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Volume IIAppendix D.9
Data Review andTimeline Reconstruction Report
This appendix contains the basic timeline data that was used to reconstruct the final minutes of Columbiaʼs re-entry on Feb-ruary 1, 2003. The version in this appendix contains all of the timeline events, but in condensed form.
The timeline organized the re-entry data. As such, this appendix contains no conclusions or recommendations. A visual pre-sentation of the timeline has also been included on the CD that contains this appendix. It shows the timeline laid over a map of the United States along the ground track that Columbia flew during the re-entry.
A C C I D E N T I N V E S T I G A T I O N B O A R D
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APPENDIX D.9
Data Review andTimeline Reconstruction Report
Don L. McCormack, Jr., NASA Team Leader, David W. Camp, Boeing Co-Team Leader,and Joyce Seriale-Grush, NASA Co-Team Leader
NSTS 37376 June 3, 2003
Data Review andTimeline Reconstruction Team
Final Report in support of the
Columbia Accident Investigation
June 3, 2003
Submitted by:
_____/s/ Don L. McCormack, Jr.____Don L McCormack, Jr., NASA
Team Leader
_______/s/ David W. Camp________David W. Camp, Boeing
Co-Team Leader
______/s/ Joyce Seriale-Grush_____Joyce Seriale-Grush, NASA
Co-Team Leader
1
This information is being distributed to aid in the investigation of the Columbia mishap and should only bedistributed to personnel who are actively involved in this investigation.
A C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIAA C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIA
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NSTS 37376 June 3, 2003
1.0 INTRODUCTION
The Date Review and Timeline Reconstruction Team was one of many Technical Integration Team sub-teams created in support of the Orbiter Vehicle Engineering(OVE) Working Group (WG) investigation into the Columbia accident. The team�s charter was to review the available telemetry and recorded data from Columbiaand develop a timeline of events leading up to the loss of Columbia and its crew.
The primary source of data for the timeline reconstruction was real-time telemetry from Columbia and recorded data from the Orbiter experiments (OEX) recorder that was discovered during the search for debris. Individual subsystem teams reviewed the data for off-nominal events based on the team�s knowledge of expected subsystem performance and the comparison of STS-107 flight data with previous flight data.
The review included flight data from throughout the mission; ascent, on-orbit and entry. Obviously, the vast majority of off-nominal events were discovered in the review of entry data and those events are documented in the entry timeline. This timeline was baselined and configuration controlled by the OVE WG. The few off-nominal events discovered during the ascent data review were delivered to personnel in the Systems Integration group who were responsible for ascent timeline reconstruction. There were no off-nominal events related to the Columbiaaccident discovered in the review of on-orbit data.
Another source of data included the evaluation of videos received from individuals across the western United States who had recorded Columbia�s entry. From thesevideos, debris shedding events were characterized and documented in the entry timeline. Additionally, aerodynamic events derived by the analysis of the entry trajectory were included in the timeline. These events show the changes in aerodynamic coefficients during entry. Finally, the timeline also included nominal Orbiter events, a time reference from entry interface (EI), and ground-track locations so that the off-nominal events could be more easily placed into the proper time and space reference.
2.0 PURPOSE AND SCOPE
This report defines and documents the process that the Data Review and Timeline Reconstruction Team used to develop the STS-107 entry timeline. It also defines and documents the team�s products and interfaces.
The scope of the data review included all available real-time telemetry from Columbia and all recorded data from the OEX recorder. Available data from all mission phases � ascent, on-orbit, and entry � were reviewed for the discovery of
5
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NSTS 37376 June 3, 2003
EXECUTIVE SUMMARY
The Date Review and Timeline Reconstruction Team was one of many Technical Integration Team sub-teams created in support of the Orbiter Vehicle Engineering(OVE) Working Group (WG) investigation into the Columbia accident. The team�s charter was to review the available telemetry and recorded data from Columbiaand develop a timeline of events leading up to the loss of Columbia and its crew.
This report defines and documents the process that the Data Review and Timeline Reconstruction Team used to develop the STS-107 entry timeline. It also defines and documents the team�s products and interfaces.
The scope of the data review included all available real-time telemetry from Columbia and all recorded data from the Orbiter experiments (OEX) recorder.Available data from all mission phases � ascent, on-orbit, and entry � were reviewed for the discovery of timeline events. The vast majority of the off-nominal events were discovered in the review of entry data and subsequently the entry timeline is the principle product. The few off-nominal events discovered during the ascent data review were delivered to personnel in the Space Shuttle Program (SSP) Systems Integration group who were responsible for ascent timeline reconstruction.
This information is being distributed to aid in the investigation of the Columbia mishap and should only bedistributed to personnel who are actively involved in this investigation.
The primary ground rule established by the Data Review and Timeline Reconstruction team was that the team was to identify off-nominal performance from a review of the available flight data, describe that off-nominal performance as events on a timeline and make the timeline available to the pertinent Technical Integration Team sub-teams. Detailed analysis to determine the cause of the events was then performed by the pertinent sub-teams.
The timeline also included nominal Orbiter events, a time reference from entry interface (EI), and ground-track locations so that the off-nominal events could be more easily placed into the proper time and space reference.
The Data Review and Timeline Reconstruction Team consisted of a core group that were responsible for the generation of the timeline and conducting the data reviews. The data reviews were performed by the various Orbiter subsystem managers (SSMs) and/or subsystem engineers (SSEs). The data review and the reconstruction of the timeline began in the first hours following the Columbiaaccident. It began with quick look reviews of subsystem entry data conducted in the Mission Evaluation Room. From these reviews the initial versions of the entry timeline were developed. More formal data reviews were subsequently conducted at the Boeing Houston facility. These reviews were supported by personnel from Boeing (technical management and SSMs/SSEs), the Johnson Space Center (JSC) Engineering Directorate, the JSC Mission Operations Directorate (MOD),
3
NSTS 37376 June 3, 2003
the JSC and contractor Safety, Reliability and Quality Assurance (SR&QA) organizations, and the JSC Astronaut Office.
The timeline is documented in the Appendices. In Appendix A.1 is a summary entry timeline that groups events and shows only the more significant events to present the timeline in a more manageable form. Appendix A.2 is the master entry timeline that shows all of the entry events. Appendix B provides supporting data for the events on the entry timeline. Appendix C documents a graphical version of the entry timeline that is based on the summary entry timeline. The results of the subsystem data reviews are documented in Appendix D. Appendix E provides measurement data (description, source, type, location, range, sample rate) for each of the measurements associated with events on the timeline. Finally, Appendix F lists the names of many of the people who contributed in some way to this effort.
Utilizing the results of thorough reviews of all available flight data, as well as the review of videos of Columbia�s entry and the results of the aerodynamicreconstruction, the Data Review and Timeline Reconstruction Team developed a thorough STS-107 entry timeline. This timeline provided a basis for the investigation and as such proved to be a valuable tool in the investigation of the Columbia accident.
4
This information is being distributed to aid in the investigation of the Columbia mishap and should only bedistributed to personnel who are actively involved in this investigation.
NSTS 37376 June 3, 2003
Table of Contents
Executive Summary ������������������������.. 3 1.0 Introduction �������������������������. 5 2.0 Purpose and Scope ���������������������... 5 3.0 Ground Rules and Assumptions ��������������.�.. 6 4.0 Process Definition ��������������������...�.. 7 5.0 Results ���������������������������.. 8 6.0 Conclusions ������������������������� 9
AppendicesAppendix A STS-107 Timelines A.1 Summary Entry Timeline A.2 Master Entry TimelineAppendix B STS-107 Master Entry Timeline Supporting Data Appendix C Graphical Version of the STS-107 Entry TimelineAppendix D Subsystem Data Review Summary Report Appendix E Measurement Data for Timeline Events Appendix F List of Contributors
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A C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIAA C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIA
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NSTS 37376 June 3, 2003
timeline events. The vast majority of the off-nominal events were discovered in the review of entry data and subsequently the entry timeline is the principle product. The few off-nominal events discovered during the ascent data review were delivered to personnel in the Space Shuttle Program (SSP) Systems Integration group who were responsible for ascent timeline reconstruction. There were no off-nominal events related to the Columbia accident discovered in the review of on-orbit data.
In addition to the development of the timeline (Appendix A), a graphical version of the entry timeline was developed (Appendix B), a data package was compiled with data for each event on the timeline (Appendix C), a report summarizing the results of the subsystem data reviews was generated (Appendix D), and a table with measurement information for each measurement referenced on the entry timeline was generated (Appendix E).
3.0 GROUND RULES AND ASSUMPTIONS
The primary ground rule established by the Data Review and Timeline Reconstruction team was that the team was to identify off-nominal performance from a review of the available flight data, describe that off-nominal performance as events on a timeline and make the timeline available to the pertinent Technical Integration Team sub-teams. Detailed analysis to determine the cause of the events was then performed by the pertinent sub-teams.
There are exceptions to that ground rule in that two classes of events are actually the products of the analyses conducted by two of the sub-teams. The Image Analysis Team screened over 140 videos received from the public. Approximately 25 contained good records of debris emanating from Columbia�s plasma envelope.The Image Analysis Team�s emphasis was to obtain the most accurate times possible for the debris observations. A characterization of those observations and the times at which they occurred were included in the entry timeline.
Additionally, the Integrated Entry Environments team derived events for the timeline from entry trajectory reconstruction analyses. These events characterized changes in aerodynamic coefficients that occurred over the final 7-minutes of Columbia�s entry.
Finally, the timeline also included nominal Orbiter events, a time reference from entry interface (EI), and ground-track locations so that the off-nominal events could be more easily placed into the proper time and space reference.
6
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NSTS 37376 June 3, 2003
and 3D products to visually show the events and organizations in JSC/Engineering and MOD integrated the entry timeline into ground track maps.
The results of the subsystem data reviews are documented in Appendix D. The reports summarize the results of the data reviews conducted by each of the subsystem teams. The reports cover all mission phases and indicate that although there was evidence of the impending catastrophic failure in the data, all of Columbia�s active systems were performing nominally until the final minute prior to breakup.
Appendix E provides measurement data (description, source, type, location, range, sample rate) for each of the measurements associated with events on the timeline.
Finally, Appendix F lists the names of many of the people who contributed in some way to this effort.
6.0 CONCLUSIONS
Utilizing the results of thorough reviews of all available flight data, as well as the review of videos of Columbia�s entry and the results of the aerodynamicreconstruction, the Data Review and Timeline Reconstruction Team developed a thorough STS-107 entry timeline. This timeline provided a basis for the investigation and as such proved to be a valuable tool in the investigation of the Columbia accident.
9
This information is being distributed to aid in the investigation of the Columbia mishap and should only bedistributed to personnel who are actively involved in this investigation.
NSTS 37376 June 3, 2003
4.0 PROCESS DEFINITION
The Data Review and Timeline Reconstruction Team consisted of a core group that were responsible for the generation of the timeline and conducting the data reviews. The data reviews were performed by the various Orbiter subsystem managers (SSMs) and/or subsystem engineers (SSEs). The data review and the reconstruction of the timeline began in the first hours following the Columbiaaccident. It began with quick look reviews of subsystem entry data conducted in the Mission Evaluation Room. From these reviews the initial versions of the entry timeline were developed.
More formal data reviews were subsequently conducted at the Boeing Houston facility. These reviews were supported by personnel from Boeing (technical management and SSMs/SSEs), the Johnson Space Center (JSC) EngineeringDirectorate, the JSC Mission Operations Directorate (MOD), the JSC and contractor Safety, Reliability and Quality Assurance (SR&QA) organizations, andthe JSC Astronaut Office. The initial focus of the review was on the entry data but it subsequently expanded to include ascent and on-orbit data. The review also included a 32-second period of real-time telemetry data that was not initially accepted by the Orbiter Data Reduction Complex (ODRC) due to the high bit error rate. This period of data was reconstructed so that it could be processed by the ODRC for review. The 32-second period consisted of approximately 5-seconds of data at the start of the period, an approximate 25-second data gap, and approximately 2-seconds of data at the end of the period.
The early revisions of entry timeline were considered preliminary as the events on the timeline matured through the process of more thorough and complete data reviews. Revision 12 of the timeline was subsequently baselined at the OVE WG on February 10, 2003, for configuration control. From that point on, changes could only be made to the timeline by re-baselining revisions at the OVE WG.
Timeline events were also received from two other sources, the Image Analysis Team and the Integrated Entry Environments Team. The Image Analysis Team screened videos received from the public, of which approximately 25 contained good records of debris emanating from Columbia�s plasma envelope. From these videos, the team was able to characterize off-nominal events with a description of the events and the times at which they occurred. The Integrated Entry Environments team derived events for the timeline from entry trajectory reconstruction analyses that characterized changes in aerodynamic coefficients that occurred over the final 7-minutes of Columbia�s entry.
In March, the OEX recorder was found and the data on the recorder was recovered. On the last weekend of March, the review of that data was begun.The process followed was that same as that established for the review of the real-
7
This information is being distributed to aid in the investigation of the Columbia mishap and should only bedistributed to personnel who are actively involved in this investigation.
NSTS 37376 June 3, 2003
time telemetry data. Initially, a separate entry timeline was developed from the OEX data. As with the timeline developed with the real-time telemetry data, the early revisions of this timeline were considered preliminary as the events on the timeline matured through the process of more thorough and complete data reviews. Revision 17 of the entry timeline subsequently merged revision 16 of the entry timeline with the entry timeline developed from the OEX data. Revision 17 of the entry timeline was baselined at the OVE WG on May 7, 2003.
In the weeks leading up to the release of this final report, minor changes were made to the entry timeline. These changes were primarily editorial in nature but did include changes to debris event times just prior to breakup of the vehicle.Therefore the version of the timeline documented in Appendix A of this report is revision 19 of the entry timeline.
Throughout the process, a graphical version of the timeline was developed and maintained. Additionally, each revision of the timeline was distributed to each of the Technical Integration Team sub-teams and other groups involved in the Columbia investigation. The Vehicle Data Mapping Team developed severalproducts to more graphically illustrate the events during entry. The timeline was also used by the Scenario and Fact Database Teams and was used for the development of integrated ground track/timeline charts generated by organizationsin JSC Engineering and MOD.
5.0 RESULTS
The Data Review and Timeline Reconstruction Team conducted data reviews of all available data from all phases of the STS-107 mission. From the results of these reviews and inputs from the Image Analysis and the Integrated Entry Environments Teams, an entry timeline was developed.
Revision 19 of the entry timeline is documented in the Appendices. In Appendix A.1 is a summary version of the entry timeline that groups events and shows only the more significant events to present the timeline in a more manageable form. In Appendix A.2 is the master entry timeline that shows all of the entry events.
A great amount of data was compiled and reviewed in support of this effort.Although all of that data is not documented here, Appendix B provides a brief verbal description and supporting data for each of the events on the entry timeline.
Appendix C documents a graphical version of the entry timeline that is based on the summary entry timeline. Note that other graphical versions were developed by other teams/organizations. The Vehicle Data Mapping Team developed both 2D
8
This information is being distributed to aid in the investigation of the Columbia mishap and should only bedistributed to personnel who are actively involved in this investigation.
A C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIAA C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIA
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leav
ing
the
Orb
iter j
ust a
ft of
O
rbite
r env
elop
e. D
ebris
#11
B &
#11C
eve
nts
wer
e bo
th s
een
at th
e he
ad o
f a
para
llel p
lasm
a tra
il af
t of t
he O
rbite
r env
elop
e. D
ebris
#12
eve
nt w
as p
rece
ded
and
follo
wed
by
seco
ndar
y pl
asm
a tra
ils.
Deb
ris #
13 e
vent
was
follo
wed
by
mom
enta
ry
brig
hten
ing
of p
lasm
a tra
il ad
jace
nt to
deb
ris.
Deb
ris #
14 e
vent
con
sist
ed o
f ver
y br
ight
deb
ris o
bser
ved
leav
ing
the
Orb
iter.
EOC
vid
eo #
EO
C2-
4-00
05, 0
017,
002
1, 0
028,
003
0, 0
050,
& 0
098.
No
evid
ence
of j
et fi
rings
nea
r eve
nts.
(N
eare
st je
t firi
ngs
occu
r at
56:1
7.)
Deb
ris e
vent
s 6
& 14
are
vis
ually
the
bigg
est,
brig
htes
t ev
ents
& th
eref
ore
may
indi
cate
the
mos
t sig
nific
ant c
hang
es to
the
Orb
iter o
f the
wes
tern
deb
ris e
vent
s.
n/a
15.4
6 1
3:55
:36
EI+6
87X
Xo 1
040
Spar
(MLG
For
war
d W
all S
par)
Stra
in G
age
- Upp
er C
ap -
sudd
en d
rop
in
stra
in fo
llow
ed b
y gr
adua
l inc
reas
e un
til e
rratic
sig
natu
re a
t app
roxi
mat
ely
EI+9
30V1
2G90
49A
X104
0 Y
-135
ZUPR
Saw
deb
ris:
EOC
2-4-
0098
, 016
1, 0
005,
00
30Sa
w s
how
er:
EOC
2-4-
0017
, 002
1, 0
028
A.1-
2A
ppen
dix
A.1
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Sum
mar
y Ti
me
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Sum
GM
TEI
OEX
Mile
ston
eEn
try
Even
tR
emar
ks
MSI
DN
o.G
MT
Day
32
sec
data
QBA
R =
~22
psf
(~0.
15 p
si);
Mac
h 23
.7
-----
- 32:
13:5
2:00
-----
- EI
+ 4
71 s
ec; W
LE S
tagn
atio
n Te
mp:
~27
00 F
7.4
dele
ted
Rat
iona
le fo
r del
etio
n: M
oved
to s
eq #
8.7
5 af
ter f
urth
er a
naly
sis.
7.45
13:
52:0
9 /
52:5
5EI
+480
/ EI
+486
Four
eve
nts
of u
nexp
ecte
d re
turn
link
com
m d
rop-
out (
Com
m e
vent
s 6-
9)O
n up
per l
eft a
ft an
tenn
a (T
DR
S 17
1/W
). A
ppea
rs o
ff-no
min
alba
sed
on p
revi
ous
flt d
ata.
Com
m lo
ss n
ot c
ontin
uous
thru
per
iod
indi
cate
d.7.
46 1
3:52
:09
/ 52
:49
EI+4
80 /
EI+5
20X
Nos
e C
ap R
CC
Atta
ch O
utBo
ard
Cle
vis
(Chi
n Pa
nel)
- Tem
pora
ry c
hang
e in
slo
pe,
then
retu
rns
to "n
omin
al"
Not
e: A
djac
ent s
enso
r V09
T988
8 (o
n ce
nter
line)
doe
s no
t sho
w th
is s
igna
ture
V09T
9889
AX2
62.0
Y-2
3.0
LWR
7.47
13:
52:1
6EI
+487
XTw
o Le
ft W
ing
and
1 R
ight
Win
g Su
rface
Pre
ssur
e m
easu
rem
ents
sho
w s
igns
of
failu
reFi
rst O
EX d
ata
to s
how
sig
ns o
f fai
lure
V07P
8038
AV0
7P80
86A
V07P
8151
A7.
48 1
3:52
:16
/ 53
:17
EI+4
87 /
EI+5
22X
All o
f the
act
ive
mea
sure
men
ts (d
oes
not i
nclu
de P
CM
3 d
ata
in s
naps
hot m
ode)
ru
nnin
g in
the
wire
bun
dles
alo
ng th
e le
ft w
ing
lead
ing
edge
sho
w s
igns
of f
ailu
re -
1 8m
easu
rem
ents
18 o
f 18
mea
sure
-m
ents
7.49
13:
52:1
6 /
56:2
4EI
+487
/ EI
+735
XTh
e va
st m
ajor
ity o
f lef
t win
g O
EX m
easu
rem
ents
sho
w s
igns
of f
ailu
re d
urin
g th
is
time
perio
d - t
his
incl
udes
all
left
win
g te
mpe
ratu
re a
nd p
ress
ure
mea
sure
men
ts a
nd
all s
train
mea
sure
men
ts a
ft of
Xo
1040
with
the
exce
ptio
n of
thre
e st
rain
m
easu
rem
ents
on
the
uppe
r sur
face
of t
he L
MLG
com
partm
ent
Addi
tiona
lly, 3
0 rig
ht w
ing
pres
sure
mea
sure
men
ts s
how
sig
ns o
f fai
lure
Mul
tiple
mea
sure
men
ts
7.5
13:
52:1
7EI
+488
Appr
ox V
ehic
le
Gro
und
Loca
tion:
39.0
N /
-129
.2 W
Altit
ude
236,
800
ft /
Mac
h 23
.6 -
Ove
r the
Pac
ific
Oce
an, a
ppro
x 30
0 m
iles
Wes
t of
Cal
iforn
ia C
oast
line
Appr
ox v
ehic
le p
ositi
on w
hen
first
off-
nom
inal
dat
a w
as s
een;
Dat
a so
urce
: STS
-107
GPS
Tra
ject
ory
Dat
a
7.7
13:
52:1
7EI
+488
LMG
Bra
ke L
ine
Tem
ps (D
) - s
mal
l inc
reas
e in
tem
pera
ture
("bi
t flip
up"
)In
itiat
ion
of te
mp
rise
("bi
t flip
up"
) - m
ay b
e no
min
al b
ased
on
rise
rate
com
paris
on w
/ flig
ht e
xper
ienc
eV5
8T17
03A
7.75
13:
52:1
8EI
+489
XLe
ft W
ing
Spar
Cap
Lw
r L10
3 (X
o 10
40 S
par -
Low
er C
ap) -
off-
nom
inal
incr
ease
in
stra
in in
dica
tion
follo
wed
by
grad
ual d
ecre
ase
over
app
rox
330
seco
nds
inte
rval
unt
il m
easu
rem
ent f
ailu
re a
t ~EI
+935
V12G
9048
A
7.77
13:
52:2
4EI
+495
XLe
ft W
ing
Fron
t Spa
r at R
CC
Pan
el 9
- st
rain
gag
e go
es e
rratic
for a
ppro
xim
atly
20
seco
nd -
mea
sure
men
t app
ears
to b
e fa
iling
Subs
eque
nt d
ata
is s
uspe
ctV1
2G99
21A
X110
6.0
Y-2
29.0
ZMID
7.8
13:
52:2
5EI
+496
XLe
ft O
utbo
ard
Elev
on W
ide
Band
Acc
eler
omet
ers
- off-
nom
inal
vib
ratio
n re
spon
se
(app
roxi
mat
ely
2G p
eak-
to-p
eak)
V08D
9729
A - L
OB
Elev
on Z
-Vib
(MU
X1B
Ch
2)
V08D
9729
A
7.85
13:
52:2
9EI
+500
XO
MS-
L Po
d H
RSI
Sur
f T1-
AFT
- Sta
rt of
slig
htly
off-
nom
inal
erra
tic tr
end
whe
n co
mpa
red
to p
revi
ous
fligh
ts o
f sam
e in
clin
atio
nFo
llow
ed b
y dr
op in
tem
pera
ture
at E
I + 5
70 s
econ
ds a
nd
subs
eque
nt e
rratic
tem
pera
ture
cha
nges
V07T
9219
AX1
507.
1 Y-
126.
0 Z4
22.0
7.9
13:
52:3
1EI
+502
XLe
ft O
utbo
ard
Elev
on W
ide
Band
Acc
eler
omet
ers
- off-
nom
inal
vib
ratio
n re
spon
se
(app
roxi
mat
ely
3G p
eak-
to-p
eak)
V08D
9729
A - L
OB
Elev
on Z
-Vib
(MU
X1B
Ch
2)
V08D
9729
A
8de
lete
dR
atio
nale
for d
elet
ion:
mov
ed to
seq
#8.
7
8.5
13:
52:3
2/55
EI+5
03Su
pply
H2O
Dum
p N
ozzl
e Te
mps
(A, B
) (2)
and
Vac
uum
Ven
t Tem
p (1
) - tr
ansi
ent
(15
and
23 s
econ
ds, r
espe
ctiv
ely)
incr
ease
in ty
pica
l ris
e ra
tes.
GM
T sh
own
indi
cate
s in
itial
rise
dur
atio
n. S
uppl
y H
2O D
ump
Noz
zle
tem
ps to
ok a
dditi
onal
48
secs
to re
turn
to n
omin
al te
mp
rise ,
vacu
um v
ent t
emps
took
add
ition
al 4
0 se
cs to
retu
rn to
nom
inal
ris
e
V62T
0440
AV6
2T05
51A
V62T
0439
A
8.6
13:
52:3
4EI
+505
XO
MS-
L Po
d H
RS1
Sur
f T2-
AFT
- Sta
rt of
off-
nom
inal
low
er-th
an-e
xpec
ted
tem
pera
ture
tren
d (c
ompa
red
to p
revi
ous
fligh
ts o
f sam
e in
clin
atio
n) u
ntil
sens
or
sees
a s
harp
tem
p in
crea
se a
t EI+
910
and
goes
erra
tic a
t EI+
940
V07T
9222
AX1
486.
9 Y-
126
Z422
.0
8.65
13:
52:3
9 /
53:0
9EI
+510
/ EI
+540
X4
Left
OM
S Po
d Su
rface
tem
ps -
Cha
nge
in e
xist
ing
off-n
omin
al te
mpe
ratu
re tr
end
(follo
win
g a
cool
er ri
se ra
te th
an e
xpec
ted,
the
tem
pera
ture
tren
d th
at is
sig
nific
antly
w
arm
er w
hen
com
pare
d to
pre
viou
s fli
ghts
of s
ame
incl
inat
ion)
V07T
9976
AV0
7T92
20A
V07T
9978
AV0
7T99
72A
8.7
13:
52:4
1EI
+512
LMG
Bra
ke L
ine
Tem
ps (A
, C) (
2) -
star
t of o
ff no
min
al tr
end
Unu
sual
Tem
pera
ture
Incr
ease
V58T
1700
AV5
8T17
02A
8.75
13:
52:4
4 / 5
2:50
EI+5
15 /
EI+5
21Fi
rst c
lear
indi
catio
n of
off-
nom
inal
aer
o in
crem
ents
Del
ta y
awin
g an
d ro
lling
mom
ent c
oeffi
cien
ts in
dica
te o
ff-no
min
al
trend
s. D
eriv
ed b
y an
alys
is.
n/a
A.1-
3A
ppen
dix
A.1
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Sum
mar
y Ti
me
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Sum
GM
TEI
OEX
Mile
ston
eEn
try
Even
tR
emar
ks
MSI
DN
o.G
MT
Day
32
sec
data
8.8
del
eted
Rat
iona
le fo
r del
etio
n: in
adve
rtent
ly a
dded
to s
umm
ary
timel
ine
9de
lete
d
10 1
3:52
:59
EI+5
30Le
ft IN
BD E
levo
n Lo
wer
Ski
n Te
mp
(1) -
OSL
Bega
n tre
ndin
g do
wn
3 se
cs e
arlie
rV0
9T10
06A
QBA
R =
~25
.5 p
sf (~
0.18
psi
); M
ach
23.2
---
--- 3
2:13
:53:
00 --
----
EI +
531
sec
; WLE
Sta
gnat
ion
Tem
p: ~
2800
F10
.5de
lete
dR
atio
nale
for d
elet
ion:
Mer
ged
with
seq
# 8
.75
afte
r fur
ther
ana
lysi
s.
10.6
13:
53:0
3EI
+534
XLe
ft O
utbo
ard
Elev
on W
ide
Band
Acc
eler
omet
ers
- ons
et o
f sig
nal s
atur
atio
n in
dica
ting
likel
y m
easu
rem
ent f
ailu
re (a
ppro
xim
atel
y 10
G p
eak-
to-p
eak
- off-
scal
e)V0
8D97
29A
11 1
3:53
:10
/ 36
EI+5
41 /
EI+5
67H
ydra
ulic
Sys
tem
Lef
t Out
bd /
Inbd
Ele
von
Ret
urn
Line
Tem
ps (4
) - O
SLO
SL w
as p
rece
ded
by N
omin
al T
emp
rise.
V58T
0394
AV5
8T01
57A
V58T
0193
AV5
8T02
57A
11.1
dele
ted
Rat
iona
le fo
r del
etio
n: a
lpha
mod
ulat
ion
time
tag
upda
ted
- mov
ed to
seq
#11
.25
11.2
13:
53:2
6EI
+557
Appr
ox V
eh G
rd
Loca
tion:
38.7
N /
-123
.5 W
Altit
ude
2316
00 ft
/ M
ach
23.0
- C
ross
ing
the
Cal
iforn
ia C
oast
line
Dat
a so
urce
: STS
-107
GPS
Tra
ject
ory
Dat
a
11.2
1 1
3:53
:29
EI+5
60X
Left
Fuse
lage
Sid
e Su
rface
Tem
p BP
3605
T - s
tart
of o
ff-no
min
al in
crea
sing
te
mpe
ratu
re tr
end
from
~18
0 de
g F
to 4
00 d
eg F
Tren
d fo
llow
ed b
y te
mpe
ratu
re d
rop
and
rise
V07T
9253
AX1
000.
7 Y
-105
Z3
54.5
11.2
2 1
3:53
:29
EI+5
60X
Left
PLBD
Sur
face
TC
BP3
603T
- St
art o
f slig
htly
off-
nom
inal
erra
tic te
mpe
ratu
re
trend
whe
n co
mpa
red
to p
revi
ous
fligh
ts o
f sam
e in
clin
atio
nV0
7T99
13A
X100
3.8
YLH
Z4
41.3
11.2
3 1
3:53
:29
EI+5
60X
Left
PLBD
Sur
face
TC
BP3
703T
- st
art o
f off-
nom
inal
tem
pera
ture
rise
, pea
king
at
EI+6
25, f
ollo
wed
by
tem
pera
ture
dro
p an
d su
bseq
uent
off-
nom
inal
hig
her-t
han-
expe
cted
tem
pera
ture
sig
natu
re
V07T
9925
AX1
138.
5 Y
LHZ4
41.4
11.2
4 1
3:53
:29
EI+5
60X
Left
Fuse
lage
Sid
e Su
rface
TC
BP3
604T
- St
art o
f slig
htly
off-
nom
inal
erra
tic
tem
pera
ture
tren
d w
hen
com
pare
d to
pre
viou
s fli
ghts
of s
ame
incl
inat
ion
V07T
9903
AX1
006
Y-1
05Z3
98.4
11.2
513
:53:
31EI
+562
Alph
a M
odul
atio
nAn
gle
of a
ttack
(alp
ha) m
odul
atio
n ac
tive
V90H
0803
C
11.3
13:
53:3
2 /
54:2
2EI
+563
/ EI
+565
Two
even
ts o
f une
xpec
ted
retu
rn li
nk c
omm
dro
p-ou
t (C
omm
eve
nts
10-1
1)O
n up
per l
eft a
ft an
tenn
a (T
DR
S 17
1/W
). A
ppea
rs o
ff-no
min
alba
sed
on p
revi
ous
flt d
ata.
Com
m lo
ss n
ot c
ontin
uous
thru
per
iod
indi
cate
d.
11.3
5 1
3:53
:37
EI+5
68X
Xo 1
040
Spar
(MLG
For
war
d W
all S
par)
Stra
in G
age
- Upp
er C
ap -
star
t of o
ff-no
min
al in
crea
se in
stra
in in
dica
tion
(ove
r an
appr
oxim
ate
115
seco
nd in
terv
al)
follo
wed
by
sudd
en d
ecre
ase
V12G
9049
AX1
040
Y-1
35ZU
PR
11.3
7 1
3:53
:38
EI+
569
Iner
tial s
ides
lip a
ngle
(Bet
a) e
xcee
ds fl
ight
his
tory
.Th
e st
eady
sta
te n
avig
atio
n de
rived
sid
eslip
ang
le b
ecom
es o
ut-o
f-fa
mily
as
com
pare
d to
pre
viou
s fli
ght d
ata
at th
is p
oint
in th
e tra
ject
ory.
V90H
2249
C
11.4
13:
53:4
4EI
+575
XO
MS-
L Po
d H
RSI
Sur
f T1-
AFT
- Sta
rt of
off-
nom
inal
low
er-th
an-e
xpec
ted
tem
pera
ture
tren
d w
hen
com
pare
d to
pre
viou
s fli
ghts
of s
ame
incl
inat
ion
Sens
or g
oes
erra
tic a
t EI+
940
V07T
9219
AX1
507.
1 Y-
126.
0 Z4
22.0
11.5
13:
53:4
5 /
54:1
1EI
+576
/ EI
+602
1st r
epor
ted
debr
is (5
) obs
erve
d le
avin
g th
e O
rbite
r jus
t aft
of O
rbite
r env
elop
e (D
ebris
# 1
thru
5)
EOC
vid
eo #
EO
C2-
4-00
55, 0
056,
006
4, 0
0136
& 0
201.
No
evid
ence
of j
et fi
rings
nea
r eve
nts.
n/a
QBA
R =
~29
psf
(~0.
20 p
si);
Mac
h 22
.7
------
32:
13:5
4:00
-----
-EI
+ 5
91 s
ec; W
LE S
tagn
atio
n Te
mp:
~28
50 F
12de
lete
d
13 1
3:54
:10
/ 55
:12
EI+6
01 /
EI+6
63Le
ft M
ain
Gea
r Bra
ke L
ine
Tem
p B
(1) /
Stru
t Act
uato
r Tem
p (1
) / S
ys 3
LM
G B
rake
Sw
Vlv
Ret
Lin
e Te
mp
(FW
D) (
1) -
star
t of o
ff no
min
al tr
end
Unu
sual
Tem
pera
ture
Incr
ease
V58T
1701
AV5
8T04
05A
V58T
0842
A
13.5
13:5
4:11
EI+6
02R
ever
sal i
n gr
owth
tren
d of
der
ived
roll
mom
ent c
oeffi
cien
tO
bser
ved
roll
mom
ent c
hang
ed fr
om a
neg
ativ
e to
pos
itive
slo
pe
(der
ived
by
anal
ysis
).n/
a
A.1-
1A
ppen
dix
A.1
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Sum
mar
y Ti
me
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Sum
GM
TEI
OEX
Mile
ston
eEn
try
Even
tR
emar
ks
MSI
DN
o.G
MT
Day
32
sec
data
1 1
3:10
:39
EI+2
010
TIG
-5AP
U 2
Sta
rt2
13:
15:3
0EI
-171
9TI
G
OM
S TI
G3
13:
18:0
8EI
-156
1O
MS
End
of B
urn
4 1
3:31
:25
EI-7
64EI
-13
APU
1 S
tart
5 1
3:31
:29
EI-7
60AP
U 3
Sta
rt5.
5 1
3:39
:28.
559
EI-2
80.4
XSt
art o
f OEX
PC
M D
ata
Bloc
k6
13:
44:0
9EI
+0EI
En
try In
terfa
ce (4
00,0
00 ft
)M
ach
24.5
76.
1 1
3:45
:39
/ 48
:59
EI+9
0 / E
I+29
0X
16 T
empe
ratu
re S
enso
rs o
n th
e lo
wer
sur
face
to th
e le
ft of
or a
t the
cen
terli
ne
expe
rienc
e of
f-nom
inal
ear
ly te
mpe
ratu
re tr
ends
(war
mer
tem
pera
ture
rise
rate
co
mpa
red
to p
revi
ous
fligh
ts o
f OV-
102
at th
e sa
me
incl
inat
ion)
V09T
9849
AV0
7T96
66A
V07T
9468
AV0
7T94
70A
V07T
9711
AV0
7T97
13A
V07T
9784
AV0
7T97
86A
V07T
9787
AV0
7T97
88A
V07T
9478
AV0
7T94
80A
V07T
9785
AV0
9T92
31A
V09T
9845
AV0
7T94
89A
6.15
13:
48:3
9EI
+270
XLe
ft W
ing
Fron
t Spa
r at R
CC
Pan
el 9
- in
itiat
ion
of o
ff-no
min
al tr
end
in s
train
(sm
all
incr
ease
) fol
low
ed b
y a
mor
e si
gnifi
cant
off-
nom
inal
sig
natu
re to
failu
re a
t EI+
495
secs
The
mea
sure
men
t beg
an to
fail
at a
ppro
xim
atel
y EI
+495
sec
V1
2G99
21A
X110
6.0
Y-2
29.0
ZMID
6.2
13:
48:5
9EI
+290
XLe
ft W
ing
RC
C P
anel
9 L
ower
Atta
ch C
levi
s (b
etw
een
RC
C 9
and
10)
- in
itiat
ion
of
an o
ff-no
min
al te
mpe
ratu
re tr
end
(ear
ly te
mpe
ratu
re in
crea
se c
ompa
red
to p
revi
ous
fligh
ts o
f sam
e in
clin
atio
n)
The
mea
sure
men
t beg
an to
fail
at a
ppro
xim
atel
y EI
+492
sec
V0
9T99
10A
X111
2.0
Y-2
39.0
Z289
.0
6.3
13:
49:3
2EI
+323
Star
t of i
nitia
l rol
l6.
4 ~
13:4
9:39
*~E
I+33
0*X
Left
Win
g Fr
ont S
par C
aps
Stra
in G
age
show
s ea
rly o
ff no
min
al d
ownw
ard
trend
*Not
e: P
CM
3 en
try d
ata
is in
sna
psho
t for
mat
(not
con
tinuo
us).
Tim
e in
dica
ted
is a
t sta
rt of
dat
a se
gmen
t whe
re o
ff-no
min
al
sign
atur
e is
firs
t obs
erve
d, th
eref
ore
even
t may
hav
e st
arte
d ea
rlier
th
an n
oted
.
V12G
9169
AX1
107
Y23
2 Z
?
6.45
13:
49:4
9 /
49:5
9EI
+340
/ EI
+350
X4
Left
OM
S Po
d Su
rface
tem
ps -
Sta
rt of
off-
nom
inal
tem
pera
ture
tren
d - c
oole
r ris
e ra
te w
hen
com
pare
d to
pre
viou
s fli
ghts
of s
ame
incl
inat
ion
Follo
wed
by
the
star
t of a
war
mer
-than
-exp
ecte
d te
mpe
ratu
re tr
end
begi
nnin
g in
the
EI+5
10 to
EI+
540
sec
rang
eV0
7T99
76A
V07T
9220
AV0
7T99
78A
V07T
9972
A
QBA
R =
~15
psf
(~0.
10 p
si);
Mac
h 24
.4
-----
- 32:
13:5
0:00
-----
- EI
+ 3
51 s
ec; W
LE S
tagn
atio
n Te
mp:
~25
20 F
(STS
-107
Nom
EO
M D
esig
n Pr
ed)
6.5
13:
50:0
0 / 4
3EI
+351
/ EI
+394
Five
eve
nts
of u
nexp
ecte
d re
turn
link
com
m d
rop-
out (
Com
m e
vent
s 1-
5)O
n up
per l
eft a
ft an
tenn
a (T
DR
S 17
1/W
). A
ppea
rs o
ff-no
min
alba
sed
on p
revi
ous
flt d
ata.
Com
m lo
ss n
ot c
ontin
uous
thru
per
iod
indi
cate
d.
6.7
13:
50:0
9EI
+360
XLe
ft PL
BD S
urfa
ce T
C B
P370
3T -
Sta
rt of
off-
nom
inal
tem
pera
ture
tren
d - c
oole
r ris
e ra
te w
hen
com
pare
d to
pre
viou
s fli
ghts
of s
ame
incl
inat
ion
Follo
wed
by
larg
e in
crea
se in
tem
pera
ture
at E
I + 5
70 s
econ
dsV0
7T99
25A
X113
8.5
YLH
Z4
41.4
6.9
13:
50:1
9EI
+370
XLe
ft W
ing
Low
er S
urfa
ce T
herm
ocou
ple
BP25
10T
begi
ns o
ff-no
min
al te
mp
incr
ease
fro
m ~
2000
deg
F to
~22
00 d
eg F
ove
r app
rox
50 s
econ
ds fo
llow
ed b
y a
mom
enta
r y10
0 de
g F
tem
pera
ture
spi
ke
The
mea
sure
men
t sub
sequ
ently
fails
at a
ppro
xim
atel
y EI
+496
sec
V07T
9666
AX1
121.
1 Y
-235
.5ZL
WR
7 1
3:50
:53
EI+4
04St
art o
f Pea
k H
eatin
gD
eter
min
ed b
y an
alys
isQ
BAR
= ~
19 p
sf (~
0.13
psi
); M
ach
24.1
---
--- 3
2:13
:51:
00 --
----
EI +
411
sec
; WLE
Sta
gnat
ion
Tem
p: ~
2650
F
7.2
13:
51:1
4EI
+425
XLe
ft W
ing
Fron
t Spa
r at R
CC
Pan
el 9
- st
art o
f off-
nom
inal
incr
easi
ng te
mpe
ratu
re
trend
Incr
easi
ng tr
end
cont
inue
s un
til th
e m
easu
rem
ent s
tarts
to fa
il at
ap
prox
imat
ely
EI+5
20 s
ecV0
9T98
95A
X110
2.2
Y-23
9.0
Z -23
9.0
7.25
13:
51:1
4EI
+425
XLe
ft W
ing
RC
C P
anel
9 L
ower
Atta
ch C
levi
s (b
etw
een
RC
C 9
and
10)
- st
art o
f a
mor
e ra
pid
off-n
omin
al in
crea
sing
tem
pera
ture
tren
dIn
crea
ses
until
the
mea
sure
men
t sta
rts to
fail
at a
ppro
xim
atel
y at
EI
+ 49
2 se
csV0
9T99
10A
X111
2.0
Y-2
39.0
Z289
.0
7.3
dele
ted
Rat
iona
le fo
r del
etio
n: U
pon
furth
er e
valu
atio
n of
the
data
, it w
as d
eter
min
ed th
at
the
rem
ote
sens
or s
igna
ture
s ha
d be
en s
een
in p
revi
ous
fligh
ts a
nd/o
r cou
ld b
e ex
plai
ned
by k
now
n ev
ents
.
