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GLEY RESGf7CI-l CENTER

UBRARY, NASA
Wel'OM,VIRGINIS
Nationa! Aeronautics and
Swce Administration
L
Houston,Texas
 JSC-19642

STS 41-C

NATIONAL SPACE TRA~SPORTATIONSYSTEMS PROGRAM

MISSION REPORT

Manager, Shuttle Data and Evaluation Office

NBT
 TABLE OF CONTENTS

-
Title .!%I%

IMTRODUCTIOM AND MISSION OBJECTIVES 0 o . , 1

MISSIONSU~~RY . e e 0 e e e e 1
RENDEZVOUS. . s 0 . e a 4
FIKSTRENDEZVOUS. . 0 e . e s 4
SECONDREMDEZVOUS . . . s e e e 4
EXTRAVEHICULAR ACTIVITY * . 0 . e 5
PAY1OAOS.V . e e e e . e 5
LONG DURATION EXPOSURE FACILITY . . e 5

CINEMA 360 AND XHAX CAMEHAS e e . . . e 5

BEEEXPERIMENT. . . e 6
VEHICLEASSESSMENT. s e o m e 6

SOLI0 ROCKET BOOSTERS e e e . e m e . 6

EXTERNALTAHK . . . e.. . 7

SPACE SHUTTLE WAIN ~ ~ ~ P ~~ ~~ SYSTEH

E~ / ~. . .~ . ~. .l. . O. .~ . .~.
~ 4 ~ ~ 7
ORBITER e .. . e e e e . e . . e 7
 INTRODUCT!ON AND flISSIOM OBJECTIVES

The STS 41-C Hational Space Transportation Systems Program Mission Report contains a
suimnary o f the major a c t i v i t i e s and a c c o v l i s h m n t s o f t h e eleventh Shuttle f l i g h t and
f i f t h f l i g h t o f t h e OV-099 vehicle, Challenwr. This report alF3 summarizes the s i g n i f i -
cant problems t h a t occurred during STS 4 1 4 , end provides a problem tracking l i s t t h a t i s
a complete l i s t o f a l l problems t h a t occurred during t h e f l i g h t . None o f the problems
w i l l a f f e c t t h e LTS 41-0 f l f g h t .
The major objectives of f l i g h t STS 41-C were t o successfully deploy the LOEF (long
duration exposure f a c i l i t y ) and retrieve, r e p a i r and redeploy t h e SWW (Solar Flaxitrum
Misslon) spacecraft, and perform functions o f M A X and Cinema 360 camrds.
The sequence o f events f o r t h i s f l i g h t i s shown i n t a b l e I. The problem t r a c k i n g l i s t s
f o r t h e NSFC (Marshall Space F l i g h t Center) elements and O r b i t e r are shown i n tables 11
and 111, respectively, a l s o a t t h e end of t h e report.

MISSION SUHWRY

The STS 4 1 4 f l i g h t was launched from Launch Comalex 39 a t KSC [Kennedy Space Center) on
A p r i l 6, 1984, a t 097:13:57:59.999 6.m.t. (08:57:59.999 e.s.t.), and landed a t t h e Edwards
AFB ( A i r Force Base) a t 05:38:07 P.s.t. on A p r i l 13, 1984. This f l i g h t was scheduled as a
6-day mission, but SM r e t r i e v a l problems during f l i g h t day 3 operations resulted i n ex-
tending t h e mission 1 day f o r a t o t a l o f 7 days. Also, t h i s f l i g h t was scheduled t o land
a t the Kennedy Space Center Shuttle Landing F a c i l i t y ; however, t h e p o s s i b i l i t y o f adverse
weather ( r a i n ) resulted i n a decision t o land a t Edwards AFB, California.
The crew f o r t h i s f l i g h t was Capt. Robert L. Crfppen, C o ~ a ~ d @ r Jor; Frances A. Scobee,
P i l o t ; and Terry J. Wart, Jams D. Wan Hoften, PhO., and George D. Nelson, PhD., Missian
Specialists. O f t h e 25 DTO*s ~ d ~ t e s t ~objectfwes)
~ ~and DSQ';
o (detailad
~ ~ supple-
~ t
mentary objectives), a11 w e c m p l e t e d Par a 10O-p~rcentc m ! l e t i o n rate.

