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From: starrfie@hydro.la.asu.edu (Sumner Starrfield)
Subject: STS-61 Launch Report-Mission Data Summary (12/02/93) - sci.space.news #5127 (f
Date: Sat, 4 Dec 93 21:45:42 MST
STS-61 LAUNCH REPORT MISSION DATA SUMMARY 12/02/93
GEORGE C. MARSHALL SPACE FLIGHT CENTER
PAYLOAD MANIFEST:
PAYLOAD BAY Hubble Space Telescope (HST)
Servicing Mission (SM)1,
IMAX Cargo Bay Camera (ICBC)
MID-DECK IIMAX, Air Force Maui Optical Site (AMOS)
INSTRUMENTATION: None Assigned
LAUNCH DATE: December 2, 1993
LAUNCH WINDOW: 3:27 am - 4:34 am CST
LAUNCH TIME: 93:336:26:59.983 GMT
3:27 am CST
SSME #3 START TIME: 93:336:09:26:53.422 GMT
SSME #2 START TIME: 93:336:09:26:53.545 GMT
SSME #1 START TIME: 93:336:09:26:53.665 GMT
SCRUB T-REF 93:335:10:58:00.000 GMT
5:58 am CST December 1, 1993
LAUNCH SITE: KSC Pad 39B
MOBILE LAUNCH PLATFORM: MLP-2
ORBITAL INCLINATION: 28.45 degrees
LAUNCH AZIMUTH: 90.0 degrees
ORBITAL ALTITUDE: ~308 nautical miles
INSERTION MODE: Direct
MISSION DURATION: 11 days nominal
PRIMARY LANDING SITE: Kennedy Space Center, FL
ABORT LANDING SITES: TAL (Prime) - Banjul, Gambia
TAL Alternate - Moron, Spain
Ben Guerir, Morocco
ORBITER: ENDEAVOUR OV-105 (5th Flight)
EXTERNAL TANK: ET-60
MAIN ENGINES: 2019, 2033, 2017
POWER LEVEL: Nominal...........100/73/104%
Abort....................104%
To Avoid Ditching........109%
SOLID ROCKET BOOSTERS: BI-063
SOLID ROCKET MOTOR SET: Left - 360L023A
Right - 360L023B
Burnrate (Delivered): LH - 0.366 IPS at 60 deg F
RH - 0.366 IPS at 60 deg F
COMMANDER: Dick Covey
SHUTTLE PILOT: Ken Bowersox
PAYLOAD COMMANDER: Story Musgrave
ESA SPECIALIST: Claude Nicollier
MISSION SPECIALIST: Tom Akers
MISSION SPECIALIST: Kathy Thorton
MISSION SPECIALIST: Jeff Hoffman
1.0 STS-61 FLIGHT SUMMARY
The STS-61 mission was successfully flown from Launch Pad 39B (MLP-2) at the
Kennedy Space Center (KSC) on December 2, 1993. This is a civilian mission of
the National Aeronautics and Space Administration (NASA) with the primary
objective of performing the first on-orbit servicing of the Hubble Space
Telescope (HST). The servicing tasks include the installation of a new Solar
Array (SAs), an operational Wide Field/Planetary Camera (WFPC-II), a Corrective
Optics Space Telescope Axial Replacement (COSTAR), replacement gyro packages,
and provide redundant data transfer capabilities for the Goddard High
Resolution Spectrometer. Secondary objectives are to perform the requirements
of the IMAX Cargo Bay Camera (ICBC), the IMAX Camera and the Air Force Maui
Optical Site Calibration Test (AMOS).
This was the fifty-ninth (59th) flight of the Space Shuttle program. RSRM
ignition occurred at approximately 3:27 A.M. Central Standard Time (CST)
(93:336:09:26:59.983 GMT). Winds at liftoff were from approximately 419 degrees
at 14 knots; the ambient temperature was 68.4 degrees F; the barometric
pressure was 30.22 in. Hg; and the relative humidity was 70.8%.
The successful launch of STS-61 followed a vehicle scrub on December 1, 1993
due to a Return To Launch Site (RTLS) Launch Commit Criteria (LCC) weather
violation at KSC. The scrub occurred at approximately 4:58 am CST (10:58 GMT)
while in an extended hold at T-5 minutes.
2.0 FLIGHT RESULTS
2.1 SOLID ROCKET BOOSTERS - SRBs BI-063, RSRMs 360L023A, 360L023B
All Solid Rocket Booster (SRB) systems performed as expected. The SRB
prelaunch countdown was normal, and no SRB or RSRM Launch Commit Criteria (LCC)
or Operational Maintenance Requirements Specification Document (OMRSD)
violations occurred.
