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Vision Spaceport

Spaceport Modul

Introdu

September 2000

Spaceport Synergy Team

e Definition Version 1.0

ction and Definitions

Spaceport Module Definition – Introduction and Definition

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TABLE OF CONTENTS

SPACEPORT MODULE DEFINITION – INTRODUCTION AND DEFINITIONS ........................... 9

1.0 INTRODUCTION ................................................................................................................................. 9

1.1 Background......................................................................................................................................... 9

1.2 Purpose ............................................................................................................................................... 9

1.3 Spaceport Module Overview .............................................................................................................. 9

1.4 Current and Potential Launch Sites Around the World .................................................................... 10

2.0 TERMS AND DEFINITIONS............................................................................................................ 13

2.1 General Terms .................................................................................................................................. 13

3.0 CORRELATION TABLE DEFINITIONS ........................................................................................ 17

VOLUME 1: PAYLOAD/CARGO PROCESSING MODULE.............................................................. 20

1.0 INTRODUCTION ............................................................................................................................... 20

1.1 Background....................................................................................................................................... 20

1.2 Purpose ............................................................................................................................................. 20

1.3 Benchmarking Examples .................................................................................................................. 21

2.0 FUNCTIONAL DESCRIPTION........................................................................................................ 22

2.1. Top-Level Cargo Function ........................................................................................................... 2922

2.2 Top-Level Personnel/Passenger Accommodations Functions .......................................................... 22

3.0 OPERABILITY DEFINITIONS......................................................................................................... 26

VOLUME 2: SPACEPORT TRAFFIC/FLIGHT CONTROL MODULE............................................ 29

1.0 INTRODUCTION ................................................................................................................................ 29

1.1 Background....................................................................................................................................... 29

1.2 Purpose ............................................................................................................................................. 29

1.3 Benchmarking Examples……………………………………………………………………………29


2.1 Arrival Traffic/Flight Control........................................................................................................... 33

2.2 Launch/On-Orbit Traffic and Flight Control ................................................................................... 35


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2.3 Traffic/Flight Control Module Sub-Tasks ........................................................................................ 36

2.4 Ascent/Reentry Flight Safety Monitor and Control.......................................................................... 38

3.0 OPERABILITY DEFINITIONS……………………………………………………………………40

VOLUME 3: LAUNCH MODULE........................................................................................................... 48

1.0 INTRODUCTION ............................................................................................................................... 48

1.1 Background....................................................................................................................................... 48

1.2 Purpose ............................................................................................................................................. 48


2.0 FUNCTIONAL DESCRIPTION……………………………………………………………………50

2.1 Vertical Launch Functions................................................................................................................ 51

2.2 Horizontal Launch Functions ........................................................................................................... 54

2.3 Assisted Launch Functions ................................................................................................................ 57

3.0 OPERABILITY DEFINITIONS....................................................................................................... 60

VOLUME 4: VEHICLE LANDING & RECOVERY MODULE.......................................................... 68

1.0 INTRODUCTION ............................................................................................................................... 68

1.1 Background....................................................................................................................................... 68

1.2 Purpose ............................................................................................................................................. 68



2.1 Provide landing area ......................................................................................................................... 71

2.2 Provide Utilities to Vehicle at Motion-Stop (Power, Cooling, Purging) .......................................... 71

2.3 Perform Minor Safing and Checkout for Return to Spaceport ......................................................... 72

2.4 Provide Crew/Passenger Egress Capability ...................................................................................... 72

2.5 Provide Down-Cargo Removal Capability (if appropriate at landing/recovery module) ................. 73

2.6 Maintain/Verify Landing Facility and Systems Functional .............................................................. 74

2.7 Provide Ferry Facility and Fueling Capability.................................................................................. 74

2.8 Provide support-aircraft fueling capability ....................................................................................... 74

2.9 Return Element to the Spaceport (select one of following options) ................................................. 75

2.10 Transfer Vehicle Element to Next Facility in Flow.......................................................................... 78


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3.0 OPERABILITY DEFINITIONS........................................................................................................ 79

VOLUME 5: VEHICLE TURNAROUND MODULE............................................................................ 85

1.0 INTRODUCTION .............................................................................................................................. 85

1.1 Background....................................................................................................................................... 85

1.2 Purpose ............................................................................................................................................. 85



2.1 Prepare Facility for Space Vehicle Arrival ....................................................................................... 87

2.2 Receive Vehicle at this Facility ........................................................................................................ 90

2.3 Jack and Level Vehicle and Secure Vehicle for Processing ............................................................. 91

2.6 Perform Inspection and Checkout to Verify Health of System......................................................... 91

2.7 Perform Cargo Removal if Desired .................................................................................................. 92

2.8 Install Cargo if Desired..................................................................................................................... 92

2.9 Perform LRU Remove-and-Replace; Repair as Needed................................................................... 92

2.10 Service Commodities and Perform Close-Out if Required at this Module....................................... 92

3.0 OPERABILITY DEFINITIONS......................................................................................................... 94

VOLUME 6: VEHICLE ASSEMBLY/INTEGRATION MODULE................................................... 100

1.0 INTRODUCTION ............................................................................................................................ 100

1.1 Background..................................................................................................................................... 100

1.2 Purpose ........................................................................................................................................... 100

1.3 Benchmarking Examples ................................................................................................................ 100

2.0 FUNCTIONAL DESCRIPTION…………………………………………………………………. 102

2.1 Mate Flight Element to Ground Element........................................................................................ 103

2.2 Assemble/Mate Flight Elements if Required .................................................................................. 103

2.3 Perform Interface Verification........................................................................................................ 105

2.4 Perform Servicing/Close-Out if Desired......................................................................................... 106

2.5 Transfer Elements and Interface Hardware Non-Flight Items to Storage Locations ..................... 106

2.6 Transfer Flight Vehicle to Next Module......................................................................................... 107

3.0 OPERABILITY DEFINTIONS ....................................................................................................... 108


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VOLUME 7: VEHICLE DEPOT MAINTENANCE MODULE ......................................................... 112

1.0 INTRODUCTION .............................................................................................................................. 112

1.1 Background..................................................................................................................................... 112

1.2 Purpose ........................................................................................................................................... 112


2.0 FUNCTIONAL DESCRIPTION...................................................................................................... 114

2.1 Vehicle Overhaul, Inspection/Verification, And Modifications (Structural,Flight Controls, etc.) . 114

2.2 Modular Element Overhaul and Inspection/Verification (OMS-RCS Pods,

SSME, Wheels/Tires, TPS, etc)..................................................................................................... 115

2.3 Hot-Test Propulsion Hardware ....................................................................................................... 116

2.4 Spaceport Software Upgrades (Non-Flight) ................................................................................... 116


VOLUME 8: SPACEPORT SUPPORT INFRASTRUCTURE MODULE ........................................ 122

1.0 INTRODUCTION .............................................................................................................................. 122

1.1 Background..................................................................................................................................... 122

1.2 Purpose ........................................................................................................................................... 122


2.0 FUNCTIONAL DESCRIPTION..................................................................................................... 124

2.1 Shops & Labs ................................................................................................................................. 125

2.2 Photographic Services .................................................................................................................... 125

2.3 Fire Protection ................................................................................................................................ 125

2.4 Emergency & Medical.................................................................................................................... 126

2.5 Security........................................................................................................................................... 126

2.6 Library (technical document services)............................................................................................ 126

2.7 Utilities ........................................................................................................................................... 126

2.8 Roads & Grounds ........................................................................................................................... 127

2.9 Food Services ................................................................................................................................. 127

2.10 Heavy Equipment ........................................................................................................................... 127

2.11 Communication/Information Services ............................................................................................ 128

2.12 Ground Transportation Services ..................................................................................................... 128

2.13 Environmental Compatibility Services ........................................................................................... 129

2.14 Pyrotechnic Storage & Handling .................................................................................................... 129


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2.15 Personal Environmental Protection Equipment .............................................................................. 129

2.16 Facility Maintenance Services & Shops ......................................................................................... 130

3.0 OPERABILITY DEFINITIONS...................................................................................................... 131

VOLUME 9: CONCEPT-UNIQUE LOGISTICS MODULE .............................................................. 139

1.0 INTRODUCTION .............................................................................................................................. 139

1.1 Background..................................................................................................................................... 139

1.2 Purpose ........................................................................................................................................... 139



2.1 Propellants (acquisition, storage, distribution, conditioning/verification) ...................................... 141

2.2 Other Fluids and Gasses and Unique Consumables........................................................................ 142

2.3 LRU Replacement Hardware (flight and ground systems) ............................................................. 142


VOLUME 10: TRANSPORTATION SYSTEM OPERATIONS PLANNING AND MANAGEMENTMODULE.................................................................................................................................................. 152

1.0 INTRODUCTION .............................................................................................................................. 152

1.1 Background..................................................................................................................................... 152

1.2 Purpose ........................................................................................................................................... 152



2.1 Customer Relations......................................................................................................................... 154

2.2 Vehicle Manifesting and Scheduling .............................................................................................. 154

2.3 Ground Systems Scheduling and Management .............................................................................. 155

2.4 Software Production ....................................................................................................................... 155

2.5 Personnel Management................................................................................................................... 155

2.6 Sustaining Operations Engineering ................................................................................................ 155

2.7 Work Control.................................................................................................................................. 156

2.8 Public Affairs.................................................................................................................................. 156

2.9 Business Management .................................................................................................................... 157

2.10 Advanced Planning......................................................................................................................... 157


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2.11 Safety, Reliability & Quality Assurance......................................................................................... 157


VOLUME 11: EXPENDABLE ELEMENTS MODULE...................................................................... 162

1.0 INTRODUCTION ............................................................................................................................. 162

1.1 Background..................................................................................................................................... 162

1.2 Purpose ........................................................................................................................................... 162



2.1 Receiving and Inspection............................................................................................................... 163

2.2 Storage ........................................................................................................................................... 163

2.3 Assembly/Close-Out....................................................................................................................... 163

2.4 Checkout to Verify Functions......................................................................................................... 163

2.5 Conditioning if Required (purging, temperature and humidity control) ......................................... 164

2.6 Perform Design Modifications (deferred work) ............................................................................. 164


VOLUME 12: COMMUNITY INFRASTRUCTURE MODULE........................................................ 170

1.0 INTRODUCTION .............................................................................................................................. 170

1.1 Background..................................................................................................................................... 170

1.2 Purpose ........................................................................................................................................... 170


2.0 FUNCTIONAL DESCRIPTION..................................................................................................... 172

2.1 Shelter............................................................................................................................................. 172

2.2 Connecting Utility Infrastructure.................................................................................................... 172

2.3 Transportation Support ................................................................................................................... 173

2.4 Educational Support ....................................................................................................................... 174

2.5 Community Police/Fire Protection ................................................................................................. 174

2.6 Community Resources Infrastructure and Services ........................................................................ 174

2.7 Consumer Retail Support................................................................................................................ 175

2.8 Community Medical Support/Hospitals, etc................................................................................... 175

2.9 Financial Institutions ...................................................................................................................... 175


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2.10 Economic Development.................................................................................................................. 175



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SPACEPORT MODULE DEFINITION – INTRODUCTION ANDDEFINITIONS

1.0 INTRODUCTION

1.1 Background

This document is the introduction to a 12-volume series of Spaceport Module DefinitionDocuments that detail generic spaceport architectural elements for the purpose ofconceptually modeling the ground operations segment of space transportation systemperformance.

Providing models of groundoperations performance that producereasonably accurate results foradvanced space transportationconcepts has proven to be a difficultendeavor. This is, in part, due to thegrowing number of different launchconcepts (both reusable andexpendable in nature) and the lack ofaccurate and consistent historicaldata. The launch operationsenvironment rarely has adequate

resources or time available to collect information and knowledge necessary for modelingof the interactions between a flight system concept and its required ground infrastructureand operations.

1.2 Purpose

This document is an attempt to collect various sources of the “best available” data formodeling the life cycle cost elements associated with a spaceport’s functions. TheSpaceport Synergy Team in support of the 1996-7 NASA Highly Reusable SpaceTransportation (HRST) study initially defined the functional requirements of a genericspaceport. This functional definition of a spaceport was based on a “modular” approachwere the major operations of a port were grouped and identified. The results of this werecollected in the Spaceport Catalog of Architectural Elements.

1.3 Spaceport Module OverviewThe Vision Spaceport Model of operations divides a generic spaceport into 12 functionalmodules summarized in Table 1. Each module is defined and detailed in the Volumes ofthis document. The volumes contain the collected knowledge and expertise of spaceportoperations personnel and serve as the base of evaluations used by the Vision SpaceportConceptual Analysis software toolkit.


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Spaceport Module Listing

Module Description 1 Payload/Cargo Processing Functions 2 Traffic/Flight Control Functions 3 Launch Functions 4 Landing/Recovery Functions 5 Vehicle Turnaround Functions 6 Vehicle Assembly/Integration Functions 7 Vehicle Depot Maintenance Functions 8 Spaceport Support Infrastructure Functions 9 Concept-Unique Logistics Functions10 Transportation System Operations Planning and

Management Functions11 Expendable Element Functions12 Community Infrastructure Functions

1.4 Current and Potential Launch Sites Around the World

There are numerous spaceports supplying orbital and planetary delivery capability thatare operating in the world today. They span almost every continent on the globe. A list ofcurrent and potential launch sites is shown below.

Country SiteLaunch ServiceProviders and PotentialTenants

ActiveSince Comments

DOMESTICUSA Cape Canaveral,

FLBoeingLockheed MartinOrbital Sciences Corp.

1950 Supports wide range of launchvehicles, including the SpaceShuttle.

USA Vandenberg AFB,CA

BoeingLockheed MartinOrbital Sciences Corp.

1959 California Spaceport is underconstruction, with payloadprocessing facilities and newlaunch pads.

USA Wallops Is., VA Orbital Sciences Corp. 1960 Possesses 6 launch pads, whichwere used for light lift orbitallaunches in 1960s and 1970s.

USA Nevada Kistler Future Planned as primary site forKistler K-1 RLV


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USA Edwards AFB,CA

Lockheed Martin Future Initially planned to support X-33flights

USA Kodiak, Alaska Orbital Sciences Future Suborbital launches started in1998

USA White Sands,New Mexico

Lockheed Martin, Kelley(potential)

Future Refurbished missile padsplanned for RLV test flights

USA Utah Pioneer Rocketplane FutureFOREIGN

France Kourou, FrenchGuyana

Arianespace 1970 Able to launch both north andeast, allowing a full range oforbits.

Kazakhstan Baikonur(Tyuratam)

NPO Energia, CentralSpecialized (Starsem),Khrunichev (ILS), Khrunichec(Eurokot), KB Polylot (AssuredSpace Access), Makeyev, NPOYuzhkosmos, STC

1957 The primary launch site forRussia and its associated CISstate organizations (e.g.,Ukraine), especially forcommercial flights. Latitudehampers launch performance forGEO launches.

Russia Plesetsk NPO Energia, CentralSpecialized (Starsem),Khrunichev, Makeyev

1966 Primarily a military launch facilitywith some civil/scientificlaunches also.

Russia Svobodny Khrunichev Rokot Future Similar latitude as BaikonurChina Taiyuan China Great Wall 1988China Xichang China Great Wall 1984China Shuang China Great Wall 1970India Sriharikota VSSC 1979 Primarily focused on the

domestic marketInternational Sea Launch Sea Launch [Boeing, RSC

Energia, KB Yuzhnoye/POYuzhmash (Ukraine), Anglo-Norwegian Kvaerner Group(Norway)]

1999 Limited capacity, approximately6 launches per year. Launchplatform and vehicle ship basedin Long Beach, CA

Japan Tanegashima Rocket Systems Corp. 1975Japan Kagoshima Nissan 1966 Limited capacityIsrael Yavne Shavit 1988 Rockets must launch due west,

limited orbits and performanceCaribbeanIslands

Not yetnegotiated

Beal Aerospace Future Accommodates polar andequatorial orbits, latitude andinclination advantages

Australia Woomera RocketRange, CapeYork and Darwin

Various Russian rocketorganizations

Future Latitude and inclinationadvantages

Brazil Alcantara Brazilian Govt , LockheedMartin/Proton (potential)

Future Potential advantages due tonewly built range control andtracking. Also latitude andinclination flexibility.

Canada ChurchillResearch Range,Manitoba

Canadian company devoted toserving polar launch market

Future Would compete withVandenberg and Kodiak

Indonesia Biak or WaigeoIslands

Indonesian Govt Future Primarily aimed at Indonesianmarket

*Source: Data extracted from The Volpe Study Final Report, prepared by the John A. Volpe NationalTransportation Systems Center Research and Special Programs Administration, U.S. Department ofTransportation, Dec. 1999, pp.20-21.


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As commercial markets grow beyond the current telecommunications and governmentmilitary and civil missions, a large number of economic development factors will beginto emerge in operating high traffic volume, low cost launch communities. Launch systemproviders will be looking for meaningful criteria for siting their launch activities aboveand beyond physical location advantages for launch vehicle performance (i.e., orbitinclination and latitude concerns).


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2.0 TERMS AND DEFINITIONS

The following terms are used throughout the volumes of this document. Refer to thissection to understand the specific meaning that was applied by the reviewing teams in thedevelopment of the Vision Spaceport Model of Spaceport Operations.

2.1 General Terms

Arrival - Return of any part of the space transportation system (elements) back tospaceport.

Assembly - Construction (building) of the flight elements from sub-systems andcomponents.

Automatic Operations - Operations that are performed sequentially without manualintervention. May require prior ground system hook-up to successfully perform theautomatic operation.

Autonomous Operations - Operations that are performed from on-board the flightelement and independent of any ground-to-vehicle hook-ups, i.e., no mated interfacesrequired.

Capacity - Number of flights a given “off-line” spaceport module can handle before theflight production throughput requires an added set of facilities.

Capital Investment Costs - The combination of Facility Acquisition and GSE AcquisitionCosts for a given spaceport.

Checkout - Planned operations that determine system health or flight worthiness viainstrumented means (manual, automatic, or autonomous)

Correlation Score - The degree of relationship between each spaceport attribute / functionand each module basic output (cost or cycle time) parameter. (0, 1, 3, 9)

Cycle Time - Serial time that vehicle elements require (on average) to spend in a givenspaceport module interacting with the required functions. For “off-line” support modulesthe CT assessment is a measure of relative capacity or throughput.

Cycle Time (total) - The accumulation of time of turn around maintenance and check out,integration, launch, on-orbit, return to earth, and arrival at the spaceport.

Delivery - The process of transportation to the spaceport and the initial receipt of flightelements, subsystems, and components.


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Departure - The process of the flight configured space transportation system leaving(launch) the spaceport in order to achieve the intended sub-orbital, orbital, or planetarytrajectory for the payload / cargo / crew.

Element - A stage or end-item that can be defined to stand alone (with defined interfacesto maintain accountability), but support a larger entity of the Space TransportationSystem and its functions.

Facility Acquisition Costs - Sometimes referred to as “brick & mortar” cost factor(construction costs associated with creating a facility). This factor does not includeinstalled equipment. The construction costs associated with creating a new area orbuilding to serve a specific purpose including HVAC. i.e. hanger, warehouse, officebuilding. This does not include the application specific equipment needed for operation.

Figure of Merit - A unitless quantity assigned to a spaceport attribute (qualitative) usedfor comparison and ranking (quantitative).

Fixed Labor Costs - Labor cost factors incurred in operating a given spaceport module,regardless of the level of launch activity (maintain the facilities in an operating, flight-producing state).

Fixed Material Costs - Material cost factors incurred in operating a given spaceportmodule, regardless of the level of launch activity (maintain the facilities in an operating,flight-producing state).

Ground Support Equipment - This cost factor includes the installed equipment required tooperate the flight elements located within the facility, elevators, cranes, clean roomrequired equipment, etc., depending on the flight concept.

Inspections - Planned operations using manual, physical determination of health throughvisual or other means where a lack of on-board instrumentation exists to otherwisedetermine level of flight worthiness.

Integration - The joining of all elements, subsystems, and components (handling andinterface testing) to achieve the vehicle flight configuration, including transportation ofthe flight system around the spaceport.

Labor Headcount - Equivalent number of personnel required to perform spaceportmodule operations functions.

Maintenance - All processing material, equipment, and services necessary to preserve,restore, or modify the elements space transportation system.

Manual Operations - Operations that require periodic manual intervention, i.e., theexpenditure of time and labor to perform a spaceport module function.


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Non-Labor Costs - Material resources and other direct cost items associated with theperformance of spaceport module operations functions.

Operations - That set of spaceport module functions that recur during the production ofoperational flights. (Excludes development and flight test certification functions for thepurpose of this module definition).

Preparation - Planned operations at the spaceport module required prior to vehicle arrival.

Receiving - pPanned operations required at the spaceport module after the vehicle arrivesbut separate from safing functions and prior to other functions (safing, checkout,inspections, servicing, unplanned work). Examples include gaining access to vehicleservice areas, such as the positioning of access stands, removal of access panels andinstalling platforms, lighting, etc., if required.

Remote - Operations controlled from a facility location other than where the vehicle orGSE is located. For example, most orbiter vehicle turnaround operations requiringvehicle power are controlled remotely from the Launch Control Center (LCC).

Response Weight - Numeric scores assigned to a question's responses that indicate therelative impact of each answer in the response set for that question.

Safing - Planned operations required to perform subsequent spaceport module functionssafely. (removal of hazardous substances)

Servicing – Operations required to fulfill planned activity with the exception ofpreparation, safing, servicing, checkout and closeout operations. This typically includesfluid servicing functions, such as fill, drain, pressurization, purges, operations, associatedhookups, tear-down, as well as vehicle jacking operations, required/planned componentremovals, lubrications, calibrations, routine avionics software loading procedures,polishing, waterproofing, etc.

Testing - Examination, checkout, or inspection arising from a special, non-routine, butplanned requirement.

Unplanned Operation - Work arising from the unplanned failure of a flight functioncreating the need for troubleshooting (failure detection), and either acceptance, in-placerepair, or some combination of the following unplanned functions: removal, replacement,re-servicing, retest, and/or re-inspection.

Validation - Valid: well-grounded, producing the desired results, legally sound andeffective, containing premises from which the conclusion may logically be derived;validate: to declare or make legally valid, to mark with an indication of official sanction,to substantiate, verify. (Webster's II Dictionary)

Variable Costs - Costs that are variable with flight rate. These costs are incurred inadding extra resources(labor and non-labor) to increase facility throughput.


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Variable Labor Costs - Cost factors that vary with flight rate. These cost factors areincurred in adding resources (labor hours) to perform each flight.

Variable Material Costs - Cost factors that vary with flight rate. These cost factors areincurred in expending resources (material consumption) with each flight.


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3.0 CORRELATION TABLE DEFINITIONS

The following table contains the resulting model data using the vehicle systembenchmark indicated. It is important to understand the meaning of the “OperabilityRating Levels I, II, III, IV, V, and VI.” These ratings represent the ground systemarchitecture used to process a space vehicle including the facilities used and equates cost-wise to the cost per pound of the payload. Using the User’s inputs to the Model, theModel estimates into which cost category a new design will belong. The following arethe ratings:

Rating ApproximateCost/lb.

Description

Type VIDegradation from

Benchmark$ 100,000/lb

Early Space Transportation Concepts(e.g., Apollo/Saturn V Operations)

Type VBenchmark $ 10,000/lb

Present Generation Space TransportationConcepts

(e.g., Shuttle/ELV Operations)Type IV

One Order of MagnitudeImprovement

$ 1000/lbSecond Generation Space Transportation

Concept(e.g., SSTO Operations)

Type IIITwo Orders of Magnitude

Improvement$ 100/lb

Third Generation Space TransportationConcepts

(e.g., Concord/C-5 Operations)

Type IIThree Orders of Magnitude

Improvement$ 10/lb

Fourth Generation Space TransportationConcepts

(e.g., Vintage 1960s Commercial AirlineOperations)

Type IFour Orders of Magnitude

Improvement$ 1/lb

Fifth Generation Space TransportationConcepts

(e.g., Modern Commercial Airline Operations)

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Vision SpaceportVision SpaceportVision SpaceportVision Spaceport

Spaceport Module Definition Version Version Version Version 1.0

Volume 1: Payload/Cargo Processing Module

September 2000


Volume 1 - Payload/Cargo Processing Module

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VOLUME 1: PAYLOAD/CARGO PROCESSING MODULE

1.0 INTRODUCTION

1.1 Background

The functions that make up Payload/Cargo Processing Module were previously definedby the Spaceport Synergy Team in support of the Space Propulsion Synergy Team’s(SPST) Highly Reusable Space Transportation (HRST) Study Task Force. Thesefunctions were documented in A Catalog of Spaceport Architectural Elements withFunctional Definition.

1.2 Purpose

This document is the first volumein a series of Spaceport ModuleDefinition Documents that detailgeneric spaceport architecturalelements for the purpose ofconceptually modeling the groundoperations segment of spacetransportation systemperformance.

Providing models of groundoperations performance thatproduce reasonably accurateresults for advanced spacetransportation concepts has proven

to be a difficult endeavor. This is in part due to the growing number of different launchconcepts (both reusable and expendable in nature) in a launch operations environmentthat rarely has the resources and time available to collect the needed information andknowledge necessary to model the important interactions that occur between a flightsystem concept and its required ground infrastructure and operations.

Therefore, this document collects various sources of the “best available” data formodeling the life cycle cost elements associated with a spaceport’s capability to processpayload and cargo for delivery to space prior to loading onto or into the launch vehicle,collectively termed the PAYLOAD/CARGO PROCESSING MODULE. Those functionsassociated with the payload that occur on the launch vehicle are covered in otherappropriate volumes where the loading or integration is described (i.e., the turnaroundfacility module, the loading or integration module, the launch module or thelanding/recovery module).


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1.3 Benchmarking Examples

For the development of the Vision Spaceport Model, several benchmarks have beenchosen to be representative of typical state-of-the-art payloads and associated groundfacilities. The approach used in all spaceport module development is to define states ofimprovement, labeled as category VI for worse state than the benchmark (i.e., categoryV), to category I for a system and operations state four orders-of-magnitude improvedfrom the benchmark. The benchmarks are from the following:

Offline Processing for Personnel/Passenger Accommodations. The Spacelab moduleand its processing in the O&C are used in the Vision Spaceport Model as a benchmarkfor state-of-the-art operations involving crewed payloads. System throughputperformance factors leading to Figure-of-Merit calculations were base-lined using theSpace Station Processing Facility (SSPF).

Offline Processing for Space Logistics. The MPLM (Multi-Purpose Logistics Module)and its processing through the Space Station Processing Facility (SSPF) was selected forthe Space Logistics benchmark.

Offline Processing for Low Volume, Customized Payload Deployments. Thisspaceport customer category is typically characterized by custom, unique payloads, thatare usually for scientific and military missions. The benchmark chosen for this classpayload is the Hubble Space Telescope as processed through the Vertical PayloadFacility (VPF).

Offline Processing for High Volume/High Deployments. This spaceport customercategory is typically characterized by high volume, standard payloads, typically forcommercial ventures. The benchmark selected for this category was the Motorola Iridiumconstellation that is processed through the Astrotech commercial payload facility.

Offline Processing for Upper Stage Elements. This particular mission involves anupper stage and benchmarks the Boeing IUS (Inertial Upper Stage).


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2.0 FUNCTIONAL DESCRIPTION

A generic set of spaceport Payload/CargoProcessing functions has been defined inhierarchical order and is described at a top levelbelow. All this information is extracted from theSpaceport Catalog.

The functions shown below, are intended to be acomprehensive list of as many possible functions asmight apply to this module. They may, or may not,be a part of the requirements for a specific spacetransportation concept operating at a particularspaceport. The affordability of any concept will beaffected directly by how those required functionsare satisfied as well as by the quantity of functionsrequired.