7.35
dele
ted
Rat
iona
le fo
r del
etio
n: M
oved
to s
eq #
11.
37 a
fter f
urth
er a
naly
sis.
7.37
13:
51:4
9EI
+460
XO
MS-
L Po
d H
RS1
Sur
f T3-
AFT
- Sta
rt of
off-
nom
inal
hig
her-t
han-
expe
cted
te
mpe
ratu
re tr
end
whe
n co
mpa
red
to p
revi
ous
fligh
ts o
f sam
e in
clin
atio
n Se
nsor
see
s a
shar
p te
mp
incr
ease
at E
I+91
0 an
d go
es e
rratic
at
EI+9
40V0
7T92
23A
X143
7.2
Y-12
6 Z4
22
A C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIAA C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIA
2 7 8 R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3 2 7 9R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3
A.1-
5A
ppen
dix
A.1
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Sum
mar
y Ti
me
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Sum
GM
TEI
OEX
Mile
ston
eEn
try
Even
tR
emar
ks
MSI
DN
o.G
MT
Day
32
sec
data
15.5
13:
55:4
1EI
+692
Mid
Fus
elag
e Po
rt (L
eft)
Sill
Long
eron
Tem
p at
X12
15 -
star
t of o
ff no
min
al tr
end
Unu
sual
Tem
pera
ture
Incr
ease
V34T
1118
A
QBA
R =
~40
psf
(~0.
28 p
si);
Mac
h 21
.4
------
32:
13:5
6:00
-----
-EI
+ 7
11 s
ec; W
LE S
tagn
atio
n Te
mp:
~29
00 F
16 1
3:56
:03
/ 56
:24
EI+7
14 /
EI+7
35Le
ft Lo
wer
/Upp
er W
ing
Skin
Tem
ps -
Tren
ding
dow
n (2
)In
dica
tion
of p
oten
tial m
easu
rem
ent f
ailu
res
V09T
1002
AV0
9T10
24A
16.5
13:
56:1
6 /
56:5
3EI
+727
/ EI
+764
Hyd
Sys
1 L
MG
Upl
ock
Actu
ator
Unl
ock
Line
Tem
p; S
ys 3
LM
G B
rake
Sw
Vlv
Ret
Li
ne T
emp
(FW
D);
LMG
Bra
ke L
ine
Tem
p C
; LM
G B
rake
Lin
e Te
mp
B; S
ys 3
Lef
t M
ain
Gea
r Stru
t Act
uato
r Tem
p - a
ll sh
ow a
tem
p ris
e ra
te c
hang
e.
Sign
ifica
nt in
crea
se in
tem
p ris
e ra
te o
n al
l fou
r lin
esV5
8T01
25A
V58T
0842
AV5
8T17
02A
V58T
1701
AV5
8T04
05A
16.5
5 1
3:56
:30
/ 56
:55
EI+7
41 /
EI+7
66Fi
rst R
oll R
ever
sal i
nitia
tion
/ com
plet
ion
V90H
1044
C
16.6
dele
ted
Rat
iona
le fo
r del
etio
n: C
omm
dro
pout
(eve
nt 1
4) is
del
eted
sin
ce p
roba
bly
nom
inal
due
to c
ompl
etio
n of
roll
reve
rsal
resu
lting
in e
leva
tion
angl
e ne
arin
g 60
de
g's
(ver
tical
tail
inte
rfenc
e w
/com
m).
QBA
R =
~42
psf
(~0.
29 p
si);
Mac
h 20
.7
------
32:
13:5
7:00
-----
-EI
+ 7
71 s
ec; W
LE S
tagn
atio
n Te
mp:
~29
00 F
16.6
5 1
3:57
:09
EI+7
80X
Fuse
lage
Sid
e Su
rf Th
erm
ocpl
BP3
976T
- st
art o
f off-
nom
inal
tren
d (te
mp
incr
ease
fo
llow
ed b
y te
mp
drop
/ ris
e)V0
7T92
70A
X148
6.1
Y-1
24.8
Z307
.1
16.6
7 1
3:57
:09
EI+7
80X
Fuse
lage
Low
er S
urfa
ce B
F Th
erm
ocpl
BP2
20T
- sta
rt of
off-
nom
inal
tren
d (s
hallo
w
tem
p dr
op)
V07T
9508
AX1
560
Y-11
1.1
Z LW
R
16.7
13:
57:1
9 / 2
4EI
+790
/ EI
+795
MLG
LH
Out
bd T
ire P
ress
ures
1 &
2 -
star
t of s
mal
l inc
reas
e in
pre
ssur
esN
ot s
een
in p
revi
ous
fligh
tsV5
1P05
70A
V51P
0572
A
16.8
13:
57:1
9 /
58:0
1.5
EI+7
90 /
EI+8
32.5
Deb
ris #
16
(ver
y fa
int d
ebris
) obs
erve
d le
avin
g ju
st a
ft of
Orb
iter f
ollo
wed
by
two
even
ts o
f ass
ymm
etrc
ial b
right
enin
g of
the
Orb
iter s
hape
(Fla
res
1 an
d 2)
.(O
ccur
red
over
eas
tern
AZ
and
NM
.)
Deb
ris #
16: E
OC
vid
eo #
EO
C2-
4-00
148-
2. F
lare
s #1
& 2
: EO
C2-
4-00
148-
4. O
bser
vatio
ns b
y pe
rson
nel f
rom
the
Star
fire
Opt
ical
R
ange
(Kirt
land
Air
Forc
e Ba
se, N
M).
n/a
17 1
3:57
:28
/ 57
:43
EI+7
99 /
EI+8
14Le
ft Lo
wer
/Upp
er W
ing
Skin
Tem
ps (2
) - O
SLV0
9T10
02A
V09T
1024
A
18de
lete
d
19 1
3:57
:54
Sys
2 LH
Bra
ke S
w V
lv R
etur
n Te
mp
(1)
Unu
sual
Tem
pera
ture
Incr
ease
V58T
0841
A
QBA
R =
~52
.5 p
sf (~
0.36
psi
); M
ach
19.8
---
--- 3
2:13
:58:
00 --
----
EI +
831
sec
; WLE
Sta
gnat
ion
Tem
p: ~
2880
F20
13:
58:0
3St
art o
f sha
rp a
ilero
n tri
m In
crea
seG
MT
is a
ppro
xim
ate
(+/-
10 s
ec)
V90H
1500
C
20.3
13:
58:0
4EI
+835
XLe
ft fu
sela
ge s
ide
surfa
ce te
mp
BP36
05T
star
ts o
ff-no
min
al te
mpe
ratu
re in
crea
seV0
7T92
53A
X100
0.7
Y-10
5Z3
54.5
20.5
13:
58:0
4 / 5
8:19
EI+8
35 /
EI+8
50In
crea
se in
off-
nom
inal
aer
o in
crem
ents
.Su
bsta
ntia
l inc
reas
e in
rate
of c
hang
e of
rollin
g an
d ya
win
g m
omen
t in
crem
ents
and
initi
al in
dica
tion
of o
ff-no
min
al p
itchi
ng m
omen
t in
crem
ent.
Der
ived
by
anal
ysis
.
n/a
21de
lete
d22
dele
ted
22.5
13:
58:1
6EI
+847
LMG
Bra
ke L
ine
Tem
p D
- Te
mp
rise
rate
cha
nge
Sign
ifica
nt in
crea
se in
tem
p ris
e ra
te.
V58T
1703
A23
13:
58:3
2 /
58:5
4EI
+863
/ EI
+885
MLG
LH
Inbd
/ O
utbd
Tire
Pre
ssur
es (4
) - D
ecay
to O
SLV5
1P05
70A
V51P
0571
AV5
1P05
73A
V51P
0572
A24
dele
ted
25 1
3:58
:39
/ 58
:48
EI+8
70 /
EI+8
79M
LG L
H In
bd/O
utbd
Whe
el T
emps
(2) -
OSL
V51T
0574
AV5
1T05
75A
25.5
13:
58:4
0EI
+871
BFS
Faul
t Msg
(4) -
Tire
Pre
ssur
es -
1st M
essa
ge
26 1
3:58
:56
EI+8
87BF
S Fa
ult M
sg (4
) - T
ire P
ress
ures
- La
st M
essa
ge
A.2-
1A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
cs1
1 --
1
3:10
:39
EI-2
010
TIG
-5AP
U 2
Sta
rt - L
ow P
ress
22
--
13:
15:3
0EI
-171
9TI
G
OM
S TI
G3
3 --
1
3:18
:08
EI-1
561
OM
S En
d of
Bur
n4
--
--
13:
26:0
9EI
-108
0FR
CS
Dum
p St
art
5 --
--
1
3:27
:12
EI-1
017
FRC
S D
ump
Com
plet
e6
4 --
1
3:31
:25
EI-7
64EI
-13
APU
1 S
tart
- Low
Pre
ss7
5 --
1
3:31
:29
EI-7
60AP
U 3
Sta
rt - L
ow P
ress
8 --
--
1
3:31
:57
EI-7
32AP
U 1
Nor
m P
ress
9 --
--
1
3:31
:59
EI-7
30AP
U 2
Nor
m P
ress
10 --
--
1
3:32
:01
EI-7
28AP
U 3
Nor
m P
ress
11 --
--
1
3:32
:29
EI-7
00SS
ME
Engi
ne S
tow
seq
uenc
e st
art
Sequ
ence
was
com
plet
ed w
ith c
losu
re o
f TV
C Is
o Vl
v 1
at 1
3:33
:30
GM
T.12
--
--
13:
39:0
9EI
-300
EI-5
Entry
Inte
rface
min
us 5
min
utes
(304
PR
O)
Aero
ject
DAP
(ent
ry F
CS)
and
Ent
ry
Gui
danc
e ar
e ac
tivat
ed u
pon
trans
ition
to
OPS
304
. En
try G
uida
nce
prov
ides
ope
n-lo
op a
ttitu
de c
omm
ands
(ang
le o
f atta
ch =
40
deg
, rol
l = 0
deg
) to
the
entry
FC
S un
til
suffi
cien
t dra
g is
ava
ilabl
e to
beg
in c
lose
d-lo
op g
uida
nce
oper
atio
ns.
V90Q
8001
C
13 --
--
1
3:39
:11
EI-2
98Sp
eedb
rake
clo
se &
Rud
der c
mde
d to
zer
oTh
e sp
eedb
rake
is n
ot u
sed
until
bel
ow
Mac
h 10
.0, a
nd th
e ru
dder
unt
il be
low
Mac
h 5.
0.13
.55.
5X
13:
39:2
8.55
9EI
-280
.4St
art o
f OEX
PC
M D
ata
Bloc
k14
6 --
1
3:44
:09
EI+0
EI
Entry
Inte
rface
(400
,000
Ft)
His
toric
al re
fere
nce
poin
t to
refle
ct in
itiat
ion
of a
tmos
pher
ic fl
ight
(Mac
h 24
.6)
15 --
--
de
lete
dR
atio
nale
for d
elet
ion:
cur
rent
ly th
ere
is n
o re
leva
nt
aero
eve
nt a
t qba
r=0.
5 ps
f so
not r
equi
red
for t
his
timel
ine.
15.5
6.1
X 1
3:45
:39
/ 48:
59EI
+90
/ EI+
290
16 T
empe
ratu
re S
enso
rs o
n th
e lo
wer
sur
face
to th
e le
ft of
or a
t the
ce
nter
line
expe
rienc
e of
f-nom
inal
ear
ly te
mpe
ratu
re tr
ends
(war
mer
tem
pera
ture
rise
rate
com
pare
d to
pre
viou
s fli
ghts
of O
V-10
2 at
the
sam
e in
clin
atio
n)
V09T
9849
AV0
7T96
66A
V07T
9468
AV0
7T94
70A
V07T
9711
AV0
7T97
13A
V07T
9784
AV0
7T97
86A
V07T
9787
AV0
7T97
88A
V07T
9478
AV0
7T94
80A
V09T
9849
A-O
B El
evon
Gap
LW
R S
urfa
ce E
dge
Tem
pV0
7T96
66A-
Win
g Lo
wer
Sur
face
TC
BP2
510T
V07T
9468
A-Fu
sela
ge L
ower
Sur
face
TC
BP1
300T
V07T
9470
A-Fu
sela
ge L
ower
Sur
face
TC
BP1
301T
V07T
9711
A-W
ing
Low
er S
urfa
ce T
C B
P286
7TV0
7T97
13A-
Win
g Lo
wer
Sur
face
TC
BP2
876T
X142
9.1
Y-3
15.3
ZL
WR
X112
1.1
Y-2
35.5
ZLW
RX6
18
Y0
ZLW
RX6
20 Y
-51
ZL
WR
X126
2.0
Y-3
69.3
ZLW
RX1
402.
0 Y
-375
.3 Z
LWR
V07T
9785
AV0
9T92
31A
V09T
9845
AV0
7T94
89A
V07T
9785
A-LH
Out
boar
d Lw
r Ele
von
Fwd
Surfa
ceV0
9T92
31A-
Out
boar
d El
evon
, Mid
Gap
, Fw
d Te
mp
V07T
9784
A-LH
LW
R A
FT F
usel
age
Surfa
ce T
emp
V07T
9786
A-Fu
sela
ge P
en R
egio
n TC
BP3
074-
1TV0
7T97
87A-
Aft F
usel
age
Low
er A
ft Su
rface
Tem
pV0
7T97
88A-
Body
Fla
p LH
Lw
r Out
boar
d Fw
d Te
mp
X139
6.1
Y-3
72.2
ZLW
RX1
430.
1 Y
-316
ZL
WR
X144
2.0
Y-1
17.0
ZLW
RX1
387.
0 Y
-229
.0 Z
LWR
X151
3 Y
-113
ZLW
RX1
530.
0 Y
-119
.4 Z
LWR
V07T
9478
A-Fu
sela
ge L
ower
Sur
face
TC
BP1
600T
V07T
9480
A-Fu
sela
ge L
ower
Sur
face
TC
BP1
602T
RV0
9T98
45A-
Out
boar
d El
evon
, Mid
Gap
, FW
D T
emp
V07T
9489
A-Fu
sela
ge L
WR
Sur
face
TC
BP1
900T
X100
3.8
Y0.
0 Z
LWR
X100
4.1
Y-9
9.8
ZLW
RX1
430.
4 Y
-316
ZLW
RX1
391.
5 Y
0.0
ZLW
R
MSI
D /
ID
A.1-
6A
ppen
dix
A.1
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Sum
mar
y Ti
me
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Sum
GM
TEI
OEX
Mile
ston
eEn
try
Even
tR
emar
ks
MSI
DN
o.G
MT
Day
32
sec
data
QBA
R =
~63
.5 p
sf (~
0.44
psi
); M
ach
18.7
---
--- 3
2:13
:59:
00 --
----
EI +
891
sec
; WLE
Sta
gnat
ion
Tem
p: ~
2850
F27
13:
59:0
6Le
ft M
ain
Gea
r Dow
nloc
ked
Indi
catio
n - T
rans
ferre
d O
NV5
1X01
25E
27.3
13:
59:0
9 /
59:3
9EI
+900
/ EI
+930
XSe
vera
l lef
t sid
e te
mpe
ratu
re m
easu
rem
ents
sho
w a
rapi
d in
crea
se in
tem
pera
ture
fo
llow
ed b
y er
ratic
beh
avio
r and
sub
sequ
ent l
oss
of th
e m
easu
rem
ents
at
appr
oxim
atel
y EI
+940
V07T
9925
AV0
7T99
72A
V07T
9976
AV0
7T99
03A
V07T
9913
A
V07T
9976
AV0
7T99
78A
V07T
9222
AV0
7T92
23A
27.5
13:
59:2
3EI
+914
Loss
of M
CC
real
-tim
e da
ta to
the
wor
ksta
tions
in th
e FC
R a
nd M
ER
27.7
13:
59:2
6 / 5
9:28
EI+9
17 /
EI+9
19Ab
rupt
incr
ease
in o
ff-no
min
al a
ero
incr
emen
ts.
Abru
pt in
crea
se in
rate
of c
hang
e of
pitc
hing
, rol
ling,
and
yaw
ing
incr
emen
ts.
Mag
nitu
de o
f aer
o in
crem
ents
sta
rting
to e
xcee
d ab
ility
of a
ilero
n to
late
rally
trim
the
vehi
cle.
Der
ived
by
anal
ysis
.
n/a
28 1
3:59
:30.
66 /
59:3
0.68
EI+9
21.6
6 /
EI+9
21.6
8St
art o
f tw
o ya
w je
ts fi
ring
(R2R
and
R3R
)Fi
red
cont
inuo
usly
unt
il en
d of
dat
a at
13:
59:3
7.4
V79X
2634
XV7
9X26
38X
29 1
3:59
:31
EI+9
22O
bser
ved
elev
on d
efle
ctio
ns a
t LO
SLe
ft: -8
.11
deg
(up)
R
ight
: -1.
15 d
eg (u
p)
29.3
13:
59:3
1.4
/ 59
:34.
5EI
+922
.4 /
EI+9
25.5
Seve
ral e
vent
s an
d PA
SS a
nd B
FS F
SM m
essa
ges
durin
g th
is ti
me
perio
d al
l in
dica
te th
e fa
ilure
sig
natu
re o
f ASA
4AS
As re
spon
ded
appr
opria
tely
. H
owev
er, s
igna
ture
is in
dica
tive
of
failu
re o
f ASA
4.
V57H
0253
A(5
Hz)
29.5
13:5
9:32
EI+9
23O
bser
ved
aile
ron
trim
at L
OS
-2.3
deg
rees
30 d
elet
ed31
dele
ted
32de
lete
d
32.5
13:5
9:32
EI+9
23Ap
prox
Veh
Grd
Lo
catio
n:32
.9 N
/ -9
9.0
W
Altit
ude
~200
700
ft / M
ach
~18.
1 - N
ear D
alla
s TX
Appr
oxim
ate
Vehi
cle
Gro
und
Loca
tion
at L
oss
of S
igna
l bas
ed o
n G
MT;
Dat
a so
urce
: STS
-107
GPS
Tra
ject
ory
Dat
a n
/a
33 1
3:59
:32.
136
EI+9
23.1
36LO
SLa
st v
alid
dow
nlin
k fra
me
acce
pted
by
OD
RC
- O
I / B
FS /
PASS
. St
art o
f re
cons
truct
ed d
ata.
Nom
inal
loss
of c
omm
at t
his
GM
T (fo
r ~15
sec
max
bas
ed o
n pr
evio
us fl
t dat
a)
34de
lete
d
35 1
3:59
:35/
36EI
+926
/ EI
+927
Side
slip
on
vehi
cle
chan
ges
sign
. Th
e ev
ent o
ccur
red
betw
een
the
two
times
list
ed.
Aero
dyna
mic
fo
rces
due
to s
ides
lip a
re n
ow re
info
rcin
g ae
rody
nam
ic a
sym
met
ry.
n/a
36 1
3:59
:36
EI+9
27G
row
th in
Ban
k at
titud
e er
ror
Up
until
this
tim
e th
e fli
ght c
ontro
l had
bee
n ab
le to
mai
ntai
n th
e Ba
nk e
rror a
roun
d 5
deg.
37 1
3:59
:36.
8EI
+927
.8Ae
roje
t DAP
Req
uest
s Th
ird R
ight
Yaw
RC
S Je
t (R
4R)
This
add
ition
al je
t is
requ
ired
to c
ount
erac
t the
incr
easi
ng
aero
dyna
mic
mom
ents
on
the
vehi
cle.
Fire
d co
ntin
uous
ly u
ntil
end
of d
ata
at 1
3:59
:37.
438
13:
59:3
7.3
EI+9
28.3
Aero
jet D
AP R
eque
sts
Four
th R
ight
Yaw
RC
S Je
t (R
1R)
This
add
ition
al je
t is
requ
ired
to c
ount
erac
t the
incr
easi
ng
aero
dyna
mic
mom
ents
on
the
vehi
cle.
Fire
d co
ntin
uous
ly u
ntil
end
of d
ata
at 1
3:59
:37.
439
13:
59:3
7.n
EI+9
28.n
Last
aile
ron
data
The
aile
ron
posi
tion
is n
ow a
ppro
x -5
.2 d
eg w
ith a
ppro
x -2
.5 d
eg o
f ai
lero
n tri
m.
The
rate
of c
hang
e of
aile
ron
trim
had
reac
hed
the
max
imum
allo
wed
by
the
fligh
t con
trol s
yste
m.
40 1
3:59
:37.
396
EI+9
28.3
96En
d of
5-s
econ
d pe
riod
of
reco
nstru
cted
dat
a
End
of fi
rst 5
-sec
onds
of t
he 3
2-se
cond
per
iod
of p
ost-L
OS
data
. St
art o
f ap
prox
imat
ely
25 s
econ
ds o
f no
data
ava
ilabl
eG
MT
deriv
ed b
y M
ER d
ata
pers
onne
l n
/a
40.5
13:
59:3
9 /
14:
00:1
9EI
+930
/ EI
+970
XBe
ginn
ing
at E
I+93
0 an
d co
ntin
uing
unt
il th
e lo
ss o
f syn
c on
OEX
dat
a (E
I+96
4.4
for
PCM
and
EI+
970.
4 fo
r FD
M),
esse
ntia
lly a
ll of
the
OEX
dat
a fo
r the
ent
ire v
ehic
le
beco
mes
erra
tic a
nd fa
ils
40.7
13:
59:4
6 / 4
8EI
+937
/ EI
+939
Deb
ris A
obs
erve
d le
avin
g th
e O
rbite
r - L
arge
deb
ris s
een
fallin
g aw
ay fr
om th
e O
rbite
r env
elop
e.EO
C v
ideo
s #
EOC
2-4-
0018
, -00
24, -
0209
-B, -
0221
-3 a
nd -0
221-
4
41 1
3:59
:46.
347
/ 1
4:00
:01.
900*
EI+9
37.3
47 /
EI+9
52.9
00PA
SS F
ault
Mes
sage
ann
unci
atio
n - R
OLL
REF
PASS
Fau
lt M
essa
ge a
nnun
ciat
ion
- L R
CS
LEAK
BFS
Faul
t Mes
sage
ann
unci
atio
ns -
L R
CS
LEAK
(2)
*Tim
e in
fo c
orru
pted
on
som
e of
the
even
ts.
41.5
14:
00:0
1 / 0
4EI
+952
/ EI
+955
Deb
ris B
and
C o
bser
ved
leav
ing
the
Orb
iter
EOC
vid
eo E
OC
2-4-
0024
(for
bot
h B
and
C)
A.1-
7A
ppen
dix
A.1
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Sum
mar
y Ti
me
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Sum
GM
TEI
OEX
Mile
ston
eEn
try
Even
tR
emar
ks
MSI
DN
o.G
MT
Day
32
sec
data
QBA
R =
nn
psf;
Mac
h nn
---
--- 3
2:14
:00:
00 --
----
EI +
951
sec
; WLE
Sta
gnat
ion
Tem
p: ~
2800
F42
dele
ted
Rat
iona
le fo
r del
etio
n: m
oved
to 4
0.7
afte
r fur
ther
revi
ew o
f the
vid
eos
n/a
43 1
4:00
:02.
654
EI+9
53.6
54PA
SS F
ault
Mes
sage
ann
unci
atio
n - L
RC
S LJ
ET
44 1
4:00
:02.
660
EI+9
53.6
60Be
ginn
ing
of 2
-se
cond
per
iod
of
reco
nstru
cted
dat
a
Star
t of l
ast 2
-sec
onds
of t
he 3
2 se
cond
per
iod
of p
ost-L
OS
data
.
45 1
4:00
:03.
470
/ 1
4:00
:03.
637*
EI+9
54.4
70 /
EI+9
54.6
37BF
S Fa
ult M
essa
ge a
nnun
ciat
ion
- L O
MS
TK P
BFS
Faul
t Mes
sage
ann
unci
atio
n - I
ndet
erm
inan
tBF
S Fa
ult M
essa
ge a
nnun
ciat
ion
- SM
1 AC
VO
LTS
PASS
Fau
lt M
essa
ge a
nnun
ciat
ion
- L R
CS
PVT
* Tim
e in
fo c
orru
pted
on
som
e of
the
even
ts.
46 1
4:00
:03.
637
EI+9
54.6
37PA
SS F
ault
Mes
sage
ann
unci
atio
n - D
AP D
OW
NM
OD
E R
HC
The
s/w
pro
cess
whi
ch lo
gs th
e PA
SS m
essa
ge ru
ns e
very
1.9
2 se
cond
s, s
o th
is e
vent
cou
ld h
ave
occu
rred
as e
arly
as
14:0
0:01
.717
GM
T. H
owev
er, d
urin
g th
e 2
sec
perio
d, a
vaila
ble
vehi
cle
data
indi
cate
s R
HC
was
in d
eten
t and
DAP
was
in A
UTO
.
47 1
4:00
:04.
826
EI+9
55.8
26En
d of
2-s
econ
d pe
riod
of
reco
nstru
cted
dat
a
Last
iden
tifia
ble
OI D
ownl
ink
fram
e n
/a
47.5
14:
00:1
3.43
9EI
+964
.439
XO
EX P
CM
loss
of s
ync
48de
lete
dR
atio
nale
for d
elet
ion:
mov
ed to
41.
5 af
ter f
urth
er re
view
of t
he v
ideo
s n
/a48
.3 1
4:00
:17.
8/18
.8EI
+968
.8 /
EI+9
69.8
Cat
astro
phic
Eve
nt o
f an
unkn
own
natu
re (f
orm
ally
refe
rred
to a
s �M
ain
Body
Br
eaku
p) c
onsi
stin
g of
a s
udde
n br
ight
enin
g of
the
Orb
iter e
nvel
ope
follo
wed
by
a de
finiti
ve c
hang
e in
the
char
acte
r of t
he tr
ail a
nd d
isin
tegr
atio
n of
the
mai
n or
bite
r en
velo
pe in
to m
ultip
le p
iece
s
EOC
vid
eos
MIT
-DVC
AM-0
001,
EO
C2-
4-01
8, -0
024,
-020
9-B,
-02
21-3
and
-022
1-4
48.5
14:
00:1
9.44
EI+9
70.4
4X
FDM
1 A
end
of d
ata
49de
lete
dR
atio
nale
for d
elet
ion:
mov
ed to
48.
3 af
ter f
urth
er re
view
of t
he v
ideo
s n
/a
50 1
4:00
:53
EI+1
004
End
of P
eak
Hea
ting
Det
erm
ined
by
anal
ysis
= N
omin
al/E
xpec
ted
Even
t or P
erfo
rman
ce
GN
C d
ata
sugg
ests
veh
icle
was
in a
n un
com
man
ded
attit
ude
and
was
exh
ibiti
ng u
ncon
trolle
d ra
tes.
Yaw
rate
was
at t
he s
enso
r max
imum
of 2
0 de
g/se
cTh
e fli
ght c
ontro
l mod
e w
as in
AU
TO.
(Not
e th
at a
ll N
av-d
eriv
ed p
aram
eter
s (e
.g.,
alph
a) a
re s
uspe
ct d
ue to
hig
h ra
tes
corru
ptin
g th
e IM
U s
tate
.)
Dur
ing
this
fina
l 2 s
econ
d pe
riod
of re
cons
truct
ed d
ata,
the
data
indi
cate
s th
e fo
llow
ing
syst
ems
wer
e nom
inal
: AP
Us
wer
e ru
nnin
g an
d W
SB c
oolin
g w
as
evid
ent.
MPS
inte
grity
was
stil
l evi
dent
. Fu
el c
ells
wer
e ge
nera
ting
pow
er a
nd th
e PR
SD ta
nks/
lines
wer
e in
tact
. C
omm
and
nav
aids
sys
tem
s in
the
forw
ard
fuse
lage
wer
e pe
rform
ing
nom
inal
ly.
RSB
, Bod
y Fl
ap, m
ain
engi
ne, a
nd ri
ght w
ing
tem
ps a
ppea
red
activ
e. E
CLS
S pe
rform
ance
was
nom
inal
.
Dur
ing
this
fina
l 2 s
econ
d pe
riod
of re
cons
truct
ed d
ata,
the
data
indi
cate
s th
e fo
llow
ing
syst
ems
wer
e off-
nom
inal
: Al
l thr
ee H
yd s
yste
ms
wer
e lo
st.
The
left
inbd
/out
bd e
levo
n ac
tuat
or te
mps
wer
e ei
ther
OSL
or n
o da
ta e
xist
s. M
ajor
ity o
f lef
t OM
S po
d se
nsor
s w
ere
eith
er O
SH o
r OSL
or n
o da
ta e
xist
s.El
evat
ed te
mps
at b
otto
m b
ondl
ine
cent
erlin
e sk
in fo
rwar
d an
d af
t of t
he w
heel
wel
ls a
nd a
t the
por
t sid
e st
ruct
ure
over
left
win
g w
ere
obse
rved
. EP
DC
sh
ows
gene
ral u
pwar
d sh
ift in
Mai
n Bu
s am
ps a
nd d
ownw
ard
shift
in M
ain
Bus
volts
. AC
3 ph
ase
A in
verte
r app
eare
d di
scon
nect
ed fr
om th
e AC
Bus
.
A C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIAA C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIA
2 8 0 R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3 2 8 1R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3
A.2-
5A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
247.
7 --
1
3:52
:17
EI+4
88LM
G B
rake
Lin
e Te
mp
D -
On
whe
el w
ell i
nbd
side
wal
l (af
t of s
w
vlvs
) - S
mal
l inc
reas
e in
tem
pera
ture
("bi
t flip
up"
)In
itiat
ion
of te
mp
rise
("bi
t flip
up"
) - m
ay b
e no
min
al b
ased
on
rise
rate
com
paris
on w
ith
fligh
t exp
erie
nce
(sim
ilar t
emp
resp
onse
has
been
obs
erve
d at
this
tim
e fra
me
on a
sm
all
perc
enta
ge o
f flig
hts)
. R
efer
ence
seq
#
54.5
for n
ext V
58T1
703A
eve
nt.
V58T
1703
A
24.1
7.75
X 1
3:52
:18
EI+4
89Le
ft W
ing
Spar
Cap
Lw
r L10
3 (X
o 10
40 S
par -
Low
er C
ap) -
off-
nom
inal
incr
ease
in s
train
indi
catio
n fo
llow
ed b
y gr
adua
l dec
reas
e ov
er a
ppro
x 33
0 se
cond
s in
terv
al u
ntil
mea
sure
men
t fai
lure
at
appr
oxim
atel
y EI
+935
V12G
9048
A
24.1
2 --
X
13:
52:2
1 / 2
4.8
EI+4
92 /
EI+4
95.8
2 Le
ft W
ing
tem
pera
ture
sen
sors
beg
in a
n of
f-nom
inal
resp
onse
th
at a
ppea
rs to
be
an in
dica
tion
of th
e m
easu
rem
ents
(s
enso
rs/w
iring
) fai
ling:
Thes
e m
easu
rem
ents
are
incl
uded
in th
e gr
oupi
ng o
f the
eve
nt n
oted
in s
eq 2
3.45
- al
l lef
t win
g te
mpe
ratu
re s
enso
r fai
lure
s ar
e sh
own
on th
e tim
elin
e
V09T
9910
A - W
ing
LE 5
5 LW
R a
ttach
cle
vis
RC
C10
V07T
9666
A - W
ing
LWR
SU
RF
TCX1
112.
0 Y
-239
.0 Z
289.
0 W
B-R
un 1
X112
1.1
Y-2
35.5
ZLW
R
WB-
Run
1
24.1
4 --
X
13:
52:2
2EI
+493
Unu
sual
Upw
ard
Shift
(in
one
sam
ple)
of 3
The
rmoc
oupl
es a
nd
Dow
nwar
d Sh
ift (i
n on
e sa
mpl
e) o
f 2 T
herm
ocou
ples
Upw
ard
Shift
:V0
7T94
80A
- Fus
lg L
WR
Sur
f TC
BP1
602T
R
V07T
9489
A - F
uslg
LW
R S
urf T
C B
P190
0TV0
7T94
92A
- Fus
lg L
WR
Sur
f TC
BP1
602T
RD
ownw
ard
Shift
:V0
7T95
22A
- Fus
lg A
ft Pe
netra
tion
Area
TC
BP3
325T
V07T
9636
A - L
eft W
ing
uppe
r sur
face
TC
BP4
860T
All s
enso
rs re
ceiv
e a
com
mon
5 V
pow
er
exci
tatio
n vi
a C
hann
el 8
9 of
PC
M M
UX
1V0
7T94
80A
X100
4.1
Y-9
9.8
ZLW
RV0
7T94
89A
X139
1.5
Y0.
0 Z
LWR
V07T
9492
AX1
511.
1 Y
1.3
ZLW
R
V07T
9522
AX6
49.3
Y-1
05.0
Z354
.8V0
7T96
36A
X135
7.8
Y-3
58.0
ZUPR
24.1
67.
77X
13:
52:2
4EI
+495
Left
Win
g Fr
ont S
par a
t RC
C P
anel
9 -
stra
in g
age
goes
erra
tic fo
r ap
prox
imat
ly 2
0 se
cond
- m
easu
rem
ent a
ppea
rs to
be
failin
gSu
bseq
uent
dat
a is
sus
pect
V12G
9921
AX1
106.
0 Y
-229
.0 Z
MID
24.1
87.
8X
13:
52:2
5EI
+496
Left
Out
boar
d El
evon
Wid
e Ba
nd A
ccel
erom
eter
- of
f-nom
inal
vi
brat
ion
resp
onse
(app
roxi
mat
ely
2G p
eak-
to-p
eak)
V08D
9729
A - L
OB
Elev
on Z
-Vib
(MU
X1B
Ch
2)
V08D
9729
A
24.2
--
X 1
3:52
:29
EI+5
00Ap
prox
10%
of r
ight
win
g st
rain
gag
es s
how
s sm
all o
ff-no
min
al
data
tren
d (fl
atte
ning
of s
igna
l fol
low
ed b
y no
rmal
dat
a in
crea
se o
r a
incr
ease
in s
train
alo
ne)
Mul
tiple
mea
sure
men
ts
24.2
2 --
X
13:
52:2
9EI
+500
Left
Win
g Lo
wer
Sur
face
The
rmoc
oupl
e BP
2570
T - S
tart
of a
ppro
x 80
deg
F d
rop
in te
mpe
ratu
re o
ver 2
0 se
cond
sV0
7T96
74A
X135
3.1
Y-2
36.4
ZLW
R
24.2
47.
85X
13:
52:2
9EI
+500
OM
S-L
Pod
HR
SI S
urf T
1-AF
T - S
tart
of s
light
ly o
ff-no
min
al e
rratic
tre
nd w
hen
com
pare
d to
pre
viou
s fli
ghts
of s
ame
incl
inat
ion
Follo
wed
by
drop
in te
mpe
ratu
re a
t EI +
570
se
cond
s an
d su
bseq
uent
erra
tic
tem
pera
ture
cha
nges
V07T
9219
AX1
507.
1 Y-
126.
0 Z4
22.0
A.2-
3A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
QBA
R =
~15
psf
(~0.
10 p
si);
Mac
h 24
.4
-----
- 32:
13:5
0:00
-----
- EI
+ 3
51 s
ec; W
LE S
tagn
atio
n Te
mp:
~25
20 F
(STS
-107
Nom
EO
M D
esig
n Pr
ed)
20.3
6.5
--
13:
50:0
0 / 4
3EI
+351
/ EI
+394
Five
eve
nts
of u
nexp
ecte
d R
etur
n lin
k co
mm
dro
p-ou
t.Ev
ent 1
- 13
:50:
00 (1
sec
); Ev
ent 2
- 13
:50:
04 /
06; E
vent
3 -
13:5
0:16
/22:
Eve
nt 4
- 13
:50:
25/2
8; E
vent
5 -
13:5
0:42
(1 s
ec)
On
uppe
r lef
t aft
ante
nna
(TD
RS
171/
W).
S-
Band
com
m d
rop-
outs
con
side
red
out-o
f-fa
mily
bas
ed o
n co
mpa
rison
with
pre
viou
s 10
2 fli
ght d
ata
at 3
9 de
gree
s, in
to K
SC,
desc
endi
ng n
ode
and
sim
ilar l
ook
angl
es to
TD
RS.
N
ote:
Obs
erve
d Fo
rwar
d lin
k (c
md
link)
dro
pout
ass
ocia
ted
with
eve
nts
3 an
d 4
(nor
mal
resp
onse
due
to s
witc
h to
/from
au
xilia
ry o
scilla
tor i
nste
ad o
f Fw
d lin
k fre
quen
cy).
20.3
56.
7X
13:
50:0
9EI
+360
Left
PLBD
Sur
face
TC
BP3
703T
- S
tart
of o
ff-no
min
al te
mpe
ratu
re
trend
- co
oler
rise
rate
whe
n co
mpa
red
to p
revi
ous
fligh
ts o
f sam
e in
clin
atio
n
Follo
wed
by
larg
e in
crea
se in
tem
pera
ture
at
EI +
570
sec
onds
V07T
9925
AX1
138.
5 Y
LH Z
441.
4
20.4
6.9
X 1
3:50
:19
EI+3
70Le
ft W
ing
Low
er S
urfa
ce T
herm
ocou
ple
BP25
10T
begi
ns o
ff-no
min
al te
mp
incr
ease
from
~20
00 d
eg F
to ~
2200
deg
F o
ver
appr
ox 5
0 se
cond
s fo
llow
ed b
y a
mom
enta
ry 1
00 d
eg F
te
mpe
ratu
re s
pike
The
mea
sure
men
t sub
sequ
ently
fails
at
appr
oxim
atel
y EI
+496
sec
V07T
9666
AX1
121.
1 Y
-235
.5ZL
WR
20.5
--
--
13:
50:3
0EI
+381
1st E
ntry
Hea
ting
Indi
catio
n N
oted
in
OI T
elem
etry
Nom
inal
Ris
e in
Cen
ter L
ine
Bond
Tem
p (1
) due
to E
ntry
Hea
ting
Aft f
usel
age
cent
er b
otto
m b
ond
line
V09T
1702
A
217
--
13:
50:5
3EI
+404
Star
t of P
eak
Hea
ting
Det
erm
ined
by
anal
ysis
. Th
e pe
ak h
eatin
g pe
riod
repr
esen
ts th
e ap
prox
imat
e tim
e pe
riod
durin
g w
hich
the
heat
ing
rate
has
fla
ttene
d ou
t at o
r nea
r its
max
imum
val
ue.
21.5
dele
ted
Rat
iona
le fo
r del
etio
n: T
he s
igna
ture
s of
the
STS-
107
rem
ote
sens
or e
vent
s w
ere
very
sub
tle.
Upo
n fu
rther
ev
alua
tion
of th
e da
ta, i
t was
det
erm
ined
that
the
rem
ote
sens
or s
igna
ture
s ha
d be
en s
een
in p
revi
ous
fligh
ts a
nd/o
r cou
ld b
e ex
plai
ned
by k
now
n ev
ents
.Th
e ev
ents
are
ther
efor
e no
t con
side
red
to b
e an
omal
ous.
QBA
R =
~19
psf
(~0.
13 p
si);
Mac
h 24
.1
-----
- 32:
13:5
1:00
-----
- EI
+ 4
11 s
ec; W
LE S
tagn
atio
n Te
mp:
~26
50 F
21.7
7.2
X 1
3:51
:14
EI+4
25Le
ft W
ing
Fron
t Spa
r at R
CC
Pan
el 9
- st
art o
f off-
nom
inal
in
crea
sing
tem
pera
ture
tren
d In
crea
sing
tren
d co
ntin
ues
until
the
mea
sure
men
t sta
rts to
fail
at a
ppro
xim
atel
y EI
+520
sec
V09T
9895
AX1
102.
2 Y-
239.
0 Z-
239.
0
21.9
7.25
X 1
3:51
:14
EI+4
25Le
ft W
ing
RC
C P
anel
9 L
ower
Atta
ch C
levi
s (b
etw
een
RC
C 9
and
10
) - s
tart
of a
mor
e ra
pid
off-n
omin
al in
crea
sing
tem
pera
ture
tren
dIn
crea
ses
until
the
mea
sure
men
t sta
rts to
fa
il at
app
roxi
mat
ely
at E
I + 4
92 s
ecs
(ref
seq
16.6
for 1
st o
ff-no
min
al e
vent
and
seq
24
.12
for f
ailu
re)
V09T
9910
AX1
112.
