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NOVEMBER 2008

CONTENTS

Section

Page

STS-126 MISSION OVERVIEW................................................................................................

TIMELINE OVERVIEW ..............................................................................................................

MISSION PROFILE................................................................................................................... 13

MISSION PRIORITIES ............................................................................................................. 15

MISSION PERSONNEL .............................................................................................................

STS-126 ENDEAVOUR CREW ..................................................................................................

PAYLOAD OVERVIEW ..............................................................................................................

MULTI-PURPOSE LOGISTICS MODULE ................................................................................................. 29

RENDEZVOUS AND DOCKING ..................................................................................................

UNDOCKING, SEPARATION AND DEPARTURE .......................................................................................

ENVIRONMENTAL CONTROL AND LIFE SUPPORT SYSTEM (ECLSS) .......................................

SOLAR ALPHA ROTARY JOINT (SARJ).....................................................................................

SPACEWALKS ......................................................................................................................... 55

EXPERIMENTS ......................................................................................................................... 63

DETAILED TEST OBJECTIVES ............................................................................................................... 63

SHORT-DURATION U.S. INTEGRATED RESEARCH TO BE COMPLETED DURING STS-126/ULF2 .............

ADVANCED RESISTIVE EXERCISE DEVICE ..............................................................................

SHUTTLE REFERENCE DATA ....................................................................................................

CONTENTS

ii CONTENTS

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R 20

Section

Page

LAUNCH AND LANDING ...........................................................................................................

LAUNCH ............................................................................................................................................... 95

ABORT-TO-ORBIT ................................................................................................................................ 95

TRANSATLANTIC ABORT LANDING ...................................................................................................... 95

RETURN-TO-LAUNCH-SITE................................................................................................................... 95

ABORT ONCE AROUND ......................................................................................................................... 95

LANDING ............................................................................................................................................. 95

ACRONYMS AND ABBREVIATIONS ......................................................................................... 97

MEDIA ASSISTANCE ............................................................................................................... 109

PUBLIC AFFAIRS CONTACTS .................................................................................................. 111

NOVEMBER 2008

MISSION OVERVIEW

STS-126 MISSION OVERVIEW

The STS-126 crew members take a break during a training session at NASA’s Johnson Space Center.

From the left are astronauts Heidemarie Stefanyshyn-Piper, Shane Kimbrough, both mission

specialists; Eric Boe, pilot; Chris Ferguson, commander; Steve Bowen, Sandra Magnus and

Donald Pettit, all mission specialists.

When the fourth space shuttle mission of the
year is complete, the International Space Station
will have all of the key systems needed to turn
what is now a three-bedroom, one-bathroom
home for three into a five-bedroom, two-bath
residence for six.

Space shuttle Endeavour, commanded by
veteran space flier Navy Capt. Chris Ferguson,
47, is scheduled to launch at 7:55 p.m. EST on
Nov. 14 and arrive at the space station two days
later. The shuttle and station crews will
collaborate on the delivery of key life support

MISSION OVERVIEW

NOVEMBER 2008

Astronauts Sandra Magnus (foreground), Expedition 18/19 flight engineer;

Shane Kimbrough and Heidemarie Stefanyshyn-Piper, both STS-126 mission specialists,

give a “thumbs-up” signal during a training session in one of the full-scale trainers

in the Space Vehicle Mockup Facility at Johnson Space Center.

and habitability systems that will enable long-
term, self-sustaining station operations after the
shuttle fleet is retired.

The crew will conduct four spacewalks to
service and lubricate the complex’s two Solar
Alpha Rotary Joints (SARJ) that allow the

station’s photovoltaic cells to revolve like
paddlewheels and point at the sun. The
starboard SARJ has had limited use since
September 2007. The spacewalkers also will
install a new nitrogen tank, a global positioning
system, antenna, and a camera on the station’s
Integrated Truss Assembly.

NOVEMBER 2008

MISSION OVERVIEW

This graphic depicts the location of the STS-126 payload hardware.

The shuttle will deliver a new flight engineer,
Sandra Magnus, 44, to join the Expedition 18
crew, and return Flight Engineer
Greg Chamitoff (SHAM-eh-tawf), 45, to Earth.
Air Force Col. Eric A. Boe, 44, will serve as
Endeavour’s pilot. The mission specialists are
Navy Capt. Steve Bowen, 44; Army Lt. Col.
Shane Kimbrough (KIM-bro), 41; Navy Capt.
Heidemarie Stefanyshyn-Piper (stef-uh-NIH-
shun PIE-pur), 45; Donald Pettit, 53; and
Magnus. STS-126 will be the second spaceflight
for Ferguson and Piper, who flew together on
STS-115 in September 2006, and for Pettit, who
spent six months aboard the station in
2002-2003.

Endeavour will carry an Italian-built reusable
logistics module named Leonardo, which will
deliver 14,416 pounds of supplies and
equipment, including an advanced resistive
exercise device, a second toilet, a galley, two
sleep stations and a water-recycling plumbing
system that will be integrated into the station’s
regenerative life support system. Leonardo will
return to Earth aboard Endeavour at the
conclusion of STS-126, bringing home an
estimated 3,441 pounds of equipment and
scientific samples from station research.

A few hours after Endeavour’s docking on the
third day of the flight, Magnus and Chamitoff

MISSION OVERVIEW

NOVEMBER 2008

will exchange custom-made Russian Soyuz
spacecraft seat liners. With that exchange,
Magnus will become a part of the Expedition 18
space station crew, and Chamitoff will become
part of Endeavour’s crew.

Magnus will join Expedition Commander and
Air Force Col. E. Michael Fincke and Flight
Engineer Cosmonaut Yury Lonchakov, a
colonel in the Russian Air Force, who were
launched to the complex in the Soyuz TMA-13
spacecraft on Oct. 12 from the Baikonur
Cosmodrome in Kazakhstan. In the spring,
Magnus will return to Earth on shuttle mission
STS-119, while Fincke and Lonchakov will
return in the Soyuz.

After launch, Endeavour’s thermal protection
heat shield will be inspected, using the
standard procedures. However, once
Endeavour is docked to the station and the
Multipurpose Logistics Module is installed at
its Harmony common berthing port, any
focused inspections of the shuttle’s starboard
wing would require a hand-off of the Orbiter
Boom Sensor System (OBSS) from the shuttle’s
robotic arm to the station’s arm. The OBSS uses
laser devices and cameras to map the shuttle’s
wings and nose cap.

Ferguson will be at Endeavour’s aft flight deck
controls on the third day as the shuttle
approaches the station for docking. Flying just
600 feet below the complex, Endeavour will
execute a slow rotational back flip maneuver,
presenting its belly and other areas of its heat
protective tiles to station residents Fincke and
Chamitoff, who will use digital cameras
equipped with 400 and 800 millimeter lenses to
acquire detailed imagery.

Endeavour is scheduled to dock to the forward
docking port at the end of the station’s
Harmony module at 4:56 p.m. EST Nov. 16.
About two hours later, hatches will be opened
between the two spacecraft to allow the

10 crew members to greet one another for the
start of nine days of joint operations.

Following a standard safety briefing by station
Commander Fincke, the crews will exchange
Magnus for Chamitoff as the new station crew
member, prepare for the next day’s spacewalk,
and activate a Station-to-Shuttle Power Transfer
System to provide additional electricity for the
longer operation of shuttle systems.

The night before the first spacewalk, Piper and
Bowen will move into the Quest airlock for the
overnight “campout.” The “campout” helps to
purge nitrogen from their bloodstreams,
preventing decompression sickness once they
move out into the vacuum of space.  Piper, who
conducted two spacewalks on STS-115, will be
designated EV 1, or extravehicular crew
member 1.  She will wear the suit bearing the
solid red stripes for the spacewalks that will be
conducted on flight days 5, 7 and 9. Bowen will
be performing his first spacewalks as
extravehicular crew member 2 and will wear
the solid white suit on flight days 5, 9 and 11.
Kimbrough will serve as extravehicular crew
member 3 and will wear the suit with broken
red and white stripes on flight days 7 and 11.
The spacewalkers will repeat the “campout”
preparations the nights before the second, third
and fourth spacewalks.

NOVEMBER 2008

MISSION OVERVIEW

Astronaut Steve Bowen, STS-126 mission specialist, participates in an Extravehicular Mobility

Unit (EMU) spacesuit fit check in the Space Station Airlock Test Article (SSATA) in the Crew

Systems Laboratory at NASA’s Johnson Space Center. Astronaut Shane Kimbrough, mission

specialist, assisted Bowen.

On the fifth day of the flight, Piper and Bowen
will begin the first spacewalk by replacing a
depleted nitrogen tank and a device used to
help coolant flow along the truss, the backbone
of the station. They will get help from Pettit
and Magnus, who will operate the station’s
robotic arm, plucking the new tank and Flex
Hose Rotary Coupler (FHRC) from
Endeavour’s Lightweight Mission Peculiar
Equipment Support Structure Carrier (LMC)
and positioning them for the spacewalkers.
Piper and Bowen will remove the old units and
secure them for return to Earth. Piper and
Bowen also will remove covers from the front

of the Japanese Kibo (in English, “Hope”)
module to prepare for the installation of the
module’s exposed facility during the STS-127
mission in 2009. The pair also will begin
inspecting, cleaning and lubricating the
starboard SARJ race ring and replacing 11 of its
12 trundle bearings. One trundle bearing was
replaced on STS-124 in June. The bearings will
be returned to Earth for inspection and
additional failure analysis.

On flight day seven, Piper and Kimbrough will
relocate two Crew Equipment Translation Aid
(CETA) carts, setting the stage for the

relocation of External Stowage Platform 3. The
spacewalkers also will lubricate the end
effector, or hand, on the one end of Canadarm2,
the station’s robotic arm. There are two such
Latching End Effectors, one on each end of the
arm, which allow it to move about the station
and maneuver equipment for assembly and
maintenance. Piper and Kimbrough will wrap
up the spacewalk with additional lubrication
and trundle bearing replacement on the
starboard SARJ.

On flight day nine, Piper and Bowen will
devote their entire spacewalk to additional
cleaning, lubricating and replacement of
starboard SARJ trundle bearings.

The final spacewalk of the mission is scheduled
for flight day 11. Bowen and Kimbrough will
team up to remove a multi-layer insulation
blanket from Kibo. Kimbrough then will move
to the opposite end of the station’s truss to
lubricate the port SARJ. Bowen will install a
protective cover on Kibo’s berthing mechanism,
where its External Facility Berthing Mechanism
will be connected. Bowen also will install a
handrail and a Global Positioning System
antenna on Kibo’s logistics module and a new
television camera on the truss. Kimbrough will
replace insulation on several cooling loops on
the port truss. At the end of the spacewalk,
both will perform any get-ahead tasks time will
allow.

On flight day 12, the crew will complete the
transfer of equipment and supplies from
Leonardo and the space shuttle’s middeck to
the station. They then will button up Leonardo
for its move back to Endeavour’s payload bay
on the following day and transfer spacewalk
equipment and two spacesuits back to
Endeavour.

MISSION OVERVIEW

NOVEMBER 2008

On flight day 13, Endeavour’s crew will take
half the day off while the expedition crews
continue handover discussions.

Endeavour is scheduled to undock from the
station at 10:31 a.m. EST on Thanksgiving Day,
flight day 14. Boe, flying the shuttle from the
aft flight deck, will guide the orbiter on a fly
around of the complex so the crew can capture
detailed imagery of the station’s configuration.
Once Endeavour’s maneuvering jets are fired to
separate it from the station, Boe, Pettit and
Kimbrough will take turns manipulating the
shuttle’s robotic arm and the OBSS to conduct a
“late” inspection of the shuttle’s heat shield, a
final opportunity to confirm Endeavour’s
readiness to return to Earth.

On flight day 15, Ferguson, Boe and Pettit also
will conduct the traditional checkout of the
orbiter’s flight control surfaces and steering jets
in preparation for landing the next day. The
shuttle crew will stow equipment and supplies
that were used during the mission, berth the
OBSS onto the right-hand sill of the payload
bay, and shut down the shuttle’s robotic arm
systems for the remainder of the mission. The
entire crew will conduct a review of landing
procedures.

Boe and Kimbrough will spring-deploy a small
satellite, the Picosat Solar Cell (PSSC)
Experiment, from the shuttle cargo bay after
undocking from the station. The 5-by-10-inch
satellite, a Department of Defense Space Test
Program experiment sponsored by the Air
Force Research Laboratory and The Aerospace
Corp., will test two types of new solar cells in
the harsh space environment. The performance
of the solar cells and their degradation over
time will be recorded and used to determine
their flight worthiness.

TIMELINE OVERVIEW

NOVEMBER 2008

TIMELINE OVERVIEW

Flight Day 1

•

Launch

•

Payload Bay Door Opening

•

Ku-Band Antenna Deployment

•

Shuttle Robotic Arm Activation

•

Umbilical Well and Handheld External
Tank Photo Downlink

Flight Day 2

•

Endeavour Thermal Protection System
Survey with Shuttle Robotic Arm/Orbiter
Boom Sensor System (OBSS)

•

Extravehicular Mobility Unit Checkout

•

Centerline Camera Installation

•

Orbiter Docking System Ring Extension

•

Orbital Maneuvering System Pod Survey

•

Rendezvous Tools Checkout

Flight Day 3

•

Rendezvous with the International Space
Station

•

Rendezvous Pitch Maneuver Photography
by the Expedition 18 Crew

•

Docking to Harmony/Pressurized Mating
Adapter-2

•

Hatch Opening and Welcoming

•

Magnus and Chamitoff Exchange Soyuz
Seatliners; Magnus Joins Expedition 18,
Chamitoff Joins the STS-126 Crew

•

OBSS Handoff from Canadarm2 to Shuttle
Robotic Arm

Flight Day 4

•

Canadarm2 Grapple and Unberthing of
Leonardo Multi-Purpose Logistics Module
(MPLM) from Endeavour’s cargo bay

•

Installation of Leonardo MPLM onto Nadir
Port of Harmony/Node 2

•

Shuttle/ISS Transfers

•

Leonardo MPLM Ingress

•

EVA 1 Procedure Review

•

EVA 1 Campout by Piper and Bowen

Flight Day 5

•

EVA Preparations

•

EVA 1 by Piper and Bowen (Nitrogen Tank
Assembly replacement, assorted station
assembly tasks, start of cleaning and
lubrication of starboard Solar Alpha Rotary
Joint)

•

Shuttle/ISS Transfers

10 TIMELINE

OVERVIEW

NOVEMBER

2008

Flight Day 6

•

Start of Installation of New Environmental
Systems and Crew Habitability Equipment
for Six-Person Crew

•

Shuttle Robotic Arm/OBSS Focused
Inspection of Endeavour’s Thermal
Protection System, if Required

•

Shuttle/ISS Transfers

•

EVA 2 Procedure Review

•

EVA 2 Campout by Piper and Kimbrough

Flight Day 7

•

EVA Preparations

•

EVA 2 by Piper and Kimbrough (Crew and
Equipment Translation Aid (CETA) Cart
Relocation, lubrication of Canadarm2 end
effector, continuation of cleaning and
lubrication of starboard Solar Alpha Rotary
Joint)

•

GPS Antenna Assembly

•

Shuttle/ISS Transfers

Flight Day 8

•

Kibo Experiment Facility Berthing
Mechanism Checkout

•

Camera System Assembly

•

Joint Crew News Conference

•

Crew Off Duty Time

•

Shuttle/ISS Transfers

•

EVA 3 Procedure Review

•

EVA 3 Campout by Piper and Bowen

Flight Day 9

•

EVA Preparations

•

EVA 3 by Piper and Bowen (continuation of
cleaning and lubrication of starboard Solar
Alpha Rotary Joint)

•

Shuttle/ISS Transfers

Flight Day 10

•

Crew Off Duty Period

•

Shuttle/ISS Transfers

•

EVA 4 Procedure Review

•

EVA 4 Campout by Bowen and Kimbrough

Flight Day 11

•

EVA Preparations

•

EVA 4 by Bowen and Kimbrough (Thermal
cover removal from Kibo module,
lubrication of port Solar Alpha Rotary Joint,
installation of GPS antenna on Kibo,
thermal cover removal from P3 truss,
installation of camera system on truss)

•

Shuttle/ISS Transfers

Flight Day 12

•

Final Shuttle/ISS Transfers

•

Leonardo MPLM Egress and
Depressurization

•

Canadarm2 Removal of Leonardo MPLM
from Harmony/Node 2 and Berthing in
Endeavour’s Cargo Bay

NOVEMBER 2008

TIMELINE OVERVIEW

Flight Day 13

•

Crew Off Duty Time

•

Rendezvous Tool Checkout

•

Final Farewells and Hatch Closure

•

Centerline Camera Installation

Flight Day 14

•

Undocking

•

Flyaround of the International Space Station

•

Final Separation

•

OBSS Late Inspection of Endeavour’s
Thermal Protection System

Flight Day 15

•

Flight Control System Checkout

•

Reaction Control System Hot-Fire Test

•

Picosat Deployment

•

Cabin Stowage

•

Chamitoff’s Recumbent Seat Set Up

•

Crew Deorbit Briefing

•

Ku-Band Antenna Stowage

Flight Day 16

•

Deorbit Preparations

•

Payload Bay Door Closing

•

Deorbit Burn

•

NASA’s Kennedy Space Center Landing

NOVEMBER 2008

MISSION PROFILE

CREW

Commander:

Chris

Ferguson

Pilot:

Eric

Boe

Mission Specialist 1:

Donald

Pettit

Mission Specialist 2:

Steve

Bowen

Mission Specialist 3:

Heidemarie

Stefanyshyn-Piper

Mission Specialist 4:

Shane

Kimbrough

Mission Specialist 5:

Sandra Magnus (up)

Mission Specialist 6:

Greg Chamitoff (down)

LAUNCH

Orbiter:

Endeavour (OV-105)

Launch Site:

Kennedy Space Center
Launch Pad 39A

Launch Date:

Nov. 14, 2008

Launch Time:

7:55 p.m. EST (Preferred
In-Plane launch time for
11/14)

Launch Window:

5 minutes

Altitude:

122 Nautical Miles
(140.4 miles) Orbital
Insertion; 190 nautical
miles (218.6 miles) ISS
rendezvous altitude

Inclination:

51.6 Degrees

Duration:

14 Days 18 Hours
5 Minutes

VEHICLE DATA

Shuttle Liftoff Weight:

4,523,132

pounds

Orbiter/Payload Liftoff Weight:

266,894

pounds

Orbiter/Payload Landing Weight:

223,422

pounds

Software Version:

OI-33

Space Shuttle Main Engines:

SSME 1:

2047

SSME 2:

2052

SSME 3:

2054

External Tank:

ET-129

SRB Set:

BI-136

RSRM Set:

104

SHUTTLE ABORTS

Abort Landing Sites

RTLS:

Kennedy Space Center Shuttle
Landing Facility

TAL:

Primary – Zaragoza

AOA:

Primary – Kennedy Space Center

LANDING

Landing Date:

Nov. 29, 2008

Landing Time:

2 p.m. EST

Primary landing Site:

Kennedy Space Center
Shuttle Landing Facility

PAYLOADS

27th station flight (ULF2), Multi-Purpose
Logistics Module (MPLM)

NOVEMBER 2008

MISSION PRIORITIES

1. Dock Endeavour to Pressurized Mating

Adapter-2 and perform mandatory safety
briefing for all crew members

2. Rotate Expedition 17/18 Flight Engineer and

NASA Science Officer Greg Chamitoff with
Expedition 18 Flight Engineer and NASA
Science Officer Sandra Magnus

3. Berth, activate and check out Multi-Purpose

Logistics Module (MPLM) Leonardo using
the space station’s robotic arm

4. Perform MPLM Passive Common Berthing

Mechanism (PCBM) sealing surface
inspection

5. Transfer mandatory quantities of water

from Endeavour to the International Space
Station

6. Transfer critical items per Utilization

Logistics Flight-2 transfer priority list

7. Return MPLM to the shuttle cargo bay

8. Transfer and install space station MPLM

items/racks to the space station:

−

Water Recovery System (WRS) 1 to
Destiny laboratory, WRS 2 to Destiny
laboratory, Waste and Hygiene
Compartment (WHC) to Destiny
laboratory

−

Relocate cycle ergometer with vibration
isolation and stabilization (CEVIS) using
the CEVIS relocation adaptation bracket
hardware to accommodate the
installation of the WHC

−

Expedite the Processing of Experiments
to Space Station rack No. 6 (includes
galley) to Destiny laboratory

−

Zero-gravity Stowage Rack (ZSR) to
Columbus laboratory

−

Crew quarters to Harmony module

−

Advanced Resistive Exercise Device to
space station temp stow

−

Crew Health Care System 2 (ZSR) to
Kibo laboratory

−

Combustion Integration Rack Passive
Rack Isolation System to Destiny
laboratory

−

ZSR to Kibo laboratory

9. Transfer flex hose rotary coupler from the

Lightweight Multi-Purpose Experiment
Support Structure Carrier (LMC) to the
External Stowage Platform (ESP) 3

10. Return empty nitrogen tank assembly flight

support equipment from the ESP 3 to the
LMC

11. Relocate two Crew and Equipment

Translation Aid (CETA) carts from
starboard-starboard to port-port

12. Perform starboard Solar Alpha Rotary Joint

(SARJ) activities

13. Perform minimum crew handover of

12 hours per rotating crew member
(including crew safety handover)

14. Transfer additional cargo items

MISSION PRIORITIES

NOVEMBER 2008

15. Install and return respiratory support packs

and radiation area monitors

16. Perform space station daily payload status

checks as required

17. Perform assembly and activation of six-

person crew system hardware

18. Remove WRS launch restraint and install

Orbital Replacement Unit

19. Perform space station payload research

operations tasks, sortie experiment activities
and short-duration bioastronautics
investigations

20. Deploy pico-satellite solar cell experiment

21. Transfer and install Harmony resupply

stowage to MPLM for return

22. Perform external facility berthing

mechanism activities

23. Install/remove Antimicrobial Applicator

(AmiA) in the Japanese Experiment Module

24. Remove failed Columbus return fan

assembly for return

NOVEMBER 2008

MISSION PERSONNEL

KEY CONSOLE POSITIONS FOR STS-126 (ENDEAVOUR)

Flt.

