STS-133 Mission Evaluations:

As reported by this site in June, NASA has already officially baselined the STS-133 mission in the FDRD – a process that converts a mission from assignment planning, into the baseline schedule.

Right now, STS-133 – along with STS-134 – is currently baselined to launch No Earlier Than July 29, 2010 on orbiter Endeavour. However, the Space Shuttle Program (SSP) and the International Space Station Program (ISSP) are discussing the various options available to them, as the SSP draws closer to the end of its current – subject to extension – launch manifest.

As a result, the two programs have tentatively agreed to swap the order of the final two manifested missions – flying STS-134 on Endeavour in July 2010 and slipping STS-133 into mid-September on Discovery.

This process of swapping the flight order will be accomplished via a Change Request (CR) to the PRCB (Program Requirements Control Board). The CR will enable mission planners and flight engineers to adequately prepare for each mission without excessive overlap in mission planning and flight production protection.

In all, the CR has to be approved by October 5, 2009 in order to avoid flight production confliction and ensure that the two missions can meet their respective launch dates.

However, the CR is expected to be approved long before October 5, as both the SSP and ISSP are determined to maximize up-mass potential on the final Shuttle mission to the ISS.

Nevertheless, the order in which STS-133 will fly wasn’t the only special consideration NASA was giving to this mission. In fact, NASA baselined two different versions of STS-133 based on ISS Program and Shuttle program projected needs.

At the time of the baseline into the FDRD, it was unknown which flight option NASA would choose to fly for STS-133, the 12+1 day Multi-Purpose Logistics Module Option (Option 1) or the 10+0 day Permanent Logistics Module mission.

However, the latest Program Requirements Control Board (PRCB) meeting has confirmed that NASA has opted for option 2 – with a modified mission duration capability of 10+1+2 days.

“As you may have heard, the ISSP is interested in increasing upmass as much as possible on this mission, which could possibly be the last mission in the assembly sequence,” noted Tuesday’s MOD 8th Floor News memo on L2.

“One method for doing this would be to reduce the crew size to 5 to reduce the upmass associated with supporting a crew member on orbit. Additionally, the Program agreed to reduce the number of EVA’s to 1 and add an additional rendezvous day (which gives more time for the 5 person crew to accomplish the Shuttle Thermal Protection System inspection).

“Both Programs have now agreed to baseline the mission in this way with a duration of 10 + 1 + 2.”

Under the approved changes to the mission baseline via the updated FDRD presentation on L2, the STS-133 mission will have “the first set of performance enhancements recommended by the STS-133 Tiger Team” incorporated into the mission’s parameters.

As such, the STS-133 orbiter will have its 5th cryo tank set removed, as well as its 6th Gaseous Nitrogen tank, during turn-around processing in its Orbiter Processing Facility.

The Aft winch will also be removed from the orbiter and the LTA cables and now-unnecessary supporting hardware for the Express Logistics Carrier 4 (ELC-4) deleted from the cargo manifest. That is not, however, to say that ELC-4 has been deleted. It will still be an integral part of the STS-133 payload to the ISS.

Furthermore, the Multi-Purpose Logistics Module (MPLM) – either Raffaello, Leonardo, or Donatello – which will fly on STS-133 will be modified and re-designated as a Permanent Logistics Module (PLM) which will be left on the ISS after STS-133 departs.

STS-133 will also see a configuration change to its Solid Rocket Boosters (SRBs). In order to eliminate as much weight as possible to maximize cargo upmass on this mission, the STS-133 SRBs will have their water impact structures and foam, cosmetic paint, water impact foam, and Reusable Solid Rocket Motor Nozzle Severance System removed.

Moving to a five person crew – the minimum number of crew members necessary to adequately and safely perform all the necessary inspection and docking preparation activities in the early days of the mission – has been under discussion for some time, prior to the FDRD update.

As a result of all this upmass savings, the PLM will now be able to carry 3,002lbs more equipment than it would have under Option 1. Efforts to increase upmass availability in the MPLMs were first seen ahead of STS-126.

