STS-40 Space Shuttle Mission Report

8/7/2019 STS-40 Space Shuttle Mission Report

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NASA-TM-108737 19930016769

_. STS-40

SPACESHUTTLE

MISSION REPORT

i

: NASA-TM-I08737) STS-40 SPACE N93-25958

2 --

;

SHUTTLE MISSION REPORT (Lockheed ,

Engineering and Sciences Co.) 34 p

Unc I a s

G3

/

16

0163537

July 1991 i


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SCREEN IMAGE USER:.--._EBB SESS ION=T_ 0BR08 6/29 /93-_]P_-23 :E94.-FM

DISPLAY 93NE_.5958/2

perform the plarYned oper'atic,ns of the Spacelab Life ScieY_ces-I (SLS-I)

payload. The secondary ob_ec'tives _:,.fhis flight were to per'form the

operations required by the Getaway Special (GAS) payl.r.,adsand the Midder-k

O-Gravity Dynami_:s Experime_Tt (MODE) pay].c,d.


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SCREEN IMAGE USER=*EBB SESSI ON=T2OBR08 6/29/93-02 :22 :55-PM

DISPLAY 93N25958

i

P

93N25958-# ISSUE 9 PAGE 2612 CATEGORY 16

P,PT#: NASA-TM-108737 NAS .I..15:108737 NSTS-08251 91/07/00 34 PAGES

UNCLASSIFIEI} DOCUMENT

UTTL: STS-40 Spa(--eShuttle mission report

AUTH: AiFRICKE, ROBERT W.

CORP: l_ockheed Engineering and Sciences Co., Houston, TX. CSS: (Flight

Requi_-ements Section.)

SAP: Avail: CASI HC AO3MF AO

CIO: UNITED STATES Sponsored by NASA. Lyndon B. Johnson Space Center

MAJS:

/

*SPACE MISSIONS

/

*SPACE SHUTTI_ES

*SPACE TRANSPORTATION SYSTEM FLIGHTS

/

*

SPACEL.AB PAYLOADS

MiNS:

/

BOOSTER ROCKET ENGINES

EXTERNAL TANKS

/

SOLID PROPELL.ANT ROCKET ENGINES

/

SPACE SHUTTLE BOOSTERS/ SF'ACE SHUTTLE MAIN ENGINE

ABA: Author (revised)

ABS: The STS-4(] Space Shuttle Program Mission Report contains a summary of the


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NSTS

-0

82

51

STS-40

SPACESHUTTLE

MI

S

SIONR

E

PORT

_ared by

g. Fricke

LESC

/

FlightRequiremen

t

sSection

Approved by

_'_

/

W. Camp

nager, Flight Data and

Evaluation Office


8/42


9/42

Table of Contents

Title Page

INTRODUCTION 1

SUMMARY 1

VEHICLEPERFORMANCE

4

- SOLIDROCKETBOOSTERS/REDESIGNEDOLIDROCKET 4

MOTORS

EXTERNALTANK 5

SP

A

C

E

S

H

U

TTLEMAINENGINES 6

S

HUTTL

E

RANGE

S

AFE

T

Y

S

Y

S

T

E

M 7

ORBITER SUBSYSTEMS 7

Main Propulsion System 7

Reaction Control Subsystem 8

OrbitalManeuveringSubsystem 8

Power Reactant Storage and Distribution 9

Subsystem

Fuel Cell Powerplant Subsystem 9

AuxiliaryPowerUnit Subsystem 9

Hydraulics

/Water Spray Boiler Subsystem

I0

Pyrotechnics Subsystem I0

Environmentalontroland LifeSupport I0


10/42

Ti

t

le

P

a

g

e

PAYLOADS 18

S

P

ACELAB 18

GeneralPerformance 18

Gas AnalyzerMassSpectrometer 20

Animals 20

Refrigerator/Freezer 20

Spa

celabComputer

21

PHOTOGRAPHICND TELEVISIONANALYSIS 22

ORBITERAFT BULKHEADAND PAYLOADBAY DOOR 22

DAMAGEASSESSMENT

DEBRISSEEN

I

N U

M

B

I

L

IC

AL

C

AMERAAT 23

ET SEPARATION

DEVELOPMENTEST OBJECTIVESAND DETAILED 23

SUPPLEMENTARYBJECTIVES

DEVELOPMENTESTOBJECTIVES 23

AscentDevelopmentestObjectlves 2

3

On-Orbi

tDevelopmentest0b_ectives

23

En

try

/L

andingevelopmentest

24

Obje

ctives

DETAILEDSUPPLEMENTARYBJE

C

TIVES 25

Listof Tables

TABLEI - STS-40SEQUENCEOF EVENTS 26

TABLEII - STS-40PROBLEMTRACKINGLIST 29


11/42

_ INTRODUCTION

The STS-40 Space ShuttleProgramMissionReport containsa summaryof the

vehicle subsystemoperationsduring the forty-firstflight of the Space Shuttle

and the eleventh flightof

t

he Orbiter vehi

c

leColumbia (0V-102). In addition

to the Columbia vehicle, the flightvehicle consistedof an External Tank (ET)

designatedas ET-41 (LWT-34),three Space Shuttlemain engines (SSME's)(serial

numbers2015, 2022, and 2027 in positionsi, 2, and 3, respectively),and two

Solid Rocket Boosters (SRB's)designatedas BI-044.

The

p

ri

m

ary obje

c

tiveof the STS-40fligh

t

was to successfully

p

erform

t

he

p

lannedo

p

era

t

ionsof the SpacelabLife S

c

ien

c

es-I (SLS-I)

p

ayload. The

secondaryobjectivesof this flightwere to perform the operationsrequiredby

the Getaway Special (GAS) payloadsand the Middeck 0-GravityDynamicsExperiment

i (MODE)payload.

The sequenceof events for the mission is shown in Table I, and the official

Orbiter ProblemTracking List is presentedin Table II. In addition,each

Orbiter subsystemanomaly is discussedin

t

he a

pp

licablesubsystemse

c

tionof

the repor

t

and a referen

c

eto the assignedtra

c

kingnumber is

p

rovided.

Official ET, SRB, and SSME anomaliesare also discussed in their respective

sectionsof the report and the assignedtrackingnumber is also shown.

The crew for this forty-firstflightof the Space Shuttlevehiclewas Bryan D.

O'Connor,Col., USMC, Commander;Sidney M. Gutierrez,Lt. Col., USAF, Pilot;

f-_

Ja

mes

P

. B

a

gia

n

,M.

D

., Mi

ss

ion

Sp

e

c

ialis

t

I; Tam

a

ra E. Jernigan,Ph.

D

.

,

Mission

Specialist2; M. Rhea Seddon,M.D., Mission Specialist3; F. Drew Gaffney,M.D.,

Payload Specialisti; and Millie Hughes-Fulford,Ph.D.,Payload Specialist2.

This w

a

s the second Sp

a

ce Shu

t

tleflight for the Commander,Mission

Specialisti, and Mission Specialist3, and the first Space Shuttle flight for

the remainingcrew members.


12/42

problem. In IMU 2, the X-Y accelerometer bias shift exceeded the Operations and

Mainten

a

nce Requirements and Specific

at

ions Document (OMRSD) criteri

a

durin

g

the

preflight calibration. Results of additional calibrations showed that the

shifts exceeded the OMRSD retest criteria and a decision was made to remove and

replace the IMU prior to lift-off. As a result, the launch was rescheduled for

Wednesday, June 5, 1991.

