STS-335 Delta Launch Site Flow Review:

Targeting a launch on April 28, 2011, the STS-335 mission would use Orbiter Atlantis flying on her 33rd mission – a mission that could lovingly be dubbed the “final last flight of Atlantis,” after the STS-132 crew christened that flight the “first last flight of Atlantis.”

An updated version of the Launch Site Flow Review – known as the Delta Launch Site Flow Review (DLSFR) held on July 22, 2010 – shows that Atlantis’ three Space Shuttle Main Engines (SSMEs) have been baselined for the flight.

Baring any last-minute changes, Atlantis is now expected to use SSME 2045 in the Engine 1 position, SSME 2060 in the engine 2 position, and SSME 2047 in the engine 3 position.

Engine 2045 last flew on STS-131 with Discovery in April 2010; engine 2060 on STS-131; engine 2047on STS-132 last May with Atlantis.

In terms of a cryo prop load, all five (5) of Atlantis’ cryo tank sets will be filled completely, all 5 GN2 (Gaseous Nitrogen) tanks will be completely filled, the Forward RCS (Reaction Control System) will be filled to “midpoint,” and the aft RCS and OMS tanks will be fully loaded.

Overall, Atlantis is expected to have ~95 hours of pad hold time, with the Hydrogen commodity being the limiting factor. Also, an update to the Ascent Performance Margin (AMP) now shows Atlantis carrying +5,502 lbs of AMP.

As was shown in the LSFR, all weight and CG characteristics are within limits and 102 lbs of aft ballast (i.e. empty aft ballast boxes) will be carried. For an RTLS (Return to Launch Site) abort, a 185 sec and 25 sec Aft RCS and Forward RCS respective prop dump would be required. Likewise, for a TAL (Trans-oceanic Abort Landing) abort, a 120 sec and 65 sec Aft RCS and Forward RCS respective prop dump would be needed.

Furthermore, in addition to the standard turnaround processing for Orbiter Atlantis, one modification for OV-104 has been approved since the LSFR earlier this year. That modification relates to the Ceramic Plug/Insert Redesign.

“Redesigns ceramic plug sleeving/retainer for all 0.75” diameter plugs & 0.875” shorter diameter plugs (0.75” length and less) to increase cord thickness to meet the installation torque requirements – preventing plug from potentially backing out due to vibration loads during ascent,” notes the Delta LSFR.

This modification was approved June 4, 2010 at a Delta PRCB (Program Requirements Control Board) as part of a sweeping, fleet-wide alteration.

Aside from this modification, there is only one more potential modification for Atlantis this flow. This potential mod calls for the installation of TriDAR to Atlantis’ external Airlock truss in the Trajectory Control Sensor 1 (TCS 1) position.

Since the TCS 1 is no longer flown, the location is already free for TriDAR installation.

Currently, only Discovery has TriDAR DTO (Detailed Test Objective) capability, having performed the TriDAR DTO on STS-128 and STS-131.

TriDAR, which his designed to demonstrate technology for autonomous rendezvous and docking in Low Earth Orbit, would be installed by Boeing tech orders.

A Change Request to protect for the possibility of flying TriDAR on STS-335 was approved on July 13, 2010.

However, one of the more interesting considerations for this particular OPF (Orbiter Processing Facility) flow for Atlantis are the numerous OMRS Limited Life/Time/Cycle & Interval Requirements that will come due before or shortly after Atlantis’ targeted launch on STS-335.

“Based upon a request at the STS-335 LSFR, a review of the OV-104 OMRS Limited Life/Time/Cycle & Interval Requirements thru January 21, 2012 was performed,” notes the Delta LSFR.

While a majority of items requiring work or inspection could either be accomplished within the extended flow for Atlantis (a flow of nearly 9½ months) or a waiver passed to defer work on a particular system/subsystem until after STS-335.

Nonetheless, the review showed that three (3) items could be potential “long poles due to significant impacts to the processing flow if implementation required.”

These three items include Removal and Replacement (R&R) of the Lower and Upper Hydrogen/Water Separator (due 6/24/2011), R&R of all three (3) APUs (due 9/7/2011), and retest of Forward RCS Pod Thrusters if 18-months have elapsed since previous flight (due 11/14/2011).

For the R&R of the Lower and Upper Hydrogen/Water Separator, the Delta LSFR notes that “NSLD is presently working spares to support the installation need date. Processing an OMRS exception will be considered if spares are unavailable.”

Given the STS-335 launch and mission schedule, this particular requirement is not in danger of lapsing prior to or during STS-335 and the mission would be completed long before the 6/24/2011 due date. However, 6/24/2011 is the working target launch date of the potential STS-135 mission – should Congress approve funding for the flight.

Furthermore, the R&R of all three APUs on Atlantis is currently based on a 6.5 year OMRS requirement. Nonetheless, the “potential for exception has been discussed based on the hardware being certified to 6 years 9 months.”

In addition to these three items, there are seven more OMRS exception/waivers pending for Atlantis toward her use on STS-335.

These include a Radiator Hinge Inspection that is due this flow (after flight 33) but has concurrence to extend the requirement until after flight 34, Wing Leading Edge Spar Structural Inspections (which are in work and will be competed less four panels prior to STS-335), Left RCS OXID GHe system A-leg secondary regulator lock-up high, and PRSD (Power Reactant Storage Distribution) O2 tank post-flight vac ion pump operation.