“Approved the change to the STS-133/ULF5 FRD. Mission will be rebaselined as 10+1 day mission with Flight Day 4 (FD4) rendezvous, Permanent Logistics Module (PLM) which will be left on ISS (not returned via orbiter), 1 EVA and 5-person crew,” added the 8th Floor News.

“EVA task must be stage deferrable and cannot require dual-arm ops in parallel with EVA (single arm ops in parallel with EVA is OK based on crew tasking).

“Going from 6-person to 5-person crew results in an 871 lbm ascent performance gain (including removal of ballast). Additional ascent performance improvements to increase ISS upmass will be reviewed at a later time via separate CR.

“(There is) forward work to identify candidate list of ascent performance improvements. Ascent Performance Tiger Team is scheduled to finalize the list of recommended improvements via an offline meeting on 8/7/09, followed by formal CR review process and PRCB (TBD date).”

The new preliminary mission timeline shows the STS-133 crew conducting the standard OBSS (Orbiter Boom Sensor System) inspections of their Orbiter’s Wing Leading Edge and Nose Cap RCC (Reinforced Carbon-Carbon panels) on Flight Day 2 (FD-2), FD-3 will involve preparations for their arrival at the ISS.

Docking to the ISS will take place on FD-4, with unberthing and transferring the ELC-4 and PLM to the ISS on FD-5. Activating the PLM on FD-6 will be followed by either the only EVA (Spacewalk) or a Focused Inspection of their vehicle’s heat shield on FD-7.

Performing the final middeck transfer to and from the Orbiter and closing the hatches between the ISS and Orbiter will take place on FD-8, with undocking and late-inspection on FD-9, landing preparations on FD-10, and landing at the Kennedy Space Center on FD-11.

However, given the now likely scenario of an extension of the Shuttle Program to 2012 – and the addition of three more Shuttle missions after STS-133 – based on the Augustine Commission’s report to President Obama and Congress, it is unknown if these changes to the STS-133 flight plan will still be incorporated if the Shuttle Program is extended.

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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Busy ISS:

The key item of discussion for ISS managers of late has been preparations for transitioning the Station to a crew compliment of six – which was recently given the “Go” recommendation by NASA.

“Although there are many risks and potential liens on the six crew capability, with today’s capability and consumables, the six person crew complement has sufficient capability to be supported until October, 09 even if 17A (STS-128) and HTV1 (JAXA) are delayed until after October,” noted this week’s MOD 8th Floor News, available on L2.

“MOD picked up one Exception with several actions,” the report continued, in pre-emption of increased visitations from spacecraft through this year and next. “The exception is the lack of appropriate planning constraint documents and operational products regarding how multiple docked vehicles will undock from the ISS for an emergency scenario.

“Additionally, we will have a new ability to perform Debris Avoidance Maneuvers (DAM) using a ground programmed (Cyclogram) crew controlled Soyuz burn. A cyclogram will be uplinked to the Soyuz to provide the explicit DAM thruster requirements and attitude control will be provided by the SM (Service Module).”

STS-133, STS-134, MPLM:

As part of ongoing discussions relating to the crew size on missions at the end of the current manifest, ISS managers are continuing to work out the best approach on fully utilizing the payload capability of the shuttle with as much upmass as possible – which may involve five person crews on missions such as STS-133.

“(ISS program manager Mike) Suffredini clarified that the last few Shuttle missions to ISS will be all about maximizing upmass. He is willing to sacrifice mission flexibility and other factors in order to provide maximization of upmass,” added the notes from the 8th Floor.

Part of the discussions also point towards a wish to fly STS-134 – carrying the Alpha Magnetic Spectrometer (AMS), though yet to be officially funded/baselined – ahead of STS-133, currently scheduled to fly with Endeavour.

Taking those plans further, STS-133 – which would become the final shuttle mission on the current manifest, pending shuttle extension go/no go – would leave its MLPM berthed to the Station.

“(Mr Suffredini) said to assume that ULF5 (STS-133) will be the last flight (he intends to have the ULF6/AMS (STS-134) flight fly before ULF5),” added the notes. “He then indicated that the team should assume and assess leaving the MPLM permanently on ISS.