Director CAPCOM PAO

Ascent

Bryan Lunney

Alan Poindexter
Greg (Box) Johnson
(Weather)

Kelly Humphries

Orbit 1 (Lead)

Mike Sarafin

Steve Robinson

Kelly Humphries
(Lead)

Orbit 2

Tony Ceccacci
(FD 1-12)
Paul Dye
(FD 13-EOM)

Jim Dutton

Brandi Dean

Planning

Paul Dye
(FD 1-3)
Kwatsi Alibaruho

Shannon Lucid

John Ira Petty

(FD 4-EOM)

Entry

Bryan Lunney

Alan Poindexter
Greg (Box) Johnson
(Weather)

Kelly Humphries

Shuttle Team 4

Richard Jones

N/A

ISS Orbit 1

Holly Ridings

Terry Virts

N/A

ISS Orbit 2 (Lead)

Ginger Kerrick

Mark Vande Hei

N/A

ISS Orbit 3

Brian Smith

Robert Hanley

N/A

Station Team 4

Courtenay McMillan

HQ PAO Representative at KSC for Launch –

John Yembrick

JSC PAO Representative at KSC for Launch

– Nicole Cloutier

KSC Launch Commentator

– Candrea Thomas

KSC Launch Director

– Mike Leinbach

NASA Launch Test Director

– Charlie Blackwell-Thompson

NOVEMBER 2008

CREW

STS-126 ENDEAVOUR CREW

The STS-126 patch represents space shuttle
Endeavour on its mission to help complete
the assembly of the International Space

Station (ISS). The inner patch outline depicts
the Multi-Purpose Logistics Module (MPLM)
Leonardo. This reusable logistics module will
carry the equipment necessary to sustain a crew
of six onboard the station and will include
additional crew quarters, exercise equipment,
galley, and life support equipment.

In addition, a single expedition crew member
will launch on STS-126 to remain on the space

station, replacing an expedition crew member
who will return home with the shuttle crew.
Near the center of the patch, the constellation
Orion reflects the goals of the human
spaceflight program to return us to the moon
and prepare us for journeys to Mars. The moon
and the Red Planet are also shown. At the top
of the patch is the gold symbol of the astronaut
office. The sunburst, just clearing the horizon
of the magnificent Earth, powers all these
efforts through the solar arrays of the space
station orbiting high above.

NOVEMBER 2008

PAYLOAD OVERVIEW

In the Space Station Processing Facility at NASA’s Kennedy Space Center in Florida, Boeing

technicians prepare to close the hatch on the Multi-Purpose Logistics Module Leonardo. The

module is the payload for space shuttle Endeavour’s STS-126 mission to the

International Space Station. Photo courtesy of NASA.

MULTI-PURPOSE LOGISTICS MODULE

Leonardo Makes Fifth Voyage to the
International Space Station

The primary goal of the STS-126/ULF2 mission
is to provide additional capability for the
International Space Station to house astronauts
and to increase the station crew size from three
to the desired six crew members by spring 2009.

Leonardo, a large cargo container inside
Endeavour’s payload bay, will bring supplies
and equipment to the International Space

Station to help prepare the outpost for a six-
member crew. The supplies include
replacement Trundle Bearing Assemblies
(TBAs) for the station’s ailing Starboard Solar
Alpha Rotary Joint (SARJ). In all, more than
1,000 items will be delivered in the Multi-
Purpose Logistics Module (MPLM).

Leonardo is one of three differently named
large, reusable pressurized MPLMs used to
ferry cargo back and forth to the station.
Including STS-126, the MPLMs have flown
eight times since 2001. Leonardo was the first

MPLM to deliver supplies to the station and
STS-126 is its fifth flight. The cylindrical
modules include components that provide life
support, fire detection and suppression,
electrical distribution and computers when
attached to the station.

30 PAYLOAD

OVERVIEW

NOVEMBER 2008

Leonardo Specifications

Dimensions:

Length: 21

feet

Diameter: 15 feet

Weighs: 4.5

tons

Payload Mass:

27,899 lbs

The Italian-built, U.S.-owned logistics modules
are capable of carrying more than 7.5 tons
(15,000 pounds) of cargo, spares and supplies,
the equivalent of a semi-truck trailer. The
modules bring equipment to and from the
space station, such as container racks with
science equipment, science experiments from
NASA and its international partners, spare
parts, and other hardware items for return,
such as completed experiments, system racks,

space station hardware that needs repair and
refuse. Some of the items are intended for
disposal on Earth, while others are for analysis
and data collection by hardware providers and
scientists. In addition to Leonardo, Endeavour
will carry the Lightweight Multi-Purpose
Experiment Support Structure Carrier and a
spare Flex Hose Rotary Coupler Unit (FHRC)
for a future replacement spare. The shuttle will
return a depleted Nitrogen Tank Assembly
(NTA), which will be refilled and sent back to
the station in 2010. The FHRC provides two
isolated paths for distribution of ammonia
between the space station radiators and the rest
of the station. The NTA provides a high-
pressure gaseous nitrogen supply to control the
flow of ammonia out of the Ammonia Tank
Assembly (ATA).

Carrying 16 system and cargo racks, Leonardo
will fly with modifications that will allow
12 additional cargo bags the size of carry-on
suitcases to be flown inside the module’s rear
end cone.

Foot Restraint Assembly.

Two additional foot restraints will be flown on

Leonardo

to elevate shorter crew members.

32 PAYLOAD

OVERVIEW

NOVEMBER

2008

The above image is the advanced Resistive Exercise Device,

designated aRED.

Leonardo will carry two crew quarters racks
that will be installed inside the Harmony node,
an advanced Resistive Exercise Device,
designated aRED, two Water Reclamation
Racks that will recycle urine into potable water,
a Combustion Integration Rack that will
analyze the physics of combustible gases, a
Waste and Hygiene Compartment (WHC) rack
including a toilet, a galley that will be located in
the U.S. Destiny laboratory, three Zero-Gravity
storage racks for stowage of large quantities of

hardware, four handrail extender assemblies to
increase crew members’ mobility as they float
about the station, an antimicrobial applicator to
remove bacteria from cooling and fluid lines,
and two additional foot restraints to elevate
shorter crew members.

Also included in Leonardo is the General
Laboratory Active Cryogenic ISS Experiment
Refrigerator, or GLACIER, a double locker
cryogenic freezer for transporting and

NOVEMBER 2008

PAYLOAD OVERVIEW

preserving science experiments that will remain
in orbit at the end of the mission. The freezer
provides thermal control between +4° Celsius
and -160° Celsius and can operate in both the
space shuttle’s middeck and the EXPRESS Rack
in orbit. The EXPRESS Rack system supports
science payloads in several disciplines, such as
biology, chemistry, physics, ecology and
medicine, including commercial activities. In
the active mode, GLACIER can be transported
in the middeck, but for passive transport, it is
flown in the logistics module. Additionially, an
incubator/refrigerator, the Microgravity
Experiment Research Locker Incubator, or
MERLIN, will fly in the MPLM. Though
originally used for thermal control of scientific
experiments, it will remain on the outpost and
be used to store drinking beverages and food
for a six-member station crew.

Spare parts that are being transported include
11 SARJ trundle bearing assemblies that
lubricate and allow the giant rotary joint to turn
the Starboard 4 and Starboard 6 Solar Array
Wings, a new ISS External Television camera
that will be installed during the mission’s
fourth spacewalk, two hydrogen sensor units
for detecting cross-contamination in the
station’s Oxygen Generation System, and two
crew headsets with cabling and controls for
improved space-to-ground and crew-to-crew
communications.

The rear end cone section where the
12

additional bags will be located was

redesigned to allow the MPLM to carry up to
an additional 480 to 600 pounds of cargo. The
redesign created a structural support rack, like
the cargo rack on top of vans and sport utility
vehicles, to hold items in place. This also will
allow for expanded cargo capacity for the
remaining MPLM flights.

GLACIER

34 PAYLOAD

OVERVIEW

NOVEMBER

2008

The space shuttle flies MPLMs in its cargo bay
when a large quantity of hardware has to be
ferried to the station at one time. The modules
are attached to the inside of the bay for launch
and landing. When in the cargo bay, the
modules are independent of the shuttle cabin,
and there is no passageway for shuttle crew
members to travel from the shuttle cabin to the
module. After the shuttle has docked to the
station, the MPLM is mated to the Node 2 nadir
port of the station, using the station’s robotic
arm. In the event of a failure or issue that
prevents the successful latching of the MPLM
to the nadir port, the MPLM can be mated to
the zenith port. Nodes are modules that
connect the elements to the station. For its

return trip to Earth, Leonardo will be detached
from the station and positioned back into the
shuttle’s cargo bay.

Leonardo is named after the Italian inventor
and scientist Leonardo da Vinci. The two other
modules are named Raffaello, after master
painter and architect Raffaello Sanzio, and
Donatello, for one of the founders of modern
sculpture, Donato di Niccolo Di Betto Bardi.
Raffaello has flown three times. Leonardo has
flown the most because it is equipped with
programmable heater thermostats on the
outside of the module that allow for more
mission flexibility. There are only two more
MPLM flights scheduled before the station is
complete and the space shuttle retires in 2010.

Antimicrobial Applicator

The applicator removes bacteria from cooling and fluid lines on the space station.

NOVEMBER 2008

RENDEZVOUS & DOCKING

RENDEZVOUS AND DOCKING

Rendezvous begins with a precisely timed
launch which puts the shuttle on a trajectory to
chase the International Space Station. A series
of engine firings over the next two days will
bring Endeavour to a point about 50,000 feet
behind the station.

Once there, Endeavour will start its final
approach. About 2.5 hours before docking, the
shuttle’s jets will be fired during what is called
the terminal initiation burn. The shuttle will
cover the final miles to the station during the
next orbit.

As Endeavour moves closer to the station, its
rendezvous radar system and trajectory control

sensor will give the crew range and closing-rate
data. Several small correction burns will place
Endeavour about 1,000 feet below the station.

Commander Chris Ferguson, with help from
Pilot Eric Boe and other crew members, will
manually fly the shuttle for the remainder of
the approach and docking.

He will stop Endeavour about 600 feet below
the station. Once he determines there is proper
lighting, he will maneuver Endeavour through
a nine-minute back flip called the Rendezvous
Pitch Maneuver. That allows the station crew
to take as many as 300 digital pictures of the
shuttle’s heat shield.

The above image illustrates Endeavour conducting the Rendezvous Pitch Maneuver before

docking to the space station.

RENDEZVOUS & DOCKING

NOVEMBER 2008

Station crew members E. Michael Fincke and
Greg Chamitoff will use digital cameras with
400 mm and 800 mm lenses to photograph
Endeavour’s upper and bottom surfaces
through windows of the Zvezda Service
Module. The 400 mm lens provides up to
3-inch resolution and the 800 mm lens up to
1-inch resolution.

The photography is one of several techniques
used to inspect the shuttle’s thermal protection
system for possible damage. Areas of special
interest include the thermal protection tiles, the
reinforced carbon-carbon of the nose and
leading edges of the wings, landing gear doors
and the elevon cove.

The photos will be downlinked through the
station’s Ku-band communications system for
analysis by systems engineers and mission
managers.

When Endeavour completes its back flip, it will
be back where it started, with its payload bay
facing the station.

Ferguson then will fly Endeavour through a
quarter circle to a position about 400 feet
directly in front of the station. From that point
he will begin the final approach to docking to
the Pressurized Mating Adapter 2 at the
forward end of the Harmony node.

The shuttle crew members operate laptop
computers processing the navigational data, the
laser range systems and Endeavour’s docking
mechanism.

Using a video camera mounted in the center of
the Orbiter Docking System, Ferguson will line
up the docking ports of the two spacecraft. If
necessary, he will pause 30 feet from the station

to ensure proper alignment of the docking
mechanisms.

He will maintain the shuttle’s speed relative to
the station at about one-tenth of a foot per
second, while both Endeavour and the station
are moving at about 17,500 mph. He will keep
the docking mechanisms aligned to a tolerance
of three inches.

When Endeavour makes contact with the
station, preliminary latches will automatically
attach the two spacecraft. The shuttle’s steering
jets will be deactivated to reduce the forces
acting at the docking interface. Shock absorber
springs in the docking mechanism will dampen
any relative motion between the shuttle and
station.

Once motion between the shuttle and the
station has been stopped, the docking ring will
be retracted to close a final set of latches
between the two vehicles.

UNDOCKING, SEPARATION AND
DEPARTURE

At undocking time, the hooks and latches will
be opened and springs will push the shuttle
away from the station. Endeavour’s steering
jets will be shut off to avoid any inadvertent
firings during the initial separation.

Once Endeavour is about two feet from the
station and the docking devices are clear of one
another, Boe will turn the steering jets back on
and will manually control Endeavour within a
tight corridor as the shuttle separates from the
station.

NOVEMBER 2008

RENDEZVOUS & DOCKING

This image depicts Endeavour’s undocking and initial separation from the space station

during the STS-126 mission.

Endeavour will move to a distance of about
450 feet, where Boe will begin to fly around
the station.  This maneuver will occur only if
propellant margins and mission timeline
activities permit.

Once Endeavour completes 1.5 revolutions of
the complex, Boe will fire Endeavour’s jets to

leave the area. The shuttle will move about
46 miles from the station and remain there
while ground teams analyze data from the late
inspection of the shuttle’s heat shield. The
distance is close enough to allow the shuttle to
return to the station in the unlikely event that
the heat shield is damaged, preventing the
shuttle’s safe re-entry.

NOVEMBER 2008

ECLSS

ENVIRONMENTAL CONTROL AND LIFE SUPPORT

SYSTEM (ECLSS)

Water Recovery System

WRS Rack 1

WRS Rack 2

WPA
Particulate
Filter

WPA
Microbial
Check
Valve

WPA
Reactor
Health
Sensor

WPA Gas
Separator

WPA
Catalytic
Reactor

WPA
Controller

Avionics
Air Assy.

WPA Water
Storage

WPA Water
Delivery

UPA Pressure
Control & Purge
Assy.

UPA Firmware
Controller
Assy.

WPA Pump/
Separator

UPA Fluids
Control &
Pump Assy.

UPA Recycle
Filter Tank
Assy.

WPA Waste-
water

UPA Waste-
water Storage
Tank Assy.

WPA Multi-
Filtration Beds

UPA Distillation
Assy.

NEW WATER RECLAMATION SYSTEM
HEADED FOR DUTY ON SPACE STATION

The Water Recovery System (WRS) is the
newest part of a comprehensive life support
system for the station. The Oxygen Generation
System (OGS), which was launched on space
shuttle Discovery in July 2006, and the WRS
will form the core of NASA’s Regenerative
Environmental Control and Life Support
System (ECLSS).

The Water Recovery System uses a series of
chemical processes and filters to treat the
astronauts’ urine, perspiration and hygiene
water, and provide water clean enough to
drink. In fact, part of the same process has
been used in remote areas of the world to
produce drinkable water.

A distillation process is used to recover water
from urine. The process occurs within a
rotating distillation assembly that compensates
for the absence of gravity, aiding in the

40 ECLSS

NOVEMBER

2008

separation of liquids and gases in space. Once
distilled, the water from the urine processor is
combined with other wastewaters and
delivered to the water processor for treatment.

The water processor removes free gas and solid
materials such as hair and lint, before the water
goes through a series of filtration beds for
further purification. Any remaining organic
contaminants and microorganisms are removed
by a high-temperature catalytic reaction. These
rigorous treatment processes create water that
meets stringent purity standards for human
consumption.

During docked operations, the joint

Expedition 18 and STS-126 crew will transfer
the racks containing the WRS and a new toilet,
the Waste and Hygiene Compartment (WHC),
to the Destiny Laboratory. They will hook up
all necessary electrical and fluid utilities to

these systems and activate the WRS, beginning
a six-month checkout period.

The joint crew also will activate the Total
Organic Carbon Analyzer (TOCA II), which
will be used for on-board water quality
monitoring. The crew will process previously
collected urine through the WRS. They will
then collect samples of drinking water
processed by the WRS and send it back to Earth
for analysis. This will begin a 90-day water
quality validation that is required before crews
can begin consuming the recycled drinking
water.

Engineers at Marshall Space Flight Center,
Huntsville, Ala., and at Hamilton Sundstrand
Space Systems International Inc., Windsor
Locks, Conn., led the design and development
of the Water Recovery System.

Total Organic Carbon Analyzer (TOCA II)

42 ECLSS

NOVEMBER

2008

ENVIRONMENTAL CONTROL AND LIFE
SUPPORT SYSTEM

Earth’s natural life support system supplies the
air we breathe, the water we drink and other
conditions that support life. For people to live
in space, however, these functions must be
provided by artificial means.

The life support systems on the Mercury,
Gemini and Apollo spacecraft in the 1960s were
designed to be used once and discarded.

Oxygen for breathing was provided from

high-pressure or cryogenic storage tanks.

Carbon dioxide was removed from the air by
lithium hydroxide in replaceable canisters.

Contaminants in the air were removed by
replaceable filters and activated charcoal
integrated with the lithium hydroxide canisters.
Water for the Mercury and Gemini missions
was stored in tanks, while fuel cells on the
Apollo spacecraft produced electricity and
provided water as a byproduct. Urine and
wastewater were collected and stored or vented
overboard.

The space shuttle is a reusable vehicle, unlike
those earlier spacecraft, and its life support
system incorporates some advances. It still
relies heavily on the use of consumables,
however, limiting the time it can stay in space.

The space station includes further advances in
life support technology and relies on a
combination of expendable and limited
regenerative life support technologies located
in the U.S. Destiny lab module and the Russian
Zvezda service module. Advances include the
development of regenerable methods for
supplying oxygen, by electrolysis of water, and

water, by recovering potable water from
wastewater.

