National Aeronautics and 

Space Administration

CxP 70064

BASELINE

RELEASE DATE: SEPTEMBER 5, 2007

CONSTELLATION PROGRAM 

SUPPORTABILITY PLAN 

The electronic version is the official approved document. 

Verify this is the correct version before use. 
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REVISION AND HISTORY PAGE 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Status Revision 

No. 

Change 

No. Description Release Date 

Baseline - Baseline (Reference CxCBD 000134/1-1, 

dated 8/16/07) 

09/05/07 

NOTE: Updates to this document, as released by numbered changes (Change XXX), are 

identified by a black bar on the right margin. 
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TABLE OF CONTENTS 

PARAGRAPH PAGE 

1.0 INTRODUCTION.............................................................................................. 5

1.1 PURPOSE........................................................................................................ 5

1.2 SCOPE............................................................................................................. 5

1.3 CHANGE AUTHORITY/RESPONSIBILITY ..................................................... 5

2.0 DOCUMENTS.................................................................................................. 6

2.1 APPLICABLE DOCUMENTS ........................................................................... 6

2.2 REFERENCE DOCUMENTS........................................................................... 6

3.0 INTRODUCTION TO SUPPORTABILITY........................................................ 7

3.1 SUPPORTABILITY IMPLEMENTATION TECHNIQUES................................. 8

3.2 INTEGRATION OF RELIABILITY, MAINTAINABILITY, AND INTEGRATED 

LOGISTICS SUPPORT WITHIN THE SYSTEMS ENGINEERING 

PROCESS................................................................................................... 9

4.0 CONSTELLATION SUPPORTABILITY CONCEPT......................................... 12

4.1 OVERVIEW...................................................................................................... 12

4.2 APPLICATION TO DESIGN REFERENCE MISSIONS................................... 14

4.2.1 Lunar Sortie Mission Supportability Concept .................................... 14

4.2.2 Lunar Outpost Cargo Mission Supportability Concept ...................... 22

4.2.3 Lunar Outpost Crew Mission Supportability Concept........................ 25

4.2.4 Crew to ISS Mission Supportability Concept..................................... 34

4.2.5 Pressurized Cargo to ISS Mission Supportability Concept ............... 37

4.2.6 Mars Mission Supportability Concept................................................ 40

5.0 SUPPORTABILITY PLANNING AND MANAGEMENT.................................... 43

5.1 RELIABILITY AND MAINTAINABILITY (R&M) PLANNING 

AND MANAGEMENT .................................................................................. 43

5.2 INTEGRATED LOGISTICS SUPPORT (ILS) PLANNING 

AND MANAGEMENT .................................................................................. 43

5.2.1 Integrated Logistics Support Management ....................................... 43

5.2.2 Integrated Logistics Support Plan (ILSP) .......................................... 46
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TABLE OF CONTENTS 

APPENDIX PAGE 

A ACRONYMS AND ABBREVIATIONS AND GLOSSARY OF TERMS............. 68

B OPEN WORK................................................................................................... 72

C LRU/ORU SELECTION CRITERIA.................................................................. 73

TABLE 

5.2.1-1 ILS ROLES AND RESPONSIBILITIES ............................................................ 44

5.2.2.2-1 TRADITIONAL LEVELS OF MAINTENANCE.................................................. 49

B1-1 TO BE DETERMINED ITEMS.......................................................................... 72

B2-1 TO BE RESOLVED ISSUES............................................................................ 72

FIGURE 

3.2-1 INTEGRATION OF RELIABILITY, MAINTAINABILITY, 

AND INTEGRATED LOGISTICS SUPPORT .............................................. 11
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1.0 INTRODUCTION 

1.1 PURPOSE 

The purpose of the Constellation Program Supportability Plan is to convey the vision for 

supporting Program elements through their life cycle, the methods for implementing this 

vision through a description of supportability planning, and the definition of roles and 

responsibilities for implementation by Program participants. Specifically, this plan 

defines the approach for implementation of the supportability-related elements of 

CxP 70003-ANX01, Constellation Program Plan Annex 1: Need, Goals, and Objectives 

and the supportability requirements contained within CxP 70000, Constellation 

Architecture Requirements Document (CARD), and CxP 70059, Constellation Program 

Integrated Safety, Reliability, and Quality Assurance (SR&QA) Requirements. The 

Constellation Program Supportability Plan also addresses the interaction of the 

Integrated Logistics Support (ILS), Reliability, and Maintainability disciplines to achieve 

a balanced Supportability solution for the Program. This plan meets, in part, the 

requirement set forth in NPD 7500.1, Program and Project Logistics Policy, to develop 

and document an ILS regimen. It is also serves as a means of compliance with 

selected portions of NPR 7120.5D, NASA Program and Project Management Processes 

and Requirements. 

1.2 SCOPE

The Constellation Supportability Concept applies to all flight components and Ground 

Support Equipment (GSE) of the Constellation Program (CxP) throughout their life 

cycle. It applies to all Government Furnished Equipment (GFE) as well as 

contractor-furnished equipment. Supportability of facilities is also important but is not 

addressed in this document. 

1.3 CHANGE AUTHORITY/RESPONSIBILITY 

Proposed changes to this document shall be submitted by a Constellation Program 

Change Request (CR) to the Constellation Control Board (CxCB) for consideration and 

disposition.

The CR must include a complete description of the change and the rationale to justify its 

consideration. All such requests will be processed in accordance with the Constellation 

Program Configuration Management Plan and comply with CxP 70073-01, Constellation 

Program Management Systems Requirements, Volume 1: Configuration Management 

Requirements. The appropriate NASA Office of Primary Responsibility (OPR) identified 

for this document is Systems Engineering and Integration (SE&I). 
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2.0 DOCUMENTS 

2.1 APPLICABLE DOCUMENTS 

The documents listed in this paragraph are applicable. Relief from specific portions of 

the applicable documents may be granted by submitting a Change Request (CR), as 

described in Section 1.3, and gaining approval from the Control Board with authority to 

grant the relief. 

CxP 70000 Constellation Architecture Requirements Document (CARD) 

CxP 70056 Constellation Program Risk Management Plan 

CxP 70073-01 Constellation Program Management Systems Requirements, 

Volume 1: Configuration Management Requirements 

 

2.2 REFERENCE DOCUMENTS 

The following documents contain supplemental information to guide the user in the 

application of this document. 

CxP 70003-ANX01 Constellation Program Plan, Annex 1: Need, Goals, and 

Objectives (NGO) 

CxP 70007 Constellation Design Reference Missions and Operational 

Concepts 

CxP 70024 Constellation Program Human-Systems Integration 

Requirements 

CxP 70043 Constellation Program Hardware Failure Modes and Effects 

Analysis and Critical Items List (FMEA/CIL) Methodology 

CxP 70059 Constellation Program Integrated Safety, Reliability and Quality 

Assurance (SR&QA) Requirements 

CxP 70072-ANX01 Constellation Program Management Systems Plan, Annex 1: 

Common Glossary and Acronyms 

CxP 70073-03 Constellation Program Data Management Systems 

Requirements, Volume 3: Data Architecture Requirements 

CxP 70087 Constellation Program Reliability, Availability, and 

Maintainability Plan 
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CxP 70132 

(Baseline Pending) 

Constellation Program Commonality Plan 

MIL-HDBK-472 Maintainability Prediction 

MIL-HDBK-502 Acquisition Logistics 

MIL-PRF-49506 Performance Specification, Logistics Management Information 

MIL-STD-1390D Level of Repair Analysis 

MIL-STD-470B Maintainability Program for Systems and Equipment 

MIL-STD-471A Maintainability Verification/Demonstration/Evaluation 

Maintainability Toolkit, Reliability Analysis Center 

NASA-SP-6105 NASA Systems Engineering Handbook 

NPD 7500.1 Program and Project Logistics Policy 

NPR 7120.5D NASA Program and Project Management Processes and 

Requirements 

NPR 7123.1 NASA Systems Engineering Processes and Requirements 

No Number Logistics Engineering and Management, Benjamin S. 

Blanchard, Prentice Hall, Sixth Edition, 2003. 

No Number Systems Engineering and Analysis, Benjamin S. Blanchard, 

Prentice Hall, Third Edition, 1998. 

 

3.0 INTRODUCTION TO SUPPORTABILITY 

Supportability is a Constellation Program wide discipline that will be used to ensure 

robust availability of Constellation elements while maintaining low Program life cycle 

cost. Supportability is closely related to the Constellation Program’s Reliability process. 

Reliability ensures Constellation elements are of high quality and require infrequent 

maintenance. Supportability ensures that when maintenance is required, the 

maintenance can be accomplished quickly and in a cost effective way. The 

Constellation Supportability discipline will influence system design and Constellation’s 

operations and sustaining engineering processes. During system design, supportability 

focused analyses will ensure that the systems and components that are most likely to 

require maintenance can be serviced in a quick and cost efficient way. Constellation 

operations and sustaining engineering processes will be reviewed from a supportability 

standpoint to ensure that logistics and maintenance plans are designed to service the 
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systems and components in a cost effective manner. Finally, the Constellation 

Program’s Supportability plan will be sized and structured to support the unique aspects 

of the Constellation Program. Figure 3.2-1 illustrates the integrated flow process for 

implementation. 

3.1 SUPPORTABILITY IMPLEMENTATION TECHNIQUES 

a. Perform Logistics Support Analysis (LSA) utilizing standard methodologies 

concurrently with design to identify resources necessary for system support (spares, 

tools, procedures, training, support equipment) and to influence the design to 

minimize support requirements. (LSA is closely coupled to Failure Modes and 

Effects Analysis [FMEA] and Reliability analyses.) 

b. Define effective supportability approaches appropriate to the unique needs of a 

long-term human space flight program. Areas to be defined include placement of 

strategic resources, inventory management, marking and tagging to facilitate item 

tracking as well as index numbering, interactive electronic manuals, and Source, 

Maintenance and Recoverability (SMR) codes. 

Supportability functions performed during the operational phase of the life cycle, such 

as spares acquisition, system maintenance, training of personnel for maintenance, 

technical documentation, support equipment and training device management and 

maintenance, and associated planning and administrative activities are a major 

contributor to life cycle costs. It is essential that system supportability be an integral 

factor in system design to enable the most cost-effective support. Failure to do so can 

result in a system that is far more costly to support than would otherwise be necessary. 

Additionally, in the case of human spaceflight missions and system designs, failure to 

consider Supportability from the beginning of design can result in system support 

requirements that cannot be satisfied within performance capabilities. System 

operational effectiveness is a composite of performance, availability, process efficiency, 

and life cycle cost. System operational effectiveness can best be achieved through 

influencing early design and architecture, and through focusing on the supportability 

outputs. Reliability, reduced logistics footprint, and reduced system life cycle cost are 

most effectively achieved through inclusion from the very beginning of a project - 

starting with the definition of required capabilities. 

Optimal system operational effectiveness requires balance between system 

effectiveness, life cycle cost, and consumption of other resources such as mass, 

volume, and crew time. The emphasis is not only on the reliability and maintainability of 

the prime mission system or equipment to execute mission capability but also on the 

cost-effective responsiveness and relevance of the support system and infrastructure. 

The key is to smoothly integrate the acquisition logistics process with the systems 

engineering and design maturation processes. 
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Early program activities should include: (1) defining Supportability objectives that are 

optimally related to system design and to each other and (2) ensuring that Supportability 

objectives are an integral part of the system requirements and the design. The process 

of defining end item support requirements must be initiated as the design process 

begins and continued as the design evolves. The Supportability planning process 

should encompass all program life cycle phases and address all applicable mission 

phases including development and test, ground processing including assembly and 

checkout, prelaunch, launch, in-space and surface destination operations, and postflight turnaround. 

Continuing effort is required through the system life cycle to ensure that changes in 

system design during the various design and production phases are reviewed and 

documented for impact on logistics support before they are implemented. 

3.2 INTEGRATION OF RELIABILITY, MAINTAINABILITY, AND INTEGRATED LOGISTICS 

SUPPORT WITHIN THE SYSTEMS ENGINEERING PROCESS 

Reliability, maintainability, and logistics engineering analyses establish the basis for a 

comprehensive Supportability effort designed to ensure meeting mission needs and 

reducing life-cycle ownership costs. The essential reliability analysis tasks that should 

be performed are reliability predictions, component-level FMEA, Failure Reporting and 

Tracking Analysis, Limited Life Item Review and Reliability/Mean Time Between 

Failures (MTBF) verification. The Supportability manager’s most effective tools for 

influencing and interacting with the system engineering process are Reliability and 

Maintainability (R&M) parameters such as MTBF and Mean Time to Repair (MTTR). 

The MTBF parameter is of prime importance for critical components that are expected 

to operate successfully throughout certain mission phases without maintenance actions. 

The rest of the proposed wording is more appropriately included in a reliability 

document (e.g., the Reliability, Availability, and Maintainability [RAM] Plan). Throughout 

the development process, measured progress toward achieving R&M values for the 

system and its components should result in reducing logistics support demand and 

attaining availability objectives. Methodologies for performing reliability and 

maintainability analyses and management of these analysis processes are defined in 

the CxP 70087, Constellation Program Reliability, Availability and Maintainability Plan 

and in CxP 70043, Constellation Program Hardware Failure Modes and Effects Analysis 

and Critical Items List (FMEA/CIL) Methodology. 

Reliability and maintainability engineering analysis methods, practices, and processes 

must be integrated throughout the systems engineering process to facilitate the 

supportability analysis of a design, from conception through operations. As such, the 

concept of operations must be defined to provide the basis for defining both the toplevel system requirements and capabilities, and the initial definition of the system 

maintenance and support concept. Formulating the system architecture and performing 
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all associated trade studies with attention to system maintenance ensures a balanced 

and symbiotic relationship between the system and the associated support system.

The FMEA process is used to identify possible failure modes that impact safety or 

mission success. The process also serves to identify candidates for preventive or 

corrective maintenance tasks or repair. 

The Level of Repair Analysis (LORA), as detailed in MIL-STD-1390D, is performed to 

determine the least costly support policy for an item and to identify when it is 

appropriate to make, repair or discard hardware. 

The interaction of Reliability, Maintainability, and Integrated Logistics Support to define 

resources required for system maintenance is illustrated in Figure 3.2-1. The block 

labeled “Logistics Supportability Assessments” includes consideration of other ILS 

functions not uniquely associated with system maintenance (e.g., packaging, handling, 

storage, and transportation; inventory and tracking, facilities, support equipment, 

imagery, storage, training and training devices) and manifest themselves in plans for 

providing “Supporting Logistics Resources.” 

The objective of this process is to support the development of a system design that can 

meet performance requirements, such as Operational Availability (AO) and Functional 

Availability (AF) by achieving a balance within recognized constraints of Life Cycle Cost 

(LCC), mass and volume of maintenance resources, and crew time available for 

maintenance. In addition to affecting flight hardware design, this process highlights 

aspects of the supporting infrastructure that can be modified to improve efficiency. 
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FIGURE 3.2-1 INTEGRATION OF RELIABILITY, MAINTAINABILITY, AND INTEGRATED LOGISTIC
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4.0 CONSTELLATION SUPPORTABILITY CONCEPT 

4.1 OVERVIEW 

The Constellation Supportability Concept represents an evolutionary continuum that 

ultimately leads to highly autonomous capabilities for support of long-duration human 

exploration missions. A significant challenge will be accomplishing this objective in a 

manner that is compatible with anticipated resource constraints. Key resources to be 

balanced include mass of spares, volume of spares, crew time for maintenance, crew 

training time, and total cost. The relative weighting, or value, associated with each of 

these resources may vary - depending on the mission or mission phase. For example, 

crew time may be more precious during short duration International Space Station (ISS) 

missions whereas mass or volume available for spares may be more tightly constrained 

during missions to distant destinations and long duration lunar missions. 

This mission-dependant valuation of constrained resources suggests that the 

supportability concept must be adapted for each type of mission. Furthermore, the 

approach may differ for each system utilized in a mission and, in fact, be tailored to 

specific mission phases. In general, as either the distance of the destination from Earth 

or the duration of the mission increases, greater emphasis will be placed on minimizing 

the mass and volume of spare items and support equipment necessary to sustain the 

mission. 

There are several ways to approach this. One is to implement commonality, 

standardization, and interchangeability whenever possible. In this way, any single 

spare can address the greatest number of potential failures. However, the use of 

common design components in different applications must be attentive to compatibility 

of environment use and also especially attentive to common cause failure potential. A 

second approach is to enable repair at the lowest feasible hardware level thus resulting 

in the physically smallest possible spares. A third approach is to enable repair of failed 

items either as an alternative to removal and replacement or as a means of recycling a 

failed item to subsequently serve as a spare. A fourth approach would be aimed at 

significantly improving the long-term reliability such that the need for maintenance would 

be reduced. A fifth approach could focus on the use of self-correcting systems similar 

to those on long duration robotic spacecraft. Since the systems that will be utilized in 

Constellation will be used for multiple types of missions, it will be essential that they be 

designed in such a way that they can be maintained however is appropriate for the 

particular type of mission or mission phase. The preferred maintenance concept for 

each item during each mission will be determined by selecting the optimum balance of 

consumption of the resources defined above. 

