Determining the scope of the project:

As determined in 2009 and presented at the recent Exploration Gateways Conference, JAXA has created a comprehensive overview of their strategy for developing their space program both in the manned and unmanned arenas.

Capitalizing off their success with the Kibo lab complex (two pressurized, habitable modules and an external experiment pallet), the HTV transfer vehicle, Hayabusa, and three (3) residency stays on the International Space Station – with at least two more upcoming in 2012 and 2013/14, Japan is looking to make their space program more robust – an approach that began in 2009 with the Space Basic Plan.

Under this plan, JAXA aimed to understand and enhance their Land, Sea Observing Satellite system coverage in the Asian region, their Earth Environment, Weather Observing Satellite systems, their Advanced Communication Satellite system, their positioning satellite system, and their National Security Satellite system.

A Program Research and Development group also set out to enhance JAXA’s Space Science, Manned, and Space Solar Power System (SSPS) programs.

To accomplish the task of enhancing their Space Science and Manned programs, JAXA conducted “a one year study of [their] strategy for lunar exploration by robotic and possibly human” activity.

Seeking to capitalize from their recent exploration of the moon – a field of study for Japan which greatly increased from 2007 to 2009 with the SELENE (or Kaguya) lunar orbiter mission, the one year lunar exploration study group  – comprised of members from the industry, jurists, academics, astronauts, and sociologists – created three main objectives for the one year study.

These objectives included the clarification of the exploration objectives and roadmap for technological development; the proposal of a “concrete plan for robotic lunar exploration for science and utilization, foreseeing manned lunar exploration afterward;” and the establishment of a strategy for international cooperation.

For this study, the group was organized under the Minister of State for Space Policy. The group worked on the study from August 2009 to July 2010 before issuing their report.

Since the filing of that report in July 2010 until the Exploration Gateways Conference later in the year, budget requests for the implementation of the proposals from the report were not forthcoming.

Nevertheless, the proposal itself recommended a three phased approach to JAXA’s lunar exploration program.

The proposal would begin in 2015 with the launch and initial operations of the SELENE-2 mission – a direct follow-up to the SELENE mission from 2007-2009.

The mission would represent the first lunar landing for Japan and would be classed as a short-term investigations mission. At this time, a 2015 launch date is still possible – but only if funding materializes quickly.

This SELENE-2 mission would, under the recommendations of the study participants, lead to the SELENE-X mission in 2020 – a robotics exploration mission based on the assemblage of a base on the south polar region of the moon for long-term investigation and sample return.

This mission would require a lunar robot capable of collecting samples from the lunar surface and a sample return craft.

Together, these two proposed missions would allow Japan to fulfill the third part of the phased approach for the robotics side of the lunar exploration proposal: demonstrating leadership in the international collaboration arena.

But the lunar robotic exploration missions were not the only recommendations brought forth by the study group. Human space exploration approaches were also highlighted, including the research and development of “basic technologies for human transportation systems by around 2020.”

This basic technology includes safety enhancement of rocket engines, the study and incorporation of emergent escape technologies, the development of a human-rated reentry system, and the development of Environment Control and Life Support System (ELCSS) technologies.

These emergent technologies would enable the leveraging of other JAXA space activities, including robotic lunar exploration, H-IIA/B launch operations, and ISS utilization and operation for technology demonstration – thus fulfilling the usefulness of the International Space Station as a test-bed for future missions beyond Low Earth Orbit.

Importantly, for this phase of the project, the JAXA study team emphasized, as did the presentation panel at the Exploration Gateways Conference, that “International cooperation is mandatory for human space exploration!” – again pointing out the need to come together for the betterment of all (the ISS as the shining example) than to try to attempt things on our own.

Implementing the proposals - Building from past success:

In addition to the proposed/recommended process by the study group, the roadmap for space exploration for JAXA also includes desires for the exploration of what are labeled “primitive bodies.”

Building on the success of Hayabusa at an S-type asteroid, Nozomi at Mars, Ikaros (the solar sail craft), and Planet-C (the in-progress Venus Climate Orbiter mission which will enter orbit of Venus later this decade), JAXA is looking to continue its asteroid sample return success with the Hayabusa-2 and Hayabusa-Mk2 missions – the first of which would be to a C-type asteroid and the second to a D-type asteroid.

Also on the table for consideration is the BepiColombo mission in conjunction with ESA (European Space Agency) for the exploration of Mercury. The MELOS mission, a Martian orbiter, and a currently-unnamed Jupiter and Trojan asteroids exploration mission – classed as a joint international mission – are also under consideration.

Of the five missions outlined as potentialities for JAXA, only Hayabusa-2 has a proposed launch date (July 2014 with a June 2018 arrival at an asteroid and a December 2020 Earth Return date). No launch dates or proposed theoretical mission execution dates for the other four missions are available at this time as funding is not in place.

The Exploration Gateways Conference presentation also revealed that JAXA will – as always expected – continue its fervent commitment to the International Space Station via crewmembers Hoshide in 2012 and Wakata in 2013/2014.

The presentation also showed the rough launch schedule for the remaining five (5) HTVs – with HTVs 3-7 all represented with flights from 2012 through 2015.

After that, JAXA does list the possibility of further HTVs as TBD (To Be Determined) through the end of the Station’s lifetime – something that will be greatly dependent on US and Russian funding commitments past the 2020 life extension already granted by the Congress of the United States.

Technology development drive:

To foster this more robust space program, one that will hopefully include human-flight capabilities, certain and specific technological development scenarios will have to be realized – the first of which would be the development of human reentry and return capabilities.

“Thermal protection and lifting flight control of human vehicle during the atmosphere re-entry,” will need to be developed, notes the Exploration Gateways Conference presentation from JAXA.

“Slow descent, soft and precision land at the predetermined area of the earth,” will also be of high priority in the technological arena.

In fact, JAXA hopes to have an HTV-R (H-IIb Transfer Vehicle with return capability) by the middle of the decade – a vehicle which would demonstrate and prove the new technologies needed for human reentry and return processes.

In the long term, JAXA hopes to develop a true human-rated spaceship sometime in the late 2020s.

For this new spaceship, a new human-rated launcher will need to be developed.

“The human safety technologies are key for human launch vehicle,” notes the JAXA presentation. “Simple, reliable, and low cost cryogenic engine, FDIR (fault detection, isolation & recovery) technologies, Launch abort system for emergency escape,” are all of paramount importance.

Key technological develop is expected to continue through the 2010 decade, leading to a debut of the “next primary launch vehicle” in the early 2020s and full capabilities for human launch by the 2027/28 timeframe.

Likewise, ELCSS development will continue through the mid-2010s on the ground before moving up the ISS for in-space demonstrations of air and water revitalization equipment. CO2 removal, water recovery, and toilet and shower technology development will begin shortly thereafter and continue into 2021 before human spaceship, lander, and pressurized rover development begins.

JAXA is also aiming to develop new human orbital transfer technologies for low boil-off cryogenic propulsion technologies to be used for an orbital transfer vehicle set to debut in the late 2020s.

A pre-breathe-less spacesuit is also under development at this time, as is space medicine technologies to “verify medical safety techniques needed for human presence and establishment of long duration stay on the lunar surface.”

Specifically, a space radiation monitor, regolith and lunar dust control, mental and psychological support, telemedicine care, and space food are being drawn-up/analyzed.

For this space medicine part of JAXA’s development, two tech demos are scheduled on the ISS – one in approximately 2015 and the second in 2021.