At the planned launch time on June 5, weather conditions did not meet minimum

criteria and the countdown was held at T-9 minutes. However, after a delay of

approximately 1 hour 25 minutes, weather conditions cleared and the countdown

was resumed.

T

he

STS-4

0m

ission,t

h

e firstS

p

acelabLifeS

c

ien

c

es

m

issi

o

n,was

s

uccessfully

launchedfromlaunchpad 39B at 156:13:24:51.008.m.t.(8:24:51a.m.c.d.t,on

June5, 1991). All Orbitersubsystemsoperatednominally,all SSMEand SRB

start sequences occurred as expected, and the launch phase performance was

satisfactory in all respe

c

ts. SRB separation, m

a

in engine

c

utoff (ME

C

O), and

ET separ

a

tion all occurred nominally. MECO occurred

a

t 156:13:33:20.808 G.m.t.

No orbital maneuvering subsystem (OMS)-I maneuver was required. The dual-engine

OMS-2 maneuver was performed at 156:14:07:09.4 G.m.t. Duration of the maneuver

was 124.1 seconds, resulting in a velocity change of approximately 197.3 ft

/

sec

that placed the Orbiter in the planned 160 x 150 nmi. orbit with an inclination

of 39 degrees.

Shortly after the payload bay door was opened, video of the aft bulkhead showed

several thermal blankets that were partially unfastened and a section of the aft

bulkhead payload bay door environmental seal that was also displaced between

rollers 4 and 3 on the port side of the bulkhead centerline. Video from payload

bay cameras B and C, as well

a

s video taken by

t

he crew wi

t

h

t

he onbo

a

rd

camcorder, was used

t

o aid in

t

he analysis of

t

his

p

roblem. A

t

eam inves

t

iga

t

ed

the payload bay door environmental seal anomaly, and potential concerns for door

closure, entry heating, and venting pressure were evaluated. A section of seal


13/42


14/42

Main landing gear touchdown occurred on Edwards Air Force Base runway 22 at

165:15:39:11G.m.t. (June 14, 1991). Nose landing gear touchdown occurred

15 seconds later with wheels stop at 165:15:40:05 G.m.t. Data show that the

rollout was normal in all respects. The flight duration was 9 days 2 hours

15 minutes 14 seconds. The APU

s were shut down by 165:15:58:15 G.m.t., and the

crew completed the required postflight reconfigurations and exited the Orbiter

landing area in a specially prepared van at 165:16:13:20 G.m.t.

This first Spacelab Life Sciences mission consisted of 20 experiments of which

the primary objective was to investigate known fundamental biological problems

of m

a

nn

e

d sp

ac

e fligh

t

in

a

n in

te

gr

ate

d m

a

nner. The

e

xp

e

rim

e

n

t

s w

e

r

e c

ondu

cte

d

in the Spacelab long module and the Orbiter mlddeck. Also, one middeck

0-gravity dynamics experiment precursor was flown. Twelve GAS payloads were

flown in the cargo bay. Data were obtained on all experiments.

Twenty-one DT0s were planned for this mission and data were obtained on 19 of

these DTOrs. In addition, I0 detailed supplementary objectives (DSO's) were

scheduled and data were collected on all of the DSOs.

VEHICLEPERFORMANCE

The vehicle performance section of this report contains a discussion of the

operation and performance of the major subsystems of the flight vehicle.

A determination of ascent vehicle performance was made using vehicle

acceleration and preflight proPUlsion prediction data. From these data, the

a

ver

a

ge flight-derived

e

ngine spe

c

ifi

c

impulse (Isp

)

det

e

rmined for the time

period between SRB separation and start of 3g throttling was 452.21 seconds as

compared to a fleet average tag value of 452.51 seconds. The relative velocity

of the vehicle reached the adaptive guidance/throttllng (AGT) reference value at


15/42

p

r

es

s

u

re f

o

r b

ot

h m

oto

rs

adj

us

t

e

d to

60

F

an

d

0

.368 in

/

s

ec

burn ra

te

was 15

to

2

0 ps

i l

o

w

er

t

han the b

l

o

c

k nom

i

na

l

motor

f

or the

f

ir

s

t

2

0

s

econ

d

s o

f fl

i

g

ht

,

y

et

all

RSR

M

per

f

orm

a

nce requ

i

rements

w

ere

m

et.

T

h

i

s devi

a

t

i

on d

i

d not v

i

o

la

te

specified limits; however, it did affect the adaptive guldance/throttling AGT)

which is used to compensate for off-nominal RSRMperformance. The AGT scheme,

which was based on previous RSRM performance profiles, incorrectly assumed that

the RSR

M

per

f

orman

c

e

w

ou

ld

cont

i

nue to

b

e

l

o

w f

or the entire SRB

f

i

r

i

ng

and

adjusted the SS

ME g

u

i

d

a

nce/thrott

li

n

g

to co

m

pen

sa

te

,

thu

s

cau

si

n

g

a hi

g

h

performing vehicle. An evaluation is underway to determine if the AGT logicl

shou

l

d be removed

f

rom the

flig

ht so

f

t

wa

re.

Power

-

up

a

nd operat

i

on o

f all

c

a

se

, ig

n

i

ter an

d f

ie

l

d jo

i

nt heaters

w

ere

a

cc

omp

li

sh

ed

ro

u

t

in

e

ly.

A

ll RSRM

temp

era

t

ures w

ere

m

ai

n

t

a

i

n

ed

wi

thi

n

a

cce

pta

bl

e

limits throughout the countdown. Ground purges maintained the case/nozzle joint

and flexible bearing temperatures within the required LCC ranges.

The SRB

flig

ht stru

c

tur

al

temper

a

ture re

s

pon

s

e

was as

expe

c

te

d

. Po

s

t

flig

ht

i

nspe

c

tion o

f

the re

c

overed hard

wa

re

i

nd

ica

ted th

a

t the SRB ther

mal

prote

c

t

i

on

s

y

stem

T

PS per

f

ormed proper

ly

durin

g

a

sc

ent

w

ith ver

y l

itt

l

e TPS a

c

rea

g

e

a

b

l

ation.

Separationsubsystemperformanceas normalwithallboosterseparationmotors

(BSM's)ex

p

endedandallse

p

ara

t

ionboltssevered. Nose ca

p

je

tt

ison,frus

t

um

se

p

ara

t

ion,nd nozzleje

tt

isonoccurrednormallyon eachSRB.

Both SRB'sseparatedfromtheET at approximatelyhepropertime,and theentry

anddecelerationequencewas properlyperformedon both SRB's. Dataindlcate

thatalldecelerationubsystemsperformedas designed.Both SRB'swere

recoveredby

t

he retrievalshi

p

sand re

t

urned

t

oKSC for ins

p

ec

t

ion,isassembly

and shipmen

tt

o

t

herefurbishmen

t

acili

t

y.

EXTERNALTANK


16/42

T

h

e E

T

fl

i

g

htpe

rf

o

r

m

anc

e

as e

x

c

e

llen

t

.T

he

ET

p

r

es

s

u

riza

t

i

on

y

ste

m

func

ti

oned

p

ro

p

erly

t

hroughou

t

engine s

t

ar

t a

nd ascen

t

. The m

i

n

i

mum ullage

pressure experienced during the period of the ullage pressure slump was

14.7 psid.

The ET

t

umblesys

t

emwas deac

t

iva

t

edfor

t

hisflight. ET se

p

ara

t

ion

was

confirmed,and the crew tookover100photographsf theET afterseparationto

meet requirements of DTO 312. ET entry and breakup occurred within the

predicted footprint.