The ascent phase was nominal i n a l l respects, as was the SRll ( s o l i d rocket booster) and
t h e ET (external tank) separiatSan and the %IS ( o r b i t a l ~ r ~ e u y ~system)~ i n g maneuver t h a t
placed t h e vehicle i n t h e planned 252- by 137-nsnl. e l l l i p t i c a l orbit, The SRfr's were
recovered along w i t h t h e i r parachutes, a ~ t h ~ one
g h maln parachute d i d not open fully.
The ET iPpected w i t h i n t h e planned footprint.

The f i r s t day o f t h e STS 41-C f l i g h t progressed s a t i s f a c t o r i l y . The most s i g n i f i c a n t o f

the anomalies t h a t occurred was the f a i l u r e o f t h e MDM (multiplexer/demultiplexer) during
prelaunch operations. This u n i t was replaced p r i o r t o launch and operated s a t i s f a c t o r i l y
throughout t h e mission. Also, t h e GGVM (gas generator valve module) temperature on a l l
three APU's ( a u x i l i a r y p w e r u n i t s ) showed a short duration drop i n temperature dlrring
ascent. The f i r s t maneuver o f t h e rendezvous sequence (MC-1 phasing maneuver) was suc-
c e s s f u l l y performed about 5 hours i n t o t h e f l f n h t . The optional plane change maneuver
was not required. The DTO concerning ET t r a c k i n g from Hawaii was a l s o completed. The RMS
( r e m t e manipulator system) and t h e LDEF systems were a l s o checked out during the f i r s t
day.
Early on t h e second day, two rendezvous maneuvers (Mil and NSR c o e l l i p t i c ) scheiuled f o r
t h a t day were completed. The second maneuver placed t h e O r b i t e r i n a 259- by 256-nmi.
orbit. The LDEF a c t i v a t l o n i n preparation f o r deployment was f n i t i a t e d about 24 hours
f n t o the f l i g h t . Durlng the fallowlfig 4 hours, two AHS/LDC,; DfO'a were accomplished and
t h e LDEF was released a t 096:17:19:27 Garnet.

1
 TABLE I. - STS 41-c SEQUENCE OF EVENTS

r
Actual
EVENT G.m.t.
APU a c t i v a t i o n 1)
12, 097:13:53: 07
i3j 097:13: 53:08
SRB HPU a c t i v a t i o n c o m n d (RH-B2) 097: 13 :57: 32.8
MPS s t a r t conanand sequence (engine 3) 097: 13: 5 7: 53.4
SRB i g n i t i o n command from GPC ( l i f t - o f f ) 097:13: 57: 59.999
MPS throttledown t o 67 percent t h r u s t (engine 3) 09 7:13:58:25.8
Haxf mum dynamic pressure 097:13:58: 50.5
MPS t k r o t t l e u p t o 104-percent t h r u s t (engine 3) 097: 13:58: 57.6
SRB seoaration c 097: 14:00:06
MPS throttledown f o r 39 acceleration (engine 3) 097: 14:05: 30.4
Main engine c u t o f f (MECO) 097: 14: G o : 3 1.2
External tank separation 097:14:06:49.3
APU deactivation (APU 3) 097: 14: 10: 11
OHS-2 fgnltionft 097:14:40:54.1
OMS-2 Cutoff 097: 14:42:29.3
Long duration exposure f a c l l i t y (LDEF) deploy 098:17:19:27
S t a r t f i r s t extravehicular act i v l t y 099:14:18
End f i r s t extravehicular a c t f v i t y 099: 17: 15
SPCM observatory grapple 101:13: 52:20
S t a r t second extravehicular a c t i v i t y 102:08: 58
End second extravehicular a c t f v f t y 102: 15: 14
S f M ohservatory release 103: 09:26:29
OPS-8 ( f l i g h t control syst 103:13:53:29
APU-1 a c t i v a t i o n 104: 12: 24 :33
Deorbit ~ n ~ u v ieg nr l t l o n 104: 12:29:30.3
Deorbit maneuver c u t o f f 104:12:33:32.5
APU-2 and -3 a c t i v a t i o n 104:12:54:58
Entry i n t e r f a c e (400,000 f t ) P04:13:07:51.6
End b 1a ckout 104:13:24:12
Terminal area energy ~ n ~ ~ @ ~ n ~ 104: 13:Jl: 54.5
Mafn landing gear contact 104: 13: 38:Ol
Nose landing gear contact 104:13:38:23
Wheals stop 104:13:38:55
APU deactivation camplete 104:13:51:16

