/_Ja=

TWR-17546-1

i,....

Solid Rocket Motors

Thiokol Corporation

Flight Motor Set 360L007

(STS-33R) Final Report

June 1990

w

m

Prepared for

National Aeronautics and Space Administration

George C. Marshall Space Flight Center

Marshall Space Flight Center, Alabama 35812

Contract No. NAS8-30490

DR No. 3-5

WBS No. 4B601-03-08

ECS No. 1015

__I_4_ CORPORATION

SPACE OPERATIONS

PO. Box 707, Brigham Cdk UT 84302-0707 (801) 863-3511

Publications No. 90407

dncl ,_s

q j/,..r_ u:? )471_.j
T_ CORPORATION

SPACE OPERATIONS

ORIGINAL PAGE

BLACK AI",;D WHITE PHOTOGRAPH

STS-33R (Discovery), carrying a DoD payload, was successfully launched at

6:23 p.m. CST, 22 Nov 1989

90407-11.3
T__--_ CORPORATION

SPA CE OPERATIONS

TWR-17546-1

Flight Motor Set 360L007 (STS-33R)

Final Report

Prepared by:

Test Planning and Reporting

k

. /_J %

C/ _eputy/Directo_9_Space Engineering

I l_equirements Manager 0

Project Engineer

Approved by:

Program Manager

i

System Safety

ent -4-<70 '

Reliability
T_ CORPORA TION

SPACE OPERATIONS

Listed below are the contributors to the major sections of this report, along with an acceptance

signature from a section representative.

Mass Properties

C. Richards

"Ballistics

A. Drendel

K. Speas

J. Maw

D. RuddeU

D. Bewsell

K. Baker

Nozzles

R. George

L. Wilkes

Insulation13esign

J. Passman

S. Hicken

v.

Case Component

I_ Mackley

r"

REVISION

90407-12.1

DOC NO.

SEC

TWR-17546-1 IVOL

]PAGE ii
_P'_'_--4_ CORPORATION

SPA CE OPERA TIONS

ABSTRACT

Flight motor set 360L007 was launched at approximately 6:23 p.m. centnd stand_

time (89:327:00:23:30.000 Greenwich mean time) on 22 Nov 1989 as part of NASA

space shuttle mission STS-33R. As with all previous redesigned solid rocket motor

launches, overall motor performance was excellent. There were no debris concerns for

either motor. Both motors exhibited unbonds on one factory joint weatherseal.

All ballistics contract end item specification parameters were verified, with the

exception of ignition interval and rise rates. Ignition interval and rise rates could not

be verified due to the elimination of developmental flight instrumentation from fourth

flight and subsequent, but the low sample rate data that were available showed nominal propulsion performance. All ballistic and mass property parameters closely

matched the predicted values and were well within the required contract end item

specification levels that could be assessed.

All 108 GEI measurements performed properly throughout the prelaunch phase.

Evaluation of the ground environment instrumentation measurements again verified

thermal model analysis data and showed agreement with predicted environmental effects. No launch commit criteria thermal violations occurred. :All joint heaters

operated normally, but a high voltage reading was noted on the left hand aft heater,

which was immediately determined to be a voltage sensor error and not a heater

anomaly due to no current increase. See Section 4.10.2 for details.

Postflight inspection again verified superior performance of the insulation, phenolics, metal parts, and seals. The igniter seals, which were replaced preflight due to

subsurface seal void concerns, showed no anomalous conditions. Postflight evaluation

indicated both nozzles performed as expected during flight. All combustion gas was

contained by insulation in the field and case-to-nozzle joints.

Recommendations were made concerning improved thermal modeling and measurements. The rationale for these recommendations and detailed results are contained

in this report.

REVISION

90407-2.1

DOC NO,

SEC

TWR-17546-1 ]voL

J PAGE ... ]]!
_P--_--_--4_ CORPORA TION

SPA CE OP_ RA TIONS

CONTENTS

Section

1

2

3

4

INTRODUCTION ..............................

OBJECTIVES ................................

RESULTS SUMMARY, CONCLUSIONS, AND

RECOMMENDATIONS ..........................

3.1

3.1.1

3.1.2

3.1.3

3.1.4

3.1.5

3.1.6

3.1.7

3.1.8

3.1.9

3.2

Paee

1

3

3.3 RECOMMENDATIONS .....................

3.3.1 Aero/Thermal Recommendations ...............

RESULTS SUMMARY ...................... 7

In-Flight Anomalies ........................ 7

Mass Properties ........................... 7

Propulsion Performance (ballistics) .............. 7

S&A Device ............................. 8

Ascent Loads and Structural Dynamics ........... 8

External TPS Joint Heater Evaluation ........... 8

Aero/Thermal Evaluation .................... 8

Instrumentation .......................... 9

Postflight Hardware Assessment ............... 9

CONCLUSIONS .......................... 10

25

25

FLIGHT EVALUATION RESULTS AND DISCUSSION .... 27

4.1

4.2

4.2.1

4.2.2

4.2.3

4.3

4.3.1

4.3.2

4.3.3

4.4

4.4.1

RSRM IN-FLIGHT ANOMALIES ............... 27

RSRM CONFIGURATION SUMMARY ........... 27

SRM Reuse Hardware ...................... 27

Approved RSRM Changes and Hardware

Changeouts .............................. 27

LCC and OMRSD Changes ................... 27

SRB MASS PROPERTIES .................... 38

Sequential Mass Properties ................... 38

Predicted Data Versus PostflightReconstructed

Data .................................. 38

CEI SpecificationRequirements ................ 43

RSRM PROPULSION PERFORMANCE .......... 43

High-Performance Motor (HPM)/RSRM Performance

Comparisons ............................. 43

SRM Propulsion Performance Comparisons ........ 43

Matched Pair Thrust Differential............... 43

Performance Tolerances ..................... 48

IgniterPerformance ........................ 48

RSRM NOZZLE TVC PERFORMANCE ........... 48

4.4.2

4.4.3

4.4.4

4.4.5

4.5

REVISION DOC NO

SEC

TWR- 17546-1 I rot

I PAGE iV

90407-10.1
T_--_--_ CORPORA T/ON

SPA CE OPCRA TIONS

CONTENTS (Cont)

Section

4.6

4.7

4.8

4.8.1

4.8.2

4.8.3

4.8.4

4.9

4.10

4.10.1

4.10.2

4.10.3

4.10.4

4.11

4.11.1

4.11.2

4.11.3

4.11.4

RSRM ASCENT LOADS--STRUCTURAL

ASSESSMENT ........................... 49

RSRM STRUCTURAL DYNAMICS ............. 50

RSRM TEMPERATURE AND TPS PERFORMANCE 50

Introduction ............................ 50

Summary .............................. 50

Results Discussion ........................ 54

Conclusions and Recommendations ............. 124

MEASUREMENT SYSTEM PERFORMANCE--

DEVELOPMENT FLIGHT INSTRUMENTATION . . . 126

MEASUREMENT SYSTEM PERFORMANCE ...... 127

Instrumentation Summary ................... 127

GEI/OFI Performance ...................... 127

Heater Sensor Performance .................. 129

S&A Rotation Times ....................... 129

RSRM HARDWARE ASSESSMENT ............ 129

Insulation Performance ..................... 129

Case Component Performance ................ 141

Seals Performance ........................ 143

Nozzle Performance ....................... 147

REVISION oocNo TWR-17546-1 I voL

SEC

I PAGE V

90407-10.2
T_-__ CORPORA T IO N

SPA CE OPERA TIONS

FIGURES

4.2-1

4.2-2

4.2-3

4.2-4

4.2-5

4.2-6

4.2-7

4.2-8

4.2-9

4.2-10

4.4-1

4.8-1

4.8-2

4.8-3

4.8-6

4.8-7

4.8-8

4.8-9

4.8-10

4.8-11

4.8-12

4.8-13

4.8-14

4.8-15

4.8-16

4.8-17

4.8-18

4.8-19

Pa e

Hardware Reuse Summary--360L007A (LH) Case ......... 28

Hardware Reuse Summary--360L007B (RH) Case ........ 29

Hardware Reuse SummmT--360L007A (LH) Igniter ....... 30

Hardware Reuse Summary--360L007B (RH) Igniter ....... 31

Hardware Reuse Summary--360L007A (LH) Nozzle ....... 32

Hardware Reuse Summary--360L007B (RH) Nozzle ....... 33

Hardware Reuse Summary--360L007A (LH) Stiffener

Rings at Normal Joints .......................... 34

Hardware Reuse Summary--360L007A (LH) Stiffener

Rings at Systems Tunnel Joint ..................... 35

Hardware Reuse Smmnary--360L007B (RH) Stiffener

Rings at Normal Joints .......................... 36

Hardware Reuse Summary--360L007B (RH) Stiffener

Rings at Systems Tunnel Joint ..................... 37

HPM/RSRM Nominal Thrust Versus CEI Specification .... 46

Ambient Temperatures at Camera Site No. 3 ........... 60

Windspeed at Camera Site No. 3 (overlaid with ambient) . . . 60

Wind Direction at Camera Site No. 3 (overlaid with

ambient) .................................... 61

Humidity at Camera Site No. 3 (overlaid with ambient) .... 61

Barometric Pressure at Camera Site No. 3 (overlaid

with ambient) ................................ 62

Forward Dome GEI ............................ 66

Case GEI ................................... 67

Case GEI Reference Angles ....................... 68

Nozzle/Exit Cone GEI .......................... 69

Aft Exit Cone GEI ............................. 70

RH SRM Ignition System Region--Heater and GEI Sensor

Temperature Prediction ......................... 71

RH SRM Forward Field Joint--Heater Sensor

Temperature Prediction ......................... 71

RH SRM Center Field Joint--Heater Sensor

Temperature Prediction ......................... 72

RH SRM Aft Field Joint--Heater Sensor Temperature

Prediction ................................... 72

RH SRM Nozzle Region--GEI Sensor Temperature

Prediction ................................... 73

RH SRM Forward Case Acreage--GEI Sensor

Temperature Prediction ......................... 73

RH SRM Forward Center Case Acreage--GEI Sensor

Temperature Prediction ......................... 74

RH SRM Aft Center Case Acreage--GEI Sensor

Temperature Prediction ......................... 74

RH SRM Aft Case Acreage--GEI Sensor Temperature

Prediction ................................... 75

REVISION DocNo TWR-17546-1 [ voL

SEC

PAGE

90407-10.3
T_ CORPORA TIOIV

SPA C[ OPERA TIONS

FIGURES (Cont)

4.8-20

4.8-21

4.8-22

4.8-23

4.8-24

4.8-25

4.8-26

4.8-27

4.8-28

4.8-29

4.8-30

4.8-31

4.8-32

4.8-33

4.8-34

4.8-35

4.8-36

4.8-37

4.8-38

4.8-39

4.8-40

4.8-41

4.8-42

RH SRM Forward Dome Factory Joint--GEl Sensor

Temperature Prediction .........................

RH SRM Forward Factory Joint--GEl Sensor

Temperature Prediction .........................

RH SRM Aft Factory Joint--GEl Sensor Temperature

Prediction ...................................

RH SRM Aft Dome Factory Joint--GEI Sensor

Temperature Prediction .........................

RH SRM Tunnel Bondline--GEI Sensor Temperature

Prediction ...................................

RH SRM ET Attach Region--GEI Sensor Temperature

Prediction ...................................

LH SRM Ignition System Region--Heater and GEI Sensor

Temperature Prediction .........................

LH SRM Forward Field Joint--Heater Sensor

Temperature Prediction .........................

LH SRM Center Field Joint--Heater Sensor

Temperature Prediction .........................

LH SRM Aft Field Joint--Heater Sensor Temperature

Prediction ...................................

LH SRM Nozzle Region--GEl Sensor Temperature

Prediction ...................................

LH SRM Forward Case Acreage--GEl Sensor

Temperature Prediction .........................

LH SRM Forward Center Case Acreage--GEI Sensor

Temperature Prediction .........................

LH SRM Aft Center Case Acreage--GEI Sensor

Temperature Prediction .........................

LH SRM Aft Case Acreage--GEI Sensor Temperature

Prediction ...................................

LH SRM Forward Dome Factory Joint--GEI Sensor

Temperature Prediction .........................

LH SRM Forward Factory Joint--GEI Sensor

Temperature Prediction .........................

LH SRM Aft Factory Joint--GEI Sensor Temperature

Prediction ...................................

LH SRM Aft Dome Factory Joint--GEl Sensor

Temperature Prediction .........................

LH SRM Systems Tunnel Bondline--GEI Sensor

Temperature Prediction .........................

LH SRM ET Attach Region--GEl Sensor Temperature

Prediction ...................................

LH SRM Igniter Joint Temperatures (overlaidwith

ambient) ....................................

RH SRM Igniter Joint Temperature (overlaidwith

ambient) ....................................

75

76

76

77

77

78

78

79

79

80

8O

81

81

82

82

83

83

84

84

85

85

87

87

REVISION DOCNO TWR-17546-1 [voL

SEC

] PAGE vii

w

90407-10.4
T/_O_ CORPORA TIO N

SPA CE OPERA TIONS

FIGURES (Cont)

4.8-43

4.8-44

4.8-45

4.8-46

4.8-47

4.8-48

4.8-49

4.8-50

4.8-51

4.8-52

4.8-53

4.8-54

4.8-55

4.8-56

4.8-57

4.8-58

4.8-59

4.8-60

4.8-61

4.8-62

4.8-63

4.8-64

4.8-65

LH SRM Forward Field Joint Temperature (overlaid

with ambient) ................................

RH SRM Forward Field Joint Temperature (overlaid

with ambient) ................................

LH SRM Center Field Joint Temperature (overlaid

with ambient) ................................

RH SRM Center Field Joint Temperature (overlaid

with ambient) ................................

LH SRM Aft Field Joint Temperature (overlaidwith

ambient) ....................................

RH SRM Aft Field Joint Temperature (overlaidwith

ambient) ....................................

LH SRM Case-to-Nozzle Joint Temperature (overlaid

with ambient) ................................

RH SRM Case-to-Nozzle Joint Temperature (overlaid

with ambient) ................................

LH SRM Flex Bearing Aft End Ring Temperature

(overlaidwith ambient) ..........................

RH SRM Flex Bearing Aft End Ring Temperature

(overlaidwith ambient) ..........................

LH SRM Systems Tunnel Bondline Temperature

(overlaidwith ambient) ..........................

RH SRM Systems Tunnel Bondline Temperature (overlaid

with ambient) ................................

LH SRM Field Joint Temperature at 285 Deg (overlaid

with ambient) ................................

RH SRM Field Joint Temperature at 285 Deg (overlaid

with ambient) ................................

LH SRM Case Acreage Temperature at Station 931.5

(overlaid with ambient) ..........................

LH SRM Case Acreage Temperature at Station 1091.5

(overlaid with ambient) ..........................

LH SRM Case Acreage Temperature at Station 1411.5

(overlaid with ambient) ..........................

LH SRM Case Acreage Temperature at Station 1751.5

(overlaid with ambient) ..........................

RH SRM Case Acreage Temperature at Station 931.5

(overlaid with ambient) ..........................

RH SRM Case Acreage Temperature at Station 1091.5

(overlaid with ambient) ..........................

RH SRM Case Acreage Temperature at Station 1411.5

(overlaid with ambient) ..........................

RH SRM Case Acreage Temperature at Station 1751.5

(overlaid with ambient) ..........................

LH SRM Case Acreage Temperature at 45 Deg (overlaid

with ambient) ................................

Pa e

88

88

89

89

90

90

91

91

92

92

93

93

94

94

95

95

96

96

97

97

98

98

99

REVISION ooc NO TWR-17546-1 I VOL

SEC

I PAGE ... _l.ll

90407-10.5
T_ C_)RPORA T/ON

SPA CE OPERA TIONS

FIGURES (Cont)

4.8-66

4.8-67

4.8-68

4.8-69

4.8-70

4.8-71

4.8-72

4.8-73

4.8-74

4.8-75

4.8-76

4.8-77

4.8-78

4.8-79

4.8-8O

4.8-81

4.8-82

4.8-83

4.8-84

4.8-85

4.8-86

4.8-87

4.8-88

LH SRM Case Acreage Temperature at 135 Deg (overlaid

with ambient) ................................ 99

LH SRM Case Acreage Temperature at 215 Deg (overlaid

with ambient) ................................ 100

LH SRM Case Acreage Temperature at 270 Deg (overlaid

with ambient) ................................ 100

LH SRM Case Acreage Temperature at 325 Deg (overlaid

with ambient) ................................ 101

RH SRM Case Acreage Temperature at 45 Deg (overlaid

with ambient) ................................ 101

RH SRM Case Acreage Temperature at 135 Deg (overlaid

with ambient) ................................ 102

RH SRM Case Acreage Temperature at 215 Deg (overlaid

with ambient) ................................ 102

RH SRM Case Acreage Temperature at 270 Deg (overlaid

with ambient) ................................ 103

RH SRM Case Acreage Temperature at 325 Deg (overlaid

with ambient) ................................ 103

LH SRM ET Attach Region Temperature at Station 1511.0

(overlaidwith ambient) .......................... 104

LH SRM ET Attach Region Temperature at Station 1535.0

(overlaidwith ambient) .......................... 104

RH SRM ET Attach Region Temperature at Station 1511.0

(overlaidwith ambient) .......................... 105

RH SRM ET Attach Region Temperature at Station 1535.0

(overlaidwith ambient) .......................... 105

LH SRM Forward Factory Joint Temperature (overlaid

with ambient) ................................ 106

LH SRM Aft Factory Joint Temperature at Station 1701.9

(overlaidwith ambient) .......................... 106

LH SRM Aft Factory Joint Temperature at Station 1821.0

(overlaidwith ambient) .......................... 107

RH SRM Forward Factory Joint Temperature (overlaid

with ambient) ................................ 107

RH SRM Aft Factory Joint Temperature at Station 1701.9

(overlaidwith ambient) .......................... 108

RH SRM Aft Factory Joint Temperature at Station 1821.0

(overlaidwith ambient) .......................... 108

LH SRM Nozzle Region Temperature at Station 1845.0

(overlaidwith ambient) .......................... 109

LH SRM Nozzle Region Temperature at Station 1950.0

(overlaidwith ambient) .......................... 109

RH SRM Nozzle Region Temperature at Station 1845.0

(overlaidwith ambient) .......................... 110

RH SRM Nozzle Region Temperature at Station 1950.0

(overlaidwith ambient) .......................... 110

REVISION DOC NO.

SEC

TWR-17546-1 I voL.

I PAOE ix

90407-10,6
w

SP/; C[ _ )P,{ f_'A TIONS;

FIGURES (Cont)

4.8-89

4.8-90

4.8-91

4.8-92

4.8-93

4.8-94

4.8-95

4.8-96

4.8-97

4.8-98

4.8-99

4.8-100

4.8-101

4.8-102

4.8-103

4.8-104

4.8-105

4.8-106

4.8-107

4.8-108

LH SRM Forward Field Joint Temperature (overlaid with

heater voltage) ................................ 111

RH SRM Forward Field Joint Temperature (overlaid with

heater voltage) ................................ 111

LH SRM Center Field Joint Temperature (overlaid with

heater voltage) ................................ 112

RH SRM Center Field Joint Temperature (overlaid with

heater voltage) ................................ 112

LH SRM Aft Field Joint Temperature (overlaid with

heater voltage) ................................ 113

RH SRM Aft Field Joint Temperature (overlaid with

heater voltage) ................................ 113

LH SRM Igniter Field Joint Temperature (overlaid

with heater voltage) ............................ 114

RH SRM Igniter Joint Temperature (overlaid with

heater voltage) ................................ 114

Aft Skirt Purge Temperature and Pressure (overlaid

with ambient) ................................ 115

LH SRM Igniter Joint Temperatures--Measured Versus

Postflight Prediction (B06T7085A, igniter) ............. 116

LH SRM Forward Field Joint Temperature--Measured

Versus Postflight Prediction (B06T7060A, 15 deg) ........ 116

LH SRM Forward Field Joint Temperature--Measured

Versus Postflight Prediction (B06T7061A, 135 deg) ....... 117

LH SRM Forward Field Joint Temperature--Measured

Versus Postflight Prediction (B06T7062A, 195 deg) ....... 117

RH SRM Forward Field Joint Temperature--Measured

Versus Postflight Prediction (B06T8063A, 285 deg) ....... 118

RH SRM Case-to-Nozzle Joint Temperature--Measured

Versus Postflight Prediction (B06T8049A, 180 deg) ....... 118

LH SRM Systems Tunnel Bondline Temperature--Measured

Versus Postflight Prediction (B06T7031A, aft) .......... 119

RH SRM Case Acreage Temperature at Station 931.5--

Measured Versus Postflight Prediction (B06T8010A,

135 deg) .................................... 119

RH SRM Case Acreage Temperature at Station 931.5--

Measured Versus Postflight Prediction (B06T8011A,

45 deg) ..................................... 120

RH SRM Case Acreage Temperature at Station 931.5--

Measured Versus Postflight Prediction (B06T8012A,

215 deg) .................................... 120

RH SRM Case Acreage Temperature at Station 931.5--

Measured Versus Postflight Prediction (B06T8013A,

270 deg) .................................... 121

REVISION Doc_o TWR-17546-1 [ vot

SEC

90407-10.7
T/__ CORPORA 710N

.£'PAC'[ OP_ fi/_T/OA/S

FIGURES (Cont)

4.8-109

4.8-110

4.8-111

4.8-112

4.8-113

4.11-1

RH SRM Case Acreage Temperature at Station 931.5--

Measured Versus Postflight Prediction (B06T8014A,

325 deg) .................................... 121

LH SRM ET Attach Region Temperature at Station 1511.0--

Measured Versus Postflight Prediction (B06T7027A,

274 deg) .................................... 122

RH SRM Aft Factory Joint Temperature at Station

1701.9--Measured Versus Postflight Prediction

(B06T8032A, 150 deg) ........................... 122

RH SRM Aft Factory Joint Temperature at Station

1701.9--Measured Versus Postflight Prediction

(B06T8033A, 30 deg) ............................ 123

RH SRM Aft Factory Joint Temperature at Station

1701.9--Measured Versus Postflight Prediction

(B06T8034A, 270 deg) ........................... 123

Aft End Temperature Prediction ................... 125

LH SRM Aft Field Joint Temperature (overlaid with

heater voltage) ................................ 128

Sketch of Overall Field Joint Fretting Observations ...... 142

REVISION Doc.o TWR-17546-1 I voL

SEC

PAGE X.i

90407-10.8
T_I_._O'_A_ CORPORA 710 N

.c;PAC[ OPt-RAHONS

TABLES

Table Pa e

1-1

4.3-1

4.3-2

4.3-3

4.3-4

4.3-5

4.3-6

4.4-1

4.4-2

4.4-3

4.8-1

4.8-2

4.8-3

4.8-4

4.8-5

4.8-6

4.10-1

4.10-2

4.10-3

4.10-4

4.10-5

4,10-6

4.10-7

Component Volume Release Schedule ................ 2

360L007A (LH) Sequential Mass Properties ............ 39

360L007B (RH) Sequential Mass Properties ............ 40

360L007A (LH) Sequential Mass Properties--Predicted

Versus Actual Comparisons ....................... 41

360L007B (RH) Sequential Mass Properties--Predicted

Versus Actual Comparisons ....................... 42

360L007A (LH) Predicted Versus Actual Weight

Comparisons ................................. 44

360L007B (RH) Predicted Versus Actual Weight

Comparisons ................................. 45

RSRM Propulsion Performance Assessment ............ 47

SRM Thrust Imbalance Assessment .................. 48

SRM Performance Comparisons .................... 49

STS-33R RSRM External Performance Summary (TPS

erosion)--Both Motors ........................... 51

STS-33R Actual GEI Countdown and Historically

Predicted On-Pad November Temperatures (LCC

timeframe temperatures also included) ............... 53

SRB Flight-Induced Design Thermal Environments ....... 55

STS-33R SRM External Performance Summary (both

motors) ..................................... 56

STS-33R T-5 Min On-Pad Temperatures (represents

end of LCC timeframe) .......................... 64

STS-33R Analytical Timeframes for Estimating Event

Sequencing of November Historical Joint Heater and

GEI Sensor Predictions .......................... 86

360L007 (STS-33R) Instrumentation ................. 127

GEI List--360L007A (LH) ......................... 130

GEI List--360L007B (RH) ........................ 132

75 Percent Calibration Results ..................... 134

Field Joint Heater Temperature Sensors .............. 135

S&A Arm and Safe Delta Times .................... 136

S&A Activity Times for 360L007 (STS-33R) at

T-5 Minutes ................................. 137

REVISION oocNo. TWR-17546-1 ) voL

SEa

I PAGE xii

90407-10.9
T_ CORPORA T]OA/

SPA C£ OPERA T/ONS

ACRONYMS AND ABBREVIATIONS

CCP ..........

CDS ..........

CEI ..........

cg ...........

EPDM ........

ET ...........

FBMBT ........

FEWG ........

FMEA .........

FSEC .........

GCP ..........

GEI ..........

HOSC .........

HPM .........

IFA ..........

IPR ..........

IR ...........

IVBC .........

JPS ..........

KSC ..........

LCC ..........

LRU ..........

LSC ..........

MSFC .........

MSID .........

NSI ..........

NSTS .........

OBR ..........

OD ...........

OFf ..........

OPT ..........

PMBT .........

RSRM .........

RSRML ........

RTD ..........

RTV ..........

S&A ..........

sec ...........

SF ...........

SSI ...........

sps ...........

SRB ..........

SRM ..........

SSME .........

STI ..........

3-D ...........

TPS ..........

TVC ..........

USBI .........

VAB ..........

REVISION

carbon-cloth phenolic

Central Databasing Service

contract end item

center of gravity

ethylene-propylene-diene monomer

external tank

flex bearing mean bulk temperature

Flight Evaluation Working Group

failuremodes and effectsanalysis

Florida Solar Energy Center

glass-clothphenolic

ground environment instrumentation

Huntsville Operations Support Center

high-performance motor

in-flight anomaly

interim problem report

infrared

integrated vehicle baseline configuration

joint protection system

Kennedy Space Center

launch commit criteria

line replaceable unit

linear shaped charge

Marshall Space Flight Center

measurement stimulation identification number

NASA standard initiator

National Space and Transportation System

outer boot ring

outside diameter

operational flight instrumentation

operational pressure transducer

propellant mean bulk temperature

redesigned solid rocket motor

lightweight redesigned shuttle solid rocket motor

resistance temperature detector

room temperature vulcanizing (rubber)

safety and arming device

second

safety factor

shuttle standard initiator

samples per second

solidrocket booster

solidrocket motor

space shuttle main engine

shuttle thermal irnager

three dimensional

thermal protection system

thrust vector control

United Space Boosters, Inc.

vehicle assembly building

DOC NO

SEC

TWR-17546-1

I PAGE

I VOL

,..

Xlll

90407- i0.I0
_"P,ICE OP[ 14A TIL)NS

1

INTRODUCTION

Solid rocket booster (SRB) ignition command for flight motor set 360L007 was given at

89:327:00:23:30.000 GMT (approximately 6:23 p.m. CST) on 22 Nov 1989 at Kennedy

Space Center (KSC), Florida. This flight was the 32nd space shuttle mission (mission

designation STS-33R) and the seventh redesigned solid rocket motor (RSRM) flight.

The individual motor identification numbers were 360L007A (left-hand (LH)) and

360L007B (right-hand (RH)), indicating that both cases were lightweight. Additional

case configuration details are addressed in Section 4.2.

This volume (Volume I) of this report contains the Thiokol Flight Evaluation

Working Group (FEWG) inputs submitted to United Space Boosters, Inc. (USBI) for

incorporation into the shuttle prime contractors' FEWG report (Document MSFC-RPT1579). An executive summary of the entire RSRM flight set performance and a oneto-one correlation of conclusions by objectives (and contract end item (CEI) paragraphs)

are also included in this report. The detailed component volumes of this report (and

the approximate timeline for volume release from the launch date) are listed in

Table 1-1. TWR-60063 is a flow report that starts with receipt of hardware at KSC.

It documents aft booster buildup and RSRM stacking, including processing milestones

and highlights, stacking configuration, and significant discrepancy reports, problem

reports, etc.

The subsections of this report volume that were submitted to USBI as part of

the FEWG report are so designated with the FEWG report paragraph number.

REVISION

90,107-2.2

ooc No TWR-17546-1 I vot

SEC
b'P_IC[ OPI RAT/OIVG

Table 1-1. Component Volume Release Schedule

Volume

II

III

IV

V

VI

VII

Description/

Component

Systems overview

Case/seals

Internal insulation

TPS/JPS/heaters/systems tunnel

Nozzle

Igniter

Performance/

mass properties

Interim

Release

NA

NA

60 days after

last joint demate at KSC

NA

NA

NA

NA

Final

Release

Approximately

60 days after

launch

60 days after

washout of last

segment at H-7

(Clearfield,

Utah)

60 days after

washout of last

segment at H-7

60 days after

hydrolase is

complete at

KSC

60 days after

nozzle phenolic

sectioning is

complete

60 days after

washout of last

igniter chamber

at H-7

60 days after

launch

REVISION _oc NO TWR-17546-1

SEC

PAGE

I VOL

90107-2.3
.S'P,4CE _ )FY A_ATIOfVS

2

OBJECTIVES

Flight objectives for the seventh Thiokol RSRM flight set were intended to satisfy the

requirements of CPW1-3600A as listed in parenthesis below. A one-to-one correlation

of conclusions by objectives (and CEI paragraphs) is included in Section 3.2 of this

report.

Qualification Objectives

A.

B.

The ignition interval shall be between 202 and 262 ms with a 40 ms

environmental delay after ignition command to the solid rocket motor (SRM)

shuttle standard initiators (SSI) in the safe and arm device (S&A) up to a point

at which the headend chamber pressure has built up to 563.5 psia (3.2.1.1.1.1).

The maximum rate of pressure buildup shall be 115.9 psi for any 10-ms interval

(3.2.1.1.1.2).

C. Verify that the thrust-time performance falls within the requirements of the

nominal thrust-time curve (3.2.1.1.2.1, Table I).

D. Certify that the measured motor performance parameters, when corrected to a

60°F propellant mean bulk temperature (PMBT), fall within the nominal value,

tolerance, and limits for individual flight motors (3.2.1.1.2.2, Table II).

E. With a maximum PMBT difference of 1.4°F between the two RSRMs on a shuttle

vehicle, the differential thrust between the two RSRMs shall not be greater than

the values given in Table III at any time during the periods shown. These

differentials are applicable over the PMBT range of +40 ° to +90°F (3.2.1.1.2.3).

F. Certify that the thrust-time curve complies with impulse requirements

(3.2.1.1.2.4).

G. Certify that specified temperatures are maintained in the case-to-nozzle joint

region during the countdown launch commit criteria (LCC) time period

(3.2.1.2.1.D.

H. The case segment mating joints shall contain a pin retention device (3.2.1.3.g).

I. Certify the performance of the igniter heater so it maintains the igniter gasket

rubber seals between 64 ° and 130°F (3.2.1.5.3).

J, Verify that the S&As perform as required, using the specified power supply

(3.2.1.6.1.2).

K.

a,

Verify that the operational flight instrumentation (OFI) is capable of launch

readiness checkout after the ground system has been connected on the launch

pad (3.2.1.6.2).

Certify the proper operation of the operational pressure transducer (OPT) during

flight (3.2.1.6.2.1).

REVISION ooc No TWR-17546-1 [ rot

SEC

I PAGE 3

h 90407-3.1
.S'/::'A C,_ t?::I/:AHONS

M° The ground environment instrumentation (GEl) shall monitor the temperature of

the SRBs while on the ground at the pad. It is not required to function during

flight. These instruments will be monitored on the ground through cables with

lift-off breakaway connectors (3.2.1.6.2.3).

N.

O.

When exposed to the thermal environments of 3.2.7.2, the systems tunnel

floorplates and cables will be maintained at a temperature at or below that

specified in ICD 3-44002 (3.2.1.10.1).

Certify the performance of the field joint heater and sensor assembly so that it

maintains the case field joint at 75°F minimum. Field joints shall not exceed

130 ° F (3.2.1.11.a).