To plan, perform, and manage supportability activities, it is essential that meaningful 

performance metrics be defined. Key metrics are defined and discussed below. 
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Inherent Availability, Ai. Inherent Availability is the probability that the system will 

operate satisfactorily when called upon at any point in time under specified operating 

conditions and in an ideal logistic support environment. It is calculated as follows: 

Ai = MTBF/(MTBF + MTTR) 

where, MTBF is the Mean Time Between Failures and MTTR is the Mean Time To Repair. 

Operational Availability, AO. Operational Availability is the probability that the system will 

operate satisfactorily at any point in time under specified operating conditions and in an 

actual logistic support environment. It is calculated as follows: 

AO = MTBM/(MTBM + MDT) 

where, MTBM is the Mean Time Between Maintenance and MDT is the Maintenance Down Time. 

It is important that this metric be applied selectively. It should only be applied for 

periods of time when Operational Availability is important. For example, in cases when 

launches can only occur during specified periods, it is inappropriate to apply Operational 

Availability to periods when launches cannot occur. To do so would place unnecessary 

burden on system designs and supporting infrastructure. 

Since launches will generally not occur with known flight hardware/software system 

failures (other than relatively minor failures), prelaunch Operational Availability 

calculations for flight vehicles will reflect the status of the hardware/software systems -- 

failure of flight system redundant items will result in availability of less than 100%. 

During a mission, Operational Availability is not highly meaningful because a mission 

will continue with known failures, since redundancy will generally assure that functions 

are available. As a result, calculation of Operational Availability would result in nearly 

continuous 100% Operational Availability - not reflecting the actual status of the 

hardware systems. Once a mission is underway, Functional Availability is more 

meaningful. 

Functional Availability, AF. Functional Availability is the fraction of time that the system 

is able to perform its functions at a performance level acceptable to users. Functional 

Availability can reflect operation at levels less than the nominal design level (e.g., 

reduced power output) and reductions in redundancy. 

AF = fraction of total time for which actual performance ≥ minimum required 

performance without intervention 

Mass. Mass of spares and support equipment is a critical parameter during missions. 

Emphasis should always be placed on minimizing this parameter. 
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Volume. Volume of spares and support equipment is a critical parameter during 

missions. Emphasis should always be placed on minimizing this parameter. 

Crew time. In general, the crew time required for maintenance should be minimized. 

However, application of crew time can be balanced against mass and volume of spares. 

That is, if the mass and volume of spares can be minimized by performing maintenance 

at lower hardware levels - requiring increased crew time - this approach may be 

selected if the nature of the mission is such that the additional crew time is available. 

4.2 APPLICATION TO DESIGN REFERENCE MISSIONS 

The Supportability Concept for each Design Reference Mission is provided in the 

following sections. Design Reference Missions are defined in CxP 70007, Constellation 

Design Reference Missions and Operational Concepts. All relevant mission phases are 

covered. Dynamic mission phases such as ascent, descent, entry, and aborts are not 

included since no supportability-related activities would occur during those phases, 

although system hardware failures during these phases could result in maintenance 

actions and other supportability-related activities in subsequent mission phases. 

4.2.1 Lunar Sortie Mission Supportability Concept 

Ground Operations Mission Phase 

The Crew Exploration Vehicle (CEV), Crew Launch Vehicle (CLV), Cargo Launch 

Vehicle (CaLV), Earth Departure Stage (EDS), Lunar Surface Access Module (LSAM), 

Launch Abort System (LAS), payloads, and cargo are delivered to Kennedy Space 

Center (KSC) for Ground Processing, Integrated Test, and Launch Services. The 

elements, payloads, and cargo are received and inspected, and any final standalone 

assembly, integration, testing and closeouts are completed. 

Following integration, all critical interfaces between the CEV and launch vehicle are 

tested, and final ordnance installation is completed. Once all interfaces are verified, the 

integrated vehicle is transported from the integration facility to the launch pad for 

propellant loading, crew ingress to the spacecraft, and launch. 

In the event of a launch scrub, several scenarios are possible depending on the reason 

for the scrub, the duration of the scrub, and the unique requirements of the launch 

vehicle, spacecraft, payloads, or cargo. Examples of scrub turnaround activities include 

commodity servicing/top-off, cargo/experiment changeout, troubleshooting, 

maintenance, or rollback to the integration facility if necessary. 

Primary objectives of supportability operations during the ground operations mission 

phase will be to ensure that rollout schedules are met; that Operational Availability of all 

launch vehicles, spacecraft, and cargo elements meet values established by the 

Program; and that these goals are met with the most efficient expenditure of resources. 
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Examples of measures of the cost of supportability include labor, materials, spares, 

support equipment, facilities, documentation and training. 

Prior to “call to stations” in preparation for launch, significant supportability performance 

metrics will be maintenance task time, administrative time associated with maintenance, 

and cost associated with maintenance. From “call to stations” to launch or the closing 

of the final launch window during a launch opportunity, the most significant 

supportability metric will be Operational Availability. The primary objective will be to 

meet required Operational Availability within cost constraints. Beginning with cryogenic 

loading it is unlikely that there will be timely access to do repairs at the launch pad, 

therefore component reliability will be required to be high enough to meet the intent of 

the availability requirement assuming no repairs during this period. 

Measures of effectiveness. Measures of effectiveness include: 

a. Operational Availability, AO, during specified period prior to launch. 

b. Cost of normal functions during ground processing and prelaunch activities. 

c. Cost of unplanned maintenance functions during ground processing and prelaunch 

activities. 

4.2.1.1 Earth Orbit Operations Mission Phase, Trans-Lunar Coast Mission 

Phase, Lunar Orbit and Arrival Operations Mission Phase, and 

Trans-Earth Coast Mission Phase 

Corrective maintenance and preventive maintenance. Preventive maintenance will be 

performed to ensure that systems continue to operate within specified limits. The most 

typical example of preventive maintenance would be air return filter cleaning or 

replacement. The need for, and frequency of, preventive maintenance actions will be 

determined by the systems’ designs and their functional needs and through 

performance of Logistics Support Analyses. 

Corrective maintenance will be performed in response to system hardware failures to 

restore system function or to restore redundancy prior to commitment to the TransLunar Injection (TLI) burn, the lunar orbit insertion burn, Lunar Surface Access Module 

(LSAM) undocking, and LSAM descent burn. Preemptive maintenance may be 

performed if prognostic assessments from an Integrated System Health Management 

System (ISHM) are available. Although operation to failure will be preferred under most 

circumstances, preemptive action may be appropriate for critical systems in advance of 

dynamic mission events. Redundancy required prior to initiation of these critical and 

dynamic mission events will be determined on the basis of safety and mission success 

criteria and will be defined by flight rules. If the LSAM has been loitering for an 

extended period of time prior to arrival of the crew because of a delayed CEV launch, 

there may be an increased potential for system hardware failures and an associated 

need for corrective maintenance; however, the design reliability should accommodate 
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delays such that the failure rate remains constant over the mission phase. Even if all 

hardware is functioning properly at delayed crew arrival, the increased operating time 

increases the potential for a hardware failure later in the mission. 

Hardware or system levels at which maintenance will be performed. To reduce the 

mass and volume of spares required to support the mission, maintenance should be 

accomplished at the lowest practical hardware level that is consistent with crew time 

constraints. Prior to reactivation of hardware that has been repaired, sufficient testing 

should be performed to ensure that the repaired item will function correctly and not 

cause additional failures when connected to the system. Standards similar to those 

used on the ground for post-maintenance acceptance test/check-out should be 

established to ensure safety. It may be possible to extend orbital loiter times prior to the 

TLI burn, LSAM undocking, and the lunar descent burn if necessary to accomplish 

maintenance. Thus, additional crew time may be made available during these periods. 

Any maintenance action required for the lunar orbit insertion maneuver must be 

accomplished within the 72-hour Trans-Lunar Coast (TLC) duration and must be 

accomplished concurrently with other required crew activities during this period. Any 

maintenance action required to ensure successful reentry of the Earth’s atmosphere 

must be accomplished within the 96±12-hour Trans-Earth Coast (TEC) duration and 

must be accomplished concurrently with other required crew activities during this period. 

Sparing issues. The initial recommendation for spares to be carried during the mission 

will be captured in the deliverable Recommended Spare Parts List developed by the 

Design, Develop, Test and Evaluate (DDT&E) contractors in consultation with NASA. 

Final determination of the spares manifest will be accomplished through a collaborative 

assessment with the NASA spacecraft system managers and Program Office 

personnel. Factors considered in this assessment will include probability of item failure, 

impact of item failure, mass and volume availability, and task time associated with repair 

at the item level. 

During these mission phases, spares will be carried in both the CEV and the LSAM. To 

the extent that system components are common, spares carried in one vehicle may be 

used in either vehicle if necessary. 

Maintenance resource availability. Maintenance resources will include spares, tools, 

data, and documentation necessary to develop required maintenance procedures, and 

the maintenance procedures themselves. Spares were discussed in the previous 

section. Tools for each Cx element should consist of a small common set of tools. The 

composition of this set of tools will be determined in consultation with the DDT&E 

contractors and will be that which is necessary to perform maintenance tasks 

associated with the set of spares plus an additional number of tools and materials that 

will be necessary to support other maintenance. 
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The Cx elements are encouraged to establish a common tool usage with each other. 

Tool lists will be managed within the frame work of the commonality database. To the 

extent possible, tools should be capable of both Intravehicular Activity (IVA) and 

Extravehicular Activity (EVA) use. Data and documentation will include Logistics 

Support Analysis Records and other engineering data delivered by the DDT&E 

contractors. Maintenance procedures will be developed from the delivered data by 

Mission Control personnel. 

Operational environment issues. During these mission phases, all maintenance 

activities will occur in a 0-ge environment. Therefore, captive fasteners should be 

employed and all activities should avoid creation of debris or manage any that is 

generated. During nominal missions, all maintenance activities will be conducted IVA 

and, therefore, occur in a pressurized environment. However, there is a possibility that 

maintenance tasks may need to be performed IVA in an unpressurized environment. 

This possibility arises from the CEV requirement that the vehicle be capable of 

operating unpressurized for up to 120 hours. EVA maintenance of the LSAM and the 

EVA System will take place only under contingency circumstances. Primary 

maintenance on rovers or other surface systems will be performed EVA. 

Responsibilities for maintenance. Maintenance actions will be performed by the crew. 

Maintenance procedures will be developed by personnel in Mission Control using 

supporting data and documentation acquired as deliverable items from the DDT&E 

contractors. Maintenance procedures for “highly likely” failures or remove/replace 

maintenance will be developed in advance. Troubleshooting and failure diagnosis will 

generally be determined by the ISHM System with support by personnel in Mission 

Control when necessary. However, information and capabilities for troubleshooting and 

procedure development for critical systems will be available to the crew in the event 

they need to operate autonomously. In general, the crew will be trained in generic 

maintenance skills and is needed for a limited set of specific critical tasks. In the event 

that a complex procedure for which the crew was not specifically trained but which is 

beyond the scope of the generic skills training, Mission Control personnel may develop 

and validate the procedure then uplink video files and, possibly, interactive models to 

provide additional training opportunities for the crew. 

Measures of effectiveness. Measures of effectiveness include: 

a. Functional Availability, AF

b. Crew time required for preventive and corrective maintenance (minimize) 

c. Mass and volume of spares and support equipment required for maintenance 

activities (minimize) 

d. Number of crew interventions required to diagnose hardware failures (minimize) 
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4.2.1.2 Lunar Surface Operations Mission Phase 

Corrective maintenance and preventive maintenance. Preventive maintenance will be 

performed to ensure that systems continue to operate within specified limits. The most 

typical example of preventive maintenance would be air return filter cleaning or 

replacement. The need for, and frequency of, preventive maintenance actions will be 

determined by the systems’ designs and their functional needs and through 

performance of Logistics Support Analyses. 

Corrective maintenance will be performed in response to system hardware failures to 

restore system function or to restore required levels of redundancy. LSAM maintenance 

should be performed primarily under IVA conditions. Most rover maintenance, and 

maintenance of any other surface systems, will be performed EVA. If necessary, an 

Orbital Replaceable Unit (ORU) removed from a rover, or other surface system, may be 

transferred to the pressurized volume of the LSAM for repair. During sortie missions, 

however, this would be an exceptional situation. 

Hardware or system levels at which maintenance will be performed. To reduce the 

mass and volume of spares required to support the mission, maintenance should be 

accomplished at the lowest practical hardware level that is consistent with crew time 

constraints. Prior to reactivation of hardware that has been repaired, sufficient testing 

should be performed to ensure that the repaired item will function correctly and not 

cause additional failures when connected to the system. Standards similar to those 

used on the ground for post-maintenance acceptance test/check-out should be 

established to ensure safety. Somewhat different approaches may be appropriate for 

maintenance of rovers and other surface systems than for the LSAM because of 

limitations on EVA time availability. 

Sparing issues. The initial recommendation for spares to be carried during the mission 

will be captured in the deliverable Recommended Spare Parts List developed by the 

DDT&E contractors in consultation with NASA. Final determination of the spares 

manifest will be accomplished through a collaborative assessment with the NASA 

spacecraft system managers and Program Office personnel. Factors in this 

assessment will include probability of item failure, impact of item failure, mass and 

volume availability, and task time associated with repair at the item level. 

LSAM spares should be stored within the LSAM’s pressurized volume. Whenever 

possible, spares for rovers or other surface system elements should be stored external 

to the LSAM’s pressurized environment. This provides ready access without needing to 

reenter the LSAM. 

It is expected that prior to LSAM return a sparing analysis will be performed, and any 

potentially unnecessary LSAM spares will be removed from the LSAM and left on the 

lunar surface prior to LSAM ascent. It is also expected that unused common spares 

from previous missions may be available for loading on to return LSAM for CEV 
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maintenance. This will increase the amount of return cargo capacity. Consequently, 

the LSAM will be dependent on system reliability and redundancy from lunar surface 

departure to rendezvous and docking with the CEV in lunar orbit. 

Maintenance resource availability. Maintenance resources will include spares, tools, 

data, and documentation necessary to develop required maintenance procedures. 

Spares were discussed in the previous section. Tools for each Cx element should 

consist of a small common set of tools. The composition of this set of tools will be 

determined in consultation with the DDT&E contractors and will be that which is 

necessary to perform maintenance tasks associated with the set of spares plus an 

additional number of tools and materials that will be necessary to support other 

maintenance. The Cx elements are encouraged to establish a common tool usage with 

each other. Tool lists will be managed within the framework of the commonality 

database. To the extent possible, tools should be capable of both IVA and EVA use 

and should service the EVA System, LSAM, rovers, and other surface systems. 

Operational environment issues. Maintenance activities on the lunar surface will take 

place in a gravity field of approximately 0.16 ge (where 1.0 ge is the magnitude of the 

gravitational field at the surface of the Earth). Therefore, the potential for overhead 

maintenance tasks should be minimized and the possibility of needing to manipulate 

large or massive items overhead should be eliminated. Additionally, reach limitations 

should be carefully considered for overhead tasks and accessibility in general may be 

limited. During nominal missions, all maintenance activities will be conducted IVA and, 

therefore, occur in a pressurized environment. EVA maintenance of the LSAM and the 

EVA System will take place only under contingency circumstances. Primary 

maintenance on rovers or other surface systems will be performed EVA. 

Responsibilities for maintenance. Maintenance actions will be performed by the crew. 

Maintenance procedures will be developed by personnel in Mission Control using 

supporting data and documentation acquired as deliverable items from the DDT&E 

contractors. Troubleshooting and failure diagnosis will generally be determined by the 

ISHM System with support by personnel in Mission Control when necessary. However, 

information and capabilities for troubleshooting and procedure development for critical 

systems will be available to the crew in the event they need to operate autonomously. 

In general, the crew will be trained in generic maintenance skills and for a limited set of 

specific critical tasks. In the event that a complex procedure is needed for which the 

crew was not specifically trained but which is beyond the scope of the generic skills 

training, Mission Control personnel may develop and validate the procedure then uplink 

video files and, possibly, interactive models to provide additional training opportunities 

for the crew. 

During this phase personnel in Mission Control will monitor the condition of the 

quiescent CEV in lunar orbit. If systems hardware failures occur, they will determine 

whether corrective maintenance will be required upon return of the crew to the CEV. If 
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it is determined that CEV corrective maintenance will be required, the personnel in 

Mission Control will develop a plan for its performance. 

Measures of effectiveness. Measures of effectiveness include: 

a. Functional Availability, AF

b. Crew time required for preventive and corrective maintenance (minimize) 

c. Mass and volume of spares and support equipment required for maintenance 

activities (minimize) 

d. Number of crew interventions required to diagnose hardware failures (minimize) 

4.2.1.3 Lunar Orbit and Departure Operations Mission Phase 

Corrective maintenance and preventive maintenance. Upon return of the crew to the 

CEV, they will perform preventive maintenance as required by predetermined 

schedules. Corrective maintenance will be performed if failures have occurred during 

the crew’s absence and personnel in Mission Control have determined that 

maintenance is necessary prior to upcoming mission phases. Preemptive maintenance 

may be performed if prognostic assessments from an Integrated System Health 

Management System are available. Although operation to failure will be preferred under 

most circumstances, preemptive action may be appropriate for critical systems in 

advance of dynamic mission events. If it is determined that a corrective maintenance 

action is required to prepare the CEV for the Trans-Earth Injection (TEI) burn or Earth 

reentry, the time in Low Lunar Orbit (LLO) may be extended if necessary to provide 

sufficient time for completion of the necessary maintenance activities. 

