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Updated September 5, 2002

Expanding the Station Backbone/

Increasing Crew Capabilities

STS- 112/9A Shuttle Press Kit
 STS-112 Shuttle Press Kit 

National Aeronautics and 

Space Administration 

Table of Contents 

Mission Overview ..................................................................................................... 1 

Timeline Overview ................................................................................................... 7 

Mission Objectives ................................................................................................ 12 

Mission Profile ....................................................................................................... 13 

Crewmembers ........................................................................................................ 15 

Rendezvous and Docking ..................................................................................... 24 

Spacewalks 

STS-112 Extravehicular Activities ............................................................................ 27 

Payloads 

Payload Overview..................................................................................................... 35 

S1 Truss .................................................................................................................. 39

International Space Station S1 and P1 Truss Summary .......................................... 42 

Crew and Equipment Translation Aid Cart A ........................................................... 45 

Spatial Heterodyne Imager for Mesospheric Radicals (SHIMMER) ......................... 49 

Experiments 

Science Overview .................................................................................................... 50 

DSOs and DTOs ...................................................................................................... 52 

Ram Burn Observations ........................................................................................... 57 
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Shuttle Reference Data 

Shuttle Abort History ................................................................................................ 58 

Shuttle Abort Modes ................................................................................................ 60 

Shuttle Rendezvous Maneuvers .............................................................................. 64 

Space Shuttle Main Engines .................................................................................... 65 

Shuttle Solid Rocket Boosters .................................................................................. 67 

Shuttle Super-lightweight Tank ................................................................................ 75 

Acronyms and Abbreviations ............................................................................... 76 

Media Assistance ................................................................................................... 86 

Media Contacts ...................................................................................................... 88 
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Mission Overview 

Expanding Station Backbone, Increasing Crew Capabilities

With an eye toward expansion of the International Space Station’s main backbone, Atlantis 

will lift off from Launch Pad 39-A at the Kennedy Space Center on the STS-112 / 9A 

assembly mission to the orbital outpost, the 15th shuttle flight in the construction of the 

massive complex. 

The major objective of the planned 11-day mission is the delivery of the 45-foot-long, 15-

ton S-One (S1) Truss to the ISS. The S1 Truss will be attached to the starboard side of the 

centerpiece truss, the S-Zero (S0) Truss, on which the Mobile Transporter (MT), Mobile 

Base System and the Canadarm2 robotic arm are mounted. The S1 Truss will enable the 

station to begin the outboard expansion of its rail system in preparation for the addition of 

new power and international science modules in the years to come. The large truss 

contains a new external cooling system for the station that will be activated next year, a 

second S-Band communications system to provide enhanced and extended voice and data 

capability, a cart which will serve as a mobile work platform for future spacewalkers, two 

new external television cameras and the first Thermal Radiator Rotary Joint (TRRJ), which 

will provide the mechanical and electrical energy for rotating the station’s heat-rejecting 

radiators based on various system requirements. 

Three spacewalks will be carried out to install and activate the truss and its associated 

equipment. 

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The S1 Truss is readied for flight at the Kennedy Space Center 

The S1 Truss is the second of 11 such truss structures that will ultimately expand the ISS 

to the length of a football field and increase its power through the addition of new 

photovoltaic modules and solar arrays. 

A third segment, the P-One (P1) Truss, will be installed on the port side of the S0 Truss on 

the STS-113 / 11A mission. 

The STS-112 crew, from left, Mission Specialists Sandy Magnus and Dave Wolf, Pilot 

Pam Melroy, Commander Jeff Ashby and Mission Specialists Piers Sellers and 

Fyodor Yurchikhin

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Atlantis’ mission to the ISS is commanded by Jeff Ashby (Capt., USN), who will be making 

his third flight into space after two previous missions as a pilot, including the STS-100 

mission to the station in 2001 to deliver the Canadarm2. Ashby will be joined on the flight 

deck by Pilot Pam Melroy (Col., USAF), who is making her second flight to the ISS after 

piloting the STS-92 mission that brought the Z-One (Z1) Truss to the Unity module. 

First-time shuttle flier Sandy Magnus (Ph.D.) will serve as Atlantis’ flight engineer and will 

be one of the operators of the Canadarm2 robotic arm once Atlantis reaches the ISS. The 

large arm will be employed for the installation of the S1 Truss and the transport of the 

spacewalkers as they conduct their connections of power and data cables and other 

external hardware to the truss itself. Magnus will be assisted in the robotics work by 

Expedition 5 Flight Engineer Peggy Whitson from the Destiny Laboratory of the station. 

Veteran Astronaut David Wolf (M.D.) is one of two spacewalkers on STS-112, making his 

third flight into space, including a 119-day mission as a flight engineer on the former 

Russian space station Mir. Wolf conducted a spacewalk during his tenure on the Mir in 

1998, collecting experiments from the exterior of the station along with his Commander, 

Anatoly Solovyev. 

Piers Sellers (Ph.D.) is making his spaceflight debut on STS-112 as the other spacewalker 

who will join Wolf outside Atlantis for the truss and hardware installation tasks. The other 

first-time crewmember is Russian Engineer Fyodor Yurchikhin from RSC-Energia who will 

join Melroy as one of two spacewalk choreographers during the mission and who will work 

with Magnus in the transfer of experiments and payloads from Atlantis to the ISS during 

docked operations. 

The International Space Station’s forward PMA 

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Two days after Atlantis is launched, Ashby will guide the shuttle to a linkup at the forward 

docking port of Destiny, setting the stage for the opening of the hatches and the start of 

seven days of joint operations between Atlantis’ crew and the resident crew on the ISS, 

Expedition 5 Commander Valery Korzun and Flight Engineers Whitson and Sergei 

Treschev. 

The following day, Wolf and Sellers will begin spacewalk preparations while Magnus and 

Whitson use the Canadarm2 from inside Destiny to grapple the huge S1 Truss, lifting it out 

of Atlantis’ payload bay and maneuvering it for its installation at the starboard end of the S0 

Truss. Capture bolts will structurally mate the two trusses after a claw-like device on the 

starboard side of the S0 Truss grabs a fixture on the S1 segment. The procedure will be 

timed so that Wolf and Sellers do not exit the station’s Quest airlock to begin their first 

spacewalk until the mating process is complete. 

For most of the first spacewalk, Wolf will ride with his feet affixed at the end of Canadarm2 

while Sellers acts as the “free floater,” working with Wolf to begin the connection of power, 

data and fluid umbilicals between the newly attached trusses. Wolf and Sellers will also 

deploy the station’s second S-Band communications system, install the first of two external 

camera systems and release launch restraints on the truss’ crew platform cart. Sellers will 

be affixed to the arm to complete the nadir tray connections. In addition, he will release 19 

radiator beam launch locks, which restrained the radiators for launch. The radiator beam 

launch locks must be released to allow rotation of the three radiators. The final launch locks 

will be released near the end of the second spacewalk. 

After a day of transfer activities and off duty time, Wolf and Sellers will venture outside 

Atlantis again on the sixth day of the flight for their second spacewalk. This time, Sellers will 

ride at the end of Canadarm2 like a telephone repairman at the end of a cherry picker for 

most of the spacewalk. The second excursion is designed to set up the second external 

camera system. Wolf will then be affixed to the arm to install Spool Positioning Devices 

(SPDs) on the Radiator Beam Valve Module and connect fluid lines between the Nitrogen 

Tank Assembly (NTA) and the Ammonia Tank Assembly (ATA). These devices will ensure 

the proper positioning of seals throughout the truss to maintain proper internal pressure 

where quick disconnects are located. 