(Images via JAXA)

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JAXA Launch:

The H-IIA Launch Vehicle No. 18 is a “H2A202″ model with two solid rocket boosters (SRBs). The fairing design is 4S (4 meters in diameter.) Mitsubishi Heavy Industries, Ltd. is in charge of the launch service of the H-IIA.

Launch was delayed around a month due to JAXA finding a potential concern in the onboard reaction wheels of the MICHIBIKI spacecraft, following notification from an overseas manufacturer.

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Launch:

Established in 1969, the Tanegashima Space Center (TNSC) is the largest rocket-launch complex in Japan with an area of 9.7 million square meters. It is located in the south of Kagoshima Prefecture, along the southeast coast of Tanegashima Island.

The center is in charge of launch activities for Japanese rockets with various payloads, including the assembly of a launch vehicle, final inspections of payloads, and the loading of payloads onto the launch vehicle.

The H-IIB launch vehicle is a two-stage rocket using liquid oxygen and liquid hydrogen as propellant and has four strap-on solid rocket boosters (SRB-A) powered by Polybutadiene.

The H-IIB has two liquid rocket engines (LE-7A) in the first-stage, instead of one for the H-IIA. It has four SRB-As attached to the body, while the standard version of H-IIA had two SRB-As. In addition, the H-IIB’s first-stage body has expanded to 5.2m in diameter from 4m of H-IIA.

The vehicle is extended by the total length of the first stage by 1m from that of H-IIA. At the result of such enhancement, the H-IIB requires 1.7 times more propellant than the former.

HTV Flight:

The 10 ton JAXA cargo vehicle is capable of supplying a total of six tons of pressurized and unpressurized cargo to the ISS at an altitude of 407 km. Pressurized cargo can be received at the rack level (an International Standard Payload Rack (ISPR)) or sub-rack level; such as Cargo Transfer Bags (CTBs).

Sub-rack level cargo is integrated into HTV resupply racks (HRRs). All HRRs and ISPR equivalents are integrated into the HTV Pressurized Logistics Carrier (PLC). Unpressurized cargo is integrated onto an exposed pallet and, subsequently, into the HTV Unpressurized Logistics Carrier (UPLC).

After the HTV has delivered cargo to the ISS, waste cargo from the ISS is loaded into the HTV; and is destroyed upon reentry into the Earth’s atmosphere.

A successful debut flight of the HTV is vital for the resupply line of the ISS from a logistical standpoint, taking up some – albeit only a small fraction – of the upmass requirements that will be lost once the Space Shuttle is retired.

However, the HTV adds an extra dimension to resupplies, when compared to the Russian Progress and European ATV vehicles.

“The Space Shuttle and the HTV have the same distinctive features in that both can carry inter-vehicular supplies (daily supplies and experiment equipment) and extra-vehicular supplies (the orbital replacement unit for the ISS and exposed experiment equipment – exposed pallet),” noted HTV project manager Yoshihiko Torano.

“After the retirement of the Space Shuttle, the HTV will be the only logistic carrier for the extra-vehicular supplies and large inter-vehicular experimental equipment. Expectations for the HTV have been increasing day by day.”

This debut flight will involve numerous tests and meetings to approve the mission to proceed to an eventual arrival with the Station. Safety of the ISS is paramount for any vehicle arrival, especially when it is making its first even approach.

A total of 12 demonstrations of HTV capability are planned for this mission, with reviews on its performance taking place at key stages of the flight – including an Integrated Mission Management Team (MMT) meeting on Flight Day 6, which will result in approval for the HTV to continue on to rendezvous with the Station two to four days later.

“Free flight demonstrations are planned for all of safety critical functions before the flight phase where these functions are needed,” noted one of 16 MOD FRR presentations acquired by L2.

See here for a full preview article based on the FRR materials: http://www.nasaspaceflight.com/2009/08/nasa-ready-for-japans-htv-via-flight-readiness-review/

A safe termination of the approach, in the event of a problem – such as LOS (Loss Of Signal) – is one of the main priorities for the safety of the ISS, with Station crewmembers utilizing the HTV Crew Monitoring (HCM) system to check the vehicle’s status and approach, allowing for an abort if required.

“HCM is also used to monitor approach corridor. Dynamic abort corridor. Inside 300m, if LOS with MCC-H (Mission Control Center, Houston) and HTV exceeds abort corridor, crew prime to initiate HTV abort,” added one of the FRR presentations.

“Rendezvous can be terminated via an Abort or a No-Go command (i.e. no burn). Flight rules define burn Go/No-Go criteria based on system functionality and trajectory limits.

“HTV will automatically abort for numerous system failures. Ground initiated abort is required for violation of trajectory limits or certain ISS failure (e.g. loss of attitude control). No-Go (upload of 0 delta V) is only allowed for a few burns that have a 24 hour safe coast trajectory without an abort. All HTV aborts are designed to ensure a minimum X-axis delta V of 1.2 m/sec.

“Abort ensures that the HTV drift trajectory will not enter the approach ellipsoid within 24 hours of burn completion. Abort prior to 300 meters is retrograde. Abort during 300 meter yaw around is passive (i.e. no burn). Abort after 300 meter yaw around is posigrade.”

Once at Station, the SSRMS (Space Station Remote Manipulator) will play a key role as the vehicle arrives at the ISS, given it will not dock like previous cargo ships. Instead, the SSRMS – or Canadarm2 – will grapple the HTV, before robotic operations will gently translate the new arrival on to the Harmony module.

Further robotics will be involved when the HTV’s Exposed Pallet (EP) is handed over to the Japanese arm (JEM-RMS), which will then locate the EP on to the Exposed Facility (JEM-EF). The handoff operations between the SSRMS and JEM RMS will also be another first for the ISS.

This will be followed by Flight Day 12′s: “JEM RMS removal of EP. JEM RMS to SSRMS handoff of EP. SSRMS installation of EP into HTV.”

The bulk of the HTV work on Station relates to the transfer of the vehicle’s internal cargo – involving 70 hours of soft stowage transfer and trash (from the ISS) being stowed back on the HTV – taking place between Flight Day 12 and 28, providing there are no issues with the vehicle during these procedures.

On Flight Day 29, the SSRMS will be translated back to the HTV for grappling, before the maneuver to release position. Flight Day 30 will see the SSRMS release, ahead of the HTV’s departure burns to gain distance from the ISS.

Around two days later, the HTV will end its mission with a destructive re-entry, hopefully marking a successful conclusion to its debut mission.

L2 members: Documentation – from which the above article has quoted snippets – is available in full in the related L2 sections, now over 4000 gbs in size.

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HTV Quick Look:

The HTV is currently scheduled to launch on September 11 (local time – September 10 US time) from Tanegashima Space Center on an H-IIB vehicle – into an initial 200 km x 300 km orbit.

The 10 ton JAXA cargo vehicle is capable of supplying a total of six tons of pressurized and unpressurized cargo to the ISS at an altitude of 407 km. Pressurized cargo can be received at the rack level (an International Standard Payload Rack (ISPR)) or sub-rack level; such as Cargo Transfer Bags (CTBs).

Sub-rack level cargo is integrated into HTV resupply racks (HRRs). All HRRs and ISPR equivalents are integrated into the HTV Pressurized Logistics Carrier (PLC). Unpressurized cargo is integrated onto an exposed pallet and, subsequently, into the HTV Unpressurized Logistics Carrier (UPLC or ULC). It is also capable of carrying several hundred kilos of water.