Payload/Cargo Processing Facilities Module

2.1. Top-Level Cargo Function

2.1.1 Prepare facility for payload arrival2.1.2 Receiving/inspection*2.1.3 Integrate the elements*2.1.4 Verify P/L functional*2.1.5 Prepare P/L canister*2.1.6 Integrate P/L with canister, verify cleanline2.1.7 Perform fluids servicing*2.1.8 Perform weight, CG & balance*2.1.9 Load P/L on transporter*2.1.10 Remove download from canister*2.1.11 Remove P/L from canister, de-service*2.1.12 Package P/L in shipping container, ship*

2.2 Top-Level Personnel/Passenger Accommodatio

2.2.1 Receive/inspect passenger module* - Offload expended commodities and waste

2.2.2 Prepare and load life support commodities* - Breathing air, food and beverages, waste

2.2.3 Verify module functional*2.2.4 Load personnel tools/equipment/luggage*2.2.5 Transfer/integrate module to/with vehicle*2.2.6 Provide mission briefing for crew/passenge

ss*

ns Functions

treatment

rs*


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2.2.7 Transport personnel to-from vehicle*

* Top be developed at later date. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.1 Top-Level Cargo Function

2.1.1 Prepare facility for payload arrival2.1.1.2 Work control system on-line and functional2.1.1.3 Information and management systems functional

• Systems- Command/control terminals- LAN (personal computers)- Printers- Readers

2.1.1.4 Logistics staging area/tool crib(s) sited and operational2.1.1.5 Verify hazardous warning systems functional

• Systems- Paging system- Toxic vapor detectors- Smoke/fire detectors- Oxygen depletion detectors- Hydrogen vapor/fire detectors

2.1.1.6 Verify Firex system functional• Systems

- Pumps, tanks, and controls- Hose Reels- Sprinklers- Fire extinguishers

2.1.1.7 Environmental contamination control• Systems

- Toxic liquid spill handling/control• Water flush and drain• Catch basin(s)• Ventilation and air scrubber(s)

2.1.1.8 Verify lifting devices/cranes functional• Systems

- Bridge cranes- Derricks/hoists- Mobile cranes- Jacks (facility/portable hydrates etc)- Manlifts

2.1.1.9 Clean/verify facility cleanroom• Filters serviced, sampling systems and HVAC functional


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- Clean Rooms• Payload-specific area• Sampling system(s)• Filter system(s)• Air handlers• Major doors and seals• Shoe cleaners• Personnel attire (bunny suits)

2.1.1.10 Verify facility, and GSE power support systems functional• Interfaces

- Alternating current- Direct current - 28Volt- Direct current - 270V- Power conditioning/filtering (spike/surge protection)- Un-Interruptible Power Supplies (UPS)- Back-up generators- Grounding systems- High voltage GSE (13KVA,etc)- Lightning protection- Others (specify)

2.1.1.11 Verify command and control systems functional and software readyand verified

• Systems- Auxiliary propulsion functions- Fuel-cell power functions- Guidance-Navigation-Control functions- Purge, vent, drain functions- Hydraulic power functions- Electrical power functions- Cooling systems (thermal mgmt.)- Communication & tracking systems- Life support system functions- Utilities feed systems for module

• Power• Water• High pressure gases• Firex (Halon, etc)• HVAC• OTV• OIS• Mechanical subsystems• Data processing subsystems• Others (specify)

2.1.1.12 Lighting/illumination functional and ready• Systems


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- General area lighting- Special lighting/cleanroom functions- Portable lights- Emergency lighting

2.1.1.13 Verify GSE and facility systems functional and ready to support• Systems (mechanical hardware; hoses, control panels, etc)

- Payload propulsion- Fuel-cell power- Guidance-Nav-Control- Purge, vent, drain- Hydraulic power- Electrical power- Cooling systems (thermal mgmt)- Communication & tracking systems- Utilities feed systems for module

• Power• Water• High pressure gases• Firex (Halon, etc)• HVAC• OTV• OIS• Mechanical subsystems• Data processing subsystems• Others (specify)

2.1.1.14 Roll-up style payload ground processing/access structure positioned for payload arrival

2.1.1.15 Facilitized payload access platforms configured and ready to support2.1.1.16 Upon arrival of payload transport vehicle, open facility access doors, verify transfer path clear

2.1.2 Receiving/inspection, et al to be completed at later date


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3.0 OPERABILITY DEFINITIONS



Description











Improvement$ 100/lb




Improvement$ 10/lb




Improvement$ 1/lb



3.1 Type VI – Degradation from Benchmark

Launch vehicle is custom-built for each payload, i.e., all payload accommodations,services, attachments, etc. are mission-unique.

3.2 Type V - Benchmark

Shuttle-type payload bay which requires between-mission reconfiguration for differentpayloads; launch vehicle provides variety of payload services which are customized foreach mission; extensive interface verification testing required; launch vehicle providescontamination control; launch vehicle provides mechanical payload attachments whichare reconfigured for every payload.

3.3 Type IV – One Order of Magnitude of Improvement

Standard payload carrier (not enclosed) in payload bay with minimal standardizedpayload services (power, data, etc.) provided by launch vehicle; some interface


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verification testing required; launch vehicle provides contamination control; launchvehicle provides fixed, self-aligning remotely-actuated attachments for payload carriermating.

3.4 Type III - Two Orders of Magnitude of Improvement

Containerized payloads in payload bay with minimal standardized payload services(power, data, etc.) provided by launch vehicle; no contamination control provided bylaunch vehicle; launch vehicle provides fixed, self-aligning remotely-actuatedattachments for payload carrier mating.

3.5 Type II – Three Orders of Magnitude of Improvement

Containerized payloads with payload bay; payload carrier is self-sufficient, i.e., launchvehicle provides no payload services (power, thermal control, etc.); no contaminationcontrol provided by launch vehicle; launch vehicle provides fixed, self- aligningremotely-actuated attachments for payload carrier mating.

3.6 Type I – Four Orders of Magnitude of Improvement

Payloads are self-contained and are mounted externally on the launch vehicle, i.e., nopayload bay; payload carrier is self–sufficient = launch vehicle provides no payloadservices (power, thermal control, etc.); no contamination control provided by launchvehicle; launch vehicle provides fixed, self-aligning remotely-actuated attachments forpayloads carrier mating.

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Spaceport Module DefinitionVersion 1.0

Volume 2: Spaceport Traffic/Flight Control Module

September 2000


Volume 2 - Spaceport Traffic/Flight Control Module

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VOLUME 2: SPACEPORT TRAFFIC/FLIGHT CONTROL MODULE

1.0 INTRODUCTION

1.1 Background

This document is the second volume in aseries of Spaceport Module DefinitionDocuments that detail generic spaceportarchitectural elements for the purpose ofconceptually modeling the groundoperations segment of spacetransportation system performance.

Providing models of ground operationsperformance that produce reasonablyaccurate results for advanced spacetransportation concepts has proven to bea difficult endeavor. This is, in part, dueto the growing number of differentlaunch concepts (both reusable andexpendable in nature) and the lack ofaccurate and consistent historical data.The launch operations environmentrarely has adequate resources or timeavailable to collectinformation/knowledge necessary formodeling of the interactions between a flight system concept and its required groundinfrastructure and operations.

1.2 Purpose

In an effort to alleviate this information shortage problem, this document collects various “bestavailable” actual data for modeling the life cycle cost elements associated with a spaceport’sTraffic/Flight Control functions, collectively termed the “TRAFFIC/FLIGHT CONTROLMODULE. “


For the development of the model reference tables, the benchmark chosen was the NASASpace Transportation System (STS) program. Traffic/Flight Control functions for thisprogram are performed at the following locations/facilities:

1.3.1 Launch Control Complex (LCC)


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After the Space Shuttle has been rolled out to the launch pad all pre-launch andlaunch activities are controlled from the LCC.

The Traffic/Flight Control module functions that are performed here include:• Perform launch site operational readiness test(s)• Support shuttle and payload checkout• Monitor shuttle and payload• Control countdown sequencing• Confirm instrumentation (e.g. tracking site) readiness• Verify conditions at shuttle “abort” landing sites

1.3.2 Mission Control Center (MCC)

The Space Shuttle Mission ControlCenter at Johnson Space Center inHouston, Texas takes over missioncontrol functions when the SpaceShuttle clears the service tower atKSC Launch Complex 39. Shuttlesystems data, voice communicationsand television are relayed almostinstantaneously to MCC through theNASA Ground and Space Networks,the latter using the orbiting Trackingand Data Relay Satellites. The MCCretains its mission control functionuntil the end of a mission, when theorbiter lands and rolls to a stop. Atthat point the KSC resumes control.The Traffic/Flight Control module functions that are performed by this shuttleprogram element include the following:

• Monitor shuttle PCM downlink• Verify conditions at shuttle “abort” landing sites• Provide data/schedule for tracking shuttle• Monitor major flight events (e.g. MECO)• Potentially, command vehicle subsystems• Plan/monitor vehicle reentry and landing

1.3.3 Spaceflight Tracking & Data Network (STDN)

The Networks Division of Goddard Space Flight Center (GSFC), Greenbelt, Md., isresponsible for operating, maintaining and controlling the Spaceflight Tracking &


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Data Network. The STDN consists of the Space Network (SN) and the GroundNetwork (GN) for providing tracking, data acquisition and associated support.

The Ground Network (GN) is a worldwide network of tracking stations and data-gathering facilities that support shuttle missions and also provide communicationswith other LEO spacecraft. Station management is provided from the NetworkControl Center at Goddard. Basically, commands are sent to orbiting spacecraft fromthe GN stations and, in return, scientific data are transmitted to the stations. Thesystem consists of 12 stations, including three DSN facilities. GN stations are locatedat Ascension Island, a British Crown Colony in the south Atlantic Ocean; Santiago,Chile; Bermuda; Dakar, Senegal, on the West Coast of Africa; Guam; Hawaii; MerrittIsland, Fla.; Ponce de Leon, Fla.; and the Wallops Flight Facility on Virginia'sEastern Shore. The DSN tracking stations are located at Canberra, Australia;Goldstone, Calif.; and Madrid, Spain.

The GN stations are equipped with a wide variety of tracking and data-gatheringantennas, ranging in size from 14 to 85 feet in diameter. Each is designed to performa specific task, normally in a designated frequency band, gathering radiated electronicsignals (telemetry) transmitted from spacecraft.

The Space Network (SN) presently augments the GN, but will completely replace theGround Network in the future. Instead of using a worldwide network of groundstations for tracking, the SN uses an on-orbit series of satellites called the Trackingand Data Relay Satellite System (TDRSS). TDRSS is in a geosynchronous orbit andit gathers tracking and data information that is relayed to a single ground stationlocated at White Sands, N.M.

The Traffic/Flight Control Module functions performed by STDN include:

• Instrument acquisition• Instrument operations (i.e. Command & Control)• Instrument maintenance

The Communications function of the STDN (i.e. routing the data back to thetraffic/flight controllers) is part of the Spaceport/Community Infrastructure Modules.

1.3.4 Other Government Shuttle Program Support

The US Air Force Eastern Test Range provides range safety and data acquisitionsupport to the shuttle program. In particular, flight safety analysis is provided by the45th Space Wing headquartered at Patrick AFB, Florida, and Air Force RangeInstrumentation Aircraft (ARIA) are deployed to support some during launch.


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Additionally, US Space Command resources at North American Air DefenseCommand (NORAD) provide Conjunction On Launch Assessments (COLAs) for allshuttle launches and orbital debris monitoring during the in-flight phase of the shuttle.


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The functions that make up Traffic/Flight Control Module were previously defined by theSpaceport Synergy Team in support of the Space Propulsion Synergy Team’s (SPST’s)Highly Reusable Space Transportation (HRST) Study Task Force. These functions weredocumented in A Catalog of Spaceport Architectural Elements with FunctionalDefinition..

A generic set of spaceport Traffic/Flight Control functions has been defined in ahierarchical order and is described in this section. Some of these functions were extractedfrom the Spaceport Catalog and the rest were identified during the VSP SpaceportPlanning Tool development process. The top level functions for the Traffic/Flight Controlmodule are Arrival, Launch/On-orbit Traffic and Flight Control.

The functions shown below, are intended to be a comprehensive list of as many possiblefunctions as might apply to this module. They may, or may not, be a part of therequirements for a specific space transportation concept operating at a particularspaceport. The affordability of any concept will be affected directly by how thoserequired functions are satisfied as well as by the quantity of functions required.

First level tasks pertaining to both of these functions include:

• Ground/flight vehicle inter-communications systems management and control• Weather advisory for launch, landing, and ground operations• Vehicle-related launch/flight/landing/ground operations control and monitoring• Ascent/Reentry flight safety monitor and control• Audio/visual monitor of ground operations

2.1 Arrival Traffic/Flight Control

This operation requires coordination of operations ofmultiple flight crews/controllers/ground operationsand acquisition of the necessary resources to performthe function. The types of arrivals include:• Conventional aircraft (spaceport-owned)• Conventional aircraft (commercial-owned)• Space vehicles on reentry

2.1.1 Arrival Traffic/Flight Control ResourceAcquisition

Some of the resources that will be required forarrival at a spaceport are outlined below. Forsome space transportation concepts both primary,secondary and abort landing sites will need to be


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considered. Thus, these resources would need to be either partially or whollyduplicated at the contingency/abort sites.

2.1.1.1 Arrival Area

The facilities acquired to support the control functions during arrival must housethe following (potentially at both the primary, secondary and abort sites):• Traffic/flight controller personnel• Tracking instrumentation and associated personnel• C4 (Command, Control, Communication & Computer) equipment

2.1.1.2 Arrival Traffic and Flight Control Equipment

The equipment required to accomplish the traffic/flight control function duringarrival includes all hardware that directly provides data to the vehicle forcommand and control during arrival. This includes data acquisition equipment,workstations, communication hardware (e.g. receivers), tracking equipment,meteorology systems, flight safety analysis systems and audio/visual equipmentfor monitoring vehicle arrival.

2.1.2. Arrival Functions

Functions that are performed to support arrivals at the spaceport are outlined in thefollowing sections.

2.1.2.1 Determine Optimum ArrivalTime/Trajectory

For a space vehicle that is arrivingfrom orbit, the optimum trajectorymust be determined and its outputcompared with the projected airspacetraffic and predicted weather todetermine the optimum time ofarrival. Similar activity needs tooccur for contingency site landings.

2.1.2.2 Coordinate Flight Plan

Arrivals at the spaceport typicallyneed to be coordinated with the following offices:• National airspace traffic management office• Seaway management (potentially)• Spaceport fire/rescue/medical• Spaceport arrival crew/controllers• Contingency landing site personnel


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2.1.2.3 Control the Arrival

The controllers will provide data to flight crews, or automated system if thevehicle is unmanned, including clearance to land, trajectory/approachcoordinates and contingency instructions as appropriate.

2.2 Launch/On-Orbit Traffic and Flight Control

The functions required to perform traffic/flight control during launch and on-orbit arevery similar to those for arrival. Again, there is the need to coordinate operations ofmultiple flight crews/controllers/ground operations.

2.2.1 Launch/On-Orbit Traffic and Flight Control Resource Acquisition

Some of the resources that will be required to perform the traffic/flight controlfunctions for launch are outlined below. It is assumed that space transportationconcepts analyzed with this tool will have only one launch location.

2.2.1.1 Launch/On-Orbit Traffic and Flight Control Facilities

The facilities acquired to support the control functions during launch mustaccommodate the following:• Traffic/flight controller personnel• Tracking instrumentation and associated personnel• C4 (Command, Control, Communication & Computer) equipment

2.2.1.2 Launch/On-Orbit Traffic and Flight Control Equipment

The equipment required to accomplish the traffic/flight control function duringlaunch includes all hardware that directly interfaces to the vehicle for commandand control during launch. This includes data acquisition, workstations,communication (e.g. receivers), tracking equipment, meteorology systems, flightsafety and audio/visual equipment for monitoring operations.

2.2.2 Launch/On-Orbit Traffic and Flight Control Functions

2.2.2.1 Determine Launch Window

The controllers at the spaceport will perform the analysis to determine theoptimum launch time. Factors that are taken into account include the missionrequirement, flight safety requirements, the spaceport schedule, orbitingdebris/spacecraft and the national airspace traffic. Additional considerationsinclude the ‘weight margin” of the vehicle, dispersion analysis, weather andabort site availability.

2.2.2.2 Coordinate Flight Plan


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Departures from thespaceport would need to becoordinated with thefollowing offices:• National airspace traffic

management office• Seaway management• Spaceport

fire/rescue/medical• Spaceport launch

controllers• Abort site personnel

2.2.2.3 Pre-launchProcessing

The launch controllers will be involved in the pre launch activities of thevehicles, to include any guidance, navigation and control system configurationchanges, launch simulation/test activities and spaceport ground trafficmanagement during vehicle movement about the spaceport.

2.2.2.4 Launch Activities

The controllers will provide data to flight crews, or automated launch systems,including permission to launch, any flight plan changes and contingencyinstructions as appropriate. Additionally, the Traffic/Flight control system willcalculate the appropriate parameters during the ascent phase of launch (e.g.position and impact point); verify abort site status, and coordinate with externalagencies as appropriate (e.g. FAA, NORAD, )

2.2.2.5 On-Orbit Tasks

If the vehicle concept in question includes time on orbit, controllers will need toperform COMBO (Calculation Of Miss Between Orbits) analysis by monitoringthe location of orbital debris and other orbiting spacecraft while the vehicle ison-orbit. Therefore, there is a need to continuously track the vehicle, calculateits present position, compare its projected position to that of othervehicles/debris and take the necessary measures to maneuver the vehicle out ofharms way.

Additionally, if the mission profile requires any rendezvousplanning/commanding, it is done within this module. This entails additionalanalysis and command/flight plan generation.

2.3 Traffic/Flight Control Module Sub-Tasks


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To support Launch, On-orbit and Arrival Traffic/Flight Control, the following tasks areassigned to Module 2.

The equipment, facilities, and personnel to support these tasks are assigned to thismodule.• Ground/flight vehicle inter-communications systems management and control• Weather advisory for launch, landing, and ground operations• Vehicle-related launch/flight/landing/ground operations control and monitoring• Ascent/Reentry flight safety monitor and control• Audio/visual monitor of ground operations

2.3.1 Ground/Flight Vehicle Inter-Communications Systems Management and Control

2.3.2 Audio/Video Data

It is necessary to acquire and distributeaudio/video signals from operations areasand the vehicle. This requires thattraffic/flight control personnel develop aplan to allocate audio channels, and videocameras, to specific purposes. The abilityto control remote cameras is inherent inthis activity. Additionally, these dataneed to be archived and a playbackcapability is require to supportanalysis/investigation activities.

2.3.3 Vehicle Data

Controllers will rely on umbilical connections for data during ground operations.During flight, data will be provided via RF/telemetry links. RF/telemetry links entailscheduling, configuring, and operation ofground station antennae, receivers,modulation/demodulation, andrecording/playback equipment.

2.3.4 Weather Advisory for Launch,Landing, and Ground Operations

To provide required weather data, fieldequipment (e.g. meteorological sensortowers) must be operated andmaintained. The data of interest includeswind speed and direction for both windsaloft and at the surface;


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temperature/pressure/visibility versus altitude profiles; precipitation; and lightningrisk.

Additionally, information needs to be exchanged with other weather agencies (i.e.Hurricane center, National Weather Service and Local television/radio stations) forother advisories: extreme weather conditions/ forecasts, solar storms, and meteorshowers.

These data need to be analyzed and their impact on the following operations must beassessed and planned for:• Ground operations• Launch operations• Landing operations• Abort sites

2.3.5 Vehicle-RelatedLaunch/Flight/Landing/GroundOperations Control and Monitoring

The Traffic/Flight controllers areresponsible for monitoring/controllingground traffic during vehiclemovement about the spaceport. Inpreparation for launch, controllers willparticipate in validating GSE andfacility operation, vehicle systemreadiness checks, propellant loading,and engage the countdown sequencer.

During flight, this module’s functionsinclude the scheduling, maintenanceand control of tracking antennae andreceivers. Operators/controllers will provide slave vectors for signal acquisition,monitor signal quality, and calculate vehicle position. Additionally, controllers maymonitor/control vehicle subsystems, staging, and payload operations. This mayinclude monitoring of flight crew and payload experiment data.

In the course of landing operations, controllers traffic/flight controllers will monitorlanding facility/crew readiness, verify that unique GSE are functional and staged foroperation, monitor/initiate abort sequences, monitor/control/safe vehicle subsystems.

2.4 Ascent/Reentry Flight Safety Monitor and Control

The safety functions performed by the controllers during ascent/ reentry include thefollowing:


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• Monitor and control auto-abort/flighttermination systems

• Calculate and monitortrajectory/impact footprint

• Monitor and control launch range

• Provide range safety• Respond to auto-abort/flight

termination scenarios• Calculate/monitor debris impact

footprint, staging impact, and toxicvapor/radiation cloud drift

• Provide downrange clearance to thefollowing entities- International Air Space Management- International Seaways- Military- Sonic boom

• Ensure environmental law and regulations compliance


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The following table contains the ratings used to score the results of the model. Using theshuttle benchmark (Rating V) as indicated, the other ratings are derived from the actualshuttle data template. It is important to understand the meaning of the “Operability RatingLevels I, II, III, IV, V, and VI.” These rating levels are associated with the ground systemarchitecture used to process a space vehicle. The ground system architecture includes thefacilities, and equates cost-wise to the cost per pound of the payload. Using the User’sinputs to the Model, the Model estimates into which cost category a new design willbelong per each module. The following are the ratings:


Description











Improvement$ 100/lb




Improvement$ 10/lb




Improvement$ 1/lb



The following sections define Types I, II, III, IV, V, and VI for this particular module.Obviously Type I is the lowest cost impact to ground operations. Type VI is the largestcost impact to ground operations. The definitions follow starting with Type VI – thegreatest cost impact:


For Traffic/Flight Control functions, these concepts use one-of-a-kind/throwawaycapabilities. Each flight is a reinvention of operations. The telemetry and trackingactivities are mission unique. The mission configuration setup is extremely manualversus any kind of reuse, or even “copy and paste” activities. Additionally, dataacquisition and data reduction activities are completely manual. Finally, due to thenumber and complexity of vehicle elements, the test and checkout time is extremely long.Overall, this rating level represents an extremely massive and complex infrastructure tosupport the transportation system’s launch, ascent, orbit and potentially reentry phases of


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operation. The precise infrastructure size may vary from small launch systems to largesystems; the overall labor required for each flight is very high relative to the pounds thatare launched. Additionally, this labor force is dedicated to specific vehicle flightactivities, (i.e., individual ground personnel are specialized). Some examples are:• Flight-by-flight “readiness certification” is required. Sustaining engineering

monitoring is extensive; i.e., hundreds and perhaps thousands of people are oftenrequired for each launch.

• During launch and ascent, dedicated contingency abort site personnel and equipmentmay need to be mobilized.

• During on-orbit operations, a dedicated, vehicle-specific crew is assigned to monitortransportation vehicle functions, update navigational position vector information, andperform COMBO (Calculation of Miss Between Orbits) for debris and otherspacecraft.

• De-orbit opportunities are also coordinated through a vehicle-specific dedicated flightsupport crew.

• Demonstrated vehicle reliability is 0.7 or less and, therefore, requires complex “rangesafety” destruct systems and infrastructure to be in place for every operational launch.

• For reentry and landing operations, an extensive team dedicated to a specific vehicleflight is required to monitor vehicle functions, coordinate with air and sea-goingtraffic management systems, highly specialized meteorological teams, and tocoordinate with many remote primary and contingency landing/recovery teams.

The schedule time allocated for payload integration planning, mission planning, etc. is onthe order of several years. Since the space traffic and flight control infrastructures are so“flight unique”, it is very difficult/costly to support close spacing of launches and/orlandings, and likely only to be carried out by large national governments. Coordination ofinbound and outbound space traffic with air traffic managers is extremely manual andgreatly interrupts air traffic flow because it is implemented as a long-duration SUA(Special Use Airspace).

3.2 Type V –Benchmark

This type of concept again uses one-of-a-kind capabilities; however, there is somestandardization between mission profiles/equipment. Unfortunately, because of theuniqueness of the equipment/capabilities, configuration changes/refurbishment costs arestill high. The data acquisition/reduction activities are less manual than in a Type VI;however they are by no means “automated”. Human oversight/intervention is still veryprevalent and, due to the number and complexity of vehicle elements, the test andcheckout time is extremely long.

Generally, this rating level still requires vast infrastructure to support the transportationsystem’s launch, ascent, orbit and reentry. The infrastructure size still varies based on thesize/complexity of the launch system (e.g. Athena versus Shuttle). Additionally, the laborforce required for each flight is still prohibitive and individuals are dedicated to specificvehicle flight activities. Some examples are:


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• Flight-by-flight “readiness certification” is required. Sustaining engineeringmonitoring is extensive; i.e., scores and perhaps hundreds of people are often requiredfor each launch.

• During launch and ascent, dedicated contingency abort site personnel and equipmentmay still need to be mobilized.

• During on-orbit operations, a dedicated, vehicle-specific crew is assigned to monitortransportation vehicle functions, update navigational position vector information, andperform COMBO (Calculation of Miss Between Orbits) for debris and otherspacecraft.

• De-orbit opportunities are also still coordinated through a vehicle-specific dedicatedflight support crew.

• Demonstrated vehicle reliability is 0.99 or less and, therefore, requires “range safety”destruct systems and infrastructure to be in place for every operational launch.

• For reentry and landing operations, an extensive team dedicated to a specific vehicleflight is still required to monitor vehicle functions, coordinate with air and sea-goingtraffic management systems, highly specialized meteorological teams, and tocoordinate with many remote primary and contingency landing/recovery teams.

The schedule time allocated for payload integration planning, mission planning, etc. is onthe order of several months to a couple of years. Since the space traffic and flight controlinfrastructures are still relatively “flight unique”, but specialized traffic and flight controlinfrastructure is able to support spacing of launches and/or landings that are betweentwenty-four and forty-eight hours apart. Coordination of inbound and outbound spacetraffic with air traffic managers is still extremely manual and interrupts air traffic flowbecause it is implemented as an extended time SUA (Special Use Airspace).

3.3 Type IV – One Order of Magnitude Improvement

This generation of concepts is the first step toward streamlining the traffic/flight controlfunctions. Examples of improvement include a standard template with minormodifications for trajectory/launch window analysis and a reduction in complexity andnumber of elements reduces the test and checkout required.In general, this rating level represents a moderate level of infrastructure to support thetransportation system’s launch, ascent, orbit and reentry phases of operation. Theinfrastructure size still varies based on the size/complexity of the launch system;however, the overall labor level required for each flight is moderate and may accomplishmultiple vehicle flight activities during high-demand traffic surges. This implies that thetransportation system architecture is automated to a point where individual groundpersonnel may be assigned to multiple launch and landing operations within a singlework period. Some examples are:• Sustaining engineering monitoring is moderate, i.e., only a small team is required for

each operation.• During launch and ascent, specialized abort modes are minimized or eliminated;

therefore, specialized/dedicated contingency abort site personnel and equipment arerarely mobilized.


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• During on-orbit operations, flight support crews may be assigned to monitor morethan one transportation vehicle, update navigational position vector information andperform COMBO for multiple vehicles.

• De-orbit opportunities are also still coordinated through a vehicle-specific dedicatedflight support crew.

• Demonstrated vehicle reliability is greatly improved (0.998 or higher). This has beenaccomplished through significant flight-testing and results in greater flight systemconfidence and reduced ‘range safety’ requirements for operational flights.

• For reentry and landing operations, a moderately sized team coordinates with airtraffic management systems and specialized meteorological teams. This team alsocoordinates with alternative landing/recovery areas that require very littleinfrastructure and time to mobilize on an emergency basis only.

• De-orbit opportunities and other pre-reentry/landing functions are standardized andcoordinated through the flight support crew.

The schedule time allocated for payload integration planning, mission planning, etc. is onthe order of several weeks to a few months. The space traffic and flight controlinfrastructures are still somewhat specialized, but the infrastructure is able to supportspacing of launches and/or landings that are less than a few hours apart. Coordination ofinbound and outbound space traffic with air traffic managers is reasonably routine, butmay also require close coordination of two separate dedicated traffic managementsystems (‘air’ and ‘space’).

3.4 Type III – Two Orders of Magnitude Improvement

These concepts employ very standard procedures/equipment between flights. Therefore,a high throughput (i.e., daily flights or better to and from the spaceport) is achieved.Permanent and relatively affordable infrastructure is available to support thetransportation system’s launch, ascent, orbit and reentry phases of operation. Thecomplete transportation system architecture is highly automated and the flight vehiclesthemselves are extremely autonomous and dependable.While the precise infrastructure size may still vary from small launch systems to largesystems, the overall labor level required for each flight is very small (a few individuals)and routinely accommodates multiple vehicle flight activities. Individual groundpersonnel are often assigned to multiple launch and landing operations within a singlework period. Some examples are:• Sustaining engineering monitoring is small but frequently needed. This requires that

a small crew of individuals are ‘on call’ and continuously available.• During launch and ascent, specialized abort modes are eliminated in favor of “divert

to” methods; therefore, specialized/dedicated contingency abort site personnel andequipment are eliminated from the concept. Coordination with a few dedicatedairports for emergencies during ascent is performed.

• No real change to on-orbit operations in this category, flight support crews may stillbe assigned to monitor more than one transportation vehicle, update navigationalposition vector information and perform COMBO for multiple vehicles.


