sts-52 space shuttle mission report

8/7/2019 STS-52 Space Shuttle Mission Report

1/45

NASA-CR-193061.

STS 52

SPACE

SHUTTLE

MISSION REPORT

NASA CR 193 61

1993 168 4

S f 9 ~ Ob

NSTS 08280

NASA-CR-193061

STS-52

SPACE

S UTTL MISSION R PORT Lockheed

Engineer ing

and

ien es

Co. 44 P

ecember1992

G3/16

N93-25993

Unclas

0163576


2/45

STS 52

SPACE

SHUTTLE

MISSION REPORT

Approved

by

Dennis Dillman

STS 52 Lead Mission valuation Room Manager

Manager

light ngineering Office

NSTS 08280


3/45

STS 52

Table

of

Contents

Title

INTRODUCTION

MISSION SUMM RY

VEHICLE

PERFORMANCE

SOLID ROCKET BOOSTER REDESIGNED

SOLID

ROCKET

MOTORS

EXTERNAL

T NK

. .

SPACE SHUTTLE

MAIN

ENGINES

SHUTTLE R NGE SAFETY SYSTEM .

ORBITER SUBSYSTEM PERFORMANCE

Main Propulsion System .

Reaction Control

Subsystem

Orbital Maneuvering Subsystem

Power Reactant Storage and Distribution Subsystem

Fuel

Cell Powerplant Subsystem .

Auxiliary Power Unit Subsystem

Hydraulics/Yater

Spray

Boiler

Subsystem

Electrical

Power Distribution and Control Subsystem.

Pyrotechnics Subsystem . . . . .

Aft

Fuselage

Gas

Sampler System . . .

Environmental Control and Life Support Subsystem

Smoke Detection and Fire

Suppression

Airlock Support System . . . . . . . .

Avionics and Software Subsystems . . .

Communications and Tracking Subsystems . . . .

Structures

and Mechanical Subsystems . . . .

Aerodynamics Heating and Thermal

Interfaces

Thermal Control Subsystem . .

Aerothermodynamics . . . . . . .

Thermal Protection Subsystem . . . .

1

2

5

5

7

7

8

8

8

9

9

10

10

11

12

12

13

3

15

15

15

16

17

19

19

19

19


4/45

STS 52 Table

of

Contents Concluded

Title

COMMERCI L

MATERIALS

DISPERSION

PP R TUS

INSTRUMENTATION

TECHNOLOGY

ASSOCIATES

EXPERIMENTS

CRYSTAL Y V POR

TR NSPORT

EXPERIMENT

HE T PIPE PERFORM NCE . . . . . . .

T NK PRESSURE CONTROL EXPERIMENT .

PHYSIOLOGICAL SYSTEMS

EXPERIMENT

. . .

SHUTTLE

PLUME

IMPINGEMENT EXPERIMENT

COMMERCI L

PROTEIN CRYST L

GROYTH .

DEVELOPMENT

TEST

OBJECTIVES

ND

DETAILED

SUPPLEMENT RY

OBJECTIVES . . . . . . . . . .

DEVELOPMENT TEST OBJECTIVES . .

s ent

On Orbit

Entry/Landing . . . . . .

DETAILED SUPPLEMENT RY OBJECTIVES . . . . . . . . . .

PHOTOGRAPHIC

ND

TELEVISION

N LYSES

.

L UNCH D T ANALYSIS

. . . . .

ON ORBIT D T ANALYSIS

L NDING

D T ANALYSIS

ist

of

Tables

TABLE I - STS 52 SEQUENCE

OF

EVENTS . .

TABLE

-

STS 52 PRO LEM

TR CKING LIST

25

25

25

25

25

25

26

26

26

26

27

27

28

28

28

29

29

30


5/45

INTRODUCTION

The STS-52 Space Shuttle Program Mission Report

provides

a summary

of the

Orbiter,

External Tank ET), Solid Rocket Booster/Redesigned Solid Rocket Motor

SRB/RSRM), and the Space

Shuttle

main engine SSME) subsystem performance

during

the f i f ty-f i rs t flight of the Space Shuttle Program, and the

thirteenth

flight of

the

Orbiter vehic le Columbia OV-102).

In addition to

the Orbiter,

the

flight

vehicle consisted of an ET designated

as

ET-55/LYT-48); three SSME s, which were

serial numbers 2030, 2015, and 2034 i n pos it ions

1, 2,

and 3, respectively; and

two

SRB s, which were

designated

BI-054. The

lightweight

RSRM s

that

were

installed

in

each SRB were designated 360L027A for

the lef t

SRB and 360Q027B

for

the right SRB.

The STS-52 Space Shuttle Program s ~ o n Report

fulf i l ls the

Space Shuttle

Program

requirement , as

documented in NSTS 07700, Volume VIII, Appendix E, which

states that

each

major organizational element support ing the Program will report

the results of

i t s hardware

evaluation

and mission performance plus identify a l l

related

in-flight anomalies.

The primary objectives of

this

flight were to successfully deploy the Laser

Geodynamic Satell i te LAGEOS-II) and to perform

opera tions of

the United States

Microgravity

Payload-1 USMP-1). The secondary objectives of th is fl ig ht were to

perform

the operations of the

Attitude Sen so r Package ASP), the Canadian

Experiments-2 CANEX-2),

the

Crystals by Vapor

Transport

Experiment CVTE), the

Heat Pipe Performance Experiment HPP), the Commercial Materials Dispersion

Apparatus Instrumentation

Technology Associates Experiments CMIX), the

Physiological System Experiment PSE), the Commercial Pro te in Crystal Growth

CPCG-Block

II

the

Shuttle

Plume Impingement Experiment

SPIE ,

and

the

Tank

Pressure

Control Experiment

TPCE)

payloads.

The sequence of events

for

the STS-52 mission is shown in

Table

I and the

Official Orbiter

and

GFE

Projects Problem

Tracking

List

is

shown in Table

II .


6/45

MISSION

SU RY

The STS-52

mission

was

launched

at 296:17:09:39.007

G.m.t. 12:09 :39

p.m.

c.d. t .

on

October

22, 1992 from Launch Complex

39B at

Kennedy Space

Center

KSC

on

an

inclination

of

28.45 degrees. Aboard

the

Space Shut tl e vehic le was a crew

of

six

and

11

major payloads including th e

Ital ian

Space Agency LAGEOS-II, which was

deployed during the

s ec ond day of the

mission.

The launch of th e vehicle was completed satisfactorily after a 1-hour 53-minute

39-second hold. The hold was

required

because

of

unsatisfactory weather at

the

trans-Atlantic

abort

landing

TAL

si te

as well as excessive

crosswinds

at

the

return-to-Iaunch-site RTLS

runway

Shuttle

Landing Facili ty . The

weather at

th e

TAL si te became acceptable during

the

hold; however, the

crosswinds at

the

RTLS runway remained outside the limits established

by

the flight

rules.

After

an extensive evaluat ion by the

Mission

~ n g e m e n t Team MMT , a decision

was made

by th e

T

that

the

crosswinds were acceptable and to proceed with

the

launch.

Steady-state

winds at theRTLS runway at l i f t off were from approximately

46 degrees at 12

knots,

and the ambient temperature

was

77.6F.

All vehicle

propulsion

subsystems

operated properly during the

direct-insertion

ascent phase of th e

flight.

First stage

ascent

performance

was

normal with

SRB

separat ion, ent ry , decel er at ion,

and

water

impact occurring as

anticipated.

Both

SRB s were

successfully

recovered. Performance of the SSME s,

ET,

and main

propulsion system MPS was also

normal,

with

main

engine cutoff

MECO

occurring

512.04

seconds

after

l i f t off A quick-look determination of veh icl e propulsion.

systems performance

was

made

using vehicle

acceleration

and

preflight

propulsion

data. From

these

data, th e average flight-derived engine specific-impulse

determined fo r the per iod between SRB separation and the s tar t of 3-g throttling

was

452.44

seconds

as

compared

with the average engine

tag value

of

452.38

seconds.

At

296:17:19:30

G.m.t . 00:00:09:51 MET

during the in i t ia l maneuvers

following

ET

separa tion , react ion

control subsystem RCS

primary thruster

F3L fa ile d o ff


7/45

The LAGEOS s t ll i t

was

deployed at

297:13:57:24 G.m.t.

00:20:47:45

MET

as

planned. The f i rs t

LAGEOS

burn

was also

performed as planned.

