. User ID:Jaina Wheeler Recipient:DSE) Subject:Ship checkup, System updates, Cooperation .
Good day!
Bristol Constructions has recently acquired a Colossus-class transport. It's quite the ship! Our first ship of that kind of size. It's not come out of the usual shipyards and a lot of the systems are Rheinland ones. Do you have the capabilities to give it a once over and update some of the systems to libertonian ones?
On another note. We worked together on the New York scrap fields in the past. Now we've heard that you built a new installation. We could support you there for further salvaging experience. Though our latest endeavours lead us more out into Rheinland, Liberty is still my home.
SUBJECT: Ship checkup, System updates, Cooperation TO: Jaina Wheeler
New York, Liberty Space
Greetings,
My name is Jess Doe, I am the CEO of Deep Space Engineering. I do not believe we have met as of yet; however I have heard many good things about you and your company.
In regards to your recent acquisition of the Colossus-class transport we have the capabilities to assist in this request. Baltimore Shipyard currently has space to attend to this, and the crew are well experienced in assessing vessels and upgrading systems as required. Please let me know once this has been brought to Baltimore Shipyard, and I will ensure work is started without delay.
I have been told of your assistance in the New York scrap fields. We are currently constructing an installation to continue our efforts in salvaging premium scrap. We have completed the second stage of construction, and we are currently awaiting the green-light to progress to the third stage. You are welcome to make use of this facility in joint efforts with Deep Space Engineering, however I will request that you take care as it is still deemed a construction site. I am also aware of your business in Rheinland, and we are thankful to have Bristol Constructions taking on the responsibility of assisting in the cleanup of the aftermath of the war. We would be more than willing to provide any assistance you may require from us in regards to this.
. User ID:Jaina Wheeler Recipient:DSE) Subject:Ship checkup, System updates, Cooperation .
Good day!
that's great news! I'll have the ship move straight to Baltimore. In regards to your crew being experienced in this... last time it worked very well when I sent people to you for training.
Would a repetition of this be possible? The ship is not like our Serenity fleet where we are well used to the quirks of the design and we even build replacement parts ourselves.
I would put the ship in your service for a time with our crew. So you will be able to utilise another large vessel while we can learn from your experience.
That will also help working together on clearing the scrap fields. It is a real pleasure that you assist our endeavours in Bering and we'll gladly assist you in New York and elsewhere in Liberty.
Please let me know if you agree to this exchange and I'll let the ship's crew know!
SUBJECT: Ship checkup, System updates, Cooperation TO: Jaina Wheeler
New York, Liberty Space
Greetings,
I have a mechanical crew on standby, awaiting your arrival. This can absolutely be a repeat process; We have the capabilities to be able to do this, and we would take pleasure in being able to help a friend in the process.
I have a flight crew returning from a task in a few days, the time it will take to upgrade the ship will allow for a few days leave before they return to work. While they will remain employed by Deep Space Engineering, they will follow your command. This means you are welcome to bring them to Rheinland to continue work down there. I am sure there will be no issues - however I will require your assurance that the crew will be looked after, specifically in regards to:
Each duty period must begin with at least 10 hours off-duty.
Crew may work no more than 60 hours on-duty over seven consecutive days or 70 hours over eight days. And they need to maintain logs for all flight time.
Crew may be on duty for up to 14 hours following 10 hours off duty, but they are limited to 11 hours of flight time - loading and unloading, refueling, waiting for orders, and any time in the office or on station while on duty are not counted as flight time, but are part of the 14 hours.
Crew must take a mandatory 30-minute break before their eighth hour of coming on duty, two mandatory breaks of 15 minutes are also required. These count towards their 14 hours.
Fatigue is the biggest killer, and we take our staffs safety seriously. If you are in agreement with the above, there is no reason we wont have your ship ready by the end of the week (assuming there is no backlog or wait times for any required parts).
. User ID:Jaina Wheeler Recipient:DSE) Subject:Ship checkup, System updates, Cooperation .
Good day!
The South Louisiana arrived at Baltimore Shipyard. And I'm ready to authorize payment for the checkup.
And I of course agree with the requirements for working with your crew. We have similar rules in place for our own so this won't even cause any confusion.
We're ready for working together more closely. Thank you.
