STATEMENT

OF

LIEUTENANT GENERAL JAMES A. ABRAHAMSON

ASSOCIATE ADMINISTRATOR FOR

SPACE FLI GHT

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

BEFORE THE

SUBCOMMITTEE ON SPACE SCIENCE AND APPLICATIONS

COMMITTEE ON SCIENCE AND TECHNOLOGY

HOUSE OF REPRESENTATIVES

MARCH 1 t 1983 Mr. Chairman and Members of the Subcommittee: I am pleased to appear before you to present NASA's Office of Space Flight's FY 1984 budget request. The primary responsibility of the Office of Space Flight (OSF) is to establish a fully operational cost effective National Space Transportation System as quickly as possible. To this end, we are requesting $3.498 billion in FY 1984 for Space Transportation Capability Development and Space Transportation Operations. There is little that I can add to the volumes that have been said and written about the Space Shuttle since its inaugural flight nearly two years ago, except to say that in nearly every aspect it has exceeded the hopes and expectations that anyone had for it. The men and women who worked for it with selfless dedication over the years to turn this idea into a reality earned the praise they have received. The members of this Committee through their support, encouragement and their patience through the problems which we went through are already members of this team which brought the Space Shuttle to fruition. Together, we have successfully completed the initial phase of this considerable venture. With this phase behind us, we must now focus our attention on the work to be done over the next several years to make this system fully operational. The past year marked not only the completion of the orbital flight tests and the initial operational flight, but also the delivery of the second flight orbiter, Challenger. The delivery of Challenger on schedule last summer was a major accomplishment for the government­ industry team. Crallenger is now on the launch pad being readied for its maiden flight. We completed a first flight readiness firing on the Challenger main propulsion system in December and found higher concentrations of gaseous hydrogen in the aft fuselage than we found on the flight readiness firing for the Columbia. A search for the source of the hydrogen, under the best conditions possib:~ without system teardown, did not yield conclusive results. We repeated the Challenger flight readiness firing o~ January 25 following installation of an extensive instrumentation set. This test validated very low levels of oxygen in the aft fuselage. The leak was found on engine number one which is being replaced with a flight spare engine. We should be able to proceed with a launch of STS-6 in March and to minimize our delays for subsequent flights. Additionally, we are developing operational tests and procedures to insure that future flights will not be subjected to this type of delay. Obviously, we shall not commit to flight until we are totally satisfied that Challenger is safe to fly. Despite this current problem, the the program is showing signs of rapidly maturing. We are seeing efficiencies in hardware production, mission preparations and operations, and program management across the board. The skill and dedication of the NASA team of contractors and government employees are evident in the delivery ahead of schedule of the first lightweight External Tank; the on-time delivery of Challenger; the progress made to date on the third orbiter, Discovery; and, the progress which is being made in the development of the additional performance of the Solid Rocket Booster, the Main Engine, and the many other program elements. I would like as well to point out the valuabl';l contributions of the Canadians in the development of the remote manipulator system, the European Space Agency in the Spacelab development, and the Department of Defense in the development of the Inertial Upper Stage. In the orbiter production program, we are proceeding with the manufacture of the third and fourth orbiter vehicles. Discovery is now well along in the installation of its thermal protection system and final onboard systems, and delivery on schedule in September of this year appears achievable. The fabrication of Atlantis is also proceeding well, toward its delivery in December 1984. Although this budget request does not include authorization of a fifth orbiter, we are requesting funds to procure additional structural assemblies and components for the orbiter fleet. This will ensure the long-term operational viability of the four-orbiter fleet by providing the capability to repair or replace structural components in the event of damage to those components. This action will also reduce the lead time for expansion or replacement of the four-orbiter fleet should optimistic estimates of demand materialize and other conditions dictate. The first lightweight External Tank (ET) was delivered ahead of schedule last September. The reduction in weight for this ET over the current tanks was 8,000 pounds--2,OOO pounds over the established goal. The changeover in structural tools from the heavyweight to the lightweight configuration was also completed successfully. Based on heating data obtained during the initial flights, we have been able to reduce the amount of thermal protection applied to the tanks. This change, coupled with improvements in the techniques for applying insulation to the surface of the tank and its components, will assist us in achieving the reduction in the number of manufacturing hours to build a tank that we had previously projected. We are also making a major effort to improve the production flow and tooling at the Michoud Assembly Facility to ensure that the required increases in production build rates can be reached. This has been a subject of considerable interest to you and the other NASA committees. At the request of Congress, a team from the National Research Council (National Academies of Science and Engineering) is working with NASA to validate what needs to be done in this area as well as others to meet the higher flight rates of the future. The Solid Rocket Boosters (SRB' s ) have performed to specifications on the ascent phase of each flight, although there has been more water impact damage than anticipated. The loss of the STS-4 boosters due to problems experienced with the parachute deployment was unfortunate and costly, but the problem was resolved in time for STS-5. We are continuing to work on changes to the SRB, and particularly to the aft skirt, that will reduce the water impact damage to a mi nimum I evel. Significant progress has been made in the development and readiness for flight of the new high performance motor this year. We anticipate a payload carrying capability increase of 2,000 pounds from this effort. As in the ET program, we are reviewing the future facility and equipment requirements for the SRB. We are particularly concerned with the question of refurbishment facilities, and how we can best meet the future needs for faster and more cost-effective refurbishment of reusable hardware. The Space Shuttle Main Engines (SSME) have set an excellent flight record, demonstrating the reuseability for which they were designed. Columbia's engines are now being disassembled and inspected. Afterward, they will be rebuilt to the full power level and returned to service. Difficulties have been encountered in the Full Power Level (FPL) development and certification testing requiring that we acquire one additional engine and sufficient long-lead hardware to replace engines and components lost in test incidents. We have accelerated the production schedules to meet orbiter delivery dates and provide one spare engine per orbiter, as planned. Flight operations of the Challenger will use the more powerful SSME full power level configuration engine rated at 104%. Three of the four certification cycles on this configuration have been completed and completion of the fourth cycle is expected this spring. Our ground test fleet ~eader for this configuration has now accumulated over 40 test firings with nearly 15,000 seconds of cumulative service (30 missions). The principal launch capability developments at the Kennedy Space Center (KSC) last year included the activation of the second orbiter processing facility bay and the second mobile launcher platform to allow processing two orbiters simultaneously. The second set of vehicle assembly building bays and a DOD-secure third firing room will be activated this fiscal year. Major strides have been made in strengtheniag management of launch and support operations at the KSC. An important step was the award of a Base Operations Contract (BOC) which is already demonstrating the benefits of consolidation of fourteen small individual contracts into a single integrated effort. The BOC which was awarded to EG&G, I~c. last November will streamline the launch support functions. It will provide a clear assignment of responsibilities and will reduce management interfaces.

