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#2000
by
ginahoy
on 25 May, 2009 19:18
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If there's any indication prior to entry that hand-flying might be necessary, all these assignments go out the window and I'd put the best remaining stick jockeys in the front seats. There is almost always at least one MS with a PPL.
I read here (
http://everything2.com/title/TAEM) that the TAEM maneuvers would be very difficult to fly manually, even for an experienced pilot, due to the need for rather precise flying without visual references. A mistake could push the glide profile beyond reasonable recovery.
Reading this description made me wonder if it's ever been done?
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#2001
by
Danny Dot
on 25 May, 2009 21:35
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If there's any indication prior to entry that hand-flying might be necessary, all these assignments go out the window and I'd put the best remaining stick jockeys in the front seats. There is almost always at least one MS with a PPL.
I read here (http://everything2.com/title/TAEM) that the TAEM maneuvers would be very difficult to fly manually, even for an experienced pilot, due to the need for rather precise flying without visual references. A mistake could push the glide profile beyond reasonable recovery.
Reading this description made me wonder if it's ever been done?
TAEM has always been flown manually. It is no problem except for a turn over about 320 degrees. Then the orbiter does an energy dump and pullup maneuver. This make TAEM very difficult. While working in the training division, I lead the effort to avoid these large turn angles if at all possible.
Danny Deger
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#2002
by
Jim
on 25 May, 2009 23:50
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If someone out there at Dryden working on Atlantis knows for certain, it would be greatly appreciated.
Dryden wouldn't know. The whole middeck is gutted for ferry flights at the locker level. The contents are not looked at until unpacking at JSC.
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#2003
by
Antares
on 26 May, 2009 00:29
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Is there documentation on why an RCO, injured orbiter landing wouldn't be attempted at EDW? It seems like the central coast of California and a sweep north of Bakersfield to a 22 landing would have low ground risk.
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#2004
by
elmarko
on 26 May, 2009 06:51
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If there's any indication prior to entry that hand-flying might be necessary, all these assignments go out the window and I'd put the best remaining stick jockeys in the front seats. There is almost always at least one MS with a PPL.
I read here (http://everything2.com/title/TAEM) that the TAEM maneuvers would be very difficult to fly manually, even for an experienced pilot, due to the need for rather precise flying without visual references. A mistake could push the glide profile beyond reasonable recovery.
Reading this description made me wonder if it's ever been done?
TAEM has always been flown manually. It is no problem except for a turn over about 320 degrees.
TAEM doesn't just mean the HAC turn...
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#2005
by
Jorge
on 26 May, 2009 07:09
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Is there documentation on why an RCO, injured orbiter landing wouldn't be attempted at EDW? It seems like the central coast of California and a sweep north of Bakersfield to a 22 landing would have low ground risk.
The groundtrack is dictated to a large extent by the crossrange for the particular landing opportunity. While there are approaches to EDW with acceptable public risk (like the one you mention), there are large swaths of crossrange for which the groundtrack passes over the LA basin.
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#2006
by
Crispy
on 26 May, 2009 10:15
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I thought it was pretty well known that it was Story Musgrave.
I've been lurking here for a while and have seen others make a reference to this. The question is why did he do an entry standing up?
Here's an interesting interview with Musgrave where he explains it:
http://www.spacestory.com/flyingdr.htmThe 'official' reason is that he wanted to see if transitioning from 0G to 1.5G to 1G was possible without being seated - just in case any onboard operations away from the seats were ever required during re-entry (this was early on in the shuttle program). The 'personal' reason is that he just wanted to experience something new
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#2007
by
elmarko
on 26 May, 2009 11:40
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Bit of a low-level technical question from the ascent checklist, this, so maybe someone like mkirk or jorge or kneecaps could answer, but I'm looking at the steps in the checklist for enabling OPS 101 in prelaunch. Mostly because I'm comparing it to the SSM2007 simulator to see how well it compares.
I've noticed that on page 1-9 there's a section for moding the BFS to OPS 101. Which is all great, and stuff.
However, I can't see any other procedure for moding the PASS to 101. Somewhere in that procedure, it gets done by SOMETHING.
Does moding the BFS to 101 automatically mode the PASS to 101 as well?
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#2008
by
mkirk
on 26 May, 2009 15:58
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Bit of a low-level technical question from the ascent checklist, this, so maybe someone like mkirk or jorge or kneecaps could answer, but I'm looking at the steps in the checklist for enabling OPS 101 in prelaunch. Mostly because I'm comparing it to the SSM2007 simulator to see how well it compares.