RSRM PROPULSION PERFORMANCE

Parame

ter

L

eft moto

r, 78 F Rig

ht m

o

t

o

r

, 7

8

F

Predicted Actual Predicted Actual

Impulse ga_es

1-20, I0_ Ibf-se

c

66.18 64.56 65.96 65.03

1-60, I0_ Ibf-sec 176.22 174.02 175.73 174.18

I-AT, lOb Ibf-sec 297.41 296.70 297.44 296.04

Vacuum Isp, ibf-sec/ibm 268.6 267.95 268.6 267.33

Burn rate, in

/

sec (625 psia) 0.3724 0.3705 0.3716 0.3716

Event times, seconds

Ignition interval 0.232 N/A 0.232 N/A

Web time 109.0

II0.0 109.4 109.1

A

ct

io

n

tim

e

120.8 122.3

121.2 121.6

Separationcommand, seconds 124.0 124.9 124.0 124.9

PMBT, F 78.0 78.0 78.0 78.0


17/42

countdownand comparedwell with parametersobservedon previous flights. The

en

gi

ne-re

ad

y

i

n

dic

at

i

onw

a

s a

c

h

i

eved at the

p

roper t

i

me, all L

CC

were met, an

d

en

gi

ne start and thrustbu

i

ldupwere normal.

Prel

i

minaryfli

g

h

t

data

i

ndi

c

ate the SSME

p

erforman

c

e

d

ur

i

n

g

en

gi

ne start,

mainstage,throttling,shutdown,and propellantdump operationswas well within

s

p

e

ci

f

ic

at

i

ons. All

t

hree en

gi

nesstarted an

d

operate

d

normally. H

ig

h

p

ressure

oxidizer turbopump(HPOTP)and high pressurefuel turbopump(HPFTP)temperatures

appeared to be well within specificationthroughoutengine operation. The SSME

controllersprovided the proper controlof the engines throughoutpowered

fli

g

ht,and no f

a

ilureshave been

id

en

t

if

i

ed. En

gi

ne dynam

icd

ata

g

enerall

y

c

om

p

aredwell with

p

rev

i

ousfl

ig

ht an

d

testdata. All on-orb

i

ta

c

tiv

i

t

i

es

associatedwith the SSME'swere accomplishedsuccessfully.

SHUTTLERANGE SAFETYSYSTEM

Shuttlerange safety system (SRSS)closed-looptestingwas completedas

scheduledduring the launch countdown. The SRSS safe and arm (S&A) deviceswere

armed and all system inh

i

bitswere turnedoff at

app

ro

p

r

i

ate

ti

mes. All SRSS

measurementsindi

c

ate

d

that the sys

t

em

p

erforme

da

s ex

p

e

c

te

d

throu

g

houtthe

flight. The system signalstrengthremainedabove the specifiedminimum

(-9

7

dBm) for the durat

i

on of the fli

g

ht.

Prior to SRB separation,the SRB S&A deviceswere s

a

fed,and SRB system'power

was turned off as planned. The ET range safety systemremained activeuntil ET

separationfrom the Orbiter.

ORBITER SUBSYSTEMS

Main PropulsionSystem


18/42

Th

e

gaseou

soxy

genflowc

ont

rol

va

l

v

es

(FCV

's)w

e

r

e

s

h

im

m

e

d

to

t

he

ta

r

g

e

t

posi

t

ion corres

p

onding to a 78-

p

ercen

t

flow area. This was

t

he firs

t

fligh

t

in

whichtheFCV's were fixedin one position.The

g

aseous oxygen pressurization

sys

te

m

p

erformednormallythroughou

tt

hefligh

t

.

Preliminarydata indicatethattheliquidoxygenandliquidhydrogen

pressurization systems performed as planned and that all net positive suction

pressure (NPSP) requirements were met throughout the flight.

P

o

s

t

flig

htv

al

uat

i

o

nf

th

efilmfr

o

mt

h

ecamerai

nth

eET

umb

ilicalellof

OV-I02 revealed a shiny, cylindrical ob

j

ec

t

floa

t

ing

p

as

t

i

t

s field of view

af

t

erET se

p

ara

t

ion(Fligh

t

ProblemSTS-40-V-16).The objec

tw

as

t

en

t

a

t

ively

identified as the outboard guide pin bushing from the ET liquid hydrogen 17-inch

disconnect. Analyses performed on both still photographs and video show that

the length-to-diameter ratio of the object matches this bushing. In addition,

photographs of the ET liquid hydrogen umbilical after separation show a shiny

region at only one of the two bushing locations. Analysis is continuing in an

effort to determine how the bushing became dislodged and what can be done to

prevent future occurrences.

Reaction Control Subsystem

The RCS performed satisfactorily throughout the mission with one anomaly

identified. Propellant consumption totaled 4239.8 lb. The RCS was used to

perform the maneuvers in support of DT0 242 Entry Aerodynamic Control Surface

Test).

At

1

58

:

00

:

5

1 G

.

m

.t.

,

vern

i

er thrus

t

er L

5

L

wa

s

f

a

il

ed o

ff

b

y

the redund

a

n

cy

man

ag

ement R

M

s

y

stem

b

e

ca

use o

f l

o

w c

h

a

m

b

er pre

ss

ure o

f 1

8 ps

ia

Fl

i

g

ht

Problem STS-40-V-07. The thruster was hot-fired three times a few minutes

la

ter

wit

h the

c

hamber pres

s

ure improv

i

n

g wi

th e

ac

h pu

l

se. Ch

a

m

b

er pressure

did

ac

h

i

eve the

9

0

-

per

c

ent

l

eve

l, a

nd

a

s

a

resu

l

t

,

the thruster

was

rese

l

e

c

ted

f

or


19/42

i

The left-hand OMS engine gaseous nitrogen system leakage was 40 psi/day during

prelaunch o

p

erations, and

t

his conditi

o

n was waived

p

rior

t

o flight. Following

OMS-2, the leakage was measured and found to be 20 psi

/

day. This leakage did

not impact the successful completion of the mission.

The OMS oxidizer crossfeed line A heater failed to control at the low set point

(66 F) at 157:20:01G.m.t., and the B heater was selected (Flight Problem

STS-40-V-04). The B heater operated satisfactorily throughout the remainder of

.

the mi

ss

io

n.

Pow

er Reactant Storage and Distribution Subsystem

The power reactant storage and distribution PRSD subsystem performance was

nominal throughout the 218-hour mission with one anomaly identified. The

Or

b

i

t

er

wa

s

fl

o

w

n

i

n the

f

ive

-

tank

-

set con

fig

ur

a

t

i

on

, a

nd

a

to

tal

o

f 2

7

17

.

9 l

b

o

f

ox

yg

en and

32

5.

9 l

b o

f

h

y

dro

g

en

wa

s con

s

umed.

T

he ox

yg

en us

ag

e

i

nc

l

udes

130.5 lb that was used by the crew. Reactants remaining at the end of the

mission wou

l

d h

a

ve provided

a

mission extension c

a

pa

b

i

l

it

y

o

f 73

hours

a

t

17

.0

kW

.

Hydrogen tank 3 heater A failed off at 163:05:15:53 G.m.t. (Flight Problem

STS-40-V-08), and on-orbit troubleshooting verified that the heater would not

come on in either the manual or auto modes. Tank 3 depletion was completed

first using heater B.