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Astronaut Sandra Magnus, STS-112 mission specialist, uses the virtual reality lab at 

the Johnson Space Center to train for her duties aboard the Space Shuttle Atlantis. 

This type of computer interface paired with virtual reality training hardware and 

software helps to prepare the entire team for dealing with ISS elements. 

Another day of transfer work will take place on the seventh day of STS-112 followed by the 

third and final spacewalk of the mission. Sellers will ride the Canadarm2 for most of the 

spacewalk. The first job on the flight’s final spacewalk is removal and replacement of the 

Interface Umbilical Assembly (IUA). The IUA is installed with the Trailing Umbilical System 

(TUS) on the MT to enable the railcar to move properly up and down the truss segments. A 

bolt for a backup cable cutter on the IUA did not seat properly when the MT was activated 

during the STS-110 mission and now will be corrected with the installation of the 

replacement hardware. Wolf and Sellers then move to a point at the junction of S0 and S1 

for the next activity, a one-hour, 25-minute installation of fluid jumpers to enable ammonia 

coolant to flow through S1 radiators to provide station cooling when the system is activated 

on a later mission. 

The next task for the spacewalkers is to remove and stow the S1 port and starboard keels 

and drag links to allow translation of the MT/Mobile Base System onto the S1 Truss. 

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Another task for the final scheduled spacewalk is Installation of SPDs onto the TRRJ 

stringer Quick Disconnects. 

All three spacewalks are expected to last about 6 to 6 1⁄2 hours. 

The next day, Flight Day 9, the shuttle and station crews will complete some additional 

transfer work and get-ahead tasks for future assembly flights before saying goodbye to one 

another on Flight Day 10 as the hatches are closed between the vehicles. Melroy will be at 

the controls as Atlantis undocks from the ISS. She will back the orbiter away from the 

station to a point about 400 feet in front of the complex before initiating a flyaround of the 

outpost to enable her crewmates to conduct photo and television documentation of the 

newly expanded facility. 

STS-112 mission commander Jeff Ashby occupies the commander’s station during a 

mission training session in one of the high-fidelity shuttle trainers in the Space 

Vehicle Mockup Facility at the Johnson Space Center 

After a day devoted to packing up gear, Atlantis’ six crewmembers will glide to a landing at 

the Kennedy Space Center to wrap up the orbiter’s 26th mission and the 111th in shuttle 

program history. 

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Timeline Overview 

Flight Day 1: 

• Following launch, crew performs minimal activities before going to sleep. 

• International Space Station crew has off duty and sleep shifts in preparation of 

shuttle docking. 

Flight Day 2: 

• Shuttle crew performs middeck ISS payload status checks, checkouts of the shuttle 

robotic arm, spacewalkers’ spacesuits, rendezvous tools and prepares for transfer. 

• The shuttle RMS is left powered on in preparation of the S1 installation activities on 

Flight Day 4. 

• The secondary payload SHIMMER is checked out and DTO 700-14/MAGR is set up. 

• The shuttle crew goes to bed two hours earlier in support of tomorrow’s rendezvous 

activities. 

• ISS crew has off duty and completes any sleep shifting required. 

Flight Day 3: 

• A shuttle wastewater dump is scheduled in the crew morning before the start of 

rendezvous activities. 

• Docking occurs in the crew’s afternoon. Hatches are opened about two hours after 

docking. 

• The first two CWCs are filled after the hatches are open. The CWCs used for water 

transfer are from ISS, so no CWC fills can be done before hatch opening. 

• The spacesuits and airlock are prepared for tomorrow’s EVA activities. 

• A setup of the shuttle oxygen configuration for the EVA pre-breathe protocol is 

scheduled late in the crew day. 

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• An SSRMS tag-up is scheduled between MS2 and FE-1 to allow SSRMS operators 

preparation time for tomorrow morning’s S1 Truss installation. The shuttle CDR will 

participate as time is available to him. 

• An EVA procedure review is scheduled for all crewmembers before pre-sleep. The 

procedure review gives the crew time to review tomorrow’s EVA plan. 

Flight Day 4: 

• The shuttle crew has two hours of post-sleep scheduled before the start of S1 

installation activities and EVA preparation. 

• During EVA preparation, the S1 Truss is installed by the SSRMS with the shuttle 

RMS used for viewing purposes. 

• ISS power (channel 1⁄4) must be powered down before the EVA crew connects the 

zenith side power umbilicals. MCC-H powers channel 1⁄4 on and channel 2/3 is 

powered down before the EVA crew connects the nadir side umbilicals. A checkout 

will be performed by MCC-H after each string is powered on. Channel 1⁄4 will be 

checked out before channel 2/3 is powered off. 

• The EVA crew will deploy the S-band antenna while MCC is checking out channel 1⁄4 

and powering down string 2. 

• Other EVA tasks performed this day are release of the radiator beam launch locks, 

SASA deploy, ETVCG outboard nadir installation and release of the CETA cart 

launch locks. 

• The shuttle RMS is powered off after EVA 1 and will remain off until Flight Day 6. 

Flight Day 5: 

• Shuttle crew off duty is scheduled. 

• Shuttle nitrogen transfer to ISS is started in late morning and will be terminated on 

Flight Day 9. 

• MSFC payloads, PCG-STES 007 and 008 and the STELSYS CBOSS, are 

transferred this day. 

• The EVA crewmembers perform activities in preparation for EVA 2 such as 

Extravehicular Mobility Unit (EMU) water recharge, tool configuration and airlock 

preparation. 

• An EVA procedure review is scheduled for both crews before pre-sleep this evening. 

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Flight Day 6: 

• A one-hour shuttle reboost is scheduled during EVA prep. 

• EVA 2 activities include Z1 to P6 and PVR SPDS, Z1 to Lab loop A umbilicals, ATA 

umbilical, ETVCG starboard installation, SPD installation on RBVM and the last of 

the launch lock release bolts. 

• Two CWCs and a PWR (for spacesuit water recharge) are filled and transferred to 

the ISS. 

• The ISS crew will perform the MSFC payload ZCG activities this day. ZCG has a 

microgravity constraint for 24 hours once activated. 

• Overnight the MCC will check out the starboard ETVCG that was installed during 

EVA 2. 

Flight Day 7: 

• The shuttle crew reconfigures and initiates an oxygen transfer to the high-pressure 

gas tanks on Quest in the morning. Oxygen will be transferred for about eight hours. 

• The ISS crew will perform the ISS TVIS Remove and Replace most of the day. 

• The EVA crew performs EVA 3 preparation activities in the morning and transfer in 

the afternoon. 

• The MSFC payload PGBA is transferred to the ISS by the shuttle crew. 

• The crew photo and conference are scheduled in the afternoon. 

• Once the oxygen transfer is completed, a reconfiguration to the shuttle oxygen prebreather protocol is done late in the afternoon. 

• A few hours after the TRRJ pointing checkout is completed, MCC will deploy the S1 

radiator. The MS4 will take pictures of the radiator during the deployment. 

• An EVA procedure review is scheduled for all crewmembers before pre-sleep. 

Flight Day 8: 

• Oxygen from the shuttle will be used for the pre-breathe activity. 

• A one-hour shuttle reboost is scheduled during the EVA prep timeframe. 

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• EVA 3 tasks include IUA R&R, S1 to S0 fluid jumper connections, removal of port 

and starboard keel pins, last of the TRRJ SPDs, TRRJ bolts and S1 to S1 clamps. 

• Three CWCs are filled and transferred to the ISS. The total number of CWCs filled 

and transferred including the three from this day are 14. 

Flight Day 9: 

• The shuttle crew has four hours of off duty scheduled. 

