STS 41-D National Space Transportation Systems Program Mission Report September 1984 National Aeronautics and Space Administration Lyndon B. Johnson Space Center Houston, Texas JSC-20086TABLE OF CONTENTS Title Page INTRODUCTION AND MISSION OBJECTIVES ‘HISSION SUMMARY... ss NT ee ‘SOLTD ROCKET BOOSTER . . EXTERNAL TANK ss ee SPACE SHUTTLE MAIN’ ENGINE MAIN PROPULSION SYSTEM ORBITER. we ee ee CRT-2 Went Blank’ 1.) 7 laste Water Nozzle iced en Tek ee cee ete ee FUSE CEITT Pertorinnce Monitor indicator Faited ficroswitch Anomalies see see ee ee eet ‘Vehicle Pulled to Right After Nose Gear Touchdown Mt SYNCOM SATELLITE, ve se ee eee eee ‘ TELSTAR 3-C SATELLITE Se ee 5 SOLAR ARRAY EXPERIMENT oes ee : CONTINUOUS FLOW ELECTROPHORESIS SySTEM L211 t s TMAX 7OMM CAMERA we oe ee ee 5 RADIATION MONITORING EQUIPMENT 2 ee ee 2 CLOUD PHOTOGRAPHY... ee ee ee eee 5 STUDENT EXPERIMENT oe vee eee eee aeINTRODUCTION AND MISSION OBJECTIVES The STS 41-D National Space Transportation Systems Program Mission Report contains a summary of the major activities and accomplishments of the twelfth Space Shuttle flight and the first flight of the OV-103 vehicle, Discovery. This report also sun- marizes the significant problems that occurred during the STS 41-0 launch scrub and Jaunch abort, as well as the mission. The problem tracking list is presented to pro- vide a compléte list of all Orbiter problems that occurred. Four of the problems are of concern to the STS 41-G mission, and these are discussed in the latter portion of ‘the report. The primary objectives of the STS 41-D mission were the deployment of the SYNCOM-IV, Telstar 3-C, and SbS-D satellites; operation of the OAST-1 (Office of Aeronautics and Space Technology-1) payload; and accomplishment of the functions of the Radiation Monitoring Equipment (RME), the Continuous Flow Electrophoresis System (CFES III), and the IMAX Camera, The Sequence of events for this mission are shown in table 1. The problem tracking lists for the MSFC (Marshall Space Flight Center) elements and the Orbiter are shown in tables II and II1, respectively, at the end of the report. MISSION SUMMARY The STS 41-D mission, the first for the OV-103 vehicle, Discovery, was scheduled for Vaunch on June 25, 1984, and June 26, 1984, and August 29, 1984. ‘The attempted launch on June 25, 1984, was scrubbed because GPC-5 (general purpose computer-5) , which contained the backup flight system software, exhibited two memory parity errors at T-32 minutes, At T-20 minutes, the launch was scrubbed because the problem, which was subsequently diagnosed as contamination of an integrated circuit, could not be Corrected without hardware removal and replacement. The launch was rescheduled for June 26, 1984, and all aspects of the countdown were nominal until T-4 seconds when irregular operation of the main fuel valve on SSME~3 (Space Shuttle main engine 3) resulted in an engine shutdown (abort) condition, The NSFC report entitled, STS 41-0 (14) Launch Attempt Report, dated July 3, 1984, con- Banca eae rat ied STSCHsSTOG aT ERE Taunchcabores Asa result cf the aborts. the decision was made to roll the vehicle back to the VAB (Vertical Assenbly Building) and remanifest the mission, conbining the payloads from STS 41-F with STS 41-D, A few launch date of August 29, 1984, was established. However, the launch was delayed for 24 hours because of a timing problem between the flight software and the MEC (master events controller). Tests showed that under certain worst case timing con~ ditions, the MEC would not process certain critical events conmands and, as a result, could prevent separation of the SRB's and ET as well as other vital operations. A Software patch was developed, tested, and incorporated in the vehicle computer soft- ware to work around the timing problém, and allow the launch to proceed on August 30, 1984, The final countdown again proceeded very smoothly for the planned Taunch at 8:36 a.me.d.t. However, the launch was delayed 6 minutes and 50 seconds at 1-9 minutes because of a problem with the ground launch sequencer and two private aircraft that were flying in the restricted area for launch operations. Lift-off occurred at 243:12:41:50 G.m,t. from Launch Complex 398 at KSC (Kennedy Space Center) on August. 