Because it is expensive to continue launching
fresh supplies of air, water and expendable life
support equipment to the station and returning
used equipment to Earth, these advances will
help to reduce costs.

By recycling urine and condensation collected
from the atmosphere, the ECLSS will reduce the
dependence on Earth resupply by cutting the
amount of water and consumables needed to be
launched by about 15,000 pounds per year.

The space station’s ECLSS performs several
functions:

•

Provides oxygen for metabolic consumption;

•

Provides potable water for consumption,
food preparation and hygiene uses;

•

Removes carbon dioxide from the cabin air;

•

Filters particulates and microorganisms
from the cabin air;

•

Removes volatile organic trace gases from
the cabin air;

•

Monitors and controls cabin air partial
pressures of nitrogen, oxygen, carbon
dioxide, methane, hydrogen and water
vapor in the cabin air;

•

Maintains total cabin pressure;

•

Maintains cabin temperature and humidity
levels;

•

Distributes cabin air between connected
modules.

NOVEMBER 2008

ECLSS

Providing Clean Water and Air

Portable Water Dispenser

The space station’s ECLSS includes two key
components – the WRS and the OGS – which
are packaged into three refrigerator-sized racks
that will be located in the U.S. lab of the station.

The WRS provides clean water by reclaiming
wastewater, including water from crew
member urine, cabin humidity condensate and
Extravehicular Activity (EVA) wastes. The
recovered water must meet stringent purity
standards before it can be used to support crew,
spacewalking and payload activities.

The WRS is designed to recycle crew member
urine and wastewater for reuse as clean water.

Each crew member uses about 3.5 liters

(0.9 gallons) of water a day. Enough for
2 liters (0.52 gallons) a day is provided by
deliveries from Russian Progress resupply
vehicles, ESA’s Jules Verne Automatic Transfer
Vehicle and the space shuttles. The remaining
1.5 liters (0.4 gallons) is recovered condensate
from the Russian water processor. The two
cargo vehicles carry water to the station in
onboard supply tanks. The shuttle delivers
water produced as a byproduct of the fuel cells
that generate its electricity. The WRS will
reduce the amount of water that needs to be
delivered to the station for each crew member
by 1.3 liters (0.34 gallons) a day, or about
65 percent. Over the course of a year, it will

44 ECLSS

NOVEMBER 2008

reduce water deliveries to the station for a
six-person crew by 2,850 liters (743 gallons).

Water Recovery System

The WRS consists of a Urine Processor
Assembly (UPA) and a Water Processor
Assembly (WPA). A low-pressure vacuum
distillation process is used to recover water
from urine. The entire process occurs within a
rotating distillation assembly that compensates
for the absence of gravity and aids in the
separation of liquids and gases in space.

Water from the urine processor is combined
with all other wastewaters and delivered to the

water processor for treatment. The water
processor removes free gas and solid materials
such as hair and lint, before the water goes
through a series of multifiltration beds for
further purification. Any remaining organic
contaminants and microorganisms are removed
by a high-temperature catalytic reactor
assembly.

The purity of water is checked by electrical
conductivity sensors. The conductivity of
water is increased by the presence of

typical contaminants. Unacceptable water is
reprocessed, and clean water is sent to a storage
tank, ready for use by the crew.

Water Use on Earth Compared to Space

Item

On Earth
kg per person
per day

gallons per
person per day

In Space
kg per person
per day

gallons per
person per day

% Reduction

Oxygen 0.84

0.84

0.0

Drinking Water

2.64

1.62

0.43

83.8

Dried Food

1.77

0.0

Water for Food

1.06

0.80

0.21

80.0

Water for Brushing
Teeth

5 1.32

0.81

0.21

83.8

Water to Flush Toilet

23.2

0.50

0.13

99.4

Water to Shower

13.2

3.64

0.96

92.7

Water to Wash Hands

5.28

1.82

0.48

90.9

Water to Wash Clothes

4.23

12.5

3.3

21.9

Water to Wash Dishes

3.17

5.45

1.44

54.6

From Water Quality by Tchobanoglous and Schroeder, 1987 Addison-Wesley Pub.; Reading Mass, USA

From Space Station Architectural Control Document

The items that the astronauts need are in the left-hand column of the table. The average amounts used on Earth
are in the second and third columns, and the amounts allowed for space are in the fourth and fifth columns. The
space allotments are so much smaller because water is very heavy and we can’t carry that much water with us.
Also, on Earth people spend a lot of time running the faucet waiting for the water to get hotter or colder, for
instance. In addition, our washing machines and dishwashers are not as efficient as they could be, because water
is not in scarce supply on Earth. The dish and clothes wash waters aren’t quite as high a reduction because we
haven’t spent as much time developing those technologies for space. Greyed rows are not done on the station.

Oxygen Generation System

The OGS produces oxygen for breathing air for
the crew and laboratory animals, as well as for
replacement of oxygen lost due to experiment
use, airlock depressurization, module leakage
and carbon dioxide venting. The system
consists mainly of the Oxygen Generation
Assembly (OGA) and a Power Supply Module.

The heart of the Oxygen Generation Assembly
is the cell stack, which electrolyzes, or breaks
apart, water provided by the WRS, yielding
oxygen and hydrogen as byproducts. The
oxygen is delivered to the cabin atmosphere,
and the hydrogen is vented overboard. The
Power Supply Module provides the power
needed by the OGA to electrolyze the water.

The OGS is designed to generate oxygen at a
selectable rate and is capable of operating both
continuously and cyclically. It provides from
5 to 20 pounds of oxygen per day during
continuous operation and a normal rate of
12 pounds of oxygen per day during cyclic
operation.

The OGS will accommodate the testing of an
experimental Carbon Dioxide Reduction
Assembly. Once deployed, the reduction
assembly will cause hydrogen produced by the
OGA to react with carbon dioxide removed
from the cabin atmosphere to produce water
and methane. This water will be available for
processing and reuse, thereby further reducing
the amount of water to be resupplied to the
space station from the ground.

NOVEMBER 2008

ECLSS

Comparison between Earth and

ISS Water Cycles

Storage (Clouds,
ground water, rivers,
lakes, ocean)

Tanks

Runoff

All liquid water
movement is in
plumbing

Evaporation and
Transpiration

From wet towels and
crew’s perspiration
and respiration

Condensation

In the air conditioner’s
condensing heat
exchanger

Precipitation

In our case, this is the
condensate collecting
in the condensate tanks

Comparison between ISS and Earth systems

Earth ISS

Sewage treatment plant Urine processor

assembly

Sewage tank

UPA wastewater
storage tank assembly

Water treatment
holding tank

WPA wastewater tank

Water treatment plan

Water processor
assembly

Water tower

WPA water storage

Water lift station and

WPA water delivery

distribution

Kitchen sink (food

Potable water dispenser

preparation, cleaning,

(hot and ambient water

drinking)

for food and drinking,
only source of hot
water is here)

Bathroom sink and

Hygiene water hose

shower (personal and

(ambient temperature

oral hygiene)

water only)

Toilet (gravity driven)

Toilet (air flow driven

NOVEMBER 2008

SOLAR ALPHA ROTARY JOINT

SOLAR ALPHA ROTARY JOINT (SARJ)

There are two Solar Alpha Rotary Joints
(SARJs) on the International Space Station.
They connect the Port 3 and Port 4

(left side) truss segments and the Starboard 3
and Starboard 4 (right side) segments. P3/P4
was flown up on the STS-115 mission on
Sept. 9, 2006, while S3/S4 was flown up on the
STS-117 mission June 8, 2007. The SARJ is a
10.5-foot diameter (129.5 inch) rotary joint that
tracks the sun in the alpha axis that turns four
port and four starboard solar arrays wings. The
eight solar array wings (on P4, P6, S4 and S6)
are used to convert solar energy to electrical
power. The SARJ continuously rotates to keep
the solar array wings on S4 and S6 and P4 and
P6 oriented toward the sun as the station orbits
the Earth. The SARJ rotates 360 degrees every
orbit or about 4 degrees per minute.

The SARJ weighs approximately 2,506 pounds
and is made of aluminum and corrosion
resistant steel. The major components of the
SARJ are the Utility Transfer Assembly (UTA),
Trundle Bearing Assemblies (TBA) (12 per
joint), race rings (2 per joint) and Drive/Lock
Assembly (DLA) (2 per joint) and the Rotary
Joint Motor Controller (RJMC) (2 per joint). The
SARJ can spin 360 degrees using bearing
assemblies and a control system to turn. All of
the power flows through the UTA in the center
of the SARJ. A large 10.5-foot (129.5-inch
diameter), 229-pound geared race ring is

secured to the structure by the TBAs and driven
by the DLA using the software control
commanded from the DLA/RJMC pair. The
DLA engages the teeth of the race ring to rotate
the SARJ. The gold plating on the TBA rollers
is transferred from the roller to the race ring to
lubricate the ring to create a lubricating film.
Each SARJ has two race rings, an inboard race
ring that is attached to the P3 or S3 truss and an
outboard race ring that is attached to the P4 or
S4 truss segment. The 12 TBAs are attached to
the inboard SARJ race ring via mounts that do
not rotate. The TBAs are the structural
connection in orbit between the inboard and
outboard race rings. The DLA also are attached
to the inboard SARJ structure and have
“follower assemblies” that act in the same
fashion as the TBAs, helping to locate the
driving gear relative to the race ring teeth. The
UTA is an electrical roll ring assembly that
allows transmission of data and power across
the rotating interface so it never has to unwind.
The UTA passes through the center, or hub, of
the joint so it interfaces with both the inboard
and outboard segments.  The roll ring
assemblies allow the outboard elements to
rotate relative to the inboard elements while
providing continuous data and power
transmission. Under contract to Boeing, the
SARJ was designed, built and tested by
Lockheed Martin in Sunnyvale, Calif.

NOVEMBER 2008

SOLAR ALPHA ROTARY JOINT

Gold rollers from the TBA

because of unacceptable vibrations and the
desire not to propagate the race ring surface
damage. The principal concern is accelerated
fatigue of surrounding hardware due to
increased vibration caused from the damaged
surface. The damaged race ring was not
designed to be removed. As a result, the SARJ
is no longer in automated continuous tracking
mode and is rotated only when needed.

Analysis by a NASA-led industry team
concluded that the most probable cause of the
damage was a lack of adequate lubrication
between the trundle bearings and the race ring
surface. The lack of lubrication led to excessive
friction which caused tipping of the rollers
which put a stress on the race ring great enough
to crack the hardened steel surface. The loss of
gold on a subset of the rollers on the starboard
SARJ was documented during component
development. The system effect of the lack of
the gold lubricant on these rollers was not fully

realized at the time. The loss of gold could
have been caused by improper application of
gold to the bearing assemblies. The failure
investigation team also is investigating if the
lubrication properties of gold in the system
application are adequate. The team recreated
the failure with a gold-coated roller after an
equivalent six-month run time in orbit. It is not
understood why the gold lubrication did not
properly transfer to the rolling surface. The
port side SARJ continues to function normally.

At the time of development, there was little
data on how long liquid lubricants would
survive in a space environment in the presence
of atomic oxygen. The design community
agreed that a gold lubricant via TBAs would be
a better choice to meet design life because of its
insensitivity to atomic oxygen. In addition,
gold’s lubrication has been proven through
testing to provide a lower coefficient of friction
than that of bare steel-on-steel contact.

SOLAR ALPHA ROTARY JOINT

NOVEMBER 2008

THE TEMPORARY FIX

Braycote Grease Gun

Based on current understanding of operations
on the International Space Station, a Braycote
grease can provide a lower coefficient of
friction and will be applied to both SARJ units
during the STS-126 mission. Braycote grease is
a special, heavy, vacuum stable grease that has
been designed to operate in the extreme
temperature space environment. The grease
will be applied in the same manner that caulk is
applied from a caulk gun. The grease gun is
very similar to the application methods used to
apply the space shuttle tile repair materials.
NASA has done extensive testing of the tools
and procedures during earlier spacewalks.

On the starboard SARJ, the crew will be
applying 1/8 inch bead of grease to the entire
outboard ring on all three surfaces. On the port
SARJ, the crew will be applying the grease in
about three foot segments to all three surfaces
separated by about three feet of unlubricated
race ring surfaces. As the SARJ rotates after the
lubricant is applied, the trundle bearing rollers
will spread the grease to the entire race ring.
The process consists of the astronauts removing

the multi-layer insulation covers, cleaning the
area first with a dry cloth wipe, then with a
greased wipe, and finally applying multiple
beads of grease. On the starboard side, they
also will use a putty-like scraper tool to clean
up some of the debris and they will
additionally replace 11 of the 12 trundle
bearings, since they have some metal shavings
and debris on them. The TBAs will be returned
to Earth to aid in the root cause investigation as
well as provide optimal chance for success of
cleaning operation. One of the TBAs had been
removed on an earlier spacewalk for analysis
and was subsequently replaced. During this
mission, the astronauts also will apply the
Braycote grease to the port SARJ.

Engineers will monitor SARJ operation by
evaluating the DLA operating current as well as
on-board accelerometer data after cleaning the
starboard race ring and applying the Braycote
grease. NASA will not go into the continuous
autotrack mode with the starboard side SARJ
until a permanent fix is implemented.

NOVEMBER 2008

SOLAR ALPHA ROTARY JOINT

THE PERMANENT REPAIR

Although the starboard SARJ has a redundant
inboard race ring that could be used, NASA
instead chose not to use this ring to ensure
there will always be an available backup.

Instead NASA approved a permanent fix on
Sept. 2, 2008, that would involve installation of
a third race ring assembly, new trundle
bearings, new DLAs and a modified UTA to
repair the starboard SARJ system. The debris-
contaminated TBAs and DLAs will be removed

and returned to Earth for refurbishment and
the ring areas will be cleaned before insertion of
the third ring and new TBA/DLA hardware.
The normal UTA will be swapped out with the
modified UTA. An estimated 10 spacewalks
will be required for the repairs and are
scheduled to occur in 2010 after the new ring
assembly is brought up by the space shuttle.
Boeing and its subcontractor Lockheed Martin
will be responsible for designing the new
hardware to allow insertion of the third ring.

SPACEWALKS

NOVEMBER 2008

SPACEWALKS

Anchored to a Canadarm2 mobile foot restraint, astronaut Rick Linnehan, STS-123 mission

specialist, participates in the mission’s first scheduled session of extravehicular activity as

construction and maintenance continue on the International Space Station.

Four spacewalks, three astronauts and two
Solar Alpha Rotary Joints (SARJ) – that
summarizes the spacewalk plan for STS-126.
Mission Specialists Heidemarie Stefanyshyn-
Piper, Steve Bowen and Shane Kimbrough will
spend a combined total of 26.5 hours on flight
days 5, 7, 9 and 11 working outside the station,
and the bulk of that time will be used cleaning
and lubricating the station’s two 10-foot-wide
rotary joints, known as SARJs.

Piper, the lead spacewalker for the mission, will
suit up for the first three spacewalks in a
spacesuit marked with solid red stripes. She is
a veteran spacewalker, with two extravehicular
activities, or EVAs, performed during STS-115
in 2006.

Bowen and Kimbrough both will perform their
first spacewalks. Bowen will participate in the
first, third and fourth EVAs and wear an all
white spacesuit, while Kimbrough will wear a

56 SPACEWALKS

NOVEMBER 2008

spacesuit with broken red stripes for
spacewalks two and four.

Meanwhile, on the inside, Mission Specialists
Donald Pettit and Sandra Magnus will operate
the station’s robotic arm during the first and
second spacewalks. Kimbrough will act as the
mission’s intravehicular officer, or spacewalk
choreographer, for the spacewalks that he is not
performing. Eric Boe will coreograph those
that Kimbrough performs.

Preparations will start the night before each
spacewalk, when the astronauts spend the
night in the station’s Quest Airlock. This
practice is called the campout prebreathe
protocol and is used to purge nitrogen from the
spacewalkers’ systems and prevent
decompression sickness, also known as “the
bends.”

During the campout, the two astronauts
performing the spacewalk will isolate
themselves inside the airlock while the airlock’s
air pressure is lowered to 10.2 pounds per
square inch, or psi. The station is kept at the
near-sea-level pressure of 14.7 psi. The
morning of the spacewalk, the astronauts will
wear oxygen masks while the airlock’s pressure
is raised back to 14.7 psi for an hour and the
hatch between the airlock and the rest of the
station is opened. That allows the spacewalkers
to perform their morning routines before
returning to the airlock, where the air pressure
is lowered again. About 50 minutes after the
spacewalkers don their spacesuits, the
prebreathe protocol will be complete.

The procedure enables spacewalks to begin
earlier in the crew’s day than was possible
before the protocol was adopted.

EVA-1

Duration:

6 hours, 30 minutes

Crew:

Piper and Bowen

EVA Operations

•

Transfer an empty nitrogen tank assembly
from external stowage platform 3 to the
shuttle’s cargo bay for return to Earth

•

Transfer a new flex hose rotary coupler to
external stowage platform 3 for future use
when needed

•

Remove an insulation cover on the Kibo
External Facility berthing mechanism

•

Begin cleaning and lubrication for the
starboard SARJ and replacement of its
12 trundle bearing assemblies

The first order of business will be to swap the
external equipment just delivered by the space
shuttle with equipment that will be brought
back to Earth. Piper will remove an empty
nitrogen tank assembly that has been waiting
on the external stowage platform 3 on the port,
or left, side of the station’s truss since the June
STS-124 mission. After installing a foot
restraint on the end of the station’s robotic arm
to stand in, Piper will remove the tank and
carry it as she rides the arm to the shuttle’s
cargo bay.

Bowen will help Piper remove the nitrogen
tank, then take care of some minor tasks,
including retrieving a camera and closing a
window flap on Harmony’s zenith common
berthing mechanism. Bowen will meet Piper in
the cargo bay to help stow the tank and remove
a spare flex hose rotary coupler, or FHRC.
FHRCs are used to transfer liquid ammonia
across the rotary joints that allow the station’s
radiators to rotate.

NOVEMBER 2008

SPACEWALKS

Piper will carry the FHRC back to the stowage
platform via robotic arm, where she and Bowen
will install it for future use. Then, while Piper
climbs off of the robotic arm, Bowen will
remove some insulation from the common
berthing mechanism that will be used to attach
the Japanese external facility to the Kibo
laboratory.

When those tasks are done, the spacewalkers
will start the mission’s first round of starboard
SARJ maintenance. The rotary joint has

22 protective insulation covers, of which no
more than six can be removed at any one time.
Piper will begin by opening cover eight. Cover
seven was removed and left off during an
inspection on a previous spacewalk. With the
insulation covers removed, Piper will have
access to the 10th of the joint’s trundle bearing
assemblies, or TBAs, which connect the two
halves of the joint and allow one side to rotate

while the other stays still. Meanwhile, Bowen
will work under covers 22 and one, on TBA six.

With the covers removed, Piper and Bowen
then will remove their respective TBAs and
stow them in special bags designed to hold one
TBA apiece. With that equipment out of the
way, the spacewalkers will be able to begin
cleaning the area under the open covers. First,
they will use a wet wipe to remove debris from
the cleaner areas of the joint, then to clean off
the damaged outboard outer canted surface.

Next, they will use a grease gun to add a line of
grease to the outer canted surface and use a
scraper similar to a putty knife to remove some
of the debris that has become “pancaked” on
the surface. They will clean the scrapers off
inside of a debris container to prevent metal
flakes from floating away, and then use a dry
wipe to remove the grease from the area. Then

58 SPACEWALKS

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2008

they will give the entire area a final wipe with a
dry wipe to remove any residual grease and
debris.

Once the area is clean, the astronauts can begin
lubricating the surface of the outboard ring.
They will use a grease gun with a special,
j-shaped nozzle to add grease to the inner
canted surface, and a straight-nozzle grease gun
for the outer canted and datum A surfaces.

Finally, before closing the covers, Piper and
Bowen will install clean trundle bearing
assemblies in place of the ones they removed.
Piper then will then repeat the process on
TBA 11, under covers nine and 10. However,
she will not reinstall TBA 11 until the second
spacewalk.