• The last of the transfer items are taken over to the ISS including the shuttle 

SAFERs. 

• The EMUs are reconfigured in support of leaving a good EMU suit for an ISS 

crewmember. Once the EMUs are reconfigured, one will be left on the ISS and the 

other brought back on the shuttle. 

• The MSFC payload CGBA is transferred to the ISS. 

• The last two CWCs and PWR are filled and transferred to the ISS. A total of 16 

CWCs are transferred to the ISS. 

• A rendezvous tools checkout is scheduled. The checkout is done in preparation for 

undock the next day. 

• A teardown of the shuttle oxygen configuration for the EVA pre-breathe protocol is 

scheduled late in the crew day. 

Flight Day 10: 

• The hatches are closed and the undock activities are completed. 

• After flyaround of the ISS by the shuttle, the shuttle crew will perform SHIMMER 

data takes. 

• A wastewater and condensate CWC water dump are scheduled. 

• A shuttle crew only PAO event is scheduled in the afternoon. 

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Flight Day 11: 

• Shuttle crew prepares for landing tomorrow by performing cabin stow and end-ofmission checkouts. 

• SHIMMER data takes are scheduled in the morning and a PAO event is in the 

afternoon. 

Flight Day 12: 

• DTO 700-14/MAGR entry setup is completed before deorbit prep. 

• Shuttle lands. 

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Mission Objectives 

These major tasks, listed in order of International Space Station Program priority, are to be 

performed during this flight: 

• Perform critical water transfer from shuttle to International Space Station 

• Transfer, using the Space Station Remote Manipulator System, install and safe the 

Integrated Truss Segment (ITS) S1 to ITS S0 starboard side 

• Deploy and safe the S1 S-Band Antenna Structural Assembly 

• Transfer critical items per Flight 9A Transfer Priority List 

• Perform mandatory daily maintenance for powered middeck and U.S. lab payloads 

• Transfer remaining items per Flight 9A Transfer Priority List 

• Install critical Spool Positioning Devices 

• Complete S1 remaining Zenith and Nadir tray utility connections 

• Perform Thermal Radiator Rotary Joint checkout 

• Deploy S1 central radiator 

• Disconnect the Squib Firing Units harness reposition to the radiator beam line 

heaters and activate S1 fluid line secondary heaters 

• IUA remove and replace 

• Connect S0 to S1 fluid jumpers 

• Connect Ammonia Tank Assembly nitrogen and ammonia lines 

• Install second group of Spool Positioning Devices 

• Configure inboard section of the MT/CETA translation path 

• Release CETA cart 

• Complete additional ISS consumables transfer 

• Configure outboard section of the MT/CETA translation path 

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Mission Profile 

Crew 

Commander: Jeffrey S. Ashby 

Pilot: Pamela Ann Melroy 

Mission Specialist 1: David A. Wolf

Mission Specialist 2: Sandra H. Magnus 

Mission Specialist 3: Piers J. Sellers 

Mission Specialist 4: Fyodor Nikolayevich Yurchikhin 

Launch 

Orbiter: Atlantis (OV-104) 

Launch Site: Kennedy Space Center Launch Pad 39A 

Launch Date: No Earlier Than Oct. 2, 2002 

Launch Window: 5 Minutes 

Altitude: 122 Nautical Miles (Orbital Insertion); 215 NM 

(Rendezvous) 

Inclination: 51.6 Degrees 

Duration: 10 Days 19 Hrs. 12 Min. 

Vehicle Data 

Shuttle Liftoff Weight: 4,521,436 lbs. 

Orbiter/Payload Liftoff Weight: 256,917 lbs. 

Orbiter/Payload Landing Weight: 201,476 lbs. 

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Software Version: OI-29 

Space Shuttle Main Engines: 

SSME 1: 2048 SSME 2: 2051 SSME 3: 2047 

External Tank: ET-115A (Super Light Weight Tank) 

SRB Set: BI115PF 

Shuttle Aborts 

Abort Landing Sites

RTLS: Kennedy Space Center Shuttle Landing Facility 

TAL: Primary – Zaragoza; Alternates Ben Guerir, Moron 

AOA: Kennedy Space Center Shuttle Landing Facility 

 

Landing 

Landing Date: Oct. 13, 2002 

Primary Landing Site: Kennedy Space Center 

Shuttle Landing Facility 

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Crewmembers 

Jeff Ashby, Commander, 48 (Capt., USN) 

Seating: Flight deck for launch and landing. 

Responsibilities: Ashby is responsible for the 

overall safety and success of the flight. He will be 

responsible for the rendezvous and docking of 

Atlantis to the International Space Station and will 

be the primary shuttle robotic arm operator for 

television support during the S1 install. 

Personal Data: Born June 16, 1954, and raised in 

the Colorado mountains where he developed a 

love for skiing, soaring, backpacking and fly 

fishing. Jeff and his wife, Paige, share their home 

with two spoiled dogs. 

Education: Graduated from Evergreen High School, Evergreen, Colo., in 1972; received a 

bachelor of science degree in mechanical engineering from the University of Idaho in 1976, 

and a master of science degree in aviation systems from the University of Tennessee in 

1993. Ashby is also a graduate of the Naval Test Pilot School, and the Naval Fighter 

Weapons School (Top Gun). 

Special Honors: Awards include the Distinguished Flying Cross, Defense Superior 

Service Medal, Defense Meritorious Service Medal, Meritorious Service Medal, four Navy 

Air Medals, two Navy Commendation Medals, Navy Achievement Medal, and two NASA 

Space Flight Medals. Ashby was selected as the Navy's Attack Aviator of the Year in 1991. 

Experience: Designated as a naval aviator in 1978, Ashby has accumulated over 7,000 

flight hours and 1,000 aircraft carrier landings. He completed five aircraft carrier 

deployments, and flew 65 combat missions in the FA-18 during Operations Desert Storm 

and Southern Watch in Iraq, and Operation Continue Hope in Somalia. Ashby also 

participated in the development of the FA-18 aircraft, directing tests of the Hornet's smart 

weapons and electronic warfare systems. He flew test flights for over 80 projects including 

carrier suitability, ordnance release, and flying qualities of the night attack and 

reconnaissance versions of the Hornet. Ashby served as the Commanding Officer of Strike 

Fighter Squadron 94. Under his leadership, VFA-94 earned the coveted Battle "E" Award 

and designation as the Navy's top FA-18 squadron in 1994. Ashby reported to the Johnson 

Space Center for training with Group XV in March 1995. 

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Spaceflights: 

STS-93 - Ashby's first spaceflight was in July 1999 as pilot aboard Space Shuttle Columbia 

which deployed the Chandra X-ray Observatory. Chandra is the third in a series of NASA's 

Great Observatories following the Hubble Space Telescope and the Compton Gamma Ray 

Observatory. Chandra was designed to conduct comprehensive studies of the universe, 

and has enabled scientists to study exotic phenomena such as exploding stars, quasars, 

and black holes. 

STS-100 - Ashby flew as pilot aboard Space Shuttle Endeavour in April 2001, on assembly 

flight 6A of the International Space Station. This was the most complex robotics flight in the 

history of the Space Shuttle Program, responsible for installing both the Canadian-built 

robotic arm, and the Italian-made Logistics Module "Raffaello". Ashby operated the shuttle 

robotic arm to lift a pallet containing the space station robotic arm from Endeavour's 

payload bay, and attached it to the International Space Station. After undocking Endeavour 

from the station, Ashby piloted a unique separation and fly-around profile that enabled 

IMAX-3D images of the International Space Station. 

Ashby has flown a total of 267 orbits around the Earth and logged over 400 hours in space. 