Power up and operation of all case, igniter, and field joint heaters was
accomplished routinely. All RSRM temperatures were maintained within
acceptable limits throughout the countdown. For this flight, the low pressure
heated ground purge in the SRB aft skirt was used to maintain the case/nozzle
joint and flexible bearing temperatures within the required LCC ranges. At T-
15 minutes, the purge was changed to high pressure to inert the SRB aft skirt.
Preliminary data indicates that the flight performance of both RSRMs was well
within the allowable performance envelopes, and was typical of the performance
observed on previous flights. The RSRM propellant mean bulk temperature (PMBT)
was 70 degrees F at liftoff.
Both SRBs were successfully separated from the External Tank (ET) at T + 126.4
seconds, and reports from the recovery area, based on visual sightings,
indicate that the deceleration subsystems performed as designed. Both SRBs
were observed during descent, and are currently floating near the retrieval
ships.
2.2 EXTERNAL TANK - ET-60
All objectives and requirements associated with External Tank (ET) propellant
loading and flight operations were met. All ET electrical equipment and
instrumentation operated satisfactorily. ET purge and heater operations were
monitored and all performed properly. No ET LCC or OMRSD violations were
identified.
Typical ice/frost formations were observed on the ET during the countdown.
There was no observed ice or frost on the acreage areas of the ET. Normal
quantities of ice or frost were present on the LO2 and LH2 feedlines and on the
pressurization line brackets. These observations are acceptable per NSTS
08303. The Ice/Frost "Red Team" reported that there were no anomalous TPS
conditions.
The ET pressurization system functioned properly throughout engine start and
flight. The minimum LO2 ullage pressure experienced during the ullage pressure
slump was 14.0 psid.
ET separation was confirmed, and since Main Engine Cutoff (MECO) occurred
within expected tolerances, ET reentry and breakup is expected to be within the
predicted footprint.
2.3 SPACE SHUTTLE MAIN ENGINE - SSMEs 2019, 2033, 2017
All SSME parameters appeared to be normal throughout the prelaunch countdown
and were typical of prelaunch parameters observed on previous flights. Engine
"Ready" was achieved at the proper time; all LCC were met; and engine start and
thrust buildup were normal.
Preliminary flight data indicate that SSME performance during mainstage,
throttling, shutdown and propellant dump operations was normal. HPOTP and
HPFTP temperatures appeared to be well within specification throughout engine
operation. Space Shuttle Main Engine Cutoff (MECO) occurred at T + 511.28
seconds. There were no Failure IDs (FIDs), and no significant SSME problems
have been identified.
2.4 MAIN PROPULSION SYSTEM - MPS OV-105
The overall performance of the Main Propulsion System (MPS) was as expected.
LO2 and LH2 loading were performed as planned with no stop flows or reverts.
There were no OMRSD or LCC violations.
Throughout the period of preflight operations, no significant hazardous gas
concentrations were detected. The maximum hydrogen concentration level in the
Orbiter aft compartment (which occurred shortly after the start of the LH2
recirc pumps) was approximately 130 ppm, which compares favorably with previous
data for this vehicle.
A comparison of the calculated propellant loads at the end of replenish, versus
the inventory loads, results in a loading accuracy of -0.04 percent for LH2,
and -0.01 percent for LO2.
Ascent MPS performance appeared to be completely normal. Preliminary data
indicate that the LO2 and LH2 pressurization systems performed as planned, and
that all NPSP requirements were met throughout the flight.
2.5 SHUTTLE RANGE SAFETY SYSTEM - SRSS
Shuttle Range Safety System (SRSS) closed loop testing was completed as
scheduled during the launch countdown. All SRSS Safe and Arm (S&A) devices
were armed and system inhibits turned off at the appropriate times. All SRSS
measurements indicated that the system operated as expected throughout the
countdown and flight.
As planned, the SRB S&A devices were safed, and SRB system power was turned off
prior to SRB separation. The ET system remained active until ET separation
from the Orbiter.
2.6 VEHICLE PERFORMANCE
A quick-look determination of vehicle performance was made using vehicle
acceleration and preflight propulsion prediction data. From these data, the
average flight derived engine Isp determined for the time period between SRB
separation and start of 3-G throttling was 452.0 seconds as compared to an MPS
tag value of 452.77 seconds. The relative velocity of the vehicle reached the
Adaptive Guidance/Throttling (AGT) Reference Value at T + 19.39 seconds,
resulting in a calculated time difference used to adjust the pitch and throttle
profiles of + 0.40 seconds.
3.0 CANDIDATE IN-FLIGHT ANOMALIES AND SIGNIFICANT PROBLEMS
No In-Flight Anomalies or significant problems associated with the MSFC
elements have been identified at this time.
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