P. Certify that each field joint heater assembly meets all performance requirements

(3.2.1.11.1.2).

Q. Demonstrate isolation of subsystem anomalies if required on seventh flight

(360L007) hardware (3.2.3.3).

R. Demonstrate the RSRM capability of vertical disassembly if required (3.2.5.1).

S. The RSRM and its components will be adequately protected, by passive means,

against natural environments during transportation and handling (3.2.8.c).

W. Demonstrate the remove and replacement capability of the functional line

replaceable unit (LRU) (3.4.1).

Objectives by Inspection

A. Inspect all RSRM seals for performance (3.2.1.2).

B. Inspect the seals for satisfactory operation within the specified temperature range

that results from natural and induced environments (3.2.1.2.1.b).

C. Inspect the factory joint insulation for accommodation of structural deflections

and erosion (3.2.1.2.2.a).

D. Inspect the factory joint insulation for operation within the specified temperature

range (3.2.1.2.2.b).

E. Verify that at least one virgin ply of insulation exists over the factory joint at the

end of motor operation (3.2.1.2.2.d).

F. Verify that no leakage occurred through the insulation (3.2.1.2.2.e).

a. Verify that the flex bearing seals operate within the specified temperature range

(3.2.1.2.3.b).

H. Verify that the flex bearing maintained a positive gas seal between its internal

components (3.2.1.2.3.d).

.EVeS,ON__ OOCNO TWR-17546-1 [ rot

SEC

I PAGE 4

90107-3.2
T_ _'( }AV)(Y/q4 7/(),\'

SPAC[ _)P_ &'AFIOIVS

I. Verify that the ignition system seals operate within the specified temperature

range (3.2.1.2.4.b).

J. Verify that the nozzle internal seals and exit cone field joint seals operate within

the specified temperature range (3.2.1.2.5.b).

K. Inspect the risers for damage or cracks that would degrade the pressure holding

capability of the case (3.2.1.3.c).

L. Inspect the flex bearing for damage due to water impact (3.2.1.4.6).

M. Verify that the environmental protection plug will withstand space shuttle main

engine (SSME) shutdown, if incurred (3.2.1.4.7.b).

N. Verify the performance of the nozzle liner (3.2.1.4.13).

O. Inspect the ignition system seals for evidence of hot gas leakage (3.2.1.5.a).

P. Inspect the igniter for evidence of debris formation or damage (3.2.1.5.2).

Q. Inspect the seals for visible degradation from motor combustion gas (3.2.1.8.1.1.d).

R. Verify by inspection that the insulation met all performance requirements

(3.2.1.8.1.1.e).

S. Inspect insulation material for shedding of fibrous or particulate matter

(3.2.1.8.1.1.f).

T. Inspect the joint insulation for evidence of slag accumulation (3.2.1.8.1.1.g).

U. Inspect the thermal protection system (TPS) to insure that there was no

environmental damage to the RSRM components (3.2.1.8.2).

V. Inspect for thermal damage to the igniter chamber and the adapter metal parts

(3.2.1.8.3).

W. Verify that the case components are reusable (3.2.1.9.a).

X. Verify that the nozzle metal parts are reusable (3.2.1.9.b).

Y. Verify through flight demonstration and a postflight inspection that the flex

bearing is reusable (3.2.1.9.c).

Z. Verify that the igniter components are reusable (3.2.1.9.d).

AA. Verify by inspection that the S&A is reusable (3.2.1.9.e).

AB. Verify by inspection that the OPTs are reusable (3.2.1.9.f).

AC. Inspect the case factory joint external seal for moisture (3.2.1.12).

REVISION DOC NO

SEC

TWR-17546-1 I rot

I PACE 5

90107-3.3
SP*4C[ OtY R,4TIONS

AD. Inspect the hardware for damage or anomalies as identified by the failure modes

and effects analyses (FMEA) (3.2.3).

Ag. Determine the adequacy of the design safety factors (SF), relief provisions,

fracture control, and safe life and/or fail-safe characteristics (3.2.3.1).

AF. Determine the adequacy of subsystem redundancy and fail-safe requirements

(3.2.3.2).

AG. Inspect the identification numbers of each reusable RSRM part and material for

traceability (3.3.1.5).

AH. Verify the structural SF of the case/insulation bond (3.3.6.1.1.2.a).

AI. Verify by inspection the remaining insulation thickness of the case insulation

(3.3.6.1.2.2, 3.3.6.1.2.3, 3.3.6.1.2.4, 3.3.6.1.2.6).

AJ. Verify by inspection the remaining nozzle ablative thicknesses (3.3.6.1.2.7).

AK. Verify the nozzle SFs (3.3.6.1.2.8).

AL. Inspect metal parts for presence of stress corrosion (3.3.8.2.b).

REVISION

DOC NO

SEC

TWR-17546-1 I vot

I PAGE 6

90,|07-3.4
3

RESULTS SUMMARY, CONCLUSIONS, AND RECOMMENDATIONS

3.1 RESULTS SUMMARY

This section contains an executive summary of the key results from the flight data

evaluation and postflight inspection. Additional information and details can be found

in the referenced report sections or in the separate component volumes of this report.

3.1.1 In-Flight Anomalies

There were no in-flight anomalies (IFA) relating to RSRM motor set 360L007.

3.1.2 Mass Properties

All SRM weight values were well within the CEI specification limits, as has been the

case on all previous RSRM motor sets. Complete mass property values are included in

Section 4.3 of this volume and Volume VII of this report.

3.1.3 Propulsion Performance (ballistics)

3.1.3.1 Propellant Burn Rates/Specific Impulse. The delivered burn rate (at 71°F and

625 psia) for flight motor set 360L007 was 0.368 ips for the LH motor, which matched

the prediction, and 0.369 ips for the RH motor (0.001 ips higher than predicted). The

reconstructed vacuum specific impulse values were 268.2 lbf*sec/lbm for the LH motor

and 267.6 lbf*sec/lbm for the RH motor at 71°F, which was within 0.3 percent of the

predicted value of 268.5 lbf*sec/lbm.

3.1.3.2 CEI Specification Values. All impulse values, time parameters, and pressure

thrust levels (all corrected to 60°F) again showed excellent agreement with the motor

nominal performance requirements. Actual value variations from the allowable CEI

specification limits were all within 2 percent, significantly less than the allowable 3-

sigma variation. Thrust imbalance was also well within the specification limits for the

required time periods.

Due to the elimination of DFI after STS-29R (360L003), no high sample rate

pressure data were available. Therefore, the CEI specification requirement to verify

ignition interval, pressure rise rate, and ignition time thrust imbalance could not be

addressed. A complete evaluation of all ballistic parameters is included in Section 4.4

of this volume.

.EVtS_ON__ ooc NO TWR-17546-1 } VOL

90,107-4.1

SEC

I PAGE 7
REVISION

'_"_ CORPORATION

SPA CE OPE RA 7-10NS

3.1.4 SAA Device

The S&A m_fe-to-mrm rotation times were all within the minimum 2-sec requirement

during the actual launch, although there was some concern that the S&As might perform more slowly than expected when a delayed rotation time of 2.6 sec was revealed

during prelaunch functionality testing. An interim problem report (IPR) (No. 33RV0165) was written, and to close it an additional S&A functionality test was performed.

S&A times are in Section 4.10.4.

3.1.5 Ascent Loads and Structural Dynamics

Due to elimination of DFI after STS-29R (360L003), no evaluation of the RSRM loading or vibration characteristics is possible.

3.1.6 External TPS/Joint Heater Evaluation

Postflight assessment results stated all TPS components to be in very good to excellent

condition, with typical flight heat effects and erosion. National Space and Transportation System (NSTS) debris criteria for all missing TPS were not violated. Retrieval

and towback were delayed 24 hr by high sea states.

All six field joint heaters performed adequately and as expected throughout the

required operating periods, but a high voltage reading was noted on the LH aft heater.

The high voltage was not accompanied by a current increase, so it was determined that

the high reading was a sensor anomaly. See Section 4.10.2 for details. Prior to

launch, a launch commit criteria (LCC) contingency was created to lower the minimum

redline temperature at any field joint from 85 ° to 69 °F in the event of primary and

secondary heater failure. A detailed TPS and heater evaluation is in Section 4.8 of

this volume.

3.1.7 Aero/Thermal Evaluation

3.1.7.1 On-Pad Local Environments/Thermal Model Verification. The on-pad local

environments were lower than November conditions (62 ° to 73 ° F), with ambient temperatures ranging from 50 ° to 76 °F. Windspeeds were lower than the historical conditions. Wind direction oscillated from east to south during the LCC timeframe.

No extreme outward cooling effects from external tank (ET) cryogenic loading

were noted.

3.1.7.2 LCC/Infrared (IR) Readings. No LCC thermal violations were noted; all field

and igniter joint heaters performed adequately. The aft skirt purge was activated

ooc NO TWR-17546-1 I vot

sEc I _'A°E 8

90407-4.2
approximately 15.5 hr prior to launch. The LH ca_e-to-nozzle joint temperature was at

the minimum LCC limit of 75 °F at the beginning of the LCC window due to the

delayed aft skirt purge start.

IR measurements taken by the IR gun during the T-3 hr ice/debris pad inspection were not consistent with GEI and shuttle thermal imager (STI) readings. Due to

this inconsistency, which has been noted during previous countdowns, the data were

not used or recorded by the ice team. The STI temperature measurements were used

along with GEI measurements to monitor SRM surface temperatures.

No ascent and reentry thermal evaluation of the aft skirt area (as was done on

RSRM Flights 1 through 3) was possible due to DFI elimination. A complete

aero/thermal evaluation is in Section 4.8 of this volume.

3.1.8 Instrumentation

All 108 GEI measurements performed properly throughout the prelaunch phase. All

GEI are disconnected by breakaway umbilicals at SRB ignition and are not operative

during flight. All OPTs functioned properly during flight and successfully passed the

prelaunch calibration checks. A complete discussion of GEI and all instrumentation is

in Section 4.10 of this volume.

3.1.9 Postflight Hardware Assessment

3.1.9.1 Insulation. Postflight evaluation again verified excellent insulation performance, showing that the insulation effectively contained the motor combustion gas in

the two case-to-nozzle joints and six field joints. Two of the 14 weatherseals on this

flight set were unbonded. No gas paths through the case-to-nozzle joint polysulfide

adhesive or any other anomalous joint conditions were identified. The internal insulation in all six of the case field joints also performed as designed, with no anomalous

conditions. There were no recordable clevis edge separations (over 0.1 in.). No evidence of hot gas penetration through any of the acreage insulation was found, and no

severe erosion patterns were identified. A complete insulation performance evaluation

is in Section 4.11.1 of this volume and Volume III of this report.

3.1.9.2 Case. The case field joint surface conditions were as expected. Field joint

fretting on this flight ranged from none on one joint to locally medium on two joints.

The RH center field joint had no fretting. The LH center and RH forward joints had

the worst fretting.

flown.

No further damage was noted on the previously fretted hardware

REWS*O___ DOCNO TWR-17546-1 I voL

SEC

PAGE 9

90407-4.3
T_I__ CORPORA TION

._PACE OPt-RATIONS

Complete case evaluation results are in Section 4.11.2 of this volume and Volume

II of this report.

3.1.9.3 Seals. The RH and LH inner and outer igniter gaskets were replaced preflight

because of concerns about subsurface defects in the gasket elastomer seal. After this

changeout, the RH igniter was again removed because the putty layup used was similar

to procedures used on 360L006 (STS-34) igniter changeouts. (360L006 putty layup was

suspect because putty was observed in the seal area of the outer gasket during disassembly.) The outer gasket was inspected for putty contamination in the seal area.

The LH igniter putty was not suspect because it was held to the new, tighter dimension requirements. Putty was observed on the LH inner gasket (inner edge) from

20 to 65 deg.

All internal seals performed well, with no heat effects, erosion, or hot gas leakage

evident. No motor pressure reached the field or case-to-nozzle joint seals. There was

no putty on the forward or aft faces of the igniter gaskets. A complete evaluation of

seals performance is in Section 4.11.3 of this volume and Volume II of this report.

3.1.9.4 Nozzle/Thrust Vector Control (TVC) Performance. Postflight evaluation indicated both nozzles performed as expected during flight, with typical smooth and uniform erosion profiles. A complete evaluation is in Section 4.11.4 of this volume and

Volume V of this report.

3.2 CONCLUSIONS

Listed below are the conclusions as they relate specifically to the objectives and the

CEI paragraphs. Also included with the conclusion is the section from this report (in

parenthesis) where additional information can be found.

Objective CEI Paragraph Conclusions

Certify that the thrusttime performance falls

within the requirements

of the nominal thrusttime curve.

3.2.1.1.2.1 (see nominal

thrust-time curve)

Certified. The thrusttime performance was

within the nominal

thrust-time curve

(Figure 4.4-1).

REVISION

90407-4,4

ooc NO TWR-17546-1

SEC

PAGE

I VOL

lO
T_ CORPORA T/O/V

SPACEOPERAZ_ONS

Certify that the measured motor performance

parameters, when corrected to a 60°F PMBT,

fall within the nominal

value, tolerance and limits for individual flight

motors.

3.2.1.1.2.2

The delivered performance values for each

individual motor when

corrected to a 60°F

PMBT shall not exceed

the limits specified...

Partially Certified. All

measurable motor performance values were

well within the specification requirements

(Tables 4.4-2 and 4.4-3).

The ignition interval

and rise rates could not

be measured due to DFI

elimination.

Certify that the thrusttime curve complies with

impulse requirements.

3.2.1.1.2.4--

Impulse Gates

Total

Time Impulse

(sec) (10E6 lb-sec)

20 63.1 Minimum

60 172.9-1, +3%

Action time (AT):

293.8 minimum

Certified. The nominal

thrust-time curve values

axe listed below.

Time Value

(sec) LH RH

20 64.78 65.18

60 173.11 173.36

AT 296.75 296.04

(Table 4.4-1)

Certify that specified

temperatures are maintained in the case-to-nozzle joint region during

the countdown LCC time

period.

Certify that the ignition

interval is between 202

and 262 ms with a 40 ms

environmental delay after

ignition command.

Certify that the pressure

rise rate meets specification requirements.

3.2.1.2.1.f

Case-to-nozzle joint O-rings shall be maintained

within the temperature

range as specified in

ICD 2-0A002 (75 ° to

115°F).

3.2.1.1.1.1

The ignition interval

shall be between 202

and 262 ms with a 40

ms environmental delay

after ignition command

to the SSI in the S&A

up to a point at which

the headend chamber

pressure has built up to

563.5 psia.

3.2.1.1.1.2

The maximum rate of

pressure buildup shall

be 115.9 psi for any

10 ms interval.

Certified. Temperature

ranges in the case-tonozzle joint region are

listed below.

RH 78 °- 85°F

LH 75 °- 83°F (due to

later aft skirt purge)

(Table 4.8-4)

Unable to certify due to

DFI elimination (high

sample rate pressure

transducers).

Unable to certify due to

DFI elimination (high

sample rate pressure

transducers).

REVISION

90407-4.5

DOC NO.

SEC

TWR-17546-1 [ VOL

I PAGE 11
Certify that the motor

thrust differential meets

specification requirements.

Certify the performance

of the igniter heater so it

maintains the igniter

gasket rubber seals between 64" and 130"F.

Certify that the S&As

perform as required using

the specified power supply.

Certify that the OFI is

capable of launch readiness checkout after the

ground system has been

connected on the launch

pad.

Certify proper operation

of the OPT during flight.

REVISION

3.2.1.1.2.3

With a maximum PMBT

difference of 1.4°F between the two RSRMs

on a shuttle vehicle, the

differential thrust between the two RSRMs

shall not be greater

than the values given in

Table III at any time

during the periods

shown. These differentials are applicable over

a PMBT range of + 40 °

to +90"F.

3.2.1.5.3

The igniter heater shall

maintain the igniter

gasket rubber seals between 64 ° and 130"F.

3.2.1.6.1.2--Power Supply. The S&A shall

meet all performance

requirements....in accordance with ICD 3-44005.

3.2.1.6.2--Instrumentation. The OFI shall be

capable of launch readiness checkout after ground system connection

on the launch pad.

3.2.1.6.2.1

The OPT shall monitor

the chamber pressure of

the RSRMs over the

range from 0 to 1,050

+15 psi. They shall

operate in accordance

with ICD 3-44005...

DOC NO

SEC

The thrust differential

values were near the

nominal values experienced by previous flight

SRMs (Table 4.4-2).

Certified. The igniter

heater maintained the

igniter sensors between

74 ° and 96°F (RH) and

72 ° and 96°F (LH).

Sensor temperatures

between 66 ° and 123 ° F

ensure O-ring temperatures of 64" to 130"F

(Table 4.8-4).

Certified. The rotation

and arming times of

both S&As were within

the required limits (Section 4.10).

Certified. The 0 percent and 75 percent

calibration checks of the

OFI verified launch readiness after ground

system connection on

the launch pad (Section

4.10).

Certified. The OPTs

properly monitored the

chamber pressure and

operated in accordance

with ICD 3-44005. Recorded pressure data

and values are discussed

in Section 4.4 of this

volume.

TWR- 17546-1 J voL

I PAGE 12

90407-4.6
SPA C_ U)i-J[ Ril T/ONS

Certify that the systems

tunnel properly : 1)

attaches to the case, 2)

accommodates the government-furnished equipment (GFE) and linear

shaped charge (LSC), and

3) provides OFI, GEI, and

heater cables.

Certify the performance

of the field joint heater

and the sensor assembly

so it maintains the case

field joint at 75°F minimum. Field joints shall

not exceed 130°F.

3.2.1.10.1

When exposed to the

thermal environments of

3.2.7.2, the tunnel floorplates and tunnel cables

will be maintained at a

temperature at or below

that specified in ICD

3-44002.

3.2.1.11.a

The case field joint external heater and sensor

assembly shall maintain

the case field joint O-ring seals between 75 °

and 130°F at launch...

Certified. Postflight

evaluation showed no

evidence of heat damage

to the systems tunnel

or adjacent cork, cables,

and seams (Table 4.8.3).

Proper case attachment

and accommodation of

the GFE, LSC, and

cabling was also verified.

A detailed systems tunnel evaluation is in Volume IV of this report.

Certified. The joint

heaters maintained all

field joint sensors between 90 ° and 108" F

during the prelaunch

period. Sensor temperatures between 85 ° and

122 °F ensure O-ring

temperatures are between 75 ° and 130 ° F.

Certify that each field

joint heater assembly

meets all performance

requirements.

Demonstrate isolation of

subsystem anomalies if

required on seventh

flight (360L007) hardware.

3.2.1.11.1.2--Power Supply. Each field joint

external heater assembly shall meet all performance requirements...

as defined in ICD

3-44005.

3.2.3.3

Isolation of anomalies of

time-critical functions

shall be provided such

that a faulty subsystem

element can be deactivated without disrupting its own or other

subsystems.

Certified. All field joint

external heaters met all

the performance requirements. A high

voltage spike was noted

on the LH aft heater

but was determined to

be a sensor error

(Section 4.8.3).

No subsystem anomalies

of time critical functions

were detected on flight

set 360L007.

REVISION DOC NO

SEC

TWR- 17546-1 {voL

I PAGE 13

90,107-4.7
Demonstrate RSRM capability of assembly/

disassembly in both the

vertical and horizontal

positions.

Demonstrate that the

RSRM and its components are protected

against environments

during transportation and

handling.

Demonstrate remove and

replace capability to the

functional LRU.

Certify by inspection all

RSRM seal performance.

3.2.5.1

The RSRM shall be

capable of assembly/

disassembly in both the

vertical and horizontal

positions. The RSRM

shall be capable of vertical assembly in a manner to meet the alignment criteria of

USBI-10183-0022 without a requirement for

optical equipment.

3.2.8.c

The RSRM and its components...are adequately

protected, by passive

means, against natural

environments during

transportation and

handling.

3.4.1

The maintenance concept shall be to "remove

and replace"...in a manner which will...prevent

deterioration of inherent design levels of

reliability and operating

safety at minimum practical costs.

3.2.1.2

Redundant, verifiable

seals shall be provided

for each pressure vessel

leak path. Both the

primary and secondary

seals shall provide independent sealing capability through the entire

ignition transient and

motor burn without

evidence of blowby or

erosion.

RSRM vertical assembly

in accordance with

USBI- 10183-0022 was

demonstrated in the

vehicle assembly building (VAB) prior to pad

rollout. No vertical

disassembly was required. Postflight horizontal disassembly was

accomplished at the

Hangar AF facilities.

There were no

anomalous readings

from the transportation

monitor units, demonstrating that the RSRM

and its components are

protected against

environments during

transportation and

handling.

360L007 RH and LH

inner and outer igniter

gaskets were replaced at

KSC due to concerns

about subsurface defects

in gasket elastomer seal

(Section 3.1.9.3).

Certified. No motor

pressure reached any of

the field or case-to-nozzle joint seals

(Section 4.11.3).

REVISION

90407-4.8

DOC NO

SEC

T_'VR"17546"1 I voL

I RAOE 14
Ti_ ( "( )f¢P( 7t?A ll_ ),_,

SP, qCt ( _,¢)! i_AIIOiVS

Inspect the factory joint

insulation for accommodation of structural deflections and erosion.

Certify that at least one

virgin ply of insulation

exists over factory joint

at end of motor operation.

Certify that the field and

case-to-nozzle joint seals,

factory joint insulation,

flex bearing seals, ignition system seals, and

nozzle internal seals operate within the specified

temperature range resulting from the natural and

induced environments.

Certify that no leakage

occurred through the

insulation.

3.2.1.2.2.a

Sealing shall accommodate any structural

deflections or erosion

which may occur.

3.2.1.2.2.d

The insulation shall

provide one or more

virgin ply coverage at

end of motor operation.

The design shall perform the seal function

throughout SRM operation.

3.2.1.2.1.b--Field and

Nozzle/Case Joint

Seals...

3.2.1.2.2.b--Factory Joint

Insulation...

3.2.1.2.3.b--Flex Bearing

Seals...

3.2.1.2.4.b--Ignition System Seals...

3.2.1.2.5.b--Nozzle Internal Seals...

...shall be capable of

operating within a temperature range resulting

from all natural and

induced environments

...all manufacturing

processes, and any

motor induced environments.

3.2.1.2.2.e

The insulation used as a

primary seal shall be

adequate to preclude

leaking through the

insulation.

The factory joint insulation remained sealed

and accommodated all

deflection and erosion

(Section 4.11.1).

Certified. Preliminary

inspections indicate adequate factory joint insulation ply coverage

(Section 4.11.1). Detailed insulation inspection

results are in Volume

III of this report.

Certified. All field joint

and case-to-nozzle joint

seals, ignition system

seals, and internal nozzle seals operated within all induced environments and showed no

evidence of heat effects,

erosion, or blowby

(Section 4.11.3). Evaluation indicates no anomalies with the factory

joint insulation (Section

4.11.1) or the flex bearing internal seals. Detailed flex bearing evaluation is in Volume V

of this report.

Certified. Preliminary

inspections showed no

evidence of leakage

through the factory

joint insulation (Section

4.11.1). Detailed post

flight evaluations are

completed at the H-7

(Clearfield, Utah) facility. Detailed results are

in Volume III of this

report.

REVISION DOC NO

SEC

TWR- 17546-1 I voL

IPAGE 15

90407-4.9
Sf!.l { "$ __i>l _',1 Ttc)AiS

Verify by inspection that

no gas leaks occurred

between the flex bearing

internal components.

Inspect the risers for

damage or cracks that

would degrade the pressure holding capability of

the case.

Inspect the case segment

mating joints for the pin

retention device.

Inspect the flex bearing

for damage due to water

impact.

Inspect the nozzle for the

presence of the environmental protection plug.

3.2.1.2.3.d

The flex bearing shall

maintain a positive gas

seal between its internal

components.

3.2.1.3.c

The case shall contain

risers for attaching the

ET/SRB aft attach ring

as defined in ICD

3-44004. The risers

shall be part of the

pressurized section of

the case and shall not

degrade the integrity of

the case.

3.2.1.3.g

The case segment mating joints shall contain a

pin retention device.

3.2.1.4.6

The nozzle assembly

shall incorporate a nozzle snubbing device suitable for preventing flex

bearing damage resulting from water impact

and shall not adversely

affect the nozzle

assembly vectoring capability.

3.2.1.4.7.a

The nozzle assembly

shall contain a covering

and/or plug to protect

the RSRM...during storage after assembly.

Partially verified.

Preliminary inspection

indicates the flex bearing maintained a positive seal within its internal components.

Detailed inspection to

be completed during

flex bearing acceptance

testing.

No damage or adverse

effects to the ET attach

risers was noted during

post-test inspection.

Preliminary case inspection results are in

Section 4.11.2, and the

final case evaluation is

in Volume II of this

report.

The pin retention device on all joints performed as designed

(Section 4.11.2). Detailed results are in

Volume II of this report.

Preliminary inspections

indicate no anomalous

conditions in the

360L007A or 360L007B

flex bearings.

Both nozzle assemblies

contained an environmental protection plug,

which burst into multiple pieces upon motor

ignition.

REVISION

90.107-4.10

DOC NO

SEC

TWR-17546-1 I voc

i pAGE 16
T_ ('()RPOR47f()/V

SPA Cf _ )Pf ,_,4 T/ON,b:

Certify that the environmental protection plug

will withstand SSME

shutdown, if incurred.

Certify the performance

of the nozzle liner.

Note: SCN 49 has been

approved and changes the

CEI paragraph wedgeout

requirement from

"greater than 0.250 in.

deep" to "yield a positive

margin of safety".

Inspect the ignition system seals for evidence of

hot gas leakage.

Inspect the igniter for

evidence of debris formation or damage.

Certify that the GEI can

monitor the temperature

of the SRBs while on the

ground at the pad.

3.2.1.4.7.b

The nozzle assembly

shall contain a covering

and/or plug to protect

the RSRM...in the event

of an on-pad SSME shutdown prior to SRB ignition.

3.2.1.4.13

The nozzle flame front

liners shall prevent the

formation of:

a. Pockets greater than

0.250 in. deep (as

measured from the

adjacent nonpocketed

areas),

b. Wedgeouts greater

than 0.250 in. deep,

c. Prefire anomalies except as allowed

by TWR-16340.

3.2.1.5.a

The ignition system

shall preclude hot gas

leakage during and subsequent to motor ignition.

3.2.1.5.2

...the igniter hardware

and materials shall not

form any debris...

3.2.1.6.2.3

The GEI shall monitor

the temperature of the

SRBs while on the

ground ....

Not required to certify.

No SSME shutdown was

required during the

actual launch sequence.

Certified. No nozzle

flame front liner erosion

pockets greater than

0.25 in. were noted. All

wedgeouts observed

occurred postburn and

do not affect liner performance. No prefire

anomalies were found

(Section 4.11.4).

No ignition system

seals, gaskets, or sealing

surfaces showed any

evidence of heat effects,

erosion, or blowby

(Section 4.11.3).

Preliminary indications

showed no evidence of

any igniter debris formation. A complete

evaluation is in Volume

VI of this report.

Certified. Extensive

monitoring of the GEI

was done during the

countdown to access the

SRM thermal environment and LCC. Detailed results are discussed

in Section 4.8.

REVISION

90407-4.11

DOC NO

SEC

TWR-17546-1 j voL

I .AGE 17
SF_ACt: OPt R/_TIO&'S

Inspect the seals for visible degradation from

motor combustion gas.

Certify by inspection that

the insulation met all

performance requirements.

Inspect insulation material for shedding of

fibrous or particulate

matter.

Inspect the joint insulation for evidence of slag

accumulation.

Inspect the TPS to ensure that there was no

environmental damage to

the RSRM components.

3.2.1.8.1.1.d

Insulation shall protect

primary and secondary

seals from visible degradation from motor combustion gas.

3.2.1.8.1.1.e

The insulation

shall...meet all performance requirements

under worst manufacturing tolerances and

geometry changes during and after assembly

and throughout motor

operation.

3.2.1.8.1.1.f

Insulation materials

shall not shed fibrous or

particulate matter during assembly which

could prevent sealing.

3.2.1.8.1.1.g

The joint insulation

shall withstand slag

accumulation during

motor operation.

3.2.1.8.2

TPS shall insure that

the mechanical properties of the RSRM components are not degraded when exposed to the

environments...

All motor combustion

gas was contained by

the insulation J-leg on

the six field joints and

the polysulfide adhesive

on the two case-to-nozzle joints. No seals

showed evidence of

motor combustion gas

degradation (Section

4.11.1).

Certified. Preliminary

inspection indicates the

insulation met all the

performance requirements (Section 4.11.1).

Detailed inspection results are in Volume III

of this report.

No shedding of fibrous

or particulate matter

during assembly was

detected (Section 4.11.1

of this volume and Volume III of this report).

No evidence of insulation damage due to slag

accumulation was observed (Section 4.11.1 of

this volume and Volume

III of this report).

Postflight inspection

revealed excellent TPS

condition with no violation of any NSTS debris

criteria. No thermal

degradation of any

RSRM component was

noted (Section 4.8.3).

REVISION

90407-4A2

DOCNO

SEC

TWR-17546-1 I rot

] pAGE 18
SPAC_ OPH_AFIOIVS

Inspect for thermal damage to the igniter chamber and the adapter

metal parts.

Certify that the case

components are reusable.

Certify that the nozzle

metal parts are reusable.

3.2.1.8.3

The igniter insulation

shall provide thermal

protection for the main

igniter chamber and

adapter metal parts to

ensure that RSRM operation does not degrade

their functional integrity or make them

unsuitable for

refurbishment.

3.2.1.9.a--Reusability of...

Case. Cylindrical segments, stiffener segments, attach segments,

forward and aft segments (domes), stiffener

rings, clevis joint pins.

3.2.1.9.b, Reusability of...

Nozzle Metal Parts--

Boss attach bolts.

Preliminary investigation revealed no thermal damage to the igniter due to lack of

insulation functionality.

Igniter details are in

Volume VI of this

report.

Cannot be completely

certified at this time.

All case component previous use history is in

Section 4.2. No damage

was noted to any cylindrical segments, attach

segments, forward and

aft domes, clevis joint

pins, or the stiffener

rings and segments on

360L007B (RH) or

360L006A (LH). Reuse

criteria are not established until after

refurbishment. Detailed

case component inspection results are in Volume II of this report.

Cannot be completely

certified at this time.

All nozzle metal part

previous use history is

in Section 4.2.

Preliminary observations

showed no damage or

corrosion to any nozzle

reusable metal parts

(Section 4.11.4). Any

nozzle metal parts that

are determined not to

be reusable are discussed in Volume V of

this report.

REVISION DOC NO

SEC

TWR-17546-1 I voL

[ PAGE 19

90,t07-4.13
._,'P,I c.?.r _);V 4-171LT,V.q

Certify through flight

demonstration and a postflight inspection that the

flex bearing is reusable.

Certify that the igniter

components are reusable

Certify by inspection that

the S&A is reusable.

3.2.1.9.c

Reusability of... Flex

bearing system - Reinforced shims and end

rings, elastomer materials.

3.2.1.9.d--Reusability of...

Igniter. Chamber, adapter, igniter port, special

bolts.

3.2.1.9.e--Reusability of...

Safe & Arm Device.

Cannot be completely

certified at this time.

The flex bearing previous use history is in

Section 4.2. No

apparent anomalies were

observed with the 360L007A (LH) or 360L007B

(RH) flex bearing (Section 4.11.4). Final

reuse criteria cannot be

determined until after

flex bearing acceptance

testing.

Cannot be completely

certified at this time.

All igniter component

previous use history is

in Section 4.2. Preliminary postflight inspection revealed nothing

that would adversely

affect reuse of any igniter part. Detailed

inspection results are in

Volume VI of this report.

Cannot be completely

certified at this time.

The S&A previous use

history is in Section 4.2.

Preliminary postflight

inspection revealed

nothing that would adversely affect reuse of

any S&A part. Detailed

inspection results are in

Volume VI of this report.

REVISION OOC NO

SEC

TWR-17546-1 I voL

I PAGE 20

90,107-4.14
Sp,<h.'_ O/._[RAItON5

Certify by inspection that

the OPTs are reusable.

Inspect the case factory

joint external seal for

moisture.