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Pam Melroy, Pilot, 41 (Col., USAF) 

Seating: Flight deck for launch and landing. 

Responsibilities: Melroy is the lead spacewalk 

choreographer and serves as the backup robot 

arm operator; she will be in charge of undocking 

Atlantis from the ISS and conducting a flyaround 

of the station for photo and television 

documentation. 

Personal Data: Born Sept. 17, 1961, in Palo Alto, 

Calif. Considers Rochester, N.Y., to be her 

hometown. Married to Christopher Wallace. She 

enjoys theater, tap and jazz dancing, reading, 

cooking, and flying. Her parents, David and Helen Melroy, reside in upstate New York. 

Education: Graduated from Bishop Kearney High School, Rochester, N.Y., in 1979. 

Bachelor of science degree in physics and astronomy from Wellesley College, 1983. 

Master of science degree in earth & planetary sciences from Massachusetts Institute of 

Technology, 1984. 

Organizations: Member of the Society of Experimental Test Pilots, the Order of 

Daedalians, and the 99s. 

Special Honors: Recipient of the Air Force Meritorious Service Medal, First Oak Leaf 

Cluster; Air Medal, First Oak Leaf Cluster; Aerial Achievement Medal, First Oak Leaf 

Cluster; and Expeditionary Medal, First Oak Leaf Cluster. 

Experience: Melroy was commissioned through the Air Force ROTC program in 1983. 

After completing a master’s degree, she attended Undergraduate Pilot Training at Reese 

Air Force Base in Lubbock, Texas, and was graduated in 1985. She flew the KC-10 for six 

years at Barksdale Air Force Base in Bossier City, La., as a copilot, aircraft commander 

and instructor pilot. Melroy is a veteran of JUST CAUSE and DESERT SHIELD/DESERT 

STORM, with over 200 combat and combat support hours. In June 1991, she attended the 

Air Force Test Pilot School at Edwards Air Force Base, Calif. Upon her graduation, she was 

assigned to the C-17 Combined Test Force, where she served as a test pilot until her 

selection for the astronaut program. She has logged over 5,000 hours flight time in over 45 

different aircraft. 

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NASA Experience: Selected as an astronaut candidate by NASA in December 1994, 

Melroy reported to the Johnson Space Center in March 1995. She completed a year of 

training and evaluation and is qualified for flight assignment as a shuttle pilot. Initially 

assigned to astronaut support duties for launch and landing, she has also worked 

Advanced Projects for the Astronaut Office. She was the pilot on STS-92 in 2000 and has 

logged over 309 hours in space. 

Spaceflight Experience: STS-92 Discovery (Oct. 11-24, 2000) was launched from the 

Kennedy Space Center, Fla., and returned to land at Edwards Air Force Base, Calif. 

During the 13-day flight, the seven-member crew attached the Z1 Truss and Pressurized 

Mating Adapter 3 to the International Space Station using Discovery's robotic arm and 

performed four spacewalks to configure these elements. This expansion of the ISS opened 

the door for future assembly missions and prepared the station for its first resident crew. 

The STS-92 mission was accomplished in 202 orbits, traveling 5.3 million miles in 12 days, 

21 hours, 40 minutes and 25 seconds. 

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David Wolf, Mission Specialist 1, 46 (M.D.) 

Seating: Middeck for launch, flight deck for landing. 

Responsibilities: Wolf will serve as Extravehicular 

crewmember 1 (EV 1) for the three spacewalks and 

will wear the spacesuit bearing the red stripes; Wolf 

will assist in handling rendezvous tools during 

Atlantis’ approach for docking to the ISS, the 

operation of the orbiter docking system and will assist 

in the closing of Atlantis’ payload doors for landing. 

Personal Data: Born Aug. 23, 1956, in Indianapolis, 

Ind. Married. He enjoys sport aerobatic flying, scuba 

diving, handball, running, and water skiing. His parents, Dr. and Mrs. Harry Wolf, reside in 

Indianapolis. 

Education: Graduated from North Central High School, Indianapolis, Ind., in 1974; 

received a bachelor of science degree in electrical engineering from Purdue University in 

1978, and a doctorate of medicine from Indiana University in 1982. He completed his 

medical internship (1983) at Methodist Hospital in Indianapolis, Ind., and USAF flight 

surgeon primary training at Brooks Air Force Base in San Antonio, Texas. 

Organizations: Member of the Institute of Electrical and Electronics Engineers; the 

Aerospace Medical Association; the Experimental Aircraft Association; the International 

Aerobatic Club; and the Air National Guard. 

Special Honors: Recipient of the NASA Exceptional Engineering Achievement Medal 

(1990); NASA Inventor of the Year, 1992. Dr. Wolf graduated "with distinction" from the 

honors curriculum in electrical engineering at Purdue University and received an Academic 

Achievement Award upon graduation from medical school. He received the Carl R. Ruddell 

scholarship award for research in medical ultrasonic signal and image processing. He is a 

member of Eta Kappa Knu and Phi Eta Sigma honorary societies. Dr. Wolf has received 11 

U.S. patents and over 20 Space Act Awards for 3-dimensional tissue engineering 

technologies earning the Texas State Bar Patent of the Year in 1994. He has published 

over 40 technical papers. 

Experience: As a research scientist at the Indianapolis Center for Advanced Research 

from 1980 to 1983, he developed digital signal and image processing techniques using 

matched filter detection of high time-bandwidth product transmissions producing "state-ofthe-art" high-resolution medical ultrasonic images to the 100 micron level. He also 

developed new doppler demodulation techniques extending the range velocity product 

limitation of conventional pulsed doppler systems. He is a USAF senior flight surgeon in the 

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Air National Guard (1982 to present) and is a member of the Board of Directors of the 

National Inventors Hall of Fame. He has logged over 2,000 hours of flight time including air 

combat training as a weapons systems officer (F4 Phantom jet), T-38 Talon, and 

competition aerobatics (PITTS Special and Christen Eagle). 

NASA Experience: In 1983, Dr. Wolf joined the Medical Sciences Division, Johnson 

Space Center, Houston, Texas. He was responsible for development of the American Flight 

Echocardiograph for investigating cardiovascular physiology in microgravity. Upon 

completion he was assigned as chief engineer for design of the space station medical 

facility. In 1986 he was assigned to direct development of the Space Bioreactor and 

associated tissue engineering and cancer research applications using controlled 

gravitational conditions. This resulted in the state-of-the-art NASA rotating tissue culture 

systems. He has particular expertise in the design of real-time computer process control 

systems, communications, bioprocessing, physiology, fluid dynamics, and aerospace 

medicine. Dr. Wolf is an active public speaker. 

Selected as a NASA astronaut in January 1990, Dr. Wolf became qualified for spaceflight in 

July 1991. His technical assignments have included Orbiter vehicle processing and test at 

Kennedy Space Center (1991-1992) and spacecraft communications (CAPCOM) (1994-

1995). He is qualified for Extravehicular Activity (Spacewalk), Remote Manipulator System 

(Robot Arm), and Rendezvous. He was CAPCOM for the first and third Shuttle-Mir 

rendezvous. He trained at the Gagarin Cosmonaut Training Center in Star City, Russia, in 

preparation for a long-duration stay aboard Mir. Most recently, he was assigned to the EVA 

Development Group focusing on assembly techniques for the International Space Station. 

Dr. Wolf has logged 142 days in space including a 4-hour EVA in a Russian Orlan 

spacesuit. He was a mission specialist on STS-58, and served as Board Engineer 2 for 119 

days aboard the Russian Space Station Mir. 