Also awaiting waivers or exceptions are Right POD He iso valve intake leak checks, O2 system 1 Relief Valve failed reseat leakage test, and drag chute deploy system 2 light failure resolution.

Orbiter Modification Down Period Interval Extension Overview:

In addition to the above considerations is the fact that under the previous OMDP interval agreement in 2007 (5.5 years or 8 flights… whichever came first), Atlantis will come due for OMDP on January 21, 2011 based on the 5.5 year interval rule.

This meant that Atlantis was due for OMDP four months prior to her planned use on STS-335.

Likewise, Orbiter Discovery (OV-103) came due for OMDP after STS-131 based on the 8 flight rule – a rule that would have precluded her use on STS-133 (set for launch on November 1, 2010) without passage of engineering waivers and deferrals.

In fact, it was the use of Discovery on STS-133 (her 9th flight since her last OMDP) that prompted a new review of ODMP time interval requirements – much the same way Discovery’s and Atlantis’ use through the end of the Space Shuttle Program manifest kick-started the previous review and extension of OMDP time interval requirements in 2006/2007.

Under the pre-2007 OMDP time requirements (3 years or 8 flights, whichever came first) Discovery would have come due for OMDP in March 2008, Atlantis in July 2008, and Endeavour in July 2010.

Given the extensive amount of time needed to complete an OMDP (on the order of one calendar year) and investigation was conducted into the possibility of extending the OMDP time interval based on sound engineering data gained during the orbiter’s previous OMDPs.

As a result, the OMDP time interval was extended from 3 years/8 flights to 5.5 years/8 flights, whichever came first. This allowed Discovery to fly through September 2010 (per the 5.5 year limit), Atlantis to January 2011, and Endeavour to January 2013.

However, after this OMDP extension was passed, the Shuttle manifest grew to include one additional mission – STS-134.  A subsequent flight order swap between STS-133 and STS-134 placed 134 ahead of 133 in the flight order and handed 134 to Endeavour and 133 to Discovery – her 9th post-OMDP flight and a violation of then-current OMDP time interval rules.

Thus, “The addition of STS-133 to the SSP manifest (launch date Sept. 2010) will result in a 9th flight on OV-103 since its last OMDP,” notes the OMDP extension study presentation dated February 4, 2010.

Subsequent flight delays to STS-134 pushed the STS-335 Crew Rescue flight by Orbiter Atlantis to April 2011 – four months beyond her OMDP due date of January 2011.

As such, a study into the further extension of OMDP time intervals was carried out – specifically in terms of OV-103 (STS-133) and OV-104 (STS-335).

STS-335/135 Specific Articles: http://www.nasaspaceflight.com/tag/sts-135/

In all, the study was quite extensive – as all NASA engineering studies are – and a new recommendation was brought forth to the PRCB to extend the OMDP time interval from 5.5 years/8 flights to 6.5 years/9 flights.

Under the new rules, Discovery would be cleared (from an OMDP standpoint) to fly the STS-133 mission (as long as that mission occurs before September 29, 2011 – the new time limit for her OMDP requirement).

Likewise, Atlantis would now be clear from an OMDP standpoint to fly through January 2012.

“Flight and time OMDP interval will increase from current 8 flights/5.5 year requirement to 9 flights (OV-103 only) and 6.5 years (OV-103/104),” notes the PRCB presentation – available for download on L2. “Results in new time-based OMDP due dates for OV-103 (9-29-11) and OV-104 (1-21-12) at least 1 year beyond current manifest.”

Endeavour gains no mention in the extension presentation due to the fact that she was clear from the previous 5.5 year/8 flight OMDP time/flight requirement to fly through January 2013 — two years beyond the current end of the Shuttle Program.

However, the review and recommendation to the PRCB was not as cut and dry as simply extending the time and flight intervals between overhauls. An extensive investigation into all the OMDP activities and Orbiter systems had to be conducted to ensure that Discovery’s STS-133 mission and Atlantis’ STS-335 flight could be carried out safely from an Orbiter systems standpoint.

“In July 2009, a two-phased approach for reviewing all OMDP-coded requirements was approved by OPO (Orbiter Project Office) to allow for early identification and completion of non-extendable requirements over the last 2 flows,” notes the PRCB OMDP presentation.

Phase I of the review occurred over a two week period in which PRTs “leveraged previous OMDP extension study criteria and results to provide a ‘quick look’ color code disposition of each OMDP requirement based on a 9 flight / 6.5 year extension.”

In all, this quick look covered 769 requirements, 725 of which were coded ‘green’ (“no need to perform requirement”) for the 6.5 year/9 flight extension, 24 coded as ‘yellow’ (“more time or data needed to definitively assess”), and 20 coded as ‘red’ (“needs to be satisfied prior to 9th flight [on OV-103]”).

The Phase I assessments were presented to the OPO in August/September 2009, at which time Ground Ops agreed to perform all 20 ‘red’ requirements on Discovery during her flow toward STS-131 in April 2010.

Phase II of the review occurred over October/November 2009 and consisted of five 3 hour joint Engineering Review Board (ERB – Boeing/USA/NASA) meetings to “review detailed extension rationale.”

A rationale for each requirement was develop prior to the reviews by the individual PRTs and “documented in a standardized spreadsheet format with pre-defined criteria for evaluation.”