Inspect the hardware for

damage or anomalies as

identified by the failure

modes and effects analyses (FMEA).

Determine the adequacy

of the design SF, relief

provisions, fracture control, and safe life and/or

fail-safe characteristics.

REVISION

9040%4.15

3.2.1.9.f--Reusability of...

Transducers

3.2.1.12

The factory joint

external seal shall prevent the prelaunch intrusion of rain into the

factory joints from the

time of assembly of the

segment until launch...

The factory joint seal

shall remain intact

through flight and, as a

goal, through recovery.

3.2.3

The design shall minimize the prob-ability of

failure taking into consideration the potential

failure modes identified

and defined by FMEA.

3.2.3.1

The primary structure,

thermal protection, and

pressure vessel subsystems shall be designed to preclude

failure by use of adequate design SFs, relief

provisions, fracture control, and safe life and/or

fail safe characteristics.

OOC NO

SEC

Cannot be completely

certified at this time.

The OPT previous use

history is in Section 4.2.

All pressure data and

preliminary postflight

inspection indicate no

issues that would

adversely affect OPT

reuse. Final OPT reuse

criteria are established

after refurbishment and

calibration by the

metrology lab.

The external weatherseal protected the case

adequately from assembly until launch. Two

of the 14 factory joint

weatherseals showed

signs of unbonds. A

detailed weatherseal

evaluation is in Volume

HI of this report.

No hardware damage or

anomalies identified by

FMEAs were found.

Specific inspection results are in the individual component volumes of this report.

Postflight inspections

verified adequate design

SFs, relief provisions,

fracture control, and

safe life and/or fail-safe

characteristics for the

primary structure, thermal protection, and

pressure vessel subsystems as documented in

this volume and the

component volumes of

this report.

TWR-17546-1 i voL

i PA_E 21
.ql'.1_'[ f )iV !7,1TI(?IV._

Determine the adequacy

of subsystem redundancy

and fail-safe requirements.

Demonstrate isolation of

subsystem anomalies if

required on seventh flight (360L007) hardware.

Demonstrate RSRM capability of assembly/ disassembly in both the vertical and horizontal positions.

Demonstrate that the

RSRM and its

components are protected

against environments

during transportation and

handling.

3.2.3.2

The redundancy

requirements for subsystems...shall be established on an

individual subsystem

basis, but shall not be

less than fail-safe...

3.2.3.3

Isolation of anomalies of

time-critical functions

shall be provided such

that a faulty subsystem

element can be deactivated without disrupting its own or other

subsystems.

3.2.5.1

The RSRM shall be

capable of assembly/

disassembly in both the

vertical and horizontal

positions. The RSRM

shall be capable of vertical assembly in a manner to meet the alignment criteria of USBI10183-0022 without a

requirement for optical

equipment.

3.2.8.c

The RSRM and its components...are adequately

protected, by passive

means, against natural

environments during

transportation and handling.

No primary subsystem

failure was noted; thus,

subsystem redundancy

and fail-safe requirements were not determined.

No subsystem anomalies

of time-critical functions

were detected on flight

set 360L007.

RSRM vertical assembly

in accordance with

US-BI-10183-0022 was

demonstrated in the

VAB prior to pad rollout. No vertical disassembly was required.

Postflight horizontal

disassembly was

accomplished at the

Hangar AF (KSC) facilities.

There were no anomalous readings from the

transportation modular

units, demonstrating

that the RSRM and its

components are protected against environments during transportation and handling.

REVISION

90407-4.16

DOC NO

SEC

TWR-17546-1 [ vot

I PA°E 22
Inspect the identification

numbers of each reusable

RSRM part and material

for traceability.

Verify the structural SF

of the case-to-insulation

bond.

Verify by inspection the

remaining thickness of

the case insulation.

Previous objective continued

Previous objective continued

REVISION

3.3.1.5

Traceability shall be

provided by assigning a

traceability identification

to each RSRM part and

material and providing a

means of correlating

each to its historical

records...

3.3.6.1.1.2.a

The structural SF for

the case-to-insulation

bonds shall be 2.0

minimum during the

life of the RSRM.

3.3.6.1.2.2

The case insulation

shall have a minimum

design SF of 1.5, assuming normal motor operation, and 1.2, assuming

loss of a castable inhibitor.

3.3.6.1.2.3

Case insulation

adjacent to metal part

field joints, case-to-nozzle joints, and extending

over factory joints shall

have a minimum SF of

2.0.

3.3.6.1.2.4

Case insulation

in sandwich construction

regions (aft dome and

center segment aft end)

shall have a minimum

SF of 1.5.

DOE NO

$EC

Inspection numbers for

traceability of each

RSRM part and material

are provided and are

maintained in the Automatic Data Collection

and Retrieval (ADCAR)

computer system. The

past history of all

RSRM parts used is in

Section 4.2.

Verification of a 2.0 SF

cannot be done by inspection; however, flight

performance verified an

SF of at least 1.0.

Case-to-insulation bond

and adhesive bond SF of

2.0 are verified by analysis and documented in

TWR-16961.

Preliminary insulation

thickness measurements

indicate adequate thermal SF near the igniter

boss. A final evaluation

will be made after the

internal insulation

thicknesses are measured at the Clearfield

(H-7) facility. (Results

and verification of SFs

are in Volume III of

this report.)

See above statement.

See above statement.

TWR- 17546-1 I voL

I PAoE 23

90,107-,I. 17
.c,-F_l ( "[ _7i y >_',1 f tC)iV,S"

Previous objective continued

Verify by inspection the

remaining nozzle ablative

thicknesses.

Verify the nozzle SFs.

Inspect metal parts for

presence of stress corrosion.

Demonstrate remove and

replace capability of the

functional LRU.

3.3.6.1.2.6

Insulation performance

shall be calculated using

actual pre- and post-motor operation

insulation thickness

measurements.

3.3.6.1.2.7

The minimum design

SFs for the nozzle

assembly primary ablative materials shall be

as listed below...

(Values not included

here, as detailed results

are not available at this

writing.)

3.3.6.1.2.8

The nozzle performance

margins of safety shall

be zero or greater...

3.3.8.2.b

The criteria for material

selection in the design

to prevent stress corrosion failure of

fabricated components

shall be in accordance

with MSFC-SPEC-522

and SE-019-094-2H.

3,4.1

The maintenance concept shall be to "remove

and replace"...in a manner which will...prevent

deterioration of inherent design levels of

reliability and operating

safety at minimum practical costs.

Standard measurement

techniques were used

for final evaluation, as

discussed in Volume III

of this report.

Preliminary inspections

indicate nozzle ablative

thicknesses were within

design SFs (Section

4.11.4). Detailed results

are in Volume V of this

report.

Verification of SFs cannot be done by inspection. Nozzle margins of

safety will be discussed

in Volume V of this

report.

Inspection of metal

parts for the presence

of stress corrosion cannot be done visually but

will be accomplished

during refurbishment.

Any stress corrosion

found will be reported

in Volume II of this

report.

360L007 RH and LH

inner and outer ignitergaskets were replaced at

KSC due to concerns

about subsurface defects

in the gasket elastomer

seal (Section 3.1.9.3).

REVISION

90407-4.18

OOC NO

SEC

TWR-17546-1 ivot

ii'AG_ 24
.S'/,A _ "( _ )_ '[ _,'-1 I/< _N,q

3.3 RECOMMENDATIONS

Following is a summary of the recommendations made concerning flight set 360L007.

Additional background information can be found in the referenced sections.

3.3.1 Aero/Thermal Recommendations

(Additional information is in Section 4.8.4.)

3.3.1.1 GEI Prediction. Aero/Thermal is anticipating a submodel development effort

for the areas of the ET attach ring, field joint, factory joint, systems tunnel, igniter,

and nozzle regions to improve predictions. These areas would be encompassed by the

global model. The nodes need to be made smaller to refine the model. If the model

cannot be satisfactorily refined, all systems with heaters will remain separate models,

since at this time these separate models are more accurate.

3.3.1.2 GEI Accuracy. Gage range has been reduced on all joint heater sensors, resulting in better data resolution. It is recommended that the data collection accuracy of

all GEI be increased by reducing the gage range and increasing the digital word

length. The real fidelity of the KSC ground support equipment (GSE) could then be

quantified and conceivably replaced if determined to be inadequate.

3.3.1.3 Local Chilling. Based on data from STS-28R (360H005), STS-29R (360L003),

and STS-30R (360T004), local cooling does occur. Due to dissimilar ambient environments on launch day and the day prior to launch, it was not possible to determine

local chilling on this flight. A method is being developed by Thiokol personnel to accurately quantify and predict the chill effect.

3.3.1.4 IR Measurements. STI data continue to be much more reliable than IR gun

measurements. Comparisons with GEI are within acceptable margins for STI data but

are questionable and unpredictable for IR gun data. Future efforts should be made in

specifying locations for additional stationary STI cameras to assist in the eventual replacement of the outboard GEI. (Inboard GEI will need to be maintained because the

STI connot reach these blind regions.)

3.3.1.5 SRM Hardware Thermal Assessment. The SRM TPS design, from a thermal

perspective, continues to suggest that the worst-case flight design environments of the

Integrated Vehicle Baseline Configuration (IVBC-3) and SRB reentry are for the most

R[VfS_ON ooc NO TWR-17546-1 I voL

sEc IPAGE 25

90407-4.19
T_ CORPOR4T/ON

._PAC_OPERAT_O_VS

part overly conservative. An exception to this is the environment in the nozzle base

region during reentry when excessive nozzle flame heating and hydrazine firesare

present. (See TWR-17542, Vol. 1, STS-29R (360L003) Final Report.) USBI is currently

obtaining updated thermal environments for the base region. A followthrough will be

made concerning this request.

,_V,S,ON -- OOCNO TWR-17546-1 I voc

90407-4.20

SEC I ,_Ge 26
SPACf- ( )f¥ R.IT/O,%'S

4

FLIGHT EVALUATION RESULTS AND DISCUSSION

4.1 RSRM IN-FLIGHT ANOMALIES (FEWG report Paragraph 2.1.2)

No IFAs pertaining to flight set 360L007 were identified.

4.2 RSRM CONFIGURATION SUMMARY (FEWG report Paragraph 2.1.3.2)

4.2.1 SRM Reuse Hardware

The case segment reuse history for flight motors 360L007A and 360L007B is shown in

Figures 4.2-1 and 4.2-2, respectively. Figures 4.2-3 through 4.2-6 show the LH and RH

igniter and nozzle parts reuse, respectively. Nozzle snubber segments were new.

Stiffener ring reuse is shown in Figures 4.2-7 through 4.2-10.

4.2.2 Approved RSRM Changes and Hardware Changeouts

A summary of the changes made since 360L006 (STS-34) is below. Complete

descriptions of these changes are documented in Thiokol document TWR-50134,

Redesigned Solid Rocket Motor Flight Readiness Review--Level II.

Two Class I hardware changes since 360L006 (STS-34):

a. Change leak check port from angled design to straight design (ECP SRM-1612R1)

to reduce stress at leak check port location.

b. Eliminate thermocouple wires and associated K5NA closeout from factory joint

weatherseal (ECP SRM-1958R2, Crit 1) to prevent seawater from entering factory

joint weatherseal after splashdown.

4.2.3 LCC and OMRSD Changes

a. ECP 2219: Revise the contingency procedures for the S&A and the OPT. Add

contingency procedures for the field joint temperature, case-to-nozzle joint

temperature, nozzle bondline temperature, igniter joint temperature, and case

acreage temperature. The reason for the change is to establish an approved

contingency procedure for recovering from RSRM LCC redline violations. The

change will be incorporated into MSFC document SIE-019-190-214, Solid Rocket

Booster Recommended Actions for SRB Redline Violations.

REVISION ooc_o TWR-17546-1 [vo_

sEc [ PACE 27

90107-5.1
.£PAC_ OP/_RAT/OIVS

8

!I1

m

z_ I

o _ 3" I

_ _2r-, .___

DLO o_ _ LO _ tO

°_ _z

o_ _ _"

,, c_ o

REVISION

Z

c/)

D

I/)

m

"6

C

0

--"0

._ .- oo "_ ,_ - ,_

(- ,_ o3 .-- v- {D)v-

._m_ c ..-.oo ._m_ _ "0

._.I0 >, l:_('w ._

Ou..

_oc NO TWR-17546"1 I vo,

s_c IPA_ 28

QI

(3

A

-1-

--I

O

O

/

O

(,O

I

a"

E

E

(D

rr

"1"

_1I

I

',:l"

°I

U.
SP4 (.'E i _P_ _,4 TIO/VS

C

-°0 _-

1"I.

0

I I I

r_O 0

z_ I zN I

_J___ I __ I

_ -___

IC._ _ I a) ,-- I

a _n ooourJ ._,. _-o_ ¢,J to

_Z "0 _ c

_o ,.-.z ._z o o

I _o° I _o° I

I _1 °1

&

,_ I _) I

..IO >._c_

,-z 2"&z

o £9

REVISION

z_ zo_

I_ I_l

I °1

I • I

_Z ,,,-,_ Z

DOC NO

SEC

8

r_

8

(D

z w w m

:> I- I- o rr

m m .

or ¢r er rr

z_ zN z_° _

I_o1_o I_o I_1 _:

I°1:1 °l J 0 0 0 0 _

o o _

E

•"o _o _o .,--

I .._ I .,-, I I

,.I: D",,,-Jr"- ""_ f_,

0')0 0 ""_ 0 0

_" _ c 0

oz_z _z oz

_. -.=_s- ._ =_.

o

:3

o

o

0

TWR-17546-1 I V0L

I PA_ 29
REVISION

DOC NO

SEC

TWR-17546-1 I VOL

} PAGE 30

.i... oI

¢-

O)

A

I

..I

0

0

0

tO

o3

I

E

if)

I11

n,"

"1"

_4

I
REVISION

i

ooc _o TWR-17546-1

SEC

I PAGE

I VOL

81
REVISION

ooc NO TWR-17546-1 [ VOL

SEC t P_G_ 32

g

o

<

N

N

0

Z

-1-

--i

0

0

/

0

tO

¢0

I

E"

E

E

C_

0

r_

-1-

_6

I

O_
T_ t "{ )kTi>l 7t74 l _( )_

SPACE CJ,P/ _ATtOiVS

z

o .o

zz

0 0

ZZ _Z

-.,j

"0

0

0

I::

0

(D

0

{D

ID

0

o-

>

o

Q.

rq

>,

.D

E

0

t_

I/}

(D °_

°-

¢=

¢-

0

_..

0

0

0

e"

e"

0

°-

0

0

N

0

Z

1"

n"

r_

o

o

_d

o

_o

co

I

ffJ

T,.

1"

I

4

._

Ii

REVISION

DOC_O TWR- 17546-1

SEC I PAGE

I VOL
.<'-,'/_1 L'! I _rV ,_£,"i7/_ )i_'.<?

c:l ,,,-- _ I ll_

i=,<,o =lo _ ""'l 0

I_,-.o.-<>1o._._

14_-_<,,1_ _-

Z Z Z Z Z Z

.,'- o._ooooo.oo.oo i_zz_>z'_,z z z z

i _, _" _ _. _ _. _ _" _ _" _ _. _

O

O

I.L

"7

60._09,,_09

E

I11

eet-

(-

0

O.

0 _

0 cO _

°_ _

_ o

0

°_

REMJStON DOC NO

SEC

TWR-17546-1 I voc

1

i:_ 34

c_

o

e-

°_

o

E

i,,=

O

Z

O1

I=

rr"

O9

1"

._1

o

o

_1

o

(,o

I

m

-r-

_Z

I

u,.
T/_._{_i_ CORPORA T/ON

SPA CE OPERA TIONS

?

REVISION DOCNO

SEC

TWR-17546-1 ] rot

l PAGE

'E0m

0

c

c

>,

eE

e-

"lt,-

o

.J

I

3

E

I
._PA Cf O/at R4 710_$

REVISION

Z Z Z Z Z Z

TWR- 17546-1 I vot

sEc ]P_GE 36
SPA C[ ()P/_Rxl 7/O,&'S

g?

,,,-'0

Ou"_ • e,,,i

I-,-

0

I0oo

.oE00

O.E00O

100

t-O

eF-00

t-Oo

"D

.o_

.-0

e"

¢-

I-E

I11

O9c

°-

n,"

e-

"1"

n_

II) 00

-10 IEE

I.

"1"° 0T°

°--

UREVISION ooc _o TWR-17546-1

SEC] PAGE I VOL

37
"_'_ CORPORATION

SPA CE OPERA TIONS

This ECP was disapproved with the rationale that document SE-109-190-2H is

not applicable to the RSRM due to Thiokol's flight-by-flight issuance of a TWR,

the Prelaunch Countdown Data Book.

b. ECP 2278: Add note to field joint and igniter LCC to implement generic

minimum redline temperatures for field joint and igniter joint in the event of

primary and secondary heater failure. The reason for the change is that analysis

of worst-case tolerance combinations of seal, case, and igniter hardware have

established that 78°F for the field joint and 66°F for the igniter joint are the

minimum redline temperatures at which the CEI requirement for seal tracking can

be maintained. These minimum redline temperatures are effective for any RSRM

igniter and field joint if primary and redundant heaters are not operating.

This ECP was disapproved with the rationale that the change does not give a

sufficient temperature margin. In the event both heaters fail, a waiver will be

submitted for the specific effectivity.

c. ECP 2323: To establish a minimum temperature to maintain seal tracking

margins for flight 360L007. In the event of heater malfunction, the minimum

temperature sensor redline for the affected field joint becomes 69°F. This

minimum is based on a minimum acceptable O-ring seal temperature using actual,

as-built hardware dimensions in calculating O-ring squeeze (TWR-19824) and a

+3°F differential temperature.

4.3 SRB MASS PROPERTIES (FEWG report Paragraph 2.2.0)

4.3.1 S.e.quential Mass Properties

Tables 4.3-1 and 4.3-2 provide 360L007 (STS-33R) LH and RH reconstructed sequential

mass properties, respectively. Those mass property sequential times reported after

separation reflect delta times from actual separation.

4.3.2 Predicted Data Versus Postflight Reconstructed Data

Table 4.3-3 compares the LH lightweight redesigned shuttle rocket motor (RSRML)

predicted sequential weight and center of gravity (cg) data with the postflight

reconstructed data. Table 4.3-4 compares the RH RSRML predicted sequential weight

and cg data with the postflight reconstructed data. Actual 360L007 (STS-33R) mass

properties may be obtained from Mass Properties History Log Space Shuttle 360L007--

LH (TWR-17346, dated 5 Aug 1989) and 360L007--RH (TWR-17347, dated 5 Aug 1989).

REVtSION__ OOCNO TWR-17546-1 I voL

sec I PAGE38

90407-5.2
_"_ CORPORA TIO/V

SPA CE OPERA T/ONS

2

.=

r-

• . _ , _._

II II II

II

_Nz _N

r_

REVISION OOC NO

SEC

TWR-17546-I I voL

I _G_ 39
_P"_ CORPORA T/ON

SPA CE OPERA TIONS

"3

0

_3

m:

.......... ___ . .

000000000_000_0000_00

QgQ

r _

rZ

REVISION DOC NO

SEC

TVCR-17546-1 IVOL

I_A_E 40
_q,'A( "/- : )IY qA ,'IOA,'S

d d _ d d d d d d d _

+ + + + + + + + + +

_ _ _ "-' _ '-" '-" "-' "" _ N

eq _ ¢q _ _. _. _. , _ _.

<

>

k

?

<

+ + + + + + + + +

_,! v-! _,, v! v! "_ ....

e_

_k

oO

kt'3

•_ _ .- _ _ '_ ._ ._ :_ - f

REVISION

DOC NO

SEC

TWR-17546-1 [vo_

I PA_ 41
REVISION

OOC NO

SEC

TWR-17546-1 i you I '_a_ 42
T__--_ CORPORAIION

SPA CE OPERA TIONS

Some of the mass properties data used have been taken from average actual data

presented in the 5 Jun 1989 Mass Properties Quarterly Status Report (TWR-10211-91).

Postflight reconstructed data reflect ballistics mass flow data from the 12.5 sample per

second (sps) measured pressure traces and a predicted slag weight of 2,000 lb.

4.3.3 CEI Specification Requirements

Tables 4.3-5 and 4.3-6 present CEI specification requirements and predicted and actual

weight comparisons. Mass properties data for both RSRMs comply with the CEI

specification requirements (CPWl-3600A, Addendum G, Part I).

4.4 RSRM PROPULSION PERFORMANCE (FEWG report Paragraph 2.3.0)

4.4.1 High-Performance Motor (HPM)/RSRM Performance Comparisons

The reconstructed thrust-time traces of flight motor set 360L007 at standard

conditions were averaged with the HPM/RSRM population and compared to the CEI

specification limits. The results are shown in Figure 4.4-1.

4.4.2 SRM Propulsion Performance Comparisons

The reconstructed RSRM propulsion performance is compared to the predicted

performance in Table 4.4-1. The following comments are to explain the table value.

The RSRM ignition interval is to be between 202 and 302 ms after ignition command

to the NASA standard initiator (NSI) in the S&A. The ignition interval ends when

the headend chamber pressure has increased to a value of 563.5 psia. The maximum

rate of headend chamber pressure buildup during the ignition transient is required to

be less than 115.9 psia for any 10-ms interval. However, no high sample rate ignition

data were available for this flight due to the elimination of DFI. Therefore, no rise

rate or ignition interval is reported.

Separation is based upon the 50-psia cue from the last RSRM, plus 4.9 sec plus a

time delay between the receipt and execution of the command to separate. No time

delay is assumed in the prediction. The decay time intervals are measured from the

time motor headend chamber pressure has decayed to 59.4 psia to the time

corresponding to 85,000 lb of thrust.

4.4.3 Matched Pair Thrust Differential

Table 4.4-2 shows the thrust differential during steady state and tailoff. All the thrust

differential values were near the nominal values experienced by previous flight SRMs

.Evlslo___ oocNO TWR-17546-1 I voL

SEC ] PAGE 43

90 I07-5.3
_--_ CORPORA TION

SPA CE OPERA TIONS

p

v

0

<

>

v

+ + +

_i____ o -

g

..Q

0

<

_D

0

°_

_._ N

2" 0

REVISION

ooc NO TWR-17546-1

SEC

I PAGE

J VOL

44
T__N_ CORPORA TIO N

SPA CE OPERA TIONS

0

•-_ :

<

° !1 > E

'4,"

m.

N

-F "+- ' i .4.

0

g

0

_)

Q-

<

0

_o_.

e_

o ,-_

o_

._ <

_ x

_Na.

I o"G 0

REVISION

DOC NO

SEC

TWR-17546-1 t rot

I PAGE 45
E

7,

LIJ

0

0

O

0

0

0

REVISION

0

CO

DOC NO

SEC

(;ql) lsnJq.L mnnoeA

TWR-17546-1 I vo'

i PAGE 46

¢-

O

.,=.

O

o_

U

G}

O.

¢0

m

O

{n

>

_==

¢-

)-

eE

O

Z

cr

{D

cr

n

(D

<

"1-

I

3

0_

U.
T_ i'( )I?POR471¢

Table 4.4-1. RSRM Propulsion Performance Assessment

LH Motor (71 deg)

Predicted Actual

Impulse Gates

1-20 (106 lbf-sec) 65.00

1-60 (106 lbf-sec) 173.59

I-AT (10 _ lbf-sec) 297.14

Vacuum I_ 268.5

(lbf, sec/tbm)

Burn Rate (in./sec) 0.368

(60°F)

Event Times (sec)*

Ignition Interval 0.232

Web Time* 110.9

Time of 50-psia Cue 120.8

Action Time* 122.9

Separation Command

(sec) 125.7

PMBT (°F) 73.0

Maximum Ignition

Rise Rate (psia/10 ms) 91.9

Decay Time (sec)

(59.4 psia to 85 K)

Tailoff Imbalance

Impulse Differential NA

(klbf-sec)

RH Motor (71 deg)

Predicted Actual

64.78 64.99 65.18

173.11 173.58 173.36

296.75 297.14 296.04

268.2 268.5 267.6

0.368 0.368 0.369

NA 0.232 NA

111,1 110.9 111.0

121.3 120.8 120.2

123.4 122.9 122.9

126.2 125.7 126.2

71.0 73.0 71.0

NA 91.9 NA

2.8 2.8

Predicted Actual

+693

2.8 3.4

Note: Impulse imbalance = LH motor - RH motor

*All times are referenced to ignition command time except where noted by an *

These times are referenced to lift-off time (ignition interval)

REVISION DOCNO TWR-17546-1 I voL

SEe

I PAGE 47

90107-5..1
and were well within the CEI specification limits. The thrust values used for the

assessment were reconstructed at the delivered conditions of each motor.

Table 4.4-2. SRM Thrust Imbalance Assessment

Event

Steady state (1.0 sec

to first web time

minus 4.5 sec, lbf,

4-see average)

Transition (first

web time minus

4.5 sec to first

web time, lbf)

Tailoff (first web

time to last

action time)

Imbalance Maximum Time of

Specification Imbalance Maximum Imbalance

(klbf) (klbf) (sec)

85 +29.4 106.5

85 - 268 +83.0 111.0

(linear)

710 + 110.3 119.6

4.4.4 Performance Tolerances

A comparison of the LH and RH motor calculated and reconstructed parameters at

PMBT of 60°F with respect to the nominal values and the SRM CEI specification

maximum 3-sigma requirements is given in Table 4.4-3.

4.4.5 Igniter Performance

Due to the elimination of DFI, no evaluation of the igniter performance is possible.

Also, no evaluation of the ignition interval, pressure rise rate, and ignition thrust

imbalance requirements was possible.

4.5 RSRM NOZZLE TVC PERFORMANCE (FEWG report Paragraph 2.4.3)

The nozzle torque values for motor set 360L007 could not be determined due to DFI

elimination on Flight 4 (STS-30R) and subsequent. This section is reserved pending

any future motors that incorporate DFI.

REVISION DOC NO

SEC

TWR-17546-1 I rot

IP.GE 48

"- 90107-5.5
_'/_-_/_ CORPORA T/ON

SPA CE OPERA T/ONS

Table 4.4-3. SRM Performance Comparisons

Web Time

(sec)

Action Time

(sec)

Web Time Avg

Pressure (psia)

Max Headend

Pressure (psia)

Max Sea Level

Thrust (Mlbf)

Web Time Avg

Vac Thrust

(Mblf)

Vac Del

Specific

Impulse

(lbf, sec/lbm)

Web Time Vac

Total Impulse

(Mlbf, sec)

Action Time

Vac Total

Impulse

(Mlbf, sec)

SRM CEI

(+/-) LH Motor RH Motor

Max 3-sigma Nominal Variation Variation

Variation (%) Value* (60°F) (%)** (60°F) (%)**

5.0 111,7 112.4 +0,63 112.3 +0.54

6.5 123.4 124.8 + 1.13 124.3 + 0.73

5.3 660.8 655.4 -0.82 655.6 -0.79

6.5 918.4 904.0 -1.57 911 -0.81

6.2 3.06 3.03 -0.98 3.05 -0.33

5.3 2.59 2.57 -0.77 2.57 -0.77

0.7 267.1 268.1 +0.37 267.4 +0.11

1.0 288.9 288.6 -0.10 288.5 -0.14

1.0 296.3 296.4 + 0.03 295.7 -0.20

*QM-4 static test and SRM-8A and 8B, SRM-9A, SRM-10A and 10B, SRM-11A, SRM13A and 13B flight average at standard conditions

**Variation = ((RSRM-7A - nominal)/nominal) * 100

((RSRM-7B -nominal)/nominal) * 100

4.6 RSRM ASCENT LOADS--STRUCTURAL ASSESSMENT (FEWG report

Paragraph 2.5.2)

Motor set 360L007 did not have any DFI installed to evaluate the motor structural

performance. This section is reserved pending any future motors that incorporate DFI.

REVISION oocNO. TWR-17546-1 [ vot

SEC ] PAGE49

90407-5.6
4.7 RSRM STRUCTURAL DYNAMICS (FEWG report Paragraph 2.6.2)

No accelerometer data were available due to the elimination of DFI on Flight 4

(STS-30R) and subsequent. This section is reserved pending the installation of

accelerometers on future flight motors.

4.8 RSRM TEMPERATURE AND TPS PERFORMANCE (FEWG report

Paragraph 2.8.2)

4.8.1 Introduction

This section documents the thermal performance of the 360L007 (STS-33R) SRM

external components and TPS determined by postflight hardware inspection.

Assessments of debris, mean bulk temperature predictions, on-pad ambient/local

induced environments, LCC, and GEI/joint heater sensor data are also included.

Performance of SRM internal components (insulation, case components, seals, and

nozzles) is reported in Paragraph 4.11.

4.8.2 Summary

4.8.2.1 Postflight Hardware Inspection. Postflight inspection of the TPS revealed no

anomalies or unexpected problems due to flight heating environments. The condition

of both SRMs was similar to that of previous flight sets. Table 4.8-1 provides an

overall summary of SRM TPS condition. Nozzle erosion is discussed in Section 4.11.4.

4.8.2.2 Debris Assessment. NSTS debris criteria for missing TPS were not violated.

The TPS cork pieces that were missing were all caused by nozzle severance debris

and/or splashdown loads and debris. A complete SRM debris assessment is given in

Section 4.8.3.2.

4.8.2.3 Mean Bulk Temperature Predictions. These temperature predictions were

made at different times during the countdown. A discussion of these predictions is

presented in Section 4.8.3.3. The final postflight predictions fl'om reconstructed data

yielded a PMBT of 71°F and a flex bearing mean bulk temperature (FBMBT) of 75°F.

4.8.2.4 On-Pad Environment Evaluations. The ambient temperature recorded during a

66-hr period prior to launch varied from 50 ° to 76°F. The normal temperature range

experienced during the month of November is from a low of 62°F to a high of 73°F.

The 51°F temperature, which occurred over a 6-hr period from midnight to 6:00 a.m.

on November 21, represents a minus 1- to minus 2-sigma deviation from the historical

REVISION DOC NO

SEC

TWR-17546-1 I voL

I PAGE 50

90.107-5.7
Table 4.8-1. STS-33R RSRM External Performance Summary

(TPS erosion)--Both Motors

Maximum Erosion (in.)

Component TPS Material Predicted Measured

Field Joints Cork 0.003 None

Factory Joints EPDM 0.014 Not measurable*

Systems Tunnel Cork 0.014 None

Stiffener Rings EPDM 0.009 Not measurable*

GEI Closeout Cork 0.036 Not measurable*

Nozzle Exit Cone Cork 0.104 NA**

*All evidences of minor erosion were apparent only on the inboard

region of the aft segment, where the flight-induced thermal

environments are the most severe

**Nozzle exit cones are not recovered

IRE VISION

Doc No TWR-17546-1

SEC 1 PAGE

VOL

51

90407-9.1
T_ CORPORA TIOIV

SPA CE OPERA TIONS

November temperature for the same timeframe. The windspeeds during this same

timeframe were lower than historical conditions. See Table 4.8-2 for environmental

conditions prior to launch.

4.8.2.5 LCC. No LCC thermal violations were noted. Measured GEI and heater

sensor data, as compared with the LCC requirements, are discussed in Section 4.8.3.5.

Highlights of the heating operations are summarized as follows.

The igniter heaters were activated for 18 hr, 20 minutes, and maintained the

required temperatures. However, the igniter temperature control band was changed

from 95* _+5°F to 95 ° +_I°F. This resulted in more frequent cycling and better heater

control. Cooldown, after heater shutoff, occurred over an approximate 7-hr, 13-minute

period, and resulted in T-5-minute igniter sensor temperatures from 73 ° to 76°F.

These temperatures were only 5.5°F higher than the preactivation temperatures.

The six field joint heaters performed adequately and as expected with a 17°F

sensor temperature range from 90 ° to 107°F during the LCC timeframe. All 24 field

joint sensors recorded temperatures in the expected range. Prior to launch, an LCC

contingency was created to lower the minimum redline temperature at any field joint

from 85 ° to 69°F in the event of a complete heater failure. An IPR was written

against the LH aft field joint heater voltage, which read 290 V instead of the nominal

209 V. This IPR was dispositioned when it was determined that the voltage must have

been nominal because the current reading was nominal. In addition, the heater circuit

breaker was not tripped as it would have been had the voltage actually been 290 V.