A secon~ important step in both efficiency and in the concept of a single National Space Transportation System to meet all national requirements--civil, scientific and military--was the release of the Request for Proposals (RFP) for the Shuttle Processing Contract (SPC). This contract, like the BOC, will consolidate separate contractor operations and envisions a streamlined management operation as well. Both the BOC and the SPC are incentive type contracts to further motivate the contractors toward ever improving efficiency while maintaining the required high level of competance. The SPC will provide Shuttle processing at both Kennedy Space Center and at Vandenberg Air Force Base. The advantages we expect to gain by having the same contractor team process the Shuttle at both launch sites are improved reliabi~ity, safety, efficiency and operational scheduling. This SPC competition should be complete early this fall, and it represents an important contractual initiative. We have also undertaken additional initiatives incorporating incentive-type contracts in the manufacturing of both the External Tank and the Solid Rocket Booster. We believe all these steps are necessary to achieve the dramatically reduced cost-per-flight to which we are dedicated. In addi:ion to changes in contract structure, responsibilities and incentives, we are making changes in government overview of contractor activities and in the organization responsible for that overview. In aggregate, we believe that these changes will provide both the opportunity and the incentives to achieve minimum cost per launch--consistent with safe and timely operations. The pas: year has been particularly active for the joint USA/European Space Agency (ESA) Spacelab Program. Major milestones were net as the program activities moves steadily toward ~he first flight in September 1983. In early February 1982, an ESA pallet was used to carry the scientific experiments on the third Shuttle Test Flight (OSS-l). In August 1982, ESA delivered the second flight unit and one set of ground support equipment. In December 1982, the first crew transfer tunnel was delivered to KSC. The tunnel is the first major piece of U.S. developed equipment delivered for use during the first Spacelab flight. At the end of 1982, the complete first flight configuration, including both the U.S. and the international experiments, was being readied for integrated testing. Upper stage requirements and continuing use of Expendable Launch Vehicles (ELV) have been under scrutiny as the Space Transportation System (STS) grows. The Centaur Upper Stage Program has been reinitiated, and a Memorandum of Understanding was signed with the Department of Defense (DOD) last November by which NASA and the DOD will equally share the design, development, test and evaluation (DDT&E) costs. We have already begun orbiter and launch facility modifications to accommodate Centaur missions. NASA's requirements for the Inertial Upper Stage (IUS) have decreased from six to four as a result of changes in the Tracking and Data Relay Satellite (TDRS) program. The Delta ELV production and launch program has been impacted severely by customers' decisions to opt for Shuttle availability or to use Ariane. These decisions have resulted in a serious ELV funding problem in FY 1983 for which we have requested a reprogramming action in order to accomplish adjusted program plans. Further, we have decided to reduce the number of Delta vehicles being procured and phase down government procurement of the Del ta and other ELV' s as soon as practical. We wi 11, however, continue Delta launch operations until 1986 to meet the needs of the firm users. There is a need for an upper stage to meet weight requirem1ents which fall between the Payload Assist Modules (PAM) which are now available and the Centaur. Phase B studies were being prepared by NASA for a Transfer Orbit System (TOS) to meet this need. However, we have received a proposal for private sector development of this system. We are delaying further activity on the funded study pending thorough evaluation of this proposal.