0 Y
-239
.0Z2
89.0
22 --
de
lete
Rat
iona
le fo
r del
etio
n: M
oved
to s
eq 3
1.3
(Due
to w
ind
effe
cts,
it is
mor
e ap
prop
riate
to c
ompa
re th
is
para
met
er a
gain
st p
revi
ous
fligh
ts fo
r ide
ntifi
catio
n of
of
f-nom
inal
per
form
ance
inst
ead
of s
impl
y re
fere
ncin
g th
e po
int a
t whi
ch B
eta
goes
and
sta
ys n
egat
ive.
)
A.2-
4A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
22.2
7.37
X 1
3:51
:49
EI+4
60O
MS-
L Po
d H
RSI
Sur
f T3-
AFT
- Sta
rt of
off-
nom
inal
hig
her-t
han-
expe
cted
tem
pera
ture
tren
d w
hen
com
pare
d to
pre
viou
s fli
ghts
of
sam
e in
clin
atio
n
Sens
or s
ees
a sh
arp
tem
p in
crea
se a
t EI
+910
and
goe
s er
ratic
at E
I+94
0V0
7T92
23A
X143
7.2
Y-12
6 Z4
22
QBA
R =
~22
psf
(~0.
15 p
si);
Mac
h 23
.7
-----
- 32:
13:5
2:00
-----
- EI
+ 4
71 s
ec; W
LE S
tagn
atio
n Te
mp:
~27
00 F
22.5
--
dele
ted
Rat
iona
le fo
r Del
etio
n: M
oved
to s
eq #
26.3
(A
ccou
nted
for w
ind
effe
cts
in th
e ae
ro in
crem
ent
deriv
atio
n pr
oces
s).
22.6
7.45
--
13:
52:0
9 / 1
5EI
+480
/ EI
+486
Une
xpec
ted
Ret
urn
link
com
m d
rop-
out (
Even
t 6)
On
uppe
r lef
t aft
ante
nna
(TD
RS
171/
W).
S-
Band
com
m d
rop-
out c
onsi
dere
d ou
t-of-
fam
ily b
ased
on
prev
ious
flt d
ata
(sam
e re
mar
ks a
s se
q #
20.3
abo
ve).
22.8
7.46
X 1
3:52
:09
/ 49
EI+4
80 /
EI+5
20N
ose
Cap
RC
C A
ttach
Out
Boar
d C
levi
s (C
hin
Pane
l) - T
empo
rary
ch
ange
in s
lope
, the
n re
turn
s to
"nom
inal
"N
ote:
Adj
acen
t sen
sor V
09T9
888
(on
cent
erlin
e) d
oes
not s
how
th
is s
igna
ture
V09T
9889
AX2
62.0
Y-2
3.0
LWR
23de
lete
d
23.3
--
--
13:
52:1
5EI
+486
2nd
Entry
Hea
ting
Indi
catio
n N
oted
in
OI T
elem
etry
Nom
inal
Ris
e in
Cen
ter L
ine
Bond
Tem
ps (2
) due
to E
ntry
Hea
ting
Mid
Fus
Low
er "M
id" S
kin
Tem
p M
id F
us B
otto
m C
ente
r Bon
d Li
ne T
emp
X121
4
V34T
1110
AV3
4T11
12A
23.3
57.
47X
13:
52:1
6EI
+487
Two
Left
Win
g an
d 1
Rig
ht W
ing
Surfa
ce P
ress
ure
mea
sure
men
ts
show
sig
ns o
f fai
lure
V07P
8038
A - L
Win
g U
pper
Sur
face
Pre
ss (W
B 3
to L
E)V0
7P80
86A
- L W
ing
Low
er S
urfa
ce P
ress
(WB
3)V0
7P81
51A
- R W
ing
Low
er S
urfa
ce P
ress
Firs
t OEX
dat
a to
sho
w s
igns
of f
ailu
reV0
7P80
38A
V07P
8086
AV0
7P81
51A
23.4
7.48
X 1
3:52
:16
/ 53:
17EI
+487
/ EI
+522
All o
f the
act
ive
mea
sure
men
ts (d
oes
not i
nclu
de P
CM
3 d
ata
in
snap
shot
mod
e) ru
nnin
g in
the
wire
bun
dles
alo
ng th
e le
ft w
ing
lead
ing
edge
sho
w s
igns
of f
ailu
re -
18 m
easu
rem
ents
Not
e: P
ress
ure
mea
sure
men
t V07
P803
8A
note
d in
seq
23.
35 is
incl
uded
in th
is
grou
ping
V07P
8010
AV0
7P80
22A
V07P
8023
AV0
7P80
24A
V07P
8025
AV0
7P80
26A
V07P
8037
AV0
7P80
38A
V07P
8044
A
V07P
8058
AV0
7P80
71A
V07P
8072
AV0
7P80
73A
V07P
8074
AV0
9T98
95A
V09T
9910
AV0
7T96
66A
V12G
9921
A
23.4
57.
49X
13:
52:1
6 / 5
6:24
EI+4
87 /
EI+7
35Th
e va
st m
ajor
ity o
f lef
t win
g O
EX m
easu
rem
ents
sho
w s
igns
of
failu
re d
urin
g th
is ti
me
perio
d - t
his
incl
udes
all
left
win
g te
mpe
ratu
re a
nd p
ress
ure
mea
sure
men
ts a
nd a
ll st
rain
m
easu
rem
ents
aft
of X
o 10
40 w
ith th
e ex
cept
ion
of th
ree
stra
in
mea
sure
men
ts o
n th
e up
per s
urfa
ce o
f the
LM
LG c
ompa
rtmen
t
Addi
tiona
lly, 3
0 rig
ht w
ing
pres
sure
mea
sure
men
ts s
how
sig
ns o
f fa
ilure
Not
e: T
he p
ress
ure
mea
sure
men
ts n
oted
in
seq
23.3
5 ar
e in
clud
ed in
this
gro
upin
gM
ultip
lem
easu
rem
ents
23.5
7.5
--
13:
52:1
7EI
+488
Appr
ox V
ehic
le
Gro
und
Loca
tion:
39.0
N /
-129
.2 W
Altit
ude
236,
800
ft /
Mac
h 23
.6 -
Ove
r the
Pac
ific
Oce
an, a
ppro
x 30
0 m
iles
Wes
t of C
alifo
rnia
Coa
stlin
eAp
prox
veh
icle
pos
ition
whe
n fir
st o
ff-no
min
al d
ata
was
see
n; D
ata
sour
ce: S
TS-
107
GPS
Tra
ject
ory
Dat
a
A.2-
2A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
16 --
--
1
3:47
:52
EI+2
23Q
bar 2
.0 p
sfEl
evon
, BF
activ
eTh
e el
evon
s (e
leva
tor a
nd a
ilero
n) a
nd b
ody
flap
are
first
use
d fo
r veh
icle
atti
tude
co
ntro
l. A
lthou
gh th
e bo
dy fl
ap is
act
ive
at
this
tim
e, a
ctua
l mot
ion
does
not
occ
ur u
ntil
4-se
cond
s la
ter d
ue to
tim
e de
lays
and
hy
ster
esis
in th
e fo
rwar
d co
mm
and
path
.
16.3
6.15
X 1
3:48
:39
EI+2
70Le
ft W
ing
Fron
t Spa
r at R
CC
Pan
el 9
- in
itiat
ion
of o
ff-no
min
al
trend
in s
train
(sm
all i
ncre
ase)
follo
wed
by
a m
ore
sign
ifica
nt o
ff-no
min
al s
igna
ture
to fa
ilure
at E
I+49
5 se
cs
The
mea
sure
men
t beg
an to
fail
at
appr
oxim
atel
y EI
+495
sec
V1
2G99
21A
X110
6.0
Y-2
29.0
ZM
ID
16.6
6.2
X 1
3:48
:59
EI+2
90
Left
Win
g R
CC
Pan
el 9
Low
er A
ttach
Cle
vis
(bet
wee
n R
CC
9 a
nd
10) -
initi
atio
n of
an
off-n
omin
al te
mpe
ratu
re tr
end
(ear
ly
tem
pera
ture
incr
ease
com
pare
d to
pre
viou
s fli
ghts
of s
ame
incl
inat
ion )
The
mea
sure
men
t beg
an to
fail
at
appr
oxim
atel
y EI
+492
sec
V0
9T99
10A
X111
2.0
Y-2
39.0
Z289
.0
17 --
--
de
lete
d
17.5
--
--
13:
49:0
7EI
+298
ISLE
CT
= 2
Clo
sed-
Loop
Gui
danc
eEn
try g
uida
nce
initi
ates
clo
sed-
loop
roll
com
man
ds to
con
verg
e dr
ag to
the
refe
renc
e dr
ag p
rofil
e.
17.7
--
dele
ted
Rat
iona
le fo
r del
etio
n: A
fter f
urth
er re
view
of t
he d
ata,
it
was
con
clud
ed th
at th
is e
vent
was
not
off-
nom
inal
18 --
--
1
3:49
:16
EI+3
07Q
bar 1
0 ps
fR
oll J
ets
Dea
ctiv
ated
Rol
l con
trol i
s ac
hiev
ed s
olel
y th
roug
h ai
lero
n an
d ya
w je
t com
man
ds fr
om th
is
poin
t for
war
d.
19de
lete
d20
6.3
--
13:
49:3
2EI
+323
Initi
al R
oll
Entry
gui
danc
e de
term
ines
that
a n
on-z
ero
roll
is re
quire
d to
ach
ieve
the
targ
eted
dra
g le
vel.
(Mac
h 24
.5)
V90H
1044
C
20.1
6.4
X ~
13:4
9:39
*~E
I+33
0*Le
ft W
ing
Fron
t Spa
r Cap
s St
rain
Gag
e sh
ows
early
off
nom
inal
do
wnw
ard
trend
*Not
e: P
CM
3 en
try d
ata
is in
sna
psho
t fo
rmat
(not
con
tinuo
us).
Tim
e in
dica
ted
is
at s
tart
of d
ata
segm
ent w
here
off-
nom
inal
si
gnat
ure
is fi
rst o
bser
ved,
ther
efor
e ev
ent
may
hav
e st
arte
d ea
rlier
than
not
ed.
V12G
9169
AX1
107
Y23
2 Z
?
20.2
6.45
X 1
3:49
:49
/ 59
EI+3
40 /
EI+3
504
Left
OM
S Po
d Su
rface
tem
ps -
Sta
rt of
off-
nom
inal
tem
pera
ture
tre
nd -
cool
er ri
se ra
te w
hen
com
pare
d to
pre
viou
s fli
ghts
of s
ame
incl
inat
ion
Follo
wed
by
the
star
t of a
war
mer
-than
-ex
pect
ed te
mpe
ratu
re tr
end
begi
nnin
g in
the
EI+5
10 to
EI+
540
sec
rang
e (s
eq 2
4.96
)
V07T
9976
AV0
7T92
20A
V07T
9978
AV0
7T99
72A
V07T
9976
A-Le
ft O
MS
Pod
TC B
P073
1TV0
7T92
20A-
OM
S-L
Pod
LRSI
Sur
face
Tem
p-FW
DV0
7T99
78A-
OM
S-L
Pod
Ther
moc
oupl
e BP
0732
TV0
7T99
72A-
Left
OM
S Po
d TC
BP0
749T
X134
2.5
Y-1
28.5
Z46
2.6
X132
1.0
YLH
Z46
4.0
X135
9.6
Y-13
5.1
Z463
.1X1
324
Y-9
8 Z4
88
A C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIAA C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIA
2 8 0 R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3 2 8 1R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3
A.2-
6A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
24.2
67.
9X
13:
52:3
1EI
+502
Left
Out
boar
d El
evon
Wid
e Ba
nd A
ccel
erom
eter
- of
f-nom
inal
vi
brat
ion
resp
onse
(app
roxi
mat
ely
3G p
eak-
to-p
eak)
V08D
9729
A - L
OB
Elev
on Z
-Vib
(MU
X1B
Ch
2)
V08D
9729
A
24.2
8 --
X
13:
52:3
1.3
/ 38.
4EI
+502
.3 /
EI+5
09.4
5 Le
ft W
ing
tem
pera
ture
sen
sors
beg
in a
n of
f-nom
inal
resp
onse
th
at a
ppea
rs to
be
an in
dica
tion
of th
e m
easu
rem
ents
(s
enso
rs/w
iring
) fai
ling:
Thes
e m
easu
rem
ents
are
incl
uded
in th
e gr
oupi
ng o
f the
eve
nt n
oted
in s
eq 2
3.45
V07T
9786
AV0
9T98
93A
V09T
9894
A
V09T
9860
AV0
9T92
31A
V07T
9786
A - L
H IN
BD L
WR
Ele
von
Fwd
Surf
V09T
9893
A - W
ing
Elev
on C
ove
LWR
Sur
f Tem
pV0
9T98
94A
- Win
g El
evon
Cov
e U
PR S
ur T
emp
V09T
9860
A - E
levo
n C
ove
Insu
l Sur
f 90
V09T
9231
A - E
levo
n LW
R P
LUG
TEM
P 1
(Sur
face
)
X138
7 Y
-229
ZL
WR
W
B-R
un 3
X138
3.8
Y-37
2.2
Z290
.9 W
B-R
un 3
X1
381.
7 Y-
372.
2 Z2
93.9
W
B-R
un 3
X137
9.4
Y-4
19.7
ZBO
T W
B-R
un 1
X144
3.5
Y-2
32.2
LW
R W
B-R
un 1
24.3
7.45
--
13:
52:2
5 / 3
1EI
+496
/ EI
+502
Two
even
ts o
f une
xpec
ted
Ret
urn
link
com
m d
rop-
out
Even
t 7 -
13:5
2:25
/26;
Eve
nt 8
- 13
:52:
29/3
1O
n up
per l
eft a
ft an
tenn
a (T
DR
S 17
1/W
). S
-Ba
nd c
omm
dro
p-ou
t con
side
red
out-o
f-fa
mily
bas
ed o
n pr
evio
us fl
t dat
a (s
ame
rem
arks
as
seq
# 20
.3 a
bove
).
24.5
dele
ted
24.7
dele
ted
24.8
8.5
--
13:
52:3
2EI
+503
Supp
ly H
2O d
ump
Noz
zle
tem
ps A
/B s
how
tem
pora
ry in
crea
se in
te
mp
rise
rate
(15
seco
nd d
urat
ion
of h
igh
rise
rate
). H
igh
rise
rate
is b
ound
ed b
y da
ta lo
ss.
Incr
ease
in ri
se ra
te n
ot o
bser
ved
on
prev
ious
flig
hts.
GM
T sh
own
indi
cate
s st
art
of in
itial
rise
dur
atio
n. R
efer
ence
eve
nt s
eq
no. 2
6.6
for t
erm
inat
ion
of e
vent
.
V62T
0440
AV6
2T04
39A
24.9
8.5
--
13:
52:3
2EI
+503
Vacu
um v
ent t
emp
show
s te
mpo
rary
incr
ease
in te
mp
rise
rate
(23
se
cond
dur
atio
n of
hig
h ris
e ra
te).
Hig
h ris
e ra
te is
bou
nded
by
data
loss
.In
crea
se in
rise
rate
not
obs
erve
d on
pr
evio
us fl
ight
s. G
MT
show
n in
dica
tes
star
t of
initi
al ri
se d
urat
ion.
Ref
eren
ce e
vent
seq
no
. 26.
65 fo
r ter
min
atio
n of
eve
nt.
V62T
0551
A
24.9
38.
6X
13:
52:3
4EI
+505
OM
S-L
Pod
HR
S1 S
urf T
2-AF
T - S
tart
of o
ff-no
min
al lo
wer
-than
-ex
pect
ed te
mpe
ratu
re tr
end
(com
pare
d to
pre
viou
s fli
ghts
of s
ame
incl
inat
ion)
unt
il se
nsor
see
s a
shar
p te
mp
incr
ease
at E
I+91
0 an
d go
es e
rratic
at E
I+94
0
V07T
9222
AX1
486.
9 Y-
126
Z422
.0
24.9
68.
65X
13:
52:3
9 / 5
3:09
EI+5
10 /
EI+5
404
Left
OM
S Po
d Su
rface
tem
ps -
Cha
nge
in e
xist
ing
off-n
omin
al
tem
pera
ture
tren
d (fo
llow
ing
a co
oler
rise
rate
than
exp
ecte
d, th
e te
mpe
ratu
re tr
end
that
is s
igni
fican
tly w
arm
er w
hen
com
pare
d to
pr
evio
us fl
ight
s of
sam
e in
clin
atio
n)
Prev
ious
eve
nt s
eq 2
0.2
V07T
9976
AV0
7T92
20A
V07T
9978
AV0
7T99
72A
V07T
9976
A-Le
ft O
MS
Pod
TC B
P073
1TV0
7T92
20A-
OM
S-L
Pod
LRSI
Sur
face
Tem
p-FW
DV0
7T99
78A-
OM
S-L
Pod
Ther
moc
oupl
e BP
0732
TV0
7T99
72A-
Left
OM
S Po
d TC
BP0
749T
X134
2.5
Y-1
28.5
Z46
2.6
X132
1.0
YLH
Z46
4.0
X135
9.6
Y-13
5.1
Z463
.1X1
324
Y-9
8 Z4
88
A.2-
9A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
30.3
--
--
13:
53:3
4 / 5
5:57
EI+5
65 /
EI+6
682n
d En
try H
eatin
g In
dica
tion
Not
ed in
O
I Tel
emet
ry
Nom
inal
Ris
e in
Cen
ter L
ine
Bond
Tem
ps (3
) due
to E
ntry
Hea
ting
13:5
3:34
- V0
9T10
16A
(Mid
Fus
Bot
Por
t BL
T X
620
);13
:54:
00 -
V09T
1022
A (M
id F
us B
ot P
ort
BL T
X 7
77);
13:5
5:57
- V0
9T16
24A
(Fw
d Fu
s Lw
r Ski
n Bo
t CL
T)
V09T
1016
A
V09T
1022
A
V09T
1624
A
30.5
--
--
13:
53:3
4EI
+565
Hyd
Sys
2 L
IE R
etur
n Ln
Tem
p - S
tart
of O
ff N
omin
al T
rend
Tem
p tre
ndin
g do
wn
V58T
0257
A
3111
--
13:
53:3
6EI
+567
Hyd
Sys
2 L
IE R
etur
n Ln
Tem
p - O
SLV5
8T02
57A
31.2
511
.35
X 1
3:53
:37
EI+5
68Xo
104
0 Sp
ar (M
LG F
orw
ard
Wal
l Spa
r) St
rain
Gag
e - U
pper
Cap
- st
art o
f off-
nom
inal
incr
ease
in s
train
indi
catio
n (o
ver a
n ap
prox
imat
e 11
5 se
cond
inte
rval
) fol
low
ed b
y su
dden
dec
reas
e
Ref
eren
ce s
eq 4
1.2
for n
ext e
vent
of t
his
sens
orV1
2G90
49A
X104
0 Y
-135
ZU
PR
31.3
11.3
7 --
1
3:53
:38
EI+
569
Iner
tial s
ides
lip a
ngle
(Bet
a) e
xcee
ds fl
ight
his
tory
.Th
e st
eady
sta
te n
avig
atio
n de
rived
sid
eslip
angl
e be
com
es o
ut-o
f-fam
ily a
s co
mpa
red
to p
revi
ous
fligh
t dat
a at
this
poi
nt in
the
traje
ctor
y.
V90H
2249
C
31.5
dele
ted
31.7
dele
ted
32de
lete
d
32.0
511
.4X
13:
53:4
4EI
+575
OM
S-L
Pod
HR
SI S
urf T
1-AF
T - S
tart
of o
ff-no
min
al lo
wer
-than
-ex
pect
ed te
mpe
ratu
re tr
end
whe
n co
mpa
red
to p
revi
ous
fligh
ts o
f sa
me
incl
inat
ion
Sens
or g
oes
erra
tic a
t EI+
940
V07T
9219
AX1
507.
1 Y-
126.
0 Z4
22.0
32.1
11.5
--
13:
53:4
5 / 4
7EI
+576
/ EI
+578
Deb
ris #
1 - F
irst r
epor
t of d
ebris
obs
erve
d le
avin
g th
e O
rbite
rSe
en ju
st a
ft of
Orb
iter e
nvel
ope
one
seco
nd a
fter a
pla
sma
anom
aly
whi
ch
cons
iste
d of
a n
otic
eabl
y lu
min
esce
nt
sect
ion
of th
e pl
asm
a tra
il. N
o ev
iden
ce o
f R
CS
jet f
iring
s (re
f Atla
s da
ta a
nd p
lots
).
EOC
2-4-
0064
EOC
2-4-
0056
EOC
2-4-
0201
Plas
ma
anom
aly:
EOC
2-4-
0136
32.3
11.5
--
13:
53:4
6 / 5
0EI
+577
/ EI
+581
Deb
ris #
2 - S
econ
d re
port
of d
ebris
obs
erve
d le
avin
g th
e O
rbite
rSe
en ju
st a
ft of
Orb
iter e
nvel
ope.
No
evid
ence
of R
CS
jet f
iring
s (re
f Atla
s da
ta
and
plot
s).
EOC
2-4-
0064
EOC
2-4-
0056
EOC
2-4-
0201
32.5
--
--
13:
53:4
6EI
+577
LMG
Bra
ke L
ine
Tem
p A
- On
stru
t fac
ing
MLG
doo
r - S
tart
of o
ff no
min
al tr
end
(tem
p ris
e ra
te c
hang
e)Te
mp
rise
rate
cha
nge
from
1.4
F/m
in to
5.5
F/
min
and
incr
easi
ng to
LO
SV5
8T17
00A
32.6
--
X 1
3:53
:47.
6EI
+578
.61
tem
pera
ture
sen
sor b
egin
s an
off-
nom
inal
resp
onse
that
app
ears
to
be
an in
dica
tion
of th
e m
easu
rem
ent (
sens
or/w
iring
) fai
ling:
This
mea
sure
men
t is
incl
uded
in th
e gr
oupi
ng o
f the
eve
nt n
oted
in s
eq 2
3.45
V07T
9674
A
V07T
9674
A - W
ing
LWR
SU
RF
TCX1
353.
1 Y
-236
.4 Z
LWR
W
B-R
un 4
A.2-
7A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
258.
7 --
1
3:52
:41
EI+5
12LM
G B
rake
Lin
e Te
mp
A - O
n st
rut f
acin
g M
LG d
oor -
sta
rt of
off
nom
inal
tren
dIn
itiat
ion
of te
mp
rise
- off
nom
inal
bas
ed o
n ris
e ra
te c
ompa
rison
with
flig
ht e
xper
ienc
e.V5
8T17
00A
25.5
dele
ted
268.
7 --
1
3:52
:41
EI+5
12Le
ft M
ain
Gea
r Bra
ke L
ine
Tem
p C
- St
art o
f off
nom
inal
tren
dU
nusu
al T
emp
Ris
e V5
8T17
02A
26.3
8.75
--
13:
52:4
4 / 5
2:50
EI+5
15 /
EI+5
21Fi
rst c
lear
indi
catio
n of
off-
nom
inal
aer
o in
crem
ents
Del
ta y
awin
g m
omen
t coe
ffici
ent i
ndic
ates
of
f-nom
inal
tren
d at
13:
52:4
4; d
elta
rollin
g m
omen
t coe
ffici
ent a
t 13:
52:5
0. D
eriv
ed b
y an
alys
is.
n/a
26.5
dele
ted
26.6
8.5
--
13:
52:4
7EI
+518
Supp
ly H
2O d
ump
Noz
zle
tem
ps A
/B re
turn
to ty
pica
l ris
e ra
tes.
Hig
h ris
e ra
te is
bou
nded
by
data
loss
.G
MT
show
n in
dica
tes
end
of in
itial
rise
du
ratio
n. T
emp
took
add
ition
al 4
8 se
cond
s to
retu
rn to
nom
inal
tem
p ris
e (5
3:35
GM
T).
V62T
0440
AV6
2T04
39A
26.6
37.
45 --
1
3:52
:49
/ 55
EI+5
20 /
EI+5
26U
nexp
ecte
d R
etur
n lin
k co
mm
dro
p-ou
t (C
omm
eve
nt 9
)O
n up
per l
eft a
ft an
tenn
ae (T
DR
S 17
1/W
).
S-Ba
nd c
omm
dro
p-ou
t con
side
red
out-o
f-fa
mily
bas
ed o
n pr
evio
us fl
t dat
a (s
ame
rem
arks
as
seq
# 20
.3 a
bove
).
26.6
4 --
X
13:
52:4
9.5
/ 5
2:51
.4EI
+520
.5 /
EI+5
22.4
2 Le
ft W
ing
tem
pera
ture
sen
sors
beg
in a
n of
f-nom
inal
resp
onse
that
app
ears
to b
e an
indi
catio
n of
the
mea
sure
men
ts
(sen
sors
/wiri
ng) f
ailin
g:
Thes
e m
easu
rem
ents
are
incl
uded
in th
e gr
oupi
ng o
f the
eve
nt n
oted
in s
eq 2
3.45
V09T
9895
AV0
9T98
49A
V09T
9895
A - W
ing
Fron
t Spa
r Pan
el 9
Tem
pV0
9T98
49A
- Out
boar
d EL
EVO
N, L
ower
Sur
face
Edg
eX1
102.
2 Y
-239
.0 Z
-239
.0 W
B-R
un 3
X142
9.1
Y-3
15.3
ZLW
R
WB-
Run
1
26.6
58.
5 --
1
3:52
:55
EI+5
26Va
cuum
ven
t tem
p re
turn
s to
typi
cal r
ise
rate
.H
igh
rise
rate
is b
ound
ed b
y da
ta lo
ss.
GM
T sh
own
indi
cate
s en
d of
initi
al ri
se
dura
tion.
Tem
p to
ok a
dditi
onal
40
seco
nds
to re
turn
to n
omin
al te
mp
rise
(53:
35 G
MT)
.
V62T
0551
A
26.7
--
--
13:
52:5
6EI
+527
Left
INBD
Ele
von
Low
er S
kin
Tem
p - S
tart
of o
ff no
min
al tr
end
Tem
p tre
ndin
g do
wn
V09T
1006
A
2710
13:
52:5
9EI
+530
Left
INBD
Ele
von
Low
er S
kin
Tem
p - O
SLV0
9T10
06A
27.1
--
X 1
3:52
:59.
4 /
53:
07.4
EI+5
30.4
/ EI
+538
.45
Left
Win
g te
mpe
ratu
re s
enso
rs b
egin
an
off-n
omin
alre
spon
seth
at a
ppea
rs to
be
an in
dica
tion
of th
e m
easu
rem
ents
(s
enso
rs/w
iring
) fai
ling:
Thes
e m
easu
rem
ents
are
incl
uded
in th
e gr
oupi
ng o
f the
eve
nt n
oted
in s
eq 2
3.45
V07T
9785
AV0
7T97
11A
V07T
9636
A
V09T
9845
AV0
7T97
13A
* V07
T978
5A -
LH O
TBD
LW
R E
levo
n Fw
d Su
rfV0
7T97
11A
- Win
g LW
R S
UR
F TC
V07T
9636
A - W
ing
L U
pper
Sur
f The
rmoc
oupl
eV0
9T98
45A
- Out
boar
d EL
EVO
N, M
ID G
AP, F
wd
* V07
T971
3A -
Win
g LW
R S
UR
F TC
*Not
e: T
hese
mea
sure
men
ts w
ere
obse
rved
off-
nom
inal
in th
e EI
+485
/ 48
8 pe
riod
but i
t was
inco
nclu
sive
if th
e m
easu
rem
ents
w
ere
failin
g at
that
tim
e
X139
6.1
Y-3
72.2
ZLW
R W
B-R
un 1
X136
2.0
Y-3
69.3
ZLW
R W
B-R
un 1
X135
7.8
Y-3
58.0
ZU
PR W
B-R
un 4
X144
0.4
Y-3
16
ZLW
R W
B-R
un 1
X140
2.0
Y-3
75.3
ZLW
R W
B-R
un 1
A.2-
8A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
QBA
R =
~25
.5 p
sf (~
0.18
psi
); M
ach
23.2
--
---- 3
2:13
:53:
00 --
----
EI +
531
sec
; WLE
Sta
gnat
ion
Tem
p: ~
2800
F27
.2 --
de
lete
dR
atio
nale
for d
elet
ion:
Thi
s ev
ent m
oved
/mer
ged
with
ne
w s
eque
nce
# 26
.3 (A
ccou
nted
for w
ind
effe
cts
in
aero
incr
emen
t der
ivat
ion
proc
ess)
.
27.5
--
--
13:
53:0
2EI
+533
Hyd
Sys
t 1 L
H IN
BD E
levo
n Ac
tr R
et L
n Te
mp
- sta
rt of
off
nom
inal
tre
ndH
yd S
yst 3
LO
E R
et L
N T
emp
- sta
rt of
off
nom
inal
tren
d
Tem
p tre
ndin
g do
wn
Tem
p tre
ndin
g do
wn
V58T
0157
A
V58T
0394
A
27.7
10.6
X 1
3:53
:03
EI+5
34Le
ft O
utbo
ard
Elev
on W
ide
Band
Acc
eler
omet
er -
onse
t of s
igna
l sa
tura
tion
indi
catin
g lik
ely
mea
sure
men
t fai
lure
(app
roxi
mat
ely
10G
pe
ak-to
-pea
k - o
ff-sc
ale)
V08D
9729
A - L
OB
Elev
on Z
-Vib
(MU
X1B
Ch
2)
V08D
9729
A
2811
--
13:
53:1
0EI
+541
Hyd
Sys
t 3 L
OE
Ret
LN
Tem
p - O
SLO
SL w
as p
rece
ded
by N
omin
al T
emp
rise
V58T
0394
A
2911
--
13:
53:1
1EI
+542
Hyd
Sys
t 1LH
INBD
Ele
von
Actr
Ret
Ln
Tem
p - O
SLO
SL w
as p
rece
ded
by N
omin
al T
emp
rise
V58T
0157
A
29.3
dele
ted
Rat
iona
le fo
r del
etio
n: a
lpha
mod
ulat
ion
time
tag
upda
ted
- mov
ed to
seq
#29
.7
29.5
11.2
--
13:
53:2
6EI
+557
Appr
ox V
eh G
rd
Loca
tion:
38.7
N /
-123
.5 W
Altit
ude
2316
00 ft
/ M
ach
23.0
- C
ross
ing
the
Cal
iforn
ia C
oast
line
Dat
a so
urce
: STS
-107
GPS
Tra
ject
ory
Dat
a
29.5
511
.21
X 1
3:53
:29
EI+5
60Le
ft Fu
sela
ge S
ide
Surfa
ce T
emp
BP36
05T
- sta
rt of
off-
nom
inal
in
crea
sing
tem
pera
ture
tren
d fro
m ~
180
deg
F to
400
deg
FTr
end
follo
wed
by
tem
pera
ture
dro
p an
d ris
e (re
f seq
36.
2 fo
r nex
t eve
nt o
f thi
s se
nsor
)
V07T
9253
AX1
000.
7 Y
-105
Z35
4.5
29.6
11.2
2X
13:
53:2
9EI
+560
Left
PLBD
Sur
face
TC
BP3
603T
- St
art o
f slig
htly
off-
nom
inal
er
ratic
tem
pera
ture
tren
d w
hen
com
pare
d to
pre
viou
s fli
ghts
of
sam
e in
clin
atio
n
V07T
9913
AX1
003.
8 Y
LH Z
441.
3
29.6
311
.23
X 1
3:53
:29
EI+5
60Le
ft PL
BD S
urfa
ce T
C B
P370
3T -
star
t of o
ff-no
min
al te
mpe
ratu
re
rise,
pea
king
at E
I+62
5, fo
llow
ed b
y te
mpe
ratu
re d
rop
and
subs
eque
nt o
ff-no
min
al h
ighe
r-tha
n-ex
pect
ed te
mpe
ratu
re
sign
atur
e
V07T
9925
AX1
138.
5 Y
LH Z
441.
4
29.6
611
.24
X 1
3:53
:29
EI+5
60Le
ft Fu
sela
ge S
ide
Surfa
ce T
C B
P360
4T -
Star
t of s
light
ly o
ff-no
min
al e
rratic
tem
pera
ture
tren
d w
hen
com
pare
d to
pre
viou
s fli
ghts
of s
ame
incl
inat
ion
V07T
9903
AX1
006
Y-1
05 Z
398.
4
29.7
11.2
5 --
13
:53:
31EI
+562
Alph
a M
odul
atio
nAn
gle
of a
ttack
(alp
ha) m
odul
atio
n ac
tive
Entry
Gui
danc
e en
able
s lim
ited
delta
ang
le
of a
ttack
com
man
ds fr
om th
e re
fere
nce
angl
e of
atta
ck to
pro
mot
e im
prov
ed
conv
erge
nce
to th
e re
fere
nce
drag
pro
file.
V90H
0803
C
3011
--
13:
53:3
1 / 5
3:34
EI+5
62 /
EI+5
65H
yd S
yst 1
LO
E R
etur
n Li
ne T
emp
- OSL
OSL
was
pre
cede
d by
Nom
Tem
p ris
e pl
us
data
loss
3 s
ec's
prio
r to
even
tV5
8T01
93A
30.2
11.3
--
13:
53:3
2 / 3
4EI
+563
/ EI
+565
Une
xpec
ted
Ret
urn
link
com
m d
rop-
out (
Com
m e
vent
10)
On
uppe
r lef
t aft
ante
nnae
(TD
RS
171/
W).
S-
Band
com
m d
rop-
out c
onsi
dere
d ou
t-of-
fam
ily b
ased
on
prev
ious
flt d
ata
(sam
e re
mar
ks a
s se
q #
20.3
abo
ve).
A C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIAA C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIA
2 8 2 R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3 2 8 3R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3
A.2-
13A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
41.5
15.4
5 --
1
3:55
:35
/ 39
EI+6
86 /
EI+6
90D
ebris
#11
- R
epor
t of d
ebris
obs
erve
d le
avin
g th
e O
rbite
rAp
pear
s at
the
head
of a
sec
onda
ry p
aral
lel
plas
ma
trail
wel
l aft
of O
rbite
r env
elop
e. A
se
cond
pie
ce o
f deb
ris is
als
o se
en in
the
seco
ndar
y pl
asm
a tra
il. N
o ev
iden
ce o
f R
CS
jet f
iring
s (re
f Atla
s da
ta a
nd p
lots
).
EOC
2-4-
0050
,EO
C2-
4-00
98
41.5
515
.46
X 1
3:55
:36
EI+6
87Xo
104
0 Sp
ar (M
LG F
orw
ard
Wal
l Spa
r) St
rain
Gag
e - U
pper
Cap
- su
dden
dro
p in
stra
in fo
llow
ed b
y gr
adua
l inc
reas
e un
til e
rratic
si
gnat
ure
at a
ppro
xim
atel
y EI
+930
Ref
eren
ce s
eq 3
1.25
for p
revi
ous
even
t of
this
sen
sor
V12G
9049
AX1
040
Y-1
35 Z
UPR
41.6
15.4
5 --
1
3:55
:38
/ 40
EI+6
89 /
EI+6
91D
ebris
#11
A - R
epor
t of d
ebris
obs
erve
d le
avin
g th
e O
rbite
rSe
en ju
st a
ft of
Orb
iter e
nvel
ope.
EOC
2-4-
0098
41.7
15.4
5 --
1
3:55
:38
/ 42
EI+6
89 /
EI+6
93D
ebris
#11
B - R
epor
t of d
ebris
obs
erve
d le
avin
g th
e O
rbite
rSe
en a
t hea
d of
a p
aral
lel p
lasm
a tra
il af
t of
the
Orb
iter e
nvel
ope.
EOC
2-4-
0098
4215
.5 --
1
3:55
:41
EI+6
92M
id F
us P
ort (
Left)
Sill
Long
n Te
mp
at x
1215
- st
art o
f off
nom
inal
tre
ndU
nusu
ally
hig
h te
mp
rise
with
resp
ect t
o ST
S-87
& 1
09.
Wen
t to
2.9
F/m
in fr
om 0
F/
min
.
V34T
1118
A
42.2
15.4
5 --
1
3:55
:42
/ 46
EI+6
93 /
EI+6
97D
ebris
#11
C -
Rep
ort o
f deb
ris o
bser
ved
leav
ing
the
Orb
iter
Seen
at h
ead
of a
par
alle
l pla
sma
trail
wel
l af
t of t
he O
rbite
r env
elop
e.Se
e de
bris
&
para
llel t
rail:
EO
C-4
-00
98Se
e pa
ralle
l pla
sma
trail
only
: EO
C2-
4-00
28,0
050
42.3
15.4
5 --
1
3:55
:44
/ 46
EI+6
95 /
EI+6
97D
ebris
#12
- R
epor
t of d
ebris
obs
erve
d le
avin
g th
e O
rbite
r. E
vent
w
as p
rece
ded
and
follo
wed
by
seco
ndar
y pl
asm
a tra
ils.
Seen
aft
of O
rbite
r env
elop
e. N
o ev
iden
ce
of R
CS
jet f
iring
s (re
f Atla
s da
ta a
nd p
lots
).EO
C2-
4-00
28,
0050
, 009
8
42.5
dele
ted
Rat
iona
le fo
r del
etio
n: M
oved
to s
eq #
42.
75
(mis
loca
ted
in ti
mel
ine
base
d on
GM
T as
soci
ated
with
ev
ent)
42.7
15.4
5 --
1
3:55
:54
/ 58
EI+7
05 /
EI+7
08D
ebris
#13
- R
epor
t of d
ebris
obs
erve
d le
avin
g th
e O
rbite
r. E
vent
w
as fo
llow
ed b
y m
omen
tary
brig
hten
ing
of p
lasm
a tra
il ad
jace
nt to
de
bris
.
Seen
wel
l aft
of O
rbite
r env
elop
e. N
o ev
iden
ce o
f RC
S je
t firi
ngs
(ref A
tlas
data
an
d pl
ots)
.
EOC
2-4-
0005
,00
17, 0
021,
016
1
42.7
5 --
--
1
3:55
:55
EI+7
06Ap
prox
Veh
Grd
Lo
catio
n:37
.0 N
/ -1
12.4
W
Altit
ude
2221
00 ft
/ M
ach
21.5
- C
ross
ing
the
Uta
h / A
rizon
a St
ate
Line
Dat
a so
urce
: STS
-107
GPS
Tra
ject
ory
Dat
a
42.8
15.4
5 --
1
3:55
:57
/ 59
EI+7
08 /
EI+7
10D
ebris
#14
- Ve
ry b
right
deb
ris o
bser
ved
leav
ing
the
Orb
iter.
Seen
just
aft
of O
rbite
r env
elop
e. D
ebris
ev
ents
6 a
nd 1
4 ar
e vi
sual
ly th
e bi
gges
t, br
ight
est e
vent
s an
d th
eref
ore
may
indi
cate
th
e m
ost s
igni
fican
t cha
nges
to th
e O
rbite
r of
the
wes
tern
deb
ris e
vent
s.-
No
evid
ence
of
RC
S je
t firi
ngs
(ref A
tlas
data
and
plo
ts).
EOC
2-4-
0005
,00
17, 0
021,
002
8,
0030
A.2-
11A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
36de
lete
d
36.2
15.2
X 1
3:54
:29
EI+6
20Le
ft Fu
sela
ge S
ide
Surfa
ce te
mp
BP36
05T
peak
s an
d st
arts
do
wnw
ard
trend
R
ef s
eq 2
9.55
for p
revi
ous
even
t of t
his
sens
or a
nd s
eq 5
4.1
for n
ext e
vent
of t
his
sens
or
V07T
9253
AX1
000.
7 Y
-105
Z35
4.5
36.5
15.3
--
13:
54:3
3.3
/ 33.
9EI
+624
.3 /
EI+6
24.9
Flas
h #1
- O
rbite
r env
elop
e su
dden
ly b
right
ened
(dur
atio
n 0.
3 se
c),
leav
ing
notic
eabl
y lu
min
esce
nt s
igna
ture
in p
lasm
a tra
ilN
ote:
R3R
and
R2R
0.2
4 se
c je
t firi
ngs
occu
rred
at 1
3:54
:33.
52 /
33.7
6 an
d 13
:54:
33.5
4 / 3
3.78
resp
ectiv
ely
(ref:
RC
S At
las
anal
ysis
and
plo
ts).
EOC
2-4-
0055
EOC
2-4-
0034
EOC
2-4-
0009
BEO
C2-
4-00
66EO
C2-
4-00
70
36.5
515
.32
X 1
3:54
:34
EI+6
25Le
ft Fu
sela
ge S
ide
Surfa
ce te
mp
BP37
03T
peak
s an
d st
arts
do
wnw
ard
trend
R
ef s
eq 2
9.63
for p
revi
ous
even
t of t
his
sens
or a
nd s
eq 7
0.1
for n
ext e
vent
of t
his
sens
or
V07T
9925
AX1
138.
5 Y
LH Z
441.
