy. The Delta IV Heavy is the only rocket in service that uses only cryogenic propellants; all of its stages use liquid hydrogen as fuel and liquid oxygen as an oxidiser.

The payload, currently identified as NRO L-32, is the third NRO spacecraft to be launched on a Delta IV, and the second on a Heavy. The use of the Delta IV Heavy; the most powerful rocket available to the NRO, means that the spacecraft must have a high mass relative to the orbit regime into which it is to be inserted, or a smaller rocket would have been able to carry it.

Three types of recently launched NRO satellites typically fall into this category; ‘Mentor’ GSO ELINT spacecraft, ‘Improved Crystal’ electro-optical reconnaissance satellites and ‘Lacrosse’ radar imaging satellites. Since the launch is taking place from Cape Canaveral, the rocket would be unable to reach an orbit compatible with an Improved Crystal satellite; such spacecraft operate in high inclination orbits which would require that the rocket fly over land, potentially dropping debris and spent stages, too soon after launch.

Lacrosse satellites also operate in high inclination orbits, however they do not have as high an inclination as Improved Crystal, and two have launched from Cape Canaveral in the past, although most flew from Vandenberg.

A Launch Hazard Area established for the launch extends to the East of Cape Canaveral, which suggests a low inclination launch. This means the payload is almost certainly heading to geosynchronous orbit, since it is the only low-inclination regime typically used by the NRO. It is therefore likely that this spacecraft is an electronic signals intelligence (ELINT) spacecraft. Current-generation NRO geosynchronous ELINT satellites, known as ‘Mentor’ or ‘Advanced Orion’, have been in service since 1995. Four are currently in orbit, and amateur observers have reported that they all still appear to be operational.

The National Reconnaissance Office are believed to consider L-32 to be particularly urgent. USA-110, the first Mentor satellite, is believed to be located at a longitude of 127 degrees east. It has been in orbit for fifteen years, and is likely to be in need of replacement. Due to its longitude it cannot regularly be seen by amateur observers, and therefore its exact status is unknown.

The second oldest spacecraft, USA-139, has been in orbit since 1998 and spent most of its service life at a longitude of 44 degrees East. Last year it was replaced by USA-202, but since then it appears to have been redeployed to a longitude of 14.5 degrees west. This may not be an important location, however, and it is possible that the spacecraft is merely being stored there, or that it is being used to provide additional non-critical data in a similar way to how NOAA have redeployed retired GOES satellites to cover South America.

The only other Mentor satellite in orbit, USA-171, was launched in 2003 and is believed to be located at a longitude of around 95.5 degrees east. Despite being the second youngest in service, it is also fairly old and likely to be approaching, if not already past, the end of its design life. It has been reported that most NRO satellites have design lives of between three and eight years.

Bruce Carlson, the Director of the NRO, described the spacecraft as being the largest ever launched. It is unclear exactly what he meant by this; it cannot be in terms of mass because several spacecraft have already been launched which are too heavy to fly aboard a Delta IV, for example Skylab. One possibility is that he was referring to the surface area of the spacecraft with arrays and antennae deployed.

Mentor satellites are believed to have larger antennae than any other spacecraft, which give them a very large surface area. Carlson’s wording suggested that L-32 would be larger than any previous satellites, indicating that instead of being a Mentor satellite, L-32 could be the first in a new generation of larger ‘Improved Mentor’ geosynchronous ELINT satellites.

The trajectory that Delta 351 will follow has not been officially announced, however the flight profile followed by Delta 310, the first Delta IV Heavy launch, is thought to have been based on that required to deploy USA-202, the most recently launched Mentor satellite.

Assuming the same profile will be used for Delta 351, then as with all Delta IV Heavy launches, the RS-68 engines of the first stage and boosters will ignite five and a half seconds before liftoff. At T-0 the bolts securing the rocket to the launch pad will be released, and Delta 351 will begin its ascent to orbit.

The vehicle is expected to head due East out over the Atlantic, heading for an equatorial orbit. The first stage engine will throttle down around fifty seconds into the flight to conserve fuel whilst the boosters provide thrust, and about eighty seconds after launch the vehicle will pass through max-Q, the point in the flight at which it experiences maximum dynamic pressure. Seconds after reaching max-Q, the rocket will also pass through Mach 1 and begin travelling at supersonic speed.