The near future holds great promises as we bring OUT Challenger into operation and modify the Columbia for the initial Spacelab mission. During the next year, we will use higher performance main engines and solid rocket boosters, provide around-the-clock flight crew operations, conduct our first night launch and landing, perform extravehicular activity, and launch the first dedicated DOD mission. By the end of 1983, five commercial payloads and two NASA tracking and data relay satellites will have been deployed by the Space Transportation System, and thirty-seven crew members will have made flights aboard the Space Shuttle. We are also paying particular attention to prospective commercial customers who may wish to launch payloads aboard the Space Shuttle. We revised our policy for payload specialists which will broaden the opportunity for Shuttle customers to designate payload specialists to fly when the customer deems it necessary. The final details of this policy are being worked and will, upon completion, be published in the Federal Register. The program progress, changes and redirections I have discussed are not without funding adjustments. Mr. Chairman, we have attempted to work closely with your Committee as decisions needed to be made, and we are grateful for both your understanding and strong support. We previously informed this Committee that we were negotiating a revision to the NASA/DOD MOA on Reimbursements for Shuttle missions. We have now mutually agreed to a revision. The major revisions cover: 1) The reimbursement DOD will pay for a standard launch, 2) The definition of standard versus optional services and 3) Mission flexibility to meet DOD operational requirements. The DOD will pay $16.0 million (75$) for a dedicated mission through FY 85 and 29.8 million (75$) for missions in the FY 1985-88 time frame. DOD and NASA will trade services which can be accomplished by the organic manning at each site. Services beyond organic capability will be provided at additive costs. NASA will also receive the important assurance of predictable revenue. Finally, NASA assures DOD of maximum performance flexibility to meet national security requirements .

.FY 1984 Budget Request With respect to the FY 1984 Budget Request, the total budget authority requested for Space Transportation Research and Development activities is $3,498.0 million. Within the $3,498.0 million overall request, an amount of $1,927.4 million is requested for Space Transportation Capability Development, which includes Shuttle Production, Upper Stages, Spacelab, Engineering and Technical Base, Payload Operations and Support Equipment, the Tethered Satellite System development, and Advanced Programs. For Space Transportation Operations, which includes Shuttle Operations and Expendable Launch Vehicle activities, $1,570.6 million i5 being requested.