Following

the

LAGEOS burn,

three

OMS

maneuvers were performed

as

shown

in

the

following

table.

No.

Engine Time, G.m.t./MET

Firing

used

duration, ft/sec

sec

3 Right-hand

297:14:12:07.1 G.m.t.

15.9

12.2

00:21:02:28 MET

4

Right-hand 297:16:28:02.9 G.m.t.

13.0 10.4

00:23:18:23

MET

5

Left-hand 297:17:14:38.5

G.m.t.

31.0

25.5

01:00:05:00

MET

The

Orbiter was in

a 155-nmi. c ir cu la r o rb it as a result of the three maneuvers

shown

in

the preceding table.

Decreases

in

the

right

OMS

nitrogen regulator

outlet

pressure

were

noted

fol lowing the OMS-2 maneuver, indicating a

small

100 scch leak

in

the

low-pressure portion of

the

nitrogen

system.

The right-hand engine

accumulator was repressurized at approximately 298:13:04 G.m.t. 01:19 :54 MET so

that

the alarm would

no t

sound

during

the crew s leep per iod. The leak

rate

dropped to 50 scch

following

this

repressurization. The right OMS

gaseous

n i t r o ~

GN

2

system was

repressurized

prior to

each

sleep period to preclude

an

alarm

dnring

the

sleep

period.

This did no t

affect

engine

performance and

was

not

a significant impact on OMS GN

2

consumables.

The f i rs t portion o f the remote

manipulator

system RMS checkout

was

completed

prior

to

LAGEOS

deploy.

The arm

was

maneuvered

to

the pe rigee

kick

motor PKM

monitor position.

Following the

f i rs t burn of

the LAGEOS

satel l i te, the RMS

checkout was

resumed and a payload bay survey

was completed.

The RMS

was


8/45

link

was

finally

established, th e

frequency

was immediately switched from low to

high and th e communications became nominal on high frequency. As a result of

this

condition,

the

S-band

PM

system

was

operated

on

high frequency,

and

no

further

losses

of lock occurred. Later in the mission,

a

troubleshooting plan

was

developed that

required

th e use

of

the S-band

PM in the

low-frequency

mode

with the TDRS.

Various configurations

of the

S-band system were used and the

conditions that

were noted

earlier in the

mission were recreated.

In-flight

troubleshooting

isolated

the anomaly to Orbiter hardware.

At the

time th e power

reactant storage

and

distribution

PRSD

cryogenic

oxygen

tank 2 heaters were placed to auto for the second sleep

period,

the A2 heater

did

not

indicate

on

at

the

beginning

of

the

heater cycle,

but

came

on

about

70 seconds later in th e cycle. This same anomaly

occurred

on STS-50 and

postflight troubleshooting could

not duplicate

the

problem.

Analysis of the PRSD

subsystem

oxygen tank 2 heater

A2

phenomenon showed that

the A2

heater not

just

th e

indicator)

was lagging the A1 and heaters and ramped up to

full

power as

opposed

to

a step change). This

indicates

a problem

in

the

cryogenics

heater

control box. The tank 2 A2 heater was deactivated fo r the remainder of the

mission.

The

OMS

6 and 7 maneuvers were

satisfactorily

performed

to

lower

the

Orbiter

into a 114-nmi.

circular

orbit . The OMS-6 maneuver was a single-engine

firing

using the l f t engine and crossfeeding propellants from the right

OMS

pod. This

was

only the second time in th e Space

Shuttle

Program

that

a single-engine OMS

firing was

performed in

the cross

feed

mode. The

OMS-6

firing

duration was

89.9 seconds and a

of

73.9 ft/sec was produced.

The

OMS-7 maneuver was also a

single engine firing using the lef t engine with propellants from the

l ft

pod.

The firing duration was 82.6 seconds and the was 71.2 ft/sec.

The Canadian

Target

Assembly

CTA

was

released

using the

RMS

at

305:10:05 G.m.t.

08:16:55 MET and the

two

RCS

separation

maneuvers were performed

satisfactori ly .

The

RCS was taken

out

of OMS cross feed

on

flight

day

8.

The

RCS

used a

total of


9/45

vas

deployed

satisfactori ly at 306:14:06:08 G.m.t . 09:20:56:29

MET),

vhich vas

prior to

nose

gear touchdown. Nose landing gear touchdown occurred 19

seconds

after

main

gear

touchdown

with

wheels

stop

at

306:14:06:53 G.m.t.

09:20:57:14 MET). The rollout

was

normal in ll respects. The flight duration

was 9 days 20

hours

56

minutes

13 seconds. All three APU s were powered down

by

306:14:23:45

G.m.t. The crew c om pleted the

required postflight

reconfigurations

and exited th e Orbiter at 306:14:55 G.m.t.

VEHICLE

PERFORMANCE

SOLID

ROCKET

BOOSTER/REDESIGNED

SOLID

ROCKET T RS

All SRB

systems performed

as expected.

The SRB prelaunch countdown

was

normal,

and no SRB

or

RSR i n ~ l i h t

anomalies

have been identified.

No

SRB or RSR

Launch

Commit

Criteria LCC) or

Operations

and Maintenance Requirements and

Specification Document

OMRSD)

violations occurred.

Power up and opera tion of l l case igniter and field joint

heaters

was

accomplished

routinely.

All

RSR

temperatures

were

maintained

within acceptable

limits throughout the countdown. For this flight the heated ground p ur ge in the

SRB

aft sk ir t maintained

the nozzle/case

and flexible bearing temperatures

within the required

LCC

ranges.

RSR propulsion

performance was well

within

the

required

specification limits

and th e propellant burn rate for each

RSR was

normal.

RSR thrust differentials

during the buildup steady-state and

tai loff

phases were well

within

specifications. The

reconstructed RSR

propulsion performance is compared to the

predicted

performance

in

the

table

on

the fol lowing

page.

A blowhole

was

documented in the l ft RSR nozzle-to-case joint

polysulfide. Gas

penetrated through th e polysulfide at the 216-degree position and

extended

to the

wiper O-ring causing minor erosion. Soot

did

no t extend

past

the wiper

O-ring.


10/45

RSR PROPULSION PERFORMANCE

Parameter

Impulse ga

es

I-20, 106

lbf-sec

I-60, 10

6

lbf-sec

I-AT 10 lbf-sec

Vacuum Isp, lbf-sec/lbm

Burn

rate,

in/sec @60 of

at 625

psia

Event times,

seconds

Igni tion interva l

Yeb time

a

Separation cue, 50

psia

Action time

Separation

command

sec

PMBT O

Maximum

ignition

rise rate,

psia/l0

ms

Decay

time, seconds

59.4

psia

to 85 K

Left motor

82F

RiS ht motor

82F

Predicted

Actual

Predicted

Actual

67.22

66.94

65.77

66.86

178.51 177.34 175.29 176.53

297.04 297.07

297.04

295.24

268.6

268.8

268.6 267.2

0.3702

0.3692 0.3681 0.3698

0.232

N/A

0.232

N/A

107.9 108.5 108.9

108.6

118.6 118.3

118.6 118.3

119.6 120.4

120.7 120.6

123.5 123.2 123.5 123.2

79.0 79.0 79.0 79.0

90.4

N/A

90.4

N/A

2.8

3.5

2.8

3.0

Tailoff

imbalance

Impulse

differential ,

klbf-sec

Predicted

N/A

Actual

b

288.7


11/45

evidenced by

the fol lowing information. The frustum bottom foam ring was

inspected and

no

damage was found that would

indicate the frustum i ts lf

was

tipped. No

deployment damage

was

reported

on

the

right

SRB

main

parachutes.

EXTERNAL T NK

All objectives and requirements associated with the ET propellant

loading

and

flight operations were met. ET flight performance was

excellent.

All

ET

electrical equipment and instrumentation performed

satisfactori ly.

All ET purge

and heater operations were mo nit or ed and ll performed properly. No LCC or OHRSD

violations were identified.

As

expected

only the normal ice/frost formations fo r the October atmospheric

environment were observed during the countdown. Th er e was no frost or ice on the

acreage

areas

of the ET. Normal quantities of ice or frost were present on the

liquid

oxygen L0

2

) and l i q u ~ hydrogen LH

2

)

feedlines on

the pressurization

line brackets.

All

of

these

observations were acceptable pe r NSTS documentation.