About two and a half minutes after launch, Delta 340 will roll to bring the CBCs level. A little over eighty seconds later the boosters will throttle down in preparation for cutoff, whilst the core stage will continue to burn normally. About 245 seconds into the flight the boosters will complete their burns, and their engines will shut down. Three seconds later they will be jettisoned, and one second later the first stage will throttle-up to full thrust.

About sixty eight seconds later the engine will begin to throttle down as it approaches cutoff. Cutoff will occur a little over five minutes and thirty three seconds into the mission, and will be followed seven and a half seconds later by stage separation. The second stage nozzle will then extend, and thirteen and a half seconds after staging the RL10 will ignite for its first burn. The payload fairing will separate from around the spacecraft about ten seconds later.

At around this point the launch video will be terminated, and no further updates are expected, except one to confirm the outcome of the launch after spacecraft separation. If the Delta 310 profile is used, then the first burn of the second stage will last six minutes and fifty three seconds, and will be followed by a coast phase lasting seven minutes and forty two seconds.

The second burn will then last eight minutes and two seconds, placing the upper stage and payload into a geosynchronous transfer orbit. Once the second burn is complete, a longer coast phase will occur, lasting five hours, eight minutes and forty two seconds, whilst the vehicle ascends to the apogee of its orbit. At apogee the second stage will restart for a third burn, lasting three minutes and fourteen seconds, to insert the spacecraft directly into geosynchronous orbit.

The second and third burns of the Delta 351 mission may be slightly shorter as the Delta 310 mission was aimed slightly above geosynchronous orbit to avoid placing unnecessary debris into geosynchronous orbit, in the event it never reached this orbit due to the fuel cavitation problem.

Delta 351 will be the twentieth to launch from Space Launch Complex 37B (SLC-37B) at Cape Canaveral. SLC-37 was originally built in the 1960s as a backup launch site for Saturn I rockets, and supported eight launches in support of the Apollo programme. At the time, it was known as Launch Complex 37, or LC-37. The first six launches from the pad were of Saturn I rockets, which flew in 1964 and 1965.

In 1966 a configuration consisting of the first stage of the Saturn I and the second stage of the Saturn IB, flew from the complex. This launch is sometimes identified as a Saturn IB, and sometimes as a separate rocket called an “Uprated Saturn I”, however that name has also been used as an alternative name for the IB. A full Saturn IB made the last Saturn launch from the complex in 1968, carrying Apollo 5, the first flight of the Lunar Module. Although LC-37A was completed, it never supported a launch, and all eight launches were made from LC-37B.

LC-37 was intended for use in the 1970s in support of the Apollo Applications programme, however when this was scaled back to just Skylab and ASTP it was found to be more economical to modify Launch Complex 39 to accommodate the Saturn IB than to reactivate Launch Complexes 34 and 37.

The facility was demolished in the early 1970s. In the late 1990s, Boeing began construction work on the modern SLC-37B, and the complex was rebuilt in time for the maiden flight of the Delta IV in 2002. LC-37A was not rebuilt. Delta 351 will be twelfth Delta IV to use the complex, with the other two launches having taken place from Space Launch Complex 6 at Vandenberg Air Force Base.

Delta 351 is the third and Delta IV, and the seventh and last EELV, to launch this year. Previous Delta IV launches have deployed the GOES 15 weather satellite, and the USA-213 Global Positioning Satellite. Atlas V launches this year have deployed the Solar Dynamics Observatory, USA-212 – the first flight of the X-37B Orbital Test Vehicle, USA-214 – the first Advanced Extremely High Frequency communications satellite, and USA-215 – another classified NRO payload which is believed to be a radar imaging spacecraft.

The next launch of Delta IV is expected to occur in January, when another Heavy will be launched, carrying NRO L-49 from SLC-6 at Vandenberg. The next Delta IV launch from Cape Canaveral is expected to occur in March with a Medium+(4,2) configuration launching NRO L-27. L-32 is the second NRO payload to launch this year, and five are expected next year. In addition to L-32 and L-27; L-34 is expected to launch in March on an Atlas V, L-66 is also expected in March, using the much smaller Minotaur I rocket, and L-15 is expected to launch on a Delta IV Heavy in December.

(Photos via Pat Corkey, ULA. Graphics via the 270 page vehicle overview presentation – L2)

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