d09 - data review - nasa

A C C I D E N T I N V E S T I G A T I O N B O A R D

COLUMBIA

2 7 3R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3

Volume IIAppendix D.9

Data Review andTimeline Reconstruction Report

This appendix contains the basic timeline data that was used to reconstruct the final minutes of Columbiaʼs re-entry on Feb-ruary 1, 2003. The version in this appendix contains all of the timeline events, but in condensed form.

The timeline organized the re-entry data. As such, this appendix contains no conclusions or recommendations. A visual pre-sentation of the timeline has also been included on the CD that contains this appendix. It shows the timeline laid over a map of the United States along the ground track that Columbia flew during the re-entry.


COLUMBIAA C C I D E N T I N V E S T I G A T I O N B O A R D

COLUMBIA

2 7 4 R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3 2 7 5R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3

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COLUMBIA


APPENDIX D.9

Data Review andTimeline Reconstruction Report

Don L. McCormack, Jr., NASA Team Leader, David W. Camp, Boeing Co-Team Leader,and Joyce Seriale-Grush, NASA Co-Team Leader

NSTS 37376 June 3, 2003

Data Review andTimeline Reconstruction Team

Final Report in support of the

Columbia Accident Investigation

June 3, 2003

Submitted by:

_____/s/ Don L. McCormack, Jr.____Don L McCormack, Jr., NASA

Team Leader

_______/s/ David W. Camp________David W. Camp, Boeing

Co-Team Leader

______/s/ Joyce Seriale-Grush_____Joyce Seriale-Grush, NASA

Co-Team Leader

1

This information is being distributed to aid in the investigation of the Columbia mishap and should only bedistributed to personnel who are actively involved in this investigation.



COLUMBIA


NSTS 37376 June 3, 2003

1.0 INTRODUCTION

The Date Review and Timeline Reconstruction Team was one of many Technical Integration Team sub-teams created in support of the Orbiter Vehicle Engineering(OVE) Working Group (WG) investigation into the Columbia accident. The team�s charter was to review the available telemetry and recorded data from Columbiaand develop a timeline of events leading up to the loss of Columbia and its crew.

The primary source of data for the timeline reconstruction was real-time telemetry from Columbia and recorded data from the Orbiter experiments (OEX) recorder that was discovered during the search for debris. Individual subsystem teams reviewed the data for off-nominal events based on the team�s knowledge of expected subsystem performance and the comparison of STS-107 flight data with previous flight data.

The review included flight data from throughout the mission; ascent, on-orbit and entry. Obviously, the vast majority of off-nominal events were discovered in the review of entry data and those events are documented in the entry timeline. This timeline was baselined and configuration controlled by the OVE WG. The few off-nominal events discovered during the ascent data review were delivered to personnel in the Systems Integration group who were responsible for ascent timeline reconstruction. There were no off-nominal events related to the Columbiaaccident discovered in the review of on-orbit data.

Another source of data included the evaluation of videos received from individuals across the western United States who had recorded Columbia�s entry. From thesevideos, debris shedding events were characterized and documented in the entry timeline. Additionally, aerodynamic events derived by the analysis of the entry trajectory were included in the timeline. These events show the changes in aerodynamic coefficients during entry. Finally, the timeline also included nominal Orbiter events, a time reference from entry interface (EI), and ground-track locations so that the off-nominal events could be more easily placed into the proper time and space reference.

2.0 PURPOSE AND SCOPE

This report defines and documents the process that the Data Review and Timeline Reconstruction Team used to develop the STS-107 entry timeline. It also defines and documents the team�s products and interfaces.

The scope of the data review included all available real-time telemetry from Columbia and all recorded data from the OEX recorder. Available data from all mission phases � ascent, on-orbit, and entry � were reviewed for the discovery of

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NSTS 37376 June 3, 2003

EXECUTIVE SUMMARY

The Date Review and Timeline Reconstruction Team was one of many Technical Integration Team sub-teams created in support of the Orbiter Vehicle Engineering(OVE) Working Group (WG) investigation into the Columbia accident. The team�s charter was to review the available telemetry and recorded data from Columbiaand develop a timeline of events leading up to the loss of Columbia and its crew.

This report defines and documents the process that the Data Review and Timeline Reconstruction Team used to develop the STS-107 entry timeline. It also defines and documents the team�s products and interfaces.

The scope of the data review included all available real-time telemetry from Columbia and all recorded data from the Orbiter experiments (OEX) recorder.Available data from all mission phases � ascent, on-orbit, and entry � were reviewed for the discovery of timeline events. The vast majority of the off-nominal events were discovered in the review of entry data and subsequently the entry timeline is the principle product. The few off-nominal events discovered during the ascent data review were delivered to personnel in the Space Shuttle Program (SSP) Systems Integration group who were responsible for ascent timeline reconstruction.


The primary ground rule established by the Data Review and Timeline Reconstruction team was that the team was to identify off-nominal performance from a review of the available flight data, describe that off-nominal performance as events on a timeline and make the timeline available to the pertinent Technical Integration Team sub-teams. Detailed analysis to determine the cause of the events was then performed by the pertinent sub-teams.

The timeline also included nominal Orbiter events, a time reference from entry interface (EI), and ground-track locations so that the off-nominal events could be more easily placed into the proper time and space reference.

The Data Review and Timeline Reconstruction Team consisted of a core group that were responsible for the generation of the timeline and conducting the data reviews. The data reviews were performed by the various Orbiter subsystem managers (SSMs) and/or subsystem engineers (SSEs). The data review and the reconstruction of the timeline began in the first hours following the Columbiaaccident. It began with quick look reviews of subsystem entry data conducted in the Mission Evaluation Room. From these reviews the initial versions of the entry timeline were developed. More formal data reviews were subsequently conducted at the Boeing Houston facility. These reviews were supported by personnel from Boeing (technical management and SSMs/SSEs), the Johnson Space Center (JSC) Engineering Directorate, the JSC Mission Operations Directorate (MOD),

3

NSTS 37376 June 3, 2003

the JSC and contractor Safety, Reliability and Quality Assurance (SR&QA) organizations, and the JSC Astronaut Office.

The timeline is documented in the Appendices. In Appendix A.1 is a summary entry timeline that groups events and shows only the more significant events to present the timeline in a more manageable form. Appendix A.2 is the master entry timeline that shows all of the entry events. Appendix B provides supporting data for the events on the entry timeline. Appendix C documents a graphical version of the entry timeline that is based on the summary entry timeline. The results of the subsystem data reviews are documented in Appendix D. Appendix E provides measurement data (description, source, type, location, range, sample rate) for each of the measurements associated with events on the timeline. Finally, Appendix F lists the names of many of the people who contributed in some way to this effort.

Utilizing the results of thorough reviews of all available flight data, as well as the review of videos of Columbia�s entry and the results of the aerodynamicreconstruction, the Data Review and Timeline Reconstruction Team developed a thorough STS-107 entry timeline. This timeline provided a basis for the investigation and as such proved to be a valuable tool in the investigation of the Columbia accident.

4


NSTS 37376 June 3, 2003

Table of Contents

Executive Summary ��.. 3 1.0 Introduction ��. 5 2.0 Purpose and Scope ��... 5 3.0 Ground Rules and Assumptions ��.�.. 6 4.0 Process Definition ��...�.. 7 5.0 Results ��.. 8 6.0 Conclusions �� 9

AppendicesAppendix A STS-107 Timelines A.1 Summary Entry Timeline A.2 Master Entry TimelineAppendix B STS-107 Master Entry Timeline Supporting Data Appendix C Graphical Version of the STS-107 Entry TimelineAppendix D Subsystem Data Review Summary Report Appendix E Measurement Data for Timeline Events Appendix F List of Contributors

2




COLUMBIA


NSTS 37376 June 3, 2003

timeline events. The vast majority of the off-nominal events were discovered in the review of entry data and subsequently the entry timeline is the principle product. The few off-nominal events discovered during the ascent data review were delivered to personnel in the Space Shuttle Program (SSP) Systems Integration group who were responsible for ascent timeline reconstruction. There were no off-nominal events related to the Columbia accident discovered in the review of on-orbit data.

In addition to the development of the timeline (Appendix A), a graphical version of the entry timeline was developed (Appendix B), a data package was compiled with data for each event on the timeline (Appendix C), a report summarizing the results of the subsystem data reviews was generated (Appendix D), and a table with measurement information for each measurement referenced on the entry timeline was generated (Appendix E).

3.0 GROUND RULES AND ASSUMPTIONS

The primary ground rule established by the Data Review and Timeline Reconstruction team was that the team was to identify off-nominal performance from a review of the available flight data, describe that off-nominal performance as events on a timeline and make the timeline available to the pertinent Technical Integration Team sub-teams. Detailed analysis to determine the cause of the events was then performed by the pertinent sub-teams.

There are exceptions to that ground rule in that two classes of events are actually the products of the analyses conducted by two of the sub-teams. The Image Analysis Team screened over 140 videos received from the public. Approximately 25 contained good records of debris emanating from Columbia�s plasma envelope.The Image Analysis Team�s emphasis was to obtain the most accurate times possible for the debris observations. A characterization of those observations and the times at which they occurred were included in the entry timeline.

Additionally, the Integrated Entry Environments team derived events for the timeline from entry trajectory reconstruction analyses. These events characterized changes in aerodynamic coefficients that occurred over the final 7-minutes of Columbia�s entry.

Finally, the timeline also included nominal Orbiter events, a time reference from entry interface (EI), and ground-track locations so that the off-nominal events could be more easily placed into the proper time and space reference.

6


NSTS 37376 June 3, 2003

and 3D products to visually show the events and organizations in JSC/Engineering and MOD integrated the entry timeline into ground track maps.

The results of the subsystem data reviews are documented in Appendix D. The reports summarize the results of the data reviews conducted by each of the subsystem teams. The reports cover all mission phases and indicate that although there was evidence of the impending catastrophic failure in the data, all of Columbia�s active systems were performing nominally until the final minute prior to breakup.

Appendix E provides measurement data (description, source, type, location, range, sample rate) for each of the measurements associated with events on the timeline.

Finally, Appendix F lists the names of many of the people who contributed in some way to this effort.

6.0 CONCLUSIONS

Utilizing the results of thorough reviews of all available flight data, as well as the review of videos of Columbia�s entry and the results of the aerodynamicreconstruction, the Data Review and Timeline Reconstruction Team developed a thorough STS-107 entry timeline. This timeline provided a basis for the investigation and as such proved to be a valuable tool in the investigation of the Columbia accident.

9


NSTS 37376 June 3, 2003

4.0 PROCESS DEFINITION

The Data Review and Timeline Reconstruction Team consisted of a core group that were responsible for the generation of the timeline and conducting the data reviews. The data reviews were performed by the various Orbiter subsystem managers (SSMs) and/or subsystem engineers (SSEs). The data review and the reconstruction of the timeline began in the first hours following the Columbiaaccident. It began with quick look reviews of subsystem entry data conducted in the Mission Evaluation Room. From these reviews the initial versions of the entry timeline were developed.

More formal data reviews were subsequently conducted at the Boeing Houston facility. These reviews were supported by personnel from Boeing (technical management and SSMs/SSEs), the Johnson Space Center (JSC) EngineeringDirectorate, the JSC Mission Operations Directorate (MOD), the JSC and contractor Safety, Reliability and Quality Assurance (SR&QA) organizations, andthe JSC Astronaut Office. The initial focus of the review was on the entry data but it subsequently expanded to include ascent and on-orbit data. The review also included a 32-second period of real-time telemetry data that was not initially accepted by the Orbiter Data Reduction Complex (ODRC) due to the high bit error rate. This period of data was reconstructed so that it could be processed by the ODRC for review. The 32-second period consisted of approximately 5-seconds of data at the start of the period, an approximate 25-second data gap, and approximately 2-seconds of data at the end of the period.

The early revisions of entry timeline were considered preliminary as the events on the timeline matured through the process of more thorough and complete data reviews. Revision 12 of the timeline was subsequently baselined at the OVE WG on February 10, 2003, for configuration control. From that point on, changes could only be made to the timeline by re-baselining revisions at the OVE WG.

Timeline events were also received from two other sources, the Image Analysis Team and the Integrated Entry Environments Team. The Image Analysis Team screened videos received from the public, of which approximately 25 contained good records of debris emanating from Columbia�s plasma envelope. From these videos, the team was able to characterize off-nominal events with a description of the events and the times at which they occurred. The Integrated Entry Environments team derived events for the timeline from entry trajectory reconstruction analyses that characterized changes in aerodynamic coefficients that occurred over the final 7-minutes of Columbia�s entry.

In March, the OEX recorder was found and the data on the recorder was recovered. On the last weekend of March, the review of that data was begun.The process followed was that same as that established for the review of the real-

7


NSTS 37376 June 3, 2003

time telemetry data. Initially, a separate entry timeline was developed from the OEX data. As with the timeline developed with the real-time telemetry data, the early revisions of this timeline were considered preliminary as the events on the timeline matured through the process of more thorough and complete data reviews. Revision 17 of the entry timeline subsequently merged revision 16 of the entry timeline with the entry timeline developed from the OEX data. Revision 17 of the entry timeline was baselined at the OVE WG on May 7, 2003.

In the weeks leading up to the release of this final report, minor changes were made to the entry timeline. These changes were primarily editorial in nature but did include changes to debris event times just prior to breakup of the vehicle.Therefore the version of the timeline documented in Appendix A of this report is revision 19 of the entry timeline.

Throughout the process, a graphical version of the timeline was developed and maintained. Additionally, each revision of the timeline was distributed to each of the Technical Integration Team sub-teams and other groups involved in the Columbia investigation. The Vehicle Data Mapping Team developed severalproducts to more graphically illustrate the events during entry. The timeline was also used by the Scenario and Fact Database Teams and was used for the development of integrated ground track/timeline charts generated by organizationsin JSC Engineering and MOD.

5.0 RESULTS

The Data Review and Timeline Reconstruction Team conducted data reviews of all available data from all phases of the STS-107 mission. From the results of these reviews and inputs from the Image Analysis and the Integrated Entry Environments Teams, an entry timeline was developed.

Revision 19 of the entry timeline is documented in the Appendices. In Appendix A.1 is a summary version of the entry timeline that groups events and shows only the more significant events to present the timeline in a more manageable form. In Appendix A.2 is the master entry timeline that shows all of the entry events.

A great amount of data was compiled and reviewed in support of this effort.Although all of that data is not documented here, Appendix B provides a brief verbal description and supporting data for each of the events on the entry timeline.

Appendix C documents a graphical version of the entry timeline that is based on the summary entry timeline. Note that other graphical versions were developed by other teams/organizations. The Vehicle Data Mapping Team developed both 2D

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0 Y

-135

ZUPR

Saw

deb

ris:

EOC

2-4-

0098

, 016

1, 0

005,

00

30Sa

w s

how

er:

EOC

2-4-

0017

, 002

1, 0

028

A.1-

2A

ppen

dix

A.1

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Sum

mar

y Ti

me

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Sum

GM

TEI

OEX

Mile

ston

eEn

try

Even

tR

emar

ks

MSI

DN

o.G

MT

Day

32

sec

data

QBA

R =

~22

psf

(~0.

15 p

si);

Mac

h 23

.7

-----

- 32:

13:5

2:00

-----

- EI

+ 4

71 s

ec; W

LE S

tagn

atio

n Te

mp:

~27

00 F

7.4

dele

ted

Rat

iona

le fo

r del

etio

n: M

oved

to s

eq #

8.7

5 af

ter f

urth

er a

naly

sis.

7.45

13:

52:0

9 /

52:5

5EI

+480

/ EI

+486

Four

eve

nts

of u

nexp

ecte

d re

turn

link

com

m d

rop-

out (

Com

m e

vent

s 6-

9)O

n up

per l

eft a

ft an

tenn

a (T

DR

S 17

1/W

). A

ppea

rs o

ff-no

min

alba

sed

on p

revi

ous

flt d

ata.

Com

m lo

ss n

ot c

ontin

uous

thru

per

iod

indi

cate

d.7.

46 1

3:52

:09

/ 52

:49

EI+4

80 /

EI+5

20X

Nos

e C

ap R

CC

Atta

ch O

utBo

ard

Cle

vis

(Chi

n Pa

nel)

- Tem

pora

ry c

hang

e in

slo

pe,

then

retu

rns

to "n

omin

al"

Not

e: A

djac

ent s

enso

r V09

T988

8 (o

n ce

nter

line)

doe

s no

t sho

w th

is s

igna

ture

V09T

9889

AX2

62.0

Y-2

3.0

LWR

7.47

13:

52:1

6EI

+487

XTw

o Le

ft W

ing

and

1 R

ight

Win

g Su

rface

Pre

ssur

e m

easu

rem

ents

sho

w s

igns

of

failu

reFi

rst O

EX d

ata

to s

how

sig

ns o

f fai

lure

V07P

8038

AV0

7P80

86A

V07P

8151

A7.

48 1

3:52

:16

/ 53

:17

EI+4

87 /

EI+5

22X

All o

f the

act

ive

mea

sure

men

ts (d

oes

not i

nclu

de P

CM

3 d

ata

in s

naps

hot m

ode)

ru

nnin

g in

the

wire

bun

dles

alo

ng th

e le

ft w

ing

lead

ing

edge

sho

w s

igns

of f

ailu

re -

1 8m

easu

rem

ents

18 o

f 18

mea

sure

-m

ents

7.49

13:

52:1

6 /

56:2

4EI

+487

/ EI

+735

XTh

e va

st m

ajor

ity o

f lef

t win

g O

EX m

easu

rem

ents

sho

w s

igns

of f

ailu

re d

urin

g th

is

time

perio

d - t

his

incl

udes

all

left

win

g te

mpe

ratu

re a

nd p

ress

ure

mea

sure

men

ts a

nd

all s

train

mea

sure

men

ts a

ft of

Xo

1040

with

the

exce

ptio

n of

thre

e st

rain

m

easu

rem

ents

on

the

uppe

r sur

face

of t

he L

MLG

com

partm

ent

Addi

tiona

lly, 3

0 rig

ht w

ing

pres

sure

mea

sure

men

ts s

how

sig

ns o

f fai

lure

Mul

tiple

mea

sure

men

ts

7.5

13:

52:1

7EI

+488

Appr

ox V

ehic

le

Gro

und

Loca

tion:

39.0

N /

-129

.2 W

Altit

ude

236,

800

ft /

Mac

h 23

.6 -

Ove

r the

Pac

ific

Oce

an, a

ppro

x 30

0 m

iles

Wes

t of

Cal

iforn

ia C

oast

line

Appr

ox v

ehic

le p

ositi

on w

hen

first

off-

nom

inal

dat

a w

as s

een;

Dat

a so

urce

: STS

-107

GPS

Tra

ject

ory

Dat

a

7.7

13:

52:1

7EI

+488

LMG

Bra

ke L

ine

Tem

ps (D

) - s

mal

l inc

reas

e in

tem

pera

ture

("bi

t flip

up"

)In

itiat

ion

of te

mp

rise

("bi

t flip

up"

) - m

ay b

e no

min

al b

ased

on

rise

rate

com

paris

on w

/ flig

ht e

xper

ienc

eV5

8T17

03A

7.75

13:

52:1

8EI

+489

XLe

ft W

ing

Spar

Cap

Lw

r L10

3 (X

o 10

40 S

par -

Low

er C

ap) -

off-

nom

inal

incr

ease

in

stra

in in

dica

tion

follo

wed

by

grad

ual d

ecre

ase

over

app

rox

330

seco

nds

inte

rval

unt

il m

easu

rem

ent f

ailu

re a

t ~EI

+935

V12G

9048

A

7.77

13:

52:2

4EI

+495

XLe

ft W

ing

Fron

t Spa

r at R

CC

Pan

el 9

- st

rain

gag

e go

es e

rratic

for a

ppro

xim

atly

20

seco

nd -

mea

sure

men

t app

ears

to b

e fa

iling

Subs

eque

nt d

ata

is s

uspe

ctV1

2G99

21A

X110

6.0

Y-2

29.0

ZMID

7.8

13:

52:2

5EI

+496

XLe

ft O

utbo

ard

Elev

on W

ide

Band

Acc

eler

omet

ers

- off-

nom

inal

vib

ratio

n re

spon

se

(app

roxi

mat

ely

2G p

eak-

to-p

eak)

V08D

9729

A - L

OB

Elev

on Z

-Vib

(MU

X1B

Ch

2)

V08D

9729

A

7.85

13:

52:2

9EI

+500

XO

MS-

L Po

d H

RSI

Sur

f T1-

AFT

- Sta

rt of

slig

htly

off-

nom

inal

erra

tic tr

end

whe

n co

mpa

red

to p

revi

ous

fligh

ts o

f sam

e in

clin

atio

nFo

llow

ed b

y dr

op in

tem

pera

ture

at E

I + 5

70 s

econ

ds a

nd

subs

eque

nt e

rratic

tem

pera

ture

cha

nges

V07T

9219

AX1

507.

1 Y-

126.

0 Z4

22.0

7.9

13:

52:3

1EI

+502

XLe

ft O

utbo

ard

Elev

on W

ide

Band

Acc

eler

omet

ers

- off-

nom

inal

vib

ratio

n re

spon

se

(app

roxi

mat

ely

3G p

eak-

to-p

eak)

V08D

9729

A - L

OB

Elev

on Z

-Vib

(MU

X1B

Ch

2)

V08D

9729

A

8de

lete

dR

atio

nale

for d

elet

ion:

mov

ed to

seq

#8.

7

8.5

13:

52:3

2/55

EI+5

03Su

pply

H2O

Dum

p N

ozzl

e Te

mps

(A, B

) (2)

and

Vac

uum

Ven

t Tem

p (1

) - tr

ansi

ent

(15

and

23 s

econ

ds, r

espe

ctiv

ely)

incr

ease

in ty

pica

l ris

e ra

tes.

GM

T sh

own

indi

cate

s in

itial

rise

dur

atio

n. S

uppl

y H

2O D

ump

Noz

zle

tem

ps to

ok a

dditi

onal

48

secs

to re

turn

to n

omin

al te

mp

rise ,

vacu

um v

ent t

emps

took

add

ition

al 4

0 se

cs to

retu

rn to

nom

inal

ris

e

V62T

0440

AV6

2T05

51A

V62T

0439

A

8.6

13:

52:3

4EI

+505

XO

MS-

L Po

d H

RS1

Sur

f T2-

AFT

- Sta

rt of

off-

nom

inal

low

er-th

an-e

xpec

ted

tem

pera

ture

tren

d (c

ompa

red

to p

revi

ous

fligh

ts o

f sam

e in

clin

atio

n) u

ntil

sens

or

sees

a s

harp

tem

p in

crea

se a

t EI+

910

and

goes

erra

tic a

t EI+

940

V07T

9222

AX1

486.

9 Y-

126

Z422

.0

8.65

13:

52:3

9 /

53:0

9EI

+510

/ EI

+540

X4

Left

OM

S Po

d Su

rface

tem

ps -

Cha

nge

in e

xist

ing

off-n

omin

al te

mpe

ratu

re tr

end

(follo

win

g a

cool

er ri

se ra

te th

an e

xpec

ted,

the

tem

pera

ture

tren

d th

at is

sig

nific

antly

w

arm

er w

hen

com

pare

d to

pre

viou

s fli

ghts

of s

ame

incl

inat

ion)

V07T

9976

AV0

7T92

20A

V07T

9978

AV0

7T99

72A

8.7

13:

52:4

1EI

+512

LMG

Bra

ke L

ine

Tem

ps (A

, C) (

2) -

star

t of o

ff no

min

al tr

end

Unu

sual

Tem

pera

ture

Incr

ease

V58T

1700

AV5

8T17

02A

8.75

13:

52:4

4 / 5

2:50

EI+5

15 /

EI+5

21Fi

rst c

lear

indi

catio

n of

off-

nom

inal

aer

o in

crem

ents

Del

ta y

awin

g an

d ro

lling

mom

ent c

oeffi

cien

ts in

dica

te o

ff-no

min

al

trend

s. D

eriv

ed b

y an

alys

is.

n/a

A.1-

3A

ppen

dix

A.1

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Sum

mar

y Ti

me

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Sum

GM

TEI

OEX

Mile

ston

eEn

try

Even

tR

emar

ks

MSI

DN

o.G

MT

Day

32

sec

data

8.8

del

eted

Rat

iona

le fo

r del

etio

n: in

adve

rtent

ly a

dded

to s

umm

ary

timel

ine

9de

lete

d

10 1

3:52

:59

EI+5

30Le

ft IN

BD E

levo

n Lo

wer

Ski

n Te

mp

(1) -

OSL

Bega

n tre

ndin

g do

wn

3 se

cs e

arlie

rV0

9T10

06A

QBA

R =

~25

.5 p

sf (~

0.18

psi

); M

ach

23.2

---

--- 3

2:13

:53:

00 --

----

EI +

531

sec

; WLE

Sta

gnat

ion

Tem

p: ~

2800

F10

.5de

lete

dR

atio

nale

for d

elet

ion:

Mer

ged

with

seq

# 8

.75

afte

r fur

ther

ana

lysi

s.

10.6

13:

53:0

3EI

+534

XLe

ft O

utbo

ard

Elev

on W

ide

Band

Acc

eler

omet

ers

- ons

et o

f sig

nal s

atur

atio

n in

dica

ting

likel

y m

easu

rem

ent f

ailu

re (a

ppro

xim

atel

y 10

G p

eak-

to-p

eak

- off-

scal

e)V0

8D97

29A

11 1

3:53

:10

/ 36

EI+5

41 /

EI+5

67H

ydra

ulic

Sys

tem

Lef

t Out

bd /

Inbd

Ele

von

Ret

urn

Line

Tem

ps (4

) - O

SLO

SL w

as p

rece

ded

by N

omin

al T

emp

rise.

V58T

0394

AV5

8T01

57A

V58T

0193

AV5

8T02

57A

11.1

dele

ted

Rat

iona

le fo

r del

etio

n: a

lpha

mod

ulat

ion

time

tag

upda

ted

- mov

ed to

seq

#11

.25

11.2

13:

53:2

6EI

+557

Appr

ox V

eh G

rd

Loca

tion:

38.7

N /

-123

.5 W

Altit

ude

2316

00 ft

/ M

ach

23.0

- C

ross

ing

the

Cal

iforn

ia C

oast

line

Dat

a so

urce

: STS

-107

GPS

Tra

ject

ory

Dat

a

11.2

1 1

3:53

:29

EI+5

60X

Left

Fuse

lage

Sid

e Su

rface

Tem

p BP

3605

T - s

tart

of o

ff-no

min

al in

crea

sing

te

mpe

ratu

re tr

end

from

~18

0 de

g F

to 4

00 d

eg F

Tren

d fo

llow

ed b

y te

mpe

ratu

re d

rop

and

rise

V07T

9253

AX1

000.

7 Y

-105

Z3

54.5

11.2

2 1

3:53

:29

EI+5

60X

Left

PLBD

Sur

face

TC

BP3

603T

- St

art o

f slig

htly

off-

nom

inal

erra

tic te

mpe

ratu

re

trend

whe

n co

mpa

red

to p

revi

ous

fligh

ts o

f sam

e in

clin

atio

nV0

7T99

13A

X100

3.8

YLH

Z4

41.3

11.2

3 1

3:53

:29

EI+5

60X

Left

PLBD

Sur

face

TC

BP3

703T

- st

art o

f off-

nom

inal

tem

pera

ture

rise

, pea

king

at

EI+6

25, f

ollo

wed

by

tem

pera

ture

dro

p an

d su

bseq

uent

off-

nom

inal

hig

her-t

han-

expe

cted

tem

pera

ture

sig

natu

re

V07T

9925

AX1

138.

5 Y

LHZ4

41.4

11.2

4 1

3:53

:29

EI+5

60X

Left

Fuse

lage

Sid

e Su

rface

TC

BP3

604T

- St

art o

f slig

htly

off-

nom

inal

erra

tic

tem

pera

ture

tren

d w

hen

com

pare

d to

pre

viou

s fli

ghts

of s

ame

incl

inat

ion

V07T

9903

AX1

006

Y-1

05Z3

98.4

11.2

513

:53:

31EI

+562

Alph

a M

odul

atio

nAn

gle

of a

ttack

(alp

ha) m

odul

atio

n ac

tive

V90H

0803

C

11.3

13:

53:3

2 /

54:2

2EI

+563

/ EI

+565

Two

even

ts o

f une

xpec

ted

retu

rn li

nk c

omm

dro

p-ou

t (C

omm

eve

nts

10-1

1)O

n up

per l

eft a

ft an

tenn

a (T

DR

S 17

1/W

). A

ppea

rs o

ff-no

min

alba

sed

on p

revi

ous

flt d

ata.

Com

m lo

ss n

ot c

ontin

uous

thru

per

iod

indi

cate

d.

11.3

5 1

3:53

:37

EI+5

68X

Xo 1

040

Spar

(MLG

For

war

d W

all S

par)

Stra

in G

age

- Upp

er C

ap -

star

t of o

ff-no

min

al in

crea

se in

stra

in in

dica

tion

(ove

r an

appr

oxim

ate

115

seco

nd in

terv

al)

follo

wed

by

sudd

en d

ecre

ase

V12G

9049

AX1

040

Y-1

35ZU

PR

11.3

7 1

3:53

:38

EI+

569

Iner

tial s

ides

lip a

ngle

(Bet

a) e

xcee

ds fl

ight

his

tory

.Th

e st

eady

sta

te n

avig

atio

n de

rived

sid

eslip

ang

le b

ecom

es o

ut-o

f-fa

mily

as

com

pare

d to

pre

viou

s fli

ght d

ata

at th

is p

oint

in th

e tra

ject

ory.

V90H

2249

C

11.4

13:

53:4

4EI

+575

XO

MS-

L Po

d H

RSI

Sur

f T1-

AFT

- Sta

rt of

off-

nom

inal

low

er-th

an-e

xpec

ted

tem

pera

ture

tren

d w

hen

com

pare

d to

pre

viou

s fli

ghts

of s

ame

incl

inat

ion

Sens

or g

oes

erra

tic a

t EI+

940

V07T

9219

AX1

507.

1 Y-

126.

0 Z4

22.0

11.5

13:

53:4

5 /

54:1

1EI

+576

/ EI

+602

1st r

epor

ted

debr

is (5

) obs

erve

d le

avin

g th

e O

rbite

r jus

t aft

of O

rbite

r env

elop

e (D

ebris

# 1

thru

5)

EOC

vid

eo #

EO

C2-

4-00

55, 0

056,

006

4, 0

0136

& 0

201.

No

evid

ence

of j

et fi

rings

nea

r eve

nts.

n/a

QBA

R =

~29

psf

(~0.

20 p

si);

Mac

h 22

.7

------

32:

13:5

4:00

-----

-EI

+ 5

91 s

ec; W

LE S

tagn

atio

n Te

mp:

~28

50 F

12de

lete

d

13 1

3:54

:10

/ 55

:12

EI+6

01 /

EI+6

63Le

ft M

ain

Gea

r Bra

ke L

ine

Tem

p B

(1) /

Stru

t Act

uato

r Tem

p (1

) / S

ys 3

LM

G B

rake

Sw

Vlv

Ret

Lin

e Te

mp

(FW

D) (

1) -

star

t of o

ff no

min

al tr

end

Unu

sual

Tem

pera

ture

Incr

ease

V58T

1701

AV5

8T04

05A

V58T

0842

A

13.5

13:5

4:11

EI+6

02R

ever

sal i

n gr

owth

tren

d of

der

ived

roll

mom

ent c

oeffi

cien

tO

bser

ved

roll

mom

ent c

hang

ed fr

om a

neg

ativ

e to

pos

itive

slo

pe

(der

ived

by

anal

ysis

).n/

a

A.1-

1A

ppen

dix

A.1

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Sum

mar

y Ti

me

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Sum

GM

TEI

OEX

Mile

ston

eEn

try

Even

tR

emar

ks

MSI

DN

o.G

MT

Day

32

sec

data

1 1

3:10

:39

EI+2

010

TIG

-5AP

U 2

Sta

rt2

13:

15:3

0EI

-171

9TI

G

OM

S TI

G3

13:

18:0

8EI

-156

1O

MS

End

of B

urn

4 1

3:31

:25

EI-7

64EI

-13

APU

1 S

tart

5 1

3:31

:29

EI-7

60AP

U 3

Sta

rt5.

5 1

3:39

:28.

559

EI-2

80.4

XSt

art o

f OEX

PC

M D

ata

Bloc

k6

13:

44:0

9EI

+0EI

En

try In

terfa

ce (4

00,0

00 ft

)M

ach

24.5

76.

1 1

3:45

:39

/ 48

:59

EI+9

0 / E

I+29

0X

16 T

empe

ratu

re S

enso

rs o

n th

e lo

wer

sur

face

to th

e le

ft of

or a

t the

cen

terli

ne

expe

rienc

e of

f-nom

inal

ear

ly te

mpe

ratu

re tr

ends

(war

mer

tem

pera

ture

rise

rate

co

mpa

red

to p

revi

ous

fligh

ts o

f OV-

102

at th

e sa

me

incl

inat

ion)

V09T

9849

AV0

7T96

66A

V07T

9468

AV0

7T94

70A

V07T

9711

AV0

7T97

13A

V07T

9784

AV0

7T97

86A

V07T

9787

AV0

7T97

88A

V07T

9478

AV0

7T94

80A

V07T

9785

AV0

9T92

31A

V09T

9845

AV0

7T94

89A

6.15

13:

48:3

9EI

+270

XLe

ft W

ing

Fron

t Spa

r at R

CC

Pan

el 9

- in

itiat

ion

of o

ff-no

min

al tr

end

in s

train

(sm

all

incr

ease

) fol

low

ed b

y a

mor

e si

gnifi

cant

off-

nom

inal

sig

natu

re to

failu

re a

t EI+

495

secs

The

mea

sure

men

t beg

an to

fail

at a

ppro

xim

atel

y EI

+495

sec

V1

2G99

21A

X110

6.0

Y-2

29.0

ZMID

6.2

13:

48:5

9EI

+290

XLe

ft W

ing

RC

C P

anel

9 L

ower

Atta

ch C

levi

s (b

etw

een

RC

C 9

and

10)

- in

itiat

ion

of

an o

ff-no

min

al te

mpe

ratu

re tr

end

(ear

ly te

mpe

ratu

re in

crea

se c

ompa

red

to p

revi

ous

fligh

ts o

f sam

e in

clin

atio

n)

The

mea

sure

men

t beg

an to

fail

at a

ppro

xim

atel

y EI

+492

sec

V0

9T99

10A

X111

2.0

Y-2

39.0

Z289

.0

6.3

13:

49:3

2EI

+323

Star

t of i

nitia

l rol

l6.

4 ~

13:4

9:39

*~E

I+33

0*X

Left

Win

g Fr

ont S

par C

aps

Stra

in G

age

show

s ea

rly o

ff no

min

al d

ownw

ard

trend

*Not

e: P

CM

3 en

try d

ata

is in

sna

psho

t for

mat

(not

con

tinuo

us).

Tim

e in

dica

ted

is a

t sta

rt of

dat

a se

gmen

t whe

re o

ff-no

min

al

sign

atur

e is

firs

t obs

erve

d, th

eref

ore

even

t may

hav

e st

arte

d ea

rlier

th

an n

oted

.

V12G

9169

AX1

107

Y23

2 Z

?

6.45

13:

49:4

9 /

49:5

9EI

+340

/ EI

+350

X4

Left

OM

S Po

d Su

rface

tem

ps -

Sta

rt of

off-

nom

inal

tem

pera

ture

tren

d - c

oole

r ris

e ra

te w

hen

com

pare

d to

pre

viou

s fli

ghts

of s

ame

incl

inat

ion

Follo

wed

by

the

star

t of a

war

mer

-than

-exp

ecte

d te

mpe

ratu

re tr

end

begi

nnin

g in

the

EI+5

10 to

EI+

540

sec

rang

eV0

7T99

76A

V07T

9220

AV0

7T99

78A

V07T

9972

A

QBA

R =

~15

psf

(~0.

10 p

si);

Mac

h 24

.4

-----

- 32:

13:5

0:00

-----

- EI

+ 3

51 s

ec; W

LE S

tagn

atio

n Te

mp:

~25

20 F

(STS

-107

Nom

EO

M D

esig

n Pr

ed)

6.5

13:

50:0

0 / 4

3EI

+351

/ EI

+394

Five

eve

nts

of u

nexp

ecte

d re

turn

link

com

m d

rop-

out (

Com

m e

vent

s 1-

5)O

n up

per l

eft a

ft an

tenn

a (T

DR

S 17

1/W

). A

ppea

rs o

ff-no

min

alba

sed

on p

revi

ous

flt d

ata.

Com

m lo

ss n

ot c

ontin

uous

thru

per

iod

indi

cate

d.

6.7

13:

50:0

9EI

+360

XLe

ft PL

BD S

urfa

ce T

C B

P370

3T -

Sta

rt of

off-

nom

inal

tem

pera

ture

tren

d - c

oole

r ris

e ra

te w

hen

com

pare

d to

pre

viou

s fli

ghts

of s

ame

incl

inat

ion

Follo

wed

by

larg

e in

crea

se in

tem

pera

ture

at E

I + 5

70 s

econ

dsV0

7T99

25A

X113

8.5

YLH

Z4

41.4

6.9

13:

50:1

9EI

+370

XLe

ft W

ing

Low

er S

urfa

ce T

herm

ocou

ple

BP25

10T

begi

ns o

ff-no

min

al te

mp

incr

ease

fro

m ~

2000

deg

F to

~22

00 d

eg F

ove

r app

rox

50 s

econ

ds fo

llow

ed b

y a

mom

enta

r y10

0 de

g F

tem

pera

ture

spi

ke

The

mea

sure

men

t sub

sequ

ently

fails

at a

ppro

xim

atel

y EI

+496

sec

V07T

9666

AX1

121.