.f-_ Fuel Cell Powerplant Subsystem

The fuel cell powerplant performance was nominal throughout the mission with no

anomalies identified. The

t

o

t

al mission energy produced w

a

s 3720 kwh a

t a

n

average power level of 17.0 kwh and 563 A. The fuel cell water production was

2913 lb. The fuel cell i hydrogen flowmeter read off-scale high, but this did


20/42

During the deorbit maneuver, the APU 1 test line temperature 1 rose to 99 F which

violated the fault detection annunciator (FDA) limit of 95 F, and a thermal APU

message was generated (Flight Problem STS-40-V-12). The temperature began to

decline before heater B was turned off.

Other minor problems noted but did not affect the mission included:

a. APU I experienced higher than normal vibration during entry,

although no limits were violated.

b. APU 2 exhaust gas temperature (EGT) 2 sensor operated erratically

during ascent and entry. The erratic operation of the EGT 2 sensor

may have caused the APU 3 injector temperature bias discussed in

item c.

c. APU 3 injector temperature was biased low during ascent and entry

(approximately 200 F) and remained biased 30 F below the APU 3 gas

generator bed temperature during on-orbit heater operation. Also,

the APU 3 injector temperature sensor operated erratically during

ascent and entry, and this is similar to the problem that was

experienced on STS-38.

H[draulics/Water Spra_ Boiler Subsystem

The hydraulics/water spray boiler subsystem operated nominally throughout the

STS-40 mission with no anomalies or problems noted. Four recirculation pump

actuations occurred during the mission. System 1 and 2 recirculation pumps each

actuated one time for thermal conditioning and system recharging, and system 3

pump actuated twice for thermal conditioning.

Pyrotechnics Subsystem


21/42

The humidity separator A fan speed indication was known to be inoperative prior

to launch. When the scheduled humidity separator prefilter DTO was performed,

vid

e

o of th

e

humidi

t

y s

e

p

a

r

a

tor wir

e

bundl

e

s show

e

d

a

brok

e

n wir

e

in th

e

sp

ee

d

sensor A output signal to the MDM. The wire was taped to prevent inadvertent

contact with other components. This problem was known prior to flight and had

no impact to the mission.

The humidity separator prefilter detailed testobjective (DTO) 647 (Water

separator Filter Performance Evaluation) was performed with humidity separator B

op

e

r

a

ting. Ev

a

lu

a

tion of th

e

d

a

t

a

show

e

d th

a

t on

ce a

m

aj

ority of th

e

filt

e

r w

a

s

wetted, a volume of water slugged the separator, causing a small amount of water

carry-over. At this point of the test, the filter was removed and the DTO

terminated. A second test of DTO 647 was completed successfully with humidity

separator B operating, after which the filter was removed and the LiOH box was

reinst

a

ll

e

d. Prelimin

a

ry results indi

ca

t

e

th

a

t the filter fun

c

tioned properly,

no evidence of water carry-over occurred, and the DTO requirements were met.

The Orbiter and Spacelab pressure control systems (PCS) were used to control

partial pressure of oxygen (PPO2) and total pressure, and the systems operated

nominally.

The active thermal control system (ATCS) controlled temperatures satisfactorily

throughout the mission.

The waste collection system (WCS) performed normally until flight day 9 when

i_ there was some backup of urine in the WCS mode.

The urine monitoring system was su

cc

essfully used throughout the mission with

nominal performance from the WCS fan separators.

Supply and Waste Water Systems


22/42

Airlock/Tunnel Adapter Support System

N

o extr

a

vehi

c

u

la

r

ac

tivities

w

ere p

la

nned or requ

i

red

,

and as

a

resu

l

t

,

use o

f

the airlock and associated hardware was not required. Performance of the

Spacelab tunnel adapter hardware was satisfactory. Onboard video showed that

the h

a

t

c

h

C

therma

l c

over

wa

s open

Fl

i

g

ht Prob

l

e

m

STS

-4

0

-

V

-

0

9

. Ana

ly

s

i

s o

f

the v

i

deo sho

w

ed th

a

t the open

c

over

w

ou

l

d not

aff

e

c

t the per

f

orm

a

n

c

e

c

ap

a

bi

l

it

y

of the hatch hardware.

Avionics and Software Subsystem

The integrated guidance, navigation, and control system and flight control

sy

s

tem pe

r

f

or

med

s

atisfa

c

t

or

ily th

r

ough

o

ut th

e

mis

s

i

o

n. DTO 242

(

Ent

r

y

Aerodynamic Control Surfaces Test) was performed using the flight control

system; however, the maneuvers scheduled to occur between Mach Ii and 8 were

inhibited because of trajectory considerations.

The IMU performance was nominal during the mission. However, prior to the T-20

minu

t

e hold du

r

ing p

r

elaun

c

h ope

r

a

t

ions fo

r

the sec

o

nd launch a

t

tempt, IMU 2

accelerometer data failed a comparison test. The X-Y accelerometer bias shift

between

r

e

s

olve

r

-indicated a

t

titude and acceler

o

mete

r

-indicated attitude

exceeded the OMRSD criteria (Flight Problem STS-40-V-OI). The calibration was

repeated twice, but the data indicated that an instability problem existed in

the accelerometer. As a result, a decision was made to replace the IMU prior to

launch.

The star tracker performed satisfactorily throughout the flight, although the

-Z s

t

ar tracker failed

t

he ini

t

ial self-test. Th

e

s

t

ar tracker passed the

second self-test. This condition has been noted on previous missions of this

star tracker in this vehicle and is acceptable.


23/42

p

q

experienced. The lower-right antenna was operating with an open corrective

action report (CAR), and the lower-left

a

ntenna was operating with a waiver.

The dropouts did not impact normal mission operations. Also, the crew reported

that an unusually high amount of S-band noise was present on the headset during

sleep periods.

The crew reported that the Orbiter camcorder would not operate with the VIU-C

power cable, but it would operate with batteries (Flight Problem STS-40-V-05).

An IFM procedure was performed on the camcorder VIU during which the unit Was

opened, the board removed and inspected, voltages measured, and the unit

reassembled. Following this activity, the camcorder operated properly with the

VIU, and the reason for the failure and repair are not known. However, the

video

/

power cable assembly for the camcorder continued to cause the camcorder to

operate intermittently when the cable was held in certain positions.

A TAGS jam occurred at 162:09:30 G.m.t. (Flight Problem STS-40-V-06b). The TAGS

had exhibited a number of false jam indications earlier in the mission (Flight

Problem STS-40-V-O6a). However, the jam indication that occurred during the

uplink of the morning mail on flight day 7 was proven to be caused by a true

jam. This was verified by a subsequent page advance. The crew performed the

standard malfunction procedure to clear the jam condition, but normal TAGS

operations could not be restored. Paper was still visible in the right side of

the developer and it could not be reached with the IFM tool. The teleprinter

was used for uplinking messages in place of the TAGS.

F A loss of communications on the air-to-ground loop was experienced by mission

specialists 1 and 3 while operating on audio interface unit (AIU) -D, which was

loca

t

ed

i

n

t

he S

p

acelab (Fl

i

gh

t

Problem STS-40-V-13a). The

c

r

e

w members

switched to unit C that was plugged into the Orbiter and used the middeck

antenna to restore good communications. Also, the crew experienced a temporary

loss of communications on the air-to-ground loop while operating on AIU-E

(Flight Problem STS-40-V-13b). The crew were able to use other communication


24/42

(Flight Problem STS-40-V-03). The crew pried the door open as access to this

a

r

ea

w

a

s r

e

quir

e

d for mission s

uccess

.