After the HTV has delivered cargo to the ISS, waste cargo from the ISS is loaded into the HTV; and is destroyed upon reentry into the Earth’s atmosphere.

This cargo capability is crucial for the Station, as managers plan out the convoy of agency and commercial cargo vehicles that will need to pick up the massive payload capability of the soon-to-retire shuttle – as much as that retirement date remains unknown.

It total, the HTV debut flight will involve a mission duration of six days of rendezvous operations, 30 days of “attached” phase operations, followed by two to three days of departure and a disposal via re-entry.

HTV Operations:

A total of 12 demonstrations of HTV capability are planned for this mission, with reviews on its performance taking place at key stages of the flight – including an Integrated Mission Management Team (MMT) meeting on Flight Day 6, which will result in approval for the HTV to continue on to rendezvous with the Station.

“Free flight demonstrations are planned for all of safety critical functions before the flight phase where these functions are needed,” noted one of 16 MOD FRR presentations acquired by L2, with this article covering two of the presentations.

“Far Field Rendezvous demonstrations are planned for Flight Day 3 and must be successfully completed prior to integrated options – including active and passive aborts (5), free drift and absolute GPS. To be reviewed by IMMT on FD6.”

Following approval to proceed, real time monitoring and discussions on the status of the flight will be carried out as the vehicle approaches the ISS, with the option to abort at any stage.

“Any issues – or failures to meet established success criteria – will result in rendezvous termination,” noted the Agenda 2 (Mission Overview) FRR presentation.

As would be expected, the approach of the vehicle – for the first time – to the Station, will be closely monitored. This in itself will require new operations to debut for both HTV controllers on the ground, and the crew onboard the ISS.

“New Operations: HTV Crew Monitoring (HCM) is performed during R-Bar operations. Consists of dynamic and static overlays viewed on RWS (Robotic Workstation) monitors using truss and MSS cameras,” added the Agenda 3 Flight Director FRR presentation.

“Considered a hazard control for loss of a single Rendezvous Sensor (RVS). Requires crew to monitor PROX range and RVS range during approach. Requires use of Inner Capture Volume (ICV). Terminate HTV approach if HTV exceeds upper limit of ICV. Confirmation that HTV is controlling within the ICV prior to HTV free drift.”

Again, a safe termination of the approach, in the event of a problem – such as LOS (Loss Of Signal) – is a priority for the safety of the ISS.

“HCM is also used to monitor approach corridor. Dynamic abort corridor. Inside 300m, if LOS with MCC-H (Mission Control Center, Houston) and HTV exceeds abort corridor, crew prime to initiate HTV abort,” added the presentation.

“Rendezvous can be terminated via an Abort or a No-Go command (i.e. no burn). Flight rules define burn Go/No-Go criteria based on system functionality and trajectory limits.

“HTV will automatically abort for many system failures. Ground initiated abort is required for violation of trajectory limits or certain ISS failure (e.g. loss of attitude control). No-Go (upload of 0 delta V) is only allowed for a few burns that have a 24 hour safe coast trajectory without an abort. All HTV aborts are designed to ensure a minimum X-axis delta V of 1.2 m/sec.

“Abort ensures that the HTV drift trajectory will not enter the approach ellipsoid within 24 hours of burn completion. Abort prior to 300 meters is retrograde. Abort during 300 meter yaw around is passive (i.e. no burn). Abort after 300 meter yaw around is posigrade.”

Robotics and Transfers:

Among the mission priorities are items such as the successful use of the SSRMS (Space Station Remote Manipulator System) during HTV capture, and its dual use with the Japanese robotic arm.

The SSRMS will play a key role as the vehicle arrives at the ISS, given it will not dock like previous cargo ships. Instead, the SSRMS – or Canadarm2 – will grapple the HTV, before robotic operations will gently translate the new arrival on to the Harmony module.

“Capture sequence: Orbit night is prime plan. ISS thrusters are inhibited (CMG only control). SSRMS moves in from High Hover. HTV commanded to free drift (initiates 99 second capture clock). SSRMS final alignment and capture through first and second phase. Crew safing during capture sequence involves SSRMS back-away and for some cases HTV Retreat,” noted a robotics element on the Flight Director FRR presentation.

“Track and Capture: First free flyer capture for SSRMS. Enhanced on-board training to support maintenance of track and capture skills.

“Hot Backup: Provides capability to quickly switch SSRMS strings. ~90 seconds from failure recognition to completion of string swap. Standard string swaps required 20-30 minutes. Allows for continuation of capture or HTV release for partial capture scenarios.”

Any problems – resulting in delays to the operations – during the robotics to berth the HTV on Station will result in the vehicle being held in an overnight park position, while the crew prepare to attempt the docking the following day.

“HTV proximity operations, capture, berthing and critical activation are performed in one day. Crew workday is 7.5 hours (1 hour beyond standard workday), but in family with critical/complex activities.

“If delays are expected to exceed a 10 hour work day, HTV will be taken to an Overnight Park position. Overnight park would also be used for an issue identified during PCBM inspection.

“Beta dependent park positions (4 total) designed to optimize HTV power generation. Although optimized for power generation, overnight park will result in primary battery power draw if overnight park is required.”

Further robotics will be involved when the HTV’s Exposed Pallet (EP) is handed over to the Japanese arm (JEM-RMS), which will then locate the EP on to the Exposed Facility (JEM-EF), following its own recent installation during STS-127.

“EP removal from ULC via SSRMS. SSRMS to JEM RMS handoff of EP. JEM RMS installation of EP on JEM-EF,” noted Flight Day 10 activities in the FRR mission overview presentation.

“Exposed Pallet Removal and Insertion: Crew will command EP latch mechanisms for release and re-installation (single use only – parafin actuated mechanisms).

“SSRMS used to remove and install the EP. Installation is planned with Force Moment Accommodation (FMA). Provides closed loop feedback to alleviate loads.

“First time use outside of commissioning. Installation can be performed without FMA if issues arise.

“HTV Berthing Camera System (HBCS) on EP used for EP alignment and insertion. Video sent to RWS for use with HBCS overlay. Target inside HTV.”

The handoff operations between the SSRMS and JEM RMS will also be another first for the ISS.

“SSRMS to JEM RMS Handoff: EP is handed off between SSRMS and JEM RMS for transfer to/from HTV and the JEF. First handoff between SSRMS and JEM RMS. Very similar to SSRMS to SRMS handoff,” added the New Operations notes in the FRR presentation.

“EP Payloads are powered when on SSRMS, but not from JEM RMS. Failure of JEM RMS while EP is grappled would require SSRMS to double-grapple for dynamic load events.”

This will be followed by Flight Day 12′s: “JEM RMS removal of EP. JEM RMS to SSRMS handoff of EP. SSRMS installation of EP into HTV.”

The bulk of the HTV work on Station relates to the transfer of the vehicle’s internal cargo – involving 70 hours of soft stowage transfer and trash (from the ISS) being stowed back on the HTV – taking place between Flight Day 12 and 28, providing there are no issues with the vehicle during these procedures.

“NASA is responsible for cargo packing and transfer. JAXA is responsible for HTV mass property calculations,” added the FRR documentation.

“HTV has a fairly large acceptable region for c.g. (Center of Gravity) placement. Although this c.g. volume is considered acceptable from a GNC stand-point, the actual knowledge must be maintained in a tighter region with sufficient time for HTV to upload key GNC control parameters.