1 Y

-235

.5ZL

WR

7 1

3:50

:53

EI+4

04St

art o

f Pea

k H

eatin

gD

eter

min

ed b

y an

alys

isQ

BAR

= ~

19 p

sf (~

0.13

psi

); M

ach

24.1

---

--- 3

2:13

:51:

00 --

----

EI +

411

sec

; WLE

Sta

gnat

ion

Tem

p: ~

2650

F

7.2

13:

51:1

4EI

+425

XLe

ft W

ing

Fron

t Spa

r at R

CC

Pan

el 9

- st

art o

f off-

nom

inal

incr

easi

ng te

mpe

ratu

re

trend

Incr

easi

ng tr

end

cont

inue

s un

til th

e m

easu

rem

ent s

tarts

to fa

il at

ap

prox

imat

ely

EI+5

20 s

ecV0

9T98

95A

X110

2.2

Y-23

9.0

Z -23

9.0

7.25

13:

51:1

4EI

+425

XLe

ft W

ing

RC

C P

anel

9 L

ower

Atta

ch C

levi

s (b

etw

een

RC

C 9

and

10)

- st

art o

f a

mor

e ra

pid

off-n

omin

al in

crea

sing

tem

pera

ture

tren

dIn

crea

ses

until

the

mea

sure

men

t sta

rts to

fail

at a

ppro

xim

atel

y at

EI

+ 49

2 se

csV0

9T99

10A

X111

2.0

Y-2

39.0

Z289

.0

7.3

dele

ted

Rat

iona

le fo

r del

etio

n: U

pon

furth

er e

valu

atio

n of

the

data

, it w

as d

eter

min

ed th

at

the

rem

ote

sens

or s

igna

ture

s ha

d be

en s

een

in p

revi

ous

fligh

ts a

nd/o

r cou

ld b

e ex

plai

ned

by k

now

n ev

ents

.

7.35

dele

ted

Rat

iona

le fo

r del

etio

n: M

oved

to s

eq #

11.

37 a

fter f

urth

er a

naly

sis.

7.37

13:

51:4

9EI

+460

XO

MS-

L Po

d H

RS1

Sur

f T3-

AFT

- Sta

rt of

off-

nom

inal

hig

her-t

han-

expe

cted

te

mpe

ratu

re tr

end

whe

n co

mpa

red

to p

revi

ous

fligh

ts o

f sam

e in

clin

atio

n Se

nsor

see

s a

shar

p te

mp

incr

ease

at E

I+91

0 an

d go

es e

rratic

at

EI+9

40V0

7T92

23A

X143

7.2

Y-12

6 Z4

22



COLUMBIA


A.1-

5A

ppen

dix

A.1

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Sum

mar

y Ti

me

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Sum

GM

TEI

OEX

Mile

ston

eEn

try

Even

tR

emar

ks

MSI

DN

o.G

MT

Day

32

sec

data

15.5

13:

55:4

1EI

+692

Mid

Fus

elag

e Po

rt (L

eft)

Sill

Long

eron

Tem

p at

X12

15 -

star

t of o

ff no

min

al tr

end

Unu

sual

Tem

pera

ture

Incr

ease

V34T

1118

A

QBA

R =

~40

psf

(~0.

28 p

si);

Mac

h 21

.4

------

32:

13:5

6:00

-----

-EI

+ 7

11 s

ec; W

LE S

tagn

atio

n Te

mp:

~29

00 F

16 1

3:56

:03

/ 56

:24

EI+7

14 /

EI+7

35Le

ft Lo

wer

/Upp

er W

ing

Skin

Tem

ps -

Tren

ding

dow

n (2

)In

dica

tion

of p

oten

tial m

easu

rem

ent f

ailu

res

V09T

1002

AV0

9T10

24A

16.5

13:

56:1

6 /

56:5

3EI

+727

/ EI

+764

Hyd

Sys

1 L

MG

Upl

ock

Actu

ator

Unl

ock

Line

Tem

p; S

ys 3

LM

G B

rake

Sw

Vlv

Ret

Li

ne T

emp

(FW

D);

LMG

Bra

ke L

ine

Tem

p C

; LM

G B

rake

Lin

e Te

mp

B; S

ys 3

Lef

t M

ain

Gea

r Stru

t Act

uato

r Tem

p - a

ll sh

ow a

tem

p ris

e ra

te c

hang

e.

Sign

ifica

nt in

crea

se in

tem

p ris

e ra

te o

n al

l fou

r lin

esV5

8T01

25A

V58T

0842

AV5

8T17

02A

V58T

1701

AV5

8T04

05A

16.5

5 1

3:56

:30

/ 56

:55

EI+7

41 /

EI+7

66Fi

rst R

oll R

ever

sal i

nitia

tion

/ com

plet

ion

V90H

1044

C

16.6

dele

ted

Rat

iona

le fo

r del

etio

n: C

omm

dro

pout

(eve

nt 1

4) is

del

eted

sin

ce p

roba

bly

nom

inal

due

to c

ompl

etio

n of

roll

reve

rsal

resu

lting

in e

leva

tion

angl

e ne

arin

g 60

de

g's

(ver

tical

tail

inte

rfenc

e w

/com

m).

QBA

R =

~42

psf

(~0.

29 p

si);

Mac

h 20

.7

------

32:

13:5

7:00

-----

-EI

+ 7

71 s

ec; W

LE S

tagn

atio

n Te

mp:

~29

00 F

16.6

5 1

3:57

:09

EI+7

80X

Fuse

lage

Sid

e Su

rf Th

erm

ocpl

BP3

976T

- st

art o

f off-

nom

inal

tren

d (te

mp

incr

ease

fo

llow

ed b

y te

mp

drop

/ ris

e)V0

7T92

70A

X148

6.1

Y-1

24.8

Z307

.1

16.6

7 1

3:57

:09

EI+7

80X

Fuse

lage

Low

er S

urfa

ce B

F Th

erm

ocpl

BP2

20T

- sta

rt of

off-

nom

inal

tren

d (s

hallo

w

tem

p dr

op)

V07T

9508

AX1

560

Y-11

1.1

Z LW

R

16.7

13:

57:1

9 / 2

4EI

+790

/ EI

+795

MLG

LH

Out

bd T

ire P

ress

ures

1 &

2 -

star

t of s

mal

l inc

reas

e in

pre

ssur

esN

ot s

een

in p

revi

ous

fligh

tsV5

1P05

70A

V51P

0572

A

16.8

13:

57:1

9 /

58:0

1.5

EI+7

90 /

EI+8

32.5

Deb

ris #

16

(ver

y fa

int d

ebris

) obs

erve

d le

avin

g ju

st a

ft of

Orb

iter f

ollo

wed

by

two

even

ts o

f ass

ymm

etrc

ial b

right

enin

g of

the

Orb

iter s

hape

(Fla

res

1 an

d 2)

.(O

ccur

red

over

eas

tern

AZ

and

NM

.)

Deb

ris #

16: E

OC

vid

eo #

EO

C2-

4-00

148-

2. F

lare

s #1

& 2

: EO

C2-

4-00

148-

4. O

bser

vatio

ns b

y pe

rson

nel f

rom

the

Star

fire

Opt

ical

R

ange

(Kirt

land

Air

Forc

e Ba

se, N

M).

n/a

17 1

3:57

:28

/ 57

:43

EI+7

99 /

EI+8

14Le

ft Lo

wer

/Upp

er W

ing

Skin

Tem

ps (2

) - O

SLV0

9T10

02A

V09T

1024

A

18de

lete

d

19 1

3:57

:54

Sys

2 LH

Bra

ke S

w V

lv R

etur

n Te

mp

(1)

Unu

sual

Tem

pera

ture

Incr

ease

V58T

0841

A

QBA

R =

~52

.5 p

sf (~

0.36

psi

); M

ach

19.8

---

--- 3

2:13

:58:

00 --

----

EI +

831

sec

; WLE

Sta

gnat

ion

Tem

p: ~

2880

F20

13:

58:0

3St

art o

f sha

rp a

ilero

n tri

m In

crea

seG

MT

is a

ppro

xim

ate

(+/-

10 s

ec)

V90H

1500

C

20.3

13:

58:0

4EI

+835

XLe

ft fu

sela

ge s

ide

surfa

ce te

mp

BP36

05T

star

ts o

ff-no

min

al te

mpe

ratu

re in

crea

seV0

7T92

53A

X100

0.7

Y-10

5Z3

54.5

20.5

13:

58:0

4 / 5

8:19

EI+8

35 /

EI+8

50In

crea

se in

off-

nom

inal

aer

o in

crem

ents

.Su

bsta

ntia

l inc

reas

e in

rate

of c

hang

e of

rollin

g an

d ya

win

g m

omen

t in

crem

ents

and

initi

al in

dica

tion

of o

ff-no

min

al p

itchi

ng m

omen

t in

crem

ent.

Der

ived

by

anal

ysis

.

n/a

21de

lete

d22

dele

ted

22.5

13:

58:1

6EI

+847

LMG

Bra

ke L

ine

Tem

p D

- Te

mp

rise

rate

cha

nge

Sign

ifica

nt in

crea

se in

tem

p ris

e ra

te.

V58T

1703

A23

13:

58:3

2 /

58:5

4EI

+863

/ EI

+885

MLG

LH

Inbd

/ O

utbd

Tire

Pre

ssur

es (4

) - D

ecay

to O

SLV5

1P05

70A

V51P

0571

AV5

1P05

73A

V51P

0572

A24

dele

ted

25 1

3:58

:39

/ 58

:48

EI+8

70 /

EI+8

79M

LG L

H In

bd/O

utbd

Whe

el T

emps

(2) -

OSL

V51T

0574

AV5

1T05

75A

25.5

13:

58:4

0EI

+871

BFS

Faul

t Msg

(4) -

Tire

Pre

ssur

es -

1st M

essa

ge

26 1

3:58

:56

EI+8

87BF

S Fa

ult M

sg (4

) - T

ire P

ress

ures

- La

st M

essa

ge

A.2-

1A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

cs1

1 --

1

3:10

:39

EI-2

010

TIG

-5AP

U 2

Sta

rt - L

ow P

ress

22

--

13:

15:3

0EI

-171

9TI

G

OM

S TI

G3

3 --

1

3:18

:08

EI-1

561

OM

S En

d of

Bur

n4

--

--

13:

26:0

9EI

-108

0FR

CS

Dum

p St

art

5 --

--

1

3:27

:12

EI-1

017

FRC

S D

ump

Com

plet

e6

4 --

1

3:31

:25

EI-7

64EI

-13

APU

1 S

tart

- Low

Pre

ss7

5 --

1

3:31

:29

EI-7

60AP

U 3

Sta

rt - L

ow P

ress

8 --

--

1

3:31

:57

EI-7

32AP

U 1

Nor

m P

ress

9 --

--

1

3:31

:59

EI-7

30AP

U 2

Nor

m P

ress

10 --

--

1

3:32

:01

EI-7

28AP

U 3

Nor

m P

ress

11 --

--

1

3:32

:29

EI-7

00SS

ME

Engi

ne S

tow

seq

uenc

e st

art

Sequ

ence

was

com

plet

ed w

ith c

losu

re o

f TV

C Is

o Vl

v 1

at 1

3:33

:30

GM

T.12

--

--

13:

39:0

9EI

-300

EI-5

Entry

Inte

rface

min

us 5

min

utes

(304

PR

O)

Aero

ject

DAP

(ent

ry F

CS)

and

Ent

ry

Gui

danc

e ar

e ac

tivat

ed u

pon

trans

ition

to

OPS

304

. En

try G

uida

nce

prov

ides

ope

n-lo

op a

ttitu

de c

omm

ands

(ang

le o

f atta

ch =

40

deg

, rol

l = 0

deg

) to

the

entry

FC

S un

til

suffi

cien

t dra

g is

ava

ilabl

e to

beg

in c

lose

d-lo

op g

uida

nce

oper

atio

ns.

V90Q

8001

C

13 --

--

1

3:39

:11

EI-2

98Sp

eedb

rake

clo

se &

Rud

der c

mde

d to

zer

oTh

e sp

eedb

rake

is n

ot u

sed

until

bel

ow

Mac

h 10

.0, a

nd th

e ru

dder

unt

il be

low

Mac

h 5.

0.13

.55.

5X

13:

39:2

8.55

9EI

-280

.4St

art o

f OEX

PC

M D

ata

Bloc

k14

6 --

1

3:44

:09

EI+0

EI

Entry

Inte

rface

(400

,000

Ft)

His

toric

al re

fere

nce

poin

t to

refle

ct in

itiat

ion

of a

tmos

pher

ic fl

ight

(Mac

h 24

.6)

15 --

--

de

lete

dR

atio

nale

for d

elet

ion:

cur

rent

ly th

ere

is n

o re

leva

nt

aero

eve

nt a

t qba

r=0.

5 ps

f so

not r

equi

red

for t

his

timel

ine.

15.5

6.1

X 1

3:45

:39

/ 48:

59EI

+90

/ EI+

290

16 T

empe

ratu

re S

enso

rs o

n th

e lo

wer

sur

face

to th

e le

ft of

or a

t the

ce

nter

line

expe

rienc

e of

f-nom

inal

ear

ly te

mpe

ratu

re tr

ends

(war

mer

tem

pera

ture

rise

rate

com

pare

d to

pre

viou

s fli

ghts

of O

V-10

2 at

the

sam

e in

clin

atio

n)

V09T

9849

AV0

7T96

66A

V07T

9468

AV0

7T94

70A

V07T

9711

AV0

7T97

13A

V07T

9784

AV0

7T97

86A

V07T

9787

AV0

7T97

88A

V07T

9478

AV0

7T94

80A

V09T

9849

A-O

B El

evon

Gap

LW

R S

urfa

ce E

dge

Tem

pV0

7T96

66A-

Win

g Lo

wer

Sur

face

TC

BP2

510T

V07T

9468

A-Fu

sela

ge L

ower

Sur

face

TC

BP1

300T

V07T

9470

A-Fu

sela

ge L

ower

Sur

face

TC

BP1

301T

V07T

9711

A-W

ing

Low

er S

urfa

ce T

C B

P286

7TV0

7T97

13A-

Win

g Lo

wer

Sur

face

TC

BP2

876T

X142

9.1

Y-3

15.3

ZL

WR

X112

1.1

Y-2

35.5

ZLW

RX6

18

Y0

ZLW

RX6

20 Y

-51

ZL

WR

X126

2.0

Y-3

69.3

ZLW

RX1

402.

0 Y

-375

.3 Z

LWR

V07T

9785

AV0

9T92

31A

V09T

9845

AV0

7T94

89A

V07T

9785

A-LH

Out

boar

d Lw

r Ele

von

Fwd

Surfa

ceV0

9T92

31A-

Out

boar

d El

evon

, Mid

Gap

, Fw

d Te

mp

V07T

9784

A-LH

LW

R A

FT F

usel

age

Surfa

ce T

emp

V07T

9786

A-Fu

sela

ge P

en R

egio

n TC

BP3

074-

1TV0

7T97

87A-

Aft F

usel

age

Low

er A

ft Su

rface

Tem

pV0

7T97

88A-

Body

Fla

p LH

Lw

r Out

boar

d Fw

d Te

mp

X139

6.1

Y-3

72.2

ZLW

RX1

430.

1 Y

-316

ZL

WR

X144

2.0

Y-1

17.0

ZLW

RX1

387.

0 Y

-229

.0 Z

LWR

X151

3 Y

-113

ZLW

RX1

530.

0 Y

-119

.4 Z

LWR

V07T

9478

A-Fu

sela

ge L

ower

Sur

face

TC

BP1

600T

V07T

9480

A-Fu

sela

ge L

ower

Sur

face

TC

BP1

602T

RV0

9T98

45A-

Out

boar

d El

evon

, Mid

Gap

, FW

D T

emp

V07T

9489

A-Fu

sela

ge L

WR

Sur

face

TC

BP1

900T

X100

3.8

Y0.

0 Z

LWR

X100

4.1

Y-9

9.8

ZLW

RX1

430.

4 Y

-316

ZLW

RX1

391.

5 Y

0.0

ZLW

R

MSI

D /

ID

A.1-

6A

ppen

dix

A.1

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Sum

mar

y Ti

me

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Sum

GM

TEI

OEX

Mile

ston

eEn

try

Even

tR

emar

ks

MSI

DN

o.G

MT

Day

32

sec

data

QBA

R =

~63

.5 p

sf (~

0.44

psi

); M

ach

18.7

---

--- 3

2:13

:59:

00 --

----

EI +

891

sec

; WLE

Sta

gnat

ion

Tem

p: ~

2850

F27

13:

59:0

6Le

ft M

ain

Gea

r Dow

nloc

ked

Indi

catio

n - T

rans

ferre

d O

NV5

1X01

25E

27.3

13:

59:0

9 /

59:3

9EI

+900

/ EI

+930

XSe

vera

l lef

t sid

e te

mpe

ratu

re m

easu

rem

ents

sho

w a

rapi

d in

crea

se in

tem

pera

ture

fo

llow

ed b

y er

ratic

beh

avio

r and

sub

sequ

ent l

oss

of th

e m

easu

rem

ents

at

appr

oxim

atel

y EI

+940

V07T

9925

AV0

7T99

72A

V07T

9976

AV0

7T99

03A

V07T

9913

A

V07T

9976

AV0

7T99

78A

V07T

9222

AV0

7T92

23A

27.5

13:

59:2

3EI

+914

Loss

of M

CC

real

-tim

e da

ta to

the

wor

ksta

tions

in th

e FC

R a

nd M

ER

27.7

13:

59:2

6 / 5

9:28

EI+9

17 /

EI+9

19Ab

rupt

incr

ease

in o

ff-no

min

al a

ero

incr

emen

ts.

Abru

pt in

crea

se in

rate

of c

hang

e of

pitc

hing

, rol

ling,

and

yaw

ing

incr

emen

ts.

Mag

nitu

de o

f aer

o in

crem

ents

sta

rting

to e

xcee

d ab

ility

of a

ilero

n to

late

rally

trim

the

vehi

cle.

Der

ived

by

anal

ysis

.

n/a

28 1

3:59

:30.

66 /

59:3

0.68

EI+9

21.6

6 /

EI+9

21.6

8St

art o

f tw

o ya

w je

ts fi

ring

(R2R

and

R3R

)Fi

red

cont

inuo

usly

unt

il en

d of

dat

a at

13:

59:3

7.4

V79X

2634

XV7

9X26

38X

29 1

3:59

:31

EI+9

22O

bser

ved

elev

on d

efle

ctio

ns a

t LO

SLe

ft: -8

.11

deg

(up)

R

ight

: -1.

15 d

eg (u

p)

29.3

13:

59:3

1.4

/ 59

:34.

5EI

+922

.4 /

EI+9

25.5

Seve

ral e

vent

s an

d PA

SS a

nd B

FS F

SM m

essa

ges

durin

g th

is ti

me

perio

d al

l in

dica

te th

e fa

ilure

sig

natu

re o

f ASA

4AS

As re

spon

ded

appr

opria

tely

. H

owev

er, s

igna

ture

is in

dica

tive

of

failu

re o

f ASA

4.

V57H

0253

A(5

Hz)

29.5

13:5

9:32

EI+9

23O

bser

ved

aile

ron

trim

at L

OS

-2.3

deg

rees

30 d

elet

ed31

dele

ted

32de

lete

d

32.5

13:5

9:32

EI+9

23Ap

prox

Veh

Grd

Lo

catio

n:32

.9 N

/ -9

9.0

W

Altit

ude

~200

700

ft / M

ach

~18.

1 - N

ear D

alla

s TX

Appr

oxim

ate

Vehi

cle

Gro

und

Loca

tion

at L

oss

of S

igna

l bas

ed o

n G

MT;

Dat

a so

urce

: STS

-107

GPS

Tra

ject

ory

Dat

a n

/a

33 1

3:59

:32.

136

EI+9

23.1

36LO

SLa

st v

alid

dow

nlin

k fra

me

acce

pted

by

OD

RC

- O

I / B

FS /

PASS

. St

art o

f re

cons

truct

ed d

ata.

Nom

inal

loss

of c

omm

at t

his

GM

T (fo

r ~15

sec

max

bas

ed o

n pr

evio

us fl

t dat

a)

34de

lete

d

35 1

3:59

:35/

36EI

+926

/ EI

+927

Side

slip

on

vehi

cle

chan

ges

sign

. Th

e ev

ent o

ccur

red

betw

een

the

two

times

list

ed.

Aero

dyna

mic

fo

rces

due

to s

ides

lip a

re n

ow re

info

rcin

g ae

rody

nam

ic a

sym

met

ry.

n/a

36 1

3:59

:36

EI+9

27G

row

th in

Ban

k at

titud

e er

ror

Up

until

this

tim

e th

e fli

ght c

ontro

l had

bee

n ab

le to

mai

ntai

n th

e Ba

nk e

rror a

roun

d 5

deg.

37 1

3:59

:36.

8EI

+927

.8Ae

roje

t DAP

Req

uest

s Th

ird R

ight

Yaw

RC

S Je

t (R

4R)

This

add

ition

al je

t is

requ

ired

to c

ount

erac

t the

incr

easi

ng

aero

dyna

mic

mom

ents

on

the

vehi

cle.

Fire

d co

ntin

uous

ly u

ntil

end

of d

ata

at 1

3:59

:37.

438

13:

59:3

7.3

EI+9

28.3

Aero

jet D

AP R

eque

sts

Four

th R

ight

Yaw

RC

S Je

t (R

1R)

This

add

ition

al je

t is

requ

ired

to c

ount

erac

t the

incr

easi

ng

aero

dyna

mic

mom

ents

on

the

vehi

cle.

Fire

d co

ntin

uous

ly u

ntil

end

of d

ata

at 1

3:59

:37.

439

13:

59:3

7.n

EI+9

28.n

Last

aile

ron

data

The

aile

ron

posi

tion

is n

ow a

ppro

x -5

.2 d

eg w

ith a

ppro

x -2

.5 d

eg o

f ai

lero

n tri

m.

The

rate

of c

hang

e of

aile

ron

trim

had

reac

hed

the

max

imum

allo

wed

by

the

fligh

t con

trol s

yste

m.

40 1

3:59

:37.

396

EI+9

28.3

96En

d of

5-s

econ

d pe

riod

of

reco

nstru

cted

dat

a

End

of fi

rst 5

-sec

onds

of t

he 3

2-se

cond

per

iod

of p

ost-L

OS

data

. St

art o

f ap

prox

imat

ely

25 s

econ

ds o

f no

data

ava

ilabl

eG

MT

deriv

ed b

y M

ER d

ata

pers

onne

l n

/a

40.5

13:

59:3

9 /

14:

00:1

9EI

+930

/ EI

+970

XBe

ginn

ing

at E

I+93

0 an

d co

ntin

uing

unt

il th

e lo

ss o

f syn

c on

OEX

dat

a (E

I+96

4.4

for

PCM

and

EI+

970.

4 fo

r FD

M),

esse

ntia

lly a

ll of

the

OEX

dat

a fo

r the

ent

ire v

ehic

le

beco

mes

erra

tic a

nd fa

ils

40.7

13:

59:4

6 / 4

8EI

+937

/ EI

+939

Deb

ris A

obs

erve

d le

avin

g th

e O

rbite

r - L

arge

deb

ris s

een

fallin

g aw

ay fr

om th

e O

rbite

r env

elop

e.EO

C v

ideo

s #

EOC

2-4-

0018

, -00

24, -

0209

-B, -

0221

-3 a

nd -0

221-

4

41 1

3:59

:46.

347

/ 1

4:00

:01.

900*

EI+9

37.3

47 /

EI+9

52.9

00PA

SS F

ault

Mes

sage

ann

unci

atio

n - R

OLL

REF

PASS

Fau

lt M

essa

ge a

nnun

ciat

ion

- L R

CS

LEAK

BFS

Faul

t Mes

sage

ann

unci

atio

ns -

L R

CS

LEAK

(2)

*Tim

e in

fo c

orru

pted

on

som

e of

the

even

ts.

41.5

14:

00:0

1 / 0

4EI

+952

/ EI

+955

Deb

ris B

and

C o

bser

ved

leav

ing

the

Orb

iter

EOC

vid

eo E

OC

2-4-

0024

(for

bot

h B

and

C)

A.1-

7A

ppen

dix

A.1

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Sum

mar

y Ti

me

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Sum

GM

TEI

OEX

Mile

ston

eEn

try

Even

tR

emar

ks

MSI

DN

o.G

MT

Day

32

sec

data

QBA

R =

nn

psf;

Mac

h nn

---

--- 3

2:14

:00:

00 --

----

EI +

951

sec

; WLE

Sta

gnat

ion

Tem

p: ~

2800

F42

dele

ted

Rat

iona

le fo

r del

etio

n: m

oved

to 4

0.7

afte

r fur

ther

revi

ew o

f the

vid

eos

n/a

43 1

4:00

:02.

654

EI+9

53.6

54PA

SS F

ault

Mes

sage

ann

unci

atio

n - L

RC

S LJ

ET

44 1

4:00

:02.

660

EI+9

53.6

60Be

ginn

ing

of 2

-se

cond

per

iod

of

reco

nstru

cted

dat

a

Star

t of l

ast 2

-sec

onds

of t

he 3

2 se

cond

per

iod

of p

ost-L

OS

data

.

45 1

4:00

:03.

470

/ 1

4:00

:03.

637*

EI+9

54.4

70 /

EI+9

54.6

37BF

S Fa

ult M

essa

ge a

nnun

ciat

ion

- L O

MS

TK P

BFS

Faul

t Mes

sage

ann

unci

atio

n - I

ndet

erm

inan

tBF

S Fa

ult M

essa

ge a

nnun

ciat

ion

- SM

1 AC

VO

LTS

PASS

Fau

lt M

essa

ge a

nnun

ciat

ion

- L R

CS

PVT

* Tim

e in

fo c

orru

pted

on

som

e of

the

even

ts.

46 1

4:00

:03.

637

EI+9

54.6

37PA

SS F

ault

Mes

sage

ann

unci

atio

n - D

AP D

OW

NM

OD

E R

HC

The

s/w

pro

cess

whi

ch lo

gs th

e PA

SS m

essa

ge ru

ns e

very

1.9

2 se

cond

s, s

o th

is e

vent

cou

ld h

ave

occu

rred

as e

arly

as

14:0

0:01

.717

GM

T. H

owev

er, d

urin

g th

e 2

sec

perio

d, a

vaila

ble

vehi

cle

data

indi

cate

s R

HC

was

in d

eten

t and

DAP

was

in A

UTO

.

47 1

4:00

:04.

826

EI+9

55.8

26En

d of

2-s

econ

d pe

riod

of

reco

nstru

cted

dat

a

Last

iden

tifia

ble

OI D

ownl

ink

fram

e n

/a

47.5

14:

00:1

3.43

9EI

+964

.439

XO

EX P

CM

loss

of s

ync

48de

lete

dR

atio

nale

for d

elet

ion:

mov

ed to

41.

5 af

ter f

urth

er re

view

of t

he v

ideo

s n

/a48

.3 1

4:00

:17.

8/18

.8EI

+968

.8 /

EI+9

69.8

Cat

astro

phic

Eve

nt o

f an

unkn

own

natu

re (f

orm

ally

refe

rred

to a

s �M

ain

Body

Br

eaku

p) c

onsi

stin

g of

a s

udde

n br

ight

enin

g of

the

Orb

iter e

nvel

ope

follo

wed

by

a de

finiti

ve c

hang

e in

the

char

acte

r of t

he tr

ail a

nd d

isin

tegr

atio

n of

the

mai

n or

bite

r en

velo

pe in

to m

ultip

le p

iece

s

EOC

vid

eos

MIT

-DVC

AM-0

001,

EO

C2-

4-01

8, -0

024,

-020

9-B,

-02

21-3

and

-022

1-4

48.5

14:

00:1

9.44

EI+9

70.4

4X

FDM

1 A

end

of d

ata

49de

lete

dR

atio

nale

for d

elet

ion:

mov

ed to

48.

3 af

ter f

urth

er re

view

of t

he v

ideo

s n

/a

50 1

4:00

:53

EI+1

004

End

of P

eak

Hea

ting

Det

erm

ined

by

anal

ysis

= N

omin

al/E

xpec

ted

Even

t or P

erfo

rman

ce

GN

C d

ata

sugg

ests

veh

icle

was

in a

n un

com

man

ded

attit

ude

and

was

exh

ibiti

ng u

ncon

trolle

d ra

tes.

Yaw

rate

was

at t

he s

enso

r max

imum

of 2

0 de

g/se

cTh

e fli

ght c

ontro

l mod

e w

as in

AU

TO.

(Not

e th

at a

ll N

av-d

eriv

ed p

aram

eter

s (e

.g.,

alph

a) a

re s

uspe

ct d

ue to

hig

h ra

tes

corru

ptin

g th

e IM

U s

tate

.)

Dur

ing

this

fina

l 2 s

econ

d pe

riod

of re

cons

truct

ed d

ata,

the

data

indi

cate

s th

e fo

llow

ing

syst

ems

wer

e nom

inal

: AP

Us

wer

e ru

nnin

g an

d W

SB c

oolin

g w

as

evid

ent.

MPS

inte

grity

was

stil

l evi

dent

. Fu

el c

ells

wer

e ge

nera

ting

pow

er a

nd th

e PR

SD ta

nks/

lines

wer

e in

tact

. C

omm

and

nav

aids

sys

tem

s in

the

forw

ard

fuse

lage

wer

e pe

rform

ing

nom

inal

ly.

RSB

, Bod

y Fl

ap, m

ain

engi

ne, a

nd ri

ght w

ing

tem

ps a

ppea

red

activ

e. E

CLS

S pe

rform

ance

was

nom

inal

.

Dur

ing

this

fina

l 2 s

econ

d pe

riod

of re

cons

truct

ed d

ata,

the

data

indi

cate

s th

e fo

llow

ing

syst

ems

wer

e off-

nom

inal

: Al

l thr

ee H

yd s

yste

ms

wer

e lo

st.

The

left

inbd

/out

bd e

levo

n ac

tuat

or te

mps

wer

e ei

ther

OSL

or n

o da

ta e

xist

s. M

ajor

ity o

f lef

t OM

S po

d se

nsor

s w

ere

eith

er O

SH o

r OSL

or n

o da

ta e

xist

s.El

evat

ed te

mps

at b

otto

m b

ondl

ine

cent

erlin

e sk

in fo

rwar

d an

d af

t of t

he w

heel

wel

ls a

nd a

t the

por

t sid

e st

ruct

ure

over

left

win

g w

ere

obse

rved

. EP

DC

sh

ows

gene

ral u

pwar

d sh

ift in

Mai

n Bu

s am

ps a

nd d

ownw

ard

shift

in M

ain

Bus

volts

. AC

3 ph

ase

A in

verte

r app

eare

d di

scon

nect

ed fr

om th

e AC

Bus

.



COLUMBIA


A.2-

5A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

247.

7 --

1

3:52

:17

EI+4

88LM

G B

rake

Lin

e Te

mp

D -

On

whe

el w

ell i

nbd

side

wal

l (af

t of s

w

vlvs

) - S

mal

l inc

reas

e in

tem

pera

ture

("bi

t flip

up"

)In

itiat

ion

of te

mp

rise

("bi

t flip

up"

) - m

ay b

e no

min

al b

ased

on

rise

rate

com

paris

on w

ith

fligh

t exp

erie

nce

(sim

ilar t

emp

resp

onse

has

been

obs

erve

d at

this

tim

e fra

me

on a

sm

all

perc

enta

ge o

f flig

hts)

. R

efer

ence

seq

#

54.5

for n

ext V

58T1

703A

eve

nt.

V58T

1703

A

24.1

7.75

X 1

3:52

:18

EI+4

89Le

ft W

ing

Spar

Cap

Lw

r L10

3 (X

o 10

40 S

par -

Low

er C

ap) -

off-

nom

inal

incr

ease

in s

train

indi

catio

n fo

llow

ed b

y gr

adua

l dec

reas

e ov

er a

ppro

x 33

0 se

cond

s in

terv

al u

ntil

mea

sure

men

t fai

lure

at

appr

oxim

atel

y EI

+935

V12G

9048

A

24.1

2 --

X

13:

52:2

1 / 2

4.8

EI+4

92 /

EI+4

95.8

2 Le

ft W

ing

tem

pera

ture

sen

sors

beg

in a

n of

f-nom

inal

resp

onse

th

at a

ppea

rs to

be

an in

dica

tion

of th

e m

easu

rem

ents

(s

enso

rs/w

iring

) fai

ling:

Thes

e m

easu

rem

ents

are

incl

uded

in th

e gr

oupi

ng o

f the

eve

nt n

oted

in s

eq 2

3.45

- al

l lef

t win

g te

mpe

ratu

re s

enso

r fai

lure

s ar

e sh

own

on th

e tim

elin

e

V09T

9910

A - W

ing

LE 5

5 LW

R a

ttach

cle

vis

RC

C10

V07T

9666

A - W

ing

LWR

SU

RF

TCX1

112.

0 Y

-239

.0 Z

289.

0 W

B-R

un 1

X112

1.1

Y-2

35.5

ZLW

R

WB-

Run

1

24.1

4 --

X

13:

52:2

2EI

+493

Unu

sual

Upw

ard

Shift

(in

one

sam

ple)

of 3

The

rmoc

oupl

es a

nd

Dow

nwar

d Sh

ift (i

n on

e sa

mpl

e) o

f 2 T

herm

ocou

ples

Upw

ard

Shift

:V0

7T94

80A

- Fus

lg L

WR

Sur

f TC

BP1

602T

R

V07T

9489

A - F

uslg

LW

R S

urf T

C B

P190

0TV0

7T94

92A

- Fus

lg L

WR

Sur

f TC

BP1

602T

RD

ownw

ard

Shift

:V0

7T95

22A

- Fus

lg A

ft Pe

netra

tion

Area

TC

BP3

325T

V07T

9636

A - L

eft W

ing

uppe

r sur

face

TC

BP4

860T

All s

enso

rs re

ceiv

e a

com

mon

5 V

pow

er

exci

tatio

n vi

a C

hann

el 8

9 of

PC

M M

UX

1V0

7T94

80A

X100

4.1

Y-9

9.8

ZLW

RV0

7T94

89A

X139

1.5

Y0.

0 Z

LWR

V07T

9492

AX1

511.

1 Y

1.3

ZLW

R

V07T

9522

AX6

49.3

Y-1

05.0

Z354

.8V0

7T96

36A

X135

7.8

Y-3

58.0

ZUPR

24.1

67.

77X

13:

52:2

4EI

+495

Left

Win

g Fr

ont S

par a

t RC

C P

anel

9 -

stra

in g

age

goes

erra

tic fo

r ap

prox

imat

ly 2

0 se

cond

- m

easu

rem

ent a

ppea

rs to

be

failin

gSu

bseq

uent

dat

a is

sus

pect

V12G

9921

AX1

106.

0 Y

-229

.0 Z

MID

24.1

87.

8X

13:

52:2

5EI

+496

Left

Out

boar

d El

evon

Wid

e Ba

nd A

ccel

erom

eter

- of

f-nom

inal

vi

brat

ion

resp

onse

(app

roxi

mat

ely

2G p

eak-

to-p

eak)

V08D

9729

A - L

OB

Elev

on Z

-Vib

(MU

X1B

Ch

2)

V08D

9729

A

24.2

--

X 1

3:52

:29

EI+5

00Ap

prox

10%

of r

ight

win

g st

rain

gag

es s

how

s sm

all o

ff-no

min

al

data

tren

d (fl

atte

ning

of s

igna

l fol

low

ed b

y no

rmal

dat

a in

crea

se o

r a

incr

ease

in s

train

alo

ne)

Mul

tiple

mea

sure

men

ts

24.2

2 --

X

13:

52:2

9EI

+500

Left

Win

g Lo

wer

Sur

face

The

rmoc

oupl

e BP

2570

T - S

tart

of a

ppro

x 80

deg

F d

rop

in te

mpe

ratu

re o

ver 2

0 se

cond

sV0

7T96

74A

X135

3.1

Y-2

36.4

ZLW

R

24.2

47.

85X

13:

52:2

9EI

+500

OM

S-L

Pod

HR

SI S

urf T

1-AF

T - S

tart

of s

light

ly o

ff-no

min

al e

rratic

tre

nd w

hen

com

pare

d to

pre

viou

s fli

ghts

of s

ame

incl

inat

ion

Follo

wed

by

drop

in te

mpe

ratu

re a

t EI +

570

se

cond

s an

d su

bseq

uent

erra

tic

tem

pera

ture

cha

nges

V07T

9219

AX1

507.

1 Y-

126.

0 Z4

22.0

A.2-

3A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

QBA

R =

~15

psf

(~0.

10 p

si);

Mac

h 24

.4

-----

- 32:

13:5

0:00

-----

- EI

+ 3

51 s

ec; W

LE S

tagn

atio

n Te

mp:

~25

20 F

(STS

-107

Nom

EO

M D

esig

n Pr

ed)

20.3

6.5

--

13:

50:0

0 / 4

3EI

+351

/ EI

+394

Five

eve

nts

of u

nexp

ecte

d R

etur

n lin

k co

mm

dro

p-ou

t.Ev

ent 1

- 13

:50:

00 (1

sec

); Ev

ent 2

- 13

:50:

04 /

06; E

vent

3 -

13:5

0:16

/22:

Eve

nt 4

- 13

:50:

25/2

8; E

vent

5 -

13:5

0:42

(1 s

ec)

On

uppe

r lef

t aft

ante

nna

(TD

RS

171/

W).

S-

Band

com

m d

rop-

outs

con

side

red

out-o

f-fa

mily

bas

ed o

n co

mpa

rison

with

pre

viou

s 10

2 fli

ght d

ata

at 3

9 de

gree

s, in

to K

SC,

desc

endi

ng n

ode

and

sim

ilar l

ook

angl

es to

TD

RS.

N

ote:

Obs

erve

d Fo

rwar

d lin

k (c

md

link)

dro

pout

ass

ocia

ted

with

eve

nts

3 an

d 4

(nor

mal

resp

onse

due

to s

witc

h to

/from

au

xilia

ry o

scilla

tor i

nste

ad o

f Fw

d lin

k fre

quen

cy).