Hardware or system levels at which maintenance will be performed. Maintenance 

should be accomplished at the lowest practical hardware level that is consistent with 

crew time constraints. Prior to reactivation of hardware that has been repaired, 

sufficient testing should be performed to ensure that the repaired item will function 

correctly and not cause additional failures when connected to the system. Standards 

similar to those used on the ground for post-maintenance acceptance test/check-out 

should be established to ensure safety. 

Sparing issues. Available spares will be those carried onboard the CEV remaining from 

the Trans-Lunar Coast phase of the mission. Additional spares from the LSAM are no 

longer available, because they have remained on the lunar surface. 

Maintenance resource availability. Maintenance resources will include spares, tools, 

data, and documentation necessary to develop required maintenance procedures. 

Spares were discussed in the previous section. Tools for each Cx element should 

consist of a small common set of tools. The composition of this set of tools will be 

determined in consultation with the DDT&E contractors and will be that which is 
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necessary to perform maintenance tasks associated with the set of spares plus an 

additional number of tools and materials that will be necessary to support other 

maintenance. 

Operational environment issues. All maintenance activities will occur in a 0-ge

environment. During nominal missions, all maintenance activities will be conducted IVA 

and, therefore, occur in a pressurized environment. However, there is a possibility that 

maintenance tasks may need to be performed IVA in an unpressurized environment. 

This possibility arises from the CEV requirement that the vehicle be capable of 

operating unpressurized for up to 120 hours. EVA maintenance of the LSAM and the 

EVA System will take place only under contingency circumstances. Primary 

maintenance on rovers or other surface systems will be performed EVA. 

Responsibilities for maintenance. Maintenance actions will be performed by the crew. 

Maintenance procedures will be developed by personnel in Mission Control using 

supporting data and documentation acquired as deliverable items from the DDT&E 

contractors. Troubleshooting and failure diagnosis will generally be determined by the 

ISHM System with support by personnel in Mission Control when necessary. However, 

information and capabilities for troubleshooting and procedure development for critical 

systems will be available to the crew in the event they need to operate autonomously. 

In general, the crew will be trained in generic maintenance skills and for a limited set of 

specific critical tasks. In the event that a complex procedure is needed for which the 

crew was not specifically trained but which is beyond the scope of the generic skills 

training, Mission Control personnel may develop and validate the procedure then uplink 

video files and, possibly, interactive models to provide additional training opportunities 

for the crew. 

Measures of effectiveness. Measures of effectiveness include: 

a. Functional Availability, AF

b. Crew time required for preventive and corrective maintenance (minimize) 

c. Mass and volume of spares and support equipment required for maintenance 

activities (minimize) 

d. Number of crew interventions required to diagnose hardware failures (minimize) 

4.2.1.4 Recovery Mission Phase 

After launch, first-stage recovery is accomplished and the first stage is towed back to 

the launch site for disassembly and inspection, cleaning, and returned to the 

manufacturer for refurbishment. After a successful Crew Module (CM) landing, 

recovery forces arrive at the landing site and, after inspection of the spacecraft for 

safety, configure the spacecraft for crew egress and access to any stowed items, if 
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required. Final spacecraft safing is performed and spacecraft transportation to the 

launch site is accomplished according to the approved transportation plan. 

4.2.2 Lunar Outpost Cargo Mission Supportability Concept 

The only mission phases relevant to this section are the Ground Operations Mission 

Phase and Lunar Surface Operations Mission Phase. This section only addresses 

supportability activities associated with the cargo delivery operations. If the crew is 

present for brief periods to unload cargo and to establish surface facilities, it is 

presumed that they will operate from the LSAM in which they arrived. Supportability 

functions associated with that crewed LSAM are covered in the Lunar Sortie Crew 

Design Reference Mission (DRM)/Lunar Surface Operations Mission Phase discussion. 

Similarly, if the crew is operating from established outpost facilities, supportability 

operations associated with those facilities are addressed in the Lunar Outpost Crew 

DRM/Lunar Surface Operations Mission Phase discussion. 

4.2.2.1 Ground Operations Mission Phase 

The CEV, CLV, CaLV, EDS, LSAM, LAS, payloads, and cargo are delivered to Kennedy 

Space Center for Ground Processing, Integrated Test, and Launch Services. The 

elements, payloads, and cargo are received and inspected and any final stand-alone 

assembly, integration, testing and closeouts are completed. 

Following integration, all critical interfaces between the CEV and launch vehicle are 

tested, and final ordnance installation is completed. Once all interfaces are verified, the 

integrated vehicle is transported from the integration facility to the launch pad for 

propellant loading, crew ingress to the spacecraft, and launch. 

In the event of a launch scrub, several scenarios are possible depending on the reason 

for the scrub, the duration of the scrub, and the unique requirements of the launch 

vehicle, spacecraft, payloads, or cargo. Examples of scrub turnaround activities include 

commodity servicing/top-off, cargo/experiment changeout, troubleshooting, 

maintenance, or roll-back to the integration facility if necessary. 

Primary objectives of supportability operations during the ground operations mission 

phase will be to ensure that roll-out schedules are met; that Operational Availability of 

all launch vehicles, spacecraft, and cargo elements meet values established by the 

Program in CxP 70000, Constellation Architecture Requirements Document (CARD) 

and the System Requirements Documents (SRDs); and that these goals are met with 

the most efficient expenditure of resources. Examples of measures of the cost of 

supportability include labor, materials, spares, support equipment, facilities, 

documentation and training. 

Corrective maintenance will be performed if hardware failures are identified. Prior to 

“call to stations” in preparation for launch, significant supportability performance metrics 
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will be maintenance task time, administrative time associated with maintenance, and 

cost associated with maintenance. From “call to stations” to launch or the closing of the 

final launch window during a launch opportunity, the most significant supportability 

metric will be Operational Availability. The primary objective will be to meet required 

Operational Availability within cost constraints. 

Measures of effectiveness. Measures of effectiveness include: 

a. Operational Availability, AO, during a specified period prior to launch 

b. Cost of supportability functions during ground processing and prelaunch activities 

4.2.2.2 Lunar Surface Operations Mission Phase 

Corrective maintenance and preventive maintenance. Corrective maintenance will be 

performed to correct any failures that preclude unloading or deployment of items from 

the LSAM. Although the crew does not reside in the cargo-delivery LSAM, they will 

perform various operations within the LSAM such as destowing items for transfer to 

other surface facilities. If these operations are intended to be performed in a nominal 

IVA environment, then corrective maintenance may be required to restore the capability 

of the LSAM to provide the necessary environmental conditions.

Preventive maintenance will be performed to ensure that systems continue to operate 

within specified limits and to ensure the continued capability of the LSAM to provide the 

necessary environmental conditions. The most typical example of preventive 

maintenance would be air return filter cleaning or replacement. The need for, and 

frequency of, preventive maintenance actions will be determined by the systems’ 

designs and their functional needs and through performance of Logistics Support 

Analyses. 

Hardware or system levels at which maintenance will be performed. To reduce the 

mass and volume of spares required to support the mission, maintenance should be 

accomplished at the lowest practical hardware level that is consistent with crew time 

constraints. Prior to reactivation of hardware that has been repaired, sufficient testing 

should be performed to ensure that the repaired item will function correctly and not 

cause additional failures when connected to the system. Standards similar to those 

used on the ground for post-maintenance acceptance test/check-out should be 

established to ensure safety. With the increased time that the crew will be on the 

surface, it is expected that there will be more opportunity for repair of hardware at lower 

levels (e.g., repair at the component level). Thus, by taking advantage of an increase in 

the crew time resource, demand for mass and volume resources may be decreased. 
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Sparing issues. Spares to support the LSAM during the cargo delivery mission can be 

carried within the LSAM itself or can be pre-positioned at the destination surface 

facilities. Pre-positioned spares will have been delivered by a previous cargo delivery 

LSAM or will be residual unused spares from a previous crewed LSAM. 

The initial recommendation for spares that should be available to support cargo-delivery 

LSAMs will be captured in the deliverable Recommended Spare Parts List developed by 

the DDT&E contractors in consultation with NASA. Final determination will be 

accomplished through a collaborative assessment with the NASA spacecraft system 

managers. Factors in this assessment will include probability of item failure, impact of 

item failure, mass and volume availability, and task time associated with repair at the 

item level. 

Maintenance resource availability. Maintenance resources will include spares, tools, 

data, and documentation necessary to develop required maintenance procedures. 

Spares were discussed in the previous section. Tools for each Cx element should 

consist of a small common set of tools. The composition of this set of tools will be 

determined in consultation with the DDT&E contractors and will be that which is 

necessary to perform maintenance tasks associated with the set of spares plus an 

additional number of tools and materials that will be necessary to support other 

maintenance. Tools will be stowed in the lunar surface habitat. The Cx elements are 

encouraged to establish a common tool usage with each other. Tool lists will be 

managed within the framework of the commonality database. To the extent possible, 

tools should be capable of both IVA and EVA use and should service the EVA System, 

LSAM, rovers, and other surface systems. 

Operational environment issues. Maintenance activities on the lunar surface will take 

place in a gravity field of approximately 0.16 ge (where 1.0 ge is the magnitude of the 

gravitational field at the surface of the Earth). Therefore, the potential for overhead 

maintenance tasks should be minimized and the possibility of needing to manipulate 

large or massive items overhead should be eliminated. Additionally, reach limitations 

should be carefully considered for overhead tasks and accessibility in general may be 

limited. During nominal missions, all maintenance activities will be conducted IVA and, 

therefore, occur in a pressurized environment. EVA maintenance of the LSAM will take 

place only under contingency circumstances. 

Responsibilities for maintenance. When crew is not present, maintenance will be 

limited to that which can be accomplished remotely under the direction and control of 

Mission Control personnel. When crew is present, maintenance will be accomplished 

remotely under the direction and control of Mission Control personnel when possible 

and when this can be accomplished on a schedule that supports other mission 

requirements. Maintenance actions will be performed by the crew when it is not 

possible for them to be performed by Mission Control personnel or when other mission 

requirements make remote performance impractical. 
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Maintenance procedures will be developed by personnel in Mission Control using 

supporting data and documentation acquired as deliverable items from the DDT&E 

contractors. Troubleshooting and failure diagnosis will generally be supported by 

personnel in Mission Control. However, information and capabilities for troubleshooting 

and procedure development for critical systems should be available to the crew in the 

event they need to operate autonomously. In general, the crew will be trained in 

generic maintenance skills and for a limited set of specific critical tasks. In the event 

that a complex procedure is needed for which the crew was not specifically trained but 

which is beyond the scope of the generic skills training, Mission Control personnel may 

develop and validate the procedure then uplink video files and, possibly, interactive 

models to provide additional training opportunities for the crew. 

Measures of effectiveness. Measures of effectiveness include: 

a. Functional Availability, AF

b. Crew time required for preventive and corrective maintenance (minimize) 

c. Mass and volume of spares and support equipment required for maintenance 

activities (minimize) 

d. Number of crew interventions required to diagnose hardware failures (minimize) 

4.2.3 Lunar Outpost Crew Mission Supportability Concept 

4.2.3.1 Ground Operations Mission Phase 

The CEV, CLV, CaLV, EDS, LSAM, LAS, payloads, and cargo are delivered to Kennedy 

Space Center for Ground Processing, Integrated Test, and Launch Services. The 

elements, payloads, and cargo are received and inspected and any final stand-alone 

assembly, integration, testing and closeouts are completed. 

Following integration, all critical interfaces between the CEV and launch vehicle are 

tested and final ordnance installation is completed. Once all interfaces are verified, the 

integrated vehicle is transported from the integration facility to the launch pad for 

propellant loading, crew ingress to the spacecraft, and launch. 

In the event of a launch scrub, several scenarios are possible depending on the reason 

for the scrub, the duration of the scrub, and the unique requirements of the launch 

vehicle, spacecraft, payloads, or cargo. Examples of scrub turnaround activities include 

commodity servicing/top-off, cargo/experiment change-out, troubleshooting, 

maintenance, or roll-back to the integration facility if necessary. 

Primary objectives of supportability operations during the ground operations mission 

phase will be to ensure that roll-out schedules are met; that Operational Availability of 

all launch vehicles, spacecraft, and cargo elements meet values established by the 
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Program; that these goals are met with the most efficient expenditure of resources. 

Examples of measures of the cost of supportability include labor, materials, spares, 

support equipment, facilities, documentation and training. 

Corrective maintenance will be performed if hardware failures are identified. Prior to 

“call to stations” in preparation for launch, significant supportability performance metrics 

will be maintenance task time, administrative time associated with maintenance, and 

cost associated with maintenance. From “call to stations” to launch or the closing of the 

final launch window during a launch opportunity, the most significant supportability 

metric will be Operational Availability. The primary objective will be to meet required 

Operational Availability within cost constraints. 

This mission phase for the Lunar Outpost Crew DRM is identical to the Lunar Sortie 

DRM with the addition of integrated testing of the crew LSAM with other lunar surface 

infrastructure elements. 

Measures of effectiveness. Measures of effectiveness include: 

a. Operational Availability, AO, during a specified period prior to launch 

b. Cost of supportability functions during ground processing and prelaunch activities 

4.2.3.2 Earth Orbit Operations Mission Phase, Trans-Lunar Coast Mission 

Phase, Lunar Orbit and Arrival Operations Mission Phase, and 

Trans-Earth Coast Mission Phase 

Corrective maintenance and preventive maintenance. Preventive maintenance will be 

performed to ensure that systems continue to operate within specified limits. The most 

typical example of preventive maintenance would be air return filter cleaning or 

replacement. The need for, and frequency of, preventive maintenance actions will be 

determined by the systems’ designs and their functional needs and through 

performance of Logistics Support Analyses. 

Corrective maintenance will be performed in response to system hardware failures to 

restore system function or to restore redundancy prior to commitment to the TLI burn, 

the lunar orbit capture burn, LSAM undocking, and LSAM descent burn. Preemptive 

maintenance may be performed if prognostic assessments from an Integrated System 

Health Management System are available. Although operation to failure will be 

preferred under most circumstances, preemptive action may be appropriate for critical 

systems in advance of dynamic mission events. Redundancy required prior to initiation 

of these critical and dynamic mission events will be determined on the basis of safety 

and mission success criteria and will be defined by flight rules. If the LSAM has been 

loitering for an extended period of time prior to arrival of the crew because of a delayed 

CEV launch, there will be an increased potential for system hardware failures and an 

associated need for corrective maintenance. Even if all hardware is functioning properly 
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at delayed crew arrival, the increased operating time increases the potential for a 

hardware failure later in the mission. 

Hardware or system levels at which maintenance will be performed. To reduce the 

mass and volume of spares required to support the mission, maintenance should be 

accomplished at the lowest practical hardware level that is consistent with crew time 

constraints. Prior to reactivation of hardware that has been repaired, sufficient testing 

should be performed to ensure that the repaired item will function correctly and not 

cause additional failures when connected to the system. Standards similar to those 

used on the ground for post-maintenance acceptance test/check-out should be 

established to ensure safety. It may be possible to extend orbital loiter times prior to the 

TLI burn, LSAM undocking, and the lunar descent burn if necessary to accomplish 

maintenance. Thus, additional crew time may be made available during these periods. 

Any maintenance action required for the lunar orbit insertion maneuver must be 

accomplished within the 72-hour Trans-Lunar Coast duration and must be 

accomplished concurrently with other required crew activities during this period. Any 

maintenance action required to ensure successful reentry of the Earth’s atmosphere 

must be accomplished within the 96±12-hour Trans-Earth Coast duration and must be 

accomplished concurrently with other required crew activities during this period. 

Sparing issues. The initial recommendation for spares to be carried during the mission 

will be captured in the deliverable Recommended Spare Parts List developed by the 

DDT&E contractors in consultation with NASA. Final determination of the spares 

manifest will be accomplished through a collaborative assessment with the NASA 

spacecraft system managers and Program Office personnel. Factors considered in this 

assessment will include probability of item failure, impact of item failure, mass and 

volume availability, and task time associated with repair at the item level. 

During these mission phases, spares will be carried in both the CEV and the LSAM. To 

the extent that system components are common, spares carried in one vehicle may be 

used in either vehicle if necessary. 

Maintenance resource availability. Maintenance resources will include spares, tools, 

data and documentation necessary to develop required maintenance procedures, and 

the maintenance procedures themselves. Spares were discussed in the previous 

section. Tools for each Cx element should consist of a small common set of tools. The 

composition of this set of tools will be determined in consultation with the DDT&E 

contractors and will be that which is necessary to perform maintenance tasks 

associated with the set of spares plus an additional number of tools and materials that 

will be necessary to support other maintenance. The Cx elements are encouraged to 

establish a common tool usage with each other. Tool lists will be managed within the 

framework of the commonality database. To the extent possible, tools should be 

capable of both IVA and EVA use. Data and documentation will include Logistics 

Support Analysis records and other engineering data delivered by the DDT&E 
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contractors. Maintenance procedures will be developed from the delivered data by 

Mission Control personnel. 