EVA-2

Duration:

6 hours, 30 minutes

Crew:

Piper and Kimbrough

EVA Operations

•

Relocate the two Crew and Equipment
Translation Aid (CETA) carts from the
starboard side of the Mobile Transporter to
the port side

•

Lubricate the station robotic arm’s latching
end effector A snare bearings

•

Continue cleaning and lubrication for the
starboard SARJ and replacement of its
12 trundle bearing assemblies

The first task of the second spacewalk will give
Kimbrough a chance to ride the station’s robotic
arm. He and Piper will move the station’s

two Crew and Equipment and Translation Aid,
or CETA, carts, the rail carts that allow
astronauts to move equipment along the
station’s truss, from their current homes on the
starboard side of the station’s Mobile
Transporter (MT) to the port side.

Piper will get the carts ready for transfer by
moving them into position and unlocking their
wheel bogies. Kimbrough first will carry

CETA 1 and then CETA 2 as he is flown on the
robotic arm from one side of the MT to the
other. Piper will meet him there each time, to
install the carts in their new locations.

When that task is done, Kimbrough will climb
off of the robotic arm and remove the foot
restraint Piper installed on the first spacewalk.
This will give him access to the arm’s latching
end effector, or LEE, the snares that allow it to
grasp equipment. Inside the station, Pettit and
Magnus will command the LEE, which has
been experiencing some sticky spots, to open
and close its snares. Kimbrough will apply
lubricant to the LEE’s snare bearings and rotate
the bearings using needlenose pliers to ensure
the lubricant covers the bearings.

Meanwhile, Piper will return to the starboard
SARJ to continue its cleaning and lubrication.
Following the first spacewalk, the SARJ will be
rotated so that the areas Piper and Bowen
already cleaned will be under the joint’s two
drive lock assemblies, which cannot be
removed easily. Piper will reopen covers nine
and 10 and clean the new area under them,
before reinstalling TBA 11, which she removed
during the first spacewalk, and reclosing the
covers.

NOVEMBER 2008

SPACEWALKS

Next Piper will remove and replace TBAs eight
and nine under cover five. When Kimbrough
finishes his work on the robotic arm, he’ll join
her at the SARJ and work on TBAs 12, under
covers 11 and 12.

EVA-3

Duration:

7 hours

Crew:

Piper and Bowen

EVA Operations:

•

Complete cleaning, lubrication and TBA
replacement for the starboard SARJ

The third and longest spacewalk of the mission
will be completely devoted to work on the
starboard SARJ. Using the same methods,
Piper will open covers 13 and 14, remove TBA
one, clean and lubricate the area, install a new
TBA and close the covers. She will repeat the
process on TBA two under covers 15 and 16
and TBA three under covers 17 and 18.

Bowen will do the same for TBA four under
covers 19 and 20, TBA six under covers 22 and
one and TBA seven under covers two and three.
He also will remove TBA five under cover 20;
however, it was replaced on a previous
spacewalk, so he will simply clean and

re-install it.

60 SPACEWALKS

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2008

EVA-4

Duration:

6 hours, 30 minutes

Crew:

Bowen and Kimbrough

EVA Operations:

•

Lubricate the port SARJ

•

Install video camera

•

Re-install insulation cover on the Kibo
External Facility berthing mechanism

•

Perform Kibo robotic arm grounding tab
maintenance

•

Install spacewalk handrails on Kibo

•

Install Global Positioning Satellite (GPS)
antennae on Kibo

•

Photograph radiators

•

Photograph trailing umbilical system cables

The mission’s final spacewalk will require
careful coordination, as the spacewalkers
perform preventative maintenance on the
station’s port SARJ, which currently is
functioning well. Kimbrough will have just the
one spacewalk to lubricate the same surface
area that was lubricated over three spacewalks
on the starboard side.

To make that possible, he and Bowen will open
covers 6, 7, 10, 11, 14 and 15, and leave them
open for most of the spacewalk. Kimbrough
then will lubricate the exposed area and move
away so that flight controllers on the ground
can rotate the joint 180 degrees. That will help
spread the grease, and expose new,
unlubricated areas under the open covers.

NOVEMBER 2008

SPACEWALKS

While the joint is rotating, Kimbrough will
return to the Quest airlock to retrieve a video
camera. He will install the camera on the first
port segment of the station’s truss, where it will
be used next year to provide views of the
robotic arm’s capture and docking of the first
Japanese H-2 Transfer Vehicle.

Kimbrough then will move back to the port
SARJ, grease the newly exposed areas and close
the covers.

Meanwhile, Bowen will work on several
projects at the Japanese Kibo module. He will
reinstall the common berthing mechanism’s
insulation that he removed during the first
spacewalk. Next, he will tuck in the module’s
robotic arm grounding tabs, which are
obscuring the view of the arm’s camera, by
wrapping the tabs around a cable and
Velcroing them together.

Afterward, Bowen will install three spacewalk
handrails, two worksite interfaces and two
Global Positioning Satellite (GPS) antennae on
Kibo’s exterior. The H-2 Transfer Vehicle will
use the GPS antennae to navigate to the space
station.

Both astronauts will wrap up the spacewalks by
taking photographs. Bowen will photograph
the radiators on the first port and starboard
truss segments, using both regular and infrared
cameras. In September, ground controllers
noticed damage to one panel of the starboard
radiator.

Blemishes have been noticed on the trailing
umbilical system cable of the mobile
transporter, so Kimbrough has been asked to
photograph it as well. The photographs will be
used by teams on the ground to determine the
cause of the damage and blemishes and decide
what action, if any, should be taken.

EXPERIMENTS

NOVEMBER 2008

EXPERIMENTS

The space shuttle and International Space
Station have an integrated research program
that optimizes the use of shuttle crew members
and long-duration space station crew members
to address research questions in a variety of
disciplines.

For information on science on the station, visit:

http://www.nasa.gov/mission_pages/station/

science/index.html

http://iss-science.jsc.nasa.gov/index.cfm

Detailed information is located at:

http://www.nasa.gov/mission_pages/station/

science/experiments/Expedition.html

DETAILED TEST OBJECTIVES

Detailed Test Objectives (DTOs) are aimed at
testing, evaluating or documenting space
shuttle systems or hardware or proposed
improvements to the space shuttle or space
station hardware, systems and operations.

SDTO 13005-U ISS Structural Life and
Life Validation and Extension

The purpose of this Station Development Test
Objective (SDTO) is to guarantee safety of the
station structure and crew by validating the
in-orbit math models that were created for the
space station. The test will be used to
authenticate critical interface loads and to help
improve predictions for fatigue of components
on the station.

The test will provide dynamic loads
information for engineers to use in creating

precise models that can be used for analysis.
In-orbit data may aid in detecting structural
anomalies, and the station’s response to actual
loading events aids in postflight reconstruction
of loads that help determine structural life
usage.

The test requires actual or educated estimates
of input and actual in-orbit sensor
measurements of the station response.

Measurement of the force input, such as
thruster firing sequences or video of crew
activity, and the station’s response will aid in
the reconstruction of station loads and
structural life usage over the lifetime of the
station, thus allowing the structure’s life to be
extended.

All of the in-orbit dynamic tests previously
were performed on models in which the
International Space Station and orbiter were
docked.

There are six such tests planned for STS-126.

Space Shuttle Solid Rocket Motor
Pressure Oscillation Data Gathering

The Space Shuttle Program is gathering data on
five shuttle flights, beginning with STS-126, to
gain a greater understanding of the pressure
oscillation, or periodic variation, phenomena
that regularly occurs within solid rocket
motors. The pressure oscillation that is
observed in solid rocket motors is similar to the
hum made when blowing into a bottle. At
1.5 psi, or pounds per square inch, a pressure
wave will move up and down the motor from
the front to the rear, generating acoustic noise
as well as physical loads in the structure. These
data are necessary to help propulsion engineers

64 EXPERIMENTS

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2008

Intelligent Pressure Transducer

confirm modeling techniques of pressure
oscillations and the loads they create. As
NASA engineers develop alternate propulsion
designs for use in NASA, they will take
advantage of current designs from which they
can learn and measure. In an effort to obtain
data to correlate pressure oscillation with the
loads it can generate, the shuttle program is
using two data systems to gather detailed
information. Both systems are located on the
top of the solid rocket motors inside the
forward skirt.

The Intelligent Pressure Transducer,

or IPT, is

a stand-alone pressure transducer with an
internal data acquisition system that will record
pressure data to an internal memory chip. The
data will be downloaded to a computer after
the booster has been recovered and returned to

the Solid Rocket Booster Assembly and
Refurbishment Facility at NASA’s Kennedy
Space Center, Fla. This system has been used
on numerous full-scale static test motors in
Utah and will provide engineers with a
common base to compare flight data to ground
test data.

The Enhanced Data Acquisition System

, or

EDAS, is a data acquisition system that will
record pressure data from one of the Reusable
Solid Rocket Booster Operational Pressure
Transducers, or OPT, and from accelerometers
and strain gages placed on the forward skirt
walls. These data will provide engineers with
time synchronized data that will allow them to
determine the accelerations and loads that are
transferred through the structure due to the
pressure oscillation forces.

NOVEMBER 2008

EXPERIMENTS

Data Acquisition System

SHORT-DURATION U.S. INTEGRATED
RESEARCH TO BE COMPLETED DURING
STS-126/ULF2

Validation of Procedures for Monitoring Crew
Member Immune Function – Short Duration
Biological Investigation (Integrated Immune-
SDBI)

will assess the clinical risks resulting

from the adverse effects of spaceflight on the
human immune system and will validate a
flight-compatible immune monitoring strategy.
It will collect and analyze blood, urine and
saliva samples from crew members before,
during and after spaceflight to monitor changes
in the immune system.

Maui Analysis of Upper Atmospheric
Injections (MAUI)

will observe the space

shuttle engine exhaust plumes from the Maui
Space Surveillance Site in Hawaii. The
observations will occur when the space

shuttle fires its engines at night or twilight. A

telescope and all-sky imagers will record
images and data while the shuttle flies over the
Maui site. The images will be analyzed to
understand better the interaction between the
spacecraft plume and the upper atmosphere of
Earth.

National Lab Pathfinder – Vaccine – 2 (NLP-
Vaccine-2)

is a commercial payload serving as a

pathfinder for the use of the space station as a
National Laboratory after station assembly is
complete. It contains Salmonella enterica, a
disease-causing organism, and will use
spaceflight to develop potential vaccines for the
prevention of infections on Earth and in
microgravity.

The Pico-Satellite Solar Cell Experiment
(PSSC)

is a picosatellite designed to test space

environment effects on new solar cell
technologies.

Shuttle Exhaust Ion Turbulence Experiments
(SEITE)

will use space-based sensors to detect

the ionospheric turbulence inferred from the
radar observations of a previous space shuttle
Orbital Maneuvering System burn experiment
using ground-based radar.

Sleep-Wake Actigraphy and Light Exposure
During Spaceflight – Short (Sleep-Short)

will

examine the effects of spaceflight on the sleep-
wake cycles of the astronauts during space
shuttle missions. Advancing state-of-the-art
technology for monitoring, diagnosing and
assessing treatment of sleep patterns is vital to
treating insomnia on Earth and in space.

SAMPLES/HARDWARE RETURNING
FROM ISS ON STS-126

U.S. Research

Analyzing Interferometer for Ambient Air
(ANITA)

will monitor 32 potential gaseous

contaminants in the atmosphere aboard the
station, including formaldehyde, ammonia and
carbon monoxide. The experiment will test the
accuracy and reliability of this technology as a
potential next-generation atmosphere trace-gas
monitoring system for the station.

Cardiovascular and Cerebrovascular Control
on Return from ISS (CCISS)

will study the

effects of long-duration spaceflight on crew
members’ heart functions and the blood vessels
that supply the brain. Learning more about the
cardiovascular and cerebrovascular systems
could lead to specific countermeasures that
might better protect future space travelers. This
experiment is collaborative effort with the
Canadian Space Agency.

Commercial Generic Bioprocessing Apparatus
Science Insert – 02 (CSI-02)

is an educational

payload designed to interest middle school

66 EXPERIMENTS

NOVEMBER

2008

students in science, technology, engineering
and math through participation in near real-
time research conducted aboard the station.
Students will observe a silicate garden
experiment through data and imagery
downlinked and distributed directly into the
classroom via the Internet.

Stability of Pharmacotherapeutic and
Nutritional Compounds (Stability)

will study

the effects of radiation in space on complex
organic molecules, such as vitamins and other
compounds in food and medicine. This will
help researchers develop more stable and
reliable pharmaceutical and nutritional
countermeasures suitable for future long-
duration missions to the moon and Mars.

Validating Vegetable Production Unit (VPU)
Plants, Protocols, Procedures and
Requirements (P3R) Using Currently Existing
Flight Resources (Lada-VPU-P3R)

is a study to

advance the technology required for plant
growth in microgravity and to research related
food safety issues. Lada-VPU-P3R also
investigates the non-nutritional value to the
flight crew of developing plants in orbit. The
Lada-VPU-P3R uses the Lada hardware on the
space station and falls under a cooperative
agreement between NASA and the Russian
Federal Space Agency.

European Space Agency Research

Role of Apoptosis in Lymphocyte Depression
(ROALD)

will determine the role of apoptosis,

or programmed cell death, in loss of

T-lymphocyte (white blood cells originating in
the thymus) activity in microgravity. Various
aspects of the apoptotic process will be
assessed, using human T-lymphocytes, by
analyzing gene expressions of metabolites of

NOVEMBER 2008

EXPERIMENTS

reactive oxygen specie and membrane
properties.

SOdium LOading in Microgravity (SOLO)

This proposal is a continuation of extensive
research into the mechanisms of fluid and salt
retention in the body during bed rest and
spaceflights. It is a metabolically controlled
study. During long-term space missions,
astronauts will participate in two study phases
of five days each. Subjects follow a diet of
constant either low or normal sodium intake,
fairly high fluid consumption and isocaloric
nutrition.

Simulation of Geophysical Fluid Flow under
Microgravity (Geoflow)

will investigate the

flow of a viscous incompressible fluid between
two concentric spheres, rotating about a
common axis, under the influence of a
simulated central force field. This flow is of
importance for astrophysical and geophysical
problems, like global scale flow in the
atmosphere, the oceans and in the liquid
nucleus of planets. There is also an applied
interest in this work: the electro-hydrodynamic
force that simulates the central gravity field
may find applications in high-performance heat
exchangers, and in the study of electro-viscous
phenomena.

Japan Aerospace Exploration Agency
Research

Chaos, Turbulence and its Transition Process
in Marangoni Convection (Marangoni)

is a

surface-tension-driven flow experiment. A
liquid bridge of silicone oil (5 or 10 cSt) is
formed into a pair of disks. Convection is
induced by imposing the temperature
difference between disks. Due to the fluid
instability, flow transits from laminar to
oscillatory, chaos, and turbulence flows one by

one as the driving force increases. The flow
and temperature fields are observed in each
stage and the transition conditions and
processes precisely investigated.

EXPERIMENTS AND HARDWARE TO BE
DELIVERED TO INTERNATIONAL SPACE
STATION

U.S. Research

Commercial Generic Bioprocessing Apparatus
Science Insert – 03 (CSI-03)

is the third set of

investigations in the CSI program series. The
CSI program provides the K-12 community
opportunities to use the unique microgravity
environment of the station as part of the regular
classroom to encourage learning and interest in
science, technology, engineering and math.

CSI-03 will examine the complete life cycle of
the painted lady butterfly and the ability of an
orb-weaving spider to spin a web, eat and
remain healthy in space.

The JPL Electronic Nose (ENose)

is a full-time,

continuously operating event monitor designed
to detect air contamination from spills and
leaks in the crew habitat in the station. It fills
the long-standing gap between onboard alarms
and complex analytical instruments. ENose
provides rapid, early identification and
quantification of atmospheric changes caused
by chemical species to which it has been
trained. ENose also can be used to monitor
cleanup processes after a leak or a spill.

Test of Midodrine as a Countermeasure
Against Post-Flight Orthostatic Hypotension –
Long (Midodrine-Long)

is a test of the ability

of the drug midodrine to reduce the incidence
or severity of orthostatic hypotension. If
successful, it will be employed as a
countermeasure to the dizziness caused by the

68 EXPERIMENTS

NOVEMBER

2008

blood pressure decrease that many astronauts
experience upon returning to the Earth’s
gravity.

The Shear History Extensional Rheology
Experiment (SHERE)

is designed to investigate

the effect of preshearing (rotation) on the stress
and strain response of a polymeric liquid (a
fluid consisting of many molecular chains)
being stretched in microgravity. The
fundamental understanding and measurement
of the extensional rheology of complex fluids
also allows Earth-based manufacturing
processes to be controlled and improved.

Sleep-Wake Actigraphy and Light Exposure
During Spaceflight – Long (Sleep-Long)

will

examine the effects of spaceflight and ambient
light exposure on the sleep-wake cycles of the
crew members during long-duration stays on
the space station.

Space Acceleration Measurement System – II
(SAMS-II)

sensors called Triaxial Sensor

Head-Ethernet Standalone will operate within
the Combustion Integrated Rack and the
Microgravity Science Glovebox facilities. These
two SAMS sensors will provide acceleration
data for fluid physics, material science and
combustion experiments performed on the
space station where the effects of gravity are
important to the results of the research and
affect the outcome of the research. The SAMS
acceleration data provides measurement of the
microgravity influence on a payload during
science operations on board the station.

The Agricultural Camera (AgCam)

will take

frequent images, in visible and infrared light, of
vegetated areas on Earth, principally of
growing crops, rangeland, grasslands, forests,
and wetlands in the northern Great Plains and
Rocky Mountain regions of the United States.

Images will be delivered within two days
directly to requesting farmers, ranchers,
foresters, natural resource managers and tribal
officials to help improve their environmental
stewardship of the land. Images also will
be shared with educators for classroom use.
The Agricultural Camera was built and will be
operated primarily by students and faculty at
the University of North Dakota, Grand Forks,
N.D.

As a countermeasure to spaceflight-induced
bone loss,

Bisphosphonates

will determine

whether antiresorptive agents (help reduce
bone loss), in conjunction with the routine
in-flight exercise program, will protect station
crew members from the regional decreases in
bone mineral density documented on previous
station missions.

Multi-User Droplet Combustion Apparatus –
FLame Extinguishment Experiment (MDCA-
FLEX)

will assess the effectiveness of fire

suppressants in microgravity and quantify the
effect of different possible crew exploration
atmospheres on fire suppression. The goal of
this research is to provide definition and
direction for large-scale fire suppression tests
and selection of the fire suppressant for next-
generation crew exploration vehicles.

Nutritional Status Assessment (Nutrition)

the most comprehensive in-flight study done
by NASA to date of human physiologic
changes during long-duration spaceflight.

This includes measures of bone metabolism,
oxidative damage, nutritional assessments, and
hormonal changes. This study will impact both
the definition of nutritional requirements and
development of food systems for future

space exploration missions to the moon and
Mars. This experiment also will help to
improve understanding of the impact of

NOVEMBER 2008

EXPERIMENTS

countermeasures such as exercise and
pharmaceuticals on nutritional status and
nutrient requirements for astronauts.

The National Aeronautics and Space
Administration Biological Specimen
Repository (Repository)

is a storage bank that

is used to maintain biological specimens over
extended periods of time and under
well-controlled conditions. Biological samples
from the space station, including blood and
urine, will be collected, processed and archived
during the preflight, in-flight and postflight
phases of space station missions. This
investigation has been developed to archive
biosamples for use as a resource for future
spaceflight-related research.

The goal of

Space-Dynamically Responding

Ultrasonic Matrix System (SpaceDRUMS)

to provide a suite of hardware capable of
facilitating containerless advanced materials
science, including combustion synthesis and
fluid physics. That is, inside SpaceDRUMS,
samples of experimental materials can be
processed without ever touching a container
wall.

