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Produced by the NASA Center for Aerospace Information (CASI)

SSD 83-0094-1

Development of Deployable

Structures

for

Large Space Platforms

Executive Summary

Volume I

Contract NAS 8-34677

October 1983

SubmlNed by

H.S. GREENBE G

Study Manager

a 

Approved

E.E. ENGLER

Study Cor. NASA /AV1SFC

Prepared for:

National Aeronautics and Space Administration

George C. Marshall Space Flight CentE.

Marshall Space Flight Center

Alabama 35812

oi% 

Rockwell International

shuttle Integration &

Satellite syetems Division

Rockwell International Corporation

12214 Lakewood Boulevard

Downey, California 90241
FOREWORD

This volume summarizes the major achievements of Parts 1 and 2 of the

study titled "Development of Deployable Structures for Large Space Platform

Systems." A detailed description of the Parts 1 and 2 study development is

presented in Volume II, SSD 83-0094-2. An appendix containing the developed

design drawings is presented in Volume III, SSD 83-0094-3.

This study was managed by Marshall Space Flight Center (MSFC) and was

performed by the Shuttle Integration and Satellite Systems Division of

Rockwell International Corporation located at Downey and Seal Beach

California. The study CDR was Mr. Erich E. Engler. The study manager was Mr.

H. Stanley Greenberg.

The Part 1 study was initiated on October 16, 1981 and was completed nine

months later on July 16, 1982. The Part 2 study was started August 6, 1982

and was completed fourteen months later on October 7, 1983.

The major contributors to this study are listed below:

o Design - R. Hart (Lead, Part 1)

R. Barbour (Lead, Part 2)

B. Mahr

A. Perry

J. Keech

W. Wiley

C. Lang

G. Buhl er

P. Buck

T. Clegg

o Stess Analysis - G. Lesieutre

W. A. Bateman

o Thermal Analysis - T. Tysor

o Materials Analysis - R. Long

C. Brownfield

o Mass Properties - C. Griesinger

W. Morgan

o Electrical Power/Data Management - A. Gordon

o Electrical Utilities Integration - A. LeFever

o Guidance and Control - R. Oglevie

o Technology Development - A. M. Pope

PRECEDING PAGE BLANK NOT FILMED

111

FIRST STAK W

K7101MENf

IT

CMIAMIN PWM

Nun WAIN OF t^4R P11G, 13

QUALr1y

MILDIN KM

Figure 2. Potential Construction Application of Building Block

Space Station baseline habitat modules. For each of these deployable module

designs, atmospheric sealing suitability was of sufficient concern to offset

the potential launch cost savings. Hence, no further activity was recommended

pertinent to deployable manned modules.

SUMMARY OF DEPLOYABLE PLATFORM SYSTEMS STUDY

The deployable platform systems study efforts culminated in a "fabrication

ready" detailed design of a Ground Test Article. The detailed design consists

of a set of top assembly and subassembly drawings (Volume III) and supportive

analysis ( Volume II).

The configuration, overall size, and major components of the complete test

article are shown in Figure 3.

This configuration was derived to satisfy, at NASA/MSFC direction, the

SASP deployable structure configuration requirements (Figure 4) and the

following NASA/MSFC specific requirements:

o Develop ground test article design using Part 1 selected design

o Provide automatic deployment and retraction

o Use 1.4 m x 1.4 m truss cross section

o Provide support for four 3636 Kg simulated payl(

o Provide minimum natural frequency of 0.10 Hz

o Sustain limit load, equivalent to 0.04 g, at pad

2
UK1C,9^ii^ ^u^;1'Y

OF POOR Q

0( ►LOYAILE TRUSS

COIITAIMING

UTILITIES TRAYS END

IN BAYS A R S AWTEN

BATTEN NO. 9 SPUME

SECTION

 BAnG 1

( D► Pm 1I j a"I KPAYLOAD CARRIER ITYP)

SYSTEM MOTORS SUPPORT TRW$

JAC13CREW I.D7 n

SINORT I.AO •

►AYLOAO CAMIG PRAT[ J'I SUMORT FRAMES JACKSCREW 

1 1.07 n I

I Sk"M7 DIAGONAL Te

a-

J _ _f ; 1

^,I a^/^^— ur 1

_ 1 BAri

.1Ty . I BATTEN )

tar S

n► ICU

1.)S a

BAY

( DEPLOYED !

4-BATTEN IA n

O(PLOrMEMT/RETRACTION

_ JACILSCREY

^1.7s • i /' FAIR HOUSING STONED

r "' (CONTAIMS LONGER". A

DIAGONAL JOINT UNLOCKING

MECHANISMS, A Pnf COMPRESSIOM SYSTEM)

Figure 3. Test Article Design Configuration

TEST ARIICLE FEATURES

COMPACTED PAYLOAD CARRIER

.,^ INTERFACES

MECHANICAL

6M AND ELECTRICAL

MAX

CONNECTIONS

DEPLOYED

PAYLOAD UTiL!TY

LINES \ BM

MAX DEPLOYMENT CONTROL

PLATFORM

MECHANISM

SUPPORT

MODULE

i

^\ I \ SECONDARY PAYLOAD

I \ I CARRIER INTERFACES

/ DEPLOYABLE

3

I ^J\ STRUCTURE

,1 \ STRUCTURAL INTERFACE

TO ROTARY JOINT

Figure 4. SASH Deployable Ground Test Structure

The test article is designed for a room temperature/ground test

verification of deployment and retraction capability, stiffness, strength, and

modal frequency characteristics. For minimum developlsent cost, the square

3
truss structure will be constructed of aluminum and miscellaneous commercial

steels. The mechanism drive motors, tachometers, and encoders are heavy-duty

industrial products that are not designed for the Shuttle and spzce

environmental requirements. The major components of this test article are as

follows:

1. The square truss (Figure 5) containing folding utilities trays in Bays +

and 5 (Figure 3) with provisions for future installation of power, data,

and fluid lines.

2. A mechanization system (Figure 6) consisting of: (a) A batten

deployment/retraction jackscrew system which translates the battens cne at

a time, (b) A diagonal latch unlocking system, and (c) A longeron latch

unlocking system.

3. A jackscrew support frame assembly that supports the cantilevered ends of

the batten deployment/retraction jackscrews (Figure 6).

4. 1 positioninq system to precisely control the bay-t.y-bay deployment and

retraction operations (Figure 9).

