Space Shuttle NASA Mission Reports: 1999 Missions, STS-96, STS-93, STS-103
National Aeronautics and Space Administration (NASA), World Spaceflight News
Smashwords Edition
Copyright 2012 Progressive Management
Questions? Suggestions? Comments? Concerns? Please contact the publisher directly at
Remember, the book retailer can't answer your questions, but we can!
* * * * * * * * * * *
Smashwords Edition, License Notes
This ebook is licensed for your personal enjoyment only. This ebook may not be re-sold or given away to other people. If you would like to share this book with another person, please purchase an additional copy for each person you share it with. If you're reading this book and did not purchase it, or it was not purchased for your use only, then you should return to Smashwords.com and purchase your own copy. Thank you for respecting the hard work of this author.
* * * * * * * * * * *
This is a privately authored news service and educational publication of Progressive Management. Our publications synthesize official government information with original material - they are not produced by the federal government. They are designed to provide a convenient user-friendly reference work to uniformly present authoritative knowledge that can be rapidly read, reviewed, or searched. Vast archives of important data that might otherwise remain inaccessible are available for instant review no matter where you are. This e-book format makes a great reference work and educational tool. There is no other reference book that is as convenient, comprehensive, thoroughly researched, and portable - everything you need to know, from renowned experts you trust. For over a quarter of a century, our news, educational, technical, scientific, and medical publications have made unique and valuable references accessible to all people. Our e-books put knowledge at your fingertips, and an expert in your pocket!
* * * * * * * * * * * *
* * * * * * * * * * * *
* * * * * * * * * * * *
July 1999
National Aeronautics and Space Administration
Lyndon B. Johnson Space Center
Houston, Texas
INTRODUCTION
The STS-96 Space Shuttle Program Mission Report presents a discussion of the Orbiter subsystem operation and the in-flight anomalies that were identified during the mission. The report also summarizes the mission activities and presents a summary of the External Tank (ET), Solid Rocket Booster (SRB), Reusable Solid Rocket Motor (RSRM), and Space Shuttle main engine (SSME) performance during this ninety-fourth mission of the Space Shuttle Program. STS-96 was the sixty-ninth flight since the return to flight, and the twenty-sixth flight of Orbiter 103 (Discovery) vehicle.
The flight vehicle consisted of the OV-103 Orbiter; an ET that was designated ET-100, which was the fourth super lightweight tank (SLWT); three Block IIA SSMEs that were designated as serial numbers (S/N) 2047, 2051, and 2049 in positions 1, 2, and 3, respectively; and two SRBs that were designated BI-098. The two RSRMs were designated RSRM 70 with one installed in each SRB. The individual RSRMs were designated 360L070A for the left SRB, and 360L070B for the right SRB. For this mission, the vehicle was erected on Mobile Launch Platform (MLP) 2 and the launch was completed from launch pad 39B.
The primary objective of the STS-96 mission was to provide the International Space Station (ISS) Program with logistics capability for transfer to the Orbiting ISS Stage 2A, utilizing a double Spacehab module and Integrated Cargo Carrier (ICC) and the Orbiter crew compartment. Prior to undocking, one scheduled extravehicular activity (EVA) was performed for external equipment transfer. In addition, the secondary objectives of this flight included performing the requirements for the Student Tracked Atmospheric Research Satellite for Heuristic International Networking Experiment (STARSHINE) and Shuttle Vibration Forces (SVF).
The STS-96 mission was a planned 10 day plus 1 day plus 2-contingency-day mission during which items listed in the previous paragraph will be performed. The two contingency days were available for bad weather avoidance for landing, or other Orbiter contingency operations. The STS-96 sequence of events is shown in Table I, and the Space Shuttle Vehicle Engineering Office (SSVEO) In-Flight Anomaly List is shown in Table II. Appendix A lists the sources of data, both informal and formal, that were used in the preparation of this report. Appendix B provides the definitions of all acronyms and abbreviations used in this report. All times from liftoff to landing are given in Greenwich mean time (G.m.t.) and mission elapsed time (MET).