“For early end of mission (EOM), the tight nominal EOM (End Of Mission) c.g. will not be met. No specific scenario identified for early EOM.

“Could be needed for unexpected scenarios such as HTV power dropping below redlines, propellant leaks or an ISS emergency requiring HTV hatch closure.

“Gross cargo balancing constraints have been defined with and without EP to allow for gross c.g. placement within envelope. Allows JAXA to pre-design a contingency GNC parameter to protect for early HTV release.

“Nominal departure will utilize a much smaller c.g. envelope and refined GNC parameters. Early EOM response expected to take at least 24 hours.”

On Flight Day 29, the SSRMS will be translated back to the HTV for grappling, before the maneuver to release position. Flight Day 30 will see the SSRMS release, ahead of the HTV’s departure burns to gain distance from the ISS.

Around two days later, the HTV will end its mission – and its life – with a destructive re-entry.

“Departure Burns: 4 burns (IDM1, IDM2, DSM1, DSM2). Open loop burns preloaded before release. Trajectory is 24-hour safe and outside the approach ellipsoid after IDM2. End of integrated operations.”

Contingencies:

The mission can suffer several issues and still result in a successful operation. This is due to inbuilt contingency margins, as listed in the FRR documentation.

The majority of the contingency notes relate to the aforementioned rendezvous termination. However, it’s the recovery process that allows the mission to get back on track, as noted in the Flight Director FRR presentation.

“To simplify and minimize recovery maneuver options and to allow for troubleshooting, re-rendezvous is planned for 48 hours. First maneuver following breakout is 10-20 hours after the Abort/No-Go.

“All recovery maneuvers are performed outside of the approach ellipsoid (AE). Recovery targeting ensures HTV meets trajectory safety criteria (24 hour coast trajectory will not enter the AE).

“HTV goes to a point aft on the V-bar called V-bar Point Rear (VPR) where it will station-keep (90 km – 200 km+). AI departure and capture times are fixed with respect to GMT so the same crew/ground timeline is used.”

In fact, due to the power margins on the ISS, a total of four rendezvous are available – the initial and three re-rendezvous attempts – over a 48 hour period.

“Mission specific power analysis for launch shows sufficient primary battery power to support the following: Nominal rendezvous. 3 re-rendezvous attempts (48 hour turnaround). Overnight Park. ISS contingency allocation of 12 hours standalone power. HTV relocation to Node 2 zenith and back to nadir.

“Prop assessments predict sufficient margin to support 3 rerendezvous attempts. HTV consumables status will be reported periodically throughout the mission. During integrated operations, re-rendezvous and capture redlines are reported at AI, 300 meters, and 30 meters.”

Other contingencies are also available, with notes relating to the potential use of EVAs from ISS crewmembers, although strict rules are in place for such a requirement.

L2 members: Documentation – from which the above article has quoted snippets – is available in full in the related L2 sections, now over 4000 gbs in size.

No related posts.

EVA-1:

Wolf (EV-1) and Kopra (EV-2) were preparing the Japanese Exposed Facility (JEF) for unberth from Endeavour’s Payload Bay and attachment to the Japanese Experiment Module (JEM) “Kibo.”

Following the planned order of EVA tasks, Wolf and Kopra, after egressing from the Station’s Quest airlock, translated (moved) to the end of the JEM where they prepared the Active Berthing Mechanism for the installation of the JEF during the latter stages of the spacewalk.

During this procedure, Wolf and Kopra jettisoned the cover of the Active Berthing Mechanism into space.  Pre-mission trajectory calculations indicate that the release of this cover (and five others throughout EVAs 1-3) will not violate the “200m Keep-Out-Sphere” around the Station as mandated by the ISS Jettison Policy.

Furthermore, the jettison of these covers will not interfere or impinge upon Shuttle operations following Endeavour’s undocking from the Station late in the mission (or earlier should contingency requirements mandate).

Following the jettison of this Multilayer Insulation cover from Berthing Mechanism, Wolf and Kopra removed the grounding tab around the JEM Remote Manipulator System (RMS) before moving to Endeavour’s Payload Bay to reconfigure the JEF and the LTA on the Integrated Cargo Carrier-Vertical Light-weight Deployable payload.

After their work in Endeavour’s Payload Bay was completed, Wolf and Kopra then relocated themselves to the Node-2 (Harmony) module of the ISS where they reconfigured a CBCS flap on the zenith side of the module.  This was followed by a reconfiguration of a Crew and Equipment Translation Aid (CETA) cart on the truss of the Space Station.

In the meantime, astronauts inside the ISS and Endeavour worked with the Space Station Remote Manipulator System (SSRMS) and the Shuttle Remote Manipulator System (SRMS) – more commonly known as the Station and Shuttle robot arms – to unberth the JEF from Endeavour’s Payload Bay and install the facility onto the JEM.

To accomplish this task, the SSRMS first grappled the JEF and pull it out of Endeavour’s Payload Bay.  Then, the JEF was handed off to the Shuttle RMS while the Station RMS was relocated to the Node-2 (Harmony) Mobile Base System.

Following this relocation, the JEF was handed back to the Station RMS.  Then, the robotics officer at the SSRMS working Station in the Destiny Science Lab of the ISS maneuvered the SSRMS with the JEF to the installation point on the JEM and gently guided the JEF to its permanent location on the exterior of the Station.

After final alignments were confirmed, the JEF was then berthed to the JEM and docking latches secured to ensure a proper attachment of the JEF to the JEM.

The list of get-ahead tasks for EVA-1 included: P3 truss Mobile Transporter stop stow, Ammonia Tank Assembly bolt release, Z1 truss tool box tool retrieval, Node-1 (Unity) Post CBCS flap reconfiguration, P3 truss Nadir UCCAS deployment, and/or S3 Zenith Outboard Payload Attachment System deployment.

The UCCAS (Unpressurized Cargo Carrier Attachment Systems) reconfiguring was a success, thanks to a special detent tool that designed for allowing the freeing of a hinge that had proved troublesome during STS-119.

Finally, following the completion of EVA-1 and the ingress of Wolf and Kopra into the Quest airlock, the 2B power channel on the Port truss of the ISS will be deactivated in preparation for the P6 truss batteries removal and replacement activity later in the mission.

Furthermore, as has been seen on the previous two Station missions, Endeavour’s spacewalking astronauts used the new style gloves during all five EVAs, as outlined in the STS-127 Flight Readiness Review (FRR) EVA documentation, available on L2.

These gloves were previously used on STS-126 in November 2008 and on STS-119 in March of this year with no issues discovered during post-flight inspections.

The new gloves were introduced for all Station spacewalks following several instances of cut or damaged gloves on Shuttle/Station missions in 2006 and 2007.

Fuel Cell 3:

As Endeavour’s 23rd mission continues without any major issues, ground engineers have determined that the Orbiter’s cryo margins for her Fuel Cells are 22-hours above the baselined 16+0+2 day mission without the use of SSPTS (Station to Shuttle Power Transfer System) and 44-hours above the 16+0+2 day baseline with the use of SSPTS.

However, while any and all positive cryo margin is welcome, this is not the main area of concentration for the MMT (Mission Management Team) regarding Endeavour’s Fuel Cells.

In fact, the MMT is keeping a close eye on Fuel Cell-3 (FC-3) – specifically the KOH values in that Fuel Cell.

According FD-2 (Flight Day 2) MMT briefing materials – available for download on L2 – “Pre-launch tests conducted to verify FC-3 KOH values remain within operation limits when FC-3 is loaded at an expected on-orbit SSPTS lower power level.”