S

in

ce t

wo

c

r

e

w-memb

e

r s

eat

s r

e

s

t

on

t

h

e

door, it was necessary for the crew to latch and close this door for entry. The

crew was able to close the door for entry. Postflight tests indicated that the

l

atc

h mov

e

d fre

e

ly.

Shortly after the payload bay door was opened, video of the aft bulkhead showed

several thermal blankets that were partially unfastened (Flight Problem

STS-40-V-02b) and a section of the aft bulkhead payload bay door environmental

seal that was also displaced between rollers 4 and 3 on the port side of the

bulkh

ea

d

ce

nt

e

rllne (Fligh

t

Probl

e

m STS-40-V-0

2a)

.

The results of the analysis and testing on the loose payload bay door seal

indicated a high level of confidence that normal payload bay door closure would

yi

e

ld

a

s

a

f

e c

onfigur

at

ion for

e

n

t

ry wi

t

hou

t

requiring

a c

on

t

ing

e

n

c

y E

VA

.

The payload bay door seal was thermally conditioned by placing the Orbiter in a

nose-to-sun 1.8-degree pitch-down attitude for a 30-minute period prior to port

door closure. The port door was closed and latched with no apparent

in

te

rferen

c

e from

t

he seal. Th

e

pos

t

fligh

t

inspe

ct

ion r

e

v

ea

l

e

d

t

h

at t

he se

a

l

had been forced to the bottom of the passive hook at bulkhead latch 4.

The postflight runway inspection revealed thermal damage to the right-hand ET

door (Flight Problem STS-40-V-I1). The inspection showed significant melting

and erosion of the forward centerline latch fitting and adjacent tile. Also, a

flow path was identified to a void between the structure and bracket behind the _

aft right-hand ET

l

Orbiter door seal.

M

a

in l

a

nding ge

a

r

t

ou

c

hdown o

cc

urred

at

165:15:3

9

:10.

9

G.m.

t

. on Edw

a

rds AFB

concrete runway 22 at 203.8 KEAS (ground speed of 199.8 knots), and Orbiter data

show that the main landing gear touched down 1615 ft past the runway threshold.

Winds at touchdown were 12 knots with gusts to 17 from 227 degrees true. Nose


25/42


26/42

: Aerothermodynamlcs

Th

e ac

r

ea

g

e

h

eat

ing during

e

n

t

ry w

a

s nomin

a

l

a

s indl

cate

dby

t

h

e

norm

a

l

structural temperature rise. The chin panel T-seal surface showed some

degradation. The payload bay environmental seal area showed no evidence of

heating; however, some evidence of flow ingestion was indicated by a small part

(6 to 8 inches) of monkey fur turned inward. The right-hand ET

l

Orbiter door

metal centerline latch plate was melted at the forward edge.

Thermal Protection Subsystem

Th

e t

h

e

rm

a

l prot

ecti

on subsyst

e

m (TP

S)

p

e

rform

a

n

c

e w

a

s nomin

a

l, b

a

sed on

structural temperature responses and some tile surface measurements. The overall

boundary layer transition from laminar to turbulent flow was nominal and

occurred 1220 seconds after entry interface.

Debris impact damage was moderate. Four tile removals and replacements were

identified from the inspection of the debris impacts. The postflight inspection

showed a total of 197 hits on the vehicle and 25 of these hits had a dimension

of > i inch. Of the total hits, 153 were located on the lower surface with 23

having a dimension of > I inch. The largest damage site was located on the

right-hand inboard ele_on where the area measured 7 3/4 by 1 1/8 by 112 inches,

a

nd

t

he l

a

rg

e

s

t c

lus

t

er of hits w

a

s lo

ca

ted on th

e

liquid hydrogen ETlOrbit

e

r

umbilical opening that had 30 hits. Two of the hits had a dimension of > 1 inch.

The b

a

s

e

he

a

t shi

e

ld pepp

e

ring w

a

s minim

a

l.

Overall, all radial carbon carbon (RCC) parts appeared nominal. The chin panel

inspection revealed no significant changes of the surface bubbling recorded on

its first flight that was attributed to the enhancement coating applied on the

RCC surface. The nose landing gear door TPS was in good condition with only

minor fraying of the thermal barrier forward patch and right-hand outboard

barrier. The forward RCS bulkhead thermal barrier was heavily breached, and the


27/42

Directorate; Safety, Reliability and Quality Assurance Office; Astronaut Office;

Mission Op

e

rations Dire

c

tor

a

te; Rockwell Intern

a

tion

a

l; and Orbiter and GFE

Projects Office personnel investigated the payload bay door environmental seal

anom

a

ly. Potenti

a

l con

c

erns for door closure, entry he

a

ting,

a

nd venting

pressure were evaluated. A section of seal material was shipped from KSC to JSC

for use in the evaluation of potential EVA tools, if an EVA became necessary. A

team also traveled to KSC to evaluate the effects of a failed seal on payload

bay door closure as well as possible EVA IFM procedures, using OV-103.

The results of the an

a

lysis and testing on the loose p

a

ylo

a

d b

a

y door seal

indica

t

ed a high level of confidence

t

ha

t

normal paylo

a

d bay door closure would

yield a safe configuration for entry without requiring a contingency EVA.

Although, testing on OV-103 at KSC indicated that the proposed contingency EVA

tasks (either to cut off the loose seal or to re-insert the seal in its

re

t

ainer) could be performed, if necessary. The

t

herm

a

l analysis resul

t

s

indicate that no thermal concerns existed using the STS-40 planned attitude

timeline.

The payload bay door seal was thermally conditioned by placing the Orbiter in a

nose-to-sun 1.8-degree pitch-down attitude for a 30-minute period prior to port

door closure. The port door was closed and latched with no apparent

interference from the seal. The postflight inspection revealed that the seal

had been forced to the bottom of the passive hook at bulkhead latch 4.

The left-hand ET door thermal barrier performance was nominal. Melting

/

erosion

was noted on the forward right-hand ET/Orbiter door centerline latch fitting and

adjacent tile (Flight Problem STS-40-V-II). The forward end of the latch point

was eroded 2 inch by 0.i inch in depth. The internal bulb seal and thermal

barrier were intact with no evidence of abnormal damage or severe

over-temperature conditions. The adjacent latch patch (thermal barrier) was

intact with typical outer mold line (OML) discoloration. Inspections revealed a

structural gap opening to the aft compartment in the aft corner of the outboard


28/42

When the film was removed from the 35 mm camera, the film was found to be broken

6 inches from the start of the film (Flight Problem STS-40-V-14b).

PAYLOADS

The SLS-I payload consisted of 20 experiments relating to the life sciences.

The primary objective of the SLS experiments was to investigate known

fundamental biological problems of manned spaceflight in an integrated manner.

The

p

ayload used

t

he SLS long module

i

n

t

he payload bay, as well as

t

he Orbi

t

er

middeck. In addition to the 20 SLS experiments, one Middeck 0-Gravity Dynamics

Experiment (MODE) precursor was flown.