5
36.6
15.3
--
13:
54:3
5 / 3
7EI
+626
/ EI
+628
Deb
ris #
6 - V
ery
brig
ht d
ebris
see
n le
avin
g th
e O
rbite
rSe
en ju
st a
ft of
Orb
iter e
nvel
ope.
Als
o,
refe
renc
e R
CS
jet f
iring
not
e in
item
# 3
6.5
abov
e. D
ebris
eve
nts
6 an
d 14
are
vis
ually
th
e bi
gges
t, br
ight
est e
vent
s an
d th
eref
ore
may
indi
cate
the
mos
t sig
nific
ant c
hang
es
to th
e O
rbite
r of t
he w
este
rn d
ebris
eve
nts.
EOC
2-4-
0055
EOC
2-4-
0034
EOC
2-4-
0009
BEO
C2-
4-00
66EO
C2-
4-00
70
36.7
15.3
3X
13:
54:3
9~E
I+63
0St
rain
Gag
es C
ente
red
on th
e U
pper
Sur
face
of t
he L
eft M
LG
Whe
el W
heel
- H
ighe
r-tha
n-ex
pect
ed s
train
indi
catio
ns o
bser
ved
in
thes
e ga
ges
Not
e: P
CM
3 en
try d
ata
is in
sna
psho
t fo
rmat
(not
con
tinuo
us),
ther
efor
e ev
ent
may
hav
e oc
curre
d ea
rlier
than
not
ed
V12G
9156
A,V1
2G91
57A,
V12G
9158
A
36.8
15.3
4X
13:
54:3
9~E
I+63
0Le
ft W
ing
X104
0 Sp
ar W
eb -
show
s in
crea
se in
stra
inN
ote:
Adj
acen
t sen
sor V
12G
9165
A di
d no
t sh
ow s
imila
r "of
f-nom
inal
" sig
natu
re a
t thi
s tim
e, a
lso,
PC
M3
entry
dat
a is
in s
naps
hot
form
at (n
ot c
ontin
uous
), th
eref
ore
even
t m
ay h
ave
occu
rred
earli
er th
an n
oted
V12G
9166
AV1
2G91
67A
(V12
G91
65A-
nom
inal
)
37de
lete
d
37.5
dele
ted
37.7
--
--
13:
54:5
3EI
+644
MLG
LH
Out
bd W
heel
Tem
p - s
tart
of o
ff no
min
al tr
end
2 bi
t flip
s up
(ref
#56
.5 w
hen
tem
p st
arts
to
trend
dow
n)V5
1T05
74A
QBA
R =
~34
.5 p
sf (~
0.24
psi
); M
ach
22.1
--
---- 3
2:13
:55:
00 --
----
EI +
651
sec
; WLE
Sta
gnat
ion
Tem
p: ~
2900
F
37.7
515
.35
--
13:
55:0
4 / 0
6EI
+655
/ EI
+657
Deb
ris #
7 - S
even
th re
port
of d
ebris
obs
erve
d le
avin
g th
e O
rbite
rSe
en ju
st a
ft of
Orb
iter e
nvel
ope.
No
evid
ence
of R
CS
jet f
iring
s (re
f Atla
s da
ta
and
plot
s).
EOC
2-4-
0030
37.8
13 --
1
3:55
:12
EI+6
63Sy
s 3
LMG
Bra
ke S
w V
lv R
et L
ine
Tem
p (F
WD
) - s
tart
of o
ff no
min
al tr
end
Tem
p In
crea
seV5
8T08
42A
37.9
15.3
5 --
1
3:55
:17
/ 19
EI+6
68 /
EI+6
70D
ebris
#7A
- R
epor
t of d
ebris
obs
erve
d le
avin
g th
e O
rbite
rSe
en ju
st a
ft of
Orb
iter e
nvel
ope
EOC
2-4-
0161
38de
lete
d
39de
lete
d
40 --
--
1
3:55
:21
EI+6
72D
rag
11 ft
/sec
2D
rag
Mea
sure
men
t Inc
orpo
ratio
nIn
corp
orat
ion
of d
rag-
deriv
ed a
ltitu
de in
to
the
vehi
cle
navi
gatio
n st
ate.
A.2-
12A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
40.0
215
.35
--
13:
55:2
1 / 2
5EI
+672
/ EI
+676
Deb
ris #
8 - R
epor
t of d
ebris
obs
erve
d le
avin
g th
e O
rbite
r.Se
en ju
st a
ft of
Orb
iter e
nvel
ope
insi
de th
e af
orem
entio
ned
Deb
ris S
how
er A
. N
o ev
iden
ce o
f RC
S je
t firi
ngs
(ref A
tlas
data
an
d pl
ots)
.
Deb
ris: E
OC
2-4-
0030
, 009
8, &
016
1
40.0
515
.37
--
13:
55:2
2 / 2
8EI
+673
/ EI
+679
Deb
ris S
how
er A
- R
epor
t of d
ebris
sho
wer
see
n ju
st a
ft of
Orb
iter
enve
lope
.Se
en ju
st a
ft of
Orb
iter e
nvel
ope.
Ove
r the
co
urse
of t
hese
four
sec
onds
a lu
min
sece
nt
sect
ion
of p
lasm
a tra
il is
obs
erve
d w
hich
ap
pear
s to
con
tain
a s
how
er o
f ind
efin
ite
parti
cles
and
mul
tiple
, lar
ger d
iscr
ete
debr
is
that
incl
udes
Deb
ris 8
, 9, a
nd 1
0.
Saw
deb
ris:
EOC
2-4-
0098
,01
61, 0
005,
003
0Sa
w s
how
er:
EOC
2-4-
0017
,00
21, 0
028
40.1
de
lete
dR
atio
nale
for d
elet
ion:
mov
ed to
40.
02 a
fter f
urth
er
revi
ew o
f the
vid
eos
40.2
15.3
5 --
1
3:55
:24
/ 28
EI+6
75 /
EI+6
79D
ebris
#9
- Rep
ort o
f deb
ris o
bser
ved
leav
ing
the
Orb
iter.
Se
en ju
st a
ft of
Orb
iter e
nvel
ope
insi
de th
e af
orem
entio
ned
Deb
ris S
how
er A
. N
o ev
iden
ce o
f RC
S je
t firi
ngs
(ref A
tlas
data
an
d pl
ots)
.
EOC
2-4-
0005
, 009
8
40.3
15.3
5 --
1
3:55
:25
/ 29
EI+6
76 /
EI+6
80D
ebris
#10
- R
epor
t of d
ebris
obs
erve
d le
avin
g th
e O
rbite
rSe
en w
ell a
ft of
Orb
iter e
nvel
ope
insi
de th
e af
orem
entio
ned
Deb
ris S
how
er A
. N
o ev
iden
ce o
f RC
S je
t firi
ngs
(ref A
tlas
data
an
d pl
ots)
.
EOC
2-4-
0005
40.4
dele
ted
Rat
iona
le fo
r del
etio
n: T
he s
igna
ture
s of
the
STS-
107
rem
ote
sens
or e
vent
s w
ere
very
sub
tle.
Upo
n fu
rther
ev
alua
tion
of th
e da
ta, i
t was
det
erm
ined
that
the
rem
ote
sens
or s
igna
ture
s ha
d be
en s
een
in p
revi
ous
fligh
ts a
nd/o
r cou
ld b
e ex
plai
ned
by k
now
n ev
ents
.Th
e ev
ents
are
ther
efor
e no
t con
side
red
to b
e an
omal
ous.
40.5
--
--
13:
55:3
2EI
+683
Appr
ox V
eh G
rd
Loca
tion:
37.4
N /
-114
.1 W
Altit
ude
2234
00 ft
/ M
ach
21.8
- C
ross
ing
the
Nev
ada
/ Uta
h St
ate
Line
Dat
a so
urce
: STS
-107
GPS
Tra
ject
ory
Dat
a
40.6
15.4
3 --
1
3:55
:33
/ 35
EI+6
84 /
EI+6
86R
etur
n lin
k co
mm
dro
p-ou
t (C
omm
eve
nt 1
2)Fi
rst c
omm
dro
p ou
t afte
r sw
itche
d to
upp
er
right
aft
ante
nnae
(TD
RS
171/
W).
Whi
le
unco
mm
on to
hav
e a
drop
out
at t
his
poin
t, in
conc
lusi
ve if
dro
p-ou
t is
off-n
omin
al b
ased
on
pre
viou
s flt
dat
a.41
dele
ted
41.2
dele
ted
Rat
iona
le fo
r del
etio
n: M
oved
to 4
1.55
afte
r fur
ther
re
view
of t
he d
ata
A.2-
10A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
32.7
11.5
--
13:
53:5
4 / 5
8EI
+585
/ EI
+589
Deb
ris #
3 - T
hird
repo
rt of
deb
ris o
bser
ved
leav
ing
the
Orb
iter.
Even
t fol
low
ed b
y m
omen
tary
brig
hten
ing
of p
lasm
a tra
il.Se
en ju
st a
ft of
Orb
iter e
nvel
ope
follo
wed
on
e se
cond
late
r by
a pl
asm
a an
omal
y w
hich
con
sist
ed o
f a n
otic
eabl
y lu
min
esce
nt
sect
ion
of th
e pl
asm
a tra
il. N
o ev
iden
ce o
f R
CS
jet f
iring
s (re
f Atla
s da
ta a
nd p
lots
).
Deb
ris:
EOC
2-4-
0055
, 005
6Pl
asm
a An
omal
y:EO
C2-
4-00
64, 0
136
QBA
R =
~29
psf
(~0.
20 p
si);
Mac
h 22
.7
-----
- 32:
13:5
4:00
-----
- EI
+ 5
91 s
ec; W
LE S
tagn
atio
n Te
mp:
~28
50 F
32.8
11.5
--
13:
54:0
0 / 0
4EI
+591
/ EI
+595
Deb
ris #
4 - F
ourth
repo
rt of
deb
ris o
bser
ved
leav
ing
the
Orb
iter
Seen
just
aft
of O
rbite
r env
elop
e. N
o ev
iden
ce o
f RC
S je
t firi
ngs
(ref A
tlas
data
an
d pl
ots)
.
EOC
2-4-
0056
EOC
2-4-
0055
32.9
11.5
--
13:
54:0
7 / 1
1EI
+598
/ EI
+602
Deb
ris #
5 - F
ifth
repo
rt of
deb
ris o
bser
ved
leav
ing
the
Orb
iter
Seen
just
aft
of O
rbite
r env
elop
e at
the
head
of a
pla
sma
anom
aly.
No
evid
ence
of
RC
S je
t firi
ngs
(ref A
tlas
data
and
plo
ts).
EOC
2-4-
0056
EOC
2-4-
0055
3313
--
13:
54:1
0EI
+601
LMG
Bra
ke L
ine
Tem
p B
- Sta
rt of
off
nom
inal
tren
dTe
mp
Incr
ease
V58T
1701
A
33.3
13.5
--
13:
54:1
1EI
+602
Rev
ersa
l in
grow
th tr
end
of d
eriv
ed ro
ll m
omen
t coe
ffici
ent
Obs
erve
d m
omen
t cha
nged
from
a n
egat
ive
slop
e to
pos
itive
slo
pe.
Der
ived
by
anal
ysis
. n/a
33.5
11.3
--
13:
54:1
4 / 2
2EI
+605
/ EI
+613
Une
xpec
ted
Ret
urn
link
com
m d
rop-
out (
Com
m e
vent
11)
On
uppe
r lef
t aft
ante
nnae
(TD
RS
171/
W).
S-
Band
com
m d
rop-
out c
onsi
dere
d ou
t-of-
fam
ily b
ased
on
prev
ious
flt d
ata
(sam
e re
mar
ks a
s se
q #
20.3
abo
ve).
3414
--
13:
54:2
0 EI
+611
Star
t of s
low
aile
ron
trim
cha
nge
The
aile
ron
trim
set
ting
obse
rved
in fl
ight
fir
st d
evia
tes
from
the
pred
icte
d tri
m s
ettin
g at
this
poi
nt in
the
traje
ctor
y, in
dica
ting
that
fli
ght c
ontro
l is
reac
ting
to a
sym
met
ric
aero
dyna
mic
con
ditio
ns th
at a
re v
aryi
ng
over
tim
e. (
GM
T is
app
roxi
mat
e (1
3:54
:20
+/- 1
0 se
cond
s))
V90H
1500
C
34.5
de
lete
dR
atio
nale
for d
elet
ion:
Mov
ed to
seq
#33
.3, t
ime
tag
upda
ted
3515
--
13:
54:2
2EI
+613
M-F
US
LT B
L Te
mp
at x
1215
- st
art o
f off
nom
inal
tren
d (in
crea
sed
rise
rate
)U
nusu
al T
emp
Ris
e (R
ise
rate
hig
her t
han
STS-
109
& 87
). R
ise
rate
incr
ease
d fro
m 1
F/
min
(typ
ical
) to
7.5
F/m
in.
V34T
1106
A
35.2
15 --
1
3:54
:22
EI+6
13LH
Aft
Fus
Side
wal
l Tem
p at
x14
10 -
star
t of o
ff no
min
al tr
end
(incr
ease
d ris
e ra
te)
Unu
sual
Tem
p R
ise
(Ris
e ra
te h
ighe
r tha
n ST
S-10
9 &
87).
Ris
e ra
te in
crea
sed
from
2.
7 F/
min
(typ
ical
) to
5.4
F/m
in.
V09T
1724
A
35.5
13 --
1
3:54
:24
EI+6
15Sy
s 3
Left
Mai
n G
ear S
trut A
ctua
tor T
emp
- sta
rt of
off
nom
inal
tre
ndU
nusu
al T
emp
Ris
eV5
8T04
05A
35.7
--
--
13:
54:2
5EI
+616
Appr
ox V
eh G
rd
Loca
tion:
38.3
N /
-119
.0 W
Altit
ude
2274
00 ft
/ M
ach
22.5
- C
ross
ing
the
Cal
iforn
ia /
Nev
ada
Stat
e Li
neD
ata
sour
ce: S
TS-1
07 G
PS T
raje
ctor
y D
ata
35.8
--
--
13:
54:2
6EI
+617
S-Ba
nd s
witc
hed
from
upp
er le
ft af
t ant
enna
e to
upp
er ri
ght a
ft an
tenn
a.TD
RS
171/
W
A C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIAA C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIA
2 8 2 R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3 2 8 3R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3
A.2-
14A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
QBA
R =
~40
psf
(~0.
28 p
si);
Mac
h 21
.4
-----
- 32:
13:5
6:00
-----
- EI
+ 7
11 s
ec; W
LE S
tagn
atio
n Te
mp:
~29
00 F
42.9
15.4
3 --
1
3:56
:00
/ 03
EI+7
11 /
EI+7
14R
etur
n lin
k co
mm
dro
p-ou
t (C
omm
eve
nt 1
3)O
n up
per r
ight
aft
ante
nnae
(TD
RS
171/
W).
Whi
le u
ncom
mon
to h
ave
a dr
op o
ut a
t thi
s po
int,
inco
nclu
sive
if d
rop-
out i
s of
f-nom
inal
ba
sed
on p
revi
ous
flt d
ata.
Not
e: N
o fu
rther
com
m d
rop-
out e
vent
s ar
e lis
ted
in th
e tim
elin
e th
ru L
OS,
sin
ce a
re n
ot
cons
ider
ed o
ut-o
f-fam
ily a
t thi
s tim
e.
43 --
--
1
3:56
:02
EI+7
13Q
bar 4
0 ps
fAf
t RC
S Pi
tch
Jets
Dea
ctiv
ated
Pitc
h co
ntro
l is
sole
y ac
hiev
ed th
roug
h el
evat
or a
nd b
ody
flap
com
man
ds fr
om th
is
poin
t for
war
d.
4416
--
13:
56:0
3EI
+714
Left
Low
er W
ing
Skin
Tem
p - s
tart
of o
ff no
min
al tr
end
Tem
p re
adin
g tre
ndin
g do
wn
(pot
entia
l se
nsor
/wire
dam
age)
V09T
1002
A
44.2
15.4
5 --
1
3:56
:08
/ 12
EI+7
19 /
EI+7
23D
ebris
#15
- R
epor
t of d
ebris
obs
erve
d le
avin
g th
e O
rbite
r.Se
en ju
st a
ft of
Orb
iter e
nvel
ope.
Nea
rest
je
t firi
ngs:
R2R
jet f
iring
at 0
32:1
3:56
:17.
30 /
56:1
7.54
for 0
.24
seco
nds,
& R
3R je
t firi
ng
at 0
32:1
3:56
:17.
28 /
56:1
7.52
for 0
.24
seco
nds.
(R
ef: R
CS
Atla
s da
ta a
naly
sis
and
plot
s).
EOC
2-4-
0017
44.5
16.5
--
13:
56:1
6EI
+727
Hyd
Sys
1 L
MG
UpL
K Ac
tr U
nlk
Ln T
emp
- Tem
p ris
e ra
te c
hang
eTe
mp
rise
rate
cha
nge
from
0.7
F/m
in
(nom
inal
) to
3.9F
/min
and
incr
easi
ng to
LO
S
V58T
0125
A
44.6
16.5
--
13:
56:1
7EI
+728
Sys
3 LM
G B
rake
Sw
Vlv
Ret
Lin
e Te
mp
(FW
D) -
Tem
p ris
e ra
te
chan
geTe
mp
rise
rate
cha
nge
from
1.5
F/m
in to
8.8
F/
min
(sta
yed
at th
is ra
te to
LO
S)V5
8T08
42A
44.7
16.5
--
13:
56:2
0EI
+731
LMG
Bra
ke L
ine
Tem
p C
- Te
mp
rise
rate
cha
nge
Tem
p ris
e ra
te c
hang
e fro
m 1
.3 F
/min
to 9
.9
F/m
in (s
taye
d at
this
rate
to L
OS)
V58T
1702
A
44.8
16.5
--
13:
56:2
2EI
+733
LMG
Bra
ke L
ine
Tem
p B
- Tem
p ris
e ra
te c
hang
eTe
mp
rise
rate
cha
nge
from
2.1
F/m
in to
9.1
F/
min
incr
easi
ng to
LO
SV5
8T17
01A
4516
--
13:
56:2
4EI
+735
Left
Upp
er W
ing
Skin
Tem
p - s
tart
of o
ff no
min
al tr
end
Tem
p re
adin
g tre
ndin
g do
wn
(pot
entia
l se
nsor
/wire
dam
age)
V09T
1024
A
4616
.55
--
13:
56:3
0EI
+741
1st R
oll R
ever
sal I
nitia
tion
Entry
gui
danc
e ch
ange
s th
e si
gn o
f the
roll
com
man
d to
redi
rect
the
vehi
cle
back
to
war
ds th
e ce
nter
of t
he d
elta
azi
mut
h (h
eadi
ng e
rror)
corri
dor.
V90H
1044
C
46.5
--
--
13:
56:4
5EI
+756
Appr
ox V
eh G
rd
Loca
tion:
36.1
N /
-109
.0 W
Altit
ude
2190
00 ft
/ M
ach
20.9
- C
ross
ing
the
Ariz
ona
/ New
Mex
ico
Stat
e Li
neD
ata
sour
ce: S
TS-1
07 G
PS T
raje
ctor
y D
ata
46.7
16.5
--
13:
56:5
3EI
+764
Sys
3 Le
ft M
ain
Gea
r Stru
t Act
uato
r Tem
p - T
emp
rise
rate
cha
nge
Tem
p ris
e ra
te c
hang
e fro
m 1
.7 F
/min
to
12.9
F/m
in (s
taye
d at
this
rate
to L
OS)
V58T
0405
A
4716
.55
--
13:
56:5
5EI
+766
Rol
l Rev
ersa
l #1
1st R
oll R
ever
sal C
ompl
ete
Actu
al ro
ll ac
hiev
es d
esire
d ro
ll co
mm
and.
V9
0H10
44C
A.2-
17A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
58.7
--
--
13:
58:3
2 / 5
9:22
EI+8
63 /
EI+9
13Sy
s 2
LH B
rake
Sw
itchi
ng V
lv R
etur
n Te
mp
(AFT
) - te
mp
rise
rate
ch
ange
Tem
p ris
e ra
te c
hang
e fro
m 2
.5 F
/min
to
40.0
F/m
in u
ntil
13:5
9:22
(tem
p pe
ak) -
ref
#70.
5
V58T
0841
A
59 --
--
1
3:58
:36
EI+8
67M
LG L
H In
bd W
heel
Tem
p - s
tart
of te
mpe
ratu
re tr
endi
ng d
own
(to
OSL
)St
art o
f tre
nd to
OSL
- re
f #66
V51T
0575
A
6023
--
13:
58:3
8EI
+869
MLG
LH
Out
bd T
ire P
ress
ure
1 - O
SLV5
1P05
70A
61de
lete
dR
atio
nale
for d
elet
ion:
Mov
ed to
seq
no.
63.
5 af
ter
furth
er d
ata
revi
ew.
6225
--
13:
58:3
9EI
+870
MLG
LH
Out
bd W
heel
Tem
p - O
SLV5
1T05
74A
6323
--
13:
58:3
9EI
+870
MLG
LH
Out
bd T
ire P
ress
ure
2 - s
tart
of p
ress
ure
trend
ing
dow
n (t o
OSL
)St
art o
f tre
nd to
OSL
- re
f #68
V51P
0572
A
63.5
25.5
--
13:
58:4
0EI
+871
BFS
Faul
t Msg
(4) -
Tire
Pre
ssur
es -
Firs
t Mes
sage
32/1
3:58
:39.
94 -
SM0
Tire
P L
OB
32/1
3:58
:41.
84 -
SM0
Tire
P L
IB32
/13:
58:4
9.54
- SM
0 Ti
re P
LIB
32/1
3:58
:56.
26 -
SM0
Tire
P L
OB
6423
--
13:
58:4
0EI
+871
MLG
LH
Inbd
Tire
Pre
ssur
e 1
- OSL
V51P
0571
A65
--
--
13:
58:4
1EI
+872
MLG
LH
Inbd
Tire
Pre
ssur
e 2
- sta
rt of
off
nom
inal
tren
dPr
ess
rose
~3.
5 ps
ia in
2 s
ec's
V51P
0573
A65
.523
--
13:
58:4
3EI
+874
MLG
LH
Inbd
Tire
Pre
ssur
e 2
- sta
rt of
pre
ssur
e tre
ndin
g do
wn
V51P
0573
A66
25 --
1
3:58
:48
EI+8
79M
LG L
H In
bd W
heel
Tem
p - O
SLV5
1T05
75A
6723
--
13:
58:4
8EI
+879
MLG
Inbd
Tire
Pre
ssur
e 2
- OSL
V51P
0573
A
6823
--
13:
58:5
4EI
+885
MLG
LH
Out
bd T
ire P
ress
ure
2 - O
SLV5
1P05
72A
6926
--
13:
58:5
6EI
+887
BFS
Faul
t Msg
(4) -
Tire
Pre
ssur
es -
Last
Mes
sage
QBA
R =
~63
.5 p
sf (~
0.44
psi
); M
ach
18.7
--
---- 3
2:13
:59:
00 --
----
EI +
891
sec
; WLE
Sta
gnat
ion
Tem
p: ~
2850
F
7027
--
13:
59:0
6EI
+897
Left
Mai
n G
ear D
ownl
ocke
d In
dica
tion
- Tra
nsfe
rred
ON
Upl
ock
indi
cate
d no
cha
nge
V51X
0125
E70
.127
.3X
13:
59:0
9 / 5
9:39
EI+9
00 /
EI+9
30Se
vera
l lef
t sid
e te
mpe
ratu
re m
easu
rem
ents
sho
w a
rapi
d in
crea
se
in te
mpe
ratu
re fo
llow
ed b
y er
ratic
beh
avio
r and
sub
sequ
ent l
oss
of
the
mea
sure
men
ts a
t app
roxi
mat
ely
EI+9
40
V07T
9925
A - L
Fus
Sid
e Su
rf TC
BP7
303T
(on
PLBD
)V0
7T99
72A
- OM
S-L
Pod
TC B
P074
9TV0
7T99
76A
- OM
S-L
Pod
TC B
P073
1TV0
7T99
03A
- L F
us S
ide
Surf
TC B
P360
4TV0
7T99
13A
- L F
us S
ide
Surf
TC B
P360
3T (o
n PL
BD)
V07T
9976
A - O
MS-
L Po
d Th
erm
ocou
ple
BP07
31T
V07T
9978
A - O
MS-
L Po
d Th
erm
ocou
ple
BP07
32T
V07T
9222
A - O
MS-
L Po
d H
RS1
Sur
f T2-
AFT
V07T
9223
A - O
MS-
L Po
d H
RS1
Sur
f T3-
AFT
V07T
9925
AX1
138.
5 Y
LH
Z441
.4V0
7T99
72A
X132
4 Y
-98
Z48
8V0
7T99
76A
X134
2.5
Y-1
28.5
Z462
.6V0
7T99
03A
X100
6 Y
-105
Z39
8.4
V07T
9913
AX1
003.
8 Y
LH Z
441.
3
V07T
9976
AX1
342.
5 Y
-128
.5Z4
62.6
V07T
9978
AX1
359.
6 Y
-135
.1Z4
63.1
V07T
9222
AX1
486.
9 Y-
126
Z422
.0V0
7T92
23A
X143
7.2
Y-12
6 Z4
22.0
70.3
27.5
--
13:
59:2
3EI
+914
Loss
of M
CC
real
-tim
e da
ta to
the
wor
ksta
tions
in th
e FC
R a
nd
MER
70.5
--
--
13:
59:2
2EI
+913
Sys
2 LH
Bra
ke S
witc
hing
Vlv
Ret
urn
Tem
p (A
FT) -
sta
rt of
sha
rp
dow
nwar
d te
mpe
ratu
re tr
end
Tem
p tre
ndin
g do
wn
until
loss
of s
igna
l - re
f #8
1V5
8T08
41A
70.7
27.7
--
13:
59:2
6 / 5
9:28
EI+9
17 /
EI+9
19Ab
rupt
incr
ease
in o
ff-no
min
al a
ero
incr
emen
ts.
Abru
pt in
crea
se in
rate
of c
hang
e of
pitc
hing
(13:
59:2
8), r
ollin
g (1
3:59
:28)
and
yaw
ing
(13:
59:2
6) in
crem
ents
. M
agni
tude
of a
ero
incr
emen
ts s
tarti
ng to
exc
eed
abilit
y of
ai
lero
n to
late
rally
trim
the
vehi
cle.
Der
ived
by
ana
lysi
s.
n/a
A.2-
15A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
47.5
dele
ted
Rat
iona
le fo
r del
etio
n: C
omm
dro
pout
(eve
nt 1
4) is
de
lete
d si
nce
prob
ably
nom
inal
due
to c
ompl
etio
n of
ro
ll re
vers
al re
sulti
ng in
ele
vatio
n an
gle
near
ing
60
degr
ees.
48de
lete
dR
atio
nale
for d
elet
ion:
IMU
Vel
ocity
incr
ease
refle
cts
acce
lera
tions
impa
rted
durin
g ro
ll re
vers
al.
Sam
e si
gnat
ure
obse
rved
on
STS-
109.
Nom
inal
eve
nt.
QBA
R =
~42
psf
(~0.
29 p
si);
Mac
h 20
.7
-----
- 32:
13:5
7:00
-----
- EI
+ 7
71 s
ec; W
LE S
tagn
atio
n Te
mp:
~29
00 F
49 --
--
1
3:57
:nn
Body
flap
defle
ctio
n up
3 d
egre
esM
atch
es n
omin
al a
ero
sim
ulat
ion
V90H
6410
C49
.5de
lete
d
49.5
116
.65
X 1
3:57
:09
EI+7
80Fu
sela
ge S
ide
Surf
Ther
moc
pl B
P397
6T -
star
t of o
ff-no
min
al tr
end
(tem
p in
crea
se fo
llow
ed b
y te
mp
drop
/ ris
e)V0
7T92
70A
X148
6.1
Y-1
24.8
Z307
.1
49.5
316
.67
X 1
3:57
:09
EI+7
80Fu
sela
ge L
ower
Sur
face
BF
Ther
moc
pl B
P220
T - s
tart
of o
ff-no
min
al tr
end
(sha
llow
tem
p dr
op)
V07T
9508
AX1
560
Y-11
1.1
Z LW
R
49.5
516
.8 --
1
3:57
:19
/ 29
EI+7
90 /
EI+8
00D
ebris
# 1
6 - V
ery
fain
t deb
ris o
bser
ved
leav
ing
just
aft
of O
rbite
r.(O
ccur
red
over
eas
tern
AZ
and
NM
.)O
bser
vatio
ns b
y pe
rson
nel f
rom
the
Star
fire
Opt
ical
Ran
ge (K
irtla
nd A
ir Fo
rce
Base
, N
M).
Not
e: n
eare
st je
t firi
ngs:
L2L
jet f
iring
at
032:
13:5
6:54
.71
/ 57:
01.1
2 &
032:
13:5
7:46
.35
/ 57:
53.1
2 &
L3L
jet f
iring
at
032
:13:
56:5
4.66
/ 57
:01.
07 &
03
2:13
:57:
46.3
3 / 5
7:53
.10
(all
4 oc
curre
d du
ring
data
dro
pout
s &
wer
e de
term
ined
ba
sed
on in
ject
or te
mps
alo
ne).
Als
o, R
2R
at 0
32:1
3:57
:43.
94 /
57:4
4.42
& R
3R a
t 03
2:13
:57:
43.9
2 / 5
7:44
.40
for 0
.48
secs
ea.
(Ref
Atla
s da
ta a
naly
sis
and
plot
s.)
EOC
2-4-
0148
-2
49.6
16.9
--
13:
57:1
9EI
+790
MLG
LH
Out
bd T
ire P
ress
ure
1 - s
tart
of o
ff no
min
al tr
end
Bit f
lip u
p - o
ff no
min
al th
ru c
ompa
rison
with
prev
ious
flig
hts
V51P
0570
A
49.7
16.9
--
13:
57:2
4EI
+795
MLG
LH
Out
bd T
ire P
ress
ure
2 - s
tart
of o
ff no
min
al tr
end
Bit f
lip u
p - o
ff no
min
al th
ru c
ompa
rison
with
prev
ious
flig
hts
V51P
0572
A
5017
--
13:
57:2
8EI
+799
Left
Low
er W
ing
Skin
Tem
p - O
SLV0
9T10
02A
51 --
--
de
lete
dR
atio
nale
for d
elet
ion:
Orig
inal
ly in
dica
ted
as "S
tart
of
Rol
l trim
in e
levo
ns".
Inse
rted
inde
pend
ently
ear
ly in
th
e in
vest
igat
ion,
but
is b
ette
r def
ined
by
sequ
ence
no
. 54.
"R
oll t
rim" i
s be
tter i
ndic
ated
with
aile
ron
trim
.
5217
--
13:
57:4
3EI
+814
Left
Upp
er W
ing
Skin
Tem
p - O
SLV0
9T10
24A
5319
--
13:
57:5
4EI
+825
Sys
2 LH
Bra
ke S
witc
hing
Vlv
Ret
urn
Tem
p (A
FT) -
sta
rt of
off
nom
inal
tren
dTe
mp
incr
ease
V58T
0841
A
A.2-
16A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
53.5
16.8
--
13:
57:5
3.5
/ 55.
5EI
+824
.5 /
EI+8
26.5
Flar
e 1:
Ass
ymm
etric
al b
right
enin
g of
Orb
iter s
hape
obs
erve
d.(O
ccur
red
over
eas
tern
AZ
and
NM
.)O
bser
vatio
ns b
y pe
rson
nel f
rom
the
Star
fire
Opt
ical
Ran
ge (K
irtla
nd A
ir Fo
rce
Base
, N
M).
Not
e: n
eare
st je
t firi
ngs:
Sam
e as
seq
no.
49
.55
plus
L2L
at 0
32:1
3:58
:00.
50 /
01.4
6 &
L3L
at 0
32:1
3:58
:00.
48 /
01.4
4 (in
bot
h ca
ses
ther
e w
as n
o st
art u
p da
ta, b
ut g
ood
tail
off/s
hutd
own)
- 0.
96 s
ec p
ulse
eac
h.
Also
, R2R
at 0
32:1
3:58
:03.
18 /
09.1
6 &
R3R
at 0
32:1
3:58
:03.
18 /
09.1
6 - (
in b
oth
case
s fir
ings
occ
urre
d du
ring
data
dro
pout
s an
d w
ere
dete
rmin
ed b
y in
ject
or te
mps
).(R
ef A
tlas
anal
ysis
and
plo
ts.)
EOC
2-4-
0148
-4
53.7
16.8
--
13:
57:5
9.5
/ 58:
01.5
EI+8
30.5
/ EI
+832
.5Fl
are
2: A
ssym
met
rical
brig
hten
ing
of O
rbite
r sha
pe o
bser
ved.
(Occ
urre
d ov
er e
aste
rn A
Z an
d N
M.)
Obs
erva
tions
by
pers
onne
l fro
m th
e St
arfir
e O
ptic
al R
ange
(Kirt
land
Air
Forc
e Ba
se,
NM
).N
ote:
sam
e je
t firi
ng in
form
atio
n as
for
even
t seq
no.
s 49
.55
& 53
.5. (
Ref
Atla
s an
alys
is a
nd p
lots
.)
EOC
2-4-
0148
-4
QBA
R =
~52
.5 p
sf (~
0.36
psi
); M
ach
19.8
--
---- 3
2:13
:58:
00 --
----
EI +
831
sec
; WLE
Sta
gnat
ion
Tem
p: ~
2880
F
5420
--
13:
58:0
3
EI+8
34St
art o
f "sh
arp"
aile
ron
trim
incr
ease
An a
brup
t inc
reas
e in
the
rate
of c
hang
e in
th
e ai
lero
n tri
m o
ccur
s ne
ar th
is ti
me,
in
dica
ting
fligh
t con
trol i
s no
w c
ompe
nsat
ing
for i
ncre
asin
gly
asym
met
ric a
erod
ynam
ics.
This
tren
d co
ntin
ues
to L
OS.
(GM
T is
ap
prox
imat
e (1
3:58
:03+
/-10
seco
nds)
.)
V90H
1500
C
54.1
20.3
X 1
3:58
:04
EI+8
35Le
ft fu
sela
ge s
ide
surfa
ce te
mp
BP36
05T
star
ts o
ff-no
min
al
tem
pera
ture
incr
ease
Ref
seq
36.
2 fo
r pre
viou
s ev
ent o
f thi
s se
nsor
V07T
9253
AX1
000.
7 Y-
105
Z35
4.5
54.3
20.5
--
13:
58:0
4 / 5
8:19
EI+8
35 /
EI+8
50In
crea
se in
off-
nom
inal
aer
o in
crem
ents
.Su
bsta
ntia
l inc
reas
e in
rate
of c
hang
e of
ro
lling
(13:
58:0
4) a
nd y
awin
g (1
3:58
:19)
m
omen
t inc
rem
ents
and
initi
al in
dica
tion
of
off-n
omin
al p
itchi
ng m
omen
t inc
rem
ent
(13:
58:0
5).
Der
ived
by
anal
ysis
.
n/a
54.5
22.5
--
13:
58:1
6EI
+847
LMG
Bra
ke L
ine
Tem
p D
- Te
mp
rise
rate
cha
nge
Tem
p ris
e ra
te c
hang
e fro
m 0
.9 F
/min
to
11.7
F/m
in (s
taye
d at
this
rate
to L
OS)
V58T
1703
A
55de
lete
d
55.5
13:
58:2
0EI
+851
Appr
ox V
eh G
rd
Loca
tion:
34.2
N /
-103
.1 W
Altit
ude
2098
00 ft
/ M
ach
19.5
- C
ross
ing
the
New
Mex
ico
/ Tex
as
Stat
e Li
neD
ata
sour
ce: S
TS-1
07 G
PS T
raje
ctor
y D
ata
56de
lete
d
5723
--
13:
58:3
2EI
+863
MLG
LH
Out
bd T
ire P
ress
ure
1 - p
ress
ure
trend
ing
dow
n (to
OSL
)Tr
endi
ng to
OSL
follo
win
g 7
sec
LOS
(initi
atio
n tim
e no
t exa
ct) -
ref #
60V5
1P05
70A
5823
--
13:
58:3
2EI
+863
MLG
LH
Inbd
Tire
Pre
ssur
e 1
- pre
ssur
e tre
ndin
g do
wn
(to O
SL)
Tren
ding
to O
SL fo
llow
ing
7 se
c LO
S (in
itiat
ion
time
not e
xact
) - re
f #64
V51P
0571
A
58.5
--
--
13:
58:3
2EI
+863
MLG
LH
Out
bd W
heel
Tem
p - t
empe
ratu
re tr
endi
ng d
own
(to O
SL)
Tren
ding
to O
SL fo
llow
ing
7 se
c LO
S (in
itiat
ion
time
not e
xact
) - re
f #62
V51T
0574
A
A C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIAA C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIA
2 8 4 R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3 2 8 5R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3
A.2-
21A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
Not
e: B
FS d
oes
not h
ave
this
mes
sage
in
the
Faul
t mes
sage
sta
ck.
It is
like
ly th
at
BFS
annu
ncia
ted
this
mes
sage
dur
ing
the
25 s
econ
d ga
p of
no
data
, but
that
if it
was
an
nunc
iate
d it
was
pus
hed
out o
f the
do
wnl
ist s
tack
by
addi
tiona
l fau
lt m
essa
ges
(at l
east
5) a
nnun
ciat
ed d
urin
g th
e ga
p.
9741
--
13:
59:5
2.11
4EI
+943
.114
PASS
Fau
lt M
essa
ge a
nnun
ciat
ion
- L R
CS
LEAK
Dat
a lo
cate
d in
PAS
S fa
ult m
essa
ge b
uffe
r.
Dat
a is
pot
entia
lly e
rror p
rone
. G
ener
ated
w
hen
diffe
renc
e be
twee
n le
ft af
t RC
S ox
idiz
er a
nd fu
el th
erm
odyn
amic
ally
der
ived
qu
antit
ies
is m
ore
than
9.5
% P
VT.
Indi
cate
s a
leak
of e
ither
hel
ium
and
/or
prop
ella
nt O
R th
e te
mpe
ratu
re/p
ress
ure
sens
or re
adin
gs u
sed
to c
ompu
te th
e qu
antit
ies
are
erro
neou
s.
97.3
41.5
--
14:
00:0
1 / 0
3EI
+952
/ EI
+954
Deb
ris B
obs
erve
d le
avin
g th
e O
rbite
rTi
me
is fo
r deb
ris fi
rst s
een
wel
l aft
of
Orb
iter e
nvel
ope.
EOC
2-4-
0024
QBA
R =
nn
psf;
Mac
h nn
--
---- 3
2:14
:00:
00 --
----
EI +
951
sec
; WLE
Sta
gnat
ion
Tem
p: ~
2800
F
9841
--
14:
00:0
1.54
0*EI
+952
.540
BFS
Faul
t Mes
sage
ann
unci
atio
n - L
RC
S LE
AKD
ata
loca
ted
in B
FS fa
ult m
essa
ge b
uffe
r.
Dat
a is
pot
entia
lly e
rror p
rone
. G
ener
ated
w
hen
diffe
renc
e be
twee
n le
ft af
t RC
S ox
idiz
er a
nd fu
el th
erm
odyn
amic
ally
der
ived
qu
antit
ies
is m
ore
than
9.5
% P
VT.
Indi
cate
s a
leak
of e
ither
hel
ium
and
/or
prop
ella
nt O
R th
e te
mpe
ratu
re/p
ress
ure
sens
or re
adin
gs u
sed
to c
ompu
te th
e qu
antit
ies
are
erro
neou
s.
*Tim
e in
fo c
orru
pted
.
9941
--
14:
00:0
1.90
0*EI
+952
.900
BFS
Faul
t Mes
sage
ann
unci
atio
n - L
RC
S LE
AKD
ata
loca
ted
in B
FS fa
ult m
essa
ge b
uffe
r.
Dat
a is
pot
entia
lly e
rror p
rone
. *T
ime
info
cor
rupt
ed.
99.5
41.5
--
14:
00:0
2 / 0
4EI
+953
/ EI
+955
Deb
ris C
obs
erve
d le
avin
g th
e O
rbite
rTi
me
is fo
r deb
ris fi
rst s
een
wel
l aft
of
Orb
iter e
nvel
ope.
EOC
2-4-
0024
100
dele
ted
Rat
iona
le fo
r del
etio
n: m
oved
to 9
5.8
afte
r fur
ther
re
view
of t
he v
ideo
s
A.2-
19A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
8429
.3 --
1
3:59
:32.
195
EI+9
23.1
95AS
A 4
RPC
A&C
Trip
Indi
catio
nLa
ggin
g in
dica
tor o
f ASA
tran
sduc
er
exci
tatio
n sh
ort c
ondi
tion
V79X
4210
EV7
6X42
11E
85de
lete
dR
atio
nale
for d
elet
ion:
mov
ed to
85.
6 af
ter f
urth
er d
ata
revi
ew.
