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#1460 by Eerie on 21 Nov, 2008 18:55
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That died really early. It was never in the 1986 baseline, nor any of the plans after that. It may have been in some of the 1984 proposals.
I was just thinking that if the hangar wouldn`t need to be pressurised, you could make it really lightweight. Just a micrometeoroid shelter. And then you could keep Shuttle on orbit for longer durations... -
#1461 by rdale on 21 Nov, 2008 18:58
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No, because the shuttle isn't made for long duration orbits.
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#1462 by Jim on 21 Nov, 2008 19:11
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Another question. I saw somewhere mentioned that there were plans to have a sort of hangar in the space station to keep the Shuttle there. What happened to those plans?
It wasn't for the shuttle, it was for the OTV or other spacecraft
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#1463 by Art LeBrun on 22 Nov, 2008 08:09
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Question: why is the shuttle roll and pitch maneuver called out
as "roll" only? -
#1464 by Susan27 on 22 Nov, 2008 10:15
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Hi,
in this linked (by Chris) articles here the term "Rbar Pitch Maneuver (RPM)" was given:
http://www.nasaspaceflight.com/2008/11/dat-role-endeavour-tps-safe-return/
Could someone please explain which part of the lift-off maneuvers (plus x ?) this RPM is related to...?
Thanks very much!
Kind regards
Susan -
#1465 by mkirk on 22 Nov, 2008 12:35
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Question: why is the shuttle roll and pitch maneuver called out
as "roll" only?
The maneuver actually consists of roll, pitch and yaw components but it is primarily a roll maneuver. The call-out you are referring to really functions more as a communications check than anything else. It is the first callout by the crew following ignition and lift off and merely acknowledges to the MCC (mission control center) that from the crew’s perspective guidance is performing nominally and as a comm check it also demonstrates that the communication systems are still working properly.
If the roll maneuver does not occur the crew would engage the BFS (backup flight system).
As I said there are roll, pitch and yaw components to the maneuver but to keep it simple – and to make the callout brief/concise – it is just referred to as the “Roll Program”.
Mark Kirkman
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#1466 by mkirk on 22 Nov, 2008 12:42
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Hi,
in this linked (by Chris) articles here the term "Rbar Pitch Maneuver (RPM)" was given:
http://www.nasaspaceflight.com/2008/11/dat-role-endeavour-tps-safe-return/
Could someone please explain which part of the lift-off maneuvers (plus x ?) this RPM is related to...?
Thanks very much!
Kind regards
Susan
The RPM is done during the Rendezvous and Docking Operations at the International Space Station and is not related to the Ascent maneuvers.
There is a +X maneuver done during External Tank (ET) seperation that allows the cameras in the orbiter's ET umbilical wells to photograph the tank as the orbiter moves in the +X direction along the length of the tank (i.e. bottom of the tank toward the top/forward poortion).
Mark Kirkman -
#1467 by Jorge on 22 Nov, 2008 15:25
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Hi,
in this linked (by Chris) articles here the term "Rbar Pitch Maneuver (RPM)" was given:
http://www.nasaspaceflight.com/2008/11/dat-role-endeavour-tps-safe-return/
Could someone please explain which part of the lift-off maneuvers (plus x ?) this RPM is related to...?
RPM is not performed during "lift-off"; it is performed during prox ops with ISS at a range of 600 ft. -
#1468 by Art LeBrun on 24 Nov, 2008 00:25
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Question: why is the shuttle roll and pitch maneuver called out
as "roll" only?
The maneuver actually consists of roll, pitch and yaw components but it is primarily a roll maneuver. The call-out you are referring to really functions more as a communications check than anything else.
As I said there are roll, pitch and yaw components to the maneuver but to keep it simple – and to make the callout brief/concise – it is just referred to as the “Roll Program”.
Mark Kirkman
Mark,
Thank you very much for your prompt and detailed response !
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#1469 by dcbecker on 24 Nov, 2008 22:51
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What is the impact if a MMOD strike while on orbit damages a shuttle window to the point of cracking it, or putting a hole in it? is this a LOC scenario? or are the windows essentially resilient enough to just result in a hole (considered worst case) that is essentially handled the same way that a hole in the cabin would be handled? is the probability of that kind of occurrence considered low enough (given the similar-orbit object avoidance procedures) that they just accept that risk and dont have a good risk mitigation plan?
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#1470 by Jim on 24 Nov, 2008 22:58
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There are 3 panes in each window
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#1471 by dcbecker on 25 Nov, 2008 11:04
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There are 3 panes in each window
so you're saying that the worst case mmod they expect to handle can be adequately protected with 3 panes, and they consider the risk of a large enuf mmod to go thru all three panes is low enough. correct? Chris's latest article about the mmod damage to the window talked about risks of cracking the window. I wasnt sure if that was only one of three panes, or all three panes damaged. -
#1472 by nacnud on 25 Nov, 2008 11:06
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Only the outer pain is damaged, this is the thermal pain which protects the other two from re-entry. I think... more here
"The six planform-shaped forward windows are the thickest pieces of glass ever produced in the optical quality for see-through viewing. Each consists of three individual panes. The innermost pane is constructed of tempered aluminosilicate glass to withstand the crew compartment pressure. It is 0.625 of an inch thick. Aluminosilicate glass is a low-expansion glass that can be tempered to provide maximum mechanical strength. The exterior of this pane, called a pressure pane, is coated with a red reflector coating to reflect the infrared (heat portion) rays while transmitting the visible spectrum.