SUBJECT: Ship checkup, System updates, Cooperation TO: Jaina Wheeler
New York, Liberty Space
Greetings,
Perfect, as I said I didn't believe there would be a problem - but it always pays to check, as I am sure you understand.
Payment of 20,000,00 Sc can be sent to DSE)Stock.Market . This will cover the cost of the initial checks, and unless there are unexpected costs, it should also cover the cost of the systems upgrades.
Once payment has been received, we will begin work. I will be sure to provide you with a report as soon as one is available and we will keep you updated with the progress as I am sure you will be eager to be able to use this vessel.
SUBJECT: Ship checkup, System updates, Cooperation TO: Jaina Wheeler
New York, Liberty Space
Greetings,
My name is Charlotte, I am the Engineer in charge of the team tending to your ship. I have attached a copy of the report for you to review. The initial assessment appears to have come back with no problems, all general maintenance requirements have now been met. We are now beginning work on updating the systems.
This report is unclassified, however it may contain references to classified information and technologies. You may be required to verify your security clearance before reading this document. If you do not have necessary clearance, but require use this report, please consult your line manager for permission.
MAINTENANCE LOG Forward Fuselage
The forward fuselage consists of the upper and lower fuselage sections. It supports the forward RCS module, and nose cap. The lead ballast in the nose cap and on the Xo = 293 bulkhead provides weight and center-of-gravity control. The nose cap accommodates 1,350 pounds of ballast, and the Xo = 293 bulkhead accommodates a maximum of 1,971 pounds. The forward fuselage carries the basic body bending loads (loads that have a tendency to change the radius of a curvature of the body). The forward fuselage is covered with reusable insulation, except for the windows. The nose cap is also a reusable thermal protection system constructed of reinforced carbon-carbon with thermal barriers at the nose cap-structure interface. The forward RCS module is constructed of conventional 2024 aluminum alloy skin-stringer panels and frames. The panels are composed of single-curvature, stretch-formed skins with riveted stringers. The frames are riveted to the skin-stringer panels. The forward RCS module is secured to the forward fuselage nose section and forward bulkhead of the forward fuselage with 16 fasteners, which permit the installation and removal of the module. The components of the forward RCS are mounted and attached to the module, which has a reusable thermal protection cover, in addition to thermal barriers installed around it and the RCS jet interfaces and the interface-attachment area to the forward fuselage.
ADDITIONAL NOTE: All systems have been checked and are operating as expected.
Structural integrity of the forward components of this vessel are deemed to be adequate.
Crew Compartment
The four-level crew compartment is constructed of 2219 aluminum alloy plate with integral stiffening stringers and internal framing welded together to create a pressure tight vessel. The compartment has a side hatch for normal ingress and egress, and a hatch into the airlock from the middeck. The side hatch can be jettisoned. Redundant pressure window panes are provided in the six forward windshields, the two overhead viewing windows, the two aft viewing windows, and the side hatch windows. Approximately 300 penetrations in the pressure shell are sealed with plates and fittings. A large removable panel in the aft bulkhead provides access to the interior of the crew compartment during initial fabrication and assembly. The compartment supports the ECLSS, avionics, GNC equipment, inertial measurement units, displays and controls, star trackers, and crew accommodations for sleeping, waste management, seats, and galley. An additional bar, spa pool, and sauna has been added for staff entertainment.
ADDITIONAL NOTE:The crew compartment is pressurized to 14.7 ±0.2 psia and is maintained at an 80-percent nitrogen and 20-percent oxygen composition by the ECLSS, which provides a shirt-sleeve environment for the flight crew. The crew compartment is designed for 16 psia. The crew compartment’s volume with the airlock in the payload bay is 2,553 cubic feet.
Crew Compartment Windows
The orbiter windows provide visibility for entry, landing, and on-orbit operations. For atmospheric flight, the flight crew needs forward, left, and right viewing areas. On-orbit mission phases require visibility for rendezvous, docking, and payload-handling operations. The windows located at the forward flight deck commander and pilot stations provide forward, left, and right viewing. The two overhead windows and two payload-viewing windows at the aft station location on the flight deck provide rendezvous, docking, and payload viewing. The platform-shaped forward windows are the thickest pieces of glass ever produced in the optical quality for see-through viewing. Each consists of three individual panes. The innermost pane, which is 0.625 of an inch thick, is constructed of tempered aluminosilicate glass to withstand the crew compartment pressure. Aluminosilicate glass is a low-expansion glass that can be tempered to provide maximum mechanical strength. The exterior of this pane, called a pressure pane, is coated with a red reflector coating to reflect the infrared (heat portion) rays while transmitting the visible spectrum.