“So with the requirement for max upmass along with leaving the MPLM, the board directed an integrated MPLM (team meeting) to work on how to make ULF5 mission work with the following assumptions:

“Flight Day 4 rendezvous. Leave MPLM. 1 EVA (defer any others to stage). Action to define minimum flight duration to “maximize” upmass.”

Approving such a change to the crew size will be debated, with the Space Shuttle Program citing the above reduced mission content as a potential concern.

The status of the potential changes will be better known next month, as will be plans to leave the Orbiter Boom Sensor System (OBSS) permanently on the Station – previously reported by this site – especially if managers decide to switch STS-133 and STS-134.

“The team was asked to return to the SSPCB (Space Station Program Control Board) in about one month with the result (of the above plans),” added the 8th Floor. “Leaving the OBSS was also mentioned. Currently, leaving an OBSS on the ISS is scheduled for ULF6 (STS-134) so should not have to be considered for this mission.

“Additionally, one of the key decision elements is whether the ELC (Express Logistics Carriers) requires heaters prior to removal from the payload bay – if so, requires an EVA during dual arm ops to unberth the ELC.

“Currently, all the ORUs (Orbital Replacement Units) on the ELC are OK thermally without heaters. The community is still investigating whether the ELC internal avionics require heaters. We should have an answer on that question in the next few weeks.”

HTV Update:

Also discussed by ISS managers was the development of an alternate port capability for HTV1 at Node 2 Zenith for the Japanese HTV (H-II Transfer Vehicle) – which is currently scheduled to make its debut launch to the ISS in September, launching from Tanegashima Space Center on an H-IIB vehicle.

“The driving rationale was the possibility that 17A (STS-128) could occur in the month of September when the HTV was attached at the Node 2 nadir port,” the 8th Floor report explained. “This port is required for the MPLM being flown on 17A. The CR (Change Request) was approved.

“This generally provided necessary hardware (power and 1553 data cables), analyses, and software required to utilize the zenith port. The power and data cables will not be ready to fly on 17A, so they will be included in HTV (the plan is to make them easily accessible).

“This CR will enable the ability to transfer pressurized cargo from either the zenith and nadir ports. However, due to a number of factors, currently the ISSP is assuming that external cargo transfer can only occur from the Nadir port.

“Analyses of the external cargo will be conducted in case it has not been transferred and we need to temporarily place the HTV on the zenith port (external transfer would then occur after moving the HTV back to the nadir port).”

The 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), and is a major element of increasing the science being conducted on Station.

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-133 was originally manifested as carrying two ELCs (EXPRESS Logistics Carriers), before being realigned to ELC-3, along with a MPLM – likely to be Leonardo – making up the vacant payload space/mass.

The mission is currently working to a NET of July 29, 2010, flying with Endeavour. Previous manifests in 2008 classed STS-133 – and STS-132 – as only CLF (Contingency Logistics Flights), and technically they remain as such until they’ve proceeded through the opening PRCB (Program Requirements Control Board) baselining process.

That process will be picking up soon, with both CLF missions all but certain to fly, along with STS-134′s mission to deliver the Alpha Magnetic Spectrometer (AMS).

Currently, STS-133′s outlining effort has concentrated on finalizing the payload Endeavour will carry, along with basic mission outlines. Those evaluations currently class STS-133 as a two EVA mission with just five crew members.

However, further evaluations in the coming weeks will discuss the wish to fly with six crewmembers, due to the amount of tasks that are normally carried out on Flight Day 2 – such as the opening Thermal Protection System (TPS) inspections.

“STS-133 defined ULF5 as a 2 EVA mission (12+1+0) with a 5 person crew. Both the Astronaut Corp (CB) and Mission Operations Directorate (MOD) gave a recommendation that the mission should designate a 6 person vs a 5 person crew,” noted information on the latest MOD “8th Floor News” memo, available on L2.

“There was a good bit of discussion about the liens on a 5 person crew including the challenge of FD2 operations, EVA combined with ELC handoff operations, CDR (Commander) fully subscribed vs being able to play their overall role, etc.

“This CR (Change Request) is not approved as of this time and will be brought back to the SSPCB (Space Shuttle Program Control Board) in about a month.”