The center pane is constructed of low-expansion, fused silica glass because of its high optical quality and excellent thermal shock resistance. This pane is 1.3 inches thick.
The inner and outer panes are coated with a high-efficiency, anti-reflection coating to improve visible light transmission. These windows withstand a proof pressure of 8,600 psi at 240 F and 0.017 relative humidity.
The outer pane is made of the same material as the center pane and is 0.625 of an inch thick. The exterior is uncoated, but the interior is coated with high-efficiency, anti-reflection coating. The outer surface withstands approximately 800 F." -
#1473 by ChrisC on 29 Nov, 2008 19:06
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Can someone explain the significance of the blue world orbital tracking graphic that shuttle ops has switched to as we approach entry and landing?
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#1474 by Susan27 on 30 Nov, 2008 08:38
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Lets assume that all autopilot systems would fail on a reentry to earth:
Do you know if the pilots could fly the shuttle back to SLF (RWY) including all rolls/roll-reversals, HDG-, AOA-, ALT-changes by manual inputs only by looking at their CRTs etc...?
Would this be possible...?
Thanks very much!
Kind regards
Susan -
#1475 by christra1 on 30 Nov, 2008 09:35
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It is possible but not recommended. The re-entry has been flown only partially by hand during the first test flights but mainly to see, if the DAP gets it right when switching back to AUTO.
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#1476 by Jim on 30 Nov, 2008 13:44
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Lets assume that all autopilot systems would fail on a reentry to earth:
Do you know if the pilots could fly the shuttle back to SLF (RWY) including all rolls/roll-reversals, HDG-, AOA-, ALT-changes by manual inputs only by looking at their CRTs etc...?
Would this be possible...?
No, because the "autopilot" functions provide the same information to the CRT's.
Yes, a manual reentry is possible with all functions working
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#1477 by lcs on 30 Nov, 2008 14:00
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Can someone explain the significance of the blue world orbital tracking graphic that shuttle ops has switched to as we approach entry and landing?
This is a total guess but in the old days the Flight Control teams were divided up into Red, Blue, Black and Green. It seems that I recall the Blue teams were often assigned Re-Entry, which may account for the map color, but someone else may recall better. -
#1478 by mkirk on 30 Nov, 2008 15:03
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Lets assume that all autopilot systems would fail on a reentry to earth:
Do you know if the pilots could fly the shuttle back to SLF (RWY) including all rolls/roll-reversals, HDG-, AOA-, ALT-changes by manual inputs only by looking at their CRTs etc...?
Would this be possible...?
Thanks very much!
Kind regards
Susan
Any and all portions of a Space Shuttle Entry can be flown manually if necessary and the astronauts are thoroughly trained for this.
The real question would be what is the nature of the failure?
All of the information that the crew would use is displayed on both the GPC (general purpose computer) CRTs and the Primary Flight Displays/Dedicated Displays (ADI, HIS, Alpha, Mach, etc.). This information is supplied by software modules within the GPCs (specifically Guidance and Navigation) and this data is derived from various sensors such as the inertial measurement units, accelerometer assemblies, GPS, TACAN, air data probes, microwave landing system, radar altimeters etc. That data is then used by either the DAP (digital auto pilot) or the Astronauts to control the orbiter during Entry and Landing.
Depending on what type of failures occur within Guidance or NAV (or even within the BFS verses the PASS) it may still be possible for either auto flight control or Crew inputs (which are directed thru the DAP) to fly the orbiter safely to a runway, or worst case scenario, to a stable bailout condition. There are also specific failures within the flight control module itself that would require the crew to takeover and fly the Entry manually. All of the takeover criteria are clearly defined (most are listed within the Flight Rules) and the astronauts are trained to act based on the circumstances.
So to answer your specific question; yes the crew can fly manually – using heading, alpha (angle of attack), drag altitude, airspeed/mach, etc. The piloting task would include roll reversals just like an auto entry. All of this of course is dependent on the nature of the original failure.
Mark Kirkman
P.S.
A key point I forgot to make in my post is that even manual inputs by the crew are directed thru the DAP which means some DAP failures take out both auto and manual flight control. Such failures would be many levels deep however. -
#1479 by usn_skwerl on 30 Nov, 2008 20:48
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Where is external power hooked up to the orbiter post-flight and in the OPF? I'm aware it's DC (28V, IIRC?), but have never seen a photo showing the connection point.