The seven crewmembers of the STS-96 mission consisted of Kent V. Rominger, CDR, U.S. Navy, Commander; Rick D. Husband, Lt. Col., U.S. Air Force, Pilot; Tamara E. Jernigan, Ph.D., Civilian, Mission Specialist 1; Ellen Ochoa, Ph.D., Civilian, Mission Specialist 2; Daniel T. Barry, Ph.D., Civilian, Mission Specialist 3; Julie Payette, Civilian, Canadian Astronaut, Mission Specialist 4; and Valery Tokarev, Colonel, Russian Air Force, Mission Specialist 5. STS-96 was the fifth Space Shuttle flight for Mission Specialist 1, the fourth Space Shuttle flight for the Commander, the third Space Shuttle flight for Mission Specialist 2, the second Space Shuttle flight for Mission Specialist 3, and the first Space Shuttle flight for the Pilot, Mission Specialist 4 and Mission Specialist 5.
MISSION SUMMARY
The STS-96 Space Shuttle vehicle was launched on a 51.6-degree inclination at 147:10:49:42.021 G.m.t. (6:49:42 a.m. e.d.t. on May 27, 1999) and began the second U. S. mission to the International Space Station (ISS). The countdown was satisfactory with no unplanned holds. All subsystems operated satisfactorily. Following a flawless rendezvous, the first direct docking with the ISS Pressurized Mating Adapter-2 (PMA-2) was completed very successfully. The launch occurred seven days later than planned because of repairs that were required to the External Tank insulation as a result of hail damage while on the launch pad.
A minor problem was noted during the countdown with forward Reaction Control Subsystem (RCS) thruster F1U when the temperature of the oxidizer decreased over a 40-minute period and then began recovering. An analysis revealed that the worst case of this condition was acceptable for the mission, and no further concerns arose during the countdown.
An evaluation of vehicle performance was made using the vehicle acceleration and preflight propulsion prediction data. The average flight-derived engine specific impulse was 452.9 seconds compared to the MPS tag value of 453.50 seconds.
An Orbital Maneuvering Subsystem (OMS) assist maneuver was performed during ascent following Solid Rocket Booster (SRB) separation. The ignition time for the maneuver was 147:10:51:56.8 G.m.t. [00:00:02:14.8 mission elapsed time (MET)], and the maneuver was 102.2 seconds in duration. At the start of the OMS assist maneuver, the right OMS engine ball valve 2 displayed sluggish behavior, although the valve did not fail the File IX requirement of opening to at least 98-percent in no more than 0.8 second. The sluggish performance was considered an in-flight anomaly (Flight Problem STS-96-V-02). Valve performance during the subsequent OMS maneuvers was improved. Aside from the sluggish ball valve performance, the OMS performance was nominal.
RCS thruster F4R was deselected by the Redundancy Management (RM) as fail-leak at 147:11:18:45 G.m.t. (00:00:29:03 MET) when the fuel injector temperature reached 20 °F (Flight Problem STS-96-V-01). The temperature returned to normal, and the thruster was reselected at 148:00:54 G.m.t. (00:14:05 MET) but placed in second priority. After undocking and the separation maneuver, thruster F4R was manually deselected for the remainder of the mission.
The OMS-1 maneuver was not required. The OMS-2 maneuver was performed at 147:11:32:52.8 G.m.t. (00:00:43:10.8 MET). The maneuver was 164.2 seconds in duration and a differential velocity (delta V) of 255.2 ft/sec was imparted to the vehicle. The resulting orbit was 177 by 183 nmi.
The payload bay doors were opened at 147:12:24:36 G.m.t. (00:01:34:54 MET). Dual motor times were recorded during the opening operations.
The Ku-band antenna was deployed in nominal dual motor times at 147:12:34 G.m.t. (00:01:45 MET). The self-test was completed with a passed indication 16 minutes later. The OMS-3 NC1 rendezvous maneuver was performed at 147:13:49:24.3 G.m.t. (00:02:59:42.3 MET) with nominal performance from both engines. The engine firing imparted a delta V of 42.6 ft/sec to the vehicle.
The OMS-4 rendezvous maneuver was performed at 147:14:35:53.5 G.m.t (00:03:46:11.5 MET) with nominal performance from both engines. The engine firing was 18.8 seconds in duration and imparted a delta V of 29.6 ft/sec to the vehicle.
The RCS NC2 rendezvous maneuver was performed at 148:03:02:53 G.m.t. (00:03:46:11.5 MET) with nominal subsystem performance. The firing was 19.5 seconds in duration and a delta V of 4.6 ft/sec was imparted to the vehicle.