20.3

56.

7X

13:

50:0

9EI

+360

Left

PLBD

Sur

face

TC

BP3

703T

- S

tart

of o

ff-no

min

al te

mpe

ratu

re

trend

- co

oler

rise

rate

whe

n co

mpa

red

to p

revi

ous

fligh

ts o

f sam

e in

clin

atio

n

Follo

wed

by

larg

e in

crea

se in

tem

pera

ture

at

EI +

570

sec

onds

V07T

9925

AX1

138.

5 Y

LH Z

441.

4

20.4

6.9

X 1

3:50

:19

EI+3

70Le

ft W

ing

Low

er S

urfa

ce T

herm

ocou

ple

BP25

10T

begi

ns o

ff-no

min

al te

mp

incr

ease

from

~20

00 d

eg F

to ~

2200

deg

F o

ver

appr

ox 5

0 se

cond

s fo

llow

ed b

y a

mom

enta

ry 1

00 d

eg F

te

mpe

ratu

re s

pike

The

mea

sure

men

t sub

sequ

ently

fails

at

appr

oxim

atel

y EI

+496

sec

V07T

9666

AX1

121.

1 Y

-235

.5ZL

WR

20.5

--

--

13:

50:3

0EI

+381

1st E

ntry

Hea

ting

Indi

catio

n N

oted

in

OI T

elem

etry

Nom

inal

Ris

e in

Cen

ter L

ine

Bond

Tem

p (1

) due

to E

ntry

Hea

ting

Aft f

usel

age

cent

er b

otto

m b

ond

line

V09T

1702

A

217

--

13:

50:5

3EI

+404

Star

t of P

eak

Hea

ting

Det

erm

ined

by

anal

ysis

. Th

e pe

ak h

eatin

g pe

riod

repr

esen

ts th

e ap

prox

imat

e tim

e pe

riod

durin

g w

hich

the

heat

ing

rate

has

fla

ttene

d ou

t at o

r nea

r its

max

imum

val

ue.

21.5

dele

ted

Rat

iona

le fo

r del

etio

n: T

he s

igna

ture

s of

the

STS-

107

rem

ote

sens

or e

vent

s w

ere

very

sub

tle.

Upo

n fu

rther

ev

alua

tion

of th

e da

ta, i

t was

det

erm

ined

that

the

rem

ote

sens

or s

igna

ture

s ha

d be

en s

een

in p

revi

ous

fligh

ts a

nd/o

r cou

ld b

e ex

plai

ned

by k

now

n ev

ents

.Th

e ev

ents

are

ther

efor

e no

t con

side

red

to b

e an

omal

ous.

QBA

R =

~19

psf

(~0.

13 p

si);

Mac

h 24

.1

-----

- 32:

13:5

1:00

-----

- EI

+ 4

11 s

ec; W

LE S

tagn

atio

n Te

mp:

~26

50 F

21.7

7.2

X 1

3:51

:14

EI+4

25Le

ft W

ing

Fron

t Spa

r at R

CC

Pan

el 9

- st

art o

f off-

nom

inal

in

crea

sing

tem

pera

ture

tren

d In

crea

sing

tren

d co

ntin

ues

until

the

mea

sure

men

t sta

rts to

fail

at a

ppro

xim

atel

y EI

+520

sec

V09T

9895

AX1

102.

2 Y-

239.

0 Z-

239.

0

21.9

7.25

X 1

3:51

:14

EI+4

25Le

ft W

ing

RC

C P

anel

9 L

ower

Atta

ch C

levi

s (b

etw

een

RC

C 9

and

10

) - s

tart

of a

mor

e ra

pid

off-n

omin

al in

crea

sing

tem

pera

ture

tren

dIn

crea

ses

until

the

mea

sure

men

t sta

rts to

fa

il at

app

roxi

mat

ely

at E

I + 4

92 s

ecs

(ref

seq

16.6

for 1

st o

ff-no

min

al e

vent

and

seq

24

.12

for f

ailu

re)

V09T

9910

AX1

112.

0 Y

-239

.0Z2

89.0

22 --

de

lete

Rat

iona

le fo

r del

etio

n: M

oved

to s

eq 3

1.3

(Due

to w

ind

effe

cts,

it is

mor

e ap

prop

riate

to c

ompa

re th

is

para

met

er a

gain

st p

revi

ous

fligh

ts fo

r ide

ntifi

catio

n of

of

f-nom

inal

per

form

ance

inst

ead

of s

impl

y re

fere

ncin

g th

e po

int a

t whi

ch B

eta

goes

and

sta

ys n

egat

ive.

)

A.2-

4A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

22.2

7.37

X 1

3:51

:49

EI+4

60O

MS-

L Po

d H

RSI

Sur

f T3-

AFT

- Sta

rt of

off-

nom

inal

hig

her-t

han-

expe

cted

tem

pera

ture

tren

d w

hen

com

pare

d to

pre

viou

s fli

ghts

of

sam

e in

clin

atio

n

Sens

or s

ees

a sh

arp

tem

p in

crea

se a

t EI

+910

and

goe

s er

ratic

at E

I+94

0V0

7T92

23A

X143

7.2

Y-12

6 Z4

22

QBA

R =

~22

psf

(~0.

15 p

si);

Mac

h 23

.7

-----

- 32:

13:5

2:00

-----

- EI

+ 4

71 s

ec; W

LE S

tagn

atio

n Te

mp:

~27

00 F

22.5

--

dele

ted

Rat

iona

le fo

r Del

etio

n: M

oved

to s

eq #

26.3

(A

ccou

nted

for w

ind

effe

cts

in th

e ae

ro in

crem

ent

deriv

atio

n pr

oces

s).

22.6

7.45

--

13:

52:0

9 / 1

5EI

+480

/ EI

+486

Une

xpec

ted

Ret

urn

link

com

m d

rop-

out (

Even

t 6)

On

uppe

r lef

t aft

ante

nna

(TD

RS

171/

W).

S-

Band

com

m d

rop-

out c

onsi

dere

d ou

t-of-

fam

ily b

ased

on

prev

ious

flt d

ata

(sam

e re

mar

ks a

s se

q #

20.3

abo

ve).

22.8

7.46

X 1

3:52

:09

/ 49

EI+4

80 /

EI+5

20N

ose

Cap

RC

C A

ttach

Out

Boar

d C

levi

s (C

hin

Pane

l) - T

empo

rary

ch

ange

in s

lope

, the

n re

turn

s to

"nom

inal

"N

ote:

Adj

acen

t sen

sor V

09T9

888

(on

cent

erlin

e) d

oes

not s

how

th

is s

igna

ture

V09T

9889

AX2

62.0

Y-2

3.0

LWR

23de

lete

d

23.3

--

--

13:

52:1

5EI

+486

2nd

Entry

Hea

ting

Indi

catio

n N

oted

in

OI T

elem

etry

Nom

inal

Ris

e in

Cen

ter L

ine

Bond

Tem

ps (2

) due

to E

ntry

Hea

ting

Mid

Fus

Low

er "M

id" S

kin

Tem

p M

id F

us B

otto

m C

ente

r Bon

d Li

ne T

emp

X121

4

V34T

1110

AV3

4T11

12A

23.3

57.

47X

13:

52:1

6EI

+487

Two

Left

Win

g an

d 1

Rig

ht W

ing

Surfa

ce P

ress

ure

mea

sure

men

ts

show

sig

ns o

f fai

lure

V07P

8038

A - L

Win

g U

pper

Sur

face

Pre

ss (W

B 3

to L

E)V0

7P80

86A

- L W

ing

Low

er S

urfa

ce P

ress

(WB

3)V0

7P81

51A

- R W

ing

Low

er S

urfa

ce P

ress

Firs

t OEX

dat

a to

sho

w s

igns

of f

ailu

reV0

7P80

38A

V07P

8086

AV0

7P81

51A

23.4

7.48

X 1

3:52

:16

/ 53:

17EI

+487

/ EI

+522

All o

f the

act

ive

mea

sure

men

ts (d

oes

not i

nclu

de P

CM

3 d

ata

in

snap

shot

mod

e) ru

nnin

g in

the

wire

bun

dles

alo

ng th

e le

ft w

ing

lead

ing

edge

sho

w s

igns

of f

ailu

re -

18 m

easu

rem

ents

Not

e: P

ress

ure

mea

sure

men

t V07

P803

8A

note

d in

seq

23.

35 is

incl

uded

in th

is

grou

ping

V07P

8010

AV0

7P80

22A

V07P

8023

AV0

7P80

24A

V07P

8025

AV0

7P80

26A

V07P

8037

AV0

7P80

38A

V07P

8044

A

V07P

8058

AV0

7P80

71A

V07P

8072

AV0

7P80

73A

V07P

8074

AV0

9T98

95A

V09T

9910

AV0

7T96

66A

V12G

9921

A

23.4

57.

49X

13:

52:1

6 / 5

6:24

EI+4

87 /

EI+7

35Th

e va

st m

ajor

ity o

f lef

t win

g O

EX m

easu

rem

ents

sho

w s

igns

of

failu

re d

urin

g th

is ti

me

perio

d - t

his

incl

udes

all

left

win

g te

mpe

ratu

re a

nd p

ress

ure

mea

sure

men

ts a

nd a

ll st

rain

m

easu

rem

ents

aft

of X

o 10

40 w

ith th

e ex

cept

ion

of th

ree

stra

in

mea

sure

men

ts o

n th

e up

per s

urfa

ce o

f the

LM

LG c

ompa

rtmen

t

Addi

tiona

lly, 3

0 rig

ht w

ing

pres

sure

mea

sure

men

ts s

how

sig

ns o

f fa

ilure

Not

e: T

he p

ress

ure

mea

sure

men

ts n

oted

in

seq

23.3

5 ar

e in

clud

ed in

this

gro

upin

gM

ultip

lem

easu

rem

ents

23.5

7.5

--

13:

52:1

7EI

+488

Appr

ox V

ehic

le

Gro

und

Loca

tion:

39.0

N /

-129

.2 W

Altit

ude

236,

800

ft /

Mac

h 23

.6 -

Ove

r the

Pac

ific

Oce

an, a

ppro

x 30

0 m

iles

Wes

t of C

alifo

rnia

Coa

stlin

eAp

prox

veh

icle

pos

ition

whe

n fir

st o

ff-no

min

al d

ata

was

see

n; D

ata

sour

ce: S

TS-

107

GPS

Tra

ject

ory

Dat

a

A.2-

2A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

16 --

--

1

3:47

:52

EI+2

23Q

bar 2

.0 p

sfEl

evon

, BF

activ

eTh

e el

evon

s (e

leva

tor a

nd a

ilero

n) a

nd b

ody

flap

are

first

use

d fo

r veh

icle

atti

tude

co

ntro

l. A

lthou

gh th

e bo

dy fl

ap is

act

ive

at

this

tim

e, a

ctua

l mot

ion

does

not

occ

ur u

ntil

4-se

cond

s la

ter d

ue to

tim

e de

lays

and

hy

ster

esis

in th

e fo

rwar

d co

mm

and

path

.

16.3

6.15

X 1

3:48

:39

EI+2

70Le

ft W

ing

Fron

t Spa

r at R

CC

Pan

el 9

- in

itiat

ion

of o

ff-no

min

al

trend

in s

train

(sm

all i

ncre

ase)

follo

wed

by

a m

ore

sign

ifica

nt o

ff-no

min

al s

igna

ture

to fa

ilure

at E

I+49

5 se

cs

The

mea

sure

men

t beg

an to

fail

at

appr

oxim

atel

y EI

+495

sec

V1

2G99

21A

X110

6.0

Y-2

29.0

ZM

ID

16.6

6.2

X 1

3:48

:59

EI+2

90

Left

Win

g R

CC

Pan

el 9

Low

er A

ttach

Cle

vis

(bet

wee

n R

CC

9 a

nd

10) -

initi

atio

n of

an

off-n

omin

al te

mpe

ratu

re tr

end

(ear

ly

tem

pera

ture

incr

ease

com

pare

d to

pre

viou

s fli

ghts

of s

ame

incl

inat

ion )

The

mea

sure

men

t beg

an to

fail

at

appr

oxim

atel

y EI

+492

sec

V0

9T99

10A

X111

2.0

Y-2

39.0

Z289

.0

17 --

--

de

lete

d

17.5

--

--

13:

49:0

7EI

+298

ISLE

CT

= 2

Clo

sed-

Loop

Gui

danc

eEn

try g

uida

nce

initi

ates

clo

sed-

loop

roll

com

man

ds to

con

verg

e dr

ag to

the

refe

renc

e dr

ag p

rofil

e.

17.7

--

dele

ted

Rat

iona

le fo

r del

etio

n: A

fter f

urth

er re

view

of t

he d

ata,

it

was

con

clud

ed th

at th

is e

vent

was

not

off-

nom

inal

18 --

--

1

3:49

:16

EI+3

07Q

bar 1

0 ps

fR

oll J

ets

Dea

ctiv

ated

Rol

l con

trol i

s ac

hiev

ed s

olel

y th

roug

h ai

lero

n an

d ya

w je

t com

man

ds fr

om th

is

poin

t for

war

d.

19de

lete

d20

6.3

--

13:

49:3

2EI

+323

Initi

al R

oll

Entry

gui

danc

e de

term

ines

that

a n

on-z

ero

roll

is re

quire

d to

ach

ieve

the

targ

eted

dra

g le

vel.

(Mac

h 24

.5)

V90H

1044

C

20.1

6.4

X ~

13:4

9:39

*~E

I+33

0*Le

ft W

ing

Fron

t Spa

r Cap

s St

rain

Gag

e sh

ows

early

off

nom

inal

do

wnw

ard

trend

*Not

e: P

CM

3 en

try d

ata

is in

sna

psho

t fo

rmat

(not

con

tinuo

us).

Tim

e in

dica

ted

is

at s

tart

of d

ata

segm

ent w

here

off-

nom

inal

si

gnat

ure

is fi

rst o

bser

ved,

ther

efor

e ev

ent

may

hav

e st

arte

d ea

rlier

than

not

ed.

V12G

9169

AX1

107

Y23

2 Z

?

20.2

6.45

X 1

3:49

:49

/ 59

EI+3

40 /

EI+3

504

Left

OM

S Po

d Su

rface

tem

ps -

Sta

rt of

off-

nom

inal

tem

pera

ture

tre

nd -

cool

er ri

se ra

te w

hen

com

pare

d to

pre

viou

s fli

ghts

of s

ame

incl

inat

ion

Follo

wed

by

the

star

t of a

war

mer

-than

-ex

pect

ed te

mpe

ratu

re tr

end

begi

nnin

g in

the

EI+5

10 to

EI+

540

sec

rang

e (s

eq 2

4.96

)

V07T

9976

AV0

7T92

20A

V07T

9978

AV0

7T99

72A

V07T

9976

A-Le

ft O

MS

Pod

TC B

P073

1TV0

7T92

20A-

OM

S-L

Pod

LRSI

Sur

face

Tem

p-FW

DV0

7T99

78A-

OM

S-L

Pod

Ther

moc

oupl

e BP

0732

TV0

7T99

72A-

Left

OM

S Po

d TC

BP0

749T

X134

2.5

Y-1

28.5

Z46

2.6

X132

1.0

YLH

Z46

4.0

X135

9.6

Y-13

5.1

Z463

.1X1

324

Y-9

8 Z4

88



COLUMBIA


A.2-

6A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

24.2

67.

9X

13:

52:3

1EI

+502

Left

Out

boar

d El

evon

Wid

e Ba

nd A

ccel

erom

eter

- of

f-nom

inal

vi

brat

ion

resp

onse

(app

roxi

mat

ely

3G p

eak-

to-p

eak)

V08D

9729

A - L

OB

Elev

on Z

-Vib

(MU

X1B

Ch

2)

V08D

9729

A

24.2

8 --

X

13:

52:3

1.3

/ 38.

4EI

+502

.3 /

EI+5

09.4

5 Le

ft W

ing

tem

pera

ture

sen

sors

beg

in a

n of

f-nom

inal

resp

onse

th

at a

ppea

rs to

be

an in

dica

tion

of th

e m

easu

rem

ents

(s

enso

rs/w

iring

) fai

ling:

Thes

e m

easu

rem

ents

are

incl

uded

in th

e gr

oupi

ng o

f the

eve

nt n

oted

in s

eq 2

3.45

V07T

9786

AV0

9T98

93A

V09T

9894

A

V09T

9860

AV0

9T92

31A

V07T

9786

A - L

H IN

BD L

WR

Ele

von

Fwd

Surf

V09T

9893

A - W

ing

Elev

on C

ove

LWR

Sur

f Tem

pV0

9T98

94A

- Win

g El

evon

Cov

e U

PR S

ur T

emp

V09T

9860

A - E

levo

n C

ove

Insu

l Sur

f 90

V09T

9231

A - E

levo

n LW

R P

LUG

TEM

P 1

(Sur

face

)

X138

7 Y

-229

ZL

WR

W

B-R

un 3

X138

3.8

Y-37

2.2

Z290

.9 W

B-R

un 3

X1

381.

7 Y-

372.

2 Z2

93.9

W

B-R

un 3

X137

9.4

Y-4

19.7

ZBO

T W

B-R

un 1

X144

3.5

Y-2

32.2

LW

R W

B-R

un 1

24.3

7.45

--

13:

52:2

5 / 3

1EI

+496

/ EI

+502

Two

even

ts o

f une

xpec

ted

Ret

urn

link

com

m d

rop-

out

Even

t 7 -

13:5

2:25

/26;

Eve

nt 8

- 13

:52:

29/3

1O

n up

per l

eft a

ft an

tenn

a (T

DR

S 17

1/W

). S

-Ba

nd c

omm

dro

p-ou

t con

side

red

out-o

f-fa

mily

bas

ed o

n pr

evio

us fl

t dat

a (s

ame

rem

arks

as

seq

# 20

.3 a

bove

).

24.5

dele

ted

24.7

dele

ted

24.8

8.5

--

13:

52:3

2EI

+503

Supp

ly H

2O d

ump

Noz

zle

tem

ps A

/B s

how

tem

pora

ry in

crea

se in

te

mp

rise

rate

(15

seco

nd d

urat

ion

of h

igh

rise

rate

). H

igh

rise

rate

is b

ound

ed b

y da

ta lo

ss.

Incr

ease

in ri

se ra

te n

ot o

bser

ved

on

prev

ious

flig

hts.

GM

T sh

own

indi

cate

s st

art

of in

itial

rise

dur

atio

n. R

efer

ence

eve

nt s

eq

no. 2

6.6

for t

erm

inat

ion

of e

vent

.

V62T

0440

AV6

2T04

39A

24.9

8.5

--

13:

52:3

2EI

+503

Vacu

um v

ent t

emp

show

s te

mpo

rary

incr

ease

in te

mp

rise

rate

(23

se

cond

dur

atio

n of

hig

h ris

e ra

te).

Hig

h ris

e ra

te is

bou

nded

by

data

loss

.In

crea

se in

rise

rate

not

obs

erve

d on

pr

evio

us fl

ight

s. G

MT

show

n in

dica

tes

star

t of

initi

al ri

se d

urat

ion.

Ref

eren

ce e

vent

seq

no

. 26.

65 fo

r ter

min

atio

n of

eve

nt.

V62T

0551

A

24.9

38.

6X

13:

52:3

4EI

+505

OM

S-L

Pod

HR

S1 S

urf T

2-AF

T - S

tart

of o

ff-no

min

al lo

wer

-than

-ex

pect

ed te

mpe

ratu

re tr

end

(com

pare

d to

pre

viou

s fli

ghts

of s

ame

incl

inat

ion)

unt

il se

nsor

see

s a

shar

p te

mp

incr

ease

at E

I+91

0 an

d go

es e

rratic

at E

I+94

0

V07T

9222

AX1

486.

9 Y-

126

Z422

.0

24.9

68.

65X

13:

52:3

9 / 5

3:09

EI+5

10 /

EI+5

404

Left

OM

S Po

d Su

rface

tem

ps -

Cha

nge

in e

xist

ing

off-n

omin

al

tem

pera

ture

tren

d (fo

llow

ing

a co

oler

rise

rate

than

exp

ecte

d, th

e te

mpe

ratu

re tr

end

that

is s

igni

fican

tly w

arm

er w

hen

com

pare

d to

pr

evio

us fl

ight

s of

sam

e in

clin

atio

n)

Prev

ious

eve

nt s

eq 2

0.2

V07T

9976

AV0

7T92

20A

V07T

9978

AV0

7T99

72A

V07T

9976

A-Le

ft O

MS

Pod

TC B

P073

1TV0

7T92

20A-

OM

S-L

Pod

LRSI

Sur

face

Tem

p-FW

DV0

7T99

78A-

OM

S-L

Pod

Ther

moc

oupl

e BP

0732

TV0

7T99

72A-

Left

OM

S Po

d TC

BP0

749T

X134

2.5

Y-1

28.5

Z46

2.6

X132

1.0

YLH

Z46

4.0

X135

9.6

Y-13

5.1

Z463

.1X1

324

Y-9

8 Z4

88

A.2-

9A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

30.3

--

--

13:

53:3

4 / 5

5:57

EI+5

65 /

EI+6

682n

d En

try H

eatin

g In

dica

tion

Not

ed in

O

I Tel

emet

ry

Nom

inal

Ris

e in

Cen

ter L

ine

Bond

Tem

ps (3

) due

to E

ntry

Hea

ting

13:5

3:34

- V0

9T10

16A

(Mid

Fus

Bot

Por

t BL

T X

620

);13

:54:

00 -

V09T

1022

A (M

id F

us B

ot P

ort

BL T

X 7

77);

13:5

5:57

- V0

9T16

24A

(Fw

d Fu

s Lw

r Ski

n Bo

t CL

T)

V09T

1016

A

V09T

1022

A

V09T

1624

A

30.5

--

--

13:

53:3

4EI

+565

Hyd

Sys

2 L

IE R

etur

n Ln

Tem

p - S

tart

of O

ff N

omin

al T

rend

Tem

p tre

ndin

g do

wn

V58T

0257

A

3111

--

13:

53:3

6EI

+567

Hyd

Sys

2 L

IE R

etur

n Ln

Tem

p - O

SLV5

8T02

57A

31.2

511

.35

X 1

3:53

:37

EI+5

68Xo

104

0 Sp

ar (M

LG F

orw

ard

Wal

l Spa

r) St

rain

Gag

e - U

pper

Cap

- st

art o

f off-

nom

inal

incr

ease

in s

train

indi

catio

n (o

ver a

n ap

prox

imat

e 11

5 se

cond

inte

rval

) fol

low

ed b

y su

dden

dec

reas

e

Ref

eren

ce s

eq 4

1.2

for n

ext e

vent

of t

his

sens

orV1

2G90

49A

X104

0 Y

-135

ZU

PR

31.3

11.3

7 --

1

3:53

:38

EI+

569

Iner

tial s

ides

lip a

ngle

(Bet

a) e

xcee

ds fl

ight

his

tory

.Th

e st

eady

sta

te n

avig

atio

n de

rived

sid

eslip

angl

e be

com

es o

ut-o

f-fam

ily a

s co

mpa

red

to p

revi

ous

fligh

t dat

a at

this

poi

nt in

the

traje

ctor

y.

V90H

2249

C

31.5

dele

ted

31.7

dele

ted

32de

lete

d

32.0

511

.4X

13:

53:4

4EI

+575

OM

S-L

Pod

HR

SI S

urf T

1-AF

T - S

tart

of o

ff-no

min

al lo

wer

-than

-ex

pect

ed te

mpe

ratu

re tr

end

whe

n co

mpa

red

to p

revi

ous

fligh

ts o

f sa

me

incl

inat

ion

Sens

or g

oes

erra

tic a

t EI+

940

V07T

9219

AX1

507.

1 Y-

126.

0 Z4

22.0

32.1

11.5

--

13:

53:4

5 / 4

7EI

+576

/ EI

+578

Deb

ris #

1 - F

irst r

epor

t of d

ebris

obs

erve

d le

avin

g th

e O

rbite

rSe

en ju

st a

ft of

Orb

iter e

nvel

ope

one

seco

nd a

fter a

pla

sma

anom

aly

whi

ch

cons

iste

d of

a n

otic

eabl

y lu

min

esce

nt

sect

ion

of th

e pl

asm

a tra

il. N

o ev

iden

ce o

f R

CS

jet f

iring

s (re

f Atla

s da

ta a

nd p

lots

).

EOC

2-4-

0064

EOC

2-4-

0056

EOC

2-4-

0201

Plas

ma

anom

aly:

EOC

2-4-

0136

32.3

11.5

--

13:

53:4

6 / 5

0EI

+577

/ EI

+581

Deb

ris #

2 - S

econ

d re

port

of d

ebris

obs

erve

d le

avin

g th

e O

rbite

rSe

en ju

st a

ft of

Orb

iter e

nvel

ope.

No

evid

ence

of R

CS

jet f

iring

s (re

f Atla

s da

ta

and

plot

s).

EOC

2-4-

0064

EOC

2-4-

0056

EOC

2-4-

0201

32.5

--

--

13:

53:4

6EI

+577

LMG

Bra

ke L

ine

Tem

p A

- On

stru

t fac

ing

MLG

doo

r - S

tart

of o

ff no

min

al tr

end

(tem

p ris

e ra

te c

hang

e)Te

mp

rise

rate

cha

nge

from

1.4

F/m

in to

5.5

F/

min

and

incr

easi

ng to

LO

SV5

8T17

00A

32.6

--

X 1

3:53

:47.

6EI

+578

.61

tem

pera

ture

sen

sor b

egin

s an

off-

nom

inal

resp

onse

that

app

ears

to

be

an in

dica

tion

of th

e m

easu

rem

ent (

sens

or/w

iring

) fai

ling:

This

mea

sure

men

t is

incl

uded

in th

e gr

oupi

ng o

f the

eve

nt n

oted

in s

eq 2

3.45

V07T

9674

A

V07T

9674

A - W

ing

LWR

SU

RF

TCX1

353.

1 Y

-236

.4 Z

LWR

W

B-R

un 4

A.2-

7A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

258.

7 --

1

3:52

:41

EI+5

12LM

G B

rake

Lin

e Te

mp

A - O

n st

rut f

acin

g M

LG d

oor -

sta

rt of

off

nom

inal

tren

dIn

itiat

ion

of te

mp

rise

- off

nom

inal

bas

ed o

n ris

e ra

te c

ompa

rison

with

flig

ht e

xper

ienc

e.V5

8T17

00A

25.5

dele

ted

268.

7 --

1

3:52

:41

EI+5

12Le

ft M

ain

Gea

r Bra

ke L

ine

Tem

p C

- St

art o

f off

nom

inal

tren

dU

nusu

al T

emp

Ris

e V5

8T17

02A

26.3

8.75

--

13:

52:4

4 / 5

2:50

EI+5

15 /

EI+5

21Fi

rst c

lear

indi

catio

n of

off-

nom

inal

aer

o in

crem

ents

Del

ta y

awin

g m

omen

t coe

ffici

ent i

ndic

ates

of

f-nom

inal

tren

d at

13:

52:4

4; d

elta

rollin

g m

omen

t coe

ffici

ent a

t 13:

52:5

0. D

eriv

ed b

y an

alys

is.

n/a

26.5

dele

ted

26.6

8.5

--

13:

52:4

7EI

+518

Supp

ly H

2O d

ump

Noz

zle

tem

ps A

/B re

turn

to ty

pica

l ris

e ra

tes.

Hig

h ris

e ra

te is

bou

nded

by

data

loss

.G

MT

show

n in

dica

tes

end

of in

itial

rise

du

ratio

n. T

emp

took

add

ition

al 4

8 se

cond

s to

retu

rn to

nom

inal

tem

p ris

e (5

3:35

GM

T).

V62T

0440

AV6

2T04

39A

26.6

37.

45 --

1

3:52

:49

/ 55

EI+5

20 /

EI+5

26U

nexp

ecte

d R

etur

n lin

k co

mm

dro

p-ou

t (C

omm

eve

nt 9

)O

n up

per l

eft a

ft an

tenn

ae (T

DR

S 17

1/W

).

S-Ba

nd c

omm

dro

p-ou

t con

side

red

out-o

f-fa

mily

bas

ed o

n pr

evio

us fl

t dat

a (s

ame

rem

arks

as

seq

# 20

.3 a

bove

).

26.6

4 --

X

13:

52:4

9.5

/ 5

2:51

.4EI

+520

.5 /

EI+5

22.4

2 Le

ft W

ing

tem

pera

ture

sen

sors

beg

in a

n of

f-nom

inal

resp

onse

that

app

ears

to b

e an

indi

catio

n of

the

mea

sure

men

ts

(sen

sors

/wiri

ng) f

ailin

g:

Thes

e m

easu

rem

ents

are

incl

uded

in th

e gr

oupi

ng o

f the

eve

nt n

oted

in s

eq 2

3.45

V09T

9895

AV0

9T98

49A

V09T

9895

A - W

ing

Fron

t Spa

r Pan

el 9

Tem

pV0

9T98

49A

- Out

boar

d EL

EVO

N, L

ower

Sur

face

Edg

eX1

102.

2 Y

-239

.0 Z

-239

.0 W

B-R

un 3

X142

9.1

Y-3

15.3

ZLW

R

WB-

Run

1

26.6

58.

5 --

1

3:52

:55

EI+5

26Va

cuum

ven

t tem

p re

turn

s to

typi

cal r

ise

rate

.H

igh

rise

rate

is b

ound

ed b

y da

ta lo

ss.

GM

T sh

own

indi

cate

s en

d of

initi

al ri

se

dura

tion.

Tem

p to

ok a

dditi

onal

40

seco

nds

to re

turn

to n

omin

al te

mp

rise

(53:

35 G

MT)

.

V62T

0551

A

26.7

--

--

13:

52:5

6EI

+527

Left

INBD

Ele

von

Low

er S

kin

Tem

p - S

tart

of o

ff no

min

al tr

end

Tem

p tre

ndin

g do

wn

V09T

1006

A

2710

13:

52:5

9EI

+530

Left

INBD

Ele

von

Low

er S

kin

Tem

p - O

SLV0

9T10

06A

27.1

--

X 1

3:52

:59.

4 /

53:

07.4

EI+5

30.4

/ EI

+538

.45

Left

Win

g te

mpe

ratu

re s

enso

rs b

egin

an

off-n

omin

alre

spon

seth

at a

ppea

rs to

be

an in

dica

tion

of th

e m

easu

rem

ents

(s

enso

rs/w

iring

) fai

ling:

Thes

e m

easu

rem

ents

are

incl

uded

in th

e gr

oupi

ng o

f the

eve

nt n

oted

in s

eq 2

3.45

V07T

9785

AV0

7T97

11A

V07T

9636

A

V09T

9845

AV0

7T97

13A

* V07

T978

5A -

LH O

TBD

LW

R E

levo

n Fw

d Su

rfV0

7T97

11A

- Win

g LW

R S

UR

F TC

V07T

9636

A - W

ing

L U

pper

Sur

f The

rmoc

oupl

eV0

9T98

45A

- Out

boar

d EL

EVO

N, M

ID G

AP, F

wd

* V07

T971

3A -

Win

g LW

R S

UR

F TC

*Not

e: T

hese

mea

sure

men

ts w

ere

obse

rved

off-

nom

inal

in th

e EI

+485

/ 48

8 pe

riod

but i

t was

inco

nclu

sive

if th

e m

easu

rem

ents

w

ere

failin

g at

that

tim

e

X139

6.1

Y-3

72.2

ZLW

R W

B-R

un 1

X136

2.0

Y-3

69.3

ZLW

R W

B-R

un 1

X135

7.8

Y-3

58.0

ZU

PR W

B-R

un 4

X144

0.4

Y-3

16

ZLW

R W

B-R

un 1

X140

2.0

Y-3

75.3

ZLW

R W

B-R

un 1

A.2-

8A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

QBA

R =

~25

.5 p

sf (~

0.18

psi

); M

ach

23.2

--

---- 3

2:13

:53:

00 --

----

EI +

531

sec

; WLE

Sta

gnat

ion

Tem

p: ~

2800

F27

.2 --

de

lete

dR

atio

nale

for d

elet

ion:

Thi

s ev

ent m

oved

/mer

ged

with

ne

w s

eque

nce

# 26

.3 (A

ccou

nted

for w

ind

effe

cts

in

aero

incr

emen

t der

ivat

ion

proc

ess)

.

27.5

--

--

13:

53:0

2EI

+533

Hyd

Sys

t 1 L

H IN

BD E

levo

n Ac

tr R

et L

n Te

mp

- sta

rt of

off

nom

inal

tre

ndH

yd S

yst 3

LO

E R

et L

N T

emp

- sta

rt of

off

nom

inal

tren

d

Tem

p tre

ndin

g do

wn

Tem

p tre

ndin

g do

wn

V58T

0157

A

V58T

0394

A

27.7

10.6

X 1

3:53

:03

EI+5

34Le

ft O

utbo

ard

Elev

on W

ide

Band

Acc

eler

omet

er -

onse

t of s

igna

l sa

tura

tion

indi

catin

g lik

ely

mea

sure

men

t fai

lure

(app

roxi

mat

ely

10G

pe

ak-to

-pea

k - o

ff-sc

ale)

V08D

9729

A - L

OB

Elev

on Z

-Vib

(MU

X1B

Ch

2)

V08D

9729

A

2811

--

13:

53:1

0EI

+541

Hyd

Sys

t 3 L

OE

Ret

LN

Tem

p - O

SLO

SL w

as p

rece

ded

by N

omin

al T

emp

rise

V58T

0394

A

2911

--

13:

53:1

1EI

+542

Hyd

Sys

t 1LH

INBD

Ele

von

Actr

Ret

Ln

Tem

p - O

SLO

SL w

as p

rece

ded

by N

omin

al T

emp

rise

V58T

0157

A

29.3

dele

ted

Rat

iona

le fo

r del

etio

n: a

lpha

mod

ulat

ion

time

tag

upda

ted

- mov

ed to

seq

#29

.7

29.5

11.2

--

13:

53:2

6EI

+557

Appr

ox V

eh G

rd

Loca

tion:

38.7

N /

-123

.5 W

Altit

ude

2316

00 ft

/ M

ach

23.0

- C

ross

ing

the

Cal

iforn

ia C

oast

line

Dat

a so

urce

: STS

-107

GPS

Tra

ject

ory

Dat

a

29.5

511

.21

X 1

3:53

:29

EI+5

60Le

ft Fu

sela

ge S

ide

Surfa

ce T

emp

BP36

05T

- sta

rt of

off-

nom

inal

in

crea

sing

tem

pera

ture

tren

d fro

m ~

180

deg

F to

400

deg

FTr

end

follo

wed

by

tem

pera

ture

dro

p an

d ris

e (re

f seq

36.

2 fo

r nex

t eve

nt o

f thi

s se

nsor

)

V07T

9253

AX1

000.

7 Y

-105

Z35

4.5

29.6

11.2

2X

13:

53:2

9EI

+560

Left

PLBD

Sur

face

TC

BP3

603T

- St

art o

f slig

htly

off-

nom

inal

er

ratic

tem

pera

ture

tren

d w

hen

com

pare

d to

pre

viou

s fli

ghts

of

sam

e in

clin

atio

n

V07T

9913

AX1

003.

8 Y

LH Z

441.

3

29.6

311

.23

X 1

3:53

:29

EI+5

60Le

ft PL

BD S

urfa

ce T

C B

P370

3T -

star

t of o

ff-no

min

al te

mpe

ratu

re

rise,

pea

king

at E

I+62

5, fo

llow

ed b

y te

mpe

ratu

re d

rop

and

subs

eque

nt o

ff-no

min

al h

ighe

r-tha

n-ex

pect

ed te

mpe

ratu

re

sign

atur

e

V07T

9925

AX1

138.

5 Y

LH Z

441.

4

29.6

611

.24

X 1

3:53

:29

EI+5

60Le

ft Fu

sela

ge S

ide

Surfa

ce T

C B

P360

4T -

Star

t of s

light

ly o

ff-no

min

al e

rratic

tem

pera

ture

tren

d w

hen

com

pare

d to

pre

viou

s fli

ghts

of s

ame

incl

inat

ion

V07T

9903

AX1

006

Y-1

05 Z

398.

4

29.7

11.2

5 --

13

:53:

31EI

+562

Alph

a M

odul

atio

nAn

gle

of a

ttack

(alp

ha) m

odul

atio

n ac

tive

Entry

Gui

danc

e en

able

s lim

ited

delta

ang

le

of a

ttack

com

man

ds fr

om th

e re

fere

nce

angl

e of

atta

ck to

pro

mot

e im

prov

ed

conv

erge

nce

to th

e re

fere

nce

drag

pro

file.

V90H

0803

C

3011

--

13:

53:3

1 / 5

3:34

EI+5

62 /

EI+5

65H

yd S

yst 1

LO

E R

etur

n Li

ne T

emp

- OSL

OSL

was

pre

cede

d by

Nom

Tem

p ris

e pl

us

data

loss

3 s

ec's

prio

r to

even

tV5

8T01

93A

30.2

11.3

--

13:

53:3

2 / 3

4EI

+563

/ EI

+565

Une

xpec

ted

Ret

urn

link

com

m d

rop-

out (

Com

m e

vent

10)

On

uppe

r lef

t aft

ante

nnae

(TD

RS

171/

W).

S-

Band

com

m d

rop-

out c

onsi

dere

d ou

t-of-

fam

ily b

ased

on

prev

ious

flt d

ata

(sam

e re

mar

ks a

s se

q #

20.3

abo

ve).