A

small

amount

of frost was also

present along

the

edge

of the

LH

Z

protuberance

ir

load PAL)

ramps. All of these observations are acceptable

per

NSTS 08303.

The

Ice/Frost

Red Team

reported

that

there

were

no

anomalous

thermal

protection

subsystem TPS) conditions.

The

ET pressurization

system functioned properly

throughout engine

s tar t and

fl ight. The minimum

LO

Z

ullage

pressure experienced

during the period

of

ullage

pressure slump was

14.6

psid.

ET separation was confirmed to have occurred properly and based on the

HE O

time ET entry and breakup occurred within the

expected footprint.

SPACE

SHUTTLE

HAIN ENGINES

All prelaunch operations

associated

with the SSHE s were executed successfully.

Launch ground

support

equipment GSE) provided

adequate control

for the SSHE s


12/45

observed on

recent

f l ights because of the higher

data

resolution on the Block

controller. No similar spikes have been observed from ground test

data

on either

controller.

These

spikes

are

not considered

a

safety-of-flight

issue.

SHUTTLE

R NGE

SAFETY SYSTEM

The 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 were turned off at the appropriate times. All SRSS

measurements indicated that the system performance was as expected throughout the

flight.

Prior

to

SRB separation, the SRB S devices were safed, and SRB system power was

turned off as planned. The ET system remained

active

until

ET separation from

the Orbiter.

ORBITER SUBSYSTEM PERFORMANCE

Main Propulsion System

The

overall

performance

of

the

MPS

was

excellent. LO?

and

LH

2

loadings

were

performed as planned with

no

s top- flows or reverts.

No

OMRSD

violations

were

noted.

During LH

topping,

an

LCC

violation

occurred when

hydrogen

leak

detectors 23 and in a cavity in the ground umbilical carr ier plate GUCP)

exceeded the LCC upper redline l imit of 44,000 ppm. The LH

2

main f i l l and ET

vent valves were cycled and the concentration dropped

to near

zero. The

concentration then

slowly increased, reading a maximum value in the

m i d 2 0 ~ 0 0

ppm range. A postflight

inspection

of the

GUCP revealed four

scratches on the ground half of the GUCP.

Throughout the

preflight

operations,

no

significant hazardous

gas

concentrations

were detected except for the GUCP leak

described

in the previous paragraph . The

maximum

hydrogen

level

in the

Orbiter

aft compartment

was

173 ppm corrected .

This

level was within the

historical

l imits of this

vehicle.

The aft helium


13/45

At

11 seconds after l i f t off the SSM 2 L0

2

inlet temperature vent off-scale

high (Flight Problem STS-52-V-02). The measurement

vas

regained after MECO, and

lost

again dur ing

the

MPS

propellant

dump

operations.

The measurement

vas

finally

regained

near

the

end

of the

vacuum

inert activities.

All

systems

performed

nominally during entry

and landing. Helium consumption

during

entry vas 55.3

Ibm, vhich

is vithin the flight experience base fo r

this

Orbiter.

Reaction Control

Subsystem

The performance

of

the

RCS

vas

nominal.

The

RCS

vas

used

to

support

TO

251

Entry Aerodynamic Control Surfaces Tes t - Alternate Elevon Schedule

(Part

4)

during vhich

six

PTI s

vere

executed. The

RCS vas

also

used

to support

the

SPIE.

Propellant

usage from the RCS

during

the

mission vas

4,699.8 lb. In

addition,

the RCS

vas

interconnected to the left and the right OMS from vhich .

3.70 percent and 3 .56 percent of the propellant vas used, respectively.

At

296:17:19:33 G.m.t. (00:00:09:53 MET during the ini t ial maneuvers folloving

ET separation, RCS thruster F3L vas commanded

to

fire,

but vas declared failed

off

by

the

RCS

redundancy management

RM

because

of lov oxid izer flov (F light

Problem STS-52-V-01). Injector

temperature data indicated fuel flov

vas

obtained, but the oxidizer valve failed

to open.

Subsequently, F3L

devel oped a

minor oxidizer

leak

vhich healed

i t se l f

about four

hours

into the mission.

The

leak vas less than

100 cc/hr, and no significant divergence in

propellant

quantities

vas noted. The

RCS

thruster

vas not

reselected

during the remainder

of the ~ s s o n and no further leakage

vas

experienced

At

306:10:28:00 G.m.t . (09:17:18:21 MET , the forvard RCS manifold 3

fuel

isolation

valve exhibited

a

false

closed

indication (Flight

Problem

ST S-52-V-13). The crev compartment talkback

maintained

an open

indication,

and

other

indicators verified

that

the valve vas s t i l l

open.

The valve c losed

nominally

after the forvard RCS propellant

dump

during

the

entry phase. The fuel

valve

appeared

to

lag

the

oxidizer

valve vhen the valves vere opened

after


14/45

leak rate decayed to

approximately

50 scch fol lowing the

OHS-3

and

OHS-4

maneuvers and remained at that value

fo r

the remainder of th e flight. The

right-hand

engine accumulator

w

repressurized

each

day

so

that

the

alarm

would

no t sound during the crew sleep

period.

Power Reactant

Storage

And Distribution Subsystem

The PRSD

subsystem

operated nominally throughout the

mission in

providing oxygen

for crew breathing and oxygen and hydrogen for

fuel

cell usage. A total of

2507.8 lb of

oxygen

was

consumed during the mission,

of

which 121.8

lb

were used

by th e crew

for

breathing. The consumables remaining provided a

mission

extension

capability

of

107.9 hours

at

an

average

power

level

of

14.83

kYo

At

the time th e PRSD cryogenic oxygen tank 2 heaters were placed to auto for the

second sleep

period, the

A2

heater

did not

indicate

on

at the beginning of the

heater

cycle, but came on about

70

seconds later in the cycle Flight Problem

STS-52-V-04 .

This

same anomaly occurred

on

STS-50 and postflight

troubleshooting could no t duplicate

the

problem.

Analysis of

the STS-52

PRSD

subsystem oxygen tank 2

heater

A2 phenomenon showed

that

th e A2

heater

not just

the indicator was

lagging

the A1 and B heaters and ramped up to

full

power

as

opposed

to

a

step

change .

During

postflight

testing,

the

failure

was

duplicated

and isolated to

the

tank 2 heater control unit.

The check

valve

on PRSD oxygen

tanks

4 and 5 opened between 14 and 20

psid,

respectively,

when the

tank w not in use

where the nominal value

should

be 3

to

5

psid.

This condition

has

been

noted

on a number

of

previous flights. The

sticky

operation

of

the check

valve

did not impact

the

use

of

the

tank during

the

flight,:and no postflight

action w

required.

Fuel

Cell

Powerplant Subsystem

The

fuel cel l

powerplant subsystem functioned satisfactorily in

meeting

a ll needs

for

electrical

power and drinking water during the mission. A total of

3514.6 kYh

of

electrical

energy were produced at an average power

level

of


15/45

help monitor the

health

of fuel cell 1 since

the

CPM

was not

reliable.

The

subs tack 3

reading

continued

to increase up to the

66

mV level during the

remainder

of the mission. No degradation

in fuel

cell

performance was

noted

during bus tie operations.

This-same

CPM unit

exhibited

the same behavior during

STS-51J and STS-61B.

The

CPM

was

removed and tested

foilowing

STS-61B, the

circuit

card for the substack

3 measurement was replaced and

the

CPM

was

returned

to stock

for reuse. This

CPM

performed nominally

on

STS-29 and STS-33.

The

fuel cell

2

alternate

water

line temperature

was

erratic

but remained

within

limits. This condition is indicative of either erratic heater o p r t i o ~ s or a

small water

leak. Similar

occurrences

have been noted

on

OV-104

in the

past. A

small water

leak

that

is

below

the

maximum

specification

value

is

believed to

be

the cause

of

this

problem,

since the same behavior was noted

on

both

the

A and B

heater systems. The potential

water leak

was

inconsequential and no corrective

action was required.

Shortly after MECO

the fuel cell 3

pH

indication came

on four

times and then

remained

off.

The

cause of

the intermittent readings was probably

a

slug of

conductive water

migrating out of

the

cell.

Auxiliary

Power

Unit Subsystem

The PU

subsystem

operated satisfactorily.

No in flight anomalies have been

identified but

several minor problems

are discussed in the paragraphs that

follow.

The

following

table presents improved PU

IAPU

run times and fuel

consumption for

the mission.