___
Note:

.
S-1 maneuver was not planned o r made on t h i s f l i g h t because o f the d i r e c t ascent
trajectory

2
On t h e second day, t h e cabin pressure was 1 red t o 10.2 psia i n preparation f o r t h e EVA
(extravehicular a c t i v i t y ) t h a t was t o be co cted following SNt4 rendezvous on day 3.
However, because o f a procedural e r r o r i n t h e prebreathing protocol w i t h the suit, the
cabfn was repressurized and depressurized again t o t h e 10.2-psia l e v e l t o Insure t h a t the
required prebreathing was accomplished p r i o r t o t h e EVA. A l l subsystems i n t h e cabin area
functioned s a t i s f a c t o r i l y during the extended period o f lower pressure.

Following rendezv , two of the Mission Specialists (Nelson and Wan Hoften)
on, berthing, and r e p a i r operations. The t r a n s l a t i o n t o
neuvering u n i t ) was excellent; however, a l l attempts a t
SMM were unsuccessful because the jaws o f the YPAD (trunnion p i n attach-
ment device) would not release and softdoci w i t h the SHM trunnion pin. The crew member
then held on t o a s o l a r wing i n an attempt t o slow vehicle r o t a t i o n so t h a t t h e SMM could
be grappled, but t h i s procedure was also unsuccessful. A t t h i s t i n e the EVA was termi-
nated.

Following EVA termination, attempts were made t o grapple t h e S w i t h the RNS. These were
also unsuccessful. Attempts t o r e t r i e v e t h e s a t e l l i t e were t e inated and an Orbiter sep-
a r a t i o n maneuver was performed t o allow the WH spacecraft t o stabilize.

The f o u r t h day was a replannlng day f o r the re-rendezvous and recovery of the S14fl. Plan-
ning during t h i s f o u r t h day a l s included a one-day extension t o the mission, i f the
second attempt t o capture t h e S was successful. Because of he extensive s t a t i o n keep-
i n g and maneuvering performed i attempting t o r e t r i e v e the S , the forward RCS (reaction
control system) had only 22 percent propellant remaining a f t e r t h e f i r s t rendezvous a c t i v -
ity. As a result, the re-rendezvous was delayed u n t i l t h e f i f t h day because the propellant
usage would be s i g n i f i c a n t l y less since the SMP-4 would be i n a more advantageous o r b i t a l
p o s i t i o n w i t h respect t o the Orblter.
Early on the f i f t h day, the rendezvous mneuwers were begun. A minimum amount o f propel-
l a n t was used t o reach the s t a t i o n keepfng positton f ~ m
where g r a p ~ ? could
~ ~ $ begfn wlth
the RHS. The f i r s t grapple a t t e q t was. successful i n capturing the S!&4, a f t e r &'RICE\ the
spacecraft was placad i n the FSS (Plfght service system) i n t h e cargo bay. The SW Has
locked i n pldce f o r the repairs t h a t were t o be conducted cn t h e s i x t h day.

The EVA on the s i x t h day was successful w i t h t h e crew c o q l e t i n g a l l r e p a i r a c t i v i t i e s i n

less than 4 hours. Because o f the shorter-than-planned time required f o r SMM repair,
Mission Speclalist Van Hoften was given permlsslon t o conduct a performance evaluation o f
the second MHU. A successful evaluatlon was completed and the EVA was completed i n
6 hours 16 minutes. Using the RMS, t h e SMSS s a t e l l i t e was l i f t e d from the FSS f i x t u r e and
held above t h e cargo bay so t h a t F more complete checkout could be cotqleted. Tests o f
the s a t e l l i t e showed t h a t t h e repairs had been successful i n r e s t o r i n g the SMt4 t o f u l l
operat ion.