The reason there is a wish to fly with a crew of just five relates to the ISS program attempting to pack Endeavour’s MPLM with as much upmass as possible, based on this being the final mission – at present – to use the large container that can be filled with everything from clothes to science equipment.

It was Endeavour’s STS-126 flight late last year that currently holds the upmass record for a MPLM.

“The ISSP strongly wants to maximize upmass to orbit on this mission as it is the last MPLM flight prior to Shuttle retirement. (ISS program manager Mike) Suffredini asked MOD and CB to collectively consider what it would take to fly ULF5 with a 5 person crew.”

A five person crew could be given additional time to complete the tasks required ahead of docking by utilizing the option of docking on Flight Day 4 of the mission, or restricting the baseline from growing past the current duo of spacewalkers.

“The Program is willing to live with mission definition changes such as FD4 rendezvous to provide more time for a 5 person crew to perform pre docking activities, limiting numbers of EVA’s, etc in order to enable the 5 person crew option,” added the 8th Floor.

“MOD got the action to provide an integrated operations position regarding what would be required to enable a 5 person crew including impacts to the crew at the SSPCB in about a month.”

With a six person crew just over the horizon, the need for supplies and ISS spares is a major focus of the downstream manifest – and part of the argument for shuttle extension.

However, only the shuttle is capable of the heavy lift of logistical supplies, whilst being able to carry out crew rotations and insert EVA work – if and when required to supplement Stage EVAs – all during one mission, which will be lost forever in just over a year’s time if funding is not forthcoming for the proposed extension by one, two or five years.

With plans being drawn up to enable the ISS to perform it’s unique role as a National Laboratory through to the end of 2020, shuttle retirement in 2010 would result in the $100 billion Station being without its heavy lift lifeline for 10 years, while the US relies on good relations with Russia to rotate American astronauts via Soyuz for six years at the very least, ahead of Orion 4′s Full Operation Capability (FOC) and debut crew rotation.

That US manned space flight capability gap between shuttle and Ares/Orion – when America all but loses its reign as the world’s leading space fairing nation, and literally pays Russia to take over – remains the central argument for shuttle extension.

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.

STS-126 is proceeding without issue, and is currently slightly ahead of the timeline. A smooth transition for the MPLM to the ISS was vital, to allow the crew to begin their series of transfers that will play a major role in providing equipment for the future six person crew on the Station.

“MPLM Docking to Node 2 Nadir: MPLM mated to Node 2 Nadir for the first time on ULF-2 (STS-126). The system functionality is the same as when berthed to Node 1,” noted an associated Flight Readiness Review (FRR) presentation.

“All procedures and flight rules have been updated to account for the change in location. Lessons learned from previous MPLM flights (were) reviewed and updated in the MPLM procedures to capture any changes/workarounds required.”

Seven tons of cargo was packed into the MPLM, which also included the utilization of the aft endcone, making STS-126 the heaviest logistics flight in shuttle history.

“MPLM and Stowage first time to berth MPLM to Node 2 Nadir. First flight of a completely full (16 racks) MPLM. First flight of MPLM Aft Endcone Stowage,” noted the mission firsts in the FRR presentation, which also noted that additional items will be returned from the ISS after the docked stage.

“Return cargo mass is less than the assumed mass used in the minimum VLA (Verification Loads Assessment). ISS Program Office (was) attempting to find more return items.”

The transfer of items from Endeavour and the installed MPLM will take up a large part of the mission, which will prove to be challenging to the crew. However, managers recently cited the maturity of the STS-126 crew to ably pace themselves to complete the required tasks.

“Transfer status: Middeck: 33hrs of around 30 hours generic requirement. MPLM: 86:15 hrs of the (around) 85 hrs previous estimated requirement. Revised estimate increases requirement to 100 hours.”

The Mission Management Team (MMT) are continuing to evaluate the huge array of imagery gained on Endeavour’s ascent on Friday, via FD2 and FD3 inspections, with several items still being worked by the Damage Assessment Team (DAT).