COLUMBIA


A.2-

13A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

41.5

15.4

5 --

1

3:55

:35

/ 39

EI+6

86 /

EI+6

90D

ebris

#11

- R

epor

t of d

ebris

obs

erve

d le

avin

g th

e O

rbite

rAp

pear

s at

the

head

of a

sec

onda

ry p

aral

lel

plas

ma

trail

wel

l aft

of O

rbite

r env

elop

e. A

se

cond

pie

ce o

f deb

ris is

als

o se

en in

the

seco

ndar

y pl

asm

a tra

il. N

o ev

iden

ce o

f R

CS

jet f

iring

s (re

f Atla

s da

ta a

nd p

lots

).

EOC

2-4-

0050

,EO

C2-

4-00

98

41.5

515

.46

X 1

3:55

:36

EI+6

87Xo

104

0 Sp

ar (M

LG F

orw

ard

Wal

l Spa

r) St

rain

Gag

e - U

pper

Cap

- su

dden

dro

p in

stra

in fo

llow

ed b

y gr

adua

l inc

reas

e un

til e

rratic

si

gnat

ure

at a

ppro

xim

atel

y EI

+930

Ref

eren

ce s

eq 3

1.25

for p

revi

ous

even

t of

this

sen

sor

V12G

9049

AX1

040

Y-1

35 Z

UPR

41.6

15.4

5 --

1

3:55

:38

/ 40

EI+6

89 /

EI+6

91D

ebris

#11

A - R

epor

t of d

ebris

obs

erve

d le

avin

g th

e O

rbite

rSe

en ju

st a

ft of

Orb

iter e

nvel

ope.

EOC

2-4-

0098

41.7

15.4

5 --

1

3:55

:38

/ 42

EI+6

89 /

EI+6

93D

ebris

#11

B - R

epor

t of d

ebris

obs

erve

d le

avin

g th

e O

rbite

rSe

en a

t hea

d of

a p

aral

lel p

lasm

a tra

il af

t of

the

Orb

iter e

nvel

ope.

EOC

2-4-

0098

4215

.5 --

1

3:55

:41

EI+6

92M

id F

us P

ort (

Left)

Sill

Long

n Te

mp

at x

1215

- st

art o

f off

nom

inal

tre

ndU

nusu

ally

hig

h te

mp

rise

with

resp

ect t

o ST

S-87

& 1

09.

Wen

t to

2.9

F/m

in fr

om 0

F/

min

.

V34T

1118

A

42.2

15.4

5 --

1

3:55

:42

/ 46

EI+6

93 /

EI+6

97D

ebris

#11

C -

Rep

ort o

f deb

ris o

bser

ved

leav

ing

the

Orb

iter

Seen

at h

ead

of a

par

alle

l pla

sma

trail

wel

l af

t of t

he O

rbite

r env

elop

e.Se

e de

bris

&

para

llel t

rail:

EO

C-4

-00

98Se

e pa

ralle

l pla

sma

trail

only

: EO

C2-

4-00

28,0

050

42.3

15.4

5 --

1

3:55

:44

/ 46

EI+6

95 /

EI+6

97D

ebris

#12

- R

epor

t of d

ebris

obs

erve

d le

avin

g th

e O

rbite

r. E

vent

w

as p

rece

ded

and

follo

wed

by

seco

ndar

y pl

asm

a tra

ils.

Seen

aft

of O

rbite

r env

elop

e. N

o ev

iden

ce

of R

CS

jet f

iring

s (re

f Atla

s da

ta a

nd p

lots

).EO

C2-

4-00

28,

0050

, 009

8

42.5

dele

ted

Rat

iona

le fo

r del

etio

n: M

oved

to s

eq #

42.

75

(mis

loca

ted

in ti

mel

ine

base

d on

GM

T as

soci

ated

with

ev

ent)

42.7

15.4

5 --

1

3:55

:54

/ 58

EI+7

05 /

EI+7

08D

ebris

#13

- R

epor

t of d

ebris

obs

erve

d le

avin

g th

e O

rbite

r. E

vent

w

as fo

llow

ed b

y m

omen

tary

brig

hten

ing

of p

lasm

a tra

il ad

jace

nt to

de

bris

.

Seen

wel

l aft

of O

rbite

r env

elop

e. N

o ev

iden

ce o

f RC

S je

t firi

ngs

(ref A

tlas

data

an

d pl

ots)

.

EOC

2-4-

0005

,00

17, 0

021,

016

1

42.7

5 --

--

1

3:55

:55

EI+7

06Ap

prox

Veh

Grd

Lo

catio

n:37

.0 N

/ -1

12.4

W

Altit

ude

2221

00 ft

/ M

ach

21.5

- C

ross

ing

the

Uta

h / A

rizon

a St

ate

Line

Dat

a so

urce

: STS

-107

GPS

Tra

ject

ory

Dat

a

42.8

15.4

5 --

1

3:55

:57

/ 59

EI+7

08 /

EI+7

10D

ebris

#14

- Ve

ry b

right

deb

ris o

bser

ved

leav

ing

the

Orb

iter.

Seen

just

aft

of O

rbite

r env

elop

e. D

ebris

ev

ents

6 a

nd 1

4 ar

e vi

sual

ly th

e bi

gges

t, br

ight

est e

vent

s an

d th

eref

ore

may

indi

cate

th

e m

ost s

igni

fican

t cha

nges

to th

e O

rbite

r of

the

wes

tern

deb

ris e

vent

s.-

No

evid

ence

of

RC

S je

t firi

ngs

(ref A

tlas

data

and

plo

ts).

EOC

2-4-

0005

,00

17, 0

021,

002

8,

0030

A.2-

11A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

36de

lete

d

36.2

15.2

X 1

3:54

:29

EI+6

20Le

ft Fu

sela

ge S

ide

Surfa

ce te

mp

BP36

05T

peak

s an

d st

arts

do

wnw

ard

trend

R

ef s

eq 2

9.55

for p

revi

ous

even

t of t

his

sens

or a

nd s

eq 5

4.1

for n

ext e

vent

of t

his

sens

or

V07T

9253

AX1

000.

7 Y

-105

Z35

4.5

36.5

15.3

--

13:

54:3

3.3

/ 33.

9EI

+624

.3 /

EI+6

24.9

Flas

h #1

- O

rbite

r env

elop

e su

dden

ly b

right

ened

(dur

atio

n 0.

3 se

c),

leav

ing

notic

eabl

y lu

min

esce

nt s

igna

ture

in p

lasm

a tra

ilN

ote:

R3R

and

R2R

0.2

4 se

c je

t firi

ngs

occu

rred

at 1

3:54

:33.

52 /

33.7

6 an

d 13

:54:

33.5

4 / 3

3.78

resp

ectiv

ely

(ref:

RC

S At

las

anal

ysis

and

plo

ts).

EOC

2-4-

0055

EOC

2-4-

0034

EOC

2-4-

0009

BEO

C2-

4-00

66EO

C2-

4-00

70

36.5

515

.32

X 1

3:54

:34

EI+6

25Le

ft Fu

sela

ge S

ide

Surfa

ce te

mp

BP37

03T

peak

s an

d st

arts

do

wnw

ard

trend

R

ef s

eq 2

9.63

for p

revi

ous

even

t of t

his

sens

or a

nd s

eq 7

0.1

for n

ext e

vent

of t

his

sens

or

V07T

9925

AX1

138.

5 Y

LH Z

441.

5

36.6

15.3

--

13:

54:3

5 / 3

7EI

+626

/ EI

+628

Deb

ris #

6 - V

ery

brig

ht d

ebris

see

n le

avin

g th

e O

rbite

rSe

en ju

st a

ft of

Orb

iter e

nvel

ope.

Als

o,

refe

renc

e R

CS

jet f

iring

not

e in

item

# 3

6.5

abov

e. D

ebris

eve

nts

6 an

d 14

are

vis

ually

th

e bi

gges

t, br

ight

est e

vent

s an

d th

eref

ore

may

indi

cate

the

mos

t sig

nific

ant c

hang

es

to th

e O

rbite

r of t

he w

este

rn d

ebris

eve

nts.

EOC

2-4-

0055

EOC

2-4-

0034

EOC

2-4-

0009

BEO

C2-

4-00

66EO

C2-

4-00

70

36.7

15.3

3X

13:

54:3

9~E

I+63

0St

rain

Gag

es C

ente

red

on th

e U

pper

Sur

face

of t

he L

eft M

LG

Whe

el W

heel

- H

ighe

r-tha

n-ex

pect

ed s

train

indi

catio

ns o

bser

ved

in

thes

e ga

ges

Not

e: P

CM

3 en

try d

ata

is in

sna

psho

t fo

rmat

(not

con

tinuo

us),

ther

efor

e ev

ent

may

hav

e oc

curre

d ea

rlier

than

not

ed

V12G

9156

A,V1

2G91

57A,

V12G

9158

A

36.8

15.3

4X

13:

54:3

9~E

I+63

0Le

ft W

ing

X104

0 Sp

ar W

eb -

show

s in

crea

se in

stra

inN

ote:

Adj

acen

t sen

sor V

12G

9165

A di

d no

t sh

ow s

imila

r "of

f-nom

inal

" sig

natu

re a

t thi

s tim

e, a

lso,

PC

M3

entry

dat

a is

in s

naps

hot

form

at (n

ot c

ontin

uous

), th

eref

ore

even

t m

ay h

ave

occu

rred

earli

er th

an n

oted

V12G

9166

AV1

2G91

67A

(V12

G91

65A-

nom

inal

)

37de

lete

d

37.5

dele

ted

37.7

--

--

13:

54:5

3EI

+644

MLG

LH

Out

bd W

heel

Tem

p - s

tart

of o

ff no

min

al tr

end

2 bi

t flip

s up

(ref

#56

.5 w

hen

tem

p st

arts

to

trend

dow

n)V5

1T05

74A

QBA

R =

~34

.5 p

sf (~

0.24

psi

); M

ach

22.1

--

---- 3

2:13

:55:

00 --

----

EI +

651

sec

; WLE

Sta

gnat

ion

Tem

p: ~

2900

F

37.7

515

.35

--

13:

55:0

4 / 0

6EI

+655

/ EI

+657

Deb

ris #

7 - S

even

th re

port

of d

ebris

obs

erve

d le

avin

g th

e O

rbite

rSe

en ju

st a

ft of

Orb

iter e

nvel

ope.

No

evid

ence

of R

CS

jet f

iring

s (re

f Atla

s da

ta

and

plot

s).

EOC

2-4-

0030

37.8

13 --

1

3:55

:12

EI+6

63Sy

s 3

LMG

Bra

ke S

w V

lv R

et L

ine

Tem

p (F

WD

) - s

tart

of o

ff no

min

al tr

end

Tem

p In

crea

seV5

8T08

42A

37.9

15.3

5 --

1

3:55

:17

/ 19

EI+6

68 /

EI+6

70D

ebris

#7A

- R

epor

t of d

ebris

obs

erve

d le

avin

g th

e O

rbite

rSe

en ju

st a

ft of

Orb

iter e

nvel

ope

EOC

2-4-

0161

38de

lete

d

39de

lete

d

40 --

--

1

3:55

:21

EI+6

72D

rag

11 ft

/sec

2D

rag

Mea

sure

men

t Inc

orpo

ratio

nIn

corp

orat

ion

of d

rag-

deriv

ed a

ltitu

de in

to

the

vehi

cle

navi

gatio

n st

ate.

A.2-

12A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

40.0

215

.35

--

13:

55:2

1 / 2

5EI

+672

/ EI

+676

Deb

ris #

8 - R

epor

t of d

ebris

obs

erve

d le

avin

g th

e O

rbite

r.Se

en ju

st a

ft of

Orb

iter e

nvel

ope

insi

de th

e af

orem

entio

ned

Deb

ris S

how

er A

. N

o ev

iden

ce o

f RC

S je

t firi

ngs

(ref A

tlas

data

an

d pl

ots)

.

Deb

ris: E

OC

2-4-

0030

, 009

8, &

016

1

40.0

515

.37

--

13:

55:2

2 / 2

8EI

+673

/ EI

+679

Deb

ris S

how

er A

- R

epor

t of d

ebris

sho

wer

see

n ju

st a

ft of

Orb

iter

enve

lope

.Se

en ju

st a

ft of

Orb

iter e

nvel

ope.

Ove

r the

co

urse

of t

hese

four

sec

onds

a lu

min

sece

nt

sect

ion

of p

lasm

a tra

il is

obs

erve

d w

hich

ap

pear

s to

con

tain

a s

how

er o

f ind

efin

ite

parti

cles

and

mul

tiple

, lar

ger d

iscr

ete

debr

is

that

incl

udes

Deb

ris 8

, 9, a

nd 1

0.

Saw

deb

ris:

EOC

2-4-

0098

,01

61, 0

005,

003

0Sa

w s

how

er:

EOC

2-4-

0017

,00

21, 0

028

40.1

de

lete

dR

atio

nale

for d

elet

ion:

mov

ed to

40.

02 a

fter f

urth

er

revi

ew o

f the

vid

eos

40.2

15.3

5 --

1

3:55

:24

/ 28

EI+6

75 /

EI+6

79D

ebris

#9

- Rep

ort o

f deb

ris o

bser

ved

leav

ing

the

Orb

iter.

Se

en ju

st a

ft of

Orb

iter e

nvel

ope

insi

de th

e af

orem

entio

ned

Deb

ris S

how

er A

. N

o ev

iden

ce o

f RC

S je

t firi

ngs

(ref A

tlas

data

an

d pl

ots)

.

EOC

2-4-

0005

, 009

8

40.3

15.3

5 --

1

3:55

:25

/ 29

EI+6

76 /

EI+6

80D

ebris

#10

- R

epor

t of d

ebris

obs

erve

d le

avin

g th

e O

rbite

rSe

en w

ell a

ft of

Orb

iter e

nvel

ope

insi

de th

e af

orem

entio

ned

Deb

ris S

how

er A

. N

o ev

iden

ce o

f RC

S je

t firi

ngs

(ref A

tlas

data

an

d pl

ots)

.

EOC

2-4-

0005

40.4

dele

ted

Rat

iona

le fo

r del

etio

n: T

he s

igna

ture

s of

the

STS-

107

rem

ote

sens

or e

vent

s w

ere

very

sub

tle.

Upo

n fu

rther

ev

alua

tion

of th

e da

ta, i

t was

det

erm

ined

that

the

rem

ote

sens

or s

igna

ture

s ha

d be

en s

een

in p

revi

ous

fligh

ts a

nd/o

r cou

ld b

e ex

plai

ned

by k

now

n ev

ents

.Th

e ev

ents

are

ther

efor

e no

t con

side

red

to b

e an

omal

ous.

40.5

--

--

13:

55:3

2EI

+683

Appr

ox V

eh G

rd

Loca

tion:

37.4

N /

-114

.1 W

Altit

ude

2234

00 ft

/ M

ach

21.8

- C

ross

ing

the

Nev

ada

/ Uta

h St

ate

Line

Dat

a so

urce

: STS

-107

GPS

Tra

ject

ory

Dat

a

40.6

15.4

3 --

1

3:55

:33

/ 35

EI+6

84 /

EI+6

86R

etur

n lin

k co

mm

dro

p-ou

t (C

omm

eve

nt 1

2)Fi

rst c

omm

dro

p ou

t afte

r sw

itche

d to

upp

er

right

aft

ante

nnae

(TD

RS

171/

W).

Whi

le

unco

mm

on to

hav

e a

drop

out

at t

his

poin

t, in

conc

lusi

ve if

dro

p-ou

t is

off-n

omin

al b

ased

on

pre

viou

s flt

dat

a.41

dele

ted

41.2

dele

ted

Rat

iona

le fo

r del

etio

n: M

oved

to 4

1.55

afte

r fur

ther

re

view

of t

he d

ata

A.2-

10A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

32.7

11.5

--

13:

53:5

4 / 5

8EI

+585

/ EI

+589

Deb

ris #

3 - T

hird

repo

rt of

deb

ris o

bser

ved

leav

ing

the

Orb

iter.

Even

t fol

low

ed b

y m

omen

tary

brig

hten

ing

of p

lasm

a tra

il.Se

en ju

st a

ft of

Orb

iter e

nvel

ope

follo

wed

on

e se

cond

late

r by

a pl

asm

a an

omal

y w

hich

con

sist

ed o

f a n

otic

eabl

y lu

min

esce

nt

sect

ion

of th

e pl

asm

a tra

il. N

o ev

iden

ce o

f R

CS

jet f

iring

s (re

f Atla

s da

ta a

nd p

lots

).

Deb

ris:

EOC

2-4-

0055

, 005

6Pl

asm

a An

omal

y:EO

C2-

4-00

64, 0

136

QBA

R =

~29

psf

(~0.

20 p

si);

Mac

h 22

.7

-----

- 32:

13:5

4:00

-----

- EI

+ 5

91 s

ec; W

LE S

tagn

atio

n Te

mp:

~28

50 F

32.8

11.5

--

13:

54:0

0 / 0

4EI

+591

/ EI

+595

Deb

ris #

4 - F

ourth

repo

rt of

deb

ris o

bser

ved

leav

ing

the

Orb

iter

Seen

just

aft

of O

rbite

r env

elop

e. N

o ev

iden

ce o

f RC

S je

t firi

ngs

(ref A

tlas

data

an

d pl

ots)

.

EOC

2-4-

0056

EOC

2-4-

0055

32.9

11.5

--

13:

54:0

7 / 1

1EI

+598

/ EI

+602

Deb

ris #

5 - F

ifth

repo

rt of

deb

ris o

bser

ved

leav

ing

the

Orb

iter

Seen

just

aft

of O

rbite

r env

elop

e at

the

head

of a

pla

sma

anom

aly.

No

evid

ence

of

RC

S je

t firi

ngs

(ref A

tlas

data

and

plo

ts).

EOC

2-4-

0056

EOC

2-4-

0055

3313

--

13:

54:1

0EI

+601

LMG

Bra

ke L

ine

Tem

p B

- Sta

rt of

off

nom

inal

tren

dTe

mp

Incr

ease

V58T

1701

A

33.3

13.5

--

13:

54:1

1EI

+602

Rev

ersa

l in

grow

th tr

end

of d

eriv

ed ro

ll m

omen

t coe

ffici

ent

Obs

erve

d m

omen

t cha

nged

from

a n

egat

ive

slop

e to

pos

itive

slo

pe.

Der

ived

by

anal

ysis

. n/a

33.5

11.3

--

13:

54:1

4 / 2

2EI

+605

/ EI

+613

Une

xpec

ted

Ret

urn

link

com

m d

rop-

out (

Com

m e

vent

11)

On

uppe

r lef

t aft

ante

nnae

(TD

RS

171/

W).

S-

Band

com

m d

rop-

out c

onsi

dere

d ou

t-of-

fam

ily b

ased

on

prev

ious

flt d

ata

(sam

e re

mar

ks a

s se

q #

20.3

abo

ve).

3414

--

13:

54:2

0 EI

+611

Star

t of s

low

aile

ron

trim

cha

nge

The

aile

ron

trim

set

ting

obse

rved

in fl

ight

fir

st d

evia

tes

from

the

pred

icte

d tri

m s

ettin

g at

this

poi

nt in

the

traje

ctor

y, in

dica

ting

that

fli

ght c

ontro

l is

reac

ting

to a

sym

met

ric

aero

dyna

mic

con

ditio

ns th

at a

re v

aryi

ng

over

tim

e. (

GM

T is

app

roxi

mat

e (1

3:54

:20

+/- 1

0 se

cond

s))

V90H

1500

C

34.5

de

lete

dR

atio

nale

for d

elet

ion:

Mov

ed to

seq

#33

.3, t

ime

tag

upda

ted

3515

--

13:

54:2

2EI

+613

M-F

US

LT B

L Te

mp

at x

1215

- st

art o

f off

nom

inal

tren

d (in

crea

sed

rise

rate

)U

nusu

al T

emp

Ris

e (R

ise

rate

hig

her t

han

STS-

109

& 87

). R

ise

rate

incr

ease

d fro

m 1

F/

min

(typ

ical

) to

7.5

F/m

in.

V34T

1106

A

35.2

15 --

1

3:54

:22

EI+6

13LH

Aft

Fus

Side

wal

l Tem

p at

x14

10 -

star

t of o

ff no

min

al tr

end

(incr

ease

d ris

e ra

te)

Unu

sual

Tem

p R

ise

(Ris

e ra

te h

ighe

r tha

n ST

S-10

9 &

87).

Ris

e ra

te in

crea

sed

from

2.

7 F/

min

(typ

ical

) to

5.4

F/m

in.

V09T

1724

A

35.5

13 --

1

3:54

:24

EI+6

15Sy

s 3

Left

Mai

n G

ear S

trut A

ctua

tor T

emp

- sta

rt of

off

nom

inal

tre

ndU

nusu

al T

emp

Ris

eV5

8T04

05A

35.7

--

--

13:

54:2

5EI

+616

Appr

ox V

eh G

rd

Loca

tion:

38.3

N /

-119

.0 W

Altit

ude

2274

00 ft

/ M

ach

22.5

- C

ross

ing

the

Cal

iforn

ia /

Nev

ada

Stat

e Li

neD

ata

sour

ce: S

TS-1

07 G

PS T

raje

ctor

y D

ata

35.8

--

--

13:

54:2

6EI

+617

S-Ba

nd s

witc

hed

from

upp

er le

ft af

t ant

enna

e to

upp

er ri

ght a

ft an

tenn

a.TD

RS

171/

W



COLUMBIA


A.2-

14A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

QBA

R =

~40

psf

(~0.

28 p

si);

Mac

h 21

.4

-----

- 32:

13:5

6:00

-----

- EI

+ 7

11 s

ec; W

LE S

tagn

atio

n Te

mp:

~29

00 F

42.9

15.4

3 --

1

3:56

:00

/ 03

EI+7

11 /

EI+7

14R

etur

n lin

k co

mm

dro

p-ou

t (C

omm

eve

nt 1

3)O

n up

per r

ight

aft

ante

nnae

(TD

RS

171/

W).

Whi

le u

ncom

mon

to h

ave

a dr

op o

ut a

t thi

s po

int,

inco

nclu

sive

if d

rop-

out i

s of

f-nom

inal

ba

sed

on p

revi

ous

flt d

ata.

Not

e: N

o fu

rther

com

m d

rop-

out e

vent

s ar

e lis

ted

in th

e tim

elin

e th

ru L

OS,

sin

ce a

re n

ot

cons

ider

ed o

ut-o

f-fam

ily a

t thi

s tim

e.

43 --

--

1

3:56

:02

EI+7

13Q

bar 4

0 ps

fAf

t RC

S Pi

tch

Jets

Dea

ctiv

ated

Pitc

h co

ntro

l is

sole

y ac

hiev

ed th

roug

h el

evat

or a

nd b

ody

flap

com

man

ds fr

om th

is

poin

t for

war

d.

4416

--

13:

56:0

3EI

+714

Left

Low

er W

ing

Skin

Tem

p - s

tart

of o

ff no

min

al tr

end

Tem

p re

adin

g tre

ndin

g do

wn

(pot

entia

l se

nsor

/wire

dam

age)

V09T

1002

A

44.2

15.4

5 --

1

3:56

:08

/ 12

EI+7

19 /

EI+7

23D

ebris

#15

- R

epor

t of d

ebris

obs

erve

d le

avin

g th

e O

rbite

r.Se

en ju

st a

ft of

Orb

iter e

nvel

ope.

Nea

rest

je

t firi

ngs:

R2R

jet f

iring

at 0

32:1

3:56

:17.

30 /

56:1

7.54

for 0

.24

seco

nds,

& R

3R je

t firi

ng

at 0

32:1

3:56

:17.

28 /

56:1

7.52

for 0

.24

seco

nds.

(R

ef: R

CS

Atla

s da

ta a

naly

sis

and

plot

s).

EOC

2-4-

0017

44.5

16.5

--

13:

56:1

6EI

+727

Hyd

Sys

1 L

MG

UpL

K Ac

tr U

nlk

Ln T

emp

- Tem

p ris

e ra

te c

hang

eTe

mp

rise

rate

cha

nge

from

0.7

F/m

in

(nom

inal

) to

3.9F

/min

and

incr

easi

ng to

LO

S

V58T

0125

A

44.6

16.5

--

13:

56:1

7EI

+728

Sys

3 LM

G B

rake

Sw

Vlv

Ret

Lin

e Te

mp

(FW

D) -

Tem

p ris

e ra

te

chan

geTe

mp

rise

rate

cha

nge

from

1.5

F/m

in to

8.8

F/

min

(sta

yed

at th

is ra

te to

LO

S)V5

8T08

42A

44.7

16.5

--

13:

56:2

0EI

+731

LMG

Bra

ke L

ine

Tem

p C

- Te

mp

rise

rate

cha

nge

Tem

p ris

e ra

te c

hang

e fro

m 1

.3 F

/min

to 9

.9

F/m

in (s

taye

d at

this

rate

to L

OS)

V58T

1702

A

44.8

16.5

--

13:

56:2

2EI

+733

LMG

Bra

ke L

ine

Tem

p B

- Tem

p ris

e ra

te c

hang

eTe

mp

rise

rate

cha

nge

from

2.1

F/m

in to

9.1

F/

min

incr

easi

ng to

LO

SV5

8T17

01A

4516

--

13:

56:2

4EI

+735

Left

Upp

er W

ing

Skin

Tem

p - s

tart

of o

ff no

min

al tr

end

Tem

p re

adin

g tre

ndin

g do

wn

(pot

entia

l se

nsor

/wire

dam

age)

V09T

1024

A

4616

.55

--

13:

56:3

0EI

+741

1st R

oll R

ever

sal I

nitia

tion

Entry

gui

danc

e ch

ange

s th

e si

gn o

f the

roll

com

man

d to

redi

rect

the

vehi

cle

back

to

war

ds th

e ce

nter

of t

he d

elta

azi

mut

h (h

eadi

ng e

rror)

corri

dor.

V90H

1044

C

46.5

--

--

13:

56:4

5EI

+756

Appr

ox V

eh G

rd

Loca

tion:

36.1

N /

-109

.0 W

Altit

ude

2190

00 ft

/ M

ach

20.9

- C

ross

ing

the

Ariz

ona

/ New

Mex

ico

Stat

e Li

neD

ata

sour

ce: S

TS-1

07 G

PS T

raje

ctor

y D

ata

46.7

16.5

--

13:

56:5

3EI

+764

Sys

3 Le

ft M

ain

Gea

r Stru

t Act

uato

r Tem

p - T

emp

rise

rate

cha

nge

Tem

p ris

e ra

te c

hang

e fro

m 1

.7 F

/min

to

12.9

F/m

in (s

taye

d at

this

rate

to L

OS)

V58T

0405

A

4716

.55

--

13:

56:5

5EI

+766

Rol

l Rev

ersa

l #1

1st R

oll R

ever

sal C

ompl

ete

Actu

al ro

ll ac

hiev

es d

esire

d ro

ll co

mm

and.

V9

0H10

44C

A.2-

17A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

58.7

--

--

13:

58:3

2 / 5

9:22

EI+8

63 /

EI+9

13Sy

s 2

LH B

rake

Sw

itchi

ng V

lv R

etur

n Te

mp

(AFT

) - te

mp

rise

rate

ch

ange

Tem

p ris

e ra

te c

hang

e fro

m 2

.5 F

/min

to

40.0

F/m

in u

ntil

13:5

9:22

(tem

p pe

ak) -

ref

#70.

5

V58T

0841

A

59 --

--

1

3:58

:36

EI+8

67M

LG L

H In

bd W

heel

Tem

p - s

tart

of te

mpe

ratu

re tr

endi

ng d

own

(to

OSL

)St

art o

f tre

nd to

OSL

- re

f #66

V51T

0575

A

6023

--

13:

58:3

8EI

+869

MLG

LH

Out

bd T

ire P

ress

ure

1 - O

SLV5

1P05

70A

61de

lete

dR

atio

nale

for d

elet

ion:

Mov

ed to

seq

no.

63.

5 af

ter

furth

er d

ata

revi

ew.

6225

--

13:

58:3

9EI

+870

MLG

LH

Out

bd W

heel

Tem

p - O

SLV5

1T05

74A

6323

--

13:

58:3

9EI

+870

MLG

LH

Out

bd T

ire P

ress

ure

2 - s

tart

of p

ress

ure

trend

ing

dow

n (t o

OSL

)St

art o

f tre

nd to

OSL

- re

f #68

V51P

0572

A

63.5

25.5

--

13:

58:4

0EI

+871

BFS

Faul

t Msg

(4) -

Tire

Pre

ssur

es -

Firs

t Mes

sage

32/1

3:58

:39.

94 -

SM0

Tire

P L

OB

32/1

3:58

:41.

84 -

SM0

Tire

P L

IB32

/13:

58:4

9.54

- SM

0 Ti

re P

LIB

32/1

3:58

:56.

26 -

SM0

Tire

P L

OB

6423

--

13:

58:4

0EI

+871

MLG

LH

Inbd

Tire

Pre

ssur

e 1

- OSL

V51P

0571

A65

--

--

13:

58:4

1EI

+872

MLG

LH

Inbd

Tire

Pre

ssur

e 2

- sta

rt of

off

nom

inal

tren

dPr

ess

rose

~3.

5 ps

ia in

2 s

ec's

V51P

0573

A65

.523

--

13:

58:4

3EI

+874

MLG

LH

Inbd

Tire

Pre

ssur

e 2

- sta

rt of

pre

ssur

e tre

ndin

g do

wn

V51P

0573

A66

25 --

1

3:58

:48

EI+8

79M

LG L

H In

bd W

heel

Tem

p - O

SLV5

1T05

75A

6723

--

13:

58:4

8EI

+879

MLG

Inbd

Tire

Pre

ssur

e 2

- OSL

V51P

0573

A

6823

--

13:

58:5

4EI

+885

MLG

LH

Out

bd T

ire P

ress

ure

2 - O

SLV5

1P05

72A

6926

--

13:

58:5

6EI

+887

BFS

Faul

t Msg

(4) -

Tire

Pre

ssur

es -

Last

Mes

sage

QBA

R =

~63

.5 p

sf (~

0.44

psi

); M

ach

18.7

--

---- 3

2:13

:59:

00 --

----

EI +

891

sec

; WLE

Sta

gnat

ion

Tem

p: ~

2850

F

7027

--

13:

59:0

6EI

+897

Left

Mai

n G

ear D

ownl

ocke

d In

dica

tion

- Tra

nsfe

rred

ON

Upl

ock

indi

cate

d no

cha

nge

V51X

0125

E70

.127

.3X

13:

59:0

9 / 5

9:39

EI+9

00 /

EI+9

30Se

vera

l lef

t sid

e te

mpe

ratu

re m

easu

rem

ents

sho

w a

rapi

d in

crea

se

in te

mpe

ratu

re fo

llow

ed b

y er

ratic

beh

avio

r and

sub

sequ

ent l

oss

of

the

mea

sure

men

ts a

t app

roxi

mat

ely

EI+9

40

V07T

9925

A - L

Fus

Sid

e Su

rf TC

BP7

303T

(on

PLBD

)V0

7T99

72A

- OM

S-L

Pod

TC B

P074

9TV0

7T99

76A

- OM

S-L

Pod

TC B

P073

1TV0

7T99

03A

- L F

us S

ide

Surf

TC B

P360

4TV0

7T99

13A

- L F

us S

ide

Surf

TC B

P360

3T (o

n PL

BD)

V07T

9976

A - O

MS-

L Po

d Th

erm

ocou

ple

BP07

31T

V07T

9978

A - O

MS-

L Po

d Th

erm

ocou

ple

BP07

32T

V07T

9222

A - O

MS-

L Po

d H

RS1

Sur

f T2-

AFT

V07T

9223

A - O

MS-

L Po

d H

RS1

Sur

f T3-

AFT

V07T

9925

AX1

138.

5 Y

LH

Z441

.4V0

7T99

72A

X132

4 Y

-98

Z48

8V0

7T99

76A

X134

2.5

Y-1

28.5

Z462

.6V0

7T99

03A

X100

6 Y

-105

Z39

8.4

V07T

9913

AX1

003.

8 Y

LH Z

441.

3

V07T

9976

AX1

342.

5 Y

-128

.5Z4

62.6

V07T

9978

AX1

359.

6 Y

-135

.1Z4

63.1

V07T

9222

AX1

486.

9 Y-

126

Z422

.0V0

7T92

23A

X143

7.2

Y-12

6 Z4

22.0

70.3

27.5

--

13:

59:2

3EI

+914

Loss

of M

CC

real

-tim

e da

ta to

the

wor

ksta

tions

in th

e FC

R a

nd

MER

70.5

--

--

13:

59:2

2EI

+913

Sys

2 LH

Bra

ke S

witc

hing

Vlv

Ret

urn

Tem

p (A

FT) -

sta

rt of

sha

rp

dow

nwar

d te

mpe

ratu

re tr

end

Tem

p tre

ndin

g do

wn

until

loss

of s

igna

l - re

f #8

1V5

8T08

41A

70.7

27.7

--

13:

59:2

6 / 5

9:28

EI+9

17 /

EI+9

19Ab

rupt

incr

ease

in o

ff-no

min

al a

ero

incr

emen

ts.

Abru

pt in

crea

se in

rate

of c

hang

e of

pitc

hing

(13:

59:2

8), r

ollin

g (1

3:59

:28)

and

yaw

ing

(13:

59:2

6) in

crem

ents

. M

agni

tude

of a

ero

incr

emen

ts s

tarti

ng to

exc

eed

abilit

y of

ai

lero

n to

late

rally

trim

the

vehi

cle.

Der

ived

by

ana

lysi

s.

n/a

A.2-

15A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

47.5

dele

ted

Rat

iona

le fo

r del

etio

n: C

omm

dro

pout

(eve

nt 1

4) is

de

lete

d si

nce

prob

ably

nom

inal

due

to c

ompl

etio

n of

ro

ll re

vers

al re

sulti

ng in

ele

vatio

n an

gle

near

ing

60

degr

ees.

48de

lete

dR

atio

nale

for d

elet

ion:

IMU

Vel

ocity

incr

ease

refle

cts

acce

lera

tions

impa

rted

durin

g ro

ll re

vers

al.

Sam

e si

gnat

ure

obse

rved

on

STS-

109.

Nom

inal

eve

nt.

QBA

R =

~42

psf

(~0.

29 p

si);

Mac

h 20

.7

-----

- 32:

13:5

7:00

-----

- EI

+ 7

71 s

ec; W

LE S

tagn

atio

n Te

mp:

~29

00 F

49 --

--

1

3:57

:nn

Body

flap

defle

ctio

n up

3 d

egre

esM

atch

es n

omin

al a

ero

sim

ulat

ion

V90H

6410

C49

.5de

lete

d

49.5

116

.65

X 1

3:57

:09

EI+7

80Fu

sela

ge S

ide

Surf

Ther

moc

pl B

P397

6T -

star

t of o

ff-no

min

al tr

end

(tem

p in

crea

se fo

llow

ed b

y te

mp

drop

/ ris

e)V0

7T92

70A

X148

6.1

Y-1

24.8

Z307

.1

49.5

316

.67

X 1

3:57

:09

EI+7

80Fu

sela

ge L

ower

Sur

face

BF

Ther

moc

pl B

P220

T - s

tart

of o

ff-no

min

al tr

end

(sha

llow

tem

p dr

op)

V07T

9508

AX1

560

Y-11

1.1

Z LW

R

49.5

516

.8 --

1

3:57

:19

/ 29

EI+7

90 /

EI+8

00D

ebris

# 1

6 - V

ery

fain

t deb

ris o

bser

ved

leav

ing

just

aft

of O

rbite

r.(O

ccur

red

over

eas

tern

AZ

and

NM

.)O

bser

vatio

ns b

y pe

rson

nel f

rom

the

Star

fire

Opt

ical

Ran

ge (K

irtla

nd A

ir Fo

rce

Base

, N

M).

Not

e: n

eare

st je

t firi

ngs:

L2L

jet f

iring

at

032:

13:5

6:54

.71

/ 57:

01.1

2 &

032:

13:5

7:46

.35

/ 57:

53.1

2 &

L3L

jet f

iring

at

032

:13:

56:5

4.66

/ 57

:01.

07 &

03

2:13

:57:

46.3

3 / 5

7:53

.10

(all

4 oc

curre

d du

ring

data

dro

pout

s &

wer

e de

term

ined

ba

sed

on in

ject

or te

mps

alo

ne).

Als

o, R

2R

at 0

32:1

3:57

:43.

94 /

57:4

4.42

& R

3R a

t 03

2:13

:57:

43.9

2 / 5

7:44

.40

for 0

.48

secs

ea.

(Ref

Atla

s da

ta a

naly

sis

and

plot

s.)

EOC

2-4-

0148

-2

49.6

16.9

--

13:

57:1

9EI

+790

MLG

LH

Out

bd T

ire P

ress

ure

1 - s

tart

of o

ff no

min

al tr

end

Bit f

lip u

p - o

ff no

min

al th

ru c

ompa

rison

with

prev

ious

flig

hts

V51P

0570

A

49.7

16.9

--

13:

57:2

4EI

+795

MLG

LH

Out

bd T

ire P

ress

ure

2 - s

tart

of o

ff no

min

al tr

end

Bit f

lip u

p - o

ff no

min

al th

ru c

ompa

rison

with

prev

ious

flig

hts

V51P

0572

A

5017

--

13:

57:2

8EI

+799

Left

Low

er W

ing

Skin

Tem

p - O

SLV0

9T10

02A

51 --

--

de

lete

dR

atio

nale

for d

elet

ion:

Orig

inal

ly in

dica

ted

as "S

tart

of

Rol

l trim

in e

levo

ns".

Inse

rted

inde

pend

ently

ear

ly in

th

e in

vest

igat

ion,

but

is b

ette

r def

ined

by

sequ

ence

no

. 54.

"R

oll t

rim" i

s be

tter i

ndic

ated

with

aile

ron

trim

.

5217

--

13:

57:4

3EI

+814

Left

Upp

er W

ing

Skin

Tem

p - O

SLV0

9T10

24A

5319

--

13:

57:5

4EI

+825

Sys

2 LH

Bra

ke S

witc

hing

Vlv

Ret

urn

Tem

p (A

FT) -

sta

rt of

off

nom

inal

tren

dTe

mp

incr

ease

V58T

0841

A

A.2-

16A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

53.5

16.8

--

13:

57:5

3.5

/ 55.

