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#360
by
MKremer
on 29 Dec, 2007 23:56
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DaveS - 29/12/2007 5:30 PM
Does anyone know how the PCR door vertical torque tubes is attached to the orbiter payload bay doors when it is out at the pad?
It's always appeared to me to be 6 or 8 small bolts at each mounting flange into threaded holes in the outer door panel structure. In some of the hi-res pictures without them installed, you can just make out the small holes in the door panels.
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#361
by
Susan27
on 30 Dec, 2007 01:32
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I have a follow up to the HUD question:
How is the HUD positioned correctly in front of the CMR, is it pulled directly (few centimeters) in front of his/her head or is the HUD a "steady" thing mounted at the panel, so that the CMD has to move his seat to have a clear view through it...?
Thanks very much!
Kind regards
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#362
by
Jorge
on 30 Dec, 2007 02:38
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Susan27 - 29/12/2007 8:32 PM
I have a follow up to the HUD question:
How is the HUD positioned correctly in front of the CMR, is it pulled directly (few centimeters) in front of his/her head or is the HUD a "steady" thing mounted at the panel, so that the CMD has to move his seat to have a clear view through it...?
It is mounted to the forward eyebrow panel, well in front of the CDR (and PLT; there are two HUDs). The image is projected onto a combining glass and focused at infinity to minimize the effects of head movement.
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#363
by
Jim
on 30 Dec, 2007 07:20
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Susan27 - 29/12/2007 9:32 PM
I have a follow up to the HUD question:
How is the HUD positioned correctly in front of the CMR, is it pulled directly (few centimeters) in front of his/her head or is the HUD a "steady" thing mounted at the panel, so that the CMD has to move his seat to have a clear view through it...?
Thanks very much!
Kind regards
It is mounted on top of the the instrument panel just like all other aircraft.
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#364
by
Susan27
on 30 Dec, 2007 16:09
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Hi,
I am reading this interesting doc at the moment:
http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19930013513_1993013513.pdf1) At 20:15 E.I (pdf page 32) there is the (MCC) command "take Tacan to NAV" or "take airdata to NAV" (at 23:39 E.I.). What is taking TACAN radio beacon to the navigation computers(?) good for? Cross-checking of distance and azimuth...?
2) At 20:36 E.I. there is "...MCC state vector update". What does that exactly mean?
3) 21:52: What is the Amonia-boiler good for/used...?
4) What does the Body flap "to trail" command means?
5) What does (at 30:06) the command "Boards %" at the "Gear is down" command exactly mean?
Thanks very much!
Kind Regards
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#365
by
Jim
on 30 Dec, 2007 17:54
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Susan27 - 30/12/2007 12:09 PM
1) At 20:15 E.I (pdf page 32) there is the (MCC) command "take Tacan to NAV" or "take airdata to NAV" (at 23:39 E.I.). What is taking TACAN radio beacon to the navigation computers(?) good for? Cross-checking of distance and azimuth...?
2) At 20:36 E.I. there is "...MCC state vector update". What does that exactly mean?
3) 21:52: What is the Amonia-boiler good for/used...?
4) What does the Body flap "to trail" command means?
5) What does (at 30:06) the command "Boards %" at the "Gear is down" command exactly mean?
1. It means that the GPC's are to use TACAN supplied data for navigation . The TACAN provides a more accurate navigation state than the IMUs. Same goes for airdata
2. Mission control can provide a state vector (the position, velocity and acceleration state of the shuttle) to the GPC's based on tracking data
3. Amonia-boilers provide cooling for the orbiter since the radiators aren't available and atmosphere pressure is too high for the water spray boilers to work.
4. Mark Kirkman answer
5. Boards% is the speedbrake position
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#366
by
Lee Jay
on 30 Dec, 2007 18:22
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I think "trail" means zero degrees - not up, not down.
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#367
by
Susan27
on 30 Dec, 2007 20:31
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Thanks very much for the super quick answers, guys!
Here is a follow-up:
Do you know if there is a certain place along the RWY where the ground crew (convoy-commander) of KSC, EDW etc. likes the shuttle to come to a complete wheel stop? In my mind e.g. is the place at SLF directly in front of the Recovery-Convoy-Stagin-area (east of the RWY) or in front of the Mate-Demate-Device?
Are there "targets" from NASA - if possible to stop there or there - ...because its is easier for the ground post landing operation crew to recover the orbiter...or doesnt that matter at all...?
Thanks again!
Kind Regards
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#368
by
Jim
on 30 Dec, 2007 20:47
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doesnt matter at all
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#369
by
kimmern123
on 30 Dec, 2007 23:23
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Why does the optimal touchdown point down the runway change from flight to flight and what influences the decision of where the orbiter idealistically should touch down? And also what decides what airspeed the orbiter should have on touchdown. Like on STS-120 where MCC told Pam they preferred a touchdown 2900 feet down the runway at 195 knots.