Items of interest include a couple of areas of minor – almost cosmetic – damage to the aft of Endeavour, such as OMS Pod tiles and the SSME (Space Shuttle Main Engine) dome heat shield. They are likely to be cleared.

“Port Side T-0 FRSI and TPS nominal – additional imagery provided data. LH2 T-0 plate 16 mm film review completed by KSC imagery Team. Identified potential of solid ice in the area – dimensions being determined,” noted a TPS presentation on L2, referencing what was initially thought to be a strip of thermal blanket.

“AFT Flight Deck Complete – OMS Pod discrepancies noted: 4 Gap Fillers protruding frayed/2 Tile Damages. LESS Carrier Panel Inspection Complete – No damages identified.”

Importantly, no damage has been observed on Endeavour’s critical TPS systems, as evaluations into RPM imagery (selection available in L2) continue.

The first area to be cleared was the starboard side of the vehicle – which was required ahead of MPLM unberthing, due to clearance issues with the OBSS (Orbiter Boom Sensor System), had a Focused Inspection been required.

“All RPM imagery has been downlinked and is being reviewed by the Damage Assessment Team (DAT). In addition, the DAT has been reviewing the SRMS survey imagery,” noted information on Monday. “The Orbiter Project Office (OPO) cleared the starboard side of the vehicle and gave Flight Control a go for MPLM unberthing on FD 4.

“The Reinforced Carbon-Carbon (RCC) Leading Edge Subsystem (LESS) had no focused inspection (FI) requirements for the starboard or port wings or the nose-cap. The DAT is analyzing the imagery to formally clear the regions of interest for the FD 4 OPO (Orbiter Project Office) meeting.

“The Thermal Protection System (TPS) had no FI (Focused Inspection) candidates on the starboard side. There are some protruding gap fillers at various locations, tile coating damage near the Left-Hand (LH) External Tank (ET) door tile with shallow damage and a broken dome heat shield tile.

“The DAT is continuing the analysis process and is confident that these areas will be cleared.”

One gap filler referenced has been observed to be slightly protruding from below a RCC panel. It’s specific location is not yet documented. Another – less protruding – gap filler is also observed further down the wing.

While these will likely be cleared for re-entry, such a process may take slightly longer than most areas, due to the computational models required for how the gap fillers will ‘perform’ during re-entry. However, as of FD4, Endeavour has been cleared from any requirement of a Focused Inspection – a sign of how clean the orbiter is of damage.

The lack of any damage to Endeavour’s RCC panels and underbelly is thanks to what appears to be an amazing performance by ET-129′s TPS. Images taken from Endeavour’s umbilical well show a pristine tank, with only three very minor areas of foam loss.

A huge amount of improvements to the ET by engineers at Lockheed Martin’s Michoud Assembly Facility (MAF) since Return To Flight appear to be paying off, with no major foam loss from the tanks since STS-121.

Modifications will continue to take place on the tanks – although some items have been cancelled due to the vastly improved performance of late - with the end goal of making the final tank to fly with the shuttle the safest ever.

L2 members: All documentation – from which 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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Hubble troubleshooting is proceeding well, with NASA engineers preparing to switch over from the Side A control system, to the back-up Side B.

Those preparations are on track, with the Science Data Formatter (SDF) on Side A of the Science Instrument Command and Data Handler (SIC&DH) “recovered” to the point that the hardware has been confirmed as a hard failure.

Last week’s recovery is, however, providing additional insight into the SIC&DH condition, as well as providing additional monitoring of the science payload.

Atlantis/STS-125 Latest:

Atlantis’ mission to service Hubble has now moved to the right by five days on the projected launch date, which continues to track February.

This latest refinement was confirmed by STS-125 Mission Director Chuck Shaw, with the current target also continuing to point towards Discovery acting as the LON (Launch On Need) vehicle STS-401.

“At the SSP/ISS (Space Shuttle Program/International Space Station) scheduling meeting, it was agreed to by the SSP Manager to aim STS-125 at 2/17 for a ‘work to’ date, rather than simply stating ‘Mid-Feb’,” noted the memo.

“Earlier, the scheduling community had asked for 2/12 to be looked at, but that is somewhat OBE (Overtaken By Events) now. That will also then aim STS-401 at 2/24 (HST+7).”