A fault:message

was annunciated against

test

line temperature

2

on PU

2 about

2 minutes

after

PU

shutdown

when the

lower

FD

limit

of

48F

was reached.

The

crew was

instructed

to

activate

a ll

three

PU

tank/fuel

line/water

system

heaters

prior

to the

normal

heater init iation

t ime, which brought

this temperature

back

to

t normal value. Nominal heater performance was observed following

activation. Operating the

B

heaters rather

than

the

A

heaters during

the

prelaunch

time

period

should

result in higher

system

temperatures

at l i f t off


16/45

The APU 1 fuel

feedline

temperature 1 violated th e upper F limit of 120F a t

approximately

296:23:30

G .m .t . 0 0: 06 :2 0: 21 MET . The reason for th e F

violation

was

heat

soakback

from APU s 1 and 2 combined

with

nominal

heating

from

th e

APU

1 fuel

feedline

h eater. The

system

2 feedline temperature was also high,

bu t

did

no t

violate th e F

limit. The APU 1 fuel

feedline

temperature 1 upper

F l imit was raised to 126F by ground command. This condition di d

no t

cause a

flight impact.

The

lower FDA l imit

for

the APU

3

drain line

temperature 2 was l ow er ed from 48F

to 43F

a f te r

ascent as the temperature approached th e limit. T hi s p re ve nt ed

n u is a nc e a la rm s as the local environment at the temperature 2 sensor was slightly

colder

than

around

the

other

sensor

and

thermostat

on

this l i n e .

All three of

these

problems are

b ei ng a dd re ss ed to determine

an o v er a ll s ol ut io n for

th e

unpowered APU heaters during ascent.

After

switching

from

APU

3

generator GG

bed A heaters

t o

B

heaters

following

FCS

checkout, the

heater

cycling

frequency nearly d ou bled and th e

injector tube temperature o nly r eac hed

approximately

325F instead of th e

nominal

value

of

approximately

425F. This

condition

is

believ ed to

be caused

by

th e

B heaters being l oc at ed n ea re r

to

th e bed temperature sensor. The crew

selected

th e

A

heaters

pr ior

to

th e

deorbit

maneuver and performance

of these

heaters was nominal. Although th e B heater system did

no t

respond a s e xp ec te d,

t did

maintain

acceptable temperatures and will be flown as-is on

future

missions.

Hydraulics/Vater

Spray Boiler Subsystem

The hydraulics/water

spray

boiler VSB subsystem operated

nominally.

Following

ascent, VSB 1 was inadvertently deactivated a ft e r terminating spray logic for

VSB 1.

This

action

apparently

caused

th e

hydraulic

bypass

valve

to drive

to

th e

heat

exchanger

mode

for 2

seconds.

This

occurrence

did

no t

impact

flight

operations.

The left-hand

o ut bo ar d b ra ke l ine temperature

reached

approximately

230F Flight


17/45

use with the portable audio data modem PADM at the time that the

failure

was

reported.

An

IFM procedure was

performed on the main C dc outlet All at

303:09:50

G.m.t . 06:16:40 MET

and normal

voltages

were measured.

Subsequently,

the

All outlet

was

successfully

used

again.

Postflight tests of the outlet

revealed

correct voltages and no anomaly. The Linhof camera

cable

also checked

out

nominally during

post fl ight tes ting .

During the crew

debriefing

of the Orbiter subsystems, the crew reported that

the

midstarboard

floodlight

had

failed

at one point in the mission. The in-flight

data

were reviewed and showed

that

the

midstarboard floodlight

had

failed

at

304:09:26:32 G.m.t. when the l ight was powered but did

no t

come on.

This

was

evidenced

by a 10 ampere

spike

which

appeared

to

trip

a remote power

controller

RPC

since

the spike lasted for four seconds.

Other

l ights powered at the same

time appeared to come on normally.

The

in-flight data also shows two subsequent

power

cycles

on

the

midstarboard light, which were both successful. One

of these

two cycles occurred about nine hours the failed attempt and

the

second

occurred just

prior

to payload bay door closure.

All

of the payload bay

floodlights were tested

at

KSC

following

the flight, and floodlights behaved

nominally.

Pyrotechnics

Subsystem

The

pyrotechnics

subsystem performed nominally.

All three ET/Orbiter

separation

devices EO-1 -2, and -3

appeared to

have functioned properly.

All

ET/Orbiter

umbilical separation ordnance reten tion shut ters were

closed properly.

No flight

hardware was found on

the

runway below

the umbilicals

when

the

ET doors were

opened.

Aft Fuselage Gas Sampler System

The Orbiter aft

fuselage

gas sampler system

OAFGSS

data from STS-52 show

hydrogen and oxygen

levels

during ascent in

the aft

compartment

of OV-102

were

well within the data base for vehicles. Five out of the s ix bott le s

contained excellent

samples,

indicating

positive

results from changes

in bottle


18/45

Active cooling

was satisfactorily provided at

th e payload

heat

exchanger

to

both

th e

USMP-1

in

th e

payload bay and th e

CVTE

in th e middeck. Two

procedure-related

flash

evaporator

system

FES

nuisance

shutdowns

occurred,

bu t

neither

impacted

th e

mission.

The

ARS pressure control system

PCS performed

nominally

throughout

th e

duration

of t he m is si on . During th e redundant component check, th e

pressure

control

configuration

was switched

to

th e

alter nate

system, which also performed

s a t i s fa c t o ri l y .

The

RCRS

was

enabled a t

296:17:11

G .m .t. 0 0:0 1:0 2 MET

and

operated nominally

u n t i l

th e

planned

shutdown

prior

to

entry.

R ad ia to r c ol dsoak provided cooling through

landing

plus 11 minutes when ammonia

b o iler system

ABS

B

secondary cooling

was

initiated. ABS

B

provided cooling

u n t i l

landing

plus

53

minutes

when ground

cooling was initiated. ABS

A primary

was activated as ground

cooling

became available,

bu t

ABS

A did

not reach the

control

range before

i t

was

deactivated.

The

FES feedline

A forward

heater str ing

2

failed at approximately

304:19:02 G .m .t. 0 8:0 1:5 3

MET

Flight

Problem STS-52-V-12 . The

redundant

heater

string

was selected and

operated

properly through th e end

of

t he m is sio n.

The

loss of this

heater

str ing did not

impact th e

flight.

The supply

water

and waste management systems performed

adequately

throughout

th e

mission.

By th e end

of

th e m is si on ,

l l of

th e associated s up pl y w at er and waste

water i ~ f l i g h t checkout requirements

were performed and

satisfied.

Supply

water

was m n ~ g e d

through th e

us e of

th e

FES

and th e overboard dump system.

One supply

water

overboard dump was performed at a

r ate of 1.5 percent/minute

2.5 lb/minute).

The

s up pl y w at er

dump

line

temperature

was

maintained

between

73F and 107F throughout th e mission with the

operation of

th e line heater.

Yaste

water

was gathered

at

approxi mately t he

predicted

r a t e .

Two

waste water

dumps

were

performed

at

an

average rate

of

2 .0 3 p er ce nt /m in

3.4 lb/min)

. The


19/45

Smoke

Detection and

Fire Suppression

System

The smoke

detection

system showed no

i nd ic at io n s 6 f

smoke

generation

during

th e

entire

d ura tio n o f th e

mission.

Use of th e fire suppression system was no t

required.

Airlock Support System

Use of th e

air lock support components

was no t

required due to there

being

no

extravehicular activity EVA . The active system monitor parameters

indicated

normal output throughout th e d ur at io n o f th e flight.

Avionics

and

Software

Subsystems

The integrated

guidance,

navigation and

control

subsystem performance

was

nominal

with no problems identif ied. All th e PTI s in support of TO 251 were completed;

however, data indicate

that

th e roll/yaw channel was

moded

to

control

stick

steer ing CSS

before

th e

completion

of PTI

4, th er eb y n ot

a ll ow in g t he

elevator

doublet to execute.

The

ailero n

trim

anomaly

seen

during

TO

251

operations

on

t he p re vi ou s

f light

of

OV-102 STS-50 di d no t

reappear

on

this flight.

The aileron trim averaged

0.5 degree

and

stayed r elatively constant

during the

Mach

region where

th e

elevator

is

positioned above

th e

normal

elevator scheduled position. In

addition,

th e

yaw

RCS activity

did not

reflect

th e large s h i ft in l a t e r a l

trim

seen

on STS-50.