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#370
by
Jim
on 30 Dec, 2007 23:32
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kimmern123 - 30/12/2007 7:23 PM
Why does the optimal touchdown point down the runway change from flight to flight and what influences the decision of where the orbiter idealistically should touch down? And also what decides what airspeed the orbiter should have on touchdown. Like on STS-120 where MCC told Pam they preferred a touchdown 2900 feet down the runway at 195 knots.
Weight of the orbiter
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#371
by
mkirk
on 03 Jan, 2008 14:36
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Susan27 - 24/12/2007 4:50 PM
mkirk - 22/12/2007 9:53 AM
These are the visual aim points...The concrete runways and KSC do not have them, and of the only TAL site to have them was Ben Guerir...
Mark Kirkman
1) Is there a special reason why the concrete RWYs dont have those aim-points?
2) Just for understanding: At what scenario/situation the Commander targets towards the nominal aim-point and when at the close-in aim-point (low-energy?). What are the exact differences between these two procedures...?
Thanks very much!
Kind regards
elmarko - 25/12/2007 4:42 PM
As a follow up to Susan's question:
When using the close-in aimpoint, is there a faster pull up to hit the same point down the runway, or is the runway touchdown point moved further along?
SPACE SHUTTLE LANDING 201:
1) The idea behind the black aimpoint markers is to provide a visual contrast for the crew. This makes it easier to find the PAPIs against the light background of the Lakebeads.
2) The nominal and close in aimpoints are energy management tools. From the crew’s perspective they are both flown the same way (i.e. maintain about 300 knots on the steep outer glide slope and initiate the pre-flare as you descend thru 2000 feet - still about a 1.3G pullout).
The close in aimpoint simply moves the outerglide slope 1000 feet closer to the runway threshold (6500 feet away verses 7500 feet) while still targeting the same touchdown energy (i.e. airspeed). This in turn adds 1000 feet of downrange energy to the orbiter’s current energy state. This change will results in a higher speedbrake setting. Depending on the exact value of the new speed brake setting most of the added energy will either be bleed off or the orbiter will land 1000 feet further down the runway.
The close in aimpoint is used for low energy/high head wind scenarios.
These aimpoints are not to be confused with NEP/MEP (nominal/minimum entry point) which in simple terms is the location of the top end of the glide slope - more specifically the tangent point of the HAC and the final approach path. The NEP is 7 nautical miles from the runway at 12,000 feet altitude and the MEP is 4 nautical miles away at 6,000 feet altitude.
Either of these entry points can be selected as enegy management tools as well.
Mark Kirkman
Edited for a misstatement about touchdown point.
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#372
by
Jim
on 03 Jan, 2008 15:46
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Mark, you the man!
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#373
by
mkirk
on 03 Jan, 2008 20:29
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Susan27 - 30/12/2007 11:09 AM
4) What does the Body flap "to trail" command means?
Thanks very much!
Kind Regards
Lee Jay - 30/12/2007 1:22 PM
I think "trail" means zero degrees - not up, not down.
Body Flap to Trail would be the 34% setting which equates to 0 degrees deflection. Full up, or 0%, is -11.7 degrees and full down, or 100%, is +22.5 degrees.
During the A/L phase (around 10,000 feet), the speed brake is commanded to the trail position. Trail provides the best balance between pitch control/trim and avoiding a potential tail scrape at touch down.
Mark Kirkman
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#374
by
elmarko
on 04 Jan, 2008 10:59
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Thought my question had been lost in the crowd
Thanks Mark, that's wonderful.
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#375
by
pr1268
on 04 Jan, 2008 11:47
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My thanks also to Mark & Jim - they seem to have all the answers!
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#376
by
pr1268
on 04 Jan, 2008 12:16
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Question: Does the STS crew have the ability to repair (i.e. plug/patch) puncture holes in the crew compartment caused by MM/OD? If so, how big of a hole? Thanks!
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#377
by
Jim
on 04 Jan, 2008 12:42
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pr1268 - 4/1/2008 8:16 AM
Question: Does the STS crew have the ability to repair (i.e. plug/patch) puncture holes in the crew compartment caused by MM/OD? If so, how big of a hole? Thanks!
Size doesn't matter as much as access. It would be doubtful that a hole would be where the crew could reach it
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#378
by
LSainsbury
on 05 Jan, 2008 11:53
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Not sure if this has been asked already but here goes...
I'm reading a book at the moment which says there was a hydrogen explosion at the launch of STS1 which bent an aerolin on the orbiter - is that true?
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#379
by
DaveS
on 05 Jan, 2008 12:25
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LSainsbury - 5/1/2008 1:53 PM
Not sure if this has been asked already but here goes...
I'm reading a book at the moment which says there was a hydrogen explosion at the launch of STS1 which bent an aerolin on the orbiter - is that true?
Not the slightest. And it's elevon, a combination of elevator and aileron. What happened was that due to insufficient sound suppression of the SRBs, some of acustical shockwaves reflected off the flame deflector and impacted the orbiter nearly damaging the bodyflap hydraulic fluid lines.
