>> WE ARE LESS THAN TWO DAYS
AWAY FROM THE OPPORTUNITY ON THE
FLIGHT TEST BEYOND THE MOON.
WELCOME TO NASA'S STATUS
BRIEFING FROM ARTEMIS 1.
THE MISSION MANAGEMENT TEAM MET
EARLIER TODAY TO REVIEW THE
STATUS OF PREPARATIONS FOR THE
MISSION.
LAUNCH OF THE UNCRUDE ARTEMIS
FLIGHT TEST IS TARGETED FOR
SATURDAY SEPTEMBER 3 AT 2:17
P.M. A TWO-HOUR LAUNCH WINDOW.
HERE WE HAVE SEVERAL GUESTS WHO
WILL GIVE US AN UPDATE ON THE
PREPARATIONS AND OVERALL STATUS.
WE HAVE MIKE SARAFIN.
JOHN HONEYCUTT, SLS ARE A
PROGRAM MANAGEMENT, JOHN BRIEF
INS , SLS CHIEF ENGINEER,
CHARLIE BLACKWELL-THOMPSON,
ARTEMIS LAUNCH DIRECTOR, AND
MELODY LEVIN, WEATHER OFFICE
ABOUT THE SPACE LAUNCH DELTA IV
5th.
WE WILL START WITH A FEW
COMMENTS FROM OUR GUESTS.
THEN WE'LL TAKE QUESTIONS.
YOU CAN PRESS STAR 1 TO BE
ENTERED THAT THE QUESTION CUE.
WILL NOTE, WE DO WANT TO KEEP
OUR BRIEFING TO AN HOUR TODAY TO
GIVE OUR GUESTS SOME MUCH-NEEDED
REST.
WITH THAT, MIKE, LET'S START
WITH YOU.
>> OK.
GOOD AFTERNOON.
THANK YOU FOR CONTINUING TO
FOLLOW THE ARTEMIS 1 MISSION.
IF YOU RECALL, TWO DAYS AGO, WE
HAD SCRUB FOLLOWING THE
AUGUST 29th LAUNCH ATTEMPT,
AND WE NEEDED A LITTLE BIT OF
TIME TO ACCESS OUR RISK POSTURE
HEADED INTO A SUBSEQUENT LAUNCH
ATTEMPT.
WE REVIEWED THAT TODAY AS A
MISSION MANAGEMENT TEAM, A
LITTLE BIT OF TIME HELPED US
WORK THROUGH ALL THE INFORMATION
THAT WE GATHERED FROM THE FIRST
LAUNCH ATTEMPT AND WE WORKED
THROUGH A NUMBER OF ISSUES.
WE DISCUSSED OUR RISK ACCEPTANCE
RACIAL AAL AND IF YOU REDRAL THE
PRIOR TEAM, WE HAVE UMBILICAL
LEAK AND HYDROGEN LEAK, AND THAT
COMING OUT OF THE LAST LAUNCH
ATTEMPT, WE MET AND AGREED TO DO
WORK AT THE LAUNCHPAD.
THAT WORK HAS BEEN COMPLETED.
WE HAD ISSUE THE CORE STAGE
INNER TANK VENT VALVE THAT HAS
CHECKED OUT AND DO NOT CONSIDER
THAT TO BE AN ISSUE.
WE ALSO HAD AN ISSUE CONFIRMING,
THAT WE WERE ABLE TO CONDITION
ALL THE CORE STAGE ENGINES
WITHIN THE REQUIRED TEMPERATURE
LIMITS AS PART OF WHAT WE CALL
THE ENGINE PLEAD AND WE WORKED
THROUGH THAT, TODAY, THEN, THEN,
NEAR THE END OF THE LAUNCH
ATTEMPT, WE SAW SOME CRACKS IN
THE FOAM ON THE THERMAL
PROTECTION SYSTEM ON THE CORE
STAGE AT THE INNER TANK AND WE
REVIEWED THAT ISSUE TODAY, THERE
WAS SOME INCREMENTAL RISK
ACCEPTANCE AS MISSION MANAGEMENT
TEAM.
IT IS OUR ROLE TO REVIEW RISK
ACCEPTANCE THEN THE FLIGHT
READINESS READINESS RATIONAL AND
THEN WE ALSO HAVE REQUIREMENTS
CHANGE AUTHORITY FOLLOWING THE
AGENCY FLIGHT READINESS REVAU
AND WE REVIEW ANY CHANGE
INTERESTS THE PREVIOUSLYACCEPTEE
HAD AT THE AGENCY AND WE DID
THAT TODAY, ONLY TWO ITEMS
REQUIRED SOME INCREMENTAL RISK
ACCEPTANCE THEN THAT WAS THE
THERMAL CONDITIONING OF THE
ENGINES ASSOCIATED WITH THE
ENGINE BLEED, THEN THE CORE
STAGE THERMAL PROTECTION SYSTEM,
THE CRACK THAT WE SAW,
SPECIFICALLY, WHAT IS TERMED
CRACK NUMBER TWO AT THE INNER
TAN G, DUE THOUGH POTENTIAL FOR
DEBRIS TRANSPORT, THEN CONTACT
WITH THE BOOSTER STEP MOTOR.
IT IS A LOW LIKELIHOOD
OCCURRENCE, BUT IT IS SOMETHING
WE CONSIDER AN ACCEPTABLE RISK,
SO WE REVIEWED THE RISK
ACCEPTANCE RATIONAL AND THE
OVERALL RISK POSTURE.
WE ARE SETTING UP FOR A LAUNCH
ATTEMPT ON SEPTEMBER 3,
SATURDAY.
WE ARE COMFORTABLE WITH THE
FLIGHT RATIONAL AND RISK
ACCEPTANCE THERE.
IN ADDITION TO THAT.
WE DID HAVE LATE NAIL SIS COME
IN ASSOCIATED WITH OFF NOMINAL
PERFORMANCE SCENARIO, WHERE IF
WE HAVE -- AND WE ARE NOT
PLANNING THIS, BUT SHOULD WE
HAVE UNDERSPEED AT THE
COMPLETION OF THE TRANSLUNAR
INJECTION MANEUVER, IT SHOWS
THAT OUR TRAJECTORY WOULD PUT
NEWS ECLIPPINGS VIOLATION, SO AS
A RESULT OF THAT, IT IS SPECIFIC
TO THE SEPTEMBER 4th LAUNCH
WE AGREED TO TAKE THAT OFF THE
PLIT, SO WE ARE, AGAIN, PRECEDE
HOOKING THE SATURDAY LAUNCH
ATTEMPT.
WE ARE COMFORTABLE WITH THE RISK
POSTURE, WITH THAT SAID, THERE
IS NO GUARANTEE WE WILL GET OFF
ON SATURDAY, BUT WE WILL TRY.
THE TECHNICAL TEAMS HAVE PUT IN
A TREMENDOUS AMOUNT OF WORK IN A
SHORT AMOUNT OF TIME TO GET US
HERE AND, AGAIN, THANKS TO THE
WORK AND THE EFFORT THEY PUT IN
SO WITH THAT I WILL PASS IT BACK
TO YOU.
RACHEL.
>> OK.
JOHN HONEYCUTT?
>> GOOD AFTERNOON.
IT IS A PLEASURE TO BE HERE.
I THINK WHEN I TALKED THE DAY
BEFORE YESTERDAY.
I MENTIONED WE HAD A LOT OF DATA
TO LOOK AT.
YOU KNOW?
WE HAD COME OUT OF THE FIRST
LAUNCH ATTEMPT.
WE WERE UNSUCCESSFUL IN
GATHERING THE DATA THAT WE
WANTED TO GATHER FOR THE PLEAD
KICK-START.
THE TEAM HAS DONE A TREMENDOUS
AMOUNT OF WORK STARTING RATING
AFTER THE LAUNCH EVEN UP UNTIL
THIS MORNING AND TO THE NOON
HOUR LEADING US INTO THE MMT
MEETING.
WHAT I WILL TELL YOU IS THEY
JUST DID AN OUTSTANDING JOB, AND
WE'LL SHARE SOME OF THOSE
TECHNICAL DETAILS, BUT AT A HIGH
LEVEL, WE HAVE CONVINCED
OURSELVES WITHOUT A SHADOW OF A
DOUBT, THAT WE HAVE GOOD QUALITY
LIQUID HYDROGEN GOING THROUGH
THE ENGINES.
THERE IS NO FUZZ ON THAT.
WE ALSO, THROUGH THE COURSE OF
ANALYZING THE DATA, LOOKED AT
FIVE ADDITIONAL MEASUREMENTS
THAT WE CAN LOOK AT TO ASSURE OR
SELFS THAT WE ARE GETTING THAT
QUALITY DATA.
THAT IS ON THE ENGINE SIDE.
THEN ON THE CORE STAGE SIDE, WE
ARE ABLE TO GO BACK AND VERIFY
THAT THE CORE STAGE IS PROVIDING
THE AMOUNT OF HYDROGEN AND THE
QUALITY OF HYDROGEN TO ALL FOUR
ENGINES, AND SO I WILL SAY
DR. BLEVINS AND HIS TECHNICAL
TEAM JUST DID AN OUTSTANDING JOB
WORKING THROUGH THAT AND WE'LL
SHARE THOSE DETAILS AS WE GET TO
THE QUESTIONS.
>> OK.
JOHN?
>> YEAH.
I WILL ADD, WE DO HAVE AN
OUTSTANDING TEAM.
THEY DID LOOK AT THE DATA.
WE HAD SOME THINGS THAT WERE
COMBINED IN A WET DRESS.
SO WE HAD SENSORS THAT DIDN'T
TELL US WHAT WE THOUGHT WE WOULD
DO.
WE DID THE RIGHT THING
WITHSTANDING DOWN WITH THAT
UNCERTAINTY ON MONDAY, BUT WE
HAVE CONFIRMED, WE DID HAVE GOOD
FLOW THROUGH THE ENGINES.
WE KNOW WE CAN CHILL THE
ENGINES.
WE ARE READY TO PROCEED THAT WAY
TO LAUNCH.
YOU KNOW, THE TEAM DOES A LOT OF
OTHER THINGS.
AS MIKE MENTIONED WE INSPECTED
THE VEHICLE.