These tests indicated that FC-3 could be operated at the lower power level without causing “cell flooding.”

However, as Mike Moses, chairman of the pre-launch MMT at the Kennedy Space Center, explained during a pre-launch interview on Wednesday, “At the pad, water was cycled through the Fuel Cell to verify that we could transfer for drinking water.  If we don’t drain the water, it’ll build up.  Too much water would let the electrolyte compound (KOH) into Fuel Cell and end up drying out the Fuel Cell” which would render it inoperative.

Furthermore, Moses explained that “We can’t monitor the exact KOH concentration on orbit, but we can on the ground.  When we run the SSPTS system on orbit, it takes off a lot of the load from the Fuel Cells.  That means we don’t dry the fuel cells out enough and the temperatures in the Fuel Cells increase.

“If we can’t drain the Fuel Cells, then we can’t take as much power from the SSPTS and we lose some mission duration.”

Currently, the MER (Mission Evaluation Room) is processing – and working to approve – a request from EGIL (Electrical, General Instrumentation, and Lighting Engineer) to operate FC-3 below the 29 percent KOH limit set by the Combined Environmental Test document rules.

As of now, FC-3 is functioning as expected and Endeavour’s mission is proceeding as planned with Endeavour drawing power from the Space Station’s solar arrays and batteries.

Nevertheless, the Fuel Cells are a vital component of the Orbiter as they provide all the electrical energy necessary to operate the vehicle.  As such, Flight Rules state that all three Fuel Cells have to be operating properly for a Shuttle mission to continue as planned. 

Should, for whatever reason, FC-3 become inoperative, Endeavour’s crew would be forced into a Minimum Duration Flight situation – accomplishing only the Crit I objectives of the mission before undocking from the Station and landing on the first available opportunity in the United States.

L2 members: Documentation – from which the above article has quoted snippets – is available in full in the related L2 sections, now over 4000 gbs in size.

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STS-127 Latest:

Endeavour is now set to move from Pad 39B to Pad 39A on Sunday morning, so as to avoid poor weather that has been forecast in the local area – leaving managers with “low confidence” of making the current June 13 No Earlier Than (NET) launch date, due to the lack of contingency days in the flow.

“If roll to Pad A doesn’t occur this Saturday, KSC has low confidence in making June 13th launch,” noted minutes from the STS-127 SSP FRR on L2. “Should have good assessment for Agency FRR. LRO (Lunar Reconnaissance Orbiter) is scheduled to launch on June 17th, resulting in a potential range conflict from 6/16-6/19. The beta angle cutout begins on 6/20 through 7/11.”

As a result, a NET June 13 target – which remains the launch date until KSC Launch Operations request a slip of one day due to the delay of Endeavour’s move to 39A – will have three launch attempts before standing down for LRO’s launch due to range requirements. Should LRO fail to launch within its window, it would likely result in STS-127 moving to July.

Engineers are busy working pre-rollaround requirements ahead of the weekend, with the hope of finding schedule solutions to allow for the June 13 target to be achieved. The main focus of late has been on Hyper Load/Adjustments and Ordnance Disconnects, following the standdown from her Pad 39B STS-400 LON (Launch On Need) requirement.

“S0024 Prelaunch Propellant Servicing: FRCS (Forward Reaction Control System) and OMS oxidizer loads were completed. FRCS and OMS fuel loads were completed; QD (Quick Disconnect) leak checks and purges are in-work,” noted processing information on L2.

“S5009, Ordnance disconnect in preparation for roll to Pad A will pick up today following completion of propellant loading operations. S0038 preps for roll-around to Pad A begin today.”

FRR Overview – ASA:

Managers worked through around 30 presentations – main, back up and revisions – at the SSP FRR. All FRRs include the IFAs from the previous mission, but due to the close proximity of the servicing mission to Hubble and STS-127, the STS-125 IFA review was completed prior to Atlantis landing in California.

This achievement allowed for a complete FRR overview to be presented even prior to Atlantis’ return to her Orbiter Processing Facility (OPF).

Ironically that milestone has become one of the main areas of interest on the timeline, as engineers await instructions on whether they are required to check the wiring on the orbiter – which can only be carried out in the OPF – to find a root cause to the ASA-1 failure, and thus ensure the same issue won’t arise on Endeavour.

“All organizations polled go pending open work/issues and go to hold the Agency FRR on 6/3 (0800 at KSC). As expected there was significant discussion on whether OV104 (Atlantis) wiring inspections are required prior to STS-127,” added the FRR minutes/review.

“Most in the community do not consider this a constraint since wiring inspections for OV105 (Endeavour) were completed while they were not for OV104 and KSC has demonstrated processes to mitigate wiring damage caused during processing.

“No decision was made as to whether they are required but the plan is to perform inspections as soon as the vehicle is back in the OPF (estimated to begin around the weekend of 6/6).”

Even if inspections are called, it is unlikely such a decision would lead to a delay to STS-127, unless a serious issue was found on Atlantis.

The main body responsible for the systems, the Orbiter Project Office (OPO), noted they do not feel the ASA-1 issue is a constraint for STS-127, although some engineering bodies remain unconvinced and voted in favor of the inspections being carried out on Atlantis upon her return to Florida.

“Most likely cause for ASA1 failure is an external wiring short. Orbiter’s position is that this anomaly is not a constraint to STS-127 since OV105 (Endeavour) baseline wire inspections were completed for OV105 but were not for OV104,” added the notes. “Inspections of OV105 wiring are predicted to start about the weekend of 6/6 assuming the ferry flight departs EDW around Sunday (currently the schedule).

“There was significant discussion on whether the OV104 wiring inspections should be a constraint to STS-127. Most felt the OV105 wiring inspections and the processes KSC implemented for mitigating wiring damage were sufficient. However, the community is not in complete agreement.

“No decision was made as to whether OV104 wiring inspections are a constraint to STS-127 – (Shuttle Manager John) Shannon polled several orgs to determine where the community stands.”

Managers will meet again at Friday’s “noon board” to make a final decision on whether the wiring inspections on Atlantis will take place, before the subject is discussed further at the Agency FRR next week.

UPDATE: Inspections required, and have already started at Dryden. The Ferry flight is now slightly delayed to a Monday depature due to poor weather that had delayed the installation of the tail cone around Atlantis’ aft. Full story on Altantis’ status will be published in the next article.

FRR Overview – Payload:

Inspections are already being carried out on Endeavour’s JAXA payload, following two events of interest that made a revision of the SSP FRR Payload overview presentation.

“Payload processing reported two late breaking Problem Reports. One was for a lightning strike event that had no impact and another for water intrusion into the 2JA payload element while in the transportation canister,” noted the SSP FRR overview notes.

“The evidence indicates that driving rain entered the canister through the positive pressure relief vent. They are not anticipating an issue for flight but are proceeding with inspections, drying, cleaning as necessary.”

The Payload revision itself outlined the two events in greater detail, starting with the lightning strike in the Pad 39A area, where STS-127′s payload was installed into the Payload Checkout Room (PCR).