5. A precomnression system to eliminate structure joint backlash (Figure 11).

6. An end adapter at the end of the truss with provisions for attachment to a

NASA/MSFC tes-'%; fixture (Figure 3).

7. An aluminum skin and frame main housing (Figure 12).

The housing and payload carrier frames shown contain inserts for

attachment of the NASA/IISFC simulated payload carriers. Also, in the stowed

configuration illustrated in Figure 3, the jackscrew frame is nested to the

main housing foniard frame (Figure 6) and the end adapter is nested against

the jackscrew support frame. Four manual locking devices secure the end

adapters to the main housing fo niard frame.

Fiqure 5 illustrates the deployable truss major design features. The

deplc;cble truss contains square battens stabilized by compression diagonal

b 'ac .2s. Each batten contain; a half nut at each of the four corners. Through

engagement with each of the four batten deployment retraction/jackscrews,

counterclockwise rotation of the jackscrew imparts outward linear motion to

the batten (deployment), while the opposite rotation imparts inward motion to

the batten (retraction). With the exception of the first bay, de p loyment or

retraction is respectively accomplished by holding the aft batten with detents

while dep loying or retracting the forward batten. During de p loyment, each of

the four longerons is unfolded and each of the four telescoping diagonals is

extended. The longerons and diagonals each have sprinq-activated locking Gins

in latches at their center joints that, upon unlocking, provide axial and

moment structural continuity. Both designs have end rod fittings with

spherical bearings and turnbuckles for precise member length adjustment. The

aforementioned center joint snring-activated pins must be unlockea to permit

retraction. This is accomplished with each of the diagonal and long_ron

unlocking systems (Figure 7) that contain tripping devices that rotate cammed

surfaces on the latch mechanisms to dep ress the locking pins.

4

4
jF eCKA QUAMY

TELESCOPING LATCH

MECHANISM \ INNER TUBE

OUTER TUBE 44.5 mm O.D X 2.1 mm

50.8 mm 0.0. X 2.1 mm \

t0 ► )

:0

TURNBUCKLE rIAGONAL ASSEMBLY

ROD END (2)

TELESCOPING

DIAGONAL

35•

HALF NUT

AT EACH

CORNER

FOLDING LATCH

50.8 mm 0.0. X 2.1 mm

MECHANISM

^' U I I

ROD END (2)

TURNBUCKLE (2)

LONGERON ASSEMBLY

rJ DIAGONAL ^^ a

BRACE

UTILITY

TRAY \

(STOWED)

BATTEN ASSEMBLY

Figure 5. Deployable Truss and Utilities Trays Concept

The truss design also contains trays for Bays 4 and 5 onto which a

generous complement of electrical power, data, and fluid lines can be

mounted. Specifically, space is available for six 1/0 cables, three No. 8

AWG, six No. 12 AWG, six coax, 28 No. 22 twisted pairs shielded, and four 12.5

mm flexible coolant tubes. The trays are hinged rrom the batten frames and

fold as shown at the lower right (Figure 5). During the Shuttle launch of a

prototyp e design trays in each bay would provide lateral support to the folded

lonverons. Longitudinal sup p ort of the longerons is provided by tight

packaging and appropriate end transverse beams in the adapter and main housing.

Figure 6 illustrates (in the deployed configuration) the major features

and orientation of the test article mechanization system. For clarity, the

ten-bay truss structure is not shown. This system provides fully controlled

bay-by-bay deployment/re traction capability with maintenance of root strength

th ,oughout all phases of deployment. The mechanism includes the batten

deployment/retraction jackscrew system, the longeron unlocking system, and the

diagonal unlocking systen. The batten deployment/retraction system (Figure 7)

consists of four assemblies of guide rail, spllned shaft, and jackscrew

mounted in a slide carriage. These assemblies are located at each of the four

corners of the main housing. In the first stage of deployment, i.e., Bay 1,

clockwise rotation of eacl, of the spline shafts advances the slide carriage

and jackscrews out of the housing into `he configuration sholln. concurrently,

the jackscrew) support frame assembly is advanced to the configuration shown

with automatic locking of the telescoping diagonals. A controller-driven

single motor, slaved to a chain and sprocket system, drives all four systems.

The longeron unlocking systen (Fig. 7) consists of four assemblies of guide
ORIGINAL PAGE IS

OF POOR QUALITY

f RWARD

HOUSING FRAME

BATTEN DEPLOYMENT/

RETRACTION SYSTEM (4)

75

1"

k

TELESCOPING D:AGONAL

'AUTOMATIC LOCKING -

MAIN MOUSING MANUAL UNLOCKING)

1.7

JACKSCREW SUPPORT

LONGERON FRAME

UNLOCKING

SYSTEM (4)

Figure 6. Deployment/Retraction Mechanism Concept

rail, ,acksc rew, carriage, and tripping device. These systems are located

adjacelt to the individual batten deployment/retraction assemblies. The

diagonal unlocking assemblies are the same as that of the longeron unlocking

system, except for the tripping devices, and are located at the center of the

housing sidewalls. The longeron and diagonal unlocking systems are each

controller-driven by a single motor slaved to a chain and sprocket system to

drive all four assemblies.

Figure 7 further descrihes the de p loyment/retraction mechanism. The

batten deployment/retraction jackscrew shown illustrates one of the four

jackscrew assemblies. The jackscrew, carriage, and spline assemblies are

cradled within a rigid rail. A splired bushing at the aft end of the

50-mm-diameter jackscrew encircles a -.plined shaft that extends nearly the

entire length of the jackscrews. The jackscrew splines extend beyond the aft

end of the rails where a chain and sprocket are attached.

Encircling the rotating jackscrew is a carriage fitting that ha y external

ears that Pnqage matching grooves running the length of the rails. The

carriage is pulled forward with the jackscrew, during deployment of bay 1

(Figure 3), until a hole in the side of Vie carriage engages a spring-operated

pin mounted near the forward end of each rail, thereby locking the :arriage.

Durinq retraction of the final bay the pin is manually retracted from the

carriage, thus allowing the jackscrew to be retracted into the housing.