WE BROUGHT THE CONCERNS WE HAD
OVER ATPS AS MINIMAL AS THEY ARE
FORWARD AND WE ANALYZED, THE
TEAMS ARE READY TO SUPPORT
LAUNCH ATTEMPTS ON SATURDAY.
>> OK.
THANK YOU.
CHARLIE?
CHARLIE: WELL, GOOD EVENING,
EVERYONE.
IT IS GREAT TO BE BACK HERE
TALKING TO BUT PREPARATIONS FOR
LAUNCH COUNTDOWN.
I THINK WE MET AND TALKED JUST A
COUPLE OF DAYS AGO WHEN WE HAD
OUR LESS PRESS CONFERENCE ON
TUESDAY, WE HAD FINISHED UP THE
SAVING AND SECURING AT THE PAD.
WE WERE GETTING READY TO SEND
THE ACCESS STAND OUT, SO WE
COULD BEGIN WORK ON THE CAN
WHERE WE DETECTED THAT LEAK
DURING THE TANKING OPERATIONS.
THAT WORK IS BEHIND US.
WE FINISHED UP THE WORK.
WE WERE ABLE TO FIND WHAT WE
BELIEVE IS THE SOURCE OF THE
LEAK AND CORRECT THAT.
THAT PURGE CAN HAS BEEN PUT BACK
TOGETHER.
WE HAVE LEAK TESTED IT AT AMIENT
CONDITIONS AND DONE FLOW THROUGH
TESTS WITH OUR SYSTEM AND WE
WERE IN A GOOD CONFIGURATION FOR
THE NEXT LOADING ATTEMPT.
WE ALSO WENT BACK BASED ON WHAT
WE SAW DURING -- AND WORKING
WITH JOHN'S TEAM, LOOKING AT ANY
COUNTDOWN ENHANCEMENTS WE MIGHT
NEED TO MAKE.
WE HAVE MADE A COUPLE OF
CHANGES, AS WE PREPARE FOR THE
NEXT LOADING OPERATION.
REALLY WHAT THAT MEANS, THAT IS
WE ARE GOING TO START THE CHILL
DOWN, THE FACILITY SIDE OF THE
CHILL DOWN, RIGHT AROUND THE
SAME TIME, THAT WE BEGIN OUR
LOCKS CHILL DOWN.
SO THAT WILL ALLOW US TO BEGIN
THAT KICK-START BLEED A LITTLE
BIT EARLIER, AND WE'LL PICK THAT
YOU KICK-START BECAUSE I KNOW I
WILL PROBABLY GET A QUESTION
ABOUT WHEN THAT IS, AND WE'LL
START THAT JUST ABOUT TESTIMONY
ON SATURDAY MORNING.
SO WE MADE A COUPLE OF CHANGES
TO THE COUNTDOWN.
OUR TEAMS HAVE BEEN BUSY.
WE FINISHED UP TWO DAYS TAFF
TEXTING TO MAKE SURE THAT WE HAD
PROSATISFIED DOORS ALL DOWN AND
READY TO GO.
WITH WANT TO MAKE SURE WE HAVE
THOSE READY TO GO.
SOMETIMES IN A SCRUB WE SAY IN
LAUNCH COUNTDOWN.
WE HAVE TAKEN REPLENISHMENT OF
LOCKS AND HYDROGEN.
BOTH TANKS ARE TOPPED OFF, WHICH
IS GREAT.
AND SO WE ARE ON TRACK TO
SUPPORT OUR O557 TANK OPERATIONS
ON SATURDAY MORNING SETTING US
UP AS MIKE SAID FOR THE 217
WINDOW OPEN.
OK.
THANK YOU.
MELODY?
>> ALL RIGHT.
GOOD EVENING.
ANYWAY, AWAS WALKS OVER
HERRIMENT NOTICE A LOT STREAMING
TRIN THE WEST COAST.
I SAW SOME CLOUDS UP THERE.
LET'S GO AHEAD AND LOOK AT
SATELLITE AND SEE WHAT IS GOING
ON.
SO BASICALLY.
WE CAN SEE THUNDERSTORMS POPPING
UP AT THIS POINT AND TIME.
THEY ARE SPREADING EAST.
I ACTUALLY LOOKED AT RADAR.
ARE LOOKING AT INFRARED HERE.
RADAR IS DIFFERENT.
IN GENERAL, THE SHOWERS.
S ARE STAYING ACROSS THE END
TURNERRIER PORTION, NOT GETTING
CLOSE TO THE CAPE AT THIS TIME.
CAN YOU SEE FROM THE SHOWERS AND
THUNDERSTORMS.
ANYWAY, THIS PATTERN THAT WE
HAVE TODAY IS ACTUALLY
TRANSITIONING INTO MORE OF
ONSHORE FLOW REGIME AS WE GET TO
TOMORROW, THAT IS MAINLY DUE THE
FACT THAT WE HAVE A RIDGE THAT
IS BUILDING ACROSS THE STATE OF
FLOOR DID AND WHAT IT WILL DO
IS DELIVER EARLY FLOW.
THE EASTERLY FLOW WILL STAY IN
TAKE FOR SEVERAL DAYS.
THAT IS NORMALLY PRETTY GOOD
NEWS FOR US THAT KEEPS OUR
LIGHTNING RISKS A LITTLE BIT
LOWER THAN WHAT WE WOULD
NORMALLY SEE IN THE TYPICAL
AFTERNOON IN SUMMER AND FLORIDA.
ANYWAY, WE MOVE TON THE PRIMARY
LAUNCH WINDOW FORECAST AND WITH
THAT YOU CAN SEE A I HAVE A 60%
GO FOR THE LAUNCH WINDOW WHEN IT
OPENS UP IN THE EARLY AFTERNOON
ON SATURDAY.
8-12 KNOTS WHICH YOU CONFER TO
9 MILES PER HOUR, THAT IS 9 TO
13 MILES PER HOUR.
KNOW THERE ARE WEATHER NERDS
THAT MAY PICK UP ON THAT.
ANYWAY, TEMPERATURE PRETTY WARM,
AS YOU CAN EXPECT.
IT IS FLORIDA.
IT IS 86 GREECE.
THE MAIN CONCERNS WITH WILL BE
THE CUMULUS CLOUD ROLL.
THEN WE'LL GO AHEAD AND SKIP
HIDE THE BACKUP WINDOW WHICH IS
ACTUALLY MONDAY AND THAT
ACTUALLY IMPROVES A LITTLE BIT
TO 70% DUE TO THE NACHT THE
LAUNCH WINDOW IS LATER TO THE
AFTERNOON TIME FRAME AND WITH
THAT WE WOULD EXPECT THE EAST
COAST SEA BREEZE TO BE
POSITIONED FURTHER ACROSS THE
INTERIOR PORTION OF THE STATE
GIVING US A LOT OF SINK AIR
BEHIND IT IN GENERAL.
SO BASICALLY, THE WEATHER LOOKS
GOOD.
I WOULDN'T BE SHOCKED IF THERE
ARE PERIODS WHERE WE ARE
TECHNICALLY READ FOR WEATHER.
THE BOTTOM LINE, I DON'T EXPECT
WEATHER TO SHOWSTOPPER FOR
EITHER LAUNCH WINDOW.
WITH THAT, I WILL PASS IT BACK.
>> THANKS VERY MUCH.
WE WILL TAKE QUESTIONS NOW.
WE WILL TAKE QUESTIONS NOW IN
THE ROOM AND ON THE PHONE LINE.
A REMINDSER TO REPORTERS TO
PLEASE LIMB MILT TO ONE QUESTION
AND STATE YOUR NAME.
FAILATION, WHO YOU ARE ADDRESS
YOUR QUESTION.
THAT WOULD BE A BIG HELP.
WE WILL START WITH MARSHA DUNN.
REPORTER: ASSOCIATED PRESS FOR
EARTH OF THE JOHNS.
COULD IT BE ANYTHING ELSE BESIDE
THE BAD SENSOR FOR MONDAY'S
SITUATION?
WHAT WOULD HAPPEN TO AN ENGINE
IF THE FUEL WAS NOT COLD ENOUGH?
WOULD IT CRACK?
WOULD IT BURST?
SOMETHING ELSE?
>> I CAN START, AND THEN I WILL
LET DR. BLEVINS ADD IN.
YES.
WE DO THINK -- WE KNOW WE HAD
BAD SENSOR.
THAT WAS OUR CHALLENGE EARLY IN
THE WEEK, WHERE WE COULD NOT
MAKE THE PHYSICS OF THE SYSTEM
LINE UP TO WHAT WE WERE SEEING
WITH THAT ONE SENSOR.
SO SINCE THEN, WE HAD TIME TO GO
BACK TO LOOK AT THE DATA AND
COMPARE MANY SOURCES OF DATA AND
DO SOME PENT NAIL SIS THAT
CONFIRMED -- PENT ANALYSIS, THAT
IT IS A BAD SENSOR AND WE ARE
GET GOOD QUALITY FOR THE ENGINE.
SO YOUR QUESTION ON THE ENGINE
IS -- THERE IS A LOT OF THINGS
THAT WE DO ON THE ENGINE TO
MONITOR THE ENGINE TO MAKE SURE
THAT IT IS OPERATING THE WAY WE
WANT TO SEE IT THROUGH
OPERATIONAL FLIGHT
INSTRUMENTATION, AS WELL AS WE
HAVE WHAT WE CALL AN ADVANCED
HELP MONITORING SYSTEM, THAT IS
ON EACH ENGINE THAT IS DESIGNED
AND LOOK AT VIBRATIONS ON THE
ENGINE AND PICK THOSE UP AS
EARLY WARNING, AND SO JOHN I
WILL LET YOU ADD MORE THAT.
JOHN.
YEAH.
LET ME FOLLOW UP.
THE PROBLEM IS DURING RANGES OF
TEMPERATURE, IT GAVE US THE
RATING SLOPES IT SEEMED TO WORK
FINE, AND THEN IT DID NOT GIVE
US INDICATION THAT WE EXPECTED
AT THE COLD TEMPERATURE, SO IT
WAS REALLY INTERESTING SIGNAL.
THAT IS PART OF THE PAUSE.
IT DID NOT FALL OFF SCALE OR
ANYTHING.
JOHN IS RIGHT.
IT IS CONCLUSIVE.
THAT SENSOR IS NOT A WITNESS TO
WHAT WE ARE LOOKING FOR.