Orlginal planning f o r t h i s mission included a reboost o f the SNM o r b i t t o about 285 nmi.
circular. Hwever. since Orbiter propellant was becornlng a c r i t i c a l consumable, and since
t h e extended s a t a l l l t e nlssion l i f e %as not a high p r i o r i t y item, the reboost was cancel-
jed. As a result, t h e SWM i s operating i n about a 270-nmi. c i r c u l a r orbit.

Upon release o f the St4N I n i t s planned attitude,, t h e Shuttle remained nearby u n t i l ths
o v e r a l l conditlon of t h e S f M could be determined by Goddard Space F l f g h t Center engineers.
A f t e r the more extensive t e s t showed the SW t o be op@ratingproperly, the SS8.I was re-
leased, the Orbfter separated from t h e SW and f i n a l stowage f o r entry was begun.

3
All preparations f o r e n t r y were completed and t h e crew was maklng f i n a l preparations f o r
t h e deorblt maneuver when t h e ground c o n t r o l l e r s made a decision t o delay entry one o r b i t
because o f unsatisfactory weather that was headed t w a r d t h e Shuttle Landing F a c i l i t y
area a t KSC. Further we8ther evaluations lead t o t h e decision t o land a t E
where the weather was ideal.

The descent was flown as planned w i t h only one P T I (programed t e s t i n p u t ) not being
perforwd. This was expected based on the t r a j e c t o r y flown f o r entry and landing a t
Edwards AFB. A l l other aspects o f entry were as lanned and after a 249-degree heading
alignment c i r c l e maneuver, t h e O r b i t e r touched d n a t 104:13:38:07 G.m.t. on lakebed
runway 17.

RENDEZVOUS

FIRST RENDEZVOUS

The f i r s t s t a r t r a c k e r navigation pass began a t a range of approximately 105 nmi. and

ended a t about 88 nmi. The target was b r i g h t enough t o be seen v i s u a l l y e a r l y i n t h e
pass and could be seen i n t h e COAS (crewman o p t i c a l alignment s i g h t ) a t about 100 nmi.
The two ground-computed maneuvers (NC, NH) were executed w i t h small residuals. The second
s t a r t r a c k e r pass ranged from 53 t o 48 nmi. The s t a r t r a c k e r i n i t f a l l y locked onto a
=tar. The crew recognized t h i s situation, broke lock and then t h e s t a r tracker tracked
t h e t a r g e t successfully. During t h i s tracking period, noisy behavior was noted w i t h i n t h e
s t a r tracker. P o s t f l i g h t data analysis showed t h a t t h e source o f t h e noise was not t h e
s t a r t r a c k e r as o r i g i n a l l y suspected. The t r a c k f n g anomalies were correlated t o t h e 1MU
( i n e r t i a l measurement u n i t ) RM (redundancy managerrent) software. The radar acqufred t h e
t a r g e t p r i o r t o T I (terminal i n i t i a t i o n ) a t a range o f 17 nmi.

Because o f t h e abnormal s t a r tracker bchavlisr noted durtnq t h e seeand s t a r t r a c k e r pass,

radar angles were incorporated instead o f s t a r t r a c k e r angles f o r t h e post-TI n a v ~ g a t i o n
i n t e r v a l . A l l E9C (!rbfdCOMf'Se corrections) w@re small as exp@cted. The rendezwaus was
successfully flown manually f o l l m t i n g the MC4 maneuver t o w i t h i n 200 P t o f t h e t a r g e t and
s t a t i o n keeping was i n i t i a t e d .

