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#2100
by
Danny Dot
on 30 Jul, 2011 13:51
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Hi, sorry if this has been answered but I could not find it in a search:
What do the colours mean in contingency abort modes? E.g. "two out blue"?
The color is a label on the manuver to be flown between abort start and ET seperartion.
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#2101
by
Jorge
on 30 Jul, 2011 18:24
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Hi, sorry if this has been answered but I could not find it in a search:
What do the colours mean in contingency abort modes? E.g. "two out blue"?
The color is a label on the manuver to be flown between abort start and ET seperartion.
Right, my understanding was it was just a color-coding scheme on the cue card, and the colors themselves didn't have any physical significance.
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#2102
by
Danny Dot
on 30 Jul, 2011 23:10
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Hi, sorry if this has been answered but I could not find it in a search:
What do the colours mean in contingency abort modes? E.g. "two out blue"?
The color is a label on the manuver to be flown between abort start and ET seperartion.
Right, my understanding was it was just a color-coding scheme on the cue card, and the colors themselves didn't have any physical significance.
You understand correctly
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#2103
by
John Duncan
on 31 Jul, 2011 22:23
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I've searched high and low on NSF and through google to no avail. Are there any proper line drawings of the shuttle mold lines with cross sections available? I was looking to get the shape of the OMS pods correct but the only drawings I can find are not very helpful.
NASA has nothing that I've been able to find and a search here only turns up images from 135.
Any ideas guys?
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#2104
by
ZANL188
on 31 Jul, 2011 22:35
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I remember reading a while back that Dick Scobee was part of the crew that flew the 747 / Enterprise from the Paris Air Show back to the United States.
Can anyone here confirm that?
Thank you.
Yes, he was on the SCA when they stopped at Wright-Patterson on the way over.
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#2105
by
TJL
on 02 Aug, 2011 22:07
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I remember reading a while back that Dick Scobee was part of the crew that flew the 747 / Enterprise from the Paris Air Show back to the United States.
Can anyone here confirm that?
Thank you.
Yes, he was on the SCA when they stopped at Wright-Patterson on the way over.
Thanks very much for that info!
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#2106
by
Zamzara
on 03 Aug, 2011 13:34
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The color is a label on the manuver to be flown between abort start and ET seperartion.
Right, my understanding was it was just a color-coding scheme on the cue card, and the colors themselves didn't have any physical significance.
You understand correctly
Thanks for the information. Is there a list of the contingency modes available anywhere, and in what situations they would have been used?
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#2107
by
psloss
on 03 Aug, 2011 13:42
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The color is a label on the manuver to be flown between abort start and ET seperartion.
Right, my understanding was it was just a color-coding scheme on the cue card, and the colors themselves didn't have any physical significance.
You understand correctly
Thanks for the information. Is there a list of the contingency modes available anywhere, and in what situations they would have been used?
Probably flight-specific, but if you haven't looked at the workbooks here, then it's a good place to continue:
http://www.nasa.gov/centers/johnson/news/flightdatafiles/index.htmlIn the "Workbooks / Training Manuals" section there are ones for intact and contingency aborts.
That page also has flight-specific (mission-specific) data; if you look in the Ascent Checklist for STS-135, in the Cue Card section, you'll see specific information on things like that.
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#2108
by
wolfpack
on 04 Aug, 2011 21:36
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Sorry if there is an SSME QA thread, but...
What altitude are the engine bells optimized for? They clearly show overexpanded flow at sea level.
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#2109
by
Danny Dot
on 05 Aug, 2011 12:57
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The color is a label on the manuver to be flown between abort start and ET seperartion.
Right, my understanding was it was just a color-coding scheme on the cue card, and the colors themselves didn't have any physical significance.
You understand correctly
Thanks for the information. Is there a list of the contingency modes available anywhere, and in what situations they would have been used?
They are used for 2 or 3 engine failures on ascent.
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#2110
by
spacecane
on 06 Aug, 2011 14:25
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Why was rollout done at night? From pictures it looks like at one time there were rollouts during the day but for the last bunch of missions it was always at night.
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#2111
by
Jim
on 06 Aug, 2011 15:05
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Why was rollout done at night? From pictures it looks like at one time there were rollouts during the day but for the last bunch of missions it was always at night.
weather was calmer at night
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#2112
by
flying finn
on 07 Aug, 2011 10:05
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Prior to the Challenger disaster, pilot astronauts would fly only once as PLT before becoming CDR for their second and subsequent missions.
After 1986, this appeared to change and pilot astronauts would, in most cases, fly TWO missions as PLT before becoming CDR:
So -
1) Why the change?
2) Even post-1986, some astronauts did become CDR after just one mission, so how was this decided?
3) Was there some sort of a "command check" for a new CDR?
4) Towards the end of the Shuttle, PLTs started to become CDR after just one mission again? Why? To get everyone at least one flight?
Interested to hear your thoughts, so thanks in advance!
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#2113
by
Jim
on 07 Aug, 2011 13:32
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Prior to the Challenger disaster, pilot astronauts would fly only once as PLT before becoming CDR for their second and subsequent missions.
After 1986, this appeared to change and pilot astronauts would, in most cases, fly TWO missions as PLT before becoming CDR:
So -
1) Why the change?
2) Even post-1986, some astronauts did become CDR after just one mission, so how was this decided?
3) Was there some sort of a "command check" for a new CDR?
4) Towards the end of the Shuttle, PLTs started to become CDR after just one mission again? Why? To get everyone at least one flight?
Interested to hear your thoughts, so thanks in advance!
Since you are new, there is one rule about astronaut mission selection that you need to know: There is no logic involved.
With that, the change for pilots to make two missions was that they needed to maintain a group of pilots, so that they wouldn't have all chiefs and no Indians.
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#2114
by
DaveS
on 07 Aug, 2011 15:43
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Which aerosurface on the orbiter is used for the post-MLG touchdown derotation?
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#2115
by
JayP
on 07 Aug, 2011 20:35
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Which aerosurface on the orbiter is used for the post-MLG touchdown derotation?
The elevons.
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#2116
by
Urvabara
on 08 Aug, 2011 06:40
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For how long does it take after the liftoff before a Space Shuttle achieves the orbital velocity (orbit)? What is the distance (tangent) between the observer at the launch pad and the Space Shuttle during the orbital velocity (orbit) is achieved?
For how long does it take after the liftoff before a Space Shuttle is behind the horizon?
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#2117
by
AS-503
on 08 Aug, 2011 07:11
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#2118
by
clevelas
on 08 Aug, 2011 21:50
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I've read through all five FAQ threads and came up with a question that I don't think has been answered (though there was an overwhelming amount of information).
There are four primary GPCs and one running backup flight software (BFS). My understanding is this computer is running completely different software. Is it an older version of the primary software? If not, is it written by the same group? What are the requirements for ensuring it will function if there's a bug in the primary system (how different is different)? How much of the functionality of the primary system is duplicated in the backup software?
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#2119
by
Jim
on 08 Aug, 2011 22:02
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Orginally, PASS was written by IBM and BFS by Rockwell. It is completely different and only handles the primary flight regimes