IT IS TRUE.
ON THE ENGINE SIDE.
WE HAD ADVANCED HEALTH
MONITORING.
THE REASON WE CHILLED FOR
NUMEROUS REASONS.
THE PRIMARY ONE IS FOR THE HIGH
PRESSURE PUMP BEARING.
THAT HIGH PRESSURE RUMP BEARING
DOESN'T HAVE TO BE ALL THE WAY
COLD AS LIQUID, YOU BUT IT HAS
GOT TON COLD.
WE KNOW IT IS ABOUT THAT
TEMPERATURE AND GIVES US MARGIN
TO THAT PRON.
IF IT STARTS UP AND NOT COLD,
THEN IT COULD SKID.
IT CAUSE WEAR ON START-UPMENT
THAT THAT WOULD MANIFEST AS A
SHUTDOWN DURING FLIGHT.
IT WOULD BE A RECEIPTED LINE.
I AM NOT SURE HOW YOU
CHARACTERIZE IT.
IT WOULD NOT BE FOR THAT
PARTICULAR ISSUE.
MEAN, AS JOHN SAID, WE HAVE
ADVANCED HEALTH MONITORING ON
THE ENGINES FOR REASON.
THESE ARE HYPERFOMNESS, YOU
KNOW, THE HIGHEST HORSEPOWER PER
MASS DEVICE THAT HAS BEEN BUILT
AND WE NEED THAT HEALTH
MONITORING THEN NUMEROUS THINGS
WE ARE LOOKING FOR WHEN WE DO
THAT, BUT THE SENSOR WAS BAD.
IN THIS CASE, WHAT WE ARE
PROTECTING AGAINST IS A BARING
SKIDDING ON START-UP AND CAUSING
EXCESSIVE WEAR.
>> BILL HARWOOD.
BILL: HI, BILL HARWOOD, CBS.
ONE QUESTION.
SORRY ABOUT THAT.
IT IS STRAIGHTFORWARD.
WHAT GETS MASSED?
WHERE IN THE SOFTWARE DO YOU
TELL IT -- THIS IS OK TO START
AN ENGINE THIS IS NOT OK TO
START THE ENGINE?
WHERE WOULD THAT OCCUR?
THAT IS BEFORE TERMINAL COUNT OR
ALS TRANSITION?
HOW DOES THAT WORK?
I GUESS ANOTHER WAY OF ASKING
THAT QUESTION, WHAT TELLS THE
COMPUTERS THAT IN THE GINS ARE
AT THE RIGHT TEMPERATURE TO
START?
HOW KISS IT KNOWING IT IS AT THE
420 DEGREES JOHN MENTIONED
YESTERDAY?
HOW IS IT KNOWING?
>> I WILL TAKE THIS ONE.
SO FIRST OF ALL, THE PROTECTION
FOR THE ENGINE IS NOT -- THIS
SENSOR WAS NEVER INTENDED TO BE
USED AS LCC OR FOR THIS PURPOSE.
ITS NOT PART OF ALS.
IT IS NOT PART OF THE START-UP
PROTECTION.
ULTIMATELY, THE REASON WE USE
THIS SENSOR IS TO GET INITIAL
INDICATION OF COLD FLUID.
WE DID COMBINE THIS LAUNCH
ATTEMPT 1 WITH OBJECTIVE WITH WE
DID NOT ACHIEVE IN WET DRESS.
WE HAD MORE VERIFICATION WORK TO
DO AND WE WERE GOING TO DO THAT
IN LAUNCH ONE.
WE HAD TO GO TO SUBSEQUENT
MEASUREMENTS.
WE WERE ABLE TO ACHIEVE THAT,
REALLY, ONLY BECAUSE WE PRIN
THESE CONDITIONS FOR A LONG TIME
WITH FULLY TANKED AND FLOW.
IF WE WOULDN'T HAVE DONE THAT.
WE WOULDN'T BE ABLE TO VERIFY
ALL THIS WE COULD TO VERIFY IT
WAS LIQUID AND IT WAS BAD
SENSOR.
BUT ULTIMATELY, THE PROTECTION
FOR THE ENGINE THAT IS IN ALS,
THEY ARE NOT THE ONES, THAT WE
USE FOR LONG CHILLED ENGINE.
WE ARE TRYING TO CHILL IN THE
GIN TO GET A BEARING THAT WE
DON'T MEASURE.
SO THAT IS BURIED INSIDE OF IN
THE GIN.
WE COUNT ON A CERTAIN AMOUNT OF
MASS FLOW FOR A CERTAIN AMOUNT
OF TIME, IN ORDER TO ENSURE THAT
THE BARRING IS COLD.
WE DID THAT DURING SUBTLE.
WE HAVE DONE THAT DURING THE
ENTIRE PROGRAM THAT USED THE
SPACE ENGINES.
SO THAT VERIFICATION RACE SES
VERIFICATION WE DID NOT ACHIEVE.
THAT IS WHY WE ARE USING THIS
MEASUREMENT.
IT IS NOT PART OF ALS, THERE IS
NO MASKING IN THE COMPUTER
SOFTWARE.
ALL THE NORMAL PROTECTION ARE IN
PLACE.
I ASKED CHARLIE TO ADD LCC FOR
THIS VERIFICATION BECAUSE WE
DIDN'T RECEIVE IT IN WDR4 AND
THAT IS WHAT THIS MEASUREMENT
IS.
IT IS NEVER REALLY INTENDED FOR
THE PURPOSE WENDED UP USING IT
FOR.
>> THEY WOULD NOT PLAY INTO
WHETHER OR NOT TO START ENGINE.
>> NO THERE ARE OTHER
TEMPERATURES THAT VERIFY THE
LIQUID AT THE INTERFIES THE
TOTAL THAT WERE READY TO GO AND
OTHER SKIN ATTEMPTS.
ONE WAS USED AS A WITNESS FOR
THE BEARING CHILLING FOR A
CERTAIN AMOUNT OF TIME AND NOT
TRACKLY RELEVANT TOP THE
START-UP CONDITIONS.
>> YEAH.
JOHN MENTIONED SOMETHING THAT I
WANTED TO TALK ABOUT A LITTLE
BIT.
HE TALKED ABOUT WHAT WE LEARNED
IN THE SHUTTLE.
WE DID THIS ENGINE CONDITIONING
THROUGH PROCESS CONTROL.
AND SO I THINK, I THINK I HAD
GOT AND QUESTION ABOUT THE
DIFFERENCE BETWEEN SHUTTLE AND
SLS EARLIER IN THE WEAK, YOU
KNOW, WE HAD THOSE RECIRCULATION
PUMPS ON THE SHUTTLE, WITH WE
TOOK THAT WARM -- WE TOOK THE
HEAT OUT OF THE ENGINE BY SUCKER
LATING THE HYDROGEN THROUGH THE
ENGINE AND CARRYING IT BACK TO
THE HYDROGEN TANK TO BOIL OFF,
AND SO WE ARE IN THE SAME
SITUATION HERE, WHERE WE WANT TO
USE THE PROCESS CONTROL TO
ASSURE OURSELVES, THAT WE ARE
DELIVERING PROPELLANT QUALITY
THAT WE NEED TO IN THE ENGINE.
WE HAD THAT PROCESS FOR THE
SHUTTLE.
IT WORKED FINE.
WE VALIDATED THAT PROCESS
CONTROL WHEN WE WERE AT STENNIS
FOR THE GREEN RUN, AND OUR PLAN
WAS ON MONDAY TO VALIDATE THAT
FOR THIS VEHICLE WITH THE
CONFIGURATION THAT WE HAVE ON
THE LAUNCHPAD.
TALKED TO YOUR RELATIVE TO THE
DIFFERENCES BETWEEN STENNIS
EARLIER IN THE WEEK AND THE
LAUNCH, AND OUT AT THE
LAUNCHPAD.
ALL OF THOSE ARE STILL IN THE
DIRECTION OF GOODNESS.
WE HAVE GOT A BIGGER -- WE GOT A
BIGGER VENT LINE ON THE GROUND
SIDE.
IT IS INSULATED WHICH MEANS WE
COULD BLOW MORE THROUGH THAT
LINE.
AND OUR BLEED SYSTEM AND OUR
RELIEF SYSTEM IS, IT IS BIGGER
THAN WE HAD AT STENNIS.
SO ALL OF THAT IS STILL HOLDS
TRUE.
>> OK.
WE WILL STICK WITH THE FRONT
ROW.
STEVEN.
REPORTER: STEVEN YOUNG FOR
SPACEFLIGHT NOW FOR CHARLIE.
WE ARE SO USED TO SEEING VIEWS
INSIDE OF THE LCC.
ON MONDAY WE SAW NOTHING.
YOUR TEAM WAS WORKING SO HARD.
THERE IS SO MUCH INTEREST IN THE
MISSION.
I AM WONDERING WHY ARE WE NOT
SEEING ANY VIDEO IN THE ISOLATED
FEEDS OR ON NASA TV FROM INSIDE
OF THE FIRING SCHOOL?
A YEAH.
THERE WILL BE VIEWS ARE THE
FIRING ROOM THAT WILL BE MIXED
IN WITH ALL OF THE COVERAGE.
>> OK.
>> Reporter: I AM CURIOUS WHAT
THE OTHER LIMITING FACTORS ARE
AND HOW MANY TIMES YOU CAN
ATTEMPT TO RETURN?
YOU HAVE THE FLIGHT TERMINATION
SYSTEM BATTERY, SAW THERE TO
COME BACK TO THE VA TWO SWAP
THAT OUT.
HOW MANY TIMES CAN YOU TANK AND
DETANK?
HOW MANY TIMES CAN YOU GIVE THIS
A NOT.
>> YEAH.
I WILL TAKE A FIRST CRACK THAT
ONE.
PHYSICS IS ONE OF THE KEY
LIMITING FACTORS ASSOCIATED WITH
THE EARTH AND THE MOON POSITION
RELATIVE TO WHAT THIS INITIAL
CONFIGURATION OF THE SPACE
LAUNCH SYSTEM ROCKET IS CAPABLE
OF WITH THE GROUND PROPULSION
STAGE, SO WE LOSE OUR ABILITY TO
FLY INTO A LUNAR INTERCEPT AFTER
SEPTEMBER 6th.
AND THAT IS ONE OF THE KEY
LIMITERS.