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• Demonstrated vehicle reliability is orders of magnitude improved (0.9998 or higher).This has been accomplished through extensive flight-testing and vehicle certificationprograms at designated space flight test centers. These centers have full service“range control” systems and infrastructure capable of handling high volume test flightactivity. This results in far greater system confidence and eliminates the need for‘range safety’ requirements for operational flights. Overland flights become apossibility.

• Reentry and landing operations may be embodied with the launch/ascent crew andmay even be the same individuals. This small crew coordinates with air trafficmanagement systems, specialized meteorological teams, and also coordinates withairports that require little or no infrastructure and time to mobilize on an emergencybasis.


The schedule time allocated for payload integration planning, mission planning, etc. is onthe order of several days to several weeks. The space traffic and flight controlinfrastructures are able to support spacing of launches and/or landings in less than anhour for surge traffic. Coordination of inbound and outbound space traffic with air trafficmanagers is routine and accomplished through a collaborative/integrated environment.

3.5 Type II – Three Orders of Magnitude Improvement

Similar to Type III, Type II concepts have standardized procedures/equipment; Theseconcepts employ completely standard procedures/equipment between flights. Therefore,a very high throughput (i.e., multiple daily flights or better to and from the spaceport) isachieved. Permanent and very affordable infrastructure is available to support thetransportation system’s launch, ascent, orbit and reentry phases of operation. Thecomplete transportation system architecture is very highly automated and the flightvehicles themselves are extremely autonomous and very dependable.While the precise infrastructure size may still vary from small launch systems to largesystems, the overall labor level required for each flight is very small (a few individuals)and routinely accommodates multiple vehicle flight activities. Individual groundpersonnel are often assigned to multiple launch and landing operations within a singlework period. Some examples are:• Sustaining engineering monitoring is very small and rarely required; therefore, only a

few individuals are ‘on call’ and continuously available.• During launch and ascent, specialized abort modes are eliminated in favor of “divert


• No real change to on-orbit operations in this category, flight support crews may stillbe assigned to monitor more than one transportation vehicle, update navigationalposition vector information and perform COMBO for multiple vehicles.


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• Demonstrated vehicle reliability is many orders of magnitude improved (0.99998 orhigher). This has been accomplished through extensive flight-testing and vehiclecertification programs at designated space flight test centers. These centers have fullservice “range control” systems and infrastructure capable of handling high volumetest flight activity. This results in far greater system confidence and eliminates theneed for ‘range safety’ requirements for operational flights. Overland flights becomea very real possibility.

• Reentry and landing operations are embodied with the launch/ascent crew and are thesame individuals. This small crew coordinates with air traffic management systems,specialized meteorological teams, and also coordinates with airports that require littleor no infrastructure and time to mobilize on an emergency basis.

• De-orbit opportunities and other pre-reentry/landing functions are standardized andcoordinated through the flight support crew and may be space-based.

The schedule time allocated for payload integration planning, mission planning, etc. is onthe order of hours and days. The space traffic and flight control infrastructures are oftenable to support spacing of launches and/or landings in less than an hour. Coordination ofinbound and outbound space traffic with air traffic managers is routine and accomplishedthrough a collaborative/integrated environment.

3.6 Type I – Four Orders of Magnitude Improvement

Type I’s major difference is not only the employment of simple and standardizedprocedures/equipment, it also makes full use of automation (test & checkout, command &control, data acquisition/reduction…). The complete transportation system architecture isvery highly automated and the flight vehicles themselves are extremely autonomous anddependable. Overall, this rating level represents commercial “airline-like” throughput:• Many daily flights to and from a multi-modal transportation facility• Permanent and highly affordable infrastructure to support the transportation system’s

takeoff, orbit and return phases of operation• While the precise infrastructure size may still vary from small systems to large systems,the overall labor level required for each flight is extremely small (a few individuals) androutinely accommodates high numbers of multiple vehicle flight activities. Individualground personnel are routinely assigned to many launch and landing operations within asingle work period. These operations are characterized by:• Sustaining engineering monitoring is very small and rarely required; therefore, only a

few individuals are ‘on call’ and continuously available.• During launch and ascent, specialized abort modes are eliminated in favor of “divert



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• For on-orbit operations, flight support crews are assigned to monitor more than onetransportation vehicle, update navigational position vector information and performCOMBO for multiple vehicles.


• Demonstrated vehicle reliability is airline-like (0.999998 or higher). This has beenaccomplished through standardized flight test certification programs at designatedspace flight test centers. These centers have full service systems and infrastructurecapable of handling high volume test flight activity. This results in extremely highsystem confidence and eliminates the need for ‘range safety’ requirements foroperational flights. Scheduled space traffic over populated landmasses is routine.

• Reentry and landing operations are embodied with the launch/ascent crew and are thesame individuals. This small crew coordinates both air and space-bound traffic and islocated at the multi-modal transportation facility.

• De-orbit opportunities and other pre-reentry/landing functions are standardized andcoordinated through the flight support crew and are most likely space-based.

The schedule time allocated for payload integration planning, mission planning, etc. is onthe order of minutes. The space traffic and flight control infrastructures routinely supportspacing of launches and/or landings in less than an hour. Coordination of inbound andoutbound space traffic with air traffic managers is routine, dependable and operates fromcommon systems (i.e. a single aerospace traffic management architecture).

47


Spaceport Module Definition1.01.01.01.0 VersionVersionVersionVersion

Volume 3: Launch Module

September 2000


Volume 3 – Launch Facilities Module

VOLUME 3: LAUNCH MODULE

1.0 INTRODUCTION

1.1 Background

The functions that make up the Launch Facilities Module were previously defined by theSpaceport Synergy Team in support of the Space Propulsion Synergy Team’s (SPST’s)Highly Reusable Space Transportation (HRST) Study Task Force. These functions weredocumented in A Catalog of Spaceport Architectural Elements with FunctionalDefinition.

1.2 Purpose

This document is the third volume in a series of Spaceport Module Definition Documentsthat detail generic spaceport architectural elements for the purpose of conceptuallymodeling the ground operations segment of space transportation system performance.

Providing reasonably accuratemodels of ground operationsperformance for advancedspace transportation conceptshas proven to be difficult. Thisis due, in part, to the fact thatboth reusable and expendablelaunch vehicle programs rarelyhave the resources to collectinformation in the scope andquality necessary to accuratelymodel interactions betweenflight systems and the groundoperations infrastructure.

In an effort to alleviate thisinformation shortage problem,this document collects varioussources of the “best available”actual data for modeling the lifecycle cost elements associatedwith a spaceport’s vehiclelaunch function.

Launch Module functions derived from a vehicle concept mayrequire weather protection, multiple access stands, and complexmobile structures. Multiple interfaces: e.g., flight-to-ground, andground-to-ground, and final test and checkout, and servicing-systems preparation can cumulatively and adversely affectlaunch module capability in an integrate-transfer-launchscenario. Productivity can become limited to a launch per monthas compared to a busy commercial airline runway, with novisible infrastructure other than the runway itself, manifesting aflight every 5 minutes.

48



49

For development of the Spaceport Model, the benchmark chosen to represent state-of-the-art performance in Launch Facilities is the Space Shuttle Program’s Launch Complex39A (LC-39A). The Launch Facilities spaceport module functions include those facilityitems necessary to carry out the following:Position the flight vehicle in geometric attitude required for flight, mating of the vehiclewith command/control/communications/servicing/launch- assist interfaces, payloadinstallation and integration with the vehicle (if required), provide weather protection (ifrequired), performance of commodities transfer to the vehicle, ingress crew/passengers,validation of flight readiness, launch of the vehicle, and facilities recycle activities for thenext launch.

Other facilities were considered as benchmarks for state-of-the-art reusable launchvehicle facilities; e.g., the X-33 launch site at White Sands, and Vandenburg Air ForceBase Space Shuttle launch facility at SLC-6. These were rejected because actual orimplemented life cycle cost information is required to accurately model performance (i.e.,both actual capital investment costs, actual facility operations cost, and cycle timeperformance). Those data are not available from Whitesands or Vandenburg. Therefore,in the Spaceport Model, the Space Shuttle launch facility at KSC is used as thebenchmark for comparison of reusable concepts to determine their relative magnitude ofimprovement (or “figure-of-merit”).

If the relative amount of pre-launch activities are, for a given concept, similar to theShuttle, then the concept is likely to assume the costs and flight rate performance of LC-39A. On the other hand, if a concept input to the model requires:• Less hazardous activities and commodities• Has fewer systems that require pre-launch servicing• Has been assumed to represent an investment in a thorough test and certification

program to assure dependability of many repetitive flights• Requires little or no servicing• System health is autonomously or automatically determined by the vehicle

Then there may be significant cost reduction by comparison. This is the envisioned modeof operation for the Vision Spaceport Project model -- when such a vehicle concept canbe successfully defined.



A generic set of spaceport LaunchFacilities functions has been defined inhierarchical order and is described at atop level below. All this information isextracted from the Spaceport Catalog.

The functions shown below, are intendedto be a comprehensive list of as manypossible functions as might apply to thismodule. They may, or may not, be apart of the requirements for a specificspace transportation concept operating ata particular spaceport. The affordabilityof any concept will be affected directlyby how those required functions aresatisfied as well as by the quantity offunctions required.

The three categories of functions are as f2.1 Vertical Launch Functions2.2 Horizontal Launch Functions2.3 Launch Assist Functions (Mag-Lev e

Note: For Micro-Wave Beaming functions

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Launch Facilities first-order (top-level) fassist, et al):2.x.1 Verify launch facility on-line and f2.x.2 Position flight vehicle for/at launch2.x.3 Mate with facility and verify funct2.x.4 Integrate payload and/or personne interfaces (if any)2.x.5 Provide vehicle weather protection2.x.6 Perform local servicing of commod module2.x.7 Perform remote servicing of comm module2.x.8 Ingress crew/passengers2.x.9 Launch the vehicle2.x.10 Recycle/ refurbish launch facility2.x.11 Service launch facility support sys

Tmhc

he Launch Module infrastructure can incur heavy operations andaintenance costs if incorporating conventional pneumatics, air

andling, platforms, hydraulics, and electrical systems within aomplex set of access stands and support structure.

50

ollows:

t al)

see Vertical Launch.

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -unctions (all modes, vertical, horizontal, launch

unctional site

ional interfaces (if any)l module with vehicle and verify functional

(if required) wind, rain, ice, lightning, etc.ities and close-out for flight if required at this

odities and close-out for flight if required at this

tems


51

2.1 Vertical Launch Functions

2.1.1 Verify launch facility on-line and functional

• Verify electrical power systemsfunctional

• Verify pad communicationssystems functional (OIS, OTV,paging/ warning,

• hazardous gas detection/ alarmsystems)

• Verify command and controlsystems functional

• Verify propellants and gassesstorage and transfer systemsfunctional

• Verify access and handling systemsfunctional (elevators, cranes, safetydoors,

• Payload-unique handlingequipment, weather protection, etc)

• Verify industrial water systemsfunctional (tower/ pad deluge,flame deflector deluge, soundsuppression, ignition overpressure, etc)

• Verify fire-ex emergency water systems fun

2.1.2 Position flight vehicle for/at launch site• Transport vehicle to launch pad• Position and align for erection (if required)• Erect to vertical (if required)• Verify position and alignment• Remove transportation/ erection hardware

2.1.3 Mate with facility and verify functional interf• Install/ mate electrical power umbilicals to

continuity and free of short circuits (if requ• Install/ mate communications/ data umbilic

strength and noise levels if required (fiber o• Verify RF/ IR communication paths functio• Position access systems/ equipment require

hardware protective kits, etc)• Structurally mate vehicle to facility and tor

holddown, umbilical carrier plates, and stab• Remove any temporary structural supports

Tdgesplfo

he Launch Module functions are driven by vehicleesign and responding requirements. Venting ofases, while a seemingly simple requirement, mayntail complex, expensive support infrastructureuch as mobile retractable access stands, safetyurges, umbilicals with redundant hydraulics, andast minute inspections for ice build-up to which aragile vehicle will be sensitive, due to either foamr fragile, but reusable tile.

ctional

(if required)

aces (if any)vehicle and verify all conductorsired)als to vehicle and verify functional signalptics, copper path, etc)nal between vehicle and facilityd (swing arms, access platforms and

que fasteners (explosive bolts) forilizers, if requiredif required


52

• If vehicle was mated tolauncher (mobileplatform) at priormodule, mate/installlauncher to facility andstructurally attach tosupports

• Install/ mate cryogenicfluid umbilicals and leakcheck (if required)

• Install/ mate toxic fluidumbilicals and leakcheck (NH3, MMH,N2O4, etc)

• Install/ mate non-toxicstorable liquidsumbilicals and leakcheck (RP-1, alcohol,hydraulic fluid, coolants,H2O2, water, etc, ifrequired)

• Install/ mate gaseous umbilicals and leak check ( GN2, Ghe, GH2, GO2, air, etc)

2.1.4 Integrate payload and/or personnel module with vehicle and verify functional interfaces (if any)

• Perform cargo removal if desired- Provide access to payload- Position and connect handling equipment- Demate payload from vehicle- Remove payload, place on transporter and establish required services- Remove payload-unique accommodations from vehicle

• Install cargo if desired- Configure vehicle and install payload-unique accommodations- Clean/ verify vehicle cleanliness if required- Receive, position, and install handling equipment on payload- Install payload- Mate payload-to-vehicle interfaces and verify functional (If Required)

2.1.5 Provide vehicle weather protection (if required) wind, rain, ice, lightning. etc.• Position wind/ rain/ hail/ snow protection systems• Position/ check electrical continuity of lightning-sensing and protection system• Provide/ position vehicle thermal management and control system if used

2.1.6 Perform local servicing of commodities and close-out or flight if required atthis module

Vehicle-to-ground interfaces in a launch module (ShuttleHydrogen vent arm shown) trace back to major infrastructurerequirements such as extensive and complex hazardous gasdetection systems, gaseous nitrogen facility requirements,gaseous helium valve actuation and precise helium-injectionsystems all requiring extensive test, checkouts and inspections.Manual systems further decrease affordability and productivity.


53

• Drain and flush fluid systems as required• Replenish, fill or verify fluids and gasses commodities, and verify chemical

purity at desired level (if appropriate at this module)• Recharge batteries or replace if needed• Lubricate and adjust subsystems as required• Install ordnance if desired• Perform flight and ground systems ordnance installation operations (if required in

this module)- Establish RF silence (includes no-switching)- Remove spent ordnance and install and install new end items- Verify stray voltage control- Perform electrical mate and configure safe & arm devices- Perform range safety interface command checks- Verify functional links with space-based assets (if incorporated)

• Perform any needed cleaning before close-out• Remove any access hardware or other non-flight hardware• Perform close-out photography if desires• Install close-out covers and access doors and leak check as required

2.1.7 Perform remote servicing of commodities and close-out for flight if required at this module

• Clear personnel from pad-blast danger area• Load main propellants for flight (cryogenic and high-pressure gasses to flight

pressure)• Establish steady-state replenish of cryos

2.1.8 Ingress crew/passengers• Prepare crew/ passenger module for ingress• Transport personnel to pad for ingress (boarding)• Prepare and board flight personnel (flight suits, security/ badge/ identification

checks, etc)• Stow carry-on items• Seat/ secure personnel for launch/ flight environment• Close access hatch/ door and remove/ stow access equipment• Transport ground service crew to fall-back area

2.1.9 Launch the vehicle• Verify vehicle and environment ready for launch

- Ground support personnel fall-back complete- Emergency fire and medical equipment and personnel on station

• Obtain clearances to launch/ fly (if appropriate)• Execute auto launch sequence• Provide emergency abort flight personnel egress capability

2.1.10 Recycle/ Refurbish launch facility


54

• Secure/ safe ground systems (reactivate pre-launch-secured utilities [electricalpower, lighting, fire alarms, HVAC, potable water, communications, etc], drain andpurge propellant transfer systems, vent and purge high-pressure pneumaticssystems, safe high-volume low-pressure facility purge systems, safe ordnancesystems, replace personnel restraint systems [safety railing etc])

• Perform facilities and systems walk-down inspections and document anomalies forrepair/ refurb cycle

• Schedule and perform repair/ refurbish of systems• Perform pad washdown if required• Remove/ treat contaminated fluids (water/ acid, etc) and transport for disposal• Repair vehicle-exhaust deflectors if deteriorated• Transport mobile launch structures/ platform to appropriate module• Perform systems/ structures preventive maintenance as scheduled• Verify facilities and systems functional for next launch

2.1.11 Service launch facility support systems• Replenish liquids and gasses commodities for next launch• Service safety, fire and emergency equipment as required

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2 Horizontal Launch Functions

2.2.1 Verify launch facility on-line and functional• Verify electrical power systems functional• Verify pad communications systems functional (OIS, OTV, paging/warning,

hazardous gas defection/alarm systems)• Verify command and control systems functional• Verify propellants and gases storage and transfer systems function al• Verify access and handling systems functional (elevators, cranes, safety doors,

payload-unique handling equipment, weather protection, etc)• Verify Firex emergency water systems functional

2.2.2 Position flight vehicle for/at launch site• Transport vehicle to launch site• Remove transportation hardware if required.

2.2.3 Mate with facility and verify functional interfaces (if any)• Install/mate electrical power umbilicals to vehicle and verify all conductor continuity

and free short circuits (id required).• Install/mate communications/data umbilicals to vehicle and verify functional signal

strength and noise levels if required (fiber optics, copper path, etc)• Verify RF/IR communication paths functional between vehicle and facility• Position access systems/equipment required (swing arms, access platforms and

hardware protective kits, etc)


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• Structurally mate vehicle to facility and torque fasteners (explosive bolts) forholddown, umbilicals carrier plates, and stabilizers, if required

• Remove any temporary structural supports if required• Install/mate cryogenic fluid umbilicals and lead check (if required)• Install/mate toxic fluid umbilicals and leak check (NH3, MMH, N204, etc)• Install/mate non-toxic storable liquids umbilicals and leak check (RP-1, alcohol,

hydraulic fluid, coolants, H202, water, etc, if required)• Install/mate gaseous umbilicals and leak check (GN2, Ghe, GH2, G02, air, etc)

2.2.4 Integrate payload and/or personnel module with vehicle and verify functional interfaces (if any).

• Perform cargo removal if desired- Provide access to payload- Position and connect handling equipment- Demate payload from vehicle- Remove payload, place on transporter and establish required services- Remove payload-unique accommodations from vehicle

• Install cargo if desired- Configure vehicle and install payload-unique accommodations- Clean/verify vehicle cleanliness in required- Receive, position, and install handling equipment on payload- Install payload- Mate payload-to-vehicle interfaces and verify functional

2.2.5 Provide vehicle environmental protection (if required)• Position wind/rain/hail/snow protection systems• Position/check electrical continuity of lightning-sensing and protection system• Provide/position vehicle thermal management and control system if used

2.2.6 Perform local servicing of commodities and close-out for flight if required at this module

• Drain and flush fluid systems as required• Replenish, fill or verify fluids and gasses commodities, and verify chemical purity at

desired level (if appropriate at this module)• Recharge batteries or replace if needed• Lubricate and adjust subsystems as required• Install ordnance if desired• Perform flight and ground systems ordnance installation operations (if required in

this module)- Establish RF silence (includes no-switching)- Remove spent ordnance and install and install new end items- Verify stray voltage control- Perform electrical mate and configure safe & arm devices

- Perform range safety interface command checks- Verify functional links with space-based assets (if incorporated)


56

• Perform any needed cleaning before close-out• Remove any access hardware or other non-flight hardware• Perform close-out photography if desired• Install close-out covers and access doors and leak check as required

2.2.7 Perform remote servicing of commodities and close-out for flight if required at thismodule

• Clear personnel from launch-blast danger area• Load main propellants for flight (cryogenic and high-pressure gasses to flight

pressure)• Establish steady-state replenish of cryos

2.2.8 Ingress crew/passengers• Prepare crew/passengers module for ingress• Transport personnel to pad for ingress (boarding)• Prepare and board flight personnel (flight suits, security/badge/identification checks,

etc)• Stow carry-on items• Seat/secure personnel for launch/flight environment• Close access hatch/door and remove/stow access equipment• Transport ground service crew to fall-back area• Final vehicle preparations for launch (remove wheel chocks)

2.2.9 Launch the vehicle• Verify vehicle and environment ready for launch.

- Ground support personnel fall-back complete- Emergency fire and medical equipment and personnel on station

• Obtain clearances to launch/fly (if appropriate)• Execute auto launch sequence• Provide emergency abort flight personnel egress capability

2.2.10 Recycle/refurbish launch facility• Secure/safe ground systems (reactivate pre-launch-secured utilities [electrical

power, lighting, fire alarms, HVAC, potable water, communications, etc], drain andpurge propellant transfer systems, vent and purge high-pressure pneumaticssystems, safe high-volume low pressure facility purge systems, safe ordnancesystems, replace personnel restraint systems [safety railing etc])

• Perform facilities and systems walk-down inspections and document anomalies forrepair/refurb cycle

• Schedule and perform repair/refurbish of systems• Perform launch site washdown if required• Remove/treat contaminated fluids (water/acid, etc) and transport for disposal• Perform systems/structures preventive maintenance as scheduled• Verify facilities and systems functional for next launch• Service launch facility support systems


57

• Replenish liquids and gasses commodities for next launch• Service safety, fire and emergency equipment as required

2.2.11 Service launch facility support systems• Replenish liquids and gases commodities fore next launch• Service safety, fire and emergency equipment as required

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.3 Assisted Launch Functions

2.3.1 Verify launch facility on-line, functional and serviced• Verify electrical power systems functional• Verify pad communications systems functional (OIS, OTV, paging/warning,

hazardous gas detection/alarm systems)• Verify command and control systems functional• Verify propellants and gasses storage and transfer systems functional• Verify access and handling systems functional (elevators, cranes, safety doors,

payload-unique handling equipment, weather protections, etc)• Verify Firex emergency water systems functional

2.3.2 Position Flight vehicle for/at launch site• Transport vehicle to launch site• Position vehicle onto launch-assist platform and secure for propellant and payload

servicing• Remove vehicle transportation hardware

2.3.3 Mate with facility and verify functional interfaces (if any)• Install/mate electrical power umbilicals from facility to launch-assist platform, and

from platform to vehicle and verify all conductors continuity and free of shortcircuits

• Install/mate communications/data umbilicals to vehicle and verify functional signalstrength and noise levels if required (fiber optics, copper path, etc)

• Verify RF/IR communication paths functional between vehicle and facility• Position access systems/equipment required (swing arms, access platforms and

hardware protective kits, etc)• Structurally mate vehicle to launch-assist platform and torque fasteners for

holddown, umbilicals carrier plates, and stabilizers if required.• Remove any temporary structural supports if required• Install/mate cryogenic fluid umbilicals and lead check (if required)• Install/mate toxic fluid umbilicals and leak check (NH3, MMH, N204, etc)• Install/mate non-toxic storable liquids umbilicals and leak check (RP-1, alcohol,

hydraulic fluid, coolants, H202, water, etc, if required)• Install/mate gaseous umbilicals and leak check (GN2, Ghe, GH2, G02, air, etc)


58

2.3.4 Integrate payload and/or personnel module with vehicle and verify functional interfaces (if any)

• Perform cargo removal if desired- Provide access to payload- Position and connect handling equipment- Demate payload from vehicle- Remove payload, place on transporter and establish required services- Remove payload-unique accommodations form vehicle

• Install Cargo (if desired).- Configure vehicle and install payload-unique accommodations- Clean/verify vehicle cleanliness in required- Receive, position, and install handling equipment on payload- Install payload- Mate payload-to-vehicle interfaces and verify functional

2.3.5 Provide Vehicle weather protection (if required),wind, rain, ice, lightning, etc.• Position wind/rain/hail/snow protection systems• Position/check electrical continuity of lightning-sensing and protection system• Provide/position vehicle thermal management and control system if used

2.3.6 Perform local servicing of commodities and close-out for flight if required at this module

• Drain and flush fluid systems as required• Replenish, fill or verify fluids and gasses commodities, and verify chemical purity at

desired level (if appropriate at this module)• Recharge batteries or replace if needed• Lubricate and adjust subsystems as required• Install ordnance if desired• Perform flight and ground systems ordnance installation operations (if required in

this module)- Establish RF silence (includes no-switching)- Remove spent ordnance and install and install new end items.- Verify stray voltage control.- Perform electrical mate and configure safe & arm devices- Perform range safety interface command checks- Verify functional links with space-based assets (if incorporated)

• Perform any needed cleaning before close-out• Remove any access hardware or other non-flight hardware• Perform close-out photography if desired• Install close-out covers and access doors and leak check as required

2.3.7 Perform remote servicing of commodities and close-out for flight if required at thismodule

• Clear personnel from launch-blast danger area


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• Load main propellants for flight (cryogenic and high-pressure gasses to flightpressure)

• Establish steady-state replenish of cryos• Load launch-assist platform propellants (cryos and gasses) if required• Power-up electrical platform power system for launch-assist function

2.3.8 Ingress crew/passengers• Prepare crew/passengers module for ingress• Transport personnel to launch area for ingress (boarding)• Prepare and board flight personnel (flight suits, security/badge/identification checks,

etc)• Stow carry-on items• Seat/secure personnel for launch/flight environment• Close access hatch/door and remove/stow access equipment• Transport ground service crew to fall-back area• Final vehicle preparations for launch (remove wheel chocks)

2.3.9 Launch the vehicle• Verify launch-assist system, vehicle and environment ready for launch

- Ground support personnel to fall-back area- Emergency fire and medical equipment and personnel on station

• Obtain clearances to launch/fly (if appropriate)• Execute auto launch sequence• Provide emergency abort flight personnel egress capability

2.3.10 Recycle/refurbish launch facility• Safe launch-assist platform if required• Secure/safe ground systems (reactivate pre-launch-secured utilities [electrical

power, lighting, fire alarms, HVAC, potable water, communications, etc], drain andpurge propellant transfer systems, vent and purge high-pressure pneumaticssystems, safe high-volume low pressure facility purge systems, safe ordnancesystems, replace personnel restraint systems [safety railing etc])

• Retrieve/reposition launch-assist platform to refurbish/launch position• Refurbish launch-assist platform and its systems• Perform facilities and systems walk-down inspections and document anomalies for

repair/refurb cycle• Schedule and perform repair/refurbish of systems• Perform launch site washdown if required• Remove/treat contaminated fluids (water/acid, etc) and transport for disposal• Perform systems/structures preventive maintenance as scheduled• Verify facilities and systems functional for next launch

2.3.11 Service spaceport module listing (including launch-assist platform systems)• Replenish liquids and gasses commodities for next launch• Service safety, fire and emergency equipment as required


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The following table contains the resulting model data using the vehicle systembenchmark indicated. It is important to understand the meaning of the “OperabilityRating Levels I, II, III, IV, V, and VI.” These ratings represent the ground systemarchitecture used to process a space vehicle, including the facilities used, and equatescost-wise to the cost per pound of payload delivery to orbit. Using the User’s inputs tothe Model, the Model estimates into which cost category a new design will belong. Thefollowing are the ratings:


Description











Improvement$ 100/lb




Improvement$ 10/lb




Improvement$ 1/lb



The following defines Type I, II, III, IV, V, and VI functions. Essentially Type I is thelowest cost and impact to ground operations. Type VI is the largest cost and impact toground operations. The Benchmark used for this Module was Type V. The definitionsfollow starting with Type VI – the greatest cost and impact:

3.1 Type VI - Degradation from Benchmark

This type of architecture is defined as more complex (recurring support costs increased)than the above Type V-Benchmark. To be scored as Type VI, the sum of metrics for nontoxic/explosive/hazardous systems outlined for Type V (Items 4 and below) must beincreased by an order of magnitude; i.e., more systems. A vertical launch function mayalso be deemed a Type VI if any one of the toxic/ explosive/ hazardous systems (Items 1-3 above) is increased in operational influence factor by an order of magnitude.

3.1.1 Cargo Integration Cycle Time Impact


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Launch processing timeline and Tool score is impacted by cargo loading/classicalintegration in excess of twenty-seven (27) calendar days. Some aspect of loading isperformed during the launch-sequence countdown scheduling, may includehazardous operations (requires periods of “area clear”), and requires classical“integration” with the vehicle other than mechanical securing to prevent in-flightmovement. The entire sequence of cargo loading and countdown verification ofcargo services prior to launch significantly exceeds twenty-seven days (54 workshifts), e.g., six calendar weeks or longer.

3.2 Type V – Benchmark


Launch processing timeline is impacted by cargo loading/classical integrationapproximately twenty-seven (27) calendar days (depending on a variety of cargoconfigurations). Some aspect of loading is performed during the launch-sequencecountdown scheduling, may include hazardous operations (requires periods of “areaclear”), and requires classical “integration” with the vehicle other than mechanicalsecuring to prevent in-flight movement. The entire sequence of cargo loading andcountdown verification of cargo services prior to launch requires a total not toexceed twenty-seven days (54 work shifts).