5EI

+824

.5 /

EI+8

26.5

Flar

e 1:

Ass

ymm

etric

al b

right

enin

g of

Orb

iter s

hape

obs

erve

d.(O

ccur

red

over

eas

tern

AZ

and

NM

.)O

bser

vatio

ns b

y pe

rson

nel f

rom

the

Star

fire

Opt

ical

Ran

ge (K

irtla

nd A

ir Fo

rce

Base

, N

M).

Not

e: n

eare

st je

t firi

ngs:

Sam

e as

seq

no.

49

.55

plus

L2L

at 0

32:1

3:58

:00.

50 /

01.4

6 &

L3L

at 0

32:1

3:58

:00.

48 /

01.4

4 (in

bot

h ca

ses

ther

e w

as n

o st

art u

p da

ta, b

ut g

ood

tail

off/s

hutd

own)

- 0.

96 s

ec p

ulse

eac

h.

Also

, R2R

at 0

32:1

3:58

:03.

18 /

09.1

6 &

R3R

at 0

32:1

3:58

:03.

18 /

09.1

6 - (

in b

oth

case

s fir

ings

occ

urre

d du

ring

data

dro

pout

s an

d w

ere

dete

rmin

ed b

y in

ject

or te

mps

).(R

ef A

tlas

anal

ysis

and

plo

ts.)

EOC

2-4-

0148

-4

53.7

16.8

--

13:

57:5

9.5

/ 58:

01.5

EI+8

30.5

/ EI

+832

.5Fl

are

2: A

ssym

met

rical

brig

hten

ing

of O

rbite

r sha

pe o

bser

ved.

(Occ

urre

d ov

er e

aste

rn A

Z an

d N

M.)

Obs

erva

tions

by

pers

onne

l fro

m th

e St

arfir

e O

ptic

al R

ange

(Kirt

land

Air

Forc

e Ba

se,

NM

).N

ote:

sam

e je

t firi

ng in

form

atio

n as

for

even

t seq

no.

s 49

.55

& 53

.5. (

Ref

Atla

s an

alys

is a

nd p

lots

.)

EOC

2-4-

0148

-4

QBA

R =

~52

.5 p

sf (~

0.36

psi

); M

ach

19.8

--

---- 3

2:13

:58:

00 --

----

EI +

831

sec

; WLE

Sta

gnat

ion

Tem

p: ~

2880

F

5420

--

13:

58:0

3

EI+8

34St

art o

f "sh

arp"

aile

ron

trim

incr

ease

An a

brup

t inc

reas

e in

the

rate

of c

hang

e in

th

e ai

lero

n tri

m o

ccur

s ne

ar th

is ti

me,

in

dica

ting

fligh

t con

trol i

s no

w c

ompe

nsat

ing

for i

ncre

asin

gly

asym

met

ric a

erod

ynam

ics.

This

tren

d co

ntin

ues

to L

OS.

(GM

T is

ap

prox

imat

e (1

3:58

:03+

/-10

seco

nds)

.)

V90H

1500

C

54.1

20.3

X 1

3:58

:04

EI+8

35Le

ft fu

sela

ge s

ide

surfa

ce te

mp

BP36

05T

star

ts o

ff-no

min

al

tem

pera

ture

incr

ease

Ref

seq

36.

2 fo

r pre

viou

s ev

ent o

f thi

s se

nsor

V07T

9253

AX1

000.

7 Y-

105

Z35

4.5

54.3

20.5

--

13:

58:0

4 / 5

8:19

EI+8

35 /

EI+8

50In

crea

se in

off-

nom

inal

aer

o in

crem

ents

.Su

bsta

ntia

l inc

reas

e in

rate

of c

hang

e of

ro

lling

(13:

58:0

4) a

nd y

awin

g (1

3:58

:19)

m

omen

t inc

rem

ents

and

initi

al in

dica

tion

of

off-n

omin

al p

itchi

ng m

omen

t inc

rem

ent

(13:

58:0

5).

Der

ived

by

anal

ysis

.

n/a

54.5

22.5

--

13:

58:1

6EI

+847

LMG

Bra

ke L

ine

Tem

p D

- Te

mp

rise

rate

cha

nge

Tem

p ris

e ra

te c

hang

e fro

m 0

.9 F

/min

to

11.7

F/m

in (s

taye

d at

this

rate

to L

OS)

V58T

1703

A

55de

lete

d

55.5

13:

58:2

0EI

+851

Appr

ox V

eh G

rd

Loca

tion:

34.2

N /

-103

.1 W

Altit

ude

2098

00 ft

/ M

ach

19.5

- C

ross

ing

the

New

Mex

ico

/ Tex

as

Stat

e Li

neD

ata

sour

ce: S

TS-1

07 G

PS T

raje

ctor

y D

ata

56de

lete

d

5723

--

13:

58:3

2EI

+863

MLG

LH

Out

bd T

ire P

ress

ure

1 - p

ress

ure

trend

ing

dow

n (to

OSL

)Tr

endi

ng to

OSL

follo

win

g 7

sec

LOS

(initi

atio

n tim

e no

t exa

ct) -

ref #

60V5

1P05

70A

5823

--

13:

58:3

2EI

+863

MLG

LH

Inbd

Tire

Pre

ssur

e 1

- pre

ssur

e tre

ndin

g do

wn

(to O

SL)

Tren

ding

to O

SL fo

llow

ing

7 se

c LO

S (in

itiat

ion

time

not e

xact

) - re

f #64

V51P

0571

A

58.5

--

--

13:

58:3

2EI

+863

MLG

LH

Out

bd W

heel

Tem

p - t

empe

ratu

re tr

endi

ng d

own

(to O

SL)

Tren

ding

to O

SL fo

llow

ing

7 se

c LO

S (in

itiat

ion

time

not e

xact

) - re

f #62

V51T

0574

A



COLUMBIA


A.2-

21A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

Not

e: B

FS d

oes

not h

ave

this

mes

sage

in

the

Faul

t mes

sage

sta

ck.

It is

like

ly th

at

BFS

annu

ncia

ted

this

mes

sage

dur

ing

the

25 s

econ

d ga

p of

no

data

, but

that

if it

was

an

nunc

iate

d it

was

pus

hed

out o

f the

do

wnl

ist s

tack

by

addi

tiona

l fau

lt m

essa

ges

(at l

east

5) a

nnun

ciat

ed d

urin

g th

e ga

p.

9741

--

13:

59:5

2.11

4EI

+943

.114

PASS

Fau

lt M

essa

ge a

nnun

ciat

ion

- L R

CS

LEAK

Dat

a lo

cate

d in

PAS

S fa

ult m

essa

ge b

uffe

r.

Dat

a is

pot

entia

lly e

rror p

rone

. G

ener

ated

w

hen

diffe

renc

e be

twee

n le

ft af

t RC

S ox

idiz

er a

nd fu

el th

erm

odyn

amic

ally

der

ived

qu

antit

ies

is m

ore

than

9.5

% P

VT.

Indi

cate

s a

leak

of e

ither

hel

ium

and

/or

prop

ella

nt O

R th

e te

mpe

ratu

re/p

ress

ure

sens

or re

adin

gs u

sed

to c

ompu

te th

e qu

antit

ies

are

erro

neou

s.

97.3

41.5

--

14:

00:0

1 / 0

3EI

+952

/ EI

+954

Deb

ris B

obs

erve

d le

avin

g th

e O

rbite

rTi

me

is fo

r deb

ris fi

rst s

een

wel

l aft

of

Orb

iter e

nvel

ope.

EOC

2-4-

0024

QBA

R =

nn

psf;

Mac

h nn

--

---- 3

2:14

:00:

00 --

----

EI +

951

sec

; WLE

Sta

gnat

ion

Tem

p: ~

2800

F

9841

--

14:

00:0

1.54

0*EI

+952

.540

BFS

Faul

t Mes

sage

ann

unci

atio

n - L

RC

S LE

AKD

ata

loca

ted

in B

FS fa

ult m

essa

ge b

uffe

r.

Dat

a is

pot

entia

lly e

rror p

rone

. G

ener

ated

w

hen

diffe

renc

e be

twee

n le

ft af

t RC

S ox

idiz

er a

nd fu

el th

erm

odyn

amic

ally

der

ived

qu

antit

ies

is m

ore

than

9.5

% P

VT.

Indi

cate

s a

leak

of e

ither

hel

ium

and

/or

prop

ella

nt O

R th

e te

mpe

ratu

re/p

ress

ure

sens

or re

adin

gs u

sed

to c

ompu

te th

e qu

antit

ies

are

erro

neou

s.

*Tim

e in

fo c

orru

pted

.

9941

--

14:

00:0

1.90

0*EI

+952

.900

BFS

Faul

t Mes

sage

ann

unci

atio

n - L

RC

S LE

AKD

ata

loca

ted

in B

FS fa

ult m

essa

ge b

uffe

r.

Dat

a is

pot

entia

lly e

rror p

rone

. *T

ime

info

cor

rupt

ed.

99.5

41.5

--

14:

00:0

2 / 0

4EI

+953

/ EI

+955

Deb

ris C

obs

erve

d le

avin

g th

e O

rbite

rTi

me

is fo

r deb

ris fi

rst s

een

wel

l aft

of

Orb

iter e

nvel

ope.

EOC

2-4-

0024

100

dele

ted

Rat

iona

le fo

r del

etio

n: m

oved

to 9

5.8

afte

r fur

ther

re

view

of t

he v

ideo

s

A.2-

19A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

8429

.3 --

1

3:59

:32.

195

EI+9

23.1

95AS

A 4

RPC

A&C

Trip

Indi

catio

nLa

ggin

g in

dica

tor o

f ASA

tran

sduc

er

exci

tatio

n sh

ort c

ondi

tion

V79X

4210

EV7

6X42

11E

85de

lete

dR

atio

nale

for d

elet

ion:

mov

ed to

85.

6 af

ter f

urth

er d

ata

revi

ew.

85.5

29.3

--

13:

59:3

2.59

8EI

+923

.598

Left

Out

boar

d by

pass

val

ve re

open

s. A

forc

e fig

ht b

etw

een

chan

nels

1/2

/3 a

nd c

hann

el 4

beg

ins,

resu

lting

in a

diff

eren

ce o

f up

to 0

.5 d

egre

es o

bser

ved

betw

een

the

left

outb

oard

and

inbo

ard

elev

ons

Indi

cate

s a

shor

t in

bypa

ss v

alve

has

gro

wn

suffi

cien

t to

drop

bel

ow v

olta

ge th

resh

old

of

valv

e; R

PC B

is c

urre

nt li

miti

ng.

V58P

0865

A

85.6

29.3

--

13:

59:3

3.68

0EI

+924

.680

BFS

Faul

t Mes

sage

ann

unci

atio

n (1

) - F

CS

CH

4TD

RS-

E D

ata.

Erro

r is

dete

cted

by

ATVC

/ASA

har

dwar

e w

hen

sens

ed d

elta

pr

essu

re a

cros

s ac

tuat

or e

xcee

ds a

lim

it in

dica

ting

the

FCS

chan

nel i

s no

long

er

driv

ing

the

actu

ator

. FC

S C

H 4

failu

re w

ill an

nuni

cate

for a

ny o

f the

follo

win

g: L

IB /

LOB

/ RIB

/ R

OB

elev

on a

ctut

or 4

, rud

der

actu

ator

4, s

peed

brak

e ac

tuat

or 4

, SSM

E 1/

2/3

P/Y

Actu

ator

D, &

L/R

SR

B R

/T

actu

ator

D.

8629

.3 --

1

3:59

:33.

863

EI+9

24.8

63PA

SS F

ault

Mes

sage

ann

unci

atio

n (1

) - F

CS

CH

4TD

RS-

E D

ata

87 1

3:59

:33.

976

EI+9

24.9

76M

aste

r Ala

rm n

oted

8829

.3 --

1

3:59

:34.

518

EI+9

25.5

18Le

ft O

utbo

ard

forc

e fig

ht e

nds,

driv

er c

urre

nts

go to

zer

o.(R

PC B

trip

indi

catio

n).

Lead

ing

indi

cato

r of R

PC B

trip

/ AS

A po

we r

dow

n. I

.e.,

indi

cate

s op

enin

g of

all

bypa

ss

valv

es (d

ue to

RPC

B tr

ip re

mov

ing

pow

er)

on A

SA 4

. Fo

rce

fight

goe

s aw

ay s

ince

ac

tuat

ors

are

alre

ady

at th

e la

st

com

man

ded

posi

tion

(so

chan

nel 4

has

no

hyd

load

on

the

serv

o as

king

for p

ositi

on

chan

ge).

V58P

0865

A

8929

.3 --

1

3:59

:34.

561

EI+9

25.5

61Sp

eedb

rake

forc

e fig

ht b

egin

s (c

ontin

ues

to L

OS)

Indi

cate

s op

enin

g of

all

bypa

ss v

alve

s (d

ue

to R

PC B

trip

rem

ovin

g po

wer

) on

ASA

4.Si

nce

the

spee

dbra

ke is

at z

ero

but i

s be

ing

com

man

ded

to "o

ver-c

lose

" pos

ition

(-10

) th

is re

sults

in a

forc

e fig

ht b

etw

een

chan

nels

1,2

,3 a

nd c

hann

el 4

.

V57P

0260

AV5

7P02

61A

V57P

0262

A

9035

--

13:

59:3

5/36

EI+9

26 /

EI+9

27Si

desl

ip o

n ve

hicl

e ch

ange

s si

gn.

The

even

t occ

urre

d be

twee

n th

e tw

o tim

es

liste

d. J

ust p

rior t

o in

itial

LO

S th

e m

agni

tude

of t

he n

egat

ive

Side

slip

sta

rted

to d

ecre

ase

and

betw

een

59:3

4 an

d 59

:37

side

slip

gre

w fr

om -.

6 to

+.8

deg

. With

this

ch

ange

, the

nor

mal

roll

and

yaw

mom

ents

on

the

vehi

cle

wou

ld c

hang

e si

gn.

Aero

dyna

mic

forc

es d

ue to

sid

eslip

are

now

re

info

rcin

g ae

rody

nam

ic a

sym

met

ry.

A.2-

20A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

9136

--

13:

59:3

6EI

+927

Gro

wth

in B

ank

attit

ude

erro

rU

p un

til th

is ti

me

the

fligh

t con

trol h

ad b

een

able

to m

aint

ain

the

Bank

erro

r aro

und

5 de

g. A

eroj

et D

AP d

rops

left

win

g to

co

mpe

nsat

e fo

r inc

reas

ing

aero

dym

anic

m

omen

ts, c

reat

ing

a ba

nk a

ttitu

de e

rror.

9237

--

13:

59:3

6.8

EI+9

27.8

Aero

jet D

AP R

eque

sts

Third

Rig

ht Y

aw R

CS

Jet (

R4R

)Th

is a

dditi

onal

jet i

s re

quire

d to

cou

nter

act

the

incr

easi

ng a

erod

ynam

ic m

omen

ts o

n th

e ve

hicl

e. T

he R

CS

jet f

ired,

as

expe

cted

an

d st

ayed

on

to e

nd o

f firs

t 5-s

ec p

erio

d of

re

con

data

at 0

32/1

3:59

:37.

4 G

MT.

9338

--

13:

59:3

7.3

EI+9

28.3

Aero

jet D

AP R

eque

sts

Four

th R

ight

Yaw

RC

S Je

t (R

1R)

This

add

ition

al je

t is

requ

ired

to c

ount

erac

t th

e in

crea

sing

aer

odyn

amic

mom

ents

on

the

vehi

cle.

The

RC

S je

t fire

d, a

s ex

pect

ed

and

stay

ed o

n to

end

of f

irst 5

-sec

per

iod

of

reco

n da

ta a

t 032

/13:

59:3

7.4

GM

T.

9439

13:

59:3

7.n

EI+9

28.n

Last

aile

ron

data

The

aile

ron

posi

tion

is n

ow a

ppro

x -5

.2 d

eg

with

app

rox

-2.5

deg

of a

ilero

n tri

m.

The

rate

of c

hang

e of

aile

ron

trim

had

reac

hed

the

max

imum

allo

wed

by

the

fligh

t con

trol

syst

em.

9540

--

13:

59:3

7.39

6EI

+928

.396

End

of 5

sec

ond

perio

d of

re

cons

truct

ed d

ata

End

of fi

rst 5

-sec

onds

of t

he 3

2-se

cond

per

iod

of p

ost-L

OS

data

.St

art o

f app

roxi

mat

ely

25 s

econ

ds o

f no

data

ava

ilabl

eG

MT

deriv

ed b

y M

ER d

ata

pers

onne

l

95.5

40.5

X 1

3:59

:39

/ 1

4:00

:19

EI+9

30 /

EI+9

70Be

ginn

ing

at E

I+93

0 an

d co

ntin

uing

unt

il th

e lo

ss o

f syn

c on

OEX

da

ta (E

I+96

4.4

for P

CM

and

EI+

970.

4 fo

r FD

M),

esse

ntia

lly a

ll of

th

e O

EX d

ata

for t

he e

ntire

veh

icle

bec

omes

erra

tic a

nd fa

ils

95.8

40.7

--

13:

59:4

6 / 4

8EI

+937

/ EI

+939

Deb

ris A

obs

erve

d le

avin

g th

e O

rbite

r - L

arge

deb

ris s

een

fallin

g aw

ay fr

om th

e O

rbite

r env

elop

e.EO

C2-

4-00

18EO

C2-

4-00

24EO

C2-

4-02

09-B

EOC

2-4-

0221

-3EO

C2-

4-02

21-4

9641

--

13:

59:4

6.34

7EI

+937

.347

PASS

Fau

lt M

essa

ge a

nnun

ciat

ion

- RO

LL R

EFM

essa

ge re

triev

ed fr

om P

ASS

"faul

t m

essa

ge b

uffe

r" re

ceiv

ed b

etw

een

14:0

0:04

an

d 14

:00:

05.

Dat

a is

pot

entia

lly e

rror

pron

e. T

he R

OLL

REF

mes

sage

is

trigg

ered

whe

n R

oll c

omm

and

req'

d to

fly

refe

renc

e pr

ofile

falls

bel

ow 3

7 de

gs.

Mes

sage

gen

erat

ion

less

than

10

secs

(5

guid

ance

cyc

les)

afte

r sta

rt of

4 y

aw je

ts

firin

g su

gges

ts u

nexp

ecte

d re

duct

ion

in L

ift

to D

rag

ratio

.

A.2-

18A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

7128

--

13:

59:3

0.66

EI+9

21.6

6St

art o

f R2R

yaw

firin

gLa

st p

ulse

bef

ore

LOS

(sta

yed

on to

end

of

first

5-s

ec p

erio

d of

reco

n da

ta a

t 03

2/13

:59:

37.4

GM

T)

V79X

2634

X

7228

--

13:

59:3

0.68

EI+9

21.6

8St

art o

f R3R

yaw

firin

gLa

st p

ulse

bef

ore

LOS

(sta

yed

on to

end

of

first

5-s

ec p

erio

d of

reco

n da

ta a

t 03

2/13

:59:

37.4

GM

T)

V79X

2638

X

7329

--

13:

59:3

1EI

+922

Obs

erve

d el

evon

def

lect

ions

at L

OS

Left:

-8.1

1 de

g (u

p);

Rig

ht: -

1.15

deg

(up)

V90H

7505

CV9

0H75

55C

73.1

29.3

--

13:

59:3

1.40

0EI

+922

.4FC

S C

hann

el 4

Aer

osur

face

pos

ition

mea

sure

men

ts s

tart

trend

ing

tow

ards

thei

r nul

l val

ues

Indi

cate

s w

orse

ning

failu

re o

f tra

nsdu

cer

exci

tatio

n vi

a a

wiri

ng s

hort

cond

ition

sV5

7H02

53A

(5 H

z)

73.2

29.3

--

13:

59:3

1.47

8EI

+922

.5Al

l FC

S C

hann

el 4

Byp

ass

valv

es c

lose

(ind

icat

ing

bypa

ssed

)Le

adin

g in

dica

tor o

f ASA

fail

(hig

h-ra

teda

ta)

V58P

0915

A

73.3

29.3

--

13:

59:3

1.7

EI+9

22.7

Spee

dbra

ke c

hann

el 4

OI p

ositi

on m

easu

rem

ent i

ndic

ated

su

cces

sive

ly 1

9, 2

0, 2

4 de

gree

s ov

er la

st th

ree

sam

ples

prio

r to

LOS

(sho

uld

be c

lose

d / 0

º).

Spee

dbra

ke w

as c

omm

ande

d to

"o

verc

lose

" (-1

0 de

gree

s), p

ositi

on

mea

sure

men

ts fo

r Cha

nnel

s 1

thru

3 w

ere

0 de

gree

s. S

econ

dary

del

ta p

ress

ure

on C

h 4

wen

t to

zero

, whi

ch in

dica

tes

that

the

chan

nel w

as b

ypas

sed.

Thi

s is

real

dat

a an

d th

e AS

As w

ere

resp

ondi

ng

appr

opria

tely

.

V57H

0253

A(5

Hz)

73.5

29.5

--

13:

59:3

2EI

+923

Obs

erve

d ai

lero

n tri

m a

t LO

STr

im: -

2.3

deg

(V96

H20

45C

- V9

0H15

00C

)

74 --

--

1

3:59

:32

EI+9

23M

-FU

S LT

BL

Tem

p at

x12

15 -

LOS

LOS

V34T

1106

A74

.5 --

--

1

3:59

:32

EI+9

23LH

Aft

Fus

Side

wal

l Tem

p at

x14

10 -

LOS

LOS

V09T

1724

A75

--

--

13:

59:3

2EI

+923

LMG

Bra

ke L

ine

Tem

p A

- LO

SLO

S at

172

.2 F

V58T

1700

A76

--

--

13:

59:3

2EI

+923

LMG

Bra

ke L

ine

Tem

p B

- LO

SLO

S at

154

.2 F

V58T

1701

A77

--

--

13:

59:3

2EI

+923

LMG

Bra

ke L

ine

Tem

p C

- LO

SLO

S at

104

.8 F

V5

8T17

02A

78 --

--

1

3:59

:32

EI+9

23LM

G B

rake

Lin

e Te

mp

D -

LOS

LOS

at 8

8.3

FV5

8T17

03A

79 --

--

1

3:59

:32

EI+9

23Le

ft M

ain

Gea

r Stru

t Act

uato

r Tem

p - L

OS

LOS

at 7

6.3

FV5

8T04

05A

80 --

--

1

3:59

:32

EI+9

23H

yd S

ys 1

LM

G U

plk

Actr

Unl

k Ln

Tem

p - L

OS

LOS

at 5

2.2

FV5

8T01

25A

81 --

--

1

3:59

:32

EI+9

23Sy

s 2

LH B

rake

Sw

Vlv

Ret

urn

Tem

p (A

FT) -

LO

SLO

S at

62.

8 F

V58T

0841

A82

--

--

13:

59:3

2EI

+923

Sys

3 LM

G B

rake

Sw

Vlv

Ret

urn

Line

Tem

p (F

WD

) - L

OS

LOS

at 6

7.3

FV5

8T08

42A

82.7

32.5

--

31:

59:3

2EI

+923

Appr

ox V

eh G

rd

Loca

tion:

32.9

N /

-99.

0 W

Altit

ude

~200

700

ft / M

ach

~18.

1 - N

ear D

alla

s TX

Appr

oxim

ate

Vehi

cle

Gro

und

Loca

tion

at

Loss

of S

igna

l bas

ed o

n G

MT;

Dat

a so

urce

: ST

S-10

7 G

PS T

raje

ctor

y D

ata

82.8

29.3

--

13:

59:3

2.13

0EI

+923

.130

FCS

Cha

nnel

4 fa

il fla

gs ra

ised

(1 H

z) o

n al

l aer

osur

face

act

uato

rsLa

ggin

g in

dica

tor o

f ASA

pos

ition

mea

sure

men

t dis

crep

ancy

V79X

3263

XV7

9X32

68X

V79X

3273

X

V79X

3278

XV7

9X33

34X

V79X

3339

X

8333

--

13:

59:3

2.13

6EI

+923

.136

LOS

(Los

s of

Sig

nal)

Last

val

id d

ownl

ink

fram

e ac

cept

ed b

y O

DR

C -

OI /

BFS

/ PA

SS(T

his

time

has

been

refe

rred

to a

s "L

OS"

thou

ghou

t the

in

vest

igat

ion.

)St

art o

f rec

onst

ruct

ed d

ata

Upp

er R

ight

Aft

(UR

A) Q

uad

Ante

nna

was

se

lect

ed b

y BF

S An

tenn

ae M

anag

e S/

W to

co

mm

unic

ate

with

TD

RS-

W.

The

poin

ting

angl

e to

TD

RS-

W w

as o

ff th

e O

rb ta

il at

-65

degs

and

tren

ding

furth

er in

to b

lock

age.

Prev

exp

erie

nce

/ eng

cal

cs p

redi

ct

prob

able

loss

of c

omm

at e

leva

tion

angl

es

grea

ter t

han

-60

degr

ees.

Los

s of

com

m a

t th

is G

MT

is th

eref

ore

cons

ider

ed n

omin

al.



COLUMBIA


A.2-

22A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

101

43 --

1

4:00

:02.

654

EI+9

53.6

54PA

SS F

ault

Mes

sage

ann

unci

atio

n - L

RC

S LJ

ETD

ata

is p

oten

tially

erro

r pro

ne.

Dat

a lo

cate

din

PAS

S fa

ult m

essa

ge.

Gen

erat

ed w

hen

a le

ft fir

ing

RC

S je

t on

the

left

OM

S po

d ha

s fa

iled

with

a F

AIL

OFF

, FAI

L O

N, o

r FAI

L LE

AK.

102

44 --

1

4:00

:02.

660

EI+9

53.6

60Be

ginn

ing

of 2

se

cond

per

iod

of

reco

nstru

cted

dat

a

Star

t of l

ast 2

-sec

onds

of t

he 3

2 se

cond

per

iod

of p

ost-L

OS

data

. G

MT

deriv

ed b

y M

ER d

ata

pers

onne

l.

103

45 --

1

4:00

:03.

470*

EI+9

54.4

70*

BFS

Faul

t Mes

sage

ann

unci

atio

n - L

OM

S TK

PD

ata

loca

ted

in B

FS fa

ult m

essa

ge b

uffe

r af

ter a

cqui

sitio

n of

dat

a. D

ata

is p

oten

tially

er

ror p

rone

. *T

ime

info

cor

rupt

ed.

Not

e: E

rror i

s an

nunc

iate

d w

hen

left

OM

S ox

idiz

er ta

nk u

llage

pre

ssur

e (V

43P4

221C

) or

fuel

tank

ulla

ge p

ress

ure

(V43

P432

1C) i

s ou

t of l

imits

hig

h or

low

. O

xidi

zer l

imits

- H

igh:

288

psi

; Low

234

psi

; Fue

l lim

its -

Hig

h: 2

88 p

si; L

ow: 2

34 p

si.

Base

d on

the

nom

inal

and

off-

nom

inal

sys

tem

per

form

ance

des

crib

ed a

bove

, it a

ppea

rs th

at th

e fw

d/m

id/a

ft fu

sela

ge, r

ight

win

g, a

nd ri

ght p

od w

ere

still

inta

ct.

Dur

ing

this

fina

l 2 s

econ

d pe

riod

of re

cons

truct

ed d

ata,

the

data

indi

cate

s th

e fo

llow

ing

syst

ems

wer

e nom

inal

:AP

Us

wer

e ru

nnin

g an

d W

SB c

oolin

g w

as e

vide

nt (a

lthou

gh p

oten

tially

ove

rcoo

ling)

. M

PS in

tegr

ity w

as s

till

evid

ent.

Fue

l cel

ls w

ere

gene

ratin

g po

wer

and

the

PRSD

tank

s/lin

es w

ere

inta

ct.

Com

m a

nd n

avai

ds s

yste

ms

in th

e fo

rwar

d fu

sela

ge w

ere

perfo

rmin

g no

min

ally

. R

SB, B

ody

Flap

, mai

n en

gine

, and

righ

t win

g te

mps

ap

pear

ed a

ctiv

e. W

ith th

e ex

cept

ion

of a

n ap

pare

nt F

ES s

hutd

own,

EC

LSS

perfo

rman

ce w

as n

omin

al.

Dur

ing

this

fina

l 2 s

econ

d pe

riod

of re

cons

truct

ed d

ata,

the

data

indi

cate

s th

e fo

llow

ing

syst

ems

wer

e off-

nom

inal

: Al

l thr

ee H

yd s

yste

ms

wer

e lo

st (z

ero

pres

sure

/zer

o rs

vr q

ty's

). T

he le

ft in

bd/o

utbd

ele

von

actu

ator

te

mps

wer

e ei

ther

OSL

or n

o da

ta e

xist

s. W

SB's

app

eare

d to

be

over

cool

ing

APU

lube

oil.

The

FES

app

eare

d to

hav

e sh

utdo

wn.

Maj

ority

of l

eft O

MS

pod

sens

ors

wer

e ei

ther

OSH

or O

SL o

r no

data

exi

sts.

Mul

tiple

BFS

an

d PA

SS fa

ult m

essa

ge a

nnun

ciat

ions

for l

eft p

od h

ardw

are

wer

e fo

und

in th

e bu

ffer.

(Not

e: A

ll of

the

left

RC

S fa

ult m

essa

ges

coul

d be

resu

lt of

a re

al le

ak o

r los

s of

inst

rum

enta

tion.

The

OM

S fa

ult m

essa

ge c

ould

be

a re

al

loss

of p

ress

ure

or in

stru

men

tatio

n pr

oble

m.

Ther

e is

not

eno

ugh

data

to d

eter

min

e th

e tru

e ca

use

of th

e m

essa

ges

asso

ciat

ed w

ith th

e le

ft O

MS

pod.

)

CAU

TIO

N: D

ata

from

this

per

iod

is s

uspe

ct b

ecau

se m

ultip

le b

it er

rors

wer

e ev

iden

t in

this

reco

nstru

cted

dat

a.M

any

of th

e pa

ram

eter

s w

ere

1 H

z da

ta a

nd th

eref

ore

only

one

dat

a sa

mpl

e w

as a

vaila

ble.

Whe

re p

ossi

ble,

hi

gh ra

te d

ata

and/

or c

orro

bora

ting

data

wer

e us

ed to

dra

w s

ubsy

stem

per

form

ance

con

clus

ions

. H

owev

er,

som

e of

the

conc

lusi

ons

draw

n be

low

may

be

in e

rror o

r mis

inte

rpre

ted.

GN

C d

ata

sugg

ests

veh

icle

was

in a

n un

com

man

ded

attit

ude

and

was

exh

ibiti

ng u

ncon

trolle

d ra

tes.

Yaw

rate

w

as a

t the

sen

sor m

axim

um o

f 20

deg/

sec.

The

flig

ht c

ontro

l mod

e w

as in

AU

TO.

(Not

e th

at a

ll N

av-d

eriv

ed

para

met

ers

(e.g

., al

pha)

are

sus

pect

due

to h

igh

rate

s co

rrupt

ing

the

IMU

sta

te.)

Elev

ated

tem

ps a

t bot

tom

bon

dlin

e ce

nter

line

skin

forw

ard

and

aft o

f the

whe

el w

ells

and

at t

he p

ort s

ide

stru

ctur

e ov

er le

ft w

ing

wer

e ob

serv

ed.

EPD

C s

how

s ge

nera

l upw

ard

shift

in M

ain

Bus

amps

and

dow

nwar

d sh

ift in

Mai

n Bu

s vo

lts.

AC3

phas

e A

inve

rter a

ppea

red

disc

onne

cted

from

the

AC B

us.

13:4

4:4

5:4

6:4

7:4

8:4

9:5

0:5

1:5

2

:

53:5

4

:55

:5

6

:

57

:58

:59

14:0

0

:01

GM

T 3

2:

:44

:45

:4

6:4

7:4

8

:4

9:5

0

q =

15

psf

M =

24.

4

Ap

pen

dix

C -

ST

S-1

07 S

um

mar

y E

ntr

y T

imel

ine

32:1

3:44

to

32:

13:5

0 G

.m.t.

Left

Win

g F

ront

Spa

r at

RC

C P

anel

9 -

initi

atio

nof

off-

nom

inal

tren

d in

str

ain

(sm

all i

ncre

ase)

fo

llow

ed b

y a

mor

e si

gnifi

cant

off-

nom

inal

sign

atur

e to

failu

re a

t EI+

495

seco

nds

48:3

9(E

I+27

0)

Ele

vons

and

body

flap

be

com

e ac

tive

47:5

2(E

I+22

3)

Clo

sed

loop

gu

idan

ce b

egin

s49

:07

(EI+

298)

Initi

al r

oll

49:3

2(E

I+32

3)Rol

l jet

s ar

e de

activ

ated

49:1

6(E

I+30

7)

49:4

9 / 4

9:59

(EI+

340

/ 350

)

4 Le

ft O

MS

Pod

Sur

face

tem

pera

ture

s st

art a

n of

f-no

min

al te

mpe

ratu

re tr

end

-co

oler

rise

rate

whe

n co

mpa

red

to p

revi

ous

fligh

ts o

f sam

e in

clin

atio

n

EI +

0 s

ecE

I + 5

1 se

cE

I + 1

11 s

ec

E

I + 1

71 s

ecE

I + 2

31 s

ecE

I + 2

91 s

ec

EI +

351

sec

Ent

ry In

terf

ace

(13:

44:0

9 G

MT

)

48:5

9(E

I+29

0)Le

ft W

ing

RC

C P

anel

9 L

ower

Atta

ch C

levi

s (b

etw

een

RC

C 9

and

10)

-in

itiat

ion

of a

n of

f-no

min

alte

mpe

ratu

re tr

end

(ear

ly te

mpe

ratu

re in

crea

se

com

pare

d to

pre

viou

s fli

ghts

of s

ame

incl

inat

ion)

49:3

9(E

I+33

0)Le

ft W

ing

Fro

nt S

par

Cap

s S

trai

n G

age

show

s ea

rly o

ff no

min

al d

ownw

ard

tren

d (P

CM

3 d

ata

–sn

apsh

ot)

45:3

9(E

I+90

)48

:09

(EI+

290)

16 T

empe

ratu

re S

enso

rs o

n th

e lo

wer

sur

face

to th

e le

ft of

or

atth

e ce

nter

line

expe

rienc

e of

f-no

min

al e

arly

tem

pera

ture

tren

ds (

war

mer

tem

pera

ture

ris

e ra

te

com

pare

d to

pre

viou

s fli

ghts

of O

V-1

02 a

t the

sam

e in

clin

atio

n)

C-1

Bas

ed o

n R

evis

ion

19

of t

he

En

try

Tim

elin

eA.

2-23

App

endi

x A

.2 -

STS-

107

Mis

hap

Inve

stig

atio

n - M

aste

r Tim

e Li

neIn

teg

Tim

e Li

ne T

eam

- R

EV 1

9 B

ASE

LIN

E 6

/5/2

003

1 P

M

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

103.

545

--

14:

00:0

n.nn

nBF

S Fa

ult M

essa

ge a

nnun

ciat

ion

- Ind

eter

min

ant

104

45 --

1

4:00

:0n.

nnn*

BFS

Faul

t Mes

sage

ann

unci

atio

n - S

M1

AC V

OLT

SO

ccur

red

afte

r L O

MS

TK P

mes

sage

. D

ata

is p

oten

tially

erro

r pro

ne.

*Tim

e in

fo

corru

pted

.N

ote:

Erro

r mes

sage

indi

cate

s th

at A

C B

us

3 ph

ase

A, B

, or C

vol

tage

(V76

V170

0A,

V75V

1701

A, V

76V1

702A

) is

out o

f lim

its

high

or l

ow.

Low

lim

it fo

r all

3 pa

ram

eter

s is

10

8VAC

; Hig

h lim

it is

123

VAC

.

105

45 --

1

4:00

:03.

637

EI+9

54.6

37PA

SS F

ault

Mes

sage

ann

unci

atio

n - L

RC

S PV

TD

ata

is p

oten

tially

erro

r pro

ne.

Dat

a lo

cate

din

PAS

S fa

ult m

essa

ge.

Gen

erat

ed w

hen

RC

S Q

uant

ity s

oftw

are

does

not

hav

e en

ough

inpu

t dat

a to

cal

cula

te a

qua

ntity

.At

leas

t one

inpu

t and

its

back

up a

re n

ot

with

in v

alid

rang

es.

106

46 --

1

4:00

:03.

637

EI+9

54.6

37PA

SS F

ault

Mes

sage

ann

unci

atio

n - D

AP D

NM

OD

E R

HC

Dat

a lo

cate

d in

PAS

S fa

ult m

essa

ge b

uffe

r.

Gen

erat

ed w

hen

the

Flig

ht C

ontro

l Sys

tem

(D

AP) d

ownm

odes

from

AU

TO to

CSS

via

an

RH

C d

efle

ctio

n pa

ssed

a th

resh

old.

The

so

ftwar

e pr

oces

s w

hich

logs

the

PASS

m

essa

ge ru

ns e

very

1.9

2 se

cond

s, s

o ev

ent

coul

d ha

ve o

ccur

red

as e

arly

as

14:0

0:01

.717

GM

T. T

he fa

ult m

essa

ge w

as

corro

bora

ted

by a

n in

itial

izat

ion

flag

for t

he

DAP

CSS

roll

stic

k fu

nctio

n in

dica

ting

that

C

SS w

as e

nter

ed d

urin

g th

e da

ta g

ap.

How

ever

, dur

ing

this

fina

l 2 s

ec p

erio

d,

avai

labl

e ve

hicl

e da

ta in

dica

tes

RH

C w

as in

de

tent

& D

AP w

as in

AU

TO.

Dat

a is

po

tent

ially

erro

r pro

ne.