THERE IS ALSO THE FLIGHT
TERMINATION SYSTEM.
IT IS EVENTUALLY A RELIABILITY
CHECK IN THE INTEREST OF PUBLIC
SAFETY AND, CHARLIE, DO YOU HAVE
ANY OTHERS TO ADD ON THAT.
THOSE ARE THE KEY DRIVERS AT
THIS POINT.
>> WE TRACK THOSE AND WE ARE
AWAYS AWAY FROM THOSE LIMITS.
>> OK.
STEVEN THEN WE'LL GO TO IRENE.
STEVEN: STEPHON CLARK,
SPACEFLIGHT NOW.
JUST SO I UNDERSTANDS, BACK ON
THE 20th OF JUNIOR ALS CUT
THE COUNTDOWN AT 29 SECONDS WHEN
IT REALIZED THE END GRINS NOT
THEY WERELY CONDITIONED FOR
FLIGHT.
PHYSICAL THE ENGINES ARE NOT AT
THE PROPER TEMPERATURE ON
MONDAY, NOTWITHSTANDING, ALS
WOULD CUT THE COUNT, THERE IS NO
RISK OF IGNITINGS AT THE WRONG
TEMPERATURE IS THAT PROPER
UNDERSTANNING.
>> YEAH.
THAT IS CORRECT.
I WANT TO MAKE SURE UNDERSTANDED
AL CYST CHECKING TEMPERATURE
PRESSURE AND MANY OTHER
PERIMETERS THAT MOMENT.
THE WHOLE POINT OF THE SENSOR
WHICH WE WOULD HAVE VERIFIED
PROCESS THAT SHAWN TALKED ABOUT
IS TO GET TEMPERATURE FOR THAT
ONE PART AND NOW WE CONFIRMED
THAT THROUGH OTHER MEANS, SO IN
THE GIN WILL NOT START UNLESS WE
HIT THE ENGINE START BOX.
ALS WILL SHUTDOWN.
WE ARE NOT MASKING ANYTHING.
WE ARE NOT MASKING WHAT WE ARE
MEASURING.
THAT SENSOR IS AN ENGINEERING
SENSOR FOR ENGINEERING DATA.
IT IS NOT A FLIGHT -- IT IS NO
OFI.
ITS NOT A FLIGHT INSTRUMENT.
>> OK.
WE'LL GO THE SECOND TRO IRENE,
THEN WE'LL TAKE A FEW FROM THE
PHONE.
IRENE.
I REN FROM AVIATION WEEK.
MAYBE FOR WHOEVER.
DO YOU THINK THAT STARTING TO
KICK-START PROCEDURE EARLY WILL
GIVE YOU A READING THAT THE
SENSOR IS NOW WORKING EVEN
THOUGH IT IS JUST ENGINEERING
SENSOR?
DO YOU THINK THAT JUST BECAUSE
THEIR ENGINEERING SENSORS AND
NOT THE FIDELITY THAT YOU HAVE
ELSEWHERE IN THE SYSTEM AND ALS
SOFTWARE THAT, THATEAS THE OTHER
ENGINES WERE NOT QUITE COLD
ENOUGH EITHER?
>> YEAH.
LET ME TAKE THAT.
YOU KNOW?
NO MATTER WHAT THE SENSOR DOES.
I LEARNED A LOT ABOUT THE FLOW
PROCESS WHICH IS WHAT YOU DO AT
WDR4 AND DOING THAT SOMEWHAT ON
MONDAY.
AND WE STAYED AT CONDITION FOR
A.
WHILE WE FLOWED NOT JUST THROUGH
ALL FOUR AND EVEN THROUGH ONE WE
WERE SLIGHTLY MORE CONCERNED
ABOUT.
AND SO WHATEVER THAT SENSOR
DOES.
I HAVE LOTS OF SUPPORTING
EVIDENCE THAT IS MUCH HIGHER
FIDELITY FROM THE ENGINE ITSELF
ON THE CHILL PROCESS STARTING IT
EARLIER CERTAINLY MAKES ME HAPPY
BASE GET INDICATION EARLY IN THE
DAY THAT THE ENGINE IS LOOKING
GOOD AND TEMPERATURES I TOLD YOU
WHAT IS ACHIEVES A GOOD BEARING
TEMPERATURE, SO WE'LL DO THAT AS
WELL AS THE OTHER THREE
TEMPERATURES.
THEY ARE EXTREMELY CONSISTENT
WITH SATURATED LIQUID
TEMPERATURES.
NOIR, I THINK A LOT OF PEOPLE
TALKED ABOUT THOSE TEMPERATURES
BEING OFF, YOU KNOW, IN THE CASE
OF STENNIS, WE HAD THOSE THREE
TEMPERATURES, AND WE DESIGNED
WHAT SATURATION WAS WHEN WE
MEASURED AT STENNIS BECAUSE WE
KNOW WE HAD LIQUID.
IN THIS CASE, IF YOU ARE ABLE TO
GO BACK TO TAKE LOOK THAT DATA,
YOU WILL SEE THEY WERE
SATURATION TEMPERATURES, SO THEY
MAY HAVE BEEN ONE OR TWO DEGREES
AWAY FROM WHAT WE EXPECTED OR
WHAT WE SAW AS A WITNESS PRIOR
18 MONTHS EARLIER AT THE CORE
STAGE GREEN RUN, BUT THEY ARE
CONSISTENT WITH SATURATED LIQUID
SO THERE IS NO QUESTION THAT IN
THE GINS RECEIVED SATURATED
LIQUID, AND YOU KNOW, QUITE
HONESTLY, NORMALLY, YOU KNOW,
YOU WOULD HAVE A FEW WEEKS TO
REVIEW THERE DATA AND WOULDN'T
HAVE BEEN THAT COMMON ABOUT IT
NOT READING OR ALL OFS THAT HE
SENSORS.
WE WOULD HAVE USED ALL THE
EVIDENCE.
WE COMPRESSED THAT TIME.
WE GOT VERY GOOD EVIDENCE AS
JOHN HAS SAID, THAT THERE IS NO
QUESTION WE HAD LOOK QUID FLOW
THROUGH THAT ENGINE.
NOW WE HAVE OTHER WITNESSES AND
WE USE THE DIALOGUE WE HAVE
AVAILABLE.
WE GOT LOTS OF DATA TO CONFIRM
THAT WE START THAT LUCK QUID
FLOW PROCESS.
>> THANKS.
OK.
WE WILL GO TO THE PHONE AND TAKE
FEW QUESTIONS FROM THERE.
WE WILL START WITH MICHAEL OF
CNBC.
MICHAEL: HI, EVERYBODY.
MY QUESTION IS FOR MIKE.
IT IS MOST SPECIFIC TO THE
AMOUNT OF RISK MAIL SIS YOU ARE
LOOKING AT FOR A SATURDAY LAUNCH
BASED ON THE DATA YOU HAVE SEEN
SO FAR.
GIVEN IT IS A FULL DEMONSTRATION
OF THE SYSTEM.
IF THERE WERE ASTRONAUTS FLYING
ONBOARD THE MISSION, WOULD YOU
STILL BE LAUNCHING BASED ON THE
PERIMETERS YOU ARE LOOKING AT OR
THE RISK MAIL SAYS THAT ARE
CONSIDERING DIFFERENT THAN IF
YOU WERE LAUNCHING THE ARTEMIS 2
SNIGS.
>> YEAH.
MICHAEL, THAT IS -- NOT AN EASY
QUESTION TO ANSWER BECAUSE WE,
AGAIN, ARTEMIS 1 IS THE FIRST
TEST FLIGHT IN A SERIES OF
INCREASINGLY COMPLEX MISSIONS,
AND THE NEXT MISSION IS
INTENTIONALLY ARTEMIS 2 IS
INTENTIONALLY OUR CRUDE FLIGHT
TEST, SO ARTEMIS 1, WE ARE
BUYING DOWN THE RISK ASSOCIATED
WITH CRUDE FLIGHT ON THE NEXT
MISSION, SPECIFICALLY, RE-ENTRY
OF THE VEHICLE LUNAR RE-ENTRY
CONDITIONS, IN ORDER TO GET, WE
HAVE TO SET UP THOSE INITIAL
CONDITIONS USING THE PERFORMANCE
OF THE ROCKET BAY GETTING TO IT
THE LUNAR RE-ENTRY CONDITIONS
THE ROCKET HAS TO DELIVER.
WE WANT TO SHAPE DOWN THE
SPACECRAFT THROUGH FLYING OUT
LOOING THE RADIATION BELLS AND
DEBRIS FEEL AND OPERATE IT IN
THE DEEP SPACE ENVIRONMENT THOSE
ARE ALL THINGS THAT WE HAVE TO
DO WITH CRAW ONBOARD, ON THE
VERY NEXT MISSION, AND WE, WE
KNOW THAT THERE IS RISKS
INVOLVED WITH THIS FIRST
MISSION, BUT IN TERMS OF THE
INCREMENTAL RISKS THAT WE
DISPOSITIONED TODAY, AT THE
MISSION MANAGEMENT TEAM, IT WAS,
IT WAS MR GINNAL INCREASE IN
RISK AND WE ARE, WE ARE CLEARLY
READY TO FLY ON SATURDAY WITH
UNDERSTANDING OF WHAT THE RISK
IS, WE WOULD HAVE A VERY SIMILAR
DISCUSSION ON ARTEMIS 2 IF WE
HAD ANY OF THE CONDITIONS, THAT
WE ARE SEEING ON THIS FLIGHT,
AND WE WOULD MAKE APPROPRIATE
DECISION, SO IT IS A HARD
QUESTION TO ANSWER, BECAUSE IT
PRESUMES, THAT WE ARE SUCCESSFUL
ON ARTEMIS 1.
THERE IS A NON-0 CHANCE THAT WE
WILL FIND SOMETHING ON ARTEMIS 1
THAT WILL CAUSE US TO REACCESS
THE RISK POSTURE ON CRUDE
FLIGHT.
>> WE'LL STICK WITH QUESTIONS ON
THE PHONE AND TAKE OUR NEXT
QUESTION FROM LAUREN FROM BLOOM
BERG.
REPORTER: HI, THANK YOU FOR
TAKING MY QUESTION.