30, 1984, and the mission was successfully concluded with @ landing at Edwards AFB (Air Force dase), at 249:13:37:54 G.m.t. on Septenber 5, 1984,The crew for this flight was Henry W. Hartsfield, Jr., Commander; Michael L. Coats, Cdr, U.S. Navy, Pilots Dr. Steven A, Hawley, Richard M. Mullane, Lt. Col. USAF, and’Or, dudith’A, Resnik, Mission Specialists; and Charles D. Walker, Payload Specialist. The ascent phase was normal in all respects. The SRB (solid rocket booster) head pressures and burn rates were normal with SRB separation occurring within 0.14 second of the predicted. Main propulsion system and engine performance were as predicted with all thrust values indicating repeatable performance. MECO (main engine cut off) occurred 0.3 second earlier than predicted, The orbital parameters at MECO were as predicted. The OMS (orbital manuevering system) burns, -1 and -2, placed the vehicle ina near circular orbit at 160 nautical miles. The first day of STS 41-0 mission was very successful. The deploynent of the SBS satellite was completed very smoothly and the 87-second firing of the PAM (payload assist module) motor was completed satisfactorily. The failures that occurred the first day were minor and had no impact on the flight. The most significant failures were that CRT(cathode ray tube)-2 went blank and the fuel cell 1 CPM (cell perform- ance monitor) ceased operating, The IFM (inflight maintenance) procedure for placing CRT-8 in the CRT-2 position was performed on the fourth day. As a result of the fuel cell 1 performance monitor failure, main bus A and 8 were tied together during on-orbit operations so that fuel celi 1 and 2 performance could be compared. The second day of the STS 41-0 mission was satisfactory with no new Orbiter anomalies defined during the period, Payload deployment activities were nominal. The SYNCOM satellite was successfully deployed using a technique referred to as a "frisbee deploy". Also, SYNCOM was the first satellite specifically designed to fly on Space Shuttle. All planned testing for the second day was satisfactorily completed. The third day of the STS 41-D mission proceeded very smoothly with no new Orbiter anomalies or problems defined during this period, All Orbiter subsystens continued to operate satisfactorily. Deployment of the third satellite, Telstar, as well as its perigee burn, were completed very satisfactorily. Postflight reports of the three deployed satellites indicate all three are on station in the desired geosynchronous orbit. The OAST/Solar Array Experiment operations were successful with the array deployed to 70 percent for dynamic tests. The fourth day of the STS 41-D was completed successfully. AI] planned payload activities were accomplished and danping tests of the 100-percent deployed solar array produced better than predicted results, thus allowing shopping list items to be accomplished in addition to the planned items. As_a result of the data review of the supply water dup at approximately 68 hours MET (mission elapsed time), it was determined that fce had formed around the supply dump nozzle. There also were indications that ice had formed around the waste water dump nozzle, but it was believed that the ice did not remain. The RMS (remote mani- pulator system) was deployed and the RMS TV showed a large column of ice over the Supply nozzle. A waste dump was attempted with TV coverage; ice buildup was observed and the waste dump was terminated,The Fifth day of the STS 41-0 mission was completed with all Orbiter subsystens and experiment systems operating satisfactorily, but a major concern existed over the ice formation on the supply and waste dunp nozztes. A TV scan showed that the amount of ice was considerably less than the amount observed about 24 hours earlier. Primary RCS (reaction control system) firings were performed in an unsuccessful attenpt to dislodge the ice. The cabin was depressurized to 10.2 psia to provide for a poten- tial contingency EVA (extravehicular activity) in the event the RMS operation was unsuccessful in removing the ice. Subsequently, early on the sixth day, the RMS was used to renove the ice from the supply dump nozzle, but the ice still remained on the waste dump nozzle. The cabin was repressurized to’ 14.7 psia. A subsequent TV survey of the dup nozzles after extended sun exposure and repeated nozzle heater cycles showed that the remaining ice was essentially gone. Al] planned OAST-1 activities were completed and the solar array was retracted and, locked down. The crew completed the flight control system checkout using APU-2 (auxiliary power unit) satisfactorily. Final activities with the CFES (continuous flow electrophoresis system) were ended just prior to the final sleep period with 85 percent of the samples processed. The crew was awakened early on entry day because of an oxygen leak (about 30 pound/hour) in the environmental control and life support system. The crew performed the necessary malfunction procedures and were able to isolate the leak and stop the Flow of oxygen to that point. This leak did not impact the entry day activities, but did cause the loss of redundancy in that system. The crew completed all activities required for entry and performed the deorbit maneuver at 249:12:36:20.2 G.m.t. The entry was normal and all PTI (programmed test input) maneuvers were performed. After completing the HAC (heading alignment circle) turn angle of 251 degrees, the Orbiter was guided to a landing at Edwards AFB. Rollout required approximately 10,270 feet. An inspection after landing revealed the right main gear strut had lost its pressure, a condition that caused the Orbiter