Sl?ace Transportati on Capab ili ty Development Orbiter We are requesting $729.6 million in FY 1984 for the Orbiter Program, a decrease of $174.8 million from the current FY 1983 estimate. These funds will be used primarily to maintain the current production schedule, modifications for the Centaur Upper Stage, systems integration activities and the ·procurement and fabrication of spares. Modifications for the Centaur Upper Stage are in design with a Critical Design Review scheduled for late 1983. Modification kits for two orbiters should be completed in early 1985. Systems integration activities include loads analyses, performance margins assessments, post-flight performance and anomaly analyses, turnaround time reduction, contingency abort analyses and Vandenberg systems integration. Fabrication of spares, which I mentioned earlier, will include all major structural assemblies, selected structural parts and components. The extent of this assembly will vary. For example, the main fuselage work will be completed up to the point of readiness for installation of the TPS, plumbing, wire harnesses and major electrical, propulsion and hydraulic components. Spares that may be needed quickly in the event of an incident, such as damaged control surfaces, will be completely finished. Launch and Mission Support The principal launch capability developments at KSC last year included the activation of the second orbiter processing facility bay and the second mobile launcher platform to allow processing two orbiters simultaneously. The second set of vehicle assembly building bays and a DOD-secure third firing room will be activated this fiscal year. The FY 1984 funding request of $245.5 million primarily supports the development of these launch processing capabilities at the East Coast launch site and the mission preparations, training, and operations capabilities at the Johnson Space Center (JSC). At the launch site, the key activities to be continued during this period will be: the activation of the second launch pad, the modifications of both :aunch pads, and two MLP's to support the servicin!; and launch of Shuttle vehicles with Centaur Upper Stages for the back-to-back planetary missions in May 1986. The related budget request for Construction of Facilities also includes funds for: the third MLP, modifications to the Spacecraft Assembly and Encapsulation Faci1itYt SAEF-2, and the cargo hazardous servicing facility. Equipment for these facilities, the horizontal cargo integration test equipment, and multi-use mission support equipment will be procured with FY 1984 capability development funding. The FY 1984 funding request will also support the procurement and modification of a third Gulfstream II for use as a Shuttle Training Aircraft (STA), fabrication of the Manned Maneuvering Units, space suits and other training and simulation needs. The third STA is necessary to insure non-interruption of essential crew training. Also the funds requested provide for the reconfiguration of the Mission Control Center (MCC) at the JSC to meet the STS operational schedules. Propulsion Systems For FY 1984, we are requesting $472.2 million to continue production and capability development activities for the SRB, ET, and the SSME. Under this budget, spare hardware is provisioned, overhauled and repaired; crew equipment hardware is acquired and maintained; and, the base support for the liquid hydrogen plant is furnished. Orbiter, main engine, and crew equipment spares are procured based on calculations involving flight rates, mean-time between failure, maintenance schedules, operational hours, turnarowld time and lead time to procure spares. The development of a Filament Wound Case (FWC) to provide additional Shuttle performance was initiated in May 1982. Hercules, lnc., and Votaw Precision Tool, Inc., in a joint venture were selected to be the subcontractors to Thiokol (the prim€~ contractor) for the FWC design, development, test and delivery of six flight motor cases. These cases will provide a polar launch capability increase of approximately 5,500 pounds. The first full scale test motor will be delivered and test fired in FY 84. The first flight use of FWC motors is expected early in FY 86. In FY 1984, a marked increased in ET production is expected. The delivery rate and flight rate will be ten and nine units, respectively. By the end of the year, at least 16 tanks will be in manufacturing flow. Facility and tooling buildup will continue. We will also continue our efforts to reduce cost production costs. Meeting required production rates and buildup to the higher capability for future years will be given major emphasis. We are now initiating a critical SSME Flight Confidence Program in which we are repeatedly testing the certification engines to demonstrate their long term reusability. This program is structured to assure that the accumulated operating time in ground test engines always exceeds the flight engine usage by at least a factor of two. The program should uncover any inherent time related weakness in the engines, not revealed in certification or development testing, well in advance of any similar flight problems. We can then make the necessary fixes or other program adjustments to avoid impacts on the flight program. This testing will establish a firm basis for our engine flight maintenance schedules and provide a near term verification of our engine logistics planning. Chan~-.!md Systems Upgrading The budget request for changes and systems upgrading of $52.7 million in FY 1984 will provide funding for potential changes and systems modifications as well as for unanticipated new requirements not covered in the budget estimates for the activities outlined above.