SECOND RENDEZVOUS

The f t r s t ground-coquted maneuver (WC) f o r t h e second rendezvous was executed a t a range

o f 54 nmi.
The f i r s t s t a r tracker pass occurred a f t e r t h e WC maneuver a t a range between 56 and
53 nmf, The second s t a r tracker pass began on t h e next revolution. The p o s i t i o n updates
were consistently less than 200 ft. throughout the period. Star tracker behavior was
norma1.

The NCC maneuver solutions were computed before, during, and a f t e r the second s t a r tracker
pass. A l l solutions agreed w i t h i n mission l i m i t s and t h e f i n a l NCC maneuver s o l u t i o n was
executed.
The radar locked on a t about 18 nml. All midcourse corrections were small as expected.
Manual procedures began a f t e r t h e MC4 maneuver and t a r g e t s t a t i o n keeping was successfully
achieved.

4
 ..
Two periods o f EVA were plan 1-C. The f i r s t EVA was planned
t o capture and s t a b l i z e t h e a t l m s for t h i s f i r s t EVA went
as planned and t h e EVA r s a t a h t 099:14:18 G.m.t.

The donning o f the starboar spacecraft a l l pro-

gressed as planned. The docking sequence was initiated, but t h e TPAO would not f i r e t o
trunnion pic. The c r de numrous unsuccessful attempts and as an
a l t e r n a t e procedure, the c r
s t a b i l i z e t h e SM#. Thfs action increased t h e i n s t a b i l i t y
decfsion was made t eminate the EVA, The f i r s t EVA lasted 2 hours and 57 minutes, and
t h e sta rboa rd-s ide was flown f o r 42 miitutes during t h i s EWA.

After the successful r e t r i e v a l and berthing o f the plans f o r the second EVA were
s o l i d i f i e d , The crew preparations proceeded smooth nd t h e crew e x i t e d the a i r l o c k
a t 102:08:58, over an hour ahead o f Schedule. The crew proceeded d f r e c t l y t o t h e SW,
r e p a i r a c t i v i t y was completed, and the crew was gfven pe n t o conduct an MFIU per-
formance evaluation i n the cargo bay, uslng t h e p o r t - s i d

Before departing t h e 5 trunnion p i n and adjacent

equipment, using a tap during t h e repair a c t i v i t y
operated s a t i s f a c t o r i ly.
The port-side #MU operated r i n g a11 tests; however, some d i f f i c u l t y was
experienced i n docking the age station. The port-side f4MU was flown f o r
es during the second EVA. The overall performance o f the MHU's during both EVA'S
less. A f t e r t h e &MU evaluation was c o ~ ~ l e t @
t h ed ~
crew removed a cover from an
n t on t h e SIB4 and entered the airlock. The second EVA lasted 6 hours 16 minutes.

PAY LOAQS
EXPOSURE FACILITY
LoHe ~~~~7~~~~

The LDEF (long duration exposure f a c f l i t y ] contains 57 individual science and technology
experiments, i s a p p r o x i ~ t e ~14 y ft i n diameter and 30 ft Isr?g, and weighs approximately
8000 lb. The LDEF was successfully deployed on STS 1 be r e t r i e v e d f r o m i t s
gravity-gradfent s t a b i l i z e d a t t f t u d e on a f u t u r e Shu
The LDEF unberthing and deployment operations on day 2 n t as planned. The LOEF was
deployed on time and t h e crew reported no observable rates a t deployment. A preliminary
f i l m review shows t h a t the LDEF rates a t d @ p l o y ~ nwere
t a t l e a s t Q times less than t h e
maximum allowable r a t e o f 0.025 deglsec. A f t e r deployment, t h e Orbiter separation man-
euver was i n i t i a t e d and the crew confirmed t h e separation r a t e w i t h the radar. The crew
also reported t h a t t h e view o f the trunnion p i n s and berthing guides using t h e CCTV
(closed c i r c u i t televiston) system was not satisfactory, and they expressed some concern
about the use o f t h e CCTV system durtng the forthcoming LDEF r e t r l e v a l mission.