Not

e: B

FS d

ownl

ist b

its in

dica

ting

CSS

m

ode

are

initi

aliz

ed to

"ON

" for

ent

ry

beca

use

BFS

does

not

hav

e an

"Aut

o"

mod

e, is

alw

ays

CSS

, and

will

driv

e th

e ey

ebro

w p

anel

ligh

ts O

N if

eng

aged

. Th

ese

bits

are

alw

ays

on in

BFS

thro

ugh

all o

f O

PS 3

unt

il to

uchd

own.

107

47 --

1

4:00

:04.

826

EI+9

55.8

26En

d of

2 s

econ

d pe

riod

of

reco

nstru

cted

dat

a

Last

iden

tifia

ble

OI D

ownl

ink

fram

eG

MT

deriv

ed b

y M

ER d

ata

pers

onne

l. L

ast

reco

gniz

able

Dow

nlis

t fra

me

(BFS

& P

ASS)

w

as a

ppro

x 60

ms

earli

er.

A.2-

24A

ppen

dix

A.2

- ST

S-10

7 M

isha

p In

vest

igat

ion

- Mas

ter T

ime

Line

Inte

g Ti

me

Line

Tea

m -

REV

19

BA

SELI

NE

6/5

/200

3 1

PM

Not

e: R

ev 1

9 B

ASE

LIN

E up

date

s R

ev 1

8 w

ith th

e ea

ster

n m

ost d

ebris

eve

nts

(ove

r Tex

as) a

nd is

the

timel

ine

used

for t

he F

inal

Rep

ort

Seq

Sum

OEX

GM

TEI

Mile

ston

eEn

try

Even

tR

emar

ksN

o.N

o.D

ata

GM

T D

ay 3

2se

csM

SID

/ ID

107.

1 --

--

1

4:00

:05.

2 / 0

6.2

EI+9

56.2

/EI

+957

.2La

te F

lash

1Su

dden

brig

hten

ing

of th

e O

rbite

r env

elop

eEO

C2-

4-00

18EO

C2-

4-00

24EO

C2-

4-02

09-B

EOC

2-4-

0221

-3EO

C2-

4-02

21-4

107.

15 --

--

1

4:00

:06.

2 / 0

7.2

EI+9

57.2

/EI

+958

.2La

te F

lash

2Su

dden

brig

hten

ing

of th

e O

rbite

r env

elop

e,

follo

wed

by

a sh

ower

of d

ebris

see

n af

t of

the

Orb

iter e

nvel

op d

urin

g th

e ne

xt 4

se

cond

s (s

how

er s

een

only

in E

OC

2-4-

0221

4)

EOC

2-4-

0018

EOC

2-4-

0024

EOC

2-4-

0209

-BEO

C2-

4-02

21-3

EOC

2-4-

0221

-4

107.

2 --

--

1

4:00

:08

/ 12

EI+9

59 /

EI+9

63D

ebris

DD

ebris

firs

t see

n sl

ight

ly a

ft of

Orb

iter

enve

lope

and

beg

ins

gene

ratin

g its

ow

n tra

ilEO

C2-

4-00

18EO

C2-

4-02

09-B

EOC

2-4-

0221

-3EO

C2-

4-02

21-4

107.

25 --

--

1

4:00

:09

/ 13

EI+9

60 /

EI+9

64D

ebris

ED

ebris

firs

t see

n af

t of D

ebris

�D�

EOC

2-4-

0209

-BEO

C2-

4-02

21-3

EOC

2-4-

0221

-4

107.

3 --

--

1

4:00

:10

/ 14

EI+9

61 /

EI+9

65D

ebris

FD

ebris

firs

t see

n af

t of O

rbite

r env

elop

e,

whi

ch fo

r a s

hort

time

begi

ns g

ener

atin

g its

ow

n tra

il

EOC

2-4-

0209

-BEO

C2-

4-02

21-4

107.

4 --

--

1

4:00

:13

/ 17

EI+9

64 /

EI+9

68D

ebris

Sho

wer

Mul

tiple

deb

ris s

een

imm

edia

tely

aft

of th

e or

bite

r env

elop

e ov

er th

e ne

xt 2

sec

onds

EOC

2-4-

0209

-BEO

C2-

4-02

21-5

107.

547

.5X

14:

00:1

3.43

9EI

+964

.439

OEX

PC

M lo

ss o

f syn

c

108

dele

ted

Rat

iona

le fo

r del

etio

n: m

oved

to 9

7.3

afte

r fur

ther

re

view

of t

he v

ideo

s

109

dele

ted

Rat

iona

le fo

r del

etio

n: m

oved

to 9

9.5

afte

r fur

ther

re

view

of t

he v

ideo

s

109.

348

.3 --

1

4:00

:17.

8/18

.8EI

+968

.8 /

EI+9

69.8

Cat

astro

phic

Eve

nt o

f an

unkn

own

natu

re (f

orm

ally

refe

rred

to a

s �M

ain

Body

Bre

akup

) con

sist

ing

of a

sud

den

brig

hten

ing

of th

e O

rbite

r env

elop

e fo

llow

ed b

y a

defin

itive

cha

nge

in th

e ch

arac

ter o

f th

e tra

il

Num

erou

s de

bris

see

n af

t of O

rbite

r en

velo

pe o

ver t

he n

ext 1

0 se

cond

s,

follo

wed

by

disi

nteg

ratio

n of

the

mai

n O

rbite

r env

elop

e in

to m

ultip

le p

iece

s

MIT

-DVC

AM-0

001

EOC

2-4-

0018

EOC

2-4-

0024

EOC

2-4-

0209

-BEO

C2-

4-02

21-3

EOC

2-4-

0221

-4

109.

548

.5X

14:

00:1

9.44

EI+9

70.4

4FD

M1

A en

d of

dat

a

110

dele

ted

Rat

iona

le fo

r del

etio

n: m

oved

to 1

09.3

afte

r fur

ther

re

view

of t

he v

ideo

s

111

50 --

1

4:00

:53

EI+1

004

End

of P

eak

Hea

ting

Det

erm

ined

by

anal

ysis

. Th

e pe

ak h

eatin

g pe

riod

repr

esen

ts th

e ap

prox

imat

e tim

e pe

riod

durin

g w

hich

the

heat

ing

rate

has

fla

ttene

d ou

t at o

r nea

r its

max

imum

val

ue.

= E

xpec

ted/

Nom

inal

per

form

ance

or e

vent

nn

= da

ta s

till n

eede

d



COLUMBIA


Appendix DSubsystem Data Review Summary Report

D-1

Table of Contents

D.1 INTRODUCTIOND.2 AUXILIARY POWER UNIT SUBSYSTEM PERFORMANCE

EVALUATIOND.3 HYDRAULICS/WATER SPRAY BOILER SUBSYSTEM PERFORMANCE

EVALUATIOND.4 MAIN PROPULSION SUBSYSTEM PERFORMANCE EVALUATIOND.5 ORBITAL MANEUVERING SUBSYSTEM PERFORMANCE

EVALUATIOND.6 REACTION CONTROL SUBSYSTEM PERFORMANCE EVALUATIOND.7 FUEL CELL POWERPLANT SUBSYSTEM PERFORMANCE

EVALUATIOND.8 POWER REACTANT STORAGE AND DISTRIBUTION SUBSYSTEM

PERFORMANCE EVALUATIOND.9 ATMOSPHERIC REVITALIZATION SUBSYSTEM PERFORMANCE

EVALUATIOND.10 PRESSURE CONTROL SUBSYSTEM PERFORMANCE EVALUATIOND.11 ACTIVE THERMAL CONTROL SUBSYSTEM PERFORMANCE

EVALUATIOND.12 SUPPLY AND WASTE WATER MANAGEMENT SUBSYSTEM

PERFORMANCE EVALUATIOND.13 AIRLOCK SUBSYSTEM PERFORMANCE EVALUATIOND.14 SMOKE AND FIRE SUPPRESSION SUBSYSTEM PERFORMANCE

EVALUATIOND.15 PASSIVE THERMAL CONTROL SUBSYSTEM PERFORMANCE

EVALUATIOND.16 MECHANICAL SUBSYSTEM PERFORMANCE EVALUATIOND.17 LANDING AND DECELERATION SUBSYSTEM PERFORMANCE

EVALUATIOND.18 PURGE, VENT AND DRAIN SUBSYSTEM PERFORMANCE

EVALUATIOND.19 ELECTRICAL POWER DISTRIBUTION AND CONTROL SUBSYSTEM

PERFORMANCE EVALUATIOND.20 DATA PROCESSING SYSTEM PERFORMANCE EVALUATIOND.21 FLIGHT CONTROL SYSTEM PERFORMANCE EVALUATIOND.22 INERTIAL MEASUREMENT UNIT PERFORMANCE EVALUATIOND.23 STAR TRACKER SUBSYSTEM PERFORMANCE EVALUATIOND.24 NAVIGATIONAL AIDS SUBSYSTEM PERFORMANCE EVALUATIOND.25 S-BAND SUBSYSTEM PERFORMANCE EVALUATIOND.26 KU-BAND SUBSYSTEM PERFORMANCE EVALUATIOND.27 INSTRUMENTATION SUBSYSTEM PERFORMANCE EVALUATIOND.28 DISPLAYS AND CONTROLS SUBSYSTEM PERFORMANCE

EVALUATIOND.29 MULTIFUNCTION ELECTRONIC DISPLAY SUBSYSTEM

PERFORMANCE EVALUATION

13:4

4:4

5:4

6:4

7:4

8:4

9:5

0:5

1:5

2

:

53:5

4

:55

:5

6

:

57

:58

:59

14:0

0

:01

GM

T 3

2: :54

:55

:56

:57

:58

EI +

591

sec

EI +

651

sec

EI +

711

sec

EI +

771

sec

EI +

831

sec

q =

29

psf

M =

22.

7q

= 4

0 p

sfM

= 2

1.4

Com

m12

55:3

3

Fla

sh E

vent

1

and

Deb

ris 6

54:3

3.3

/ 37

Deb

ris S

how

er A

Deb

ris e

vent

s 8-

10

55:0

4 / 1

9

Sta

rt o

f slo

w a

ilero

n tri

m c

hang

e54

:20

(EI+

611)

LMG

bra

ke li

ne te

mp

B, s

trut a

ctua

tor

tem

p, a

nd h

ydsy

s 3

LMG

bra

ke s

witc

hing

val

ve re

turn

line

te

mpe

ratu

res

begi

n un

usua

l tem

pera

ture

incr

ease

s

54:1

0(E

I+60

1)55

:12

(EI+

663)

Left

mid

-fus

(Xo1

215)

and

left

aft-

fus

(Xo1

410)

bond

lines

begi

n un

usua

l tem

p in

crea

ses

54:2

2(E

I+61

3)M

idfu

spo

rt s

ill lo

nger

on(X

o121

5)be

gins

unu

sual

tem

p in

crea

se55

:41

(EI+

692)

Deb

ris e

vent

s 11

, 11A

, B, C

an

d 12

-15

55:3

5

56:

13

Com

m11

54:2

256

:03

Com

m13

Deb

ris e

vent

16

and

Fla

res

1 an

d 2

57:1

9

58:0

1.5

Firs

t Rol

l Rev

ersa

l

56:3

0

5

6:55

Grd

Loca

tion:

CA

/NV

sta

te li

ne54

:25

Grd

Loca

tion:

NV

/UT

sta

te li

ne55

:32

Grd

Loca

tion:

AZ

/NM

sta

te li

ne56

:45

Str

ain

gage

s (3

) in

the

mid

dle

of th

e up

per

surf

ace

of th

e le

ft w

heel

wel

l see

hig

h st

rain

(V

12G

9156

A, 1

57A

, 158

A)

–P

CM

3 d

ata

54:3

9(E

I+63

0)

56:2

4(E

I+73

5)

Con

tinue

d fro

m

prev

ious

pag

eM

ajor

ity o

f lef

t win

g m

easu

rem

ents

faili

ng

57:5

4(E

I+82

5)

Left

win

g lo

wer

/ up

per

skin

tem

ps tr

end

dow

n an

d fa

il O

SL

56:0

3(E

I+71

4)56

:43

(EI+

754)

Hyd

sys

2 LH

bra

ke s

witc

hing

va

lve

(V58

T08

41A

) be

gins

un

usua

l tem

p in

crea

se

Fou

r LM

G h

ydra

ulic

line

tem

pera

ture

s an

d th

e LM

G s

trut

act

uato

r te

mp

-al

lsh

ow a

tem

p ris

e ra

te c

hang

e

56:5

3(E

I+76

4)56

:16

(EI+

727)

Left

win

g X

o104

0 sp

ar w

eb s

how

s in

crea

se in

st

rain

(V

12G

9166

A &

167

A)

–P

CM

3 d

ata

54:3

9(E

I+63

0)

Deb

ris e

vent

s 4

& 5

54:0

0 / 1

1D

ebris

eve

nts

7 &

7A

55:2

1 / 2

9

2 le

ft fu

ssi

dew

all s

urfa

ce te

mps

sta

rt a

n of

f-no

min

al te

mp

decr

ease

follo

win

g th

e of

f-no

min

al in

crea

se b

egun

at E

I+56

054

:29

/ 34

(EI+

620

/ 625

)

57:0

9(E

I+78

0)

Aft-

mos

t lef

t fus

side

wal

l sur

face

tem

p st

arts

an

off-

nom

inal

tren

d –

slig

htte

mp

rise

follo

wed

by

drop

/ ris

e

Rev

ersa

l in

tren

d of

der

ived

ro

lling

mom

ent

54:0

9(E

I+60

2)

Ap

pen

dix

C -

ST

S-1

07 S

um

mar

y E

ntr

y T

imel

ine

32:1

3:44

to

32:

13:5

0 G

.m.t.

Bas

ed o

n R

evis

ion

19

of t

he

En

try

Tim

elin

e

C-3

13:4

4:4

5:4

6:4

7:4

8:4

9:5

0:5

1:5

2

:

53:5

4

:55

:5

6

:

57

:58

:59

14:0

0

:01

GM

T 3

2:

:58

:59

:00

:01

EI +

831

sec

EI +

891

sec

EI +

951

sec

EI +

101

1 se

c

q =

63.

5 p

sfM

= 1

8.7

Sta

rt o

f sha

rp a

ilero

n tr

im

chan

ge

58:0

3(E

I+83

4)

Sta

rt o

f tw

o ya

w je

ts

firin

g (R

2R a

nd R

3R)

59:3

0

59:3

1 / 3

4

AS

A 4

fails

LMG

dow

nloc

kin

dica

tion

tran

sfer

red

ON

LMLG

tire

pre

ssur

es a

nd

tem

pera

ture

s de

cay

to O

SL;

B

FS

Fau

lt M

essa

ges

(4)

58:3

2

58:5

659

:06

Abr

upt i

ncre

ase

in r

ate -

of-c

hang

e of

of

f-no

min

al a

ero

incr

emen

ts –

yaw

ing

(59:

26),

pitc

hing

and

rolli

ng (5

9:28

)

59:2

6 / 2

8

Grd

Loca

tion:

NM

/TX

sta

te li

ne58

:20

13:5

9:46

/ 1

3:59

:48

Deb

ris B

Obs

erve

d14

:00:

01 /

14:0

0:03

Deb

ris C

Obs

erve

d14

:00:

02 /

14:0

0:04

Cat

astr

ophi

c E

vent

-O

nset

of

Veh

icle

Mai

n B

ody

Bre

akup

14:0

0:17

.8 /

14:1

8:8

13:5

9:37

.396

13:5

9:32

.136

Per

iod

of

reco

nstr

ucte

dte

lem

etry

dat

a

14:0

0:04

.826

(E

nd o

f Dat

a)14

:00:

02.6

60

No

dow

nlis

t/ d

ownl

ink

data

(~2

5 se

cond

s)

Deb

ris A

Obs

erve

d

PA

SS

and

BF

S F

ault

Mes

sage

s

13:5

9:48

.347

/14

:00:

03.6

37

–S

igni

fican

t obs

erva

tions

reg

ardi

ng th

e ap

prox

2-s

econ

ds o

f da

ta a

t the

end

of t

he 3

2-se

cond

per

iod

•H

ydsu

pply

pre

ssur

es w

ere

read

ing

zero

psi

and

rese

rvoi

r qua

ntiti

es w

ere

at z

ero

perc

ent (

all 3

sys

)•

The

AP

Us

wer

e ru

nnin

g•

Fue

l cel

ls w

ere

prod

ucin

g po

wer

and

the

PR

SD

sys

tem

w

as in

tact

•E

CLS

S p

erfo

rman

ce a

ppea

red

nom

inal

•G

NC

dat

a su

gges

ts v

ehic

le w

as in

an

un-c

omm

ande

dat

titud

e an

d w

as e

xhib

iting

unc

ontr

olle

d ra

tes

•F

light

con

trol m

ode

was

in A

UT

O

–O

bser

vatio

ns r

egar

ding

the

appr

oxim

ate

5-se

cond

sof

dat

a at

the

star

t of t

he 3

2-se

cond

per

iod

•S

ubsy

stem

dat

a in

dica

ted

subs

yste

ms

wer

e fu

nctio

ning

nom

inal

ly a

t the

end

of t

he 5

-sec

ond

perio

d w

ith th

e ex

cept

ion

of th

ose

prev

ious

ly

repo

rted

ano

mal

ies

and

the

failu

re o

f AS

A 4

no

ted

here

Gro

wth

in b

ank

attit

ude

erro

r

Aer

ojet

DA

P re

ques

ts fi

ring

of th

ird

(R4R

) and

four

th y

aw je

ts (R

1R)

Sid

eslip

on

vehi

cle

chan

ges

sign

59:3

6

59:3

6.8

/ 37.

4

59:3

5 / 3

6

LOS

(Las

t Fra

me

Acc

epte

d by

O

DR

C)

(13:

59:3

2.13

6 G

MT

)P

CM

Dat

a Lo

ss o

f Syn

c 14

:00:

13 G

MT

FD

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C-2



COLUMBIA



D-2

D.30 AIR DATA TRANSDUCER ASSEMBLY HARDWARE PERFORMANCE EVALUATION


D-5

range. APU 1 operated satisfactorily d uring the flight control subsystem (FCS) checkout.

D2.4 Entry Performance

The APU subsystem had no off-nominal events, deviations from nominal, or unusual data other than one-bit data hits through the final loss of data at 32:14:00:04 G.m.t. (LOS +32 seconds). Analysis indicates that no APU subsystem hardware contributed directly or indirectly, or was in any way associated with the cause of the loss of the Orbiter.

The thrust vector control (TVC) isolation valves of two of the three hydraulic systems are opened during hydraulic normal pressure to stow the Space Shuttle main engine (SSME). These periods of load on the corresponding APUs are evidenced in the APU turbine-speed and chamber-pressure plots. APU performance was nominal during the stowing of the SSMEs on the STS-107mission.

Subsystem performance during the final 32-second period (LOS+32) of reconstructed data was within specifications and was as expected except for lower APU lubrication oil and bearing temperatures in the final 2-second period.This may be attributed to loss of all hydraulic loads as a result of loss of all hydraulic main pump pressure in all three hydraulic systems and/or possibly to a hydraulic water spray boiler (WSB) overcooling condition.

The APU group performed a review of the APU 1 revolutions per minute (RPM) signature during the final 2-second segment of the 32 seconds period of reconstructed data. The latest version (07) of the 32-second period of reconstructed data was used, and all APU parameters were re-reviewed. The5-second segment and final 2-second segment indicate that the three APUs were functioning nominally to the end of data (32:14:00:05 G.m.t.).

Specifically with regard to the last 2 seconds of the reconstructed data, the APU 1 RPM signature was somewhat different than normal, and warranted special review, including consultation with the vendor, Hamilton Sundstrand Corp. (HSC). The portion of the cycle obtained is only the ramp-down, or turbine wheel spin-down. It was different from other cycles in that it started at a higher speed (112.9-percent) and ramped down slower (105.5-percent at end of data and still decreasing).

From an operational viewpoint, the APU is speed-controlled by a digital controller operating an on-off valve that sends pulses of fuel to the APU at a frequency of approximately once per second. The actuation of an elevon or any other increase in hydraulic load will cause the valve-pulsing frequency as well as the valve-on time to increase because of the increased hydraulic load. The controller set points for normal-speed operation are 102-104 percent, which results in a


D-3

D.1.0 INTRODUCTION

The results of the subsystem data reviews are documented in Appendix D. The report summarizes the results of the data reviews conducted by each of the subsystem teams. The report covers all mission phases and indicate that although there was evidence in the data of the impending catastrophic failure, all of the Columbia vehicle active systems were performing nominally until the final minute prior to breakup.


D-4

D2.0 AUXILIARY POWER UNIT PERFORMANCE EVALUATION

D2.1 Executive Summary

The auxiliary power unit (APU) subsystem performed nominally during all phases of the mission. During entry, all APU parameters were nominal at loss-of-data.

Data during entry through the initial Orbiter loss of signal (LOS), prior to the 32-second (LOS+32) period of reconstructed data, showed nothing off nominal except for one-bit data hits in nine measurements. Data obtained from the final 32-second period of reconstructed data were comprised of an initial 5 -secondperiod, followed by a 25-second period of no data, concluding with a final2-second period of data. The 5-second and 2-second data periods contained many data hits, which required extensive evaluation to extract valid data.Evaluation concluded that all three APUs were operating properly at normal speed through the final loss o f all data (LOS+32 seconds) with all three hydraulic systems having lost all hydraulic main-pump pressure.

The APU subsystem had no off-nominal events, deviations from nominal, or unusual data other than one-bit data hits through the initial LOS period. Analysisindicates that no APU subsystem hardware contributed directly or indirectly, or was in any way associated with the cause of the loss of the Orbiter.

D2.2 Pre-launch/Ascent Performance

APU subsystem performance was nominal during the pre-launch/ascent phase.Two minor observations are noted in the following paragraphs.

A small-temperature-drop in the APU 2 injector tube temperature, which was recorded at approximately 16:15:39 G.m.t., was initially reported as caused by a suspected loose spring clip. However, following an investigation of the hydraulic loads data during this period and a comparison with data from the previous mission (STS-109) of this vehicle, it has now been concluded that the temperature drop was a normal APU response to a drop in hydraulic load.

Movement of a small amount of hydrazine in the APU 2 fuel pump seal cavity drain line is suspected to have caused a small temperature rise and drop in the APU fuel pump drain line temperature 2 near main engine cutoff (MECO). This event is not considered to be anomalous.

D2.3 On-Orbit Performance

APU subsystem performance was nominal during the on-orbit phase. The APU heater systems maintained all APU systems within the nominal temperature



COLUMBIA



D-9

temperature sensor D began an anomalous rise in temperature at32:13:52:17 G.m.t. Within 24 seconds, at 32:13:52:41 G.m.t., the left MLG brake-line temperature sensors A and C also initiated a temperature rise.

Four Orbiter vehicle left-side elevon actuator hydraulic return-line thermal sensors indicated an off-scale low (OSL) temperature of –76 °F. The sensors indicating OSL were as follows:

1. System 3 left outboard elevon (LOE) actuator return line;2. System 1 left inboard elevon (LIE) actuator return line;3. System 1 LOE actuator return line; and4. System 2 LIE actuator return line.

The hydraulic system reservoir fluid quantities and all HYD/WSB subsystem temperatures and pressures appeared stable, indicating no subsystem leaks or instability. At that time, the water spray boilers were operating and the spray cooling was nominal. Initial discussions of the situation led to the conclusion that the data dropout of the elevon actuator return lines was caused by a dedicated signal conditioner (DSC) card dropout. Continued monitoring of the in-flight data indicated nominal HYD/WSB subsystem operation, despite the four elevon return-line temperature-sensor dropouts. The data analysis indicated that the four elevon-actuator sensor dropouts were slightly staggered within a time span of approximately 26 seconds, beginning at 32:13:53:10 G.m.t. The system 3 LOE actuator return-line and the system 1 LIE actuator return-line went OSL within 1 second of each other followed by the syste m 1 LOE actuator return-lineand the system 2 LIE actuator return-line going OSL within 2 seconds of each other beginning 24 seconds after the first sensor began going OSL (system 3 LOE actuator return line) and 1 minute, 19 seconds following the first indicatedanomalous temperature sensor rise indication in the left MLG wheel well.

Within 10 seconds of the last elevon-actuator return-line sensor going OSL, the left MLG brake-line temperature sensor A began an increase in rise rate, 1 minute, 5 seconds following the initial temperature increase on this sensor.Within 23 seconds, at 32:13:54:10 G.m.t., the left MLG brake-line temperature-sensor B initiated a temperature increase, the first anomalous response indicated on this sensor. Within the next 1 minute, 2 seconds, the left MLG strut actuator sensor and the left MLG system 3 brake-line return line temperature also initiated an indicated rise in temperature. At this point, it was 2 minutes, 55 seconds elapsed time since the first anomalous thermal sensor temperature increase indicated in the left-hand wheel well.

At 32:13:56:16 G.m.t., 3 minutes and 59 seconds after the first anomalous condition was noted in the hydraulic subsystem, the left MLG uplock actuator sensor initiated an anomalous rise in temperature. Within the next 37 seconds, the following four thermal sensors exhibited a change to an increasing rate of rise in temperature:


D-7

D.3.0 HYDRAULICS/WATER SPRAY BOILER SUBSYSTEM PERFORMANCE EVALUATION


The hydraulics/water spray boiler (HYD/WSB) subsystem performed nominallyduring all phases of the mission. However, evidence of the event that led to the loss of the Orbiter was apparent in hydraulic subsystem parameters during the entry. Initially, this evidence was the loss of data from four left-hand elevon return-line temperature sensors and the anomalous temperature rise of eight temperature sensors in the left-hand wheel well. Finally, this evidence included the indication that the hydraulic subsystem had been breached and all three systems were lost.

All HYD/WSB subsystem parameters were functioning nominally and all subsystem parameters were within nominal ranges up until vehicle LOS. The HYD/WSB MER personnel were aware of the off-scale low (OSL) indication on the four left-hand elevon return line temperature sensors when the OSL indication occurred in flight. Post-flight analysis indicated that a total of 12 hydraulic subsystem thermal sensors had anomalous indications. These sensors included the four left-hand elevon return-line temperature sensors that went OSLand eight temperature sensors in the left-hand wheel well that indicated off-nominal increases in temperature. The off-nominal responses indicated by the 12 hydraulic subsystem temperature sensors is not indicative of any anomaly in the HYD/WSB subsystem operation but are an indication of an entry thermal event that led to the loss of the Orbiter.

The post-LOS reconstructed data covered a time period of 32 seconds and consisted of 5 seconds of data followed by a gap of 25 seconds followed by a final 2 seconds of data. Although both the 5 - and 2-second data strings provided additional insightful data, both segments were characterized by, in some cases, multiple data hits. The final 2 seconds of data indicated that sometime in the previous 25-second data gap, the hydraulic subsystems were apparently breached. The final 2 seconds of data indicated hydraulic subsystem main pump (system) pressure at 0 psia on all three systems. The hydraulic reservoir pressures likewise indicated 0 psia and indicated reservoir quantities of 0 percent on all three systems.

D.3.2 Pre-launch/Ascent Performance

The hydraulics/water spray boiler (HYD/WSB) subsystem performed nominally during the pre-launch and ascent phases of the mission.


D-8

Circulation pump operation during pre-launch was nominal. Two bootstrap accumulator recharges occurred during the pre-launch operations. The first recharge occurred in system 1 (2192 to 2465 psia) and the second in system 3 (2143 to 2465 psia).

The three HYD/WSB systems were activated at T minus 5 minutes prior to launch. During ascent, the three thrust vector control (TVC) isolation valves were open. The three priority valves cracked within the required time limit of less than 1 second. The three hydraulic systems pressures were within the required range of 3050 - 3200 psia. The reseating of the priority valves at APU shutdown was nominal.

The water spray boiler system cores were loaded with approximately 5.0 lb of the additive mixture (53-percent water; 47-percent Propylene Glycol Monomethyl Ether (PGME). The WSB-ready indication was exhibited on all three WSB systems shortly after the water spray boiler gaseous nitrogen (GN2) isolation valves were opened during pre-launch operations. Nominal WSB cooling performance was observed on all three HYD/WSB systems. System 3 initiated spray cooling approximately 6 seconds after MECO while systems 2 and 1 started approximately 32 seconds and 1 minute 32 seconds after MECO, respectively. No APU lubrication oil overcooling or undercooling conditions occurred. Water spray boiler water usage during ascent for spray cooling was within allowable limits.

D.3.3 On-Orbit Performance

The HYD/WSB subsystem performed nominally throughout the on-orbit phase of the mission. No deviations from the nominal were observed during the on-orbitoperations.

D.3.4 Entry Performance

The HYD/WSB subsystem performed nominally throughout the entry phase of the mission until loss of data. The data review indicates that no HYD/WSB subsystem hardware contributed directly or indirectly, or was in any way associated with the cause of the loss of the Orbiter. However, evidence of the event that led to the loss of the Orbiter was apparent in hydraulic subsystem parameters and is discussed in this section.

Post-mission analysis of the HYD/WSB subsystem data involved plotting high-rate data for all system parameters and examining the high-rate data for any anomalous indications. The data analysis indicated a thermal effect in the Orbiter vehicle left-hand main landing gear (MLG) wheel well as indicated by eight hydraulic system thermal sensors. It was determined that all HYD/WSB entry/landing operations and thermal sensor responses appeared nominal up to 32:13:52:17 G.m.t. Analysis of the data indicated that the left MLG brake-line


D-6

turbine-speed-band of about 102-110 percent, based on the designed valve response time and a programmed controller response time. When APU high-speed operation is selected in the cockpit, the controller set points are112-114 percent, with resulting turbine -speed-band of about 112-117 percent.

The 112.9-percent data point is not indicative of high-speed operation, but is assessed as a data hit (bad data) for the following reasons:

1. The speed continues to ramp down below the high-speed set points and high-speed band;

2. The drop from 112.9 to 109.6 percent is 5 time-bit values, but would be only one or two for a real spin-down;

3. The remaining good data (109.6-105.5 percent) is a good, smooth, normal-speed signature, but at a slower spin-down rate, and it did not reach the lower set point by the end-of-data. This latter fact is the result of the loss of hydraulic fluid in the hydraulic system sometime during the25-second gap in the period of reconstructed data. The APU is spinning an empty pump without load or pressure; this same effect was seen during an APU test at White Sands Test Facility June 5, 2001, when the hydraulic pump lost fluid and ran for 21 seconds before shutdown;

4. The 112.9-percent data point was extracted from a section of telemetry data for which a low-level of confidence exists for its accuracy;

5. The high-speed switch-scan data showed normal speed for APU 1. The switch-scan data were suspect for APU 2, and the switch-scan data were not available for APU 3; and,

6. No APU caution and warning indications occurred throughout the entry run, thus giving additional confirmation that the three APUs were operating nominally in normal speed and were not switched (commanded) to highspeed.

However, in the remote possibility that the 112.9-percent data point were real data, it could possibly be explained by events in the Orbiter causing the controller set point to drift, degrading the valve response time, or perhaps causing a mechanical binding that could induce a shut off valve internal leak to the gas generator. It would not be indicative of high-speed operation.

In summary, the turbine speed was nominal for all three APUs up until loss of data at 32:14:00:04.7 G.m.t., and was indicative of normal speed. In addition, APU 2 exhibited a chamber pressure pulse that ended at this time; this pulse was typical of normal-speed pulses. Switch scans did not show a switch to high-speed. Although a switch position change could have been executed during the 25-second gap, the subsequent three RPM signatures and the one pulse signature indicate normal speed. The hydraulic system reservoirs were shown to have no oil at this time (last two seconds), with the APUs driving empty pumps, lubricated by residual hydraulic fluid.



COLUMBIA



D-10

1. Left MLG system 3 brake return line sensor; and2. Left MLG brake-line temperature sensors C and B, and the left MLG strut

actuator sensor.

At this point, it was 4 minutes, 36 seconds since the first anomalous thermal sensor temperature increase was indicated in the left-hand wheel well. Within1 minute, 1 second, at 32:13:57:54 G.m.t., the system 2 left-hand brake switch valve return line initiated an anomalous rise in temperature. This was the last of the eight anomaly-affected sensors in the left-hand wheel well to indicate a rise in temperature. At 32:13:58:16 G.m.t., the left MLG brake-line temperature sensorD indicated a change to a rapid increase in the temperature. Sixteen seconds later, the system 2 left-hand brake switch valve return line also initiated a rapid increase in the temperature rise-rate. This sensor indicated the most rapid rise rate of all the left-hand wheel-well thermal sensors, indicating a rate of approximately 40 °F/min. This occurred at an elapsed time of 6 minutes,15 seconds since the first hydraulic subsystem thermal sensor temperature increase was indicated in the left-hand wheel well.

Loss-of-signal from the vehicle occurred at 32:13:59:32 G.m.t., at which time all hydraulic subsystem sensor downlink data were lost. The elapsed time from the indication of the first sensor temperature indicating an anomalous temperature rise in the left-hand wheel well to LOS was 7 minutes, 15 seconds. At LOS, all of the thermal sensors within the left-hand wheel well, though rising, were all still below redline limits.

It should also be noted that, unlike other sensors that were still trending upward at LOS, the system 2 brake switching -valve return-line temperature sensor and the left MLG brake-line temperature sensor A, which had exhibited the greatest temperature rise rate, very briefly flattened and then exhibited a decrease(approximately 3 °F) prior to LOS. The reason for this is unknown.

The post-LOS period of reconstructed data covered a time period of 32 seconds and consisted of 5 seconds of data followed by a gap of 25 seconds followed by a final 2 seconds of data. Although both the 5- and 2-second data strings provided additional insightful data, both segments were characterized, in some cases, by multiple data hits. The initial 5 seconds of post-LOS reconstructed data indicated that all three hydraulic subsystem main pump pressures were still within nominal ranges (2700 - 3400 psia). All three hydraulic system reservoir volumes were within nominal range (46 - 90 percent) as were reservoir pressures (60 - 95 psia) and temperatures (less than 220 °F). All three hydraulic system bootstrap accumulator pressures were between 3050 psia and 3200 psia, which is within the nominal range. The eight left-hand wheel well thermal sensors discussed previously indicated relatively flat temperatures during the initial5-second data period, and no data on any of these sensors were indicated in the


D-13

D4.0 MAIN PROPULSION SYSTEM PERFORMANCE EVALUATION


The main propulsion subsystem (MPS) performed nominally during all phases of the mission. During entry, all MPS parameters were nominal until loss of data.

D.4.2 Prelaunch/Ascent Performance

The MPS performed nominally during the pre-launch and ascent phases of the mission. No MPS anomalies or significant events were noted in the review of the ascent data.


The MPS performed nominally during the on-orbit phase of the mission. No MPS anomalies or significant events were noted during the review of the on-orbit data.


The MPS performed nominally during the entry phase of the mission. No MPS anomalies or significant events were noted during the review of the entry data.

MPS helium system decay from reconfiguration until LOS was nominal. Some of the tanks for the helium systems for SSME 2 and 3 are located on the left side of the midbody. These systems did not indicate any temperature or associated pressure rise in the systems prior to LOS.

The LH2 manifold was vented to vacuum for the duration of the flight prior to opening the return to launch site (RTLS) dump valves, so no pressure decay was noted upon opening the valves.


D-11

final 2 seconds of data. All water spray boiler data was within the nominal range during the initial 5 seconds of post-LOS data. The water spray boiler system 1, 2, and 3 GN2 tank pressures indicated nominal pressures of 2537 psia, 2452 psia and 2506 psia, respectively, at LOS.

The final 2 seconds of data indicated that sometime in the previous 25-seconddata gap, the hydraulic subsystems were apparently breached. The final2 seconds of data indicated hydraulic system main pump (system) pressure at0 psia on all three systems. The hydraulic system reservoir pressures likewise indicated 0 psia and indicated reservoir quantities of 0 percent on all three systems. Each of the three hydraulic system bootstrap accumulators showed a pressure below 2000 psia on the liquid side of the bellows, indicating that a less-than-nominal pressure was still locked up downstream of each of the system priority valves. The nominal bootstrap accumulator reseat pressure following a nominal main pump shutdown is not less than 2675 psia and is controlled by the priority valve (system 1 - 1970 psia, system 2 - 1920 psia and system 3 -1860 psia). The fact that the three bootstrap accumulator pressures was less than 2675 psia is consistent with the hydraulic system reservoir pressures being at 0 psia and reservoir quantities at 0 percent. The water spray boiler system 1, 2, and 3 GN2 tank pressures still indicated pressure integrity during the final2 seconds of post-LOS data, and the pressures were 2530 psia, 2450 psia, and 2510 psia, respectively, at the last salvaged data bit. The decreasing water spray boiler lubrication oil return line temperatures during the 32-second period of reconstructed data is attributed to reduced APU loads because of breached and depleted hydraulic systems. The APUs were spinning empty pumps without a load or pressure sometime during the 25-second period of LOS. The APU spin data are consistent with White Sands Test Facility test data for a depleted hydraulic pump. Depleted hydraulic systems and off-loading the APUs are consistent with decreasing APU bearing and lubrication oil outlet temperatures as well as water spray boiler lubrication oil return temperatures and increasing water spray boiler hydraulic heat exchanger temperatures. The data indicate that the water spray boilers did not experience a typical overshoot/overcool condition.

In summary, typical mission entry data in the timeframe of the observed anomaly indicates MLG wheel well thermal sensors leveling off to trending downward, not rising as occurred during the STS-107 event. Based on the data analysis, it is believed that the loss of the four elevon actuator return line thermal sensors to OSL was due to the destruction of the instrumentation wiring at some point in the wire routing. Discussions have led to the understanding that the wiring bundle carrying the left-hand elevon actuator instrumentation wiring is routed from the actuators to the vehicle left sidewall and around the outboard perimeter of the left-hand wheel well. The eight hydraulic subsystem sensors that indicated an anomalous temperature rise are located on hydraulic lines in the left-hand wheel well aft-portion inboard sidewall and on the left MLG strut and actuator. The maximum temperature change from the initiation of the temperature rise occurred on the left MLG brake-line temperature sensor A, indicating a rise from


D-12

approximately 124 °F to 172 °F (48 °F change). This was also the highest temperature recorded in the left-hand wheel well prior to LOS. The minimum temperature change occurred on the left MLG brake-line temperature D, indicating a rise from 88 °F to 100 °F (12 °F change). The left MLG strut actuator temperature indicated a temperature of 76 °F at LOS.