Spaceflight Experience: STS-58 Columbia (Oct. 16 to Nov. 1, 1993) was a 14-day 

dedicated Spacelab life sciences research mission. During this record length shuttle 

mission, the crew conducted neurovestibular, cardiovascular, cardiopulmonary, metabolic, 

and musculoskeletal research using microgravity to reveal fundamental physiology 

normally masked by Earth gravity. Mission duration was 336 hours, 13 minutes, 01 second. 

On Sept. 25, 1997, Dr. Wolf launched aboard Space Shuttle Atlantis as part of the STS-86 

crew. Following docking, Sept. 28, 1997, marked the official start of his 119 days aboard 

Mir. He returned with the crew of STS-89 aboard Shuttle Endeavour on Jan. 31, 1998. 

Mission duration was 119 days. 

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Sandy Magnus, Mission Specialist 2, 37 (Ph.D.) 

Seating: Flight deck for launch and landing. 

Responsibilities: Magnus will serve as flight engineer during 

Atlantis’ launch and landing, assisting Ashby and Melroy; she 

will be in charge of opening and closing the shuttle’s payload 

bay doors and is one of two operators of the Canadarm2 

robotic arm at the ISS in support of the S1 Truss installation 

and the three spacewalks; Magnus will also be in charge of 

payload transfers during docked operations. 

Personal Data: Born Oct. 30, 1964, in Belleville, Ill. Enjoys 

soccer, reading, travel, and water activities. 

Education: Graduated from Belleville West High School, Belleville, Ill., in 1982; received a 

bachelor’s degree in physics and a master’s degree in electrical engineering from the 

University of Missouri-Rolla in 1986 and 1990, respectively, and a doctorate from the 

School of Material Science and Engineering at the Georgia Institute of Technology in 1996. 

Organizations: ASM/TMS (Metallurgical/Material Society), Material Research Society. 

Special Honors: Outstanding Graduate Teaching Assistant Award (1994 and 1996), 

Saturn Team Award (1994), Performance Bonus Award (1989). 

Experience: During 1986 to 1991, Magnus worked for McDonnell Douglas Aircraft Co. as 

a stealth engineer where she worked on internal research and development studying the 

effectiveness of RADAR signature reduction techniques. She was also assigned to the 

Navy's A-12 Attack Aircraft program primarily working on the propulsion system until the 

program was cancelled. From 1991 to 1996, Magnus completed her thesis work which was 

supported by NASA-Lewis Research Center through a Graduate Student Fellowship and 

involved investigations on materials of interest for "Scandate" thermionic cathodes. 

Thermodynamic equilibria studies along with conductivity and emission measurements on 

compounds in the Ba O.SC2O3

.

WO3 ternary system were conducted to identify compounds 

with potential use in these types of cathodes. 

NASA Experience: Selected by NASA in April 1996, Dr. Magnus reported to the Johnson 

Space Center in August 1996. Having completed two years of training and evaluation, she 

is qualified for flight assignment as a mission specialist. From January 1997 through May 

1998 Dr. Magnus worked in the Astronaut Office Payloads/Habitability Branch. Her duties 

involved working with ESA, NASDA and Brazil on science freezers, gloveboxes and other 

facility type payloads. In May 1998 Dr. Magnus was assigned as a “Russian Crusader” 

which involves travel to Russia in support of hardware testing and operational products 

development. 

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Piers Sellers, Mission Specialist 3, 47 (Ph.D.) 

Seating: Flight deck for launch, middeck for 

landing. 

Responsibilities: Sellers will serve as 

Extravehicular crewmember 2 (EV 2) for the three 

spacewalks and will wear the pure white spacesuit; 

in addition, Sellers will be in charge of on-board 

computers and rendezvous tools during Atlantis’ 

approach for docking and the undocking and 

flyaround of the ISS by Atlantis; he will also assist in 

the opening of the shuttle’s payload bay doors after 

launch. 

Personal Data: Born April 11, 1955, in Crowborough, Sussex, United Kingdom. Married. 

Two children. 

Education: Graduated from Cranbrook School, Cranbrook, Kent, United Kingdom, in 

1973; received a bachelor of science degree in ecological science from the University of 

Edinburgh in 1976, and a doctorate in biometeorology from Leeds University (United 

Kingdom) in 1981. 

Organizations: American Geophysical Union (AGU), American Meteorology Society 

(AMS). 

Awards: NASA Exceptional Scientific Achievement Award in 1994; Arthur Fleming Award 

in 1995; Fellow of AGU in 1996; AMS Houghton Award in 1997. 

Experience: Sellers has worked on research into how the Earth's Biosphere and 

Atmosphere interact. His work involved computer modeling of the climate system, satellite 

remote sensing studies and field work using aircraft, satellites and ground teams in places 

such as Kansas, Russia, Africa, Canada and Brazil. 

NASA Experience: Selected as an astronaut candidate by NASA in April 1996, Sellers 

reported to the NASA Johnson Space Center in August 1996. Having completed two years 

of training and evaluation, he is qualified for flight assignment as a mission specialist. He 

was initially assigned technical duties in the Astronaut Office Computer Support Branch, 

and most recently served in the Astronaut Office Space Station Branch. 

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Fyodor Yurchikhin, Mission Specialist 4, 43 (Ph.D., 

RSC-Energia) 

Seating: Middeck for launch and landing. 

Responsibilities: Yurchikhin will assist Melroy in the 

preparation of the spacewalk hardware for the three 

spacewalks by Wolf and Sellers; he will also assist Magnus 

in the transfer of water and payloads from Atlantis to the 

ISS during docked operations and will serve as an expert in 

Russian module systems on the ISS during the joint phase 

of the flight. 

Personal Data: Born Jan. 3, 1959, in Batumi, Autonomous 

Republic of Ajara in Georgia. Married to Larisa Anatolievna 

Yurshikina, born in Shyolkovo, Moscow region. They have two daughters. His father, 

Nikolai Fyodorovich Yurchikhin, and mother, Mikrula Sofoklevna Yurchikhina, reside in 

Sindos, Greece. He also has a brother, two years younger. Hobbies include collecting 

stamps and space logos, sports, history of cosmonautics, and promotion of space. He also 

enjoys reading history, science fiction and the classics. 

Education: After graduation from high school in Batumi in 1976, he entered the Moscow 

Aviation Institute named after Sergey Ordzhonikidze. He finished studying in 1983, and is 

qualified as a mechanical engineer, specializing in airspace vehicles. In 2001, he graduated 

from the Moscow Service State University with a Ph.D. in economics. 

Experience: After graduating from the S. Ordzhonikidze Moscow Aviation Institute, 

Yurchikhin worked at the Russian Space Corporation Energia from September 1983 until 

August 1997. He began working as a controller in the Russian Mission Control Center, and 

held the positions of engineer, senior engineer, and lead engineer, eventually becoming a 

lead engineer for Shuttle-Mir and NASA-Mir Programs. 

In August 1997, he was enrolled in the RSC Energia cosmonaut detachment as a 

cosmonaut-candidate. 

From January 1998 to November 1999, he completed his basic training course. In 

November 1999, he was qualified as a test cosmonaut. In January 2000, he started training 

in the test-cosmonaut group for the ISS Program. 

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Rendezvous and Docking 

Atlantis’ rendezvous and docking with the International Space Station begins with the 

precisely timed launch of the shuttle on a course for the station. During the first two days of 

the mission, periodic engine firings will gradually bring Atlantis to a point about 91⁄2 statute 

miles behind the station, the starting point for a final approach to the station. 