Twelve cargo b

a

y secondary paylo

a

ds were flown, and these were located in GAS

canisters. Each canister contained an individual GAS payload. These were:

a. G-021 - Test Integr

a

ted Circuits

b. G-052 - Melt and Regrow Gallium Arsenlde Crystals

c. G-091 - Formation of Sol

i

d

a

nd Hollow Ball Bearings

d. G-f05 - Organic and Inorganic Materials Processing

e. G-286 - Production of Ligh

t

weight Foamed Me

t

al Sam

p

les

f. G-405 - Chemical Precipitates

g. G-408 - Zeoli

t

e Crystal Growth and Fluid Behavior

h. G-451 - Flower Bulbs and Seeds

i. G-455 - Structure and Defects of Crystals

j. G-486 - Soldering in Microgravity and in a Vacuum

k. G-507 - Orbiter Stability Experiment

i. G-616 - Flop

p

y Disks and Seeds in Space

SPACELAB


29/42

and total body water. Analyses of blood, urine, and saliva samples, which were

taken after the crew received the isotopes, traced the rate of removal of the

isoto

p

es from

t

he body.

Payload specialist crew members performed the baroreflex test and the pulmonary

function test, participated in echocardiograph activities, and had

cardiovascular measurements made during resting and sub-maximal exercise.

On fligh

t

d

a

y 39 the firs

t

humanves

t

ibularex

p

erimen

t

sf themissionwere

performed. The crew continued gathering metabolic and cardiovascular/cardio-

pulmonary data. Also, several engineering evaluations of new life sciences

equipment

a

nd systems

w

ere perform

e

d su

cc

essfully. Ev

a

lu

a

tions in

c

luded

- particulate containment demonstration tests (PCDT) in the general purpose work

station (GPWS) and the research animal holding facility (RAHF).

The crew continued cardiovascular

/

cardiopulmonary and metabolic investigations

on flight day 4. The crew accomplished all planned activities plus some

e

xp

e

rimen

t

s of oppor

t

uni

t

y, in

c

luding

a

v

e

s

t

ibul

a

r s

t

udy using

a

ro

tat

ing

c

h

a

ir.

All of the PCDT activities were successfully completed, and particulate

c

on

ta

inm

e

nt w

a

s d

e

mons

t

r

a

t

e

d. Th

e

m

e

di

ca

l r

e

s

t

r

a

in

t

syst

e

m

a

nd

t

he sm

a

ll m

a

ss

m

ea

sur

e

m

e

nt instruments wer

e a

lso

e

v

a

lu

ate

d.

Spacelab activities during flight day 5 concentrated primarily on gathering

cardiovascular and cardiopulmonary data that will help scientists determine the

extent of cardiovascular deconditioning at the midway point of the mission.

_ Again, the crew completed all scheduled operations successfully. The crew was

able to conduct several experiments of opportunity, producing additional data

for cardiovascular

/

cardiopulmonary and human vestibular investigations.

During flight day 6,

c

rewmembers parti

c

ip

a

ted in the rotating dome

investigations of the mission, adding to the vestibul

a

r d

a

ta gathered on flight

day 3, 4 and 5. The crew also completed the baselined cardiovascular and


30/42

cages during flight day 8 activities. Other flight day 8 activities included a

repeat of the flight day 1 and 2 metabolic studies, resting and exercise for

cardiovascular assessment, and performance of the baroreflex experiment.

During the last day (flight day 9) of on-orbit science operations, the crew

performed the final cardiovascular

/

cardiopulmonary and metabolic experiments.

The data information gathered on flight day 9 will be compared with data

collected before launch, early and midway through the mission, and after

landing.

The crew stowed all science equipment located in the Spacelab module and

deactivated the laboratory.

Gas Analyzer Mass Spectrometer

On flight day I, the gas analyzer mass spectrometer (GAMS) experienced a number

of automatic shutdowns after which the crew performed procedures to restart,

but it would not continue to run. It was left in a bake-out mode overnight. On

flight day 2, the GAMS was successfully calibrated. On flight day 3, GAMS 1

experienced multiple automatic shutdowns and the data on the downlink was noisy.

GAMS 2 was brought up, but it stopped working on flight day 4. Operations were

switched to GAMS 1 and troubleshooting procedures were developed. The primary

GAMS I was used for flight day 5 pulmonary function tests. The data received on

the ground continued to be degraded, although acceptable. The backup GAMS 2

troubleshooting was not successful. A significant number of GAMS calibrations

were required to successfully perform the experiments.

Although data from the primary GAMS I for pulmonary function tests have been

good, the data were noisy and sometimes repeat sessions were requested for the

In-flight Study of Cardiovascular Deconditioning experiment.

Research Animal Holding Facility and Animal Enclosure Modules


31/42

turnedoff the ORF. The ORF was reactivatedearly on flight day 3 and operated

well. The SpacelabFreezer (SLF),at the L9I locationalso had trouble

main

ta

ining

t

em

p

era

t

ure

a

nd was

a

llowed

t

o warm

t

o ambien

t

,

t

hen res

ta

r

t

edin

t

he refrigera

t

ormode. The S

p

acelabRefrigera

t

or(SLR),at

t

he L8I loca

t

ion,

was converted to the freezermode on flight day 2.

The ORF failed to maintain its temperatureduring flight day 4 and the odor that

was re

p

ortedseveraldays earlierhad a

pp

aren

t

lyintensified. The d

i

sagreeable

odor was thought to be emanatingfrom the unit's door seals and was only a

- problemwhen the door was open. The ORF was shut down and its samples

t

ransferred

t

o

t

he moduleuni

t

s. The SLFo

p

era

t

ed well in

t

he refrigera

t

or

mode. The S

p

acel

a

brefrigerator(SLR)was o

p

era

t

ingin

t

he freezermode.

The ORF remainedoff and sealed. A troubleshootingprocedurewas uplinkedfor

t

he crew. In

t

his procedure,

t

he crew was ins

t

ruc

t

ed

t

o discon

t

inueo

p

era

t

ion

of the ORF if any odor was detected,and within 40 seconds of turningon the

ORF, the odor was again noticed. The ORF was immediatelypowereddown and

rem

a

ined

p

owereddown for

t

he remainderof

t

he fligh

t

.

Early on flight day 8, the SLF temperaturesensors indicatedslight increasesin

freezer(L8I)

t

em

p

era

t

ures. The L8I uni

t

was reconfiguredas

t

he refrigera

t

or

and, what was previouslythe refrigerator(L9I),was set in the freezermode,

and sampleswere switched. Later, the temperatureof the L9I unit also began to

rise. The crew then performeda procedureto clear possibleobstructionsfrom

the Freon system. This effort producedno change in monitoredvalues. The L8I

_-_ uni

t

was

t

hen configuredagain as a freezer,

t

he fil

t

er cleaned,and

t

he samples

loaded. During crew sleep, the rising temperaturein the L8I unit (in freezer

mode and holding the samples)necessitatedthe awakeningof the crew to perform

an IFM on the L9I uni

t

. The crew was

a

gain aw

a

kenedto switchsamples into the

L9I unit when it reachedan accep

t

ablefreezer temperature.

Early on flight day 9, the crew performeda repair procedurethatquickly thawed


32/42

The EXC crashed again during crew sleep on flight day 6. The signature for this

anomaly was similar to the EXC anomaly of flight day 4. The EXC was re-IPL'd by

the crew early on flight day 7 and operated normally for the remainder of the

flight. Data dumps from the Spacelab mass memory unit were studied for

troubleshooting and problem isolation.

PHOTOGRAPHIC AND TELEVISION ANALYSIS

The photographic and television analysis team analyzed all launch and landing

films and video plus provided support in the investigation of two anomalies

during and af

t

er the STS-40 mission.

On launch day, 23 videos (out of 25 expected) were screened. No anomalies were

observed in any of the video. Cloud cover obscured the view of the vehicle on

several of the tracking cameras beginning approximately 43.5 seconds after

lift-off.