Upper Stc~ The STS Upper Stages are required to carry Shuttle­ launched payloads to orbits not attainable by the Shuttle alone. The Upper Stage Program is comprised of Inertial Upper Stage (IUS), the Centaur and the Payload Assist Module (PAM). We are requesting $143.2 million for the Upper Stages Program. The NASA part of the NASA/DOD IUS Program IUS budget has been revised substantially to reflect the reduction in the planned number of near-term TDRSS launches. We are continuing our support of the Air Force in the completion of IUS development and production on a schedule consistent with the TDRSS launch requirements. No NASA requirements have been identified for the IUS beyond the TDRSS. NASA and DOD have entered into a joint development program of a derivative of the Centaur Stage designated Centaur­ G. The Centaur-G will accommodate a forty foot long payload of approximately 10,000 pounds and be capable of placing it into geosynchronous orbit from the orbiter and will be used to launch the Venus Radar Mapper if approved by Congress. A longer versison of the Centaur-G, G Prime, is being developed by NASA for launch of the Galileo and ISPM spacecraft in May 1986. The funds being requested for FY 1984 are required to continue development of Centaur-G and G Prime and the procurement of two Centaur G-Prime vehicles to sUPpolt the Galileo and ISPM missions. Fabrication of test hardware is underway as well as procurement of avionics, electrical and mechanical subsystems. These efforts will continue through 1983 and 1984 with completion of the structural test vehicle planned for June 1984. Structural load tests should continue through September 1984. As I previously noted, both the orbiters and launch site facilities will have to be modified to launch the Centaur Stage. The key modifications will be to Orbiters 099 and 104, Pads A and B at Complex 39 and MLP~1 and MLP-2. PAM's are being developed commercially, hut NASA monitors the development and production. Eight PAM's have been flown successfully atop Delta launch vehicles, and two were successfully launched on STS-5. Spacelab For FY 1984, we are requesting $119.6 million in Spacelab development and operations. The first all-up Spacelab Mission (SL-l), with its manned module and single pallet, is scheduled for launch at the end of September 1983; in FY 1984, we will be doing post-flight systems checkout and data review to verify systems performance and make any necessary changes. The requested funding will also be used to make preparations for the second verification flight of Spacelab which will test the pallet-only configuration (no manned laboratory module) and will be the first flight of the ESA-developed Instrument Pointing System. Prior to SL-2, the first operational Spacelab mission, SL-3, will be flown. It will be another flight of a manned module. This mission is scheduled for launch in early 1985. Delivery of the second Spacelab module and the second igloo will also take place in FY 1984. Engineering and Technical Base Requested funding of $93.1 million in FY 1984 for the Engineering and Technical Base provides the minimal (core) capability to sustain an engineering and development base to support STS systems at JSC, KSC, MSFC and NSTL. It also provides necessary equipment and supplies and to perform al ternati ve design, testing, and analyses in high technology areas of design and development. This core capability provides for a five day, one shift operation at designated institutional research and development facilities at the designated OSF installations. The budget estimates for other NASA programs includes funding for the additional support. Payload OEerations and Support Equipment The Payload Operations and Support Equipment Program provides payload services which are required over and above standard Shuttle services. Payload operations provides unique hardware analysis and launch site services to support STS missions. Payload support equipment provides for development and acquisition of reuseable ground support equipment. The funding being requested for FY 1984 is needed to continue payload operations. The FY 1984 funding request of $53.2 million is required to continue support of these functions: The NASA portion of the mission costs for the retrieval and repair of the Solar Maximum Mission Spacecraft (jointly funded by the DOD), Galileo, ISPM, TDRSS, Space Telescope and Spacelabs 2 and 3. The funding will also support operations and maintenance of the Payload Operations Control Center (POCe). Satellite servicing has always been planned as an important feature of the STS. Toward that end, we are now planning to perform an experimental demonstration of the refueling process in the Space Shuttle Bay, perhaps as soon as STS-1l. In this demonstration, an astronaut will fuel a simulated satellite through the same valves that were used to fuel it on the ground. This is a