The flight

control system

performed satisfactorily

throughout th e

entry phase

with no problems identif ied.

In e rt i a l

measurement

unit

IMU performance

was

excellent

with

no problems

of

any

type

noted.

The

s t a r

tracker

performance

was

also nominal with

no

problems noted. The

data

processing system DPS hardware

and flight

software

performed

flawlessly.

The displays and controls subsystem performance was a de qu at e w it h two anomalies


20/45

At

306:12:59

G.m.t. 09:19 :50 MET), the Orbital Experiments OEX)

recorder

tape

posi tion indica tion dropped from 12

to

2

percent

while no

recorder operat ions

were

in

progress

Flight

Problem STS-52-V-15 . The anomaly

is

believed to

be

caused by an

inadvertent

reset

of

the system

control

module

SCM)

tape position

counter

due

to

an

electromagnetic

interference

EM ) spike.

The

off-scale-high

failure of

the SSME

2 liquid oxygen temperature sensor

11 seconds

into

the

flight

is

discussed

in

the Main Propulsion

System

section

of

this report.

Communications and

Tracking

Subsystems

The communications and

tracking subsystems

performed

nominally.

The anomalies

and problems are discussed in the following paragraphs.

The S-band phase modulation

PM)

system.yas used

in

high frequency

for

most

of

the

mission

with

nominal

performance.

However,

use

of

the low-frequency

mode

yielded

degraded performance with the

Orbiter unable to main ta in

a forward

link

lock

on orbits 20Y, 22Y, 23Y, 24Y, 26Y, 26E, and 27Y, while using the TDRS in the

low-frequency

mode

Problem STS-52-V-11 . This problem

was present

on

antennae.

Switching

to

string

1 onboard

did not cure the

problem.

Yhen

a

link

was finally established the frequency was immediately switched from low

to

high

and

the

communications became nominal on

high

frequency.

As

a

result

of

this

condition the

S-band

P

system

was operated on high frequency

and no further

losses of

lock

occurred.

Later

in the mission a

troubleshooting

plan was

developed that

required the use of the

S-band

P in the

low-frequency

mode with

the TDRS.

Various configurations of

the S-band system were used and the

conditions

that were

noted

earl ier in the

mission

were recreated. On-orbit

troubleshooting

isolated th e problem

to

the fol lowing hardware:

a. Low frequency diplexer;

b. Cable in preamplifier assembly;

or


21/45

cause

of

these

false

indications is believed to

be a faulty paper

sensor

in

the

lower paper

path. In

the las t two

cases TAGS

operations were

again

regained by

transmitting

a n a dva nc e

command.

The i rs t page

of

the

flight

day 7 morning mail

was jammed

in the TAGS. The

TAGS malfunction procedure

was performed, but

TAGS operation was

not

regained

and the

unit was turned off since the

jam

apparently could not

be

cleared

Flight

Problem STS-52-V-8a). The crew

was requested to reactivate

the

TAGS

about

15 minutes later and after further troubleshooting the jam w

cleared

and the

TAGS

began

operating.

The TAGS experienced a second jam la ter in the day. The

developer

motor

stopped after

a

period

of

time.

The

TAGS was

deemed

usable fo r

periodic operations

after

being

powered

off

for

a

period

of

time;

however, a

decision was made to use the TAGS only in the graphics

mode

for the remainder of

the mission with the text

being transmitted

via the

teleprinter. No

more

graphics

were uplinked:

consequently

no further TAGS operations were attempted.

Downlinked camcorder

footage

showed

horizontal

l ines running through

the

picture

which were caused by the video interface unit VIU) Flight Problem STS-52-V-19).

Failure

of

the VIU

video power supply

was the

most

likely cause of the lines.

The crew changed VIU s and the pic ture qual ity appeared to improve.

Ku-band

operations

were nominal in the communications and the

radar

modes. At

one point in t he mission the antenna was placed in the manual

mode

at an angle

next

to

the

alpha stop. Operations in

this

mode at this

angle

did

not damage the

Ku-band system.

All closed circuit

television CCTV cameras operated

nominally.

problem:was

noted

with CCTV camera A when the

i r is

became

stuck.

operations

were regained

after

camera power was cycled.

Structures and Mechanical Subsystems

One

minor

However, camera

All mechanically actuated

subsystems performed

nominally including the

payload

bay

doors

vent door s star

tracker

doors ET/Orbiter

umbilical

doors Ku-band


22/45

The

postflight

inspection

of

the brakes revealed

signs of overheating of the

bushings on right-hand inboard brake rotor 2 Flight Problem STS-52-V-16 .

However

brake temperatures

and

energies

during the

braking

phase were nominal.

The landing and braking data are shown

in

the following table.

The main

landing gear t ires

were

considered

to be

i n excel lent condi tion for

a

landing on the KSC runway.

LANDING

N

BRAKING

PARAMETERS

Parameter

Main

gear

touchdown

Nose gear touchdown

From

threshold,

f t

1186

Speed

keas

211.1

141.5

Sink

rate, ft/sec


23/45

Aerodynamics, Heating, and Thermal Interfaces

The

ascent

and

entry

aerodynamics were nominal

in

ll

aspects. In general,

the

control sur faces responded as expected . There were no indications of large

aileron

trim

observed while performing

DTO

251, as was

seen

during STS-50.

The ascent and entry heating was nominal and

within

established

l imits.

The

postflight inspections

revealed

no heating damage. The thermal interfaces

remained within limits

with

no

excessive temperatures

noted.

A portable

Shuttle

thermal i mager S TI) was used

to

measure the surface

temperatures

of three areas

on

the

Orbiter.

Twenty-six minutes

after

landing,

the right-hand wing leading edge reinforced carbon carbon

RCC

panel 9 was

144F, and panel 17 was 132F. Twen ty -e ight minutes

after

landing, the Orbiter

R nosecap was 183F.

Thermal Control Subsystem

The thermal

control

subsystem TCS operated nominally during ll phases of the

mission with the excep tion of one heater

failure.

All Orbiter subsystem

temperatures

were

maintained

within acceptable

limits.

The

FES

water

feedline A zone 1 forward heater system 2

trended

downward

to

the

50F FD l imit,

annunciating

an alarm

Flight

Problem STS-52-V-12).

The

system 2

heater was considered failed.

Other problems that occurred with the TCS inc luded the PU 2 test

line sensor

2

V46T0284A annunciated an FD alarm. The temperature dropped to 47F during

ascent and the alarm

level

was 48F. The APU 1 fuel

line sensor

V46T0370A

cycled high

several

times

after

ascent

and r ea ch ed 120F

annunciating

an

FD

alarm

FDA

is 120F . The PU 3 fuel d rain

sensor

2 V46T0370A dropped

to

45F

prior to

the

heater

being activated during post-ascent

act ivi t ies.

The fuel cell

2 alternate product water line sensor

V45T0282A signature

was

erratic on-orbit

and that apparently was indicating slight

product

water flow from the fuel

cell .


24/45

recirculation. A comparison

of

these numbers with previous missions of the same

configuration revealed that the

total

number

of

hits

was greater than average,

but

the

number

of

hits

1

inch

or

greater

was

less

than

average.

One

large

impact

was located on

the

base

heat

shield just below SSME

1,

and i t

may

be

related to

the

missing base heat shield t i le discussed in a subsequent paragraph.

The Orbiter

lower

surface sustained a total

of

152 hits,

of

which 6 had a major

dimension

of 1 inch

or

greater. The distribution of

hits

on the

lower surface

does not suggest a

single

source of ascent debris, but indicates a

shedding

of

ice and

TPS

debris from random

sources.

In addition,

the

upper surface was

struck 83 times of which 4 had a major dimension of 1 inch

or

greater. The right

side

had 18

hits

of

which 3 had a major dimension

of

1

inch

or

greater.

The lef t

side had 15 hits with none

having

a major dimension of 1 inch

or

greater. The

right OMS pod had 12 hits with none having a major

dimension

of 1 inch or

greater.

Finally,

the

le f t OMS pod had a total of 10 hits of which 3 had a major

dimension

of

1 inch

or

greater. Samples of

inclusions

found in

two

t i le damage

si tes on

the

Orbiter

nose were taken for laboratory analysis.

No TPS damage was attributed

to material

from the wheels, t i res, o r brakes.

The

reusable

carbon carbon

RCC

and nose

landing

gear

door

TPS

performance

was

nominal.