All 7i of the expected launch films were reviewed and no major anomalies were

detected. No Castglance film of the SRB was acquired.

Analysis of the launch films revealed two occurrences of a white puff on the

underside TPS of the Orbiter to the left of the liquid hydrogen disconnect at

156:13:24:46.1G.m.t. and 156:13:24:47.4 G.m.t. The tiles that were involved

were identified and were examined after landing and showed no damage.

Eleven 16 mm films, two 35 mm films and five videos of landing were screened,

and no ano

m

alies wer

e

de

t

ected.

The STS-40 crew members took 103 hand-held 70mm pictures of the ET after it

separated from the Orbiter. Also, three cameras were located in the umbilical

cavity of the Orbiter; however, two of these cameras failed shortly after being


33/42

sticking forwardabout 2 incheswith a small amount of displacementupwards.

Furtheranalysis showed the change in positionwas caused by heating during

exposureto sunlightand coolingwhen in shadow. The seal tips moved further

a

w

a

y from the bulkhe

a

dwhen

c

ool

e

d

a

nd

c

los

e

r to their norm

a

l positionwh

e

n

heated. The amount of this displacementwas determinedto be approximately

I.I incheson the starboardpiece and 0.4 inch on the port piece.

DEBRIS SEEN IN UMBILICALCAMERA FILMAFTER ET SEPARATION

A cylindricalobject was observedapproximately43.7 secondsafter ET

sep

a

r

a

tion,

a

nd the obje

c

t w

a

s tumbling

ac

ross the field of view of the 16 mm

umbili

ca

l-

ca

vlty

ca

mer

a

. The debris tr

a

v

e

l

e

dfrom the top right to th

e ce

nter

bottom edge of the field of view. The object has been identifiedas a small

guide pin sleeve (bushing)from the ET half of the 17-inchdisconnect(Flight

Problem STS-V-40-16). Photogr

a

phi

ca

n

a

lysis of the

c

ylindri

ca

lobje

c

t

c

ontinu

e

s

in an effort to positivelyidentifythe object and determineits range of size,

length-to-widthratio, and trajectory.

DEVELOPMENTTESTOBJECTIVESAND DETAILEDSUPPLEMENTARYBJECTIVES

A totalof 21DTO's werescheduledfor the STS-40mission.Two DTO'swere not

performedand thesewere:

a. DTO 624 - RadiatorPerformance

b. DTO 805 - CrosswindLandingPerformance

DEVELOPMENTESTOBJE

C

TIVES

As

centDevelopmentestObjectives


34/42

DTO 630 CamcorderDemonstration- This DTO was successfullycompleted. There

were intermittentfailuresof the lapel microphoneand the video interfaceunit.

Also,

t

he 0.5 dio

pt

er wide

a

ngle lens resul

t

edin si

g

nifi

c

an

t

vi

g

ne

tt

ing. The

video as well as the camcorderare being evaluatedby the sponsor.

DTO 637 On-OrbitCabin Air CleanerEv

aluation

- This DTO was successfully

completedand the data are being evaluatedby the sponsor.

DTO 647 Water SeparatorFil

ter PerformanceEvalu

a

tion

- This DTO was

p

erformed

successfully. Good video of the separatorwas received,and the sponsor is

evaluatingthe data. _

DTO 700-1TDRS S-Band ForwardLink RF Power Level Evalua

tion

- This DTO was

performedsuccessfully. Good resultswere obtained,and the sponsor is further

evaluatingthe received data.

DTO 785 Head Up Display (HUD) Backup to CrewmanOpticalAlignment Sight (COAS)-

This DTO was successfullycompletedand the data will be evaluatedby the

sponsor.

DTO

7

96 Ven

t Uplink Capability

- Da

t

a were collec

t

edfor

t

his DTO, an

d t

he

d

a

t

a

will be evaluatedby the sponsor.

DTO 823 Addi

tionalStowageEvaluationfor Ex

tendedDura

tionOrbiter (EDO)

- This

DT0 was completed,and the resultsare being evaluatedby the sponsor.

DTO 901 Orbi

ter Experimen

ts(OEX) Shu

ttleInfr

aredLeesideTempera

tureSensin

K

(SILTS)- Data were collected,and the data are being evaluatedby the sponsor.

DTO 902 OEX Shu

ttleUpper AtmosphereMass Spectrometer(SUMS)

- This DTO was

p

erforme

d

successfullyduringon-orbito

p

era

t

ions. The

d

a

t

a will be evalua

t

e

d

by the sponsor.


35/42

DTO 517 Hot NosewheelSteeringRunway Evaluation- This DTO was performed. The

Commanderassigneda handlingq

ua

li

t

yra

t

ing of 2

t

o

t

he high s

p

eed s

t

eer

i

ng

task, stating that the vehicle handled betterthan the Simulator for the s

a

me

test conditions.

DT0 805 CrosswindLanding Performance- This DTO was not performedbecause the

crosswindswere less than the minimum requirementsof the DTO.

- DETAILED SUPPLEMENTARYOBJECTIVES

Ten DSO's were scheduledfor the STS-40mission,

a

nd

a

ll were

p

erformed

. successfully.

DSO 469 In-FlightRadiationDose Distribution(TissueEquivalentProportional

Counter (TEPC)Only, Activationon FlightDay 2 - Data were collec

t

edand are

being evalu

a

tedby the sponsor.

DSO 476 In-FlightAerobic Exercise- The treadmillw

a

s used satisfactorily

a

nd

no malfunctionsof the treadmillwere observed.

DSO 601 Ch

anges in BaroreflexFunction

- Data were collectedfor this experiment

and will be evaluatedby the sponsor.

DSO 605 PosturalEquilibriumControlDuring Landing/Egress- Data were collected

_at the landingsite

a

nd are being evaluatedby the sponsor.

DSO 606 Muscle Size and Lipids (MRI/MRS) Data were collectedfor this

experimentand will be evaluatedby the sponsor.

DSO 611 Air MonitoringInstrumentEvaluationand Atmosphericcharacterization

(MicrobialAir S

ample and ArchivalOrganic Sam

pler- Data were collectedfor


36/42

TABLE I.- STS-40 SEQUENCEOF EVENTS

Event Description Actual time,

G.m.t.

APU

a

c

t

i

vati

o

n

A

P

U

-

1GG c

h

a

mb

e

r pr

es

sur

e 1

5

6

:

1

3

:

20:09.

3

3

A

PU

-2

GG c

hamb

e

r pr

ess

ur

e 1

5

6

:

13:

2

0:

0

8.

40

AP

U

-3

GG c

hamb

e

r

p

r

ess

ur

e 1

5

6

:

1

3

:

20

:

0

7

.34

SRB HPU activation LH HPU systemA startcommand 156:13:24:23.198

LH HPU system B start command 1

5

6:13:24:23.3

5

8

RH HPU system A start command 156:13:24:23.518

RH HPU system B start command 156:13:24:23.678

Main

p

r

op

ulsion Engin

e

3 start

co

mm

a

nd

acc

e

p

te

d

156:13:24:44.466

System start Engine 2 start command accepted 156:13:24:44.