About 21⁄2 hours before the scheduled docking time on Flight Day 3, Atlantis will reach that 

point, about 50,000 feet behind the ISS. There Atlantis' jets will be fired in a Terminal 

Intercept (TI) burn to begin the final phase of the rendezvous. Atlantis will close the final 

miles to the station during the next orbit. 

As Atlantis closes in, the shuttle’s rendezvous radar system will begin tracking the station 

and providing range and closing rate information to the crew. During the final approach, 

Atlantis can do as many as four small mid-course corrections at regular intervals. Just after 

the fourth correction is completed, Atlantis will reach a point about half a mile below the 

station. There, about an hour before the scheduled docking, Commander Jeff Ashby will 

take over manual control of the approach. 

Ashby will slow Atlantis' approach and fly to a point about 600 feet directly below the 

station, from which he will begin a quarter-circle of the ISS, slowly moving to a position in 

front of the complex, in line with its direction of travel. Pilot Pamela Melroy will help Ashby 

in controlling Atlantis' approach. Mission Specialist Dave Wolf also will play key roles in the 

rendezvous, using a handheld laser ranging device and operating the docking mechanism 

to latch the station and Atlantis together after the two spacecraft make contact. Mission 

Specialist Sandra Magnus will be backup on the docking system and Mission Specialist 

Piers Sellers will fill the backup role with the handheld laser ranging device. 

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Ashby will fly the quarter-circle of the station while slowly closing in on the complex, 

stopping at a point a little more than 300 feet directly in front of the station. From there, he 

will begin slowly moving Atlantis toward the station at about a tenth of a mile per hour. 

Using a view from a camera mounted in the center of Atlantis' docking mechanism as a key 

alignment aid, Ashby will precisely center the docking ports of the two spacecraft. Ashby 

will fly to a point where the docking mechanisms are 30 feet apart, and pause to check the 

alignment. 

For Atlantis' docking, Ashby will maintain the shuttle's speed relative to the station at about 

one-tenth of a foot per second (though both spacecraft are traveling at about 17,500 mph), 

and keep the docking mechanisms aligned to within a tolerance of three inches. When 

Atlantis makes contact with the station, preliminary latches will automatically attach the two 

spacecraft. Immediately after Atlantis docks, the shuttle's steering jets will be deactivated to 

reduce the forces acting at the docking interface. Shock absorber-type springs in the 

docking mechanism will dampen any relative motion between the shuttle and the station. 

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Once that motion between the spacecraft has been stopped, Wolf will secure the docking 

mechanism, sending commands for Atlantis' docking ring to retract and to close a final set 

of latches between the shuttle and station. 

Undocking, Separation and Flyaround 

Once Atlantis is ready to undock, Wolf will send a command to release the docking 

mechanism. At initial separation of the spacecraft, springs in the docking mechanism will 

gently push the shuttle away from the station. Atlantis’ steering jets will be shut off to avoid 

any inadvertent firings during this initial separation. 

Once Atlantis is about two feet from the station, with the docking devices clear of one 

another, Melroy will turn the steering jets back on and fire them to very slowly move away. 

From the aft flight deck, Melroy will manually control Atlantis within a tight corridor as she 

separates from the ISS, essentially the reverse of the task performed by Ashby just before 

Atlantis docked. 

Atlantis will continue away to a distance of about 450 feet, where Melroy will begin a close 

flyaround of the station, circling the complex almost one and a quarter times. Melroy will 

pass a point directly above the station, then behind, then underneath, then in front and then 

reach a point directly above the station for a second time. At that point, passing above the 

orbiting laboratory, Melroy will fire Atlantis’ jets for final separation from the station. The 

flyaround will be complete about an hour and 20 minutes after undocking. 

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Spacewalks 

STS-112 Extravehicular Activity 

Three spacewalks are scheduled for the STS-112 (9A) mission of Atlantis to the 

International Space Station. The spacewalks will be performed on alternate days, on the 

crew’s flight days four, six and eight. Atlantis Mission Specialists David Wolf and Piers 

Sellers will perform all three. 

Astronaut David A. Wolf, STS-112 mission specialist, attired in a training version of 

the Extravehicular Mobility Unit (EMU) spacesuit, is about to begin a training session 

in the Neutral Buoyancy Laboratory (NBL) near the Johnson Space Center (JSC). 

Astronaut Pamela A. Melroy, pilot, assists Wolf. 

Wolf, EV 1 (for Extravehicular Activity crewmember # 1) will wear the spacesuit marked 

with solid red stripes, while Sellers, EV 2 (Extravehicular Activity crewmember # 2), will 

wear an all-white spacesuit. 

Atlantis Pilot Pam Melroy will be the prime intravehicular (IV) crewmember, offering advice 

and coordinating spacewalking activities. Russian Mission Specialist Fyodor Yurchikhin will 

back up Melroy in this role. The prime Canadarm2 station robotic arm operator during the 

spacewalks will be Atlantis Mission Specialist Sandra Magnus, with help from Expedition 5 

Flight Engineer Peggy Whitson. Atlantis Commander Jeff Ashby will assist Melroy in the 

positioning of the shuttle’s robotic arm, providing video and documentation support during 

the spacewalks. 

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STS-112 Astronaut Piers Sellers dons his EMU to begin a practice session at 

Houston’s NBL. 

All the spacewalks focus on installation and hookup of the S-One (S1) segment, the 45-

foot-long component, which is the second part of the station’s Integrated Truss Structure 

(ITS) to the S-Zero (S0) Truss, the center of the ITS. The ITS eventually will have 11 

segments and stretch 356 feet from end to end. It will support four virtually identical solar 

array assemblies, including the one now atop the P6 Truss of the ISS, along with radiators 

to cool the station. The truss, sometimes called the backbone of the station, also will 

support experiments and already houses a railroad track with a mobile base for 

Canadarm2. 

All the spacewalks will be conducted from the station’s Joint Airlock Quest. Before each 

excursion, Wolf and Sellers will use the ISS Exercise EVA Protocol. Designed to purge 

nitrogen from the body, the protocol involves breathing pure oxygen while exercising 

vigorously. It eliminates the need to spend many hours at reduced cabin pressure and 

allows hatches between the shuttle and the station to remain open. The protocol was first 

used during STS-104 during the first spacewalk from the Joint Airlock installed earlier 

during that mission. 

The backup spacewalker for the first EVA will be Expedition 5 Commander Valery Korzun. 

Whitson will be the backup for the second and third spacewalks, if required. 

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Spacewalk No. 1, Flight Day Four: Connect power, data and fluid umbilicals 

between S0 and S1, release radiator beam launch locks, deploy the S-Band 

Antenna Support Assembly, release launch restraints on the Crew and Equipment 

Translation Aid and install the first of two External TV Camera Groups. 

Before Wolf and Sellers emerge from the airlock, Magnus and Whitson will use the station’s 

robotic arm to grapple S1, remove it from Atlantis’ cargo bay and move it to the end of S0. 

After a claw and then bolts attach the ends of the two segments, Wolf and Sellers will 

emerge from the Joint Airlock and begin setting up for the first spacewalk. 

Toward the end of that process, Wolf will attach and enter a foot restraint on the end of the 

station’s Canadarm2. Magnus will maneuver him to the cable tray atop S1. Once he is 

clear, Sellers will move to the forward side of S1, where he will release the five radiator 

launch locks nearest the S0 connection. 

Meanwhile, Wolf will open thermal covers over cable trays atop S0 and S1, then demate 

connectors on the S0 side from temporary attachment points and connect their free ends to 

receptacles on S1. Sellers will open a circuit breaker, then close it once Wolf completes 

those connections. 

After those 50-minute tasks, Wolf and Sellers will collaborate to deploy the S-Band Antenna 

Support Assembly (SASA). That task is expected to take about an hour and 15 minutes. 