ADDITIONAL NOTES: No damage to any glass panes.
Pressure test successful.
The inner and outer panes have been coated with a high-efficiency, anti-reflection coating to improve visible light transmission. These windows withstand a proof pressure of 8,600 psi at 240° F and 0.017 relative humidity. The outer pane is made of the same material as the center pane and is 0.625 of an inch thick. The exterior is uncoated, but the interior is coated with high efficiency, anti-reflection coating. The outer surface withstands approximately 800° F.
Cargo structure
The cargo structure interfaces with the forward fuselage. It supports the cargo pods, tiedown fittings, and various orbiter system components. The cargo structure is primarily an aluminum alloy structure. The cargo structure skins are integrally machined by numerical control. The four cargo pod bays have aluminum honeycomb based panels. They also numerically control machined but have vertical stiffeners. The cargo structure is stabilized by 12 mainframe assemblies. The assemblies consist of vertical side elements and horizontal elements. The side elements are machined; the horizontal elements are boron/aluminum tubes with bonded titanium end fittings. In the upper portion of the cargo structure are the sill and door longerons. The machined sill longerons not only make up the primary body-bending elements, but also take the longitudinal loads from payloads in the cargo pod bays. The sill longeron also provides the base support for the payload bay manipulator arm (is installed) and its stowage provisions, the Kuband rendezvous antenna, the antenna base support and its stowage provisions, and the payload bay door actuation system.
ADDITIONAL NOTES:Because of additional detailed analysis of actual flight data concerning descent stress thermal gradient loads, torsional straps were added to the lower cargo structure stringers in bays 1 through 11. The torsional straps tie all stringers together similarly to a box section, which eliminates rotational (torsional) capabilities to provide positive margins of safety. Also, because of additional detailed analysis of actual flight data during descent, room temperature vulcanizing silicone rubber material was bonded to the lower cargo structure to act as a heat sink and distribute temperatures evenly across the bottom of the cargo structure, which reduces thermal gradients and ensures positive margins of safety.
Orbiter Passive Thermal Control:
A passive thermal control system helps maintain the temperature of the orbiter spacecraft, systems, and components within their temperature limits. This system uses available orbiter heat sources and sinks supplemented by insulation blankets, thermal coatings, and thermal isolation methods. Heaters are provided on components and systems in areas where passive thermal control techniques are not adequate. (The heaters are described under the various systems.) The insulation blankets are of two basic types: fibrous bulk and multi-layer. The bulk blankets are fibrous materials with a density of 2 pounds per cubic foot and a sewn cover of reinforced acrylic film Kapton. The cover material has 13,500 holes per square foot for venting. Acrylic film tape is used for cutouts, patching, and reinforcements. Tufts throughout the blankets minimize billowing during venting. The multi-layer blankets are constructed of alternate layers of perforated acrylic film Kapton reflectors and Dacron net separators.