85.5
29.3
--
13:
59:3
2.59
8EI
+923
.598
Left
Out
boar
d by
pass
val
ve re
open
s. A
forc
e fig
ht b
etw
een
chan
nels
1/2
/3 a
nd c
hann
el 4
beg
ins,
resu
lting
in a
diff
eren
ce o
f up
to 0
.5 d
egre
es o
bser
ved
betw
een
the
left
outb
oard
and
inbo
ard
elev
ons
Indi
cate
s a
shor
t in
bypa
ss v
alve
has
gro
wn
suffi
cien
t to
drop
bel
ow v
olta
ge th
resh
old
of
valv
e; R
PC B
is c
urre
nt li
miti
ng.
V58P
0865
A
85.6
29.3
--
13:
59:3
3.68
0EI
+924
.680
BFS
Faul
t Mes
sage
ann
unci
atio
n (1
) - F
CS
CH
4TD
RS-
E D
ata.
Erro
r is
dete
cted
by
ATVC
/ASA
har
dwar
e w
hen
sens
ed d
elta
pr
essu
re a
cros
s ac
tuat
or e
xcee
ds a
lim
it in
dica
ting
the
FCS
chan
nel i
s no
long
er
driv
ing
the
actu
ator
. FC
S C
H 4
failu
re w
ill an
nuni
cate
for a
ny o
f the
follo
win
g: L
IB /
LOB
/ RIB
/ R
OB
elev
on a
ctut
or 4
, rud
der
actu
ator
4, s
peed
brak
e ac
tuat
or 4
, SSM
E 1/
2/3
P/Y
Actu
ator
D, &
L/R
SR
B R
/T
actu
ator
D.
8629
.3 --
1
3:59
:33.
863
EI+9
24.8
63PA
SS F
ault
Mes
sage
ann
unci
atio
n (1
) - F
CS
CH
4TD
RS-
E D
ata
87 1
3:59
:33.
976
EI+9
24.9
76M
aste
r Ala
rm n
oted
8829
.3 --
1
3:59
:34.
518
EI+9
25.5
18Le
ft O
utbo
ard
forc
e fig
ht e
nds,
driv
er c
urre
nts
go to
zer
o.(R
PC B
trip
indi
catio
n).
Lead
ing
indi
cato
r of R
PC B
trip
/ AS
A po
we r
dow
n. I
.e.,
indi
cate
s op
enin
g of
all
bypa
ss
valv
es (d
ue to
RPC
B tr
ip re
mov
ing
pow
er)
on A
SA 4
. Fo
rce
fight
goe
s aw
ay s
ince
ac
tuat
ors
are
alre
ady
at th
e la
st
com
man
ded
posi
tion
(so
chan
nel 4
has
no
hyd
load
on
the
serv
o as
king
for p
ositi
on
chan
ge).
V58P
0865
A
8929
.3 --
1
3:59
:34.
561
EI+9
25.5
61Sp
eedb
rake
forc
e fig
ht b
egin
s (c
ontin
ues
to L
OS)
Indi
cate
s op
enin
g of
all
bypa
ss v
alve
s (d
ue
to R
PC B
trip
rem
ovin
g po
wer
) on
ASA
4.Si
nce
the
spee
dbra
ke is
at z
ero
but i
s be
ing
com
man
ded
to "o
ver-c
lose
" pos
ition
(-10
) th
is re
sults
in a
forc
e fig
ht b
etw
een
chan
nels
1,2
,3 a
nd c
hann
el 4
.
V57P
0260
AV5
7P02
61A
V57P
0262
A
9035
--
13:
59:3
5/36
EI+9
26 /
EI+9
27Si
desl
ip o
n ve
hicl
e ch
ange
s si
gn.
The
even
t occ
urre
d be
twee
n th
e tw
o tim
es
liste
d. J
ust p
rior t
o in
itial
LO
S th
e m
agni
tude
of t
he n
egat
ive
Side
slip
sta
rted
to d
ecre
ase
and
betw
een
59:3
4 an
d 59
:37
side
slip
gre
w fr
om -.
6 to
+.8
deg
. With
this
ch
ange
, the
nor
mal
roll
and
yaw
mom
ents
on
the
vehi
cle
wou
ld c
hang
e si
gn.
Aero
dyna
mic
forc
es d
ue to
sid
eslip
are
now
re
info
rcin
g ae
rody
nam
ic a
sym
met
ry.
A.2-
20A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
9136
--
13:
59:3
6EI
+927
Gro
wth
in B
ank
attit
ude
erro
rU
p un
til th
is ti
me
the
fligh
t con
trol h
ad b
een
able
to m
aint
ain
the
Bank
erro
r aro
und
5 de
g. A
eroj
et D
AP d
rops
left
win
g to
co
mpe
nsat
e fo
r inc
reas
ing
aero
dym
anic
m
omen
ts, c
reat
ing
a ba
nk a
ttitu
de e
rror.
9237
--
13:
59:3
6.8
EI+9
27.8
Aero
jet D
AP R
eque
sts
Third
Rig
ht Y
aw R
CS
Jet (
R4R
)Th
is a
dditi
onal
jet i
s re
quire
d to
cou
nter
act
the
incr
easi
ng a
erod
ynam
ic m
omen
ts o
n th
e ve
hicl
e. T
he R
CS
jet f
ired,
as
expe
cted
an
d st
ayed
on
to e
nd o
f firs
t 5-s
ec p
erio
d of
re
con
data
at 0
32/1
3:59
:37.
4 G
MT.
9338
--
13:
59:3
7.3
EI+9
28.3
Aero
jet D
AP R
eque
sts
Four
th R
ight
Yaw
RC
S Je
t (R
1R)
This
add
ition
al je
t is
requ
ired
to c
ount
erac
t th
e in
crea
sing
aer
odyn
amic
mom
ents
on
the
vehi
cle.
The
RC
S je
t fire
d, a
s ex
pect
ed
and
stay
ed o
n to
end
of f
irst 5
-sec
per
iod
of
reco
n da
ta a
t 032
/13:
59:3
7.4
GM
T.
9439
13:
59:3
7.n
EI+9
28.n
Last
aile
ron
data
The
aile
ron
posi
tion
is n
ow a
ppro
x -5
.2 d
eg
with
app
rox
-2.5
deg
of a
ilero
n tri
m.
The
rate
of c
hang
e of
aile
ron
trim
had
reac
hed
the
max
imum
allo
wed
by
the
fligh
t con
trol
syst
em.
9540
--
13:
59:3
7.39
6EI
+928
.396
End
of 5
sec
ond
perio
d of
re
cons
truct
ed d
ata
End
of fi
rst 5
-sec
onds
of t
he 3
2-se
cond
per
iod
of p
ost-L
OS
data
.St
art o
f app
roxi
mat
ely
25 s
econ
ds o
f no
data
ava
ilabl
eG
MT
deriv
ed b
y M
ER d
ata
pers
onne
l
95.5
40.5
X 1
3:59
:39
/ 1
4:00
:19
EI+9
30 /
EI+9
70Be
ginn
ing
at E
I+93
0 an
d co
ntin
uing
unt
il th
e lo
ss o
f syn
c on
OEX
da
ta (E
I+96
4.4
for P
CM
and
EI+
970.
4 fo
r FD
M),
esse
ntia
lly a
ll of
th
e O
EX d
ata
for t
he e
ntire
veh
icle
bec
omes
erra
tic a
nd fa
ils
95.8
40.7
--
13:
59:4
6 / 4
8EI
+937
/ EI
+939
Deb
ris A
obs
erve
d le
avin
g th
e O
rbite
r - L
arge
deb
ris s
een
fallin
g aw
ay fr
om th
e O
rbite
r env
elop
e.EO
C2-
4-00
18EO
C2-
4-00
24EO
C2-
4-02
09-B
EOC
2-4-
0221
-3EO
C2-
4-02
21-4
9641
--
13:
59:4
6.34
7EI
+937
.347
PASS
Fau
lt M
essa
ge a
nnun
ciat
ion
- RO
LL R
EFM
essa
ge re
triev
ed fr
om P
ASS
"faul
t m
essa
ge b
uffe
r" re
ceiv
ed b
etw
een
14:0
0:04
an
d 14
:00:
05.
Dat
a is
pot
entia
lly e
rror
pron
e. T
he R
OLL
REF
mes
sage
is
trigg
ered
whe
n R
oll c
omm
and
req'
d to
fly
refe
renc
e pr
ofile
falls
bel
ow 3
7 de
gs.
Mes
sage
gen
erat
ion
less
than
10
secs
(5
guid
ance
cyc
les)
afte
r sta
rt of
4 y
aw je
ts
firin
g su
gges
ts u
nexp
ecte
d re
duct
ion
in L
ift
to D
rag
ratio
.
A.2-
18A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
7128
--
13:
59:3
0.66
EI+9
21.6
6St
art o
f R2R
yaw
firin
gLa
st p
ulse
bef
ore
LOS
(sta
yed
on to
end
of
first
5-s
ec p
erio
d of
reco
n da
ta a
t 03
2/13
:59:
37.4
GM
T)
V79X
2634
X
7228
--
13:
59:3
0.68
EI+9
21.6
8St
art o
f R3R
yaw
firin
gLa
st p
ulse
bef
ore
LOS
(sta
yed
on to
end
of
first
5-s
ec p
erio
d of
reco
n da
ta a
t 03
2/13
:59:
37.4
GM
T)
V79X
2638
X
7329
--
13:
59:3
1EI
+922
Obs
erve
d el
evon
def
lect
ions
at L
OS
Left:
-8.1
1 de
g (u
p);
Rig
ht: -
1.15
deg
(up)
V90H
7505
CV9
0H75
55C
73.1
29.3
--
13:
59:3
1.40
0EI
+922
.4FC
S C
hann
el 4
Aer
osur
face
pos
ition
mea
sure
men
ts s
tart
trend
ing
tow
ards
thei
r nul
l val
ues
Indi
cate
s w
orse
ning
failu
re o
f tra
nsdu
cer
exci
tatio
n vi
a a
wiri
ng s
hort
cond
ition
sV5
7H02
53A
(5 H
z)
73.2
29.3
--
13:
59:3
1.47
8EI
+922
.5Al
l FC
S C
hann
el 4
Byp
ass
valv
es c
lose
(ind
icat
ing
bypa
ssed
)Le
adin
g in
dica
tor o
f ASA
fail
(hig
h-ra
teda
ta)
V58P
0915
A
73.3
29.3
--
13:
59:3
1.7
EI+9
22.7
Spee
dbra
ke c
hann
el 4
OI p
ositi
on m
easu
rem
ent i
ndic
ated
su
cces
sive
ly 1
9, 2
0, 2
4 de
gree
s ov
er la
st th
ree
sam
ples
prio
r to
LOS
(sho
uld
be c
lose
d / 0
º).
Spee
dbra
ke w
as c
omm
ande
d to
"o
verc
lose
" (-1
0 de
gree
s), p
ositi
on
mea
sure
men
ts fo
r Cha
nnel
s 1
thru
3 w
ere
0 de
gree
s. S
econ
dary
del
ta p
ress
ure
on C
h 4
wen
t to
zero
, whi
ch in
dica
tes
that
the
chan
nel w
as b
ypas
sed.
Thi
s is
real
dat
a an
d th
e AS
As w
ere
resp
ondi
ng
appr
opria
tely
.
V57H
0253
A(5
Hz)
73.5
29.5
--
13:
59:3
2EI
+923
Obs
erve
d ai
lero
n tri
m a
t LO
STr
im: -
2.3
deg
(V96
H20
45C
- V9
0H15
00C
)
74 --
--
1
3:59
:32
EI+9
23M
-FU
S LT
BL
Tem
p at
x12
15 -
LOS
LOS
V34T
1106
A74
.5 --
--
1
3:59
:32
EI+9
23LH
Aft
Fus
Side
wal
l Tem
p at
x14
10 -
LOS
LOS
V09T
1724
A75
--
--
13:
59:3
2EI
+923
LMG
Bra
ke L
ine
Tem
p A
- LO
SLO
S at
172
.2 F
V58T
1700
A76
--
--
13:
59:3
2EI
+923
LMG
Bra
ke L
ine
Tem
p B
- LO
SLO
S at
154
.2 F
V58T
1701
A77
--
--
13:
59:3
2EI
+923
LMG
Bra
ke L
ine
Tem
p C
- LO
SLO
S at
104
.8 F
V5
8T17
02A
78 --
--
1
3:59
:32
EI+9
23LM
G B
rake
Lin
e Te
mp
D -
LOS
LOS
at 8
8.3
FV5
8T17
03A
79 --
--
1
3:59
:32
EI+9
23Le
ft M
ain
Gea
r Stru
t Act
uato
r Tem
p - L
OS
LOS
at 7
6.3
FV5
8T04
05A
80 --
--
1
3:59
:32
EI+9
23H
yd S
ys 1
LM
G U
plk
Actr
Unl
k Ln
Tem
p - L
OS
LOS
at 5
2.2
FV5
8T01
25A
81 --
--
1
3:59
:32
EI+9
23Sy
s 2
LH B
rake
Sw
Vlv
Ret
urn
Tem
p (A
FT) -
LO
SLO
S at
62.
8 F
V58T
0841
A82
--
--
13:
59:3
2EI
+923
Sys
3 LM
G B
rake
Sw
Vlv
Ret
urn
Line
Tem
p (F
WD
) - L
OS
LOS
at 6
7.3
FV5
8T08
42A
82.7
32.5
--
31:
59:3
2EI
+923
Appr
ox V
eh G
rd
Loca
tion:
32.9
N /
-99.
0 W
Altit
ude
~200
700
ft / M
ach
~18.
1 - N
ear D
alla
s TX
Appr
oxim
ate
Vehi
cle
Gro
und
Loca
tion
at
Loss
of S
igna
l bas
ed o
n G
MT;
Dat
a so
urce
: ST
S-10
7 G
PS T
raje
ctor
y D
ata
82.8
29.3
--
13:
59:3
2.13
0EI
+923
.130
FCS
Cha
nnel
4 fa
il fla
gs ra
ised
(1 H
z) o
n al
l aer
osur
face
act
uato
rsLa
ggin
g in
dica
tor o
f ASA
pos
ition
mea
sure
men
t dis
crep
ancy
V79X
3263
XV7
9X32
68X
V79X
3273
X
V79X
3278
XV7
9X33
34X
V79X
3339
X
8333
--
13:
59:3
2.13
6EI
+923
.136
LOS
(Los
s of
Sig
nal)
Last
val
id d
ownl
ink
fram
e ac
cept
ed b
y O
DR
C -
OI /
BFS
/ PA
SS(T
his
time
has
been
refe
rred
to a
s "L
OS"
thou
ghou
t the
in
vest
igat
ion.
)St
art o
f rec
onst
ruct
ed d
ata
Upp
er R
ight
Aft
(UR
A) Q
uad
Ante
nna
was
se
lect
ed b
y BF
S An
tenn
ae M
anag
e S/
W to
co
mm
unic
ate
with
TD
RS-
W.
The
poin
ting
angl
e to
TD
RS-
W w
as o
ff th
e O
rb ta
il at
-65
degs
and
tren
ding
furth
er in
to b
lock
age.
Prev
exp
erie
nce
/ eng
cal
cs p
redi
ct
prob
able
loss
of c
omm
at e
leva
tion
angl
es
grea
ter t
han
-60
degr
ees.
Los
s of
com
m a
t th
is G
MT
is th
eref
ore
cons
ider
ed n
omin
al.
A C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIAA C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIA
2 8 4 R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3 2 8 5R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3
A.2-
22A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
101
43 --
1
4:00
:02.
654
EI+9
53.6
54PA
SS F
ault
Mes
sage
ann
unci
atio
n - L
RC
S LJ
ETD
ata
is p
oten
tially
erro
r pro
ne.
Dat
a lo
cate
din
PAS
S fa
ult m
essa
ge.
Gen
erat
ed w
hen
a le
ft fir
ing
RC
S je
t on
the
left
OM
S po
d ha
s fa
iled
with
a F
AIL
OFF
, FAI
L O
N, o
r FAI
L LE
AK.
102
44 --
1
4:00
:02.
660
EI+9
53.6
60Be
ginn
ing
of 2
se
cond
per
iod
of
reco
nstru
cted
dat
a
Star
t of l
ast 2
-sec
onds
of t
he 3
2 se
cond
per
iod
of p
ost-L
OS
data
. G
MT
deriv
ed b
y M
ER d
ata
pers
onne
l.
103
45 --
1
4:00
:03.
470*
EI+9
54.4
70*
BFS
Faul
t Mes
sage
ann
unci
atio
n - L
OM
S TK
PD
ata
loca
ted
in B
FS fa
ult m
essa
ge b
uffe
r af
ter a
cqui
sitio
n of
dat
a. D
ata
is p
oten
tially
er
ror p
rone
. *T
ime
info
cor
rupt
ed.
Not
e: E
rror i
s an
nunc
iate
d w
hen
left
OM
S ox
idiz
er ta
nk u
llage
pre
ssur
e (V
43P4
221C
) or
fuel
tank
ulla
ge p
ress
ure
(V43
P432
1C) i
s ou
t of l
imits
hig
h or
low
. O
xidi
zer l
imits
- H
igh:
288
psi
; Low
234
psi
; Fue
l lim
its -
Hig
h: 2
88 p
si; L
ow: 2
34 p
si.
Base
d on
the
nom
inal
and
off-
nom
inal
sys
tem
per
form
ance
des
crib
ed a
bove
, it a
ppea
rs th
at th
e fw
d/m
id/a
ft fu
sela
ge, r
ight
win
g, a
nd ri
ght p
od w
ere
still
inta
ct.
Dur
ing
this
fina
l 2 s
econ
d pe
riod
of re
cons
truct
ed d
ata,
the
data
indi
cate
s th
e fo
llow
ing
syst
ems
wer
e nom
inal
:AP
Us
wer
e ru
nnin
g an
d W
SB c
oolin
g w
as e
vide
nt (a
lthou
gh p
oten
tially
ove
rcoo
ling)
. M
PS in
tegr
ity w
as s
till
evid
ent.
Fue
l cel
ls w
ere
gene
ratin
g po
wer
and
the
PRSD
tank
s/lin
es w
ere
inta
ct.
Com
m a
nd n
avai
ds s
yste
ms
in th
e fo
rwar
d fu
sela
ge w
ere
perfo
rmin
g no
min
ally
. R
SB, B
ody
Flap
, mai
n en
gine
, and
righ
t win
g te
mps
ap
pear
ed a
ctiv
e. W
ith th
e ex
cept
ion
of a
n ap
pare
nt F
ES s
hutd
own,
EC
LSS
perfo
rman
ce w
as n
omin
al.
Dur
ing
this
fina
l 2 s
econ
d pe
riod
of re
cons
truct
ed d
ata,
the
data
indi
cate
s th
e fo
llow
ing
syst
ems
wer
e off-
nom
inal
: Al
l thr
ee H
yd s
yste
ms
wer
e lo
st (z
ero
pres
sure
/zer
o rs
vr q
ty's
). T
he le
ft in
bd/o
utbd
ele
von
actu
ator
te
mps
wer
e ei
ther
OSL
or n
o da
ta e
xist
s. W
SB's
app
eare
d to
be
over
cool
ing
APU
lube
oil.
The
FES
app
eare
d to
hav
e sh
utdo
wn.
Maj
ority
of l
eft O
MS
pod
sens
ors
wer
e ei
ther
OSH
or O
SL o
r no
data
exi
sts.
Mul
tiple
BFS
an
d PA
SS fa
ult m
essa
ge a
nnun
ciat
ions
for l
eft p
od h
ardw
are
wer
e fo
und
in th
e bu
ffer.
(Not
e: A
ll of
the
left
RC
S fa
ult m
essa
ges
coul
d be
resu
lt of
a re
al le
ak o
r los
s of
inst
rum
enta
tion.
The
OM
S fa
ult m
essa
ge c
ould
be
a re
al
loss
of p
ress
ure
or in
stru
men
tatio
n pr
oble
m.
Ther
e is
not
eno
ugh
data
to d
eter
min
e th
e tru
e ca
use
of th
e m
essa
ges
asso
ciat
ed w
ith th
e le
ft O
MS
pod.
)
CAU
TIO
N: D
ata
from
this
per
iod
is s
uspe
ct b
ecau
se m
ultip
le b
it er
rors
wer
e ev
iden
t in
this
reco
nstru
cted
dat
a.M
any
of th
e pa
ram
eter
s w
ere
1 H
z da
ta a
nd th
eref
ore
only
one
dat
a sa
mpl
e w
as a
vaila
ble.
Whe
re p
ossi
ble,
hi
gh ra
te d
ata
and/
or c
orro
bora
ting
data
wer
e us
ed to
dra
w s
ubsy
stem
per
form
ance
con
clus
ions
. H
owev
er,
som
e of
the
conc
lusi
ons
draw
n be
low
may
be
in e
rror o
r mis
inte
rpre
ted.
GN
C d
ata
sugg
ests
veh
icle
was
in a
n un
com
man
ded
attit
ude
and
was
exh
ibiti
ng u
ncon
trolle
d ra
tes.
Yaw
rate
w
as a
t the
sen
sor m
axim
um o
f 20
deg/
sec.
The
flig
ht c
ontro
l mod
e w
as in
AU
TO.
(Not
e th
at a
ll N
av-d
eriv
ed
para
met
ers
(e.g
., al
pha)
are
sus
pect
due
to h
igh
rate
s co
rrupt
ing
the
IMU
sta
te.)
Elev
ated
tem
ps a
t bot
tom
bon
dlin
e ce
nter
line
skin
forw
ard
and
aft o
f the
whe
el w
ells
and
at t
he p
ort s
ide
stru
ctur
e ov
er le
ft w
ing
wer
e ob
serv
ed.
EPD
C s
how
s ge
nera
l upw
ard
shift
in M
ain
Bus
amps
and
dow
nwar
d sh
ift in
Mai
n Bu
s vo
lts.
AC3
phas
e A
inve
rter a
ppea
red
disc
onne
cted
from
the
AC B
us.
13:4
4:4
5:4
6:4
7:4
8:4
9:5
0:5
1:5
2
:
53:5
4
:55
:5
6
:
57
:58
:59
14:0
0
:01
GM
T 3
2:
:44
:45
:4
6:4
7:4
8
:4
9:5
0
q =
15
psf
M =
24.
4
Ap
pen
dix
C -
ST
S-1
07 S
um
mar
y E
ntr
y T
imel
ine
32:1
3:44
to
32:
13:5
0 G
.m.t.
Left
Win
g F
ront
Spa
r at
RC
C P
anel
9 -
initi
atio
nof
off-
nom
inal
tren
d in
str
ain
(sm
all i
ncre
ase)
fo
llow
ed b
y a
mor
e si
gnifi
cant
off-
nom
inal
sign
atur
e to
failu
re a
t EI+
495
seco
nds
48:3
9(E
I+27
0)
Ele
vons
and
body
flap
be
com
e ac
tive
47:5
2(E
I+22
3)
Clo
sed
loop
gu
idan
ce b
egin
s49
:07
(EI+
298)
Initi
al r
oll
49:3
2(E
I+32
3)Rol
l jet
s ar
e de
activ
ated
49:1
6(E
I+30
7)
49:4
9 / 4
9:59
(EI+
340
/ 350
)
4 Le
ft O
MS
Pod
Sur
face
tem
pera
ture
s st
art a
n of
f-no
min
al te
mpe
ratu
re tr
end
-co
oler
rise
rate
whe
n co
mpa
red
to p
revi
ous
fligh
ts o
f sam
e in
clin
atio
n
EI +
0 s
ecE
I + 5
1 se
cE
I + 1
11 s
ec
E
I + 1
71 s
ecE
I + 2
31 s
ecE
I + 2
91 s
ec
EI +
351
sec
Ent
ry In
terf
ace
(13:
44:0
9 G
MT
)
48:5
9(E
I+29
0)Le
ft W
ing
RC
C P
anel
9 L
ower
Atta
ch C
levi
s (b
etw
een
RC
C 9
and
10)
-in
itiat
ion
of a
n of
f-no
min
alte
mpe
ratu
re tr
end
(ear
ly te
mpe
ratu
re in
crea
se
com
pare
d to
pre
viou
s fli
ghts
of s
ame
incl
inat
ion)
49:3
9(E
I+33
0)Le
ft W
ing
Fro
nt S
par
Cap
s S
trai
n G
age
show
s ea
rly o
ff no
min
al d
ownw
ard
tren
d (P
CM
3 d
ata
–sn
apsh
ot)
45:3
9(E
I+90
)48
:09
(EI+
290)
16 T
empe
ratu
re S
enso
rs o
n th
e lo
wer
sur
face
to th
e le
ft of
or
atth
e ce
nter
line
expe
rienc
e of
f-no
min
al e
arly
tem
pera
ture
tren
ds (
war
mer
tem
pera
ture
ris
e ra
te
com
pare
d to
pre
viou
s fli
ghts
of O
V-1
02 a
t the
sam
e in
clin
atio
n)
C-1
Bas
ed o
n R
evis
ion
19
of t
he
En
try
Tim
elin
eA.
2-23
App
endi
x A
.2 -
STS-
107
Mis
hap
Inve
stig
atio
n - M
aste
r Tim
e Li
neIn
teg
Tim
e Li
ne T
eam
- R
EV 1
9 B
ASE
LIN
E 6
/5/2
003
1 P
M
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
103.
545
--
14:
00:0
n.nn
nBF
S Fa
ult M
essa
ge a
nnun
ciat
ion
- Ind
eter
min
ant
104
45 --
1
4:00
:0n.
nnn*
BFS
Faul
t Mes
sage
ann
unci
atio
n - S
M1
AC V
OLT
SO
ccur
red
afte
r L O
MS
TK P
mes
sage
. D
ata
is p
oten
tially
erro
r pro
ne.
*Tim
e in
fo
corru
pted
.N
ote:
Erro
r mes
sage
indi
cate
s th
at A
C B
us
3 ph
ase
A, B
, or C
vol
tage
(V76
V170
0A,
V75V
1701
A, V
76V1
702A
) is
out o
f lim
its
high
or l
ow.
Low
lim
it fo
r all
3 pa
ram
eter
s is
10
8VAC
; Hig
h lim
it is
123
VAC
.
105
45 --
1
4:00
:03.
637
EI+9
54.6
37PA
SS F
ault
Mes
sage
ann
unci
atio
n - L
RC
S PV
TD
ata
is p
oten
tially
erro
r pro
ne.
Dat
a lo
cate
din
PAS
S fa
ult m
essa
ge.
Gen
erat
ed w
hen
RC
S Q
uant
ity s
oftw
are
does
not
hav
e en
ough
inpu
t dat
a to
cal
cula
te a
qua
ntity
.At
leas
t one
inpu
t and
its
back
up a
re n
ot
with
in v
alid
rang
es.
106
46 --
1
4:00
:03.
637
EI+9
54.6
37PA
SS F
ault
Mes
sage
ann
unci
atio
n - D
AP D
NM
OD
E R
HC
Dat
a lo
cate
d in
PAS
S fa
ult m
essa
ge b
uffe
r.
Gen
erat
ed w
hen
the
Flig
ht C
ontro
l Sys
tem
(D
AP) d
ownm
odes
from
AU
TO to
CSS
via
an
RH
C d
efle
ctio
n pa
ssed
a th
resh
old.
The
so
ftwar
e pr
oces
s w
hich
logs
the
PASS
m
essa
ge ru
ns e
very
1.9
2 se
cond
s, s
o ev
ent
coul
d ha
ve o
ccur
red
as e
arly
as
14:0
0:01
.717
GM
T. T
he fa
ult m
essa
ge w
as
corro
bora
ted
by a
n in
itial
izat
ion
flag
for t
he
DAP
CSS
roll
stic
k fu
nctio
n in
dica
ting
that
C
SS w
as e
nter
ed d
urin
g th
e da
ta g
ap.
How
ever
, dur
ing
this
fina
l 2 s
ec p
erio
d,
avai
labl
e ve
hicl
e da
ta in
dica
tes
RH
C w
as in
de
tent
& D
AP w
as in
AU
TO.
Dat
a is
po
tent
ially
erro
r pro
ne.
Not
e: B
FS d
ownl
ist b
its in
dica
ting
CSS
m
ode
are
initi
aliz
ed to
"ON
" for
ent
ry
beca
use
BFS
does
not
hav
e an
"Aut
o"
mod
e, is
alw
ays
CSS
, and
will
driv
e th
e ey
ebro
w p
anel
ligh
ts O
N if
eng
aged
. Th
ese
bits
are
alw
ays
on in
BFS
thro
ugh
all o
f O
PS 3
unt
il to
uchd
own.
107
47 --
1
4:00
:04.
826
EI+9
55.8
26En
d of
2 s
econ
d pe
riod
of
reco
nstru
cted
dat
a
Last
iden
tifia
ble
OI D
ownl
ink
fram
eG
MT
deriv
ed b
y M
ER d
ata
pers
onne
l. L
ast
reco
gniz
able
Dow
nlis
t fra
me
(BFS
& P
ASS)
w
as a
ppro
x 60
ms
earli
er.
A.2-
24A
ppen
dix
A.2
- ST
S-10
7 M
isha
p In
vest
igat
ion
- Mas
ter T
ime
Line
Inte
g Ti
me
Line
Tea
m -
REV
19
BA
SELI
NE
6/5
/200
3 1
PM
Not
e: R
ev 1
9 B
ASE
LIN
E up
date
s R
ev 1
8 w
ith th
e ea
ster
n m
ost d
ebris
eve
nts
(ove
r Tex
as) a
nd is
the
timel
ine
used
for t
he F
inal
Rep
ort
Seq
Sum
OEX
GM
TEI
Mile
ston
eEn
try
Even
tR
emar
ksN
o.N
o.D
ata
GM
T D
ay 3
2se
csM
SID
/ ID
107.
1 --
--
1
4:00
:05.
2 / 0
6.2
EI+9
56.2
/EI
+957
.2La
te F
lash
1Su
dden
brig
hten
ing
of th
e O
rbite
r env
elop
eEO
C2-
4-00
18EO
C2-
4-00
24EO
C2-
4-02
09-B
EOC
2-4-
0221
-3EO
C2-
4-02
21-4
107.
15 --
--
1
4:00
:06.
2 / 0
7.2
EI+9
57.2
/EI
+958
.2La
te F
lash
2Su
dden
brig
hten
ing
of th
e O
rbite
r env
elop
e,
follo
wed
by
a sh
ower
of d
ebris
see
n af
t of
the
Orb
iter e
nvel
op d
urin
g th
e ne
xt 4
se
cond
s (s
how
er s
een
only
in E
OC
2-4-
0221
4)
EOC
2-4-
0018
EOC
2-4-
0024
EOC
2-4-
0209
-BEO
C2-
4-02
21-3
EOC
2-4-
0221
-4
107.
2 --
--
1
4:00
:08
/ 12
EI+9
59 /
EI+9
63D
ebris
DD
ebris
firs
t see
n sl
ight
ly a
ft of
Orb
iter
enve
lope
and
beg
ins
gene
ratin
g its
ow
n tra
ilEO
C2-
4-00
18EO
C2-
4-02
09-B
EOC
2-4-
0221
-3EO
C2-
4-02
21-4
107.
25 --
--
1
4:00
:09
/ 13
EI+9
60 /
EI+9
64D
ebris
ED
ebris
firs
t see
n af
t of D
ebris
�D�
EOC
2-4-
0209
-BEO
C2-
4-02
21-3
EOC
2-4-
0221
-4
107.
3 --
--
1
4:00
:10
/ 14
EI+9
61 /
EI+9
65D
ebris
FD
ebris
firs
t see
n af
t of O
rbite
r env
elop
e,
whi
ch fo
r a s
hort
time
begi
ns g
ener
atin
g its
ow
n tra
il
EOC
2-4-
0209
-BEO
C2-
4-02
21-4
107.
4 --
--
1
4:00
:13
/ 17
EI+9
64 /
EI+9
68D
ebris
Sho
wer
Mul
tiple
deb
ris s
een
imm
edia
tely
aft
of th
e or
bite
r env
elop
e ov
er th
e ne
xt 2
sec
onds
EOC
2-4-
0209
-BEO
C2-
4-02
21-5
107.
547
.5X
14:
00:1
3.43
9EI
+964
.439
OEX
PC
M lo
ss o
f syn
c
108
dele
ted
Rat
iona
le fo
r del
etio
n: m
oved
to 9
7.3
afte
r fur
ther
re
view
of t
he v
ideo
s
109
dele
ted
Rat
iona
le fo
r del
etio
n: m
oved
to 9
9.5
afte
r fur
ther
re
view
of t
he v
ideo
s
109.
348
.3 --
1
4:00
:17.
8/18
.8EI
+968
.8 /
EI+9
69.8
Cat
astro
phic
Eve
nt o
f an
unkn
own
natu
re (f
orm
ally
refe
rred
to a
s �M
ain
Body
Bre
akup
) con
sist
ing
of a
sud
den
brig
hten
ing
of th
e O
rbite
r env
elop
e fo
llow
ed b
y a
defin
itive
cha
nge
in th
e ch
arac
ter o
f th
e tra
il
Num
erou
s de
bris
see
n af
t of O
rbite
r en
velo
pe o
ver t
he n
ext 1
0 se
cond
s,
follo
wed
by
disi
nteg
ratio
n of
the
mai
n O
rbite
r env
elop
e in
to m
ultip
le p
iece
s
MIT
-DVC
AM-0
001
EOC
2-4-
0018
EOC
2-4-
0024
EOC
2-4-
0209
-BEO
C2-
4-02
21-3
EOC
2-4-
0221
-4
109.
548
.5X
14:
00:1
9.44
EI+9
70.4
4FD
M1
A en
d of
dat
a
110
dele
ted
Rat
iona
le fo
r del
etio
n: m
oved
to 1
09.3
afte
r fur
ther
re
view
of t
he v
ideo
s
111
50 --
1
4:00
:53
EI+1
004
End
of P
eak
Hea
ting
Det
erm
ined
by
anal
ysis
. Th
e pe
ak h
eatin
g pe
riod
repr
esen
ts th
e ap
prox
imat
e tim
e pe
riod
durin
g w
hich
the
heat
ing
rate
has
fla
ttene
d ou
t at o
r nea
r its
max
imum
val
ue.
= E
xpec
ted/
Nom
inal
per
form
ance
or e
vent
nn
= da
ta s
till n
eede
d
A C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIAA C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIA
2 8 6 R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3 2 8 7R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3
Appendix DSubsystem Data Review Summary Report
D-1
Table of Contents
D.1 INTRODUCTIOND.2 AUXILIARY POWER UNIT SUBSYSTEM PERFORMANCE
EVALUATIOND.3 HYDRAULICS/WATER SPRAY BOILER SUBSYSTEM PERFORMANCE
EVALUATIOND.4 MAIN PROPULSION SUBSYSTEM PERFORMANCE EVALUATIOND.5 ORBITAL MANEUVERING SUBSYSTEM PERFORMANCE
EVALUATIOND.6 REACTION CONTROL SUBSYSTEM PERFORMANCE EVALUATIOND.7 FUEL CELL POWERPLANT SUBSYSTEM PERFORMANCE
EVALUATIOND.8 POWER REACTANT STORAGE AND DISTRIBUTION SUBSYSTEM
PERFORMANCE EVALUATIOND.9 ATMOSPHERIC REVITALIZATION SUBSYSTEM PERFORMANCE
EVALUATIOND.10 PRESSURE CONTROL SUBSYSTEM PERFORMANCE EVALUATIOND.11 ACTIVE THERMAL CONTROL SUBSYSTEM PERFORMANCE
EVALUATIOND.12 SUPPLY AND WASTE WATER MANAGEMENT SUBSYSTEM
PERFORMANCE EVALUATIOND.13 AIRLOCK SUBSYSTEM PERFORMANCE EVALUATIOND.14 SMOKE AND FIRE SUPPRESSION SUBSYSTEM PERFORMANCE
EVALUATIOND.15 PASSIVE THERMAL CONTROL SUBSYSTEM PERFORMANCE
EVALUATIOND.16 MECHANICAL SUBSYSTEM PERFORMANCE EVALUATIOND.17 LANDING AND DECELERATION SUBSYSTEM PERFORMANCE
EVALUATIOND.18 PURGE, VENT AND DRAIN SUBSYSTEM PERFORMANCE
EVALUATIOND.19 ELECTRICAL POWER DISTRIBUTION AND CONTROL SUBSYSTEM
PERFORMANCE EVALUATIOND.20 DATA PROCESSING SYSTEM PERFORMANCE EVALUATIOND.21 FLIGHT CONTROL SYSTEM PERFORMANCE EVALUATIOND.22 INERTIAL MEASUREMENT UNIT PERFORMANCE EVALUATIOND.23 STAR TRACKER SUBSYSTEM PERFORMANCE EVALUATIOND.24 NAVIGATIONAL AIDS SUBSYSTEM PERFORMANCE EVALUATIOND.25 S-BAND SUBSYSTEM PERFORMANCE EVALUATIOND.26 KU-BAND SUBSYSTEM PERFORMANCE EVALUATIOND.27 INSTRUMENTATION SUBSYSTEM PERFORMANCE EVALUATIOND.28 DISPLAYS AND CONTROLS SUBSYSTEM PERFORMANCE
EVALUATIOND.29 MULTIFUNCTION ELECTRONIC DISPLAY SUBSYSTEM
PERFORMANCE EVALUATION
13:4
4:4
5:4
6:4
7:4
8:4
9:5
0:5
1:5
2
:
53:5
4
:55
:5
6
:
57
:58
:59
14:0
0
:01
GM
T 3
2: :54
:55
:56
:57
:58
EI +
591
sec
EI +
651
sec
EI +
711
sec
EI +
771
sec
EI +
831
sec
q =
29
psf
M =
22.
7q
= 4
0 p
sfM
= 2
1.4
Com
m12
55:3
3
Fla
sh E
vent
1
and
Deb
ris 6
54:3
3.3
/ 37
Deb
ris S
how
er A
Deb
ris e
vent
s 8-
10
55:0
4 / 1
9
Sta
rt o
f slo
w a
ilero
n tri
m c
hang
e54
:20
(EI+
611)
LMG
bra
ke li
ne te
mp
B, s
trut a
ctua
tor
tem
p, a
nd h
ydsy
s 3
LMG
bra
ke s
witc
hing
val
ve re
turn
line
te
mpe
ratu
res
begi
n un
usua
l tem
pera
ture
incr
ease
s
54:1
0(E
I+60
1)55
:12
(EI+
663)
Left
mid
-fus
(Xo1
215)
and
left
aft-
fus
(Xo1
410)
bond
lines
begi
n un
usua
l tem
p in
crea
ses
54:2
2(E
I+61
3)M
idfu
spo
rt s
ill lo
nger
on(X
o121
5)be
gins
unu
sual
tem
p in
crea
se55
:41
(EI+
692)
Deb
ris e
vent
s 11
, 11A
, B, C
an
d 12
-15
55:3
5
56:
13
Com
m11
54:2
256
:03
Com
m13
Deb
ris e
vent
16
and
Fla
res
1 an
d 2
57:1
9
58:0
1.5
Firs
t Rol
l Rev
ersa
l
56:3
0
5
6:55
Grd
Loca
tion:
CA
/NV
sta
te li
ne54
:25
Grd
Loca
tion:
NV
/UT
sta
te li
ne55
:32
Grd
Loca
tion:
AZ
/NM
sta
te li
ne56
:45
Str
ain
gage
s (3
) in
the
mid
dle
of th
e up
per
surf
ace
of th
e le
ft w
heel
wel
l see
hig
h st
rain
(V
12G
9156
A, 1
57A
, 158
A)
–P
CM
3 d
ata
54:3
9(E
I+63
0)
56:2
4(E
I+73
5)
Con
tinue
d fro
m
prev
ious
pag
eM
ajor
ity o
f lef
t win
g m
easu
rem
ents
faili
ng
57:5
4(E
I+82
5)
Left
win
g lo
wer
/ up
per
skin
tem
ps tr
end
dow
n an
d fa
il O
SL
56:0
3(E
I+71
4)56
:43
(EI+
754)
Hyd
sys
2 LH
bra
ke s
witc
hing
va
lve
(V58
T08
41A
) be
gins
un
usua
l tem
p in
crea
se
Fou
r LM
G h
ydra
ulic
line
tem
pera
ture
s an
d th
e LM
G s
trut
act
uato
r te
mp
-al
lsh
ow a
tem
p ris
e ra
te c
hang
e
56:5
3(E
I+76
4)56
:16
(EI+
727)
Left
win
g X
o104
0 sp
ar w
eb s
how
s in
crea
se in
st
rain
(V
12G
9166
A &
167
A)
–P
CM
3 d
ata
54:3
9(E
I+63
0)
Deb
ris e
vent
s 4
& 5
54:0
0 / 1
1D
ebris
eve
nts
7 &
7A
55:2
1 / 2
9
2 le
ft fu
ssi
dew
all s
urfa
ce te
mps
sta
rt a
n of
f-no
min
al te
mp
decr
ease
follo
win
g th
e of
f-no
min
al in
crea
se b
egun
at E
I+56
054
:29
/ 34
(EI+
620
/ 625
)
57:0
9(E
I+78
0)
Aft-
mos
t lef
t fus
side
wal
l sur
face
tem
p st
arts
an
off-
nom
inal
tren
d –
slig
htte
mp
rise
follo
wed
by
drop
/ ris
e
Rev
ersa
l in
tren
d of
der
ived
ro
lling
mom
ent
54:0
9(E
I+60
2)
Ap
pen
dix
C -
ST
S-1
07 S
um
mar
y E
ntr
y T
imel
ine
32:1
3:44
to
32:
13:5
0 G
.m.t.