The new component will increase the S-band data and voice communications capability 

from the ISS to ground controllers. 

Wolf, at the end of Canadarm2, will be maneuvered to SASA’s launch position at the center 

of truss between the two keel pin assemblies of S1. There he will use a Pistol Grip Tool 

(PGT) to release four launch bolts and two mast bolts. He and Sellers will remove the 

SASA from its launch position and Wolf will carry it, while Magnus maneuvers him on the 

arm to the installation site near the inboard end of S1. Sellers, meanwhile, will move to the 

installation site and release two clamps. 

Wolf will soft dock the SASA to its support bracket, then tighten a stanchion bolt about nine 

turns until it drops out of its launch position. Still using the PGT, he will tighten that bolt 

about 21 more turns until it reaches a hard stop, completing the SASA physical installation. 

The next task for Wolf is to demate the ends of four connectors and install them to provide 

power and data links to the SASA. Sellers will then remove a shroud covering the antenna, 

bundle it and temporally stow it. Finally, Wolf will release four SASA gimbal locks with the 

PGT and rotate them away from SASA’s high-gain antenna. Then Sellers will hand Wolf the 

shroud bundle, and Wolf will take it with him on the arm to the launch position of the Crew 

and Equipment Translation Aid (CETA). 

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The CETA is a kind of handcar for the truss’ rail line, with which spacewalkers eventually 

will be able to push themselves and equipment along much of the 356-foot length of the 

completed main truss. 

Wolf will release a brake shaft launch lock with the PGT and then use it to release two 

portside brake handle launch clamp bolts. He will deploy dynamic and parking brake 

handles and lock sliders. That complete, he will release four bolts that will free two portside 

launch handle brackets, and put the brackets in a trash bag. 

After setting the CETA parking brake, Wolf will turn his attention to its main launch bolts. He 

will release four scissor bolts, break the torque on four launch restraint bolts and fully 

release four others, stowing them in the trash bag. Then he will release the CETA parking 

brake and push it along its rails to a point near the center of S0. There he will repeat the 

portside work on CETA’s starboard side. 

During Wolf’s 75-minute CETA activity, Sellers will first release three more radiator beam 

launch locks on the new S1 truss. Then he will demate the ends of a total of nine power, 

video and data cables from their temporary positions on S0 and mate them to receptacles 

on S1. 

Installation of the S1’s outboard nadir external camera will occupy Wolf and Sellers for 

about the next hour and 15 minutes. Wolf will remove the camera, launched on Atlantis’ 

middeck, and the tilt pad cover from the camera’s light before taking the camera from its 

large bag. He will then maneuver with the assembly to the starboard keel, where he will 

attach the assembly, driving its center jacking bolt about 28 turns with a PGT. 

Wolf will next release two camera stanchion launch restraint bolts, then slide the camera 

out of its keel interface and move it to its installation location. With a PGT he will tighten a 

stanchion bolt about nine turns until it drops out of its launch position, then tighten it about 

another 21 turns until it reaches a hard stop. 

The spacewalkers will then mate eight connectors to take power, data and images to and 

from the camera. Wolf and Sellers then will temporarily remove the camera so they can 

install four more connectors. Wolf will reinstall it using the PGT to tighten its center-jacking 

bolt about 28 turns. 

Near the end of the first spacewalk, Wolf will connect a series of cables linking S0 and S1 

on the Utilities Nadir Tray. The spacewalkers each will release five Radiator Beam Launch 

Locks. 

After about half an hour of EVA cleanup the spacewalkers will re-enter the airlock. 

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Spacewalk No. 2, Flight Day Six: Install Lab Camera, install Spool Positioning 

Devices (SPDs), release CETA launch locks, connect Ammonia Tank Assembly 

(ATA) umbilicals and release radiator beam launch locks. 

For the second of the three spacewalks, Sellers will ride at the end of the arm and Wolf will 

free-float. After about half an hour for setup after leaving the airlock, Sellers will ride the 

arm to a position near the left side of the Z1 truss and its junction with the U.S. laboratory 

Destiny. Wolf will make his way to the aft side of the Z1-P6 truss junction. 

There, both astronauts will remove insulation covers on booties covering quick disconnect 

(QD) fittings in ammonia lines, part of the station’s thermal cooling systems. Sellers will 

install two one-inch “spool positioning devices” (SPDs) to better match the position of the 

bodies of two QDs at the base of the Z1 truss while Wolf will conduct a similar task at the 

Z1-P6 truss interface. 

The installation involves rotating the QD locking collar to the unlock position, attaching a 

circular section of the SPD to the QD, then adding a clamp-like device to tension it there 

before finally checking the SPD installation and performing a pull test on the QD. Wolf is to 

spend 45 minutes on that task, Sellers 30 minutes. 

Next, Wolf will maneuver to the CETA cart, where he will spend about 25 minutes releasing 

the starboard brake system as well as the swing arm and coupler restraints. 

Sellers, meanwhile, will ride the arm to the ammonia tank assembly at the inboard end of 

S1. There he will demate two dustcaps and install the ends of two umbilicals on the 

Ammonia Tank Assembly (ATA). The umblicials on the Nitrogen Tank Assembly (NTA) on 

the outboard side of S0 are attached there with QDs, which he will use to make the new 

connection. He will reinstall the dustcaps he removed from the ATA on the fittings that held 

the QDs on the NTA. 

The next task is a repeat of the camera group installation on the first spacewalk, involving 

both Wolf and Sellers. This installation, however, will be on the U.S. laboratory Destiny. 

Installation steps are virtually identical, though the players are reversed with Sellers still 

affixed at the end of the arm. 

With the camera installation complete, Sellers will leave the arm’s foot restraint and move 

to the CETA light stanchion to retrieve a bag of SPDs, then move to the starboard camera 

group he and Wolf installed two days before to temporarily stow the bag. Then he will move 

to the inboard end of S1 where he will begin installing SPDs on one-inch ammonia lines on 

Radiator Beam Valve Module (RBVM) No. 1. 

The RBVM allows or prevents transfer of ammonia supply or return to or from the Radiator 

ORU, allows remote controlled venting of the radiator fluid loop for replacement of the 

Radiator ORU, and provides automatic pressure relief when the Radiator ORU is over 

pressurized. The RBVM also measures pressure and temperature of the fluid line, provides 

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temperature measurements of Radiator ORU environment, provides instrumentation 

monitoring data, and receives valve actuation command data. There are 12 RBVMs on the 

space station. Each measures 17 in. x 27 in. x 6 in. and weighs 56 lbs. 

Meanwhile, Wolf will replace Sellers on the arm foot restraint. Magnus will move him to the 

CETA light station where he will pick up his own SPD bag, then maneuver to the outboard 

end of S1. There, he will begin installing SPDs on one-inch ammonia line QDs at RBVM 

No. 6. 

The two spacewalkers will install a total of 24 SPDs during this 21⁄4-hour task. 

The last task scheduled for the second spacewalk is releasing Radiator Beam Launch 

Locks. Both Wolf and Sellers will use pistol grip tools to release the launch locks, turning 

each of three bolts 60 to 62 rotations. The task is scheduled for 15 minutes. 

A 30-minute cleanup period will wrap up the spacewalk, with the two astronauts entering 

the Joint Airlock and repressurizing it to end the EVA. 

Spacewalk No. 3, Flight Day 8: Interface Umbilical Assembly (IUA) removal and 

replacement, fluid jumper installation, drag link/keel pin removal, Thermal 

Radiator Rotary Joint (TRRJ) SPD installation, S1/S3 line clamps and Segment to 

Segment Attachment System (SSAS) ready to latch test, and Squib Firing Unit 

(SFU) reconfiguration. 