This launch pad will include:

1) Three (3) toxic fluids requiring storage and transfer facilities/equipment (e.g.,MMH, N2O4, NH3).

2) Four (4) explosive ordnance systems requiring “area clear” for installation andvalidation (e.g., SRB Sep Ordnance, ET Sep Ordnance, Orb Parachute Ordnance,Landing Gear Ordnance).

3) Three (3) highly flammable and/or hazardous/explosive fluids (e.g., H2, MMH,N2O4)

4) Four (4) labor and schedule-intense propellants servicing support and deliverysystems (e.g., H2, O2, MMH, N2O4).

5) Five (5) types of high-pressure gas servicing and delivery system (e.g., N2, He,O2, H2, Breathing Air).

6) Five (5) inerting purge locations; vehicle and/or facilities (Aft vehicle, Mid-body/interstage, Forward compartments,

7) Three (3) “swing arms” for vehicle for access/support/servicing.

8) Three (3) deluge water systems (e.g., flame deflector, facility Firex, soundsuppression)


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3.3. Type IV – One Order of Magnitude Improvement

3.3.1 Operability Factors – Cycle Time and Recurring Cost Impact

For the Launch Facilities module (vertical launch mode), slight improvement wouldbe enabled by launch vehicle architecture that reflects the following launch facilitiessimplification / recurring cost reduction guidelines:

3.3.2 Toxic/ Explosive/ Hazardous Commodities Impact

A Type IV launch facility is defined as having only one (1) of the three (3) line itemsidentified for this category in Type I (below).


Launch processing timeline is impacted by cargo loading/classical integration nolonger than 2.7 calendar days. Some aspect of loading is performed during thelaunch-sequence countdown scheduling, may include hazardous operations (some“area clear” may be required), and may require some classical “integration” with thevehicle other than mechanical securing to prevent in-flight movement. The entiresequence of cargo loading and countdown verification of cargo services prior tolaunch requires a total not to exceed 2.7 days (3+ work shifts).

3.3.4 Recurring Systems Processes Impact on Cycle Time and Labor Cost

A Type II launch facility is further defined as having only ten (10) of the fourteen(14) line items identified for this category in Type I (below).

3.3.5 Maintainability and Responsiveness (Launch-On-Schedule) Factors

A Type II launch facility is defined as having only two (2) of the three (3) line itemsidentified for this category in Type I (below).



For the Launch Facilities module (vertical launch mode), moderate improvementwould be enabled by launch vehicle architecture that reflects the following launchfacilities simplification / recurring cost reduction guidelines:


A Type III launch facility is defined as having only one (1) of the three (3) line itemsidentified for this category in Type I (below).



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Launch processing timeline schedule is impacted by cargo loading/classicalintegration no longer than 0.27 calendar days (6.5 hours). Some aspect of loading isperformed during the launch-sequence countdown scheduling, is non-hazardous(requires no “area clear”), and requires no classical “integration” with the vehicleother than mechanical securing to prevent in-flight movement. The entire sequenceof cargo loading and countdown verification of cargo services prior to launchrequires a total not to exceed 6.5 hours.


A Type III launch facility is further defined as having only five (5) of the fourteen(14) line items identified for this category in Type I (below).


A Type III launch facility is defined as having only one (1) of the three (3) line itemsidentified for this category in Type I (below).



For the Launch Facilities module (vertical launch mode), substantial improvementwould be enabled by launch vehicle architecture that reflects the following launchfacilities simplification / recurring cost reduction guidelines:




Launch processing timeline is impacted by cargo loading/classical integration nolonger than 0.027 calendar days (0.65 hours). Some aspect of loading is performedduring the launch-sequence countdown scheduling, is non-hazardous (requires no“area clear”), and requires no classical “integration” with the vehicle other thanmechanical securing to prevent in-flight movement. The entire sequence of cargoloading and countdown verification of cargo services prior to launch requires a totalnot to exceed 0.65 hours.


A Type II launch facility is further defined as having only ten (10) of the fourteen(14) line items identified for this category in Type I (below).



64




For the Launch Facilities module (vertical launch mode), leapfrog improvementwould be enabled by launch vehicle architecture that reflects the following launchfacilities simplification / recurring cost reduction guidelines:


• Completely eliminates toxic commodities.

• Completely eliminates explosive ordnance.

• Completely eliminates highly flammable and/or hazardous/explosive fluids.

• Completely eliminates closed compartments in the launch vehicle subject tocatastrophic anomaly resulting from leakage of combustibles.


• Launch operations is not impacted by cargo loading/classical integration,i.e., loading is performed offline from launch-sequence countdownscheduling, is non-hazardous to the launch vehicle, and requires no classical“integration” with the vehicle other than mechanical securing to prevent in-flight movement, i.e., countdown verification of cargo services prior tolaunch is not required.


• Provides autonomous propellant(s) servicing, requiring no local hands-onpersonnel support.

• Provides disconnection of automated umbilical to the vehicle prior to launchdecision, i.e., criticality 1 failure modes are eliminated.

• Has no “swing arms” requiring critical structural, fluids leakage, or C3attachment and T-0 release.

• Has no requirement for ground power attachment to the vehicle.

• Has no requirement for supplementary ground support electrical power suchas generator(s).

• Has no requirement for C3 hardline attachment to the vehicle.

• Has no requirement for high-pressure supply, storage, and transfer to vehicleof inert gasses.


65

• Has no requirement for inerting purges of vehicle systems and closedcompartments.

• Has no requirement for inerting purges of ground support facilities andsystems.

• Has no requirement for launch facility and ground-.provided vehicleenvironmental control system (conditioned air).

• Has no requirement for flame trench deluge water system.

• Has no requirement for sound-suppression deluge water system.

• Has no requirement for Firex deluge water system.

• Has no requirement for major area/ vehicle flood lighting.


• Has no towers (other than lightning protection) and lift-off drift as function ofnormal wind velocity and direction are not a significant launch-limitingfactor.

• Has no vehicle-weather-protective facility structural walls/ shields/ coversrequiring repetitive extension/ retraction and maintenance.

• Has overall vehicle/pad geometry configured to eliminate repetitivepropulsion exhaust deterioration of the facility through elevated and/or 360-degree structural clearance for unimpeded exhaust flow. This factor involvesconsideration of periodic facility outage for major repair/ refurbishment.

• Launch facility structures incorporate significant quantities of materialsselected for low-maintenance recurring cost, e.g., concrete, brick, corrosion-resistant aluminum alloys, stainless steel, Corten steel (US Steel trademark),common structural steel with high-endurance silicate/ ceramic coatings, etc.

67

Vision Spaceport

Spaceport Module Definition Version 1.0

Volume 4: Vehicle Landing & Recovery Module

September 2000


Volume 4 – Vehicle Landing and Recovery Module

68

VOLUME 4: VEHICLE LANDING & RECOVERY MODULE

1.0 INTRODUCTION

1.1 Background

This document is the fourth in aseries of Spaceport ModuleDefinition Documents that detailgeneric spaceport architecturalelements for the purpose ofconceptually modeling theground operations segment ofspace transportation systemperformance.

Providing models of groundoperations performance thatproduce reasonably accurateresults for advanced spacetransportation concepts has

proven to be a difficult endeavor. This is, in part, due to the growing number of differentlaunch concepts (both reusable and expendable in nature) and the lack of accurate andconsistent historical data. The launch operations environment rarely has adequateresources or time available to collect information and knowledge necessary for modelingof the interactions between a flight system concept and its required ground infrastructureand operations.

1.2 Purpose

This document is an attempt to collectvarious sources of the “best available”data for modeling the life cycle costelements associated with a spaceport’svehicle Landing/Recovery functions,collectively termed the “VEHICLELANDING/RECOVERY MODULE.”


69


For the development of the Spaceport Model, the benchmark chosen to be representativeof current performance in Vehicle Landing/Recovery is the Space Shuttle Program’slanding and recovery operations. These benchmarks include the Shuttle Landing Facility(SLF) at Kennedy Space Center, Orbiter contingency abort landing sites (Edwards AFB,Trans-Atlantic Landing sites, etc) and SRB Retrieval and Disassembly operations.

Other systems were considered as sources of benchmark data. These included: DC-Xlanding operations and facilities at White Sands; Soyuz capsule recovery operations inRussia; Apollo spacecraftsplashdown and recoveryoperations; X-33/X-34 landingoperations plans. These werefound to be inadequate forvarious reasons.

The team desired to use actual orimplemented life cycle costinformation to accurately modelexisting performance. Forexample, actual capitalinvestment costs and actualfacility operations cost and cycletime performance. The best-documented available source of data proved to be the SpaceShuttle Program. Thus, the Space Shuttle is the benchmark.


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A generic set of spaceport Vehicle Landing /Recovery functions has been defined in hierarchicalorder and is described at a top level below. SeeAppendix G for detail. All this information isextracted from the Spaceport Catalog. The vehiclelanding / recovery module is encompassing of allfunctions and operations that are required to return aspace transportation element to earth andsubsequently to the next module at a spaceport. Theexpendable elements obviously require no landing orrecovery support. For some space transportationconcepts both primary and abort sites will need to beprovided. Thus, these functions would need to be either partially or wholly duplicated at thecontingency/abort sites.

The functions shown below, are intended to be a comprehensive list of as many possiblefunctions as might apply to this module. They may, or may not, be a part of the requirements fora specific space transportation concept operating at a particular spaceport. The affordability ofany concept will be affected directly by how those required functions are satisfied as well as bythe quantity of functions required.

The three categories of landing functions are as follows:

• Strip Landing• Point Landing• Site Landing

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

A strip landing is evident by an airfoil element making a horizontal landing on a landing strip. Apoint landing is described as a vertical landing with guidance systems that allow a reasonablyaccurate landing in a small-localized facility. The site landing can be any sort of horizontal orvertical landing that requires a large area for landing with very little control.

Vehicle Landing / Recovery Facilities first-order (top-level) functions (all modes, strip,point, site):2.1 Provide landing area2.2 Provide utilities to vehicle element at motion stop2.3 Perform minor safing and check out for return to spaceport2.4 Provide crew / passenger egress capability2.5 Provide down cargo removal capability2.6 Maintain / Verify landing facility and systems functional2.7 Provide ferry facility and fueling capability2.8 Return element to the spaceport2.9 Transfer vehicle element to next facility in flow


2.1 Provide landing area

2.1.1 Equip the landing area with:• Arrival area support building• Approach path indicators• Arrival area perimeter lighting• Arrival area-to-control tower communication equipment• Meteorology systems• Audio/visual monitor systems

2.2 Provide Utilities to Vehicle at Motion-Stop (Power, Cooling, Purging)

2.2.1 Coordinate vehicle safing and application of ground-supplied services as required• If required, check for toxic

vapor leakage and takecorrective action as needed:Quantity of leakage testsites on vehicle.- Sites

• Potential toxicvapor leak sites

• Pull samples of gas fromhazardous gas detectionsystem lines and verify noabnormal leakage and safeto start post-landingpurge(s)- Interfaces

• Hazardous gas ports/s• Vent pressure vessels to safe p

- Units• Pressure vessels

2.2.2 Position/Mate Mobile Ground Su• Connect electrical/static ground• Chock wheels or insert landing• Position GSE for mate to vehic

- Units• Ground support equip

• Provide access for umbilical(sfor post-landing ground servic- Interfaces

71

ample sitesost-landing level if required

pport Equipment (GSE) and Verify Interface to vehicle and verify less than one ohm

gear pinsle

ment) mate: Quantity of umbilical carrier plates requirede


72

• Umbilical carrier plates• Provide cryo vent and drain as required for vehicle safety• Connect purge, vent, and drain ground lines to vehicle

- Interfaces• Gaseous nitrogen• Gaseous helium• HVAC• Liquids

- Toxic(NH3, hypergols, etc)- Non-toxic- Flammable (ethanol, etc)- Cryogenic (liquid He, etc)

• Purge, vent, and drain• Others (specify)

• Connect electrical ground power cables to vehicle - Interfaces

• Alternating current• Direct current - 28Volt• Direct current - 270Volt• Others (specify)

• Connect cooling fluid lines to vehicle interfaces- Cooling fluid line connections

• Connect hydraulic fluid service lines to vehicle interfaces- Hydraulic line connections

• Connect command/control/data-link cables to vehicle Interfaces- Command/control/data cables

• Connect hazardous gas detection system sampling line(s) and verify interfaces- Hazardous gas detection lines

2.3 Perform Minor Safing and Checkout for Return to Spaceport

2.4 Provide Crew/Passenger Egress Capability

2.4.1 Verify Vehicle Safe

2.4.2 Position/Mate Personnel Access Equipment

2.4.3 Open Access Door/Hatch and Egress Personnel (Provide Medical and/or Physical Assistance as Required)


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2.4.4 Provide Crew/Passenger Transport Vehicle and Transfer to Appropriate Module

2.5 Provide Down-Cargo Removal Capability (if appropriate at landing/recoverymodule)

2.5.1 Provide access to payload• Position access equipment and platforms• Install payload bay door GSE and open vehicle doors

2.5.2 Position and connect handling equipment• Position lifting system/handling jacks• Connect payload handling slings to payload and lift/position jacks in preparation to

translate payload

2.5.3 Demate payload from vehicle• Demate flight-service umbilicals from space vehicle-to-payload and stow

- Interfaces• Power cables• Gas lines• Liquid lines• Command/control/data lines• Others (specify)

• Release structural attachments and stow components- Interfaces

• Payload structural attach locations

2.5.4 Remove payload, place on transporter and establish required services• Remove payload from space vehicle• Place payload on transporter• Perform structural attachment• Mate ground service umbilicals to payload and provide services as needed

- Interfaces• Power cables• Gas lines• Liquid lines• Command/control/data lines• Others (specify)


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2.5.5 Remove payload-unique accommodations from vehicle• Remove ballast required for flight vehicle CG control• Remove unique structural attachment fittings• Remove mission-unique interface fluid and power kits

2.5.6 Transfer cargo module to appropriate module

2.6 Maintain/Verify Landing Facility and Systems Functional

2.6.1 Verify landing aides functional (e.g., lights, RF beacons, MSBLS, differential GPS, over-run barriers, etc)

• Systems- Landing aides

2.6.2 Verify static ground poise 1 ohm or less

2.6.3 Verify wildlife/bird abatement equipment functional

2.6.4 Verify security fencing and gates intact and functional

2.6.5 Verify ground support systems functional• Systems

- Power (fixed and mobile)- Cooling (ditto)- Lighting (ditto)- Communications (ditto)- Cargo access and handling- Emergency fire/medical- Others (specify)

2.6.6 Verify vehicle-transport unique support systems on-line (towing/ferry aircraft mate-demate, lifting harness and cranes in proof-load, personnel elevated access equipment, etc)

2.6.7 Maintain/refurbish landing facility and surfaces as required

2.7 Provide Ferry Facility and Fueling Capability

2.7.1 Provide support-aircraft fueling capability• Verify storage and transfer systems functional (replenish fuel as needed)• Verify portable fuel vehicles available and functional as required• Perform aircraft refueling as required


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2.8 Return Element to the Spaceport (select one of following options)

2.8.1 Option 1: Taxi flight vehicle to next spaceport module• Acquire ground control clearance to taxi• Taxi to designated location

2.8.2 Option 2: Tow flight vehicle to next facility/spaceport module• Provide tow bar and install to tow vehicle• Position tow vehicle at flight vehicle for

tow• Connect tow bar to flight vehicle• Release or verify flight vehicle nose

wheel steering unlocked and releasebrakes

• Remove crew accessequipment/platforms and return to parksite

• Remove wheel chocks or gear lockingpins and stow

• Disconnect ground cable from flightvehicle

• Verify tow route clear and safety/security su• Tow flight vehicle to next facility

2.8.3 Option 3: Self-ferry flight vehicle to next fac• Freeze-proof appropriate critical systems fo

- Systems• Freeze Prevention Required• GSE Units Required

• Replenish commodities required for self-fer- Commodities

• Fuels (specify)• Propellants - Oxidizer• Propellants - Fuel• Gases (specify)• Reactants (specify)• Others (specify)

• Load ferry-unique software if required- Software

• Ferry-unique• Configure flight vehicle systems (special he• Recharge or replace batteries

- Batteries• Replace• Recharge

pporting

ilityr high-altitude flight

ry flight

aters, etc)


76

• Provide/position heavy equipment support (jacks, cranes, lifting harnesses, personnelaccess equipment, etc)

• Install ferry-unique propulsion systems, verify functional and leak check- Systems

• Air-breathing engines• Rocket engines• Fuel/propellant tankage

• Install special covers/fairings, etc- Units

• Ferry-unique vehicle fairings• Verify all ferry-critical systems functional• Taxi for takeoff, perform pre-flight checklist, obtain flight clearance• Fly to next facility site

2.8.4 Option 4: Ferry flight vehicle to next module (airborne configuration)• Verify cranes/lifting devices configured and ready to support space vehicle

lift-to-mate activity- Space vehicle lifting harness attached to crane(s) hooks- Lighting and support GSE (personnel lifts, generators, etc) ready- Weather prediction meets requirements for space vehicle on-the-hook activity.

Tow flight vehicle to ferry-aircraft mate site• Provide tow bar and install to tow vehicle• Position tow vehicle at flight vehicle and connect tow bar to space vehicle• Release or verify space vehicle nose wheel steering unlocked and release

brakes• Remove crew access equipment/platforms and return to park site• Remove wheel chocks or gear locking pins and stow• Verify tow route clear and safety/security supporting• Tow space vehicle to ferry-aircraft mate site• Position vehicle in mate/demate device/area• Install static ground cable to space vehicle

Space vehicle ferry preparations• Freeze-proof appropriate critical systems for high-altitude flight:

- Systems• Freeze Prevention Required• GSE Units Required

• Configure flight vehicle systems (special heaters, etc)• Provide/position heavy equipment support (jacks, cranes, lifting harness,

personnel access equipment, etc.)• Install special covers/fairings, and ferry-unique hardware (e.g., engine and

aero-surface structural supports, etc)- Units

• Ferry-unique vehicle fairings


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• Verify all ferry-critical systems functional

Option for under-wing belly-ferry configuration• Move ferry aircraft to into mate position• Attach aircraft-provided lifting harness; or position jacks at space vehicle• Position/lift vehicle to aircraft-mate position• Perform structural attachment to aircraft• Remove and stow jacks as appropriate

Option for above-wing/back ferry configuration• Position personnel access equipment (platforms, high-rangers, etc.)• Lower lifting harness and attach to space craft• Position/lift flight vehicle clear of surface

- Jacks- Cranes- Hoists- Hydrasets- Structural Facility

• Retract and stow landing gear• Continue vehicle lift to mate elevation• Move ferry aircraft into mate position• Perform structural mate to ferry vehicle

2.8.5 Ferry flight• Taxi for takeoff, perform pre-flight checklist, obtain flight clearance• Fly to next facility/module site• Land ferry aircraft and taxi to mate/demate area/device

- Tow ferry aircraft and vehicle into demate position- Connect static ground to aircraft/space vehicle

Under-wing/belly-ferry option• Perform structural disconnect from aircraft and lower to near-surface• Lower vehicle landing gear and continue lowering vehicle to surface• Tow ferry aircraft to park site

Above-wing/back-ferry option• Position personnel access equipment (platforms, high-rangers, etc.)• Lower space craft lifting harness to mate position• Attach lifting device/harness to space vehicle• Perform structural disconnect from aircraft• Lift space vehicle; disconnect aircraft ground cable; and tow ferry aircraft to

park site• Lower space vehicle to near-surface• Lower vehicle landing gear and continue lowering vehicle to surface• Disconnect lifting harness, remove crane and stow


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2.9 Transfer Vehicle Element to Next Facility in Flow• Provide tow bar and install to tow vehicle• Position tow vehicle at flight vehicle for tow• Connect tow bar to flight vehicle• Release or verify space vehicle nose wheel steering unlocked and release brakes• Remove wheel chocks or gear locking pins and stow• Verify tow route clear and safety/security supporting• Tow flight vehicle to next facility/module


79


The Figure 1 describes the Operability Rating Levels (Types I, II, III, IV, V, VI)defined by the Vision Spaceport project team to express the general complexity/cost ofground support system architectures. The categories are defined using an improvementscale based on orders of magnitude improvement over current benchmark launchsystems. The scale is roughly anchored on the relative contribution for each module costcategory’s contribution toward the overall cost per pound of delivered payload.


Description











Improvement$ 100/lb




Improvement$ 10/lb




Improvement$ 1/lb



The following sections attempt to describe Type I, II, III, IV, V, and VI Vehicle Landing& Recovery Spaceport modules. Essentially Type I is the lowest cost and impact toground operations. Type VI is the largest cost and impact to ground operations. TheBenchmark defined for this Module is Type V. The definitions follow starting with TypeVI – the greatest cost and impact:


The best example of Type VI landing/recovery operations would be the rendezvous &docking missions of Project Gemini. During each of these missions, the US Navytypically deployed 4-6 separate Task Forces in various potential splashdown recoveryzones worldwide. This amounted to a recovery crew of thousands of people on station forseveral weeks at a time.



80

Solid Rocket Boosters - Two minutes into the shuttle's flight, the two SRB's are jettisonedand parachute into the Atlantic Ocean. Two specially designed retrieval vessels recoverthe boosters and their components. The smaller components are hauled on board theships and the boosters are towed back to Kennedy Space Center SRB DisassemblyFacility. At this facility, the boosters and components are washed, disassembled,cleaned, and stripped before they are shipped by rail for refurbishment.

External Tank - After main engine cut off the external tank is released from the orbiter.The tank burns up upon reentry into the atmosphere. This element is expendable.

Orbiter - The customary end of a shuttle mission is marked by a landing of the orbiter atthe Shuttle Landing Facility at Kennedy Space Center. The SLF is 15000 feet of landingstrip with a mate / demate device and tracking stations. After landing at the SLF theorbiter is then towed to the turn around facility. When required, the orbiter can also landat Edwards Air Force Base in California, or White Sands, New Mexico. These landingfacilities, along with others located in Zaragosa, Spain; Casablanca, Morocco; Rota,Spain; and Guam serve as emergency-landing options for aborted launches.

After landing, the orbiter must be drained of hazardous fuels and inspected for anyexterior damage. Technicians remove any payloads brought back to earth. If it landsanywhere but KSC, the orbiter must be lifted onto the back of a specially equippedBoeing 747 and ferried back to the SLF at KSC.


One likely way to achieve an Order of Magnitude cost and CT reduction is theElimination of requirements for Abort/Emergency landing sites for flight vehicleelements.

Improvements in subsystem robustness and dependability could also aid this effort. Keytechnology improvement areas for this module include (but are not limited to):• Propulsion Systems (Reduced dependency on Toxic/Noxious Fuels)• Landing Gear systems (Increased Robustness/Operating margins)• Navigation Aids standardization (Eliminate concept-unique subsystems)


This level of improvement could possibly be achieved through provisions for all-weatherrecovery capability. Other enhancements could include a self-propelled taxi capability toeliminate runway/landing pad manual operations.

Significant improvements in subsystem robustness and dependability could alsosignificantly aid this effort. Key technology improvement areas for this module include(but are not limited to):

• Propulsion Systems (Elimination of ALL Toxic/Noxious Fluids)• Robust external surface materials (Eliminate fragile TPS debris/damage

inspection needs)


81

• Simplified avionics


This level of improvement will in all likelihood require reduction of the Number ofMajor vehicle elements to a maximum of 2. Ideally, they will share the samelanding/recovery modes and operations to minimize ground systems costs.


This level of improvement will in all likelihood only be achievable by Single Stage toOrbit (SSTO) vehicle concepts

83



Volume 5: Vehicle Turnaround Module

September 2000


Volume 5 - Vehicle Turnaround Module

85

VOLUME 5: VEHICLE TURNAROUND MODULE

1.0 INTRODUCTION

1.1 Background

The functions that make up Vehicle Turnaround Module were previously defined by theSpaceport Synergy Team in support of the Space Propulsion Synergy Team’s (SPST’s)Highly Reusable Space Transportation (HRST) Study Task Force. These functions weredocumented in A Catalog of Spaceport Architectural Elements with FunctionalDefinition.

1.2 Purpose

This document is the fifth volumein a series of Spaceport ModuleDefinition Documents that detailgeneric spaceport architecturalelements for the purpose ofconceptually modeling the groundoperations segment of spacetransportation system performance.

Providing reasonably accuratemodels of ground operationsperformance for advanced spacetransportation concepts has proven

to be difficult. This is due, in part, to the fact that both reusable and expendable launchvehicle programs rarely have the resources to collect information in the scope and qualitynecessary to accurately model interactions between flight systems and the groundoperations infrastructure.

In an effort to alleviate this information shortage problem, this document collects varioussources of the “best available” actual data for modeling the life cycle cost elementsassociated with a spaceport’s vehicle turnaround function.

1.3 Benchmarking ExamplesFor the development of the spaceport model, the benchmark chosen to be representativeof state-of-the-art performance in vehicle turnaround is the Space Shuttle Program’sOrbiter Processing Facility (OPF). The Vehicle Turnaround spaceport module functionsinclude those facility items necessary to carry out the following: required safing;deservicing; checkout & inspections; cargo servicing including removal of the down-cargo elements and installation of the up-cargo elements; failed component


86

troubleshooting, changeout and subsequent recertification for flight; fluid systemservicing; and, finally, closeout for vehicle assembly and/or launch facility activity.

Other facilities were considered as a benchmarks for state-of-the-art; e.g., the X-33 roll-up hangar, the KSC Multi-Purpose Hangar, Vandenburg Air Force Base Space Shuttleroll-up facility at SLC-6, but were rejected since actual or implemented life cycle costinformation is required to accurately model existing performance (i.e., both actual capitalinvestment costs and actual facility operations cost and cycle time performance).Therefore, in the spaceport model, the Orbiter vehicle in its OPF turnaround facility isused as the benchmark for comparison of reusable concepts to determine its relativemagnitude of improvement (or “figure-of-merit”). If the relative amount of safing andservicing functions required of the ground are, for a given concept, similar to the Orbitervehicle, then the concept is likely to assume the costs and flight rate performance of theOrbiter/OPF process.

On the other hand, if a concept input to the model requires no safing, has been assumedto have undergone an investment in a thorough test and certification program to assure avehicle dependability of many thousands of flights, requires little or no servicing, systemhealth is autonomously and automatically determined by the vehicle; then there may beno need for this spaceport architectural element. This is, in fact, the Vision SpaceportProject’s envisioned mode of operation - when such a vehicle concept can be successfullydefined.


8


A generic set of spaceport VehicleTurnaround functions has been defined inhierarchical order and is described at a toplevel below. All this information isextracted from the Spaceport Catalog.

The functions shown below, are intendedto be a comprehensive list of as manypossible functions as might apply to thismodule. They may, or may not, be a partof the requirements for a specific spacetransportation concept operating at aparticular spaceport. The affordability ofany concept will be affected directly byhow those required functions are satisfiedas well as by the quantity of functionsrequired.

A generic set of spaceport Vehicle Turnarounhas been defined in hierarchical order and is this section.

The following is a list of the top-level areas2.1 Prepare facility for space vehicle arri2.2 Receive vehicle at this facility2.3 Jack and level vehicle and secure veh2.4 Bring-up and position vehicle access 2.5 Perform safing if required (ordnance2.6 Perform inspection and checkout to v2.7 Perform cargo removal if desired2.8 Install cargo if desired2.9 Perform LRU remove-and-replace; r2.10 Service commodities and perform clo

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

2.1 Prepare Facility for Space Vehicle Arr

2.1.1 Work control system on-line and f

2.1.2 Information and management syst• Systems

- Command/control terminals- LAN (personal computers)

7

d functionsdescribed in

:val

icle for processingplatforms, cryos, etc.)erify health of system

epair as neededse-out if desired

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

ival

unctional

ems functional


88

- Printers- Readers

2.1.3 Logistics staging area/tool crib(s) sited and operational

2.1.4 Verify hazardous warning systems functional• Systems

- Paging System- Toxic vapor detectors- Smoke/fire detectors- Oxygen depletion detectors- Hydrogen vapor/fire detectors

2.1.5 Verify firex system functional• Systems

- Pumps, tanks, and controls- Hose reels- Sprinklers- Fire Extinguishers

2.1.6 Environmental contamination control• Systems

- Toxic liquid spill handling/control• Water flush and drain• Catch basin(s)• Ventilation and air scrubber(s)

2.1.7 Verify lifting devices/cranes functional• Systems

- Bridge cranes- Derricks/hoist- Mobile cranes- Jacks(facility/portable hydrasets, etc.)- Manlifts

2.1.8 Clean/verify facility cleanroom• Filters serviced, sampling systems and HVAC functional• Cleanrooms

- Total flight vehicle area- Payload-specific area- Sampling systems(s)- Filter systems(s)- Air handlers- Major doors and seals- Shoe cleaners- Personnel attire (bunny suits)

2.1.9 Verify vehicle, facility, and GSE power support systems functional


89

• Interfaces- Alternating current- Direct current – 28 volt- Direct current – 270V- Power conditioning/filtering (Spike/surge protection)- Uninteruptible supplies (UPS)- Back-up generators- Grounding systems- High-voltage GSE (13KVA, etc.)- Lightning protection- Others (specify)

2.1.10 Verify command and control systems functional and software ready and verified• Systems

- Main propulsion functions- Auxiliary propulsion functions- Fuel-cell power functions- Guidance-nav-control functions- Purge, vent, drain functions- Hydraulic power functions- Electrical power functions- Cooling systems (thermal mgmt.)- Communication & Tracking systems- Life support system function- Utilities feed systems for module

• Power• Water• High pressure gases• Firex (Halon, etc.)• HVAC• OTV• OIS• Mechanical subsystems• Data processing subsystems• Others (specify)

2.1.11 Lighting/illumination functional and ready• Systems

- General area lighting- Special lighting/cleanroom functions- Portable lights- Emergency lighting

2.1.12 Verify GSE and facility systems functional and ready to support• Systems (mechanical hardware, hoses, control panels, etc.)