The Smoke Point In Co-flow Experiment
(SPICE)

determines the point at which gas-jet

flames, which are similar to a butane-lighter
flame, begin to emit soot (dark carbonaceous
particulate formed inside the flame) in
microgravity. Studying a soot emitting flame
is important in understanding the ability of
fires to spread and in the control of soot in
practical combustion systems space.

European Space Agency Research

Motion Perception: Vestibular Adaptation to
G-Transitions (MOP)

seeks to obtain insight

into the process of vestibular adaptation to
gravity transitions and to correlate the

cosmonauts’ susceptibility to the Space
Adaptation Syndrome (SAS) with the
susceptibility to Sickness Induced by
Centrifugation (SIC).

The

Study of Lower Back Pain in

Crewmembers During Space Flight (Mus)

studies the details on development of Low Back
Pain (LBP) during flight in astronauts and
cosmonauts. According to the biomechanical
model, strain on the ilio-lumbar ligaments
increases with backward tilt of the pelvis
combined with forward flexion of the spine.
This is what astronauts may experience due to
loss of spinal curvature in space. The objective
is to assess astronaut deep muscle corset
atrophy in response to microgravity exposure.

Japan Aerospace Exploration Agency

Research

The

Study on Microgravity Effect for Pattern

Formation of Dendritic Crystal by a Method
of in-situ Observation (Ice Crystal)

will

precisely analyze the factors concerning the
pattern formation of crystal growth, an ice
crystal growing freely in supercooled bulk
water, in-situ

using an interference microscope

under microgravity condition, in which the free
convection in the growth chamber cannot
occur. Three-dimensional patterns of ice
crystals and the thermal diffusion field around
the crystal will be analyzed from the
experimental results.

Changes in LOH Profile of TK mutants of
Human Cultured Cells (LOH) – Gene
Expression of p53-Regulated Genes in
Mammalian Cultured Cells After Exposure to
Space Environment (RadGene)

is a two-part

investigation addressing genetic alterations in
immature immune cells. LOH uses immature
immune, or lymphoblastoid, cells to detect

70 EXPERIMENTS

NOVEMBER

2008

potential changes on the chromosome after
exposure to cosmic radiation. RadGene looks
for changes in gene expression of p53, a tumor
suppressive protein, after cosmic radiation
exposure.

Commercial Payload Program (Commercial)

a to-be-determined commercial investigation
sponsored by the Japan Aerospace and
Exploration Agency.

U.S. INTEGRATED INTERNATIONAL
SPACE STATION FACILITIES TO BE
DELIVERED ON STS-126

EXpedite the PRocessing of Experiments to
Space Station Rack 6 (EXPRESS Rack 6)

are

multipurpose payload rack systems that store
and support experiments aboard the space
station. The EXPRESS Rack system supports
science experiments in any discipline by
providing structural interfaces, power, data,
cooling, water and other items needed to
operate science experiments in space.

The

Combustion Integrated Rack (CIR)

is one

of two racks being developed for the Fluids and
Combustion Facility (FCF) on the space station.
CIR will be customizable so it can be used in
different scenarios and experiments; it will first
operate independently, then together with
other components of the FCF. Fluids and
combustion science experiments aboard the
space station are very sensitive to disruption
from undesired vibrations. CIR will protect the
samples from vibrations using the Passive Rack
Isolation System (PaRIS).

NOVEMBER 2008

aRED

ADVANCED RESISTIVE EXERCISE DEVICE

Earth-based studies have demonstrated the
effectiveness of high-load resistive exercise to
prevent musculoskeletal deconditioning. The
advanced Resistive Exercise Device (aRED)

was developed to improve existing
International Space Station exercise capabilities
by providing more complete protection to the
musculoskeletal system during long-duration
spaceflight. Specifically, the aRED uses
vacuum cylinders to provide a concentric
workloads up to 600 pounds, with an eccentric
load up to 90 percent of the concentric force.
The aRED also provides feedback to the
astronaut during use and data to the NASA
exercise physiologists monitoring crew member
prescriptions. The original space station
countermeasure equipment, an interim
Resistive Exercise Device (iRED), has no
feedback to the user with functional limitations
of 300 pounds concentric loading and only
60 percent eccentric force.

The aRED mimics the force loading
characteristics of traditional resistive exercises
(weighted bars or dumbbells) by providing a
more constant force throughout the range of
motion using inertial flywheels in the load path
of vacuum cylinders to simulate the
characteristics of free weight exercise.

The aRED is part of the mandatory in-flight
exercise countermeasures program and will be
used up to six days a week during a mission
in combination with treadmill and cycle
ergometer exercises to prevent deconditioning
of astronauts. It offers traditional upper and
lower-body exercises, such as squats, dead lift,
heel raises, bicep curls, bench press, and

many others. Flight surgeons, trainers and
physiologists expect that the greater loads
provided by aRED will result in more efficient
and effective exercise, thereby preventing the
muscle and bone loss that astronauts sometimes
experience during long space missions.

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SHUTTLE REFERENCE DATA

SHUTTLE ABORT MODES

Redundant Sequence Launch Sequencer
(RSLS) Aborts

These occur when the on-board shuttle
computers detect a problem and command a
halt in the launch sequence after taking over
from the ground launch sequencer and before
solid rocket booster ignition.

Ascent Aborts

Selection of an ascent abort mode may become
necessary if there is a failure that affects vehicle
performance, such as the failure of a space
shuttle main engine or an orbital maneuvering
system engine. Other failures requiring early
termination of a flight, such as a cabin leak,
might also require the selection of an abort
mode. There are two basic types of ascent abort
modes for space shuttle missions: intact aborts
and contingency aborts. Intact aborts are
designed to provide a safe return of the orbiter
to a planned landing site. Contingency aborts
are designed to permit flight crew survival
following more severe failures when an intact
abort is not possible. A contingency abort
would generally result in a ditch operation.

Intact Aborts

There are four types of intact aborts: abort to
orbit (ATO), abort once around (AOA),
transoceanic abort landing (TAL) and return to
launch site (RTLS).

Return to Launch Site

The RTLS abort mode is designed to allow the
return of the orbiter, crew, and payload to the
launch site, KSC, approximately 25 minutes
after liftoff.

The RTLS profile is designed to accommodate
the loss of thrust from one space shuttle main
engine between liftoff and approximately
four

minutes 20 seconds, after which not

enough main propulsion system propellant
remains to return to the launch site. An RTLS
can be considered to consist of three stages – a
powered stage, during which the space shuttle
main engines are still thrusting; an external
tank separation phase; and the glide phase,
during which the orbiter glides to a landing at
the KSC. The powered RTLS phase begins with
the crew selection of the RTLS abort, after solid
rocket booster separation. The crew selects the
abort mode by positioning the abort rotary
switch to RTLS and depressing the abort push
button. The time at which the RTLS is selected
depends on the reason for the abort. For
example, a three-engine RTLS is selected at the
last moment, about 3 minutes, 34 seconds into
the mission; whereas an RTLS chosen due to an
engine out at liftoff is selected at the earliest
time, about 2 minutes, 20 seconds into the
mission (after solid rocket booster separation).

After RTLS is selected, the vehicle continues
downrange to dissipate excess main propulsion
system propellant. The goal is to leave only
enough main propulsion system propellant to
be able to turn the vehicle around, fly back
toward the KSC and achieve the proper main
engine cutoff conditions so the vehicle can glide
to the KSC after external tank separation.

During the downrange phase, a pitch-around
maneuver is initiated (the time depends in part
on the time of a space shuttle main engine
failure) to orient the orbiter/external tank
configuration to a heads-up attitude, pointing
toward the launch site. At this time, the vehicle
is still moving away from the launch site, but

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the space shuttle main engines are now
thrusting to null the downrange velocity. In
addition, excess orbital maneuvering system
and reaction control system propellants are
dumped by continuous orbital maneuvering
system and reaction control system engine
thrustings to improve the orbiter weight and
center of gravity for the glide phase and
landing.

The vehicle will reach the desired main engine
cutoff point with less than 2 percent excess
propellant remaining in the external tank. At
main engine cutoff minus 20 seconds, a pitch
down maneuver (called powered pitch-down)
takes the mated vehicle to the required external
tank separation attitude and pitch rate. After
main engine cutoff has been commanded, the
external tank separation sequence begins,
including a reaction control system maneuver
that ensures that the orbiter does not recontact
the external tank and that the orbiter has
achieved the necessary pitch attitude to begin
the glide phase of the RTLS.

After the reaction control system maneuver has
been completed, the glide phase of the RTLS
begins. From then on, the RTLS is handled
similarly to a normal entry.

Transoceanic Abort Landing

The TAL abort mode was developed to
improve the options available when a space
shuttle main engine fails after the last RTLS
opportunity but before the first time that an
AOA can be accomplished with only two space
shuttle main engines or when a major orbiter
system failure, for example, a large cabin
pressure leak or cooling system failure, occurs
after the last RTLS opportunity, making it
imperative to land as quickly as possible.

In a TAL abort, the vehicle continues on a
ballistic trajectory across the Atlantic Ocean to
land at a predetermined runway. Landing
occurs about 45 minutes after launch. The
landing site is selected near the normal ascent
ground track of the orbiter to make the most
efficient use of space shuttle main engine
propellant. The landing site also must have the
necessary runway length, weather conditions
and U.S. State Department approval. The three
landing sites that have been identified for a
launch are Zaragoza, Spain; Moron, Spain; and
Istres, France.

To select the TAL abort mode, the crew must
place the abort rotary switch in the TAL/AOA
position and depress the abort push button
before main engine cutoff (Depressing it after
main engine cutoff selects the AOA abort
mode). The TAL abort mode begins sending
commands to steer the vehicle toward the plane
of the landing site. It also rolls the vehicle
heads up before main engine cutoff and sends
commands to begin an orbital maneuvering
system propellant dump (by burning the
propellants through the orbital maneuvering
system engines and the reaction control system
engines). This dump is necessary to increase
vehicle performance (by decreasing weight) to
place the center of gravity in the proper place
for vehicle control and to decrease the vehicle’s
landing weight. TAL is handled like a normal
entry.

Abort to Orbit

An ATO is an abort mode used to boost the
orbiter to a safe orbital altitude when
performance has been lost and it is impossible
to reach the planned orbital altitude. If a space
shuttle main engine fails in a region that results
in a main engine cutoff under speed, the MCC
will determine that an abort mode is necessary

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and will inform the crew. The orbital
maneuvering system engines would be used to
place the orbiter in a circular orbit.

Abort Once Around

The AOA abort mode is used in cases in which
vehicle performance has been lost to such an
extent that either it is impossible to achieve a
viable orbit or not enough orbital maneuvering
system propellant is available to accomplish the
orbital maneuvering system thrusting
maneuver to place the orbiter on orbit and the
deorbit thrusting maneuver. In addition, an
AOA is used in cases in which a major systems
problem (cabin leak, loss of cooling) makes it
necessary to land quickly. In the AOA abort
mode, one orbital maneuvering system
thrusting sequence is made to adjust the
post-main engine cutoff orbit so a second
orbital maneuvering system thrusting sequence
will result in the vehicle deorbiting and landing
at the AOA landing site (White Sands, N.M.;
Edwards Air Force Base, Calif.; or the Kennedy
Space Center, Fla). Thus, an AOA results in the
orbiter circling the Earth once and landing
about 90 minutes after liftoff.

After the deorbit thrusting sequence has been
executed, the flight crew flies to a landing at the
planned site much as it would for a nominal
entry.

Contingency Aborts

Contingency aborts are caused by loss of more
than one main engine or failures in other
systems. Loss of one main engine while
another is stuck at a low thrust setting also may
necessitate a contingency abort. Such an abort
would maintain orbiter integrity for in-flight
crew escape if a landing cannot be achieved at a
suitable landing field.

Contingency aborts due to system failures other
than those involving the main engines would
normally result in an intact recovery of vehicle
and crew. Loss of more than one main engine
may, depending on engine failure times, result
in a safe runway landing. However, in most
three-engine-out cases during ascent, the
orbiter would have to be ditched. The inflight
crew escape system would be used before
ditching the orbiter.

Abort Decisions

There is a definite order of preference for the
various abort modes. The type of failure and the
time of the failure determine which type of abort
is selected. In cases where performance loss is
the only factor, the preferred modes are ATO,
AOA, TAL and RTLS, in that order. The mode
chosen is the highest one that can be completed
with the remaining vehicle performance.

In the case of some support system failures,
such as cabin leaks or vehicle cooling problems,
the preferred mode might be the one that will
end the mission most quickly. In these cases,
TAL or RTLS might be preferable to AOA or
ATO. A contingency abort is never chosen if
another abort option exists.

Mission Control Houston is prime for calling
these aborts because it has a more precise
knowledge of the orbiter’s position than the
crew can obtain from on-board systems. Before
main engine cutoff, Mission Control makes
periodic calls to the crew to identify which
abort mode is (or is not) available. If ground
communications are lost, the flight crew has
on-board methods, such as cue cards, dedicated
displays and display information, to determine
the abort region. Which abort mode is selected
depends on the cause and timing of the failure
causing the abort and which mode is safest or

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improves mission success. If the problem is a
space shuttle main engine failure, the flight
crew and Mission Control Center select the best
option available at the time a main engine fails.

If the problem is a system failure that
jeopardizes the vehicle, the fastest abort mode
that results in the earliest vehicle landing is
chosen. RTLS and TAL are the quickest options
(35 minutes), whereas an AOA requires about
90 minutes. Which of these is selected depends
on the time of the failure with three good space
shuttle main engines.

The flight crew selects the abort mode by
positioning an abort mode switch and
depressing an abort push button.

SHUTTLE ABORT HISTORY

RSLS Abort History

(STS-41 D) June 26, 1984

The countdown for the second launch attempt
for Discovery’s maiden flight ended at T-4
seconds when the orbiter’s computers detected
a sluggish valve in main engine No. 3. The
main engine was replaced and Discovery was
finally launched on Aug. 30, 1984.

(STS-51 F) July 12, 1985

The countdown for Challenger’s launch was
halted at T-3 seconds when on-board
computers detected a problem with a coolant
valve on main engine No. 2. The valve was
replaced and Challenger was launched on
July 29, 1985.

(STS-55) March 22, 1993

The countdown for Columbia’s launch was
halted by on-board computers at T-3 seconds
following a problem with purge pressure
readings in the oxidizer preburner on main

engine No. 2. Columbia’s three main engines
were replaced on the launch pad, and the flight
was rescheduled behind Discovery’s launch on
STS-56. Columbia finally launched on
April 26, 1993.

(STS-51) Aug. 12, 1993

The countdown for Discovery’s third launch
attempt ended at the T-3 second mark when
onboard computers detected the failure of one of
four sensors in main engine No. 2 which monitor
the flow of hydrogen fuel to the engine. All of
Discovery’s main engines were ordered replaced
on the launch pad, delaying the shuttle’s fourth
launch attempt until Sept. 12, 1993.

(STS-68) Aug. 18, 1994

The countdown for Endeavour’s first launch
attempt ended 1.9 seconds before liftoff when
on-board computers detected higher than
acceptable readings in one channel of a sensor
monitoring the discharge temperature of the
high pressure oxidizer turbopump in main
engine No. 3. A test firing of the engine at the
Stennis Space Center in Mississippi on
September 2nd confirmed that a slight drift in a
fuel flow meter in the engine caused a slight
increase in the turbopump’s temperature. The
test firing also confirmed a slightly slower start
for main engine No. 3 during the pad abort,
which could have contributed to the higher
temperatures. After Endeavour was brought
back to the Vehicle Assembly Building to be
outfitted with three replacement engines,
NASA managers set Oct. 2 as the date for
Endeavour’s second launch attempt.

Abort to Orbit History

(STS-51 F) July 29, 1985

After an RSLS abort on July 12, 1985,
Challenger was launched on July 29, 1985.

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Five minutes and 45 seconds after launch, a
sensor problem resulted in the shutdown of
center engine No. 1, resulting in a safe “abort to
orbit” and successful completion of the mission.

SPACE SHUTTLE MAIN ENGINES

Developed in the 1970s by NASA’s Marshall
Space Flight Center, MSFC in Huntsville, Ala.,
the space shuttle main engine is the most
advanced liquid-fueled rocket engine ever built.
Every space shuttle main engine is tested and
proven flight worthy at NASA’s Stennis Space
Center in south Mississippi, before installation
on an orbiter. Its main features include variable
thrust, high performance reusability, high
redundancy and a fully integrated engine
controller.

The shuttle’s three main engines are mounted
on the orbiter aft fuselage in a triangular
pattern. Spaced so that they are movable
during launch, the engines are used, in
conjunction with the solid rocket boosters, to
steer the shuttle vehicle.

Each of these powerful main engines is 14 feet
long, weighs about 7,000 pounds and is 7.5 feet
in diameter at the end of its nozzle.

The engines operate for about 8.5 minutes
during liftoff and ascent, burning more than
500,000 gallons of super-cold liquid hydrogen
and liquid oxygen propellants stored in the
external tank attached to the underside of the
shuttle. The engines shut down just before the
shuttle, traveling at about 17,000 miles per
hour, reaches orbit.

The main engine operates at greater
temperature extremes than any mechanical
system in common use today. The fuel,
liquefied hydrogen at -423 degrees Fahrenheit,
is the second coldest liquid on Earth. When it

and the liquid oxygen are combusted, the
temperature in the main combustion chamber is
6,000 degrees Fahrenheit, hotter than the
boiling point of iron.

The main engines use a staged combustion
cycle so that all propellants entering the engines
are used to produce thrust, or power, more
efficiently than any previous rocket engine. In
a staged combustion cycle, propellants are first
burned partially at high pressure and relatively
low temperature, and then burned completely
at high temperature and pressure in the main
combustion chamber. The rapid mixing of the
propellants under these conditions is so
complete that 99 percent of the fuel is burned.

At normal operating level, each engine
generates 490,847 pounds of thrust, measured
in a vacuum. Full power is 512,900 pounds of
thrust; minimum power is 316,100 pounds of
thrust.

The engine can be throttled by varying the
output of the pre-burners, thus varying the
speed of the high-pressure turbopumps and,
therefore, the flow of the propellant.

At about 26 seconds into ascent, the main
engines are throttled down to 316,000 pounds
of thrust to keep the dynamic pressure on the
vehicle below a specified level,about
580 pounds per square foot, known as max q.
Then, the engines are throttled back up to
normal operating level at about 60 seconds.
This reduces stress on the vehicle. The main
engines are throttled down again at about
seven minutes, 40 seconds into the mission to
maintain three g’s, three times the Earth’s
gravitational pull, reducing stress on the crew
and the vehicle. This acceleration level is about
one-third the acceleration experienced on
previous crewed space vehicles.

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About 10 seconds before main engine cutoff, or
MECO, the cutoff sequence begins. About
three seconds later the main engines are
commanded to begin throttling at 10 percent
thrust per second until they achieve 65 percent
thrust. This is held for about 6.7 seconds, and
the engines are shut down.

The engine performance has the highest thrust
for its weight of any engine yet developed. In
fact, one space shuttle main engine generates
sufficient thrust to maintain the flight of two
and one-half Boeing 747 airplanes.

The space shuttle main engine also is the first
rocket engine to use a built-in electronic digital
controller, or computer. The controller accepts
commands from the orbiter for engine start,
change in throttle, shutdown and monitoring of
engine operation.

NASA continues to increase the reliability and
safety of shuttle flights through a series of
enhancements to the space shuttle main
engines. The engines were modified in 1988,
1995, 1998, 2001 and 2007. Modifications
include new high-pressure fuel and oxidizer
turbopumps that reduce maintenance and
operating costs of the engine, a two-duct
powerhead that reduces pressure and
turbulence in the engine, and a single-coil heat
exchanger that lowers the number of post flight
inspections required. Another modification
incorporates a large-throat main combustion
chamber that improves the engine’s reliability
by reducing pressure and temperature in the
chamber.

The most recent engine enhancement is the
Advanced Health Management System, or
AHMS, which made its first flight in 2007.
AHMS is a controller upgrade that provides
new monitoring and insight into the health of

the two most complex components of the space
shuttle main engine—the high pressure fuel
turbopump and the high pressure oxidizer
turbopump. New advanced digital signal
processors monitor engine vibration and have
the ability to shut down an engine if vibration
exceeds safe limits. AHMS was developed by
engineers at Marshall.