Operational environment issues. During these mission phases, all maintenance 

activities will occur in a 0-ge environment. During nominal missions, all maintenance 

activities will be conducted IVA and, therefore, occur in a pressurized environment. 

However, there is a possibility that maintenance tasks may need to be performed IVA in 

an unpressurized environment. This possibility arises from the CEV requirement that 

the vehicle be capable of operating unpressurized for up to 120 hours. EVA 

maintenance of the LSAM and the EVA System will take place only under contingency 

circumstances. Primary maintenance on rovers or other surface systems will be 

performed EVA. 

Responsibilities for maintenance. Maintenance actions will be performed by the crew. 

Maintenance procedures will be developed by personnel in Mission Control using 

supporting data and documentation acquired as deliverable items from the DDT&E 

contractors. Troubleshooting and failure diagnosis will generally be determined by the 

ISHM System with support by personnel in Mission Control when necessary. However, 

information and capabilities for troubleshooting and procedure development for critical 

systems will be available to the crew in the event they need to operate autonomously. 

In general, the crew will be trained in generic maintenance skills and for a limited set of 

specific critical tasks. In the event that a complex procedure is needed for which the 

crew was not specifically trained but which is beyond the scope of the generic skills 

training, Mission Control personnel may develop and validate the procedure then uplink 

video files and, possibly, interactive models to provide additional training opportunities 

for the crew. 

Measures of effectiveness. Measures of effectiveness include: 

a. Functional Availability, AF

b. Crew time required for preventive and corrective maintenance (minimize) 

c. Mass and volume of spares and support equipment required for maintenance 

activities (minimize) 

d. Number of crew interventions required to diagnose hardware failures (minimize) 

4.2.3.3 Lunar Surface Operations Mission Phase 

The crew will perform preventive maintenance activities as required by predetermined 

schedules and will conduct corrective maintenance activities as required. Greater 

emphasis will be placed on repair of items below the Line Replaceable Unit (LRU)/ORU 

level. Lower level repair becomes more important for missions of longer duration or at 

greater distances from Earth. In keeping with the intent for lunar outpost missions to 

serve as a test bed for technologies and operational concepts that might be utilized in 
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future interplanetary missions, repair technologies and manufacturing technologies 

should be incorporated to evaluate them for future application. 

Capabilities for fabrication of structural and mechanical spares will be implemented on a 

test and demonstration basis initially; potentially transitioning to a more operational 

status if early results warrant. 

Near the end of this phase, the crew will transfer any unused hardware system spares 

from the LSAM to the habitat for possible future use. This will increase the capacity for 

return of samples and increases (or replenishes) the stock of common spares at the 

habitat. 

Corrective maintenance and preventive maintenance. Preventive maintenance of the 

LSAM, habitat, and surface systems will be performed to ensure that systems continue 

to operate within specified limits. The need for, and frequency of, preventive 

maintenance actions will be determined by the systems’ designs and their functional 

needs and through performance of Logistics Support Analyses. 

Corrective maintenance will be performed in response to system hardware failures to 

restore system function or to restore required levels of redundancy. Pre-emptive 

maintenance may be conducted if it is determined necessary by the crew or Mission 

Control that it is necessary to preserve surface habitat critical system functionality and 

crew safety, LSAM and habitat maintenance should be performed primarily under IVA 

conditions. Rover maintenance, and maintenance of most other surface systems, may 

be performed EVA. If necessary, an ORU removed from a rover, or other surface 

system, may be transferred to the pressurized volume of the habitat for repair. 

Alternatively, a pressurized facility may be provided if analysis demonstrates sufficient 

benefit. Repaired items could be reinstalled in their service location or recycled as 

spares for future use. 

Hardware or system levels at which maintenance will be performed. To reduce the 

mass and volume of spares required to support the mission, maintenance should be 

accomplished at the lowest practical hardware level that is consistent with crew time 

constraints. Prior to reactivation of hardware that has been repaired, sufficient testing 

should be performed to ensure that the repaired item will function correctly and not 

cause additional failures when connected to the system. Standards similar to those 

used on the ground for post-maintenance acceptance test/check-out should be 

established to ensure safety. In general, repair at the lowest possible hardware level 

will be encouraged over removal and replacement of larger modular assemblies. 

Although, removal and replacement of larger modular assemblies can be efficient from 

the perspective of crew time, it results in relatively inefficient use of mass and volume 

resources. As previously noted, there will be increased emphasis on developing and 

implementing capabilities for performing maintenance and repair at the lowest practical 

hardware levels. 
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Sparing issues. Spares to support the LSAM can be carried within the LSAM itself or 

can be pre-positioned at the destination surface facilities. Pre-positioned spares will 

have been delivered by a previous cargo delivery LSAM or will be residual unused 

spares from a previous crewed LSAM. The initial recommendation for spares to be 

carried during the mission will be captured in the deliverable Recommended Spare 

Parts List developed by the DDT&E contractors in consultation with NASA. Final 

determination of the spares manifest will be accomplished through a collaborative 

assessment with the NASA spacecraft system managers and Program Office 

personnel. Factors in this assessment will include probability of item failure, impact of 

item failure, mass and volume availability, and task time associated with repair at the 

item level. 

LSAM spares should be stored within the LSAM’s pressurized volume or within the 

pressurized habitat. Whenever possible, spares for rovers or surface system elements 

other than the habitat should be stored external to the habitat’s pressurized 

environment. This provides ready access without needing to reenter the habitat and 

relieves internal stowage volume issues. Spares for habitat systems should be stored 

within the habitat’s pressurized environment. 

Manufacturing of structural and mechanical spares is anticipated. This will initially be 

done on a developmental basis. As the technology matures, and if initial results 

warrant, manufacturing of structural and mechanical spares may be implemented on an 

operational basis. 

It is expected that any unused LSAM spares will be removed from the LSAM and 

stowed in the lunar habitat prior to LSAM ascent. This will increase the amount of 

return cargo capacity. Consequently, the LSAM will be dependent on system reliability 

and redundancy from lunar surface departure to rendezvous and docking with the CEV 

in lunar orbit. 

Maintenance resource availability. Maintenance resources will include spares, tools, 

data and documentation necessary to develop required maintenance procedures. 

Spares were discussed in the previous section. Tools for each Cx element should 

consist of a small common set of tools. The composition of this set of tools will be 

determined in consultation with the DDT&E contractors and will be that which is 

necessary to perform maintenance tasks associated with the set of spares plus an 

additional number of tools and materials that will be necessary to support other 

maintenance. The Cx elements are encouraged to establish a common tool usage with 

each other. Tool lists will be managed within the frame work of the commonality 

database. To the extent possible, tools should be capable of both IVA and EVA use 

and should service the EVA System, LSAM, rovers, and other surface systems. 
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Operational environment issues. Maintenance activities on the lunar surface will take 

place in a gravity field of approximately 0.16 ge (where 1.0 ge is the magnitude of the 

gravitational field at the surface of the Earth). Therefore, the potential for overhead 

maintenance tasks should be minimized and the possibility of needing to manipulate 

massive items overhead should be eliminated. Additionally, reach limitations should be 

carefully considered for overhead tasks and accessibility in general may be limited. 

During nominal missions, all maintenance activities will be conducted IVA and, 

therefore, occur in a pressurized environment. EVA maintenance of the LSAM will take 

place only under contingency circumstances. Primary maintenance on rovers or other 

surface systems will be performed EVA. 

Responsibilities for maintenance. When crew is not present, maintenance will be 

limited to that which can be accomplished remotely under the direction and control of 

Mission Control personnel. When crew is present, maintenance will be accomplished 

remotely under the direction and control of Mission Control personnel when possible 

and when this can be accomplished on a schedule that supports other mission 

requirements. Maintenance actions will be performed by the crew when it is not 

possible for them to be performed by Mission Control personnel or when other mission 

requirements make remote performance impractical. 

Typically, maintenance procedures will be developed by personnel in Mission Control 

using supporting data and documentation acquired as deliverable items from the 

DDT&E contractors. Troubleshooting and failure diagnosis will generally be determined 

by the ISHM System with support by personnel in Mission Control when necessary. 

However, information and capabilities for troubleshooting and procedure development 

for critical systems will be available to the crew in the event they need to operate 

autonomously. In general, the crew will be trained in generic maintenance skills and for 

a limited set of specific critical tasks. In the event that a complex procedure is needed 

for which the crew was not specifically trained but which is beyond the scope of the 

generic skills training, Mission Control personnel may develop and validate the 

procedure then uplink video files and, possibly, interactive models to provide additional 

training opportunities for the crew. Exercising increased autonomy during lunar outpost 

missions is an important step in developing the ability for the crew to operate 

independently during future long-duration missions. 

During this phase, personnel in Mission Control will monitor the condition of the 

quiescent CEV in lunar orbit. If systems hardware failures occur, they will determine 

whether corrective maintenance will be required upon return of the crew to the CEV. If 

it is determined that CEV corrective maintenance will be required, the personnel in 

Mission Control will develop a plan for its performance. 

Measures of effectiveness. Measures of effectiveness include: 

a. Functional Availability, AF
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b. Crew time required for preventive and corrective maintenance (minimize) 

c. Mass and volume of spares and support equipment required for maintenance 

activities (minimize) 

d. Number of crew interventions required to diagnose hardware failures (minimize) 

4.2.3.4 Lunar Orbit and Departure Operations Mission Phase 

Corrective maintenance and preventive maintenance. Upon return of the crew to the 

CEV, they will perform preventive maintenance as required by predetermined 

schedules. Corrective maintenance will be performed if failures have occurred during 

the crew’s absence and personnel in Mission Control have determined that 

maintenance is necessary prior to upcoming mission phases. Because of the extended 

time that the CEV has been in lunar orbit, there is an increased probability of hardware 

failures that may require corrective maintenance. Preemptive maintenance may be 

performed if prognostic assessments from an Integrated System Health Management 

System are available. Although operation to failure will be preferred under most 

circumstances, preemptive action may be appropriate for critical systems in advance of 

dynamic mission events. If it is determined that a corrective maintenance action is 

required to prepare the CEV for the Trans-Earth Injection burn or Earth reentry, the time 

in LLO may be extended if necessary to provide sufficient time for completion of the 

necessary maintenance activities. 

Hardware or system levels at which maintenance will be performed. Maintenance 

should be accomplished at the lowest practical hardware level that is consistent with 

crew time constraints. Prior to reactivation of hardware that has been repaired, 

sufficient testing should be performed to ensure that the repaired item will function 

correctly and not cause additional failures when connected to the system. Standards 

similar to those used on the ground for post-maintenance acceptance test/check-out 

should be established to ensure safety. 

Sparing issues. Available spares will be those carried onboard the CEV remaining from 

the Trans-Lunar Coast phase of the mission. Additional spares from the LSAM are no 

longer available because they have been left on the lunar surface to serve as outpost 

spares. 

Maintenance resource availability. Maintenance resources will include spares, tools, 

data and documentation necessary to develop required maintenance procedures. 

Spares were discussed in the previous section. Tools for each Cx element should 

consist of a small common set of tools. The composition of this set of tools will be 

determined in consultation with the DDT&E contractors and will be that which is 

necessary to perform maintenance tasks associated with the set of spares plus an 

additional number of tools and materials that will be necessary to support other 

maintenance. 
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Operational environment issues. All maintenance activities will occur in a 0-ge

environment. During nominal missions, all maintenance activities will be conducted IVA 

and, therefore, occur in a pressurized environment. However, there is a possibility that 

maintenance tasks may need to be performed IVA in an unpressurized environment. 

This possibility arises from the CEV requirement that the vehicle be capable of 

operating unpressurized for up to 120 hours. EVA maintenance of the LSAM and the 

EVA System will take place only under contingency circumstances. Primary 

maintenance on rovers or other surface systems will be performed EVA. 

Responsibilities for maintenance. Maintenance actions will be performed by the crew. 

Maintenance procedures will be developed by personnel in Mission Control using 

supporting data and documentation acquired as deliverable items from the DDT&E 

contractors. Troubleshooting and failure diagnosis will generally be determined by the 

ISHM System with support by personnel in Mission Control when necessary. However, 

information and capabilities for troubleshooting and procedure development for critical 

systems will be available to the crew in the event they need to operate autonomously. 

In general, the crew will be trained in generic maintenance skills and for a limited set of 

specific critical tasks. In the event that a complex procedure is needed for which the 

crew was not specifically trained but which is beyond the scope of the generic skills 

training, Mission Control personnel may develop and validate the procedure then uplink 

video files and, possibly, interactive models to provide additional training opportunities 

for the crew. 

Measures of effectiveness. Measures of effectiveness include: 

a. Functional Availability, AF

b. Crew time required for preventive and corrective maintenance (minimize) 

c. Mass and volume of spares and support equipment required for maintenance 

activities (minimize) 

d. Number of crew interventions required to diagnose hardware failures (minimize) 

4.2.3.5 Recovery Mission Phase 

After launch, first-stage recovery is accomplished and the first stage is towed back to 

the launch site for disassembly and inspection, cleaning, and returned to the 

manufacturer for refurbishment. After a successful CM landing on land, recovery forces 

arrive at the landing site and, after inspection of the spacecraft for safety, configure the 

spacecraft for crew egress and access to any stowed items, if required. Final 

spacecraft safing is performed and spacecraft transportation to the launch site is 

accomplished according to the approved transportation plan. 
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4.2.4 Crew to ISS Mission Supportability Concept 

4.2.4.1 Ground Operations Mission Phase 

The CEV, CLV, LAS, payloads, and cargo are delivered to Kennedy Space Center for 

Ground Processing, Integrated Test, and Launch Services. The elements, payloads, 

and cargo are received and inspected and any final standalone assembly, integration, 

testing and closeouts are completed. 

Following integration, all critical interfaces between the CEV and launch vehicle are 

tested and final ordnance installation is completed. Once all interfaces are verified, the 

integrated vehicle is transported from the integration facility to the launch pad for 

propellant loading, crew ingress to the spacecraft, and launch. 

In the event of a launch scrub, several scenarios are possible depending on the reason 

for the scrub, the duration of the scrub, and the unique requirements of the launch 

vehicle, spacecraft, payloads, or cargo. Examples of scrub turnaround activities include 

commodity servicing/top-off, cargo/experiment change-out, troubleshooting, 

maintenance, or roll-back to the integration facility if necessary. 

Corrective maintenance will be performed if hardware failures are identified. Prior to 

“call to stations” in preparation for launch, significant supportability performance metrics 

will be maintenance task time, administrative time associated with maintenance, and 

cost associated with maintenance. From “call to stations” to launch or the closing of the 

final launch window during a launch opportunity the most significant supportability 

metric will be Operational Availability. The primary objective will be to meet required 

Operational Availability within cost constraints. Supportability on ground is integrated 

with ground operations. Provisioning plans will include support during ground 

operations. Automated item tracking is expected to be employed to enable 

determination of provisioned item status throughout the supply chain. 

Measures of effectiveness. Measures of effectiveness include: 

a. Operational Availability, AO, during a specified period prior to launch 

b. Cost of supportability functions during ground processing and prelaunch activities 

4.2.4.2 Earth Orbit Operations Mission Phase, Docked Operations Mission 

Phase, and De-Orbit Preparations Operations Mission Phase 

Corrective maintenance and preventive maintenance. Preventive maintenance will be 

performed to ensure that systems continue to operate within specified limits. The most 

typical example of preventive maintenance would be air return filter cleaning or 

replacement. The need for, and frequency of, preventive maintenance actions will be 

determined by the systems’ designs and their functional needs and through 

performance of Logistics Support Analyses. 
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Corrective maintenance will be performed in response to system hardware failures to 

restore system function or to restore redundancy prior to rendezvous and docking with 

ISS. Preemptive maintenance may be performed if prognostic assessments from an 

Integrated System Health Management System are available. Although operation to 

failure will be preferred under most circumstances, preemptive action may be 

appropriate for critical systems in advance of dynamic mission events. Redundancy 

required prior to these mission events will be determined on the basis of safety and 

mission success criteria and will be defined by flight rules. 

Hardware or system levels at which maintenance will be performed. To reduce the 

mass and volume of spares required to support the mission, maintenance should be 

accomplished at the lowest practical hardware level that is consistent with crew time 

constraints. Prior to reactivation of hardware that has been repaired, sufficient testing 

should be performed to ensure that the repaired item will function correctly and not 

cause additional failures when connected to the system. Standards similar to those 

used on the ground for post-maintenance acceptance test/check-out should be 

established to ensure safety. It may be possible to extend orbital loiter times prior to 

ISS rendezvous and the deorbit burn. Thus, additional crew time may be made 

available during these periods. 

Sparing issues. The initial recommendation for spares to be carried during the mission 

will be captured in the deliverable Recommended Spare Parts List developed by the 

DDT&E contractors in consultation with NASA. Final determination of the spares 

manifest will be accomplished through a collaborative assessment with the NASA 

spacecraft system managers and Program Office personnel. Factors considered in this 

assessment will include probability of item failure, impact of item failure, mass and 

volume availability, and task time associated with repair at the item level. During these 

mission phases, spares will be carried in the CEV. 