- Main propulsion


90

- Auxiliary propulsion- Fuel-cell power- Guidance-nav-control- Purge, vent, drain- Hydraulic power- Electrical power- Cooling systems (thermal mgmt)- Communication & tracking systems- Life support system- Utilities feed systems for module

• Power• Water• High pressure gases• Firex (Halon, etc.)• HVAC• OTV• OIS• Mechanical subsystems• Data processing subsystem• Others (specify)

2.1.13 Roll-up style vehicle shelter/mobile ground structure positioned for flight vehicle arrival

2.1.14 Open vehicle access doors, verify transfer path clear

2.2 Receive Vehicle at this Facility

2.2.1 Vehicle roll-in, spot, and secure• Option 1:Vehicle taxis to pre-determined spot• Option 2:Vehicle is towed to pre-determined spot

- Detach tow vehicle and return to park site- Remove tow bar and stow

• Option 3: Tow or drive transporter with the vehicle to pre-determinedspot.- Verify cranes/lifting devices configured and ready to support space

vehicle lifting activity.• Space vehicle lifting harness attached to crank(s) hook• Lighting and support GSE (personnel lifts, generators, etc.) ready• Weather prediction meets requirements for space vehicle on-the-

hook activity

Tow/transport flight vehicle to lift site.


91

• Provide tow bar and install to tow vehicle• Position tow vehicle at flight vehicle and connect tow bar to space vehicle.• Release or verify space vehicle nose wheel steering unlocked and release

brakes• Remove crew access equipment/platforms and return to park site• Remove wheel chocks or gear locking pins and stow• Verify tow route clear and safety/security supporting• Tow/transfer space vehicle to predetermined site• Position vehicle in mate/de-mate device/lifting area• Install static ground cable to space vehicle

Lift vehicle from ground-level or transporter• Position access to attach lifting hardware• Translate crane hook(s) and lifting fixtures to lift site over vehicle• Attach lifting fixtures to vehicle• Release vehicle-to-transporter attachments• Remove access stands/platforms• Lift vehicle clear of ground or transporter as appropriate• Remove transporter and return to parksite• Lower vehicle onto supports at predetermined site• Reposition access to remove lifting fixture• Detach lifting hardware, secure crane and stow fixtures• Remove access and return to parksite/stow

Environmental protection• Option 1: Close major facility vehicle-entry doors• Option 2: Move vehicle shelter into position and secure

2.3 Jack and Level Vehicle and Secure Vehicle for Processing

2.4 Bring-Up and Position Vehicle Access Platforms

2.5 Perform Safing If Required (ordnance, cryos, etc.)2.5.1 Connect ground umbilicals and vehicle electrical ground2.5.2 Depressurize high pressure bottles to safe level2.5.3 Drain cryo residuals2.5.4 Drain and purge toxics if system entry required2.5.5 Safe all ordnance2.5.6 Purge compartments and verify safe for personnel entry

2.6 Perform Inspection and Checkout to Verify Health of System 2.6.1 Inspect external and internal systems for out-of-spec conditions

(contamination, damage and critical wear)


92

2.6.2 Verify minimum critical component/subsystems functional (primary and redundant)

2.7 Perform Cargo Removal if Desired2.7.1 Provide access to payload2.7.2 Position and connect handling equipment2.7.3 Demate payload from vehicle2.7.4 Remove payload, place on transporter and establish required services2.7.5 Remove payload-unique accommodations from vehicle

2.8 Install Cargo if Desired2.8.1 Configure vehicle and install payload-unique accommodations2.8.2 Clean/verify vehicle cleanliness if required2.8.3 Receive, position, and install handling equipment on payload2.8.4 Install payload2.8.5 Mate payload-to-vehicle interfaces and verify functional

2.9 Perform LRU Remove-and-Replace; Repair as Needed2.9.1 Assemble tools, materials or shop support items2.9.2 Provide access as required2.9.3 Position special handling equipment2.9.4 Prepare subsystem for LRU removal/repairs (depressurize/remove power)2.9.5 Demate LRU from vehicle2.9.6 Remove from vehicle and place on transporter/move to logistics for disposition2.9.7 Receive replacement LRU from logistics and prepare for installation2.9.8 Prepare subsystem for LRU installation (inspection, cleaning, alignment and other subsystem support as needed)2.9.9 Install replacement LRU and remove special handling/access equipment2.9.10 Perform retest to verify functional (power-up, leak check, test function)2.9.11 Repair damaged item in-place (restore-to-spec) when needed

2.10 Service Commodities and Perform Close-Out if Required at this Module2.10.1 Drain and flush fluid systems as require2.10.2 Replenish, fill or verify fluids and gasses commodities, and verify chemical purity at desired level (if appropriate at this module)2.10.3 Recharge batteries or replace if needed2.10.4 Lubricate and adjust subsystems as required2.10.5 Install ordnance if desired2.10.6 Perform flight and ground systems ordnance installation operations (if

required in this module)2.10.7 Establish RF silence (includes no-switching)


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2.10.8 Remove spent ordnance and install and install new end items2.10.9 Verify stray voltage control2.10.10 Perform electrical mate and configure safe & arm devices2.10.11 Perform range safety interface command checks2.10.12 Verify functional links with space-based assets (if incorporated)2.10.13 Perform any needed cleaning before close-out2.10.14 Remove any access hardware or other non-flight hardware2.10.15 Perform close-out photography if desires2.10.16 Install close-out covers and access doors and leak check as required2.10.17 Install close-out covers and access doors and leak check as required2.10.18 Perform weight and CG measurement if required2.10.19 Move to next module


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Description











Improvement$ 100/lb




Improvement$ 10/lb




Improvement$ 1/lb



The following defines Type I, II, III, IV, V, and VI facilities. Essentially Type I is thelowest cost and impact to ground operations. Type VI is the largest cost and impact toground operations. The Benchmark used for this Module was Type V. The definitionsfollow starting with Type VI – the greatest cost and impact:

3.1 Type VI—Degradation from Benchmark

Overall, at this rating level, the turnaround functions are defined as more complex, costlyand time consuming than the Type V–Benchmark. The safing, de-servicing and servicingfor flight would all be extremely labor and materials intensive, and require a very largeamount of complex ground support equipment to accomplish those functions. Manydifferent fluid servicing commodities exist and many are toxic and hazardous to handlerequiring operational safeguards and added equipment above and beyond what is neededto service the Space Shuttle Orbiter.


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Another possible contributor to a Type VI rating would be very low dependability offlight hardware (perhaps designed for less than 100 flight use with very high parts countexceeding that of the Shuttle Orbiter). Very low dependability of flight hardware(practically expendable) leads to very high rates of hardware change out. This in turnleads to little or no confidence in hardware and drive numerous test and checkoutrequirements, high frequency and invasive inspection requirements, and many unplannedtroubleshooting, repair and retest activities. Ground support equipment dependability isvery low with extremely high failure rates of ground equipment each turnaround.

Payload accommodations are customized, invasive to the vehicle and require complexreconfiguration of vehicle services (plumbing, structural/mechanical, electrical, data andthermal) that are provided to the unique payloads. This requires removal the “downpayload’, removal of unique flight support equipment, re-engineering and installation of“up-payload” equipment and installation of up-payload and verification. Clean roomenvironment requirements exist to support payload integration with the vehicle.

Since the Type V–Benchmark is defined to be a process requiring weeks or months forturnaround of the vehicle between landing and launch, it would be very difficult to distinguishthis type of “turnaround” from that of a very intense, detailed overhaul and inspection, such asoccurs in the Vehicle Depot Maintenance Module (see Volume 7).

3.2 Type V—Benchmark

Overall, most (if not all) functions listed in Section 2.0 Functional Description arerequired. Vehicle throughput is on the order of many weeks or months in a facilityperforming these functions. Ground support equipment (GSE) requirements are numerousand complex. This rating assumes that safing and de-servicing functions are many andcomplex, are labor intensive and require a significant of equipment setup. A number ofdifferent fluid servicing commodities exist and some are toxic and hazardous to handlerequiring operational safeguards and a lot of equipment above needed to service thevehicle on turnaround.

Flight hardware design life is on the order of 100 flights with logistically tracked partscounts in the millions. Accordingly, inspection and checkout requirements are detailed.Troubleshooting activities and the associated repair and retest are needed on scores offlight critical line replaceable units (LRUs) for flight hardware prior to launch. Groundsupport equipment (GSE) dependability result is such that many ground LRUreplacements occur every turnaround.

Payload accommodations are usually customized, invasive to the vehicle and requirecomplex reconfiguration of vehicle services (plumbing, structural/mechanical, electrical,data and thermal) that are provided to the unique payloads. This requires removal the“down payload’, removal of unique flight support equipment, re-engineering andinstallation of “up-payload” equipment and installation of up-payload and verification.Occasionally, payload installations are deferred to other spaceport modules. Controlledcleanliness environment (near clean room) requirements exist to support payloadintegration with the vehicle.


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3.3 Type IV—One-Order of Magnitude Improvement

Overall, many functions listed in Section 2.0 Functional Description are required, but aregreatly reduced in labor and cycle time impact. Vehicle throughput is on the order of daysin a facility performing only some of the functions listed in Section 2.0 FunctionalDescription. Some ground support equipment (GSE) requirements remain and most areautomated with some labor required to perform simple operations. This rating assumesthat most (if not all) safing and de-servicing functions are eliminated and require little, ifany, labor or equipment setup.

Flight hardware design life is on the order of thousands of flights with logistically trackedparts counts reduced an order of magnitude from that of the Shuttle Orbiter. Wire andconnector counts are greatly reduced. Tubes, hoses and flex lines are greatly reduced.Accordingly, inspection and checkout requirements are significantly reduced.Troubleshooting activities and the associated repair and retest are reduced to less than tenflight system LRUs and only a few ground system LRUs between flights.

Payload accommodations are rarely customized at the vehicle interface, are not invasiveto the vehicle and, therefore, do not require complex reconfiguration of vehicle services(plumbing, structural/mechanical, electrical, data and thermal). Another possibility is“market specialization” of fleet assets. That is, one vehicle (or set of vehicles andturnaround facilities) are dedicated to particular payload classes, needing particularvehicle services. This avoids the need for constant vehicle re-engineering and results insimplified ground operations, reduced support infrastructure and avoids high levels ofcoordination with offline payload operations and concept-unique logistics functions (seeVolumes 1and 9). Often, payload installations are deferred to other spaceport modules.Payload cleanliness requirements are unnecessary due to containerized payloadinstallation methods.

3.4 Type III—Two-Orders of Magnitude Improvement

Overall, most (if not all) functions listed in Section 2.0 Functional Description areeliminated. Vehicle throughput is on the order of hours. Very few ground supportequipment (GSE) requirements remain and are completely automated with little or nolabor required to perform simple operations. Any remaining safing and de-servicingoperations that may be necessary are very benign to the ground crew and are completelyautomated and fast.

Flight hardware design life is on the order of tens of thousands of flights with logisticallytracked parts counts orders of magnitude reduced from that of the Shuttle Orbiter. Wireand connector counts are greatly reduced, robust and have demonstrated the ability toconduct flight turnarounds without any detected shorts or opens. Tubes, hoses and flexlines are greatly reduced, are robust and have demonstrated the ability to conduct flightturnarounds without any detected leaks. Accordingly, inspection and checkoutrequirements are nearly eliminated. Troubleshooting activities and the associated repair


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and retest are reduced to one flight system LRU every ten flights or better. Groundsystem LRUs needing replacement occur on the order on one every ten flights.

Payload accommodations are not customized at the vehicle interface. Therefore, thevehicle does not require complex reconfiguration of vehicle services (plumbing,structural/mechanical, electrical, data and thermal). This avoids the need for constantvehicle re-engineering and results in simplified ground operations, reduced supportinfrastructure and avoids high levels of coordination with offline payload operations andconcept-unique logistics functions (see Volumes 1and 9).

3.5 Type II—Three-Orders of Magnitude Improvement

Overall, most (if not all) functions listed in Section 2.0 Functional Description areeliminated. Vehicle throughput is on the order of a few hours (a few per day at least).Practically no ground support equipment (GSE) requirements remain and are completelyautomated with little or no labor required to perform simple operations. There are nosafing and de-servicing operations necessary.

Flight hardware design life is on the order of a million flights with logistically trackedparts counts orders and orders of magnitude reduced from that of the Shuttle Orbiter.Wire and connector counts are greatly reduced, robust and have demonstrated the abilityto conduct numerous flight turnarounds without any detected shorts or opens until thenext major overhaul (at least a hundred flights). Tubes, hoses and flex lines are greatlyreduced, are robust and have demonstrated the ability to conduct numerous flightturnarounds without any detected leaks until the next major overhaul (at least a hundredflights). Accordingly, inspection and checkout requirements are nearly eliminated.Troubleshooting activities and the associated repair and retest are reduced to one flightsystem LRU every hundred flights or better. Ground system LRUs needing replacementoccur on the order on one every hundred flights.

Payload accommodations are not customized at the vehicle interface. Therefore, thevehicle does not require complex reconfiguration of vehicle services (plumbing,structural/mechanical, electrical, data and thermal). This avoids the need for constantvehicle re-engineering and results in simplified ground operations, reduced supportinfrastructure and avoids high levels of coordination with offline payload operations andconcept-unique logistics functions (see Volumes 1and 9).

3.6 Type I—Four-Orders of Magnitude Improvement

Overall, most (if not all) functions listed in Section 2.0 Functional Description areeliminated. Vehicle throughput is on the order of minutes (Many turnarounds per day).Practically no ground support equipment (GSE) requirements remain and are completelyautomated with little or no labor required to perform simple operations. There are nosafing and de-servicing operations necessary.

Flight hardware design life is on the order of millions of flights with logistically trackedparts counts orders and orders of magnitude reduced from that of the Shuttle Orbiter and


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is airliner-like. Wire and connector counts are greatly reduced, robust and havedemonstrated the ability to conduct numerous flight turnarounds without any detectedshorts or opens until the next major overhaul (at least a thousand flights). Tubes, hosesand flex lines are greatly reduced, are robust and have demonstrated the ability to conductnumerous flight turnarounds without any detected leaks until the next major overhaul (atleast a thousand flights). Accordingly, inspection and checkout requirements are nearlyeliminated. Troubleshooting activities and the associated repair and retest are reduced toone flight system LRU every thousand flights or better. Ground system LRUs needingreplacement occur on the order on one every thousand flights.

Payload accommodations are not customized at the vehicle interface. Therefore, thevehicle does not require complex reconfiguration of vehicle services (plumbing,structural/mechanical, electrical, data and thermal). This avoids the need for constantvehicle re-engineering and results in simplified ground operations, reduced supportinfrastructure and avoids high levels of coordination with offline payload operations andconcept-unique logistics functions (see Volumes 1and 9)

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Vision Spaceport

Spaceport Module Definition Version 1.0

Volume 6: Vehicle Assembly / Integration Module

September 2000


Volume 6 – Vehicle Assembly/Integration Module

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VOLUME 6: VEHICLE ASSEMBLY/INTEGRATION MODULE

1.0 INTRODUCTION

1.1 Background

This document is the sixth volume in a series of Spaceport Module Definition Documentsthat detail generic spaceport architectural elements for the purpose of conceptuallymodeling the ground operations segment of space transportation system performance.

Providing models of groundoperations performance thatproduce reasonably accurate resultsfor advanced space transportationconcepts has proven to be adifficult endeavor. This is, in part,due to the growing number ofdifferent launch concepts (bothreusable and expendable in nature)and the lack of accurate andconsistent historical data. Thelaunch operations environment

rarely has adequate resources or time available to collect information and knowledgenecessary for modeling of the interactions between a flight system concept and itsrequired ground infrastructure and operations.

1.2 Purpose

This document is an attempt to collect various sources of the “best available” data formodeling the life cycle cost elements associated with a spaceport’s vehicleAssembly/Integration functions, collectively termed the “VEHICLEASSEMBLY/INTEGRATION MODULE.”


For the development of the Spaceport Model, the benchmark chosen to be representativeof current performance in Vehicle Assembly/Integration is the Space Shuttle Program’sassembly and integration operations. These benchmarks include the Vehicle AssemblyBuilding (VAB) at Kennedy Space Center, the SRM Rotation Processing and SurgeFacility (RPSF) and the SRB Assembly and Refurbishment Facility (ARF).

Other systems were considered as sources of benchmark data. These included: TitanIII/IV assembly & integration at CCAS; Pegasus assembly & integration at VAFB;Energia/Buran assembly & integration. These were found to be inadequate for variousreasons.


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The team desired to use actual or implemented life cycle cost information to accuratelymodel existing performance. For example, actual capital investment costs and actualfacility operations cost and cycle time performance. The best-documented source of dataproved to be the Space Shuttle Program.


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A generic set of spaceport VehicleAssembly / Integration functionshas been defined in hierarchicalorder and is described at a top levelbelow. All this information isextracted from the SpaceportCatalog.

The functions shown below, areintended to be a comprehensive listof as many possible functions asmight apply to this module. Theymay, or may not, be a part of therequirements for a specific spacetransportation concept operating at aparticular spaceport. Theaffordability of any concept will be affected directly by how those required functions aresatisfied as well as by the quantity of functions required.

The three categories of functions are as follows:

• Vertical• Horizontal• Vertical and Horizontal

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Vehicle Assembly / Integration Facilities first-order (top-level) functions (all vertical andhorizontal):2.1 Mate flight element to ground element2.2 Assemble/mate flight elements if required2.3 Perform interface verification2.4 Perform servicing/close-out if desired2.5 Transfer elements and interface hardware non-flight items to storage location2.6 Transfer flight vehicle to next module


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2.1 Mate Flight Element to Ground Element

2.1.1 Verify facility configured for operation

2.1.2 Verify unique GSE functional and staged for operation

2.1.3 Provide personnel-access equipment for operation (platforms, stands, manlifts, etc.)

2.1.4 Station technical/fire/medical support personnel and verify communications operational

2.1.5 Options:• Option 1: Mate vehicle to transporter/erector

- Position vehicle for lifting- Attach lifting device(s) and mate structural attachments- Lift vehicle, transfer and mate to ground transporter launcher/erector

• Option 2: Mate flight vehicle to launcher- Position vehicle for lifting- Attach lifting device(s) and mate structural attachments- Lift vehicle, transfer and mate to launcher

• Option 3: Mate vehicle to launch assist system (mag-lev, sled, etc.)- Position vehicle for lifting- Attach lifting device(s) and mate structural attachments- Lift vehicle, transfer and mate to launch assist system

2.1.6 Verify structural attachment of above option, remove unique GSE and stow

2.1.7 Mate flight vehicle to ground servicing system• Systems

- Power cables- Gas lines- Liquid lines- Command/control/data lines- Others (specify)

2.2 Assemble/Mate Flight Elements if Required

(Including all stages/elements, ordnance, cargo, etc)

2.2.1 Flight elements• Stages• Drop tanks• Propulsion units (OMS, RCS. Etc)


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• Payload(s) modules• Ordnance packages

2.2.2 Verify unique GSE functional and staged for operation

2.2.3 Provide personnel-access equipment for operation (platforms, stands, manlifts, etc.)

2.2.4 Mate stage-to-stage/major elements (e.g., drop tank)• Position flight element for lift and mating• Attach lifting device(s) and demate structural attachments• Lift element, transfer and mate to vehicle

2.2.5 Verify structural attachment, remove unique GSE and stow

2.2.6 Mate interstage services (umbilicals/electrical/propellants, etc)

2.2.7 Mate element to ground servicing system• Systems

- Power cables- Gas lines- Liquid lines- Command/control/data liens- Others (specify)

2.2.8 Mate payload to launch vehicleOption 1: Containerized payload• Verify facility cleanliness and environmental controls in place• Verify vehicle payload bay cleanliness adequate for operation• Position payload for lift and mating• Provide access to payload (platforms, open doors, remove environmental

covers, etc.)• Attach lifting device(s) and demate structural attachments• Lift payload, transfer and mate to flight vehicle

Option 2: Payload built-into vehicle• Verify facility cleanliness and environmental controls in place• Verify vehicle payload bay cleanliness adequate for operation• Provide engineering design for unique payload-to-vehicle cargo bay adapter

system(s)• Provide manufacture of above unique adapter hardware• Schedule and perform unique adapter installation in vehicle payload bay• Position payload for lift and mating• Provide access to payload (platforms, open doors, remove environmental

covers, etc)


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• Attach lifting device(s) and demate structural attachments• Lift payload, transfer and mate to flight vehicle

2.2.9 Verify structural payload attachment, remove unique GSE and stow

2.2.10 Mate payload to vehicle support servicing systems• Systems

- Power cables- Gas lines- Liquid lines- Command/control/data lines- Others (specify)

2.2.11 Stage and install ordnance and mate electrically• Stage ordnance from ground storage• Mechanically install ordnance hardware

- Ground-to-flight system- Flight element-to-flight element- Flight element-to-payload- Intra-payload unique

• Verify circuits safe (resistance and voltage) and connect all items

2.2.12 Verify structural integrity, alignment, torque, etc.• Flight element-to-ground systems• Flight element-to-flight element• Payload-to-flight element

2.3 Perform Interface Verification

2.3.1 Fluid system leak checks• Interfaces

- Gaseous nitrogen- Gaseous helium- HVAC- Liquids- Toxic (NH3, hypergols, etc)- Non-toxic- Flammable (ethanol, etc)- Cryogenic (liquid He, etc)- Purge, vent, and drain- Others (specify)

2.3.2 Electrical systems continuity/integrity/RF• Interfaces

- Alternating current


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- Direct current - 28Volt- Direct current - 270V- Command/control/data lines- Others (specify)

2.4 Perform Servicing/Close-Out if Desired

2.4.1 Close-out interfaces/protective covers/fairings• Stage protective covers/fairings (e.g., thermal; aerodynamic; electrical

connector, etc)• Install protective covers/fairings• Apply TPS where required (blankets, foam, tile, etc)

2.4.2 Take inspection and close-out photos

2.4.3 Service fluids (initiate purges, fill storables)• Interfaces

- Gaseous nitrogen- Gaseous helium- HVAC- Liquids- Toxic (NH3, hypergols, etc)- Non-toxic- Flammable (ethanol, etc)- Cryogenic (liquid He, etc)- Purge, vent, and drain- Others (specify)

2.4.4 Verify batteries functional

2.4.5 Verify al non-flight hardware and tools removed and stowed

2.4.6 Close and secure vehicle access doors (equipment and personnel)

2.4.7 Remove personnel access systems (platforms, stands, protective devices and covers)

2.5 Transfer Elements and Interface Hardware Non-Flight Items to StorageLocations

This includes all items such as caps, plugs, tags, support equipment and ground transporters.

2.5.1 Ordnance containers

2.5.2 Flight element handling hardware (slings, shackles, strong backs, etc)


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2.5.3 Ground support systems (servicing hoses, portable test equipment, etc)• Interfaces

- Gaseous nitrogen- Gaseous helium- HVAC- Liquids- Toxic (NH3, hypergols, etc)- Non-toxic- Flammable- Cryogenic (liquid He, etc)- Purge, vent, and drain- Others (specify)

2.5.4 Element transporters (payload and flight)• Flight Elements

- Stages- Drop tanks- Propulsion units (OMS, RCS. Etc)- Payload(s) modules- Ordnance packages

2.6 Transfer Flight Vehicle to Next Module


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3.0 OPERABILITY DEFINTIONS

The Figure 1 describes the Operability Rating Levels (Types I, II, III, IV, V, VI) definedby the Vision Spaceport project team to express the general complexity/cost of groundsupport system architectures. The categories are defined using an improvement scalebased on orders of magnitude improvement over current benchmark launch systems. Thescale is roughly anchored on the relative contribution for each module cost category’scontribution toward the overall cost per pound of delivered payload.


Description











Improvement$ 100/lb




Improvement$ 10/lb




Improvement$ 1/lb



The following sections attempt to describe Type I, II, III, IV, V, and VI VehicleAssembly & Integration Spaceport modules. Essentially Type I is the lowest cost andimpact to ground operations. Type VI is the largest cost and impact to ground operations.The Benchmark defined for this Module is Type V. The definitions follow starting withType VI – the greatest cost and impact:

3.1 Type VI – Degradation From Benchmark

This type of operations is defined as more complex (recurring support costs increased)than the below Type V-Benchmark. An example of this state would be the initial series ofTitan IV vehicle flows, where element assembly and integration had to be accomplishedat three separate facilities:

• Core Assembly & Integration in the VIB• 5-Segments of SRM Assembly & Integration in the SMAB• Final 2-segments of SRM assembly at Launch Pad• Payload / Upper stage assembly & integration at launch pad (within the MST)


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The impact of these split integration operations contributed to drive the operational costof Titan-IV missions above $10,000 per pound and resulted in some extremely long (18-24 month) launch campaigns at CCAS.

Refinements in Titan-IV operations were performed to simplify these operations througha combination of new facility construction (SMARF – Enabling full stacking and mate ofthe SRM boosters in a single facility) and vehicle design simplification (SRMU –reducing the complexity of the boosters from 7 segments to 3). The refinements havehelped to improve processing and reduce costs for the program’s “fly-out” years.


The majority of the integration of the Space Shuttle is conducted in the VerticalAssembly Building (VAB).

The Solid Rocket Boosters (SRB) arrive at Kennedy Space Center over rail in segmentsincluding assemblies and closures. The segments are inspected and stored at theRotational Processing and Surge Facility (RPSF). The SRB's are structurally assembledon the mobile launch platform (MLP) in the vertical assembly building (VAB).

The External Tank (ET) is taken to the VAB on a custom transporter from the turn basinwhere it was delivered. The ET is weighed and then lifted to a vertical position fromtransfer to a check out cell. Technicians inspect the tank thermal insulation and fluidsystems for defects or deficiencies. The electrical interfaces are tested. The ET is thenmoved to the integration cell to be mated to two SRB's on top of the mobile launchplatform.

The Orbiter rolls over carried on a custom transporter from the Orbiter ProcessingFacility (OPF) (Turn Around Module) to the VAB. The Orbiter Handling Fixture isattached to the Orbiter. A crane lifts the Orbiter into a vertical position. The cranetransfers the Orbiter to the integration cell for mating to the awaiting ET and SRB's.

The newly integrated space transportation system, the Shuttle, undergoes interface checkout and testing assisted by the launch control center. Next the crawler will lift the MLPand the shuttle and transport them to the launch pad.


One easy way to achieve an Order of Magnitude CT reduction is the Elimination ofStructural Assembly at the spaceport for transportation system elements. For example:Benchmark SRB stacking and closeout is a 3-4 week operation. If the STS boosters werea single piece, erection on the MLP could be accomplished in 2-3 days.

Improvements in subsystem robustness and dependability could also aid this effort. Keytechnology improvement areas for this module include (but are not limited to):• Separation Mechanisms (Reduced complexity)


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• Cabling, connectors, and quick disconnects (Standardized and simplified0• Easy-aligning interfaces


This level of improvement could possibly be achieved through reduction in the Numberof Major vehicle elements – thus simplifying the integration effort. Simplification andstandardization of Payload assembly and integration would also be required.