Bas
ed o
n R
evis
ion
19
of t
he
En
try
Tim
elin
e
C-3
13:4
4:4
5:4
6:4
7:4
8:4
9:5
0:5
1:5
2
:
53:5
4
:55
:5
6
:
57
:58
:59
14:0
0
:01
GM
T 3
2:
:58
:59
:00
:01
EI +
831
sec
EI +
891
sec
EI +
951
sec
EI +
101
1 se
c
q =
63.
5 p
sfM
= 1
8.7
Sta
rt o
f sha
rp a
ilero
n tr
im
chan
ge
58:0
3(E
I+83
4)
Sta
rt o
f tw
o ya
w je
ts
firin
g (R
2R a
nd R
3R)
59:3
0
59:3
1 / 3
4
AS
A 4
fails
LMG
dow
nloc
kin
dica
tion
tran
sfer
red
ON
LMLG
tire
pre
ssur
es a
nd
tem
pera
ture
s de
cay
to O
SL;
B
FS
Fau
lt M
essa
ges
(4)
58:3
2
58:5
659
:06
Abr
upt i
ncre
ase
in r
ate -
of-c
hang
e of
of
f-no
min
al a
ero
incr
emen
ts –
yaw
ing
(59:
26),
pitc
hing
and
rolli
ng (5
9:28
)
59:2
6 / 2
8
Grd
Loca
tion:
NM
/TX
sta
te li
ne58
:20
13:5
9:46
/ 1
3:59
:48
Deb
ris B
Obs
erve
d14
:00:
01 /
14:0
0:03
Deb
ris C
Obs
erve
d14
:00:
02 /
14:0
0:04
Cat
astr
ophi
c E
vent
-O
nset
of
Veh
icle
Mai
n B
ody
Bre
akup
14:0
0:17
.8 /
14:1
8:8
13:5
9:37
.396
13:5
9:32
.136
Per
iod
of
reco
nstr
ucte
dte
lem
etry
dat
a
14:0
0:04
.826
(E
nd o
f Dat
a)14
:00:
02.6
60
No
dow
nlis
t/ d
ownl
ink
data
(~2
5 se
cond
s)
Deb
ris A
Obs
erve
d
PA
SS
and
BF
S F
ault
Mes
sage
s
13:5
9:48
.347
/14
:00:
03.6
37
–S
igni
fican
t obs
erva
tions
reg
ardi
ng th
e ap
prox
2-s
econ
ds o
f da
ta a
t the
end
of t
he 3
2-se
cond
per
iod
•H
ydsu
pply
pre
ssur
es w
ere
read
ing
zero
psi
and
rese
rvoi
r qua
ntiti
es w
ere
at z
ero
perc
ent (
all 3
sys
)•
The
AP
Us
wer
e ru
nnin
g•
Fue
l cel
ls w
ere
prod
ucin
g po
wer
and
the
PR
SD
sys
tem
w
as in
tact
•E
CLS
S p
erfo
rman
ce a
ppea
red
nom
inal
•G
NC
dat
a su
gges
ts v
ehic
le w
as in
an
un-c
omm
ande
dat
titud
e an
d w
as e
xhib
iting
unc
ontr
olle
d ra
tes
•F
light
con
trol m
ode
was
in A
UT
O
–O
bser
vatio
ns r
egar
ding
the
appr
oxim
ate
5-se
cond
sof
dat
a at
the
star
t of t
he 3
2-se
cond
per
iod
•S
ubsy
stem
dat
a in
dica
ted
subs
yste
ms
wer
e fu
nctio
ning
nom
inal
ly a
t the
end
of t
he 5
-sec
ond
perio
d w
ith th
e ex
cept
ion
of th
ose
prev
ious
ly
repo
rted
ano
mal
ies
and
the
failu
re o
f AS
A 4
no
ted
here
Gro
wth
in b
ank
attit
ude
erro
r
Aer
ojet
DA
P re
ques
ts fi
ring
of th
ird
(R4R
) and
four
th y
aw je
ts (R
1R)
Sid
eslip
on
vehi
cle
chan
ges
sign
59:3
6
59:3
6.8
/ 37.
4
59:3
5 / 3
6
LOS
(Las
t Fra
me
Acc
epte
d by
O
DR
C)
(13:
59:3
2.13
6 G
MT
)P
CM
Dat
a Lo
ss o
f Syn
c 14
:00:
13 G
MT
FD
M1
A e
nd o
f dat
a 1
4:00
:19.
44 G
MT
Maj
ority
of P
CM
dat
a ex
hibi
ts e
rrat
ic
sign
atur
es d
urin
g th
is ti
me
perio
d
59:3
9(E
I+93
0)00
:19
(EI+
970)
•R
OLL
RE
F•
LOM
S a
nd L
RC
S m
essa
ges
•S
M1
AC
VO
LTS
•
DA
P D
OW
NM
OD
E R
HC
59:0
9(E
I+93
0)59
:39
(EI+
930)
Sev
eral
left
side
tem
p m
easu
rem
ents
(fus
elag
e an
d po
d) s
how
a r
apid
incr
ease
in te
mp
follo
wed
by
err
atic
beh
avio
r an
d su
bseq
uent
loss
of t
he
mea
sure
men
ts a
t app
roxi
mat
ely
EI+
940
Sub
stan
tial i
ncre
ase
in ra
te-o
f-ch
ange
of
off-
nom
inal
aer
o in
crem
ents
-ro
lling
at
58:0
4, y
awin
g at
58:
19 a
nd 1
stin
dica
tion
of o
ff-no
min
al p
itchi
ng m
omen
t at 5
8:05
58:0
4 / 1
9(E
I+83
5 / 8
50)
Ap
pen
dix
C -
ST
S-1
07 S
um
mar
y E
ntr
y T
imel
ine
32:1
3:44
to
32:
13:5
0 G
.m.t.
Bas
ed o
n R
evis
ion
19
of t
he
En
try
Tim
elin
e
C-4
13:4
4:4
5:4
6:4
7:4
8:4
9:5
0:5
1:5
2
:
53:5
4
:55
:5
6
:
57
:58
:59
14:0
0
:01
GM
T 3
2: :50
:51
:52
:53
:54
q =
15
psf
M =
24.
4
EI +
351
sec
EI +
411
sec
EI +
471
sec
EI +
531
sec
EI +
591
sec
Sta
rt o
f Pea
k H
eatin
g(1
3:50
:53
GM
T)
Left
win
g lo
wer
sur
face
TC
(V
07T
9666
A)
exp
erie
nces
an
unus
ual t
emp
incr
ease
fo
llow
ed b
y te
mp
spik
e
50:1
9(E
I+37
0)51
:09
(EI+
420)
Left
Win
g F
ront
Spa
r at
RC
C P
anel
9 -
star
ts a
n of
f-no
min
alin
crea
sing
tem
pera
ture
tren
d fo
llow
ed b
y th
e m
easu
rem
ent
star
ting
to fa
il at
EI+
520
seco
nds
51:1
4(E
I+42
5)
51:4
9(E
I+46
0)
Left
OM
S p
od s
urfa
ce te
mpe
ratu
re
(V07
T92
23A
) sta
rts
an o
f off-
nom
inal
tren
d
Left
Win
g R
CC
Pan
el 9
Low
er A
ttach
Cle
vis
(bet
wee
n R
CC
9
and
10)
–ra
te c
hang
e in
off-
nom
inal
tem
pera
ture
incr
ease
50:0
0 / 0
6
Com
mdr
opou
ts1
& 2
50:1
6 /
22
Com
m3
50:4
2
Com
m5
Com
m4
50:2
5 /
28
Sta
rt o
f alp
ha
mod
ulat
ion
53:3
1(E
I+56
2)
51:1
4(E
I+42
5)
53:4
5 / 5
3:58
(EI+
576
/ 589
)
1stcl
ear
indi
catio
n of
off-
nom
inal
aer
o in
crem
ents
–de
lta y
awin
g m
omen
t at
52:4
4, d
elta
rol
ling
mom
ent a
t 52:
50
52:4
4 / 5
0(E
I+51
5 /
521) LM
G b
rake
line
tem
pera
ture
s (3
) be
gin
unus
ual t
emp
incr
ease
52:1
7(E
I+48
8)
Sup
ply
wat
er d
ump
nozz
le a
nd v
acuu
m v
ent n
ozzl
e te
mpe
ratu
res
star
t tem
pora
ry in
crea
se in
rise
rate
Left
inbo
ard
elev
onlo
wer
skin
tem
pera
ture
fails
OS
LLe
ft ou
tboa
rd/in
boar
d hy
drau
lic re
turn
line
te
mpe
ratu
res
(4) f
ail O
SL
52:3
2 / 5
5(E
I+50
3 / 5
26)
52:5
9(E
I+53
0)53
:10
/ 36
(EI+
541
/ 567
)
52:0
9 / 1
5
Com
m6
52:2
5 / 3
1
Com
m7
& 8
52:4
9 / 5
5
Com
m9
Deb
ris E
vent
s 1
thru
3
Grd
Loca
tion:
Pac
ific
Oce
an52
:17
Grd
Loca
tion:
CA
coa
st53
:26
52:4
1(E
I+51
2)
Nos
e C
ap R
CC
Atta
ch O
B C
levi
s (C
hin
Pan
el)–
off-
nom
inal
tem
pora
ry c
hang
e in
te
mpe
ratu
re ri
se ra
te
52:0
9(E
I+48
0)52
:49
(EI+
520)
Left
Win
g S
par
Low
er C
ap (
Xo
1040
Spa
r) -
off-
nom
inal
incr
ease
in s
trai
n in
dica
tion
follo
wed
by
grad
ual d
ecre
ase
over
app
rox
330
seco
nd in
terv
al
52:1
8(E
I+48
9)
52:1
6(E
I+48
7)
At E
I+48
7 se
cond
s, 2
left
win
g an
d 1
right
win
g su
rfac
e pr
essu
rem
easu
rem
ents
sho
w s
igns
of
failu
re (
unph
ysic
al s
igna
ture
s)A
t EI+
487
to E
I+ 5
22 s
econ
ds, a
ll of
the
mea
sure
men
ts r
unni
ng in
wire
bun
dles
alo
ng th
e le
ft w
ing
lead
ing
edge
sho
w s
igns
of f
ailu
re (u
nphy
sica
l sig
natu
res)
T
he v
ast m
ajor
ity o
f lef
t win
g O
EX
mea
sure
men
ts s
how
sig
ns o
f fai
lure
(un
phys
ical
sig
natu
res)
du
ring
this
ent
ire ti
me
perio
d (E
I+48
7 to
EI+
735
sec
onds
) -th
is in
clud
es a
ll le
ft w
ing
tem
pera
ture
an
d pr
essu
re m
easu
rem
ents
and
all
stra
in m
easu
rem
ents
aft
of X
o 10
40 w
ith th
e ex
cept
ion
of
thre
e st
rain
mea
sure
men
ts o
n th
e up
per s
urfa
ce o
f the
LM
LG c
ompa
rtmen
t
q =
22
psf
M =
23.
7q
= 2
9 p
sfM
= 2
2.7
Con
tinue
d on
nex
t pag
e
Sev
eral
left
fuse
lage
sid
ewal
l and
P
LBD
sur
face
tem
pera
ture
s st
art
off -
nom
inal
tem
pera
ture
tren
ds
53:2
9(E
I+56
0)
Left
win
g sp
ar u
pper
(Xo
1040
spa
r) -
star
t of
off-
nom
inal
incr
ease
in s
train
in
dica
tion
follo
wed
by
sudd
en
decr
ease
at E
I+68
7
53:3
7(E
I+56
8)
50:0
9(E
I+36
0)Le
ft P
LBD
Sur
face
TC
-st
art o
f off
-nom
inal
tem
pera
ture
tren
d -c
oole
r ris
e ra
te w
hen
com
pare
d to
pre
viou
s fli
ghts
of s
ame
incl
inat
ion
Left
OB
Ele
von
Wid
e B
and
Acc
els
-of
f-no
min
al v
ibra
tion
resp
onse
s –
mea
sure
men
t beg
ins
to fa
il at
EI+
534
52:2
5 / 3
1(E
I+49
6 / 5
02)
4 Le
ft O
MS
Pod
Sur
face
te
mps
-ch
ange
in e
xist
ing
off-
nom
inal
tem
p tre
nd -
rise
rate
bec
omes
sig
nific
antly
w
arm
er th
an e
xpec
ted
52:3
9 / 5
3:09
(EI+
510
/ 540
)
Iner
tial s
ides
lip a
ngle
(be
ta)
exce
eds
fligh
t his
tory
53:3
8(E
I+56
9)
Ap
pen
dix
C -
ST
S-1
07 S
um
mar
y E
ntr
y T
imel
ine
32:1
3:44
to
32:
13:5
0 G
.m.t.
Bas
ed o
n R
evis
ion
19
of t
he
En
try
Tim
elin
e
C-2
A C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIAA C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIA
2 8 6 R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3 2 8 7R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3
Appendix DSubsystem Data Review Summary Report
D-2
D.30 AIR DATA TRANSDUCER ASSEMBLY HARDWARE PERFORMANCE EVALUATION
Appendix DSubsystem Data Review Summary Report
D-5
range. APU 1 operated satisfactorily d uring the flight control subsystem (FCS) checkout.
D2.4 Entry Performance
The APU subsystem had no off-nominal events, deviations from nominal, or unusual data other than one-bit data hits through the final loss of data at 32:14:00:04 G.m.t. (LOS +32 seconds). Analysis indicates that no APU subsystem hardware contributed directly or indirectly, or was in any way associated with the cause of the loss of the Orbiter.
The thrust vector control (TVC) isolation valves of two of the three hydraulic systems are opened during hydraulic normal pressure to stow the Space Shuttle main engine (SSME). These periods of load on the corresponding APUs are evidenced in the APU turbine-speed and chamber-pressure plots. APU performance was nominal during the stowing of the SSMEs on the STS-107mission.
Subsystem performance during the final 32-second period (LOS+32) of reconstructed data was within specifications and was as expected except for lower APU lubrication oil and bearing temperatures in the final 2-second period.This may be attributed to loss of all hydraulic loads as a result of loss of all hydraulic main pump pressure in all three hydraulic systems and/or possibly to a hydraulic water spray boiler (WSB) overcooling condition.
The APU group performed a review of the APU 1 revolutions per minute (RPM) signature during the final 2-second segment of the 32 seconds period of reconstructed data. The latest version (07) of the 32-second period of reconstructed data was used, and all APU parameters were re-reviewed. The5-second segment and final 2-second segment indicate that the three APUs were functioning nominally to the end of data (32:14:00:05 G.m.t.).
Specifically with regard to the last 2 seconds of the reconstructed data, the APU 1 RPM signature was somewhat different than normal, and warranted special review, including consultation with the vendor, Hamilton Sundstrand Corp. (HSC). The portion of the cycle obtained is only the ramp-down, or turbine wheel spin-down. It was different from other cycles in that it started at a higher speed (112.9-percent) and ramped down slower (105.5-percent at end of data and still decreasing).
From an operational viewpoint, the APU is speed-controlled by a digital controller operating an on-off valve that sends pulses of fuel to the APU at a frequency of approximately once per second. The actuation of an elevon or any other increase in hydraulic load will cause the valve-pulsing frequency as well as the valve-on time to increase because of the increased hydraulic load. The controller set points for normal-speed operation are 102-104 percent, which results in a
Appendix DSubsystem Data Review Summary Report
D-3
D.1.0 INTRODUCTION
The results of the subsystem data reviews are documented in Appendix D. The report summarizes the results of the data reviews conducted by each of the subsystem teams. The report covers all mission phases and indicate that although there was evidence in the data of the impending catastrophic failure, all of the Columbia vehicle active systems were performing nominally until the final minute prior to breakup.
Appendix DSubsystem Data Review Summary Report
D-4
D2.0 AUXILIARY POWER UNIT PERFORMANCE EVALUATION
D2.1 Executive Summary
The auxiliary power unit (APU) subsystem performed nominally during all phases of the mission. During entry, all APU parameters were nominal at loss-of-data.
Data during entry through the initial Orbiter loss of signal (LOS), prior to the 32-second (LOS+32) period of reconstructed data, showed nothing off nominal except for one-bit data hits in nine measurements. Data obtained from the final 32-second period of reconstructed data were comprised of an initial 5 -secondperiod, followed by a 25-second period of no data, concluding with a final2-second period of data. The 5-second and 2-second data periods contained many data hits, which required extensive evaluation to extract valid data.Evaluation concluded that all three APUs were operating properly at normal speed through the final loss o f all data (LOS+32 seconds) with all three hydraulic systems having lost all hydraulic main-pump pressure.
The APU subsystem had no off-nominal events, deviations from nominal, or unusual data other than one-bit data hits through the initial LOS period. Analysisindicates that no APU subsystem hardware contributed directly or indirectly, or was in any way associated with the cause of the loss of the Orbiter.
D2.2 Pre-launch/Ascent Performance
APU subsystem performance was nominal during the pre-launch/ascent phase.Two minor observations are noted in the following paragraphs.
A small-temperature-drop in the APU 2 injector tube temperature, which was recorded at approximately 16:15:39 G.m.t., was initially reported as caused by a suspected loose spring clip. However, following an investigation of the hydraulic loads data during this period and a comparison with data from the previous mission (STS-109) of this vehicle, it has now been concluded that the temperature drop was a normal APU response to a drop in hydraulic load.
Movement of a small amount of hydrazine in the APU 2 fuel pump seal cavity drain line is suspected to have caused a small temperature rise and drop in the APU fuel pump drain line temperature 2 near main engine cutoff (MECO). This event is not considered to be anomalous.
D2.3 On-Orbit Performance
APU subsystem performance was nominal during the on-orbit phase. The APU heater systems maintained all APU systems within the nominal temperature
A C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIAA C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIA
2 8 8 R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3 2 8 9R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3
Appendix DSubsystem Data Review Summary Report
D-9
temperature sensor D began an anomalous rise in temperature at32:13:52:17 G.m.t. Within 24 seconds, at 32:13:52:41 G.m.t., the left MLG brake-line temperature sensors A and C also initiated a temperature rise.
Four Orbiter vehicle left-side elevon actuator hydraulic return-line thermal sensors indicated an off-scale low (OSL) temperature of –76 °F. The sensors indicating OSL were as follows:
1. System 3 left outboard elevon (LOE) actuator return line;2. System 1 left inboard elevon (LIE) actuator return line;3. System 1 LOE actuator return line; and4. System 2 LIE actuator return line.
The hydraulic system reservoir fluid quantities and all HYD/WSB subsystem temperatures and pressures appeared stable, indicating no subsystem leaks or instability. At that time, the water spray boilers were operating and the spray cooling was nominal. Initial discussions of the situation led to the conclusion that the data dropout of the elevon actuator return lines was caused by a dedicated signal conditioner (DSC) card dropout. Continued monitoring of the in-flight data indicated nominal HYD/WSB subsystem operation, despite the four elevon return-line temperature-sensor dropouts. The data analysis indicated that the four elevon-actuator sensor dropouts were slightly staggered within a time span of approximately 26 seconds, beginning at 32:13:53:10 G.m.t. The system 3 LOE actuator return-line and the system 1 LIE actuator return-line went OSL within 1 second of each other followed by the syste m 1 LOE actuator return-lineand the system 2 LIE actuator return-line going OSL within 2 seconds of each other beginning 24 seconds after the first sensor began going OSL (system 3 LOE actuator return line) and 1 minute, 19 seconds following the first indicatedanomalous temperature sensor rise indication in the left MLG wheel well.
Within 10 seconds of the last elevon-actuator return-line sensor going OSL, the left MLG brake-line temperature sensor A began an increase in rise rate, 1 minute, 5 seconds following the initial temperature increase on this sensor.Within 23 seconds, at 32:13:54:10 G.m.t., the left MLG brake-line temperature-sensor B initiated a temperature increase, the first anomalous response indicated on this sensor. Within the next 1 minute, 2 seconds, the left MLG strut actuator sensor and the left MLG system 3 brake-line return line temperature also initiated an indicated rise in temperature. At this point, it was 2 minutes, 55 seconds elapsed time since the first anomalous thermal sensor temperature increase indicated in the left-hand wheel well.
At 32:13:56:16 G.m.t., 3 minutes and 59 seconds after the first anomalous condition was noted in the hydraulic subsystem, the left MLG uplock actuator sensor initiated an anomalous rise in temperature. Within the next 37 seconds, the following four thermal sensors exhibited a change to an increasing rate of rise in temperature:
Appendix DSubsystem Data Review Summary Report
D-7
D.3.0 HYDRAULICS/WATER SPRAY BOILER SUBSYSTEM PERFORMANCE EVALUATION
D3.1 Executive Summary
The hydraulics/water spray boiler (HYD/WSB) subsystem performed nominallyduring all phases of the mission. However, evidence of the event that led to the loss of the Orbiter was apparent in hydraulic subsystem parameters during the entry. Initially, this evidence was the loss of data from four left-hand elevon return-line temperature sensors and the anomalous temperature rise of eight temperature sensors in the left-hand wheel well. Finally, this evidence included the indication that the hydraulic subsystem had been breached and all three systems were lost.
All HYD/WSB subsystem parameters were functioning nominally and all subsystem parameters were within nominal ranges up until vehicle LOS. The HYD/WSB MER personnel were aware of the off-scale low (OSL) indication on the four left-hand elevon return line temperature sensors when the OSL indication occurred in flight. Post-flight analysis indicated that a total of 12 hydraulic subsystem thermal sensors had anomalous indications. These sensors included the four left-hand elevon return-line temperature sensors that went OSLand eight temperature sensors in the left-hand wheel well that indicated off-nominal increases in temperature. The off-nominal responses indicated by the 12 hydraulic subsystem temperature sensors is not indicative of any anomaly in the HYD/WSB subsystem operation but are an indication of an entry thermal event that led to the loss of the Orbiter.
The post-LOS reconstructed data covered a time period of 32 seconds and consisted of 5 seconds of data followed by a gap of 25 seconds followed by a final 2 seconds of data. Although both the 5 - and 2-second data strings provided additional insightful data, both segments were characterized by, in some cases, multiple data hits. The final 2 seconds of data indicated that sometime in the previous 25-second data gap, the hydraulic subsystems were apparently breached. The final 2 seconds of data indicated hydraulic subsystem main pump (system) pressure at 0 psia on all three systems. The hydraulic reservoir pressures likewise indicated 0 psia and indicated reservoir quantities of 0 percent on all three systems.
D.3.2 Pre-launch/Ascent Performance
The hydraulics/water spray boiler (HYD/WSB) subsystem performed nominally during the pre-launch and ascent phases of the mission.
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Circulation pump operation during pre-launch was nominal. Two bootstrap accumulator recharges occurred during the pre-launch operations. The first recharge occurred in system 1 (2192 to 2465 psia) and the second in system 3 (2143 to 2465 psia).
The three HYD/WSB systems were activated at T minus 5 minutes prior to launch. During ascent, the three thrust vector control (TVC) isolation valves were open. The three priority valves cracked within the required time limit of less than 1 second. The three hydraulic systems pressures were within the required range of 3050 - 3200 psia. The reseating of the priority valves at APU shutdown was nominal.
The water spray boiler system cores were loaded with approximately 5.0 lb of the additive mixture (53-percent water; 47-percent Propylene Glycol Monomethyl Ether (PGME). The WSB-ready indication was exhibited on all three WSB systems shortly after the water spray boiler gaseous nitrogen (GN2) isolation valves were opened during pre-launch operations. Nominal WSB cooling performance was observed on all three HYD/WSB systems. System 3 initiated spray cooling approximately 6 seconds after MECO while systems 2 and 1 started approximately 32 seconds and 1 minute 32 seconds after MECO, respectively. No APU lubrication oil overcooling or undercooling conditions occurred. Water spray boiler water usage during ascent for spray cooling was within allowable limits.
D.3.3 On-Orbit Performance
The HYD/WSB subsystem performed nominally throughout the on-orbit phase of the mission. No deviations from the nominal were observed during the on-orbitoperations.
D.3.4 Entry Performance
The HYD/WSB subsystem performed nominally throughout the entry phase of the mission until loss of data. The data review indicates that no HYD/WSB subsystem hardware contributed directly or indirectly, or was in any way associated with the cause of the loss of the Orbiter. However, evidence of the event that led to the loss of the Orbiter was apparent in hydraulic subsystem parameters and is discussed in this section.
Post-mission analysis of the HYD/WSB subsystem data involved plotting high-rate data for all system parameters and examining the high-rate data for any anomalous indications. The data analysis indicated a thermal effect in the Orbiter vehicle left-hand main landing gear (MLG) wheel well as indicated by eight hydraulic system thermal sensors. It was determined that all HYD/WSB entry/landing operations and thermal sensor responses appeared nominal up to 32:13:52:17 G.m.t. Analysis of the data indicated that the left MLG brake-line
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turbine-speed-band of about 102-110 percent, based on the designed valve response time and a programmed controller response time. When APU high-speed operation is selected in the cockpit, the controller set points are112-114 percent, with resulting turbine -speed-band of about 112-117 percent.
The 112.9-percent data point is not indicative of high-speed operation, but is assessed as a data hit (bad data) for the following reasons:
1. The speed continues to ramp down below the high-speed set points and high-speed band;
2. The drop from 112.9 to 109.6 percent is 5 time-bit values, but would be only one or two for a real spin-down;
3. The remaining good data (109.6-105.5 percent) is a good, smooth, normal-speed signature, but at a slower spin-down rate, and it did not reach the lower set point by the end-of-data. This latter fact is the result of the loss of hydraulic fluid in the hydraulic system sometime during the25-second gap in the period of reconstructed data. The APU is spinning an empty pump without load or pressure; this same effect was seen during an APU test at White Sands Test Facility June 5, 2001, when the hydraulic pump lost fluid and ran for 21 seconds before shutdown;
4. The 112.9-percent data point was extracted from a section of telemetry data for which a low-level of confidence exists for its accuracy;
5. The high-speed switch-scan data showed normal speed for APU 1. The switch-scan data were suspect for APU 2, and the switch-scan data were not available for APU 3; and,
6. No APU caution and warning indications occurred throughout the entry run, thus giving additional confirmation that the three APUs were operating nominally in normal speed and were not switched (commanded) to highspeed.
However, in the remote possibility that the 112.9-percent data point were real data, it could possibly be explained by events in the Orbiter causing the controller set point to drift, degrading the valve response time, or perhaps causing a mechanical binding that could induce a shut off valve internal leak to the gas generator. It would not be indicative of high-speed operation.
In summary, the turbine speed was nominal for all three APUs up until loss of data at 32:14:00:04.7 G.m.t., and was indicative of normal speed. In addition, APU 2 exhibited a chamber pressure pulse that ended at this time; this pulse was typical of normal-speed pulses. Switch scans did not show a switch to high-speed. Although a switch position change could have been executed during the 25-second gap, the subsequent three RPM signatures and the one pulse signature indicate normal speed. The hydraulic system reservoirs were shown to have no oil at this time (last two seconds), with the APUs driving empty pumps, lubricated by residual hydraulic fluid.
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1. Left MLG system 3 brake return line sensor; and2. Left MLG brake-line temperature sensors C and B, and the left MLG strut
actuator sensor.
At this point, it was 4 minutes, 36 seconds since the first anomalous thermal sensor temperature increase was indicated in the left-hand wheel well. Within1 minute, 1 second, at 32:13:57:54 G.m.t., the system 2 left-hand brake switch valve return line initiated an anomalous rise in temperature. This was the last of the eight anomaly-affected sensors in the left-hand wheel well to indicate a rise in temperature. At 32:13:58:16 G.m.t., the left MLG brake-line temperature sensorD indicated a change to a rapid increase in the temperature. Sixteen seconds later, the system 2 left-hand brake switch valve return line also initiated a rapid increase in the temperature rise-rate. This sensor indicated the most rapid rise rate of all the left-hand wheel-well thermal sensors, indicating a rate of approximately 40 °F/min. This occurred at an elapsed time of 6 minutes,15 seconds since the first hydraulic subsystem thermal sensor temperature increase was indicated in the left-hand wheel well.
Loss-of-signal from the vehicle occurred at 32:13:59:32 G.m.t., at which time all hydraulic subsystem sensor downlink data were lost. The elapsed time from the indication of the first sensor temperature indicating an anomalous temperature rise in the left-hand wheel well to LOS was 7 minutes, 15 seconds. At LOS, all of the thermal sensors within the left-hand wheel well, though rising, were all still below redline limits.
It should also be noted that, unlike other sensors that were still trending upward at LOS, the system 2 brake switching -valve return-line temperature sensor and the left MLG brake-line temperature sensor A, which had exhibited the greatest temperature rise rate, very briefly flattened and then exhibited a decrease(approximately 3 °F) prior to LOS. The reason for this is unknown.
The post-LOS period of reconstructed data covered a time period of 32 seconds and consisted of 5 seconds of data followed by a gap of 25 seconds followed by a final 2 seconds of data. Although both the 5- and 2-second data strings provided additional insightful data, both segments were characterized, in some cases, by multiple data hits. The initial 5 seconds of post-LOS reconstructed data indicated that all three hydraulic subsystem main pump pressures were still within nominal ranges (2700 - 3400 psia). All three hydraulic system reservoir volumes were within nominal range (46 - 90 percent) as were reservoir pressures (60 - 95 psia) and temperatures (less than 220 °F). All three hydraulic system bootstrap accumulator pressures were between 3050 psia and 3200 psia, which is within the nominal range. The eight left-hand wheel well thermal sensors discussed previously indicated relatively flat temperatures during the initial5-second data period, and no data on any of these sensors were indicated in the
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D4.0 MAIN PROPULSION SYSTEM PERFORMANCE EVALUATION
D4.1 Executive Summary
The main propulsion subsystem (MPS) performed nominally during all phases of the mission. During entry, all MPS parameters were nominal until loss of data.
D.4.2 Prelaunch/Ascent Performance
The MPS performed nominally during the pre-launch and ascent phases of the mission. No MPS anomalies or significant events were noted in the review of the ascent data.
D.4.3 On-Orbit Performance
The MPS performed nominally during the on-orbit phase of the mission. No MPS anomalies or significant events were noted during the review of the on-orbit data.
D.4.4 Entry Performance
The MPS performed nominally during the entry phase of the mission. No MPS anomalies or significant events were noted during the review of the entry data.
MPS helium system decay from reconfiguration until LOS was nominal. Some of the tanks for the helium systems for SSME 2 and 3 are located on the left side of the midbody. These systems did not indicate any temperature or associated pressure rise in the systems prior to LOS.
The LH2 manifold was vented to vacuum for the duration of the flight prior to opening the return to launch site (RTLS) dump valves, so no pressure decay was noted upon opening the valves.
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final 2 seconds of data. All water spray boiler data was within the nominal range during the initial 5 seconds of post-LOS data. The water spray boiler system 1, 2, and 3 GN2 tank pressures indicated nominal pressures of 2537 psia, 2452 psia and 2506 psia, respectively, at LOS.
The final 2 seconds of data indicated that sometime in the previous 25-seconddata gap, the hydraulic subsystems were apparently breached. The final2 seconds of data indicated hydraulic system main pump (system) pressure at0 psia on all three systems. The hydraulic system reservoir pressures likewise indicated 0 psia and indicated reservoir quantities of 0 percent on all three systems. Each of the three hydraulic system bootstrap accumulators showed a pressure below 2000 psia on the liquid side of the bellows, indicating that a less-than-nominal pressure was still locked up downstream of each of the system priority valves. The nominal bootstrap accumulator reseat pressure following a nominal main pump shutdown is not less than 2675 psia and is controlled by the priority valve (system 1 - 1970 psia, system 2 - 1920 psia and system 3 -1860 psia). The fact that the three bootstrap accumulator pressures was less than 2675 psia is consistent with the hydraulic system reservoir pressures being at 0 psia and reservoir quantities at 0 percent. The water spray boiler system 1, 2, and 3 GN2 tank pressures still indicated pressure integrity during the final2 seconds of post-LOS data, and the pressures were 2530 psia, 2450 psia, and 2510 psia, respectively, at the last salvaged data bit. The decreasing water spray boiler lubrication oil return line temperatures during the 32-second period of reconstructed data is attributed to reduced APU loads because of breached and depleted hydraulic systems. The APUs were spinning empty pumps without a load or pressure sometime during the 25-second period of LOS. The APU spin data are consistent with White Sands Test Facility test data for a depleted hydraulic pump. Depleted hydraulic systems and off-loading the APUs are consistent with decreasing APU bearing and lubrication oil outlet temperatures as well as water spray boiler lubrication oil return temperatures and increasing water spray boiler hydraulic heat exchanger temperatures. The data indicate that the water spray boilers did not experience a typical overshoot/overcool condition.
In summary, typical mission entry data in the timeframe of the observed anomaly indicates MLG wheel well thermal sensors leveling off to trending downward, not rising as occurred during the STS-107 event. Based on the data analysis, it is believed that the loss of the four elevon actuator return line thermal sensors to OSL was due to the destruction of the instrumentation wiring at some point in the wire routing. Discussions have led to the understanding that the wiring bundle carrying the left-hand elevon actuator instrumentation wiring is routed from the actuators to the vehicle left sidewall and around the outboard perimeter of the left-hand wheel well. The eight hydraulic subsystem sensors that indicated an anomalous temperature rise are located on hydraulic lines in the left-hand wheel well aft-portion inboard sidewall and on the left MLG strut and actuator. The maximum temperature change from the initiation of the temperature rise occurred on the left MLG brake-line temperature sensor A, indicating a rise from
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approximately 124 °F to 172 °F (48 °F change). This was also the highest temperature recorded in the left-hand wheel well prior to LOS. The minimum temperature change occurred on the left MLG brake-line temperature D, indicating a rise from 88 °F to 100 °F (12 °F change). The left MLG strut actuator temperature indicated a temperature of 76 °F at LOS.
Although showing evidence of the event leading to the loss of the Orbiter, the HYD/WSB parameters were all within nominal ranges and maintained apparent nominal operation up until the final 2 seconds of reconstructed data that indicated all three hydraulic systems had been lost.
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At 32:14:00:02.654 G.m.t., the PASS had a message that a thruster in the left RCS had failed (L RCS LJET). No similar message was received from the BFS.This message is generated when an RCS thruster on the left OMS pod has failed. This can be a fail off, fail on, or fail leak. The crew would use their computer to determine the failure mode.
At 32:14:00:03.637 G.m.t., the PASS had a message that the left RCS PVT was not operating correctly (L RCS PVT). The BFS does not generate this message.This message is generated when the RCS quantity monitor software does not have enough input data to process, and therefore cannot calculate a quantity for either the oxidizer or fuel tanks. This means that at least one input and its backup have fallen outside the reasonableness limits for those particular inputs, and the software has suspended the quantity calculation.
The obvious analysis of the RCS leak message is that there was a leak, either oxidizer or fuel or both. However, there are also other things that can generate the message because the quantity message is based on tank pressures and temperatures. If the temperatures and/or the pressures give erroneous readings that satisfy the reasonableness limits, then the software will treat the values as good and calculate a quantity. For the data from STS-107 at LOS (approximately 032:13:59:32 G.m.t.), if both the left RCS oxidizer and fuel tank temperatures gave erroneous readings of 120 °F instead of the actual 80 °F, then the quantity monitoring software would have computed quantities which differed from each other by 9.5 percent PVT and a leak message would have been generated.However, if an input falls outside the reasonableness limits for that particular input, then the software uses a backup input. This allows a less accurate quantity to be calculated. In the previous example, the 120 °F temperature for the propellant tank is still within the reasonableness limits.
During the review of entry data past the first LOS at 032:13:59:32 G.m.t., it was determined that the left RCS data were nominal until approximately32:13:59:37 G.m.t. (end of the 5-second period of reconstructed data). When data returned for a brief time at approximately 32:14:00:03 G.m.t. (final 2-secondperiod of reconstructed data), the analysis showed that most of the left RCS operational instrumentation (OI) data and the limited downlist data that was available had values of OSL, OSH (off-scale high) or an off-nominal value. The data from the right RCS and the forward RCS on the other hand had nominal values, with a limited number of exceptions.
The analysis indicates that something caused the loss of data from the left RCS. The LEAK and PVT messages could have been caused by a mere lack of data resulting from the wires being severed by some means. The messages could also have been caused by an actual leak either through thruster valves (a thruster valve that did not completely close), or because of a breach of the system (ruptured propellant tank, broken propellant line, ruptured helium tank,
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The data during this final 2-second period of reconstructed data can be interpreted as showing the left OMS as having been breached because the available pressure data show the systems at dramatically reduced pressures.This interpretation is also supported by three primary avionics software system (PASS) fault summary messages concerning the left RCS and one backup flight system (BFS) fault message concerning the left OMS that was not on the PASS summary. There were no fault messages, or at least none in the buffer, for the right OMS. The fault messages, the criteria the GPCs use to generate them, and possible causes/interpretations of the messages are detailed in the following paragraphs.
There was no PASS message in the Queue for the left OMS; however, the BFS had an L OMS TK P message that was time-tagged at 32:14:00:03.470 G.m.t.The time tag is suspect data because of data errors in the time-word. The PASS will annunciate this message when the propellant tank ullage pressures are either high (> 288 psia) or low (< 234 psia). The BFS will annunciate this message for the propellant tank ullage pressures being either high (> 288 psia) or low (approximately 234 psia), or if the helium or GN2 tanks fall below1500 psia or 1200 psia, respectively, or the GN2 accumulator pressure falls below 299 psia or exceeds 434 psia.
The error code for this message showed it was either the oxidizer and/or fuel tank that caused this message to be generated. There were no BFS data for the helium or GN2 system during the final 2 seconds of the reconstructed data before the final LOS. On the PASS, there was only one data sample for only one left OMS tank pressure during this time period that was the left OMS oxidizer ullage pressure of 37.6 psia at 32:14:00:03 G.m.t. If this value drove the BFS fault, however, the PASS should have also annunciated a fault message, but none was recorded.
Since there were no right OMS fault messages and no left OMS pod data were available immediately prior to the final LOS, it is clear that something occurred in the left OMS pod during the 25-second data gap prior to the final 2-second period of reconstructed data. Without more data, any further explanations are speculation.
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D.6.0 REACTION CONTROL SUBSYSTEM PERFORMANCE EVALUATION
D.6.1 Executive Summary
The reaction control subsystem (RCS) performed nominally during all phases of the mission. During entry, the RCS performance was nominal and without incident until the final 2 seconds of the 32-second period of reconstructed data.
The overall performance of the forward RCS and the left and right RCS was nominal, with no exceptions prior to LOS at 032:13:59:32 G.m.t. The left RCS, housed in the left OMS pod, had experienced a significant loss of instrumentation, for some unknown reason, when data came back for approximately 2 seconds (reconstructed data period) before the final LOS at 032:14:00:05 G.m.t.
D.6.2 Pre-launch/Ascent Performance
No deviations or significant events related to the RCS were noted during the review of the pre-launch and ascent data.
D.6.3 On-Orbit Performance
No deviations or significant events related to the RCS were noted during the review of the on-orbit data.
D.6.4 Entry Performance
The overall performance of the forward RCS and the left and right RCS was nominal during entry, with no exceptions prior to LOS at 32:13:59:32 G.m.t. The left RCS, housed in the left OMS pod, had experienced a significant loss of instrumentation, for some unknown reason, when data came back for approximately 2 seconds before the final LOS at 32:14:00:05 G.m.t.
At 32:13:59:52.114 G.m.t., the PASS had a message that there was a leak in the left RCS. Subsequently at 32:14:00:01.54 G.m.t. and 32:14:00:03.47 G.m.t., the BFS had messages of a left RCS leak. A low-level of confidence exists for the time tags for the two BFS messages. This message is generated when the difference between the oxidizer and fuel quantities, as calculated by the RCS quantity monitor software, is greater than 9.5 percent based on pressure, volumeand temperature (PVT) derived values. The unit percent-PVT is used to distinguish the quantity from percent gage where the latter implies a physical gage (found within the OMS tanks) and the former implies a thermodynamically derived value (in this case, the RCS quantity).
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D.5.0 ORBITAL MANEUVERING SUBSYSTEM PERFORMANCE EVALUATION
D.5.1 Executive Summary
The orbital maneuvering subsystem (OMS) performed nominally during all phases of the mission. During entry, the OMS performance was nominal and without incident until the final 2 seconds of the 32-second period of reconstructed data. At that time, there was a significant loss of instrumentation on the left OMS pod.
D.5.2 Pre-launch/Ascent Performance
The OMS performed nominally during the pre-launch and ascent phases of the mission. No deviations or significant events related to the OMS were noted during the review of the ascent data.