Extension criteria included: likelihood of failure, consequence of failure, redundancy (like/unlike), operational workarounds, failure history/trending, and confidence gained from preflight or in-flight checkouts.

Each requirement was then presented by a system representative to the ERB with full PRT support via telecon.

Rationale for OMRS V31 general zonal inspections (aka: “requirements not assigned to a specific subsystem”) was developed separately and was based on historical results. OMRS V31 zonal inspections include fluid, mechanical, electrical, and structural components.

As a result of these ERB reviews, one Phase I ‘green’ requirement and one Phase I ‘yellow’ requirement were changed to ‘red’ and were subsequently scheduled for completion by Ground Ops. Those two requirements were the Radiator-to-PLB fitting gap measurements and the PPO2 controller/valve functional checkouts.

All remaining ‘yellow’ requirements were reassessed to ‘green’ during the ERB meetings.

In addition, one non-OMDP time/cycle (8 flights) requirement was reviewed by the ERB. This was due to “significant impact to implement during nominal (non-OMDP) flow.”

This requirement pertained to the ECLSS waste tank removal for Nitric acid flush. Review of this requirement resulted in an approval to defer this task until after flight 9 of Discovery.

In the end, all 769 OMDP requirements were either dispositioned ‘green’ or ‘red.’ For Discovery and Atlantis combined, 746 requirements were dispositioned ‘green’ and 21 dispositioned ‘red.’ All ‘red’ requirements were scheduled for completion over the final two OPF flows for each vehicle – 128-to-131 and 131-to-133 for Discovery and 129-to-132 and 132-to-335 for Atlantis.

Furthermore, 2 OMPD requirements were found to be non-deferrable – one each  for Atlantis and Discovery: external airlock O2 ISO Valve Leak Check for Atlantis and HYD Series Retract Valves R&R for soft goods replacement for Discovery.

On February 11, 2010, the PRCB reviewed the OMDP interval extension proposal and officially approved the increase to 6.5 years/9 flights.

No related posts.

STS-335 Parameters and Mission Objectives:

As with STS-133 (Discovery) and STS-134 (Endeavour), the specific launch date for STS-335 is currently “Under Review” pending resolution of Discovery’s and Endeavour’s launch dates.

Nonetheless, STS-335 would consist of a four member crew launching from LC-39A with External Tank 122, BI-146, and RSRM (Reusable Solid Rocket Motor) set 114.

The mission would carry the MPLM (Multi-Purpose Logistics Module) Raffaello to the ISS during an 11+1+2 day flight to the International Space Station (ISS) that would both resupply the ISS with the consumables used during CSCS (Contingency Shuttle Crew Support) for the six-member STS-134 crew and return the STS-134 crew safely to Earth.

If STS-335 were to become a reality, the Orbiter used for the mission would have all of her Cryo tank sets loaded to maximum, as well as a complete load of GN2 (Gaseous Nitrogen).

Furthermore, the Orbiter would carry a half load of FRCS (Forward Reaction Control System) propellant and full ARCS (Aft RCS) and OMS (Orbital Maneuvering System) propellant loads.

As always, Zaragoza, Spain would be the primary TAL (Trans-oceanic Abort Landing) site, with Moron, Spain and Istres, France as backups. The NEOM (Nominal End of Mission) landing would be targeted for KSC, with Edwards and White Sands as backups.

Currently (as of May 4, 2010), STS-335 carries a projected Ascent Performance Margin of 6,075 lbs and all weight requirements/constraints are well within limits for NEOM, TAL, RTLS (Return To Launch Site) abort landing, AOA (Abort Once Around) landing, and a Contingency Return landing.

Furthermore, the Orbiter will carry 102 lbs of aft ballast, the empty weight of the aft ballast boxes.

For a RTLS abort, a 185-second ARCS and 25-second FRCS propellant dump would be performed to configure the Orbiter to a proper Center of Gravity (CG) for landing. Likewise, a 120-second ARCS and 65-second FRCS propellant dump would be required for a TAL landing.

For the actual mission, STS-335′s objectives – according to the 77 page Launch Site Flow Review (LSFR) presentation, available for download on L2 – would be to:

“Transfer stranded crew and critical support equipment/supplies required for return of the stranded Shuttle crew from the ISS to the rescue Orbiter, transfer available water from Shuttle to ISS, berth MPLM to ISS Node 2 nadir port, activate and checkout the MPLM, replenish depleted crew supplies from ISS, and transfer ISS System/Science Racks, RSP, and RSR (TBD quantity) racks to ISS.”

Additionally, the standard FD-2 (Flight Day 2) OBSS (Orbiter Boom Sensor System) TPS (Thermal Protection System) inspections, FD-3 R-bar Pitch Maneuver with ISS photography, and late-inspections of the rescue Orbiter’s TPS would be performed, as well as any Focused Inspection that might be necessary.

STS-335 Orbiter Discussions: Atlantis or Discovery?:

Under the original launch schedule and manifest, shuttle Atlantis (OV-104) was tapped to be the rescue LON (Launch On Need) orbiter for the STS-335 mission, as she could be turned around from her STS-132 mission for support a STS-335 launch date of November 29, 2010 – roughly two months after the planned September 16 launch of STS-133/Discovery (which was the original final flight of the Space Shuttle Program).