Significant improvements in subsystem robustness and dependability could alsosignificantly aid this effort. Key technology improvement areas for this module include(but are not limited to):• Separation Mechanisms (Non-Pyrotechnic)• Cabling, connectors, and quick disconnects (Automated/self-mating)• Interface Structural materials• Self-aligning interfaces


This level of improvement will in all likelihood require reduction of the Number ofMajor vehicle elements to a maximum of 2 – thus nearly eliminating the integrationeffort. Payload operations should be limited to integration/installation (with minimalsupport service needs) in the vehicle.

Dramatic improvements in subsystem robustness and dependability will be needed. Keytechnology improvement areas for this module include (but are not limited to):• Separation Mechanisms (Fully mechanical and reusable)• Elimination of cabling, connectors, and quick disconnects between elements• Self-mating interfaces


This level of improvement will in all likelihood only be achievable by Single Stage toOrbit (SSTO) vehicles – thus completely eliminating the integration effort. Payloadoperations should be limited to installation (with no support service needs) in the vehiclemuch like a contemporary cargo/container ship.

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Volume 7: Vehicle Depot Maintenance Module

September 2000


Volume 7 – Vehicle Depot Maintenance Module

112

VOLUME 7: VEHICLE DEPOT MAINTENANCE MODULE

1.0 INTRODUCTION

1.1 Background

The functions that make up Vehicle Depot Maintenance Module were previously definedby the Spaceport Synergy Team in support of the Space Propulsion Synergy Team’s(SPST’s) Highly Reusable Space Transportation (HRST) Study Task Force. Thesefunctions were documented in A Catalog of Spaceport Architectural Elements withFunctional Definition.

1.2 Purpose

This document is the seventh volume in a series of Spaceport Module DefinitionDocuments that detail generic spaceport architectural elements for the purpose ofconceptually modeling the ground operations segment of space transportation systemperformance.

Providing models of ground operations performance that produce reasonably accurateresults for advanced space transportation concepts has proven to be a difficult endeavor.This is, in part, due to the growing number of different launch concepts (both reusableand expendable in nature) in a launch operations environment that rarely has theresources and time available to collect the needed information and knowledge necessaryto model the important interactions that occur between a flight system concept and itsrequired ground infrastructure and operations.

Therefore, this document collects various sources of the “best available” data formodeling the life cycle cost elements associated with a spaceport’s vehicle turnaroundfunctions, collectively termed the “Vehicle Depot Maintenance Module.”


For the development of the Spaceport Model, the benchmark chosen to be representativeof state-of-the-art performance in Vehicle Depot Maintenance is the Space ShuttleProgram’s Building 1 at Palmdale, California. The Vehicle Depot Maintenance spaceportmodule functions include those facility items necessary to carry out the following:required safing; deservicing; checkout & inspections; cargo servicing including removalof the down-cargo elements and installation of the up-cargo elements; failed componenttroubleshooting, changeout and subsequent recertification for flight; fluid systemservicing; and, finally, closeout for vehicle assembly and/or launch facility activity.


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Other facilities were considered as abenchmarks for state-of-the-art; e.g., theKSC Multi-Purpose Hangar, the KSCNASA Shuttle Logistics depot (NSLD) atPort Canaveral FL, and Stennis SpaceCenter MS, but were rejected since actualor implemented life cycle costinformation is required to accuratelymodel existing performance (i.e., bothactual capital investment costs and actualfacility operations cost and cycle timeperformance). Therefore, in theSpaceport Model, the Orbiter Vehicle inits OPF turnaround facility is used as thebenchmark for comparison of reusableconcepts to determine its relative magnitude of improvement (or “figure-of-merit”).

If the relative amount of safing and servicing functions required of the ground are, for agiven concept, similar to the Orbiter vehicle, then the concept is likely to assume thecosts and flight rate performance of the Orbiter/OPF process. On the other hand, if aconcept input to the model requires:• No safing• Has been assumed to have undergone an investment in a thorough test and

certification program to assure a vehicle dependability of many thousands of flights• Requires little or no servicing; and system health are autonomously and automatically

determined by the vehicle

Then there may be no need for this spaceport architectural element. This is the VisionSpaceport Project’s envisioned mode of operation-- when such a vehicle concept can besuccessfully defined.


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A generic set of spaceport VehicleDepot Maintenance functions has beendefined in hierarchical order and isdescribed below. All this informationis extracted from the SpaceportCatalog.

The functions shown below, areintended to be a comprehensive list ofas many possible functions as mightapply to this module. They may, ormay not, be a part of the requirementsfor a specific space transportationconcept operating at a particularspaceport. The affordability of anyconcept will be affected directly by how those required functions are satisfied as well as by thequantity of functions required.

The top-level functions are as follows:2.1 Vehicle overhaul, inspection/verification,

and modification (structural, flight controls, etc.)2.2 Modular element overhaul and Inspection/verification (OMS-RCS pods, SSME, wheels/tires TPS, etc.2.3 Hot test propulsion hardware2.4 Spaceport software upgrades (non- flight)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

2.1 Vehicle Overhaul, Inspection/Verification, And Modifications (Structural,FlightControls, etc.)

2.1.1 Transport to module and offload if appropriate

2.1.2 Place in work stand; jack and level

2.1.3 Disassemble/ gain access to perform major structural inspections/ assessment and repair/ replacement (major NDE effort)

2.1.4 Perform internal inspection of vehicle tanks and pressure vessels (major NDE effort)


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for structural assessment including bonding and delamination and cleanlinessverification

2.1.5 Perform desired modifications

2.1.6 Replace subsystem componen for modified elements or those that are “limited-life- expired”

2.1.7 Perform LRU remove-and-replace; repair as needed• Assemble tools, materials or shop support items• Provide access as required• Position special handling equipment• Prepare subsystem for LRU removal/repairs (depressurization/remove power)• Demate LRU from vehicle• Remove from vehicle and place on transportation/move to logistics for disposition• Receive replacement LRU from logistics and prepare for installation• Prepare subsystem for LRU installation (inspection, cleaning, alignment and other

subsystem support as needed)• Install replacement LRU and remove special handling/access equipment• Perform retest to verify functional (power-up, leak check, test function)• Repair damaged item in-place restore-to-spec, when needed

2.1.8 Inspect/test cable harness tubing, plumbing for verification to design specification; replace as necessary

2.1.9 Reassemble all vehicle systems to design specification

2.1.10 Perform controls dynamic response test and verify to design specification

2.1.11 Perform system and subsystem retest to verify all systems (including all levels of redundancy) are functional to design requirements, and vehicle certified for flight operations (multiple flight certification)

2.1.12 Remove non-flight items as required and return to next module

2.2 Modular Element Overhaul and Inspection/Verification (OMS-RCS Pods, SSME, Wheels/Tires, TPS, etc)

2.2.1 Remove/replace modular element from vehicle and move to overhaul module

2.2.2 Repeat all above functions

2.2.3 Perform LRU remove-and-replace; repair as needed• Assemble tools, materials or shop support items• Provide access as required


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• Position special handling equipment• Prepare subsystem for LRU removal/repairs (depressurize/remove power)• Demate LRU from vehicle• Remove from vehicle and place on transporter/move to logistics for disposition• Receive replacement LRU from logistics and prepare for installation• Prepare subsystem for LRU installation (inspection, cleaning, alignment and other

subsystem support as needed)• Install replacement LRU and remove special handling/access equipment• Perform retest to verify functional (power-up, leak check, test function)• Repair damaged item in-place restore-to-spec) when needed

2.2.4 Install protective covers for interfaces

2.2.5 Prepare overhauled element and transport back to vehicle

2.3 Hot-Test Propulsion Hardware

2.3.1 Transport and install element in test stand

2.3.2 Mate element and test stand and verify leak-free and electrically functional

2.3.3 Install all unique instrumentation and verify function

2.2.4 Prepare test stand for support of hot-test

2.2.5 Perform functional tests of all element systems (vehicle and ground)

2.2.6 Service all commodities (consumables)

2.2.7 Clear controlled area for test

2.2.8 Perform hot-fire test

2.2.9 Safe and secure systems

2.2.10 Analyze data and verify performance (certify for flight use)

2.2.11 Demate umbilicals and remove element from test stand

2.2.12 Prepare element for shipping/transport

2.2.13 Move to vehicle for re-installation

2.4 Spaceport Software Upgrades (Non-Flight)


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Description











Improvement$ 100/lb




Improvement$ 10/lb




Improvement$ 1/lb





At this rating level, the depot maintenance functions are defined as more complex, costlyand time consuming than the Type V–Benchmark. The safing, de-servicing and servicingprior to major maintenance at a depot facility would all be extremely labor and materialsintensive, and require a very large amount of complex ground support equipment toaccomplish those functions. Many different fluid servicing commodities exist and manyare toxic and hazardous to handle requiring operational safeguards and added equipmentabove and beyond what is needed to service the Space Shuttle Orbiter.

Another likely contributor to a Type VI rating would be very low dependability of flighthardware (perhaps designed for less than 100 flights with very high parts count exceeding


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that of the Shuttle Orbiter). Very low dependability of flight hardware (practicallyexpendable) leads to very high rates of hardware change out. This in turn leads to little orno confidence in hardware and drives numerous depot-level test and checkoutrequirements, high frequency and invasive inspection requirements, and many unplannedtroubleshooting, repair and retest activities. Ground support equipment at the depot isvery costly with a wide range of test and inspection capabilities.

The Type V–Benchmark is defined to be a process requiring weeks or months for depotmaintenance of the vehicle at specific intervals of time or accumulated flights, it wouldbe difficult to distinguish this type of “depot maintenance” from that of a very intense,vehicle turnaround function, such as occurs in the Vehicle Turnaround Module (seeVolume 5).


Most (if not all) functions listed in Section 2.0 Functional Description are required.Vehicle throughput is on the order of many weeks or months in a facility performingthese functions. Ground support equipment (GSE) requirements are numerous andcomplex. This rating assumes that safing and cleaning functions are many and complex,are labor intensive, and require a significant amount of equipment setup. A number ofdifferent fluid servicing commodities exist and some are toxic and hazardous to handlerequiring maintenance activity safeguards and a lot of equipment needed to service thevehicle to achieve recertification for flight.

Flight hardware design life is on the order of 100 flights with logistically-tracked partscounts in the millions. Accordingly, inspection, checkout, and modification requirementsare detailed and exhaustive. Troubleshooting activities and the associated repair andretest are needed on scores of flight critical line replaceable units (LRUs) for flighthardware prior to return to the launch site. Flight systems equipment dependability issuch that many LRU replacements occur during every depot inspection period.

3.3 Type IV—One-Order of Magnitude Improvement

Many functions listed in Section 2.0 Functional Description are required, but are greatlyreduced in labor and cycle time impact. Vehicle throughput is on the order of a few weeksin a facility performing only some of the functions listed in Section 2.0 FunctionalDescription. Some ground support equipment (GSE) requirements remain and most areautomated with some labor required to perform simple operations. This rating assumesthat most (if not all) safing and functions are eliminated and require little, if any, labor orequipment setup.

Flight hardware design life is on the order of 1,000 flights with logistically-tracked partscounts reduced an order of magnitude from that of the Shuttle Orbiter. Wire andconnector counts are greatly reduced. Tubes, hoses and flex lines are greatly reduced.Accordingly, inspection, test, checkout, and depot maintenance requirements aresignificantly reduced. Troubleshooting activities and the associated repair and retest arereduced to less than ten flight system LRUs between depot maintenance periods.


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3.4 Type III—Two-Orders of Magnitude Improvement

Most (if not all) functions listed in Section 2.0 Functional Description are eliminated.Vehicle throughput is on the order of several days. Very few ground support equipment(GSE) requirements for inspection and test remain and are completely automated withlittle labor required to perform simple inspections and critical systems test/recertification.Any remaining safing operations that may be necessary are very benign to the groundcrew and are completely automated and fast.

Flight hardware design life is on the order of 10,000 flights with logistically-tracked partscounts two orders of magnitude reduced from that of the Shuttle Orbiter. Wire andconnector counts are greatly reduced, robust and have demonstrated the ability to conductlengthy flight operations periods without any detected short or open circuitss. Tubes,hoses and flex lines are greatly reduced in quantity, are robust, and have demonstrated theability to conduct survive lenghty periods of flight operations without any detected leaks.Accordingly, inspection and recertification requirements are significantly reduced ornearly eliminated. Troubleshooting activities and the associated repair and retest arereduced to a few flight system LRUs during every depot maintenance period.

3.5 Type II—Three-Orders of Magnitude Improvement

Overall, most (if not all) functions listed in Section 2.0 Functional Description areeliminated. Vehicle throughput is on the order of a few days. Practically no groundsupport equipment (GSE) requirements remain and are completely automated with littleor no labor required to perform simple inspections. Test and recertification. There are nosafing operations necessary.

Flight hardware design life is on the order of 100,000 flights with logistically-trackedparts counts three orders of magnitude reduced from that of the Shuttle Orbiter. Wire andconnector counts are greatly reduced, robust and have demonstrated the ability to conductextended flight operations periods without any detected shorts or opens until the nextmajor overhaul (at least a hundred flights). Tubes, hoses and flex lines are greatlyreduced, are robust and have demonstrated the ability to conduct numerous flightturnarounds without any detected leaks until the next major overhaul (at least a hundredflights). Accordingly, inspection and checkout requirements are nearly eliminated.Troubleshooting activities and the associated repair and retest are reduced to one flightsystem LRU during every depot maintenance period.

3.6 Type I—Four-Orders of Magnitude Improvement

Overall, most (if not all) functions listed in Section 2.0 Functional Description areeliminated. Vehicle throughput is on the order of a day or two. Practically no flightstructure or equipment repairs/modifications remain and are completely automated withlittle or no labor required to perform simple operations. There are no safing operationsnecessary.


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Flight hardware design life is on the order of a million flights with logistically trackedparts counts four orders of magnitude reduced from that of the Shuttle Orbiter and isairliner-like. Wire and connector counts are greatly reduced, robust and havedemonstrated the ability to complete thousands of flights without any detected shorts oropens. (at least a thousand flights). Tubes, hoses and flex lines are greatly reduced, arerobust and have demonstrated the ability to complete very extensive periods of flightoperations without any detected leaks. Accordingly, inspection, checkout, andrecertification requirements are nearly eliminated. Troubleshooting activities and theassociated repair and retest are reduced to one flight system LRU every depotmaintenance period.

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Volume 8: Spaceport Support Infrastructure Module

September 2000


Volume 8 – Spaceport Support Infrastructure Module

VOLUME 8: SPACEPORT SUPPORT INFRASTRUCTURE MODULE

1.0 INTRODUCTION

1.1 Background

This document is the eighth volumein a series of Spaceport ModuleDefinition Documents that detailgeneric spaceport architecturalelements for the purpose ofconceptually modeling the groundoperations segment of spacetransportation system performance.

Providing models of groundoperations performance that producereasonably accurate results foradvanced space transportationconcepts has proven to be a difficultendeavor. This is, in part, due to thegrowing number of different launchconcepts (both reusable and expendablehistorical data. The launch operations eavailable to collect information/knowlebetween a flight system concept and its

1.2 Purpose

In an effort to alleviate this informationdefines various functions and collects “life cycle cost elements associated withcollectively termed the “SPACEPORT


Typical state-of-the-art spaceport suppoCape Canaveral Spaceport, and Kourouinfrastructure contains some of the suppship and other infrastructure on its seapmodule are often neglected, and are in n

Much of the support infrastructure and airport and seaport operations. Howeveto space transportation. This is particula

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in nature) and the lack of accurate and consistentnvironment rarely has adequate resources or timedge necessary for modeling of the interactions required ground infrastructure and operations.

shortage problem, this document catalogs andbest available” actual data (in Part 2) for modeling the a spaceport’s support services and facilities,SUPPORT INFRASTRUCTURE MODULE.”

rt infrastructure can be found at the NASA/USAF’s launch area in French Guiana. The Sea Launchort services on the sea-mobile platform and support

ort facilities. The functions associated with thiseed of upgrade on a worldwide scale.

services found in this module are also found in typicalr, there are also functions and services that are uniquerly true for shops and labs. Due to the unique


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propellants and other fluid servicing commodities required of today’s launch vehicles andpayloads, the need for contamination control and other fluid conditioning, filtration needs,etc., give rise to expensive and often custom-made equipment and facilities at the launch site.For example, at airports and seaports one rarely runs across shops capable of supplyingLOX-compatible (i.e., liquid oxygen compatible) items for field service. Or fulfilling real-time work orders for mirror-finish fittings for hoses and tubes that handle hypergolic fuelsand oxidizers. Yet, this capability is a must for high throughput space transportation systemslaunching today’s launch vehicles and payloads. As the state-of-the-art progresses, the needfor some of these expensive, specialized services may not be required if flight system designseliminate the need for them.

Also important is the ability to calibrate various instruments used during operations. Thesemay include electronic troubleshooting equipment, regulator panels, oxygen analyzers (forpersonnel having to conduct maintenance activities in closed compartments that are subjectto oxygen deficiencies), hydrasets for lifting and handling operations, etc.



The functions that make up theSpaceport Support InfrastructureModule were previously defined bythe Spaceport Synergy Team insupport of the Space PropulsionSynergy Team’s (SPST’s) HighlyReusable Space Transportation(HRST) Study Task Force. Thesefunctions were documented in ACatalog of Spaceport ArchitecturalElements with FunctionalDefinition.

The functions shown below, are intendfunctions as might apply to this modulefor a specific space transportation concaffordability of any concept will be affsatisfied as well as by the quantity of fu

The top level functions for the Space2.1 Shops and Labs2.2 Photographic Services2.3 Fire Protection2.4 Medical2.5 Security2.6 Library (technical documents)2.7 Utilities2.8 Roads and Grounds2.9 Foods Services2.10 Heavy Equipment2.11 Communication/Information Se2.12 Ground Transportation Service2.13 Environmental Compatibility M2.14 Pyrotechnical Storage and Hand2.15 Personal Environmental Protec2.16 Facility Maintenance Services a

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ed to be a comprehensive list of as many possible. They may, or may not, be a part of the requirementsept operating at a particular spaceport. Theected directly by how those required functions arenctions required.

port Support Infrastructure module include:

rvicessanagementling

tion Equipmentnd Shops


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2.1 Shops & Labs

For technicians to effectively perform theiroperations and maintenance tasks, it isimportant that they have the best availabletools and equipment. It is also importantthat when certain unplanned activityoccurs, where timely and accurate problemresolution is essential, that a variety ofanalytical capabilities (quite often providedby laboratory equipment, facilities andskills) be brought to bear to maintaincritical operational timelines.

Typical shops & labs found at spaceportsmay include:

• Machine shops• Precision cleaning labs• Non-destructive test & evaluation labs (small-, medium-, and large-scale)• Battery labs• Tube and hose fabrication shops• Chemical sampling and analysis labs• Failure analysis labs• Materials labs• Calibration shops and labs

2.2 Photographic Services

Photographic services are often used to document closeout configurations of flight hardwareand for tracking launch, landing and flight operations or to support special “all-up” test andrange control operations. Additionally, video services with infrared capabilities are oftenemployed during cryogenic tanking operations to spot icing, venting and insulationanomalies.

2.3 Fire Protection

Fire protection services are required not only for day of launch operations, but also fornormal hazardous operations including hypergolic deservicing/servicing, etc. Elimination ofhazardous operations, and particularly unique hazards that may require non-standardprotective gear and equipment, can alleviate the expense of acquiring and maintaining fireprotection equipment and services. In general, all personnel that may be susceptible to thesehazards must undergo and maintain appropriate training. Consequently, the complexity ofthis function (which today far exceeds that of commercial airports) is closely tied to trainingcosts.


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2.4 Emergency & Medical

Medical services are required not only for day of launch operations, but also for toxic and,hazardous operations including hypergolic de-servicing/servicing, etc. Elimination of toxichazardous operations, and particularly unique hazards that may require non-standardprotective gear and equipment, can alleviate the expense of acquiring and maintainingmedical equipment and services. In general, all personnel that may be susceptible to thesehazards must undergo and maintain appropriate training. Consequently, the complexity ofthis function (which today far exceeds that of commercial airports) is closely tied to trainingcosts. Emergency medical transportation, life support gear, occupational health facilities, airpacks, etc., become part of the spaceport support infrastructure once operations commence.

2.5 Security

Some level of security will be required to protect spaceport/spaceliner assets. The level ofprotection may vary depending on ownership (e.g., a government/military spaceport versus acommercial spaceport). For movement of large flight elements that interrupt normal road,rail, air or sea traffic, security services are often needed.

For spaceport operations that require Department of Defense security, facility and equipmentmodifications can be extremely costly and extensive to create. Within safe and secure zones,all manner of protection for TEMPEST-compliance will modify buildings, communicationssystems, technical documentation services, etc.

2.6 Library (technical document services)

During scheduled operations and maintenance, up-to-date procedures are needed for readyaccess (either in paper or electronic form). For normal facility maintenance, accuratetechnical documentation is critical for upkeep of state-of-the-facilities with heavy demandsfor specialized equipment and services.

For unplanned maintenance and repair activity it is vital for technicians to have accurate andeasy access to drawings and specifications for troubleshooting and other periodic engineeringmodification actions required by the launch system designers (such as those encountered inthe airline business and the FAA referred to as “circulars”). The technical documentationlibrary must be efficient and effective in synthesizing a large number of technical items invarious formats needed for all manner of flight systems and all manner of ground supportsystems.

2.7 Utilities

Within the boundaries of a spaceport, normal public utility functions are required and cannotbe overlooked in either acquiring or operating space launch systems. These utilities includetelecommunications hardware distribution and maintenance (data, voice, and video–also see


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section 2.11 below), water distribution, and power distribution (electrical and perhaps naturalgas).

Beyond traditional utility services commonly found at airports and seaports, there may beservices unique to space transportation that can become quite intense in terms of labor andcost. For example, distribution of certain common space launch system gas/fluidcommodities may or may not apply in this module. This will depend on whether they aretreated as common spaceport utility functions or whether their infrastructure is dedicated tocertain specific spaceport modules (e.g., launch or off-line payload processing). If a networkof distributed gaseous nitrogen is routed throughout the launch complex for several majorspaceport functions, then this module would also include the acquisition and recurringoperations and maintenance of that infrastructure. Likewise, for helium or othercommodities. The usefulness of this type of infrastructure will depend on the needs of theflight and ground systems and overall spaceport launch rates that put a demand on theseutilities.

2.8 Roads & Grounds

Normal road transportation and base upkeep functions, (such as lanscaping, roadmaintenance, janitorial services, etc.) are typically tracked as “roads & grounds.” However,with space launch operations, this function can become quite complex if handling a variety oflarge flight and ground elements. Roadbed layout, design, and maintenance can becomedifficult when factoring oversized transport weights, dimensions, bridge height and otherobstructions. For really exotic roads and grounds issues, consider the Canaveral Spaceport’sLaunch Complex-39 crawler transporter “crawlerway,” for example. Crawlerwaymaintenance and upkeep is non-trivial compared to conventional airports.

2.9 Food Services

Beyond normal workforce and cafeteria management, a spaceport that provides space travelservices to and from the space frontier will need to keep up with the state-of-art in space foodservices, life sciences and bioastronautics. Also, spaceports will likely become importantcontributors to the emerging technologies associated with closed-loop life support systemssince it is now, and will be in the future, the final gateway for flora and fauna encounteringthe space environment.

2.10 Heavy Equipment

The complexity of this function often depends on the level of assembly, element integrationand permanency required of the space transportation system concept for contingency access.Heavy equipment may include mobile cranes, portable generators of all sizes and load-carrying capacity, lighting equipment, proof-loading equipment, etc). “High-crews” are oftenrequired to install “pic-boards,” scaffolding, installation and removal of handrails and otherprotective equipment. These operations can become very time consuming to on-line vehicleoperations and should be designed out at all costs for normal turnaround operations concepts.


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Temporary accessibility for personnel must be balanced with theoperations concept for contingency troubleshooting and repairoperations, as well. For very high flight rate systems, the tradebetween “holding-up the flow” of operations and pulling theflight asset off the flight line facilities to bring back tocertification status will be seen more often as spacetransportation approaches airport-like operations.

2.11 Communication/Information Services

The need for worldwide telecommunications services has been a part of the heritage oflaunch complexes. Tracking and data relay services, by their very nature, has requiredantenna systems, advanced communications protocols, and other services. Laying of fiber-optic and state-of-the art wireless data, voice and video services are part of this module. Thismodule deals with the acquisition and maintenance of telecommunications hardware“infrastructure” as opposed to specific launch and flight telecommunications operations,which are generally covered in Module 2 and the on-line flight system processing modules(Modules 1, 3, 4, 5, 6, and 7).

2.12 Ground Transportation Services

Master planning of spaceports,particularly large ones, by its naturerequires large stretches of land toseparate launch areas, hazardouscommodity storage, and supportinfrastructure. This naturally gives riseto the need for transportation ofspaceport personnel and their customers,as well as critical flight hardware of allsizes, to and from various functionalarea and facilities. For personneltransportation the spectrum ranges frombicycles, to standard motor pools (andnon-standard motor pools, such asnatural gas, electric and hybrid cars), to mini-bus and bus services, or even rail/monorail. SeaLaunch, for example, has employed an impressive infrastructure for moving personnelbetween various spaceport functions (on-shore and off-shore) including helicopter/helipadequipment and personnel.

Movement of large flight elements must also be accounted for with identification of specialtrailers, handling equipment, road layouts, environmental protective coverings, etc. Theinfrastructure that supports these “moves” depends on the complexity of flight systemarchitecture. The more elements, and the larger the elements, the more costly and time-consuming the ground transportation services will be.


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2.13 Environmental Compatibility Services

An ever-growing concern for environmental protection continues to challenge transportationservices including air and seaports. Spaceports being no different must confront thesechallenges, as well. However, the challenge is often even more daunting when flight systemsconcepts may require such commodities and materials (often in tremendous quantities) astoxic hypergolic fuels, acids, fissionable matter (e.g., radio-isotope thermoelectric generators,nuclear thermal rocket materials). Other items include xenon, various forms of freon,ammonia, oils or fluids with unique but toxic additives. These materials are difficult toproduce, store, condition, transfer and dispose, but these functions are often needed atmodern spaceports supporting flight systems that require their use. There are both acquisitionand recurring operations dimensions to these environmental compatibility issues. Whilecompliance requirements vary between government jurisdictions, it should be kept in mindthat “clean” space transportation system designs may well lend themselves to being the mostcost-effective to acquire and the simplest to operate in the future.

2.14 Pyrotechnic Storage & Handling

For space transportation systems that need pyrotechnic hardware for flight element (or flight-to-ground element) separation, the spaceport support infrastructure will need to account forand take precautions for transporting, handling, storing and delivering the hazardous devicesto, and through, the appropriate spaceport functional areas. Specific operations handling andinstalling these devices are covered in other modules. This module covers the supportinfrastructure acquisition and maintenance function.

2.15 Personal Environmental Protection Equipment

To protect spaceport personnel from the hazards of handlingtoxic materials or fire hazards, an infrastructure of personalprotective gear is required. The extent and complexity of thisgear will depend on the portfolio of hazardous materials, thenumber and the severity of fire hazards to be encountered with“normal” and “contingency” spaceport operations. Theequipment may vary from simple “gas masks” or “air packs,”to fully suited “self-contained atmospheric protectionensembles,” or SCAPE suits. The suit designs vary accordingto the degree of protection, mobility and manipulation, orendurance (e.g., a typical SCAPE suit has about 90 minutes ofuse between re-supplies). The infrastructure that goes with thiscapability can be extensive. The need for laying in breathing airsystems, microbial control, employment of specialized suittechnicians (that provide the suit service to the technicians onthe flight line needing the gear) can all add up to high fixed andvariable costs and certainly slow down the cycle time for


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launch preparation. Specifically, personal protection equipment complicates post-landing andturnaround de-servicing, safing and re-servicing operations. There is often a separateinfrastructure for the fire protection function depending on the degree of protection desired.

2.16 Facility Maintenance Services & Shops

To support all of the spaceport on-line and off-line activity, the facilities and the above-mentioned functions and services, the following may be needed (and often in heavyindustrial-scale quantities):

• Facility Plumbing• Welding• Sand blasting• Painting• Facility Electrical• Heating, ventilation and air conditioning (HVAC)• Facility Water• Facility Mechanical• Roofing, etc.