The

left-hand

main

landing gear

door thermal

barrier,

which

was of the

o ld des ign,

was breached in s eve ra l areas. The right-hand main

landing gear

door

thermal

barrier,

which was of

the redesigned

configuration, was

torn

in

only

one

area on

the

aft

outboard

corner. The ET/Orbiter door thermal barriers were

in

good

condition.

However the left-hand forward latch patch

was

badly frayed with

most of the outer mold l ine missing. The SSME 2 engine-mounted

heat

shield

blanket:was frayed

significantly

from the 2:00 to 4:00 o clock posit ion. The

elevon cove,

elevon-elevon

gap,

payload bay

doors,

upper wings , and

OMS

pods

TPS

performance

was

nominal.

In general, damage to the base. heat shield t i les

was typical.

However the

majority of one t i le was missing from the base

heat

shield between

SSME

2 and 3.

This t i le which was on i ts

twelfth

mission, covered an inactive

calorimeter.


25/45

GOVERNMENT FURNISHED EQUIPMENT/FLIGHT CREV

EQUIPMENT

The Government furnished equipment GFE)/flight crew equipment performed

nominally

except

fo r the

Fluke model

87

multimeter.

An

intermittent

display problem was noted

in

which uncommanded

multimeter

mode

changes occurred

Flight

Problem STS-52-V-05). Discuss ions with the manufacturer

i nd icated tha t

the

display

problem was

related

to the

mode selection in

the

unit. In the older units such as was flown

on this

flight, a

faulty

resistor

was

present

in the mode selection

network, and

this

resistor caused

the

problem.

The problem

was

a

nuisance-only

item

as

once

the

unit

was up

and

running, the

accuracy

of

the

unit

was not

affected.

An

IFM

procedure was uplinked to correct a frequent

battery-low

indicator

on the

multimeter.

The

manufacturer provided a change notice which described a partial

fix for the multimeter problem. A

shield

within the power supply

in

the

multimeter required insulating from

the

power supply

capacitors

so

that the

battery

voltage

could

not be drained. The product change notice

describes

a fix

to protect

the components

on the

circuit board and the use of mylar

tape

as

required

by

the

IFM

procedure

provided

satisfactory

operation for

the

remainder

of the mission. A fresh

battery

was installed in

the

multimeter.

The

postflight inspect ion of

the STS-47 galley

showed a

burn-through in

the oven

heater

st r ip. Previously, a burn-through had been noted on the galley water tank

heaters during preflight processing on

the

STS-53 galley after which the oven

heaters

were determined to

not

be a problem. The oven burn-through was a

small

single

spot

and the oven had flown two flights STS-49 and ST-47). The problem

was

determined to

be

specific only to the STS-47

oven and

the qual if ica tion unit .

The

STS-52 oven

is

of

a

different

build

and,

therefore,

should

not

experience

this same type of problem. Consequently, the STS-52 oven was operated as planned

for this

mission.

REMOTE

MANIPULATOR SYSTEM


26/45

The

n t l SVS testing with the RMS occurred

at

298:19:10 G .m .t . 0 2: 02 :0 0 MET ,

bu t

th e majority of th e maneuvers were scheduled for flight day 6

to

minimize

disturbances to the

USMP-1.

Twice

during th e mission, the

crew

berthed th e

eTA

into ts support structure using RMS direct

drive mode

only; th e intent being to

determine th e usefulness of th e SVS graphics

display

in assisting th e operator

with degraded RMS

operations.

During th e

f ir st

attempt,

th e

crew

was

no t able to

acquire th e ready -to -Iatch in d icatio n because of binding of th e eTA in t s

V-guides. The second

attempt

proved successful, though additional eeTV views

were used during the

operation

to view alignment of the

eTA

with ts guides. On

th e final SVS maneuver, th e eTA was released by th e

RMS

[305:10:05 G.m.t.

08:16:55 MET ].

Several t imes between flight days 6 and 9, th e RMS was positioned

in

pre-mission

designated configurations

to

expose material samples on th e

RMS witness

plates to

th e

atomic oxygen stream. The samples comprised th e

Materials

Exposure

to

Low

Earth

Orbit MELEO

experiment,

which was investigating

th e

su ita b ili ty

of

numerous materials

for

space str uctur es. MELEO

positions

were maintained fo r

approximately 40

hours during

t he m is si on , an operation that r eq ui re d l ea vi ng th e

RMS uncradled overnight while th e crew slept. On th e f inal day of RMS

operations, two

additional experiments were performed. Samples attached

to the

eTA

for th e Orbiter

Glow

OGLOY-2

experiments were photographed

at

night.

A

SPIE

sensor,

mounted on th e RMS end ef f ector , measured Res thruster plume

impingement effects.

RGO INTEGRATION

All

cargo

integration hardware performed nominally with

no

out-of-limit

conditions noted. STS-52 was th e

fi rs t

flight

since

STS-3 where two payloads

CVTE

and

USMP-1

were

actively

cooled

at

th e

payload

heat

exchanger.

P YLO DS


27/45

UNITED STATES MICROGRAVITY PAYLOAD-1

The USMP-1, which consisted of three investigations, performed very

satisfactorily

throughout t he m is si on .

Over 90 high-resolution

passes

through th e lambda point were completed with over

5000 lambda-point experiment commands sent and executed by

th e

Lambda

Point

Experiment LPE . The

LPE

also

collected

a significant amount

of data just

above

th e transition temperature. The thermal relaxation t imes deduced from these

data

will be used to c al cu l at e l iq u id helium thermal

conductivities.

Such

data

are of

particular

importance in

testing th e

dynamic a sp ec ts o f second order phase

transition

theory. After th e

change from

th e

155 nmi.

orbit

to

th e

114 nmi.

orbit,

th e

LPE collected high resolution

data

w it h d ec re as ed cosmic ra y impact.

The

LPE was

deactivated

at approximately 306:00:39 G. m. t. 0 9:0 7:3 0 MET .

The Material Pour L Etude Des Phenomenes Interessant La

Solidification

Sur Terre

Et En Orbite MEPHISTO experiment performed

very well

throughout

th e

mission.

Tests were run a t

speeds

ranging from 15 mm/hr to 75 mm/hr, and th e data have

shown interesting behavior during m icrogravity

disturbances,

as well as when th e

furnace

changes pulling rates. Curves showing undercooling as a f un cti on o f

solidification rate

have been

refined,

and

th e

speeds

for th e

la st

runs were

established

based on th e r ef in em en ts . D ea ct iv at io n

primarily

by ground command

was

performed at 306:06:46

G .m .t . 0 9: 13: 37 MET

and

th e

canister

was closed at

306:08:31 G.m.t.

09:15:22 MET .

The third experiment of th e USMP-1 was th e Space Acceleration Measurement System

SAMS ,

which

operated

nominally throughout t he m is si on .

The

S MS downlinked

data throughout th e mission with occasional losses

of downlink. In each

case,

th e loss o f downlink was corrected by cycling power to the K2 relay in th e SAMS.

The

S MS

reached

ts

recording capacity

a t

306:00:06

G.m.t. 09:06:57

MET ,

but

continued

to downlink data

until

th e K2 relay troubleshooting procedures were

begun

a t

306:00:09

G.m.t.

09:07:00 MET . S MS was

deactivated

at

306:08:29 G.m.t.

09:15:20

MET .


28/45

CANADIAN EXPERIMENTS

The Canadian Space Agency CSA produced a series

of

Canadian Experiments

CANEX-2 vhich vere located in the Orbiter

middeck and

vere operated

by

the

Canadian Payload

Specialist.

Queens University Experiment in Liquid Metal Diffusion. The Queens University

Experiment in Liquid Metal

Diffusion

QUELD obtained

approximately

85 percent of

the planned

data

vith

30

of the 35

samples

processed.

A

fan

failure on

flight

day 3 vas made operational by the crev performing an IFM

procedure.

Experiment

operations vere

suspended vhile

the fan failure vas

being analyzed and repaired.

Phase

Partition in Liquids .

The Phase Partition

in Liquids

PARLIQ

experiment

achieved

100

percent

of

the

planned objectives.

Excellent

middeck video aided in

real time decision making and

experiment

planning. The pr inc ipal invest iga tor

indicated that l l experimental

operations vere

completed successfully and that

additional data

vere received.