ADDITIONAL NOTES: N/A
Thermal Protection System
The thermal protection system (TPS) consists of various materials applied externally to the outer structural skin of the orbiter to maintain the skin within acceptable temperatures, primarily during the entry phase of the mission. The orbiter’s outer structural skin is constructed primarily of aluminum and graphite epoxy. During entry, the TPS materials protect the orbiter outer skin from temperatures above 350° F. In addition, they are reusable for 100 missions with refurbishment and maintenance. These materials perform in temperature ranges from minus 250° F in the cold soak of space to entry temperatures that reach nearly 3,000° F. The TPS also sustains the forces induced by deflections of the orbiter airframe as it responds to the various external environments. Because the TPS is installed on the outside of the orbiter skin, it establishes the aerodynamics over the vehicle in addition to acting as the heat sink. Orbiter interior temperatures also are controlled by internal insulation, heaters, and purging techniques in the various phases of the mission. The TPS is a passive system consisting of materials selected for stability at high temperatures and weight efficiency. These materials are as follows:
Reinforced carbon-carbon (RCC)
Black high-temperature reusable surface insulation (HRSI) tiles
Black tiles called fibrous refractory composite insulation (FRCI)
Select any AOA I TGT (3-12) to set AOA flag,
but do not load until OPS 3
* If Delayed AOA (AOA after Direct Insertion OMS 2 burn): √MCC
SITE
TIG
C1
C2
Ht
θt
PRPLT
KSC
16401
-0.6575
65.8
69
NOR
15748
-0.6313
65.8
82
If no MCC uplink, ALL target data MUST be manually entered in OPS 3 RCS
COMPLETION and Recovery Prebank pages use
‘w/OMS 1’
Post burn expect reduced time of free fall (TFF)
* MNVR TO DEORBIT BURN ATTITUDE
*
B
F6,F8
√ADI ATT (two) – INRTL
[indent] √ERR (two) – 5
√RATE (two) – 5
C
MNVR – ITEM 27 EXEC (*)
(√ADI ATT with CRT BURN ATT)
* AOA DEORBIT BURN (2 ENG)
*
√MM302
√OMS BOTH
Enter TGO + 5 sec
√TRIM: P +0.4, LY -5.7, RY +5.7
L,R OMS
He PRESS/VAP ISOL A (two) – GPC
B
(two) – OP
*
:00 Start watch (√Pc, ΔVTOT, ENG VLVs)
*
*
*
*
*
*
*
* TEST SUCCESS
*
*
*
*
TEST COMPLETED BY: Repairs and Maintenance Supervisor - Charlotte Frank
REPORT COMPLETED BY: Repairs and Maintenance Supervisor - Charlotte Frank
Sincerely,
Repairs and Maintenance Supervisor Charlotte Frank
SUBJECT: Ship checkup, System updates, Cooperation TO: Jaina Wheeler
New York, Liberty Space
Greetings,
Please do call me Charlotte, I am not one for the formalities of Ms or whatever. The reports are more for your record, so you can be sure you know what has been done - a maintenance record, if you wish. I can assure you, your ship is perfectly safe. We have found no issues, it is very structurally sound - And on that note, please do remember, as a friend of Deep Space Engineering's, you will be looked after by us here at Baltimore.
I have attached a copy of the updates undertaken for you to review. Your colossus is ready for you to collect at your leisure. If you have any questions regarding any of the updates, please feel free to contact me directly.
This report is unclassified, however it may contain references to classified information and technologies. You may be required to verify your security clearance before reading this document. If you do not have necessary clearance, but require use this report, please consult your line manager for permission.
UPDATE LOGS
REDUNDANCY:
The systems designed by Deep Space Engineering are required to cover critical functionality, availability and safety to meet key performance requirements. There are four redundant Flight Control Modules (FCM) within the two Vehicle Management Computers (VMC), these are expected to surpass the reliability requirements and ensure availability as Colossus faces stresses of day to day space travel. The redundant FCMs are necessary to provide sufficient allowances to ensure the crew is not waiting for computers to reboot when critical events such as thruster and pyro firings should be occurring. The FCMs are also useful in providing a high integrity platform to house software applications, and have sufficient processing power to perform command and control of the colossus without negatively impacting central processing unit utilization margins.
The Colossus' On-board Data Network (ODN) uses Time Triggered Gigabit Ethernet (TT-GbE) to provide data transfer within the ship. This is a triple redundant network capable of moving data at a rate 1,000 times faster than systems previous used on the ship. This technology is built upon a reliable commercial data bus that has been hardened to be resilient to space radiation and proven many times within Deep Space Engineering. This will interface directly to the ODN via standard Ethernet. The redundant nature of the ODN
In the unlikely event that something goes wrong with the primary flight computers on the colossus, a dissimilar processing platform with dissimilar flight software is hosted on the Vision Processing Unit (VPU). The VPU provides a hot backup function to the redundant FCMs during critical phases of flight. This capability will also be utilized by the crew aboard the Colossus should emergencies arise in space. This colossus now employs a wireless communication system to interface with cameras used to monitor critical events and crew activities. This system is capable of sending commands and receiving telemetry from end systems and is connected to a utility network that interfaces with the ODN. With the use of portable tablets and Deep Space Engineering's wireless communication system, the crew has flexibility to be in any area of the Colossus and have insight into the critical systems of the ship while having the ability to act on any urgent caution, warning or emergency alerts.
Deep Space Engineering believes these are required for any space operations, as a sudden breakdown could lead to catastrophic consequences. To ensure continuity three units work in parallel with two active and one standby to take over if one fails. A fourth computer is kept as spare that is used as soon as one of the computers in active duty has problems.