A scheduling meeting will take place on November 5 to confirm the refined launch date targets, which are now focusing on two opportunities, the latter an alternative launch date – in May – based on the potential of problematic scheduling issues with the February target.

“Evidently, the senior managers within SOMD (Space Operations Mission Directorate) and SMD (Science Mission Directorate) have agreed that a decision will be made on Nov 5th for pressing on towards the Feb opportunity or a later one (May).

“Not sure when a manifest CR will be put into coordination, since it appears that everyone is able to keep moving forward based on the ‘work to’ date while the HST troops come to grips with getting the telescope switched over to the B side and also assess the status of the replacement avionics.”

The removal of the HST payload from Atlantis has been proceeding throughout the weekend, with the canister set to depart from Pad 39A on Monday. Work will then take place to prepare Atlantis for her rollback to the Vehicle Assembly Building (VAB).

“Are on target to move vehicle from Pad A to VAB High Bay 3 on October 20,” noted United Space Alliance Ground Operations on L2. “Payload Canister hoisting and Payload Ground Handling Mechanism positioning to Wings and Ladders in support of HST Payload transition into the canister on Monday.”

Endeavour/STS-126 Latest:

Atlantis departure will be followed by the transition of Endeavour from Pad 39B to 39A, follow her stand-down from STS-400 requirements.

Now tracking a November 14 launch for her primary STS-126 mission, an October 25 arrival at 39A will have built-in flexibility for that launch date.

“On Pad B, are continuing preparations for moving OV-105 to Pad A on October 25, 2008,” added Ground Operations. “When get to Pad A, will have four contingency days for launch on November 14, 2008.”

STS-126 is currently undergoing a series of Flight Readiness Review (FRR) departmental runs, following last week’s milestone MOD FRR (17 presentations on L2). No major issues are currently being reported in the run up to the SSP FRR.

“The STS-126 Payload Readiness Review was held at KSC,” noted one example on L2. “Have open paper, mainly concerning ECLSS (Environmental Control and Life Support System) issues for the six man crew. Most of this paper will still be open when the vehicle rolls to Pad 39A.”

This payload review has been aided by the latest analysis on the “Leonardo” Multi-Purpose Logistics Module (MPLM), via a Verification Loads Assessment (VLA) – which was initiated by an ability to add additional payload to the module.

“MPLM weight for the racks showed that five racks are out of tolerance for weight/C.G (Center of Gravity),” added Flight Operations and Integration. “This issue is being worked, but we have plenty of margin. Additionally, are now expecting racks to return lighter than expected compared to original VLA studies.”

Discovery/Dual LON/STS-119 Latest:

Overall, Discovery is the main factor via what is now a dual LON requirement, which opens with supporting Endeavour’s mission by being ready to launch on a rescue early next year.

The two main issues relate to the timely delivery of External Tank ET-130 from the Michoud Assembly Facility (MAF), and the delivery of a new RCC (Reinforced Carbon Carbon) panel (10R).

“ET-130: Processing is nominal. ET-130 is in final assembly position 3. Are working TPS (Thermal Protection System) preparations for nose cone installation,” noted Lockheed Martin/MAF on L2.

“The tank will be moved to Bldg 420 on about October 15. Trying to allow moving tank completion date in from November 21,” which would be within the required schedule.

Lockheed Martin are also pushing forward their delivery date of 10R, although engineers at the Kennedy Space Center (KSC) are looking into the back-up plan of a donated panel, one that has previously flown with Atlantis and Endeavour.

Due to the unique ‘fit’ of these panels, which are mainly orbiter specific, fit checks have been carried out on these ‘spare’ panels all last week, with the results expected in the next few days, as normal processing continues.

“RCC fit checks on the OV-104 and OV-105 panels are complete,” added processing information. “SSME (Space Shuttle Main Engines) electrical connector mates were rescheduled for Monday. The team continues to work preps associated with ET Door Functional; scheduled for Monday.”

L2 members: All documentation - from which the above article has quoted snippets – is available in full in the related L2 sections, updated live.

Related posts:

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