The Cinema 3 6 0 c w e r a system was flown i n t h e payload bay and t h e IHAX camera i n the crew

t a m r a was operated by the crew i n the Orbiter cabin. The system had (I
interchangeable lenses and nine 1000-ft f i l m mgazlnes, The Crew hiid no d i f f i c u l t y
operating the cdmera o r i n changing f i l m magazines o r lenses. A l l f i l m was exposed and

5
t h e user reported t h a t 75 t o 80 percent O f t h e f i l m was studio usable. The crew experi-
i f f i c u l t y w i t h t h e voice recorder t h a t tias used I n conjunction w i t h
em able t o r e p a i r t h e recorder.
The payload bay camera was an A r r i f l e x 3 h camera which used a 1000-ft
mounted i n a ~ d i f i e dGAS ( g e t a ~special)
~ canister. The modified GAS
precision-machined l i d t h a t housed a quartz d f o r the fisheye lens t o look through, and
electronics t h a t a110 d t h e crew t o remotely change f-stop, frame rate, olus operata t h e
camera. This camera was used t o capture footage o f EVA'S, payload degloymernt, and RHS
operations. The camera was controlled w i t h the APC (autonornus payload c o n t r o l l e r ) and
a l l f i l m was exposed as planned. The user was extremely pleased w i t h t h e results.
BEE EXPERIMENT

A student-sponsored bee experiment was successfully flown. The crew observed some i n i t i a l
bee d i s o r i e n t a t i o n during t h e f i r s t o r b i t a l day; however, t h e bees then s e t t l e d and were
able t o walk, fly, and f l o a t w i t h no apparent d l f f i c u l t y . A s i m i l a r period o f disorien-
t a t i o n was also observed a f t e r entry.

The bees b u i l t approximately 30 i n z of honeycomb while on o r b i t and t h e queen bee l a i d

approximately 35 eggs. The i n i t i a l inspection showed t h a t the honeycomb was normal; i.e.,
the same as would be produced under one-g conditions. Only 120 bees (3 1/2 percent o f the
population) died during the f l i g h t and t h a t i s less than expected.
The bees apparently worked well under zero-g conditions and f i l m s show t h a t they a r e able
t o f l y f a s t e r I n the wefghtless condition. Further analysis by the experimenter i s con-
t lnuing.

VEH ICbE ~~~~~~~~T

SOLID ROCKET BOOSTERS
The SR5 a f t s k i r t shoe shlm mat@rIal on the south posts remained i n t a c t ; hweverp the
north post shims were miss'lng and eroded by the 'flaw i ~ i ~ g ~ ~This n tcondition
. has
been observed on previous f l i g h t s .

The performance o f the SWNl's ( s o l i d rocket m t o r s ) was near predicted levels and w e l l
w i t h i n t h e spectficatfon l i m i t s . Quick-look @ v a l ~ a t ~ oshows
m t h a t head pressures and
propellant burn rates were s l i g h t l y gredter than predicted f o r both motors. The separa-
t i o n tlme for the SRB's was a ~ p r o x ~ ~ t 1.4 e l yseconds e a r l i e r than predicted. Operation
o f both SR5 TYC (thrust vector control) systems was satlsfactory and no a n m l f e s were
experienced. Thrust fmbalance between the SRB's #as w i t h i n s p e c i f i c a t i o n throughout the
ascent phase.
The left-hand SRB range safety system channel A sfgnal strength dropped t o 1 v o l t a t
l i f t - o f f plus 1 minute 15 seconds f o r 5 seconds and then returned t o saturation f o r the
remainder of' the f l i g h t , An investfgatfon i s ufiderway t o determine i f t h i s conditton fs
p a r t i n t h e measuring system o r t o the range safety system hardware.
Chase plane video and photogrephic coverage shodled t h a t one main parachute on t h e r i g h t -
hand SRB failed t o f n f l a t e and indicated normal parachutes on t h e left-hand SRB. All
parachutes were recovered and the p o s t f l l g h t inspection revealed the following: r i g h t -
hand m i n parachute s e r f a l number 4030 f a i l e d i n gore 47 f r o m horizontal rfbban 24
through the vent band; left-hand drogue pWfxhMte s e r f a l number 3006 severely dsinaged i n
gore 49 and other surrounding material, apparently from SRH hot propellant debris; and
left-hand main parachute s e r i a l number 4027 f a i l e d a l l horizontal rfbbons I n gore 18
( s k i r t band, vent band i n t a c t ) . An investigation team has been establlshed t o determine
t h e caise o f these an lies. Flashfng l i g h t s and RF beacons per40 d normally. Table I 1
contains a current anomaly l i s t f o r t h e SRB's.
EXTERNAL TANK