COMMUNICATIONS:
Major changes introduced by the Deep Space Engineering upgrade of the Colossus include the replacement of the Rheinland-built radio communications system with a Unified Command Telemetry System, ending the necessity for reliance on Rheinland for the production of antennas, feeders and communication electronics. Furthermore, the new telemetry and command system provided by Deep Space Engineering is capable of relaying telemetry to the ground and receive relayed commands during the portion of its flight path outside of Liberty Space.
Another communications upgrade completed with the Colossus-class transport is the implementation of a Proximity Communications Link to enable relative navigation as an additional source of navigation data outside of Rheinland space. The Colossus is outfitted with receivers for accurate time determination, state vector calculation and orbit determination – allowing a more accurate targeting of burns, even by the spacecraft itself, no longer relying on radar tracking that is no only inaccurate but also only possible in a limited number of locations.
The Colossus also hosts an improved camera system and uses digital video transmission to deliver a better image quality to allow for use of the video & data overlay for remote-controlled operation of the spacecraft if needed. The improvements made to the flight control system, on-board software and communications systems will also permit the switch from analog to digital video transmission for improved video quality during proximity operations.
MEMORY MODULES
After years of operations, Deep Space Engineering has noticed that most of the failures of memory modules on one of the printed circuit boards of the computers. Each time, a failed computer was removed, returned for repairs and then re-launched, it caused unnecessary downtime and costs for vessels. It soon became clear that this approach was not sustainable due to the lack of available parts. Following extensive technical discussions and testing Deep Space Engineering has created a new circuit board, with the same form and function but built using modern and available components. This has been fitted into the colossus. All is now confirmed to be working properly, with great satisfaction to the personnel at Deep Space Engineering. This solution requires less costly downtime as only the boards need to be swapped instead of the whole units – the repair time is now reduced from a matter of months to a few days.
DISPLAY AND CONTROLS
The Colossus' Display and Control equipment is the crew interface to Deep Space Engineering's systems. The Displays and Controls consist of three Display Units, seven Switch Interface Panels, two Rotational Hand Controllers, two Translational Hand Controllers, and two Cursor Control Devices. The Switch Panels and Hand Controllers hardware interfaces through serial interfaces to the Power and Data Units (PDUs) and then via the ODN to either FCMs within the or the VMC for processing. The Display Units (DUs) utilize a variety of Formats to provide data to the crew for awareness and action when necessary. Everything has been translated into Libertonian-English for ease of use.
The colossus' Display and Controls are designed for an intensive amount of crew interaction both in nominal and off-nominal scenarios. The Display Format Software enables an improved streamlined addition of access via the Display Engine. The formats will be displayed on DUs, a display within the habitat, or the supplemental wireless tablet. The Display Formats allow the crew to interact with the display and provide insight into the health and status of the systems. Electronic Procedures have been developed for the colossus to allow direct interaction with the Display enabling reduced workload on the crew. The Electronic Procedures efficiently step the crew through planned tasks and reduce crew workload by highlighting various telemetry on the Display. Additionally, the Electronic Procedures have built in links to the on-board Caution & Warning System which alert the crew when on-board faults and anomalies occur. The Electronic Procedures link provides the ability for the crew to bring up Electronic Procedures which communicate the urgent actions the crew need to take in order to address the Caution & Warning condition. This same methodology will be employed to allow the crew more time for performing missions by minimizing maintenance and sustainment tasks on the colossus. Utilizing a DCM within the habitat and similar display technology allows for seamless integration with the displays and familiarity for the crew for operations.
POWER
The colossus' power system is capable of generating and supplying more power than is required for its operations and surplus power can be shared to supplement crew survival equipment. Because the colossus' power margins are a critical resource, there are also supplementation's to the colossus' power with the solar panels. The four colossus solar arrays generate about 11kW of power and spread 62 feet when extended. The colossus' batteries use small cell packaging technology to ensure crew safety when providing 120V power to the many systems on the colossus. Power is transferred between the solar arrays and batteries and to the end item loads via the Power and Data Units (PDU). This technology is leveraged to ensure a safe environment while the crew is on-board the colossus as well. The power system is designed to support hardware that needs to be operational at all times.