first step in developing orbital servicing as an option for future satellites. Advanced Programs During FY 1983, the Advanced Programs efforts are focused on system and subsystem studies and advanced development for the :ontinued definition of free-flying and tethered space platforms to operate with the Shuttle as well as for potential use with a Space Station; the investigation of systems, tools, and techniques for placement, retrieval, and maintenance/repairs of spacecraft; the definition of advanced transportation vehicle concepts including orbital transfer vehicles and Shuttle-derived vehicles; and the initial mission analyses and planning for a Space Station. In FY 1984, we are requesting $15 million for Advanced Programs to provide continued efforts on a variety of preliminary concept studies and advanced development of some key items. It also allows for continued efforts on Space Station analysis with the primary focus being the initiation of in-house system definition activity and some advanced development work. This is a result of the activities carried out during FY 1983. Major systems options under preliminary concept study fall into three categories: platforms and facilities in both low-Earth orbit ane geosynchronous orbit, orbital services such as satellite servicing, and advanced transportation. Included in the budget request is $3.3 million for initiation of development on the Tethered Satellite System (TSS), a cooperative effort with the Italian Government. This program will develop and flight test a deploying system far tethering a payload to distances of 100 km below or above the orbiter, and a scientific experiment package to utilize this capability. Italy will develop the satellite for accommodating the experiments. SPACE TRANSPORTATION OPERATIONS Space Transportation Operations provides the standard operational support services for both of the primary U.S. space launch systems: the Space Shuttle and the expendable launch vehicles. Within STS operations, ET and SRB flight hardware is produced; operational spare hardware is provisioned, overhauled and repaired; and the manpower, ptopellants, and other materials are furnished to conduct and support both launch and landing operations. The Space Transportation Operations program provides for the launch of NASA, DOD, other U.S. Government, domestic commercial and international missions .. Our FY 1984 budget request for Space Transportation Operations is $1,570.6 million which represents an increase of 8% or $116.9 million over the current FY 1983 estimate. Shuttle Operations. Shuttle Operations has three principal areas: flight operations, flight hardware and launch and landing operataions. The FY 1984 funding request for flight operations is primarily for manpower to sustain the maintenance and operation of the onboard avionics software and mission control system, the maintenance and operations of the aircraft and simulators for flight crew training, the analysis and generation of mission planning, the conduct and control of the STS misssions, and the training of the flight controllers at the JSC. The funding request also covers manpower for the integration engineering required to coordinate all flight elements and to assure systems safety and integrity, the planning to assure compatibility and verification of payload interfaces, the support of crew operations and training programs, and program support at JSC and NASA Headquarters. Also included in the request are funds for the operation and maintenance of the Shuttle Avionics Integration Laboratory (SAIL), which is utilized to test and verify the ongoing operations software and hardware modifications. Within the flight hardware line, operational spare hardware is provisioned, overhauled and repaired and the propellants and other materials are furnished to conduct and support both launch and landing operations. Orbiter and flight spares and crew equipment spares are based on calculations involving flight rates, maintenance schedules" operational hours, turnaround time and lead time to procure spares. The FY 1984 funding request for launch and landing operations is for manpower to process and integrate the Orbiter, ET, SRB and the SSME into the proper launch configuration preparatory to each flight and process and prepare the payloads into the orbiter vehicle. Support manpower is· also included to conduct the SRB retrieval operations, configuration control, transportation, logistics, inventory control and program support at KSC. Procurement and maintenance of replacement ground support equipment (GSE) and spares used in the conduct of ground operation is also included. In addition, propellants for base support and launch operations--excluding the SRB propellants--are procured under this category. Landing support at Dryden and for contingency landing sites is included in addition to that furnished for Kennedy Space Center l