The ET performance was excellent. During l i q u i d hydrogen reduced f l c w p r i o r t o tuppfng,

the primary 100-percent number 1 l e v e l sensor ~ a s u r e ~ cni rt c u i t erroneously indicated
wet. The measurement indicated w @ t f o r 36 minutes and then returned t o a dry state. The
measurement operation was normal throughout t h e remainder o f the loading.

A l l prelaunch requirements were met w i t h no LCC (launch commit c r i t e r i a ) violations. ET

separation and entry were as predicted, tumble was confi d, and impact was w i t h i n t h e
footprint. The entry o f the ET could be seen from Hawai
The prelaunch thermal environment was as expected. The TPS ( t h e m 1 protection system)
experienced only minor f c e / f r o s t buildup i n areas t h a t had approved wafvers p r i o r t o
flight.
SPACE SHUTTLE MAIN E ~ G I ~ E ~ PROPULSION
A I N SYSTEM

A l l prelaunch countdown and mainstage m i n engine f l i g h t data looked very good. The hfgh-
pressure oxidizer and f u e l turbo-pump turbine discharge temperatures compared favorably
w i t h predicted values. SSME (Space Shuttle Main Engine) start, c u t o f f and propellant dump
appeared t o be normal. No problems were encountered throughout the Flight. Performance
during mainstage appeared satisfactory,
Overall ascent p e r f o m n c e was bring mx 7,
t h e s E's throttled dwn t o
about 67 percent compared t o the predfcked 71 percent. The lower han-pradi cted t h r o t t l e
l e v e l indicates higRer-than-gredtcteQ SRB impulse delivered during t h e f i r s t 20 seconds o f
flight. *

Engine operatfon and p @ r f o ~ n cduring @ mifistage appeared satisfactory. During steady-

s t a t e performance, ET/ORB, (Orbiter) pressures and t e ~ e F a t u r ~and s ORB/SSPiE pressures and
temperatures s a t i s f i e d i n t e r f a c e requirements. Quick-look mixture r a t i o and t h r u s t values
from the f l i g h t indicate repeatable engine performance.
The l l q u i d hydrogen &percent l i q u i d - l e v e l sensor t r i p p e d a t about WECO (mafn engine
cutoff), and the l f q u i d oxygen engfne c u t o f f sensors trfpped I S expected. A velocity
c u t o f f was achieved. MECO occurred a t approximately 511 seconds Coinpdfed t o a predicted
tine of 510 seconds.
Table I1 contafns a current l i s t i n g o f anomalles t h a t occurred w l t h j n t h e SSME/#PS (main
propulsion system) subsystems.
ORB ITER

The o v e r a l l performance o f the Orbiter was satisfactory. A b r i e f scussion o f t h e s4g-

n i f i c a n t anomalies i s contained i n t h e following paragraphs* A c leea l i s t o f the
Orbiter f l i g h t anomalies is contained I n t a b l e 111.
F9DH FFl Card 5 Fa3lup.e-

During STS 41-G prelaunch checkolrt, card 5 o f iWf~!F F l failed, The HLIpE.9
replaced, and a l l associated functions were r e v e r i f i e d o r waived. The replacement MDM
exhibited normal performance throughout the mission.