One of the longeron and one of the diagonal unlocking assemblies are each

shown (Figure 7) in the partially deployed configuration. In the stoned

configuration the carriages are entirely 1!ithin the main housing. The
SPLINE SHAFT THREADED

HALF NUT AT

CARRIAGE ALL 4 BATTEN

M/AUTOMATIC CORNERS

LOCK

50 mm DIA

JACKSCREW

_ I

JACKSCREM

BATTEN DEPLOYMENT/ SuPPOR- FRAME

RFTRACTinN CYSTFM

CHAIN A

SPROCKET

RAIL

SUPPGRTED

BI HOUSING

MOTOR,

TACHOMETER,

ENCOIiR AS

r

^^

CHAIN 8

I y

SPROCKET,

MOTOR,

TACHOMETER,

ENCODER ASS

LONGERON UNLOCKING SYSTEM

-r

25 = OIA

JACKSCREW

DEPLOY

RETRAL'

CARA IAI

ABLE

ORIGINAL PAG: 19

OF POOR QUALf TY

MOTOR, TACHOMETER, ENCODER, GEAR

BOX ASSY

TRIPPING PROBE

Figure 7. Deployment/Retraction Mechanism Details

separate longeron and d;agonal unlocking systems are activated only during

retraction and are resaectively used to unlock the longeron and. diagonal

center joint latches just prior to the start of the batten retraction. The

dia q onal and lonqeron center joint latches are unlocked by fo n4ard motion of

the trip lever pins and tripping probes mounted on the deployable/retractable

carriag es installed within rails and driven by the 25-mm-dianeter jackscrew.

The positioning system requirements for this program are a version of

standard motion control (robotics) used in inaustrial machine control

applications.

Motion profiles are built up as sequenced indexes. Each index consists of

a direction, acceleration time, deceleration time, feed rate, and travel

distance. The controller calculates acceleration rates, deceleration rates,

and the position to begin deceleration. The mechanization, uses encoder and

tachometer sensing with overrated motors and mechanization to ensure precise

posit i on control without overshoot in the presence of varying output loads.

The motion profiles for the test article are shown in Figure 8.

The three-axis system selected will allow totally separate positioning of

(1) the batten deplo y ment/retraction system, (L) the longeron unlocking

system, and (3) the diagonal unlocking system.

In addition, the system includes a programmable output option that alloys

the batten deployment axis to sequence the longeron and diagonal unlocking

7
ORIGMAL PAGc 13

OF POOR QUALrN

196 REV

N)TOR DIRECTION 196 RE #

O DENOTES BAY

(TYP EXZ- EPT r CARRIER NUMBER

CLOCKWISE 1 AS NOTED) I RAY 148 REV

COUNTERCLOCKWISE

=^D

 ^' O 0 10

DEPLOYMENT PHASE -- BATTEN SYSTEM

20 REV 10 REV -^ If (TYPEV

r 10 REV

11ilu210 REV CLOCKWISE 

• F--- If

COl`NrERCLOf.KWISE

t

1 DENOTES

RETRACTION PHASE -- DIAGONA V LONGERON UNLOCKINC SYSTEM UNLOCKING

t<F OIAG ORLS

CLUCKIIISE 10 8 7

6

OS`2 =04(QD ^

i 1W REY

COUNTERCLOCKWISE I +^ lt8 REV

32 REV -^

F^ 196 REV (TYP EXCEPT AS NOTED) 1

RETRACT ION PHASE -- BATTEN SYSTEM 196 REV

Figure 8. Positioning System Motion Profile

axes. Tie system consists of a standard main frame chassis with three

standard notor control modules, position feedback modules, and digital

input/output modules. In addition, three machine logic simulators are

inciuded for all motion functions on any axis; for exanple, jog, run, hold,

and high or low speed.

The batten deploynent/retractiorl axis controller will use a direct-drive

do se rvo motor rated at 27 Nm (240 lb-in.) continuous operation up to 225

rp m. :ie motor will be driven with a standard pulse-width nodulated drive.

Positioning resolution will be to within 0.0U1 revolution which is equivalent

to a longitudinal accuracy of O.UU`,4 mm (0.UI)U25 in.) on the 6.35 nm pitch

jackscrew. The de p loyment/retraction profile will be achieved as a series of

lei, indexes entered into a s p ecific program.

The diagonal and longeron unlocking controllers will be configured with

identical hardware and software. Again, direct-drive do servo notors will he

used rated at 3.7 Nm (33 lb-in.) continuous up to 24UU rpm. The motor

contains an integrally nounted encoder and tachometer. Each of the motors

will have its own pulse-width modulated drive and do drive power supply.

These controllers will be to within U.UU25 revolution which is e quivalent to a

longitudinal accuracy of 0.0127 min (0.000 in.) on the 5.03 mm pitch jacksc.relr

to which they will be mounted.

All of the hardlare, except the notors, the remote programming panel and

cabling will be mounted in a standard 914 nn by 914 mm by 305 rim enclosure.

Fiqure 9 shows an illustration of typical conponenti,.

8
i

ORIGINAL PAGE 19

OF POOR QUAL TY

no

Figures 9. Positioning System Components

Figure lU illustratFs the key discrete stages of deployment and

retraction. Starting from the stowed package (View 1) the end adapter, %rhicn

is the forward batten of Bay 1, is forward of the jackscrew support frame.

The first stage of de p loyment positions and locks the jackscrews and the

jackscrew support frame diagonal struts, and develops (View 2) Bay 1. At this

point, the Batten 1 (Figure 3) l;alf nuts are engaged with the aft end of the

jackscrew thread. The batten deployment/retraction system jackscrews are

reversed to start the deployment of Bay (View 3).

Batten 2 (Figure 3) is held in place by spring-loaded detents until Bay

is fully extended and locked, and is later overwhelmed by the jackscrew

starting the deployment of Bay 3. In this manner, each of the bays is

deployed one at a time until the fully deployed truss configuration is

achieved (View 4). At this point, precompression of the longerons can be

ap p lied and removed by manual activation of the precompres3ion system.

In the retraction phase the eight longeron and diagonal unlocking

carriages are initially positioned such that each of the tr=^pinq prooes is 25

mm away from the longeron and diagonal latch trip levers. The four diagonal

and four longeron latches in Bay lU are tripped after ten clockwise

revolutions of the unlocking system jackscrews. After a number „f

milliseconds (to be determined in the future ground tests) the batten

deployment/retraction system motors are rotated clockwise until Batten 9

(Fig. 3) is placed on the rail. As each bay is retracted, the carri&jes on

the unlocking systems are advanced to the next unlocking position

(Figure b). This proceeds from Bay lU through unlocking of Bay 1 (View 6).