Maintenance resource availability. Maintenance resources will include spares, tools, 

data and documentation necessary to develop required maintenance procedures, and 

the maintenance procedures themselves. Spares were discussed in the previous 

section. Tools for each Cx element should consist of a small common set of tools. The 

composition of this set of tools will be determined in consultation with the DDT&E 

contractors upon reviewing the need for tools during various mission phases. Only 

those tools that are not already available on ISS or which may be required during CEV 

free-flight should be carried on ISS missions. CEV unique tools and repair materials 

can also be pre-positioned on ISS during initial CEV missions. The Cx elements are 

encouraged to establish a common tool usage with each other. Tool lists will be 

managed within the framework of the commonality database. To the extent possible, 

tools should be capable of both IVA and EVA use. Data and documentation will include 

Logistics Support Analysis Records and other engineering data delivered by the DDT&E 

contractors. Maintenance procedures will be developed from the delivered data by 

Mission Control personnel. 
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Operational environment issues. During these mission phases, all maintenance 

activities will occur in a 0-ge environment. Therefore, captive fasteners should be 

employed and all activities should avoid creation of debris or manage any that is 

generated. During nominal missions, all maintenance activities will be conducted IVA 

and, therefore, occur in a pressurized environment. EVA maintenance of the LSAM and 

the EVA System will take place only under contingency circumstances. Primary 

maintenance on rovers or other surface systems will be performed EVA. During docked 

periods EVA will be ISS-based utilizing ISS EVA suits. 

Responsibilities for maintenance. Maintenance actions will be performed by the crew. 

Maintenance procedures will be developed by personnel in Mission Control using 

supporting data and documentation acquired as deliverable items from the DDT&E 

contractors. Troubleshooting and failure diagnosis will generally be supported by 

personnel in Mission Control. However, information and capabilities for troubleshooting 

and procedure development for critical systems should be available to the crew in the 

event they need to operate autonomously. In general, the crew will be trained in 

generic maintenance skills and for a limited set of specific critical tasks. In the event 

that a complex procedure is needed for which the crew was not specifically trained but 

which is beyond the scope of the generic skills training, Mission Control personnel may 

develop and validate the procedure then uplink video files and, possibly, interactive 

models to provide additional training opportunities for the crew. 

Measures of effectiveness. Measures of effectiveness include: 

a. Functional Availability, AF

b. Crew time required for preventive and corrective maintenance (minimize) 

c. Mass and volume of spares and support equipment required for maintenance 

activities (minimize) 

d. Number of crew interventions required to diagnose hardware failures (minimize) 

4.2.4.3 CEV-ISS Rendezvous Mission Phase 

In general, maintenance operations will not be performed during this mission phase. If 

system failures occur that degrade necessary functionality or reduce redundancy below 

levels required by flight rules, the rendezvous may be postponed to provide time for 

maintenance actions directed at correcting the situation. Rendezvous would be 

reinitiated following successful completion of required maintenance actions. 

4.2.4.4 Recovery Mission Phase 

After launch, first-stage recovery is accomplished and the first stage is towed back to 

the launch site for disassembly and inspection, cleaning, and returned to the 

manufacturer for refurbishment. After a successful CM landing, recovery forces arrive 
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at the landing site and, after inspection of the spacecraft for safety, configure the 

spacecraft for crew egress and access to any stowed items, if required. Final 

spacecraft safing is performed and spacecraft transportation to the launch site is 

accomplished according to the approved transportation plan. 

4.2.5 Pressurized Cargo to ISS Mission Supportability Concept 

4.2.5.1 Ground Operations Mission Phase 

The CEV, CLV, LAS, payloads, and cargo are delivered to Kennedy Space Center for 

Ground Processing, Integrated Test, and Launch Services. The elements, payloads, 

and cargo are received and inspected and any final stand-alone assembly, integration, 

testing and closeouts are completed. 

Following integration, all critical interfaces between the CEV and launch vehicle are 

tested and final ordnance installation is completed. Once all interfaces are verified, the 

integrated vehicle is transported from the integration facility to the launch pad for 

propellant loading and launch. 

In the event of a launch scrub, several scenarios are possible depending on the reason 

for the scrub, the duration of the scrub, and the unique requirements of the launch 

vehicle, spacecraft, payloads, or cargo. Examples of scrub turnaround activities include 

commodity servicing/top-off, cargo/experiment change-out, troubleshooting, 

maintenance, or roll-back to the integration facility if necessary. 

Corrective maintenance will be performed if system failures are identified. Prior to “call 

to stations” in preparation for launch, significant supportability performance metrics will 

be maintenance task time, administrative time associated with maintenance, and cost 

associated with maintenance. From “call to stations” to launch or the closing of the final 

launch window during a launch opportunity the most significant supportability metric will 

be Operational Availability. The primary objective will be to meet required Operational 

Availability within cost constraints. 

Measures of effectiveness. Measures of effectiveness include: 

a. Operational Availability, AO, during a specified period prior to launch 

b. Cost of supportability functions during ground processing and prelaunch activities 

4.2.5.2 CEV-ISS Docked Operations Mission Phase 

During the docked operations, the ground will perform daily health and status checks 

directly via the Space Network or via hardwired data exchange with the ISS computers. 

The ISS crew also needs to maintain the capability to perform health and status checks 

in addition to the vehicle or ISS alerting the crew to system failures or impending 

failures. 
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Prior to CEV departure, the ground powers up the CEV avionics and flight control 

systems and performs a checkout to verify readiness to undock. Immediately preceding 

undocking, the CEV communications system is activated and Radio Frequency (RF) 

links are verified for both voice and telemetry/command. Final return stowage is 

transferred to the CEV and positioned for landing. 

Corrective maintenance and preventive maintenance. Preventive maintenance will be 

performed to ensure that systems continue to operate within specified limits. The most 

typical example of preventive maintenance would be air return filter cleaning or 

replacement. The need for, and frequency of, preventive maintenance actions will be 

determined by the systems’ designs and their functional needs and through 

performance of Logistics Support Analyses. 

Corrective maintenance will be performed in response to system hardware failures to 

restore system function or to restore redundancy during docked operations and in 

preparation for undocking. Preemptive maintenance may be performed if prognostic 

assessments from an Integrated System Health Management System are available. 

Although operation to failure will be preferred under most circumstances, preemptive 

action may be appropriate for critical systems in advance of dynamic mission events. 

Redundancy required for these mission events will be determined on the basis of safety 

and mission success criteria and will be defined by flight rules. 

Hardware or system levels at which maintenance will be performed. To reduce the 

mass and volume of spares required to support the mission, maintenance should be 

accomplished at the lowest practical hardware level that is consistent with crew time 

constraints. Prior to reactivation of hardware that has been repaired, sufficient testing 

should be performed to ensure that the repaired item will function correctly and not 

cause additional failures when connected to the system. Standards similar to those 

used on the ground for post-maintenance acceptance test/check-out should be 

established to ensure safety. 

Sparing issues. The initial recommendation for spares to be carried during the mission 

will be captured in the deliverable Recommended Spare Parts List developed by the 

DDT&E contractors in consultation with NASA. Final determination will be 

accomplished through a collaborative assessment with the NASA spacecraft system 

managers. Factors considered in this assessment will include probability of item failure, 

impact of item failure, mass and volume availability, and task time associated with repair 

at the item level. During this mission phase, spares may be pre-positioned on ISS or be 

carried in the CEV. 

Maintenance resource availability. Maintenance resources will include spares, tools, 

data and documentation necessary to develop required maintenance procedures, and 

the maintenance procedures themselves. Spares were discussed in the previous 

section. Tools for each Cx element should consist of a small common set of tools. The 
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composition of this set of tools will be determined in consultation with the DDT&E 

contractors upon reviewing the need for tools during various mission phases. Only 

those tools that are not already available on ISS or which may be required during CEV 

free-flight should be carried on ISS missions. CEV unique tools and repair materials 

can also be pre-positioned on ISS during initial CEV missions. The Cx elements are 

encouraged to establish a common tool usage with each other. Tool lists will be 

managed within the framework of the commonality database. To the extent possible, 

tools should be capable of both IVA and EVA use. Data and documentation will include 

Logistics Support Analysis Records and other engineering data delivered by the DDT&E 

contractors. Maintenance procedures will be developed from the delivered data by 

Mission Control personnel. 

Operational environment issues. All maintenance activities will occur in a 0-ge

environment. Therefore, captive fasteners should be employed and all activities should 

avoid creation of debris or manage any that is generated. During nominal missions, all 

maintenance activities will be conducted IVA and, therefore, occur in a pressurized 

environment. EVA maintenance of the LSAM and the EVA System will take place only 

under contingency circumstances. Primary maintenance on rovers or other surface 

systems will be performed EVA. 

Responsibilities for maintenance. Maintenance actions will be performed by the ISS 

crew. Maintenance procedures will be developed by personnel in Mission Control using 

supporting data and documentation acquired as deliverable items from the DDT&E 

contractors. Troubleshooting and failure diagnosis will generally be supported by 

personnel in Mission Control. However, information and capabilities for troubleshooting 

and procedure development for critical systems should be available to the crew in the 

event they need to operate autonomously. In general, the crew will be trained in 

generic maintenance skills and for a limited set of specific critical tasks. In the event 

that a complex procedure is needed for which the crew was not specifically trained but 

which is beyond the scope of the generic skills training, Mission Control personnel may 

develop and validate the procedure then uplink video files and, possibly, interactive 

models to provide additional training opportunities for the crew. 

Measures of effectiveness. Measures of effectiveness include: 

a. Functional Availability, AF

b. Crew time required for preventive and corrective maintenance (minimize) 

c. Mass and volume of spares and support equipment required for maintenance 

activities (minimize) 

d. Number of crew interventions required to diagnose hardware failures (minimize) 
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4.2.5.3 Recovery Mission Phase 

After launch, first stage recovery is accomplished, the first stage is towed back to the 

launch site for disassembly and inspection, cleaned, and returned to the manufacturer 

for refurbishment. After a successful landing of the CM, the ground performs or verifies 

post-touchdown safing actions are complete. Recovery forces arrive at the landing site 

and, after inspection of the spacecraft for safety, configures the spacecraft for access to 

stowed items, as required. Final spacecraft safing is performed and spacecraft 

transportation to the launch site is accomplished. 

4.2.6 Mars Mission Supportability Concept 

Corrective maintenance and preventive maintenance. Preventive maintenance of the 

Mars Transfer Vehicle (MTV), Descent/Ascent Vehicle (DAV), Surface Habitat (SHAB), 

and surface systems will be performed to ensure that systems continue to operate 

within specified limits. The need for, and frequency of, preventive maintenance actions 

will be determined by the systems’ designs and their functional needs. 

Corrective maintenance will be performed in response to system hardware failures to 

restore system function or to restore required levels of redundancy. Preemptive 

maintenance may be performed if prognostic assessments from an Integrated System 

Health Management System are available. Although operation to failure will be 

preferred under most circumstances, preemptive action may be appropriate for critical 

systems in advance of dynamic mission events, particularly if the items have an 

increasing failure rate or limited life designation. MTV, DAV and SHAB maintenance 

should be performed primarily under IVA conditions. Most rover maintenance, and 

maintenance of most other surface systems, will be performed EVA. If necessary, an 

ORU removed from a rover, or other surface system, may be transferred to the 

pressurized volume of the SHAB for repair. Repaired items could then be reinstalled in 

their service location or recycled as spares for future use. 

Hardware or system levels at which maintenance will be performed. To reduce the 

mass and volume of spares required to support the mission, maintenance should be 

accomplished at the lowest practical hardware level that is consistent with crew time 

constraints. Prior to reactivation of hardware that has been repaired, sufficient testing 

should be performed to ensure that the repaired item will function correctly and not 

cause additional failures when connected to the system. Standards similar to those 

used on the ground for post-maintenance acceptance test/check-out should be 

established to ensure safety. In general, repair at the lowest possible hardware level 

will be encouraged over removal and replacement of larger modular assemblies. 

Although removal and replacement of larger modular assemblies can be efficient from 

the perspective of crew time, it results in relatively inefficient use of mass and volume 

resources. As previously noted, there will be increased emphasis on developing and 
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implementing capabilities for performing maintenance and repair at the lowest practical 

hardware levels. 

Sparing issues. Spares to support the MTV will be carried in the MTV. Spares to 

support the DAV in preparation for descent should be carried within the DAV. Spares to 

support the DAV in preparation for ascent will be carried in the DAV or can be prepositioned at the destination surface facilities. Pre-positioned spares will have been 

delivered by a previous cargo delivery DAV or will be residual unused spares from a 

previous crewed DAV. The initial recommendation for spares to be carried during the 

mission will be captured in the deliverable Recommended Spare Parts List developed 

by the DDT&E contractors in consultation with NASA. Final determination will be 

accomplished through a collaborative assessment with the NASA spacecraft system 

managers. Factors in this assessment will include probability of item failure, impact of 

item failure, mass and volume availability, and task time associated with repair at the 

item level. 

DAV spares should be stored within the DAV’s pressurized volume or within the 

pressurized SHAB. Whenever possible, spares for rovers or surface system elements 

other than the SHAB should be stored external to the SHAB’s pressurized environment. 

This provides ready access without needing to reenter the habitat and relieves internal 

stowage volume issues. Spares for SHAB systems should be stored within the SHAB’s 

pressurized environment. 

Manufacturing of structural and mechanical spares is anticipated. The need for 

increased quantities of structural and mechanical spares is expected because of 

operation of rovers and In-Situ Resource Utilization (ISRU) processing facilities. It is 

expected that any unused DAV spares will be removed from the DAV and stowed in the 

Martian habitat prior to DAV ascent. This will increase the amount of return cargo 

capacity. Consequently, the DAV will be dependent on system reliability and 

redundancy from Mars surface departure to rendezvous and docking with the MTV in 

Mars orbit. 

Maintenance resource availability. Maintenance resources will include spares, tools, 

data and documentation necessary to develop required maintenance procedures. 

Spares were discussed in the previous section. Tools for each Cx element should 

consist of a small common set of tools. The composition of this set of tools will be 

determined in consultation with the DDT&E contractors and will be that which is 

necessary to perform maintenance tasks associated with the set of spares plus an 

additional number of tools and materials that will be necessary to support other 

maintenance. The Cx elements are encouraged to establish a common tool usage with 

each other. Tool lists will be managed within the framework of the commonality 

database. To the extent possible, tools should be capable of both IVA and EVA use 

and should service the EVA System, LSAM, rovers, and other surface systems. 
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Operational environment issues. Maintenance activities on the Martian surface will take 

place in a gravity field of approximately 0.3 ge (where 1.0 ge is the magnitude of the 

gravitational field at the surface of the Earth). Therefore, the potential for overhead 

maintenance tasks should be minimized and the possibility of needing to manipulate 

heavy items overhead should be eliminated. Additionally, reach limitations should be 

carefully considered for overhead tasks and accessibility in general may be limited. 

During nominal missions, all maintenance activities for the MTV, DAV, and SHAB will be 

conducted IVA and, therefore, occur in a pressurized environment. EVA maintenance 

of the DAV will take place only under contingency circumstances. Primary maintenance 

on rovers or other surface systems will be performed EVA. 

Responsibilities for maintenance. When crew is not present, maintenance will be 

limited to that which can be accomplished remotely under the direction and control of 

Mission Control personnel. When crew is present, maintenance will be accomplished 

remotely under the direction and control of Mission Control personnel when possible 

and when this can be accomplished on a schedule that supports other mission 

requirements. Maintenance actions will be performed by the crew when it is not 

possible for them to be performed by Mission Control personnel or when other mission 

requirements make remote performance impractical. Typically, maintenance 

procedures will be developed by personnel in Mission Control using supporting data and 

documentation acquired as deliverable items from the DDT&E contractors. Also, 

troubleshooting and failure diagnosis will generally be supported by personnel in 

Mission Control. However, information and capabilities for troubleshooting and 

procedure development should be available to the crew to enable them to function more 

autonomously. 

When maintenance actions are performed by the crew, maintenance procedures will be 

developed by personnel in Mission Control using supporting data and documentation 

acquired as Logistics Support Analysis deliverable items from the DDT&E contractors. 

Troubleshooting and failure diagnosis will generally be determined by the ISHM System 

with support by personnel in Mission Control when necessary. However, information 

and capabilities for troubleshooting and procedure development for critical systems will 

be available to the crew in the event they need to operate autonomously. 

In general, the crew will be trained in generic maintenance skills and for a limited set of 

specific critical tasks. In the event that a complex procedure is needed for which the 

crew was not specifically trained but which is beyond the scope of the generic skills 

training, Mission Control personnel may develop and validate the procedure then uplink 

video files and, possibly, interactive models to provide additional training opportunities 

for the crew. 

During this phase, personnel in Mission Control will monitor the condition of the 

quiescent MTV in Martian orbit. If systems hardware failures occur, they will determine 

whether corrective maintenance will be required upon return of the crew to the MTV. If 
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it is determined that MTV corrective maintenance will be required, the personnel in 

Mission Control will develop a plan for its performance. 