SO CORRECT ME IF I AM WRONG, BUT
SOUNDS LOOK THE SENSOR THAT
CAUSED ALL THE DRAMA IS SEPARATE
FROM THE CRITICAL SENSORS AND
OTHER DATA INPUTS IN THE GIN
COMPUTER USE TO KNOW THEY ARE IN
THE RIGHT CONFIGURATION.
WHY DO YOU NEED THAT SENSOR AT
ALL? WAS THERE AN OPTION DURING
THE COUNTDOWN TO CROSS-CHECK
AGAINST THOSE ENGINE SENSORS AND
INPUTS, OR ARE YOU SAYING
THERE WAS NOT ENOUGH TIME TO DO
THAT?
THANKS.
>> YEAH.
THAT IS A GOOD QUESTION.
WE DO NOT NEED THE SENSOR TO
PLY.
THE SENSOR WAS SET UP TO BE
ENGINEERING INFORMATION FOR
CHILL DOWN PROCESS.
WHAT WE ARE TRYING TO DO IS MAKE
SURE WE HAVE CO LIQUID FOR
CERTAIN AMOUNT OF TIME, JUST
LIKE WE DID ON THE SHUTTLE, TO
IN NEAR THE REST OF THE HARBOR
IS COLD, THAT IS WHAT WE ARE
TRYING TO DO.
THAT KISS WHY WE CALL IT THE
CHILL PROCESS.
THE SENSORS NOT USED FOR THAT
TIME.
THOSE SENSORS WERE DEAD HEADED
THAT WOULD YOU USE AT THAT
PARTICULAR TIME.
WE ARE NOT APPROPRIATE FOR US.
IN FACT THAT IS NOT WHAT WE ARE
USING TO CONFIRM THAT WE HAD
LIQUID FLOW THROUGH IN THE GIN
PER SAY, AND SO, AND SO, YOU
KNOW, IT WAS ENGINEERING
ANALYSISES THAT WE COMBINE THE
WET DRESS WITH THE LAUNCH
ATTEMPT AND UNABLE TO CONFIRM
THAT CHILL PROCESS.
THAT IS WHAT STOPPED US.
>> LET ME ADD A POINT HERE.
WE HAD PLAN GOING INTO THE
AUGUST 29th LAUNCH ATTEMPT.
IT USED THE SENSORS TO HELP
CONFIRM THE PROPER THERMAL
CONDITIONING OF THE ENGINES.
WE HAD TRAINED THAT PLAN, THEN
WE RAN INTO OTHER ISSUES.
WE RAN INTO A LEAK AT THE TAIL
SERVICE MASS THEN WE HAD A VENT
VALVE THAT WAS NOT OPERATE K
PROPERLY.
SO BRE OFF THE SCRIPT IN TERMS
OF THE NORMAL TANKING OPERATION,
AND THE TEAM DID A FANTASTIC JOB
WORKING THROUGH THE MANAGING OF
A HAZOUS CONDITION AND ONE OF
THE WORST THINGS THAT YOU CAN DO
WHEN YOU FUND YOURSELF IN A
HAZARDOUS CONDITION IS JUST GO
FURTHER OFF SCRIPT AND TO
DEVIATE AND GET INTO AN
OPERATION THAT YOU ARE NOT
PREPARED OR TRAINED FOR SO THE
TEAM DID ABSOLUTELY THE RIGHT
THING ON THE 29th AND THEY
KNOCKED OFF THE OPERATION AND
THEY KNOCKED OFF THE TEST AND
THEY GOT US INTO A SAFE
CONFIGURATION THEN THEY SPENT
THE LAST COUPLE OF DAYS
REVIEWING THE DATA.
THAT WAS THE RIGHT THING TO GO
DO.
ON 2020 HINDSIGHT, THESE
PARTICULAR SENSORS, WE KNOW,
THEY ARE HOT THE BEST TO WORK
OFF OF IT.
YOU KNOW, WE REASSESSED THE PLAN
AND GREAT PLAN MOVING FORWARD.
WE UNDERSTAND THE RISK POSTURE
ASSOCIATED WITH GETTING IN THE
GINS NORMALLY CONDITIONED THEN
THE TEAM WAS ASKED TODAY, VERY
SPECIFICALLY, ARE YOU READY TO
GO LOAD THE VEHICLE WITH THIS
EARLIER TANKING AND EARLIER
BLEED FLOW OPERATION.
THE ANSWER WAS ABSOLUTELY YES.
I KNOW, CHARLIE, DO YOU HAVE
ANYTHING TO ADD TO THAT ONE?
>> NO, THINK YOU COVERED IT.
OK.
THE NEXT QUESTION IS FROM ERIC
BERGER.
REPORTER: HI, THANKS FOR DOOR
THIS.
THAT WAS GREAT, MIKE.
I WOULD LIKE TO TAKE YORE CRACK
AT A QUESTION SPAR WAS TRYING TO
ASK EARLIER.
IT DOES SEEM LIKE THERE HAS BEEN
MILD CONCERN ABOUT THE SHELF
LIFE OF THE STACKED ARTEMIS 1
ROCKET.
WHAT I WOULD LIKE TO UNDERSTAND,
THERE ARE WEAR AND TEAR ISSUES
THAT YOU MENTIONED ON THE
ROCKET?
MARSHA ASKED HOW MANY CYCLES
WERE LEFT ON THE CORE STAGE
PROPELLANT TANKS.
I AM WONDERING, LIKE, ARE YOU
FEELING URGENCY TO GET THIS
ROCKET OFF IN THE NEXT MONTH OR
OR TWO?
ARE YOU GOOD IN CONFIGURATION
YOU ARE IN NOW FOR QUITE AWHILE?
THANK YOU.
>> WE ARE GOOD FOR AWHILE.
AS I ALLUDED TO EARLIER, YOU
KNOW, I AM NOT GOING TO GIVE YOU
AN EX AC NUMBER, BUY HE KNOW WE
ARE WELL INTO THE HIGH DOUBLE
DIGITS ON THE ADDITIONAL TANK
CYCLES.
AS FAR AS WORRYING ABOUT THINGS
WITH THE ROCKET SITTING ON THE
PAD, THERE ARE PROBABLY MORE
LITTLE THINGS LIKE WE SEE CRACKS
IN TPS AND THAT SORT OF THING
THAT WE HAVE TO GO ANALYZE TO
CLEAR.
YOU KNOW, THE BIG THING WE WANT
TO AVOID IS ROLL BACKS TO THE
VAB.
THOSE ARE THE -- THOSE ARE THE
THINGS THAT DR. BLIV INS HAS
TOLD ME PUT MORE STRESS ON THE
VEHICLE THAN ANYTHING ELSE.
NOW WITH THAT SAID, WE STILL GOT
ROLLS LEFT IN THE VEHICLE.
WE WANT TO WATCH THAT AND PAIGE
IT.
DO YOU WANT TO ADD ANYTHING, ZON
EYE SAY WE TRACK ALL LIFE
IMPLEMENTED ITEMS.
WE WATCH THAT CLOSELY.
I DON'T HAVE ANY CONCERN ON THE
PRESSURE CYCLES OF THE TANK,
JUST AS YOU SAY, JOHN.
WE HAVE NUMEROUS CYCLES LEFT.
AND THAT IS TO A GOOD MARGIN OF
SAFETY.
I DO LIKE TO PROTECT THE ROLLS
BECAUSE THEY ARE COMPLICATED.
THEY AFFECT EVERY PART OF THE
ROCKET, BUT WE HAVE PLENTY LEFT
AT THIS TIME, TOO.
>> OK.
ONE MORE ON THE PHONE THEN WE'LL
COME BACK TO THE ROOM.
JOEY WITH REUTERS.
REPORTER: THANKS.
MY QUESTION WAS ASKED.
>> WE'LL COME BACK HERE IN THE
ROOM.
WE'LL GO THERE ON THE SECOND
ROW.
JEFF?
REPORTER: SPACE NEWS.
MIKE, QUICK QUESTION.
IF WE LAUNCH ON SATURDAY, WHAT
IS THE LENGTH OF THE MISSION?
DO HAVE TO DO ANY CHANGES TO THE
MISSION PLAN IF IT IS SHORTER
THAN 42 DAYS?
AUTOS YEAH, JEFF.
THAT IS A GREAT QUESTION.
HE WILL CONFIRM IT HERE.
BELIEVE IT IS A 37-DAY MISSION
WITH THE SPLASHDOWN ON
OCTOBER 11th.
IN TERMS OF CHANGES TO WORK,
OBVIOUSLY, YOU LAUNCH A DAY
LATER.
YOU HAVE TO SCHEDULE YOUR
SATELLITE COVERAGE AND YOUR DEEP
SPACE NETWORK COVERAGE.
YOU HAVE TO ISSUE WHOLE HOST OF
NOTIFICATIONS, AND SOME OF THOSE
ARE TO AIRCRAFT, THAT ARE GOING
TO BE TAKING OBSERVATIONS OF THE
VEHICLE DURING LAUNCH, OR DURING
THE SPLASHDOWN, WE NOTIFIED THE
NAVY, THATS PROVIDING OUR
RECOVERY ASSETS.
WE HAVE NOTIFIED THE FAA VIA THE
EASTERN RANGE FOR NOTICE TO AIR
MISSIONS.
WE HAVE NOTIFIED THE COAST GUARD
FOR NOTICE TO MARINERS FOR ANY
BOATS, THAT ARE THROUGHOUT FOR
THE SPLASHDOWN LOCATION OF ANY
OF THE JETTISONED ITEMS, BUT
ALSO OF THE ENDED MISSION
LOCATION, SO THERE IS A WHOLE
HOST OF THINGS THAT THE TEAM
WORKS THROUGH TO REPLAN AND TO
ALL OF THOSE NOTIFICATIONS, BUT
ALSO PRODUCTSES THAT HAVE BEEN
PREPLANNED AHEAD OF THE MISSION
AND THE TEAM HAS PULLED THOSE
OFF THE SHELF.
THEY ARE PUTTING THE FINAL
TOUCHES ON A LOT OF THOSE THINGS
AND THE PROCESS IS FLEXIBLE
ENOUGH TO HAN DEAL THIS SO WE
ARE NOT CONCERNED WITH ANY OF
THOSE ITEMS.
>> OK.
WE WILL COME BACK HERE IN THE
FRONT ROW, AND THEN MOVE OVER TO
THE OTHER SIDE.
RIGHT HERE.