The SRB aft skirt purge operation was activated approximately 15.5 hr prior to

launch. When the LCC timeframe began nearly 6 hr later, all six case-to-nozzle joint

temperature readings were 75°F or above. There was concern that the minimum 75°F

LCC temperature would not be reached prior to the LCC timeframe, and appropriate

action was taken to avoid this occurrence. At the end of the LCC timeframe the

temperature range of the case-to-nozzle joint sensors was 82 ° to 85"F.

4.8.2.6 Prelaunch Thermal Data Evaluation

IR Temperature Measurements. IR measurements from the STI were compared with

GEI measurements. IR measurements taken by the IR gun during the T-3-hr

ice/debris pad inspection were not reported. The STI temperature measurements were

used along with the GEI measurements to monitor SRM surface temperatures.

,EVlSION-- OOCNO TWR-17546-1 I voL

SEC J PAGE 52

90407-5.8
_"_ CORPORA T_C_N

SPACE OPERATIONS

Table 4.8-2. STS-33R Actual GEI Countdown and Historically Predicted On-Pad

November Temperatures (°F) (LCC timeframe temperatures also included)

Daily Cycling T - 6 Hr to T - 5 Min

November Actual November Actual

Component Historical GEI Historical GEI LCC

Igniter Joint

RH 70-77 62-71 76-100 74-96 66-123

LH 70-76 62-71 75-100 72-96 66-123

Field Joint

RH Forward 62-77 58-76 95-107 93-108 85-122"

LH Forward 61-77 57-76 94-106 92-101 85-122

RH Center 62-77 57-72 96-107 90-108 85-122

LH Center 61-77 58-73 94-106 92-107 85-122

RH Aft 62-77 57-70 93-105 91-108 85-122

LH Aft 61-77 58-73 95-105 91-107 85-122

Case-to-Nozzle Joint

RH 65-73 64-66 74-79 78-85 75-115

LH 66-74 64-66 73-82 75-83 75-115

Flex Bearing

Aft End ring

RH 65-73 65-67 74-79 82-83 NA-115

LH 66-74 65-69 73-82 82-85 NA-115

Case Acreage (deg)

RH 45 62-72 58-70 66-72 60-70 --

135 62-75 58-72 66-75 59-72 --

215 63-77 60-76 67-77 60-76 --

270 63-75 59-69 67-75 59-67 35-NA

325 62-73 58-67 66-73 59-67 --

LH 45 62-76 59-75 66-76 59-75 --

135 62-73 59-69 65-73 59-67 --

215 62-73 58-67 65-73 59-67 --

270 63-74 59-70 67-76 59-67 35-NA

325 63-76 59-72 67-76 59-72 --

Local Environment

Temperature 62-73 50-76 65-70 59-73 38-99

Windspeed (kt) 12 2-13 12 2-13 24

Wind Direction t N All dir N NE-W SW-SE

Cloud Cover Clear Clear

*Field joint sensor lower limit will drop from 85 ° to 69°F in the case of a complete

heater failure

REVISION Doc NO TWR-17546-1 [ voL

sEc I _AGE 53

90407-9.2
SPACE OPERATIONS

Temperatures varied between 64" and 66°F during the T-3-hr pad inspection for both

STI and GEI temperatures. A complete evaluation of the IR data is found in

Section 4.8.3.6.

4.8.2.7 Prelaunch Hardware Anomalies. There were no prelaunch hardware anomalies.

4.8.3 Results Discussion

4.8.3.1 Postflight Hardware Inspection. Following the recovery of the STS-34R SRBs,

a postflight inspection of the external hardware was conducted at the SRB disassembly

facility (Hangar AF). TPS performance was considered to be excellent in all areas,

with external heating and recession effects being less than predicted (Table 4.8-1).

Predictions due to the worst-case design trajectory environments (Table 4.8-3) will be

documented in the SRB Thermal Design Data Book, SE-019-068-2H.

The condition of both motors appeared to be similar to previous flight motors,

with most of the heat effects seen on the aft segments on the inboard side of the

SRBs. The aft segment inboard regions facing the ET experienced high aerodynamic

heating normal to protuberance components. They also received the high plume

radiation and recirculation heating induced by the adjacent SRB and SSMEs on aftfacing surfaces. In this area there was slight charring of the TPS over the factory

joints, the stiffener rings and stubs, and GEI cabling runs. A concise summary of the

external hardware condition is shown in Table 4.8-4.

Field Joints. All field joints on both motors were in excellent condition. There were

no signs of ablation on any of the joint protection systems (JPS), with only slight paint

blistering on the cork cover. The paint on the K5NA closeout aft of the cork was also

slightly darkened and blistered, with occasional pitting. This was probably due to

aerodynamic heating and the result of aft edge hits from water impact and nozzle

severance debris. All K5NA repair locations were intact over the trunnion/vent valve

locations, with the exception of the LH aft field joint which had two circumferential

cracks at the 30-deg trunnion location. The cracks were about 2 in. long and did not

exhibit loose material or any heat effects. The LH forward field joint had two small

impact marks on the forward edge and a series of small surface cracks in between.

These also were not heat affected.

Factory Joints. The factory joints on each of the motors were in very good condition.

The only signs of heat effecL experienced on the factory joints were located on the aft

REVISION DOCNO

SEC

TWR-17546-1 I voL

I pAGE

90407-5,9
T_ CORPORA rlOIV

SPAC,[ OPF.-RATIONS

Table 4.8-3. SRB Flight-Induced Design Thermal Environments

Thermal Environment

Ascent Heating

Base Recirculation

Heating

SSME and SRB Plume

Radiation

SSME Plume Impingement After SRB

Separation

Reentry Heating

Related Document

Document No. STS 84-0575,

Change Notice 2, SE-698-D,

Data on computer tapes No.

Change Notice 3, SE-698-D,

Tape No. DP 5309

Document No. STS 84-0259,

Change Notice 1, SE-698-D,

Document No. STS 84-0259,

Change Notice 1, SE-698-D,

Document No. STS 84-0259,

Change Notice 1, SE-698-D,

dated 24 May 1985

dated 30 Apr 1987

DN 4044 and DN 9068

dated 30 Oct 1987.

dated Oct 1984

dated 30 Sep 1987

dated Oct 1984

dated 30 Sep 1987

dated Oct 1984

dated 30 Sep 1987

Document No. SE-0119-053-2H, Rev D,

dated August 1984, and Rev E,

dated 12 Nov 1985

REVISION

ooc NO TWR-17546-1 ) voL

sec I _AQE55

-- 90407-9.5
'_ CORPORA T/O/V

SPA CE OPERA TIONS

0

"5

E

E

E

T_

E

u_

e_

e_

•_- _

°_

°..._

"_ o_,._

- 0 _'-_-,

•.-_:. 5.

_.-. _ _'._

• _ /-. ,-_

0 ,n

•.-. 0 _._._ _"_

°_ _ _

kI).

_o

='_

r,_ _._

E-

<

Z

__ _ _,_

_o_'_

_,',-. _ _ _ ,"

o_._o _.._.=

uJ

k_ U.

_B

REVISION

DOCNO

SEC

TWR-17546-1 I vo_

I P_ 56
T__--4_ CORPORATION

SPA CE OPERA TIONS

0

0

b

E

_0

0

_9

E

%

QO

J

P

" =,,'_ Z Q _o

v i. ej

_, o _ 0 0 I::I =

o E._ _,o oo

?= _ --_

.'z.

<

_l °

0

L)

<_

REVISION

_B0

=_._

0

J=

_E

_°,.=

0--,

,.0 =

_[_

%

[--

0

B

0

DOC NO.

SEC

TWR-17546-1 J vot

I P_6E 57

t_

r:.
_F--_.__ CORPORA T/OAr

SPA CE OPERA TIONS

segments of each motor. There was only slight ablation, charring, and discoloration on

the inboard regions of the aft segment factory joints. This occurred between

approximately 220 and 320 deg circumferentially on each motor. Again, these are all

normal occurrences that have been consistently observed on previous flight motors.

Two weatherseals (one on each motor) showed signs of both forward and aft edge

unbond regions. No evidence of sooting was found under these unbonds.

Systems Tunnel. The cork TPS adjacent to the systems tunnel floor plate was in

excellent condition. There was very little paint blistering. All K5NA closeouts over

cables and tunnel seams were in excellent condition.

Stiffener Rings. The stiffener ring TPS was generally in very good condition with only

slight thermal degradation. The major heat-affected area was again predominantly in

the 220- to 320-deg sector, with the EPDM on the outer flange showing signs of brown

charring. This region was subjected to aeroheating along the outboard tip forward

face, while the aft face and top surfaces experienced radiant heating. The K5NA TPS

on the top surfaces of the stubs was also slightly charred in the same regions, with

intermittent pitting around the whole circumference.

GEI Closeout. The cork and K5NA TPS covering the GEI and cableways was generally

in good condition. Very little heat effect was observed, consisting of only slight paint

discoloration and blistering. Some of the GEI cable runs had small areas of missing

cork on the aft edges of the runs at intermittent regions. These minor cork losses

were all attributed to aft edge hits caused by nozzle severance debris impact during

reentry, splashdown loads, and handling problems.

4.8.3.2 Debris Assessment. NSTS debris criteria for missing TPS were not violated.

The TPS cork pieces that were missing were all caused by nozzle severance debris

and/or splashdown loads and debris. There were a total of four aft edge hits--three on

the LH motor and one on the RH motor. The largest GEI cork piece missing was

approximately 2.5 by 2.5 by 0.5 in., or 3.1 in). This piece was located at Station 691 at

approximately 240 deg. It was either a handling or a splashdown scrape and left a

clean substrate.

This flight set is the first flight to use stencils in place of labels to mark the

GEI measurement stimulation identification number (MSID) locations on the case

REVISION DOC NO

SEC

TWR-17546-1 I voL

)pAQE 58

90407-5.10
T_--__ CORPORA T IO N

SPACE OPERATIONS

surface. The action of removing these labels resulted from debris concerns raised

during STS-30R postflight inspection, when many labels were missing. The epoxy

closeout over the GEI MSID labels, generally up to 0.125 in. thick, became the

material of debris concern.

4.8.3.3 Mean Bulk Temperature Predictions. Mean bulk temperature predictions were

performed at various times with respect to the launch of STS-33R. They were

predicted for the time of launch and are summarized as follows:

L-9 Days L-2 Days L-24 hr

Historical 13 Nov 1989 20 Nov 1989 21 Nov 1989 Postflight

PMBT (°F) 69 73 73 73 71

FBMBT (°F) 74 74 .... 75

The final postflight predictions from reconstructed data yield a PMBT of 71 ° F

and an FBMBT of 75°F. The prelaunch predicted PMBT was 2°F higher than the

postfiight predicted PMBT using reconstructed ambient data.

All predictions were based on the following four sources of data:

1. Thiokol Launch Support Services (LSS) office (faxed weather data)

2. KSC weather station (modem transmission)

3. Florida Solar Energy Center (FSEC) (modem transmission)

4. Central Databasing Service (CDS) data collected at HOSC (faxed weather data)

The data from the Thiokol LSS office were used wherever possible and were the

primary source of environmental data. The ambient temperature from the KSC

weather station was used as the next source along with windspeed and direction from

the FSEC. The ambient temperature data from the FSEC were used only when the

other sources were unavailable. The FSEC, however, was the sole source for sky

temperature and solar flux. The CDS data collected at HOSC during the countdown

was the ambient temperature data used during the 66 hr prior to launch.

The FBMBT calculations were not conducted prior to launch since prelaunch

estimations indicated that the FBMBT would be approximately 74°F. Postflight

predictions placed the FBMBT at 75°F.

4.8.3.4 On-Pad Environment Evaluations. Actual environmental data for the final

24 hr prior to launch can be visualized in Figures 4.8-1 through 4.8-5 and summarized

together with GEI in Table 4.8-2. The ambient temperature recorded during a 66-hr

.EV,S,ON DOCNO TWR-17546-1 I voL

SEC JPAGE 59

90407-5.11
T____k_ CORPORATION

SPA CE OPERA TIONS

I00

r_ 90

"-" 80

r-4

[-

< 70

6O

5O

-24

"NOTE:

3O

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

- 2

TIME (HOURS)

T-O REF (SRB IGNITION): 327:00:23:30 000

PLO'FrED FROM NRT DATA (tSPM)

ALL REF INSTR BASED ON SRM ORIENTATION

-6

LEGEND K_rgrA00 I IA 0U_BIENT)

Figure 4.8-1. Ambient Temperatures at Camera Site No. 3

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

110

r_

[-,

o

z

C_

C_

_L

5')

C_

Z

2O

10

0

-24

*NOTE:

- 8

T-0 REF (SRB IGNITION): 327:00:23:30 000

PLOI'I'ED FROM NRT DATA (|SPM)

ALL REF ÁNSTR BASED ON SRM ORIENTATION

Jll ,J,,

-12 -6 0

TIME (HOURS)

0 _oo_ (__NDspin

RIGHT-AIQS LEGEND

[] Y,m'rAooZA 0U_m_-NT}

Figure 4.8-2. Windspeed at Camera Site No. 3 (overlaid with ambient)

100 A

90

80

[--,

[--,

70 Z

_=_

60 <c

5O

REVISION DOC NO

SEC

TWR-17546-1 I rot

[P*GE 60
T/__--_ CORPORA T/ON

SPA CE OPERA TIONS

360

u_ 270

Z

O

E-. 180

C_

m 9o

0

-24

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

1

[MII, _L_,I

Iflll[Jillllil. L..[

'lillJ'I"'lIJL, itltl_ll

- 8 - 12 -6

TIME (HOURS)

I

L.,i., m,.

ITN

p_

"NOTE: T-0 RIrF (SRB [GNrrloN): 327:00:23:30 000

PLOI'TED FROM NRT D_TA (1SPM)

ALL REF [NSTR BASED ON SRM OREbrrATION LEGEND I

O _oo2x (PEGAZ)

RIGHT- AXIS LEGEND

[] K_AOQ IX (A.M_/_)

0

Figure 4.8-3. Wind Direction at Camera Site No. 3 (overlaid with ambient)

ZERO REF: 723 PM EST (KSC) 22-NOV-1909

100

II0

100 _-_

L_

9O m

8O m

70 Z

f_

6O <

5O

110

[..,

>

[-,

80

60

40

20

0

-24

.___Y

/

- 8 -12 -6

TIME (HOURS)

I LE_E_ • NOTE: T-0 REF (SR_ IGNITION): 3_7:00:23:30 0OO r

C KIgI"QA_O LA (HUMIDITY) rLorr_)fROM NRT DATA ([SPM)

| R2GNT- AXIS L_GP-21D

ALL _ _STR _tSED ON SRM ORLgN_ATION l 0 K]_AOOIA (AMBIENT)

Figure 4.8-4. Humidity at Camera Site No. 3 (overlaid with ambient

0

100 _-_

_D

90 a_

8O a_

70 z

60 <

5O

REVISfON DOCNO TWR-17546-1 [ VOL

SEC I P_G_ 61
T_ CORPORA T/ON

SPA CE OPERA TIONS

31,0

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

110

Z

v

09

U_

30.5

30.0

29,5 A

29.0

-24

*NOTE

-18 -12 -6

TIME (HOURS)

T-O REF (SRB IGNH'ION): 327:00:23:30.000

pLOTTED FROM NRT DATA (ISPM)

RE}" INSTR BASED ON SRM OR/ENTATION

I00 --.

_D

90 c_

a.

80

[-.

60 <

LEGI_ND

(_ K]crP_U)OIA

RIGHT-/d(lS [J_CEND

O K]crl'AO0IA (._(BI£NT)

50

0

Figure 4.8-5. Barometric Pressure at Camera Site No. 3 (overlaid with ambient)

REVISION DOCNO

SEC

TWR-17546-1 I voc

I PAGE 62
T_ CORPORA T/ON

SPA CE OPERA TIONS

period prior to launch varied from 50 ° to 76°F. The normal temperature range

experienced during the month of November is from a low of 62°F to a high of 73°F.

The 51°F temperature, which occurred over a 6-hr period from midnight to 6:00 a.m.

on 21 November, represents a minus 1- to minus 2-sigma deviation from the historical

November temperature for the same timeframe. The windspeeds during this same

timeframe were lower than historical conditions.

The local on-pad environment due to November historical predictions suggests an

average I°F temperature suppression while the ET is loaded and when winds are from

the north. The actual wind direction during the LCC timeframe oscillated from the

east to the south. From GEI assessments, there was no evidence of temperature

suppression due to ET cooling effects.

4.8.3.5 LCC. No LCC thermal violations were noted. Measured GEI and heater

sensor data for the end of the LCC timeframe (T-5 minutes) are presented in Table

4.8-5 and are compared with the LCC requirements.

The igniter heaters were activated for 18 hr, 20 minutes, and maintained the

required temperatures. However, the igniter temperature control band was changed

from 95 ° 25 ° to 95 ° ±I°F. This resulted in more frequent cycling and better heater

control. Cooldown, after heater shutoff, occurred over an approximate 7-hr, 13-minute

period and resulted in T-5 minute igniter sensor temperatures from 73 ° to 76°F.

These temperatures were only 5.5°F higher than the preactivation temperatures.

The six field joint heaters performed adequately and as expected with a 17°F

sensor temperature range of 90 ° to 107°F during the LCC timeframe. All 24 field

joint sensors recorded temperatures in the expected range. Prior to launch, an LCC

contingency was created to lower the minimum redline temperature at any field joint

from 85 ° to 69°F in the event of a complete heater failure. An IPR was written

against the LH aft field joint heater voltage, which read 290 V instead of the

nominal 209 V. This IPR was dispositioned when it was determined that the voltage

must have been nominal because the current reading was nominal. In addition, the

heater circuit breaker was not tripped as it would have been had the voltage actually

been 290 V.

The SRB aft skirt purge operation was activated approximately 15.5 hr prior to

launch. When the LCC timeframe began, nearly 6 hr later, all six case-to-nozzle joint

REVISION DOC NO

SEC

TWR-17546-1 I VOL

I PAGE 63

90407-5.12
T_._O'_--_O_ CORPORA TION

SPA CE OPERA TIONS

Table 4.8-5. STS-33R T-5 Min On-Pad Temperatures (°F)

(represents end of LCC timeframe)

L-12 Hr November Actual

Component Predictions* Historical GEI LCC

Igniter Joint

RH 73-77 86-88 73-74 66-123

LH 73-77 86-88 74-76 66-123

Field Joint

RH Forward 96-102 97-103 98-100 85-122"*

LH Forward 96-102 97-103 94-97 85-122

RH Center 96-102 97-103 96-100 85-122

LH Center 96-102 97-103 98-101 85-122

RH Aft 96-102 97-103 93-98 85-122

LH Aft 96-102 97-103 97-102 85-122

Nozzle/Case Joint

RH 82-88 85-87 82-85 75-115

LH 82-88 85-87 82-82 75-115

Flex Bearing Aft

End Ring

RH 82-90 85-87 80-86 NA-115

LH 82-88 85-87 83-83 NA-115

Case Acreage (deg)

RH 45 -- 64-65 66-67 --

135 -- 64-65 64-67 --

215 -- 67-68 64-70 --

270 62-66 67-68 66-67 35-NA

325 -- 64-65 66-67 --

LH 45 -- 65-66 64-67 --

135 -- 64-65 66-67 --

215 -- 64-65 66-69 --

270 62-66 66-67 66-67 35-NA

325 -- 66-67 64-65 --

Local Environment

Temperature 59 65 66 38-99

Wind Speed (kn) -- 12 6-8 24

Wind Direction -- N SW SW-SE

Cloud Cover Clear

*Predictions for anticipated launch window at T-5 min

**Field joint sensor lower limit will drop from 85°to 69°F in the case of a complete

heater failure

REVISION DOC NO

SEC

TWR-17546-1 Jrot

]pAGE 64

90407-9.3
7='_ CORPOR4 TIO/V

SPA CE OPERA TIONS

temperature readings were 75°F or above. There was concern that the minimum

75°F LCC temperature would not be reached prior to the LCC timeframe and

appropriate action was taken to avoid this occurrence. At the end of the LCC

timeframe the temperature range of the case-to-nozzle joint sensors was 82 ° to 85°F.

IR measurements taken by the IR gun during the T-3-hr ice/debris pad

inspection were not reported. The STI temperature measurements were used along

with the GEI measurements to monitor SRM surface temperatures. Temperatures

varied between 64 ° and 66°F during the T-3-hr pad inspection for both STI and GEI

temperatures.

4.8.3.6 Prelaunch Thermal Data Evaluation. Figures 4.8-6 through 4.8-10 show

locations of the GEI and joint heater sensors for the igniter adapter, field joints, case

acreage, nozzle region, and aft exit cone, respectively. Figures 4.8-11 through 4.8-40

present November historical predictions. These predictions are based on event

sequencing, as specified in Table 4.8-6. Figures 4.8-41 through 4.8-97 show actual

STS-33R countdown data.

The ambient temperature was 1- to 2-sigma below the historical value while the

vehicle was on the pad. The ambient temperatures the day before launch were about

5°F colder than the normal November temperatures. Despite the actual and historical

ambient temperature differences, the November historical on-pad predictions were

quite accurate. Only in the ET attach and igniter joint regions did the historical

predictions differ significantly from the actual GEI data. The LCC time period (T-6 hr

to T-5 minutes) predictions were about 5°F higher than the actual data because the

ambient temperatures were about 5°F lower than the historical values (Table 4.8-2).

The T-5 minute historical versus actual temperature comparisons were in close

agreement except for the actual igniter joint temperatures which were 12 ° to 14°F

lower than the historical average (Table 4.8-5). The L-12-hr predictions of launch time

conditions, which incorporate an environmental update for the last 24 hr prior to

launch, were in good agreement with the GEI.

Postflight reconstructed predictions of GEI and igniter/field joint heater response

were performed using the actual environmental data from the 24 hr prior to launch.

A few examples of the predictions, compared with actual measured sensor data, are

found in Figures 4.8-98 through 4.8-113. Reasonable agreement is apparent in all

areas except the ET attach ring, the left SRB systems tunnel, and the case-to-nozzle

REViSiON Doc_o. TWR-17546-1 I voc

SEC I PAGe

90407-5,13
T__--_ CORPORA T/ON

SPACE OPERATIONS

REVISION

(.)

C)

_J

B

o

==

-=

= a

®o i°_

I=_

Q

_- == I =Ee- o

e po

<e

ooc NO TWR-17546-1 I vo_

SEC I PAGE 66

U_

<

LI,,I

¢.:1

o

Eo

o

I.I.

I

co

==

IJ.
_'/_/_ CORPORA TIO N

SPA CE OPERA TIONS

0

• )

I

<

REVISION ooc _o TWR-17546-I J vo_

SEC j _e 67
"/_/_ CORPORA rloN

SPACE OPERATIONS

0 0 0 0

w _

2

• • • _

"0 "0 "_ "0 _ "0 "0 "0

O'J

f_, ol)

o<><o oO_o

REVISION

nO<_o

ID "0 "O ID ID ID _D

0 0 0 0 0 0 0

o)

o o o o

o0<_o

OOC NO

SEC

TWR-17546-1 I vo_

I PAGE 68
T_O')_--_ CORPORATION

SPA CE OPERA TIONS

REVISION

DOCNO.

$EC

o

c

Q.

E

0

o

_1

"o

TWR-17546-1 I voL

I pAGE 69

m

uJ

(.'3

G)

¢-

O

o

,m

O

Z

o-;

I

oo

.=

::3

13)

U.
T_ CORPORATION

SPACE OPERATIONS

REVISION

<

,-n

o

o

c

0

o

,<

o

5"

o_

DOCNO

SEC
__--_ CORPORA TION

SPACE OPERATIONS

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

NOVEMBER

110

L

v

Ld

F-

<

w

Q_

L,I

t--

_05

100

g5

9O

85

80

75

70

65

60

*NOTE:

1

i

I

I

1

I

I

I

\,

30 40

E

t_9_.

:_tg- n_{3 /

F}

\\,

0 10 20

TIME (HOURS)

ASSUMED T_ME OF LAUNCH AT

68.0 HOURS INTO THE SCEI_IO

HEATERS ST_T AT 56.16667 HOURS

El" INOUCEO ENVIRONMENT AT 59 833.] HOuR

-_l 3i ul "l II

\

{

\

"I:I

\

50 60 70

ZERO REF AT MIDNIGHT

I LOCAnON (OEG)

- - U- - 26s

--I I 275

._ At, IBICNT

i,

Ld

{Z

f--

rF

bJ

W

F--

120

115

110

105

100

95

9O

85

8O

75

Figure 4.8-11. RH SRM Ignition System Region--Heater

and GEI Sensor Temperature Prediction

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

NOVEMBER

70

65

60

*NOTE:

L',,.

I

:K

!i/

L

h4 d

I/_'t

\

r _.._

0 10 20 30 40 50 60 70 80

TIME(HOURS) ZERO REF AT MIDNIGHT

_SUMFcO TIME OF LAUNCH AT

68.0 FLOURS INTO THE SCENARIO

HEATERS START AT 56.16667 FLOURS

ET INOUCEO ENVIRONMENT AT 59.8333 HOUR I__ -- ,zLOC_JlO_I_@EG ) AT STA &_| 5

-- '--_. - 135

-- -'b_ -- 195

- V - aEN,

Figure 4.8-12. RH SRM Forward Field Joint--Heater Sensor Temperature Prediction

REVISION DOC NO•

SEC

TWR-17546-1 I vo_

I_'AGE 71
SPACE OPERATIONS

120

115

110

._. 105

i,

"-" I00

LJ

c_ 95

D

_- O0 <

#Y

,,, 85

EL

:_ 8O

bJ

_- 75

7O

65

6O

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

NOVEMBER

F_i>" _ mTM _/ _ f ,_

0 10 20 30 40 50 60 70 80

TIME (HOURS) ZERO REF AT MIDNIGHT

*NOTE: ASSUMED TIME OF hAUNCH AT

680 HOURS INrO THE" SCENARIO

HEATERS START AT 56 16667 HOURS

IET INDUCED ENVIRONMENT AT 59 8333 HOUR

_LOCATIONI(DEG)---- 5 AT STA 1171,5 (.-)

-- --['_ • - 135

-- --_, • - tgs

-- _ -- 2as

: @ _BIENT

Figure 4.8-13. RH SRM Center Field Joint--Heater Sensor Temperature Prediction

120

115

110

105

LI_

"_ 100

kJ

cr 95

_- 90

(:t:

w 85

Ck

_ 80

1,1

_- 75

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

NOVEMBER

70

65

60

RRv_

rd_

v _ r-

\

0 10 20 30 70 80

TIME (HOURS)

f

4O 50 6O

ZERO REF AT MIDNIGHT

_7---_-(-_ - ,_s

_( AMBIENT

•NOTE: ASSUblED TIUE OF LAUNCH AT

68.0 HOURS INTO THE SCENARIO

HEATERS START AT 56 16667 HOURS

El" INDUCED ENVIRONS, lENT AT 59 8333 HOUR

Figure 4.8-14. RH SRM Aft Field Joint-Heater Sensor Temperature Prediction

REVISION DOCNO TWR-17546-1 Ivo_

SEC I P_G_ 72
T_'_ CORPORA T/ON

SPACE OPERATIONS

90

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

NOVEMBER

85 , .,I

LL

v 80

L,J

Or"

75

<

cc

L_

C)._

:_ 70

LiJ

e65

50

Q

/ \

¢

A 1,-,.

0 10 20 30

TIME (HOURS)

•NOTE ASSU_4ED TIME OF LAUNCH AT

680 HOURS _NTO THE SCENARIO

N_TERS S[ART AT 56 16667 HOURS

ET INDUCED ENVIRONMENI AT 59 8333 HOUR

\

40 50 60 70 80

ZERO REF AT MIDNIGHT

I _oc,,,noN (DEG)ATSTA 1875 I

Figure 4.8-15, RH SRM Nozzle Region--GEI Sensor Temperature Prediction

BASED ON KSC MONTHLYHISTORICALENWRONMENTALDATA

NOVEMBER

85

b_

I.j

cY

I,--

<

c_

Q_

u

I---

8O

75

7O

65

60

,NOTE:

0 IO 20 30

TIME (HOURS)

ASSUMED TiME OF LAUNCH AT

_80 HOURS INTO 'FI_E SCE,'V,,t_tO

HEATERS STA,RT AT 5616667 HOURS

El" INDUCED ENVIRONMENT Ar 59833,3 HOuR

40 50 60 7b 8O

ZERO REF AT MIDNIGHT

-- --_"_-- - 135

-- -_-- - 32_

-- _, -- _o

_' /_IeIENT

Figure 4.8-16. RH SRM Forward Case Acreage--GEI Sensor Temperature Prediction

REVISION OOCNO. TWR-17546-1 I voL

SEC (PA_E 73
T/-_-_I_--_ CORPORA TIO IV

SPA CE OPERATIONS

85

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

NOVEMBER

b_

LU

FF

D

IY

I.J

O_

LI]

I.--

8O

75

7O

65

6O

0 IO 20 30

TIME (HOURS)

• NOTE ASSUMED T_ME OF LAUNCH AT

68.0 HOURS INT0 THE SCENARIO

H--_TEt_ START AT 56 16667 HOURS

LET INDUCED ENVIRONMENT AT 59.8333 HOUR

xx

40 50 60 70" 80

ZERO REF AT MIDNIGHT

I_ _ _L__;O%DtG),, sT,,o9,,5

-- -_']-- - 135

-- _#, -- 270

-- ._-- 215

._ /UhlBIENT

Figure 4.8-17. RH SRM Forward Center Case Acreage--GEI Sensor Temperature Prediction

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

NOVEMBER

85

8O

w 75 o_

I-

<

ol

LJ 70 EL

I,I

65

6O

0 I0 20 30

TIME (HOURS)

• NOTE: ASSUMED TIME OF lAUNCH AT

68 0 HOURS INT0 THE SCENARIO

HEATERS START AT _,6.16667 HOURS

ET INDUCED ENVIRONMENT AT 5982,33 FLOUR

'K

2,

>

\

40 50 60

ZERO REF AT MIDNIGHT

l_ _ __o_3o%_D_mA,S_*_,,'5

-- -_-- - 135

-- _-- 215

AMBIENT

70" 80

Figure 4.8-18. RH SRM Aft Center Case Acreage--GEI Sensor Temperature Prediction

REVISION DOC NO

SEC

TWR-17546-1 I VOL

I PAGE 74
T_/_ CORPORA T/OA/

SPACE OPERATIONS

85

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

NOVEMBER

b_

v

hJ

(3C

t--

<

oc

bJ

O_

LJ

t--

8O

75

7O

65

6O

0 10 20 50

TiME (HOURS)

•NO[E: ASSUMED TIME 01r LAUNCH AT

68.0 HOURS INTO THE SCENARIO

HEATERS ST/_RT Ar 56, T6667 HOURS

El" INDUCED ENVIRONMENT AT 59 8333 HOUR

L

40 50 60

ZERO REF AT MIDNIGHT

I _ _.%(oEc) .TsT.,75,._

-_- -,35

-- --Y_--- 325

-- _ -- 270

_B,E,NT

70 8O

Figure 4.8-19. RH SRM Aft Case Acreage--GEI Sensor Temperature Prediction

85

8O

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

NOVl MBER

LL

L_ 75

Od

(]c

"' 70

_ '

I---

65 ] "x.,,

;l'_x6O

A

,t

0 10 20 30

TIME (HOURS)

• NOTE ASSUMED TIME OF LAUNCH AT

68 0 HOURS INTO THE SCENARIO

HEATERS ST_qr AI" 56 16667 HOURS

El" INDUCED ENVIRONMENT AT 59 8333 HOUR

vCx'_

Y

/

A,,

40 50 60 70 80

ZERO REF AT MIDNIGHT

.... - _./_. A_BIENT,.o- 1

Figure 4.8-20. RH SRM Forward Dome Factory Joint--GEI Sensor Temperature Prediction

REVISION ooc No TWR-17546-1 J voL

SEC [ _A_E 75
"7"_ CORPORA TlO/'v'

SPACE OPERAT/ONS

85

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

NOVEMBER

Ld

(3/

<

rY

L.d

CL

Ld

I--

8O

75

7O

65

6O

/,

0 I 0 2O 30

TiME (HOURS)

,NOTE; ASSUMED TIME OF LAUNCH AT

68.0 FLOURS INTO THE SCENARIO

HEATERS START AT 56 16667 HOURS

lET INDUCED ENVIRONMENT AT 59 8333 HOuR

>

L

40 50 6O

ZERO REF AT MIDNIGHT

-- --_-- - 13.5

-- -_-- - 32s

- _F-- i;_

_, WUUBJENr

7O 8O

Figure 4.8-21. RH SRM Forward Factory Joint--GEI Sensor Temperature Prediction

85

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

NOVEMBER

L_

bd

<_

CIC

W

(3_

LLI

I---

8O

75

7O

65

6O

#,

:y

_,i_\ ,

0 I0 20 50 70 80

TIME (HOURS)

*NOTE ASSUMED TIME OF LAUNCH AT

68.0 HOURS INr0 THE SCENARIO

HEATERS ST,I_RT AT _6 16667 HOURS

ET INDUCEO ENVIRONMENT AT .59,8533 HOUR

40 50 60

ZERO REF AT MIDNIGHT

Figure 4.8-22. RH SRM Aft Factory Joint--GEI Sensor Temperature Prediction

REVISION DOCNO TWR-17546-1 I vo_

SEC I _A°_ 76
T__--_ CORPORAT/O/V

SPA CE OPERATIONS

85

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

NOVEMBER

L_

E_

I--

<

or"

LLJ

0_

L_J

I---

8O

75

7O

65

6O

0 I0 20 30 TO 80

TIME (HOURS)

• NOTE ASSUMED TIME OF LAUNCH kT

680 HOURS INT0 THE _EN,_tO

HEATERS START AT 56,16667 HOURS

INDUCED ENVIRONMENT AT 59,8333 HOUR

40 50 60

ZERO REF AT MIDNIGHT

I _#o._c) ,, sT,,,8,7.6

---- ---- t,50

-- --_ 270

Figure 4.8-23. RH SRM Aft Dome Factory Joint--GEI Sensor Temperature Prediction

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

NOVEMBER

9O

85

/--..