However, with the swap in launch order of STS-134 (Endeavour) and STS-133 (Discovery) due to payload issues with the Alpha Magnetic Spectrometer for STS-134, the current launch manifest now stands in flux, with STS-133 in September (more likely late-November) and STS-134 in November (more likely late-February 2011).

This calls into question the original plan to use Atlantis as the STS-335 LON vehicle as she was originally selected because she was the only orbiter that could have been prepared in time for a November 2010 launch of STS-335.

However, with the slip of the manifest, and the now-unavoidable situation of flying 335 (if required) in calendar year 2011, there is now enough time to prepare both Atlantis and Discovery for duty on STS-335.

While Atlantis – according to program managers and the KSC support teams – is still the LON orbiter for the final flight, internal multi-flow processing charts for all three orbiters (obtained via the STS-133 LSFR) show Atlantis’ processing status after STS-132 as “UNDER REVIEW” while Discovery and Endeavour continue on nominal processing timelines for September and November launches, respectively.

Additionally, Shuttle Launch Integration Manager Mike Moses confirmed in the post-landing press conference for STS-132 that the processing teams – as part of their standard work – are looking at numerous options for finishing out the shuttle manifest (including STS-335).

“Right now, the teams are off looking at our options. For the three flights we’ve got left, including STS-335, they’ve got about 15 options we could use,” notes Moses.

In detail, part of the discussion surrounding Atlantis’ use on STS-335 is the fact that she is, at this point, due for a mandatory OMDP (Orbiter Modification Down Period) – a costly and intrusive inspection period each Shuttle Orbiter is required to go through every 5.5 years.

In fact, Atlantis was originally scheduled for retirement in 2008 following her role in the flagship STS-125 flight (a mission that eventually flew in May 2009) because of a then-pending OMDP requirement. However, thanks to an impressive review of all OMDP records from the Space Shuttle Program, NASA mangers were able to revise the OMDP requirement periods for the three remaining Orbiters and allow Atlantis to fly two additional missions after STS-125.

Once again, though, the OMDP year-interval limit has been reached for Atlantis and she is once again due for an OMDP.

Naturally, since crew safety is paramount – and Endeavour could not be prepared for STS-335 (back when STS-134 was to fly in late-July 2010) in time for launch by November 2010 – Atlantis was selected as the LON vehicle and a plan was drawn up to work around her mandatory OMDP requirement in order to preserve crew rescue capability for the final program flight while still ensuring Atlantis’ safety for flight.

In short, this plan required the deferral of certain mandatory inspections and procedures of Atlantis’ more unreachable areas.

Specifically, the STS-335 LSFR notes that “Nominal Time Age Cycle Items will have to be performed prior to the 33rd flight of OV-104,” such as the completion of Wing Leading Edge Spar structural corrosion inspections — which requires the removal of several RCC (Reinforced Carbon-Carbon) panels during the OPF flow.

“In addition, the following Structures and ECL requirements will be due and are very intrusive in that they drive radiator and waste tank removals: Radiator Hinge Inspection Requirements [and] the requirement to flush the waste water tank with nitric acid is due prior flight 33,” notes the 335 LSFR document.

While the 335 LSFR notes that rationale could be found and approved to extend these two requires past OV-104′s 33rd flight, five “non-extendable OMDP Requirements” would have to be completed before Atlantis could be cleared for flight on STS-335 – requirements that would not have to be performed on orbiter Discovery since she is not yet due for an OMDP.

Forward Work on Atlantis for STS-335:

While a firm decision on the shuttle launch manifest (including target launch dates and which orbiter will be called upon for STS-335) is expected sometime this month, the 335 LSFR outlines the work that would need to be completed on Atlantis, should NASA managers choose to move forward with her as the 335 vehicle.

The most extensive work noted by the LSFR (which does not include reference to the five “non-extendable OMDP requirements”) is the WLE spar structure corrosion inspections.

Among the mandatory work here is the installation of two rivets to the spacer “on the installed rib splice #1 spar fitting on the left hand side to complete the deferred rivet installation,” notes the presentation.

This addition of two rivets to the spacer on rib splice #1 spar fitting is part of an ongoing two-year effort to inspect and upgrade Atlantis’ WLE spars.

“Structural inspections of the wing leading edge spars were due prior to the [STS-132] flight of OV-104 to meet the 4½ year OMRS requirement (due date January 22, 2010).”

Since a complete inspection of Atlantis’ WLE spars could not be accomplished during a single OPF flow due to Atlantis’ mission’s (STS-125 and STS-129) launch dates, and inspection could not be complete in the two month time period between STS-129′s predicted landing and the requirement due date, WLE spar inspection began during OV-104′s flow toward STS-129.

“[Twelve] RCC panels and required Spar fittings were removed during the STS-129 flow to perform sampling inspections – Panels 12L-16L and 10R-16R,” notes the LSFR presentation. No active corrosion was found during those sampling operations.

Then, during the flow toward STS-132, “9 RCC panels (1R-9R) and required Spar fittings were removed for the sampling inspections with no active corrosion and/or no structural anomalies identified or documented.”

With those inspections, ~75% of Atlantis’ WLE spars were inspected and found to be in “very good” condition.

However, “two small isolated locations of suspect corrosion were noted.” One area was cleaned without any active corrosion noted; but the second area was determined to have “active but minor” corrosion. This corrosion was removed without the “need for structural repair.”