Ground Operations Measures of effectiveness. Measures of effectiveness include: 

a. Operational Availability, AO, during a specified period prior to launch 

b. Cost of supportability functions during ground processing and prelaunch activities 

Flight Operations Measures of effectiveness. Measures of effectiveness include: 

a. Functional Availability, AF

b. Crew time required for preventive and corrective maintenance (minimize) 

c. Mass and volume of spares and support equipment required for maintenance 

activities (minimize) 

d. Number of crew interventions required to diagnose hardware failures (minimize) 

5.0 SUPPORTABILITY PLANNING AND MANAGEMENT 

As noted previously, Supportability is a melding of Reliability, Maintainability, and 

Integrated Logistics Support (ILS) functions. This section addresses management and 

planning activities associated with these disciplines. Reliability and Maintainability is 

addressed only briefly. Integrated Logistics Support is covered in much greater detail. 

5.1 RELIABILITY AND MAINTAINABILITY (R&M) PLANNING AND MANAGEMENT 

Details of Reliability and Maintainability planning and management are contained in CxP 

70087, Constellation Reliability, Availability, and Maintainability Plan. 

5.2 INTEGRATED LOGISTICS SUPPORT (ILS) PLANNING AND MANAGEMENT 

The purpose of ILS is to (1) integrate support considerations into system and 

component design; (2) develop support requirements that are consistently related to 

readiness objectives, to design, and to each other; (3) acquire the required support; and 

(4) provide the required support during the operational phase at minimum cost. 

5.2.1 Integrated Logistics Support Management 

Roles and Responsibilities 

Supportability personnel at each level within the Program have specific, though 

interrelated, functions as described below. 
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TABLE 5.2.1-1 ILS ROLES AND RESPONSIBILITIES

 Program Project 

Supportability 

Concept 

Development 

Develops Constellation Supportability 

concepts and strategy - documented in the 

Supportability Plan 

Contributes to development of 

Constellation Supportability concepts 

and strategy 

Reviews and validates Project 

supportability concepts documented in 

Project Integrated Logistics Support Plans 

Develops Project concepts 

consistent with Constellation 

Supportability concepts - 

documented in Project Integrated 

Logistics Support Plans 

Supportability 

Requirements 

Defines and manages requirements for 

Level II requirements documents (CARD 

and IRDs); flows down to Level III 

Reviews and critiques Level II 

requirements (CARD 3.2, 3.7, and 

IRDs) 

Reviews SRD requirements to ensure 

consistency of the SRD requirements with 

the CARD requirements 

Develops Level III requirements that 

satisfy Level II requirements and 

allocates requirements to Level IV 

Defines and manages the Level II 

verification requirements for the CARD and 

IRDs. Performs analysis to ensure 

compliance with Level II requirements 

Performs verification of CARD 

3.7/4.7 requirements and Level III 

requirements 

Supportability 

Documentation 

Develop supportability documentation. 

Provides supportability-related inputs to 

Level II program documentation such as 

operations concepts and SR&QA 

requirements 

Develops Level III Supportability 

documentation (e.g., ILSP, LSAR). 

Provides supportability-related inputs 

to Level III project documentation 

Reviews project Integrated Logistics 

Support Plan for consistency with 

Constellation Program Supportability Plan, 

concepts, and strategy 

Ensures Project and lower level (as 

appropriate) Integrated Logistics 

Support Plan consistent with 

Constellation Program Supportability 

Plan, concepts, and strategy 

Supportability 

Data 

Ensures consistency, as appropriate, and 

establishes the scope, contents, and 

guidelines of the Logistics Support Analysis 

(LSA) and Logistics Support Analysis 

Report (LSAR). Documented in appendix 

to Constellation Program Supportability 

Plan. Agrees to Project-unique tailoring as 

appropriate 

Participates in the establishment of 

the scope, contents, and guidelines 

of LSA and LSAR and develops the 

LSA and LSAR per established 

guidelines and standards. Proposes 

project-unique tailoring 

Ensures access to supportability data and 

information and LSAR data via Program 

data architecture system. These deliveries 

may include imagery, CAD models, 

drawings. Supportability plan will address 

expectation for delivery of this source data. 

Program will review DRDs for inclusion of 

this source data 

Incorporates supportability data and 

information into project information 

management systems and provides 

supportability information via 

Program data architecture system 

(Includes the source data 

deliverables in the DRDs) 
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TABLE 5.2.1-1 ILS ROLES AND RESPONSIBILITIES - CONCLUDED

 Program Project

Participates in LSAR reviews. Produces an 

integrated schedule of reviews. Ensures 

consistency of scope, format, and style of 

LSAR content for maximum consistency 

with end user (Ground Operations and 

Mission Operations) product format 

Hosts and supports LSAR reviews; 

responds to reviewer comments and 

implements agreed-to changes; 

delivers corrected LSAR within 

agreed-upon time. Reviews 

expected to occur @ PDR, CDR and 

L-18 months for first launch of a 

system. Collects, maintains and 

confirms closure of reviewer 

comments 

Design 

Reviews 

Participates in Level III design reviews Leads supportability participation in 

Level III design reviews. Participates 

in the Level IV design reviews 

Assesses project designs for consistency 

with CARD design policy for supportability, 

maintainability, and operability 

Assesses the system design to 

ensure that supportability, 

maintainability, and operability 

requirements are realized 

Provisioning of 

Spares and 

Inventory 

Establishes processes and guidelines for 

provisioning of spares, program 

considerations of vendor stability, and 

resulting needs for initial lifetime buy vs. 

incremental procurement 

Participates in the establishment of 

processes and guidelines for 

provisioning of spares, program 

considerations of vendor stability, 

and resulting needs for initial lifetime 

buy vs. incremental procurement. 

Leads provisioning strategy for Level 

III and below (spares and unique 

support equipment procurement) 

Defines Constellation LRU/ORU selection 

guidelines including failure rates, criticality, 

packaging, and configuration 

Participates in definition of LRU/ORU 

selection guidelines. Implements the 

Constellation LRU/ORU selection 

criteria to provide program 

consistency for design of 

maintainable items 

Manages obsolescence for program 

common hardware items 

Manages obsolescence for 

project-unique hardware 

Defines common Source Maintenance and 

Recoverability code schema to designate 

reparability and location of repair of 

hardware items 

Participates in development of 

Source Maintenance and 

Recoverability code schema and 

implement Source Maintenance and 

Recoverability code schema 

Develops and implements inventory 

management system including programprovided GFE within Constellation Supply 

Chain 

Contributes to development and 

implementation of inventory 

management system 
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5.2.2 Integrated Logistics Support Plan (ILSP) 

Each Project (defined as CEV, CLV, etc.) is expected to develop an Integrated Logistics 

Support Plan (ILSP) that is consistent with this document. The ILSP should address 

how the contractors will satisfy the ILS deliverable requirements contained within their 

contract statements of work. In addition, the ILSP should also address how the 

following disciplines will interrelate with the overall ILS approach for support of the 

system: 

a. Environmental and Health Management 

b. Hazardous Materials Management 

c. Human-Systems Integration (Human Factors Engineering) 

d. Quality Assurance (QA) 

e. Safety Engineering 

f. Design Engineering 

g. Mission Planning, Crew Training, and Flight Operations 

h. Ground Operations 

i. Configuration Management (CM) 

j. Data Management (DM) 

k. Design Interface 

l. Maintenance Facilities 

The ILS planning process should encompass all planned program life cycle phases and 

address all applicable mission phases including development and test, ground 

operations including assembly and checkout, prelaunch, launch, first-stage recovery, 

in-space and surface destination operations, post-flight turnaround, and end of service 

life of hardware systems. 

5.2.2.1 ILSP Planning and Management 

ILS Milestone Schedule 

Each project should establish an ILS milestone schedule that lists the major events and 

data products that must be developed or accomplished prior to each acquisition 

milestone. Each Constellation project will identify key controlling events/tasks 

pertaining to the development, introduction and follow-on support of that project’s 

primary end-item for inclusion in an ILS master milestone schedule. 
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Integrated Logistics Assessment (ILA) 

Each Constellation project should conduct an assessment to verify the adequacy of ILS. 

Typically, an Integrated Logistics Assessment (ILA) is scheduled 60 to 90 days prior to 

an operational milestone decision, to include Government acceptance of the system 

and the system’s operational readiness date. The ILA will verify that logistics support is 

in place in support of the system’s Initial Operational Capability date. 

The ILSP should address the following: 

a. How the contractor will support these periodic assessments. 

b. Provide detailed status on the logistics resources required to support operational 

milestone (such as spare levels, zero balances, maintenance backlog, etc.). 

c. Identify Performance Measurements/Metrics to support ILA. 

d. How the ILA may support Certification of Flight Readiness (CoFR). 

Risk Management 

Risk is inherent in any acquisition program and in virtually all functional areas of a 

program, including the area of logistics. The logistician and other functional experts at 

all levels must address the areas of risk to ensure that program objectives are met. 

Risk management is a program management responsibility and is the practice of 

controlling risk drivers that adversely affect the program. It includes the process of 

identifying, analyzing, and tracking risk drivers; assessing the likelihood of their 

occurrence and their consequences; defining risk-handling plans; implementing these 

plans; and performing continuous assessments to determine how risk changes during 

the life of the program. This is done by controlling the risks associated with the design, 

manufacturing, test, and support functions that are part of systems acquisition. 

The project ILSP should address the process the ILS program will use to monitor and 

control identified logistics risks. All such risks will be processed in accordance with CxP 

70056, Constellation Program Risk Management Plan. 

Logistics Programming and Budgeting 

The logistics programming and budgeting planning process should encompass all 

program life cycle phases and address all applicable mission phases including 

development and test, ground processing including assembly and checkout, prelaunch, 

launch, in-space and surface destination operations, post-flight turnaround, and end of 

service life of hardware systems. 

The project ILSPs should address the following: 

a. How supportability life-cycle cost will be factored into acquisition design and support 

decisions 
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b. The level of logistics budget traceability 

c. Preselect trade studies to be accomplished (if known) 

d. Creation of solutions to reduce life cycle costs in DDT&E, Ground Processing, and 

Flight Operations phases 

e. Development and implementation of a plan to insert new technology necessary to 

ensure availability of spares and prevent against obsolescence 

5.2.2.2 Support Concept 

Each Project and contractor ILSP must define an overall support concept that is 

consistent with the Constellation Support Concept defined previously in this document. 

The support concept forms the framework upon which the support plan and support 

infrastructure are established. 

Maintenance Concept 

A central component of the Support Concept is the Maintenance Concept. A 

maintenance concept is a general description of the maintenance tasks required in 

support of a given system or equipment and the designation of the maintenance level 

for performing each task. Many of the other supportability functions are emplaced with 

the purpose of enabling the implementation of the maintenance concept. Project 

maintenance concepts must be consistent with the Constellation Supportability Concept 

defined previously in this document. 

The ability of the crew to autonomously deal with virtually any system failure and 

associated maintenance activities will be significantly enhanced by advanced Integrated 

Systems Health Management (ISHM) capabilities that implement immediate system 

management actions and also pinpoint the failed items for subsequent maintenance. 

Another very useful potential feature of ISHM is the ability to forecast impending failures 

based on current conditions and known or modeled behavior. This will allow the 

scheduling of maintenance actions before failures occur or, at a minimum, alert the crew 

that a maintenance action will likely be required at a defined point in the future. ISHM 

can also significantly contribute to improved ground maintenance activities for the space 

vehicle by effective location of sensors and designed-in features allowing download of 

stored failure and other maintenance related data. 

It is anticipated that new operational concepts will be applied that include assembly and 

manufacturing of selected replacement components on an as-needed basis during a 

mission. Although still in the developmental stage, emerging manufacturing 

technologies are expected to enable the production of structural and mechanical 

components from feedstock material. This approach offers the maximum flexibility and 

optimized use of mass and volume allocations. As these manufacturing capabilities 

become more fully developed, this should be considered as the primary approach to 

providing structural and mechanical replacement components. 
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The maintenance concept reflects design, cost, readiness, and operational 

requirements for the item that is to be supported. The maintenance concept should also 

address the relative roles of preventive and corrective maintenance and the application 

of Reliability Centered Maintenance (RCM) and condition-based maintenance 

approaches as appropriate. The maintenance concept serves as the foundation of the 

more specific maintenance plan. 

The translation of the maintenance concept into a support structure relies on detailed 

analyses that may include Supportability Analysis, Reliability and Maintainability 

analyses (including identification of limited-life items), Level of Repair Analysis (LORA), 

or contractor-developed processes. The maintenance concept has a major impact on 

the determination of manpower and training requirements, supply support, and 

equipment planning, Life Cycle Cost (LCC) and can also affect decisions in the areas of 

facilities, packaging, handling, storage and transportation. 

The ILSP should address the following: 

a. The generic maintenance concept for the project by mission phase, including the 

impact on Operational Availability, AO, and the cost of supportability 

b. The incorporation of manufacturing of spares during the mission, repair at sub-LRU 

levels, and application of Integrated Systems Health Management into maintenance 

plans 

c. The impact of the maintenance concept to the project including resource 

requirements, capability requirements, and training requirements 

Maintenance Levels 

Traditionally, three levels of maintenance have been considered, i.e., Organizational 

(O), Intermediate (I), and Depot (D). This terminology has been retained in the 

Constellation Program because it is widely recognized across the supportability 

community. Table 5.2.2.2-1 characterizes the activities performed at each of the three 

maintenance levels. 

TABLE 5.2.2.2-1 TRADITIONAL LEVELS OF MAINTENANCE

ORGANIZATIONAL (O) INTERMEDIATE (I) DEPOT (D) 

On equipment/system 

Quick turnaround 

Repair by replacement 

Standard hand tools and 

limited diagnostic tools 

Between organizational and 

depot 

Repair by replacement of Shop 

Replaceable Units or 

components 

Enhanced diagnostic equipment 

and broad range of tools 

Overhaul/complex repair 

System and functional 

responsibility 

Production line orientation 

Supply system support 

Wide range of manufacturing tools 

and capability 

 
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The traditional distinction of maintenance levels is most applicable to prelaunch 

processing and post-flight turnaround operations. During these phases, the option is 

available to utilize specialized Intermediate-Level or Depot-Level repair facilities (either 

an “organic” capability or the Original Equipment Manufacturer [OEM]). However, 

during mission phases occurring in space or on Lunar or planetary surfaces, all critical 

maintenance must be performed by the flight crew. Therefore, the levels of 

maintenance employed during flight operations are distinguished primarily by the nature 

of the tasks to be performed rather than by location or facility and will be identified as 

mission maintenance, as opposed to ground based maintenance. The maintenance 

levels for mission maintenance will be designated by the word “Crew” preceding the 

maintenance level, e.g., Crew-Organizational (C-O), Crew-Intermediate (C-I), and CrewDepot (C-D). The mission maintenance level designation will be based on the 

complexity of the specific maintenance task, “C-O” identifying less complex tasks, “C-I” 

identifying more complex tasks and “C-D” identifying the most complex tasks. 

The ILSP should address the following: 

a. The levels of maintenance to be implemented and the application of these 

maintenance levels to the planned program life cycle and mission phases 

b. The planned use of contractor and/or Government capabilities and associated 

infrastructure required for support at each maintenance level 

5.2.2.3 Supportability Analyses 

Supportability Analysis (SA) is conducted as part of the System Engineering (SE) 

process to determine how to most effectively support the system over its entire life 

cycle. It provides the basis for related design requirements that may be included in 

specifications. The contractor performs many Supportability Analyses; and thus, it is 

important that requirements for analysis reports be clearly addressed in contractual 

terms. A performance specification (MIL-PRF-49506, Logistics Management 

Information [LMI]) has been developed and issued to assist the Government in this 

regard. It addresses in broad terms each of the following example analyses: 

maintenance planning, repair analysis, support and test equipment; manpower, 

personnel, and training; facilities; packaging, handling, storage, and transportation; and 

post-production support. Further amplification is provided in the performance 

specification. The consequences of ignoring supportability factors can include delayed 

delivery, inadequate provisioning, inadequately trained personnel, delayed delivery of 

support facilities, inadequate support equipment, and excessive down time. The 

Supportability Analyses should be identified as input to the systems engineering 

process and should be an integral part of the program's systems engineering strategy. 

Project ILSPs should document the Supportability Analysis strategy for the project, 

starting with the review of given data and specifications of each end item to ensure that 

credible and sufficient information exists for conducting the analyses. The strategy 
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should address all Supportability Analyses needed to analyze, define, and verify the 

supportability objectives. The project ILSP should also define the schedule of Logistics 

Support Analysis Report (LSAR) Reviews and associated needs, goals, and objectives. 

The ILSP should address the following: 

a. Identify logistics cost drivers and constraints associated with the proposed design 

b. Describe the supportability or supportability design constraints as inputs to 

specifications, requirement documents, or other contractual documents 

c. Describe any alternatives and trade-off analyses between different support, design 

and operational alternatives 

d. Identify any support and manpower (crew time) drivers/constraints 

e. Describe the proposed maintenance concept. Include other options for the 

maintenance concept 

5.2.2.4 Maintenance Planning 

Maintenance planning is the process of applying the maintenance concept to each 

hardware item and associated processes when making implementation decisions for the 

lifetime of the system. Maintenance planning applies the maintenance concept and 

decisional processes to define the level at which each item is maintained, how it is 

maintained, and the resources required to maintain it. Support and maintenance 

concepts and resulting plans should reflect the optimum balance between readiness 

and resource utilization. Maintenance planning is reflected in the content of each item’s 

Source, Maintenance, and Recoverability (SMR) Code. 