YEAH.
REPORTER:EAS NASA SPACEFLIGHT.
THESE ARE BOTH FOR CHARLIE.
HOW NANNY KITOUTS DO WE HAVE FOR
SATURDAY'S WIN SNOW WHAT IS THE
LONGEST ONE WITHIN THERE?
STARTING CHILL JUN ON THE GROUND
SIDE, STARTING TO BLEED A LITTLE
BIT EARLY, IT SOUNDS LIKE IT
WILL LEAD YOU ON THE MARGINS.
KNOW YOU HAVE TO TOP OFF THE
TANK.
ON LAUNCH DAY, BE WHERE DOES
THAT LEAVE FOUR THE TWO-HOUR WIN
SNOW.
>> LET'S SEE, WILL START WITH
THE CUTOUTS.
SO PROBABLY HAVE A REPORT THAT
IS IN MY E-MAIL.
WE GET THOSE AT L MINUS TWO
DAYS, VOW NOT LOOKED AT IT FA
SPIFFIC TO THE NEXT OPPORTUNITY,
BUY CAN TELL YOU FOR THE
PREVIOUS TUNE, WE HAD SOMEWHERE
IN THE NEIGHBORHOOD OF ABOUT 30
TO 40 CUTOUTS, SO IT IS FAIRLY
SIGNIFICANT NUMBER.
MOST OF THEM ARE REALLY SHORT.
JUST A COUPLE OF SECONDS LONG.
WE DID HAVE A COUPLE LONGER
MAYBE ON THE ORDER OF A MINUTE
SORE.
CAN ABSOLUTELY GET YOU A PACIFIC
NUMBER.
THEN, WHAT WAS THE SECOND PART?
REPORTER: YEAH.
START K EARLIER.
>> OH.
WE ANALYZED THAT.
YOU ARE CORRECT.
IF YOU START IT EARLIER, YOU
START THE PLEAD EARLIER.
YOU WILL CONSUME MORE, AND WE
DID GO OFF AND LOOK AT THAT.
WILL BE ABLE TO SUPPORT THE
ENTIRETY OF THE WINDOW, BUT WE
HAVE A LITTLE LESS MARGIN IN THE
TANK WHEN WE ARE DONE.
>> OK.
THANK.
WE'LL GO HERE NEXT.
REPORTER: THIS QUESTION IS FOR
MIKE.
MY NAME IS HEATHER WITH PUERTO
RICO.
CAN YOU ELABORATE ON THE PLAN OF
THE NEXT LAUNCH WINDOW, EVEN IF
IT IS NOT NEXT MONDAY, THEN WHAT
ARE THE OPPORTUNITIES GIVEN BY
THE END OF THE MNT OR BY
OCTOBER?
>> YEAH.
THAT IS A GREAT QUESTION.
FOR JEFF, I DID VER NI
OCTOBER 11th IS OUR
SPLASHDOWN DATE.
ITATION 37-DAY MISSION.
SO TERM INS OF MISSION VEIL K.
WE DO HAVE A RESERVATION WITH
THE RANGE FOR SEPTEMBER 5th,
SO IF WE DO NOT LAUNCH ON
SATURDAY, WE ARE LOOKING AT
AFTERNOON LAUNCH ON THE 5th.
THE 6th IS IN PLAY.
IT IS FARLEY SHORT LAUNCH WIN
DID HE ON THE 6th OF
SEPTEMBER SHOULD WE NOT TANK ON
THE 5th.
WE MAZE ELECT TO NOVEMBER THE
6th.
ONCE WE GET PAST THE 6th OF
SEPTEMBER, SEPTEMBER 19th
THIS IS EARLIESTS FROM A PHYSICS
BASED STANDPOINT THAT WE COULD
PICK IT UP.
THEN, THAT LAUNCH PERIOD ENDS ON
OCTOBER 4th.
OBVIOUSLY, WE WOULD NEED TO
ACCOUNT FOR WHEN DID WE ROLL
BACK TO THE VEHICLE ASSEMBLY
BUILDING AND WHAT THAT LOOKS
LIKE RELIVE TO WHERE COULD WE
PECK IT UP?
WE WOULD HAVE TO ACCESS WHY DID
WE ROLL BACK TO THE VEHICLE
ASSEMBLY BUILDING?
DID WE NOT GET LUCKY WEATHER
SHER WE HAD TO ROLL BACK AND
CHECK OUT THE FLIGHT TERMINATION
SYSTEM AGAIN, OR WAS IT A
TECHNICAL ISSUE REQUIRES
ACCESSES TO A VERY SPECIFIC PART
OF THE ROCKET.
WE WOULD HAVE TO LOOK AT HOW
LONG DOES IT TAKE TO GIN ACCESS,
THE VEIL K OF ANY SPARE PARTS OR
ANY REASON WE WOULD HAVE ROLLED
BACK SO THERE IS A WHOLE HOST OF
VARIABLES IN THERE, THAT GIVES
YOU A SENSE OF THE RELATIVE
TIMELINE.
>> OK.
LET'S DOM THE OTHER SIDE OF THE
ROOM HERE.
REPORTER: THANK YOU.
KEN CRAME, HE SPACE UPCLOSE.
FOR CHARLIE BLACKWELL-THOMPSON,
CAN YOU PLEASE TALK A LITTLE BIT
MORE ABOUT THE LIQUID HYDROGEN
WORK DID YOU.
HOW DID YOU DISCOVER IT?
HOW DO YOU DETERMINE IT WAS
FIXED?
THANK YOU.
>> SO YOU KNOW AFTER WDR3, WE
ALSO HAD LEAK IN THE PURGE CAN.
WHILE YOU NEVER WANT TO HAVE A
LEAK, IT DID GIVINGS AN
OPPORTUNITY TO REALLY DO A VERY
CLOSE EXAMINATION OF WHAT CAUSED
THAT LEAK.
AND SO WE LEARNED A LOT FROM
THAT.
WE LEARNED WHAT ARE ALL THE
THINGS, THAT YOU WANT TO CHECK.
WE TOOK SPECIFIC ACTIONS AFTER
WD ARE 3.
YOU MAY RECALL WE WERE SETTING
UP SIMILAR TO WHAT WE DID OVER
THE LAST DAY OR SO AT THE PAD.
WE WERE GETTING THE ACCESS IN
PLACE THEN WE MADE DECISION TO
ROLL BACK BECAUSE WE WANTED TO
GO ALLOW THE PRODUCTION PLANT TO
MAKE THE UPGRADES AND SO WE WENT
BACK TO THE BAB AND OPENED UP
THE PURGE CAN.
LOOKED AT ALL THE PENETRATIONS
THAT GO INTO THE CAN AND
ASSOCIATED WITH IT.
THEN LOOKED AT THE CASKETS THEN
CHECKED THE TORQUES AND FOUND
THAT THERE WAS SOME RELAXATION
IN THE TORQUES ON THE PLAN G
THEN WE EBBED UP RETO TORQUING
THEM.
WE MADE A COUPLE OF CHANGES TO
THE DRAIN PURGE.
YOU MAY REMEMBER SEEING THE
PICTURES.
WITH ITS A SORT OF ARRANGEMENT
TO THE BACK OF THE CAN SO IT PUT
A LOAD ON THERE.
WE DID END UP CHANGING THAT.
ANYWAY BE WHERE WE CAME OUT FOR
WDR4.
WE SAW GOOD PERFORMANCE IN THE
PURGE CAN.
WE OBVIOUSLY PICKED UP THE
FOUR-INCH QD LEAK SO THAT VANED
DIFFERENT CHALLENGE FOR THE TEAM
TO GO TAKE ON.
BUT WHAT WE SAW DURING LAUNCH
ATTEMPT ONE, WE SAW SIMILAR
SIGNATURE.
WE SAW WE HAD HYDROGEN
CONCENTRATION INCREASING.
IT WAS FINE DURING SLOW FILL.
AS WE GOT TO THE HIGH HERB
PRESSURES AND SAW MORE FLOW
ACROSS THAT INNER FACE, WE WERE
ABLE TO MANAGE OUR WAY THROUGH
IT.
THE TEAM WAS ABLE TO VARY THE
FLOW RATES , YOU KNOW, STAY
WITHIN THE SPECIFICATIONS, BUT
CERTAINLY, WE SAW IT REOCCUR
DURING DRAIN AND RECOGNIZED THAT
WE NEEDED TO GO TAKE A CLOSER
LOOK AT WHAT WAS CAUSING THIS.
SO AS I SAID WE WENT BACK TO THE
PURGE CAN OUT AT THE PAD.
BECAUSE WE HAD THE OPPORTUNITY
AFTER WDR3 TO COME UP WITH --
HERE'S THE THREE THINGS YOU HEAD
TO LOOK AT.
WENT AND CHECKED THE SAME THINGS
AGAIN, AND WHAT WE FOUND IN THAT
EIGHT-INCH -- IN THE PURGE CAN,
IN THE EIGHT-INCH QD, THERE IS A
PRESSURE SENSE LINE THERE.
IT IS A PENETRATION INTO THE CAN
AND INTO THE -- INTO THE
EIGHT-INCH THERE, AND WHAT
HAPPENED IS WE FOUND THAT LOOSE.
WE BELIEVE, YEAH, WE FOUND THAT
LOOSE.
WE CHANGED OUT THE SEAL AROUND
THAT PRESSURE SENSE LINE.
WE RETORQUED IT, AND WE BELIEVE
THAT IS MOST LIKELY THE LEAK
SOURCE.
WE CHECKED THE PLAN G, THE
TORQUES, EVERYTHING WAS NOMINAL.
WE CHECKED.
WE DID INSPECTION OF THE GASKET.
IT WAS NOMINAL.
WE CHECKED EVERY OTHER FITTING
THERE.
EVERYTHING WAS FOUND TO BE
NOMINAL, SO FINDING THAT ONE
ITEM LOSE, WE FEEL THAT IS MOST
LIKELY THE CAUSE.
NOW, AS WE HAVE TALKED BEFORE,
WE DID AMBIENT LEAK CHECKS.
AFTER WE PUT IT TOGETHER, WE
DIDN'T FIND ANYTHING WHERE CAN
UNTIL YOU HIT IT WITH CRYO, YOU
REALLY DON'T KNOW FOR SURE.