Sun

Photospectrometer

Earth Atmosphere Measurement 2 . The

Sun

Photospectrometer

Earth

Atmosphere Measurement 2 SPEAM-2 experiment

accomplished

most

of

i t s

primary

objectives

of

measuring

atmospheric

absorption

of several vavelengths. IFM vas performed

to

fabricate a pover cable as

veIl

as

computer problems prevented accomplishment

of

more

of the

objectives

of this

experiment.

Orbiter Glov

2 .

The

Orbiter

Glow

2

primary experiment objectives were

completed.

Photographs

were taken of

the

Canadian

Target

Assembly CTA as well

as

other

targets of

interest .

Space

Adaptation

Tests

and

Observation.

The Space

Adaptation

Tests

and

Observation SATO experiment objectives vere

l l

assumed to be met during this

fl ight. This experiment provided additional data on Canadian astronauts

adaptation to the space environment.


29/45

Body

Yater Changes

in Microgravity.- In

the absence

of

gravity a

shif t in body

fluids occurs

and leads

to

a puffy face.

The

body water changes in

microgravity

experiment

was

conducted

to gain additional data

on

this

condition.

The

data are

being analyzed by the sponsor and will be reported

in

other documentation.

Assessment of Back Pain

in

Astronauts.- The assessment of back

pain

in ast ronauts

experiment

was

performed to

obtain additional data

on this phenomenon. The

data

are

being analyzed by the sponsor and will be

reported in

separate publications.

Illusions During Movement.- The illusions

during movement

experiment was

performed

to

gain data on this phenomenon. The data

are

being analyzed by the

sponsor

and

will

be

reported

in

separate

publications.

COMMERCI L MATERIALS DISPERSION APPARATUS INSTRUMENTATION

TECHNOLOGY ASSOCIATES EXPERIMENTS

The Commercial Materials

Dispersion

Apparatus Instrumentation Technology

Associates CMIX) Experiments had 80 to 85

percen t o f

the objectives met.

CRYSTAL Y V POR

TRANSPORT

EXPERIMENT

The Crystal

by

Vapor

Transport

Experiment CVTE) was successfully completed

in

that

four samples were processed successfully.

HE T PIPE

PERFORM NCE

All objectives of the Heat Pipe Performance HPP) Experiment were successfully

performed and the

data are

being analyzed by the sponsor . The results of this

experiment will be reported

in separate

publications.

T NK

PRESSURE

CONTROL

EXPERIMENT

The Tank Pressure

Control

Experiment TPCE) was activated and deactivated on

schedule. All experiment operations

are

assumed

to

have been accomplished and


30/45

remaining

functional PGSC

because

the

Canadian Experiment SPE M payload

was

rescheduled during the SPIE bakeout

period

following the OMS-5 maneuver.

Nonetheless,

over

one hour

of

atomic oxygen

exposure

data

were

obtained before

the

SPIE PGSC was committed

to

the

SPEAM. The PGSC was committed to

the

SPIE

during

the

final sleep period bakeout.

OMMER I L PROTEIN CRYSTAL GROYTH

The Commercial Protein Crystal Growth CPCG) experiment

met l l of

i ts objectives

after activation on

flight

day 1, and l l temperatures indicated that the

refrigeration module was operating

properly.

About halfway through

the thermal

profile,

several

error

messages were

received

for

fan

overcurrent

and

thermistor

out-of-limits conditions. The troubleshooting showed that

the unit was

operating

properly, but error

messages

continued

to be received.

DEVELOPMENT TEST OBJECTIVES ND

DETAILED

SUPPLEMENTARY OBJECTIVES

DEVELOPMENT

TEST

OBJECTIVES

The following DTO s were ass igned to

the

STS-52 mission.

Ascent

DTO

236 - Ascent Aerodynamic Distributed Loads Verification on OV-102 More

Negative Angle

of

Attack - Preliminary data i nd icat es that a biased alpha was

achieved. The data have been given to the sponsor for evaluat ion.

DTO

301D - Ascent Structural

Capability Evaluation

- This was a

data-only

DTO and

the data have been given to

the

sponsor for evaluat ion.

DTO

312 - ET TPS Performance Methods 1 and 3 with

2X converter

- Fulfillment of

this DTO was based on photography from

the two

ET/Orbiter

umbilical

well cameras


31/45

On Orbit

T 623 Cabin

Ai r

Monitoring This T was completed as planned and th e data

have been given

to

t he s po ns or

fo r

evaluation.

T 657 Extended Duration

Orbiter

Yaste Collection System Fan Separator

Evaluation The

fa n

separator was set up

at

298:01:16 G .m .t . 0 1: 08 :07 MET .

This

was a t th e end of th e flight day 2 and th e crew

di d

no t have time

to

video

tape

the

galley water flow check

at

that time.

At

299:14:09 G.m.t.

02:21:00 MET th e crew video taped th e galley water flow check and th e slug

flow

operations

of th e DTO. P or ti on s of the video were downlinked and showed

proper operations

with the

slug

flow device. The crew c onti nue d to

us e th e

fan

separator for urinal-only operations until 305:16:00 G.m.t.

08:22:51 MET

when

t

was stowed

fo r

landing. A

detailed report

on

th e

results

of this

T

will be

published once l l

data

have been gathered and analyzed.

T

663

Acoustic

Noise Dosimeter Data All of

th e

planned measurements were

taken,

and th e data have been given

to

th e sponsor f or e v al ua ti on .

T 669

I nt er im P or ta bl e

Computer Evaluation

The

requirements

of this

T

were completed and

th e data

have been

given to the sponsor

f or e v al ua ti on .

T 700 2 Laser Range and Range Rate Device Short Range Only This T was

accomplished during flight day 10

a c tiv itie s,

and th e

data

have been given to the

sponsor

f or e va lu at io n.

T 828 Plume Impingement

Model

Verification This T

was

accomplished during

th e flight day 10 activities and th e data have been given

to

t he s po ns or fo r

evaluation.

T 1209 Advanced

Portable

Computer

Evaluation

This

T was accomplished and

th e data

and results of this

evaluation

have been given to t he s po ns or for

evaluation.


32/45

TO 805 - Crosswind Landing Performance - The crosswinds were

no t

of sufficient

magnitude fo r

this

TO

to

be accomplished.

DETAILED

SUPPLEMENTARY

OBJECTIVES

The

following Detailed

Supplementary Objectives were assigned to the STS-52

mission.

SO 324 - Payload On-Orbit Low-Frequency Environment

Data

Only - Data from the

USMP-1 S MS experiment

was supplied

to

the

sponsor

for

evaluation.

SO

472 -

Intraocular

Pressure

-

All data

were

collected for

this

DSO,

and

the

data have been

given to the sponsor for eva luat ion.

SO

474 - Retinal Photography - All data were collected except for the last

session on

flight

day 10 when

the

camera

shutter malfunctioned.

The data have

been

given

to the sponsor

for

evaluation.

DSO 478 - In-Flight Lower Body Negative Pressure - All in-fl ight

lower

body

negative pressure LBNP data were collected and have been given to the sponsor

fo r evaluation.

SO

603B -

Orthostatic

Function During

Entry,

Landing, and

Egress

- Data were

collected for

this

SO during the des ignat ed periods, and the data have been

given to the sponsor

for

evaluation.

SO

604 - Visual-Vestibular Integration

as

a Function of Adaptation - All

data

were

coilected

during the specified

periods,

and

the

data have been

given

to the

sponsor

for evalua tion.

TO 605 -

Postural

Equilibrium Control During

Landing/Egress

- Pre and Postflight

Data Collection Only - The

required

data

in support o f this

SO were collected

and have been

given to the

sponsor

for

evaluation.


33/45

DSO 902 Documentary Motion Picture Photography Motion

picture

photography

was

taken in

support

of

this DSO and

is

being evaluated

by the sponsor.

DSO

903 Documentary St i l l Photography

be evaluated by the sponsor .

St i l l photography from

the

mission

will

PHOTOGRAPHY ND TELEVISION ANALYSIS

L UN H D T ANALYSIS

On

launch

day

4

of 4

expected launch videos

were

received

and reviewed.

Following launch

day 54

of the

55

expected launch films

were

received

and

reviewed. No evidence of potential in flight anomalies were observed in the

launch films and videos. Items of interest observed during the review included a

small square shaped object

noted beneath the

LH

2

ta i l service mast T O

disconnect

that was seen on films

from

three different

cameras.

Also

i ce debris

was noted to str ike the lower edge of the umbilical door approximately 2 seconds

prior

to

l i f t off No damage

to

the

vehicle

was

noted.