to pull to the right after nose gear touchdown. The STS 41-D mission was successfully concluded at 249:13:38:54 G.m.t., when the Orbiter came to a stop on lakebed runway EDWI7L. All 15 of the planned detailed test objectives had been successfully accomplished,TABLE I, - STS 41-D SEQUENCE OF EVENTS Event Retual tine, Gombe APU activation (1) Q) (3) SRB HPU Activation command LH-A2 MPS start command sequence (engine 3) ‘SRB ignition command from GPC (lift-off) MPS throttle down to 84-percent thrust (engine 3) MPS throttle down to 65-percent thrust (engine 3) Maximum dynamic pressure MPS throttle up to 104-percent thrust (engine 3) SRB separation command WPS throttle down for 3g acceleration (engine 3) Main engine cut off (MECO) External tank separation OMS-1 ignition OMS-1 cutoff APU deact fvation (1) (2) (3) OMS-2 ignition OMS-2 cutoff SBS-D deploy OMS-3 ignition OMS-3 cutort SYNCOM IV deploy OMS-4 ignition OMS-4 cutoff TELSTAR 3-C deploy ONS-5 ignition OMS-5 cutoff OMS-6 ignition OMS-6 cutoff OPS-8 (flight control system) checkout APU 2 activation APU 2 deactivation APU 3 activation Deorbit maneuver ignition Deorbit maneuver cutoff APU 1 activation APU 2 activation Entry interface (400,000 ft) End blackout Terminal Area Energy Management: (TAEM) Main landing gear contact (LH) Nose landing gear contact Wheels stop APU deactivation completeVEHICLE ASSESSMENT SOLID ROCKET BOOSTER AN] Solid Rocket Booster (SRB) systems performed as expected. The SRB prelaunch countdown Was nominal with no problems noted. Performance of both SRN's was near predicted values and well within the allowed envelopes. Head pressures and pro- pellant burn rates were as predicted. Thrust imbalance was within specification throughout SRB operation. Preliminary indications are that the SRB's separated approximately 0.14-second earlier than predicted. The SRB recovery system operated nominally, with both SRB's reported to be floating in the normal manner approximately 2.4 miles apart. Reports from the recovery ships indicated that all main parachutes deployed. Both’ frustums were recovered, and also all parachutes were recovered and had only minimal damage. EXTERNAL TANK ANI External Tank (ET) systems performed as expected. No TPS (thermal protection system) anomalies were observed. Normal icing was reported in the waived areas, and no acreage ice was reported. The only problem reported was the continued failure of the two nose cone tenperature sensors that had failed on the earlier launch attenpts. This problem had no effect on ET performance. All ul lage pressure transducers were in the normal operating band throughout prepressurization and the flight. After separation, the tumble was noted on tracking radars, and the impact was within the planned footprint. SPACE SHUTTLE MAIN ENGINE AL] SSHE (Space Shuttle Main Engine) parameters appeared nominal during the prelaunch countdown and compared well with prelaunch parameters that were observed during the previous STS 41-D launch abort on June 26, 1984, AN] valves functioned satisfactorily, meeting the newly adopted Launch Commit Criteria (LCC). Performance at start, mainstage, shutdown and propel lant dump was Satisfactory. The initial thrust buildup of main engine 3, although within specifi- cation, was Slower than desired, HPFTP (high pressure fuel turbopump) and HPOTP (high pressure oxidizer turbopump) temperatures appeared to be very close to predic- tions. There were no anomalies identified. MAIN PROPULSION SYSTEM Overall performance of the MPS (Main Propulsion System) was excellent, both during relaunch operations and the abort. LO2 and LH2 loading was accomplished as planned with no stop flows or reverts. Propellent loads were near the predicted values. There were no hazardous gas leaks of any significance. The engine start buiTdups and transitions to mainstage were within specifications. Engine operation and performance during mainstage appeared satisfactory. During steady state performance, ET/088 pressures and temperatures and ORB/SSME pressures and ratio and thrust values Tron the flight indicate repeatable engine performance. Power level throttling operation appeared normal. Engine shutdown was satisfactory. MECO occurred approximately 0.3 second earlier than predicted.ORBITER CRT-2 Went Blank At approximately 243:16:24 G.m.t, the crew reported that CRT-2 went blank, The OU (display unit) and DEU (display electronics unit) BITE flags were on, and the DU filament current error, DU power supply error, and DU deflection error BITE bits were set. No current spikes at the time of the failure are discernible within the granularity of the data, Engineering analysis almost conclusively indicated that the failure was in the DU, and that there was no mechanism by which a bad DEU could harm a replacement DU. An inflight maintenance procedure, which required about 1 hour 15 minutes, was performed to replace DU-2 with DU-4, The new DU operated normally. Suppy/Waste