LI_

v 80

LM

[K

_- 75 <

cw

LIJ

£L

70

w

b6O

0 10 20 30 40 50 60 70 80

TIME (HOURS) ZERO REF AT MIDNIGHT

Figure 4.8-24. RH SRM Tunnel Bondline--GEI Sensor Temperature Prediction

REVISION DOC NO

SEC

TWR-17546-1 I voL

IPAGE 77
_"_ CORPORA TION

SPA CE OPERA TIONS

9O

85

L_

v 80

i,i

cF

_- 75 <

cY

bJ

D_

:_ 70

LIJ

t---

65

6O

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

NOVEMBER

A*

0 10 20 .30 40 50 60 7"0

TIME (HOURS) ZERO REF AT MIDNIGHT

•,NOTE ASSUI, IEO Ti.WE C_ LAUNCH AT f -- -- _I--_L--(_--_:)N2._.01_G) Air STA 15 1 1

68.0 HOURS INTO THE SCENARIO I -- --H_

266

HEATERS START AT 56,16667 HOURS -- _'_--_-- - 320

El" INOUCED ENVIRONMENT AT 59.8333 HOUR -- _ -- 45 AT STA 1535

TC - _B_NT

80

Figure 4.8-25. RH SRM ET Attach Region--GEI Sensor Temperature Prediction

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

OCTOBER

110

I,

Ld

F-

<(

C)::

Ld

EL

L_

I--

100

9O

8O

7O

6O

,NOTE

 ",Irflll

I

\

\

/ \

0 10 20 .30 40 50 60 70

TIME (HOURS) ZERO REF AT MIDNIGHT

ASSUI4ED TI_E OF LAUNCN _I [ . LOCAI_0N (D_G)

I

- - bJ- - _6s

68 0 HOURS INTO TIIE SCENARIO -W 275 HEATERS START AT 56 16667 HOURS = AMBIENT

El" INDUCED ENVIRONMENT AT 59.8333 HOUR

Figure 4.8-26.LH SRM IgnitionSystem Region--Heater and

GEl Sensor Temperature Prediction

8O

REVISION DOCNO TWR-17546-1 I voc

SEC I PA_E 78
T_ CORPORA TIOIV

SPACE OPERATIONS

LJ

n_

<

E_

LJ

EL

LJ

110

100

9O

8O

7O

6O

,NOTE

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

OCTOBER

_,C L'O,

_,,,(h

I

I

I

r/

I

0 10 20 30 40 50 60 70

TIME(HOURS) ZERO REF AT MIDNIGHT

ASSUM[O TIME OF LAUNCH AT

68 0 HOURS INTO THE SC£N_IO

HEATERS START AT 56 16667 HOURS

INDUCED ENVIRONMENT AT 59 8353 HOUR

_)..LO_"ON --- mere _ ,T sr__5,.5

- -[]- - !35

-- -4#-- - ,9s

-- _ -- 285

AMBIENT

Figure 4.8-27. LH SRM Forward Field Joint--Heater Sensor Temperature Prediction

v

L_

CE

<(

C_

LLJ

d_

L,_J

F--

110

100

9o

8O

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

OCTOBER

7O

6O

.,C ~'Q

0 10 2O 30

TIME (HOURS)

•NOTE ASSUME0 TIME OF _UNCH AT

68 0 HOURS INTO THE SCENARIO

HEATERS START AT 56 16667 HOURS

El" INOUCED FNVIRONMENT AT 59,8555 HOUR

I

I

I

1

40 50 60 7O 8O

ZERO REF AT MIDNIGHT

L_n_(0EG)___ 5 Arsr,,,7,5

-- --E]-- -- 135

__ -.___ _ !9_

_B_NT

Figure 4.8-28. LH SRM Center Field Joint--Heater Sensor Temperature Prediction

REVISION DOC NO

SEC

TWR-17546-1 J vo_

J PAGE 79
_"_ CORPORA T/O/_

SPACE OPERATIONS

A

b_

LJ

CY

F-

<

LJ

D_

LJ

H110

100

9O

8O

7O

6O

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

OCTOBER

0 10 2O 5O

TIME (HOURS)

• NOTE: ASSUMED TIME OF LAUNCH AT

680 HOURS INT0 THE SC[NARI0

H_TERS ST_T AT _'a6.16667 HOURS

ET INOUCED ENVIRONMENi" Ar ,59.8333 HOUR

P

I

I

t

40 50 60 70 80

ZERO REF AT MIDNIGHT

Figure 4.8-29. LH SRM Aft Field Joint--Heater Sensor Temperature Prediction

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

OCTOBER

85

L_

I,I

11:

D

<

12::

LLI

EL

I,I

I--

8O

75

7O

65

6O

.NOTE:

0 10 20 50

TIME (HOURS)

ASSUMED TIIaE OF LAUNCH AI

_,0 FLOURS iNTO TME SCENARIO

HEArERs SD_RT Ar 5616667 HOURS

ET INOUCED ENVIRONMENT AT 59.833.3 FLOUR

,@,

,: "t

7i [,C'\

/ \

,---. / _

40 50 60 7"0 80

ZERO REF AT MIDNIGHT

_LOCATION0(DEC ) AT STA 1875 I

----_: " !20

-- - - 240

"-_ - A_BIENT

Figure 4.8-30. LH SRM Nozzle Region--OEI Sensor Temperature Prediction

REVISION oocNo TWR-17546-1 I vo_

SEC JPAGE 80
T/_-_/_ CORPORATION

SPA CE OPERA TIONS

REVISION

78

76

74

L

"_ 72

cF

D 70

68

c1_

_ 66

bBASED ON KSC MONTHLY HISTORICAL ENVIRONMETNAL DATA

OCTOBER

64

62

60

,NOTE

i

J_

l

' / \w

c_r ,_

0 10 20 50 40 50 60

TIME (HOURS) ZERO REF AT MIDNIGHT

I _'-_2'%_°E°_ A,ST,,,..+,+, ASSUMED TIME OF LAUNCH AT

68.0 HOURS INTO THE SCENARIO _ __

HEATERS START AT ,5616667 HOURS -- ---_-- --- 325135

El- INDUCED ENVIRONMENT AT 59.8333 FLOUR -- _ -- 270

7O 8O

Figure 4.8-31. LH SRM Forward Case Acreage--GEI Sensor Temperature Prediction

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

OCTOBER

78

*NOTE

0 10 20 50

TIME (HOURS)

ASSUMED TIME OF LAUNCH AT

680 FLOURS INT0 THE SCENARIO

HEATERS START AT 56 16667 HOURS

El INDUCED ENVIRONMENT AT 5982,33 HOUR

_X

40 50 60

ZERO REF AT MIDNIGHT

I_ _ _o0,._r, oN_DE_ATSTA,0,,._

- -_-- - +35

-- _-- - _2s

-- _ -- 2_o

-- ;_:-- 2_5

_SI_NT

Figure 4.8-32. LH SRM Forward Center Case Acreage--

GEI Sensor Temperature Prediction

8O

DOC NO

SEC

TWR-17546-1 ] vot

(PA_ 81
_"i_--_OIC--4_ CORPORA T/ON

SPACE OPERATIONS

78

76

74

b_

v 72

w

(2:

D 70

t.-

<I:

(z 68

I..D

(2_

_ 66

kJ

I--

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

OCTOBER

64

62

6O

\W

_>\_

,"ff /,i

,,TIf_ ,'m ,l V,_J", d/

-" t _.1_ "="

10 20 30

TIME (HOURS)

0 79 80

,NOTE: ASSUMED DI,_E OF LAUNCH AT

6B 0 HOURS INTO THE SCENARIO

HEATERS START AT 56 16667 HOURS

El" INDUCED ENVIRONMENT AT 59 8333 HOUR

40 50 60

ZERO REF AT MIDNIGHT

I __O<:AT,ON t_>C_) A,ST",,,,_

--__-_-_

I -- -@_--- }2_

L _'_ A_BIENT

Figure 4.8-33. LH SRM Aft Center Case Acreage--GEI Sensor Temperature Prediction

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

OCTOBER

78

76

74

v 72

bJ

fld 70

t--

r_ 68

LLI

13.

66

LIJ

64

62

60

' l.,' '1 :

:7 li _#, V. Itt

I:__

0 10 20 30

TIME (HOURS)

•NOTE: ASSUMED TIME OF LAUNCH AT

68,0 HOURS INTO THE SCENARIO

HEATERS START AT 5.6 16667 HOURS

E-"r INDUCED ENVIRONMENT AT .59.8333 HOUR

R_

I

I:

1

40 50 60

ZERO REF AT MIDNIGHT

I_ _ _,__ooL,_(#t:m,,_STA,_,_

- -_"_-- - 135

-- _ -- 270

-- _c-- 21.5

70 80

Figure 4.8-34. LH SRM Aft Case Acreage--GEI Sensor Temperature Prediction

REVISION oocNO TWR-l?546-1 I vo_

s_c IPAGE 82
T_(__ CORPORATION

SPACE OPERATIONS

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

OCTOBER

62

78

76 _'_ /_)

I

_"-_ 72 / _ .'"=" '_/"._

D 70 r_

< ,/ \t /

68

2' \_, t'tl_

_ 66

6O

k

®

I

,A

't,

:2. #4

t'tT-'

I;_ II.

_,. _t'

t3 "' Ill

- [gx%,_

I

L_

0 10 20 30

TIME (HOURS)

• NOTE ASSUMED TIME OF _AUNCH AT

6fi0 HOURS INTO THE SCENARIO

HEATERS START AT 56.16667 HOURS

E'T INDUCED ENVIRONMENT AT 59 8,333 HOUR

40 50 60 70 80

ZERO REF AT MIDNIGHT

I_ __:_LocLT_o_m,,TsT,,s_,.s

.... 15,0

-- --- 270

Figure 4.8-35. LH SRM Forward Dome Factory Joint--GEI Sensor Temperature Prediction

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DAIA

OCTOBER

78

76

74

"--" 72

L_J

Q: D 70

p-.

68

EL

:_ 66

i,i

F_

64

62

_, 7ff /

_' ,_ dr' _ ,'(/)/

g ?. #_

6O

\L#]

0 10 2O 30

TIME (HOURS)

•NOTE ASSUMED TIME OF LAUNCH AT

680 HOURS INT0 "N,IE_CEN, A,RIO

H.,_wTERS START AT 56 I6667 HOURS

ET INDUCED ENVIRONMENT AT 59.8333 FLOUR

40 50 60 70 80

ZERO REF AT MIDNIGHT

I_ _ _L_oo,2,oN,(#E_ ,,_s'r,,_,.s

-- --_'-'_-- - 135

-- _ -- 270

.. Pt , AI4_IENT

Figure 4.8-36.LH SRM Forward FactoryJoint--GElSensor Temperature Prediction

REVISION DOCNO.

SEC

TWR-17546-1 [ vot

] PAGE83
SPACE OPERATIONS

78

76

74

b_

"-" 72

b3

Or"

D 70

F-

<

c_ 68

LJ

13_

66

L_

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

OCTOBER

64

62

60

,NOTE

I

I

/ \t, _^ _V. \'__,. iV,

.k _ i, ,_ _ ,, r_,,-,,._._ j ',

C

A

0 10 20 30 40 50 60

TIME (HOURS) ZERO REF AT MIDNIGHT

68o HOURS _NtO THE SCENaRiO -- -- ------ 150

HF_TERS START AT 56J6667 HOURS -- -- - 270

El"INDUCED ENVIRONMENT AT 59.833) HOtAR _ , A_AEIENT

L_

7O 8O

Figure 4.8-37. LH SRM Aft Factory Joint--GEI Sensor Temperature Prediction

78

76

74

v 72

Ld

[21

70

t---

<

c_ 68

bJ

0._

_ 66

/N

I

2

_F

k._l,

64 _. [

60

0

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

OCTOBER

,'c, 'b

I I k

_ ,'_

}', ,'11

\__ .'[, h, II-

?$:_ _ _ _!_ _',_

___ _ - ___ ,q

L_ El _

I

&

hX

_L

W

\\

} t

10 20 50 40 50 60 70 80

TIME (HOURS) ZERO REF AT MIDNIGHT

•NOrE; ASSUUED T_uE OF L_UNCH _ I __ ____'mL_OC_I_N_G) AI ST_ _SP.B

68.0 HOURS INtO TNE SCENARIO [ .... _ I_0

MEATERS STARTAi" $6.16667 _,URS -- -- - 270

ET INDUCED ENVIRONMENT AT 59.8333 HOUR - _y_ • _B_:NT

Figure 4.8-38,LH SRM Aft Dome Factory Joint--OEI Sensor Temperature Prediction

REVISION ooc No TWR-17546-1 J rot

SEe J,,AGE 84
T_ CORPORA TION

SPA CE OPERATIONS

BASED ON KSC MONTHLY HISTORICAL ENVIRONMENTAL DATA

OCTOBER

76

74

. 72

i,i

m 70

D

p-.-

<_

m 68 LLI

(3_

b--- 66

64

62

*NOTE:

.k

f

t

d

'1/ ,j :tl []

,T ,t 7

'l i/ _l rl

0 10 20 50 40 50 60 70

TIME (HOURS) ZERO REFAT MIDNIOHT

ASSUMED TIME Of- LAUNCH AT { -- {_ATION (IN) 779 AT 90 O_G LO_TIQN

68 0 HOURS INTO THE SCENARIO .... 1259

HEATERS START AT 56 16667 HOURS 1565

ET INDUCED ENVIRONMENT AT 59,8.]33 HOUR /_IBIENT

Figure 4.8-39. LH SRM Systems Tunnel Bondline--GEI Sensor Temperature Prediction

BASED ON KSC MONTHLY HISTORICAL PREDICTION

OCTOBER

95 _._,

J "-V*

__ 85 1

m 80

D I [_

I--

< _ _ It_ _ \^

rr 79

6O

0 10 20 30 40 50 60 70 80

TIME (HOURS) ZERO REF AT MIDNIGHT

_L0CA_ON (I>EG)At st^ _5tt

•NOTE: ASUUED TIME OF IAUNCH AT -- -- __J-- -- 220

6_.0 HOURS INT0 THE SCENARIO -- --_I-- -- 274

HEATERS START AT _6.16667 HOURS -- --_-- -- 320

Er INDUCED ENVIRONMENT AT 598333 HOUR -- _ -- ,I,5 AT STA 1535

-- _[(-- 135 AT STA 1535

, _wS_ENr

Figure 4.8-40. LH SRM ET Attach Region--GEI Sensor Temperature Prediction

REVISION DOCNO.

SEC

TWR-17546-1 I vo_

I PAGE 85
T_A_--_ CORPORA TIO N

SPACE OPERATIONS

Table 4.8-6. STS-33R Analytical Timeframes for Estimating Event Sequencing of

November Historical Joint Heater and GEI Sensor Predictions

Time (hr)

0:01

44:00

54:10

56:10

59:00

61:10

68:00

Note:

Countdown Events inAnalysis

12:01a.m. KSC EST (20 Nov 1989)

Igniterjointheateroperationbegins

on 21 Nov 1989 (L-24hr)

Aft skirt conditioning oepration begins

on 22 Nov 1989 (T-13 hr, 50 vain)

Field joint heater operation begins on

22 Nov 1989 (L-11 hr, 50 min)

Induced environments due to ET

refrigeration effects begins on 22 Nov

1989 (approximately L-9 hr)

Igniter heater shutoff/start cooldown

on 22 Nov 1989 (L-6 hr, 50 rain)

Assumed time of Launch 22 Nov

1989, 8:00 p.m. KSC EST

Figures 4.8-11 through 4.8-40 consist of a

2-day plus 22-hr scenario

REVISION

DOCNO

SEC

TWR-17546-1 I vot

[PAGE 86

90407-9.4
T,_J_A_ CORPORA T/ON

SPA CE OPERA TIONS

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

.-.. 100

a_ 90

c_

80

[--.

<_

70

I:L

60

/ vvrvvvvml rvwlTll_-r_l_ _LVtl _VV'VW_ _IN'VVvrSyl _

%._.

-18 -12

TIME (HOURS)

°NOT£ t-O RE}" (SRB IGNITION) 327:00:23:30000

PLOTTED /.ROM NRT DATA (ISPM)

ALL REF [NSTR BASED ON SEE[ ORIENTATION

50

-24 -6 0

Figure 4.8-41. LH SRM Igniter Joint Temperatures (overlaid with ambient)

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

.--. 100

L_

r.D

90

a::

80

E---

.<

70

fL

60

....... ttH,.t,..

50

-24 -18 - 2 -6 0

TIME (HOURS)

*NOTE T-O REF (SRB IGNITION): 32"7:00:23:30 0OO LEGEND

PLO'FTED FROM NET DATA (IS_:'M) KMI"rAOOIA (AMB|_MT)

B06TNO_SA (ICNil"Ee)

REF [NSTR B._I_) ON SRM OR, I_JCTATION -- BO_rSO_A (IGNITER)

Figure 4.8-42. RH SRM Igniter Joint Temperature (overlaid with ambient)

REVISION DOC NO

SEC

TWR-17546-1 [ voc

I PAGE 87
T_ CORPORA T/ON

SPACE OPERATIONS

110

ZERO REF: 7:;83 PM EST (KSC) 22-NOV-1989

.-. I00

c_ 90

[.d

80

[-.

7O

60

_cm .......

50

-24 - 18 -

"NOTE: T-O REF {SRB IGNITION): 32"7 O0 23 30 000

PLDI"I_D FROM t.RT DATA (ISPM)

ALl, REF INSTR BASED ON SRM 0P-._NTATION

I.... T"" _'a''r"_'l"'"rTr' v-"-'T '_

2 -6 0

TIME (HOURS}

Kl(rrAO0 ! A (AMBIENT)

, BOCI'/O60A (15 DEG)

806'I"ZO_tA 035 I)£G)

BO_l"70_2A (lg5 D£G_

BO6'TTO63A (285 DEG)

Figure 4.8-43. LH SRM Forward Field Joint Temperature (overlaid with ambient)

ll0

_-_ 100

90

c_ 80

9-

,<

7O

60

-,-,,-W.

ZERO REF: 7:23 PM EST (KSC) 22-N0V-1989

/

_LlUl

- 2

TIME (HOURS)

50

-24 - 18

*NOT_: T-O REF (SRB IGNITION): 327:00:23:30000

PLO'ITED FROM NRT DATA (ISPM)

ALL _ [NSTR BASED ON SRM ORIENTATION

/

_uLu_m,

| l III'R_'I I 5Ill It' if'Rill/' if# FIll

'1 _1' lp 'l "I I" I' II "|

-6 0

I

KMTTAO0 ! A (AMBIENT)

BO_TSO_OA (15 DEG)

BOSTBO61A (I35 DEG)

BOSTBO82A (195 DEG

BO6TSO63A (285 DEG)

Figure 4.8-44. RH SRM Forward Field Joint Temperature (overlaid with ambient)

REVISION OOC NO,

SEC

TWR-17546-1 I vo_

{ PAGE 88
_"_--4C__ CORPORA T/ON

SPA CE OPERA TIONS

r.

v

<

110

100

9O

80

ZERO REF: 7:23 Phi EST (KSC) 22-NOV-1989

-163 -12 -6 0

TIME (HOURS)

Pl_rn_) FROM NRT DATA (|SPM) K]I,IrTAOOLA (_B|ENT)

IMM_IrTO_4A (l_f, DEG)

ALL REF _STR BASED ON SP_ OP/ENTATION BO61"7065A (135 DEG)

BOeTTOe_A (195 DEG)

BOC_0S?A (285 DE'G)

Figure 4.8-45.LH SRM Center Field Joint Temperature (overlAid_th ambient)

110

100

t3

90

[-_

tX

80

[--

<

7O

60

ZERO REF: 7:23 P},{ EST (KSC) 22-NOV-1989

5O

-24 -18

TIME

*NOTE T-0 REF (SRB [GNrrIoN) 327:00:2330 000

PLOTTED IrROM NET DATA (LSPM)

ALL RE)" [NSTR BASED ON SRM OR_J4TATION

J

-12

(HOURS)

-6 0

=° K}trrAoo i A (._lBiEgr) I

• 0¢1"I_)84A (15 DEG)

_A (135 DI_G)

B)6"rso(l_l (ig5 DiG)

BO_TS0_TA (285 D[CG)

Figure 4.8-46. RH SRM Center Field Joint Temperature (overlaid with ambient)

REVISION

ooc NO TWR-17546-1 J voc

SEC [ PAGE 89
TJ__--_ CORPORA T/ON

SPACE OPERATIONS

110

..--. 100

O0

80

<

o-,

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

70

60 h][_.

5O

-24

_'"*'"rr("'TW' ¢

-18 -12

TIME (HOURS)

"NOTE: T-O REF (SRB IGNITION): 32,7:00:23:30000

P{A)TFED FROM NRT OATA (ISP_)

ALL REF [Nb_l'R BASED ON SRM oRIENTATION

IIIWI IiR!

'-Hpr'. ,* _ 'lr

-6 0

[_'GF.q D

BO6Y?O68& _tS DIG)

B06TT0e_A_135 DEC)

E_TTOTOA (195 DEG

I_1'7071A(285 DEG)

Figure 4.8-47. LH SRM Aft Field Joint Temperature (overlaid with ambient)

110

.-.. 100

90

80

<

_ 7o

[--' 60

50

-24 -18

ZERO REF: 7:23 PM EST (KSC) 22-NOVL

/

k_

- 2

TIME (HOURS)

[ 989

-6

KUI"rAOOtA |x.uazzzcr)

PLOTTED £ROI,_ NET DATA (ISPM) BO6TSO68A (iS DEC;)

ALL REF [NSTR BASED ON _ ORIENTATION _ BO6_gA (135 DI_G,)

BO61"8070A {19. =, DI_G)

BO61"8071A (?85 DRG)

Figure 4.8-48. RH SRM Aft Field Joint Temperature (overlaid with ambient)

REVISION oocNo TWR-17546-1

SEC [ PAGE

I VOI

9O
T_ CORPORA TION

SPACE OPERATIONS

v

f_

E-.

Cr_

C_

_J

E--

120

II0

100

9O

80

7O

L

5O

-24

*NOTE:

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

r

x

.=

i,

_ r-,--r_

J_

\

,,_,,,.,-

If r'I¢"_

_ wllmv,•

.%

- 8 - 2 -6

TIME (HOURS)

T-O REF (SRB IGRITION): 327:00:23:30000 _ K]KT'rAOOIA LF_EMD (AMBIENT)

pLOI"rED PROM N_ DATA (ISPM) | [_ Ro_rT04_ (0 DEG)

kLL P,EF INS'I'R BASED ON SRM ORIEbiTATION | ,_, BO_I-/OSOA (:L_'O DEG)

| (> BO_TTOSIA (240 DEG)

[ _ .... cHY,mo_(PuR_MP)

I . PJGHT-AXI5 LEGEND

I _" Gmn'eo,4A (PUR PRESS)

0

110

9O

7O

v

50

u_

U_

30 a_

10

-10

Figure 4.8-49. LH SRM Case-to-Nozzle Joint Temperature (overlaid with ambient)

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

I

I:

E_

F _

F

120

110

L_ I00

_J

C_

v

M 90

c_

E- 80

-<

c_

p. 70

E--

60

50

i *,_r_rr4

:if'J-_

i:_'_dr

_) :T,,'

.C

I

!

__,--/__,- -,,

., ---.._._.

I10

9O

w-w

70

C_

v

50 a_

Or)

fzJ

30 a_

c_

10

-I0

} (

-24 -18 -12 -6 0

TIME (HOURS)

LEGEND

*NOTE: T-O REF (SRB IGNITION): 32"7:00:23:30.000 ('_ KMTTAOOIA (._L]BIENT)

PLOTTED FROM NRT DATA (tSPM) _ BO_'_o4gA (180 DEG)

ALL REF [NSTR BASED ON SRM ORIE24TATION - BO_l"8050A (60 DEG)

• . - so_raoszA (3oo DEC)

• • • GH'YTBOI3A IPUR _)

RIGHT-AXIS LEGEND

-- -- • -- -- GHYPBOI4A (PUR PRESS)

Figure 4.8-50. RH SRM Case-to-Nozzle Joint Temperature (overlaid with ambient)

REVISION ooc NO TWR-17546-1 I VOL

SEC IPAGE91
__ CORPORA TlOIV

SPACE OPERATIONS

r_

£4

cb

v

#4

[--

<

Q_

E_

120

ZERO REF:

110

100

90

80

70

60

5O

-24

/

i:t

,,. !!f'

,L.. ,i,_ a .,_i :rV

' _1

7:23 PM EST (KSC) 22-NOV-1989

"NOTE:

I

I;!J...,.. ......:

S

" '; r,.....

_'-_ _ _ fT-;

_.I.IE_ __J-- --

/

I

i

!

I

_1 I f'-'lrT',

- 18 - 2 -6

TIME (HOURS)

t_3END

T-0 REF (SRB IGNITION): 3Z7:00:23:30000 _ - KM'ri'A00|A (AMBIENT)

PLOT_EO FROM _ DAT,_ (tSPM} BOe'I_O43A (0 DEC)

ALL REF INSTR BASED ON SRM ORIENTATION _ OO61"7045A (120 DEG) BO_r?047A (240 DEG)

.... .... GHTT'8013A (PUR I'E_P)

RIGHT-_(IS LEGI_qO

- --•-- - GRYPBOI4A (PUR PIC[SS_

0

110

9O

_=_

70 ca

CL

f._

50

ca

ca

30

10

-10

Figure 4.8-51. LH SRM Flex Bearing Aft End Ring Temperature (overlaid with ambient)

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

110 12o V I ,.

ii0 I " " " :"if"- _ -....... i

o zOO " "tl:

c_ t4 I i 70

I

< 80 } - - r'L--"_ 7_., - ., - ' ca i:_ r_ :r_ _ ca

m 70 _ m

i I l_ B mmmmmm ,

10

-.

7 --

50 -10

-24 -18 -12 -6 0

TIME (HOURS)

'NOTE T-0 REF (SRB IGNITION): 327:00:23:30.O00 IJPGF-J4D

PLoI"rED FROM NRT DATA (1SPM) _ Jo4"rTAoOIA (AJi_I_I_IT)

80_TSO43A (tSO DEG)

ALL REF INSTR BASED ON SRM ORIENTATION _ BOSTS04/_ (60 DEG) • )_TSO47A (300 DEG)

• " ..... GHYTSOI3A (PUR TEMP)

RIGHT- A.X]S LEG E_O

-- -- • -- -- GHY1POOI4A (PUR,PRF..SS)

Figure 4.8-52. RH SRM Flex Bearing Aft End Ring Temperature (overlaid with ambient)

REVISION ooc NO TWR-17546-1 I VOL

SEC i P_6E 92
T_ CORPORA T/ON

SPACE OPERATIONS

ii0

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

.-. 100

53

c_ 9O

53

8O

.<

7O

53

6O

nil_

50

-24

"NOTE:

! ill ! | llllllBI

8 -12

TIME (HOURS)

T-O RE! e (SRB IGNn'ION): 323':00:2330000

PLOTTED FROM NET DATA (1SPM)

ALL R£F [NS'TR BASED ON SRM ORIENTATION

/ rm-_

...ell

-6 0

LEGEND I

KMTrAOO1A(_BWJCr)

8OeT"tooga (r_)

soe'n,ozoA (*Z_'/Cm'R)

soerrTo31A(AFT)

Figure 4.8-53. LH SRM Systems Tunnel Bondline Temperature (overlaid with ambient)

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

i00

¢b

u_ 90

L_

a_ 80

[--.

<

E-.

7O

! I

I II I

5O

-24 -18 -12

TIME (HOURS)

lieu--.

-6 0

*NOTE: T-O REF (SP,,B IGNITION) 3,¢_7:00:23 30 0Oo KMTTAOOll (AMBIENT)

PLOI"I'E0rROU KRTDATA(ISPM) _xrreoogA ([mrD)

ALL RE}"BSTR BASED ON SRM ORIENTAIqON BOeTBO2OA(_'T/CNTR)

BOSTS03 IA (as'r)

Figure 4.8-54.RH SRM Systems Tunnel Bondline Temperature (overlaidwith ambient)

.EV,S,ON_ OOC.O TWR-17546-1 I vot

SEC I .AGE 93
T_ CORPORA T/ON

SPA CE OPERA TIONS

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

100

o

90

80

,<

ka

60

50

-24

uB£JI.L .... I ......