A Maintenance Plan will be developed by the contractors as an integral part of the ILSP. 

The Maintenance Plan and underlying maintenance concept should encompass all 

program life cycle phases and address all applicable mission phases including 

development and test, ground operations, launch, in-space and surface destination 

operations and post-flight turnaround. 

Maintenance Plan 

A maintenance plan is a description of the requirements and tasks to be accomplished 

for achieving, restoring, or maintaining the operational capability of a system, 

equipment, or facility. The maintenance plan is normally one part of the ILSP. The 

maintenance plan documents the results of the maintenance planning effort. It defines 

what tasks will be performed, how those tasks will be conducted and the resources that 

are required, and the organization responsible for the various associated activities. 

Acquisition of support resources must be based on the Maintenance Plan. A Level of 

Repair Analysis (LORA), as detailed in MIL-STD-1390D, should be used as a part of the 

supply support concept to determine the best value support policy for an item 
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(considering all resources including cost, mass, volume, and time) and help identify the 

appropriate time to make, repair or discard the hardware item. 

The project ILSPs should address the following: 

a. The schedule for maintenance plan development 

b. The project’s approach to incorporating the Program’s maintenance and support 

concepts into an approved Maintenance Plan 

c. The assumptions upon which the Maintenance Plan is based 

5.2.2.5 Manpower, Personnel and Training 

Manpower and personnel analysis is the process conducted to identify and acquire 

personnel with the skills required to support the system over its planned lifetime. 

Training includes the students, courses, instructors, equipment, facilities, curricula, and 

all other materials required to train personnel to support a system including individual 

and crew training; new equipment training; initial, formal and on-the-job training 

including any certifications, if required; and logistics support planning for training 

equipment. Because Manpower, Personnel and Training (MPT) costs are usually a 

major driver of support costs, planning for this element must begin at program initiation. 

Acquisition logistics efforts should strive to minimize the quantity and skill levels of 

manpower and personnel required to support the system over its planned lifetime. 

Training of flight crews for In-Flight Maintenance (IFM) is conducted by NASA’s Mission 

Operations Directorate (MOD). Materials used during this training utilize source 

material developed during the logistics development process. This training may be 

performed in NASA training facilities, at other NASA facilities utilizing flight hardware, or 

at contractor facilities utilizing flight or training hardware. 

System-specific training required for ground personnel should be defined by the project 

in collaboration with the ground processing organizations and documented in the 

projects’ ILSPs. The contractors’ role in the training of ground personnel should also be 

defined in the projects’ ILSPs and should address the following specific topics: 

a. Safety 

b. Skills or knowledge to be trained and any required certifications 

c. Recommended necessary duration of training 

d. Training facilities required 

e. Training equipment or devices required 

f. Training program content 
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g. Training program implementation 

h. Other resources required 

Additional details of the implementation of functions by the contractor should be 

included in the contractors’ ILSPs. 

Support of Training Equipment and Devices (TE&D) 

Training Equipment and Devices (TE&D) are model replicas of the end item (system) 

devoted to the training and instruction of personnel. Because the conduct of training 

frequently results in increased maintenance requirements (due to constant use from 

students performing operating and maintenance tasks), the project office may need to 

adjust the quantity of spare parts and other supply support normally provided. 

The ILSP should address the following, as applicable: 

a. The procurement of data and documentation necessary to support and maintain 

TE&D 

b. Identify the spare parts and Configuration Management considerations that may 

impact the TE&D acquisition strategy 

c. Identification of spares, repair parts and consumables required for the TE&D 

d. Include discussion of tradeoffs and the impact on the acquisition strategy and the 

overall support structure (e.g., the decision to use [or not use] commercial 

hardware/software) 

Contractor/Factory Training 

Contractor or factory training encompasses training that is provided by a contractor in 

the operation, maintenance, or activation of a system, equipment, or training device. It 

can be conducted at a contractor site or Government facility by contractor or other 

personnel. Factory training can be either initial or follow-on training, or both. 

The project ILSPs should address the following: 

a. Whether ground and crew training for system maintenance will be required at the 

factory 

b. Any constraints related to its development and implementation 

c. Date, course title, description, developing organization, course developer, and 

trainee population 

d. When identifying the trainee population, indicate if the training is designed for 

operators, operators/maintainers, (indicate level of training: Organizational, 

Intermediate, or Depot-Level maintainers), team training, Government and/or 

contractor personnel 
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e. Whether training is for basic skills, skill progression, or other types of training 

f. The rationale for the training of Government personnel (including flight crew) at 

facilities other than Government facilities 

On-Board Maintenance Training 

On-Board Maintenance Training is provided to flight crews during a mission when 

necessary to support the performance of specific tasks that may be particularly complex 

or which require capabilities beyond those acquired by the crewmembers during premission training. On-Board Maintenance Training may include Computer Based 

Training (CBT), Interactive Courseware (IC), and embedded training. The project ILSPs 

should address the following: 

a. The philosophy, relative scope and benefits of on-board maintenance training 

capability during a mission 

b. The type of training provided, such as: 

1. Proficiency training 

2. Maintenance training 

3. Other on-board maintenance training packages and the location where the 

identified training will be accomplished 

5.2.2.6 Supply Support 

Supply Support Concept 

Supply support includes the identification, procurement, and management of initial and 

replenishment spare and repair parts based on the approved maintenance concept. 

Two primary objectives of supply support are to ensure that end items are delivered in a 

satisfactory state of readiness and to maintain readiness by fulfilling material 

replenishment requirements throughout the life cycle of the end item. The supportability 

tasks included in maintenance planning identify the mission criticality of parts, 

authorized maintenance levels, and estimates of replacement rates and of part failures. 

The project ILSPs should address the following: 

a. The supply support concept and the strategies used to ensure effective support to 

the end item 

b. The factors, risks and assumptions on which the supply support concept is based 

c. How any anticipated commercial item acquisitions will affect the supply support 

system 

d. Any unique supply requirements that are being considered 
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e. The plan to include training, support and test equipment in the supply support 

system 

f. Implementation of space-based inventory management system architecture and 

element-to-element (CEV to LSAM, etc.) inventory management system 

compatibility. Compatibility with the Constellation Program Logistics Management 

System (LMS) should also be addressed 

Spares Provisioning and Acquisition 

Provisioning is the process of determining the range and quantity (depth) of spares and 

repair parts and support and test equipment required to operate and maintain the end 

item for an initial period of service. Provisioning methodologies will be determined by 

the individual projects. Provisioning recommendations will be developed by the 

contractors and provided to NASA. The projects then evaluate these recommendations, 

conduct provisioning conferences with the contractors, and develop the provisioning 

implementation plan. For the Constellation Program, the project’s Government ILS 

Manager must consider spares for system development and testing, ground processing, 

prelaunch test and check-out, launch support, and In-Flight Maintenance (including 

systems on destination surfaces). 

Decisions affecting spares must be made very early in the life cycle of a system. As the 

program evolves, the project’s Government ILS manager must issue provisioning 

technical documentation guidance, consistent with the system’s maintenance and 

support concepts, via the contract to ensure that project unique materials are promptly 

ordered. The project’s Government ILS manager must also ensure that follow-on spare 

and repair parts are obtained in a cost-effective manner. The project’s Government ILS 

manager should obtain technical data, drawings, tools, etc. through contractual 

requirements, to enable competition among contractors for follow-on logistics support. 

Relying on the original prime contractor for follow-on support material entails risks in the 

areas of cost and availability of needed spare and repair parts, especially during the 

post-production support period. 

Spares Acquisition Integrated with Production (SAIP) is a process whereby the 

Government combines spare parts orders with planned production. This approach is 

particularly effective when applied to limited initial production runs. In such cases, 

extending a contract for the sole purpose of producing very low quantities of spares may 

not be cost effective. 

The project ILSPs should address the following: 

a. Anticipated schedules for provisioning conferences between NASA and contractors 

b. Attendance, roles and responsibilities for provisioning conferences 

c. Methodology for assessing the contractors’ provisioning recommendations 
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d. Criteria used in the spares determination process 

e. Tools or software to be utilized 

Constellation Program Logistics Management System (LMS) 

The Constellation Program Logistics Management System (LMS) provides the capability 

to integrate program and project logistics related processes, data, and documentation to 

include inventory management and control. The system will have the capability to 

identify, track, and manage program and project assets both on the ground and 

off-Earth. Individual projects’ LMSs will be developed and maintained by the projects. 

However, all of the projects’ LMSs are required to be compatible with the Constellation 

LMS. Display screens used by crews should be common for all projects. The LMS will 

provide a single source for all inventory and equipment management data for both the 

ground-based and space-stored assets. The LMS will include the capability of 

monitoring and recording the locations and quantity of logistics items as well as cross 

references for common component applications, as required in Section 3.1.3.6.7 of 

CxP 70000, CARD. For inventory activities, the LMS is envisioned as performing three 

primary functions: 

a. Ground-based inventory management 

b. Space-based inventory management 

c. Equipment/property management 

In order for the LMS to be an effective tool, the data residing within the system must be 

accurate and allow for timely updates. It is also highly desirable that the LMS require 

minimal hands-on crew interaction to update and maintain the LMS. 

The project ILSP should address the following: 

a. The types of data to be included in the LMS 

b. The functionality of the LMS to provide capabilities, such as reparable item 

management of critical assets, equipment calibration and early notification of the 

expiration, material usage, early notification of life limits/shelf life, etc. 

c. LMSs information to be displayed to the crew, methods for displaying this 

information and display formats 

d. Application and use of Unique Identification (UID) techniques, such as Radio 

Frequency tags, dual dimensional matrix symbology, or others 
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5.2.2.7 Support Equipment 

Support Equipment Planning 

Systems or other items of equipment normally require the use of additional equipment 

to support operations or maintenance. Any item of equipment required to support 

operation or maintenance is categorized as support equipment. The support equipment 

can be a special item designed for only one specific use, or it can be items that have 

multiple uses. The support equipment planning process should encompass all program 

life-cycle phases and address all applicable mission phases including development and 

test, ground processing including assembly and checkout, prelaunch, launch, first-stage 

recovery, in-space and surface destination operations and post-flight turnaround. The 

following list is a summary of some of the different types of support equipment: 

Ground Support Equipment (GSE) 

GSE is nonflight equipment with a physical and/or functional interface with the flight 

hardware that is routinely required for the handling, servicing, inspection, testing, 

maintenance, alignment, adjustment checkout, repair, and overhaul of flight hardware. 

Flight Support Equipment (FSE) 

Flight Support Equipment (FSE) provides the interface between the LRU/ORU or Shop 

Replaceable Unit (SRU) and the carrier. FSE supports loads during all applicable 

phases of flight and provides thermal conditioning for launch, landing and in-space 

operations, as required. For external hardware, FSE is compatible with EVA. For 

external items that are robotically compatible, the FSE is also robotically compatible 

such that translation, storage, removal and replacement can be conducted end-to-end 

without EVA intervention. 

Flight Crew Equipment (FCE) 

FCE consists of all crew-related equipment and includes space suits, extravehicular life 

support equipment, food, bioinstrumentation, personal communications equipment, 

photographic equipment, miscellaneous mission operational aids, tools, oxygen, diluent 

gas for atmospheric pressure maintenance, water, biomedical supplies, and other 

consumables. 

Surface Support Equipment (SSE) 

SSE is equipment used on destination lunar and planetary surfaces to provide support 

for setup and sustainment of the surface infrastructure (habitats, production facilities, 

manufacturing equipment, maintenance facilities, power stations, communications, 

transportation, and launch and landing sites, etc.). SSE is equipment required for 

handling, servicing, inspection, testing, maintenance, alignment, adjustment checkout, 

repair, and overhaul. 
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Test, Measurement, and Diagnostic Equipment (TMDE) 

TMDE is any system or device used on the ground, in flight, or on a destination surface 

to evaluate the operational condition of an end item or subsystem thereof to identify 

and/or isolate any actual or potential malfunction. This TMDE includes diagnostic and 

prognostic equipment; semiautomatic and Automatic Test Equipment (ATE) to include 

Test Program Sets (TPSs) (with issued software); and calibration test or measurement 

equipment. 

NOTE: When the term TMDE is used, it refers to both TMDE-GP and TMDE-SP. 

Test, Measurement, and Diagnostic Equipment-General Purpose (TMDE-GP) 

TMDE-GP is any TMDE that can be used to support multiple end items or systems 

without requiring modification. Addition of external special accessories, plug-in 

assemblies, logic probes, and attenuators (or TPSs for ATE) are not considered 

modifications. 

Test, Measurement, and Diagnostic Equipment-Special Purpose (TMDE-SP) 

TMDE-SP is any TMDE designed specifically for support of and functionally restricted to 

one end item or system. To use this TMDE for support of another end item or system 

would necessitate modifications to the TMDE. Addition of external special accessories, 

plug-in assemblies, logic probes, attenuators (or TPS for ATE) are not considered 

modifications. 

Automatic/Automated Test Equipment (ATE) 

ATE is any TMDE that performs a predetermined program to test functional or static 

parameters, to evaluate the degree of performance degradation, or to perform fault 

isolation of unit malfunctions. As a minimum, ATE must be able to sequentially perform 

testing/measurements, compare the measurements to predetermined values or ranges, 

and based on the results of this comparison, branch to other tests without manual 

intervention. ATE is usually external to the prime device. 

Test Program Set (TPS) 

The TPS is the combination of interface devices, software test programs (such as those 

residing in logic storage media or in permanent digital memory), and documentation that 

together allows the ATE operator to perform the testing/diagnostic action on the Unit 

Under Test (UUT). 

Built-In Test Equipment (BITE) 

BITE is any identifiable device that is a part of the supported end item and is used for 

testing that supported end item. 
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Calibration Equipment 

Calibration Equipment consists of measurement standards and TMDE used in 

performance of calibration. 

The number of different tools and support equipment required for test, maintenance, 

assembly, servicing, handling, etc. should be kept to a minimum. Commonality should 

be stressed and multi-application tools should be used wherever possible. TMDE-GP 

should be employed versus TMDE-SP, whenever possible. 

Support equipment factors may impact commercial item acquisitions (e.g., new 

calibration standards and procedures for related test equipment may not be available 

when a commercial end item is fielded). Additionally, rapid fielding of a commercial end 

item may necessitate the procurement of commercial support equipment or the need for 

interim contractor support. 

The project ILSPs should address the following: 

a. Identify support equipment that will be required for each end item for all life cycle 

phases 

b. Identify major items of support equipment requiring development 

c. Describe the strategy for providing the required support to the identified support 

equipment, including existing and new development items 

d. Identify risks that may hinder the timely implementation of maintenance and 

logistics support to the support equipment 

5.2.2.8 Facilities 

The role of facilities in Supportability activities must be considered. This includes 

facilities for storage, supportability activities associated with assembly and checkout as 

well as prelaunch processing, and depot repair. 

The ILSPs should address the following: 

a. Facilities necessary to enable the performance of supportability functions 

b. Specific requirements that facilities must meet to properly enable supportability 

functions (e.g., lighting, clean room conditions, temperature, humidity, and utilities 

such as electrical power and pressurized gasses) 

c. Need for auxiliary equipment such as fork lifts and cranes 

d. Certification processes and requirements (including OEM facilities that are 

supporting post-production repair activities) 
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5.2.2.9 Packaging, Handling, Storage and Transportation 

Packaging, Handling, Storage and Transportation (PHS&T) Planning 

Packaging, Handling, Storage and Transportation (PHS&T) planning must include all 

phases of end-item life cycle. This includes: 

a. Shipment from the Original Equipment Manufacturer (OEM) 

b. Operations at intermediate and final assembly locations 

c. Packaging, handling and storage at the launch site and at test facilities 

d. Launch (including requirements for Flight Support Equipment [FSE]) 

e. In-space handling and stowage (with special attention to interfaces for the crew, 

robotics, and support equipment) 

f. Handling on destination Lunar and planetary surfaces 

g. Launch from lunar and planetary surfaces 

h. Reentry and landing 

i. Shipping from landing site to launch site 

j. Shipping from landing site to depot facilities for repair and refurbishment 

k. Shipping from depots 

The ILSP should address: 

a. The plan for ensuring that PHS&T aspects of logistics operations are considered 

and integrated into engineering design and support subsystem design efforts 

b. The interaction with the design process is to ensure that end items can be handled 

with standard equipment and that the need for special handling and support 

equipment is minimized 

c. Specific requirements for responsibilities, surveillance, approvals, facility and 

equipment and personnel certifications, and procedural aspects of the PHS&T 

functions for Program Critical Hardware (PCH) 

The PHS&T section must address all aspects of PHS&T that are the direct responsibility 

of the hardware developer and must define information, and the plan for providing that 

information, needed by other organizations that have responsibility for PHS&T 

operations during various phases of the life cycle. Examples include but are not limited 

to: 

a. Physical contact constraints 

b. Load limits 
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c. Shock and vibration constraints 

d. Environmental constraints (i.e., temperature, humidity, etc.) 

e. Contamination control 

f. Commodity requirements and interfaces (i.e., power, purge gases, etc.) 

g. Other safety documentation 

The PHS&T planning and budgeting process should encompass all program life cycle 

phases and address all applicable mission phases including development and test, 

ground processing including assembly and checkout, prelaunch, launch, recovery, inspace and surface destination operations and post-flight turnaround. 