D.5.3 On-Orbit Performance
The OMS performed nominally during the on-orbit phase of the mission. No deviations or significant events related to the OMS were noted during the review of the on-orbit data.
D.5.4 Entry Performance
During entry, the OMS performance was nominal and without incident until the final 2 seconds of the 32-second period of reconstructed data. At that time, there was a significant loss of instrumentation on the left OMS pod.
The overall performance of the left and right OMS was nominal, with no exceptions prior to LOS at 32:13:59:32 G.m.t. The left OMS experienced a loss of instrumentation when data came back for approximately 2 seconds before the final LOS at 32:14:00:05 G.m.t.
Starting at 32:13:59:30 G.m.t. (just prior to LOS), all the OMS parameters were reading nominal values and the values remained at nominal levels until 32:13:59:37.4 G.m.t. (end of the first 5-second period of reconstructed data).When data came back at 32:14:00:03 G.m.t., it was seen that most of the pressure and temperature measurements in the left OMS pod were reading anoff-nominal value. In most cases, the data were at an off-scale low value, although some off-scale high measurements were observed. Some measurements were not available at all because of the intermittent nature of the data caused by data hits. However, there was one good reading of the left OMS engine GN2 pressure that had the same reading as at 32:13:59:36 G.m.t. (during the first 5-second period of reconstructed data).
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broken helium line). Thus, the following two possible scenarios are provided and both are equally valid because of the paucity of data.
1. The first scenario is based on the premise that the left RCS had a leak that resulted in a quantity divergence of greater than 9.5-percent PVT between the fuel and oxidizer and, thus, generated the first message.This leak would be of such magnitude that the resulting propellant tank(s) would not be capable of supporting thruster firings causing the left thruster (LJET) message. Finally, enough propellant leaked out that the resulting propellant tank pressures fell outside the reasonableness limits and the PVT gaging calculation was suspended for the left RCS (the third message, L RCS PVT).
2. The second scenario is based on the premise that there was no leak.Instead, system instrumentation was being lost. In this scenario, some instrumentation loss caused a degradation of the PVT calculation and generated the first message. Then instrumentation for the thrusters themselves was lost and this loss resulted in the general purpose computer (GPC) being unable to confirm that the thrusters were firing in response to the reaction jet driver (RJD) outputs; thus the second message. Enough instrumentation was finally lost that the PVT gauging calculation was suspended for the left RCS, which resulted in the third message.
In response to questions that have been asked on the subject of calculating the amount of RCS propellant used, and therefore, gage the amount of thruster activity during the 25-second data gap before the final 2 -second period of reconstructed data. Inadequate data exists from the left RCS oxidizer system to determine a final quantity. The left RCS fuel has one more measurement than the oxidizer, but that measurement is still not enough to accurately gage the propellant quantity. The gage readings are present just before final LOS (end of 2-second period of reconstructed data) and show the oxidizer and fuel quantitiesas 17.8 percent PVT and 31.8 percent PVT, respectively. This difference of more than 9.5-percent PVT shows that the left RCS leak message was generated, and the Master Alarm had been triggered. However, inadequate data exist from the telemetry to determine with any degree of certainty the cause the left RCS PVT message.
PASS data from the right RCS during the period from 32:13:59:36 G.m.t. to32:14:00:03 G.m.t. shows that the quantities changed by an average value of 7.4-percent PVT. For the right RCS, there are no PASS pressure or temperature data for any tank during the final 2-second period of reconstructed data. The downlisted PASS quantities for the oxidizer and fuel tanks had values of35.2-percent PVT and 31.2 -percent PVT, respectively, while the BFS values were 33-percent PVT and 32-percent PVT, respectively. The cause of this
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D.7.4 Entry Performance
The fuel cell powerplant (FCP) subsystem performed nominally during the entry phase of the mission. During entry, all FCP parameters were nominal until2 seconds prior to the final loss-of-data. The fuel cell subsystem performance during the period from 32:13:00 G.m.t. through LOS + 5 seconds of the reconstructed data were nominal. There are no direct or indirect findings or associations with the problem that caused the loss of the vehicle.
During the last 2 seconds of the 32-second period of reconstructed data, the fuel cell 3 hydrogen/water pump was operating on 2 phase ac current rather than the usual 3 phases, all loads on the fuel cells were increasing, the oxygen purge vent line temperature was experiencing an unexpected rise, and there were conflicting indications that manifold 1 had lost oxygen pressure (possibly instrumentation).No gross system operation anomaly is confirmable in the last 2 seconds of the reconstructed data. The changes of fuel cell parameters appear to be a result of other events that were taking place on the vehicle.
During the last 2 seconds of the 32-second period of reconstructed data, it was unreliable because of data hits with many fuel cell telemetry measurements missing from the “STS-107 EDIT” data. The basic conclusions derived are:
1. Fuel cell 3 hydrogen separator/water pump was operating on 2 phases based upon the pump motor status reading of about 4.5 Vdc;
2. All 3 fuel cells displayed load increases. Fuel cell 1 increased about120 amps; fuel cell 2 increased about 44 amps; fuel cell 3 increased about 48 amps;
3. Fuel cell 3 and main bus C voltage both experienced a 0.5-Vdc drop during the last portion of the 2-second data before the final LOS;
4. Fuel cell oxygen purge-line temperature rose 84 °F from theLOS + 5 second data to the last 2 seconds of data. Only 1 sample of fuel cell telemetry was deemed to be of good quality by the Data Verification Team (DVT); and
5. PRSD oxygen manifold 1 pressure indicated off-scale low and fuel cell 1 coolant pressure (provides fuel cell indication of oxygen pressure) indicated OSL. No manifold -2 pressure indication was available to verify the readings. No other confirming cues were present to verify the loss of oxygen pressure in the manifold such as the fuel cell 1 oxygen reactant flow meter indicating good reactant flow; no other fuel cell coolant pressures had dropped; no tank pressures had dropped.
Nominal H2 tank heater cycles in tanks 1 and 2 occurred to maintain nominal manifold pressure to support fuel cell operations. The O2 manifold pressure was decaying at a nominal rate to support fuel cell operations and crew breathing. No oxygen tank heater cycles were required during entry up to the end of the32-second period of reconstructed data, but nominal heater cycles were
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difference is that the BFS uses slightly different quantity equations and initial conditions than the PASS.
The BFS had values for the helium P2 and propellant tank outlet pressures and tank quantities for the right RCS during the final 2-second period of reconstructed data. Using the available BFS pressures and adding the bias seen earlier in the mission to estimate the redundant pressure measurement, and assuming the tank temperatures had not changed in the previous 30 seconds, the PASS algorithm computes values of 31.8-percent PVT and 30.2-percent PVT in the oxidizer and fuel tanks, respectively. These values are reasonably close to the BFS values. These results give some confidence in the data quality of the downlisted propellant quantities. Since STS-1, it has been observed that periods of heavy RCS propellant usage cause the PVT gaging program to show a lower-than-actual quantity, because the helium and propellant temperature readings are slow to show the actual average temperatures. Once the thruster usage ceases, these temperatures “move” toward the actual average temperature of the tank contents, and the calculated propellant quantities likewise change in the direction of the actual propellant quantities. This phenomenon is referred to as “bounce- back”.
An estimate of the bounce-back effect can be made from the forward RCS quantity bounce-back ratio seen after the forward RCS dump on STS-107. For this case, it is seen that for every 1-percent of propellant used the gage indicates1.2775-percent PVT used. The 2, 3, and 4 thruster flow-rates found in the Shuttle Operational Data Book (SODB) are also used. As there are no data available to show how many thrusters actually fired and for how long, an estimation of the total thruster-on time for the right RCS during the LOS before the final 2-second period of reconstructed data is shown in the following table.The estimate is bounded using different propellant flow rates both with and without the bounce back effect. The results are given for seconds of time beyond 32:13:59:36.6 G.m.t.
Number of Thrusters
Firing
Without PVTBounce-Back
With PVTBounce-Back
2 26 seconds 20 seconds3 18 seconds 14 seconds4 13 seconds 10 seconds
As for the forward RCS, with the exception of the ullage pressures that appear to be data hits, the pressures and temperatures of all the forward RCS tanks were unchanged from their former values when data was acquired for the final2 seconds of reconstructed data.
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D.7.0 FUEL CELL POWERPLANT SUBSYSTEM PERFORMANCE EVALUATION
D.7.1 Executive Summary
The fuel cell powerplant (FCP) subsystem performed nominally during all phasesof the mission. During entry, all FCP parameters were nominal until 2 seconds prior to the final loss-of-data. There were no gross system operation anomalies that could be confirmed in the final 2 seconds of reconstructed data. The changes seen appear to be a result of other events that were taking place on the vehicle.
D7.2 Pre-launch/Ascent Performance
The FCP subsystem performed nominally during the pre-launch and ascent phases of the mission.
During powered flight, the electrical load peaked to approximately 23 kW immediately prior to Solid Rocket Booster (SRB) separation. All fuel cell measurements (current, voltage, temperatures, pressure, flow rates, and sub-stack differential voltages) were nominal. The fuel cell water relief and purge system temperatures were nominal. There were nominal heater cycles on the fuel cell alternate water lines.
During vent door opening at approximately T-18 seconds during pre-launchoperations, the fuel fell 2 hydrogen (H2) motor status jumped for one data sample approximately 0.1 V from 0.59 to 0.69 V. This change did not violate the Launch Commit Criteria (LCC) limit of 1.0 V. The voltage returned to the normal level on the next data sample one second later. Fuel cell operation continued to be nominal. This indication appears to be associated with the suspected ac bus 2 B-phase anomaly.
D.7.3 On-Orbit Performance
The FCP subsystem performed nominally during the on-orbit phase of the mission.
The voltage change discussed in the previous paragraph was also observed during a seat adjustment as well as during the payload bay door opening. These indications appear to be associated with the suspected ac bus 2 phase-Banomaly.
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D.9.0 ATMOSPHERIC REVITALIZATION SUBSYSTEM PERFORMANCEEVALUATION
D.9.1 Executive Summary
The atmospheric revitalization subsystem (ARS) performed nominally during all phases of the mission. During entry, all ARS parameters were nominal at loss-of-data.
D.9.2 Pre-launch/Ascent Performance
The ARS performed nominally during the pre-launch and ascent phases of the mission. No anomalous conditions were noted in the data during this phase of operations.
D.9.3 On-Orbit Performance
The ARS performed nominally during the nominally during the on-orbit phase of the mission.
D.9.4 Entry Performance
The ARS performed nominally during the entry phase of the mission. No anomalous conditions were noted in the data during this phase of operations.
Appendix DSubsystem Data Review Summary Report
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D.8.0 POWER REACTANT STORAGE AND DISTRIBUTION SUBSYSTEM PERFORMANCE EVALUATION
D.8.1 Executive Summary
The power reactant storage and distribution (PRSD) subsystem performed nominally during all phases of the mission. During entry, all PRSD parameters were nominal at loss-of-data. The PRSD subsystem performance during the period from 32:13:00 G.m.t. through the LOS + 5-second period of reconstructed data were nominal. There are no direct or indirect findings or associations with the problem.
During the last 2 seconds of the 32-second period of reconstructed data, the fuel cell 3 hydrogen/water pump was operating on 2 phase AC current rather than the usual 3 phases, the oxygen purge vent line temperature was experiencing an unexpected rise, and conflicting indications were observed that manifold 1 had lost oxygen pressure (possibly instrumentation). No gross system operation anomaly is confirmable in the last 2 seconds of data. The changes of PRSD parameters appear to be a result of other events that were taking place on the vehicle.
D.8.2 Pre-launch/Ascent Performance
The PRSD subsystem oxygen (O2) and hydrogen (H2) tank sets 1 and 2 heater switches were in nominal ascent configuration. The O2 and H2 tanks 1 and 2 ‘A’ heaters were in AUTO. All of the seven other tank set heater switches were configured to OFF. All four manifold isolation valves were open. The extended duration Orbiter (EDO) pallet, installed in the aft part of the payload bay with four tank sets, was deactivated. An O2 offload was performed to reduce the nominal end-of-mission (EOM) landing weight. Oxygen tanks 1, 2 and 3 were offloaded by approximately 100 lb each and tanks 4 and 5 were offloaded by approximately25 lb each for a total O2 offload of approximately 350 lb.
The main buses were untied for ascent. The main bus B (MNB) to main bus C (MNC) crosstie was performed at 16:16:56:48 G.m.t., for nominal on-orbitSpaceHab load distribution. The water line heaters were on the A system.
The O2 and H2 manifold and tank pressure decay rates were nominal to support fuel cell operations and crew breathing. The oxygen manifold pressures reached the tank 1 and 2 control band and these tanks began nominal heater cycles at 16:16:28 G.m.t. The hydrogen manifold pressures did not reach their tank 1 and 2 control band during the ascent-data evaluated.
All tank internal fluid and heater assembly temperatures were nominal.
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D.8.3 On-Orbit Performance
All of the PRSD system tank pressure cycles that were regulated by internal electrical heater operation were nominal, and were controlled by the heater AUTO function. All of the tank internal fluid and heater assembly temperatures were nominal for the entire on-orbit operation. The EDO pallet was activatedthroughout the on-orbit operations, and was deactivated during deorbit preparations.
A hydrogen manifold pressure spike occurred when manifold pressure control was switched to H2 tank 3 after H2 tanks 4 and 5 were depleted. This was a nominal signature seen previously in all orbiters when control is switched from low-quantity tanks to high-quantity tanks with colder, denser fluid. The manifold pressure did not reach the manifold relief valve crack pressure.
The Operations and Maintenance Requirements and Specification Document (OMRSD) in-flight checkout of the tank heater current sensors was performed.Nominal sensor operation was verified on all of the tank heaters except for O2tank 7. During this test, the O2 tank 7 heater-A manual-command failed to energize the A heater. Later in the mission, however, the heater sensor for O2tank 7 was verified during tank heater operation in the AUTO mode.
D.8.4 Entry Performance
The overall entry performance of the PRSD subsystem was nominal, with theexception of several abnormalities seen in the last 2 seconds of the 32-secondperiod of reconstructed data that was recovered. These abnormalities are the rise in temperature of the fuel cell purge line and the conflicting indications that O2 manifold 1 had lost pressure. These abnormalities are discussed in section D.7.4. Events that occurred during the entry timeline period were evaluated.The 32:13:00 G.m.t. through LOS + 5-second data was confirmed to be nominal system operations and PRSD measurements experienced no data loss. Other than some telemetry parameters beginning to become unreliable because of data hits before the 25-second period on no data, all PRSD measurements were nominal.
Appendix DSubsystem Data Review Summary Report
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occurring prior to the entry phase. All tank internal fluid and heater assembly temperatures were nominal.
The total Orbiter power produced by the three fuel cells was nominal forLOS + 5 second data at about 20.5 kW. All fuel cell measurements (current, voltage, temperatures, pressure, flow-rates, and substack voltages) were nominal. The fuel cell water relief nozzle temperature was increasing as expected after entry interface because of aerothermal heating. The fuel cell product water line temperatures were beginning to decrease in a nominal fashion due to convective cooling caused by entering the atmosphere.
During the last 2 seconds of the 32-second period of reconstructed data, the total Orbiter power level had increased to about 23 kW. Current on all 3 three fuel cells was increasing; fuel cell 3 had 2 phase ac operation on its hydrogen/water pump; an off-nominal 84 °F rise in the oxygen purge vent line temperature was noted; and fuel cell 1 coolant pressure and oxygen manifold pressure 1 were reading OSL.
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D.10.0 PRESSURE CONTROL SUBSYSTEM PERFORMANCE EVALUATION
D.10.1 Executive Summary
The pressure control subsystem (PCS) performed nominally during all phases of the mission. During entry, all PCS parameters were nominal at loss-of-data.
D.10.2 Pre-launch/Ascent Performance
Review of the PCS pre-launch/ascent data indicated nominal system performance with no anomalous conditions observed.
D.10.3 On-Orbit Performance
Review of the PCS on-orbit data indicated nominal system performance with no anomalous conditions observed.
D.10.4 Entry Performance
The PCS operated nominally during the entry phase. Additionally, subsystem performance gave no indications of anomalous performance in other subsystems.
The 14.7-psia cabin pressure regulator inlet valves were closed and the pressure control system was inactive for nominal cabin pressurization for entry with the exception of oxygen supply to the Launch and Entry Helmets (LEH) and g-suits.Nominal activation and oxygen use by the crew for the g-suits was evident in the data evaluated.
There were no data for most of the 32-second period of reconstructed data following LOS. Based on the limited data for all measurements (PPO2,O2 percent, cabin pressure, cabin temperature and PPCO2), the cabin parameters were nominal at the end of the first 5-second period of data and it appears that the cabin pressure integrity was intact throughout the 32-secondperiod of reconstructed data.
Appendix DSubsystem Data Review Summary Report
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D.13.0 AIRLOCK SUBSYSTEM PERFORMANCE EVALUATION
D.13.1 Executive Summary
The airlock subsystem performed nominally during all phases of the mission.During entry, all airlock subsystem parameters were nominal at loss-of-data.
D.13-2 Pre-launch/Ascent Performance
Review of the airlock subsystem pre-launch and ascent data indicated nominal system performance with no anomalous conditions observed.
D.13.3 On-Orbit Performance
Review of the airlock subsystem on-orbit data indicated nominal system performance with no anomalous conditions observed.
D.13.4 Entry Performance
The airlock subsystem performed nominally during the entry phase of the mission. No in-flight anomalies were identified in the data analysis.
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D.11.0 ACTIVE THERMAL CONTROL SUBSYSTEM PERFORMANCE EVALUATION
D.11.1 Executive Summary
The active thermal control subsystem (ATCS) performed nominally during all phases of the mission. During entry, all ATCS parameters were nominal at loss-of-data.
D.11.2 Pre-launch/Ascent Performance
Review of the ATCS pre-launch and ascent data indicated nominal systemperformance with no anomalous conditions observed.
D.11.3 On-Orbit Performance
Review of the ATCS on-orbit data indicated nominal system performance with no anomalous conditions observed.
D.11.4 Entry Performance
The ATCS performed nominally during the entry phase of the mission. Normal flash evaporator water use was observed in the analysis of the data. No ATCS anomalous conditions were noted in the data.
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D.12.0 SUPPLY AND WASTE WATER MANAGEMENT SUBSYSTEM PERFORMANCE EVALUATION
D.12.1 Executive Summary
The supply and wastewater management (SWWM) subsystem performed nominally during all phases of the mission. During entry, all SWWM parameters were nominal at loss-of-data.
D.12.2 Pre-launch/Ascent Performance
Review of the SWWM subsystem pre-launch and ascent data indicated nominal system performance with no anomalous conditions observed.
D.12.3 On-Orbit Performance
Review of the SWWM subsystem on-orbit data indicated nominal system performance with no anomalous conditions observed.
D.12.4 Entry Performance
The SWWM subsystem indicated nominal operation during the entry phase and no anomalous conditions were observed.
An out-of-family condition was observed in the supply water dump nozzle and vacuum vent nozzle temperatures during entry. Supply water dump nozzle entry heating rates on temperature sensors A and B increased from 33.5 °F per minute to 43.25 °F per minute. After 2 minutes and 17 seconds, the increase rate changed to 30.47 °F per minute. Vacuum vent nozzle entry heating rate increased from 0.88 °F per minute to 7.49 °F per minute in 26 seconds and then changed to 1.33 °F per minute. All past flight entry nozzle temperatures were reviewed, and there was no past flight with similar signatures to those observed on STS-107.
The wastewater dump nozzle temperature was nominal throughout this period.Due to the physical proximity of the wastewater dump nozzle to the other two nozzles, it might be expected that all three nozzles would behave similarly to the aerodynamics of entry. This inconsistency between the three nozzle temperatures may provide further clues as to the aerodynamic/aerothermal events and timing of those events during STS-107.
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D.16.0 MECHANICAL SUBSYSTEM PERFORMANCE EVALUATION
D.16.1 Executive Summary
The mechanical subsystem performed nominally during all phases of the mission. During entry, all mechanical subsystem parameters were nominal at loss-of-data.
There were two unexplained occurrences of additional current draw on ac bus 1, but it is not believed that these were in any way related to the loss of the crew and vehicle.
D.16.2 Pre-launch/Ascent Performance
No anomalies were noted in the mechanical systems during the pre-launch and ascent phases of the mission. All mechanisms operated in nominal dual-motortime with all limit switches transferring properly.
D.16.3 On-Orbit Performance
The overall performance of the mechanical systems was nominal during the on-orbit phase of the mission and no anomalies were noted. The port radiator was deployed and stowed twice, and all involved mechanisms operated in nominal dual-motor time with all limit switches transferring properly.
During the vent-door opening, payload bay door (PLBD) opening and Ku-bandantenna deployment, an intermittent signature occurred on ac bus 2, phase B where the current was slow to increase at motor startup. This anomaly is discussed in D.19.0 Electrical Power Distribution and Control subsystem sectionof this appendix.
D.16.4 Entry Performance
The overall performance of the mechanical systems was nominal during the entry phase up to the loss of the vehicle
There were two unexplained occurrences of additional current draw on ac bus 1, but it is not believed that they were in any way related to the loss of the crew and vehicle.
Motor control assembly (MCA) operational status (Op Stat) indications show that the appropriate MCA relays were operating to supply ac power to the motors.During deorbit preparation and entry, all mechanisms operated in nominal dual-motor time with all limit switches and op stats transferring properly.
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D.15.0 PASSIVE THERMAL CONTROL SUBSYSTEM PERFORMANCE EVALUATION
D.15.1 Executive Summary
The passive thermal control subsystem performed nominally during all phases of the mission. During entry, some passive thermal control subsystem parameter temperatures were off-nominal at loss-of-data.
From the real-time operational instrumentation (OI) data, it could be seen that abnormal temperature rises occurred in the left main landing gear compartment and left-side structure, and that sensors failed on the hydraulic actuator return-lines of the left inboard and outboard elevons, lower elevon bondline and left upper and lower wing bondlines. Also, an off-nominal signature (change in temperature rise rate) occurred in the supply water dump nozzle and vacuum vent nozzle.
From the operational experiment (OEX) recorder data, many off-nominal thermal responses were noted. These included off-nominal temperature-rises of the left wing front spar at reinforced carbon carbon (RCC) panel 9 and the left wing RCC panel 9 lower-outboard attachment clevis. Additionally, there were off-nominaltemperature responses of several thermal protection subsystem (TPS) surface measurements on the left side of the vehicle and all of the left wing temperature measurements failed.
D.15.2 Pre-launch/Ascent Performance
The passive thermal control subsystem pre-launch and ascent temperature responses were nominal and compared favorably with those of previous missions. No in-flight anomalies were identified in the evaluation of the data for this phase of the mission.
D.15.3 On-Orbit Performance
The on-orbit performance of the passive thermal control subsystem was nominal and compared favorably with that of previous missions. The on-orbit temperature responses for the bottom bondline and main landing gear were nominal. Attitude adjustments were made for the nominal end-of-mission thermal conditioning for water production and radiator protection concerns. This attitude change had no adverse effect on the vehicle thermal performance. Heaters enabled for the deorbit phase of the mission operated nominally. No in-flight anomalies were identified in the evaluation of the data.
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D.15.4 Entry Performance
The entry performance of the passive thermal control subsystem was nominal with the exception of abnormal temperature rises and temperature sensor failures.
During entry, the bondline structure OI data increases in temperature because of entry heating. From plots comparing the STS-107 bondline temperature response with selected flights, the right-hand side fuselage and bottom centerline temperature responses were nominal. However, the left-hand side fuselage temperature data responded nominally with three exceptions that were:
1. Mid fuselage compartment sidewall temperature at Xo1215;2. Mid fuselage sill longeron temperature at Xo1215; and3. Aft fuselage compartment sidewall temperature at X1410.
At 32:13:54:22 G.m.t., the temperature rise rates at these locations began faster than previously experienced on comparison flights. Also, uneven temperature responses occurred between port and starboard side at the same Xo location; symmetrical heating and temperature rise rates were expected.
The temperature rises on the portside fuselage structure measurements (mid sidewall, longeron, and aft sidewall) indicate higher-than-nominal environmental heating.
From the OEX data, off-nominal temperature responses were noted very early during entry. The left wing front spar at RCC panel 9 started an off-nominalincreasing temperature trend at 32:13:48:59 G.m.t. [entry interface (E I) plus270 seconds), and the left wing RCC panel 9 lower outboard attachment clevis started an off-nominal increasing temperature trend at 32:13:48:59 G.m.t. Within the next 70 seconds, the TPS surface temperatures on the left side of the vehicleand the left OMS pod began off-nominal responses when compared to previous flights. This response continued to LOS. Finally, during the period from 32:13:52:21 to 32:13:53:47 G.m.t., all of the left wing temperature measurements failed.
Appendix DSubsystem Data Review Summary Report
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D.14.0 SMOKE AND FIRE SUPPRESSION SUBSYSTEM PERFORMANCE EVALUATION
D.14.1 Executive Summary
The smoke and fire suppression subsystem performed nominally during all phases of the mission. During entry, all smoke and fire suppression subsystem parameters were nominal at loss-of-data.
D.13-2 Pre-launch/Ascent Performance
Review of the smoke and fire suppression subsystem pre-launch and ascent data indicated nominal system performance with no anomalous conditions observed.
D.13.3 On-Orbit Performance
Review of the smoke and fire suppression subsystem on-orbit data indicated nominal system performance with no anomalous conditions observed.
D.13.4 Entry Performance
The smoke and fire suppression subsystem performed nominally during the entry phase of the mission. No in-flight anomalies were identified in the data analysis.
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During payload bay door (PLBD) closure, after starboard door closure had been stopped for the nominal alignment check, a 0.7-second period of additional current draw occurred on ac bus 1. The amplitude and signature of the trace appear to correspond to starboard door drive motor 1. However, a scenario could not be determined that would explain why one door drive motor would run without the bulkhead latches running as well. Because the sample rate for limit switch and op stat data is only 1 Hz, it is impossible to determine whether any changes occurred in these indications within the 0.7-second time period.
During vent door closure, a 0.1-second period of additional current draw was noted on ac bus 1 phases A and C. It is possible that a momentary limit switch failure could have caused a motor to drive for this short period. Because the ac current sample rate is 0.1 Hz and the op stat and limit switch data sample rate is only 1 Hz., this could have occurred without showing up in the phase B, op stat, or limit-witch data.
All data reviewed indicated nominal performance of mechanical systems hardware from deorbit preparations through entry and LOS+32. The two unexplained occurrences of additional current draw on ac bus 1 are not believed in any way related to the loss of the crew and vehicle.
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pressure recovered until LOS. Prior to this event, the pressure was at a nominal 355 psia, which is consistent with the expected pressure adjusted for wheel well environmental conditions given the post top-off tire pressure and leak rate obtained prior to launch.
The left MLG down-lock indication transferred on at 32:13:59:05.877 G.m.t. and lasted through the LOS+32 period of reconstructed data. All other indications showed the gear was still up and locked during this time. Testing of the proximity sensor circuit has shown that it is possible for this indication to fail in this manner when wires are burned through.
At the beginning of the post-LOS 25-second data gap, the left MLG brake line temperature A measurement, located on the strut, indicated 103 ° F, while at the end of the gap it indicated 278 °F. Although the downlinked data has been verified to contain no errors, this is considered an erroneous measurement because the brake line B measurement, which is located beside the A measurement, indicated exactly the same value (118.6 °F) as before the gap. In addition, there is no significant change in the C and D measurements, which are located on the wheel-well wall near the hydraulic switching valve.
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D.17.0 LANDING AND DECELERATION SUBSYSTEM PERFORMANCE EVALUATION
D.17.1 Executive Summary
The landing and deceleration subsystem performed nominally during all phases of the mission. However, evidence of the event that led to the loss of the Orbiter was apparent in landing and deceleration parameters during the entry.
1. Left-hand MLG tire pressure measurements failed OSL prior to LOS;2. Left-hand inboard and left-hand outboard wheel temperature
measurements went OSL prior to LOS; and3. Left MLG down-lock indication transferred and remained on through LOS.
D.17.2 Pre-launch/Ascent Performance
This system was not active throughout the pre-launch and ascent phases of the flight, and no anomalies were noted in the data that was reviewed.
D.17.3 On-Orbit Performance
This system was not active throughout the on-orbit phase of the flight, and no anomalies were noted in the data that was reviewed. All data reviewed indicated nominal performance of landing and deceleration hardware throughout the on-orbit phase.
D.17.4 Entry Performance
The overall performance of the landing/deceleration subsystem was nominal throughout entry and the LOS+32-second period of reconstructed data with the exceptions noted in the following paragraphs.
The left-hand main landing gear tire pressure measurements failed off-scale-low(OSL) prior to loss of signal (LOS). The data review showed that the loss of the primary measurements occurred prior to the loss of the secondary measurements. This appears to indicate an instrumentation failure as opposed to a loss of tire pressure.
The left-hand inboard (LHIB) and left-hand outboard (LHOB) wheel temperature measurements went OSL prior to LOS. There are no redundant measurements for wheel temperature. Prior to the failure of the instrumentation, all indications were in the nominal range for landing.
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The left MLG down-lock indication transferred on at 32:13:59:05.877 G.m.t. and remained on through LOS. This appeared to be an erroneous output because all other available data indicated that the gear was up and locked during this time.
Based on redundant sensors and other indications; all observed anomalies appear to be due to instrumentation failures and not hardware. The following is a discussion of the instrumentation data of the landing system.
The left-hand inboard (LHIB) 1 and left-hand outboard (LHOB) 1 tire-pressuremeasurements went OSL (230 psia). The trend toward OSL started at32:13:58:33.171 G.m.t. for both measurements. The LHOB 1 went OSL at 32:13:58:40.194 G.m.t. and LHIB 1 went OSL at 32:13:58:38.225 G.m.t. Prior to this event the pressures were at a nominal value of 350 to 355 psia, which is consistent with the expected pressures adjusted for wheel-well environmental conditions given the post top-off tire pressures and leak rates obtained prior to launch.
Both LHIB and LHOB wheel temperature measurements went OSL (-75 °F). The trend toward OSL started at 32:13:58:35.730 G.m.t. for the LHIB and at 32:13:58:33.201 G.m.t. for the LHOB. The LHIB went OSL at32:13:58:44.219 G.m.t. and the LHOB went OSL at 32:13:58:39.783 G.m.t. Prior to this event, the temperatures were at a nominal 35 °F. The data were consistent with the on-orbit thermal conditioning performed to maintain minimum nominal end of mission (NEOM) tire pressures.
The right-hand inboard (RHIB) 1 and right-hand outboard (RHOB) 1 tire pressure measurements appeared to dip approximately 3 psi and then recover to a nominal 355 psia. The first pressure drop started at 32:13:58:37.316 G.m.t. for RHIB 1 and at 32:13:58:38:304 G.m.t. for the RHOB 1. This condition lasted for approximately 10 seconds after which the pressures recovered until LOS. Prior to this event, the pressures were at a nominal value of 350 to 355 psia, which is consistent with the expected pressures adjusted for wheel-well environmental conditions given the post top-off tire pressures and leak rates obtained prior to launch.
The LHIB 2 and LHOB 2 tire pressure measurements went OSL (230 psia). The trend toward OSL started at 32:13:58:33.171 G.m.t. for both of these measurements. The LHIB 2 went OSL at 32:13:58:44.192 G.m.t. and LHOB 2 went OSL at 32:13:58:54.189 G.m.t. Prior to this event, the pressures were at a nominal value of 350 to 355 psia, which is consistent with the expected pressures adjusted for wheel well environmental conditions given the post top-offtire pressures and leak rates obtained prior to launch.
The RHOB 2 tire-pressure measurement appeared to dip approximately 3 psi and then recovered to a nominal 355 psia. The pressure drop started at 32:13:58:45.199 G.m.t. This lasted for approximately 10 seconds after which the
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D.20.0 DATA PROCESSING SYSTEM PERFORMANCE EVALUATION
D.20.1 Executive Summary
The data processing system (DPS) pre-launch, ascent and on-orbit operations were nominal. During entry, all DPS parameters were nominal at loss-of-data.
D.20.2 Pre-launch/Ascent Performance
No unexpected general-purpose computer (GPC) errors occurred during pre-launch or ascent operations. The mass memory unit (MMU) hardware was used successfully during the OPS 1 transition at T-20 minutes on launch day as the program was obtained from MMU 1 area 1 on the tape. Prior to launch, the Kennedy Space Center (KSC) performed a dump and compare of the entire software of GPC 1 with no miscompares identified. The multiplexer/demultiplexer (MDM) hardware performance was satisfactory as exhibited in the data review conducted after the contingency.
D.20.3 On-Orbit Performance
All DPS hardware performed satisfactorily during the on-orbit operations, and no in-flight anomalies were noted in the analysis of the data.
D/20.4 Entry Performance
The DPS entry operations were nominal. Fault messages were generated and are discussed in the appropriate sections of this appendix.
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D.19.0 ELECTRICAL POWER DISTRIBUTION AND CONTROL SUBSYSTEM PERFORMANCE EVALUATION
D.19.1 Executive Summary
The electrical power distribution and control (EPDC) subsystem performed nominally except for the sluggish ac 2 bus phase B current response initially noted post-ascent. During entry, all EPDC subsystem parameters were nominal at loss-of-data.
The ac 2 phase B sluggish current response (STS-107 MER Problem 1) was not present during PLBD closing or during entry, and had no effect on the Orbiter contingency. Prior to the last 2 seconds of reconstructed entry data, no EPDC measurements were lost, and there were no ac or dc bus shorts or losses.
D.19.2 Pre-launch/Ascent Performance
The EPDC subsystem pre-launch and ascent responses were nominal with the exception of the in-flight anomaly discussed in the following paragraph. This in-flight anomaly had no impact on mission accomplishment.
During vent-door opening, PLBD opening and Ku-band antenna deployment, the ac 2 bus phase B current exhibited a sluggish response. The phase B current increased to about one-half of the expected value, then increased to its nominal value within 0.5 to 1.5 seconds. During this time period, the ac 2 bus phases A and C current increased a similar amount. During steady-state periods, there were periodic occurrences of smaller magnitude signals of the same type (phase B dropping, phases A and C increasing). As before, most of these occurrences lasted between 0.5 and 1.5 seconds, and the phase B drop was between 0.2 and 0.3 ampere (between 3 and 4 telemetry counts). Water-loop pump cycling on the ac 2 bus sometimes triggered the described response. The occurrence of this condition was very sporadic and unpredictable. During a couple of 24-hourperiods, no occurrences were noted. The cause of this anomaly was believed to be the ac 2 bus phase B inverter or the wiring between the ac 2 phase B inverter and panels L4 and MA73C.
D.19.3 On-Orbit Performance
The EPDC subsystem on-orbit operations were nominal with the exception of the anomaly discussed in the previous section. This in-flight anomaly had no impact on mission accomplishment.
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D.19.4 Entry Performance
Off-nominal indications were identified in the last 32 seconds of reconstructed data. These are:
1. The 5-seconds of the reconstructed data had numerous data hits throughout the period. Based on the ASA 4 failure times during the5 seconds of reconstructed data, three signatures were found on the aft main buses that could be 5 -ampere remote power controller (RPC) trip signatures. The RPCs performed as designed.
2. In the 2-second period of reconstructed data, some of the EPDC data were missing, some data were available for only one data sample and some data were in conflict with confirming data. Three conclusions from the data are:
a. There was a general upward shift in fuel cell and forward main bus amperes and a general downward shift in main bus voltages;
b. Several confirming parameters indicate that the ac 3 phase A inverter was disconnected from its ac bus, and there was an increasingly high voltage and current load on ac 3 phases B and C.
c. The fuel cell 1 amperes and single data samples indicate the possibility of a high load on ac 1 phase C.
Appendix DSubsystem Data Review Summary Report
D-38
D.18.0 PURGE, VENT, AND DRAIN SUBSYSTEM PERFORMANCE EVALUATION
D.18.1 Executive Summary
The purge, vent and drain (PV&D) subsystem and hazardous gas detection subsystem (HGDS) performed nominally during all phases of the mission.During entry, all PV&D and HGDS parameters were nominal at loss-of-data. Thevehicle drain system is passive; there is no telemetry to monitor or review.
D.17.2 Pre-launch/Ascent Performance
The PV&D subsystem and HGDS performed nominally during the pre-launch and ascent phases of the mission. The purge temperatures and flow rates were set to predetermined levels and stayed within nominal tolerances. Orbiter circuit 2 was supplied with a higher-than-normal flow rate (225 lb./min) because of the extended duration Orbiter (EDO) pallet requirement agreed to in the payload integration plan. The higher flow rate was within Orbiter purge system certification. During the T minus 9-minute hold, the circuit 2 flow-rate was reduced to 170 lb./min to alleviate the need for a post-flight inspection of the Orbiter T-0 purge-circuit quick-disconnect flappers. The inspection is required if separation occurs at a flow rate at or above 180 lb./min.
D.17.3 On-Orbit Performance
The PV&D subsystem and HGDS performed nominally during the on-orbit phase of the mission, as the subsystems are inactive during the on-orbit period.
D.17.4 Entry Performance
The PV&D subsystem and HGDS performed nominally during the entry phase of the mission.
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D-42
D.21.0 FLIGHT CONTROL SYSTEM HARDWARE PERFORMANCE EVALUATION
D. 21.1 Executive Summary
The flight control system (FCS) pre-launch, ascent and on-orbit operations were nominal. During entry, all FCS parameters were nominal at loss-of-data.
The 32-second period of reconstructed data indicate that there was an anomaly involving aerosurface actuator (ASA) 4. This condition has been evaluated and determined to be the result of a wiring short i n the aft of the left wing.
D.21.2 Pre-launch/Ascent Performance
At all times, the Solid Rocket Booster (SRB) thrust vector controllers (TVC), MPS TVC, and aerosurface actuators were positioned exactly as the GPC commands were given with normal driver currents, secondary differential pressures, and elevon primary differential pressures. The reaction jet driver (RJD) operation was also normal with no thruster-fail indications or other anomalies noted. The rotational hand controller (RHC) and translation hand controller (THC) were both used and exhibited normal channel tracking.
At no time during the ascent of STS-107 did the flight controls fail to accomplish the task of implementing GPC commands. Actuator positions closely tracked GPC commands, and a t no time did secondary differential pressures used in the fault detection mechanism approach the limits that would initiate a failure response.
D.21.3 On-Orbit Performance
The flight control hardware on-orbit performance was nominal. No anomalies were found in the data. The limited aerosurface data available also showed no anomalies. Flight control hardware performance during the on-orbit flight control system checkout was nominal. No anomalies were found in any of the tests or checkout prior to entry.
D.21.4 Entry Performance
The FCS performance during the entry phase was nominal until the final seconds before LOS.
The STS-107 aerosurface actuator performance was nominal until the final second before LOS, when the ASA 4 anomaly began to appear. Aerosurface position did follow GPC commands, even after the occurrence of the ASA 4 anomaly and until LOS + 5 seconds. Aerosurface actuator secondary differential
Appendix DSubsystem Data Review Summary Report
D-45
D.23.0 STAR TRACKER SUBSYSTEM PERFORMANCE EVALUATION
D.23.1 Executive Summary
The star tracker subsystem was powered off during ascent and no subsystem data are available. The star tracker subsystem performance on-orbit was nominal. The star tracker was powered off during entry.
D.23.2 Prelaunch/Ascent Performance
The star tracker subsystem was powered off during ascent and no subsystem data are available.
D.23.3 On-Orbit Performance
The star tracker subsystem performance on-orbit was nominal. Review of thestar tracker subsystem data from the on-orbit period indicated no anomalous or off-nominal performance.
D.23.4 Entry Performance
The star tracker subsystem was powered off during entry and no subsystem data are available.
Appendix DSubsystem Data Review Summary Report
D-43
pressures were well below the bypass level and normal until the ASA 4 anomaly appeared.
At 32:13:59:31.7 G.m.t., aerosurface channel 4 positions either were at their null value or were transitioning toward their null value. Less than one second later at32:13:59:32.396 G.m.t., the power was current-limiting and the voltage had dropped sufficiently for both remote power controllers (RPCs) for ASA 4 to drive the RPC trip measurement (1 Hz). Secondary differential pressure data indicates channel 4 on the right outboard elevon, right inboard elevon, left inboard elevon, left outboard elevon, rudder, and speedbrake were bypassed.The channel 4 fail flag was raised on the right outboard elevon, right inboard elevon, left inboard elevon, left outboard elevon, rudder, and speedbrake at 32:13:39:32.1 G.m.t. (1-Hertz measurement).
The channel 4 driver currents on the right outboard elevon, right inboard elevon, left inboard elevon, left outboard elevon, and speedbrake were non-zero (driving the channel 4 servo valve). A force fight occurred between channel 4 and the other 3 channels on the left outboard elevon from 32:13:59:32.597 G.m.t. to 32:13:59:34.318 G.m.t., as indicated by secondary differential pressure data.This force fight began when the bypass valve on channel 4 reopened (non-bypassed state) and allowed the servo valve to become active.
