STS-70: MSFC Launch Report
mary-frances jagod
GEORGE C. MARSHALL SPACE FLIGHT CENTER
STS-70
JULY 13, 1995
STS-70 MISSION DATA SUMMARY
PAYLOAD MANIFEST:
PAYLOAD BAY Tracking and Data Relay Satellite/Inertial Upper Stage
(TDRS-G/IUS)
MID-DECK Physiological and Anatomical Rodent Experiment/National
Institutes of Health (PARE/NIH-R)
Bioreactor Development Systems (BDS)
Commercial Protein Crystal Growth (CPCG)
Space Tissue Loss/National Institutes of Health (STL/NIH-C)
Biological Research in Canisters (BRIC(2))
IN-CABIN: Shuttle Amateur Radio Experiment - II (SAREX-II)
Visual Function Tester (VFT-4)
Hand-held, Earth Oriented, Cooperative, Real-Time,
User-Friendly, Location Targeting and Environmental System
(HERCULES)
Micro encapsulation in Space (MIS-B)
Midcourse Correction Experiment (MSX)
Window Experiment (WINDEX)
Radiation Monitoring Equipment (RME-III)
Military Application of Ship Tracks (MAST)
INSTRUMENTATION: None Assigned
LAUNCH DATE: July 13, 1995
LAUNCH WINDOW: 8:41 am - 11:11 am CDT
LAUNCH TIME: 95: 194:13:41:55.020 GMT
8:41:55 am CST
SSME#3 START TIME: 95:194:13:41:48.462 GMT
SSME#2 START TIME: 95:194:13:41:48.596 GMT
SSME#1 START TIME: 95:194:13:41:48.696 GMT
LAUNCH SITE: KSC Pad 39B
MOBILE LAUNCH PLATFORM: MLP-2
ORBITAL INCLINATION: 28.45 degrees
ORBITAL ALTITUDE: 160 nautical miles
INSERTION MODE: Direct
MISSION DURATION: 8 days nominal
PRIMARY LANDING SITE: Kennedy Space Center, FL
ABORT LANDING SITES: TAL (Prime) - Ben Guerir, Morocco
TAL Alternate - Banjul, Gambia and Moron, Spain
VEHICLE DATA
ORBITER: Discovery OV-103 (21st Flight)
EXTERNAL TANK: ET-71
MAIN ENGINES: 2036, 2019, 2017
POWER LEVEL: Nominal...........104/67/104%
Abort....................104%
To Avoid Ditching........109%
SRBs: BI-073
SRM Set Nr.: Left - 360L044A
Right - 360L044B
SRM Burnrate (Delivered): LH - 0.370 IPS at 60 deg F
RH - 0.370 IPS at 60 deg F
CREW
COMMANDER: Tom Henricks
SHUTTLE PILOT: Kevin Kregal
MISSION SPECIALIST: Don Thomas
MISSION SPECIALIST: Nancy Currie
MISSION SPECIALIST: Mary Ellen Weber
1.0 STS-70 FLIGHT SUMMARY
The STS-70 mission was successfully flown from Launch Pad 39B (MLP-2) at
the Kennedy Space Center (KSC) on July 13, 1995. This is a civilian
mission of the National Aeronautics and Space Administration (NASA) with
the primary objective of placing the Tracking and Data Relay
Satellite/Inertial Upper Stage (TDRS-G/ IUS) in a 160 nautical mile orbit
at an inclination of 28.45 degrees. Several other payloads also flew in
the Orbiter middeck and cabin.
This was the 70th flight of the Space Shuttle program. RSRM ignition
occurred at approximately 8:41:55 A.M. Central Daylight Time (CDT)
(95:194:13:41:55. 020 GMT) after an unplanned 55 second hold at T-31
seconds. The unplanned hold was used to verify the ET Range Safety System
(RSS) Receiver Signal Strength. Winds at liftoff were from approximately
48 degrees at 5.5 knots; the ambient temperature was 82.8 degrees F; the
barometric pressure was 30.00 in. Hg; and the relative humidity was 78%.
2.0 FLIGHT RESULTS
2.1 SOLID ROCKET BOOSTERS - SRBs BI-073,
RSRMs 360L044A, 360L044B
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 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 activated for
59 minutes (at 194:10:21 GMT) to maintain the case/nozzle joint
temperatures within the required LCC ranges. At T- 15 minutes, the high
pressure purge was activated 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 81 degrees F at liftoff.
Both SRBs were successfully separated from the External Tank (ET) at T +
122. 76 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 were currently
floating near the retrieval ships.
2.2 EXTERNAL TANK - ET-71
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, on
the pressurization line brackets, and along the LH2 PAL ramps. All
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 14.8 psid.
ET separation was confirmed, Main Engine Cutoff (MECO) occurred within
expected tolerances and the ET reentry and breakup was within the
predicted footprint.
2.3 SPACE SHUTTLE MAIN ENGINE - SSMEs 2036, 2019, 2017
SSME 2036 is the first Block I engine to fly on the Shuttle. 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 +
510.6 seconds. There were no Failure IDs (FIDs), and no significant SSME
problems have been identified.
2.4 MAIN PROPULSION SYSTEM - MPS OV-103
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 MPS 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 was approximately 136 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 0.006 percent
for LH2, and 0.068 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
This was the first flight of the DOLILU II I-load. 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 452.2 seconds as compared to an
MPS tag value of 452.59 seconds. The relative velocity of the vehicle
reached the Adaptive Guidance/Throttling (AGT) Reference Value at T +
17.645 seconds, resulting in a calculated time difference used to adjust
the pitch and throttle profiles of -0.0122 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.