“At 14:02:29 EDT on 5/22/09, the Cloud to Ground Lightning Surveillance System (CGLSS) indicated a strike within the Pad A perimeter,” outlined the STS-127 SSP FRR Payload presentation (rev1) on L2. “Peak current amplitude: 5.8 kA. Distance from strike to nominal SSV position: 0.05 nmi

“ISS-2JA/STS-127 payload elements were in the payload transportation canister on the Pad A surface at the time of the strike – canister ECS system (on shore power) continued to operate nominally after the strike. Strike was not observed/detected by OTV, the Catenary Wire Lightning Instrumentation System (CWLIS), or the Ground Lightning Monitoring System (GLMS) magnetic field sensors.

“Electromagnetic Environmental Effects (E3) Team preliminary calculations indicate that the magnetic field from this strike was 10 amperes/meter. (Requirements documentation) requires that ISS hardware be capable of withstanding fields of 40 amperes/meter when protected by facility or other structures

“Use “as is” disposition being coordinated with element/ORU providers.”

The second issue, relating to a minor water intrusion into the payload canister, is also being inspected. This too is unlikely to become an issue for the flow towards launch.

“Evidence of water intrusion was detected on the 2JA payload elements following transfer from the transportation canister to the Payload Ground Handling Mechanism (PGHM) on 5/24/09,” added the SSP FRR Payload presentation.

“With the exception of approximately one ounce of liquid water discovered in a grapple fixture bracket pocket on the ICC-VLD, all evidence consists of “water marks” left by evaporated water droplets. Water marks can be observed on the keel trunnions (see photo) and adjacent structure on all three elements

“Water is theorized to have entered the canister through the positive pressure relief vent (see photo) during driving rain conditions on 5/22- 23/09. All elements will be inspected, dried, and cleaned, as necessary

“Use “as is” rationale is being coordinated with element/ORU providers.”

Several other items of interest from the STS-125 IFA made the SSP FRR for STS-127.

Debris related incidents on the External Tank (ET-130), the Tail Service Mast (TSM) T-0 Umbilical – similar to STS-126 - and what is being classed as a large post ascent foam loss event on the RSRM (Reusable Solid Rocket Motor) stiffeners, all made the FRR. None of the items are being deemed as a constraint to STS-127′s launch.

The above items will be outlined in details via upcoming articles.

L2 members: Documentation – from which most of the above article has quoted snippets – is available in full in the related L2 sections, now over 4000 gbs in size

Related posts:

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Launch Windows and Launch Opportunities:

Perhaps the most notable aspect of Endeavour’s launch campaign will be the short launch window available to the KSC launch team before a solar beta angle cutout begins on June 20.

This launch cutout period – designed to prevent Endeavour from being docked to the ISS when the beta angle exceeds 60 degrees (which will happen between July 3 and July 13) – extends from June 20 through July 12.

As such, this particular cutout provides NASA and the KSC launch team with only seven days of launch opportunities – which translates to five attempts in seven days based on PRSD pad hold time estimates.

“June 19 is last available launch day that can support nominal mission duration and maintain docked beta < 60 degrees,” notes the STS-127 MOD FRR overview document – one of 13 STS-127 FRR presentations available for download on L2.

However, the MOD FRR presentation notes that a launch on June 20 may be possible based on “atmospheric affects or timeline changes.”

Additionally, a launch after June 16 will result in a Passive Thermal Control requirement prior the Endeavour’s deorbit.

“If launch on or after 6/16, Passive Thermal Control may be required prior to deorbit,” notes the presentation.

A launch on June 13 – the opening of Endeavour’s window based on processing operations at launch pad 39-A – would see an opening of the day’s launch window at 7:12:08am.,with a preferred in-plane launch time of 7:17:08am.

After this, the launch window will advance by 23 to 26 minutes each day. This translates to day launch conditions for the first three days (3 days) of launch opportunities followed by four night launch opportunities.

However, despite the technical classification of STS-127′s last four June launch attempts as “night” launches, all on-orbit photography of the External Tank (ET) will occur under daylight conditions, enabling the Flight Crew to obtain hand-held imagery of the ET after separation.

As has been seen on previous missions to the ISS, Endeavour’s launch will be targeted for a FD-3 (Flight Day 3) rendezvous with the ISS. Nevertheless, starting with the second launch attempt, Endeavour will have the capability to rendezvous with the ISS on FD-4 should a glitch keep Endeavour on the launch pad for an additional few minutes.

Though it remains to be seen whether or not the Mission Management Team (MMT) will approve an FD-4 rendezvous given the mission’s long duration of 16+0+2 flight days, the on-orbit phasing angles between Endeavour and the ISS will permit a FD-4 rendezvous for a June 14, 16, or 18 launch.

For the duration of the launch window, Endeavour’s in-plane launch times are: June 13 at 7:17:08am.; June 14 at 6:51:26am.; June 15 at 6:28:54am.; June 16 at 6:03:12am.; June 17 at 5:40:41am.; June 18 at 5:14:59am.; June 19 at 4:52:27am.; and June 20: 4:31:45am.

New Operations:

One of the new operations that will be performed during STS-127 relates to the berthing of the Japanese Exposed Facility (JEF) to the Japanese Pressurize Module (JPM).

“Berthing occurs using the SSRMS (Space Station Remote Manipulator System) and mating to a one-of-a-kind JAXA mechanism, the Exposed Facility Berthing Mechanism (EFBM),” notes the MOD presentation.

The complication with this procedure is that all of the command interfaces for the EFBM are zero fault tolerant. However, the MOD notes that a backup berthing method is available should the EFBM fail. This backup method would involve berthing the JEF manually using an EV crew.

If this were to become necessary, mission timelines indicate that berthing of the JEF would be deferred to EVA-2 from its original timelined berthing during EVA-1.

Furthermore, the berthing operation of the JEF holds the potential to prolong EVA-1 to an elapsed time of 7-hours 30-minutes – though this is highly reliant upon LiOH (Lithium Hydroxide – or Carbon Dioxide scrubber) availability post STS-125.

Moreover, based on this analysis, JAXA (Japanese Aerospace and Exploration Agency) agree to build contingency power and data cables for the EFBM. Those cables are manifested on STS-127 should the Flight Crew require them during EVA-1 or 2.

The MOD also notes that operations to transfer payloads from the JLE (Japanese Experiment Logistics Module Exposed Section) to the JEF will be accomplished by the JEM RMS (Japanese Experiment Module Remote Manipulator System).

In all, the JEM RMS will be responsible for transferring three JAXA payloads to the JEF: MAXI, ICS-EF, and SEDA-AP. This is the first loaded operation of the JEM RMS, a component that was launched to the ISS on the STS-124 flight last June. However, there are concerns regarding the operation of the JEM RMS.

“Several components of the JEM RMS and the mechanical joints of the JEM RMS are zero fault tolerant,” notes the MOD FRR.

In the event of a JEM RMS failure, a back-up drive system can be used; however, this back-up drive system will add significant time to the task at hand. Furthermore, to mitigate any failures of the JEM RMS that may result from operator error, the on-orbit station crew and JAXA controllers have practiced the necessary sequence of RMS maneuvers on-orbit.

Also noted by the MOD is the fact that STS-127 will be the first shuttle mission to visit an ISS crewed by six people. This will result in 13 people occupying the ISS and its various workstations and modules during the mission.

“Thirteen crewmembers on ISS,” notes the MOD FRR presentation. “Most significant change is waste management. Original plan was 6 Shuttle crewmembers using the ISS WHC to minimize liquid waste in Shuttle toilet.”

The amount of liquid waste in the shuttle’s waste tanks must be limited from FD-4 through undocking because the standard waste dumps will be unavailable after JEF berthing during EVA-1.