At 32:13:59:34.536 G.m.t., speedbrake channel 1, 2, and 3 secondary differential pressures indicate a force fight against channel 4. The secondary differential pressure on channel 4 was at null. The isolation valve power RPC was tripped at this point, removing power from the bypass valves on all actuators for channel 4.At 32:13:59:35.077 G.m.t., the actuator fail flags from ASA 4 had turned off.
At approximately 32:14:00:04 G.m.t., just prior to final LOS, aerosurface switching valves are indicated to be in their secondary positions, while the valves are expected to be in their primary positions with zero hydraulic pressure in all three hydraulic systems. In the same time period (32:14:00:04 G.m.t.), all aerosurface position indications read zero volts. Also in the same time period, ASA 1, 2 and 3 RPC indications show that they are off while the ASA 1, 2 and 3 power-on commands show on. In the same time period (32:14:00:04 G.m.t.), there are valid hydraulic reservoir temperatures, rudder/speedbrake actuator return line temperatures, right elevon actuator temperatures, body flap temperatures and MPS TVC return line temperatures, but no valid left elevon actuator temperatures or hydraulic return line temperatures.
Appendix DSubsystem Data Review Summary Report
D-44
D.22.0 INERTIAL MEASUREMENT UNIT PERFORMANCE EVALUATION
D.22.1 Executive Summary
The inertial measurement unit (IMU) pre-launch, ascent and on-orbit operations were nominal. During entry, all FCS parameters were nominal at loss-of-data.
D.22.2 Pre-launch/Ascent Performance
The IMU pre-launch and ascent performance was nominal. The IMUs measured and reflected the Orbiter changes in attitude and velocity due to the nominal ascent activities. Review of the IMU pre-launch and ascent data did not show any anomalous conditions.
D.22.3 On-Orbit Performance
The IMU on-orbit operations were nominal. The IMUs measured and reflected the Orbiter changes in attitude and velocity due to the nominal on-orbitoperations. Review of the IMU on-orbit data did not show any anomalous conditions.
D.22.4 Entry Performance
The overall performance of the three IMUs during entry was nominal. The IMUs measured and reflected the Orbiter changes in attitude and velocity due to the nominal entry activities. The deorbit firing and energy reduction maneuvers were accurately tracked by all three IMUs. The post-LOS data indicated continued nominal velocity changes, but large attitude changes were noted between the first few seconds of data and the small sample of data at the end.
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were not unexpected based on the antenna look angles to the TDRS. There were no off-nominal telemetry indications from any C&T subsystem.
The recovered data after the 25-second LOS indicated the BFS software commanded a switch from the upper right aft (URA) antenna to upper right forward (URF) antenna at 32:14:00:04 G.m.t., and there were ins trumentationindications of the execution of the commanded switch. This conclusion was based on the two antenna switch discretes and the analog value of power amplifier (PA) reflected power, which were consistent with the performance characteristics the URF antenna.
Appendix DSubsystem Data Review Summary Report
D-47
data were compared with the data from previous OV-102 missions, including STS-109, STS-93 and STS-90. Similar radar altimeter signatures were observed for these flights when compared with the data from STS-107. The radar altimeter performance was determined to be nominal. The three microwave-scanning-beam landing systems (MSBLS) were powered on but were out-of-range of the KSC ground station and did not lock on. The MSBLS indications were nominal. The MSBLS were still out-of-range of the ground station during the extra32 seconds of telemetry data that were later recovered.
Appendix DSubsystem Data Review Summary Report
D-48
D.25.0 S-BAND SUBSYSTEM PERFORMANCE EVALUATION
D.25.1 Executive Summary
All S-Band subsystems and processors including S-Band phase-modulated (PM) system 2 and S-Band frequency modulated (FM) system 1 performed nominally during the pre-launch, ascent and on-orbit phases of STS-107. During entry, all S-Band subsystem and processor parameters were nominal at loss-of-data.
D.25.2 Pre-launch/Ascent Performance
The overall performance of the communications and tracking (C&T) subsystems during the pre-launch and ascent phase was nominal. The payload signal processor (PSP) was configured and tested satisfactory during pre-launch and then powered off per procedures prior to launch. S-Band PM system string 1 and 2 and the S-Band FM system were powered on and a checkout of these systems was completed prior to-launch. The S-Band PM system string 2 provided nominal S-Band Orbiter telemetry and air-to-ground (A/G) voice communication overage during the pre-launch, launch, and ascent phases. There were no off-nominal telemetry indications from any S-Band subsystems or processors.
D.25.3 On-Orbit Performance
The overall performance of the C&T subsystems was nominal during the on-orbitphase. The PSP was powered on, configured for SpaceHab support, and operated nominally until powered off at SpaceHab de-activation prior to thedeorbit maneuver. During on-orbit operations, the S-Band FM system was occasionally powered on for operations recorder dumps via ground stations and powered off again when not in use. The S-Band PM systems string 2 providednominal S-Band Orbiter telemetry and A/G voice communication coverage in the Tracking and Data Relay Satellite (TDRS) mode during the majority of the on-orbit phase. There were no off-nominal telemetry indications from either of theS-Band PM subsystems in any operational mode and S-Band communication coverage was nominal throughout the on-orbit phase.
D.25.4 Entry Performance
The overall performance of the C&T subsystems hardware during entry was nominal. The S-band communications coverage via the TDRS was as good as anticipated and very comparable to previous Shuttle entries at the same orbital inclination of 39 degrees. There were several S-Band return-link data dropouts during entry from 32:13:50:00 G.m.t. to 32:13:56:00 G.m.t. that cannot be explained. The antenna look-angles to the TDRS during this period would not typically result in dropouts. Data dropouts after this period until the final LOS
Appendix DSubsystem Data Review Summary Report
D-46
D.24.0 NAVIGATIONAL AIDS SUBSYSTEM PERFORMANCE EVALUATION
D.24.1 Executive Summary
All navigational aids subsystem (NAVAIDS) operations were nominal during the pre-launch, ascent and on-orbit operations. During entry, all NAVAIDS parameters were nominal at loss-of-data. Based on the analysis of the data, the conclusion is that the NAVAIDS were nominal and had no involvement in the catastrophic failure that preceded the loss of the Columbia during the entry phase of the STS-107 mission.
D.24.2 Pre-launch/Ascent Performance
The overall performance of the NAVAIDS was nominal during pre-launch and ascent operations. All three tactical air navigation (TACAN) systems remained locked on to KSC during the ascent and broke lock when the station was out of range. The NAVAIDS were powered off after the operational sequence (OPS) 2 transition.
D.24.3 On-Orbit Performance
The NAVAIDS are normally powered off during the on-orbit phase until the transition to OPS 8 for the FCS checkout approximately 24 hours prior to the predicted landing. All of the NAVAIDS successfully passed the self-test during the FCS checkout. The NAVAIDS were then powered off after the OPS 2 transition. No deviations or significant events were observed in the NAVAIDS performance.
D.24.4 Entry Performance
All NAVAIDS subsystems were powered on at 32:09:30:05 G.m.t., and were functioning nominally prior to loss of signal (LOS). The TACAN systems had locked on to various channel 111X ground stations during the pass over the United States just prior to the de-orbit maneuver and that was nominal operation.The TACAN systems were in the search mode, but were out-of-range of the KSC ground station when LOS occurred at 32:13:59:32:174 G.m.t. The TACAN systems remained in the search mode during the extra 32 seconds of telemetry data that were later recovered. At 32:13:47:37 G.m.t., radar altimeter 1 locked on to plasma. At 32:13:47:39 G.m.t., radar altimeter 2 locked on to plasma. At 32:13:48:53 G.m.t., radar altimeter 2 broke lock on the plasma and remained un-locked until 32:13:59:26:20 G.m.t., when one sample indicating 800 feet was observed. Radar altimeter 1 remained locked on to the plasma until32:13:58:45:00 G.m.t., and then broke lock until 32:13:59:34:30 G.m.t., when one sample indicating 5200 feet was observed. The 800 feet and 5200 feet indications were proven to be invalid and were disregarded. The radar altimeter
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D.26.0 Ku-BAND SUBSYSTEM PERFORMANCE EVALUATION
D.26.1 Executive Summary
The overall performance of the Ku-Band subsystem was nominal with no in-flightanomalies found during data analysis. During entry, all Ku-band subsystem parameters were nominal at loss-of-data.
D.26.2 Pre-launch/Ascent Performance
The overall performance of the Ku-Band subsystem during the pre-launch and ascent phases was nominal. The Ku-Band deployed assembly was stowed for ascent. Telemetry and operations indicate that the Ku-Band was still in its nominal ascent position prior to on-orbit deployment.
D.26.3 On-Orbit Performance
The overall performance of the Ku-Band subsystem during the on-orbit phase was nominal. The Ku-Band assembly was deployed at 16:17:54 G.m.t. in the expected dual motor time of 23 seconds. All telemetry measurements indicated the Ku-Band deployed assembly transitioned from the stowed to the deployed position. The Ku-Band system was activated at 16:17:58 G.m.t., passed the self-test, and functioned properly throughout the mission until it was nominally stowed and powered off at 32:01:47 G.m.t.
D.26.4 Entry Performance
The Ku-Band deployed assembly was stowed for entry. Telemetry indicates that the Ku-Band was still in its nominal position during entry.
Appendix DSubsystem Data Review Summary Report
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D.28.0 DISPLAYS AND CONTROLS SUBSYSTEM PERFORMANCE EVALUATION
D.28.1 Executive Summary
Review of the Displays and Controls (D&C) subsystem pre-launch, ascent and on-orbit data indicated nominal system performance with no anomalous conditions observed. During entry, all D&C subsystem parameters were nominal at loss-of-data.
D.28.2 Pre-launch/Ascent Performance
The D&C subsystem was in the normal configuration and exhibited nominal operation during the pre-launch and ascent phase. All pre-launch master alarm occurrences were attributable to expected operations.
D.28.3 On-Orbit Performance
The D&C subsystem performed nominally during the on-orbit phase of the mission.
D.28.3 Entry Performance
The D&C subsystem exhibited nominal operation during the entry phase, including the additional 32-second period of reconstructed data. During the entry phase up to the additional 32-second time frame, the master alarms annunciatedwere correlated to the individual subsystems that triggered the alarms.
The downlisted data for the caution and warning master alarm subsystem shows evidence of the master alarm annunciating continuously from 32:13:59.33.863 to 32:14:00:04.760 G.m.t., which includes the additional 32-second period of reconstructed data. The data review indicates several subsystems could have triggered the master alarm. Each individual subsystem with possible master alarm triggers has been evaluated for validity of the master alarm data relative tothat subsystems performance. A review of the BFS data reveals a correlation of the events with the downlisted caution and warning master alarm telemetry data.
Appendix DSubsystem Data Review Summary Report
D-51
D.27.0 INSTRUMENTATION SUBSYSTEM PERFORMANCE EVALUATION
D.27.1 Executive Summary
The overall performance of the instrumentation subsystem during the pre-launch,ascent and entry was nominal with no in-flight anomalies identified during the data analysis. During entry, all instrumentation subsystem parameters were nominal at loss-of-data.
D.27.2 Pre-launch/Ascent Performance
The OI and Orbiter experiments (OEX) recorder subsystems performed nominally throughout the STS-107 pre-launch and ascent phases. No significant events or findings were found during the data analysis.
D.27.3 On-Orbit Performance
The overall performance of the instrumentation subsystem during the on-orbitphase was nominal. Review of the OI subsystem on-orbit data indicated noin-flight anomalies or anomalous conditions in the subsystem performance.
D.27.4 Entry Performance
The overall performance of the instrumentation subsystem during the entry phase was nominal until loss of signal. There were no indications of any anomalous performance in any of the subsystem hardware. A number of individual measurements failed or had anomalous readings in the minutes immediately prior to loss of signal. All of these are apparently related to the accident.
During entry operations, several of the hydraulic measurements failed to off-scale-low. These were:
Hydraulic system 3 left outboard elevon return line temperature;Hydraulic system 1 left-hand inboard elevon actuator return line temperature;Hydraulic system 1 left outboard elevon return line temperature; andHydraulic system 2 left outboard elevon return line temperature.
All tire pressure and wheel temperature measurements for the left-hand MLG were then observed to have drifted lower and failed to OSL. The left-handoutboard tire pressure 1 began drifting lower at 32:13:58:34 G.m.t., and failed OSL at 32:13:58:38 G.m.t. The left-hand inboard tire pressure 1 began drifting lower at 32:13:58:33 G.m.t. and failed OSL at 32:13:58:40 G.m.t. The left-handinboard wheel temperature began drifting lower at 32:13:58:35 G.m.t., and failed OSL at 32:13:58:45 G.m.t. The left-hand inboard tire pressure began drifting
Appendix DSubsystem Data Review Summary Report
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lower at 32:13:58:41 G.m.t. and failed OSL at 32:13:58:48 G.m.t. The left-handoutboard wheel temperature began drifting lower at 32:13:58:35 G.m.t., and failed OSL at 32:13:59:40 G.m.t. The left-hand outboard tire pressure 2 began drifting lower at 32:13:58:39 G.m.t., and failed OSL at 32:13:58:54 G.m.t.
The failed measurements used multiple dedicated signal conditioners (DSC) with no more than one affected measurement using a single DSC card. Similarly multiple MDM cards in more than one MDM were used. The failed tire-pressuremeasurements used two different strain gage signal conditioners (SGSC).
Temperatures in the area of the midbody DSC’s and SGSC remained nominal (50-55 °F) until loss of data. As the measurements utilized multiple DSC’s, the source of the failures is not believed to be related to a signal conditioner.Temperatures at the wheel itself were increasing but not high enough to cause transducer failure. Furthermore, the staggered loss of the individual measurements suggests that the failures were measurement failures, rather than actual loss of tire pressure.
The source of the failures is consequently believed to be in the wire harnesses between the wheel area and the midbody. Since the measurements did not exhibit the characteristics observed with breakage of the wheel separation harness, it is more likely to be due to heat-related degradation of the wiring harnesses in the vicinity of the left-hand wheel well.
Review of the post-LOS data did not alter the conclusions reached, and no additional anomalies were identified.
The OEX recorder was recovered and the data were successfully retrieved indicating that the hardware performed nominally. These data were extremely helpful to the investigation as data were recorded until the breakup of the vehicle.The vast majority of the left-wing measurements failed apparently because of heat-related degradation of wiring harnesses in the left wing.
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0253
AX
Der
ived
SPEE
D B
RAK
E AC
TR C
HAN
4 P
OSN
n/a
n/a
n/a
098
.65
sps
DEG
70V5
7P02
60A
XPr
ess
SPEE
D B
RAK
E D
ELTA
PR
ESS
1(B
elow
Ver
t Fin
/Rud
der a
reas
)-3
000
3000
25 s
psPS
ID71
V57P
0261
AX
Pres
sSP
EED
BR
AKE
DEL
TA P
RES
S 2
(Bel
ow V
ert F
in/R
udde
r are
as)
-300
030
0025
sps
PSID
72V5
7P02
62A
XPr
ess
SPEE
D B
RAK
E D
ELTA
PR
ESS
3(B
elow
Ver
t Fin
/Rud
der a
reas
)-3
000
3000
25 s
psPS
ID73
V58P
0865
AX
Pres
sLE
FT O
UTB
D E
LEVO
N S
EC D
ELTA
PR
ESS
4 (s
ee N
otes
(*))
1365
-212
116
-300
030
0025
sps
PSID
74V5
8P09
15A
XPr
ess
RIG
HT
INBD
ELE
VON
SEC
DEL
TA P
RES
S 4
(see
Not
es (*
))13
6538
710
8-3
000
3000
25 s
psPS
ID75
V58T
0125
AX
Tem
pH
yd S
ys 1
LM
G U
pLK
Actr
Unl
k Ln
Tem
p11
59-1
23.5
436
-75
300
1 sp
sD
eg F
76V5
8T01
57A
XTe
mp
Hyd
Sys
t 1 L
H IN
BD E
levo
n Ac
tr R
et L
n Te
mp
1350
-219
118
-75
300
1 sp
sD
eg F
77V5
8T01
93A
XTe
mp
Hyd
Sys
t 1 L
OE
Ret
urn
Line
Tem
p13
77-3
6743
6-7
530
01
sps
Deg
F78
V58T
0257
AX
Tem
pH
yd S
yst 2
LIE
Ret
urn
Line
Tem
p13
48-2
1911
6-7
530
01
sps
Deg
F79
V58T
0394
AX
Tem
pH
yd S
yst 3
LO
E R
etur
n Li
ne T
emp
1368
398
nn-7
530
01
sps
Deg
F80
V58T
0405
AX
Tem
pLE
FT M
AIN
GEA
R S
TRU
T AC
TUAT
OR
TEM
P11
82.5
-116
315.
5-7
530
01
sps
Deg
F81
V58T
0841
AX
Tem
pH
YD 2
LH
AFT
BR
AKE
SW V
LV R
TN L
N T
EMP
1173
-107
313
-75
300
1 sp
sD
eg F
82V5
8T08
42A
XTe
mp
HYD
3 L
H F
WD
BR
AKE
SW V
LV R
TN L
N T
EMP
1156
.5-1
09.5
313.
7-7
530
01
sps
Deg
F83
V58T
1700
AX
Tem
pLM
G B
rake
Lin
e Te
mp
A (o
n st
rut f
acin
g M
LG d
oor)
1116
-140
.428
2.8
-75
300
1 sp
sD
eg F
84V5
8T17
01A
XTe
mp
LMG
Bra
ke L
ine
Tem
p B
1116
-139
.628
2.8
-75
300
1 sp
sD
eg F
E-2
Appendix DSubsystem Data Review Summary Report
D-55
D.30.0 AIR DATA TRANSDUCER ASSEMBLY HARDWARE PERFORMANCE EVALUATION
D30.1 Executive Summary
The air data transducer assembly (ADTA) hardware performed satisfactorily during the entry phase of the mission. The ADTA probes were not deployed so no data were received on that subsystem operation.
D.30.2 Pre-launch/Ascent Performance
The ADTA is not deployed during the ascent phase and no data were received.
D.30.3 On-Orbit Performance
The ADTA is not deployed during the on-orbit phase and no data were received.
D.30.4 Entry Performance
The ADTA performed nominally during FCS checkout and from power-on for deorbit through loss of signal. Pressure indications from all 16 ADTAtransducers were well within redundancy management (RM) limits, and all mode/status word indications were satisfactory. Data also shows that the air data probes (ADPs) were not deployed during this phase of entry. Probe temperatures were in the normal range for stowed ADPs.
The ADTA data is not used by GN&C until the crew manually enables the data around Mach 3.5. The air data probes remain stowed until around Mach 5 during entry. At the time of LOS, the ADTA transducers were reading within± 0.040 inch Hg between transducers connected to the same-side air data probe and ± 0.080 inch Hg between transducers connected to opposite-side air data probes. The ADTAs were reading the ambient pressure inside the forward RCS cavity and responding to very small changes in pressure due to vehicle motion and attitude. Pressures from the left probe were slightly higher than pressures from the right, but these differences are not atypical of ADTA performance during this phase of flight. Data during a similar portion of entry from STS-109 andSTS-110 have been reviewed as comparisons.
ADTA data was not being used at the time of vehicle loss and could not have been a factor in the mishap. In addition, the ambient ADTA data shows no indication of abnormal vehicle GN&C.
App
endi
x E
STS-
107
Mis
hap
Inve
stig
atio
n Ti
mel
ine
Inst
rum
enta
tion
Dat
a
Not
e: n
n =
no d
ata
No.
MSI
D /
OE X
OI
Typ e
Title
Sam
ple
Uni
tsID
No.
XY
ZO
SLO
SHR
ate
1V0
7P80
38A
XPr
ess
L W
ing
Upp
er S
urfa
ce P
ress
(WB
3)13
34-4
23.5
UPR
016
10 s
psPS
IA2
V07P
8086
AX
Pres
sL
Win
g Lo
wer
Sur
face
Pre
ss (W
B 3)
1353
.4-4
19.1
LWR
016
10 s
psPS
IA3
V07P
8151
AX
Pres
sR
ight
Win
g Lo
wer
Sur
face
Pre
ss12
71.8
137.
8LW
R0
1510
sps
PSIA
4V0
7T92
19A
XTe
mp
OM
S-L
Pod
HR
SI S
urf T
1-AF
T15
07.1
-126
422
017
401
sps
Deg
F5
V07T
9220
AX
Tem
pO
MS-
L Po
d LR
SI S
urfa
ce T
emp-
FWD
1321
LH46
40
1740
1 sp
sD
eg F
6V0
7T92
22A
XTe
mp
OM
S-L
Pod
HR
S1 S
urf T
2-AF
T14
86.9
-126
422
017
401
sps
Deg
F7
V07T
9223
AX
Tem
pO
MS-
L Po
d H
RS1
Sur
f T3-
AFT
1437
.2-1
2642
20
1740
1 sp
sD
eg F
8V0
7T92
53A
XTe
mp
Left
Fuse
lage
Sid
e Su
rface
Tem
p BP
3605
T10
00.7
-105
354.
50
900
1 sp
sD
eg F
9V0
7T92
70A
XTe
mp
Fuse
lage
Sid
e Su
rface
The
rmoc
oupl
e BP
3976
T 15
60-1
11.1
LWR
017
401
sps
Deg
F10
V07T
9468
AX
Tem
pFu
sela
ge L
ower
Sur
face
The
rmoc
oupl
e X6
1961
8.9
0LW
R50
027
0010
sps
Deg
F11
V07T
9470
AX
Tem
pFu
sela
ge L
ower
Sur
face
The
rmoc
oupl
e X6
2062
0.1
-51.
1LW
R50
027
0010
sps
Deg
F12
V07T
9478
AX
Tem
pFu
sela
ge L
ower
Sur
fac
Ther
moc
oupl
e X1
004
1003
.80
LWR
500
2700
10 s
psD
egF
13V0
7T94
80A
XTe
mp
Fuse
lage
Low
er S
urfa
ce T
C B
P160
2TR
10
04.1
-99.
8 L
WR
500
2700
10 s
psD
eg F
14V0
7T94
89A
XTe
mp
Fuse
lage
Low
er S
urfa
ce T
C B
P190
0T13
91.5
0LW
R50
027
0010
sps
Deg
F15
V07T
9492
AX
Tem
pFu
sela
ge L
ower
Sur
face
TC
BP1
602T
R15
11.1
1.3
LWR
500
2700
10 s
psD
eg F
16V0
7T95
08A
XTe
mp
Fuse
lage
Low
er S
urfa
ce T
herm
ocou
ple
1560
.3-1
11.1
LWR
024
0010
sps
Deg
F17
V07T
9522
AX
Tem
pFu
slg
Aft P
enet
ratio
n Ar
ea T
C B
P332
5T64
9.3
-105
354.
80
1300
1 sp
sD
eg F
18V0
7T96
36A
XTe
mp
Left
Win
g U
pper
Sur
face
TC
BP4
860T
1357
.8-3
58U
PR0
900
1 sp
sD
eg F
19V0
7T96
66A
XTe
mp
WIN
G L
WR
SU
RF
THER
MO
CO
UPL
E BP
2510
T11
21.7
-235
.5LW
R0
2400
10 s
psD
eg F
20V0
7T96
74A
XTe
mp
Left
Win
g Lo
wer
Sur
face
The
rmoc
oupl
e13
53.1
-236
.4LW
R50
027
0010
sps
Deg
F21
V07T
9711
AX
Tem
pLe
ft W
ing
Low
er S
urfa
ce T
herm
ocou
ple
1362
-369
.3LW
R0
2400
10 s
psD
eg F
22V0
7T97
13A
XTe
mp
WIN
G L
WR
SU
RF
ELEV
ON
TC
BP2
876T
1402
-375
.3LW
R0
3000
1 sp
sD
eg F
23V0
7T97
84A
XTe
mp
Left
Hal
f Low
er A
ft Fu
sela
ge S
urfa
ce14
43-1
17LW
R0
2400
10 s
psD
egF
24V0
7T97
85A
XTe
mp
Left
Hal
f OTB
D L
ower
Ele
von
Forw
ard
Surfa
ce13
96.1
-372
.2LW
R0
3000
1 sp
sD
eg F
25V0
7T97
86A
XTe
mp
Left
Hal
f IN
BD L
ower
Ele
von
Forw
ard
Surfa
ce13
87-2
29LW
R0
3000
1 sp
sD
eg F
26V0
7T97
87A
XTe
mp
AFT
FUS
LWR
AFT
SU
RFA
CE
1513
-116
LWR
024
0010
sps
Deg
F27
V07T
9788
AX
Tem
pBO
DY
FLAP
LH
LW
R O
TBD
FW
D15
30-1
19.4
LWR
024
0010
sps
Deg
F28
V07T
9903
AX
Tem
pLe
ft Fu
sela
ge S
ide
Surfa
ce T
C B
P360
4T10
06-1
0539
8.4
013
001
sps
Deg
F29
V07T
9913
AX
Tem
pFU
SLG
SID
E SU
RFA
CE
TC B
P360
3T10
03.8
LH44
1.3
013
001
sps
Deg
F30
V07T
9925
AX
Tem
pFU
SLG
SID
E SU
RFA
CE
TC B
P370
3T11
38.5
LH44
1.4
017
401
sps
Deg
F31
V07T
9972
AX
Tem
pLe
ft O
MS
Pod
TC B
P074
9T13
24-9
848
80
1300
1 sp
sD
eg F
32V0
7T99
76A
XTe
mp
Left
OM
S Po
d TC
BP0
731T
1342
.5-1
28.5
462.
60
1740
1 sp
sD
eg F
33V0
7T99
78A
XTe
mp
OM
S-L
Pod
Ther
moc
oupl
e BP
0732
T13
59.6
-135
.146
3.1
013
001
sps
Deg
F34
V08D
9729
AX
Vibe
LFAF
L O
TBD
ELV
N-O
TBD
Z-V
IB A
OW
018
1429
.4-4
35nn
020
500
sps
GP-
P35
V09T
1002
AX
Tem
pLe
ft Lo
wer
Win
g Sk
in T
emp
1280
.124
0LW
R-2
0045
01
sps
Deg
F36
V09T
1006
AX
Tem
pLe
ft IN
BD E
levo
n Lo
wer
Ski
n Te
mp
1441
.9-2
34.5
101.
9-2
0045
01
sps
Deg
F37
V09T
1016
AX
Tem
pM
id F
us B
ot P
ort B
L Te
mp
X620
- C
ente
r Lin
e62
0-5
2.4
BOT
-200
450
1 sp
sD
eg F
38V0
9T10
22A
XTe
mp
Mid
Fus
Bot
Por
t BL
Tem
p X
777
- Cen
ter L
ine
777
-52.
5BO
T-2
0045
01
sps
Deg
F39
V09T
1024
AX
Tem
pLe
ft U
pper
Win
g Sk
in T
emp
1280
.124
0U
PR-2
0045
01
sps
Deg
F40
V09T
1624
AX
Tem
pFw
d Fu
s Lw
r Ski
n Bo
t Cen
ter L
ine
Tem
p56
02
277
-200
450
1 sp
sD
eg F
41V0
9T17
24A
XTe
mp
LH A
ft Fu
s Si
dew
all T
emp
at x
1410
1410
nn34
0-2
0045
01
sps
Deg
F42
V09T
9231
AX
Tem
pEl
evon
LW
R P
LUG
TEM
P 1
(Sur
face
) P17
114
43.5
-232
.2LW
R0
3000
1 sp
sD
eg F
43V0
9T98
45A
XTe
mp
Out
boar
d EL
EVO
N, M
ID G
AP, F
wd
1440
.4-3
16LW
R0
2400
10 s
psD
eg F
Ran
geLo
catio
n
E-1
Appendix DSubsystem Data Review Summary Report
D-54
D.29.0 MULTIFUNCTION ELECTRONIC DISPLAY SUBSYSTEM PERFORMANCE EVALUATION
D.29.1 Executive Summary
The overall performance of the MEDS was nominal during the pre-launch, ascent and on-orbit phases with no in-flight anomalies identified during the analysis of the data. During entry, all MEDS subsystem parameters were nominal at loss-of-data.
D.29.2 Pre-launch/Ascent Performance
The overall performance of the MEDS was nominal during the pre-launch and ascent phases. There were no significant deviations from the nominal/expected operation of the MEDS subsystem during the pre-launch/ascent period; all downlisted Edge Key inputs reflect those that would be expected during normal operations.
D.29.3 On-Orbit Performance
The overall performance of the MEDS was nominal during the on-orbit operations was nominal. There were no significant deviations from the nominal/expected operation of the MEDS subsystem during the on-orbit period; all downlisted Edge Key inputs reflect those that would be expected during normal operations.
D.29.4 Entry Performance
The MEDS subsystem operation was nominal during the entry until loss-of-dataand LOS.
A C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIAA C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIA
3 0 0 R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3 3 0 1R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3
App
endi
x E
STS-
107
Mis
hap
Inve
stig
atio
n Ti
mel
ine
Inst
rum
enta
tion
Dat
a
Not
e: n
n =
no d
ata
No.
MSI
D /
OE X
OI
Typ e
Title
Sam
ple
Uni
tsID
No.
XY
ZO
SLO
SHR
ate
Ran
geLo
catio
n
85V5
8T17
02A
XTe
mp
Left
Mai
n G
ear B
rake
Lin
e Te
mp
C11
40-1
0830
9-7
530
01
sps
Deg
F86
V58T
1703
AX
Tem
pLM
G B
rake
Lin
e Te
mp
D11
83-1
0831
2-7
530
01
sps
Deg
F87
V62T
0439
AX
Tem
pSU
PPLY
H2O
DU
MP
NO
ZZLE
TEM
P B
620
-105
342.
460
400
1 sp
sD
egF
88V6
2T04
40A
XTe
mp
SUPP
LY H
2O D
UM
P N
OZZ
LE T
EMP
A62
0-1
0534
2.46
040
01
sps
Deg
F89
V62T
0551
AX
Tem
pVA
CU
UM
VEN
T TE
MP
620
-105
335.
96-7
530
01
sps
Deg
F90
V79X
2634
XX
Posi
tion
RJD
A 1
JET
R2R
DR
IVER
(see
Not
e 1)
n/a
n/a
n/a
On
25 s
psEv
ent
91V7
9X26
38X
XPo
sitio
nR
JDA
2 JE
T R
3R D
RIV
ER (s
ee N
ote
1)n/
an/
an/
aO
n25
sps
Even
t92
V79X
3263
XX
Posi
tion
LEFT
INBO
ARD
ELE
VON
AC
TR 4
FAI
L(L
ocat
ed @
ASA
4, A
vion
ics
Bay
6)Fa
il1
sps
Even
t93
V79X
3268
X X
Posi
tion
LEFT
OTB
OAR
D E
LEVO
N A
CTR
4 F
AIL
(Loc
ated
@ A
SA4,
Avi
onic
s Ba
y 6)
Fail
1 sp
sEv
ent
94V7
9X32
73X
XPo
sitio
nR
IGH
T IN
BOAR
D E
LEVO
N A
CTR
4 F
AIL
(Loc
ated
@ A
SA4,
Avi
onic
s Ba
y 6)
Fail
1 sp
sEv
ent
95V7
9X32
78X
XPo
sitio
nR
IGH
T O
TBO
ARD
ELE
VON
AC
TR 4
FAI
L(L
ocat
ed @
ASA
4, A
vion
ics
Bay
6)Fa
il1
sps
Even
t96
V79X
3334
XX
Posi
tion
RU
DD
ER A
CTR
4 F
AIL
OU
TPU
T(L
ocat
ed @
ASA
4, A
vion
ics
Bay
6)Fa
il1
sps
Even
t97
V79X
3339
XX
Posi
tion
SPEE
D B
RAK
E AC
TR 4
FAI
L(L
ocat
ed @
ASA
4, A
vion
ics
Bay
6)Fa
il1
sps
Even
t98
V76X
4210
EX
Posi
tion
PCA
FLT
CO
NT
ASA
4 R
PC C
ON
1320
-15
292
Off
On
1 sp
sEv
ent
99V7
6X42
11E
XPo
sitio
nPC
A FL
T C
ON
T AS
A 4
RPC
A O
N13
2055
372
Off
On
1 sp
sEv
ent
100
V90H
0803
CX
Der
ived
CO
MM
AND
ED A
NG
LE O
F AT
TAC
K (A
LPC
MD
)n/
an/
an/
a-4
545
1 sp
sD
EG10
1V9
0H10
44C
XD
eriv
edC
OM
MAN
DED
RO
LL A
NG
LE (R
OLL
C)
n/a
n/a
n/a
036
01
sps
Spec
ial
102
V90H
1500
CX
Der
ived
PREL
IM A
ILER
ON
CM
D(D
CSP
)n/
an/
an/
a1
sps
DEG
103
V90H
6410
CX
Der
ived
SELE
CTE
D B
OD
Y FL
AP F
DBK
(DBF
) (se
e N
ote
2)n/
an/
an/
a-5
55
sps
VDC
104
V90H
7505
CX
Der
ived
SELE
CTE
D L
IB E
LEVO
N (E
LVLI
) FD
BK (s
ee N
ote
3)n/
an/
an/
a-5
55s
psVD
C10
5V9
0H75
55C
XD
eriv
edSE
LEC
TED
RIB
ELE
VON
(ELV
RI)
FDBK
(see
Not
e 3)
n/a
n/a
n/a
-55
5sps
VDC
Not
es:
sps
= sa
mpl
e pe
r sec
ond.
(*)
= M
SID
is p
hysi
cally
loca
ted
on th
e Le
ft/R
ight
Ele
von
actu
ator
.
Not
e 1
They
are
cal
ling
a D
iscr
ete=
0 or
Off
as O
ff-Sc
ale
Low
and
Dis
cret
e=1
or O
n as
Off-
Scal
e H
igh.
Not
e 2
Not
e 3
Sam
e as
Not
e 2
exce
pt w
ith M
CC
Cal
ibra
tions
, Sel
ecte
d El
evon
FD
BK is
con
verte
d to
deg
rees
(DEG
).
Whi
le th
is is
list
ed in
the
data
base
as
VDC
, it i
s no
t dow
nlis
ted
as s
uch.
Wha
t is
dow
nlis
ted
is th
e co
unt v
alue
for t
he s
elec
ted
16 b
it M
DM
har
dwar
e w
ord.
A v
alue
of +
5.00
VD
C
whi
ch is
+50
0 co
unts
in th
e si
gn +
9 bi
ts is
a c
ount
val
ue o
f +32
,000
cou
nts
in th
e si
gn +
15 b
its.
Div
idin
g by
64
conv
erts
to th
e si
gn +
9 bi
t val
ue a
nd d
ivid
ing
by 1
00 c
ount
s/VD
C
conv
erts
to V
DC
. Th
us, w
e pu
t a c
alib
ratio
n C
oeffi
cien
t in
the
Cal
ibra
tion
Dat
a of
1/6
400
(1.5
625E
-04)
. Ba
ck th
en w
e co
uld
not e
nter
the
num
ber d
irect
ly.
Inst
ead
we
had
to p
ut
in d
ata
and
let t
he c
ompu
ter c
alcu
late
the
Cal
ibra
tion
Coe
ffici
ents
. Th
us it
cam
e ou
t as
1.56
1999
9E-0
4 or
1/6
402.
0490
65 (c
lose
eno
ugh)
. Th
at is
in th
e Sh
uttle
Dat
a Ta
pe s
o it
gets
con
verte
d to
VD
C o
n th
e gr
ound
. W
ith M
CC
Cal
ibra
tions
it is
con
verte
d to
per
cent
.
E-3
Appendix F List of Contributors
Michael Fitzpatrick USA/MOD
Passive Thermal Control Subsystem Harry Chang NASA/ES
Diana Coronado Boeing Shannon Belknap Boeing Tim Davies Boeing David Russell Boeing Dan Reynolds Boeing Guadalupe Gonzales Boeing
Mechanical / Landing and Deceleration Subsystems Robert Davis NASA/ES Bill Heitzman USA
Tom Hoffman BoeingLink Salvador BoeingRuben Smith Boeing Jeff Goodmark Boeing
Chip Heinol Boeing
Purge, Vent and Drain Subsystem Doug Cline Boeing
Electrical Power Distribution and Control Subsystem Larry Minter Boeing Mark Fugitt Boeing Pete Peterson Boeing Kenneth Utley Boeing Mike Danielson Boeing Mark Welch USA/MOD Angela Bauer NASA/DF
Flight Control Subsystem Don McCorvey Boeing Rich Kawaga Boeing Vester Purkey Boeing Stephen Choi Boeing Jeff Wyrick USA/MOD Kyle Belton USA/MOD David Weiler USA/MOD Vic Untalan NASA/DF
Inertial Measurement Unit Subsystem Mike Reves Boeing Mike Rodgers Boeing
F-3
Appendix F List of Contributors
A great many people participated in the review and analysis of flight data from STS-107. The following is a list of some of the many people who contributed to the review of the STS-107 data and the generation of the entry timeline. The Data Review and Timeline Team thanks all of those who contributed to this effort and apologizes to those who have been inadvertently left of this list.
Core Team (conducted data reviews and represented their organizations at the data reviews, generated timeline, compiled supporting data, generated report, etc.)
Don L. McCormack, Jr. NASA/MVDavid W. Camp Boeing
Joyce Seriale-Grush NASA/EATim Reith Boeing Don Peck Boeing Randy Moore BoeingLonnie Jenkins BoeingTony Leba Boeing Chuck Armstrong BoeingTom Davies Boeing/Cimarron Walter Scott Boeing/Cimarron Joe Mechelay Boeing/CimarronScott Altman NASA/CB George Zamka NASA/CBEric Boe NASA/CB David Moyer NASA/MV Bert Wagster USA Jon Olansen NASA/NC Al Arnold GHG Ross Engle SAIC Jeff Kling NASA/DFHoward Wagner NASA/EPRobert W. Fricke, Jr. LMSO
Auxiliary Power Unit Subsystem Ken Smith Boeing
Paul Grout Boeing Mike Houle Boeing Tom Reuland Boeing Mel Friant NASA/DF Eddie Eskola USA
Hydraulics Subsystem Bob Rauch Boeing
Jeff Goza Boeing
F-1
Appendix F List of Contributors
Charles Ritrivi Boeing David Beaugh Boeing Farzad Rezayat Boeing Francisco Hernandez NASA/EP Mike Snyder USA
Main Propulsion Subsystem David Rigby Boeing Jeff Stinnett Boeing Trina Martingano Boeing Mohammed Jebril Boeing John Chan Boeing Scott Baird NASA/EP John Melcher NASA/DF Thomas Arnold NASA/DF
Orbital Maneuvering and Reaction Control Subsystems Brian Werner Boeing
Steven Arrieta BoeingJames Garza Boeing Ed Fitzgerald Boeing Mickie Eguia Boeing Courtney Dorris BoeingDean Lenort USA/MOD
Fuel Cell and Power Reactant Storage and Distribution Subsystems Danny Fitzgerald Boeing
Ken Adams Boeing Johnny Wong Boeing Tim North Boeing
Environmental Control and Life Support Subsystems Jordan Metcalf NASA/EC Bruce Harkness USA Don Sandersfeld Boeing
Chris Hoffman Boeing Isaac Andu Boeing Carmelo Ascunsion Boeing Menghis Hagos Boeing Thomas Londrigan Boeing Vince Reyes Boeing Marco Lorenzano Boeing Keith Mosall NASA/EC Chau Pham NASA/EC Darren Fasbender USA/MOD
F-2
A C C I D E N T I N V E S T I G A T I O N B O A R D
COLUMBIA
3 0 2 R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3
Appendix F List of Contributors
Danny Siner NASA Brent Bynum Boeing
Chris Gentz Boeing Debra Owen Boeing
Entry AerodynamicsJim Harder Boeing Olman Carvajal Boeing
Brandon Redding Boeing Georgi Ushev Boeing
Stress AnalysisMike Dunham Boeing
Shawn Sorenson Boeing
Image Analysis Greg Byrne NASA/SX Jon Disler LM
SafetyAlan Peterson Boeing
Mike Dye Boeing Bruce Stewart Boeing Jeremy Verostko SAIC Meagan Bell GHG Michael Penney SAIC
F-5
Appendix F List of Contributors
Star Tracker Subsystem Phil Perkins Boeing
Avionics Subsystems Denise Romero NASA
Kevin Dunn NASAJohn Hunt USA
Data Processing Subsystem Jon Cummings USA
James Cooley BoeingVinh Nguyen Boeing Lynna Wood Boeing Jennifer Hagin NASA/DF
Navigational Aids Subsystems Lance Borden Boeing Billy Cowan Boeing
Communication Subsystems Jeff Stafford Boeing Ken McCrary Boeing Marty O�Hare Boeing Martha May Boeing Laura Hoppe USA/MOD Daryl Brown NASA/DF
Cathy Sham NASA/EV Chip Kroll NASA/EVJohn Boster Lockheed Antha Atkins Lockheed
Instrumentation / Recorders Subsystem Dwight Favors Boeing Steve Woods Boeing Rey Rivas Boeing Patrick Ngo Boeing Mike Garske NASA/MV
Displays and Controls Subsystem Brian Kang Boeing Andy Farkas Boeing
Multifunction Electronic Display SubsystemJim Newsome NASA
F-4