[

8

/

dh .... 1 . N_m

n F,v,r,T,r.H'u_11,-,l-1,",l

- - 2 -6 0

TIME (HOURS)

Figure 4.8-55. LH SRM Field Joint Temperature at 285 Deg (overlaid with ambient)

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

C_

f_

v

L_

V,

L_

_L

F-,

100

90

8O

7O

6O

50

-24

_f

"NOTE

- 8 -12

TIME (HOURS)

T-O REF (SRB IGNITION) 32"/:O0:23:30.000

pLOTYED PROM NRT DATA (1SPM)

/d£, REF INSTR BASED ON SRM ORI_'NTAI"JON

0

L£GEND ]

_A_ mA(A_tltta,'T}

eoeTso6_(r_)

BO6TSO_?A _CN'rR)

Figure 4.8-56. RH SRM Field Joint Temperature at 285 Deg (overlaid with ambient)

REViSiON ooc _o. TWR- 17546-1 [ vo_

S_C I _e 94
T_ CORPORA T/ON

SPA CE OPERA TIONS

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

_. 100

<

90

80

'70

60 _1%'_-_

5O

-24

1

-18 -12 -6 0

TIME (HOURS)

K_AOO_A (AUBE_P)

PLOTTED FROM NRT DATA (I_M) BO6_OIOA 445 DEC)

ALL REF IN_rR BASED ON SRM ORE.HTA'TJOH L BO6"PTOI IA {135, DEG)

BO6TTOI_,k 4325 DEG_

_TTOI3A (2"/0 DEG_

BO6_tOI4A (215 DE{])

Figure 4.8-57. LH SRM Case Acreage Temperature at Station 931.5 (overlaid with ambient)

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

_-_ 100

c_ 90

a¢

80

E--

<

c_

=E

7o

5O

-24 - 8 - 12 -6 0

TIME (FLOURS)

KMTTAO0tA (AMBENT)

PLOTTED FROM NRT DATA (ISPW) BO_OI6A (46 DgG)

ALL R£F [NSTR BA_KD ON SPeW ORIYNTATIOR BO61"/OI6A (L35 DCG)

BO6TTOt?A 4325 DEC;)

BO4_l=7OIeA (270 DEG)

BO(_r7OlgA (215 DEG)

Figure 4.8-58. LH SRM Case Acreage Temperature at Station 1091.5 (overlaid with ambient)

REVISION OOCNO TWR-17546-1 I VOL

SEC I PAGE 95
TJ__--_ CORPORA TJON

SPACE OPERATIONS

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

_. 100

90

80 D

6O

50

-24 -18

•NOTE: T-O REF (SRB IGNITION): 327:00:23:30000

PLOI"[ED FROM NRT DATA (ISPM)

ALL RI_F INSTR B,&SF.,D ON SRM ORLF-J_ATION

A ,..... -.--_YJ-_][T_= _

- 2 -6

TIME (HOURS)

, ,XMTrAO0 t A (AMBIENT)

BO6T"tOZlA (45 Dll;G)

BO_IV_'O_.2.A (135 DEG)

_D6T*/O23A (325 DEC)

BO61_024A (2"/0 DRG)

BO6T?O25A (215 DEG)

0

Figure 4.8-59. LH SRM Case Acreage Temperature at Station 1411.5 (overlaid with ambient)

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

i

.--. 100

90

80

,,<

70

60

n

50

-24 -18

"NOTE T-O REF (SRB IGNITION): 3Z7:00:23:30.000

PLOTTED F_OM HIlT DATA (ISPM}

ALL REF INSTR BASED ON SRM ORIT.NTA'rION

Jr__

-12 -6 0

TIME (HOURS)

K_l"r_o IA (_MBi£N'r)

_O_T'_O_A _45 ozc)

' _o_'rTo3_A (135 DRO)

BO6T7037A (325 DI[G)

BOS_'_O3SA{270 DEG)

• , 80_rrTO39A(2ts OgG)

Figure 4.8-60. LH SRM Case Acreage Temperature at Station 1751.5 (overlaid with ambient)

.EV,S,O___ OOCnO TWR-17546-1 I vo.

sec J _AGe 96
_"_ CORPORA T/ON

SPACE OPERATIONS

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

100

f.=.,

90 C_

f-_

80

E--,

CL

E--,

7O

5O

-24

_17

Z J

-18 -12 -6

TIME (HOURS)

PLOTTED FROM NRT DATA ([SPM) BO6"I_BOIOA (135 D£G)

ALL REF /NSTR BASED ON _ ORIENTATION BO_llk (,I_ D£G)

Boe'rsoi2x (2z5 OZG)

BO61"BOI3A(ZT0 DE(})

SO_l"eOI4A (325 DE_)

Figure 4.8-61.RH SRM Case Acreage Temperature at Station 9;31.5(overlaidwith ambient)

Ii0

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

_. 100

(D

90

c_ 80

<

o_

c_ 70

E-- 60

-all

_, 111 , •

;li I[....

_c_ L_./'_-

5O

-24 -18 -]2 -6 o

TIME (HOURS)

PLOWED FROM NET DATA (ISPM) KMTI'A00IA (AMBIENT)

BO61'8015A (I3S DEC)

ALL REF INSTR BASED 0N SRM OPJ,_bFrATION - BO@TSOI_A (4.5 DEG_

BO6"FSOITA {2I$ DEC,)

so61_otaA {27o DEG)

906TSOIgA (325 D£G)

Figure 4.8-62. RH SRM Case Acreage Temperature at Station 1091.5 (overlaid with ambient)

REVISION DOCNO

SEC

TWR-17546-1 Ivo'

IpAGE 97
T/_I_--4_ CORPORA TIO N

SPA CE OPERA TIONS

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

_ I00

90

n::

80

E-,

<:

70

I:L

60

Ira___

LR

50

-24 0

"NOTE

-18 -12 -6

TIME (HOURS)

PLOI"I'ED FROk[ NRT DATA (ISPM) KMT'TAOOIA _/_BIKNT)

BO6TSO21A (135 DEG)

ALL REF INS'TR BASED ON $P._ OP_A_ON BO6TSO_OA _45 DEG)

• BO6TSOZ3A (215, DEC)

BO6T6024A 5270 DEG)

BO_TSO25A (325 DEG)

Figure 4.8-63. RH SRM Case Acreage Temperature at Station 1411.5 (overlaid with ambient)

110

ZERO REF: 7:23 PM EST (KSC) 22-N0V-1989

Figure 4.8-64. RH SRM Case Acreage Temperature at Station 1751.5 (overlaid with ambient)

REV,S,ON__ DOC_0 TWR-17546-1 I VOL

SEC

I PAGE 98
T/_J_O_ CORPORA T/OA/

SPA CE OPERA T/ONS

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

.-. 100

90

v

_E

80

F-

<

70

D.,

6O

50

-24

*NOTE

-18 - 2

TIME (HOURS)

T-O REF (SRB IGNrTION) 327:002330 000 [

pLOll"ED FROM NRT DATA (ISPM) /

AlL REF INSTR BASED ON SRM ORIEI, rI'ATION

..J-/

-6 0

Figure 4.8-65. LH SRM Case Acreage Temperature at 45 Deg (overlaid with ambient)

ZERO REF: 7:23 PM EST (KSC) 22-NOV-19{39

110

_-_ I00

c_ 90

80

E-,

70

60

50

-24

| 11

"NOTE

-18 -12 -6 0

TIME (HOURS)

LEGEND

T-O REF (SRB IGNITION)' 327:0023:30 000

pLOTTED FROM NRT DATA (ISPM)

ALL REE INSTR RASED ON SRM ORIE_ITATION

K_frTAo01A (AMBIENT)

I_Olll {brAT = 9:11 5)

BO6"I'/OI6A {b-rAT - 1091.5)

BO_T'7022A (STAT = 1411 5)

BO_I'7036A (STAT - 17515)

Figure 4.8-66. LH SRM Case Acreage Temperature at 135 Deg (overlaid with ambient)

REVISION oocNo TWR-17546-1 [ vo,

SEC [PAGE 99
_ CORPORATION

SPACE OPERATIONS

110

ZERO REF" 7:23 PM EST (KSC) 22-NOV-1989

_-_ 100

C3

c_ 90

c_ 80

E-,

f-_

E-,

7O

6O _'_

5O

-24

,nr 

-18 -12

TIME (HOURS)

""OTE T-ORZF(SR"m_moN):3_oo:23:3o.ooo I i

PLOTTZD FROM NRT DATA (ISPM)

ALL REF tNSTR BASED ON SRM 0PJENTATION

I 1-

-6 0

L£GEND I

KM'PI'A00 IA (AMBIglCr)

B061W'OI4A (STAT - 931. $)

B06TT019A (s'rAT - 1091..5)

BO6T70_t (STAT - |4||.5)

BO_TTO39A (STAT - 1'751 5)

Figure 4.8-67.LH SRM Case Acreage Temperature at 215 Deg (overlaidwith ambient)

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

.-. 100

f._

90

80

[..-,

,<

70

13.,

{'-' 60

50

-24

II [I

hrl

-18 -12 -6 0

'riME (HOURS)

PLOTTED FROM NRT DATA (1.SPM) IO¢_'I'AOO1.A (AMBIENT) B061WOI3A (S'TAT- 031.5)

ALLR/:FINSTR BASED ON _ O_AT1ON B06T?018A (STAT = 1091,5)

BO6TT0_4A (S'rAT m 1.4.1.15)

BOBT",'O3_t (STAT - 1751. 5)

Figure 4.8-68. LH SRM Case Acreage Temperature at 270 Deg (overlaidwith ambient)

REVISION-- DOCNO TWR-17546-1 [ voc

SEC I PAGE 100
T_ CORPORA T/ON

SPACE OPERATIONS

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

_-. I00

ul 90

C_

CE

80

[...

,<

c_

7o

60 A_v'_-

50

-24

----_-__ =.-,

-18 -12 -6 0

TIME (HOURS)

*NOTE: T-O REF (SRB [GNIT|ON) 327:00:23 30 000

PLOITED FROM HEr DATA (ISPM)

ALL REF [NSTR BASED ON SRM ORIEWrATION

LEGEND

Joa'rTAOOIA (AMSIFJ, rr)

SOS'mOI2_t (s'rAT - 03LS)

EO61"7017A (brAT - 1091,5)

B06TT023A (5"TAT = 1411.5)

BO@I"7037A (brAT - 1751.5)

Figure 4.8-69. LH SRM Case Acreage Temperature at 325 Deg (overlaid with ambient)

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

110

_, I00

cD

90

f._

80

[..

,<

70

[-., so

c

III _"

50

-24 -18 -12

TIME (HOURS)

w

*NOTE: T-0 R£F (SR9 IGNITION): 327:00:23:30 000

PLOTTED FROM NEr DATA (ISPM)

ALL REF [NSTR BASED ON SRM ORIENTATION

-6

LEGEND

IGtrl"AOo z A _aMSfEWl')

BO6T80I IA (brAT - 931 5)

BO6TSOI6A (STAT - 1091,5)

BOeTBOZ2A (s'rAT - t4zz.5)

BO6TSO36A (STAT - 17515)

0

Figure 4.8-70. RH SRM Case Acreage Temperature at 45 Deg (overlaid with ambient)

REVISION oocNO. TWR-17546-1 [ VOL

SEC IpAGE I01
T/-_41_'/_--_ CORPORATION

SPACE OPERATIONS

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

.-. i00

f=,

L_

[=l

_m 90

v

[=]

n_

80

[-,

<

7O

6O

llllv r_

• In JI/"

=lamH+e_ .... _._r

5O

-24 - 8 - 12

TIME (HOURS)

'NOTE T-O REF (SRB IGNrrtON): 3_;00:23 30 000

pLOTFED FROM NI_ DATA (ISPM)

ALL R,_F INSTR B4SED ON SP..N OR_LNTAT]ON

-6 0

I_.OEND

K]ffTTAO01A (AMBIE_)

B06TSOIOA (S'rAT - 9315)

BO6TSOLSA (S'rAT - 1091.5)

BO4_rSO2IA (s'rAT - 1411.5)

BO6't_,3.SA (STA']' - 17_,l.:5)

Figure 4.8-71. RH SRM Case Acreage Temperature at 135 Deg (overlaid with ambient)

110

.-. 100

r..

O0

80

<

'70

¢L

60

ZERO REF: 7:23 PM EST (KSC) 22-NOV50

-24

"NOTE:

-18 - 2

TIME (HOURS)

PLO"I'I'ED RROM NICr DATA (ISPM)

ALL RF.,F [NSTR BASED ON _ OR[]_crATION

.98 9

-6 " 0

°° f

N:"r'In'AO01A (,U_IENT)

BO6T_}I_ (s'rA¥ - 03Z 5)

BO_8OI7A _S'rAT - 1091.5)

Bocrao234 {S'rAT = 141I 5)

_'8087A (_rAT - 1751.5)

Figure 4.8-72. RH SRM Case Acreage Temperature at 215 Deg (overlaid with ambient)

REVISION DOC NO

SEC

TWR-17546-1 ] rot

]PAGE 102
T_--_I_ CORPORA TION

SPACE OPERATIONS

II0

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

.-. I00

90

v

F.d

80

t---

60 --'-.

5O

-24

*NOTE:

- 8

TIME

T-O REF (SRB iCNrT[DN) 32'7 00:23 30000

PLOTTED FROM NRT DATA (ISPM)

REF INS"TR B.ASED ON SRM ORIENTATION

kl I Illl| _

i

I

- 2

(HOURS)

-6 0

iocr-rAoo t A (.¢MBIDCt')

BOSTSOI3A (STAT = 93t5)

BO6TSOISA (S'['&T - 10915.}

BOSTSOZ,IA {STAY : 141t.5_

BOGTSO38A (St'AT - ITSl 5}

Figure 4.8-73. RH SRM Case Acreage Temperature at 270 Deg (overlaid with ambient)

ZERO REF: 723 PM EST (KSC) 22-NOV-t989

110

.--. 100

r..

90

v

ne

80

E-

<

7O

n.

6O

5O

....Jl |_

-24 -18 -12

TIME (HOURS)

"_O'fI:: r-o REF (SRB _NITION) 3L='7':GO:23 30 000

PLOrrED FROM NRT DATA (tSPM)

ALL REF [NSTR BASED ON SRM ORIFJCrATION

-6 0

LEGEND

BO6TSOI4A (STAT = g31 5)

BOSTSOtgA _STAT = I09t.5)

B06"['802_A _STAT : 1411.5)

BO6TSO39A (STAT - 1751 5)

Figure 4.8-74. RH SRM Case Acreage Temperature at 325 Deg (overlaid with ambient)

REVISION ooc .o TWR-17546-1 [ voc

SEC I PAGE 103
T_ CORPORA T/ON

SPACE OPERATIONS

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

100

ca 90

f._

80

[-,

<

o_

7O

[-., 60

50

-24

*NOTE:

h

A

w

if---

-18 -12

TIME (HOURS)

T-O REF (SRB IGNITION): 327:00:2330 00(}

PLO'VI_D FROM NRT DATA (ISlaM)

ALL REF INS'tR BAS£D ON SRM OFJEN'tATION

_-'J_ ;-...2

II --'_

I1!

-6 0

LEGEND I

-- KitvrAOOIA (_IIBIr-NT)

S06T70_6A (220 DEC)

BO_T':'O27A(274 DEC)

RO6'T'7028A {320 DEG)

Figure 4.8-75. LH SRM ET Attach Region Temperature at Station 1511.0 (overlaid with ambient)

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

_. 100

f._

90

80

<

f._

[-,

70

60 _-_

5O

-24

'NOTE: T-O REF (SRB IGNITION): 32"7:00:23:30000

PLOTIrED FROM NRT DATA (ISFM)

AIJ., REF [NSTR BASED ON SRM OR_EHTATION

-18 -12 -6 0

TIME (HOURS)

I

K]Cn'AOOIA _eqg_T)

BO6T'TO2OA (45 DIE:G)

BOBT'703OA (135 DEG)

Figure 4.8-76. LH SRM ET Attach Region Temperature at Station 1535.0 (overlaid with ambient)

REVISION DOC NO

SEC

TWR-17546-1 ]VOL

[ PAGE 104
_'_ CORPORA TION

SPACE OPERATIONS

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

.-. i00

c_ 9O

80

[-.

<

[-.

70

60 A_._

50

-24

"' "_11 I I_

_ll.-I

.4

Ill [IMK-,_[ lltl_ "-%.

-18 0

'NOTE: T-O REF (SRB IGNITION): 3Z7:00:23:30 000

pLDI"rED FROM NK'T DATA {ISPM}

AIL REF [NS'FR BASED ON SRM ORIENTATION

-12 -6

TIME (HOURS)

_ LEGEND

IQM'TTAO0 ! A (_IEIIEHT)

SOSTSO_A _a2o D_G}

B06TSOL_TA _2_ DEG}

_ _T'J_2BA (220 DEG)

Figure 4.8-77. RH SRM ET Attach Region Temperature at Station 1511.0 (overlaid with ambient)

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

50

-24

*NOTE:

-18 -12 -6 0

TIME (HOURS)

-° 1

T-O REF (SRB IGNITION) 327:00:23:30 0OO KId'ITAOOIA (AMBIENT)

pLOITED FROM NRT DATA (ISPM) BO6TBO29A _135 DEG)

AI£ REF INS'FR BASED ON SRId ORIENTATION ' BO6TBO30A (45 DEG)

Figure 4.8-78. RH SRM ET Attach Region Temperature at Station 1535.0 (overlaid with ambient)

REVISION DOC NO

SEC

TWR-17546-1 I rot

} PAGE 105
T_O_ CORPORA T/ON

SPACE OPERATIONS

II0

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

I00

f-d

c_ 90

f.d

80

70

D..

f._

60

5O

-24 -18

-- r llW

- 2

TIME (HOURS)

-6

"NOTE: T-O REF (SRB IGNITION): 327:00:23:30 OOO

PLO'fffEO FROM NRT DATA {ISPM)

ALL REF [NSTR BASED ON SRM ORIENTATION

LEGEND

r-_ K'_rI'tAOOZA (AURI£N_r)

Bocrvoo'sA(L35 DEC)

BO61_OO6A(325 D£G)

BO_I_OO'TA(270 r_EG)

' • BO(rI'7OORA(215 DEG)

0

Figure 4.8-79. LH SRM Forward Factory Joint Temperature (overlaid with ambient)

110

ZERO REF: 7:23 PM EST (KSC) 22-N0V-1989

.-. 100

f_ 90

80

70

_L

e_ 60

-TI

t___

-7__

-------ll

1-----

.= _ r--

*NOTE:

5O

-24 -18 -12 -6 o

TIME (HOURS)

T-O REF (SRB IGNITION): 3Z7:00:23:30 000 I

PLOI"rED FROM NRT DATA (ISPM) [

ALL REF INSTR BASED ON SRM ORIENTATION

LEGEND 1

io,rr_AoozA (Auszztfr)

BO6'r703,?.,k (30 DEC)

' BO6"PTO33A (150 DEG)

BO_'rTO34A (2';'0 DEG)

Figure 4.8-80. LH SRM Aft Factory Joint Temperature at Station 1701.9 (overlaid with ambient)

REVISION DOC NO

SEC

TWR-17546-1 I

l PAGE 106
T/_fo/c_ CORPORA T/ON

SPA CE OPERA T/ONS

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

_-_ 100

90

L_

f_

80

<

70

E_2

60

LIII I I

I ! I

50

-24 -18 -12 -6 0

TIME (HOURS)

*NOTE: T-O REF (SRB IGNITION): 32"/:00:23:30 000

PLOI"rED FROM NRT DATA (LSPM)

ALL REF [NSTR BASED ON SRM ORIENTATION

Figure 4.8-81. LH SRM Aft Factory Joint Temperature at Station 1821.0 (overlaid with ambient)

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

110

_-_ 100

90

gZ_

_ "70 ' ± ....

_ 60

50 -/

_-vivV

-24 -18 -12 -6 0

TIME (HOURS)

LEGEND

• NOTE: T-O REF (SRB IGNITION): 327:00:23:30 000 _ IG£t_'AOOIA (AMBIENT)

pLOTTED FROM NRT DATA {ISP u) BO6T6003A {270 DEG_

ALL REF INSTR BASED ON SRM OR.tEN'rKrION _ B06YSOO4A (135 DEG)

BO61"IB,OO6A ( 45 DEG)

_TSOO*A (2'S OZc)

BO6YSOO?A (270 DEG)

BO6TBOOSA (325 DEG)

Figure 4.8-82. RH SRM Forward Factory Joint Temperature (overlaid with ambient)

REVISION

OOC NO

SEC

TWR-17546-1 ,vo 

I PAGE 107
T_ CORPORA T/ON

SPACE OPERATIONS

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

..--. 100

L_

f-_

90

v

LT2

80

[--.

.<

60

5O

_rn t

#

Y m

A

r_

-24 - 8 -12 -6 0

TIME (HOURS)

PLOrrED FROM NRT DATA (ISPU) KMITAOOIA (AMBIENT)

BO61'8032A (150 DEC)

ALL REF [NSTR BASED ON SRM oRIr.NTA'nON BO6'tSO33A (30 D£G)

80e'mO34A (zvo DEG)

Figure 4.8-83. RH SRM Aft Factory Joint Temperature at Station 1701.9 (overlaid with ambient)

110

.-. 100

L_

90

v

L_

80

-<

7O

L_

60

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

50

-24

•NOTE

8 -12 -6 0

TIME (HOURS)

T-O REF (SRB IGNITION) 327:00:23:30 000

PLOT'rED FROM NRT DATA ([SPM)

ALL REF [NSTR BASED ON SRM ORiENTATiON

._ LEGEND

KMI'TAO0 | A (AMBt£NT)

80_940A (ZSO OEG)

' BO_O41A (30 DEC)

• BMT_O42A (270 DEC)

Figure 4.8-84. RH SRM Aft Factory Joint Temperature at Station 1821.0 (overlaid with ambient)

REV,S,ON__ OOCNO TWR-17546-1 ] voL

SEC t PAGE 108
T_ CORPORA TION

SPA CE OPERA TIONS

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

120 1 10 I /I A, . '

110

70 m

_ CL

90 c_

50

80 ,, ,,- - • •

< cO

.___x ,-., 30

m 70 ' _--_'"'_""-"

60

50 - III -lo

-24 - 8 - 12 -6 0

TIME (HOURS)

• NOTE: T-O REF (SRB IGNITION): 327:00:23:30.000 KM'rrAOOIA (AMBII_P)

PLOll'ED FROM NRT DATA (ISPM) BO61"?O44A (0 DEC;)

ALL REF INSTR BASED ON SRM ORIENTATION BOqST'7048A (120 DEG)

BOS'I_O48A (240 DEC,)

Gh'Y'I_i3A (ptm'c l'_J_')

I RIGHT-.wbX_ IJ[GINI)

I _'_ GHYPOOI4A (PL_O PRESS t

Figure 4.8-05. LH SRM Nozzle Region Temperature at Station 1845.0 (overlaid with ambient)

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

120 if0

4.- oo

I00 k.. ,--,

l 70

90

50

80 .... o_

< o9

30

50 - -10

-24 - 18 - 12 -6 0

TIME (HOURS)

"NOTE: T-O REF (SRB IGNITION): 3L:_':00:_i:30 000 LEGEND

PLOTTED FROM NRT DATA (ISPM) K]MTTAOO BO6TTO52A I A (AMRITNT) 0 DEG)

ALL REF [NSTR BASED ON SRM ORIENTATION ,_, BO6'I["?O53A (lZO DEG)

V

BOS'I'?O54A [240 DEG)

GHYTSOI3A (PURG I_gMP)

RIGHT- AX]S LEG£ND

• GHYPBOI4A (PURG PRES3)

Figure 4.8-86. LH SRM Nozzle Region Temperature at Station 1950.0 (overlaid with ambient)

REVISION DOCNO TWR-17546-1 l voc

SEC I PAGE 109
__ CORPORA TION

SPACE OPERATIONS

120

110

100

9O

80

<

L_

[....,

70

60

5O

-24-

Jl

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

, I IlIl_ ---_

' II!1

III

-18 -12

TIME (HOURS)

L

!

j --

_. m, ,

!

*NOTE: T-O REF (SRB IGNITION) 327:00:23:30.000

PLOT'_D FROM NRT DATA (ISPM)

ALL REF [NSTR R..4.SI'_I ON SRM ORIENTATION

-6 0

K_n'ko0 [A (AuB_¢r)

BO6_O44A (re0 D£O)

BoeTeo48A(6o DiG}

R<Nm_O,48A(:_o OEG)

GHYTSOI3_ _PURG TEMP)

• RJGHT-AX_ LEGEND

GIIA'PSOL4A (PURG PRESS)

110

9O

70

5O m:

O0

30 m:

10

-10

Figure 4.8-87. RH SRM Nozzle Region Temperature at Station 1845.0 (overlaid with ambient)

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

d

L

L.r""'-"F"

T

-6

LEGEND

ICm'rA_lA (,u_erL"_r)

B06TSOS2A (180 DEG)

RO6TSO54A (300 DEG)

GHY'rS013A (PURG T_MP)

RIGHT-AXIS LEGEND

CH't'TSO14A (PURG PRE_S)

0

110

9O

70 _n

a_

5O _:

03

3O _:

a,

10

-10

70

60

50

-24

h

_-h :]_r._,

%_ Ll_IJ

120

II0

100

9O

_0

f-J'

, /

-18 -12

TIME (HOURS)

*NOTE T-0 REF (SRR IGHr_lON): 327:00:Z3 30.000 ¢--,,,

PLOTTED FRO_ NRT DATA (ISPM)

ALL REF IHSTR BASED ON SRM 0R[ENTA_ION

Figure 4.8-88. RH SRM Nozzle Region Temperature at Station 1950.0 (overlaid with ambient)

REVISION ooc_o TWR-17546-1 [vo_

SEC I P_GE 110
T_ CORPORA TIO/V

SPA CE OPERA TIONS

110

.-.. i00

9O

8O

E.-.,

<

70

r._

E--, 6O

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

I

t

225

200

O3

175

O

>

150 _--

125 _

<

100 .n0

;>

'75 _:

r..fl

E-,

50 <

25

5O 0

-24 -12 -6 0

TIME (HOURS)

• MOTE T-O REF {SRR [GNt_ION): 327:00:2..3:30 000 IF'GEND

PLOTT'ED FROM NRT DATA (ISPM) _ BO6TTO60A (15 DEG)

B061_061A (135 DEG)

ALL REF [NSTR BASED ON SRN 0PJJ_NTATION _ BO_T'7062A (195 BEG) BO6TTO_3X_2e5 DEC)

,_ PJGHT-A._QSL,£GEND

8o,,vTo,oA<mR vOLT)

Figure 4.8-89. LH SRM Forward Field Joint Temperature (overlaid with heater voltage)

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

1 ! 0 225

100

r.

rj

90

80

<

L_

0-.

F... 6O

50

-24 -18

"NOTE T-O REF {SP_3 [GNn'ION): 327:00:23:30 000

PLOTTED FROM HRT DATA (ISPM)

ALL REF [NSTR BASED ON SRN ORIENTATION

-12

TIME (HOURS)

0

-6 0

LEGEND

DO_rSo_A (15 DEG)

Bo6rI_zA (l_ DEC)

(19S DEC

B_TSO63A (285 DEG)

,,_ RJGHT-/O_ IF_,GEND

BO_V6OIOA (H'rR VOLT)

200

175 _

0

150 >

125

<

100 "_0

>

75

[..

5O <

25

Figure 4.8-90. RH SRM Forward Field Joint Temperature (overlaid with heater voltage)

REVISION OOC NO

SEC

TWR-17546-1 [ VOL

J PAGE 111
T/_/C4_ CORPORA TION

SPA CE OPERATIONS

ii0

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

225

.--. 100

f.r.,

90

C_ 8O

E--,

<

70

D-,

t-- 60

5O

-24 - t8 - 12

TIME (HOURS)

pLOTTED FROM NRT DATA (ISPM)

ALL REF [NSTR BASED ON $RM ORIEICfATION

-6

LEGEND

BO61"7064A05 DEC)

BO81'?O65A ( 135 DEG)

, Bo6'rTO66A (t95 DEG)

BO_T'7067A (285 DE(;)

RIGHT-/_QS LEGEND

BO6VTO20A (ErR VOLT)

200

co

175

O

150 :>

125 _<

loo 0

5o

25

Figure 4.8-91. LH SRM Center Field Joint Temperature (overlaid with heater voltage)

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

1 I0 225

_-_ I00

f._

90

L_

_: 80

<

70

L_

60

5O

-24 - 18 - 12 -6

TIME (HOURS)

*NOTE: T-O REF (SRB IGNrrlON): 3Z7:00:23 30 000 LEGEND

pLOt"rED FROM NET DATA (ISPM) ._. _4A BO6TSO65A

ALL REF [NSTR BASED ON SPA/ OR[F_NTATION _ ," BO6TSO66A

BO6TBO67A

15 DEG)

135 DEC}

19,5 DEG)

?.aS DE(:;)

RIGHT -/LXIS LEGEND

BO_VeO20A (h'TR VOLT)

200

175

0

15o

L_

125 _

I00 _

0

7>

75

[.-. 50 <

25

0

0

Figure 4.8-92. RH SRM Center Field Joint Temperature (overlaid with heater voltage)

REVISION DOCNo TWR-17546-1 [ VOL

sEc I PAGE 112
_P-/_/C_4ff CORPORATION

SPACE OPERATIONS

110

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

225

_. 100

L_

90

80

E-.

.<

70

60

200

co

175 _

o

>

150

125 _

.<

100 ,-a

o

:>

75

£...,

50 <

25

5O 0

-24 -18 -12 -6 0

TIME (HOURS)

*NOTE t-O REF ($RB IGNITION): 327:00:23:30 000 LEGEND

BO6T'7068A {15 DEG)

PLOTTED FROM NRT DATA (ISPM) BO6TTO69A (135 DEG)

ALL REF INSTR BASED ON SRM ORIENTATION BO_TFT{TTOA (195 DEG

s0_'rTm,tA (2a_ PEG)

RIGHT-,OtiS L_G F..ND

BO6VTO30A (HTR VOLT)

Figure 4.8-93. LH SRM Aft Field Joint Temperature (overlaid with heater voltage)

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

110 225

.-. 100

90

v

r_

80

.<

70

Ix,

r.fl

60

5O

-24 -18 -12

TIME (HOURS)

*NOTE: T-O REF (SRB [GNrrION): 327:00:23:30.000 /

PLOTTED FROM NRT DATA (ISPM)

ALL RF..F INSTR BASED ON SRM ORIEbrrATION

-6 0

LEGEND

BO_TBOC_BA (15 DEC)

RO6T_OA {135 DEC)

BO6_8070A (195 DEC)

BOflTSO7|A (285 DEC)

RIGI'IT- AXIS LEGEND

BO6VBO30A (HTR VOLT)

200

co

175B

0

150 >

125 _

<

100 _

o

>.

75

E-. 5O <

r._

:X

25

Figure 4.8-94. RH SRM Aft Field Joint Temperature (overlaid with heater voltage)

REVISION DOC NO

SEC

TWR-17546-1 I vot

] PAGE 113
_P--_ CORPORA T/ON

SPACE OPERATIONS

ZERO REF: 7:2.3 PM EST (KSC) 22-NOV-1989

1 i0 225

' 200

.-. 100 : cn

u, 175 _

90 , 150 >

v

: 125 _

<

80

_-_'_ 100 O_

m 70 _ 75

m r._

N ° _

50 <

60 ;

25

i

5O 0

-24 -18 -12 -6 o

TIME (HOURS)

PLOTTED FROM NRT DATA (ISPM) BO6T'7085A (IGl_ PER I

- BO6T'7086A t'ER I

REI r INSTR BASED ON SRM ORgENTATION IQgTTAOOIA lIEN3') I

RIGHT - _UQS L£G END

B06VT040A (h'rR VOLT) ,

Figure 4.8-95. LH SRM Igniter Field Joint Temperature (overlaid with heater voltage)

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

iI0 225

.---. i00

r._

r._

n 9o

,,.=.,..

r._

c_

8O

E-,

.<

70

I:L

r..d

[-' 6O

_. i q

',,-,_--,-,_ ]

I

200

C/3

1'75

0

150 v

125 _

[-.

100 _O

;:>

75

E-.

50 <

r.1

25

50 • ' 0

-24 -18 -12 -6 0

TIME (HOURS)

"NOTE T-O REF (SRB IGNITION): 32"7:OO:23:30 000 LEGEND

pLOTTED PROM NRT DATA (1SPM) A Bo_rBo65A (IGNr_R)

_6"TSO86A (IGNITER)

ALL P.EF [NSTR BASIl) ON SRM 0PJI2CTAIION _ IQ41_A001A (AMBFtJCt)

R[GRT-A_GS L£G E2_O

BOeVSO40A (HTR VOLT)

Figure 4.8-96. RH SRM Igniter Joint Temperature (overlaid with heater voltage)

REVISION ooc NO. TWR-17546-1 I voc

SEC I PaGE 114
T_ CORPORA ?-/0,'%

SPACE OPERATIONS

D.

_b

v

BI3

<

D.

E_

120

110

100

90

80

70

60 _t_.,__..._,,._

50

-24 - 18

*NOTE

ZERO REF: 7:23 PM EST (KSC) 22-NOV-1989

I

t'-

F

!

}....

110

9O

70

50

30

I0

-I0

-12 -6 0

TIME (HOURS)

T-O REF {SRB IGNITION) 3270023 30 OOO _ LEG[_ND

GH'Y'rBo t3A (PURG I"IEMP)

PLOTTED FROW _ DATA (ISPM) KM'I'rAO01A (AMBIENT)

ALL REF INS'rR BA_ ON SRM ORIEN'IA'rlON

RIGI'I'/-AXIS LEGEND

O GHYPSO_AA (PU_G PR.ZSS)

Figure 4.8-97. Aft Skirt Purge Temperature and Pressure (overlaid with ambient)

U)

CU

v

ft_

oQ

co

f_

CE

n.