After the orbiter lands, the engines are removed
and returned to a processing facility at
Kennedy Space Center, Fla., where they are
rechecked and readied for the next flight. Some
components are returned to the main engine’s
prime contractor, Pratt & Whitney Rocketdyne,
West Palm Beach, Fla., for regular maintenance.
The main engines are designed to operate for
7.5 accumulated hours.

SPACE SHUTTLE SOLID ROCKET
BOOSTERS

The combination of reusable solid rocket motor
segments and solid rocket booster
subassemblies makes up the flight
configuration of the space shuttle solid rocket
boosters, or SRBs. The two SRBs provide the
main thrust to lift the space shuttle off the
launch pad and up to an altitude of about
150,000 feet, or 28 miles. The two SRBs carry
the entire weight of the external tank and
orbiter and transmit the weight load through
their structure to the mobile launcher platform.

The primary elements of each booster are the
motor, including case, propellant, igniter and
nozzle; separation systems; operational flight
instrumentation; recovery avionics;
pyrotechnics; deceleration system; thrust vector
control system; and range safety destruct
system.

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Each booster is attached to the external tank at
the SRB aft frame by two lateral sway braces
and a diagonal attachment. The forward end of
each SRB is attached to the external tank at the
forward end of the SRB forward skirt. On the
launch pad, each booster also is attached to the
mobile launcher platform at the aft skirt by four
bolts and nuts that are severed by small
explosives at liftoff.

Each booster has a sea level thrust of about
3.3 million pounds at launch. The SRBs are
ignited after the three space shuttle main
engines’ thrust level is verified. They provide
71.4 percent of the thrust at liftoff and during
first-stage ascent. Seventy-five seconds after
separation, SRB apogee occurs at an altitude of
about 220,000 feet, or 40 miles. Impact occurs
in the ocean about 140 miles downrange.

The SRBs are used as matched pairs, each made
up of four solid rocket motor segments. They
are matched by loading each of the four motor
segments from the same batches of propellant
ingredients to minimize any thrust imbalance.
The segmented-casing design assures
maximum flexibility in fabrication and ease of
transportation and handling. Each segment is
shipped to the launch site on a heavy-duty rail
car with a specially built cover.

Reusable Solid Rocket Motor (RSRM)

ATK Launch Systems of Brigham City, Utah,
manufactures the Space Shuttle Reusable Solid
Rocket Motor (RSRM) at its Utah facility. The
RSRM is the largest solid rocket motor ever to
fly, the only solid rocket motor rated for human
flight and the first designed for reuse, one of
the most important cost-saving factors in the
nation’s space program.

Each RSRM consists of four rocket motor
segments, thrust vector control and an aft exit

cone assembly. Each motor is just over 126 feet
long and 12 feet in diameter. Of the motor’s
total weight of 1.25 million pounds, propellant
accounts for 1.1 million pounds.

Approximately 110,000 quality-control
inspections, in addition to static tests, are
conducted on each RSRM flight set to verify
flawless operation.

Each space shuttle launch requires the boost of
two RSRMs to lift the 4.5-million-pound shuttle
vehicle. From ignition to the end of burn, about
123 seconds later, each RSRM generates an
average thrust of 2.6 million pounds. By the
time the twin SRBs have completed their task,
the space shuttle orbiter has reached an altitude
of 28 miles and is traveling at a speed in excess
of 3,000 miles per hour. Before retirement, each
RSRM can be used as many as 20 times.

The propellant mixture in each SRB motor
consists of: ammonium perchlorate, an
oxidizer; aluminum fuel; iron oxide, a catalyst;
a polymer, which is a binder that holds the
mixture together; and an epoxy curing agent.
The propellant has the consistency of a pencil
eraser. It has a molded internal geometry
designed to provide required performance.

This configuration provides high thrust at
ignition and then reduces the thrust by about
one-third 50 seconds after liftoff to prevent
overstressing the vehicle during maximum
dynamic pressure.

The RSRM segments are shipped by rail from
ATK’s Utah facility to the Kennedy Space
Center, Fla. At KSC, United Space Alliance
joins the segments with the forward assembly,
aft skirt, frustum, and nose cap. The
subassemblies contain the booster guidance
system, the hydraulics system that steers the
nozzles, Booster Separation Motors built by
ATK, and parachutes.

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Following the Challenger accident, detailed
structural analyses were performed on critical
structural elements of the SRB. Analyses were
primarily focused in areas where anomalies had
been noted during postflight inspection of
recovered hardware.

One of these areas was the attach ring where
the SRBs connect to the external tank. Areas of
distress were noted in some of the fasteners
where the ring attaches to the SRB motor case.
The distress was attributed to the high loads
encountered during water impact. To correct
the situation and ensure higher strength
margins during ascent, the attach ring was
redesigned to encircle the motor case
completely. Previously, the attach ring formed
a “C” and encircled the motor case 270 degrees.

Additionally, special structural tests were done
on the aft skirt. During this test program, an
anomaly occurred in a critical weld between the
hold-down post and skin of the skirt. A
redesign was implemented to add
reinforcement brackets and fittings in the aft
ring of the skirt.

These two modifications added about
450 pounds to the weight of each SRB.

Beginning with the STS-8 mission, the nozzle
expansion ratio of each booster is 7-to-79. The
nozzle is gimbaled for thrust vector, or
direction, control. Each SRB has its own
redundant auxiliary power units and hydraulic
pumps. The all-axis gimbaling capability is 8
degrees. Each nozzle has a carbon cloth liner
that erodes and chars during firing. The nozzle
is a convergent-divergent, movable design in
which an aft pivot-point flexible bearing is the
gimbal mechanism.

The cone-shaped aft skirt supports the weight
of the entire vehicle as it rests on the mobile

launcher platform. The four aft separation
motors are mounted on the skirt. The aft
section contains: avionics; a thrust vector
control system that consists of two auxiliary
power units and hydraulic pumps; hydraulic
systems; and a nozzle extension jettison system.

The forward section of each booster contains
avionics, a sequencer, forward separation
motors, a nose cone separation system, drogue
and main parachutes, a recovery beacon, a
recovery light, a parachute camera on selected
flights and a range safety system.

Each SRB has two integrated electronic
assemblies, one forward and one aft. After
burnout, the forward assembly turns on the
recovery aids and initiates the release of the
nose cap and frustum, a transition piece
between the nose cone and solid rocket motor.
The aft assembly, mounted in the external tank-
to-SRB attach ring, connects with the forward
assembly and the shuttle avionics systems for
SRB ignition commands and nozzle thrust
vector control. Each integrated electronic
assembly has a multiplexer/demultiplexer,
which sends or receives more than one
message, signal or unit of information on a
single communication channel.

Eight Booster Separation Motors, four in the
nose frustum and four in the aft skirt of each
SRB, thrust for 1.02 seconds when the SRBs
separate from the external tank. Each solid
rocket separation motor is 31.1 inches long and
12.8 inches in diameter.

After separation from the tank, the boosters
descend. At a predetermined altitude,
parachutes are deployed to decelerate them for
a safe splashdown in the ocean. Just prior to
splashdown, the aft exit cones, or nozzle
extensions, are separated from the vehicles to

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reduce water impact loads. Splashdown occurs
approximately 162 miles from the launch site.

Location aids are provided for each SRB,
frustum and drogue chutes, and main
parachutes. These include a transmitter,
antenna, strobe/converter, battery and
salt-water switch electronics. The location aids
are designed for a minimum operating life of
72 hours and, when refurbished, are considered
usable up to 20 times. The flashing light is an
exception. It has an operating life of 280 hours.
The battery is used only once.

The recovery crew retrieves the SRBs, frustum
and drogue chutes, and main parachutes. The
nozzles are plugged, the solid rocket motors are
dewatered, and the SRBs are towed back to the
launch site. Each booster is removed from the
water, and its components are disassembled
and washed with fresh and deionized water to
limit salt-water corrosion. The motor segments,
igniter and nozzle are shipped back to ATK in
Utah for refurbishment. The SRB nose caps and
nozzle extensions are not recovered.

Each SRB incorporates a range safety system
that includes a battery power source, receiver
and decoder, antennas, and ordnance.

Hold-Down Posts

Each SRB has four hold-down posts that fit into
corresponding support posts on the mobile
launcher platform. Hold-down bolts secure the
SRB and launcher platform posts together.
Each bolt has a nut at each end, but only the top
nut is frangible. The top nut contains two
NASA standard detonators, or NSDs, which are
ignited at solid rocket motor ignition
commands.

When the two NSDs are ignited at each
hold-down, the hold-down bolt travels

downward because of the release of tension in
the bolt (pretensioned before launch), NSD gas
pressure and gravity. The bolt is stopped by
the stud deceleration stand, which contains
sand. The SRB bolt is 28 inches long and
3.5 inches in diameter. The frangible nut is
captured in a blast container.

The solid rocket motor ignition commands are
issued by the orbiter’s computers through the
master events controllers to the hold-down
pyrotechnic initiator controllers, or PICs, on the
mobile launcher platform. They provide the
ignition to the hold-down NSDs. The launch
processing system monitors the SRB hold-down
PICs for low voltage during the last 16 seconds
before launch. PIC low voltage will initiate a
launch hold.

SRB Ignition

SRB ignition can occur only when a manual
lock pin from each SRB safe and arm device has
been removed. The ground crew removes the
pin during prelaunch activities. At T minus
five minutes, the SRB safe and arm device is
rotated to the arm position. The solid rocket
motor ignition commands are issued when the
three SSMEs are at or above 90 percent rated
thrust, no SSME fail and/or SRB ignition PIC
low voltage is indicated, and there are no holds
from the Launch Processing System, or LPS.

The solid rocket motor ignition commands are
sent by the orbiter computers through the
master events controllers, or MECs, to the safe
and  arm  device  NSDs  in  each  SRB.    A
programmable interval clock, or PIC,
single-channel capacitor discharge device
controls the firing of each pyrotechnic device.
Three signals must be present simultaneously
for the PIC to generate the pyro firing output.
These signals – arm, fire 1 and fire 2 – originate

SHUTTLE REFERENCE DATA

NOVEMBER 2008

in the orbiter General Purpose Computers, or
GPCs, and are transmitted to the MECs. The
MECs reformat them to 28-volt dc signals for
the programmable interval clock. The arm
signal charges the PIC capacitor to 40 volts dc.

The fire 2 commands cause the redundant
NSDs to fire through a thin barrier seal down a
flame tunnel. This ignites a pyro booster
charge, which is retained in the safe and arm
device behind a perforated plate. The booster
charge ignites the propellant in the igniter
initiator; and combustion products of this
propellant ignite the solid rocket motor
initiator, which fires down the length of the
solid rocket motor, igniting the solid rocket
motor propellant.

The GPC launch sequence also controls certain
critical main propulsion system valves and
monitors the engine-ready indications from the
SSMEs. The Main Propulsion System, or MPS,
start commands are issued by the on-board
computers at T minus 6.6 seconds in a
staggered start – engine three, engine two,
engine one – all about within 0.25 of a second,
and the sequence monitors the thrust buildup
of each engine. All three SSMEs must reach the
required 90 percent thrust within three seconds,
otherwise, an orderly shutdown is commanded
and safing functions are initiated.

Normal thrust buildup to the required

90 percent thrust level will result in the SSMEs
being commanded to the liftoff position at
T minus three seconds as well as the fire 1
command being issued to arm the SRBs. At
T

minus three seconds, the vehicle base

bending load modes are allowed to initialize,
with a movement of 25.5 inches measured at
the tip of the external tank, with movement
towards the external tank.

At T minus zero, the two SRBs are ignited
under command of the four onboard
computers; separation of the four explosive
bolts on each SRB is initiated; the two T-0
umbilicals, one on each side of the spacecraft,
are retracted; the onboard master timing unit,
event timer and mission event timers are
started; the three SSMEs are at 100 percent; and
the ground launch sequence is terminated.

The solid rocket motor thrust profile is tailored
to reduce thrust during the maximum dynamic
pressure region.

Electrical Power Distribution

Electrical power distribution in each SRB
consists of orbiter-supplied main dc bus power
to each SRB via SRB buses A, B and C. In
addition, orbiter main dc bus C supplies
backup power to SRB buses A and B, and
orbiter bus B supplies backup power to SRB
bus

C. This electrical power distribution

arrangement allows all SRB buses to remain
powered in the event one orbiter main bus fails.

The nominal dc voltage is 28 volts dc, with an
upper limit of 32 volts dc and a lower limit of
24 volts dc.

Hydraulic Power Units

There are two self-contained, independent
HPUs on each SRB. Each HPU consists of an
auxiliary power unit, fuel supply module,
hydraulic pump, hydraulic reservoir and
hydraulic fluid manifold assembly. The
auxiliary power units, or APUs, are fueled by
hydrazine and generate mechanical shaft power
to a hydraulic pump that produces hydraulic
pressure for the SRB hydraulic system. The two
separate HPUs and two hydraulic systems are
located on the aft end of each SRB between the
SRB nozzle and aft skirt. The HPU components

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are mounted on the aft skirt between the rock
and tilt actuators. The two systems operate
from T minus 28 seconds until SRB separation
from the orbiter and external tank. The two
independent hydraulic systems are connected
to the rock and tilt servoactuators.

The APU controller electronics are located in
the SRB aft integrated electronic assemblies on
the aft external tank attach rings.

The APUs and their fuel systems are isolated
from each other. Each fuel supply module tank
contains 22 pounds of hydrazine. The fuel tank
is pressurized with gaseous nitrogen at 400 psi,
which provides the force to expel the fuel from
the tank to the fuel distribution line,
maintaining a positive fuel supply to the APU
throughout its operation.

The fuel isolation valve is opened at APU
startup to allow fuel to flow to the APU fuel
pump and control valves and then to the gas
generator. The gas generator’s catalytic action
decomposes the fuel and creates a hot gas. It
feeds the hot gas exhaust product to the APU
two-stage gas turbine. Fuel flows primarily
through the startup bypass line until the APU
speed is such that the fuel pump outlet pressure
is greater than the bypass line’s. Then all the
fuel is supplied to the fuel pump.

The APU turbine assembly provides
mechanical power to the APU gearbox. The
gearbox drives the APU fuel pump, hydraulic
pump and lube oil pump. The APU lube oil
pump lubricates the gearbox. The turbine
exhaust of each APU flows over the exterior of
the gas generator, cooling it, and is then
directed overboard through an exhaust duct.

When the APU speed reaches 100 percent, the
APU primary control valve closes, and the APU
speed is controlled by the APU controller

electronics. If the primary control valve logic
fails to the open state, the secondary control
valve assumes control of the APU at

112 percent speed. Each HPU on an SRB is
connected to both servoactuators on that SRB.
One HPU serves as the primary hydraulic
source for the servoactuator, and the other
HPU serves as the secondary hydraulics for
the servoactuator. Each servoactuator has a
switching valve that allows the secondary
hydraulics to power the actuator if the primary
hydraulic pressure drops below 2,050 psi. A
switch contact on the switching valve will close
when the valve is in the secondary position.
When the valve is closed, a signal is sent to the
APU controller that inhibits the 100 percent
APU speed control logic and enables the
112 percent APU speed control logic. The
100

percent APU speed enables one APU/

HPU to supply sufficient operating hydraulic
pressure to both servoactuators of that SRB.

The APU 100 percent speed corresponds to
72,000 rpm, 110 percent to 79,200 pm, and
112 percent to 80,640 rpm.

The hydraulic pump speed is 3,600 rpm and
supplies hydraulic pressure of 3,050, plus or
minus 50, psi. A high-pressure relief valve
provides overpressure protection to the
hydraulic system and relieves at 3,750 psi.

The APUs/HPUs and hydraulic systems are
reusable for 20 missions.

Thrust Vector Control

Each SRB has two hydraulic gimbal
servoactuators, one for rock and one for tilt.
The servoactuators provide the force and
control to gimbal the nozzle for thrust vector
control.

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The space shuttle ascent thrust vector control,
or ATVC, portion of the flight control system
directs the thrust of the three shuttle main
engines and the two SRB nozzles to control
shuttle attitude and trajectory during liftoff and
ascent. Commands from the guidance system
are transmitted to the ATVC drivers, which
transmit signals proportional to the commands
to each servoactuator of the main engines and
SRBs. Four independent flight control system
channels and four ATVC channels control six
main engine and four SRB ATVC drivers, with
each driver controlling one hydraulic port on
each main and SRB servoactuator.

Each SRB servoactuator consists of four
independent, two-stage servovalves that
receive signals from the drivers. Each
servovalve controls one power spool in each
actuator, which positions an actuator ram and
the nozzle to control the direction of thrust.

The four servovalves in each actuator provide a
force-summed majority voting arrangement to
position the power spool. With four identical
commands to the four servovalves, the actuator
force-sum action prevents a single erroneous
command from affecting power ram motion. If
the erroneous command persists for more than
a predetermined time, differential pressure
sensing activates a selector valve to isolate and
remove the defective servovalve hydraulic
pressure, permitting the remaining channels
and servovalves to control the actuator ram
spool.

Failure monitors are provided for each channel
to indicate which channel has been bypassed.
An isolation valve on each channel provides the
capability of resetting a failed or bypassed
channel.

Each actuator ram is equipped with transducers
for position feedback to the thrust vector
control system. Within each servoactuator ram
is a splashdown load relief assembly to cushion
the nozzle at water splashdown and prevent
damage to the nozzle flexible bearing.

SRB Rate Gyro Assemblies

Each SRB contains two RGAs, with each RGA
containing one pitch and one yaw gyro. These
provide an output proportional to angular rates
about the pitch and yaw axes to the orbiter
computers and guidance, navigation and
control system during first-stage ascent flight in
conjunction with the orbiter roll rate gyros until
SRB separation. At SRB separation, a
switchover is made from the SRB RGAs to the
orbiter RGAs.

The SRB RGA rates pass through the orbiter
flight aft multiplexers/demultiplexers to the
orbiter GPCs. The RGA rates are then
mid-value-selected in redundancy management
to provide SRB pitch and yaw rates to the
user software. The RGAs are designed for
20 missions.

SRB Separation

SRB separation is initiated when the three solid
rocket motor chamber pressure transducers are
processed in the redundancy management
middle value select and the head-end chamber
pressure of both SRBs is less than or equal to
50 psi. A backup cue is the time elapsed from
booster ignition.

The separation sequence is initiated,
commanding the thrust vector control actuators
to the null position and putting the main
propulsion system into a second stage
configuration 0.8 second from sequence
initialization, which ensures the thrust of each
SRB is less than 100,000 pounds. Orbiter yaw

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attitude is held for four seconds, and SRB thrust
drops to less than 60,000 pounds. The SRBs
separate from the external tank within
30

milliseconds of the ordnance firing

command.

The forward attachment point consists of a ball
on the SRB and socket on the external tank held
together by one bolt. The bolt contains one
NSD pressure cartridge at each end. The
forward attachment point also carries the Range
Safety System, or RSS, cross-strap wiring
connecting each SRB RSS and the ET RSS with
each other.

The aft attachment points consist of three
separate struts, upper, diagonal, and lower.
Each strut contains one bolt with an NSD
pressure cartridge at each end. The upper strut
also carries the umbilical interface between its
SRB and the external tank and on to the orbiter.

There are four Booster Separation Motors, or
BSMs on each end of each SRB. The BSMs
separate the SRBs from the external tank. The
solid rocket motors in each cluster of four are
ignited by firing redundant NSD pressure
cartridges into redundant confined detonating
fuse manifolds. The separation commands
issued from the orbiter by the SRB separation
sequence initiate the redundant NSD pressure
cartridge in each bolt and ignite the BSMs to
achieve a clean separation

SRB Cameras

A new camera, the External Tank Observation
Camera, was added on the first Return to Flight
mission. Named because it was originally
certified to give NASA engineers a closer look
at the insulating foam on the external tank’s
inter-tank, the mid-section that joins the liquid
hydrogen and liquid oxygen tanks. It consists
of an off-the-shelf SuperCircuits PC 17 video
camera and Sony mini-DV tape recorder

positioned in each forward skirt section of the
two boosters and offers a view of the Orbiter’s
nose, the tank’s intertank and, at separation, the
booster opposite the camera.