9

L ADJUSTMENT OF

DN CABLE PERMITS

DATA FROM

17L4 1:

PRE(

SYS1

1^^

Qk'^& AL PAGE 19

OF POOR QUALrTY

r

'2) DEPLOYMEN T OF

:;'oWLD • ADAPTER

PACKACE • JACKSCREW SV,POAT

FRAME A'.Y

• FIRST BAY (BAY 1) ;T PARTIAL DFPLOYP'NT,

BAY z

\ 1 r (V DEPLOYMENT OF

BAYS 1 THROUGH 10

J'LONGERON r. DIAGONAL

TRIPPING DEVICES

RETRACTED ^' 3^ ll

LONGEP b DIAGONAL -\

UNL OCXINC DEVICES TRIP

ALL BAYS EXCEPT BAY 1 0— BATTEN DEPLOYMENT/

BAY I RETRACTED— RETRACTIGN SYSTEM RETRACTS

BAY 10

Fiqure 1U. Deployment./Retraction I4ajcr Phases

Upon unlocking the longerons ar.d diagonals of Bay 1, the batten

deployment/retraction jackscrPlls are rotated counterclockwise 32 revolutions.

The extended diagonal and longf- ron unlocking systems are then retracted into

tre housinq to nerrlit the final retracti on of Bay 1.

Figure 11 descrihes the mzjor features of the precompression system

:f.' mm 9IA (' X 19) CABLE ,

LONGERON

CABLES EXTEND FORWARD

i TNR000)1 LONGERONS I

^C ATTACH TO ADAPTER

BRACKETS ,GSE WQLNCN

Figure 11. p recompression System to Eliminate Joint Backlash

10
r

i

ACCESS

PANELS

BATTEN

DET EMT

ADJUSTMENT

HOLES (TYP)

STIFFENERS TO

PROVIDE MINIMUM

FREQUENCY TO 1.0 Hz

provided to eliminate joint backlash in both the ,-ingerns and diagonals. A

cable/bungee system, with a cable pretension of 1780 N, will apply up to

1425 N of compression in each of the four truss long erons. This conpressirn

load will, through compatible strain, provide up to 260 N of precompression in

the diagonals.

T'.e preconpression system consists of trio springL'ungee assemblies nounted

on the att end of the main housing, from either end of each bungee threadea

rods are extended Vat hate with a turnbuckle. Fron the opposite end of each

turnbuckle is another threaded rod swagged to a long cable. The two cables

fron each turnbuckle traverse laterally until they engage a pulley near the

axes of the longerons. The cables wrap around the pulleys 90 degrees and

extend forward where they enter the longerons located at the four corners of

the truss. The cables continue forward through the longerons of all ten

bays. The cables exit the longerons of Bay 1 and engage a:-other pair of

fairleads nounted within the adapter. These fairleads arc carted in such a

way that the cables continue toward the geometric center of the adapter within

its diagonal braces. Swagged balls on the cables attach to fittings whose

mounting locations are adjustable within the adapter.

The bungees are sLpported on the rear of the housing by two pairs of

brackets that partially encircle the cylindrical b Jy and still allow the body

to nove alona its axis as the turnbuckles are utilized to pretension the

cables to their final 1780 N load.

Fi gure 12 illustrates the najor parts of the vain housina which is a

CRityl A', P =..

r-r ii;

OF POOR QLAL{TY

2.3 inn ALUMINUM

SKIN PANELS

ALL SIDES

DRIVE

MOTOR

SUPPORT

FRAME ,

r.• ^

;igure 12. Main Housing structure

n-
combinat,on welded, riveted, and oolted assembly into which all other major

assemblies are installed. A welded frame consisting of 50 mm square aluminum

6061-T6 tubing has numerous skin and stringer subassemblies riveted to it.

Panels on the aft side of the housing are removable to provide access to the

precompression system and the three chain-and-sprocket drive systems located

near the center of the housing. Access holes along the four sides of the 

housing align with the batten retaining detents to provide adjustment 

capability. 

A rectangular pattern of threaded inserts is provided on the f our sides of

the housing for the future attachment of the NASA/MSFC simulated payload

carrier structures.

The foregoing described test desi g n is representative of a

square-truss-single-fold prototype building block design from which potential

space platforms (Figure 1) or space station structures can be constructed.

This building block has the following significant characteristics:

o Automatic bay-by-bay deployment and retraction to facilitate

identification of problem (in the event this occurs)

o Maintenance of root strength during deployment/retraction - permits

orbiter berthing and orbiter VRCS firing, (if necessary)

o Longitudinal deployment/retraction within cross-section envelope

o Components for retraction easily removable (if appropriate)

o All inter-building-block electrical connections in place p rior to

orbiter installation

I

n-space inter-building block structural connections made

automatically without fixture.

o Housing permits ground installation of docking ports

o Payloads and propulsion modules attached using RMS or H.V A, or both

o No other fixtures required

The prototype design was selected through a comprehensive/traceable

comparative study of eight candidate building block concepts represented by

the truss configurations shown in Figure 13.

For each of the truss concepts shown, a total building block concept

consisting of main housing, mechanism, deployable truss, utilities integration

system, and end adapter were developed (Fig. 14).

The major thrust of the comparative study consisted of configuring each of

the eigght building blocks to construct a study developed generic platform

(F i g. 15) to sa'.isy the adopted strength and stiffness requirements (Table 1);

integration of the adopted power and data requirements (Table 2); integration

12
ORIGINAL PAC; 121

OF POOR QUALITY

TRIANGULAR TRUSS WITH

TELESCOPING BATTENS

LONGENON

DIAGONAL

c

nRE;TANGULAR TRU¢j

FOLDING LONGERONS

BATTENS

O7 GO TETRAHEDRAL TRUSS IDOUSLEFOLD)

LOMGERON

7

^^ :v;.:.^IG¢G rlrua

- O PENTAHEORAL TRUSS OI WARREN TRUSS (LONGITUDINAL FOLD)

}

(LONGITUDINAL FOLD)

PYRAMIDAL MEMBERS SHEAR DIAGONAL

wl PANELS

L^

r

DIAGONAL HINGELINE

NEWER

LONGENON

LATERAL LONGERONS

O

♦ RIA GULARTRUSS(LONGITUOINALFOLO) O ^

X-BRACEDTRIANGULARTRUSSWITH

TELESCOPING BA1FENf

LONGENON TENSION STRAP

DIAGONAL CROS54RACING

i BATTEN

/"rR FRAME

BATTEN

FRAME LONGENON

ORECTANGULAR TRUSS

BATTEN

FRAME

i

NATTEN

LONGENON

(RACE DIAGONAL

0

TELESCOPING DIAGONAL

Figure 13. 8 Competetive Candidate Building Block Concepts

r/

1

J

TRIANGULAR

TRUSS

BUILDING BLOCK

00

ADAPTERS

MECHANIZATION

HOUSINGS

Figure 14. Major Building Block Components

of two 2cm diameter (or equival-nt) fluid utilities; and packaging into the

orbiter. However, to assure the selection of a design concept that is most

suitable across the spectrum of platform size, strength, stiffness, and

compliment of )jtilities variations, numerous sub-trades were performed and

siere included in the overall concept selection process. The scope of this

selection process is suggested by Table 3, and Figure lb, and Tables 4 and 5.