The next new operation discussed by the MOD during their FRR pertained to the R&R (Removal and Replacement) of six P6 batteries.

The battery R&R activities are baselined for EVAs 3 and 4 and will involve moving the SSRMS by way of the Mobile Transporter (MT) from WS7 (Work Station 7) to WS8.

Furthermore, this translation of the SSRMS on the MT will occur with the ICC-VLD (Integrated Cargo Carrier – Vertical Lightweight Deployable) firmly fastened to the end of the SSRMS.

This operation is necessary as the six new P6 batteries will be stored on the ICC-VLD for launch. Likewise, the six old P6 batteries will be attached to the ICC-VLD for the return trip to Earth.

Further complicating the battery R&R is the necessity for the Port SARJ (Solar Alpha Rotary Joint) to rotate with the MT at WS8 during non-EVA activities while remaining “parked” during the actual R&R operations as the SSRMS’s reach will extend beyond the SARJ interface.

More so, power channel 2B will be taken offline after EVA-1 on FD-4 and reactivated on FD-11, one day after the battery R&R is scheduled to be completed.

Finally, after Endeavour undocks from the station, her crew will be tasked with deploying four small satellites from the payload bay.

The first satellites to be deployed will be the DRAGON SATs (Dual RF Autonomous GPS On-Orbit Navigator Satellites). These two picosats will undergo a retrograde deploy, separating from each other via a spring assembly after they leave their protective canister in Endeavour’s payload bay.

Endeavour – which will have her OBSS MPMs “rolled-out” – will not have to perform a separation maneuver after deploying these satellites, which are designed to study autonomous rendezvous and docking and GPS technology.

Furthermore, Endeavour’s crew will also deploy two micro-satellites which are dubbed ANDE (Atmospheric Neutral Density Experiment) – ANDE Active and ANDE Passive to be precise.

The two satellites will be deployed from Endeavour’s payload bay via the Internal Cargo Unit (ICU) which will house the satellites during Endeavour’s docked mission. The satellites are designed to separate from the ICU 27-seconds after leaving Endeavour and study atmospheric density and composition.

As with the DRAGON SAT deploy, ANDE will be deployed using a retrograde deploy operation and the OBSS MPMs will be “rolled-out.” However, unlike DRAGON SAT, Endeavour will have to perform a separation burn after deploying ANDE.

L2 members: Documentation – from which most of the above article has quoted snippets – is available in full in the related L2 sections, now over 4000 gbs in size

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STS-127/400 Processing Latest:

Endeavour is on track to rollover from her Orbiter Processing Facility (OPF-2) on Friday morning, before rolling out to Pad 39B as part of the STS-400 LON (Launch On Need) requirement.

“Final roll preps and forward and aft compartment closeouts continue. Rollover to the VAB (Vehicle Assembly Building) is scheduled for Friday morning,” noted Monday processing information on L2.

“Preps for landing gear functional are complete. Landing gear rigging checks, NLG (Nose Landing Gear) strut pressurization, and landing gear door thermal barrier rework were all worked over the weekend. Landing gear functional is scheduled for today.

“Mid/Aft structural leak test and positive pressure test were completed on Friday. Final tire pressurization for flight is scheduled for tonight.”

Following the stand-down of STS-400 requirements – via the clearance of Atlantis TPS (Thermal Protection System) during the latter part of STS-125 – Endeavour will be prepared to roll to Pad 39A, ahead of her primary STS-127 mission, which is tracking a June 13 launch date.

STS-127 Payload: 

The STS-127/2J/A mission package includes the Japanese Experiment Module – Exposed Facility (JEM-EF) and the Japanese Experiment Logistics Module – Exposed Section (ELM-ES) as well as the Integrated Cargo Carrier – Vertical Light Deployable (ICC-VLD).

Attached to the ICC-VLD will be six P6 truss batteries (which will be part of the P6 battery R&R activities during one of the mission’s EVAs), a Linear Drive Unit, Pump Module #2, and a Space to Ground Antennae – all of which will be transferred to ESP-3 (External Stowage Platform-3) during an EVA.

In addition to these primary payloads, Endeavour will fly with DRAGONSAT (Dual RF Autonomous GPS On-Orbit Navigator Satellite), the MAUI (Maui Analysis of Upper-Atmospheric Injections), ANDE-2 (Atmospheric Neutral Density Experiment-2), SEITE (Shuttle Engine Ion Turbulence Experiment), and SIMPLEX (Shuttle Ionospheric Modification with Pulsed Local Exhaust).

STS-127 Mission Duration Extension:

Due to the packed nature of the mission, managers discussed potential solutions to the SCSC rule breach, relating to off duty time for the crew.

“Issue: The 15+1+2 Mission Duration does not allow enough time to accomplish the specified ISSP/SSP mission objectives and complete the required Crew Off Duty without an SCSC Violation,” noted the outline in an expansive PRCB presentation, available on L2.

“Specifically, we were unable to meet SCSC 2.6.1.3.a which states: The off-duty time is not scheduled on a daily basis but is scheduled in a block(s) of 4 hours’ duration. Any off-duty time remaining after the 4 hour block(s) has been scheduled must be scheduled as a continuous off-duty block of time.”

The issue had been known for some time, with several meetings utilized in an attempt to find get-wells in the flight plan. However, those evaluations failed to find a solution that worked with the previous mission timeline.

“The Flight Plan was reviewed at several STS-127/2JA meetings including reviewing the: Order hardware is removed from the PLB (Payload Bay). EVA and Robotics flight day placement. Specific Robotics choreography. Estimated times for specific activities such as JAXA payloads.

“The team was unable to determine a solution that accomplishes all mission objectives and the required Crew Off-Duty in a 15 day mission.”

This left managers with two options; increase STS-127 to a 16 day mission, or remain at 15 days while reducing mission content – specifically the deletion of EVA 5.

“15 Day Option: Maintain the 15+1+2 mission and reduce mission content. The recommended reduction is the deletion of EVA 5. Deletion of EVA 5 maintains all other mission objectives with a 15 day mission and eliminates the SCSC violation,” added the presentation. “Currently, all tasks on EVA 5 are deferrable from STS-127.

“The JAXA MLI task is only deferrable until HTV. Additional EVA tasks based on 15A results are under consideration for STS-127 by the ISSP.

“Currently E19/20 does not have a stage EVA planned between 2JA and 17A. A quick assessment by the lead FD indicates time is available if the ISSP added this requirement. Other solutions are more complicated and involve leaving hardware such as the ICC-VLD or JLE on orbit.

“Off-duty required for 15+1+2 mission is 9.00 hrs: 3.25 hrs of off duty would be placed on FD7. 5.75 hrs of off duty would be placed on FD11.”

The option of moving to 16 days allows for the crew to use parts of Flight Day 7 and mainly Flight Day 11 for off duty time, whilst keeping all mission content in place.

“Increase mission duration to 16+0+2: This timeline meets ISSP/SSP mission requirements including: SCSC Crew Off-Duty Requirements. 5 EVAs (5 EVA Days, 6 Non-EVA Days between dock & undock),” added the presentation.

“Return of the ICC-VLD and the JLE. Off-duty required for 16+0+2 mission is 9.75 hrs. 3.25 hrs of off duty would be placed on FD7. 6.5 hrs of off duty would be placed on FD11.

“For STS-127/2JA FOR the off duty day was placed on FD13 to accommodate the Soyuz docking. With the launch date move to June, the Soyuz is no longer a mission objective. The STS-127/2JA team is updating the timeline and placing the crew day off on FD11.”