LIFE SUPPORT
These systems have been designed to maintain a comfortable environment for the crew-members for both short-sleeve cabin operations as well as suited operations under a variety of challenging external environments. It now maintains a fully controlled cabin atmosphere and living environment. Additionally, it is robustly designed to sustain critical functions for returning the crew safely home after a failure or catastrophic event, such as a toxic contamination or fire event or a breach in the pressurized cabin vessel. While the Colossus is designed for a reference mission of 21 days, the capabilities may be extended further when augmented with additional consumables and minimal equipment to sustain the larger volume. Combined with a flexible layout configuration that utilizes standardized interfaces on the colossus, this approach allows for the streamlined implementation of an affordable and timely initial capability that anticipates growth on the ship as it transitions to a self-sufficient capability. Deep Space Engineering's Air Revitalization System (ARS) is responsible for providing adequate ventilation for the crew, maintaining carbon dioxide, humidity, and trace contaminant concentrations at comfortable and safe levels, and maintaining the temperature at the desired crew selected set-point. It includes two different types of fan packages, each redundant, that are optimized over a range of operating points.
Multiple heat exchanges remove heat from the air and transfer it to the Thermal Control System (TCS). A regenerative system continuously removes carbon dioxide and humidity, while a high efficiency particulate filtration system removes dust, fungi, and microbes from the air. Air monitoring ensures critical gases are within safe parameters and a suite of emergency equipment protects against fire and toxic contamination vents. The system accommodates for both low (sleep) and highly active (exercise) periods for the full crew compliment. As such, many of these components are already sized to handle the crew as-is or may be minimally duplicated to accommodate the extended volume and mission requirements. The colossus' TCS consists of both an active coolant network and passive heaters and insulation to protect the internal thermal environment from the extreme external temperatures and to collect and reject heat from internal components. The TCS is sized for a high heat load capacity and utilizes both radiators and a regenerative Phase Change Material (PCM) heat exchange to accommodate peaks of high thermal loads without relying on the use of expendable consumables. By leveraging Colossus' capabilities and initially minimizing the internal components, the TCS can be simplified to primarily passive thermal control while scarring for an active coolant network.
The colossus' Potable Water System (PWS) is a simple system of a pressurized storage tank water supply that is distributed to the crew for drinking and food rehydration via a water dispenser. The water dispenser is designed to be compact and modular, which allows for the option to upgrade with an adapter kit to interface it with water storage bags. This offers mass and volume savings of water storage tanks, pressure tanks, and avoids the duplication of a water dispenser.
The colossus' Waste Management System (WMS) features a full commode suitable for short to mid-length duration missions, offering both privacy and comfortable means for the crew to use the bathroom. It employs a small urine tank that is vented to space and replaceable canisters for solid waste storage. By utilizing the colossus' WMS, the crew only need to provide the additional consumable materials for the extended mission duration while saving valuable mass and habitable volume.
Select any AOA I TGT (3-12) to set AOA flag,
but do not load until OPS 3
* If Delayed AOA (AOA after Direct Insertion OMS 2 burn): √MCC
SITE
TIG
C1
C2
Ht
θt
PRPLT
KSC
16401
-0.6575
65.8
69
NOR
15748
-0.6313
65.8
82
If no MCC uplink, ALL target data MUST be manually entered in OPS 3 RCS
COMPLETION and Recovery Prebank pages use
‘w/OMS 1’
Post burn expect reduced time of free fall (TFF)
* MNVR TO DEORBIT BURN ATTITUDE
*
B
F6,F8
√ADI ATT (two) – INRTL
[indent] √ERR (two) – 5
√RATE (two) – 5
C
MNVR – ITEM 27 EXEC (*)
(√ADI ATT with CRT BURN ATT)
* AOA DEORBIT BURN (2 ENG)
*
√MM302
√OMS BOTH
Enter TGO + 5 sec
√TRIM: P +0.4, LY -5.7, RY +5.7
L,R OMS
He PRESS/VAP ISOL A (two) – GPC
B
(two) – OP
*
:00 Start watch (√Pc, ΔVTOT, ENG VLVs)
*
*
*
*
*
*
*
* TEST SUCCESS
*
*
*
*
TEST COMPLETED BY: Repairs and Maintenance Supervisor - Charlotte Frank
UPDATE COMPLETED BY: Repairs and Maintenance Supervisor - Charlotte Frank
Sincerely,
Repairs and Maintenance Supervisor Charlotte Frank