I MEAN I HAVE TO BELIEVE IT WAS
SOMETHING THAT HAPPENED BETWEEN
WHEN IT WAS CHECKED IN THE VAB
AND AT THE PAD.
IT COULD CAN BE FROM SOMETHING
ELSE.
NO, I DON'T KNOW FOR CERTAIN
WHAT CAUSED IT TO BECOME LOSE.
OK.
WE WILL TAKE HERE IN THE BLACK
SHIRT.
REPORTER: HI MICHAEL WITH
NATIONAL GEOGRAPHIC.
THIS IS FOR MIKE.
FOLLOWING UP ON MICHAEL KAEL'S
COOLERRIER.
EARLIER IN THE WEEK, YOU GAVE AN
ASSESSMENT THERE WAS 1 IN 125
RISK OF LOSS OF ORION BASED ON
ALL FACE OF FLIGHT AND THE FOAM,
IN THE GIN CONDITION, DO YOU
HAVE UPDATED NUMBER?
IF SO, WHAT IS IT?
>> WE DON'T HAVE AN UPDATED
NUMBER.
WHAT I WOULD SAY IS THERE IS NO
INCREASE IN RISK.
THERE WAS, YOU KNOW, A DELTA
RISK ACCEPTANCE BECAUSE WE KNOW
WE HAD A CRACK.
WE HAVE A NONCONFORMANCE AT THE
INNER TANK PLAN FLANGE AREA.
WE KNOW ITS LOCATION.
WE KNOW THE SIZE.
THERE IS A SMALL LIKELIHOOD THAT
IT COULD BE LIBERATED DURING
LAUNCH FOLLOWING VERY SPECIFIC
TRAJECTORY AND HIT ONE SPECIFIC
LOCATION ON A BOOSTER, THAT
COULD CAUSE PROBLEM.
THE LIKELIHOOD OF THAT IS VERY
LOW.
UNI DIGS TO THAT, AS WE TALKED
TO THE ENGINE BLEED, THE THERMAL
CONDITIONING, IT REALLY COMES
DOWN TO THE KNACK WE HAVE NOT
DEMONSTRATED IT PREVIOUSLY.
WE HAVE A HIGH CONFIDENCE, THAT
WE CAN GET THROUGH THIS GIVEN
THE INDICATIONS THAT DR. BLEVINS
AND JOHN HONEYCUTT TALKED
EARLIER.
THE TEAM HAS MORE IN SIGHT GIVE
WHEREIN WE ARE.
WE HAVE TRAINED IT.
WE HAVE A MORE ROBUST PLAN THAT
WE HAD GOING INTO THE LAUNCH
ATTEMPT ON THE 29th.
IN TERMS OF WHAT THAT MANS TO 1
IN 125, YOU KNOW, DOES IT CHANGE
THAT NUMBER?
PROBABLY IF YOU GO WAY OUT IN
TERMS OF DECIMAL POINTS, BUT
THERE IS NO INCREASED RISK, BUT
WE DO TALK ABOUT THOSE TYPES OF
THINGS TO ENSURE THAT WE
UNDERSTAND WHAN WE ARE GETTING
OURSELVES INTO BEFORE WE COMMIT
THE VEHICLE TO PLIGHT.
>> NEXT WITH KENNETH THEN A FEW
MORE FROM THE PHONE.
REPORTER: HI, KEN.
CAN YOU CAN EXPLAIN A LITTLE BIT
MORE DETAIL WHAT WAS THE ISSUE
WITH THE VENT VALVE ON MONDAY?
HOW YOU ARE CONFIDENT IS NOT NOT
ISSUE GOING FORWARD?
>> SO WE DID NOT HAVE ISSUE WITH
THE VENT VALVE.
THE VENT VALVE IS IN THE SYSTEM
WHERE WE HAD THE LEAK.
SO THE VENT VALVE WAS INSIDE OF
THE INNER TANK.
IT GOES TO THE INNER TANK
STRUCTURE, THEN THERE IS AN
UMBILICAL THERE THAT VENTS OUT
TO THE GROUND SO THE TEAM SAW
THE LEAK THERE.
IT IS PROBABLY BETTER FOR
CHARLLY TO ANSWER, ANSWER THAT
ONE.
>> AND SO I THINK JOHN
DESCRIBED IT REALLY WELL SO THIS
IS PART OF THE HYDROGEN TANK
VENT SYSTEM, IT GUESS OUT THE
UMBILICAL ARM VERY SIMILAR TO
WHEN WE TALK ABOUT THE TSMU.
THERE IS A PLATE THERE THE LEAK
WE PICKED UP WAS IN THAT CAVITY.
WHAT WE BELIEVE HAPPENED IS AS
WE HAVE SEEN WITH QD'S OR QUICK
DISCONNECTED BEFORE.
WHEN YOU CHANGE THE ENVIRONMENT
ON THEM, VERY RAPIDLY, SOMETIMES
YOU WILL SEE SHIFT IN THE SEAL.
THAT IS ACTUALLY ONE OF THE
TROUBLESHOOTING STEPS THAT WE DO
WHEN WE SEE IT.
WHEN WE SEE LEAK IS WE'LL LET
THE QD WARM UP.
THEN, WE WILL ALLOW FLOW BACK
ACROSS IT TO SEE IF WE CAN GET
IT, GET IT TO SEAT.
SO WHAT HAD HAPPENED IN THE
SITUATION THAT WE SAW WITH THAT
IS WE HAD GONE ALL THE WAY
THROUGH THE LOADING.
EVERYTHING WAS FINE.
WE HAD NOMINAL PERFORMANCE IN
THAT QD CAVITY NO ISSUES AT ALL,
BUT WHEN WE GOT TO THE
TROUBLESHOOTING OF THE BLEED
ISSUE, WE, THAT QD WARMED UP.
WE HAD NOT HAD, WE HAD THE VENT
VALVE CLOSED SO YOU ARE NOT
VENTING THROUGH THAT AREA AND,
YOU GOT IT WARMED UP FOR QUITE
AMOUNT OF TIME THEN WHEN WE DID,
WHEN WE OPENED IT.
WE EXPOSED IT TO VERY RAPID
CHANGE IN ENVIRONMENT BUT
TEMPERATURE AND PRESSURE.
WE PICKED UP THE LEAK THERE.
THEN AS A MATTER OF COURSE AS
BENT THROUGH THE DRAIN
OPERATIONS A LITTLE BIT LATER.
YOU SAW THE QD CHILLED DOWN,
THEN YOU ACTUALLY SAW NOMINAL
THE LEAK SEALED ITSELF.
SO THAT IS WHY WE HELD
CONFIDENCE GOING INTO THE NEXT
TAPPING OPERATION AGAIN.
WE HAVE SEEN THIS IN THE PAST
WHERE WITH YOU HAD RAPID IN
TEMPERATURE AND PRESSURE.
SOMETIMES YOU WILL SEE THE
CHANGE IN THE SEAL.
THAT WAS WHAT WE BELIEVE CAUSED
THE ISSUE WE HAD ON THE LAUNCH
ATTEMPT ONE.
>> OK A FRU THE PHONE.
WE WILL GOL TO MARINA CORN WITH
THE ATLANTIC.
REPORTER: HI, I WAM THE
ATLANTIC.
A QUESTION FOR MIKE SARAFIN.
A FAU DAYS BEFORE, YOU SAID IF
YOU COULDN'T SUCCESSFULLY
DEMONSTRATE THE THERMAL
CONDITIONS, YOU WOULDN'T BE
LAWNING THAT DAY.
NOW YOU ARE CONFIDENT YOU WILL
BE ABLE TO DO THAT ON SATURDAY.
WHAT ELSE IS ON THE TABLE,
SOMETHING OF A SIMILAR MATURE
THAT YOU HAVE NOT TESTED YET
THAT YOU COULD SAY COULD BE
ANOTHER SHOW STOP SNEER THAT IS
A GOOD QUESTION.
CERTAINLY WE HAVE WHAT?
NEARLY 500 LAUNCH COMMIT CRY
YEAR TO.
489.
489 LAUNCH COMMIT CRY YEAR TO
ANY ONE OF WHICH, YOU KNOW,
AFFECTS OUR OVERALL RISK POSTURE
HEAD HOOD THE LAUNCH ATTEMPT SO
THIS WAS ONE PARTICULAR
SITUATION, THAT COMING OUT, THAT
THE ENGINE THERMAL CONDITIONING
WAS ONE PARTICULAR AND VERY
UNIQUE SITUATION, THAT WE
CARRIED OUT OF THE AGENCY FLIGHT
READINESS RISK REVIEW AS A KNOWN
FIRST-TIME DEMONSTRATION, IN THE
LAUNCH COUNTDOWN.
UNLIKE THE OTHER LAUNCH COMMIT
CRITERIA, WE JUST KNEW THIS WAS
SOMETHING THAT WE HAD TO DO SUCK
SUCCESSFULLY FOR THE FIRST TIME.
THE OTHER LAUNCH COMMIT CRY YEAR
TO, OBVIOUSLY, WE GOT MEET THOSE
OR WE GET TO ELEVATED RISK
ACCEPTANCE.
WE DO RESERVE THE RIGHT TO DO
THAT, BUT IT WOULD HAVE TO HAVE
ADEQUATE FLIGHT RATIONAL, SO YOU
KNOW, THINGS LIKE WEATHER AND A
WHOLE HOST OF OTHER CRITERIA ARE
PART OF OUR LAUNCH COMMIT, SO WE
WILL WAIT AND SEE WHAT THE
CONDITIONS ARE AND WE WILL GO
WHEN THE VEHICLE IS READY, AND
WE UNDERSTAND THE RISK POSTURE.
>> OK.
WE WILL TAKE ANOTHER FROM THE
PHONE.
WE WILL GO TO WIRED.
REPORTER: HI.
THANK YOU.
MY QUESTION WAS ANSWERED, BUT I
WILL ASK SOMETHING ELSE.
I GUESS THIS IS FOR MIKE.
I WAS CURIOUS, WILL THE VICE
PRESIDENT OR ANY CONGRESS
MEMBERRORS CELEBRITY GUESTS BE
IN ATTENDANCE ON SATURDAY?
>> OBVIOUSLY, ARTEMIS 1 AND THIS
INITIAL LAUNCH OF THE SPACE
LAUNCH SYSTEM ROCKET IN THE
ORION SPACECRAFT AROUND THE MOON
IS GATHERING AND GARNERING A LOT
OF ATTENTION, NATIONALLY AND
INTERNATIONALLY, WE WILL HAVE
VIP'S HERE.