With this information, a Delta PRCB (Program Requirements Control Board) meeting on March 3, 2010 approved a waiver to defer inspection of Atlantis’ remaining WLE spars until after STS-132.

“3/2/10 DPRCB approved OMRS Exception EK10769 to allow one flight deferral for continuation of detailed structural inspections of the WLE spar.”

Thus, a detailed inspection of Left Hand RCC panels 1 – 11 and associated spar fittings 1 – 11 is now required prior to acceptance of Atlantis for flight on STS-335.

Completion of these inspections will leave a total of only four spar fittings un-removed and uninspected: spars under panels 17L/R, 12L, and 10R. A waiver will be presented to the PRCB for “approval of an Exception” that will clear these OV-104 spars for flight.

In addition to this work, a TPS Ceramic Plug/Insert redesign will be applied to Atlantis for all of her 0.75″ diameter plugs and 0.875″ shorter diameter plugs.

“Redesigns ceramic plug sleeving/retainer for all 0.75″ diameter plugs & 0.875″ shorter diameter plugs (0.75″ length and less) to increase cord thickness to meet the installation torque requirements,” states the LSFR document.

This redesign will be undertaken to prevent the plugs from “backing out due to vibration loads during ascent.”

Furthermore, additional TPS work for Atlantis will include OMRS required inspections of her Elevon coves (requiring the removal of end panels and center panels in order to perform Borescope inspections), removal of 28 LESS carrier panels for perimeter GF rework (on panels L19, RH8, R21, and R22), and a “re-waterproof” of all upper surface TPS blankets on the midbody sidewalls, Payload Bay Door sidewalls, and Upper Wings.

Additionally, flight of Atlantis on the STS-335 mission will require cannibalizing parts of the OBSS (specifically the LDRI – Laser Dynamic Range Imager) from Discovery following completion of the STS-133 mission.

“GFE (Government Flown Equipment) hardware delivery dates under review – manifest change moving STS-134 to November results in cameras and Sensor Package 1 coming from OV-103 post STS-133 (was OV-105 post STS-134).”

The ability to take Sensor Package 1 from OV-105′s OBSS is no longer an option since the STS-134 crew will leave Endeavour’s OBSS on the ISS at the completion of their docked mission.

As such, Sensor Package 1 will now have to come from OV-103′s OBSS post-STS-133.

No related posts.

STS-132 Re-entry/Landing:

Atlantis arrived back home in Florida with only nine reported issues in the Mission Evaluation Room (MER) – the last relating to the Flash Evaporation System (FES) during deorbit preparations. The FES provides cooling to orbiter systems when the Payload Bay Doors (PLBDs) – which include the radiators used on orbit – are closed.

“The FES in topping mode using the primary B controller shut down near the end of the radiator coldsoak for deorbit prep. The shutdown occurred about 46 minutes into the radiator coldsoak. The crew then restarted the FES topper using the primary B controller,” noted the post flight report to the MMT (L2). This resulted in a shutdown with the FES Freon outlet temperature failing to reach the control band.”

As part of the malfunctions handbook, the crew followed a procedure that has been used a couple of times on recent flights, known as a core flush – which is one solution for ice buildup in the FES. Contingency exists in the system if required.

“Subsequently, the crew restarted the FES using the primary A controller resulting in a successful seven minute operation, via a contingency procedure using a modified radiator bypass/FES checkout with core flush (on secondary controller) followed the primary A activation.

“In this contingency procedure, the FES is operated in secondary high load mode, followed by a core flush, then concluded with secondary topping operation. Ice and excess carryover were observed in the FES topping ducts during the core flush. The core flush stage of the procedure was performed twice because the initial core flush produced duct temperatures that indicated ice had not been completely flushed from the core.

“The second core flush produced duct temperature signatures that indicated a complete flush of the core. After completion of the contingency procedure, the FES configuration was switched to primary A controller in full up mode which prepares the orbiter for deorbit. Entry operations on the FES Pri A controller were nominal.”

STS-132 Specific Articles: http://www.nasaspaceflight.com/tag/sts-132/

With the FES issue resolved, both PLBDs were closed nominally by 146/03:49:08GMT [11/09:28:59 Mission Elapsed Time (MET)] in preparation for landing. A delayed closed indication on the starboard door has previously occurred several times in the past on multiple vehicles and is a known condition, thus was not a concern for entry.

The deorbit maneuver for the first landing opportunity at KSC, a dual-engine straight-feed firing, was started on orbit 186 at 146/11:41:59.2 GMT (11/17:21:51.2 MET) with shutdown at 146/11:45:05 GMT (11:17:24:57 MET). The burn was 185.6 sec in duration with a delta V of 333.6 ft/sec.

Atlantis’ Fuel Cells and Auxiliary Power Units (APUs) all performed as advertised, after holding a good level of reserve in case of weather related wave offs.

“All APU parameters were nominal on the final day on-orbit (FD13), during entry, and postlanding at KSC. APU 2 was the TIG-5 single APU start, APU 1 and 3 were started at EI-13,” added the MMT overview.