The camera’s 2.5 mm lens provides a wide-
angle, 90 degree horizontal field of view.

Recording begins at launch and continues until
after drogue parachute deployment, when the
recorder switches over to a second identical
camera looking out the top to record main
parachute deployment. Audio is also recorded,
which allows some correlation between the
video and various flight events. The recorder
battery pack is a 7.2 volt Lithium Ion battery
which supports 90 minutes of operation,
enough to support launch and then descent
back to the Atlantic Ocean. The camera battery
pack is a 24V Ni-Cad battery pack.

Video from the cameras is available for
engineering review approximately 24 hours
after the arrival of the boosters on the dock at
Kennedy Space Center, usually about 52 hours
after the launch.

Redesigned Booster Separation Motors

Redesigned Booster Separation Motors will fly
the first time in both forward and aft locations
on STS-125. As a result of vendor viability and
manifest support issues, space shuttle BSMs are
now being manufactured by ATK. The igniter
has been redesigned and other changes include
material upgrades driven by obsolescence
issues and improvements to process and
inspection techniques.

As before, eight BSMs are located on each
booster, four on the forward section and four
on the aft skirt. Once the SRBs have completed
their flight, the eight BSMs are fired to jettison
the boosters away from the orbiter and external
tank, allowing the solid rocket motors to
parachute to Earth and be reused.

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SPACE SHUTTLE SUPER LIGHT WEIGHT
TANK (SLWT)

The super lightweight external tank (SLWT)
made its first shuttle flight June 2, 1998, on
mission STS-91. The SLWT is 7,500 pounds
lighter than the standard external tank. The
lighter weight tank allows the shuttle to deliver
International Space Station elements (such as
the service module) into the proper orbit.

The SLWT is the same size as the previous
design. But the liquid hydrogen tank and the
liquid oxygen tank are made of aluminum
lithium, a lighter, stronger material than the
metal alloy used for the shuttle’s current tank.
The tank’s structural design has also been
improved, making it 30 percent stronger and
5 percent less dense.

The SLWT, like the standard tank, is
manufactured at Michoud Assembly, near
New Orleans, by Lockheed Martin.

The 154-foot-long external tank is the largest
single component of the space shuttle. It stands
taller than a 15-story building and has a
diameter of about 27 feet. The external tank
holds over 530,000 gallons of liquid hydrogen
and liquid oxygen in two separate tanks. The
hydrogen (fuel) and liquid oxygen (oxidizer)
are used as propellants for the shuttle’s three
main engines.

EXTERNAL TANK

The 154-foot-long external tank is the largest
single component of the space shuttle. It stands
taller than a 15-story building and has a
diameter of about 27 feet. The external tank
holds more than 530,000 gallons of liquid
hydrogen and liquid oxygen in two separate
tanks, the forward liquid oxygen tank and the

aft liquid hydrogen tank. An unpressurized
intertank unites the two propellant tanks.

Liquid hydrogen (fuel) and liquid oxygen
(oxidizer) are used as propellants for the
shuttle’s three main engines. The external tank
weighs 58,500 pounds empty and

1,668,500 pounds when filled with propellants.

The external tank is the “backbone” of the
shuttle during launch, providing structural
support for attachment with the solid rocket
boosters and orbiter. It is the only component
of the shuttle that is not reused. Approximately
8.5 minutes after reaching orbit, with its
propellant used, the tank is jettisoned and falls
in a preplanned trajectory. Most of the tank
disintegrates in the atmosphere, and the
remainder falls into the ocean.

The external tank is manufactured at NASA’s
Michoud Assembly Facility in New Orleans by
Lockheed Martin Space Systems.

Foam Facts

The external tank is covered with spray-on
foam insulation that insulates the tank before
and during launch. More than 90 percent of the
tank’s foam is applied using an automated
system, leaving less than 10 percent to be
applied manually.

There are two types of foam on the external
tank, known as the Thermal Protection System,
or TPS. One is low-density, closed-cell foam on
the tank acreage and is known as Spray-On-
Foam-Insulation, often referred to by its
acronym, SOFI. Most of the tank is covered by
either an automated or manually applied SOFI.
Most areas around protuberances, such as
brackets and structural elements, are applied by
pouring foam ingredients into part-specific
molds. The other is a denser composite

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SHUTTLE REFERENCE DATA

material made of silicone resins and cork and
called ablator. An ablator is a material that
dissipates heat by eroding. It is used on areas
of the external tank subjected to extreme heat,
such as the aft dome near the engine exhaust,
and remaining protuberances, such as the cable
trays. These areas are exposed to extreme
aerodynamic heating.

Closed-cell foam used on the tank was
developed to keep the propellants that fuel the
shuttle’s three main engines at optimum
temperature. It keeps the shuttle’s liquid
hydrogen fuel at minus 423 degrees Fahrenheit
and the liquid oxygen tank at near minus
297 degrees Fahrenheit, even as the tank sits
under the hot Florida sun. At the same time,
the foam prevents a buildup of ice on the
outside of the tank.

The foam insulation must be durable enough to
endure a 180-day stay at the launch pad,
withstand temperatures up to 115 degrees
Fahrenheit, humidity as high as 100 percent,
and resist sand, salt, fog, rain, solar radiation
and even fungus. Then, during launch, the
foam must tolerate temperatures as high as
2,200 degrees Fahrenheit generated by
aerodynamic friction and radiant heating from
the 3,000 degrees Fahrenheit main engine
plumes. Finally, when the external tank begins
reentry into the Earth’s atmosphere about
30 minutes after launch, the foam maintains the
tank’s structural temperatures and allows it to
safely disintegrate over a remote ocean location.

Though the foam insulation on the majority of
the tank is only 1-inch thick, it adds

4,823 pounds to the tank’s weight. In the areas
of the tank subjected to the highest heating,
insulation is somewhat thicker, between 1.5 to
3 inches thick. Though the foam’s density

varies with the type, an average density is
about 2.4 pounds per cubic foot.

Application of the foam, whether automated by
computer or hand-sprayed, is designed to meet
NASA’s requirements for finish, thickness,
roughness, density, strength and adhesion. As
in most assembly production situations, the
foam is applied in specially designed,
environmentally controlled spray cells and
applied in several phases, often over a period of
several weeks. Before spraying, the foam’s raw
material and mechanical properties are tested
to ensure they meet NASA specifications.

Multiple visual inspections of all foam surfaces
are performed after the spraying is complete.

Most of the foam is applied at NASA’s
Michoud Assembly Facility in New Orleans
when the tank is manufactured, including most
of the “closeout” areas, or final areas applied.
These closeouts are done either by hand
pouring or manual spraying. Additional
closeouts are completed once the tank reaches
Kennedy Space Center, Fla.

The super lightweight external tank, or SLWT,
made its first shuttle flight in June 1998 on
mission STS-91. The SLWT is 7,500 pounds
lighter than previously flown tanks. The SLWT
is the same size as the previous design, but the
liquid hydrogen tank and the liquid oxygen
tank are made of aluminum lithium, a lighter,
stronger material than the metal alloy used
previously.

Beginning with the first Return to Flight
mission, STS-114 in June 2005, several
improvements were made to improve safety
and flight reliability.

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NOVEMBER 2008

Forward Bipod

The external tank’s forward shuttle attach
fitting, called the bipod, was redesigned to
eliminate the large insulating foam ramps as a
source of debris. Each external tank has two
bipod fittings that connect the tank to the
orbiter through the shuttle’s two forward
attachment struts. Four rod heaters were
placed below each forward bipod, replacing the
large insulated foam Protuberance Airload, or
PAL, ramps.

Liquid Hydrogen Tank & Liquid Oxygen
Intertank Flange Closeouts

The liquid hydrogen tank flange located at the
bottom of the intertank and the liquid oxygen
tank flange located at the top of the intertank
provide joining mechanisms with the intertank.
After each of these three component tanks,
liquid oxygen, intertank and liquid hydrogen,
are joined mechanically, the flanges at both
ends are insulated with foam. An enhanced
closeout, or finishing, procedure was added to
improve foam application to the stringer, or
intertank ribbing, and to the upper and lower
area of both the liquid hydrogen and liquid
oxygen intertank flanges.

Liquid Oxygen Feedline Bellows

The liquid oxygen feedline bellows were
reshaped to include a “drip lip” that allows
condensate moisture to run off and prevent
freezing. A strip heater was added to the
forward bellow to further reduce the potential
of high density ice or frost formation. Joints on
the liquid oxygen feedline assembly allow the
feedline to move during installation and during
liquid hydrogen tank fill. Because it must flex,
it cannot be insulated with foam like the
remainder of the tank.

Other tank improvements include:

Liquid Oxygen & Liquid Hydrogen
Protuberance Airload (PAL) Ramps

External tank ET-119, which flew on the second
Return to Flight mission, STS-121, in July 2006,
was the first tank to fly without PAL ramps
along portions of the liquid oxygen and

liquid hydrogen tanks. These PAL ramps were
extensively studied and determined to not be
necessary for their original purpose, which was
to protect cable trays from aeroelastic instability
during ascent. Extensive tests were conducted
to verify the shuttle could fly safely without
these particular PAL ramps. Extensions were
added to the ice frost ramps for the pressline
and cable tray brackets, where these PAL ramps
were removed to make the geometry of the
ramps consistent with other locations on

the tank and thereby provide consistent
aerodynamic flow. Nine extensions were
added, six on the liquid hydrogen tank and
three on the liquid oxygen tank.

Engine Cutoff (ECO) Sensor Modification

Beginning with STS-122, ET-125, which
launched on Feb. 7, 2008, the ECO sensor
system feed through connector on the liquid
hydrogen tank was modified by soldering the
connector’s pins and sockets to address false
readings in the system. All subsequent tanks
after ET-125 have the same modification.

Liquid Hydrogen Tank Ice Frost Ramps

ET-128, which flew on the STS-124 shuttle
mission, May 31, 2008, was the first tank to fly
with redesigned liquid hydrogen tank ice frost
ramps. Design changes were incorporated at
all 17 ice frost ramp locations on the liquid
hydrogen tank, stations 1151 through 2057, to
reduce foam loss. Although the redesigned

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SHUTTLE REFERENCE DATA

ramps appear identical to the previous design,
several changes were made. PDL* and NCFI
foam have been replaced with BX* manual
spray foam in the ramp’s base cutout to reduce
debonding and cracking; Pressline and cable
tray bracket feet corners have been rounded to
reduce stresses; shear pin holes have been
sealed to reduce leak paths; isolators were
primed to promote adhesion; isolator corners
were rounded to help reduce thermal
protection system foam stresses; BX manual
spray was applied in bracket pockets to reduce
geometric voids.

*BX is a type of foam used on the tank’s
“loseout,” or final finished areas; it is applied
manually or hand-sprayed. PDL is an acronym
for Product Development Laboratory, the first
supplier of the foam during the early days of
the external tank’s development. PDL is

applied by pouring foam ingredients into a
mold. NCFI foam is used on the aft dome, or
bottom, of the liquid hydrogen tank.

Liquid Oxygen Feedline Brackets

ET-128 also was the first tank to fly with
redesigned liquid oxygen feedline brackets.
Titanium brackets, much less thermally
conductive than aluminum, replaced aluminum
brackets at four locations: XT 1129, XT 1377,
Xt 1624 and Xt 1871.  This change minimizes ice
formation in under-insulated areas, and
reduces the amount of foam required to cover
the brackets and the propensity for ice
development. Zero-gap/slip plane Teflon
material was added to the upper outboard
monoball attachment to eliminate ice adhesion.
Additional foam has been added to the liquid
oxygen feedline to further minimize ice
formation along the length of the feedline.

NOVEMBER 2008

LAUNCH & LANDING

LAUNCH AND LANDING

LAUNCH

As with all previous space shuttle launches,
Endeavour has several options to abort its
ascent if needed after engine failures or other
systems problems. Shuttle launch abort
philosophy is intended to facilitate safe
recovery of the flight crew and intact recovery
of the orbiter and its payload.

Abort modes include:

ABORT-TO-ORBIT

This mode is used if there’s a partial loss of
main engine thrust late enough to permit
reaching a minimal 105 by 85 nautical mile orbit
with the orbital maneuvering system engines.
The engines boost the shuttle to a safe orbital
altitude when it is impossible to reach the
planned orbital altitude.

TRANSATLANTIC ABORT LANDING

The loss of one or more main engines midway
through powered flight would force a landing
at either Zaragoza, Spain; Moron, Spain; or
Istres, France. For launch to proceed, weather
conditions must be acceptable at one of these
TAL sites.

RETURN-TO-LAUNCH-SITE

If one or more engines shuts down early and
there’s not enough energy to reach Zaragoza,
the shuttle would pitch around toward
Kennedy until within gliding distance of the
Shuttle Landing Facility. For launch to
proceed, weather conditions must be forecast to
be acceptable for a possible RTLS landing at
KSC about 20 minutes after liftoff.

ABORT ONCE AROUND

An AOA is selected if the vehicle cannot
achieve a viable orbit or will not have enough
propellant to perform a deorbit burn, but has
enough energy to circle the Earth once and land
about 90 minutes after liftoff.

LANDING

The primary landing site for Endeavour on
STS

‐

126 is the Kennedy Space Center’s Shuttle

Landing Facility. Alternate landing sites that
could be used if needed because of weather
conditions or systems failures are at Edwards
Air Force Base, Calif., and White Sands Space
Harbor, N.M.

NOVEMBER 2008

ACRONYMS/ABBREVIATIONS

A/G Alignment

Guides

A/L Airlock
AAA

Avionics Air Assembly

ABC

Audio Bus Controller

ACBM

Active Common Berthing Mechanism

ACDU

Airlock Control and Display Unit

ACO

Assembly Checkout Officer

ACS

Atmosphere Control and Supply

ACU

Arm Control Unit

ADS

Audio Distribution System

AE Approach

Ellipsoid

AEP

Airlock Electronics Package

AI Approach

Initiation

AJIS

Alpha Joint Interface Structure

AM Atmosphere

Monitoring

AMOS

Air Force Maui Optical and Supercomputing Site

AOH

Assembly Operations Handbook

APAS

Androgynous Peripheral Attachment

APCU

Assembly Power Converter Unit

APE

Antenna Pointing Electronics
Audio Pointing Equipment

APFR

Articulating Portable Foot Restraint

APM

Antenna Pointing Mechanism

APS

Automated Payload Switch

APV

Automated Procedure Viewer

AR Atmosphere

Revitalization

ARCU American-to-Russian Converter Unit
ARS

Atmosphere Revitalization System

ASW Application

Software

ATA

Ammonia Tank Assembly

ATCS

Active Thermal Control System

ATU

Audio Terminal Unit

BAD

Broadcast Ancillary Data

BC Bus

Controller

BCDU

Battery Charge/Discharge Unit
Berthing Mechanism Control and Display Unit

BEP

Berthing Mechanism Electronics Package

BGA

Beta Gimbal Assembly

ACRONYMS AND ABBREVIATIONS

98 ACRONYMS/ABBREVIATIONS

NOVEMBER

2008

BIC

Bus Interface Controller

BIT Built-In

Test

BM Berthing

Mechanism

BOS

BIC Operations Software

BSS Basic

Software

BSTS

Basic Standard Support Software

C&C

Command and Control

C&DH

Command and Data Handling

C&T

Communication and Tracking

C&W

Caution and Warning

C/L Crew

Lock

C/O Checkout
CAM

Collision Avoidance Maneuver

CAPE

Canister for All Payload Ejections

CAS

Common Attach System

CB Control

Bus

CBCS

Centerline Berthing Camera System

CBM

Common Berthing Mechanism

CCA

Circuit Card Assembly

CCAA

Common Cabin Air Assembly

CCHA

Crew Communication Headset Assembly

CCP

Camera Control Panel

CCT

Communication Configuration Table

CCTV Closed-Circuit

Television

CDR

Space Shuttle Commander

CDRA

Carbon Dioxide Removal Assembly

CETA

Crew Equipment Translation Aid

CHeCS

Crew Health Care System

CHX

Cabin Heat Exchanger

CISC

Complicated Instruction Set Computer

CLA

Camera Light Assembly

CLPA

Camera Light Pan Tilt Assembly

CMG

Control Moment Gyro

COTS

Commercial Off the Shelf

CPA

Control Panel Assembly

CPB

Camera Power Box

CR Change

Request

CRT Cathode-Ray

Tube

CSA

Canadian Space Agency

CSA-CP

Compound Specific Analyzer

CVIU

Common Video Interface Unit

NOVEMBER 2008

ACRONYMS/ABBREVIATIONS

CVT

Current Value Table

CZ Communication

Zone

DB Data

Book

DC Docking

Compartment

DCSU

Direct Current Switching Unit

DDCU

DC-to-DC Converter Unit

DEM Demodulator
DFL Decommutation

Format

Load

DIU

Data Interface Unit

DMS

Data Management System

DMS-R

Data Management System-Russian

DPG

Differential Pressure Gauge

DPU

Baseband Data Processing Unit

DRTS

Japanese Data Relay Satellite

DYF Display

Frame

E/L Equipment

Lock

EATCS

External Active Thermal Control System

EBCS

External Berthing Camera System

ECC

Error Correction Code

ECLSS

Environmental Control and Life Support System

ECS

Environmental Control System

ECU

Electronic Control Unit

EDSU

External Data Storage Unit

EDU EEU

Driver

Unit

EE End

Effector

EETCS

Early External Thermal Control System

EEU

Experiment Exchange Unit

EF Exposed

Facility

EFBM

Exposed Facility Berthing Mechanism

EFHX

Exposed Facility Heat Exchanger

EFU

Exposed Facility Unit

EGIL

Electrical, General Instrumentation, and Lighting

EIU

Ethernet Interface Unit

ELM-ES

Japanese Experiment Logistics Module – Exposed Section

ELM-PS

Japanese Experiment Logistics Module – Pressurized Section

ELPS

Emergency Lighting Power Supply

EMGF Electric

Mechanical Grapple Fixture

EMI Electro-Magnetic

Imaging

EMU Extravehicular

Mobility

Unit

E-ORU

EVA Essential ORU

EP Exposed

Pallet

100 ACRONYMS/ABBREVIATIONS

NOVEMBER

2008

EPS

Electrical Power System

ES Exposed

Section

ESA

European Space Agency

ESC JEF

System

Controller

ESW

Extended Support Software

ET External

Tank

ETCS

External Thermal Control System

ETI

Elapsed Time Indicator

ETRS

EVA Temporary Rail Stop

ETVCG

External Television Camera Group

EV Extravehicular
EVA Extravehicular

Activity

(Spacewalk)