REVISION DOCNO

SEC

TV_rR-17546-1 I voL

[pAGE 115
_ CORPORA T/ON

SPA CE OPERATIONS

110

C3

O_

<

Ct.

i00

9O

8O

7O

6O

50

-24

"NOTE:

-2O -'6

t.;'+-,+e-_, +f--..r.

TIME

T-O SRB IGNITION: 327:00:23:30.000 GIlT

7:2:) PM KSC EST. Z2-NOV-1989

mmWvYmm_

- 2

(HOURS)

%

-8 -4 0

l L£G_

• _ PRm)ic-r_ iMzAs,sOuR. 4 sell)

Figure 4.8-98. LH SRM Igniter Joint Temperatures--Measured Versus

Postflight Prediction (B06T7085A, igniter)

5_

v

f_J

CE

E-,

fz,

Ii0

100

9O

8O

70 _---_ _-_

6o

5O

-2"

_CZ

-/

_Hy_----c_-

*NOTI_:

-20 - 6 - 12 -8 -4 0

TIME (HOURS)

7:23 PM KSC i_"r, 22-NOV-1989 PR_MCT'£D (Mg.¢S. SOLAR, 4 SPIQ

Figure 4.8-99. LH SRM Forward Field Joint Temperature--Measured

Versus Postflight Prediction (B06T7060A, 15 deg)

REVISION DOC NO

SEC

TWR-17546-1 lyre

J PAGZ 116
T#_f_--_ CORPORA T/ON

SPACE OPERAtiONS

110

.-. 100

90

Cd

<

Cd

a.

8O

70

6O

50

-24

°NOT_

-20

1"-0 SffB ICNI/1ON: 327:00:23:30.000 G_qr

7:23 PM KSC E:S'r, 22-NOV-1989

' _"1 "E)

6 -12 -8. -4 0

TIME (HOURS)

C) _ 1_ sP_)

O PP._lc'n_ luzxs. SOLAR,4 SPH)

Figure 4.8-I00.LH SRM Forward Field Joint Temperature--Measured

Versus PostflightPrediction (B06T7061A, 135 deg)

110

.--. 100

90

80

[-,

<

[.-,

70

60 S-__..

50

-24 -2O -16 - 2

TIME (HOURS)

"bl0"_ T-O SRB IGNITION: 327:00:23:30.000 GM'Ir

"/23 PM ICSC I_, 22-NOV-1_9

-8 -4 0

I _ Mr.AstmEDL£CEND(1 sP_4)

PRl_)[Clt_ (lilt, As, SOLtR, • SPH}

Figure 4.8-101. LH SRM Forward Field Joint Temperature--Measured

Versus Postflight Prediction (B06T7062A, 195 deg)

REVISION ooc No TWR-17546-1

SEC ] PAGE

VOL

117
T/_J_--4_ CORPORA T/ON

SPA CE OPERA TIONS

110

_. 100

r_

90

r._

8O

7O

"-"m

6O

F

50

-24 -20 -16

*NOT[: T-O SRB IGIqTION: 327:00:2330000 Gi'r

7:Z3 PM _ ]_r. 22-Boy-1969

u

<llrllllii! _l--,l J_t', A..

"- " l'lp"

-12 -8 -4

TIME (HOURS)

-'" _r ,I "1

, i,,llllitclli) (Mitts. s(x._. 4 sPH)

0

Figure 4.8-102. RH SRM Forward Field Joint Temperature--Measured

Versus Postflight Prediction (B06T8063A, 285 deg)

Ii0

_. I00

C3

r_ 90

80

0--,

,<

70

[" 60

J

Y

dr5O

-24 -20 - 16 - 13 -8 -_

TIME (HOURS)

"NOTE: T-O SRB IGNrrloN 327:002330000 G_r

723 PM KSC lEST. 22-NOV-I_B9 _ L£GEHO (t sPi)

Pmm(c'_ (MEJ_S.soreR. 4 s_H)

Figure 4.8-103. RH SRM Case-to-Nozzle Joint Temperature--Measured

Versus Postflight Prediction (B06T8049A, 180 deg)

----------C

REVISION DOC NO

SEC

TWR-17546-1 I voL

1 PAGe 118
T__--_ CORPORA TIO N

SPACE OPERA T/ONS

110

_-. I00

r_ 90

v

r_

80

E--,

7O

6O

5O

-24

f-x_

k..,

.NOTE

2o 16 12 -8 4

TIME (HOURS)

T-0 SRB [GNI'TION: 327 0OZ3:30 000 Gilt I _ I.,EGEII'ID

723 PM KSC EST, 22-NOV-1989 _ MF-.ASURE:D PRJE_,JC'11_ (I{WEA.S SPM} SOLAR 4 SPH)

Figure 4.8-104. LH SRM Systems Tunnel Bondline Temperature--Measured

Versus Postflight Prediction (B06T7031A, aft)

0

110

.--. 100

r_ 90

re 80

[-.

<

r_

F7O

l

50

-24

=1_ -_,- u

lmJJl_

-20 - 16 - 12 -8 -4 0

TIME (HOURS)

Figure 4.8-105. RH SRM Case Acreage Temperature at Station 931.5--Measured

Versus Postflight Prediction (B06T8010A, 135 deg)

REVTSION DOC NO

SEC

TWR-17546-1 [VOL

IpAGE 119
T_ CORPORA T/ON

SPA CE OPERA TIONS

110

.-. IO0

r..

(D

f.r.]

9O

C:t

8O

.<

ctt

o.

7O

6O

5O

-24

L L _II I y I__ _

-zo -_6 -iz -8 -4 o

TIME (HOURS)

• NO?'E T-O $RB IGNITION 32?:00:2390000 GMT - @ (1 S1PU)

7:23 PM KS(: _ST. ?.,2-NOV-1989 I_ICTI_ (uF.JLS. SOL4JR, 4 S'PH)

Figure 4.8-I06. RH SRM Case Acreage Temperature at Station 931.5--Measured

Versus Postflight Prediction (B06T8011A, 45 deg)

110

,--.. 100

90

L_

80

f_

7O

60

50

-24

"HOTE:

-B-.-_ --E]--_

-20 -16

T-O S_V.B IGNITION: 327-00:23'_0 000 CM'I"

7::'3 PM KSC _. _-NOV-1969

\

- 2 -8 -4

TIME (HOURS)

{s st=u)

• PP.g_C'I'ED(ut._.5. _. 4 sPx)

0

Figure 4.8-107. RH SRM Case Acreage Temperature at Station 931.5--Measured

Versus Postflight Prediction (B06T8012A, 215 deg)

REVISION OOC NO

SEC

TWR-17546-1 ]voL

I PAGE 120
T_--__ CORPORA T/OA'

SPACE OPERATIONS

110

_. 100

E.

90

r_

v

at 80

6o

50

-24

"NOT_

--n_L_ ____

-2o -16 -la -8 -4

TIME (HOURS)

r-o S_B ICNITION;3_':_ Z3:_ 0_) Girl" I ,"', _E_II)

72.'3 PW KSC EST. _-NOV-l_g ] .. _ Pt_l)l(yrl_) (_l_S SOL_, 4 SPH)

0

Figure 4.8-I08. RH SRM Case Acreage Temperature at Station 931.5--Measured

Versus Postflight Prediction (B06TS013A, 270 deg)

110

_-. 100

r,D

f_

a_ 90

80

<

7O

6O

50

-24 -20 - 16

"NOTE: T-O SR8 IGI_rlON 3270_ 23 30 _

723 PM KSC EST. _'_-_OV-l_g

- 2 -8

TIME (HOURS)

-4 0

I I.,_G_¢D r

Figure 4.8-109. RH SRM Case Acreage Temperature at Station 931.5--Measured

Versus Postflight Prediction (B06T8014A, 325 deg)

REVISION DOCNO TV[R-17546-1 l vo_

SEC f PaGE 121
T#/_/_ CORPORA FfO _"

SPA CE OPERA TIOAIS

ii0

L_

v

f_

<C

F100

9O

8O

I

70

60

5o I

-24

I

-20 -16 -12 -8 -4 0

TIME (HOURS)

• NOTE: T-0

723

SRB

PM K._C

ICMrlIOM:

_ST, _.-NOV-t_9

327:00Z3:_._ G_ I _

PRIDIC'rI_D "=(I(MF.,AS

SPM}

SOL/klR, 4 _I) 1

Figure 4.8-110.LH SRM ET Attach Region Temperature at Station 1511.0--Measured

Versus PostflightPrediction (B06T7027A, 274 deg)

110

f._

0..

i00

9O

80

7O

6O

5O

l_.

E}---- .E}.._.._

-24 -20 -IB -12 -8 -4

TIME (HOURS)

v z3 eu KSC re'r, _-NOV-_9 e_am_ (vzAs _ 4 _H)

Figure 4.8-111. RH SRM Aft Factory Joint Temperature at Station 1701.9--Measured

Versus Postflight Prediction (B06T8032A, 150 deg)

REVISION DOC NO

SEC

TWR-17546-1 J voL

I pA°_ 122
T/_;_ CORPORA T/ON

SPACE OPERAT/ONS

110

a_

<

o_

O_

E-,

i00

90

80

70

60

5O

-24 -20 -16 -12 -8 -4 0

TIME (HOURS)

T-O SRB ICNFnON: _'7:00:23:30 000 Ci£1e N 11 SPM)

7:23 PM KSC I_. 22-NOV-1_9 PP_ (_MEAS SOtJ_R, 4 SPH)

Figure 4.8-112. RH SRM Aft Factory Joint Temperature at Station 1701.9--Measured

Versus Postflight Prediction (B06TS033A, 30 deg)

110

v

<

a,

[-..

I00

90

8O

7O

6O

50

-24

"NOTE:

-20 - 6 - 12 -8 -4 0

TIME (HOURS)

T-O SRB [GNTrION: 327:00:23:30 000 G_'l' J _ Lr.,G]_lO(Z SPa)

7:23 PM IC_C EST, 2.2-NOV-1989 [ _ PRJCDICTI[:D (ME_. SO_, 4 5PH)

Figure 4.8-113. RH SRM Aft Factory Joint Temperature at Station 1701.9--Measured

Versus Postflight Prediction (B06T8034A, 270 deg)

REVISION DOC NO

SEC

TWR-17546-1 J voL

[PAGE 123
T_ CORPORA T/ON

SPACEOPERAflOES

joint regions. In the future, modeling improvements (environment and detail) need to

be made in these regions.

Figure 4.8-114 shows the postflight FBMBT prediction created from

reconstructed ambient temperature and aft skirt purge data. The prediction is not

shown compared to the data.

4.8.3.7 Prelaunch Hardware Anomalies. There were no prelaunch hardware anomalies.

4.8.4 Conclusions and Recommendations

A summary of these recommendations was previously presented in Section 3.3. A

more detailed explanation is provided here.

4.8.4.1 Postflight Hardware Inspection. Based on the quick-look external inspection,

the SRM TPS performed adequately on STS-33R. No unexpected heating effects were

noted.

4.8.4.2 Debris. No SRM violations of NSTS debris criteria were noted. The problem

of losing the TPS cork caps covering the GEI cables due to poor cork bonds appears to

have been alleviated. The K5NA closeout in place of the cork caps is performing

excellently and as expected. All TPS cork pieces (generally small) are due to nozzle

severance debris and/or splashdown loads and debris.

Stencils marking the GEI MSID locations have replaced the original labels with

epoxy closeout. This will eliminate epoxy closeout as a debris concern.

During STS-34R ascent film review, indications suggested that there are debris

particles coming out of the SRM nozzle prior to separation. The likelihood of these

being chunks of propellant and/or insulation is still under investigation.

4.8.4.3 GEI Prediction. Additional model enhancement is recommended for certain

motor regions in order to improve predictions. It should be noted, however, that the

attainment of actual solar radiation data for recent STS flights has improved postflight

predictions significantly. Submodel development effort for the areas of the ET attach

ring, field joint, factory joint, systems tunnel, igniter, and nozzle regions is

anticipated. These tasks would be encompassed by the global model. It is also

recommended that all these models, including the 3-D SRM model, be made available

for use at MSFC. This would allow Thiokol thermal personnel the opportunity to

support launch countdowns at the HOSC with real-time PMBT, GEI, and component

REVISION

90407-5.14

DOCNO TWR-17546-1 I voL

SEC 1 pAGE 124
T/_--A_ CORPORA TIO N

SPACE OPERATIONS

C

"0

o_

|

\

/

/

/

s

foo- S

!

I

,\

0

0 tO

0 0 O_

0 tO 0 tO

(_-Io) aJm,eJadtuaj.

0 if) 0

;_. tO tO

0

-- LO

0

0

-- ml"

0

fir}

E°_

I--

#

i #

0

s

U_

A

U.

0

¢-

0

e_

II

0

¢-

E

E

¢,,

II

E

v

¢-

0

°_

Q.

Q

E

0

I-

"0

eI.U

I

?

REVISION

OOC NO

SEC

TWR-17546-1 Iv0t

I PAGE 125
_'___CORPORA 710N

SPACE OPERATIONS

prediction updates.

capabilities.

This would also allow MSFC thermal personnel the same modeling

4.8.4.4 GEI Accuracy. Gage range has been reduced on all of the joint heater sensors,

resulting in better data resolution. It is recommended that the data collection

accuracy of all GEI be increased by reducing the gage range and increasing the digital

word length. The real fidelity of the KSC GSE could then be quantified and

conceivably replaced if determined to be inadequate.

4.8.4.5 Local Chilling. Based on data from STS-28, STS-29R, and STS-30R local

cooling does occur. Due to dissimilar ambient environments on launch day and the

day prior to launch, it was not possible to determine the local chilling for this flight.

It is recommended that a method be developed to accurately quantify the chill effect.

4.8.4.6 Infrared Measurements. STI data continue to be much more reliable than IR

gun measurements. Comparisons with GEI are within acceptable margins for STI data

but are questionable and unpredictable for IR gun data. Future efforts should be

made in specifying locations for additional stationary STI cameras to assist in the

eventual replacement of the outboard GEI. (Inboard GEI will need to be maintained

since the STI cannot reach these blind regions.)

4.8.4.7 Ice/Debris Team Support. Thiokol personnel who support the ice/debris team

from flight to flight should be maintained.

4.8.4.8 SRM Hardware Thermal Assessment. The SRM TPS design, from a thermal

perspective, continues to suggest that the worst-case flight design environments of

IVBC-3 and SRB reentry are for the most part overly conservative. An exception to

this is the environment in the nozzle base region during reentry, when excessive

nozzle flame heating and hydrazine fires are present. (See STS-29R final report,

TWR-17542, Vol I). USBI is in the process of obtaining updated thermal environments

for the base region. However, a followthrough needs to be made concerning the

request.

4.9 MEASUREMENT SYSTEM PERFORMANCE--DEVELOPMENT FLIGHT

INSTRUMENTATION (DFI) (FEWG report Paragraph 2.9.5)

Motor set 360L007 did not have any DFI installed. This section is reserved pending

any future motors that incorporate DFI.

REVISION

90407-5.15

DOC NO

SEC

TWR-17546-1 [ vot

[pAGE 126
T_ CORPORA T/ON

SPA C[ OPERA TIONS

4.10 MEASUREMENT SYSTEM PERFORMANCE (FEWO report

Paragraph 2.9.7)

4.10.1 Instrumentation Sunmmry

Table 4.10-1 shows the location and amount of instrumentation for 360L007. Note

that the igniter heater sensors are classified as GEI, whereas the field joint heater

sensors are listed under a separate category. The OFI consists of the three OPTs

which are used to determine the SRB separation time and provide the ballistic

performance assessment.

Table 4.10-1. 360L007 (STS-33R) Instrumentation

LH Motor RH Motor

OFI GEI Heaters OFI GEI Heaters Total

Pressure 3 .... 3 .... 6

Temperature -- 54' 12 -- 54' 12 132

*Includes igniter heater sensors

4.10.2 GEI/OFI Performance

The GEI instrumentation on flight set 360L007 consisted of 108 temperature sensors,

resistance temperature detectors (RTD) which monitor motor case temperature while

the motor is on the pad. OFI consists of three OPTs on each forward dome. All GEI

gages were functioning and all were within the allowable variation before launch.

When the field joints were powered up, the LH aft heater voltage read nominal (204

V) for about 8 minutes, then jumped to 290 V. The voltage again returned to normal

following igniter heater deactivation. No deviation in the heater current was observed

during this time period. A bad solder joint was later dispositioned to be the problem

in problem report No. PV6-147103. Troubleshooting showed the solder connections in

the voltage transducer to be broken. The bad joints were resoldered and the system

retested; the system is now functional. Upon further investigation, it was discovered

that the solder joint in question was within the power supply of the instrument itself

rather than in the electrical supply line as initially reported in the problem report. It

is suspected that the momentary interruption of power (as the igniter heaters were

shut down) restored continuity in the solder joint and returned the heater voltage to a

nominal reading (Figure 4.10-1). (All GEI are disconnected by breakaway umbilicals at

,_v,s,o_ ooc No TWR-17546-1 I vot

sEc ] pAGE 127

90407-5.16
T__--_ CORPORA T/ON

SPA CE OPERA TIONS

(S±qOA)._Dv_qoA EI_,I.V_IH

0 0 0 0 0

0 _ 0 u3 0 0

03 OQ O0 _ '-_ LO

l

tI

Ii

0 0 0 0 0 0 0

0 O'_ CO t"- C.D t.D

(A

0

0

or)

_o

O2

I

._._

_I

u_ 0"__ _I r

_-_-_I _"

_°

O_

=o_

[--.

0

0

%

,.-4

6

,4

°_,,_

REVISION

DOC NO

SEC

TWR-17546-1 I vo_

IPA_E 128
7"_ conpozA l/o,v

.SPACEOP_AT, ONS

SRB ignition and are not operative during flight.) Tables 4.10-2 and 4.10-3 are the

GEI instrumentation lists and include gages which consistently read differently from

surrounding gages. Figures 4.8-6 and 4.8-8 through 4.8-10 show GEI/OFI locations.

The OFI consists of three OPTs on each forward dome. The results of the 75

percent calibration (performed at T-1.5 hr) verified readings were well within the 740

to 804-psia allowable range and are listed in Table 4.10-4. B47P2302C was adjusted

prior to the 75 percent calibration sequence to reflect a more nominal value. The

transducer provided marginal readings at the beginning of the countdown due to the

use of the generic launch processing system calibration offset of-11.3 psi rather than

the actual OPT offset of-4.1 psi.

4.10.3 Heater Sensor Performance

Evaluation of the field joint heaters and heater sensor performance was discussed

previously in Section 4.8.3. Table 4.10-5 and Figure 4.8-7 list the joint heater sensors

and show the gage locations, respectively.

4.10.4 S&A Rotation Times

Table 4.10-6 includes the arm and safe delta times for the S&A functional test

performed prior to the 360L007 (STS-33R) countdown. There was some concern that

the S&As may perform slower than expected when a delayed rotation time of 2.6 sec

was revealed during testing, causing an IPR (No. 33RV-0165) to be written. To close

that IPR an additional S&A functionality test was performed. Table 4.10-7 lists the

arm and safe times during the actual launch sequence (at T-5 minutes). All values are

less that 2.0 sec.

4.11 RSRM HARDWARE ASSESSMENT (FEWG report Paragraph 2.11.2)

4.11.1 Insulation Performance

4.11.1.1 Summary. No gas paths through the case-to-nozzle joint polysulfide adhesive

or any other anomalous joint conditions were identified. The internal insulation in all

six of the case field joints also performed as designed, with no anomalous conditions.

There were no recordable clevis edge separations (over 0.1 in.). No evidence of hot gas

penetration through any of the acreage insulation or severe erosion patterns were

identified. A complete insulation performance evaluation is in Volume III of this

report.

REVISION

DOC NO

SEC

TWR-17546-1 I vot

I PAGE 129

90407-5.17
_P--_ CORPORATION

SPA CE OPERAIIONS

Instrument Location

No. (deg)

B06T7003A 270

B06T7004A 45

B06T7005A 135

B06T7006A 325

B06T7007A 270

B06T7008A 215

B06T7009A 90

B06T7010A 45

B06T7011A 135

B06T7012A 325

B06T7013A 270

B06T7014A 215

B06T7015A 45

B06T7016A 135

B06T7017A 325

B06T7018A 270

B06T7019A 215

B06T7020A 90

B06T7021A 45

B06T7022A 135

B06T7023A 325

B06T7024A 270

B06T7025A 215

B06T7026A 220

B06T7027A 274

B06T7028A 320

B06T7029A 45

B06T7030A 135

B06T7031A 9O

B06T7032A 30

B06T7033A 150

B06T7034A 270

B06T7035A 45

B06T7036A 135

B06T7037A 325

B06T7038A 270

B06T7039A 215

B06T7040A 30

B06T7041A 150

B06T7042A 270

B06T7043A 0

B06T7044A 0

B06T7045A 120

B06T7046A 120

B06T7047A 240

B06T7048A 240

Table 4.10-2. GEI List--360L007A (LH)

Station Range (°F) Case Location

534.5 +_200 Forward segment

694.5 +_200 Forward segment

694.5 +200 Forward segment

694.5 +200 Forward segment

694.5 +200 Forward segment

694.5 +-200 Forward segment

778.98 +200 Forward segment

(systems tunnel)

931.48 +-200 Forward center segment

931.48 +_200 Forward center segment

931.48 _+200 Forward center segment

931.48 +200 Forward center segment

931.48 +-200 Forward center segment

1091.48 +-200 Forward center segment

1091.48 +200 Forward center segment

1091.48 +200 Forward center segment

1091.48 +200 Forward center segment

1091.48 +_200 Forward center segment

1258.98 +-200 Aft center segment

(systems tunnel)

1411.48 +200 Aft center segment

1411.48 +_200 Aft center segment

1411.48 +200 Aft center segment

1411.48 +200 Aft center segment

1411.48 +200 Aft center segment

1511 +-200 ET attach ring

1511 +-200 ET attach ring

1511 +-200 ET attach ring

1535 +_200 Aft segment

1535 _+200 Aft segment

1565 +200 Aft segment

(systems tunnel)

1701.86 +200 Aft segment

1701.86 _+200 Aft segment

1701.86 _+200 Aft segment

1751.5 +-200 Aft segment

1751.5 +-200 Aft segment

1751.5 +-200 Aft segment

1751.5 +_200 Aft segment

1751.5 +_200 Aft segment

1821 _+200 Aft segment

1821 _+200 Aft segment

1821 _+200 Aft segment

1847 _+200 Flex bearing

1845 _+200 Nozzle throat

1847 _+200 Flex bearing

1845 _+200 Nozzle throat

1847 _+200 Flex bearing

1845 _+200 Nozzle throat

REVISION

90407-8.5

DOCNO

SEC

TWR-17546-1 ]vot

J PAGE 130
_P'_ CORPORA T/ON

SPA CE OPERATIONS

Table 4.10-2. GEI List--360L007A (LH) (Cont)

Instrument

No.

B06T7049A

B06T7050A

B06T7051A

B06T7052A

B06T7053A

B06T7054A

B06T7085A

B06T7086A

Location

(de_)

0

120

240

0

120

240

184.5

355.5

Station

1876.6

1876.6

1876.6

1950

1950

1950

486.4

486.4

Range ('F) Case Location

_+200 Case-to-nozzlejoint

_+200 Case-to-nozzlejoint

+_200 Case-to-nozzlejoint

_+200 Exit cone

+200 Exit cone

+_200 Exit cone

-4 to + 158 Igniter

-4 to + 158 Igniter

REVISION DocNO TWR-17546-1 ]vot

SEC

I pAGE 131

90407-8.6
T_ CORPORA T/ON

SPA CE OPERA T/ONS

Instrument Location

No. (deg)

B06T8003A 270

B06TS004A 135

B06TS005A 45

B06TS006A 215

B06TS007A 270

B06T8008A 325

B06T8009A 90

B06T8010A 135

B06T8011A 45

B06T8012A 215

B06T8013A 270

B06T8014A 325

B06T8015A 135

B06T8016A 45

B06T8017A 215

B06T8018A 270

B06T8019A 325

B06T8020A 90

B06T8021A 135

B06T8022A 45

B06TS023A 215

B06TS024A 270

B06TS025A 325

B06T8026A 320

B06T8027A 266

B06T8028A 220

B06T8029A 135

B06T8030A 45

B06T8031A 9O

B06TS032A 150

B06T8033A 30

B06TS034A 270

B06TS035A 135

B06T8036A 45

B06T8037A 215

B06T8038A 270

B06T8039A 325

B06T8040A 150

B06T8041A 30

B06T8042A 270

B06T8043A 180

B06TS044A 180

B06T8045A 60

B06T8046A 60

B06T8047A 300

B06T8048A 300

Table 4.10-3 GEI List--360L007B (RH)

Station Range (°F) Case Location

534.5 ±200

694.5 ±200

694.5 ±200

694.5 ±200

694.5 ±200

694.5 ±200

778.98 ±200

931.48 ±200

981.48 ±200

981.48 ±200

931.48 ±200

931.48 ±200

1091.48 ±200

1091.48 ±200

1091.48 ±200

1091.48 ±200

1091.48 ±200

1258.98 ±200

1411.48 ±200

1411.48 ±200

1411.48 ±200

1411.48 ±200

1411.48 ±200

1511 ±200

1511 ±200

1511 ±200

1535 ±200

1535 ±200

1565 ±200

1701.86 ±200

1701.86 ±200

1701.86 ±200

1701.86 ±200

1751.5 ±200

1751.5 ±200

1751.5 ±200

1751.5 ±200

1821 ±200

1821 ±200

1821 ±200

1847 +_200

1845 ±200

1847 ±200

1845 ±200

1847 ±200

1845 ±200

Forward segment

Forward segment

Forward segment

Forward segment

Forward segment

Forward segment

Forward segment

(systems tunnel)

Forward center segment

Forward center segment

Forward center segment

Forward center segment

Forward center segment

Forward center segment

Forward center segment

Forward center segment

Forward center segment

Forward center segment

Aft center segment (systems tunnel)

Aft center segment

Aft center segment

Aft center segment

Aft center segment

Aft center segment

ET attach ring

ET attach ring

ET attach ring

Aft segment

Aft segment

Aft segment (systems tunnel)

Aft segment

Aft segment

Aft segment

Aft segment

Aft segment

Aft segment

Aft segment

Aft segment

Aft segment

Aft segment

Aft segment

Flex bearing

Nozzle throat

Flex bearing

Nozzle throat

Flex bearing

Nozzle throat

REVISION

90407-8.7

ooc,_o. TWR-17546-1 [ voL

SEC I PAGE 132
_--_ CORPORATION

SPACE OPERATIONS

Table 4.10-3

Instrument

No.

B06T8049A

B06T8050A

B06T8051A

B06T8052A

B06T8053A

B06T8054A

B06T8085A

B06T8086A

Location

(de_)

180

6O

300

180

60

300

355.5

184.5

GEI List--360L007B (RH) (Cont)

Station Range ( °F) Case Location

1876.6

1876.6

1876.6

1950

1950

1950

486.4

486.4

_+200 Case-to-nozzlejoint

_+200 Case-to-nozzlejoint

_+200 Case-to-nozzlejoint

_+200 Exit cone

•+200 Exit cone

_+200 Exit cone

-4 to + 158 Igniter

-4 to + 158 Igniter

REVISION

90407-8.8

DOC NO

SEC

TWR-17546-1 ]VOL

I _Ao_ 133
"_"_ CORPORA TION

SPA C( OPERA TIONS

Table 4.10-4.75 PercentCalibrationResults

LH Motor

Gage

B47P1300C

B47P1301C

B47P1302C

Reading (psia) Gage

765.8 B47P2300C

765.8 B47P2301C

767.8 B47P2302C

RH Motor

Readine (vsia)

765.8

769.8

765.8

REVISION

OOC NO

SEC

TWR-17546-1 I voL

] PAaE 134

90407-13.1
T_ CORPORA T/ON

SPACE OPERATIONS

O

=

=.

0

.Q

@ @ @

D. D. D.

o_

_<_

;I

+l +1 +1 +1 +1 +1 +i +l +1 +1 +1 +1

+ + + + + + + + + + + +

o-

"I

+1 +1 +1 ÷1 +1 +1 +1 +1 +i +1 +l +1

+ + + + + + + + + + + +

r._

E

0

N

[-,...

}{

REVISION ooc_o TWR-17546-1 I VOL

SEC I PAGE 135
T_fl_--_ CORPORA T/ON

SPACE OPERATIONS

Table 4.10-6. S&A Arm and Safe Delta Times

_1 I_tTION SIA _07ArIU_ - gTS-_H

tO47._AQ.17| - 16Hlrt_4 SIA RI_tO_L TEST)

_nt_ I ! _ ! COMBO ! 8_ I MSPO_ ! DELTA ! lift I RITHT I _ ! mlaH?

1 I 51915.il46 1 BS_4i_XI-IM t_ ! 5_37.753 l B_S128A_fI-N4 ¢tiM [ 1,_07 I ! I._07 I !

! _1_J45._8 I D_K_II-I.H ¢_:( I _5.4,_ ! D_II_3XI-.LH _ ! 1.748 ! ! I 0o741 | ,

I $|%5. %8 t B_K4__I I-P_ _[ I 50%_. 7_ I B_X284J!I-m _ ! 1. 787 ! ! I ! 1. 717

! 51_9._8 [ B_K_II-_H _IM

! 5134_._8 ! B_ll-_ AIM

! 513_'7.2q I I_<_II-_H

I 513_._,K i 95_11_211-U4 Am I 1.058 I I.IM8 I I I I

l 513'31._ ! D_SI284?.Xl-_ AIM I 1,947 l l I._47 l l I

I 51_7.8J_ I !_1184311-4.H _i_ ! LI57.7 I ! I t.17 l

I 51_'1.9_5 I B_1284_11-_ 9_t I 1.717 ! I I I 1.707

[ &l_10._O I II_kMII-LH I_H

I 51_H}.218 Z II_KAI_XI-N4 AIM

I |l-r'JT.SM 1 II_KNMIIH2_I

I _,I_M,8_ l _IIM_XI-4.H _M I 1.787 I 1.787 I ! l !

l 61511.1_ I I_I_iMalt-N4 M I 1.8_7 ! I 1.857 I l

I

l r,,IP,IHL4._ 1 6_51184311...I.H t_v'E l 0,_§ l l l 1.1kI I I

I II._Jk74_ I li_ll-iM _ I 1.11_7 ! I I l t.1&7'

l 51_7.11_8 ! li_Y,30_llq.H A_ I 51%7.8,_ I il_X184_ll-4J4 AIM ! 1.787 ! 0.707 ! I 1

! 51_7._8 ! B_KqNelI-N4 AIM I £1._1.1_5 I 11_SXL_.XI+Nt AIM I 1.8_7 ! ! I.E7 I I

I +t_A.Ta8 I li_J_30_II-LH _[ I _1_.4,_ I D_II8431L-4.J4 _ I 1.780 [ i I 0,710 !