5.2.2.10 Technical Data 

Types of Technical Data and Documentation (TD&D) 

TD&D is recorded information, regardless of form or characteristic, of a scientific or 

technical nature. There are five categories of technical data: 

a. Configuration Documentation (i.e., to include interface requirements and control 

documents) 

b. Technical Procedures 

c. Items Identification Data 

d. Technical Reports 

e. Other (imagery and video of hardware during fabrication and assembly, Problem 

Reporting, Analysis, and Corrective Action [PRACA]-type data acquired during 

testing, etc.) 

The Supportability Analysis should include a detailed review of TD&D requirements and 

options for long-term support of Constellation Program requirements. 

The project ILSP should address the following: 

a. The system to store TD&D and access/transfer plans for NASA 

b. Documentation of technical data management planning 

c. The acquisition strategy, and associated drivers, for technical manuals and 

engineering drawings 

d. Compatibility of contractor data with existing Government data systems 

e. The process to mitigate/minimize proprietary data rights 
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The technical data planning process should encompass all program life cycle phases 

and address all applicable mission phases including development and test, ground 

processing including assembly and checkout, prelaunch, launch, recovery, in-space and 

surface destination operations and post-flight turnaround. 

Engineering Drawings 

Engineering drawings are one of many types of technical data that will have to be 

purchased during the life cycle of a system. The importance of engineering drawings to 

the aerospace industrial business processes demands that engineering drawings are 

adequately and accurately addressed in the contract requirements and are sufficient in 

detail to meet follow-on procurements, change activities, testing and operations, 

maintenance and training documentation development. In this context, the term 

“engineering drawings” includes the electronic data, design files, and solid models from 

which the final engineering drawings are constructed. 

The project ILSPs should describe the management techniques designed to ensure that 

the engineering drawing program is in synchronization with the maintenance planning 

process. 

Data Rights 

It is especially important to ensure that the Government has data rights to the delivered 

system. Data rights are a broad field that includes full data rights, limited data rights, 

intellectual property rights, proprietary information rights, copyrights, and trade secrets. 

Without full or limited data rights to drawings and software procured for use in a system, 

the Government may not have the right to transfer the drawings, software and 

associated documentation to other Government agencies or other contractors for lifecycle support. If the contractor who developed the system considers the design 

techniques and algorithms in the software to be trade secrets or proprietary, he will not 

want the information to be released to competitors. The ILS manager must determine if 

it will be necessary to release this information to another Government agency or 

contractor for support purposes during the life cycle of the system. If so, the 

Government must have either: 

a. Full data rights which allow the Government to do anything with the drawings and 

algorithms, or 

b. Limited data rights authorizing release of the drawings and algorithms for support 

purposes only 

Technical Data and Documentation (TD&D) Requirements 

In most cases, there is no longer a requirement to develop NASA-unique TD&D for 

commercial equipment. Commercial manuals should be used if feasible and if they 

satisfy the requirements of the program/project. The alternative is the commitment of 

spending considerable time and money converting the manuals. In the past, a major 
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data problem has been the incomplete identification of data requirements and the lack of 

emphasis on procedures that ensure legible, complete and correct TD&D. 

The project ILSPs should address the following: 

a. Procedures for Technical Data & Documentation (TD&D) procurement including 

development of Data Requirement Description (DRD) language for application to 

agreements and contracts 

b. Roles and responsibilities of activities/contractors participating in the development 

of TD&D 

c. Risks and mitigations associated with the acquisition, timely delivery, and quality of 

TD&D 

Technical Data and Documentation (TD&D) Changes/Revisions 

The process for TD&D changes for the program life cycle will be addressed in the ILSP.

Validation/Verification of TD&D 

The validation process evaluates TD&D for technical accuracy, adequacy, 

comprehensibility, and usability. The validation is normally conducted at the 

development/test facility or operational site and involves the performance of operating 

and maintenance procedures, including test, checkout, calibration, alignment, removal, 

installation and disassembly. TD&D verification is performed by the Government to 

ensure that the TD&D is adequate to support the operation and maintenance of the end 

item. The verification is conducted using personnel with skill levels equivalent to those 

of the target operators or maintainers. 

The project ILSPs should address the following: 

a. The plan for TD&D review, validation and verification. 

b. The validation process and provisions to ensure the validation method permits the 

performance of tasks in an environment which closely duplicates (or simulates) 

operational conditions. 

5.2.2.11 Computer Resources Support 

The Supportability function will not be responsible for computer resources software 

support. The Critical Safety Items (CSI) organization is responsible for computer 

resources software support. Support of computer systems hardware will be treated in 

the same way as for other hardware (flight and ground) and is covered under the 

appropriate sections elsewhere in this document. 
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5.2.2.12 Post- Production Support 

Interim Contractor Support (ICS) 

NASA desires that all end items be fully supported at the time of installation with a level 

of spares and capabilities sufficient to meet operational readiness requirements. If full 

support is not available prior to system introduction, interim support procedures must be 

established to bridge the gap between Initial Operating Capability (IOC) and System 

Support Date (SSD). Interim Contractor Support (ICS) may be used when the design is 

unstable, when limited quantities of the end item are being procured and when 

development and production schedules have been compressed so that support cannot 

be provided through normal provisioning procedures. The project ILSP should identify 

any items requiring ICS. 

Transition to Government Support 

Transition to Government support is normally scheduled after the system design is 

stable, when the capability to support the system has been demonstrated, and when the 

planned ILS resources for the mature system can be delivered. When interim 

contractor support is used, the support should be provided in such a way that nonstandard support procedures are minimized. The need for interim support is often 

driven by a scarcity of ILS products, such as spare parts. The transition to Government 

support, if it occurs, will be determined by each individual project in cooperation with the 

Level II Program. The project ILSP should describe the procedures and schedule for 

transitioning any identified Interim Contractor Supply Support (ICSS) to NASA. 

Depot Requirements 

Each individual project will determine if it will require depot maintenance capabilities. 

Factors to be considered in making this determination are system reliability, system 

maintenance concept, system repair strategy, and availability of existing depot 

capabilities and capacities (including production sites). In the case where the 

program/project determines a depot maintenance capability is required and cannot be 

established prior to system fielding, an interim contractor support strategy may be 

implemented until the planned depot maintenance capability is established. The depot 

maintenance planning process should encompass all program life cycle phases and 

address all applicable mission phases including development and test, ground 

processing including assembly and test, prelaunch, in-space and surface destination 

operations and post-flight turnaround. 

The ILSP should address the following: 

a. Analyses required to identify and define depot requirements 

b. How depot resource requirements will be defined and the procedures for fulfilling 

them, including any plans to utilize existing depots 

c. Whether interim contractor or other unique depot support is planned 
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d. The use of existing or common depots, with particular emphasis on any existing 

depots suitable for use by the Constellation Program 

Post Production Support (PPS) Plan 

The objective of the Post Production Support (PPS) Plan (PPSP) component of the 

ILSP is to define the resources and capabilities that will be required to support the 

system from the period beginning at the completion of production through the remainder 

of the life cycle. This includes all aspects of support including spares and repair parts; 

acquisition of revised spares, repair parts and software required by post-production 

design modifications; updates to support data and documentation; repair and 

refurbishment of failed items; and all related support functions. The PPSP must also 

define responsibilities for managing PPS activities. 

While problems may be encountered in all of the support elements (such as the 

retention of manpower skills and replacement of support equipment), the loss of 

production sources for spares and repair parts have presented the greatest difficulties in 

previous programs. Special attention should be paid to this issue. 

The PPSP should be a joint Government-contractor effort. The PPSP should be 

maintained current, as long as the system is operational and should focus on such 

issues as: 

a. System and subsystem readiness objectives in the post-production time frame 

b. Organizational structures and responsibilities in the post-production time frame 

c. Resources and management actions required to meet PPSP objectives 

d. Assessment of the impact of technological change, system performance 

improvements and obsolescence 

e. Post-production maintenance and repair facility and process certification for support 

of CxP assets. 

f. Transfer and maintenance of sustaining engineering responsibility and control of 

technical baseline 

Additionally, the following should be addressed in the PPSP: 

a. Alternative solutions to anticipated support difficulties during the remaining life of the 

end item 

b. Alternative PPS strategy to accommodate production phase out (e.g., second 

sourcing, standardization with existing hardware, engineering level of effort 

contracts in the post-production time frame, life-of-type-buys, third party logistics 

support vs. in-house logistics support, maintenance concept change, suitable 

substitute, redesign and flexible computer integrated manufacturing) 
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c. Provisions for the use, disposition and storage of Government tools and 

contractor-developed factory test equipment, tools and dies 

d. Support items associated with the end item that may present problems due to 

inadequate sources of supply after shutdown of production lines 

e. Transfer of TD&D and sustaining engineering responsibility along with certification 

of PPS facilities and processes 

The PPS planning process should encompass all program life cycle phases and 

address all applicable mission phases including development and test, prelaunch, 

launch, in-space and surface destination operations and post-flight turnaround. 

5.2.2.13 Disposal 

Disposal Planning 

Disposal is a complex and evolving process. It is an area in which the NASA Program 

Manager (PM) has obligations specified in various laws, executive orders, treaties, 

agreements, and a multitude of NASA and other agency regulations and administrative 

directives. During disposal, the NASA PM should ensure material determined to require 

disposal is controlled and should ensure disposal is carried out in a way that minimizes 

NASA’s liability due to environmental, safety, security, health, and planetary protection 

issues. The presence of hazardous material contained in the equipment (e.g., lithium 

and lead acid batteries, components containing mercury, radioactive material, etc.) must 

be identified and a review of hazardous material procedures conducted prior to 

disposal. Decisions made during the acquisition process will influence the 

environmental impact of disposal procedures. 

Particular attention may be required for modified equipment where the modifications 

add hazardous material (e.g., specific paints for service durability) which requires 

removal prior to disposal. The environmental issues associated with disposal of a 

system can be more significant than those created during all previous life-cycle phases. 

Effective planning can minimize hazardous waste generation during ground processing 

as well as system disposal. If an acquisition program is just being initiated, there will be 

many opportunities to plan an environmentally acceptable system disposal. If a system 

is already in service, disposal decision-making options may be limited. Considerations 

should also be given to making the prime contractor or Original Equipment 

Manufacturer (OEM) responsible for asset disposal. The ILSP should address the 

program’s disposal strategy for both the system and the waste stream generated 

through ground processing activities. 

The project ILSPs should address the following: 

a. Plans for reuse of flight hardware 
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b. The overall disposal plan, including the use of recycling, reprocessing and disposal 

in a landfill options 

c. In-space disposal (location and methods) 

d. Potential environmental impacts of project-specific systems and hardware 

e. The process to ensure budget availability to support major disposal efforts 

f. Plans for participating in or conducting reviews related to disposal process and 

interfaces, decommissioning, disposal restrictions, and/or demilitarization 

g. Plans for training disposal teams (i.e., reutilization management office personnel) to 

recognize items with disposal restrictions 

h. Termination of Configuration Management (CM) and Data Management (DM) 

responsibilities and transfer, archiving, or disposal of technical baseline and other 

project data 
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APPENDIX A 

ACRONYMS AND ABBREVIATIONS 

AND GLOSSARY OF TERMS 

A1.0 ACRONYMS AND ABBREVIATIONS 

AF Functional Availability 

Ai Inherent Availability 

AO Operational Availability 

ATE Automatic/Automated Test Equipment 

BITE Built-In Test Equipment 

C-D Crew Depot-Level (Maintenance) 

C-I Crew Intermediate-Level (Maintenance) 

C-O Crew Organizational-Level (Maintenance) 

CAD Computer Aided Design 

CaLV Cargo Launch Vehicle 

CARD Constellation Architecture Requirements Document 

CBT Computer Based Training 

CDR Critical Design Review 

CEV Crew Exploration Vehicle 

CIL Critical Items List 

CLV Crew Launch Vehicle 

CM Configuration Management 

 Crew Module 

CMP Configuration Management Plan 

CoFR Certification of Flight Readiness 

CR Change Request 

CSI Critical Safety Items 

CxCB Constellation Program Control Board 

CxP Constellation Program 

D Depot-Level (Maintenance) 

DAV Descent/Ascent Vehicle 

DDT&E Design, Develop, Test and Evaluate 

DM Data Management 

DRD Data Requirement Description 

DRM Design Reference Mission 
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EDS Earth Departure Stage 

EVA Extravehicular Activity 

FCE Flight Crew Equipment 

FMEA Failure Modes and Effects Analysis 

FSE Flight Support Equipment 

ge Gravity on Earth’s Surface 

GFE Government Furnished Equipment 

GSE Ground Support Equipment 

I Intermediate-Level (Maintenance)

IC Interactive Courseware 

ICS Interim Contractor Support 

ICSS Interim Contractor Supply Support 

IFM In-Flight Maintenance 

ILA Integrated Logistics Assessment 

ILS Integrated Logistics Support 

ILSP Integrated Logistics Support Plan 

IOC Initial Operating Capability 

IRD Interface Requirements Document 

ISHM Integrated System Health Management 

ISRU In-Situ Resource Utilization 

ISS International Space Station 

IVA Intravehicular Activity 

KSC Kennedy Space Center 

LAS Launch Abort System 

LCC Life Cycle Cost 

LLO Low Lunar Orbit 

LMI Logistics Management Information 

LMS Logistics Management System 

LORA Level of Repair Analysis 

LRU Line Replaceable Unit 

LSA Logistics Support Analysis 

LSAM Lunar Surface Access Module 

LSAR Logistics Support Analysis Report 
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MDT Mean Down Time 

MIL-HDBK Military Handbook 

MIL-PRF Military Performance (specification) 

MOD Mission Operations Directorate 

MPT Manpower, Personnel, and Training 

MTBF Mean Time Between Failures 

MTBM Mean Time Between Maintenance 

MTTR Meant Time To Repair 

MTV Mars Transfer Vehicle 

O Organizational-Level (Maintenance) 

OEM Original Equipment Manufacturer 

OPR Office of Primary Responsibility 

ORU Orbital Replaceable Unit 

PCH Program Critical Hardware 

PDR Preliminary Design Review 

PHS&T Packaging, Handling, Storage and Transportation 

PM Program Manager 

PPS Post Production Support 

PPSP Post Production Support Plan 

PRACA Problem Reporting, Analysis, and Corrective Action 

QA Quality Assurance 

R&M Reliability and Maintainability 

RAM Reliability, Availability and Maintainability 

RCM Reliability Centered Maintenance 

RF Radio Frequency 

SA Supportability Analysis 

SAIP Spares Acquisition Integrated with Production 

SE System Engineering 

SE&I Systems Engineering and Integration 

SHAB Surface Habitat 

SMR Source, Maintenance, and Recoverability 

SR&QA Safety, Reliability, and Quality Assurance 

SRD System Requirements Document 

SRU Shop Replaceable Unit 
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SSD System Support Date 

SSE Surface Support Equipment 

TD&D Technical Data and Documentation 

TE&D Training Equipment and Devices 

TEC Trans-Earth Coast 

TEI Trans-Earth Injection 

TLC Trans-Lunar Coast 

TLI Trans-Lunar Injection 

TMDE Test, Measurement and Diagnostic Equipment 

TMDE-GP Test, Measurement and Diagnostic Equipment-General Purpose 

TMDE-SP Test, Measurement and Diagnostic Equipment-Special Purpose 

TPS Test Program Set 

UID Unique Identification 

UUT Unit Under Test 

vs. versus 
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APPENDIX B 

OPEN WORK 

B1.0 TO BE DETERMINED (HEADING-APPX STYLE - ALL CAPS AND BOLD) 

Table B1-1 lists the specific To Be Determined (TBD) items in the document that are not 

yet known. The TBD is inserted as a placeholder wherever the required data is needed 

and is formatted in bold type within brackets. The TBD item is numbered based on the 

section where the first occurrence of the item is located as the first digit and a 

consecutive number as the second digit (i.e., <TBD 4-1> is the first undetermined item 

assigned in Section 4 of the document). As each TBD is solved, the updated text is 

inserted in each place that the TBD appears in the document and the item is removed 

from this table. As new TBD items are assigned, they will be added to this list in 

accordance with the above described numbering scheme. Original TBDs will not be 

renumbered. 

TABLE B1-1 TO BE DETERMINED ITEMS 

TBD Section Description 

C-1 Appendix C LRU/ORU Selection Criteria 

B2.0 TO BE RESOLVED 

Table B2-1 lists the specific To Be Resolved (TBR) issues in the document that are not 

yet known. The TBR is inserted as a placeholder wherever the required data is needed 

and is formatted in bold type within brackets. The TBR issue is numbered based on the 

section where the first occurrence of the issue is located as the first digit and a 

consecutive number as the second digit (i.e., <TBR 4-1> is the first unresolved issue 

assigned in Section 4 of the document). As each TBR is resolved, the updated text is 

inserted in each place that the TBR appears in the document and the issue is removed 

from this table. As new TBR issues are assigned, they will be added to this list in 

accordance with the above described numbering scheme. Original TBRs will not be 

renumbered. 

TABLE B2-1 TO BE RESOLVED ISSUES 

TBR Section Description 

 
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APPENDIX C 

LRU/ORU SELECTION CRITERIA 

<TBD C-1>