C

13
ATMOSPHERIC GRAVITY \

WAVE ANTENNA

31190 KG

100Y OIA / O

r \

03

Rl\

l TT

OnIr^1f^i. ?A

 F

OF ?OUR QUAL"Y.

- 146 Y

34 M ]IN 31 Y

r _^^ 1__,

r_^

1 ASTROMETRIC

TELESCOPE

O

51 TELESCOPE (!;'` I (cl 4MK0

TEE JUNCTION U/

PARTICLE SEA

INJECTION

RCS 4 PLACES

,SOLAR ARRAYS 50 KW TOT Al

SOLAR ARRAY' 4ts

MODULE

Figure 15. Generic Platform

Table 1. Adopted Loads (Limit)

and Stiffness Requirements

PAR AMET

PVITFORY

ASASP GSP AL T. I GSP ALT 4

•FLEXURAL STIFFNESS INm 2 , 17.3. t76 2.0.100 28.106 2.0.10

*TORSIONAL STIF F NESS INm 21 4A. LOA 0.50. t0 1 82.10 0.5 .6

•SENDING MOMENT IN.1 505 9000 6570 0.25.10

•TOPSIO%At MOME 14T IN.1 t1 1050 3500 1 —0- 1

•AXIAL LOAD INI 200 500 4660 1 3700

*SHEAR INI 400 ?00 660 5400

= DENOTES ADOPTED STRENGTH A140 STIFFNESS

Table 2. Adopted Complement

of Power and Data Utilities

SYSTEM

FUNCTION ASASP GPS SPS

ADOPTED

RE OUIREMENTS

INTERFACES

• POWER 6 N0. 0 6 NO 3 396 NO 10 6 NO 0

23 No.2 4N0. 13 16 N0.2

4 N0, 14 20 NO. to 4 40, 14

• DATA 35 F.O. 34 N0. 15 TS► 4 010. 22 TS► 90 NO 22 TPS

SS N0. 26 TSP 2 COAX

lu'r.o. Do f 0

Table 3 illustrates the major criteria used in the selection process and

Figure 16 illustrates the methodology used to determine the points within each

criterion. In this method, qualitative data were converted to points

MY

210

14
ORIGINAL PAGE IS

OF POOR QUAL ".

Table 3. Major Criteria of the Selection Process

I DESIGN VERSATILITY (WITH DISTINCTIONS 2 COST OF TOTAL BUILDING BLOCK IN GENERIC PLATFORM

SE TWEEN LED AND GEO) OF STRUCTURAL

CONCEPT

A. LAUNCH COST

A. ACCOMMODATION OF ADORED POWER B. FABRICATION COST

AND DATA UTILITIES REQUIREMENTS C. ORBIT TRANSFER TO GEO

1. ACCOMMODATION OF REDUCED POWER O. TECHNOLOGY DEVELOPMENT DIFFERENTIAL )NEGLIGIBLE)

AND DATA UTILITIES NEUUIHLMkNIS 3. THERMAL STABILITY OF STRUCTURAL CONCEPT C. ACCOMMODATIONOF FLUID UTILITIET

A. METEOROID IMPACT SUITABILITY OF STRUCTURAL CONCEPT TWO 2-CM LIMES F OR EQUIVALENT)

0. SATISFACTION OF ADORED STRENGTH

AND STIFFNESS REQUIREMENTS S. RELIABILITY OF DEPLOYMENT (BUILDING SLOCKI

E. SATISFACTION OF STRENGTH AND A. BASIC TRUSS STRUCTURE

STIFFNESS REQUIREMENTS THAT A R E B. HOUSING

EACH 1/10 OF THE ADORED VALUES C. ADAPTER

F. SATISFACTION OF THE AOOREO D DOCKING PORT STRUCTUF4

STRENGTH REQUIREMENT AND 10 E. MATERIALS VARIATION

TIMES THE ADOPTED STIFFNESS F MECHANIZATION

REQUIREMENT

G. PLATFORM CONSTRUCTION 6. PREDICTABILITY OF PERFORMANCE OF STRUCTURAL CONCEPT

H. ACCOMMODATION OF ALUMINUM AND 1 INTEGRATION SUITABILITY OF BUILDING BLOCK GRAPHITE COMFOSITt MATERIALS

QUANTITATI DADATA

MAX. BASELINE EVALUATION

POINTS

I \— r r-SENSITIVITY STUDY

HALF

Mi3t .

POINTS

MAXIMUMDESIRABLE VALIIE LEAST

OF PERFORMANCE PARAMETER DESIRABLE

VALUE OF

PERFORMANCE

PARAMETER

PERFORMANCE PARAMETER

Figure 16. Methodology--Point

Assessment for Quantitative Data

Table 4. Strength and Stiffness

Accommodations (LEO)

STRENGTH AND STIFFNESS ACCOMMOG1kT1011

C

0N

REDUCED STRENGTH

AND STIFFNESS

ADORED STRENGTH

AND STIFFNESS

INCREASED

.RIFFIIESS

C

E

PACKAGING

EFFICIENCY (PEI

PACKAGING

EFFICIENCY (I E)

PACKAGING

EFFICIENCY (PEI TOTAL

T PE I POINTS ►E I

POINTS PE POINTS

ACRCSS

ALL

MAXIMUM POINTS

10

MAXIMUM POINTS

20

MAXIMUM POINTS

10

REGMTS

40

1 Z7 S 1S 10 1 S 20

_ I 32 10 21.1 1' 1 s 32

J 21 7 20 1s 20 9 31

A 21 7 20 IS 10 1 28

S 25 6 IS 20 25 10 31

6 31 9 20 IS 10 6 30

1 25 6 2S 20 25 10 36

6 1 29 1 22 17 lA 7 32

n 1i

Table 5. Total of Normalized Points (LEO)

C n) ,2) (31 !AI S1 19) nl

0 METEOROID

N DESIGN THERMAL IMPACT "ELI- PREDICT ORBITER

C VERSATILITY COST STABILITY SUITABILITY ABILITY ABILITY INTEGRATION TOTAL

E

►

MIAX MAX MAX MAX MAX MAX MAX MA%

T

PONTS "DINTS POINTS POINTS POINTS POINTS POINTS P01NTS

100 AO 20 10 100 20 60 360

1 67 v 22 11 20 97%/ 20%/ 4 303

2 9f 20 12 72 91 11 47, I10

I 60 21 20%/ 40%/ 77 15 11 217

1 71 3•V 12 20 96 --207 0 - 4 709 1

5 BO AO v 11 20 67 10 56V 261

6 63 22 10 4 ,./ 94%/ 20%/ 4 715

7 M 71./ 10 20 70 20V 56,/ 296

1 66 v 24 10 40V B1 11 47%/ 316 iQ

NOTES.

