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is fair to say that late outputs from flight software reflect late outputs from flight design, MAST, or Recon. The delivery of the final flight software load was generally on time or early. 

The workstations described are selected representative samples of the overall reconfiguration process milestone history. These samples, combined with the following training analysis, adequately depict the process status since STS-5. 

(e) Training 

The standalone training data (fig. 1, sec. VC) identify a clear trend downward in 1985 in the amount of available training for each flight relative to the desired 77-day baseline. Figure 10 shows the forecast trend for 1986 as it was know in January 1986. (This chart represent the actual forecast slips as they were know in January.) This forecast clearly shows a serious problem in time available for the crew training. The only options for recovery were to compress crew training or slip the launches. 

(f) As-Flown History

In November 1985, the Schedules and Flow Management Office within MOD began closely tracking and documenting all problems and directives which affected the reconfiguration process schedules. In the period from November to the time of the the accident, 89 problems/directives were encountered. Of those, 41 were induced by the program as flight manifest changes, late/incorrect inputs from the customer, or other directives such as the late nosewheel steering software change. Of the remainder, 36 were internally induced through such things as manual data entry errors. The other 12 were the result of problems with the reconfiguration tools - not delivered according to the understood requirements, for example. 

4. Workload Assessment of MOD Personnel Who Influence the Quality of Real-Time Support 

The data source is the Manpower Utilization Records (MUR) data system used for resource management within MOD. The MUR data consist of a compilation of the time allocated by each employee to each assigned task. The MUR identifies, for example, the flight which is being worked on, whether the work is flight specific, and the type of task, such as real-time flight support in the Mission Control Center. 

a. Approach

The approach used in performing an assessment of the workload was to compile the data over the last 2 years (1984 and 1985) and build plots which might show trends. The plots which were developed were composites of the entire work force (i.e., no distinction was made 

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