I DON'T HAVE SPECIFICS ON WHO
THE VIP'S WOULD BE.
I WOULD BE SURPRISED IF THERE
WERE NOT CONGRESSIONAL
STAKEHOLDERS HERE.
>> OK.
WE COME BACK TO THE RAM HERE.
WE WILL GO HERE.
REPORTER: KRISTEN FISH WE'RE
CNN.
I GOT ONE MORE QUESTION ABOUT
THE PAD SENSOR.
THIS IS FOR ONE OF THE JOHNS.
WANT TO TRY SIMPLY FY IT A
LITTLE BIT.
GIVEN THAT YOU HAVE CONFIRMED
THIS IS A BAD SENSOR NOW.
IT IS PART OF THE PLAN -- IS
PART OF THE RISK POSTURE FOR
THIS SECOND LAUNCH ATTEMPT TO
SIMPLY IGNORE IT.
>> RHEA.
LET ME ANSWER THAT.
IT IS NOT A RISK POSTURE PER SAY
BECAUSE WHAT WE WE ALWAYS WANTED
TO DO IS CONFIRM WE COULD GET
LIQUID.
NOW WEAKON FIRMED THAT.
WE WERE NOTING TO USING THIS
INSTRUMENT FOR THAT PURPOSE ONCE
WE CONFIRMED IT AND NOW WE
CONFIRMED IT.
I WOULDN'T KNOW IF I WOULD CALL
THAT INCREASED RISK.
THE RISK REMAINS WE HAVE NOT GOT
TON THE FIRST LAUNCH OF THE
PROGRAM YET.
THAT WAS WHAT RISK IN IGNORING
THAT?
REPORTER: IS PART OF THE PLAN IS
ONE OF THE THINGS YOU ALL COULD
DO ON LAUNCH DAY IS TONIGHT THE
SENSOR, THE BAD SENSOR, JUST
IGNORE IT?
>> YES.
WE WILL.
REPORTER: THANK YOU.
>> YEAH.
>> OK.
THE NEXT ROW BACK.
REPORTER: CAN YOU IGNORE THE
OTHER THREE?
YOU HAVE THREE.
YOU HAVE ONE SENSOR PER ENGINE,
RIGHT?
>> YEAH.
THERE ARE THREE MORE SENSORS.
REPORTER: CAN YOUING NOR THE
FOURTH ONE?
>> WE USE THOSE.
WE WILL TRY TAKE A LOOK THAT.
WE HAVE OTHER WITNESSES.
WE KNOW THOSE WITNESSES WILL NOW
THAT WE HAVE DONE THIS TEST.
AND SO YOU KNOW, I WON'T SAY WE
ARE IGNORING THEM.
I WILL SAY WE HAVE WITNESSES.
WHAT CHARLIE IS DOING FOR THE
ENGINES USERLY IN THE COUNT.
WE WILL HAVE U.S. TIME TO VERIFY
WE GOT GOOD LIQUID IN THE
ENGINES REGARDLESS OF WHAT ANY
OF THOSE DO.
>> OK.
WE WILL TAKE A GROUP THE PHONE.
NEXT UP IS DAVID CUR WHETHER I
THE DISCOVERY CHANNEL.
>> THANK YOU VERY MUCH.
HONEYCUTT OR CHARLIE, WHAT ARE
YOUR TOLERANCES?
WHAT IS THE MARGIN?
I ASKED THIS AUM COV DAYS AGO
WHEN HYDROGEN IS COMING OUT.
WHAT TEMPERATURE IT SHOULD BE
AT?
WHAT SHOULD IT BE AT?
SARAFIN.
WE ARE THURSDAY AFTER A SCRUB
GOING TO THE NEXT LAUNCH, WHAT
DO YOU THINK?
HOW ARE YOU FEELING?
>> YOU KNOW, WHAT WE ARE LOOKING
FOR, ROUGHLY, WE ARE LOOKING FOR
SATURATION TEMPERATURE.
THAT IS A FUNCTION OF PRESSURE.
IT IS GROUND MINUS 420F AS YOU
MENTIONED.
I AM NOT SURE WHAT YOU ARE
ASKING ABOUT.
THERE IS MARGIN BETWEEN THAT.
THERE IS ROUGHLY 40 DEGREES
FAHRENHEIT ON WHAT WE NEED THE
BEARING TO BE WAN THE TIME WE
ARE USING WE WILL HAVE PLENTY OF
COLD FLUID THROUGH THAT.
SO MAUTLY, THIS PROCESS REALLY
ENSURES THERE IS VIRTUALLY NO
RISK THAT THE BEARING IS IN THE
RIGHT TEMPERATURE, SO I DON'T
KNOW HOW TO MEASURE THAT IN ANY
KIND OF QUANTITATIVE PARSNIP I
WOULD SUGGEST WE CAN VERIFY WE
CAN CHILL PROPERLY.
>> OK.
DAVID.
WHAT AM I THINKING?
WHAT I AM FEELING?
WE GOT SHOW UP.
WE GOT TO BE READY.
WE GOT SEIZE WHAT THE DAY
BRINGS.
YOU KNOW, WE GOT A WHOLE HOST OF
THINGS THAT COULD CAUSE US TO
KNOCK IT OFF ANY GIVEN DAY
WEATHER RANGE OR TECHNICAL.
THOSE ARE THE THREE BIG BACK
KETS.
WE TALKED ABOUT THE 300 LAUNCH.
HE THOSE ARE THE TECHNICAL
REASONS WE MAY NOT LAUNCH THAT
DAY.
WE HAVE GOT THE WEATHER
FORECAST.
IT IS FAVORABLE.
WE MIGHT FIND THAT A COMBINATION
OF TECHNICAL ISSUES OR SOMEBODY
BEING THROUGHOUT ON THE LAG
SHOULD BE OUT THERE FROM A
PUBLIC SAFETY STANDPOINT AND
JUST, YOU KNOW, A CLOUD CELL
COULD CAUSE US TO MISS THE
OPPORTUNITY.
THERE IS NO GUARANTEE THAT WE
ARE GOING TO GET OFF ON THE
THIRD, BUT WE ARE GOING TO SHOW
UP.
WE WILL TRY.
WE WILL GIVE IT OUR BEST.
>> WE WILL TAKE ANOTHER QUESTION
FROM THE PHONE AND THEN COME
BACK TO THE ROOM.
NEXT UP, TIM.
REPORTER: HI, THERE.
THIS IS TIM.
THANK YOU FOR TAKE MY QUESTION.
HOPE WE CAN GET A LAUNCH ON
SATURDAY.
I AM CURIOUS, CAN YOU TELL US A
LITTLE BIT MORE ABOUT THE
ECLIPSE VIOLATION?
I KNOW OBVIOUSLY THAT WAS NOT
ONE THAT WAS HOPED FOR A LAUNCH.
WHAT ARE THE RISKSCYTED WITH
THAT LATER ON IN THE FLIGHT AND
WHY ARE YOU ACCEPTING THEM NOW,
THANKS?
>> YEAH.
TIM, I WILL SAY THAT THE FINDING
OR THE ANALYSIS THAT WAS BROUGHT
FORWARD IN TODAY'S MISSION
MANAGEMENT MEET WITH AING WITH A
WAS RELATIVELY LATE.
NORMALLY THE TEAM PRIORITIZES
THE NORMAL MISSION PLAN FIRST
EMERGENCY THE MISSION YOU TIN TO
PLY.
THEY GO OFF AND THEY ANALYZE
THAT.
THEY DID THAT WORK.
THEN THEY START LOOKING AT ALL
THE WHAT IF CASES.
WHAT IF WE HAVE A PERFORMANCE
PROBLEM WHAT IF WE HAVE A
BATTERY ARRAY ROB?
THIS IS ONE OF THOSE WHAT IF
CASES.
IT CAME BACK AND IT SHOWED WE
HAD SIGNIFICANT POWER DEFICIT IF
WE HAD A PERFORMANCE PROBLEM,
AND WE EXPECT THE ROCKET TO
PERFORM FINE, WE HAVE LOOKED AT
THE MARGINS.
WE HAVE OVER 20,000 POUNDS OF
MARGIN TO OUR GUIDED CUT JUF AT
THE INSERTION ALTITUDE AND OVER
2,000 POUNDS AT THE POINT OF
TRANSLUNAR IN FEX, BUT THE POWER
DEFICIT SHOULD WE HAVE A
PERFORMANCE PROBLEM THROUGH THE
POINT OF TRANSLUNAR INJECTION
WAS TO THE POINT WHERE WE DID
NOT THINK WE COULD MANAGE IT ON
THE ORION SPACECRAFT SIDE JUST
DUE TO THE GEOMETRY BETWEEN THE
SUN, THE EARTH AND THE
SPACECRAFT AS IT WAS HEADED
OUTBOUND TOWARD THE MAN ON THE
OUTBOUND LAKE SO WE TOOK IT OFF
THE PLATE, WITH THAT SAID, IT
LIKESLY TO BE A MOOT POINT ONCE
WE TANK ON THE THIRD, THE FOURTH
IS OFF THE PLATE ANYWAY SIMFULLY
A COMMODITY STANDPOINT, SO IT
WAS JUST A PART OF OUR LOOK
AHEAD AND IT WAS, IT WAS AS I
SAID EARLIER THE RESULT OF A
WHAT IF CASE THAT CAME INFARELY
LATE.
>> OK.
WE WILL TAKE ONE FINAL QUESTION
HERE IN THE ROOM.
AND THEN, WE WILL GO AHEAD AND
WRAP UP.
ONE WEAL GO THOUGH SECOND ROWE
HERE.
WE'LL GO TO THE SECOND ROW HERE.
REPORTER: HI.
CHICAGO NOW.
THINK MY QUESTION WOULD BE POSED
TO CHARLIE.
TUESDAY'S BRIEFING BROUGHT UP
MEMORIES OF THE ICE TEAM AND THE
WORK THEY DID DURING THE FINAL
IN SPECSES OF THE TAB LOOKING AT
THINGS LIKE ABNORMAL ENGINE
TEMPERATURES THEN FOAM FALLING
OFF DUE TO CRACKS.