CIRCLED NUMBERS IN TOTALS COLUMN DEMOTE RANKING

^ FOR TOP I VALUES IN EACH CATEGORY

15
OF POOR Q-IJAU,Y

judqementally, while quantitative data are converted to points using a linear

system as shown in Figure 16. Regarding the line marked "baseline evaluation"

the most desirable concept is awarded 100 per cent and the least desirable

concept is awarded 50 per cent. The other concepts are graded on a linear

basis hetween the two extremes.

Table 4 illustrates the sub-trade data for criteria ld, le, and if which 

together with the remaining criteria compile the total value for design

versati , , ty, i .e. , Criteria 1 in Table 5. As shown in Table 5, Concept b and

8, i.e., square-truss, single-fold designs placed first and second in this

evaluation for LEO platforms. The same designs also placed first and second

in the evaluation for GEO platforms (Volume II).

Subsequent to the foreqoing the utlities accommodation advantages of Concept 8

and structural simplicity advantages of Concept 6 were incorporated into one

design, i.e., the selected design.

It is pertinent at this p oint to note a significant building-block

requirement that was uncovered during the studies of the construction of the

generic platform. A design utilizing guide rails encounters a problem %Then

extending a truss which has a payload or another building-block module

sufficiently aside that the guide rails cannot straddle them (Figure 17). Tile

rails, therefore, can not be unfolded until the truss has extended and moved

the large payload or building block out of the way. The rails do not provide

root strength di ► ri ng this phase.

The mechanism developed during this study avoids this problem entirely as

is evident from Figures 6 and 7, and the description provided. Furtne r, this

is accomplished entirely within the lateral envelope of the main housing.

HOUSING

PIL

RAILS RAILS IN

STOWED POSITION

Fio l .re 17. Deployment Problem with Guide Rails

DEPLOYABLE VOLUMES STUDY

The deployable volumes study encompassed the investigation of both

Lard-shell and inflatable structures for application to an OTV hangar and a

16
manned module of a Space Station configuration. OTY hangars are too large to

be placed into the orbiter; conventional manned modules can be packaged into

the orbiter but at a significantly qreater launch cost than a deployable

module.

As a result of this study it was recommended that the most suitable OTV

hangar desiqn, worthy of future development, is an Pre r table design.

For the manned modules the conventional baseline metal hard-shell design

is the most suitable. The foregoing recommendations resulted from the

following studies.

OTV HANGAR DESIGN STUDIES

Table 6 illustrates the major requirements derived to direct the OTV

hangar designs and Figure 18, the baseline OTV. On the basis of these

requirements, the five mature design concepts shown in Figure 19 were

developed. These designs are presented in detail in Volume II. fhe five

designs are briefly discussed below. All the designs utilize an Astromast to

draw the OTV into the hangar, and deployable side braces (mounted in the

docking ring) to laterally support the Astromast structure by the 01 - V hanqar

during OTV docking operations. All the designs also contain a docking device

containing access from the Space Station to the hangar. Further all the

designs require EVA activity to develop the structural continuity between the

work Dlatfo m s, i.e., to render the platforms to be effective as frames.

Table 6. OrV fang;.r Requirements

• LIFE OF 20 YEARS

• DOCKING PROVISIONS FOR ATTACHMENT TO SPACE STATION

• PERMIT CREW INGRESS/EGRESS FROM SPACE STATION

• PROVIDE FOI OTV BERTHING OR DOCKING, AND INGRESS/EGRESS

• PERMIT CAPABILITY OF ATTACHMENT OF OTV SERVICING, LIGHTING,

ELECTRICAL POWER EQUIPMENT

• PROVIDE WORK PLATFORMS AND CLEARANCE (1 TO 1.5 m) FOR WORK SPACE

• PROVIDE CAPABILITY TO STORE SERV!CE EQUIPMENT AND/OR SPARE PARTS

• PROVIDE DEBRIS/MICROMETEOP.OID PROTECTION FOR OTV

• PROVIDE RADIATION SHIELDING FOR CREW AND STORAGE EQUIPMENT

• PACKAGE WITHIN ORBI T ER DYNAMIC ENVELOPE AND SUSTAIN LAUNCH ENVIRONMENT

I ­

1?.2m

GNp TANKS ACCESS DOOR

OTV

HANGAR

BASELINE OTV

Figure 18. Baseline OTV Characteristics

ORIGINAL PAIGIE 11

OF PO^R QUf%L-r' {

17
SCOPING

BRACE

WORK PLA

TFORMS

ITTACHME

IY EVA

STRUT

ATTACHP

BY EVA

OMAST

(KENT AF

::S (NO1

r)

FIRST DEPLOYMENT PHASE'

A-A

Figure 20. Concept 1 - First Stage of Deployment

ORfCo NAL PALL 13

OF POOR QUALITY

I^-9.2 m^ ^3.6 m

I

I

l_

i.

CONCEPT COKEPT

HARD SHELL-DOUBLE FOLD CURTAIN SHELL-DOUBLE FOLD

14.5 m

i

---- A---

CONCEPT Q3 HARD SHELL--SINGLE FOLD

] m ^+-4 m^

d 1 /

CONCEPT OO CONCEPT a)

HARD SMELL--ERECTABLE INFLATABLE

Figure 19. Candidate OTV Hangar Concepts

o Concept 1 uses twenty-four 50mm deep graphite composite faced

sandwich structure panels that fold for storage as shown in

Figure 19.

Deployment is accomplished first by extension of the telescoping braces

resulting in a lateral deployment to the configuration shown in Figure 20,

then to the configuration shown in Figure 21. To provide structural integrity

along the 40 mating panel edges, a total of 76 active locking devices is

required.