“The fuel cells generated 13.8 kW and 449 amps, average, and 3896 kWh of total electrical energy during the 282.48 hour mission. The fuel cells consumed 337 lb of hydrogen and 2673 lb of oxygen from the PRSD (Power Reactant Storage and Distributation) subsystem. The PRSD system also provided 234 lb of oxygen to the crew. The fuel cells produced 3009 lb of water. Approximately 44 lb of O2 was used for tank-to-tank transfer to ISS.

“The PRSD subsystem could have supported a 75 hour mission extension at the average mission power level of 13.8 kW based on the usable quantities remaining at landing. At an extension day average power level of 12.51 kW, it could have supported an 83 hour mission extension.”

Thanks to a timely gap in the Florida weather, the first landing attempt – mirroring the first launch attempt – was taken, in what was a fitting finale to Atlantis’ successful mission.

Pages of reports on the numerous orbiter systems – used during the transition from a spacecraft to an aircraft – all listed nominal performance, ahead of the wheels touching down on Runway 33 of the Shuttle Landing Facility (SLF).

“STS-132 Landing System performance nominal. MGTD (Main Gear): 146:12:48:08 (loss of WOW indication) NGTD (Nose Gear): 146:12:48:19 (loss of WOW indication) DC (Drag Chute) DEPLOY: 146:12:48:10.5 BRAKES ON: 146/12:48:45 (RHOB first indication over 250 psia),” added the MMT report.

“MLG TD Velocity: 195 KGS Brake Pressure nominal at averaging 400-500 psi throughout rollout, with the max brake pressure reached approximately 684 psi (LHI) DC JETTISON = 146:12:48:47 WHEEL STOP = 146:12:49:26 Total roll out time ~ 1 minute 18 seconds from MGTD Video of MLG tires, all had typical spin-up tire wear exposing tire tread cord.”

According to early Thermal Protection System (TPS) evaluations, Atlantis arrived back in excellent condition, with only a couple of gap fillers and, four missing putty repairs areas and some frayed blankets – which is all nominal, and confirmed the Damage Assessment Team (DAT) confidence in the healthy condition of Atlantis’ heatshield during on orbit inspections.

“Great effort on the flight, both the prep to get the vehicle ready and during the flight,” noted Shuttle manager John Casper on the latest Shuttle Standup/Integration report (L2).

“(Thanks to) the Ground Operations team for all their outstanding work to get Atlantis ready to fly, and now putting back in the OPF (Orbiter Processing Facility).”

Post STS-132/STS-335 Processing:

It takes around a week of operations to safe an orbiter in preparation for their next flow, with Atlantis set to be processed as the STS-335 vehicle in Launch On Need (LON) support of Endeavour’s STS-134 flight – although the final manifest running order is yet to be finalized – not least if STS-135 will be added, and which orbiter will fly the mission, with a June 2011 launch date preferred.

Following landing on the SLF, the Convoy engineers completed Atlantis’ total downgrade at 0953 EDT, ahead of tow operations to OPF-1, which began at 1244 EDT. This marked the start of OPF Roll In Operations.

“S0069 Integrated OPF Roll In operations: The vehicle was spotted in the OPF at 1604 EDT. Fuel cells were powered down at 2224 EDT. Jack & level was completed at 0054 EDT. T-0 and Horizontal drain/control venting is in work,” noted the opening STS-335 notes (L2) from the NASA Test Director (NTD).

“Cryo drain and tank inerting is complete. Orbiter power system validation and PLBD strongback installation (Friday). PLBD functional is scheduled for Tuesday.”

As is usual, Interim Problem Reports (IPRs) tend to include troubleshooting from issues recorded during the mission, with the heater failure on the L3D Reaction Control System (RCS) thruster debuting on the STS-335 flow as IPR 0002, one of four IPRs are listed by the NTD.

“New IPR 0002: Thruster L3D heater failed off. Troubleshooting plan is TBD (To Be Determined). New IPR 0003: SLF personnel reported audible leak at PD-17, LH2 high point bleed QD (Quick Disconnect). MPS (Main Propulsion System) reports leak rate is minimal and does not pose a safety/hazard concern. No action planned while on runway. Plan is to mate QD and perform leak check.

“New IPR 0004: O2 Tank 4 Midbody connection near Door 45 Leak exceeded allowable level. Problem was detected during preps for Cryo drain. It was determined to be a fuzz leak at the QD. It was determined to not be hazardous since the QD only passes GHe. Engineering suspects a possible nose seal issue and will inspect the QD at a later time. No constraint to continue with Cryo drain/inerting.”

Engineers will work on Atlantis on Saturday, prior to a two day break over Memorial Weekend, with only the requirement to establish Orbiter Aft access on the books.

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Progress Launch:

Launched via a Russian Soyuz-U launch vehicle from the Baikonur Cosmodrome in Kazakhstan, the Progress is an upgraded ‘digital system’ version of the aging craft, carrying its usual 2.5 tons of cargo.

Manifested for the cargo run is 363 kg of water for the Rodnik system (Moscow water). 871 kg of prop in the refueling compartment. 250 kg of prop in the service module allocated for ISS needs. 77 kg for an electronics system – which is likely to be a replacement 800a battery, and 133 kg for the food rationing system.

Also riding uphill is 96 kg of medical system supplies. 4 kg for Poisk systems. 496 kg for the American segment, making for a total cargo load of 2686 kg. The vehicle will arrive at the ISS on Friday for docking.