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The following table contains the ratings used to score the results of the model. Using today'sbenchmark (rating level V) as indicated, the other ratings are derived from actual data. It isimportant to understand the meaning of the “Operability Ratings" I, II, III, IV, V, and VI.These rating levels are associated with the ground system architecture used to process a spacevehicle. The ground system architecture includes the facilities, and correlates to acontribution to the overall cost-per-pound for the payload (see table below):


Description











Improvement$ 100/lb




Improvement$ 10/lb




Improvement$ 1/lb



The following sections define Types I, II, III, IV, V, and VI. Essentially, Type I is the lowestcost impact to the overall operation. Type VI is the largest cost impact to operations. Theorder of the definitions follow starting with Type VI to show the evolutionary progression ofimprovement defined by this rating system:


During the early years of space transportation, many of the needed spaceport support serviceswere unavailable or often relied on external shops (for example at the Army’s Huntsvillefacilities). The result was often catastrophic or very labor intensive with excessive time lagsin support services. The level of capital investment required for the functions in this modulewill vary depending on the needs that arise from the types of flight systems that the spaceportwill support.


Overall, at this rating level, the need for the Module 8 services and facilities is sufficient tosupport flight turnaround times on the order of a launch every other week or better. Thisrating value assumes a level of flight system dependability and safety that requires relatively


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heavy need for contingency services, and can depend on needing many of them betweenflights. For example, the level of flight system repair for the Shuttle Orbiter is on the order of50-100 flight system line replacement units (LRUs) and 500-1000 ground support equipmentitems needing repair between flight. This level of vehicle and ground equipment repairinevitably draws heavily on spaceport support infrastructure services and facilities betweenflights.

Specifically, today’s spaceport support services and facilities have grown out of the variouslaunch systems that dominate today’s space launch capabilities. Fire and medicalinfrastructure is there to support the relatively infrequent (yet still occasional) catastrophicfailures and minor incidents that arise. The shops and labs are becoming more and morecentralized from an administrative and organizational standpoint (for instance, the Joint BaseOperations support contract between NASA’s Shuttle and the USAF’s spaceport support).The facilities, shops and laboratories, however, are often duplicated and spread widely acrossmany different launch complexes. Other spaceports have improved centralization of theseservices. More analysis and benchmarking of these services are needed to analyze cycletimes and recurring cost.


Overall, at this rating level, the need for the Module 8 services and facilities to produce aflight is reduced and able to support flight turnaround times on the order of a launch everyweek or better. This rating value assumes a level of flight system dependability and safetythat requires relatively infrequent need for contingency services, but nonetheless can dependon needing them between flights. The level of flight system repair for a second generationRLV, for example is expected to be on the order of 1-10 flight system line replacement units(LRUs) and only a few dozen ground support equipment items needing repair between flight.This level of vehicle and ground equipment repair still draws upon on spaceport supportinfrastructure services and facilities between flights, but at a reduced level.

Specifically, in the near future, we should expect to see a stable of launch vehicles that haveevolved away from dependency on commodity-unique services for each flight. Precisioncleaned tubes and hoses and fewer requirements for hypergolic compatible equipment, asthese commodities are phased out of launch systems. While this infrastructure is expected tobe reduced, at this rating level, hypergolic precision cleaning for support to payloadsdesigned with hypergolics still exist.

Photographic support is minimized but still required for Range operations. (Vehicles arecleared for each flight but not certified to fly without range safety support functions, such asphotographic support for tracking of the vehicle.)

Heavy equipment services are reduced from today’s level but required for each launch.Environmental compatibility issues remain unchanged. While there is a reduction inhypergolics, they are not eliminated from the support infrastructure since the payloads areassumed to be required at this rating level.

Infrastructure to manage pyrotechnic equipment and material is assumed to be required atthis rating level, as well as reduced but still required support for specialized personalenvironmental protection equipment (SCAPE suits, etc.)


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Overall, at this rating level, the need for the Module 8 services and facilities to produce aflight is greatly reduced and able to support flight turnaround times on the order of a launchevery day or better. This rating value assumes a level of flight system dependability andsafety that greatly reduces the need for contingency services, and only occasionally needsthem between flights. For example, the level of flight system repair for a Gen 3 vehicle isassumed to be on the order of 1 flight system line replacement unit (LRU) pulled andreplaced every 1-10 flights. Ground support equipment items needing repair between flight isreduced to near zero. This level of vehicle and ground equipment repair draws very little onspaceport support infrastructure services and facilities between flights but nonethelessrequires an elevated level compared to airports due to the dependability and safety still anorder of magnitude or more higher than that of conventional airliners.

Specifically, in the long-term, we should expect to see a stable of launch vehicles that haveeliminated the need for commodity-unique services for each flight, such as precision cleanedtubes and hoses and requirements for hypergolic compatible equipment, as thesecommodities are no longer needed for launch systems. At this rating level, hypergolicprecision cleaning for support to payloads designed with hypergolics is eliminated.

Photographic support is optional and of minimum cost, and completely non-intrusive tolaunch and flight operations (i.e., not a scheduled resource holding up operations). Vehiclesare certified to fly without special range safety support functions, but rather relies onsimplified traffic monitoring infrastructure.

Heavy equipment services are nearly non-existent for turnaround flight operations withminimal on-site equipment inventory for contingencies only. Environmental compatibilityissues are greatly reduced since vehicle designs do not require use of environmentallydifficult commodities and materials. At this rating level payloads are assumed to not requirehypergolic fuels or other toxic commodities and materials.

Infrastructure to manage pyrotechnic equipment and material is assumed to be eliminated atthis rating level, as well as the need for specialized personal environmental protectionequipment (SCAPE suits, etc.) except for contingency fire protection and support.


Overall, at this rating level, the need for the Module 8 services and facilities to produce aflight is virtually airline-like and able to support multiple launches every day. This ratingvalue assumes a level of flight system dependability and safety that requires very little needfor contingency services, and can generally depend on not requiring them between vehicledepot maintenance operations. For example, the level of flight system repair for a Gen 4vehicle is assumed to be on the order of 1 flight system line replacement unit (LRU) pulledand replaced every 10-100 flights. Ground support equipment items needing repair betweenflight is reduced to an unplanned maintenance action every 10 flights or more. This level ofvehicle and ground equipment repair draws very little on spaceport support infrastructureservices and facilities between flights and mimics that of airports due to the dependabilityand safety approaching that of conventional airliners.


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Specifically, in the very long-term, we should expect to see a stable of launch vehicles thathave eliminated the need for commodity-unique services for each flight, such as precisioncleaned tubes and hoses and requirements for hypergolic compatible equipment, as thesecommodities are no longer needed for launch systems. At this rating level, hypergolicprecision cleaning for support to payloads designed with hypergolics is eliminated.


Heavy equipment services are non-existent for turnaround flight operations with minimal on-site equipment inventory for contingencies only. Environmental compatibility issues aregreatly reduced since vehicle designs do not require use of environmentally difficultcommodities and materials. At this rating level payloads are assumed to not requirehypergolic fuels or other toxic commodities and materials.



Overall, at this rating level, the need for the Module 8 services and facilities to produce aflight is airline-like and able to support launches on an hourly basis every day or better. Thisrating value assumes a level of flight system dependability and safety that does not requirecontingency services, and can depend on not requiring them between vehicle depotmaintenance operations. For example, the level of flight system repair for a Gen 5 vehicle isassumed to be on the order of 1 flight system line replacement unit (LRU) pulled andreplaced every 100-1000 flights. Ground support equipment (GSE) items needing repairbetween flight is reduced to an unplanned maintenance action every 100 flights or,preferably, more. This level of vehicle and ground equipment repair draws very little onspaceport support infrastructure services and facilities between flights and mimics that ofairports due to the high degree of dependability, safety, and simplicity representing that ofconventional airliners/airports.

In the very long-term, we should expect to see a stable of launch vehicles that haveeliminated the need for commodity-unique services for each flight, such as precision cleanedtubes and hoses and requirements for hypergolic compatible equipment as these commoditiesare no longer needed for launch systems. At this rating level, hypergolic precision cleaningfor support to payloads designed with hypergolics is eliminated.


Heavy equipment services are nearly non-existent for turnaround flight operations withminimal on-site equipment inventory for contingencies only. Environmental compatibilityissues are greatly reduced since vehicle designs do not require use of environmentally


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difficult commodities and materials. At this rating level payloads are assumed to not requirehypergolic fuels or other toxic commodities and materials.


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Volume 9: Concept-Unique Logistics Module

September 2000

Volume 9 – Concept-Unique Logistics Module

VOLUME 9: CONCEPT-UNIQUE LOGISTICS MODULE

1.0 INTRODUCTION

1.1 Background

The functions that make up Concept-Unique Logistics Module were previously definedby the Spaceport Synergy Team in support of the Space Propulsion Synergy Team’s(SPST’s) Highly Reusable Space Transportation (HRST) Study Task Force. Thesefunctions were documented in A Catalog of Spaceport Architectural Elements withFunctional Definition.

1.2 Purpose

This document is the ninth volumein a series of Spaceport ModuleDefinition Documents that detailgeneric spaceport architecturalelements for the purpose ofconceptually modeling the groundoperations segment of spacetransportation system performance.

Providing models of groundoperations performance thatproduce reasonably accurate resultsfor advanced space transportationconcepts has proven to be adifficult endeavor. This is, in part,due to the growing number ofdifferent launch concepts (both reusabenvironment that rarely has the resourinformation and knowledge necessarybetween a flight system concept and i

Therefore, this document collects varimodeling the life cycle cost elements functions, collectively termed the CO


For the development of the Spaceportof state-of-the-art performance in Uni

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le and expendable in nature) in a launch operationsces and time available to collect the needed to model the important interactions that occurts required ground infrastructure and operations.

ous sources of the “best available” data forassociated with a spaceport’s vehicle turnaroundNCEPT-UNIQUE LOGISTICS MODULE.

Model, the benchmark chosen to be representativeque Logistics is the Space Shuttle Program.


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Other facilities were considered as a benchmark for state-of-the-art, but the Space Shuttledata is most readily available. Therefore, in the Spaceport Model, the Orbiter Vehicle isused as the benchmark for comparison of reusable concepts to determine its relativemagnitude of improvement (or ‘figure of merit”). If the relative amount of supportfunctions required of the logistics component is, for a given concept, similar to theOrbiter Vehicle, then the concept is likely to assume the costs and flight rate performanceof the Orbiter support functions. On the other hand, if a concept input to the modelrequires no major expendable components; has limited hazardous materials; and usesLRUs that have proven to be reliable for several flights, then the logistics capacityneeded at the Spaceport would be reduced. This is the Vision Spaceport Project’senvisioned mode of operation – when such a vehicle concept can be successfully defined.


2.0 FUNCTIONAL DESCRIPTION A generic set of spaceport Concept-Unique LogisticsFacilities functions has been definedin hierarchical order and isdescribed below. All thisinformation is extracted from theSpaceport Catalog.

The functions shown below, areintended to be acomprehensive list of as manypossible functions as mightapply to this module. They may, ormay not, be a part of therequirements for a specific spacetransportation conceptoperating at a particular spaceport.The affordability of anyconcept will be affected directly by hofunctions are satisfied as well as by the

The categories of functions are as fo2.1 Propellants (acquisition, storage

conditioning verification)2.2 Other fluids and gases and uniq2.2 LRU replacement hardware (fli systems)

2.1 Propellants (acquisition, storage

2.1.1 Acquisition

2.1.2 Storage

2.1.3 Distribution

2.1.4 Conditioning

2.1.5 Sampling/verification

2.1.6 Waste disposal managemen

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w those required quantity of functions required.

llows:, distribution,

ue consumablesght and ground

, distribution, conditioning/verification)

t


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2.2 Other Fluids and Gasses and Unique Consumables

2.2.1 Acquisition, preparation and fabrication

2.2.2 Storage

2.2.3 Distribution

2.2.4 Sampling/verification

2.2.5 Waste disposal management

2.3 LRU Replacement Hardware (flight and ground systems)

2.3.1 Acquisition (LRUs, repair kits, determine quantities) preservation requirements

2.3.2 Storage and preservation including shelf-life control

2.3.3 Component failure assessment/analysis, and disposition

2.3.4 Component repair (cleaning, soft goods, replacement, assembly, adjustment, and functional verification testing)

2.3.5 Fabrication of tubing and cabling assemblies and TPS

2.3.6 User-support kitting and distribution


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Description











Improvement$ 100/lb


(e.g., Concord/C-5 Operations)Type II

Three Orders of MagnitudeImprovement $ 10/lb




Improvement$ 1/lb





Overall, this rating level represents an extremely large and massive mobilization ofinfrastructure to supply the needs of basic launch activity. The flow of parts and materialsto produce a launch is extremely pervasive and very complex with a massive list of top-tier suppliers. Almost all parts are lightweight and therefore custom made to the conceptand are designed to support a low vehicle airframe design life (expendable or up to 10-20flights). Design margin and design life are very low and results in low dependability andhigh levels of process verification management also resulting in complex supplier-buyerrelationships. Suppliers and vendors provide parts on “onsies-twosies” basis.


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At this rating level, a very large number of propellant acquisition processes become partof the enterprise. For example, a multi-stage LOX/H2-LOX/kerosene concept that alsohas bi-propellant reaction control and other monopropellants for auxiliary hardwareoperation (e.g., peroxide, different grade hydrazine for cat-bed operated power units,different grade cryogenics for fuel cells, etc.) will have a very large propellant logisticstrail associated with this type of concept. This type of concept requires a continuouslogistics supply of multiple grades of liquid oxygen, multiple grades of liquid hydrogen,multiple hydrazines, hydrogen peroxide, nitrogen tetroxide, etc. Many concepts havesolid propellant thrust augmentation and this adds yet another logistically trackedcommodity. Some concepts also routinely carry fissionable material in the upper stages.The logistics costs for this type of commodity handling is very high. All this results in avery large recurring cost of operations to acquire, store, distribute, condition,sample/verify and dispose of these commodities. Additionally, at this rating level, threeor four other fluid and gas commodities exist, such as nitrogen, helium, and hydraulicfluid. These are used in support systems for both flight and ground functions, adding tothe logistics supply chain and its associated complexity, cost and cycle time. Propulsionsystem engine components are logistically supported through engine firings and/or enginecomponent “green runs” that provide certification for flight use after hundreds of secondsof verification. The logistics costs of supporting the certifications for engine componentsare high with engine life being at a level of expendable or tens of firings.

At this rating level, flight and ground system parts replacement is extremely high. Forreusable flight elements, for example, hundreds of flight critical line replaceable units(LRUs) are removed and replaced on the vehicle every flight. This results in the need forcomplex depot repair facilities with high throughput demand yet often with lowinventories due to typically low fleet sizes at this rating level. System flight rates are onthe order of once a month, yet repair activity is very high. At this rating level parts aregenerally custom-lightweight designs tailored to the concept and very few opportunitiesexist to leverage off of existing commercial-off-the-shelf vendors with their efficient andaffordable supply chain management systems (i.e. very unaffordable “onesies-twosies”problem). Multiple logistics depots exist and include high value machine shop tooling,custom made manual and automatic test equipment, shaker tables and industrial scaleheat chambers, highly skilled labor for intricate shop replaceable unit component repairs,etc. For very complex, high parts count, multi-stage (three or more) expendable systems,the logistics supply chain for flight hardware is costly and cycle times are very low.


Overall, this rating level represents a very large mobilization of infrastructure to supplythe needs of basic launch activity. The flow of parts and materials to produce a launch isvery complex with a very long list of top-tier suppliers. Parts are lightweight andtherefore generally custom made to the concept and are designed to support a relativelylow vehicle airframe design life (expendable or up to 100 flights). Design margin anddesign life are generally low and results in low dependability and high levels of processverification management also resulting in complex supplier-buyer relationships.Suppliers and vendors provide parts on “onsies-twosies” basis.


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At this rating level, a very large number of propellant acquisition processes are a part ofthe business plan. For example, a LOX/H2 concept with bi-propellant reaction control,with other monopropellants for auxiliary hardware operation (e.g., different gradehydrazine for cat-bed operated power units, different grade cryogenics for fuel cells, etc.)will have a large propellant logistics trail associated with this type of concept.. This willrequire a continuous logistics supply of multiple grades of liquid oxygen, multiple gradesof liquid hydrogen, multiple hydrazine products and nitrogen tetroxide. Many conceptshave solid propellant thrust augmentation and this adds yet another logistically trackedcommodity. This results in a very large recurring cost of operations to acquire, store,distribute, condition, sample/verify and dispose of these commodities. Additionally, atthis rating level, three or four other fluid and gas commodities exist, such as nitrogen,helium, and hydraulic fluid. These are used in support systems for both flight and groundfunctions, adding to the logistics supply chain and its associated complexity, cost andcycle time. Propulsion system engine components are logistically supported throughengine firings and/or engine component “green runs” that provide certification for flightuse after hundreds of seconds of verification. The logistics costs of supporting thecertifications for engine components are high with engine life being at a level ofexpendable or tens of firings.

At this rating level, flight and ground system parts replacement is very high. For reusableflight elements, for example, scores of flight critical line replaceable units (LRUs) areremoved and replaced on the vehicle every flight. This results in the need for complexdepot repair facilities with high throughput demand yet often with low inventories due totypically low fleet sizes at this rating level. System flight rates are on the order of once amonth, yet repair activity is very high. At this rating level parts are generally custom-lightweight designs tailored to the concept and very few opportunities exist to leverageoff of existing commercial-off-the-shelf vendors with their efficient and affordablesupply chain management systems (i.e. very unaffordable “onesies-twosies” problem).Multiple logistics depots exist and include high value machine shop tooling, custommade manual and automatic test equipment, shaker tables and industrial scale heatchambers, highly skilled labor for intricate shop replaceable unit component repairs, etc.

3.3 Type IV—One Order of Magnitude Improvement

Overall, this rating level represents a sizable reduction in the mobilization ofinfrastructure to supply the needs of basic launch activity. The flow of parts and materialsto produce a launch is improved with a streamlined list of top-tier suppliers. Parts aremore robust and far fewer custom made parts for the concept remain. The end item partsare designed to support a vehicle airframe design life that is greatly improved (1000flights or better). Design margin and design life are greater improved and results ingreater dependability and reduced levels of process verification management at thesuppliers/vendors. This results in simplified supplier-buyer relationships. Fewer suppliersand vendors provide parts are on “onesies-twosies” basis and many more have set upproduction lines that supply common parts to several transportation systemmanufacturers, operators and spaceports.


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At this rating level, the numbers of propellant acquisition processes are reduced. Forexample, a LOX/H2 concept with oxygen/hydrogen reaction control whose propellantsupply is common with the main propellant. Auxiliary hardware operation (e.g.,mechanical power units, fuel cells, etc.) likewise operates off of common logisticallysupplied grades of the main propellant commodities. For the example just cited, acontinuous, but more manageable, logistics supply would be streamlined to a single gradeof liquid oxygen, a single grade of liquid hydrogen, no hydrazine products and nonitrogen tetroxide. Many concepts have solid propellant thrust augmentation and thiswould add yet another logistically tracked commodity and may or may not be within thisrating level for concept-unique logistics depending on the logistics cost burden of theother commodities. Regardless, all the costs of procuring the various propellants areadditive to the other logistics costs of storing, distributing, conditioning,sampling/verifying and disposing of the commodities. Other fluid commodities at thisrating level for use in support systems for both flight and ground functions, aresignificantly reduced and thus making the overall logistics supply chain more affordable,responsive and safe. Propulsion system engine components are logistically supportedthrough engine firings and/or engine component “green runs” that provide certificationfor flight use after hundreds of minutes of verification. The logistics costs of supportingthe certifications for engine components are reduced with engine life being at a level ofhundreds of firings.

At this rating level, flight and ground system parts replacement is significantly reduced.For reusable flight elements, for example, only a few flight critical line replaceable units(LRUs) are removed and replaced on the vehicle every flight. This results in reduceddemand per flight for complex depot repair facilities, making logistics much less of a costand cycle time burden on flight production. System flight rates are on the order of once aweek or higher, and repair activity is greatly reduced. At this rating level some parts arecustom, lightweight and tailored to the concept, but a significant number leverage off ofexisting commercial-off-the-shelf vendors with their efficient and affordable supply chainmanagement systems (i.e. very unaffordable “onesies-twosies” problem). Only a singlelogistics depot exists to reduce the fixed and variable cost burdens and include high valuemachine shop tooling, automated test equipment, shaker tables and industrial scale heatchambers, and reduced, but skilled labor force for shop replaceable unit (SRU)component repairs, etc.

3.4 Type III—Two Orders of Magnitude Improvement

Overall, this rating level represents a two-order reduction in the mobilization ofinfrastructure to supply the needs of basic launch activity. The flow of parts and materialsto produce a launch is tremendously improved. Most parts are far more robust and veryfew custom made parts for the concept remain. The end item parts are designed tosupport a vehicle airframe design life that is highly improved (10,000 flights or better).Design margin and design life are greatly improved and results in far more dependabilityand greatly reduced levels of process verification management at the suppliers/vendors.This also results in greatly simplified supplier-buyer relationships. Very few suppliersand vendors provide parts are on a “onesies-twosies” basis and most have set up


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production lines that supply common parts to several transportation systemmanufacturers, operators and spaceports.

At this rating level, the numbers of propellant acquisition processes are greatly reduced.For example, a LOX/H2 concept with oxygen/hydrogen reaction control whosepropellant supply is common with the main propellant. Auxiliary hardware operation(e.g., mechanical power units, fuel cells, etc.) likewise operates off of commonlogistically supplied grades of the main propellant commodities. For the example justcited, a continuous, but more manageable, logistics supply would be streamlined to asingle grade of liquid oxygen, a single grade of liquid hydrogen, no hydrazine productsand no nitrogen tetroxide. Many concepts have solid propellant thrust augmentation andthis would add yet another logistically tracked commodity and may or may not be withinthis rating level for concept-unique logistics depending on the logistics cost burden of theother commodities. Regardless, all the costs of procuring the various propellants areadditive to the other logistics costs of storing, distributing, conditioning,sampling/verifying and disposing of the commodities. Other fluid commodities at thisrating level for use in support systems for both flight and ground functions, aresignificantly reduced and thus making the overall logistics supply chain more affordable,responsive and safe. Propulsion system engine components are logistically supportedthrough engine firings and/or engine component “green runs” that provide certificationfor flight use after hundreds of hours of verification and a thousand firings.

At this rating level, flight and ground system parts replacement between flights is verysmall. For example, a flight critical line replaceable unit (LRU) is removed and replacedon the vehicle every ten flight or more, on average. This results in greatly reduceddemand per flight for complex depot repair facilities, making logistics far less of a costand cycle time burden on flight production and begin moving the industry towardsstandard maintenance, repair and overhaul facilities that handle multiple concept logisticsdepot repair functions. System flight rates are on the order of once a day or higher, andrepair associated activity per flight is likewise greatly reduced. At this rating level veryfew, parts are custom and tailored to the concept, and most leverage off of existingcommercial-off-the-shelf vendors with their efficient and affordable supply chainmanagement systems.

3.5 Type II—Three Orders of Magnitude Improvement

Overall, this rating level represents a three-order reduction in the mobilization ofinfrastructure to supply the needs of basic launch activity. The flow of parts and materialsto produce a flight approaches that of commercial airline logistics. Almost all parts arerobust and very few, if any, custom made parts for the concept remain. The end itemparts are designed to support a vehicle airframe design life that is extremely long-life(100,000 flights or better). Design margin and design life are greatly improved andresults in aircraft-like dependability and very little specialized process verificationmanagement at the suppliers/vendors exists.

At this rating level, the numbers of unique propellant acquisition processes are greatlyreduced. (Many different concepts converge on the same minimum number of propellant


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commodities that are of the same grade and quality). For example, multiple LOX/H2concepts with oxygen/hydrogen reaction control whose propellant supplies are commonwith the main propellant. Auxiliary hardware operation (e.g., mechanical power units,fuel cells, etc.) likewise operates off of common logistically supplied grades of the mainpropellant commodities. For the example just cited, a continuous, but more manageable,common logistics supply would be streamlined to a single grade of liquid oxygen, asingle grade of liquid hydrogen, no hydrazine products and no nitrogen tetroxide, andspaceports have very few unique commodity infrastructures. Regardless, all the costs ofprocuring the various propellants are additive to the other logistics costs of storing,distributing, conditioning, sampling/verifying and disposing of the commodities, but aresupplied to multiple concepts. Propulsion system engine components are logisticallysupported through engine firings and/or engine component “green runs” that providecertification for flight use after standard verification operations.

At this rating level, flight and ground system parts replacement between flights is verysmall. For example, a flight critical line replaceable unit (LRU) is removed and replacedon the vehicle rarely between vehicle depot maintenance periods. This results in greatlyreduced demand per flight for complex depot repair facilities, making logistics far less ofa cost and cycle time burden on flight production and moves the industry into standardmaintenance, repair and overhaul facilities that handle many operational systems forlogistics depot repair. System flight rates are on the order of more than one a day, andrepair associated activity per flight is likewise greatly reduced.

3.6 Type I—Four Orders of Magnitude Improvement

Overall, this rating level represents a four-order reduction in the mobilization ofinfrastructure to supply the needs of basic launch activity. The flow of parts and materialsto produce a flight approaches that of commercial airline logistics. Almost all parts arerobust and very few, if any, custom made parts for the concept remain. The end itemparts are designed to support a vehicle airframe design life that is extremely long-life(100,000 flights or better). Design margin and design life are greatly improved andresults in aircraft-like dependability and very little specialized process verificationmanagement at the suppliers/vendors exists. There is practically no need for suppliers andvendors provide parts are on a “onesies-twosies” basis and set up production lines thatsupply common parts to several transportation system manufacturers, operators(including both aircraft and space vehicles, and airports and spaceports).

At this rating level, the numbers of unique propellant acquisition processes are greatlyreduced. (Many different concepts converge on the same minimum number of propellantcommodities that are of the same grade and quality). For example, multiple LOX/H2concepts with oxygen/hydrogen reaction control whose propellant supplies are commonwith the main propellant. Auxiliary hardware operation (e.g., mechanical power units,fuel cells, etc.) likewise operates off of common logistically supplied grades of the mainpropellant commodities. For the example just cited, a continuous, but more manageable,common logistics supply would be streamlined to a single grade of liquid oxygen, asingle grade of liquid hydrogen, no hydrazine products and no nitrogen tetroxide, andspaceports have very few unique commodity infrastructures. Regardless, all the costs of


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procuring the various propellants are additive to the other logistics costs of storing,distributing, conditioning, sampling/verifying and disposing of the commodities, but aresupplied to multiple concepts. Propulsion system engine components are logisticallysupported through engine firings and/or engine component “green runs” that providecertification for flight use after standard verification operations.

At this rating level, flight and ground system parts replacement between flights is verysmall. For example, a flight critical line replaceable unit (LRU) is removed and replacedon the vehicle rarely between vehicle depot maintenance periods. This results in greatlyreduced demand per flight for complex depot repair facilities, making logistics far less ofa cost and cycle time burden on flight production and moves the industry into standardmaintenance, repair and overhaul facilities that handle many operational systems forlogistics depot repair. System flight rates are on the order of more than one a day, andrepair associated activity per flight is likewise greatly reduced.

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Volume 10: Transportation System Operations Planning and Management Module

September 2000


Volume 10 – Transportation System Operations & Planning Management Module

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VOLUME 10: TRANSPORTATION SYSTEM OPERATIONS PLANNINGAND MANAGEMENT MODULE

1.0 INTRODUCTION

1.1 Background

This document is the tenth volume in a series of Spaceport Module Definition Documentsthat detail generic spaceport architectural elements for the purpose of conceptuallymodeling the ground operations segment of space transportation system performance.

Providing models of ground operations performance that produce reasonably accurateresults for advanced space transportation concepts has proven to be a difficult endeavor.This is, in part, due to the growing number of different launch concepts (both reusableand expendable in nature) and the lack of accurate and consistent historical data. Thelaunch operations environment rarely has adequate resources or time available to collectinformation/knowledge necessary for modeling of the interactions between a flightsystem concept and its required ground infrastructure and operations.

1.2 Purpose

In an effort to alleviate this information shortage problem, this document catalogs anddefines various functions and collects “best available” actual data (in Part 2) for modelingthe life cycle cost elements associated with operations planning and managementfunctions, collectively termed the “TRANSPORTATION SYSTEM OPERATIONSPLANNING AND MANAGEMENT MODULE.”

1.3 BenchmarkingExamples

Today's spacetransportation activity isan engineering-intensiveactivity. Even aftersystems are designed andoperations commence, thelevel of sustainingengineering attention arevery high when comparedto modern air and seatravel, for example. Thisis primarily due to thedemonstratedperformance of rocket systems (see figure below). Managing the operations of flight

Aircraft Based on FAA Airworthiness Design CriteriaAre Much More Reliable Than Launch Vehicles

1

10

100

1,000

10,000

100,000

1,000,000

10,000,000

1930 1940 1950 1960 1970 1980 1990 2000Mis

sion

s Bet

wee

n C

atas

trop

hic

Failu

res

Propeller TransportsJet TransportsAll Air CarriersSpace ShuttleELVs

Launch Vehicles

Aircraft


systems that frequently experience catastrophic failures has driven the need for verylarge, labor-intense "standing armies."