18
r

0

ON,

r^,Gr

?UgCI)y

DETAIL`J

8 DOUBLE-ENDED

ASTROMASTS

SEPARATE BEAMS

ELONGATING

SIDEYALL CURTAINS

B

1/4 OF STRUCTURE

A

^T.

PLATFORMS

DEPLOYED

/ A ASSEMBLED (EVA)

OTV PROFILE

SECTION A-A

ATTACNRMTS ` ,•.• _

n [rA rte STWJrS ATTACKD ^f

OMUYA IE SWE FOR

BY EVA

DOCKING LOAD KIN

EITEMOEO WSI TI ON

DIMING OTV OOCAINGI

Figure 21. Concept 1 - Fully Deployed Configuration

0 Concept 2 utilizes a longitudinal folding curtain that is aeployed

by eight double-ended Astromast structures (Fi qure22) . The curtains

are constructed of aluminum faced 6.25mm deep panels. Folding frames

are provided to laterally stabilize th^ Astromasts. A system of "X"

bracing tensioned by the Astromast extension completes the basic shell

octagonal truzs work. Deployment is accomplished first laterally and

then longitudinally.

SIDEMALL

BEAMS

DEPLOYED

SIOEMAII

BEAMS for STONED

B ^ A SECTION B-B

Fiqure 22. Concept 2 - Curtain Wall Configuration

19
o Concept 3 is similar to Concept 1 except that since it is a single

folded design, only the lateral mode of deployment is applicable.

This concept, permits the use of 50mm deep aluninum faced panels.

Volume is available for installation of service packages.

o Concept 4 is an erectable graphite-faced honeycomb hard-shell design

as shown on Figure 23. The complete configuration is comprised of

88-18.8mm deep by 1.2 x 2.9m panels packaged as shown. Two astronauts

can assemble the hangar as shown in less than 105 hours each (210 mh)

o Concept 5 utilizes an inflatable structure and construction that

deploys as shown in Figure 24.

STaco c0•PIGUIUTIOM

018 IL OK

SIDI PAMIL ASS(MRI

PLAT, DIP xota,to

AST80MST 111F MLIS

18WP PLATIORM M

)I PHIL AMWO i P80GMSM

Figure 23. Erectable Configuration

Essentially the same process selection methodology was employed in the

selection of Concept 4 (Figure 23) as that used in the deployable platform

systems. Concept 4, i.e., the hard-shell erectable had the highest point

value, (Figure 25) least total cost, h i ghest reliability, and the best

pote n+ ial for technology transfer to other deployable structures.

Oi''s>f1►F.t F..GE 13

OF POOR QUALITY

20

`. 
STABILIZATION

STRAPS INSTALLED

IT EVA

1 •. Y.

STONAGE RADIAE SUPPORT ARMS

CANISTER AIR ROTATE AS MANGER IS

ST AGE DE PLOTED I

TANK MANGER SHELL

DURING RADIAL

DE PL OTMENT

O

a

f

(I) RELATIVE COSTS ($ MILLIONS)

(2) DESIGN VERSATILITY

(3) ORBITER INTEGRATION

( I I) RELIABILITY OF STRUCTURAL AIGIDIZATION

(5) DESIGN/EVA/TECHNOLOGY DEVELOPMENT/LIFE RISKS

IWr

Ritr^• •IY

rurrr

.IM

nl••oIRA.

Ul •li WYr•I •I{. w vwLrun

ir/ •If• i•r•

•••. rm•r{

•ru

roan

,

rWIt wut

rY Wr•1{ rurl{ •rA. rRI.17 ru roMl{ Nu WYY

TOTAL OF NORMLIZED SELECTION CRITERIA

ORIG:NAL - A.G,G i'..

OF POOR QUALfIY

ASTRON115T ASTRO AS

USNES STCAI[0 -P

MANGER DUE f Of CANISTER /I 1 \

COVERED

DOCKING POR1

INFLATING[ TURF ^• O

DEPLOYING tO: D[D `^i

MANGER SHFLI

LONG I YUDINALLT CIO UtT 0.ENTIK COIWLETEG NOR K PLATFOb1S

OTV HANGER

TWO PLIES OF THICKNESS f III GL ASS I^.^

-{I

IF

T{

.I

L(

INFLATABLE POLTURETNAN( HE SN

HAMG[P STOWED CORE IMPRIGNATEO WITH

GELATIN RESIN FOR

FAYLOAD CONFIGURATION RIGIDIZATION

CONSTRUCTION

- -- TWO PL I ES OF FIDE KLASS

PITH T• 40MAL 001116

Figure 24. Inflatable Shell Configuration

OTV NANGAR SELECTION PROCESS CAIT[RIA

III RELATIVE COSTS 11 MILI IONSI

• LAUNCH • TECHNOLOGY DIVILOPL{INT

• FAIR!CATION • EKTkA VIHICU.AR ACTIVITY

171 DESIGNVIPSATILITY

• CAPAMLITY FOA

GPDUNO IIISTALLATIO{I OF [OUIPIIENT

- Or OR RIT INST AI CATION OF lOU IPN[NT pM SMfll

ON DP BII INST A L L A TI ON GF fOU Will V PLATFORM

- AUDIO PLATFORM

• POTENTIAL FOR Sul GROWN

ID ORSITININTEGRATION

• COOSTNUCTIONSUITABILITY

• CRADLECO{ILIIITY

• LAUNCM LOCAI ION FLEAIBILITV

1.1 MI LIABILITY OF STRUCTURAL AIGIOIZATION

• SIMPLICITY Of /DINING

• CAPABILITY OF AE NIUTAL EVA

• CONTROL DURING CONSTPUCTION

• NUMB[ROF NOVINGPANTSIFUNCTIONS

• CowinINCI FPIMI GROUND TISIS

161 OISIGNiIVAITECHNOLOGY DEV[LOPMINTILIFE RISKS

• LEAST DESIGN DISK

• MININUNLVA RI SK

• MINIMUM FICNNU LOGY OEV ELOP01I111 RISA

11

^.

or

r•r wrr rrRUn w

nIr w.0

W rr1•

100

W 1^1{

100

W rA.n

50

W r••r1

l0u

W 1Y1F

lU0

WIr^

450

81 59' 50 / 64 89 343 ./

Q 99 w 28 16 68 94 / 305

() 0 15 V 20 88 w 100 283

(D 100 ,/ 65 40 94) 70 '165

Q 93 70 S() 1 47 1 54 314

Figure 25. OTV Hangar Selection Process Methodology

It' 21

4
Figure 26. Baseline

Manned Module

MANNED MODULE DESIGN

OF POOR QUALrY

The study-developed major requirements that directed the manned module

development are shown in Table 7. Figure 26 illustrates the baseline manned

module design which has a diameter of 15 feet and a length of 411.83 feet. The

baseline design is a cylindrical pressure vessel design with toroidal

transition sections to the conical shells on each end. The floor is

structurally joined with the cylindrical shell to provide the shear load path

to the drag fittings. The floor is constructed of integrally machined panels

supported on longitudinal beams spanning to lateral beams provided at the

frame stations. The outer Nall construction is as shown in Figure 27. Since

space debris impact requirements and design data are not available, the

construction shown is not designed to that requirement. The implications of

p otential space debris impact, however, riere judgmentally considered in the

deployable volume design reviews.