The Remote Manipulator System (RMS) was powered up at 147:15:14 G.m.t. (00:04:25 MET). On-orbit initialization was successfully completed and the arm was powered down and placed in the temperature monitor mode. The RMS was powered up at 148:07:14 G.m.t. (00:20:25 MET) to perform the on-orbit checkout, which was completed at 148:08:55 G.m.t. (00:22:06 MET). The payload bay survey was completed satisfactorily, and all RMS operations were nominal.
During a video downlink at 147:17:07 G.m.t. (00:06:18 MET), the image from payload bay camera D became unusable. Numerous power cycles of the camera did not correct the problem, and camera D was considered failed for the remainder of the mission. A check of the camera later in the mission showed that the camera video was still unusable.
The Extravehicular Mobility Unit (EMU) checkout was performed beginning at 148:03:55 G.m.t. (00:22:06 MET). All suits checks were completed satisfactorily and the EMUs were ready to support the extravehicular activity (EVA). The communications checkout with the Space-to-Space Orbiter Radio (SSOR) and Space-to-Space EMU Radio (SSER) was satisfactory.
The NC3 rendezvous maneuver was performed with the RCS at 148:19:18:54.8 G.m.t. (00:23:29:12.8 MET). The maneuver was approximately 14 seconds in duration and a delta V of 3.2 ft/sec was imparted to the vehicle. The RCS performed satisfactorily.
Crew compartment depressurization to 10.2 psia for prebreathing prior to the planned EVA was completed satisfactorily.
At 148:12:19 G.m.t. (01:01:30 MET), during the humidity separator in-flight checkout, the crew observed an accumulation of water below the middeck floor at the outlet screen of humidity separator B (Flight Problem STS-96-V-04). The crew removed the water and switched to humidity separator A, which performed nominally. Humidity separator A performed satisfactorily for the remainder of the mission.
The RCS NC4 rendezvous maneuver was performed at 148:23:49:31 G.m.t. (01:12:59:49 MET) with nominal subsystem performance. The firing imparted a delta V of 4.6 ft/sec to the vehicle.
The RCS corrective combination (NCC) rendezvous maneuver was performed at 149:00:37:35 G.m.t. (01:13:47:53 MET) with nominal subsystem performance. The multi-axis firing imparted a delta V of 1.4 ft/sec to the vehicle.
The left OMS engine was used to perform the terminal phase initiation (Tl) rendezvous maneuver at 149:01:35:17 G.m.t. (01:14:45:35 MET) with nominal performance. This engine firing was 10.2 seconds in duration and imparted a delta V of 7.85 ft/sec to the vehicle.
The RCS midcourse correction (MC) -1 maneuver was performed at 149:01:55:17 G.m.t. (01:15:05:35 MET) with nominal subsystem performance. The firing imparted a delta V of 0.7 ft/sec to the vehicle.
The RCS MC-2 maneuver was performed at 149:02:28:17 G.m.t. (01:15:38:35 MET) with nominal subsystem performance. The firing imparted a delta V of 1.1 ft/sec to the vehicle.
The RCS MC-3 maneuver was performed at 149:02:45:17 G.m.t. (01:15:55:35 MET) with nominal subsystem performance. The firing imparted a delta V of 0.7 ft/sec to the vehicle.
The RCS MC-4 maneuver was performed at 149:02:55:17 G.m.t. (01:16:05:35 MET) with nominal subsystem performance. The firing imparted a delta V of 2.0 ft/sec to the vehicle.
Docking of the Discovery vehicle with the ISS in a 205 nmi. orbit was successfully completed at 149:04:37:37 G.m.t. (01:17:47:55 MET), and all docking systems performing nominally. The crewmembers ingressed the ISS PMA-2 at approximately 149:07:00 G.m.t. (01:20:10 MET).
The Trajectory Control Sensor (TCS) performance in support of rendezvous and docking was satisfactory. The unit was powered at a range of approximately 3700 feet and powered off about 20 minutes after docking was completed.
While depressurizing the airlock in preparation for the EVA, a leakage of gas (2.7 lb, which was equivalent to 23 percent of PMA-2/vestibule atmosphere) was measured from the vestibule to the airlock (Flight Problem STS-96-V-03). The leakage began when the differential pressure (delta P) reached 8.97 psid because of airlock depressurization for the EVA, and the leakage stopped when the delta P reached 8.0 psid. The vestibule pressure at that time was 10.4 psi. This was the first flight of the Space Shuttle Program where a negative pressure was present across the D hatch. The most probable cause of the airlock D hatch leakage was that the sealing surfaces separated slightly because of the high negative delta P, which exceeded the capability of the latches as rigged.