The Space Shuttle space transportation system is provided as a benchmark for (partially)reusable launch systems. The functions of sustaining engineering for the many elementsand interfaces between elements are complex and labor intensive for planning as well asexecution. Coordination, planning and engineering of the many software products neededfor flight and ground hardware prior to the flight is time consuming and requires manyspecialties examining ascent performance, tailored hardware command and signal paths,complex and precise weight and balance management, payload function re-routing, etc.Additionally, safety analysis and pre-flight certification requirements exist.

Out of $3 Billion of annual Space Shuttle operating costs, approximately one-third isdedicated to this module. That is, almost $1-billion annually goes to the transportationsystem operations planning and management functions that occur across the nation forsustaining engineering, planning, safety/reliability/quality assurance, etc.

For example, the Huntsville

am

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Operations Support Center(HOSC) is active during launchand Shuttle missions forengineering monitoring. Likewise,in addition to the mission controlcenter in Houston (MCC-H), aMission Evaluation Room (MER),is also up and monitoring launchcommit criteria, and missionsupport functions for ascent, on-orbit and entry functions. Vehiclemanufacturers also typically haveremote engineering support

vailable. The Air Force maintains a remote monitoring infrastructure at the Denveranufacturing site for the Titan launches as an example.


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The functions that make up the Transportation System Operations Planning &Management Module were previously defined by the Spaceport Synergy Team in supportof the Space Propulsion Synergy Team’s (SPST’s) Highly Reusable Space Transportation(HRST) Study Task Force. These functions were documented in A Catalog of SpaceportArchitectural Elements with Functional Definition.


The top level functions for the Transportation System Operations Planning &Management module include:2.1 Customer Relations2.2 Vehicle Manifesting and Scheduling2.3 Ground Systems Scheduling and Management2.4 Software Production2.5 Personnel Management2.6 Sustaining Operations Engineering2.7 Work Control2.8 Public Affairs2.9 Business Management2.10 Advanced Planning2.11 Safety, Reliability & Quality Assurance (SR&QA)

2.1 Customer Relations

Accommodating customers of space transportation services requires a customer relationsstrategy. This sub-function of operations planning and management is often overlookedbut should include communication of space launch capabilities and expected costs andcycle times for customer-related processes. Physical housing of personnel and passengersshould be communicated, technical means for tracking space-bound shipments andreceivables, and in the future, arrival and departure of passengers.

2.2 Vehicle Manifesting and Scheduling

Once a space transportation system is fielded and "operational" with multiple flight assetssupporting launches, a planning function exists to keep the vehicles fully utilized andavailable for meeting various payload market demands. This planning and schedulingactivity involves a thorough understanding of launch system performance in terms offlight rate constraints, vehicle depot maintenance requirements, management and controlof unplanned troubleshooting and repair activity, weather contingencies, etc. Market


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trend analyses, task-to-task schedule de-conflicting techniques, industrial managementtechniques for resource leveling are also operations functions involved in vehicle/payloadmanifesting and scheduling.

2.3 Ground Systems Scheduling and Management

In addition to the manifesting of flight assets, careful management and control of groundassets must be factored into daily operations planning and management systems. Forexample, in addition to vehicles requiring periodic downtimes for detailed inspections,launch pads also are periodically removed from flight manifests to inspect and performcorrective and preventive maintenance (sandblasting, corrosion control, etc.) Today'slaunch systems require mobilization of large quantities of ground support equipment andlogistically fielding tool kits, parts and supplies. Managing the calibration and"certification" of ground support equipment directly encountering flight hardware (orsoftware) today requires labor intensive tracking systems.

2.4 Software Production

Periodic production of updates to flight software, ground test and servicing sequencesmust be accounted for in an operational space transportation system. Today's systems, forexample, require detailed open loop guidance & control updates for day-of-launch uplink,as well as voluminous periodic functional improvements. Software modifications that areneeded for optional vehicle configurations (extended duration kits, optional crewairlocks, etc.) may also be required. The extent of this task greatly depends on thecomplexity of the sustaining engineering functions required. The sustaining engineeringtask is in turn dependent on the certification levels and demonstrated technologyreadiness of the system being operated.

2.5 Personnel Management

The extent of this task greatly depends on the complexity of the sustaining engineeringfunctions required. The sustaining engineering task is in turn dependent on thecertification levels and demonstrated technology readiness of the system being operated.These functions include payroll management, benefits management, travel support,technical training, etc.

2.6 Sustaining Operations Engineering

One of the greatest challenges facing space transportation is the order(s) of magnitudereduction of required sustaining engineering. This sub-function includes all manner of"configuration management." With the large level of troubleshooting and repair activityon the Space Shuttle program, for example, a national sustaining engineering workforcecontinually tracks and manages the configuration of flight and ground elements.


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Achievement of "airline-like/airport-like" operations will require flight systems thatmaintain certified integrity between launches. This means that de-configuration of mainelements (like engines, propulsion pods, outer mold line panels, interior flight cables andhoses, must all remain untouched, pass automated checkout routines, and with nomalfunctions detected during normal servicing support. The sustaining engineering task,then, is highly dependent on the certification levels and demonstrated technologyreadiness of the system being operated. Aircraft systems undergo extensive flight test andcertification programs requiring hundreds and thousands of hours with numerous testflights to meet detailed demonstration criteria. These criteria are at providing confidenceto the customer and the public through strict airworthiness criteria. Once completed,however, a vehicle "type certificate" allows the certified design to go forward withstreamlined operations with low levels of sustaining engineering.

2.7 Work Control

To achieve process control and verification that is repeatable and traceable, a workcontrol system is often employed. Work control systems assure standard flow ofmaterials and labor to produce a launch. The logistics supply chain is often controlled toassure that materials, tools, equipment, and needed technical documentation reaches theworkforce at the right time and without discrepancy. It assures flight configuration isachieved through management of electrical and fluid system connections that may havebeen de-mated, or "remove-before-flight" items are indeed removed before flight. Workcontrol systems are also important to assure that safety management and controlprocedures are executed to protect personnel from injury and critical flight hardware fromdamage.

Work control system for today's rocket-powered designs are extremely complex whencompared to aircraft/airport-like procedures. The number of systems that createoperational hazards and timeline constraints to other inspection, checkout and servicingare many times that of a conventional airliner. For example, when servicing hypergolicsystems (or other toxic storable propellants), safety management and control constraintsrequire establishment of "keep-out" zones. This often entails closing down work activityimpacted by the "keep-out" zone, clearing access platform, setting up the zone throughropes, tape, etc., conducting the hazardous operation, then removing the "keep-out" zoneset-up, and communicating the clearance to personnel prevented from performing theoperations and maintenance activity.

2.8 Public Affairs

This function likely depends on the space transportation system owner and operator andis closely tied with the customer relations functions. These functions may include pressreleases, media relations, official publications, public web portals, protocol and guestservices, etc.


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2.9 Business Management

To be developed at a later date

2.10 Advanced Planning


2.11 Safety, Reliability & Quality Assurance

(also see work control, process verification, safety management and control discussion insections 2.6 and 2.7)

This functional area ensures the safety, reliability, maintainability, and quality of eachlaunch. The planning and operational management functions maintain commitment tosafely operate the various flight and ground system elements while providing a safeworkplace for personnel and supporting operations environment. Analysis functionsinclude trend analysis for corrective action, reviewing and maintaining changes toquantitative risk assessments, analyzing and certifying proposed system design changesand adherence to established policy and procedures.


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The following table contains the ratings used to score the results of the model. Usingtoday's benchmark (Rating level V) as indicated, the other ratings are derived from actualdata. It is important to understand the meaning of the “Operability Ratings" I, II, III, IV,V, and VI. These rating levels are associated with the ground system architecture used toprocess a space vehicle. The ground system architecture includes the facilities, andcorrelates to a contribution to the overall cost-per-pound for the payload (see tablebelow):


Description











Improvement$ 100/lb


(e.g., Concord/C-5 Operations)Type II

Three Orders of MagnitudeImprovement $ 10/lb




Improvement$ 1/lb



The following sections define Types I, II, III, IV, V, and VI. Essentially, Type I is thelowest cost impact to the overall operation. Type VI is the largest cost impact tooperations. The order of the definitions follow starting with Type VI to show theevolutionary progression of improvement defined by this rating system:


During the early years of space transportation, many of the needed operations planningand management functions were evolving. Workable configuration managementtechniques were emerging, safety management and control systems and procedures wereevolving and the results were often catastrophic or very labor intensive with excessivetime lags. The level of capital investment required for the functions in this module mayvary greatly. Recognition of sustaining engineering, work control, safety managementand control systems, and process verification and control functions that lead to up-frontinvestments to "type-certify" the whole architecture lead to tremendous reductions in thismodule.


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Overall, at this rating level, the need for the Module 10 services and functions issufficient to support flight turnaround times on the order of a launch every other week orbetter. This rating value assumes a level of flight system dependability and safety thatrequires relatively heavy need for contingency services, routine troubleshooting supportfrom engineering, and resulting configuration management workload. For example, thelevel of flight system repair for the Shuttle Orbiter is on the order of 50-100 flight systemline replacement units (LRUs) and 500-1000 ground support equipment items needingtroubleshooting and repair between flights. This level of vehicle and ground equipmentrepair inevitably draws heavily on operations planning and management services betweenflights.


Overall, at this rating level, the need for the Module 10 services and functions to producea flight is reduced and able to support flight turnaround times on the order of a launchevery week or better. This rating value assumes a level of flight system dependabilityand safety that requires relatively infrequent need for contingency services, routinetroubleshooting support from engineering, and resulting configuration managementworkload, but nonetheless can depend on needing them between flights. The level offlight system repair for a second generation RLV, for example, is expected to be on theorder of 1-10 flight system line replacement units (LRUs) and only a few dozen groundsupport equipment items needing repair between flight. This level of vehicle and groundequipment repair still draws upon on operations planning and management servicesbetween flights, but at a reduced level.


Overall, at this rating level, the need for the Module 10 services and functions to producea flight is greatly reduced and able to support flight turnaround times on the order of alaunch every day or better. This rating value assumes a level of flight systemdependability and safety that greatly reduces the need for contingency services, routinetroubleshooting support from engineering, and resulting configuration managementworkload, and only occasionally needs them between flights. For example, the level offlight system repair for a Gen 3 vehicle is assumed to be on the order of 1 flight systemline replacement unit (LRU) pulled and replaced every 1-10 flights. Ground supportequipment items needing repair between flight is reduced to near zero. This level ofvehicle and ground equipment repair draws very little on operations planning andmanagement services between flights, but nonetheless requires an elevated levelcompared to airports due to the dependability and safety still an order of magnitude ormore higher than that of conventional airliners.


Overall, at this rating level, the need for the Module 10 services and functions to producea flight is virtually airline-like and able to support multiple launches every day. Thisrating value assumes a level of flight system dependability and safety that requires very


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little need for contingency services, routine troubleshooting support from engineering,and resulting configuration management workload, and can generally depend on notrequiring them between vehicle depot maintenance operations. For example, the level offlight system repair for a Gen 4 vehicle is assumed to be on the order of 1 flight systemline replacement unit (LRU) pulled and replaced every 10-100 flights. Ground supportequipment items needing repair between flight is reduced to an unplanned maintenanceaction every 10 flights or more. This level of vehicle and ground equipment repair drawsvery little on operations planning and management services between flights and mimicsthat of airports due to the dependability and safety approaching that of conventionalairliners.


Overall, at this rating level, the need for the Module 10 services and functions to producea flight is airline-like and able to support launches on an hourly basis every day or better.This rating value assumes a level of flight system dependability and safety that does notrequire contingency services, routine troubleshooting support from engineering, andresulting configuration management workload and can depend on not requiring thembetween vehicle depot maintenance operations. For example, the level of flight systemrepair for a Gen 5 vehicle is assumed to be on the order of 1 flight system linereplacement unit (LRU) pulled and replaced every 100-1000 flights. Ground SupportEquipment (GSE) items needing repair between flight is reduced to an unplannedmaintenance action every 100 flights or, preferably, more. This level of vehicle andground equipment repair draws very little on on operations planning and managementservices between flights and mimics that of airports due to the high degree ofdependability, safety, and simplicity representing that of conventional airliners/airports

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Volume 11: Expendable Elements Module

September 2000


Volume 11 – Expendable Elements Module

VOLUME 11: EXPENDABLE ELEMENTS MODULE

1.0 INTRODUCTION

1.1 Background

The Spaceport Synergy Team in support of the Space Propulsion Synergy Team’s(SPST’s) Highly Reusable Space Transportation (HRST) Study Task Force previouslydefined the functions that make up Expendable Elements Module. These functions weredocumented in A Catalog of Spaceport Architectural Elements with FunctionalDefinition.

1.2 Purpose

This document is the eleventh volume in a

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series of Spaceport Module DefinitionDocuments that detail generic spaceportarchitectural elements for the purpose ofconceptually modeling the ground operationssegment of space transportation systemperformance.

Providing models of ground operationsperformance that produce reasonably accurateresults for advanced space transportationconcepts has proven to be a difficult endeavor.This is, in part, due to the growing number ofdifferent launch concepts (both reusable andexpendable in nature) in a launch operationsenvironment that rarely has the resources andtime available to collect the neededinformation and knowledge necessary to modelthe important interactions that occur between aflight system concept and its required groundinfrastructure and operations.

1.3 Benchmarking ExamplesThe benchmark for this module is the receiving and check out functions supporting theSTS External Tank (ET) at the Kennedy Space Center. Other related functions supportingthe receiving of SRB segments in the RPSF are documented here.


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A specific set of spaceport Expendable Element functions has been defined in hierarchical orderand is described at a top level below. All this information is extracted from the SpaceportCatalog.

The categories of functions are as follows:2.1 Receiving and inspection2.2 Storage2.3 Assembly/close-out2.4 Checkout to verify functions2.5 Conditioning if required (purging, temperature

and humidity control)2.6 Perform design modifications (deferred work)- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

2.1 Receiving and Inspection

2.1.1 Transport/offload

2.1.2 Verify free of shipping/handling damage

2.1.3 Data-pack receiving for hardware accountability

2.2 Storage

2.2.1 Handling for receiving and departure

2.2.2 Active preservation

2.2.3 Security control

2.3 Assembly/Close-Out

2.3.1 Close-out structural attachments if needed

2.3.2 Attach any ordnance hardware and cabling if required

2.4 Checkout to Verify Functions

2.4.1 Valve-timing checks


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2.4.2 Fluid leak checks

2.4.3 Electrical component functional

2.4.4 Electrical network/connector verifications

2.4.5 Mechanical mechanisms functional (disconnects, etc.)

2.4.6 Flight sequence verification checks

2.5 Conditioning if Required (purging, temperature and humidity control)

2.5.1 Purging tanks and lines sampling verification

2.5.2 Cleanliness verification

2.5.3 Temperature and humidity monitoring/ control

2.6 Perform Design Modifications (deferred work)

2.6.1 Vehicle/ element access accommodations

2.6.2 Environmental control for personnel safety

2.6.3 Configuration and process control system

2.6.4 Materials management

2.6.5 Engineering/ safety special requirements


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The following table contains the resulting model data using the vehicle systembenchmark indicated. It is important to understand the meaning of the “OperabilityRating Levels I, II, III, IV, V, and VI.” These rating represents the ground systemarchitecture used to process a space vehicle including the facilities used and equates cost-wise to the cost per pound of the payload. Using the User’s inputs to the Model, theModel estimates into which cost category a new design will belong. The following arethe ratings:


Description





Present Generation Space Transportation Concepts(e.g., Shuttle/ELV Operations)

Type IVOne Order of Magnitude

Improvement$ 1000/lb

Second Generation Space Transportation Concept(e.g., SSTO Operations)


Improvement$ 100/lb

Third Generation Space Transportation Concepts(e.g., Concord/C-5 Operations)


Improvement $ 10/lb

Fourth Generation Space Transportation Concepts(e.g., Vintage 1960s Commercial Airline

Operations)Type I

Four Orders of MagnitudeImprovement $ 1/lb

Fifth Generation Space Transportation Concepts(e.g., Modern Commercial Airline Operations)

The following sections attempt to describe Type I, II, III, IV, V, and VI ExpendableElement modules. Essentially Type I is the lowest cost and impact to ground operations.Type VI is the largest cost and impact to ground operations. The Benchmark defined forthis Module is Type V. The definitions follow starting with Type VI – the greatest costand impact

3.1 Type VI - Degradation from Benchmark• Individual serial number elements built for specific missions, eliminating

flexibility or substitution• Customizing element to payload• Extensive field modifications are required to elements prior to integration• Numerous components shipped loose from element needing intrusive installation

and check out at spaceport• Extensive closeout requirements• Use of multiple types of material to support same function• Many unique types of TPS and repair materials• Multiple checkout stands and locations requiring element move operations

between functions


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• Labor intensive disconnects and interfaces• Hazardous and / or toxic commodities• Numerous inspection requirements and umbilicals• Many Criticality 1 failure modes

3.2 Type V – Benchmark• Routinely move element into a dedicated check out and storage facility (VAB

High Bay 2 and 4)• Complete visual receiving inspection due to ET foam insulation• Thoroughly inspect multiple umbilicals• Leak check all fluid and gas interfaces• Perform electrical and instrumentation verification• Range safety ordnance installation, connection, and functional verification

(hazardous operations)• Ground Umbilical Carrier Plate installation and leak check out• Cable tray covers installation and close out• Transportation fitting TPS closeout• Launch site element modifications• Maintain pressurization, decay monitoring• 2 months of checkout are needed prior to launch (integration?)• Intertank inspection and closeout• Quick disconnects

3.3 Type IV – One Order Magnitude Improvement• Eliminate range safety ordnance• Reduce redundant test and check out requirements at the spaceport• Electrical and data cabling closeout at factory• Reduce intrusive inspections to reduce unplanned work due to induced failures

(technicians damaging hardware during operations)• Use mature, proven subsystems to reduce field modifications• Electronic photography close out

3.4 Type III – Two Orders of Magnitude Improvement• Design systems to eliminate need for all close outs, TPS, transportation, and

intrusive inspections• Improve durability of element insulation and / or skin to loosen inspection criteria• Improve TPS / skin repair materials and techniques• Reduce number of umbilicals and purges interfaces• Improve technology of active systems to provide go / no-go type testing

3.5 Type II – Three Orders of Magnitude Improvement• Built-in self-test for function verification• Eliminate requirement for active systems during storage (pressure and power)• Eliminate all hazardous / toxic materials, commodities including repairs


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• Simple structural connections, robust structural interface design• Eliminate need for ground protective covers• Simple visual inspections

3.6 Type I – Four Orders of Magnitude Improvement• Element arrives fully assembled and checked-out (ship/store and shoot)• No receiving inspection required• No closeouts tasks required• Eliminate requirement for photo documentation• No spaceport modifications of element• Standard element design in mass production• System design eliminates any need for mission specific versions of an element

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Volume 12: Community Infrastructure Module

September 2000


Volume 12 – Community Infrastructure Module

VOLUME 12: COMMUNITY INFRASTRUCTURE MODULE

1.0 INTRODUCTION

1.1 Background

This document is the twelfth andfinal volume in a series ofSpaceport Module DefinitionDocuments that detail genericspaceport architectural elementsfor the purpose of conceptuallymodeling the ground operationssegment of space transportationsystem performance.

Providing models of groundoperations performance thatproduce reasonably accurateresults for advanced spacetransportation concepts has provento be a difficult endeavor. This is,in part, due to the growing numberof different launch concepts (bothreusable and expendable in nature)and the lack of accurate andconsistent historical data. Thelaunch operations environment rarelyinformation/knowledge necessary forsystem concept and its required groun

1.2 Purpose

In an effort to alleviate this informatidefines various functions and collectslife cycle cost elements. This volumeconnected services provided to the spservices available to the spaceport wo“COMMUNITY INFRASTRUCTUR


It should be noted that the overall lauthat places the demand on the connecgrowth or burdensome stagnation or e

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has adequate resources or time available to collect modeling of the interactions between a flightd infrastructure and operations.

on shortage problem, this document catalogs and “best available” actual data (in Part 2) for modeling documents those functions associated with theaceport by its surrounding locale and the publicrkforce and their customers, collectively termed theE MODULE.”

nch system architecture is the ultimate driving forceting infrastructure sets the stage for either healthyven eventual decline. The market viability and the


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strength and robustness of the business case are determined by the overall throughputefficiency of the concept, the productivity of the fixed and variable. The workforce maybe large or it may be relatively small. The real issue is how efficient and how effectivethe workforce is in producing a launch for an affordable price, safely and with theprospect of healthy, affordable growth.

Some issues that will need more attention include workforce housing, business resourcechallenges such as growth in utility capacity for water, sewage, natural gas, etc.,transportation growth, education and training support. Additionally, community resourceconsiderations such as parks and recreation, cultural activities, local attractions, hospitalsand medical services, and local government incentives should be examined and traded forsite selection. Local government resource issues also need to be considered, includingpolice and public fire protection services, legal infrastructure, planning and zoning, andtaxes, local roads and traffic


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The functions that make up the Community Infrastructure Module were previouslydefined by the Spaceport Synergy Team in support of the Space Propulsion SynergyTeam’s (SPST’s) Highly Reusable Space Transportation (HRST) Study Task Force.These functions were documented in A Catalog of Spaceport Architectural Elements withFunctional Definition.


An example of the top level functions for the Community Infrastructure moduleincludes (but may not necessarily be limited to):2.1 Shelter2.2 Connecting Utility Infrastructure2.3 Transportation Support2.4 Educational Support2.5 Community Police/Fire Protection2.6 Community Resources Infrastructure and Services2.7 Consumer Retail Support2.8 Community Medical Support/Hospitals, etc.2.9 Financial Institutions2.10 Economic Development

2.1 Shelter

Considerations for location and siting include data pertaining to single family residences,including price class breakdowns, number of bedrooms, area, acreage, number ofbuilding permits annually for single family, multi-family and mobile homes.Additionally, community facilities such as hotels and motels, libraries, post offices,newspaper production should be examined. Also to be considered are such items asunemployment rates, employment by industry sectors, typical wage rates for highdemand jobs, cost of living indexes, per capita income, household effective buyingincome, etc.

2.2 Connecting Utility Infrastructure

Electricity infrastructure information might include number of plants, number ofgenerating units, system capacity, system demand, (seasonal breakdowns), percent ofcapacity, average monthly homeowner use (kwh and average bills).


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For water services information may be needed for source type, reservoirs, water hardness,pumping capacity, residential and non-residential rates. For sewage service, informationon plant and facility capacity, average flow rates (treated), residential and non-residentialrates may be useful to gain insight into available services for site selection comparisons.

2.3 Transportation Support

Surrounding transportation capabilities are very important for spaceport business activity,for its workforce and for their customers.

Airport resources should identify total acreage, runways, scheduled airlines, number ofdaily scheduled flights and service destinations, airport features such as cargo terminals,federal inspection stations and foreign trade zone status, and hangar spaces available forboth commercial and industrial tenants. Also, information should be provided for fixedbase operators and their services available, lists of air cargo and package expressservices.

Seaport services should be considered, aswell. Information about cargo berths,number of piers for cargo and tankers,cruise ship terminals, small boat marinas,amount of open, covered and specialwarehouse storage (e.g., refrigerated,cement and petroleum storage), andamount of foreign trade zonewarehousing.

Local delivery services and businessesshould be listed and along with railsystem services and trucking and motorfreight carriers and schedules. Bus and other transit system services and schedules mayalso be considered.

All these modes of transportation should be taken into account for development of andintegration of the spaceport into a multi-modal transportation capability.


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2.4 Educational Support

Information on education and trainingresources will be of vital interest tospace transportation businessdevelopment. General data forcomparison may include size of size,location and number of school districts,number of elementary, middle and highschools, special ed. Schools and totalenrollment. Additionally, faculty data,centers for gifted students and schoolfinances may be useful for evaluatingcommunity support capabilities. Forhigher education SAT scores and meritscholarships for math and verbal skillsmay be useful for comparison.

Information on job training andplacement services, as well as adult education services may also be an indicator ofcommunity commitment to providing a full range of education and training resources.

Colleges and universities are key resources for space transportation facilities.Relationships with the spaceport, its supporting industries and businesses will determinethe technical vitality of the workforce and whether cutting-edge research to improvespace transportation capabilities can thrive. Information on accreditation, laboratorycapabilities, locations, undergraduate and graduate enrollment by degree category,available scholarships and tuition costs, all need to be factored in when considering andcomparing various spaceport siting options.

2.5 Community Police/Fire Protection

To compare quality of life issues, police and fire protection services should be examined.Is the space transportation system being located in a civilized area? These servicesprovide law enforcement, highway and traffic control support natural disasteremergencies, etc. Typical police service metrics may include number of officers (civilianand reserve), number of vehicles, trucks, vans, motorcycles, helicopters and rescue boats.

For fire protection and rescue service metrics may include such things as number ofindividual and joint fire fighting and emergency medical service stations, number of firefighting/emergency medical teams, paramedics and administrative staff.

2.6 Community Resources Infrastructure and Services


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For a launch site to be attractive to both the workforce and its transient customer base, awide variety of community services and supporting infrastructure should be present orhave the potential for affordable growth as the space transportation businesses grow.

Recreation facilities and infrastructure is one area typically compared. This may includebeaches, lakes and rivers, parks, golf courses, fishing and other wildlife areas, andboating. Cultural activities including churches, arts and science centers, museums, as wellas centers for music and theatre such as bands, orchestras, chorales, playhouses formultiple age groups. Finally, consideration should be given for area-specific localattractions.

2.7 Consumer Retail Support

To be developed at a later date.

2.8 Community Medical Support/Hospitals, etc.


2.9 Financial Institutions


2.10 Economic Development



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The following table contains the ratings used to score the results of the model. Usingtoday's benchmark (Rating level V) as indicated, the other ratings are derived from actualdata. It is important to understand the meaning of the “Operability Ratings" I, II, III, IV,V, and VI. These rating levels are associated with the ground system architecture used toprocess a space vehicle. The ground system architecture includes the facilities, andcorrelates to a contribution to the overall cost-per-pound for the payload (see tablebelow):


Description











Improvement$ 100/lb




Improvement$ 10/lb




Improvement$ 1/lb



The following sections define Types I, II, III, IV, V, and VI. Essentially, Type I is thelowest cost impact to the overall operation. Type VI is the largest cost impact tooperations. The order of the definitions follow starting with Type VI to show theevolutionary progression of improvement defined by this rating system:

3.1 Type VI –Degradation from Benchmark

During the early space transportation era a tremendous amount of government investmentwent into the development of many space transportation areas, such as the CapeCanaveral community. One of the lessons learned, for example, was that Florida at thetime the Cape Canaveral launch complexes were being developed was not anindustrialized state. Spaceports by their functional nature are systems of industrial-intensefacilities. Labor relations and shear infrastructure needs were not well understood. As aresult there were huge investments for laying in the connecting infrastructure andcommunity support services. This rating represents primitive, non-industrializedinfrastructure with little community support services available on a regular basis.


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This rating level represents minimum business resources and infrastructure availablewith minimal community resources nearby. Investments to accommodate serious marketand business growth is not likely achievable within five to ten years.


This rating level represents basic business resources and infrastructure available withbasic community resources nearby for start-up and initial growth. However, heavyinvestment is required to accommodate space transportation business and market growth,but is achievable within five to ten years.


This rating level represents slightly more than just basic business resources andinfrastructure available with adequate community resources nearby for start-up andinitial growth. However, some investment will be required to accommodate spacetransportation business and market growth and is achievable within five years. Flexibilityof the architecture to allow some minor penetration into large airport communities andtheir infrastructure (at least one or two) becomes a possibility. Support for human spacetourism becomes a possibility.

3.5 Type II – Three Orders of Magnitude Improvement)

This rating level represents ample business resources and infrastructure available withmore than adequate community resources nearby for start-up and initial growth. Moreinvestment in the connecting infrastructure and community services may be required tomeet mid and long-term growth in business and is achievable within a few years.Flexibility of the architecture to allow increasing penetration into large airportcommunities and their infrastructure (at least a dozen and growing internationally) beginsto occur. Human space tourism begins to grow.


This rating level represents ample business resources and infrastructure available withmore than adequate community resources nearby for start-up and initial growth andsupport is adequate for mid and long-term needs. Little investment is needed in theconnecting infrastructure and community services and is achievable within a coupleyears. Flexibility of the architecture to allow a high level of multi-modal transportationinto regional and large airport communities and their infrastructure (dozens and growinginternationally) begins to occur. Large-scale human development of space is flourishing.

Vision SpaceportStimulating the Creation of Affordable Space Transportation