7
 Ku-Band Rendezvous Radar F a i l e d Self-Test and Lost Lock

During on-orbi t operations, t h e Ku-band rendezvous radar experienced sporadic AGC (auto-
i n c o n t r o l ) spiking and f a l s e detects. en these tonditions were present (eight
the radar f a i l e d t h e s e l f - t e s t ; and, on one occasjon, t h e Ku-band f a i l e d t o r e -
a f t e r l o s i n g lock because o f antenna obscuration and subsequent powering
down o f t h e WA ( t r a v e l i n g wave tube assembly). The o v e r a l l performance o f t h e Ku-band
for t h i s mission, however. was acceptable.
Unsuccessful Soft Docking Attempts With SW S a t e l l i t e

The EV (extravehicular) -1 crewman made three unsuccessful attempts t o s o f t dock w i t h the

SMM s a t e l l i t e trunnlon pin. Attitude, angles, and rdtes during closure were well w i t h i n
t h e TPAD design envelope. On t h e f i r s t two attempts, t h e TPAD baunced
trunnion p l n i n an e l a s t i c rebound. On the i r d attempt, the EV-1 cre
t r a n s l a t i o n system t o hold the TPAD on the S trunnion pin, thus preve
back response. However, t h e t r i g g e r i n g d i d t activate and release the jaws f o r s o f t
docking wfth the trunnion pin. bdhile i n t h e payload bay, both before and a f t e r the MPIU
SI%! operations, t h e t r i g g e r r i n g was depressed w i t h a t e t h e r hook and t h e TPAD f i r e d both
times.

A l / C i n c h diameter by 3/4-inch high grommet t h a t held t h e thermal blanket on t h e SI(IM

structure was located near t h e trunnion pin. During t h e second EVA, the crew took measure-
ments and located t h e i n s u l a t i o n g r o i m t 1 inch from t h e trunnion p i n w i t h the head o f the
and 9/16 inches i n from the outslde end o f t h e trunnion pin. The TPAD requires
t e l y 3 inches o f trunnion p i n penetration t o release the t r i g g e r ring.

The waste c o l l e c t i o n system (UGS] fan separator number 1 ~ law a i r floM.

~ [ The~ ~ ~
crew switched t o fan separator number 2 which o p ~ r normally ~ ~ ~ dfar a short time and then
failed, Fan separator n u ~ b 1 ~ was
r reselected.

Subsequent c y c l i n g o f the MCS c o n t r o l l e r dc c f r c u i t breaker t orarf ly restored use

o f fan separator number 2. The mission was completed using f separator number 1.

Brake Failures

A f t e r landing, t h e brakes ere applied a t 110 knots ground speed, The deceleration
3
varied from 12 t o 6 ft/sec durlng t h e 2142 f e e t of braking distance. Brake energy
varied from 1 4 ~ 1 0I t~- l b CRHOB (right-hand outboard) and LHKB (left-hand inboard)] t o
16x106 and 1 7 ~ 1 0f t~- l b [LWOB (left-hand outboard) and R:-IIB (right-hand inboard), respec-
tively].
P o s t f l i g h t inspection, removal and t e a r d w n o f t h e brakes revea
were damaged. The Beryllium was cracked on r o t o r s 3 and 4 o f b
brakes and on r o t o r 4 o f the LHOB brake. Carbon edges were c h i
were missing, d r i v e c l i p t a i l s were bent and carbon-surface deb
t h e outer two r o t o r s o r s t a t o r s o f a l l four brakes. Damage was
which occurred can STS-7 except t h a t t h e damage occurred on both e f t and r i g h t sldes.

~extr~vehiculm a rb f l i t y u n i t ) -1 slsblfmtor w ~ r e ~ ~ u rmssage

e - h ~occurred
~ ~
durlng t h e f i r s t EVA a f t e r t h e EY-1 c r @ ~had n EVA for abou 45 minutes, b r i n g
~ ~ een
the second EVA, t h e Ell-1 crewman e x ~ e r i e ~ c enu d rous pressure-hj messages and was able

8
t o leave t h e cooling water on for only about 1 minute before t h e temperature became too
cold. A f t e r t u r n i n g the cooling water off, the EV-1 C r m m n was able t o work f o r about an
hour before t h e temperature became too hot. The EV-1 crewman was unable t o maintain
proper temperature control during the second EVA without t u r n i n g t h e cooling water on and
o f f about every hour.

9
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