The decision to move to 16 days allows for all mission content to be completed on a nominal timeline. The STS-127 crew have been informed of the PRCB decision.

“Increase the STS-127/2JA mission to a mission duration of 16+0+2,” noted the recommendation. “This has been coordinated at the STS-127/2JA JOP, the 2JA ISSP IPT, the STS-127 SSP IPT, and with the STS-127 crew.

“With a mission duration of 16+0+2 the EVA content will be 5+0. If a contingency EVA is required, EVA 5 will be deleted and used for the contingency at the required time during the mission.

“This option maximizes mission content return for the ISS program, any additional changes or mission contingencies will require a reduction in objectives. Special attention needs to be placed on mission priority development and documentation in this case.”

Options exist should managers decide to revert back to a 15 day mission, based on the latest MMOD risk numbers.

“The PRCB decided to hold the full CR (Change Request) decision until the MMOD risk numbers are available to compare the risk for a 15 day mission versus 16 day mission,” added Monday’s 8th Floor News on L2. 

L2 members: Documentation – from which the above article has quoted snippets – is available in full in the related L2 sections, now over 4000 gbs in size.

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The launch vehicle used was the 202 version of the H-2A rocket equipped with two solid rocket boosters and with the 4S fairing design (4 meters in diameter). Mitsubishi Heavy Industries, Ltd. was in charge of the launch service of the H-IIA.

According to JAXA the Ibuki satellite is equipped with a greenhouse gas observation sensor (TANSO-FTS) and a cloud/aerosol sensor (TANSO-CAI) that supplements TANSO-FTS. The greenhouse gas observation sensor of Ibuki observes a wide range of wave lengths (near infrared region – thermal infrared region) within the infrared band to enhance observation accuracy.

The number of observation channels is as large as approx 18,500. A cloud/aerosol sensor observes clouds and aerosol that can be a factor leading to errors in the measurement of greenhouse gas in order to improve greenhouse gas observation accuracy.

The satellite will observes infrared rays radiated from the sun and reflected from the ground surface and the spectrum of infrared rays radiated from ground surface or the atmosphere itself. As they pass through a gas infrared rays are absorbed only by specific colours, which means components with a specific wave length are revealed. Ibuki calculates the concentration of greenhouse gas in the atmosphere utilizing this principle.

Ibuki is a cooperative project among JAXA, the National Institute for Environmental Studies (NIES) and the Ministry of the Environment (MOE). JAXA mainly takes charge of development, launching and operation of sensors and satellites. MOE and NIES carries out advanced processing of data and utilizes it.

Ikubi has a approximate mass of 1750 kg. Is equipped with two solar panels that generate 3.8 kW. The satellite will operate for 5 years on a sun-synchronous sub-recurrent orbit with a inclination of 98 deg.

The H-2A can be in various configurations by installing additional solid rocket boosters. It’s first stage has a length of 37.2 meters, a diameter of 4 meters and a mass of 114 tons. The stage burns a mixture of liquid oxygen and liquid hydrogen, developing a liftoff thrust of 1,098 kN. Its burning time is of 390 seconds.

The H-IIA/202 is equipped with two solid rocket boosters. Each SRB-A has a length of 15.1 meters, a diameter of 2.5 meters and a mass of 77 tons. This solid boosters burn a mixture of polybutadiene composite solid propellant, developing a liftoff thrust of 2,245 kN each unit. The SRB-A operate for 60 seconds.

The second stage has a length of 9.2 meters, a diameter of 4 meters and a mass of 20 tons. The stage burns a mixture of liquid oxygen and liquid hydrogen, developing a liftoff thrust of 137 kN. Its burning time is of 530 seconds.

The H-2A is capable of launching a cargo of 2.000 kg to a Geosynchronous Transfer Orbit (GTO), 10.000 kg to a Low earth Orbit with a Inclination of 30 degrees, 4.000 kg to a Sun Synchronous Orbit or 2.500 kg to a planetary mission.

There were another satellites on board the H-2A together with Ibuki, namely the SDS-1 (Small Demonstration Satellite-1), the SOHLA-1 (Space Oriented Higashiosaka Leading Association), the SpriteSAT, the PRISM (Pico-satellite for Remote-sensing and Innovative Space Missions), the KKS-1 (Kouku-Kosen-Satellite-1), the STARS-1 and the Kagayaki (SorunSAT).

The SDS-1 satellite was developed by JAXA as part of an effort to improve the reliability of satellites, and to verify new technologies at the part, material, or component level in space by using a small satellite to improve technological achievements. The satellite will carry out operational experiments on new technologies in space to apply them for future satellite development. The SDS-1 has a mass of about 100 kg.

The SDS-1 carries three equipments: the Space Wire Demonstrations Module, the Multi-mode Transponder, and the Advanced Microprocessor In-Orbit Experiment Equipment.

The SOHLA-1 satellite is a technical demonstration satellite developed by local small and medium-sized enterprises with technical support of JAXA and Osaka Prefecture University. The main objective of SOHLA-1 is to acquire and to accumulate various technologies for small satellite development.

Another mission of SOHLA-1 is on-orbit demonstration of several new technologies such as the VHF lightning impulse measurement. The satellite has a mass of 50 kg and is expected mission duration if of 1 year.

Sprite-SAT is a micro satellite in the size of 50 cm cube and weighing less than 50-kg. The satellite was developed by the Tohoku University and will conduct scientific observation of atmospheric luminous emissions called “sprites”.

The satellite was developed by the faculty and student members of Tohoku University, with technical supports from mentors (well-experienced experts) of the satellite development. Students played leading roles in the assembling and testing processes.

Through this project, the students have gained precious experience in various aspects of a space flight mission, such as quality verification and trouble shooting. This program is therefore considered a unique opportunity for hands-on education (or project-based learning) in space science and space engineering.

The PRISM satellite is to serve as a first attempt at applying nano-satellites to practical missions. The mission of PRISMs is to conduct technical experiments on Ground Image Acquisition using a refracted optical system with an extensible boom (expected resolution of 10 m to 30 m), to conduct technical experiments and demonstrate a nano-satellite bus using commercial off-the-shelf (COTS) parts, and to perform various services and experiments for the amateur radio community. The small satellite has a mass of 5 kg.

The KKS-1 is a small 3 kg, educational technology satellite built by the Tokyo Metropolitan College of Industrial Technology. The satellite will demonstrate experiments on micro-thrusters, will conduct basic experiments on 3-axis attitude control and is going to take land images with a small camera.

The STARS-1 satellite consists of a Mother Satellite and a Daughter Satellite connected by a tether. The Mother Satellite deploys the tether having the Daughter Satellite at its end. Daughter Satellite has one arm, and the tether is attached at its end. Then attitude control by arm motion using tether tension is possible.

The main mission is to take pictures of a satellite during tether deployment. In this mission the Mother Satellite deploys tether having Daughter Satellite at its end. The Daughter Satellite controls attitude of CCD camera by robot motion. The Mother Satellite and Daughter Satellite communicate through Bluetooth.

The Daughter Satellite will take pictures of the Mother Satellite, and transmitters these to ground stations through amateur radio frequency.

Finally, the Kagayaki satellite is a small satellite to demonstrate different technologies and to invite handicapped children to the launch site and carry their messages. Kagayaki will demonstrate technologies to perform an autonomous control system, to perform an inflatable progress boom. to detect space debris and to observe aurora.

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