ISS cost cutting drive:

Last Friday, ISS managers set their team members the task of reducing costs on the ISS. The purpose of this exercise originated in deferring costs to other NASA programs, with the results overviewed by representatives from the international partners involved with Station.

“The purpose of the ISS Operation Cost Streamlining Tiger Team is to define and assess International Space Station (ISS) cost streamlining proposals,” noted one of several memos acquired by L2.

“The team will serve as the communications and tracking mechanism for ensuring that cost streamlining proposals are distributed for review and evaluation by each Partner organization, and shall serve as the communications mechanism through which assessments, impacts and recommendations are communicated to the Space Station Control Board (SSCB) for disposition.

“Scope And Authority: The ISS Operation Cost Streamlining Tiger Team is established by the Space Station Control Board. It will consist of representation from the International Partnership/Participants. The team will define, assess and track proposed cost reductions for the ISS Program.”

It may take some time to agree to a format of viable savings, especially if a saving on the NASA budget may result in increased costs to another partner – in which case NASA may end up compensating the affected partner, thus defeating the purpose if the compensation is higher than the saving.

“Savings may be achieved for one Partner which may result in an increase to another,” added the overview. “These proposed items will be considered as long as there is an overall savings to the ISS Partnership. Individual barters or compensation will be agreed to by the affected parties.”

Summit meetings will take place in Houston from Wednesday to Friday this week, where managers will overview feedback from team members – who were asked to fill in a suggestion form on their thoughts for elements that could be streamlined.

“If only we could get the Program or IP to start/stop/modify………..(Fill in the blank with your favorite pet peeve), we and/or the ISSP could sure do things a lot more efficiently with respect to our Partner operations,” noted the question on the form.

“So your action is to consider the above question and brainstorm on possible ideas for what we can do to save cost based upon operation with our partners.”

There is no real clarification on what caused ISS managers to request the brainstorming sessions – other than NASA’s “new direction” to abandon its role in Low Earth Orbit (LEO) – although it appears to come as a shock to some team leaders – with one manager noting: “Apologies for the brushfire on this, but we just got these details yesterday.”

The final decision on any potential and viable cost reduction efforts has been set for the end of June, with an interim meeting scheduled for the end of March.

“Will continue working to develop additional proposals as ongoing task. Complete evaluation/assessment of proposed cost reductions by March 31, 2010,” noted the forward plan. “Present proposals to SSCB for concurrence. Finalize implementation plans for selected proposals by June 30, 2010.”

STS-135′s potential culled from ISS wish list:

Atlantis’ final scheduled flight has now been confirmed – baring an extremely unlikely emergency – as STS-132, handing her the unfortunate role as the first orbiter that will retire from the fleet. The news comes after NASA decided to rule against utilizing STS-133′s LON role for Atlantis (STS-335) into the additional flight of STS-135.

STS-135 would have provided the ISS with an additional logistics flight, while a Russian Soyuz-based plan would have provided rescue capability for a four member crew.

With External Tank (ET-122) continuing to be modified, and other assets such as two Solid Rocket Boosters (SRBs) already purchased at the cost of 10s of millions of dollars, using the hardware to impact on the massive shortfalls the ISS will suffer from post-shuttle appeared to be a no-brainer.

This crew would have been led by Astronaut chief Steve Lindsey, with a crew loading memo pre-empting the Colonel’s switch from his command of STS-133 to the additional flight. This memo was produced on Monday.

“Space Transportation System (STS)-133 Crew Training: The crew is at L-33 weeks for a September 16 launch date. Several assessments have been made for this flight for a crewmember swap that would occur in April (Lindsey to (STS)-135),” noted the memo acquired by L2.

The April date was referencing the timeline NASA managers needed to work funding requirements to baseline STS-135 into the manifest, based on the completion of the next two flights, and instructions/funding in the FY2011 NASA budget overview.

“STS-335: still don’t know if will turn into 135. SSP (Space Shuttle Program) waiting for budget direction next week and that the next two flights get off on time, so don’t expect a decision before early April,” noted information on January 26.

However, the April timeline did hold impacts for STS-133, based on the tight schedule for the remaining five missions on the 2010 schedule.

“Currently, the overall loading is green. However, a late crewmember change in April would force the crew to repeat a minimum of 80 hours of training,” added the crew loading memo on Monday. “The Training Manager is looking at options to move some events currently scheduled in March, out to alleviate an additional 70 hours that would need to be repeated.

“Crew loading will go red if the decision to swap the crewmember is made in April and no launch date relief is given.”

With no sign of a manifest stretch at this time, along with a NASA Budget proposal revealing an intent to killing off the shuttle as soon as possible – with the additional FY2011 funding now confirmed as only to be used for retirement costs – STS-135′s chances of becoming a vital boost to an ISS that will have to survive on rations for 10 years appear to be dead – as later confirmed by NASA Associate Administrator Bill Gerstenmaier on Tuesday.

“For now, adding the LON as actual flight will end unless a compelling need arises,” confirmed the DA notes memo (L2), literally hours after the crew loading notes referenced the potential commander swap for STS-133 in relation to STS-135.

The result of this decision equates to the Station losing as much upmass potential as four Russian Progress cargo ships, and the deletion of the downmass capability that only the orbiters can currently provide.