Although showing evidence of the event leading to the loss of the Orbiter, the HYD/WSB parameters were all within nominal ranges and maintained apparent nominal operation up until the final 2 seconds of reconstructed data that indicated all three hydraulic systems had been lost.



COLUMBIA



D-17

At 32:14:00:02.654 G.m.t., the PASS had a message that a thruster in the left RCS had failed (L RCS LJET). No similar message was received from the BFS.This message is generated when an RCS thruster on the left OMS pod has failed. This can be a fail off, fail on, or fail leak. The crew would use their computer to determine the failure mode.

At 32:14:00:03.637 G.m.t., the PASS had a message that the left RCS PVT was not operating correctly (L RCS PVT). The BFS does not generate this message.This message is generated when the RCS quantity monitor software does not have enough input data to process, and therefore cannot calculate a quantity for either the oxidizer or fuel tanks. This means that at least one input and its backup have fallen outside the reasonableness limits for those particular inputs, and the software has suspended the quantity calculation.

The obvious analysis of the RCS leak message is that there was a leak, either oxidizer or fuel or both. However, there are also other things that can generate the message because the quantity message is based on tank pressures and temperatures. If the temperatures and/or the pressures give erroneous readings that satisfy the reasonableness limits, then the software will treat the values as good and calculate a quantity. For the data from STS-107 at LOS (approximately 032:13:59:32 G.m.t.), if both the left RCS oxidizer and fuel tank temperatures gave erroneous readings of 120 °F instead of the actual 80 °F, then the quantity monitoring software would have computed quantities which differed from each other by 9.5 percent PVT and a leak message would have been generated.However, if an input falls outside the reasonableness limits for that particular input, then the software uses a backup input. This allows a less accurate quantity to be calculated. In the previous example, the 120 °F temperature for the propellant tank is still within the reasonableness limits.

During the review of entry data past the first LOS at 032:13:59:32 G.m.t., it was determined that the left RCS data were nominal until approximately32:13:59:37 G.m.t. (end of the 5-second period of reconstructed data). When data returned for a brief time at approximately 32:14:00:03 G.m.t. (final 2-secondperiod of reconstructed data), the analysis showed that most of the left RCS operational instrumentation (OI) data and the limited downlist data that was available had values of OSL, OSH (off-scale high) or an off-nominal value. The data from the right RCS and the forward RCS on the other hand had nominal values, with a limited number of exceptions.

The analysis indicates that something caused the loss of data from the left RCS. The LEAK and PVT messages could have been caused by a mere lack of data resulting from the wires being severed by some means. The messages could also have been caused by an actual leak either through thruster valves (a thruster valve that did not completely close), or because of a breach of the system (ruptured propellant tank, broken propellant line, ruptured helium tank,


D-15

The data during this final 2-second period of reconstructed data can be interpreted as showing the left OMS as having been breached because the available pressure data show the systems at dramatically reduced pressures.This interpretation is also supported by three primary avionics software system (PASS) fault summary messages concerning the left RCS and one backup flight system (BFS) fault message concerning the left OMS that was not on the PASS summary. There were no fault messages, or at least none in the buffer, for the right OMS. The fault messages, the criteria the GPCs use to generate them, and possible causes/interpretations of the messages are detailed in the following paragraphs.

There was no PASS message in the Queue for the left OMS; however, the BFS had an L OMS TK P message that was time-tagged at 32:14:00:03.470 G.m.t.The time tag is suspect data because of data errors in the time-word. The PASS will annunciate this message when the propellant tank ullage pressures are either high (> 288 psia) or low (< 234 psia). The BFS will annunciate this message for the propellant tank ullage pressures being either high (> 288 psia) or low (approximately 234 psia), or if the helium or GN2 tanks fall below1500 psia or 1200 psia, respectively, or the GN2 accumulator pressure falls below 299 psia or exceeds 434 psia.

The error code for this message showed it was either the oxidizer and/or fuel tank that caused this message to be generated. There were no BFS data for the helium or GN2 system during the final 2 seconds of the reconstructed data before the final LOS. On the PASS, there was only one data sample for only one left OMS tank pressure during this time period that was the left OMS oxidizer ullage pressure of 37.6 psia at 32:14:00:03 G.m.t. If this value drove the BFS fault, however, the PASS should have also annunciated a fault message, but none was recorded.

Since there were no right OMS fault messages and no left OMS pod data were available immediately prior to the final LOS, it is clear that something occurred in the left OMS pod during the 25-second data gap prior to the final 2-second period of reconstructed data. Without more data, any further explanations are speculation.


D-16

D.6.0 REACTION CONTROL SUBSYSTEM PERFORMANCE EVALUATION

D.6.1 Executive Summary

The reaction control subsystem (RCS) performed nominally during all phases of the mission. During entry, the RCS performance was nominal and without incident until the final 2 seconds of the 32-second period of reconstructed data.

The overall performance of the forward RCS and the left and right RCS was nominal, with no exceptions prior to LOS at 032:13:59:32 G.m.t. The left RCS, housed in the left OMS pod, had experienced a significant loss of instrumentation, for some unknown reason, when data came back for approximately 2 seconds (reconstructed data period) before the final LOS at 032:14:00:05 G.m.t.


No deviations or significant events related to the RCS were noted during the review of the pre-launch and ascent data.


No deviations or significant events related to the RCS were noted during the review of the on-orbit data.


The overall performance of the forward RCS and the left and right RCS was nominal during entry, with no exceptions prior to LOS at 32:13:59:32 G.m.t. The left RCS, housed in the left OMS pod, had experienced a significant loss of instrumentation, for some unknown reason, when data came back for approximately 2 seconds before the final LOS at 32:14:00:05 G.m.t.

At 32:13:59:52.114 G.m.t., the PASS had a message that there was a leak in the left RCS. Subsequently at 32:14:00:01.54 G.m.t. and 32:14:00:03.47 G.m.t., the BFS had messages of a left RCS leak. A low-level of confidence exists for the time tags for the two BFS messages. This message is generated when the difference between the oxidizer and fuel quantities, as calculated by the RCS quantity monitor software, is greater than 9.5 percent based on pressure, volumeand temperature (PVT) derived values. The unit percent-PVT is used to distinguish the quantity from percent gage where the latter implies a physical gage (found within the OMS tanks) and the former implies a thermodynamically derived value (in this case, the RCS quantity).


D-14

D.5.0 ORBITAL MANEUVERING SUBSYSTEM PERFORMANCE EVALUATION


The orbital maneuvering subsystem (OMS) performed nominally during all phases of the mission. During entry, the OMS performance was nominal and without incident until the final 2 seconds of the 32-second period of reconstructed data. At that time, there was a significant loss of instrumentation on the left OMS pod.


The OMS performed nominally during the pre-launch and ascent phases of the mission. No deviations or significant events related to the OMS were noted during the review of the ascent data.


The OMS performed nominally during the on-orbit phase of the mission. No deviations or significant events related to the OMS were noted during the review of the on-orbit data.


During entry, the OMS performance was nominal and without incident until the final 2 seconds of the 32-second period of reconstructed data. At that time, there was a significant loss of instrumentation on the left OMS pod.

The overall performance of the left and right OMS was nominal, with no exceptions prior to LOS at 32:13:59:32 G.m.t. The left OMS experienced a loss of instrumentation when data came back for approximately 2 seconds before the final LOS at 32:14:00:05 G.m.t.

Starting at 32:13:59:30 G.m.t. (just prior to LOS), all the OMS parameters were reading nominal values and the values remained at nominal levels until 32:13:59:37.4 G.m.t. (end of the first 5-second period of reconstructed data).When data came back at 32:14:00:03 G.m.t., it was seen that most of the pressure and temperature measurements in the left OMS pod were reading anoff-nominal value. In most cases, the data were at an off-scale low value, although some off-scale high measurements were observed. Some measurements were not available at all because of the intermittent nature of the data caused by data hits. However, there was one good reading of the left OMS engine GN2 pressure that had the same reading as at 32:13:59:36 G.m.t. (during the first 5-second period of reconstructed data).



COLUMBIA



D-18

broken helium line). Thus, the following two possible scenarios are provided and both are equally valid because of the paucity of data.

1. The first scenario is based on the premise that the left RCS had a leak that resulted in a quantity divergence of greater than 9.5-percent PVT between the fuel and oxidizer and, thus, generated the first message.This leak would be of such magnitude that the resulting propellant tank(s) would not be capable of supporting thruster firings causing the left thruster (LJET) message. Finally, enough propellant leaked out that the resulting propellant tank pressures fell outside the reasonableness limits and the PVT gaging calculation was suspended for the left RCS (the third message, L RCS PVT).

2. The second scenario is based on the premise that there was no leak.Instead, system instrumentation was being lost. In this scenario, some instrumentation loss caused a degradation of the PVT calculation and generated the first message. Then instrumentation for the thrusters themselves was lost and this loss resulted in the general purpose computer (GPC) being unable to confirm that the thrusters were firing in response to the reaction jet driver (RJD) outputs; thus the second message. Enough instrumentation was finally lost that the PVT gauging calculation was suspended for the left RCS, which resulted in the third message.

In response to questions that have been asked on the subject of calculating the amount of RCS propellant used, and therefore, gage the amount of thruster activity during the 25-second data gap before the final 2 -second period of reconstructed data. Inadequate data exists from the left RCS oxidizer system to determine a final quantity. The left RCS fuel has one more measurement than the oxidizer, but that measurement is still not enough to accurately gage the propellant quantity. The gage readings are present just before final LOS (end of 2-second period of reconstructed data) and show the oxidizer and fuel quantitiesas 17.8 percent PVT and 31.8 percent PVT, respectively. This difference of more than 9.5-percent PVT shows that the left RCS leak message was generated, and the Master Alarm had been triggered. However, inadequate data exist from the telemetry to determine with any degree of certainty the cause the left RCS PVT message.

PASS data from the right RCS during the period from 32:13:59:36 G.m.t. to32:14:00:03 G.m.t. shows that the quantities changed by an average value of 7.4-percent PVT. For the right RCS, there are no PASS pressure or temperature data for any tank during the final 2-second period of reconstructed data. The downlisted PASS quantities for the oxidizer and fuel tanks had values of35.2-percent PVT and 31.2 -percent PVT, respectively, while the BFS values were 33-percent PVT and 32-percent PVT, respectively. The cause of this


D-21


The fuel cell powerplant (FCP) subsystem performed nominally during the entry phase of the mission. During entry, all FCP parameters were nominal until2 seconds prior to the final loss-of-data. The fuel cell subsystem performance during the period from 32:13:00 G.m.t. through LOS + 5 seconds of the reconstructed data were nominal. There are no direct or indirect findings or associations with the problem that caused the loss of the vehicle.

During the last 2 seconds of the 32-second period of reconstructed data, the fuel cell 3 hydrogen/water pump was operating on 2 phase ac current rather than the usual 3 phases, all loads on the fuel cells were increasing, the oxygen purge vent line temperature was experiencing an unexpected rise, and there were conflicting indications that manifold 1 had lost oxygen pressure (possibly instrumentation).No gross system operation anomaly is confirmable in the last 2 seconds of the reconstructed data. The changes of fuel cell parameters appear to be a result of other events that were taking place on the vehicle.

During the last 2 seconds of the 32-second period of reconstructed data, it was unreliable because of data hits with many fuel cell telemetry measurements missing from the “STS-107 EDIT” data. The basic conclusions derived are:

1. Fuel cell 3 hydrogen separator/water pump was operating on 2 phases based upon the pump motor status reading of about 4.5 Vdc;

2. All 3 fuel cells displayed load increases. Fuel cell 1 increased about120 amps; fuel cell 2 increased about 44 amps; fuel cell 3 increased about 48 amps;

3. Fuel cell 3 and main bus C voltage both experienced a 0.5-Vdc drop during the last portion of the 2-second data before the final LOS;

4. Fuel cell oxygen purge-line temperature rose 84 °F from theLOS + 5 second data to the last 2 seconds of data. Only 1 sample of fuel cell telemetry was deemed to be of good quality by the Data Verification Team (DVT); and

5. PRSD oxygen manifold 1 pressure indicated off-scale low and fuel cell 1 coolant pressure (provides fuel cell indication of oxygen pressure) indicated OSL. No manifold -2 pressure indication was available to verify the readings. No other confirming cues were present to verify the loss of oxygen pressure in the manifold such as the fuel cell 1 oxygen reactant flow meter indicating good reactant flow; no other fuel cell coolant pressures had dropped; no tank pressures had dropped.

Nominal H2 tank heater cycles in tanks 1 and 2 occurred to maintain nominal manifold pressure to support fuel cell operations. The O2 manifold pressure was decaying at a nominal rate to support fuel cell operations and crew breathing. No oxygen tank heater cycles were required during entry up to the end of the32-second period of reconstructed data, but nominal heater cycles were


D-19

difference is that the BFS uses slightly different quantity equations and initial conditions than the PASS.

The BFS had values for the helium P2 and propellant tank outlet pressures and tank quantities for the right RCS during the final 2-second period of reconstructed data. Using the available BFS pressures and adding the bias seen earlier in the mission to estimate the redundant pressure measurement, and assuming the tank temperatures had not changed in the previous 30 seconds, the PASS algorithm computes values of 31.8-percent PVT and 30.2-percent PVT in the oxidizer and fuel tanks, respectively. These values are reasonably close to the BFS values. These results give some confidence in the data quality of the downlisted propellant quantities. Since STS-1, it has been observed that periods of heavy RCS propellant usage cause the PVT gaging program to show a lower-than-actual quantity, because the helium and propellant temperature readings are slow to show the actual average temperatures. Once the thruster usage ceases, these temperatures “move” toward the actual average temperature of the tank contents, and the calculated propellant quantities likewise change in the direction of the actual propellant quantities. This phenomenon is referred to as “bounce- back”.

An estimate of the bounce-back effect can be made from the forward RCS quantity bounce-back ratio seen after the forward RCS dump on STS-107. For this case, it is seen that for every 1-percent of propellant used the gage indicates1.2775-percent PVT used. The 2, 3, and 4 thruster flow-rates found in the Shuttle Operational Data Book (SODB) are also used. As there are no data available to show how many thrusters actually fired and for how long, an estimation of the total thruster-on time for the right RCS during the LOS before the final 2-second period of reconstructed data is shown in the following table.The estimate is bounded using different propellant flow rates both with and without the bounce back effect. The results are given for seconds of time beyond 32:13:59:36.6 G.m.t.

Number of Thrusters

Firing

Without PVTBounce-Back

With PVTBounce-Back

2 26 seconds 20 seconds3 18 seconds 14 seconds4 13 seconds 10 seconds

As for the forward RCS, with the exception of the ullage pressures that appear to be data hits, the pressures and temperatures of all the forward RCS tanks were unchanged from their former values when data was acquired for the final2 seconds of reconstructed data.


D-20

D.7.0 FUEL CELL POWERPLANT SUBSYSTEM PERFORMANCE EVALUATION


The fuel cell powerplant (FCP) subsystem performed nominally during all phasesof the mission. During entry, all FCP parameters were nominal until 2 seconds prior to the final loss-of-data. There were no gross system operation anomalies that could be confirmed in the final 2 seconds of reconstructed data. The changes seen appear to be a result of other events that were taking place on the vehicle.

D7.2 Pre-launch/Ascent Performance

The FCP subsystem performed nominally during the pre-launch and ascent phases of the mission.

During powered flight, the electrical load peaked to approximately 23 kW immediately prior to Solid Rocket Booster (SRB) separation. All fuel cell measurements (current, voltage, temperatures, pressure, flow rates, and sub-stack differential voltages) were nominal. The fuel cell water relief and purge system temperatures were nominal. There were nominal heater cycles on the fuel cell alternate water lines.

During vent door opening at approximately T-18 seconds during pre-launchoperations, the fuel fell 2 hydrogen (H2) motor status jumped for one data sample approximately 0.1 V from 0.59 to 0.69 V. This change did not violate the Launch Commit Criteria (LCC) limit of 1.0 V. The voltage returned to the normal level on the next data sample one second later. Fuel cell operation continued to be nominal. This indication appears to be associated with the suspected ac bus 2 B-phase anomaly.


The FCP subsystem performed nominally during the on-orbit phase of the mission.

The voltage change discussed in the previous paragraph was also observed during a seat adjustment as well as during the payload bay door opening. These indications appear to be associated with the suspected ac bus 2 phase-Banomaly.



COLUMBIA



D-25

D.9.0 ATMOSPHERIC REVITALIZATION SUBSYSTEM PERFORMANCEEVALUATION


The atmospheric revitalization subsystem (ARS) performed nominally during all phases of the mission. During entry, all ARS parameters were nominal at loss-of-data.


The ARS performed nominally during the pre-launch and ascent phases of the mission. No anomalous conditions were noted in the data during this phase of operations.


The ARS performed nominally during the nominally during the on-orbit phase of the mission.


The ARS performed nominally during the entry phase of the mission. No anomalous conditions were noted in the data during this phase of operations.


D-23

D.8.0 POWER REACTANT STORAGE AND DISTRIBUTION SUBSYSTEM PERFORMANCE EVALUATION


The power reactant storage and distribution (PRSD) subsystem performed nominally during all phases of the mission. During entry, all PRSD parameters were nominal at loss-of-data. The PRSD subsystem performance during the period from 32:13:00 G.m.t. through the LOS + 5-second period of reconstructed data were nominal. There are no direct or indirect findings or associations with the problem.

During the last 2 seconds of the 32-second period of reconstructed data, the fuel cell 3 hydrogen/water pump was operating on 2 phase AC current rather than the usual 3 phases, the oxygen purge vent line temperature was experiencing an unexpected rise, and conflicting indications were observed that manifold 1 had lost oxygen pressure (possibly instrumentation). No gross system operation anomaly is confirmable in the last 2 seconds of data. The changes of PRSD parameters appear to be a result of other events that were taking place on the vehicle.


The PRSD subsystem oxygen (O2) and hydrogen (H2) tank sets 1 and 2 heater switches were in nominal ascent configuration. The O2 and H2 tanks 1 and 2 ‘A’ heaters were in AUTO. All of the seven other tank set heater switches were configured to OFF. All four manifold isolation valves were open. The extended duration Orbiter (EDO) pallet, installed in the aft part of the payload bay with four tank sets, was deactivated. An O2 offload was performed to reduce the nominal end-of-mission (EOM) landing weight. Oxygen tanks 1, 2 and 3 were offloaded by approximately 100 lb each and tanks 4 and 5 were offloaded by approximately25 lb each for a total O2 offload of approximately 350 lb.

The main buses were untied for ascent. The main bus B (MNB) to main bus C (MNC) crosstie was performed at 16:16:56:48 G.m.t., for nominal on-orbitSpaceHab load distribution. The water line heaters were on the A system.

The O2 and H2 manifold and tank pressure decay rates were nominal to support fuel cell operations and crew breathing. The oxygen manifold pressures reached the tank 1 and 2 control band and these tanks began nominal heater cycles at 16:16:28 G.m.t. The hydrogen manifold pressures did not reach their tank 1 and 2 control band during the ascent-data evaluated.

All tank internal fluid and heater assembly temperatures were nominal.


D-24


All of the PRSD system tank pressure cycles that were regulated by internal electrical heater operation were nominal, and were controlled by the heater AUTO function. All of the tank internal fluid and heater assembly temperatures were nominal for the entire on-orbit operation. The EDO pallet was activatedthroughout the on-orbit operations, and was deactivated during deorbit preparations.

A hydrogen manifold pressure spike occurred when manifold pressure control was switched to H2 tank 3 after H2 tanks 4 and 5 were depleted. This was a nominal signature seen previously in all orbiters when control is switched from low-quantity tanks to high-quantity tanks with colder, denser fluid. The manifold pressure did not reach the manifold relief valve crack pressure.

The Operations and Maintenance Requirements and Specification Document (OMRSD) in-flight checkout of the tank heater current sensors was performed.Nominal sensor operation was verified on all of the tank heaters except for O2tank 7. During this test, the O2 tank 7 heater-A manual-command failed to energize the A heater. Later in the mission, however, the heater sensor for O2tank 7 was verified during tank heater operation in the AUTO mode.


The overall entry performance of the PRSD subsystem was nominal, with theexception of several abnormalities seen in the last 2 seconds of the 32-secondperiod of reconstructed data that was recovered. These abnormalities are the rise in temperature of the fuel cell purge line and the conflicting indications that O2 manifold 1 had lost pressure. These abnormalities are discussed in section D.7.4. Events that occurred during the entry timeline period were evaluated.The 32:13:00 G.m.t. through LOS + 5-second data was confirmed to be nominal system operations and PRSD measurements experienced no data loss. Other than some telemetry parameters beginning to become unreliable because of data hits before the 25-second period on no data, all PRSD measurements were nominal.


D-22

occurring prior to the entry phase. All tank internal fluid and heater assembly temperatures were nominal.

The total Orbiter power produced by the three fuel cells was nominal forLOS + 5 second data at about 20.5 kW. All fuel cell measurements (current, voltage, temperatures, pressure, flow-rates, and substack voltages) were nominal. The fuel cell water relief nozzle temperature was increasing as expected after entry interface because of aerothermal heating. The fuel cell product water line temperatures were beginning to decrease in a nominal fashion due to convective cooling caused by entering the atmosphere.

During the last 2 seconds of the 32-second period of reconstructed data, the total Orbiter power level had increased to about 23 kW. Current on all 3 three fuel cells was increasing; fuel cell 3 had 2 phase ac operation on its hydrogen/water pump; an off-nominal 84 °F rise in the oxygen purge vent line temperature was noted; and fuel cell 1 coolant pressure and oxygen manifold pressure 1 were reading OSL.



COLUMBIA



D-26

D.10.0 PRESSURE CONTROL SUBSYSTEM PERFORMANCE EVALUATION


The pressure control subsystem (PCS) performed nominally during all phases of the mission. During entry, all PCS parameters were nominal at loss-of-data.


Review of the PCS pre-launch/ascent data indicated nominal system performance with no anomalous conditions observed.


Review of the PCS on-orbit data indicated nominal system performance with no anomalous conditions observed.


The PCS operated nominally during the entry phase. Additionally, subsystem performance gave no indications of anomalous performance in other subsystems.

The 14.7-psia cabin pressure regulator inlet valves were closed and the pressure control system was inactive for nominal cabin pressurization for entry with the exception of oxygen supply to the Launch and Entry Helmets (LEH) and g-suits.Nominal activation and oxygen use by the crew for the g-suits was evident in the data evaluated.

There were no data for most of the 32-second period of reconstructed data following LOS. Based on the limited data for all measurements (PPO2,O2 percent, cabin pressure, cabin temperature and PPCO2), the cabin parameters were nominal at the end of the first 5-second period of data and it appears that the cabin pressure integrity was intact throughout the 32-secondperiod of reconstructed data.


D-29

D.13.0 AIRLOCK SUBSYSTEM PERFORMANCE EVALUATION


The airlock subsystem performed nominally during all phases of the mission.During entry, all airlock subsystem parameters were nominal at loss-of-data.

D.13-2 Pre-launch/Ascent Performance

Review of the airlock subsystem pre-launch and ascent data indicated nominal system performance with no anomalous conditions observed.


Review of the airlock subsystem on-orbit data indicated nominal system performance with no anomalous conditions observed.


The airlock subsystem performed nominally during the entry phase of the mission. No in-flight anomalies were identified in the data analysis.


D-27

D.11.0 ACTIVE THERMAL CONTROL SUBSYSTEM PERFORMANCE EVALUATION


The active thermal control subsystem (ATCS) performed nominally during all phases of the mission. During entry, all ATCS parameters were nominal at loss-of-data.


Review of the ATCS pre-launch and ascent data indicated nominal systemperformance with no anomalous conditions observed.


Review of the ATCS on-orbit data indicated nominal system performance with no anomalous conditions observed.


The ATCS performed nominally during the entry phase of the mission. Normal flash evaporator water use was observed in the analysis of the data. No ATCS anomalous conditions were noted in the data.


D-28

D.12.0 SUPPLY AND WASTE WATER MANAGEMENT SUBSYSTEM PERFORMANCE EVALUATION


The supply and wastewater management (SWWM) subsystem performed nominally during all phases of the mission. During entry, all SWWM parameters were nominal at loss-of-data.


Review of the SWWM subsystem pre-launch and ascent data indicated nominal system performance with no anomalous conditions observed.


Review of the SWWM subsystem on-orbit data indicated nominal system performance with no anomalous conditions observed.


The SWWM subsystem indicated nominal operation during the entry phase and no anomalous conditions were observed.

An out-of-family condition was observed in the supply water dump nozzle and vacuum vent nozzle temperatures during entry. Supply water dump nozzle entry heating rates on temperature sensors A and B increased from 33.5 °F per minute to 43.25 °F per minute. After 2 minutes and 17 seconds, the increase rate changed to 30.47 °F per minute. Vacuum vent nozzle entry heating rate increased from 0.88 °F per minute to 7.49 °F per minute in 26 seconds and then changed to 1.33 °F per minute. All past flight entry nozzle temperatures were reviewed, and there was no past flight with similar signatures to those observed on STS-107.

The wastewater dump nozzle temperature was nominal throughout this period.Due to the physical proximity of the wastewater dump nozzle to the other two nozzles, it might be expected that all three nozzles would behave similarly to the aerodynamics of entry. This inconsistency between the three nozzle temperatures may provide further clues as to the aerodynamic/aerothermal events and timing of those events during STS-107.



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D-33

D.16.0 MECHANICAL SUBSYSTEM PERFORMANCE EVALUATION


The mechanical subsystem performed nominally during all phases of the mission. During entry, all mechanical subsystem parameters were nominal at loss-of-data.

There were two unexplained occurrences of additional current draw on ac bus 1, but it is not believed that these were in any way related to the loss of the crew and vehicle.


No anomalies were noted in the mechanical systems during the pre-launch and ascent phases of the mission. All mechanisms operated in nominal dual-motortime with all limit switches transferring properly.


The overall performance of the mechanical systems was nominal during the on-orbit phase of the mission and no anomalies were noted. The port radiator was deployed and stowed twice, and all involved mechanisms operated in nominal dual-motor time with all limit switches transferring properly.

During the vent-door opening, payload bay door (PLBD) opening and Ku-bandantenna deployment, an intermittent signature occurred on ac bus 2, phase B where the current was slow to increase at motor startup. This anomaly is discussed in D.19.0 Electrical Power Distribution and Control subsystem sectionof this appendix.


The overall performance of the mechanical systems was nominal during the entry phase up to the loss of the vehicle

There were two unexplained occurrences of additional current draw on ac bus 1, but it is not believed that they were in any way related to the loss of the crew and vehicle.

Motor control assembly (MCA) operational status (Op Stat) indications show that the appropriate MCA relays were operating to supply ac power to the motors.During deorbit preparation and entry, all mechanisms operated in nominal dual-motor time with all limit switches and op stats transferring properly.


D-31

D.15.0 PASSIVE THERMAL CONTROL SUBSYSTEM PERFORMANCE EVALUATION


The passive thermal control subsystem performed nominally during all phases of the mission. During entry, some passive thermal control subsystem parameter temperatures were off-nominal at loss-of-data.

From the real-time operational instrumentation (OI) data, it could be seen that abnormal temperature rises occurred in the left main landing gear compartment and left-side structure, and that sensors failed on the hydraulic actuator return-lines of the left inboard and outboard elevons, lower elevon bondline and left upper and lower wing bondlines. Also, an off-nominal signature (change in temperature rise rate) occurred in the supply water dump nozzle and vacuum vent nozzle.

From the operational experiment (OEX) recorder data, many off-nominal thermal responses were noted. These included off-nominal temperature-rises of the left wing front spar at reinforced carbon carbon (RCC) panel 9 and the left wing RCC panel 9 lower-outboard attachment clevis. Additionally, there were off-nominaltemperature responses of several thermal protection subsystem (TPS) surface measurements on the left side of the vehicle and all of the left wing temperature measurements failed.


The passive thermal control subsystem pre-launch and ascent temperature responses were nominal and compared favorably with those of previous missions. No in-flight anomalies were identified in the evaluation of the data for this phase of the mission.


The on-orbit performance of the passive thermal control subsystem was nominal and compared favorably with that of previous missions. The on-orbit temperature responses for the bottom bondline and main landing gear were nominal. Attitude adjustments were made for the nominal end-of-mission thermal conditioning for water production and radiator protection concerns. This attitude change had no adverse effect on the vehicle thermal performance. Heaters enabled for the deorbit phase of the mission operated nominally. No in-flight anomalies were identified in the evaluation of the data.


D-32


The entry performance of the passive thermal control subsystem was nominal with the exception of abnormal temperature rises and temperature sensor failures.

During entry, the bondline structure OI data increases in temperature because of entry heating. From plots comparing the STS-107 bondline temperature response with selected flights, the right-hand side fuselage and bottom centerline temperature responses were nominal. However, the left-hand side fuselage temperature data responded nominally with three exceptions that were:

1. Mid fuselage compartment sidewall temperature at Xo1215;2. Mid fuselage sill longeron temperature at Xo1215; and3. Aft fuselage compartment sidewall temperature at X1410.

At 32:13:54:22 G.m.t., the temperature rise rates at these locations began faster than previously experienced on comparison flights. Also, uneven temperature responses occurred between port and starboard side at the same Xo location; symmetrical heating and temperature rise rates were expected.

The temperature rises on the portside fuselage structure measurements (mid sidewall, longeron, and aft sidewall) indicate higher-than-nominal environmental heating.

From the OEX data, off-nominal temperature responses were noted very early during entry. The left wing front spar at RCC panel 9 started an off-nominalincreasing temperature trend at 32:13:48:59 G.m.t. [entry interface (E I) plus270 seconds), and the left wing RCC panel 9 lower outboard attachment clevis started an off-nominal increasing temperature trend at 32:13:48:59 G.m.t. Within the next 70 seconds, the TPS surface temperatures on the left side of the vehicleand the left OMS pod began off-nominal responses when compared to previous flights. This response continued to LOS. Finally, during the period from 32:13:52:21 to 32:13:53:47 G.m.t., all of the left wing temperature measurements failed.


D-30

D.14.0 SMOKE AND FIRE SUPPRESSION SUBSYSTEM PERFORMANCE EVALUATION


The smoke and fire suppression subsystem performed nominally during all phases of the mission. During entry, all smoke and fire suppression subsystem parameters were nominal at loss-of-data.

D.13-2 Pre-launch/Ascent Performance

Review of the smoke and fire suppression subsystem pre-launch and ascent data indicated nominal system performance with no anomalous conditions observed.


Review of the smoke and fire suppression subsystem on-orbit data indicated nominal system performance with no anomalous conditions observed.


The smoke and fire suppression subsystem performed nominally during the entry phase of the mission. No in-flight anomalies were identified in the data analysis.



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D-34

During payload bay door (PLBD) closure, after starboard door closure had been stopped for the nominal alignment check, a 0.7-second period of additional current draw occurred on ac bus 1. The amplitude and signature of the trace appear to correspond to starboard door drive motor 1. However, a scenario could not be determined that would explain why one door drive motor would run without the bulkhead latches running as well. Because the sample rate for limit switch and op stat data is only 1 Hz, it is impossible to determine whether any changes occurred in these indications within the 0.7-second time period.

During vent door closure, a 0.1-second period of additional current draw was noted on ac bus 1 phases A and C. It is possible that a momentary limit switch failure could have caused a motor to drive for this short period. Because the ac current sample rate is 0.1 Hz and the op stat and limit switch data sample rate is only 1 Hz., this could have occurred without showing up in the phase B, op stat, or limit-witch data.

All data reviewed indicated nominal performance of mechanical systems hardware from deorbit preparations through entry and LOS+32. The two unexplained occurrences of additional current draw on ac bus 1 are not believed in any way related to the loss of the crew and vehicle.


D-37

pressure recovered until LOS. Prior to this event, the pressure was at a nominal 355 psia, which is consistent with the expected pressure adjusted for wheel well environmental conditions given the post top-off tire pressure and leak rate obtained prior to launch.

The left MLG down-lock indication transferred on at 32:13:59:05.877 G.m.t. and lasted through the LOS+32 period of reconstructed data. All other indications showed the gear was still up and locked during this time. Testing of the proximity sensor circuit has shown that it is possible for this indication to fail in this manner when wires are burned through.

At the beginning of the post-LOS 25-second data gap, the left MLG brake line temperature A measurement, located on the strut, indicated 103 ° F, while at the end of the gap it indicated 278 °F. Although the downlinked data has been verified to contain no errors, this is considered an erroneous measurement because the brake line B measurement, which is located beside the A measurement, indicated exactly the same value (118.6 °F) as before the gap. In addition, there is no significant change in the C and D measurements, which are located on the wheel-well wall near the hydraulic switching valve.


D-35

D.17.0 LANDING AND DECELERATION SUBSYSTEM PERFORMANCE EVALUATION


The landing and deceleration subsystem performed nominally during all phases of the mission. However, evidence of the event that led to the loss of the Orbiter was apparent in landing and deceleration parameters during the entry.

1. Left-hand MLG tire pressure measurements failed OSL prior to LOS;2. Left-hand inboard and left-hand outboard wheel temperature

measurements went OSL prior to LOS; and3. Left MLG down-lock indication transferred and remained on through LOS.


This system was not active throughout the pre-launch and ascent phases of the flight, and no anomalies were noted in the data that was reviewed.


This system was not active throughout the on-orbit phase of the flight, and no anomalies were noted in the data that was reviewed. All data reviewed indicated nominal performance of landing and deceleration hardware throughout the on-orbit phase.


The overall performance of the landing/deceleration subsystem was nominal throughout entry and the LOS+32-second period of reconstructed data with the exceptions noted in the following paragraphs.

The left-hand main landing gear tire pressure measurements failed off-scale-low(OSL) prior to loss of signal (LOS). The data review showed that the loss of the primary measurements occurred prior to the loss of the secondary measurements. This appears to indicate an instrumentation failure as opposed to a loss of tire pressure.

The left-hand inboard (LHIB) and left-hand outboard (LHOB) wheel temperature measurements went OSL prior to LOS. There are no redundant measurements for wheel temperature. Prior to the failure of the instrumentation, all indications were in the nominal range for landing.


D-36

The left MLG down-lock indication transferred on at 32:13:59:05.877 G.m.t. and remained on through LOS. This appeared to be an erroneous output because all other available data indicated that the gear was up and locked during this time.

Based on redundant sensors and other indications; all observed anomalies appear to be due to instrumentation failures and not hardware. The following is a discussion of the instrumentation data of the landing system.

The left-hand inboard (LHIB) 1 and left-hand outboard (LHOB) 1 tire-pressuremeasurements went OSL (230 psia). The trend toward OSL started at32:13:58:33.171 G.m.t. for both measurements. The LHOB 1 went OSL at 32:13:58:40.194 G.m.t. and LHIB 1 went OSL at 32:13:58:38.225 G.m.t. Prior to this event the pressures were at a nominal value of 350 to 355 psia, which is consistent with the expected pressures adjusted for wheel-well environmental conditions given the post top-off tire pressures and leak rates obtained prior to launch.

Both LHIB and LHOB wheel temperature measurements went OSL (-75 °F). The trend toward OSL started at 32:13:58:35.730 G.m.t. for the LHIB and at 32:13:58:33.201 G.m.t. for the LHOB. The LHIB went OSL at32:13:58:44.219 G.m.t. and the LHOB went OSL at 32:13:58:39.783 G.m.t. Prior to this event, the temperatures were at a nominal 35 °F. The data were consistent with the on-orbit thermal conditioning performed to maintain minimum nominal end of mission (NEOM) tire pressures.

The right-hand inboard (RHIB) 1 and right-hand outboard (RHOB) 1 tire pressure measurements appeared to dip approximately 3 psi and then recover to a nominal 355 psia. The first pressure drop started at 32:13:58:37.316 G.m.t. for RHIB 1 and at 32:13:58:38:304 G.m.t. for the RHOB 1. This condition lasted for approximately 10 seconds after which the pressures recovered until LOS. Prior to this event, the pressures were at a nominal value of 350 to 355 psia, which is consistent with the expected pressures adjusted for wheel-well environmental conditions given the post top-off tire pressures and leak rates obtained prior to launch.

The LHIB 2 and LHOB 2 tire pressure measurements went OSL (230 psia). The trend toward OSL started at 32:13:58:33.171 G.m.t. for both of these measurements. The LHIB 2 went OSL at 32:13:58:44.192 G.m.t. and LHOB 2 went OSL at 32:13:58:54.189 G.m.t. Prior to this event, the pressures were at a nominal value of 350 to 355 psia, which is consistent with the expected pressures adjusted for wheel well environmental conditions given the post top-offtire pressures and leak rates obtained prior to launch.

The RHOB 2 tire-pressure measurement appeared to dip approximately 3 psi and then recovered to a nominal 355 psia. The pressure drop started at 32:13:58:45.199 G.m.t. This lasted for approximately 10 seconds after which the



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D-41

D.20.0 DATA PROCESSING SYSTEM PERFORMANCE EVALUATION


The data processing system (DPS) pre-launch, ascent and on-orbit operations were nominal. During entry, all DPS parameters were nominal at loss-of-data.


No unexpected general-purpose computer (GPC) errors occurred during pre-launch or ascent operations. The mass memory unit (MMU) hardware was used successfully during the OPS 1 transition at T-20 minutes on launch day as the program was obtained from MMU 1 area 1 on the tape. Prior to launch, the Kennedy Space Center (KSC) performed a dump and compare of the entire software of GPC 1 with no miscompares identified. The multiplexer/demultiplexer (MDM) hardware performance was satisfactory as exhibited in the data review conducted after the contingency.