Mater Nozzle Iced During the third supply water dump, which included 8 percent from tank 8 and 20 per- cent from tank A, the supply water nozzle temperature decreased from 20U° F to 38° F, recovered to 80°'F, then peaked to 100° F and returned again to 80° F over a 19-minute period. "Nozzle temperatures that drop below 50° F are indicative of ice format ion, Use of the RMS CCTV (closed circuit television) verified that ice had formed around the supply water dump nozzle. The ice formation was approximately 12 ing in diameter and tapered to @ point about 27 in. in Tength from the side of the vehicie. Due to the ice formation, al] subsequent supply water dumps were deleted from the STS 41-D mission timeline and the flash evaporator system was used to manage that water. A waste water dump was required and attemped on flight day 4 during live RMS CCTV coverage. The waste water dump was discontinued after expelling about 5 - 7 percent because of rapid ice buildup on the waste water nozzle. During the renainder of the mission, the crew used available bags for urine collection, Adequate waste water tank capacity existed for condensate collection. A procedure was developed and successfully implemented to remove the ice from the supply water nozzle using the RMS to impact and dislodge the ice formation. Due to ‘the proximity of the waste water nozzle to the wing, the waste water ice removal with the RMS was not attempted. Positioning the vehicle for side sun and repeated heater cycling resulted in the waste water ice being almost completely removed by flight day i The formation of ice during the third supply water dump resulted from ice particles being trapped by the AFRSI/nozzle configuration and a large system pressure drop which caused the water dump spray pattern to widen and come in contact with the ice particles. Ice growth eminated from the ice particles back to the supply water nozzle completely covering the nozzle, Oxygen Leak A cryogenic oxygen leak occurred downstream of the ECS (environmental control system) supply isolation valve 2 on flight day 6. The Teak was about 30 pound/hour in excess of the normal usage. The leak was isolated and stopped by closing ECS supply isola~ tion valve 2.Fuel Cell_1 Performance Monitor Indicator Failed At approximately 243:18:35 Gm.t., the three cell-l-substack differential voltage measurements from the performance monitor read zero. There was no indication of power problems on any other equipment at that time indicating that the failure was in the monitor and not the fuel cell, Buses A and B were tied together to permit monitoring of fuel cell 1 performance by comparison of its load sharing with fuel cell 2, The buses were untied prior to entry. Microswitch Anomalies Five anomalies occurred on STS 41-D in which the electrical circuits contained microswitches of the same part number, These switch components are of the type that had previously experienced failures because of contamination, Conductive and non-conductive particles that are internal to the switches have caused both false "open" and false “closed” indications. The five circuits that were involved include: a. The forward RCS (reaction control systen) manifold 2 fuel isolation valve closed indication, b. The aft right RCS’ fuel 3/4/5 crossfeed valve open indication. c. The aft starboard payload bay door open indication. 4. The right OMS (orbital maneuvering system) crossfeed 8 fuel and oxidizer valves open and closed indications, fe. The right OMS fuel tank fsolation valve open indication, These problems had no impact on mission operations. Vehicle Pulled To Right After Nose Gear Touchdown The STS 41-0 Commander reported during techincal debriefings that the vehicle pulled to the right after nose gear touchdown. The Commander was able to control the vehicle satisfactorily by applying as mich as 25 degrees of rudder. After the vehicle reached about 120 knots, the Commander began differential braking, A postflight inspection showed the right main gear shock strut was compressed to within 0.5 in, of the fully compressed condition; whereas, the left main gear was compressed to 2 nominal 3,5 in, The Schrader valve was found leaking gaseous nitrogen, which in turn decreased the pneumatic pressure and caused the excessively compressed strut. This low strut was responsible for the pulling-to-the-right condition noted during rollout. PAYLOADS AND EXPERIMENTS SBS-D SATELLITE The SBS-D satellite was deployed at 243:20:40:18 G.mst., within 1 second of the Planned tine, The deployment was nominal in all respects and the closed-circuit TV was used to monitor the deployment activities. The RMS television wrist camera was used to document the perigee kick motor firing. The S8S-0 satellite has Completed all major maneuvers and is now in geosynchronous orbit. The antennas and solar panels are deployed and the checkout has been initiated. All aspects of the Orbiter operation for this deployment were normal,