 L2 members: Documentation – from which the above article has quoted snippets – is available in full in the related L2 sections, now over 4500 gbs in size

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STS-135:

At present, the shuttle’s flying days would end with STS-133 – which is manifested as the final shuttle mission on the current schedule. This mission will be carrying ELC 4 (EXPRESS Logistics Carrier), along with the Permanent Logistics Module (PLM) that will remain on the International Space Station (ISS).

With a launch date of September 16, 2010, Discovery’s 39th flight of her career will utilize External Tank ET-138 for a 10+1 day mission that will include one EVA, later refined to 8+1 days with no EVAs. A crew of six – led by Astronaut Chief Steven Lindsey – have already been selected for this mission.

STS-335 was recently included as the LON (Launch On Need) flight in support of STS-133, which would – in the event of a contingency being called – launch with a MPLM (Multi-Purpose Logistics Module) for the purpose of replenishing the ISS’ consumables for hosting the STS-133 ahead of rescue.

In order to be in a good posture for LON, Atlantis would processed almost as per normal, following her return from STS-132 – up to the point of being near-ready to rollover to the Vehicle Assembly Building (VAB) for mating with the External Tank and twin Solid Rocket Boosters (SRBs).

Under the STS-335 requirements, it is unlikely she would leave her Orbiter Processing Facility (OPF) unless STS-133 was declared a contingency, which is in itself highly unlikely based on the shuttle’s record since Return To Flight (RTF).

However, information became available to L2 late last week that NASA and United Space Alliance (USA) managers at KSC have been requested by the Space Shuttle Program (SSP) to evaluate Atlantis’ post STS-132 flow past the point of being readied for just LON requirements. Further investigation confirmed the evaluations are based around a full-up STS-135 mission.

JSC sources also confirmed the information, noting they too were looking at the potential for baselining Atlantis under a STS-135 mission, regardless of the outcome on the upcoming decision from the White House on whether or not to extend the shuttle program as far as 2015.

While the Michoud Assembly Facility (MAF) has at least two part built tanks (ET-139 and ET-140) on standby for such an extension, the current information points to no LON being utilized for STS-135. Instead, evaluations are taking place with the Russians, in order to work out a Soyuz rescue plan in the event the STS-133 crew are unable to return home on a damaged Discovery.

Such a rescue scenario would be aided by a small STS-135 crew, with the potential of a four person crew (the minimum crew size for a Shuttle/ISS mission), utilizing a Flight Day 4 Rendezvous scenario with the ISS due to increased work loads on each astronaut ahead of docking.

A bonus factor of such a small crew allows for a large increase in upmass Atlantis could carry. Each removed crewmember also reduces their consumables, seat mass and equipment that they would have previously been required to carry onboard the orbiter.

Incidentally, it was also mentioned in the information that Colonel Lindsey has been pencilled in to command the STS-135 mission, should it become baselined, possibly with some of his STS-133 crewmembers.

Such a move – if confirmed – would open up crew slots on STS-133, which in turn may dictate the timeline STS-135 has to become baselined, in order to allow new crewmembers to be “loaded” (trained) for the mission.

As far as hardware assets are concerned, NASA have already ordered the two SRBs that will fly with Atlantis under the STS-335 LON requirement. The External Tank – ET-122 – was also added to the flight several months ago, with repair work proceeding well at MAF, following its turnaround from Hurricane Katrina-related damage.

Although another completed tank is located at the New Orleans facility, ET-122 is the only available Super Light Weight Tank (SLWT), which is a difference of several thousand pounds of added upmass ability at launch when compared to the older test article tank.

Most of the foam TPS (Thermal Protection System) repairs have been completed on ET-122, and it remains on schedule to be shipped to KSC after ET-138. To ensure the schedules remain on track, MAF managers recently carried out a process of mapping several “Kaizen events” to ensure the most effective flow on the tank.

“ET-122: Another Kaizen event is taking place to be sure the work planning is going accordingly. TPS PDL (foam) repairs remain in work,” noted an update on the latest Shuttle Standup/Integration reports (L2).

“Shearography results for this tank (have been) received, and a plan has been developed to perform some on-tank verifications of this information. This plan was approved by the Chief Engineers’ Board on November 12. Engineering will perform this work.

“Finishing up with LO2 intertank flange trims. Cleaning up and getting ready to move to Cell A. Working on cable tray, gap closures, and general NCD dissection trims.”

Once NASA and contractor bodies have completed their evaluations into supporting the STS-135 mission, the process of approving it as a baseline mission into the shuttle manifest may require political support, via funding.

At present, NASA expects to receive support to fly out its manifest into early 2011, as a bufferzone for delays and technical issues that may arise during the 2010 schedule of five missions. Such support would in theory allow for the addition of STS-135, which would be encompassed by available funds to the SSP based on timescale, as opposed to the number of flights.

STS-335 is currently scheduled to be ready to launch sometime between November and December of 2010, although this is based on a current schedule that calls for five flights to be completed before the end of September. It is highly likely this flight rate will be spread out, with a more realistic schedule of early 2011 to be pencilled in for STS-335/135.

The benefit of adding STS-135 would prove to be of vital importance to the ISS – and this has been touted as the single reason for the evaluations into adding the mission. The ISS, which is likely to be extended to 2020, will have to cope without the unrivalled upmass and downmass of the shuttle once the fleet is retired.

Although it is becoming less likely as the months drag on that the shuttle manifest will be extended – a decision to add flights would automatically result in STS-135 becoming a reality.

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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