5

58

Engine 1 start

c

ommand a

cc

epted 156:13:24:44.708

SRB ignition command SRB ignition command to SRB 156:13:24:51.008

(lift-off)

Throttle up to Engine 3 command accepted 156:13:24:55.107

104 percent thrust Engine 2 command accepted 156:13:24:55.078

Engine 1 command accepted 156:13:24:55.108

Throttle down to Engine 3 command accepted 156:13:25:11.427



Throttle down to Engine 3 command accepted 156:13:25:20.707



Maximum dynamic Derived ascent dynamic 156:13:25:43

pressure (q) pressure

Throttle up to Engine 3 command accepted 156:13:25:51.428 _



Both SRMs chamber LH SRM chamber pressure 156:13:26:50.808

pressure at 50 psi mid-range select

RH SRM chamber pressure 156:13:26:50.448

mid-range select


37/42

TABLE I.- CONTINUED

Event Description Actual time,

G.

m

.

t

.

OMS-I cutoff Left engine bi-prop valve N/A

_ position Not performed -

Right engine bl-prop valve direct insertion

position tr

a

jectory flown

APU deac

t

iva

t

ion APU-I GG chamber

p

ressure 156:13:39:04.14

APU-2 GG chamber pressure 156:13:39:02.39


OMS-2 ignition Left engine bi-prop valve 156:14:07:09.4

po

siti

o

n

. Rig

h

t

e

nginebi-

p

r

op

v

a

lv

e

156

:

14:

0

7:09.3

position

OMS-2

c

utoff Leftenginebi-propvalve 156:14:09:13.9

position

Rightenginebi-propvalve 156:14:09:14.0

position

Payloadbay door

open PBD

right

open I

156:15:00:07

PBD leftopen1 156:15:00:07

Flight

c

ontrol

system checkout

APU start APU-2 GG chamber pressure 164:14:08:27,93

APU stop APU-2 GG chamberpressure 164:14:15:27.94

Payloadbay door

c

lose PBD left

c

lose1 165:11:

2

0:23

_.

P

B

D r

ight close 1 165:12:05:38

APU activation APU-I GG chamber pressure 165:14:32:53.94

for entry APU-2 GG chamber pressure 165:14:55:54.10


Deorbi

t

maneuver Lef

t

engine bi-

p

rop valve 165

:

14

:

37:36.2

ig

n

iti

o

n

po

siti

o

n

Right

e

ngine bi-pro

p

valve 16

5

:14:37:36.0


38/42

TAB

LE

I

.

-

C

O

NT

I

NUE

D

Event Description Actualtime,

G

.m.

t

.

Noselandinggear NLG WT on Wheels-i 165:15:39:25

w

eigh

t

on wheels

Wheelss

t

o

p

Veloci

t

ywi

t

h res

p

ec

tt

o 165:15:40:05

runway

APU deactivation APU-IGG chamberpressure 165:15:57:36.68

APU-2GG chamberpressure 165:15:57:55.13

APU-3GG chamber

p

ressure 165:15:57:55.85

b

TABLE II.- STS-4u PROBLEMTRACKINGLIST


39/42

N

um

b

er T

itl

e Re

f

e

r

ence C

o

mments

STS-40-V-01 IMU 2 FailedPreflight 152:06:00G.m.t. Duringthe second launchattempt,the firstpreflightcalibration

Calibration(CausedScrub)Prelaunch showedshifts inthe IMU 2 accelerometerdata. The calibrationwas

CAR 40

R

F01 repeatedtwi

c

e and the data indicateda problemwith the stabilityof

the accelerometer.IMU 2 was removedand replaced. The IMU thatwas

removed

c

he

c

kedout satisfa

c

torilyin the laboratory.

STS-

40

-V-

02

Aft Bulkhea

d/

Pay

lo

ad

B

ay

1

56:

1

5:55G.

m

.t. Sev

e

ra

lthe

rm

al

b

l

ankets

o

n

t

h

e 1

3

0

7 bu

l

kheadbe

c

ame

p

a

rti

a

ll

y

InterfaceDamage unfastened. A sectionof the aft bulkheadpayloadbay door

a) Pay

lo

adBay D

oo

r IM 4

0

RF

0

3 env

i

r

o

nmen

t

a

lse

a

l

(p

o

rts

i

de)wa

s

a

l

s

o

d

ebo

nd

e

dand wa

s

pr

o

t

r

u

di

ng

EnvironmentalSeal into the payloadbay. No ferryimpact. Chit J3595A. Seal separated

Damag

e

at

s

p

lic

e. Identif

i

ed

s

ub

s

tanda

r

db

o

nd t

o

RTV ba

s

e.

b) Loose blanketson 1307 IM 40RF02

bulkhead

STS

-40

-V-

0

3 L

i

thiumHyd

roxi

de(LiO

H

)

1

57:

10

:47G.

m

.

t

. Crew rep

o

rted

th

at

t

heaf

t po

r

t

lat

c

h

o

n theLiO

H sto

waged

oor

was

DoorAft Port LatchWont IM 40RF04 closed. IFM tools were used to pry the latchopen. Toolsused to

Close close for entry. Latchoperatedfreelypostflight.

STS-40-V-04 OMS CrossfeedLine Heater 157:19:40G.m.t. OMS crossfeedcenterthermostaton heaterA systemwould not control

A Failed Off (V43T6242A) IM 40RF05 in its normal range.

IPR 5

0

V-

000

4

K

SC: N

o

rma

l

heatercheckspe

r

V43CAO.

020

No ferry impact. Heatersoff for ferry.

STS-40-V-05 Video InterfaceUnit-(: 158:23:10G.m.t. Powercable didn'twork until after an IFMwas performedon the unit.

Malfunction Interfacecable loses signalwhen cable jiggled. ShipVIU and cable

b._ to 3SC FEPC.

STS-40-V-06 TAGS Problems:

a)FalseJam Indicator Throughoutmission TAGS jam indicationwas initiatedduringinitialTAGS upllnkand

Light until TAGS jam severaltimesthereafter. Indicationwas confirmedto be false.

Indicationclearedbyuplinking page advance.

b) Real Jam 162:09:52G.m.t. TAGS jam occurredmost likelyat the end of a Mode 1 uplinkas

previouspage enteredthe developer. Subsequentpage advanceproved

the jamto be a truejam. KSC:SendTAGS unit to JSC FEPC

STS-40-V-07 L5LThrusterFailedOff 158:00:51G.m.t. VernierthrusterL5L failedoff by redundancymanagement(RM)due

IN

40

R

F0

6

to lo

w chambe

r

p

r

es

s

u

r

e.

Th

e

t

hru

st

erwas h

o

t firedand r

esel

ected.

Thrusterwas used remainderof flightwith erratic chamberpressure

Thrusterremovedand replacedand sent to Marquardt. Fuel sample

analysisrequired. Chit J-3705

5TS-40-V-08 HydrogenTank 3 HeaterA 163:05:45G.m.t. Heaterfailed after severalcycleson automatic. KSC is to

FailedOff IM 40RF07 troubleshoot.

IPR 50V-0005

3

TS-4

0

-V-

0

9 L

ooseThe

rmalC

o

ve

r o

n 162:

1

3:53G.

m

.t.

Th

e

co

ver

o

n

th

e EVAhat

c

hwas n

o

t

ic

edt

o

be l

oo

se after

th

e f

i

f

th

TunnelAdapterTop Hatch IIM 40RF08 orbit began. Postflightinspectionis r.equired.

_S-40-V-10 LowerL

e

ft and Lower Right PR 2-A0027 Degradedperformanceon these ant

en

nasduringthe entireflight. MC

R

S-BandQuadAntennas Had PR UA 2-A0012 approvalrequiredto work at Palmdaleduringmajor modification.

ErraticCommunications IM 40RF09


40/42


41/42

JSC-08394STS-40SpaceShuttleMissionReport

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