ON ORBIT D T ANALYSIS

The

only

on orbit photographic analysis

consisted

of

the

photographs

taken

of the

ET shortly

after

separation. Analysis

of these

photographs is discussed in

the

DTO 312 discussion found in

the

Development

Test Objective section

of

this

report.

LANDING

D T ANALYSIS

Six landing videos were received

approximately

two hours

after

touchdown. Video

coverage

of the drag chute

was

obtained and the deployment appeared to be

as

expected. Items of interest in

the

landing f ilms

included two

different

cameras

showing a t i le

missing

between SSME 2 and 3

on

the

base heat shield

immediately


34/45

TABLE 1 .- STS 52 SEQUENCE OF EVENTS

Event

APU

activation

SRB HPU

activation

Main

propulsion

System s tar t

SRB ignition

command

l i f t -off

Throttle up to

1 percent thrust

Throttle down

to

95

percent thrust

Throttle down to

67

percent

thrust

Maximum

dynamic

pressure

q

Throttle up to

1 4 percent thrust

Both SRM s chamber

pressure at 5 psi

Description

APU 1

GG

chamber pressure

APU 2 GG chamber pressure


LH

HPU

system A

star t

command

LH

HPU system

B

start

command

RH

HPU

system

A

star t

command

RH

HPU system B

star t

command

Engine 3 star t command

accepted

Engine 2

star t

command

accepted

Engine 1 star t

command

accepted

SRB ignition. command to SRB

Engine 3 command

accepted

Engine 2 command

accepted

Engine 1

command

accepted

Engine 3 command accepted

Engine 2

command accepted


Engine 3 command

accepted

Engine 2 command

accepted

Engine 1 command

accepted

Derived ascent dynamic

pressure


Engine 2 command

accepted

Engine 1

command

accepted

RH SRM chamber pressure

mid range

select

LH SRM

chamber

pressure

Actual

time

G.m.t.

296:17:04:47.75

296:17:04:49.48

296:17:04:50.41

296:17:09:11.91

296:17:09:11.91

296:17:09:11.91

296:17:09:11.91

296:17:09:32.446

296:17:09:32.557

296:17:09:32.673

296:17:09:39.007

296:17:09:42.887

296:17:09:42.878

296:17:09:42.873

296:17:09:58.567

296:17:09:58.558

296:17:09:58.553

296:17:10:04.007

296:17:10:03.998

296:17:10:03.993

296:17:10:30

296:17:10:40.808

296:17:10:40.798

296:17:10:40.794

296:17:11:36.53

296:17:11:36.53


35/45

TABLE

I STS 52 SEQUENCE O

EVENTS

Continued)

Event

ET separation

OHS ignition

OHS

cutoff

APU

deactivation

OHS 2 ignition

OHS 2

cutoff

Payload bay door open

LAGEOS Deploy

OHS 3

ignition

OHS 3 cutoff

Description

ET separation

command

flag

Left engine bi-prop valve

position

Right engine bi-prop

valve

position

Left engine

bi-prop valve

posi tion

Right engine

bi-prop

valve

position

APU

chamber

pressure

A ~ U chamber pressure

APU 3 chamber pressure

Right engine

bi-prop

valve

position


position

Left

engine bi-prop

valve

position

Right

engine bi-prop valve

position

PLBD right open 1

PLBD left open 1

position

Voice

call

Right

engine bi-prop

valve

position

Left engine bi-prop

valve

position

Right

engine bi-prop

valve

Actual

time,

G.m.t.

296:17:18:29

Not performed -

direct

insertion

trajectory

flown

296:17:26:29.34

296:17:26:30.65

296:17:26:31.89

296:17:49:34.5

296:17:49:34.7

296:17:51:52.4

296:17:51:52.4

296:18:37:28

296:18:38:48

297:13:57:24

297:14:12:07.1

Not applicable

297:14:12:22.9


36/45

TABLE

I STS-52 SEQUENCE

O EVENTS Continued

Event

OMS 6 ignition

OMS 6

cutoff

OMS 7 ignition

OMS 7

cutoff

Fligh t con trol

system

checkout

APU start

APU stop

Payload bay door

close

APU

activation

for

entry

Deorbit maneuver

ignition

Description

Right engine bi-prop valve

position

Left

engine

bi-prop

valve

position


position

Left engine bi-prop

valve

position


position

Left engine bi-prop

valve

position

Right

engine bi-prop

valve

position

Left engine

bi-prop

valve

position

APU 3

chamber

pressure


PLBD left close 1

PLBD right close 1


APU

chamber

pressure

APU 3

chamber

pressure


position


position

Actual time,

G.m.t.

Not

applicable

304:13:08:55.4

Not

applicable

304:13:10:25.2

Not applicable

304:13:55:39.3

Not applicable

304:13:57:02.2

305:12:59:02.54

305:13:04:39.30

306:10:30:18

306:10:31:53

306:13:07:02.23

306:13:21:11.83

306:13:21:12.62

306:13:11:59.2

306:13:11:59.2


37/45

TABLE 1

STS 52

SEQUEN E

OF

EVENTS

Concluded

Event

Description

Actual

time,

G m

to

Drag chute

jettison

Drag

chute

jettison 1 CP

Volts 3 6:14: 6:36 3

Vheels stop

Velocity

with

respect

to

306:14:06:54

runway

PU

deactivation

APU 1 GG

chamber

pressure

3 6:14:23:42 8


3 6:14:23:43 53

APU 3

GG

chamber pressure

3 6:14:23:44 89

TABLE I I

STS-52 PROBLEM

TRACKING

LIST


38/45

Number Title

Reference

COllDllents

:

STS-52-V-Ol IRCS

Thruster

F3L Failed

off and

Leaked

296:17:20

G.m.t.

PR

FRC-2-l4-0362

1M

52RFOl

After ET separation,

thruster F3L

failed

off due

to

low oxidizer flow,

and subsequently

developed

a small

oxidizer leak.

The

l eak r es e al ed

at approximately

296:21:20 G.m.t. A spare is

available.

KSC:

Removed and replaced failed

thruster .

STS-52-V-02

ISSHE

2

Liquid

Oxygen

Temperature Sensor

Failed

296:17:10

G.m.t.

1M 52RF02

IPR-55V-0003

Transducer

fa i led of f -sca le

high

25

seconds

into

th e

fl ight.

af ter

HECO.

KSC:

Transducer has

been

removed and

replaced.

Recovered

VJ

STs-52-V-03

STS-52-V-04

STS-52-V-05

STS-52-V-06

Middeck

Floodlights

6

and

8

Failed

PRSD

Oxygen Tank 2 Heater

A2 Erratic

Multimeter

Intermittent

Display and Low Battery

Indication GFE)

Fuel

Cell

1

Cell

Performance Monitor Hung

p

296:12:00 G.m.t.

Prelaunchl

IPR 55V-0002

IM52RF04 6

IM52RF05 8

PR

DDC-2-14-0055

298:01:22

G.m.t.

UA-AOOI5

1M 50RF18

289:01:20

G.m.t.

IM47RF13

PR

HYD-5-03-0094

FIAR

BFCE-2l3-F-010

297:10:30

G.m.t.

IM52RF03

PR

FCp-2-l4-0257

Prior to

crew

ingress,

middeck

floodlights

6

and

8 were found

to

non-functional

with either

th e dedicated switch or

emergency lighting

swi tc h. L ig ht 7 and

other

middeck lights were functional. Lights were

flown as is verified both lamp assembl ies bad.

KSC: Lights were removed and replaced.

Heater

A2 activates

approximately 70

seconds after A1 and B heaters .

When

activated,

heater

current ramps up instead

of

a

step change.

Similar problem

on STS-50 STS-50-V-051,

di d n ot r ep ea t

on

th e

ground.

spare available.

KSC: Troubleshooting

r ecrea ted the

problem on

f i r s t a tt empt , but

problem d id n ot reappear

on

second attempt.

The

cryogenic

hea te r con tro l

box was removed and sent

to

RI-Downey

fo r

failure analysis. Spare

will

be

i n st a ll e d i n place of problem

unit .

al

Multimeter SIN 10091

in termittently changes

mode.

Design problem

with marginal resistor mounted on selector

switch.

bl Intermittent

low

battery l ight

caused

by bleed

down

of

capacitor

through

th e EM shield. Crew IFM performed to in su la te capac i tor .

Fuel

cel l

1

ce l l

sts-52 space shuttle mission report

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