All DPS hardware performed satisfactorily during the on-orbit operations, and no in-flight anomalies were noted in the analysis of the data.

D/20.4 Entry Performance

The DPS entry operations were nominal. Fault messages were generated and are discussed in the appropriate sections of this appendix.


D-39

D.19.0 ELECTRICAL POWER DISTRIBUTION AND CONTROL SUBSYSTEM PERFORMANCE EVALUATION


The electrical power distribution and control (EPDC) subsystem performed nominally except for the sluggish ac 2 bus phase B current response initially noted post-ascent. During entry, all EPDC subsystem parameters were nominal at loss-of-data.

The ac 2 phase B sluggish current response (STS-107 MER Problem 1) was not present during PLBD closing or during entry, and had no effect on the Orbiter contingency. Prior to the last 2 seconds of reconstructed entry data, no EPDC measurements were lost, and there were no ac or dc bus shorts or losses.


The EPDC subsystem pre-launch and ascent responses were nominal with the exception of the in-flight anomaly discussed in the following paragraph. This in-flight anomaly had no impact on mission accomplishment.

During vent-door opening, PLBD opening and Ku-band antenna deployment, the ac 2 bus phase B current exhibited a sluggish response. The phase B current increased to about one-half of the expected value, then increased to its nominal value within 0.5 to 1.5 seconds. During this time period, the ac 2 bus phases A and C current increased a similar amount. During steady-state periods, there were periodic occurrences of smaller magnitude signals of the same type (phase B dropping, phases A and C increasing). As before, most of these occurrences lasted between 0.5 and 1.5 seconds, and the phase B drop was between 0.2 and 0.3 ampere (between 3 and 4 telemetry counts). Water-loop pump cycling on the ac 2 bus sometimes triggered the described response. The occurrence of this condition was very sporadic and unpredictable. During a couple of 24-hourperiods, no occurrences were noted. The cause of this anomaly was believed to be the ac 2 bus phase B inverter or the wiring between the ac 2 phase B inverter and panels L4 and MA73C.


The EPDC subsystem on-orbit operations were nominal with the exception of the anomaly discussed in the previous section. This in-flight anomaly had no impact on mission accomplishment.


D-40


Off-nominal indications were identified in the last 32 seconds of reconstructed data. These are:

1. The 5-seconds of the reconstructed data had numerous data hits throughout the period. Based on the ASA 4 failure times during the5 seconds of reconstructed data, three signatures were found on the aft main buses that could be 5 -ampere remote power controller (RPC) trip signatures. The RPCs performed as designed.

2. In the 2-second period of reconstructed data, some of the EPDC data were missing, some data were available for only one data sample and some data were in conflict with confirming data. Three conclusions from the data are:

a. There was a general upward shift in fuel cell and forward main bus amperes and a general downward shift in main bus voltages;

b. Several confirming parameters indicate that the ac 3 phase A inverter was disconnected from its ac bus, and there was an increasingly high voltage and current load on ac 3 phases B and C.

c. The fuel cell 1 amperes and single data samples indicate the possibility of a high load on ac 1 phase C.


D-38

D.18.0 PURGE, VENT, AND DRAIN SUBSYSTEM PERFORMANCE EVALUATION


The purge, vent and drain (PV&D) subsystem and hazardous gas detection subsystem (HGDS) performed nominally during all phases of the mission.During entry, all PV&D and HGDS parameters were nominal at loss-of-data. Thevehicle drain system is passive; there is no telemetry to monitor or review.


The PV&D subsystem and HGDS performed nominally during the pre-launch and ascent phases of the mission. The purge temperatures and flow rates were set to predetermined levels and stayed within nominal tolerances. Orbiter circuit 2 was supplied with a higher-than-normal flow rate (225 lb./min) because of the extended duration Orbiter (EDO) pallet requirement agreed to in the payload integration plan. The higher flow rate was within Orbiter purge system certification. During the T minus 9-minute hold, the circuit 2 flow-rate was reduced to 170 lb./min to alleviate the need for a post-flight inspection of the Orbiter T-0 purge-circuit quick-disconnect flappers. The inspection is required if separation occurs at a flow rate at or above 180 lb./min.


The PV&D subsystem and HGDS performed nominally during the on-orbit phase of the mission, as the subsystems are inactive during the on-orbit period.


The PV&D subsystem and HGDS performed nominally during the entry phase of the mission.



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D-42

D.21.0 FLIGHT CONTROL SYSTEM HARDWARE PERFORMANCE EVALUATION

D. 21.1 Executive Summary

The flight control system (FCS) pre-launch, ascent and on-orbit operations were nominal. During entry, all FCS parameters were nominal at loss-of-data.

The 32-second period of reconstructed data indicate that there was an anomaly involving aerosurface actuator (ASA) 4. This condition has been evaluated and determined to be the result of a wiring short i n the aft of the left wing.


At all times, the Solid Rocket Booster (SRB) thrust vector controllers (TVC), MPS TVC, and aerosurface actuators were positioned exactly as the GPC commands were given with normal driver currents, secondary differential pressures, and elevon primary differential pressures. The reaction jet driver (RJD) operation was also normal with no thruster-fail indications or other anomalies noted. The rotational hand controller (RHC) and translation hand controller (THC) were both used and exhibited normal channel tracking.

At no time during the ascent of STS-107 did the flight controls fail to accomplish the task of implementing GPC commands. Actuator positions closely tracked GPC commands, and a t no time did secondary differential pressures used in the fault detection mechanism approach the limits that would initiate a failure response.


The flight control hardware on-orbit performance was nominal. No anomalies were found in the data. The limited aerosurface data available also showed no anomalies. Flight control hardware performance during the on-orbit flight control system checkout was nominal. No anomalies were found in any of the tests or checkout prior to entry.


The FCS performance during the entry phase was nominal until the final seconds before LOS.

The STS-107 aerosurface actuator performance was nominal until the final second before LOS, when the ASA 4 anomaly began to appear. Aerosurface position did follow GPC commands, even after the occurrence of the ASA 4 anomaly and until LOS + 5 seconds. Aerosurface actuator secondary differential


D-45

D.23.0 STAR TRACKER SUBSYSTEM PERFORMANCE EVALUATION


The star tracker subsystem was powered off during ascent and no subsystem data are available. The star tracker subsystem performance on-orbit was nominal. The star tracker was powered off during entry.

D.23.2 Prelaunch/Ascent Performance

The star tracker subsystem was powered off during ascent and no subsystem data are available.


The star tracker subsystem performance on-orbit was nominal. Review of thestar tracker subsystem data from the on-orbit period indicated no anomalous or off-nominal performance.


The star tracker subsystem was powered off during entry and no subsystem data are available.


D-43

pressures were well below the bypass level and normal until the ASA 4 anomaly appeared.

At 32:13:59:31.7 G.m.t., aerosurface channel 4 positions either were at their null value or were transitioning toward their null value. Less than one second later at32:13:59:32.396 G.m.t., the power was current-limiting and the voltage had dropped sufficiently for both remote power controllers (RPCs) for ASA 4 to drive the RPC trip measurement (1 Hz). Secondary differential pressure data indicates channel 4 on the right outboard elevon, right inboard elevon, left inboard elevon, left outboard elevon, rudder, and speedbrake were bypassed.The channel 4 fail flag was raised on the right outboard elevon, right inboard elevon, left inboard elevon, left outboard elevon, rudder, and speedbrake at 32:13:39:32.1 G.m.t. (1-Hertz measurement).

The channel 4 driver currents on the right outboard elevon, right inboard elevon, left inboard elevon, left outboard elevon, and speedbrake were non-zero (driving the channel 4 servo valve). A force fight occurred between channel 4 and the other 3 channels on the left outboard elevon from 32:13:59:32.597 G.m.t. to 32:13:59:34.318 G.m.t., as indicated by secondary differential pressure data.This force fight began when the bypass valve on channel 4 reopened (non-bypassed state) and allowed the servo valve to become active.

At 32:13:59:34.536 G.m.t., speedbrake channel 1, 2, and 3 secondary differential pressures indicate a force fight against channel 4. The secondary differential pressure on channel 4 was at null. The isolation valve power RPC was tripped at this point, removing power from the bypass valves on all actuators for channel 4.At 32:13:59:35.077 G.m.t., the actuator fail flags from ASA 4 had turned off.

At approximately 32:14:00:04 G.m.t., just prior to final LOS, aerosurface switching valves are indicated to be in their secondary positions, while the valves are expected to be in their primary positions with zero hydraulic pressure in all three hydraulic systems. In the same time period (32:14:00:04 G.m.t.), all aerosurface position indications read zero volts. Also in the same time period, ASA 1, 2 and 3 RPC indications show that they are off while the ASA 1, 2 and 3 power-on commands show on. In the same time period (32:14:00:04 G.m.t.), there are valid hydraulic reservoir temperatures, rudder/speedbrake actuator return line temperatures, right elevon actuator temperatures, body flap temperatures and MPS TVC return line temperatures, but no valid left elevon actuator temperatures or hydraulic return line temperatures.


D-44

D.22.0 INERTIAL MEASUREMENT UNIT PERFORMANCE EVALUATION


The inertial measurement unit (IMU) pre-launch, ascent and on-orbit operations were nominal. During entry, all FCS parameters were nominal at loss-of-data.


The IMU pre-launch and ascent performance was nominal. The IMUs measured and reflected the Orbiter changes in attitude and velocity due to the nominal ascent activities. Review of the IMU pre-launch and ascent data did not show any anomalous conditions.


The IMU on-orbit operations were nominal. The IMUs measured and reflected the Orbiter changes in attitude and velocity due to the nominal on-orbitoperations. Review of the IMU on-orbit data did not show any anomalous conditions.


The overall performance of the three IMUs during entry was nominal. The IMUs measured and reflected the Orbiter changes in attitude and velocity due to the nominal entry activities. The deorbit firing and energy reduction maneuvers were accurately tracked by all three IMUs. The post-LOS data indicated continued nominal velocity changes, but large attitude changes were noted between the first few seconds of data and the small sample of data at the end.



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D-49

were not unexpected based on the antenna look angles to the TDRS. There were no off-nominal telemetry indications from any C&T subsystem.

The recovered data after the 25-second LOS indicated the BFS software commanded a switch from the upper right aft (URA) antenna to upper right forward (URF) antenna at 32:14:00:04 G.m.t., and there were ins trumentationindications of the execution of the commanded switch. This conclusion was based on the two antenna switch discretes and the analog value of power amplifier (PA) reflected power, which were consistent with the performance characteristics the URF antenna.


D-47

data were compared with the data from previous OV-102 missions, including STS-109, STS-93 and STS-90. Similar radar altimeter signatures were observed for these flights when compared with the data from STS-107. The radar altimeter performance was determined to be nominal. The three microwave-scanning-beam landing systems (MSBLS) were powered on but were out-of-range of the KSC ground station and did not lock on. The MSBLS indications were nominal. The MSBLS were still out-of-range of the ground station during the extra32 seconds of telemetry data that were later recovered.


D-48

D.25.0 S-BAND SUBSYSTEM PERFORMANCE EVALUATION


All S-Band subsystems and processors including S-Band phase-modulated (PM) system 2 and S-Band frequency modulated (FM) system 1 performed nominally during the pre-launch, ascent and on-orbit phases of STS-107. During entry, all S-Band subsystem and processor parameters were nominal at loss-of-data.


The overall performance of the communications and tracking (C&T) subsystems during the pre-launch and ascent phase was nominal. The payload signal processor (PSP) was configured and tested satisfactory during pre-launch and then powered off per procedures prior to launch. S-Band PM system string 1 and 2 and the S-Band FM system were powered on and a checkout of these systems was completed prior to-launch. The S-Band PM system string 2 provided nominal S-Band Orbiter telemetry and air-to-ground (A/G) voice communication overage during the pre-launch, launch, and ascent phases. There were no off-nominal telemetry indications from any S-Band subsystems or processors.


The overall performance of the C&T subsystems was nominal during the on-orbitphase. The PSP was powered on, configured for SpaceHab support, and operated nominally until powered off at SpaceHab de-activation prior to thedeorbit maneuver. During on-orbit operations, the S-Band FM system was occasionally powered on for operations recorder dumps via ground stations and powered off again when not in use. The S-Band PM systems string 2 providednominal S-Band Orbiter telemetry and A/G voice communication coverage in the Tracking and Data Relay Satellite (TDRS) mode during the majority of the on-orbit phase. There were no off-nominal telemetry indications from either of theS-Band PM subsystems in any operational mode and S-Band communication coverage was nominal throughout the on-orbit phase.


The overall performance of the C&T subsystems hardware during entry was nominal. The S-band communications coverage via the TDRS was as good as anticipated and very comparable to previous Shuttle entries at the same orbital inclination of 39 degrees. There were several S-Band return-link data dropouts during entry from 32:13:50:00 G.m.t. to 32:13:56:00 G.m.t. that cannot be explained. The antenna look-angles to the TDRS during this period would not typically result in dropouts. Data dropouts after this period until the final LOS


D-46

D.24.0 NAVIGATIONAL AIDS SUBSYSTEM PERFORMANCE EVALUATION


All navigational aids subsystem (NAVAIDS) operations were nominal during the pre-launch, ascent and on-orbit operations. During entry, all NAVAIDS parameters were nominal at loss-of-data. Based on the analysis of the data, the conclusion is that the NAVAIDS were nominal and had no involvement in the catastrophic failure that preceded the loss of the Columbia during the entry phase of the STS-107 mission.


The overall performance of the NAVAIDS was nominal during pre-launch and ascent operations. All three tactical air navigation (TACAN) systems remained locked on to KSC during the ascent and broke lock when the station was out of range. The NAVAIDS were powered off after the operational sequence (OPS) 2 transition.


The NAVAIDS are normally powered off during the on-orbit phase until the transition to OPS 8 for the FCS checkout approximately 24 hours prior to the predicted landing. All of the NAVAIDS successfully passed the self-test during the FCS checkout. The NAVAIDS were then powered off after the OPS 2 transition. No deviations or significant events were observed in the NAVAIDS performance.


All NAVAIDS subsystems were powered on at 32:09:30:05 G.m.t., and were functioning nominally prior to loss of signal (LOS). The TACAN systems had locked on to various channel 111X ground stations during the pass over the United States just prior to the de-orbit maneuver and that was nominal operation.The TACAN systems were in the search mode, but were out-of-range of the KSC ground station when LOS occurred at 32:13:59:32:174 G.m.t. The TACAN systems remained in the search mode during the extra 32 seconds of telemetry data that were later recovered. At 32:13:47:37 G.m.t., radar altimeter 1 locked on to plasma. At 32:13:47:39 G.m.t., radar altimeter 2 locked on to plasma. At 32:13:48:53 G.m.t., radar altimeter 2 broke lock on the plasma and remained un-locked until 32:13:59:26:20 G.m.t., when one sample indicating 800 feet was observed. Radar altimeter 1 remained locked on to the plasma until32:13:58:45:00 G.m.t., and then broke lock until 32:13:59:34:30 G.m.t., when one sample indicating 5200 feet was observed. The 800 feet and 5200 feet indications were proven to be invalid and were disregarded. The radar altimeter



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D-50

D.26.0 Ku-BAND SUBSYSTEM PERFORMANCE EVALUATION


The overall performance of the Ku-Band subsystem was nominal with no in-flightanomalies found during data analysis. During entry, all Ku-band subsystem parameters were nominal at loss-of-data.


The overall performance of the Ku-Band subsystem during the pre-launch and ascent phases was nominal. The Ku-Band deployed assembly was stowed for ascent. Telemetry and operations indicate that the Ku-Band was still in its nominal ascent position prior to on-orbit deployment.


The overall performance of the Ku-Band subsystem during the on-orbit phase was nominal. The Ku-Band assembly was deployed at 16:17:54 G.m.t. in the expected dual motor time of 23 seconds. All telemetry measurements indicated the Ku-Band deployed assembly transitioned from the stowed to the deployed position. The Ku-Band system was activated at 16:17:58 G.m.t., passed the self-test, and functioned properly throughout the mission until it was nominally stowed and powered off at 32:01:47 G.m.t.


The Ku-Band deployed assembly was stowed for entry. Telemetry indicates that the Ku-Band was still in its nominal position during entry.


D-53

D.28.0 DISPLAYS AND CONTROLS SUBSYSTEM PERFORMANCE EVALUATION


Review of the Displays and Controls (D&C) subsystem pre-launch, ascent and on-orbit data indicated nominal system performance with no anomalous conditions observed. During entry, all D&C subsystem parameters were nominal at loss-of-data.


The D&C subsystem was in the normal configuration and exhibited nominal operation during the pre-launch and ascent phase. All pre-launch master alarm occurrences were attributable to expected operations.


The D&C subsystem performed nominally during the on-orbit phase of the mission.


The D&C subsystem exhibited nominal operation during the entry phase, including the additional 32-second period of reconstructed data. During the entry phase up to the additional 32-second time frame, the master alarms annunciatedwere correlated to the individual subsystems that triggered the alarms.

The downlisted data for the caution and warning master alarm subsystem shows evidence of the master alarm annunciating continuously from 32:13:59.33.863 to 32:14:00:04.760 G.m.t., which includes the additional 32-second period of reconstructed data. The data review indicates several subsystems could have triggered the master alarm. Each individual subsystem with possible master alarm triggers has been evaluated for validity of the master alarm data relative tothat subsystems performance. A review of the BFS data reveals a correlation of the events with the downlisted caution and warning master alarm telemetry data.


D-51

D.27.0 INSTRUMENTATION SUBSYSTEM PERFORMANCE EVALUATION


The overall performance of the instrumentation subsystem during the pre-launch,ascent and entry was nominal with no in-flight anomalies identified during the data analysis. During entry, all instrumentation subsystem parameters were nominal at loss-of-data.


The OI and Orbiter experiments (OEX) recorder subsystems performed nominally throughout the STS-107 pre-launch and ascent phases. No significant events or findings were found during the data analysis.


The overall performance of the instrumentation subsystem during the on-orbitphase was nominal. Review of the OI subsystem on-orbit data indicated noin-flight anomalies or anomalous conditions in the subsystem performance.


The overall performance of the instrumentation subsystem during the entry phase was nominal until loss of signal. There were no indications of any anomalous performance in any of the subsystem hardware. A number of individual measurements failed or had anomalous readings in the minutes immediately prior to loss of signal. All of these are apparently related to the accident.

During entry operations, several of the hydraulic measurements failed to off-scale-low. These were:

Hydraulic system 3 left outboard elevon return line temperature;Hydraulic system 1 left-hand inboard elevon actuator return line temperature;Hydraulic system 1 left outboard elevon return line temperature; andHydraulic system 2 left outboard elevon return line temperature.

All tire pressure and wheel temperature measurements for the left-hand MLG were then observed to have drifted lower and failed to OSL. The left-handoutboard tire pressure 1 began drifting lower at 32:13:58:34 G.m.t., and failed OSL at 32:13:58:38 G.m.t. The left-hand inboard tire pressure 1 began drifting lower at 32:13:58:33 G.m.t. and failed OSL at 32:13:58:40 G.m.t. The left-handinboard wheel temperature began drifting lower at 32:13:58:35 G.m.t., and failed OSL at 32:13:58:45 G.m.t. The left-hand inboard tire pressure began drifting


D-52

lower at 32:13:58:41 G.m.t. and failed OSL at 32:13:58:48 G.m.t. The left-handoutboard wheel temperature began drifting lower at 32:13:58:35 G.m.t., and failed OSL at 32:13:59:40 G.m.t. The left-hand outboard tire pressure 2 began drifting lower at 32:13:58:39 G.m.t., and failed OSL at 32:13:58:54 G.m.t.

The failed measurements used multiple dedicated signal conditioners (DSC) with no more than one affected measurement using a single DSC card. Similarly multiple MDM cards in more than one MDM were used. The failed tire-pressuremeasurements used two different strain gage signal conditioners (SGSC).

Temperatures in the area of the midbody DSC’s and SGSC remained nominal (50-55 °F) until loss of data. As the measurements utilized multiple DSC’s, the source of the failures is not believed to be related to a signal conditioner.Temperatures at the wheel itself were increasing but not high enough to cause transducer failure. Furthermore, the staggered loss of the individual measurements suggests that the failures were measurement failures, rather than actual loss of tire pressure.

The source of the failures is consequently believed to be in the wire harnesses between the wheel area and the midbody. Since the measurements did not exhibit the characteristics observed with breakage of the wheel separation harness, it is more likely to be due to heat-related degradation of the wiring harnesses in the vicinity of the left-hand wheel well.

Review of the post-LOS data did not alter the conclusions reached, and no additional anomalies were identified.

The OEX recorder was recovered and the data were successfully retrieved indicating that the hardware performed nominally. These data were extremely helpful to the investigation as data were recorded until the breakup of the vehicle.The vast majority of the left-wing measurements failed apparently because of heat-related degradation of wiring harnesses in the left wing.



COLUMBIA


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STS-

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E-2


D-55

D.30.0 AIR DATA TRANSDUCER ASSEMBLY HARDWARE PERFORMANCE EVALUATION


The air data transducer assembly (ADTA) hardware performed satisfactorily during the entry phase of the mission. The ADTA probes were not deployed so no data were received on that subsystem operation.


The ADTA is not deployed during the ascent phase and no data were received.


The ADTA is not deployed during the on-orbit phase and no data were received.


The ADTA performed nominally during FCS checkout and from power-on for deorbit through loss of signal. Pressure indications from all 16 ADTAtransducers were well within redundancy management (RM) limits, and all mode/status word indications were satisfactory. Data also shows that the air data probes (ADPs) were not deployed during this phase of entry. Probe temperatures were in the normal range for stowed ADPs.

The ADTA data is not used by GN&C until the crew manually enables the data around Mach 3.5. The air data probes remain stowed until around Mach 5 during entry. At the time of LOS, the ADTA transducers were reading within± 0.040 inch Hg between transducers connected to the same-side air data probe and ± 0.080 inch Hg between transducers connected to opposite-side air data probes. The ADTAs were reading the ambient pressure inside the forward RCS cavity and responding to very small changes in pressure due to vehicle motion and attitude. Pressures from the left probe were slightly higher than pressures from the right, but these differences are not atypical of ADTA performance during this phase of flight. Data during a similar portion of entry from STS-109 andSTS-110 have been reviewed as comparisons.

ADTA data was not being used at the time of vehicle loss and could not have been a factor in the mishap. In addition, the ambient ADTA data shows no indication of abnormal vehicle GN&C.

App

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x E

STS-

107

Mis

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Inve

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Inst

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731T

1342

.5-1

28.5

462.

60

1740

1 sp

sD

eg F

33V0

7T99

78A

XTe

mp

OM

S-L

Pod

Ther

moc

oupl

e BP

0732

T13

59.6

-135

.146

3.1

013

001

sps

Deg

F34

V08D

9729

AX

Vibe

LFAF

L O

TBD

ELV

N-O

TBD

Z-V

IB A

OW

018

1429

.4-4

35nn

020

500

sps

GP-

P35

V09T

1002

AX

Tem

pLe

ft Lo

wer

Win

g Sk

in T

emp

1280

.124

0LW

R-2

0045

01

sps

Deg

F36

V09T

1006

AX

Tem

pLe

ft IN

BD E

levo

n Lo

wer

Ski

n Te

mp

1441

.9-2

34.5

101.

9-2

0045

01

sps

Deg

F37

V09T

1016

AX

Tem

pM

id F

us B

ot P

ort B

L Te

mp

X620

- C

ente

r Lin

e62

0-5

2.4

BOT

-200

450

1 sp

sD

eg F

38V0

9T10

22A

XTe

mp

Mid

Fus

Bot

Por

t BL

Tem

p X

777

- Cen

ter L

ine

777

-52.

5BO

T-2

0045

01

sps

Deg

F39

V09T

1024

AX

Tem

pLe

ft U

pper

Win

g Sk

in T

emp

1280

.124

0U

PR-2

0045

01

sps

Deg

F40

V09T

1624

AX

Tem

pFw

d Fu

s Lw

r Ski

n Bo

t Cen

ter L

ine

Tem

p56

02

277

-200

450

1 sp

sD

eg F

41V0

9T17

24A

XTe

mp

LH A

ft Fu

s Si

dew

all T

emp

at x

1410

1410

nn34

0-2

0045

01

sps

Deg

F42

V09T

9231

AX

Tem

pEl

evon

LW

R P

LUG

TEM

P 1

(Sur

face

) P17

114

43.5

-232

.2LW

R0

3000

1 sp

sD

eg F

43V0

9T98

45A

XTe

mp

Out

boar

d EL

EVO

N, M

ID G

AP, F

wd

1440

.4-3

16LW

R0

2400

10 s

psD

eg F

Ran

geLo

catio

n

E-1


D-54

D.29.0 MULTIFUNCTION ELECTRONIC DISPLAY SUBSYSTEM PERFORMANCE EVALUATION


The overall performance of the MEDS was nominal during the pre-launch, ascent and on-orbit phases with no in-flight anomalies identified during the analysis of the data. During entry, all MEDS subsystem parameters were nominal at loss-of-data.


The overall performance of the MEDS was nominal during the pre-launch and ascent phases. There were no significant deviations from the nominal/expected operation of the MEDS subsystem during the pre-launch/ascent period; all downlisted Edge Key inputs reflect those that would be expected during normal operations.


The overall performance of the MEDS was nominal during the on-orbit operations was nominal. There were no significant deviations from the nominal/expected operation of the MEDS subsystem during the on-orbit period; all downlisted Edge Key inputs reflect those that would be expected during normal operations.


The MEDS subsystem operation was nominal during the entry until loss-of-dataand LOS.



COLUMBIA


App

endi

x E

STS-

107

Mis

hap

Inve

stig

atio

n Ti

mel

ine

Inst

rum

enta

tion

Dat

a

Not

e: n

n =

no d

ata

No.

MSI

D /

OE X

OI

Typ e

Title

Sam

ple

Uni

tsID

No.

XY

ZO

SLO

SHR

ate

Ran

geLo

catio

n

85V5

8T17

02A

XTe

mp

Left

Mai

n G

ear B

rake

Lin

e Te

mp

C11

40-1

0830

9-7

530

01

sps

Deg

F86

V58T

1703

AX

Tem

pLM

G B

rake

Lin

e Te

mp

D11

83-1

0831

2-7

530

01

sps

Deg

F87

V62T

0439

AX

Tem

pSU

PPLY

H2O

DU

MP

NO

ZZLE

TEM

P B

620

-105

342.

460

400

1 sp

sD

egF

88V6

2T04

40A

XTe

mp

SUPP

LY H

2O D

UM

P N

OZZ

LE T

EMP

A62

0-1

0534

2.46

040

01

sps

Deg

F89

V62T

0551

AX

Tem

pVA

CU

UM

VEN

T TE

MP

620

-105

335.

96-7

530

01

sps

Deg

F90

V79X

2634

XX

Posi

tion

RJD

A 1

JET

R2R

DR

IVER

(see

Not

e 1)

n/a

n/a

n/a

On

25 s

psEv

ent

91V7

9X26

38X

XPo

sitio

nR

JDA

2 JE

T R

3R D

RIV

ER (s

ee N

ote

1)n/

an/

an/

aO

n25

sps

Even

t92

V79X

3263

XX

Posi

tion

LEFT

INBO

ARD

ELE

VON

AC

TR 4

FAI

L(L

ocat

ed @

ASA

4, A

vion

ics

Bay

6)Fa

il1

sps

Even

t93

V79X

3268

X X

Posi

tion

LEFT

OTB

OAR

D E

LEVO

N A

CTR

4 F

AIL

(Loc

ated

@ A

SA4,

Avi

onic

s Ba

y 6)

Fail

1 sp

sEv

ent

94V7

9X32

73X

XPo

sitio

nR

IGH

T IN

BOAR

D E

LEVO

N A

CTR

4 F

AIL

(Loc

ated

@ A

SA4,

Avi

onic

s Ba

y 6)

Fail

1 sp

sEv

ent

95V7

9X32

78X

XPo

sitio

nR

IGH

T O

TBO

ARD

ELE

VON

AC

TR 4

FAI

L(L

ocat

ed @

ASA

4, A

vion

ics

Bay

6)Fa

il1

sps

Even

t96

V79X

3334

XX

Posi

tion

RU

DD

ER A

CTR

4 F

AIL

OU

TPU

T(L

ocat

ed @

ASA

4, A

vion

ics

Bay

6)Fa

il1

sps

Even

t97

V79X

3339

XX

Posi

tion

SPEE

D B

RAK

E AC

TR 4

FAI

L(L

ocat

ed @

ASA

4, A

vion

ics

Bay

6)Fa

il1

sps

Even

t98

V76X

4210

EX

Posi

tion

PCA

FLT

CO

NT

ASA

4 R

PC C

ON

1320

-15

292

Off

On

1 sp

sEv

ent

99V7

6X42

11E

XPo

sitio

nPC

A FL

T C

ON

T AS

A 4

RPC

A O

N13

2055

372

Off

On

1 sp

sEv

ent

100

V90H

0803

CX

Der

ived

CO

MM

AND

ED A

NG

LE O

F AT

TAC

K (A

LPC

MD

)n/

an/

an/

a-4

545

1 sp

sD

EG10

1V9

0H10

44C

XD

eriv

edC

OM

MAN

DED

RO

LL A

NG

LE (R

OLL

C)

n/a

n/a

n/a

036

01

sps

Spec

ial

102

V90H

1500

CX

Der

ived

PREL

IM A

ILER

ON

CM

D(D

CSP

)n/

an/

an/

a1

sps

DEG

103

V90H

6410

CX

Der

ived

SELE

CTE

D B

OD

Y FL

AP F

DBK

(DBF

) (se

e N

ote

2)n/

an/

an/

a-5

55

sps

VDC

104

V90H

7505

CX

Der

ived

SELE

CTE

D L

IB E

LEVO

N (E

LVLI

) FD

BK (s

ee N

ote

3)n/

an/

an/

a-5

55s

psVD

C10

5V9

0H75

55C

XD

eriv

edSE

LEC

TED

RIB

ELE

VON

(ELV

RI)

FDBK

(see

Not

e 3)

n/a

n/a

n/a

-55

5sps

VDC

Not

es:

sps

= sa

mpl

e pe

r sec

ond.

(*)

= M

SID

is p

hysi

cally

loca

ted

on th

e Le

ft/R

ight

Ele

von

actu

ator

.

Not

e 1

They

are

cal

ling

a D

iscr

ete=

0 or

Off

as O

ff-Sc

ale

Low

and

Dis

cret

e=1

or O

n as

Off-

Scal

e H

igh.

Not

e 2

Not

e 3

Sam

e as

Not

e 2

exce

pt w

ith M

CC

Cal

ibra

tions

, Sel

ecte

d El

evon

FD

BK is

con

verte

d to

deg

rees

(DEG

).

Whi

le th

is is

list

ed in

the

data

base

as

VDC

, it i

s no

t dow

nlis

ted

as s

uch.

Wha

t is

dow

nlis

ted

is th

e co

unt v

alue

for t

he s

elec

ted

16 b

it M

DM

har

dwar

e w

ord.

A v

alue

of +

5.00

VD

C

whi

ch is

+50

0 co

unts

in th

e si

gn +

9 bi

ts is

a c

ount

val

ue o

f +32

,000

cou

nts

in th

e si

gn +

15 b

its.

Div

idin

g by

64

conv

erts

to th

e si

gn +

9 bi

t val

ue a

nd d

ivid

ing

by 1

00 c

ount

s/VD

C

conv

erts

to V

DC

. Th

us, w

e pu

t a c

alib

ratio

n C

oeffi

cien

t in

the

Cal

ibra

tion

Dat

a of

1/6

400

(1.5

625E

-04)

. Ba

ck th

en w

e co

uld

not e

nter

the

num

ber d

irect

ly.

Inst

ead

we

had

to p

ut

in d

ata

and

let t

he c

ompu

ter c

alcu

late

the

Cal

ibra

tion

Coe

ffici

ents

. Th

us it

cam

e ou

t as

1.56

1999

9E-0

4 or

1/6

402.

0490

65 (c

lose

eno

ugh)

. Th

at is

in th

e Sh

uttle

Dat

a Ta

pe s

o it

gets

con

verte

d to

VD

C o

n th

e gr

ound

. W

ith M

CC

Cal

ibra

tions

it is

con

verte

d to

per

cent

.

E-3

Appendix F List of Contributors

Michael Fitzpatrick USA/MOD

Passive Thermal Control Subsystem Harry Chang NASA/ES

Diana Coronado Boeing Shannon Belknap Boeing Tim Davies Boeing David Russell Boeing Dan Reynolds Boeing Guadalupe Gonzales Boeing

Mechanical / Landing and Deceleration Subsystems Robert Davis NASA/ES Bill Heitzman USA

Tom Hoffman BoeingLink Salvador BoeingRuben Smith Boeing Jeff Goodmark Boeing

Chip Heinol Boeing

Purge, Vent and Drain Subsystem Doug Cline Boeing

Electrical Power Distribution and Control Subsystem Larry Minter Boeing Mark Fugitt Boeing Pete Peterson Boeing Kenneth Utley Boeing Mike Danielson Boeing Mark Welch USA/MOD Angela Bauer NASA/DF

Flight Control Subsystem Don McCorvey Boeing Rich Kawaga Boeing Vester Purkey Boeing Stephen Choi Boeing Jeff Wyrick USA/MOD Kyle Belton USA/MOD David Weiler USA/MOD Vic Untalan NASA/DF

Inertial Measurement Unit Subsystem Mike Reves Boeing Mike Rodgers Boeing

F-3


A great many people participated in the review and analysis of flight data from STS-107. The following is a list of some of the many people who contributed to the review of the STS-107 data and the generation of the entry timeline. The Data Review and Timeline Team thanks all of those who contributed to this effort and apologizes to those who have been inadvertently left of this list.

Core Team (conducted data reviews and represented their organizations at the data reviews, generated timeline, compiled supporting data, generated report, etc.)

Don L. McCormack, Jr. NASA/MVDavid W. Camp Boeing

Joyce Seriale-Grush NASA/EATim Reith Boeing Don Peck Boeing Randy Moore BoeingLonnie Jenkins BoeingTony Leba Boeing Chuck Armstrong BoeingTom Davies Boeing/Cimarron Walter Scott Boeing/Cimarron Joe Mechelay Boeing/CimarronScott Altman NASA/CB George Zamka NASA/CBEric Boe NASA/CB David Moyer NASA/MV Bert Wagster USA Jon Olansen NASA/NC Al Arnold GHG Ross Engle SAIC Jeff Kling NASA/DFHoward Wagner NASA/EPRobert W. Fricke, Jr. LMSO

Auxiliary Power Unit Subsystem Ken Smith Boeing

Paul Grout Boeing Mike Houle Boeing Tom Reuland Boeing Mel Friant NASA/DF Eddie Eskola USA

Hydraulics Subsystem Bob Rauch Boeing

Jeff Goza Boeing

F-1


Charles Ritrivi Boeing David Beaugh Boeing Farzad Rezayat Boeing Francisco Hernandez NASA/EP Mike Snyder USA

Main Propulsion Subsystem David Rigby Boeing Jeff Stinnett Boeing Trina Martingano Boeing Mohammed Jebril Boeing John Chan Boeing Scott Baird NASA/EP John Melcher NASA/DF Thomas Arnold NASA/DF

Orbital Maneuvering and Reaction Control Subsystems Brian Werner Boeing

Steven Arrieta BoeingJames Garza Boeing Ed Fitzgerald Boeing Mickie Eguia Boeing Courtney Dorris BoeingDean Lenort USA/MOD

Fuel Cell and Power Reactant Storage and Distribution Subsystems Danny Fitzgerald Boeing

Ken Adams Boeing Johnny Wong Boeing Tim North Boeing

Environmental Control and Life Support Subsystems Jordan Metcalf NASA/EC Bruce Harkness USA Don Sandersfeld Boeing

Chris Hoffman Boeing Isaac Andu Boeing Carmelo Ascunsion Boeing Menghis Hagos Boeing Thomas Londrigan Boeing Vince Reyes Boeing Marco Lorenzano Boeing Keith Mosall NASA/EC Chau Pham NASA/EC Darren Fasbender USA/MOD

F-2


COLUMBIA

3 0 2 R e p o r t V o l u m e I I • O c t o b e r 2 0 0 3


Danny Siner NASA Brent Bynum Boeing

Chris Gentz Boeing Debra Owen Boeing

Entry AerodynamicsJim Harder Boeing Olman Carvajal Boeing

Brandon Redding Boeing Georgi Ushev Boeing

Stress AnalysisMike Dunham Boeing

Shawn Sorenson Boeing

Image Analysis Greg Byrne NASA/SX Jon Disler LM

SafetyAlan Peterson Boeing

Mike Dye Boeing Bruce Stewart Boeing Jeremy Verostko SAIC Meagan Bell GHG Michael Penney SAIC

F-5


Star Tracker Subsystem Phil Perkins Boeing

Avionics Subsystems Denise Romero NASA

Kevin Dunn NASAJohn Hunt USA

Data Processing Subsystem Jon Cummings USA

James Cooley BoeingVinh Nguyen Boeing Lynna Wood Boeing Jennifer Hagin NASA/DF

Navigational Aids Subsystems Lance Borden Boeing Billy Cowan Boeing

Communication Subsystems Jeff Stafford Boeing Ken McCrary Boeing Marty O�Hare Boeing Martha May Boeing Laura Hoppe USA/MOD Daryl Brown NASA/DF

Cathy Sham NASA/EV Chip Kroll NASA/EVJohn Boster Lockheed Antha Atkins Lockheed

Instrumentation / Recorders Subsystem Dwight Favors Boeing Steve Woods Boeing Rey Rivas Boeing Patrick Ngo Boeing Mike Garske NASA/MV

Displays and Controls Subsystem Brian Kang Boeing Andy Farkas Boeing

Multifunction Electronic Display SubsystemJim Newsome NASA

F-4

d09 - data review - nasa

Documents