EXP-D Experiment-D
EXT External

FA Fluid

Accumulator

FAS

Flight Application Software

FCT

Flight Control Team

FD Flight

Day

FDDI

Fiber Distributed Data Interface

FDIR

Fault Detection, Isolation, and Recovery

FDS

Fire Detection System

FE Flight

Engineer

FET-SW

Field Effect Transistor Switch

FGB

Functional Cargo Block

FOR

Frame of Reference

FPP Fluid

Pump

Package

FR Flight

Rule

FRD

Flight Requirements Document

FRGF

Flight Releasable Grapple Fixture

FRM

Functional Redundancy Mode

FSE

Flight Support Equipment

FSEGF

Flight Support Equipment Grapple Fixture

FSW Flight

Software

GAS Get-Away

Special

GCA

Ground Control Assist

GLA

General Lighting Assemblies
General Luminaire Assembly

GLONASS

Global Navigational Satellite System

GNC

Guidance, Navigation, and Control

GPC

General Purpose Computer

GPS

Global Positioning System

NOVEMBER 2008

ACRONYMS/ABBREVIATIONS

101

GPSR

Global Positioning System Receiver

GUI

Graphical User Interface

H&S Health

and

Status

HCE

Heater Control Equipment

HCTL Heater

Controller

HEPA

High Efficiency Particulate Acquisition

HPA

High Power Amplifier

HPP

Hard Point Plates

HRDR

High Rate Data Recorder

HREL Hold/Release

Electronics

HRFM

High Rate Frame Multiplexer

HRM

Hold Release Mechanism

HRMS

High Rate Multiplexer and Switcher

HTV

H-II Transfer Vehicle

HTVCC

HTV Control Center

HTV Prox

HTV Proximity

HX Heat

Exchanger

I/F Interface
IAA Intravehicular

Antenna

Assembly

IAC

Internal Audio Controller

IBM

International Business Machines

ICB

Inner Capture Box

ICC

Integrated Cargo Carrier

ICS

Interorbit Communication System

ICS-EF

Interorbit Communication System – Exposed Facility

IDRD

Increment Definition and Requirements Document

IELK

Individual Equipment Liner Kit

IFHX

Interface Heat Exchanger

IMCS

Integrated Mission Control System

IMCU

Image Compressor Unit

IMV Intermodule

Ventilation

INCO

Instrumentation and Communication Officer

IP International

Partner

IP-PCDU

ICS-PM Power Control and Distribution Unit

IP-PDB

Payload Power Distribution Box

ISP

International Standard Payload

ISPR

International Standard Payload Rack

ISS

International Space Station

ISSSH

International Space Station Systems Handbook

ITCS

Internal Thermal Control System

ITS

Integrated Truss Segment

102 ACRONYMS/ABBREVIATIONS

NOVEMBER

2008

IVA Intravehicular

Activity

IVSU

Internal Video Switch Unit

JAL

JEM Air Lock

JAXA

Japan Aerospace Exploration Agency

JCP

JEM Control Processor

JEF

JEM Exposed Facility

JEM

Japanese Experiment Module

JEMAL JEM

Airlock

JEM-PM

JEM – Pressurized Module

JEMRMS

Japanese Experiment Module Remote Manipulator System

JEUS

Joint Expedited Undocking and Separation

JFCT

Japanese Flight Control Team

JLE

Japanese Experiment Logistics Module – Exposed Section

JLP

Japapese Experiment Logistics Module – Pressurized Section

JLP-EDU

JLP-EFU Driver Unit

JLP-EFU

JLP Exposed Facility Unit

JPM

Japanese Pressurized Module

JPM WS

JEM Pressurized Module Workstation

JSC

Johnson Space Center

JTVE

JEM Television Equipment

Kbps

Kilobit per second

KOS

Keep Out Sphere

LB Local

Bus

LCA

LAB Cradle Assembly

LCD

Liquid Crystal Display

LED

Light Emitting Diode

LEE

Latching End Effector

LMC

Lightweight MPESS Carrier

LSW Light

Switch

LTA Launch-to-Activation
LTAB Launch-to-Activation

Box

LTL

Low Temperature Loop

MA Main

Arm

MAUI

Main Analysis of Upper-Atmospheric Injections

Mb Megabit
Mbps

Megabit per second

MBS

Mobile Base System

MBSU

Main Bus Switching Unit

MCA

Major Constituent Analyzer

NOVEMBER 2008

ACRONYMS/ABBREVIATIONS

103

MCC

Mission Control Center

MCC-H

Mission Control Center – Houston

MCC-M

Mission Control Center – Moscow

MCDS Multifunction

Cathode-Ray Tube Display System

MCS

Mission Control System

MDA

MacDonald, Dettwiler and Associates Ltd.

MDM Multiplexer/Demultiplexer
MDP

Management Data Processor

MELFI

Minus Eighty-Degree Laboratory Freezer for ISS

MGB

Middle Grapple Box

MIP

Mission Integration Plan

MISSE

Materials International Space Station Experiment

MKAM

Minimum Keep Alive Monitor

MLE

Middeck Locker Equivalent

MLI Multi-layer

Insulation

MLM

Multipurpose Laboratory Module

MMOD Micrometeoroid/Orbital

Debris

MOD Modulator
MON Television

Monitor

MPC

Main Processing Controller

MPESS

Multipurpose Experiment Support Structure

MPEV

Manual Pressure Equalization Valve

MPL

Manipulator Retention Latch

MPLM Multi-Purpose

Logistics

Module

MPM Manipulator

Positioning

Mechanism

MPV

Manual Procedure Viewer

MSD

Mass Storage Device

MSFC

Marshall Space Flight Center

MSP

Maintenance Switch Panel

MSS

Mobile Servicing System

MT Mobile

Tracker

MTL

Moderate Temperature Loop

MUX Data

Multiplexer

NASA National

Aeronautics

and Space Administration

NCS

Node Control Software

NET

No Earlier Than

NLT

No Less Than

n.mi. nautical

mile

NPRV

Negative Pressure Relief Valve

NSV Network

Service

104 ACRONYMS/ABBREVIATIONS

NOVEMBER

2008

NTA

Nitrogen Tank Assembly

NTSC

National Television Standard Committee

OBSS

Orbiter Boom Sensor System

OCA

Orbital Communications Adapter

OCAD

Operational Control Agreement Document

OCAS

Operator Commanded Automatic Sequence

ODF

Operations Data File

ODS

Orbiter Docking System

OI Orbiter

Interface

OIU

Orbiter Interface Unit

OMS

Orbital Maneuvering System

OODT

Onboard Operation Data Table

ORCA

Oxygen Recharge Compressor Assembly

ORU

Orbital Replacement Unit

OS Operating

System

OSA

Orbiter-based Station Avionics

OSE

Orbital Support Equipment

OTCM

ORU and Tool Changeout Mechanism

OTP

ORU and Tool Platform

P/L Payload
PAL

Planning and Authorization Letter

PAM

Payload Attach Mechanism

PAO

Public Affairs Office

PBA

Portable Breathing Apparatus

PCA

Pressure Control Assembly

PCBM

Passive Common Berthing Mechanism

PCN

Page Change Notice

PCS

Portable Computer System

PCU

Power Control Unit

PDA

Payload Disconnect Assembly

PDB

Power Distribution Box

PDGF

Power and Data Grapple Fixture

PDH

Payload Data Handling unit

PDRS

Payload Deployment Retrieval System

PDU

Power Distribution Unit

PEC

Passive Experiment Container

PEHG

Payload Ethernet Hub Gateway

PFE

Portable Fire Extinguisher

PGSC

Payload General Support Computer

PIB

Power Interface Box

PIU

Payload Interface Unit

NOVEMBER 2008

ACRONYMS/ABBREVIATIONS

105

PLB Payload

Bay

PLBD

Payload Bay Door

PLC

Pressurized Logistics Carrier

PLT

Payload Laptop Terminal
Space Shuttle Pilot

PM Pressurized

Module

PMA

Pressurized Mating Adapter

PMCU

Power Management Control Unit

POA

Payload ORU Accommodation

POR

Point of Resolution

PPRV

Positive Pressure Relief Valve

PRCS

Primary Reaction Control System

PREX Procedure

Executor

PRLA

Payload Retention Latch Assembly

PROX

Proximity Communications Center

psia

Pounds per Square Inch Absolute

PSP

Payload Signal Processor

PSRR

Pressurized Section Resupply Rack

PTCS

Passive Thermal Control System

PTR

Port Thermal Radiator

PTU Pan/Tilt

Unit

PVCU Photovoltaic

Controller

Unit

PVM Photovoltaic

Module

PVR Photovoltaic

Radiator

PVTCS

Photovoltaic Thermal Control System

QD Quick

Disconnect

R&MA

Restraint and Mobility Aid

RACU Russian-to-American Converter Unit
RAM

Read Access Memory

RBVM

Radiator Beam Valve Module

RCC

Range Control Center

RCT

Rack Configuration Table

RF Radio

Frequency

RGA

Rate Gyro Assemblies

RHC

Rotational Hand Controller

RIGEX

Rigidizable Inflatable Get-Away Special Experiment

RIP

Remote Interface Panel

RLF

Robotic Language File

RLT

Robotic Laptop Terminal

RMS

Remote Manipulator System

ROEU

Remotely Operated Electrical Umbilical

106 ACRONYMS/ABBREVIATIONS

NOVEMBER

2008

ROM

Read Only Memory

R-ORU

Robotics Compatible Orbital Replacement Unit

ROS

Russian Orbital Segment

RPC

Remote Power Controller

RPCM

Remote Power Controller Module

RPDA

Remote Power Distribution Assembly

RPM

Roll Pitch Maneuver

RS Russian

Segment

RSP

Return Stowage Platform

RSR

Resupply Stowage Rack

RT Remote

Terminal

RTAS

Rocketdyne Truss Attachment System

RVFS

Rendezvous Flight Software

RWS Robotics

Workstation

SAFER

Simplified Aid for EVA Rescue

SAM

SFA Airlock Attachment Mechanism

SARJ

Solar Alpha Rotary Joint

SCU

Sync and Control Unit

SD Smoke

Detector

SDS

Sample Distribution System

SEDA

Space Environment Data Acquisition equipment

SEDA-AP

Space Environment Data Acquisition equipment – Attached Payload

SELS

SpaceOps Electronic Library System

SEU

Single Event Upset

SFA

Small Fine Arm

SFAE SFA

Electronics

SI Smoke

Indicator

SLM

Structural Latch Mechanism

SLP-D

Spacelab Pallet – D

SLP-D1

Spacelab Pallet – Deployable

SLP-D2

Spacelab Pallet – D2

SLT

Station Laptop Terminal
System Laptop Terminal

SM Service

Module

SMDP

Service Module Debris Panel

SOC

System Operation Control

SODF

Space Operations Data File

SPA

Small Payload Attachment

SPB

Survival Power Distribution Box

SPDA

Secondary Power Distribution Assembly

SPDM

Special Purpose Dexterous Manipulator

NOVEMBER 2008

ACRONYMS/ABBREVIATIONS

107

SPEC Specialist
SRAM Static

RAM

SRB

Solid Rocket Booster

SRMS

Shuttle Remote Manipulator System

SSAS

Segment-to-Segment Attach System

SSC

Station Support Computer

SSCB

Space Station Control Board

SSE

Small Fine Arm Storage Equipment

SSIPC

Space Station Integration and Promotion Center

SSME

Space Shuttle Main Engine

SSOR Space-to-Space

Orbiter

Radio

SSP

Standard Switch Panel

SSPTS

Station-to-Shuttle Power Transfer System

SSRMS

Space Station Remote Manipulator System

STC

Small Fire Arm Transportation Container

STR

Starboard Thermal Radiator

STS

Space Transfer System

STVC

SFA Television Camera

SVS

Space Vision System

TA Thruster

Assist

TAC

TCS Assembly Controller

TAC-M

TCS Assembly Controller – M

TCA

Thermal Control System Assembly

TCB

Total Capture Box

TCCS

Trace Contaminant Control System

TCCV

Temperature Control and Check Valve

TCS

Thermal Control System

TCV

Temperature Control Valve

TDK

Transportation Device Kit

TDRS

Tracking and Data Relay Satellite

THA

Tool Holder Assembly

THC

Temperature and Humidity Control
Translational Hand Controller

THCU

Temperature and Humidity Control Unit

TIU

Thermal Interface Unit

TKSC

Tsukuba Space Center (Japan)

TLM Telemetry
TMA

Russian vehicle designation

TMR

Triple Modular Redundancy

TPL

Transfer Priority List

TRRJ

Thermal Radiator Rotary Joint

108 ACRONYMS/ABBREVIATIONS

NOVEMBER

2008

TUS Trailing

Umbilical

System

TVC Television

Camera

UCCAS

Unpressurized Cargo Carrier Attach System

UCM

Umbilical Connect Mechanism

UCM-E

UCM – Exposed Section Half

UCM-P

UCM – Payload Half

UHF Ultrahigh

Frequency

UIL

User Interface Language

ULC

Unpressurized Logistics Carrier

UMA Umbilical

Mating

Adapter

UOP

Utility Outlet Panel

UPC Up

Converter

USA

United Space Alliance

US LAB

United States Laboratory

USOS

United States On-Orbit Segment

VAJ

Vacuum Access Jumper

VBSP

Video Baseband Signal Processor

VCU

Video Control Unit

VDS

Video Distribution System

VLU

Video Light Unit

VRA

Vent Relief Assembly

VRCS

Vernier Reaction Control System

VRCV

Vent Relief Control Valve

VRIV

Vent Relief Isolation Valve

VSU

Video Switcher Unit

VSW Video

Switcher

WAICO

Waiving and Coiling

WCL

Water Cooling Loop

WETA

Wireless Video System External Transceiver Assembly

WIF Work

Interface

WRM

Water Recovery and Management

WRS

Water Recovery System

WS Water

Separator

Work Site
Work Station

WVA Water

Vent

Assembly

ZSR

Zero-g Stowage Rack

NOVEMBER 2008

MEDIA ASSISTANCE

109

MEDIA ASSISTANCE

NASA TELEVISION TRANSMISSION

NASA Television is carried on an MPEG

‐

digital signal accessed via satellite AMC

‐

6, at

72 degrees west longitude, transponder 17C,
4040 MHz, vertical polarization. For those in
Alaska or Hawaii, NASA Television will be
seen on AMC

‐

7, at 137 degrees west longitude,

transponder 18C, at 4060 MHz, horizontal
polarization. In both instances, a Digital Video
Broadcast, or DVB

‐

compliant Integrated

Receiver Decoder, or IRD, with modulation of
QPSK/DBV, data rate of 36.86 and FEC 3/4 will
be needed for reception. The NASA Television
schedule and links to streaming video are
available at:

http://www.nasa.gov/ntv

NASA TV’s digital conversion will require
members of the broadcast media to upgrade
with an ‘addressable’ Integrated Receiver
De

‐

coder, or IRD, to participate in live news

events and interviews, media briefings and
receive NASA’s Video File news feeds on a
dedicated Media Services channel. NASA
mission coverage will air on a digital NASA
Public Services “Free to Air” channel, for which
only a basic IRD will be needed.

Television Schedule

A schedule of key in

‐

orbit events and media

briefings during the mission will be detailed in
a NASA TV schedule posted at the link above.
The schedule will be updated as necessary and
will also be available at:

http://www.nasa.gov/multimedia/nasatv/

mission_schedule.html

Status Reports

Status reports on launch countdown and
mission progress, in

‐

orbit activities and landing

operations will be posted at:

http://www.nasa.gov/shuttle

This site also contains information on the crew
and will be updated regularly with photos and
video clips throughout the flight.

More Internet Information

Information on the ISS is available at:

http://www.nasa.gov/station

Information on safety enhancements made
since the Columbia accident is available at:

http://www.nasa.gov/returntoflight/

system/index.html

Information on other current NASA activities is
available at:

http://www.nasa.gov

Resources for educators can be found at the
following address:

http://education.nasa.gov

NOVEMBER 2008

PUBLIC AFFAIRS CONTACTS

111

PUBLIC AFFAIRS CONTACTS

HEADQUARTERS
WASHINGTON, DC

Space Operations Mission Directorate

Michael Braukus
International Partners
202-358-1979

michael.j.braukus@nasa.gov

Katherine Trinidad
Shuttle, Space Station Policy
202-358-3749

katherine.trinidad@nasa.gov

John Yembrick
Shuttle, Space Station Policy
202-358-0602

john.yembrick-1@nasa.gov

Mike Curie
Shuttle, Space Station Policy
202-358-4715

michael.curie@nasa.gov

Science Mission Directorate

Grey Hautaluoma
Research in Space
202-358-0668

grey.hautaluoma-1@nasa.gov

Ashley Edwards
Research in Space
202-358-1756

ashley.edwards-1@nasa.gov

JOHNSON SPACE CENTER
HOUSTON, TEXAS

James Hartsfield
News Chief
281-483-5111

james.a.hartsfield@nasa.gov

Kyle Herring
Public Affairs Specialist
Space Shuttle Program Office
281-483-5111

kyle.j.herring@nasa.gov

Rob Navias
Program and Mission Operations Lead
281-483-5111

rob.navias-1@nasa.gov

Kelly Humphries
Public Affairs Specialist
International Space Station and Mission
Operations Directorate
281-483-5111

kelly.o.humphries@nasa.gov

Nicole Cloutier-Lemasters
Public Affairs Specialist
Astronauts
281-483-5111

nicole.cloutier-1@nasa.gov

112

PUBLIC AFFAIRS CONTACTS

NOVEMBER 2008

KENNEDY SPACE CENTER
CAPE CANAVERAL, FLORIDA

Allard Beutel
News Chief
321-867-2468

allard.beutel@nasa.gov

Candrea Thomas
Public Affairs Specialist
Space Shuttle
321-861-2468

candrea.k.thomas@nasa.gov

Tracy Young
Public Affairs Specialist
International Space Station
321-867-2468

tracy.g.young@nasa.gov

MARSHALL SPACE FLIGHT CENTER
HUNTSVILLE, ALABAMA

Dom Amatore
Public Affairs Manager
256-544-0034

dominic.a.amatore@nasa.gov

June Malone
Public Affairs Specialist
News Chief/Media Manager
256-544-0034

june.e.malone@nasa.gov

Steve Roy
Public Affairs Specialist
Space Shuttle Propulsion
256-544-0034

steven.e.roy@nasa.gov

STENNIS SPACE CENTER
BAY ST. LOUIS, MISSISSIPPI

Linda Theobald
Public Affairs Officer
228-688-3249

linda.l.theobald@nasa.gov

Paul Foerman
News Chief
228-688-1880

paul.foerman-1@nasa.gov

AMES RESEARCH CENTER
MOFFETT FIELD, CALIFORNIA

Mike Mewhinney
News Chief
650-604-3937

michael.mewhinney@nasa.gov

Jonas Dino
Public Affairs Specialist
650-604-5612

jonas.dino@nasa.gov

DRYDEN FLIGHT RESEARCH CENTER
EDWARDS, CALIFORNIA

Fred Johnsen
Director, Public Affairs
661-276-2998

frederick.a.johnsen@nasa.gov

Alan Brown
News Chief
661-276-2665

alan.brown@nasa.gov

Leslie Williams
Public Affairs Specialist
661-276-3893

leslie.a.williams@nasa.gov

NOVEMBER 2008

PUBLIC AFFAIRS CONTACTS

113

GLENN RESEARCH CENTER
CLEVELAND, OHIO

Lori Rachul
News Chief
216-433-8806

lori.j.rachul@nasa.gov

Katherine Martin
Public Affairs Specialist
216-433-2406

katherine.martin@nasa.gov

LANGLEY RESEARCH CENTER
HAMPTON, VIRGINIA

Marny Skora
Head, News Media Office
757-864-3315

marny.skora@nasa.gov

Chris Rink
Public Affairs Officer
757-864-6786

christopher.p.rink@nasa.gov

Kathy Barnstorff
Public Affairs Officer
757-864-9886

katherine.a.barnstorff@nasa.gov

UNITED SPACE ALLIANCE

Jessica Pieczonka
Houston Operations
281-212-6252
832-205-0480

jessica.b.pieczonka@usa-spaceops.com

David Waters
Florida Operations
321-861-3805

david.waters@usa-spaceops.com

BOEING

Tanya Deason-Sharp
Media Relations
Boeing Space Exploration
281-226-6070

tanya.e.deason-sharp@boeing.com

Ed Memi
Media Relations
Boeing Space Exploration
281-226-4029

edmund.g.memi@boeing.com

JAPAN AEROSPACE EXPLORATION
AGENCY (JAXA)

JAXA Public Affairs Office
Tokyo, Japan
011-81-3-6266-6414, 6415, 6416, 6417

proffice@jaxa.jp

CANADIAN SPACE AGENCY (CSA)

Jean-Pierre Arseneault
Manager, Media Relations & Information
Services
514-824-0560 (cell)

jean-pierre.arseneault@space.gc.ca

Media Relations Office
Canadian Space Agency
450-926-4370

EUROPEAN SPACE AGENCY (ESA)

Clare Mattok
Communication Manager
Paris, France
011-33-1-5369-7412

clare.mattok@esa.int

Document Outline