! 51_4.%eJ ! IE_44M_tI-M4 _ l |1_5._J5 ! 0_5]t_31L-_1 _ | 1o71 I ! ! !

q

+

I

I

1.71

l 51£38. 728 I B_K_OOXI-U! AIM

l £1Kt8.958 I ii_1411Mll+ql AIM

l 1-154_._8 [ I_KMXI-LH GAF£

I 61646.568 I _II-_ _F[

! 5IK._.K15 ! _1185_11-_ AF4q ! 1._7 l LN7 I ! I

I £153_.7_ ! M_x2_XI-IM f_q ! 0.787 I l 0,717 ! l

! &l_l.lLl_ I B_lI84311"L_ _ I 0,717 1 l l I.N7 I

l 51_47._ I _51_1311-q4 _1_ I 1,787 l ! 1 I Ik 787 :

l 517_.758 I II_A,._NOILq.H film

! £1737,M_ ! 0_i_MII-IM I_i

! _1744.2811 I M_K3M_XI-4.H SAFE

l 61744._1 I I_J_A_II-I_

I 61737.6]5 I 1_ll_4all-_ M I t,17 I 0.057 I ! l

l £1737.7_5 I 8S5X_84_11-_t _ 1 0,7_7 l I 1.717 I I

I 51715,135 ! _SXIM3II-H4 _ I 1.717 1 l I I;717 1

I 1_1745.3_ I B_519.84311-_ _ ! 0,_7 I I ! I 1.827

! 51ik_.758 l II_K_M01I--UI A+M

l 51833.8_! I It_(_Netl-I_t t_lM

l 511_.288 I II_K3_21I-.LN 5_E

[ Sl!._._ l Y"2X_II-IM _ l O. D7 l ! 1.7A7 I I

I 51841.835 I B_I184311"4.H _ [ 1.747 I ! I 1.747 1

[ 61141.3_6 I B_I284311-IM SI_ ! 0,788 I I J [ I.TM

I 51_17._8 I ]_X_M_XI-UJ film

[ 5L+LS. L68 l _ql_li-_t film

I 61_._8 t BS_3_II-UJ £qrE

I 61'_.7_ ! D_KqHRII-_4 e_F£

t

I 51_18, B_ I 1_II84_11-_ AM ! 1.,_17 I 1.17 I l I |

I 61_18._'_6 l [gl_4_ll-_ _q I 1.71 I ! 1.7H l l l

I 51_.23_ I B55XI_311-LH $1trE I 1.717 [ I l 1.717 ! I

l £L_.5 I _l+_311-_H _vE ! 0,117 ! I l I 1.7871

I

l 61_5._.758 I _:_lXI-Lil 13iM I 6le/_._ I g_ll04aIl-'_ _ I 0.8_8 l I. _-,A I 1 I !

5 I 619%._8 [ _<4_WII-$ AIM I 519"_.7_6 ] _129_It*FJ4 _q I 0.748 [ I IkT_ l !

I _.N3,2M I ll_KMll-I,q _ i _-'_114.1_ I I1_II114311-U4 _ I 1.747 ! I ! IL7,_7 ! J

! _k_._ f _MII-4J4 filM I _*_15._ 1 [1184211-4.H _q I 1.747 l 1.747 I I l

t

I _4_.888 I B_XI-U4 _ I _143.635 1 [11_311-U4 _'E I 1.747 l l ! 1.747 |

I _4_3.149 I _<30_II-UJ filM I 6_4_,235 I 8_II_II-LH _q I D.797 l 0.787 I I I

II l 6_453.[_8 l B_Kq_II-_ NIM l 6_4,5_ [ B_1284_I1-$ filM l $.167 I l |.M7 I !

l _11, _ I B_II-_ _ 1 6c'<'J_,t_ I _X_311-_4 _r[ I 1, 745 I l I l 1. 7_

I _-_0.8_ I 9_K_O61(1-4.14 f1_ [ _]41.135 I B_II8_.ll-4.H AIM I 0.787 [ _.787 I I I

12 l _1._8 I _4111-$ AIM I _-_1._6 l [0_I_84_11-IM _ I 1._ | ! 1.8_ l I

I _.'_.:,_1 I BS_IIq._ _ I 6_._ l B_II84]II-U4 _F_ [ 1.957 I l ! t._7 I

I 6c_.lM I B_MII-LH M I _7,_5 ! l_ll_'ll-_ filM i 1.857 ! 0,_7 I I 1

13 I _'_._q ! _4_II-IMRIM ! [_7.1_1 _I_I_ll-$M I 1.7171 ! L_ITI !

I 6_6._,_ I _It-_d S/_ [ 6¢_,_.+"_ I B_IF.84311-_ _ ! 0.787 ! | ! ! 1.707

_tllA_ I Ik_ 1.818 tT_ 1.7e_

REVISION ORIGINAL PAGE IS OOCNO TWR-17546-1 t vot

OF POOR QUALITY SEC i 136
T_A_'_ CORPORA TION

SPA CE OPE RA TIONS

Table 4.10-7. S&A Activity Times for 360L007 (STS-33R) at T-5 Minutes

Rotation Times*

(arm command to arm indication)

LH motor 1.085 sec

RH motor 0.965 sec

*The data sample rate is five times per second; therefore, the actual rotation times could be _+0.200

sec sooner. The command times are as indicated

REVISION

90407-13.2

DOCNO TWR-17546-1 Jvoc

SEC 1 PACE 137
7"_ CORPORA7JO_

SPACEOPeRATiONS

4.11.1.2 External Insulation

Factory Joint Weatherseals. Two of the 14 factory joint weatherseals were unbonded.

The LH aft segment stiffener-to-stiffener factory joint weatherseal was unbonded on

the aft edge over approximately 70 percent of the circumference. The depth of the

unbond measured from 0.8 to 0.9 in., which was to the pin retainer band. The unbond

®

exhibited failure between the Chemlok 205 and the case. There was no evidence of

soot or heat effects on the unbonds. Paint was peeled from the case and attached to

the edge of the weatherseal intermittently along the unbond. Corrosion was evident

on the case under the peeled paint and under the unbonded weatherseal. A forward

edge unbond was also noted near 310 deg; it measured 0.5 in. longitudinally by about

0.75 in. circumferentially.

Two insulation-to-case unbonds were identified on the forward edge of the RH

forward segment cylinder-to-cylinder weatherseal. The weatherseal was unbonded at

160 deg for 14 in. to a depth ranging from 1.0 to 1.5 in. and at 135 deg for 11 in. to a

depth of 0.1 inch. An aft edge unbond was noted at 210 deg and measured 0.6 in.

®

longitudinally by about 1.0 in. circumferentially. All unbonds were at the Chemlok

205-to-case interface.

All other factory joint weatherseals were in excellent condition. Normal small

debris impact damage from reentry was evident intermittently on the aft edges of the

weatherseals. Normal heat effects and discoloration were evident on the weatherseals

of both aft segments. No significant areas of missing ethylene-propylene-diene

monomer (EPDM) insulation were noted. The KSNA closeouts over the thermocouple

wires were in good condition, with no indications of leaking water.

Stiffener Stubs and Rings. The insulation over the stiffener stubs and rings was in

good condition. Normal heat effects and discoloration were evident on all surfaces in

the 220- to 320-deg region. There were no significant areas of missing material. The

EPDM was well bonded to the stiffener stubs and appeared to be well bonded to the

stiffener rings. There was very little stiffener ring damage due to the high sea state

at splashdown. The K5NA repair on the outboard edge of the forward stiffener stubs

showed normal erosion and some small missing chunks intermittently around the

circumference.

4.11.1.3 Case-to-Nozzle Joints. Based on the visual evaluation, both case-to-nozzle

joints performed well. No gas paths through the polysulfide adhesive were identified.

REVISION DOC NO TWR-17546-1 I voL

SEC I PAG_ 138

90407-5.18
T_ CORPORA TION

sPAcE OPERA7_ONS

The disassembled joints showed the failuremode was 83 percent cohesive at disassembly in the LH polysulfidebondline, while the RH motor failed89 percent

cohesive. One small void was identifiedin the polysulfideadhesive at 109 deg on the

LH case-to-nozzlejoint,measuring 1.6 in. longitudinallyby 0.25 in. wide. The void

extended across the step but did not reach the wiper O-ring and was not penetrated

by hot gas. Porosity was evident on both joints in the step region. The polysulfide

vent slotfillon these motors was 32 percent and 84 percent for the LH and RH

motors, respectively.

4.11.1.4 Field Joints. The internal insulationin allsix fieldjoints performed as

designed, and no anomalous conditions were noted. J-leg tip contact was evident and

the fullcircumference at each joint. Wet soot deposits extending down the bondline

were noted on allof the fieldjoints,generally to a depth of 0.2 to 0.7 in. radiallyinto

the bondline (outboard from the remaining material). The maximum depth of the wet

soot was 1.35 in. on the RH center fieldjoint. No heat effectswere evident under the

soot. Similar wet sooting has been noted on previous RSRM joints and is believed to

occur at reentry or splashdown during joint flexing.

There were no clevisedge separations that were recordable (over 0.10 in. deep).

Some tang edge separations were visibleon the fieldjoints,which will be evaluated

further when the segments reach the ClearfieldH-7 facility.

Clevis insulation cracks were noted on the radius region insulation on four out of

six fieldjoints. Some cracks were noted on prefireproblem reports. The cracks did

not have any effecton the function of the joint. Cracks and crazing will be further

evaluated when the segments reach the ClearfieldH-7 facility.

4.11.1.5 Ignition System Insulation. The igniterchamber insulation,as well as the

igniter-to-casejoint insulation for both igniterjoints,showed normal erosion. One

blowhole through the putty of the LH igniteradapter-to-casejoint was present at 332

deg. The putty in the RH joint had no blowhole, and putty was extruded up to and

on the adapter intermittently around the circumference. The igniteradapter-to-igniter

chamber joint on the RH motor had a blowhole through the putty at 340 deg. Soot

was in the putty from 315 to 350 deg but did not extend to the gasket. No adverse

effectson joint performance resulted from either blowhole.

REVISION DOCNO TWR-17546-1 [ rot

sEc IPAGE 139

90407-5.19
_"_ CORPORA7_O,V

.spa cE oP_RA7_oNs

4.11.1.6 Internal Acreage Insulation. The acreage insulation, including the internal

insulation over each of the factory joints, appeared in good condition. No evidence of

hot gas penetration through the insulation was identified.

Forward Segments. The stress relief flap was present full circumference on both

forward segments but was heat affected and eroded. The castable inhibitors were

completely missing over the full circumference. The flaps had a scalloped appearance

similar to that seen on previous RSRM flight forward segment flaps. The acreage

insulation was in normal condition. The 11-point star pattern was easily

distinguishable in the liner.

Both forward domes near the igniter boss were extensively inspected for excessive

erosion and thin insulation. No gas paths or areas of abnormal erosion were identified.

Preliminary insulation thickness measurements indicated adequate thermal SFs near

the igniter boss. The insulation in this area was also removed, and no indication of

folds or voids at the insulation-to-case interface were noted.

A final evaluation of the thermal performance of the insulation will be accomplished after internal thicknesses are measured at the Clearfield H-7 facility.

Center Segments. Only two inhibitor tears greater than 3 in. radially were noted in

either aft center segment inhibitor stub. Both were noted on the RH aft center

segment and measured 4.0 and 4.5 in. in length.

Some radial tears were noted in the forward center segment nitrile butadiene

rubber (NBR) inhibitor stubs (nine on the LH motor and eight on the RH motor).

The tears in the forward center segments ranged from 5.0 to 11.75 in. radially. The

radial extent and frequency of the tears identified in the inhibitor stubs are within the

range of tears noted on past flight motors. The edges of the tears demonstrated no

material loss or erosion, indicating that the tears occurred after motor burn.

The flap and acreage insulation exhibited normal erosion. The castable inhibitor

was completely missing on all four center segments. The flap and capture

feature/EPDM was completely eroded to the flap bulb on the aft center segments and

partially eroded on the forward center segments.

Aft Segments. Four to six small blisters were identified on the capture feature/

EPDM in the LH aft dome. The largest blister measured 1.75 in. axially by 0.25 in.

REVISION Doc NO TWR-17546-1 I vot

SEC I PAaE 140

-- 90407-5.20
"_"_ CORPORA 710N

spa cE OPER,_r_O_S

circumferentially. This was significantly less than was seen on the previous flight set

and is considered a normal condition.

The aft segment NBR inhibitor stubs exhibited scalloped erosion around the

circumference. These areas had a very short inhibitor stub with intermittent inhibitor

pieces taller than adjacent areas. This condition has been noted on all previous flight

RSRM aft segments. This uneven erosion was not typically seen to this extent on

HPM motors, but it does not appear to be a problem. There were no tears in either

inhibitor. The aft segment acreage insulation was in normal condition. There were no

gouges, separations, cuts, missing material, excessive erosion, or other areas of blisters.

4.11.2 Case Component Performance

4.11.2.1 Summary. Evaluation of the steel case indicated the hardware performed as

expected during flight. Complete case evaluation results are in Volume II of this

report.

4.11.2.2 Stiffener Stubs, Stiffener Rings, and ET Attach Stubs. The stiffener rings

and case stubs had no apparent water impact damage. No cracks or warpage was

found. No deformed boltholes were observed. No web cracks were noted and no bolts

were missing or elongated.

Based on missing Instafoam, the cavity collapse load centerlines for the RH and

LH motors were estimated to be at 340 and 100 deg, respectively.

4.11.2.3 Field Joints. The case field joint surface conditions were as expected.

Fretting ranged from none on one joint to locally medium on two joints. The RH

center field joint had no fretting. The LH center and RH forward joints had the

worst. Figure 4.11-1 provides a subjective summary of the fretting.

4.11.2.4 Case-to-Nozzle Joint. The case-to-nozzle joint on both motors was in

excellent condition. There were no signs of metal damage to any of the sealing

surfaces or boltholes, and there was no heat-affected metal, corrosion, or damaged

bolts.

4.11.2.5 Igniter-to-Forward Dome Joint. The igniter-to-forward dome joint on both

motors was in excellent condition. There were no signs of metal damage to any

sealing surface or boltholes, and there was no heat-affected metal, corrosion, or

damaged bolts.

REVISION

90407-5.21

DOC NO

SEC

TWR-17546-1 [voL

I pACE 141
T/_-4_--_ CORPORA T/ON

SPACE OPERATIONS

180 deg 0 deg

RH

[i I [ F_rw_rd __ _ Forward

90 _i', _ I:i-eld- - i i B--270 deg 270 deg Field

)_ ,._ _J'/_Fr,. _- Pits less than _/

/ _ \ \0003,n deep

0 dea ,/ _- Pits between 0.003 in. 180 deg

/} _, and 0.005 in. deep

/ _ //-- Pits over 0.005 in. deep

180 deg / /\,' /(" 0 deg

90"--_i;i Field ]j _--- 270 deg 270 deg ---li't; Fie lcl- iJ II--

deg _ t Joint /

Joint _!,_ ,.._£[_ Joint ./!/_..

0 deg 180 deg

180 deg

90 270 deg

de

0 deg

0 deg

RH

270 deg J ! I Aft I I

"--'_' i Field ]] !/"-

_._t _ Joint //_I_

180 deg

REVISION

Figure 4.11-1. Sketch of Overall Field Joint Fretting Observations

DOCNO TWR-17546-1 I rot

sEc I _GE 142

90 deg

90 deg

90 deg

AO25171a
T__--_ CORPORA T/ON

SPACE OPERATIONS

4.11.2.6 Factory Joint External Surfaces. Light corrosion was found at the weatherseal unbond location on the RH forward cylinder-to-cylinderjoint. Medium to heavy

corrosion was observed under the unbonded weatherseal on the LH aft stiffener-tostiffenerjoint. Light corrosion was also seen on the RH forward dome-to-cylinder

joint. No corrosion was seen on any other joints.

4.11.2.7 Miscellaneous Case Surfaces. All cork, KSNA, cables,and gauges associated

with the GEI were removed at Hangar AF because of corrosion pits observed on

previous case segments from an instrumentation spot band. These spot bands are for

lightning protection and use silver-fdledepoxy (Eccobond 56C). The instrumentation

is then covered with K5NA and Hypalon paint. During SRB reentry, the Hypalon

paint blisters,allowing sea water to soak into the K5NA, producing a galvanic cell

between the case and the silver-filledepoxy. The case surfaces under the removed

GEI runs had light corrosion. No pits were observed at any GEI spot bond location.

4.11.2.8 OPTs, Special Bolts, and Special Bolt Plugs. Soot deposits were observed on

the threads on the tip of the OPTs and up to the primary seals. The physical

condition of the OPTs was excellent.

All LH and RH igniter special bolts experienced typical light sooting up to the

primary O-ring and on the ends of the special bolts.

4.11.2.9 Vent Port and Leak Check Port Plugs. The metal surfaces of the plugs were

free of soot, debris, and corrosion.

4.11.2.10 Joint Heaters. Both RH and LH igniter heaters were evaluated before and

after removal. No discoloration or warping was noted, indicating proper installation

and nominal performance.

4.11.3 Seals Performance

4.11.3.1 Summary. Evaluation of the field joints indicated the internal seals

performed as expected during flight. All internal seals, including the redesigned field

joint seals and case-to-nozzle joint seals, appeared to have performed well, with no hot

gas leakage evident. A complete evaluation is in Volume II of this report.

4.11.3.2 Exit Cone Field Joint. The assessment team was not notified of exit cone

disassembly, so the in-groove inspection of the O-rings and joint area was not done.

The LH primary O-ring was damaged at about 0 deg with 30 in. of O-ring missing. At

splashdown, the glass-cloth phenolic (GCP) delaminated in the primary O-ring groove

REWSION DOCNO TWR-17546-1 I voL

sEc I pAGE 143

90407-5.22
T_ CORPORA flOIV

SPA CE OP_ RA TIONS

from 292 through 0 to 4 deg, probably causing the O-ring damage. The metal surfaces

of both aft exit cones had intermittent medium corrosion on the outer edge of the

forward face and between the O-ring grooves. The RH aft exit cone had a

concentration of medium corrosion between 115 and 155 deg.

4.11.3.3 Case Field Joints. Inspection of the fieldjoint seals revealed no anomalous

conditions. All motor pressure was contained by the insulationJ-joint. There was no

corrosion or damage found on any of the O-ring sealingsurfaces. The V2 fillerwas

also found to be in excellent condition. None of the vent ports were obstructed by the

V 2 filler. The grease application was nominal.

4.11.3.4 OPT, Special Bolts, and Special Bolt Plug Seals. There was no evidence of

gas leakage past the primary seals on any of the OPTs. The LH and RH primary seals

saw pressure but there was no soot observed on them. Soot deposits were observed on

the tips of the transducer threads and up to the primary seals. All of the seals

performed nominally.

Special bolt primary seals were in excellent condition and performed as expected.

Special bolt plug seals were also in excellent condition. All LH and RH igniter special

bolts experienced typical light soot up to the primary O-ring and on the end of the

special bolts.

4.11.3.5 Ignition System Joint. The igniter removal on this flight set was performed

using dynamometers and guide pins in order to monitor the loads involved and

minimize the putty disturbance during disassembly.

The seals of the S&A, igniter outer, and igniter inner gaskets revealed no erosion

or heat effect.

The LH igniter outer putty had a blowhole in the outer putty at 332 deg. Soot

was observed on the entire circumference of the inner edge of the outer gasket. Soot

to the primary seal was observed on the forward face from 330 to 0 deg. Soot to the

primary seal was also observed on the aft face from 270 to 279 deg. No soot was

observed past the primary seal on either face. Two very small dimples (less than 0.003

in. in diameter) were observed on the forward face. One was on the primary seal at

235 deg and the other was on the secondary seal at 144 deg. Also, traces of touchup

paint were seen on the environmental seal outer edge.

REVISION

90407-5.23

DOC NO

SEC

TWR-17546-1 l voL

I_AGE 144
T_ CORPORA T/ON

SPA CE OP[RA T/ONS

The LH inner gasket had soot on the outside edge of the aft gasket face from 210

through 0 to 130 deg. Soot did not reach the outer seal. No soot was observed on

the forward face. Putty was observed on the inner edge from 20 to 65 deg. No putty

was on the forward or aft gasket face.

The RH igniterouter putty had no blowhole. Putty was on the outer gasket

inner edge from 18 to 101 and from 207 to 270 deg. No putty was observed on either

forward or aft gasket face.

The RH inner putty had a terminated blowhole at 340 deg. No soot reached the

inner gasket. A small depression was observed on the outer seal aft face crown at

10 deg. Itwas approximately 0.002 in. deep by 0.004 in.wide. Detailed inspection

verifiedthat the flaw was within the acceptance criteriaof 0.002 in. deep by 0.005 in.

wide. Putty was on the outside gasket diameter intermittently around the entire

circumference.

®

The LH and RH igniterinner joint packing with retainers (Stat-O-Seals) were in

good condition. None had any apparent damage.

4.11.3.6 Case-to-Nozzle Joint. The overalljoint condition was excellent on both

motors. Motor pressure was halted at the polysulfideadhesive, leaving the fluorocarbon O-rings untouched. No obvious disassembly damage was noted on the O-rings.

The grease on the RH fixed housing sealing surface was light to nonexistent.

Three radialbolthole plugs were damaged on disassembly.

The LH and RH case-to-nozzlejoint Stat-O-Seals were in good condition,with no

disassembly damage.

4.11.3.7 Vent Port Plugs. The case fieldjoint and case-to-nozzlejoint vent port plugs

and seals on each motor were in excellent condition. The vent port plug O-rings

showed no evidence of heat effects. The fluorocarbon O-rings, glands, and metal

surfaces of the plugs were free of soot,debris,and corrosion.

4.11.3.8 Leak Check Port Plugs. The leak check port plugs and seals on the LH and

RH motors in the case fieldjoints,case-to-nozzlejoints,aft exit cone joints,and the

ignitionsystem joints were in good condition.None of the leak check port plug O-rings

showed any evidence of heat effects. The fluorocarbon O-rings, glands, and metal

surfaces of the plugs were free of soot, debris, and corrosion.

.EVlSION__ OOCNO TWR-17546-1 I voL

SEC

I PAGE 145

90407-5.24
SPA CE OPERA TIONS

4.11.3.9 Internal Nozzle Seals

Forward End Ring-to-Nose Inlet Housin_ Joint. Inspection of the joint did not reveal

any obvious pressure paths through the RTV/adhesive of the joint interface. Scallopshaped sooting of the grease was observed around the full circumference of the joint

about halfway between the edge of the aluminum housing and the primary O-ring

groove situated between boltholes. Heavy sooting was observed at 96 through 138 and

228 through 318 deg on the LH motor and 334 through 0 through 18 and 120 through

150 deg on the RH motor. No soot or blowby was observed up to or past the primary

O-ring on the LH motor, but light soot was seen on the RH motor to the primary Oring at 126 through 162 and 198 through 258 deg. No soot or evidence of blowby was

observed past the primary on the RH motor. No apparent damage to the primary or

secondary O-rings was found during preliminary inspection, and the sealing surfaces

showed no assembly or disassembly damage. Typical light corrosion was observed

intermittently on the secondary O-ring sealing surface of the RH motor.

Nose Inlet Housing-to-Throat Support Housing. A pressure path through the RTV at

140 deg was noted on the LH motor. No soot or evidence of blowby was present past

the primary O-ring. A terminated void in the RTV was noted at 100 deg on the RH

motor. No soot or evidence of blowby was present up to or past the primary O-ring.

No apparent damage was found during preliminary inspection of the primary or

secondary O-rings. Inspection of the sealing surfaces revealed no signs of damage.

Typical light corrosion was found intermittently on the nose inlet housing at the

adhesive-to-metal interface at 90 through 140 deg on the LH motor and 95 through

105 and 228 through 318 deg on the RH motor.

Forward Exit Cone-to-Throat Support Housing. Inspection of the joint revealed no

pressure paths through the RTV backfill. No apparent damage to the primary or

secondary O-rings was found during preliminary inspection and the sealing surfaces

showed no assembly/disassembly damage. No corrosion was found on any of the joint

sealing surfaces. Typical light corrosion was found on the bevel of the throat of the

RH motor from 2.5 to 5 deg. This corrosion coincides with the bondline separations

on the forward exit cone.

Fixed Housing-to-Aft End Ring Joint. Inspection of the joint revealed no pressure

paths through the RTV. The RTV was observed up to the land forward of the primary

O-ring at 40 through 127.5 deg on the LH motor. RTV was observed up to the

REVISION VOCNO TWR-17546" 1 I voL

SEC JPAGe 146

90407-5.25
"_"_ CORPORA T/ON

SPA CE OPERA TION5

primary O-ring at 103 through 133, 145 through 165, and 245 through 310 deg on the

RH motor. No damage was found during preliminary inspection of the primary and

secondary O-rings and the sealing surfaces showed no signs of damage. Typical light

corrosion was observed on the inside diameter lip of the aft end ring.

4.11.4 Nozzle Performance

4.11.4.1 Summary. Postflight evaluation indicated both nozzles performed as

expected during flight. Phenolic erosion was smooth and normal. Complete evaluation

is in Volume V of this report.

4.11.4.2 360L007A (LH) Nozzle

Aft Exit Cone. The aft exit cone was severed by the LSC during parachute descent.

The radial cut through the GCP appeared nominal, with no anomalies observed. Some

carbon-cloth phenolic (CCP) liner was missing and portions of the GCP insulator were

torn and delaminated. These are typical postflight phenomena that occur during exit

cone severance and at splashdown. The exposed GCP plies showed no signs of

heat effect.

The only observation outside the RSRM nozzle experience was the thermal curtain

retainer screw helical coil inserts on the compliance ring. Thirty-six of the 192

required on the nozzle were pulled out above the outside diameter (OD) surface of the

compliance ring.

The actuator brackets showed only minor paint scratches, scrapes, and chips due

to actuator removal. The primer remained intact and no metal damage or loose bolts

were observed.

Four separations were observed between the polysulfide and the aft exit cone

shell. Postflight measurements of the polysulfide groove radial width showed that the

GCP insulator did not pull away from the aluminum shell during cooldown.

The RTV backfill was below the joint charline on the nozzle 360 deg circumferentially. No voids were noted. RTV reached the primary O-ring for 70 percent of

the joint circumference.

Forward Exit Cone Assembly. The CCP liner was intact from 110 to 345 deg, with

smooth erosion for the forward 11 inches. Moving aft, the next 17 in. had missing

REVISION DOCNO TWR-17546-1 I voL

SEC I PAGE 147

_" 90407-5.26
7__ C_)RPORA 710N

SPA C[ OPERA TIONS

CCP, but no heat effect to the GCP. The aft 6 in. had CCP intact with typical

dimpled erosion approximately 0.1 in. deep radially.

Throat Assembly. The throat assembly had smooth erosion on the throat inlet and

the forward 9 in. of the throat ring, with typical rippled erosion on the aft 7 inches.

Typical inlet ring forward edge postburn CCP wedgeouts were found intermittently

around the circumference, measuring 0.70 in. axially by 1.0 in. radially.

Nose Inlet Assembly. The -503 ring had smooth erosion and a large number of impact

marks, typically 0.2 to 0.3 in. in diameter and 0.05 to 0.1 in. deep. Some marks had

slag in them. The -504 ring had smooth erosion, no impact marks and no wedgeouts

or pop-ups.

The nose cap had smooth erosion with minor wash areas on the forward 12 in.

(0.05 in. deep radially). Slag deposits were noted on the forward 18 in. from 90 to

270 deg. Typical postburn impact marks on the forward end (some with slag deposits)

were noted intermittently around the circumference. Typical postburn wedgeouts of

charred CCP were found on the aft 2 in. intermittently around the circumference.

Cowl Ring. The cowl ring showed typical ridged erosion (0.06 in. deep). This is due

to the low ply angle. Postburn wedgeouts of charred CCP were observed on the aft

2.5 in. from 18 to 260 deg, measuring 1.0 in. deep radially.

Outer Boot Ring (OBR). The OBR had postburn wedgeouts on the forward 1.5 in. of

the ring from 105 to 118 and from 239 to 265 deg. They were 0.7 in. deep radially.

The same area showed popped up, charred CCP plies intermittently around the

circumference. There were typical postburn delaminations in the aft end along the

0 deg ply wraps. These were 0.6 to 1.9 in. deep axially. The aft tip adjacent to the

flex boot was typically fractured and wedged out.

Fixed Housing Assembly. The fixed housing insulation erosion was smooth and

uniform. The forward 2 in. of the fixed housing showed typical postburn wedgeouts of

charred CCP intermittently around the circumference with some slag deposits on

exposed plies. The maximum radial depth of the wedgeouts was 1.5 inches.

4.11.4.3 360L007B (RH) Nozzle

Aft Exit Cone. The aft exit cone was severed by the LSC during parachute descent.

The radial cut through the GCP appeared nominal, with no anomalies observed.

REVISION DOC NO

SEC

TWR-17546-1 ]voL

I PAGE 148

- 90407-5.27
"7"_ conpoR_7/o/v

sp._cE op_RAT/o/vs

All of the CCP linerwas missing and portions of the GCP insulator were torn and

delaminated. These are typicalpostflightphenomena that occur during exit cone

severance and at splashdown. The exposed GCP pliesshowed no signs of heat effect.

The only observation outside the RSRM nozzle experience was the thermal curtain

retainer screw helicalcoilinsertson the compliance ring. Eighty-one of the 192

required were pulled out above the OD surface of the compliance ring.

The actuator brackets showed only minor paint scratches,scrapes, and chips due

to actuator removal. The primer remained intact and no metal damage or loose bolts

were observed.

Two separations were observed between the polysulfideand the aft exit cone shell.

Postflightmeasurements of the polysulfidegroove radialwidth showed that the GCP

insulator did not pull away from the aluminum shell during cooldown.

The RTV backfillwas below the joint charline on the nozzle 360 deg circumferentially.No voids were noted. RTV reached the primary O-ring for 95 percent of

the circumference.

Forward Exit Cone Assembly. The CCP linerwas intact,with smooth erosion for the

forward 10 in.and with one 0.75-in.-wideaxialwedgeout at the forward end from

300 to 330 deg. Moving aft,the next 13 in. had missing CCP, but no heat effect to

the GCP. The aft 12 in. had CCP intact with typicaldimpled erosion approximately

0.1 in. deep radially.

Throat Assembly. The throat assembly had smooth erosion on the throat inletand

the forward 10 in. of the throat,with typicalrippled erosion on the aft 6 in. of the

throat ring. There were two erosion wash areas found on the aft 6 in. of the throat

ring at 200 and 300 deg measuring approximately 3 in. circumferentiallyby 6 in.

axiallyby 0.16 in. radially. There were no wedgeouts or pop-ups.

Nose Inlet Assembly. The -503 ring had smooth erosion and intermittent minor

impact marks, typically 0.3 in. in diameter and 0.05 in. deep. The -504 ring had

smooth erosion, no impact marks, and no wedgeouts or pop-ups.

The nose cap had smooth erosion with minor wash areas on the forward 8 in.

(0.05 in. deep radially). Slag deposits were noted on the forward 18 in. from 270

through 0 to 90 deg. Typical postburn impact marks on the forward end (some with

REV,S,ON-- DOCNo TWR-17546-1 [ voL

90407-5.28

sEc I PACE 149
T_ C( )RPOR 4 7/£')/V

.C,P_I ( 7E ( "_Pt R .171ON. c,

slag deposits) were noted intermittently around the circumference. Typical postburn

wedgeouts of charred CCP were found on the aft 2 in. intermittently around

the circumference.

Cowl Ring. The cowl ring showed typical ridged erosion (0.1 in. deep) on the forward

5 inches. Wedgeouts were found on the aft 2.5 in. from 260 through 0 to 56 deg.

They measured 1.0 in. deep radially.

Outer Boot Ring. The OBR had popped plies on the forward 1.3 in. from 4 to 10 deg.

No wedgeouts were noted. Typical postburn delaminations were found in the aft end

along the 0-deg ply wraps and were 0.5 in. deep. Ninety-four percent of the aft tip

adjacent to the flex boot was typically fractured and wedged out.

Fixed Housing Assembly. The fixed housing insulation erosion was smooth and

uniform. The forward 2 in. of the fixed housing showed typical postburn wedgeouts of

charred CCP intermittently around the circumference, with some slag deposits on

exposed plies. The maximum radial depth of the wedgeouts was 0.5 inches.

REVISION DOC NO

90407-5.29

SEC

TWR-17546-1 [ rot

I PAGE 150
T#_ CORPOR,,4 IION

SPA L?[ OP[ R,.I "TION$

DISTRIBUTION

Recipient

N. Black

R. Buttars

/k Drendel

F. Duersch

D. Garecht

R. George

S. Hicken

B. Jurewicz

J. Keller

R. Mackley

B, McQuivey

T. Morgan

L, Nelsen

R. Papasian

J. Passman

C. Richards

G. Ricks

K. Sanofsky

J. Sutton

Print Crib

Data Management

No. of

1

1

1

1

2

1

1

1

1

1

1

1

1

45

1

1

1

1

1

5

5

Mail Stop

L71

L63

L63

851

L71

L62

L62

L70

E62C

L61

L72

L52

L61C

E62

L62

L63

L71

851

L72

Q51B1

L72B

REVISION

90407-14. l

DOC NO

SEC

TWR-17546-1 I rot

i PAGE 151