I've noticed that on page 1-9 there's a section for moding the BFS to OPS 101. Which is all great, and stuff.
However, I can't see any other procedure for moding the PASS to 101. Somewhere in that procedure, it gets done by SOMETHING.
Does moding the BFS to 101 automatically mode the PASS to 101 as well?
The launch processing system (LPS) does the OPS 101 Transition for the PASS - basically it does the equivalent of the the crew's key strokes: "OPS 101 PRO". Once the commander sees that the PASS CRTs change to OPS 101 he ensure that only expected error messages are displayed and then he/she will manually clear the Fault Summary page so that any susequent fault messages are more readily visible.
For the BFS the Commander will clear the Fault Summary page by typing "SPEC 99 PRO" and then manually take the BFS to RUN (it is in standby/standalone operation up to this point) with an overhead switch and then type in "OPS 101 PRO" to transition the BFS. After the BFS transitions to 101 the commander will once again check the Fault Summary page to make sure that only the expected messages are present and then he will clear the page by typing "SPEC 99 PRO".
Mark Kirkman
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#2009
by
Mr Howsmith
on 26 May, 2009 16:20
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Was there any reason for this? Great name choices for vehicles of exploration, as their namesakes were, but did the U.S. lack similar ships.
Not complaining, just interested.
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#2010
by
elmarko
on 26 May, 2009 16:22
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Interesting! This had bothered me for ages. Has it always been done by the LPS? If so, SSM2007 has some changes to make to the simulator procedures. They have you manually type OPS 101 PRO on a PASS keypad after you do the BFS transition.
Thanks as always Mark
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#2011
by
Jim
on 26 May, 2009 16:25
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#2012
by
ginahoy
on 27 May, 2009 03:24
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I was just watching a clip of the STS-127 payload being loaded into a 'payload transportation canister' on NASA TV.
Although I've seen these canisters dozens of times on NASA TV, it suddenly occurred to me that I have no clue how the cargo gets transferred from the canister to the shuttle payload bay. It seems like each piece would have to be extracted horizontally and rotated 180 degrees inside the RSS. Is this basically what happens?
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#2013
by
MKremer
on 27 May, 2009 03:49
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I was just watching a clip of the STS-127 payload being loaded into a 'payload transportation canister' on NASA TV.
Although I've seen these canisters dozens of times on NASA TV, it suddenly occurred to me that I have no clue how the cargo gets transferred from the canister to the shuttle payload bay. It seems like each piece would have to be extracted horizontally and rotated 180 degrees inside the RSS. Is this basically what happens?
It's a large device in the Payload Changeout Room called a Payload Ground Handling Mechanism.
Since the Payload Canister functionally duplicates the orbiter payload bay, all the PGHM has to do is grab the payload(s) by their support pins, then move back and wait for the RSS to seal with the orbiter and the payload bay doors opened. It then moves forward and places the payload(s) exactly in place to be latched down in the orbiter.
You can get a good visual overview of the payload transfer steps from here:
http://www.nasa.gov/returntoflight/multimedia/index-how-it-works.html(click on the Payload video on the right side)
For more pics of the PGHM, go here:
http://mediaarchive.ksc.nasa.gov/index.cfm , and search for PGHM. You can also search on Payload Changeout Room for a few more pics showing the PGHM in them.
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#2014
by
ginahoy
on 27 May, 2009 04:02
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thanks!
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#2015
by
gispa
on 27 May, 2009 21:19
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hi can somebody explain me a low L/D approach in the space shuttle thank u....i read that this is the training that is performed with the t38sas a sta....
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#2016
by
Danny Dot
on 27 May, 2009 22:09
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hi can somebody explain me a low L/D approach in the space shuttle thank u....i read that this is the training that is performed with the t38sas a sta....
On initial final the shuttle flies a fast, steep approach (20 degrees and about 300 knots) that is aimed about a mile short of the runway. At 2,000 feet, the glidepath is shallowed to 1.5 degrees and the shuttle starts to slow down. The whole thing is designed so the shuttle touches down at about 195 knots.
Danny Deger
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#2017
by
Danny Dot
on 27 May, 2009 22:11
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Does anyone have pictures of the TPS damage on STS-27. I just read how bad it was. Why wasn't this considered better at the time and we might have avoided Columbia?
Danny Deger
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#2018
by
rdale
on 27 May, 2009 22:25
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#2019
by
Lee Jay
on 27 May, 2009 22:32
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