Figure 28 presents the major configuration characteristics of a hard-shell

deployable manned module configuration capable of replacing two manned modules

such as shorn in Figure 26. Section A-A illustrates the nesiing of the

deployable volumes during stowage and the cylindrical hinge lines A, B, C, and

D. View B-B illustrates the end flat bulkhead developed which contains the

fold-down and flip-out panels. Sealing is required at all the hinge lines

shown.

Table 7. Manned Xodule

Requirements

• LEO - 20 y-M-

• LAUNCH/PACKAGING - C•" W mm wt% R- erbN

• CREW * ^n 0 rr-MMw IM 90 6Y-

.2 1 •nr--' r v

•ENVIRONM ENT -105W-2 rN Is rs 240C

•REOUNCAIICY - Tw MPM•1- MN••HU/[M-wrlrnWu

- Tw• r-.In la lnpr ^

• MAXIMUM LEAKAGE HATE . 022 Rood"

• fOU IPM ENT -L.N-Won

--

-_ -r 1

- C. —I Can": Cww

- Two •o[-.., any

- 1900 K-MIn NIR• MAM MN

NASA SPN U m_ crM.Wwwd -•M

• ME TEORUIU PROTECTION

• NAOIATIUN ► ROTECTION -0.50'_1'-2

- M---M —oul- ftw'—wav I-M-,o-II

- C--1•MI•di1v w-n -.-#,i 1--1.0 1. ro--A ronl yr wll,r

CONSTRUCTION

FRAME COVER Mll

ENVIRONMENTAL SHIELD

D I MpER .77 rrm AL BUMPER/RADIATOR

SUPPORT ^I SUPPORT

25 = MULTI-LAYER41 1 HEA1 PIPE

MULATION (MLI) I

- PRESSURE SKIN 50 REM

.125 IMn — — (].6 R1R1 ALUMINUM)1

KAP ON

Figure 27. Outer Wall Construction—

Baseline Manned Module

22
C

a

STOWED

CONFIGURATION

SE::TION A-A

(SIDE PANELS FOLDED)

C

URIGIA►l, 

r } L^ i;..

OF PAR QJALR•Y

A

STRONGBACx 1.8 n A 4.1 e

801 SECTIJN-Al_'SIDES

CAPABLE Ci SUSTAINING

DIFFEREATIAL PRESSURE

FLIP-OUT C

PANEL ^I

B

y j C n

DEPLOYED

CONFIGURATION

A

SIDE HINGES

MAIN FRAMIIU BEAMS

FOLD DOWN PANEL

\ HINGE LINE

RADIUS • 2.08 m

END CYLINDER

FLANGES WITH

SEAL S LATCHES

SEI.TION C-C

CEILING LINE

LOOR L'NE

INGE LINE

VIEW B-E E

Figure 28. Mannea Module-Deployable Hard Shell Concept

The 1 x 4.2m strongback provides floors for each side of the module capable

of sustaining any combination of differential pressures dur ing normal or

emPrency situations. The strongback also contains tare orbiter attach

f • ttTngs and back-up framing.

This structural configuration presents no significant strength or

stiffness design problems. However, during ~his study a reliable long-tern

sealing system could not be developed. (The attempts are documented in

Volume 11). The difficulty and imoo rtance of sealing are illustrated as

follOtis:

o The requirement is 0.22 kg/day per baseline module, or .44 kg/day for

this design.

0 To ni nimi ze the leakage to .44 kg, day the i argest equivalent c i rY; ul ar

hole permissible for the entire nodLle is .12 mm in diameter. The

difficul ty of sealing can be appreciated.

0 A 2.2 kg/day increase in leakage rate dill require an additional

lb,U60 kg of air suppl) over 2U years. The launch of that mass alone

psi negates the launch cost savin g s achievable with the deployable volume

c ont : gurati on.

Figure 29 illustrates the maJor configuration characte.-; sties of the

'

inflatable manned module design. This design is similar to the hard-shell

design previously discussed, except than an inflatable shell replaces the

cylindrical shell and end flit bulkheads, while on the hard-shell desigr, the

23
STOW[u 114FLATABLE

DEPLOYABLE VADIATOR

^ STRONG BACK

SECTION A-A

Uk/(:t

OF Ate,' i,_ , .^

^^ GLq^^f''"f:J

' I

POLYURETMANE FOAM

?5 ^w

yFLEXIBLE SEAL

SSER 9 PLIES OF NWEV

CLOTH COATED WITH

V!TON B-SO LLASTONEP

(8 xm THICK)

LLL04

OIL

.AYER

'NFLATABLE CONSTRUCTION

DEPLOYED

CONFIQRATICN

STRONGBACK

SEAL BEAD

A

r pA G^

STOWED

CDNFIGURATION

OUTER COVER/

STOWED THERMAL COATING,,"

^`

4 SECTION B-B

Figure 29. Manned Module - Inflatable Concept

radiators are mounted directly to the -tructure shell. For this design, the

radiators are also deployable 6s shown in Section A-A ana can act as a

meteoroid bumper. Section b-B illustrates the typical joint at the

inflatable-to-strongback interface. Here too the reliability of the

construction shown to maintain leakage to within .44 kg/day is a great

uncertainty. There is no existing test data per*inel:t to the leakage rate.

In addition to the sealing concern, both deployable volumes require on-orbit

installation of partitions and other miscellaneous equipment that is to be

mounted on the flocrs.

Therefore, in view of the previously descr4bed considerations relatin g to

the implications of la

y- lEaiicye rate. ,,, it is recoF.imenaea the study of

deployable volumes tur manned modules L ,^ terminated.

214