After the 30-minute setup period, the first job on the flight’s final spacewalk is removal and 

replacement of the Interface Umbilical Assembly (IUA). The IUA is installed with the Trailing 

Umbilical System (TUS) on the Mobil Transporter (MT), the railcar that supports the base 

for the station’s robotic arm. 

The TUS incorporates a reel for the trailing umbilical, a power and data cable linking the 

station and the MT as it moves along the tracks on the truss. Program officials decided to 

replace the IUA after a bolt securing a backup cable cutter could not be removed during its 

initial installation on the STS-110 mission last April. 

Wolf and Sellers will move from the airlock to the MT, on the tracks of S0. They first will 

remove the TUS cable, with Sellers keeping it under tension while being careful not to bend 

or crimp it. Wolf will loosen three cable connections, then remove the cable cutter before 

temporarily stowing the TUS cable. 

To remove the IUA itself, Wolf detaches four cable connections linking it to the MT. Then 

Sellers, using a pistol grip tool, removes four bolts attaching the IUA assembly to the MT. 

Finally he removes the IUA from its “soft dock” connection and hands it to Wolf. 

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Installation of the new IUA is basically the same operation in reverse, with Sellers soft 

docking the new unit and attaching it to the MT with four bolts. Wolf then makes the seven 

connections between the IUA, the MT and the TUS. 

Wolf and Sellers move to a point at the junction of S0 and S1 for the next activity, a onehour, 25-minute installation of fluid jumpers to enable ammonia coolant to flow between the 

two truss segments. Sellers releases two jumpers on S0, then moves into the Canadarm2 

foot restraint for a ride to the jumper install position at the lower segment-to-segment utility 

carrier. There he will join Wolf, waiting nearby in a portable foot restraint. 

Wolf will mate and install SPDs on two jumper connections on the S0 side, while Sellers 

performs a similar task on the S1 side. Each connection will involve a pull test and a threeminute leak check. Wolf reinstalls thermal covers while Sellers closes S1 and S0 utility tray 

shrouds. Then Sellers, still on the arm, and Wolf, move on to S1’s port drag link. 

They will work together to release that drag link, a large metal rod used as a launch 

restraint. Wolf will release a bolt attaching the drag link to the keel, while Sellers releases a 

similar bolt attaching the drag link to S1. Sellers takes the drag link to its stowage location 

on the S1 framework and attaches it. 

While Sellers attaches the drag link, Wolf moves to the port keel pin, another launch 

support device, first tightening two keel scissor bolts, then releasing two keel pin bolts and 

rotating keel pin latches free. Once rotated Wolf reinstalls the bolt, removes two pit-pins. 

Sellers reinstalls the keel pin a nearby. 

The processes are repeated on the S1 starboard drag link and keel pin. 

Wolf and Sellers, now off the arm, will move to the CETA handrail cart where each will take 

a 11⁄2 -inch SPD to be installed on ammonia lines near a Thermal Radiator Rotary Joint on 

S0. Wolf will release bolts securing that joint in its launch position. 

The last task is to perform a test of the Segment-to-Segment Attachment System (SSAS) at 

the outboard end of S1. The SSAS there consists of a remotely operated claw and three 

motorized bolt assemblies. Wolf will depress ready to latch indicators on each for several 

seconds. This will verify the readiness of the S1 segment to receive other starboard truss 

components on future flights. 

Finally, while Wolf does the SSAS test, Sellers will reconfigure the Squib Firing Unit (SFU) 

power connector. The SFU is used to release radiator panels for deployment. 

A final 30-minute cleanup period will precede the entry of both spacewalkers into the airlock 

and its repressurization to complete the mission’s final spacewalk. 

************* 

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Thermal Radiator Rotary Joint

The Thermal Radiator Rotary Joint (TRRJ) Orbital Replacement Unit (ORU) provides 

mechanical and electrical energy for rotating the ISS heat rejection radiators for varying 

heat rejection rates responding to system requirements. The TRRJ rotational 

capabilities are controlled by the Rotary Joint Motor Controllers (RJMC), which also 

power the Drive Lock Assemblies (DLA). The RJMC receives signal control from the 

rotary joint MDMs. The TRRJ is installed into the S1 and P1 truss segments before 

launch on Flights 9A and 11A. 

Key Data: 

Size: 3.4 ft. x 4.5 ft. x 5.2 ft. 

Weight: 992 lb 

Number on space station: 2 

Components: Primary structure is made of aluminum and the drive and rotational 

elements are steel; the flex hoses are corrugated corrosion resistant steel interfacing 

with corrosion resistant steel tubing and aluminum quick disconnects. Primary structure 

includes a Flex Hose Rotary Coupler, the Bearing Assay, the DLA and RJMC. There 

are EVA handholds to assist in EVA operations for electrical and fluid interconnects 

during on-orbit assembly. 

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Payload Overview 

The primary cargo element to be delivered on Mission 9A is the second truss segment, 

Starboard 1 (S1), of the main International Space Station Integrated Truss Structure 

(ITS). The ITS will eventually be used to support the four power-generating PhotoVoltaic Modules (PVMs) of the ISS, the permanent External Active Thermal Control 

Subsystem (EATCS). The ITS will also provide a translation path for the Mobile 

Servicing System (MSS) along specially designed truss rails. The truss rails allow the 

Space Station Remote Manipulator System (SSRMS) to be positioned at various 

locations along the truss for performing maintenance tasks, element installations, and 

providing EVA assistance. 

Integrated within the S1 truss segment are various hardware components and their 

associated cabling for powering and controlling the starboard side systems of the ITS. 

S1 contains almost all of the hardware components for Loop A of the EATCS, which will 

be activated during Mission 12A.1 to replace the Early External Active Thermal Control 

Subsystem (EEATCS). Once operational, the EATCS will provide a permanent system 

of thermal control for all U.S. On-Orbit Segment Internal Active Thermal Control 

Subsystem (IATCS) water loops and a number of external truss avionics. The EATCS 

equipment on S1 includes a Pump Module (PM) Assembly, an Ammonia Tank 

Assembly (ATA), a Nitrogen Tank Assembly (NTA), three radiator Orbital Replacement 

Units (ORUs), six Radiator Beam Valve Modules (RBVMs), a Thermal Radiator Rotary 

Joint (TRRJ), and numerous ammonia fluid lines, junction boxes, heaters and 

coldplates. 

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The Crew and Equipment Translation Aid (CETA) cart is being flown on STS-112. 

S1 also contains the second string of the S-Band communications subsystem (actually 

referred to as string-1 or S-Band-S) including an S-Band Antenna Support Assembly 

(SASA), transponder and Baseband Signal Processor (BSP). Additional hardware preintegrated within the S1 truss segment includes two standard Space Station 

Multiplexer/Demultiplexer (SSMDMs), one external DC-to-DC Converter Unit (DDCU-E), 

two Secondary Power Distribution Assemblies (SPDAs), two Rotary Joint Motor Controllers 

(RJMCs), one passive Segment-to-Segment Attach System (SSAS), one active SSAS with 

two Bus Bolt Controllers (BBCs), one Crew and Equipment Translation Aid (CETA) cart, 

four accelerometers, and two Video Camera Support Assemblies (VCSAs—also referred to 

as “stanchions”). 

The middeck of Atlantis will be filled with various ISS assembly-related hardware, logistics 

and payloads on Mission 9A. This includes EVA tools and equipment, CETA lights, two 

External Television Cameras Groups (ETVCGs) and lights (may be moved to Mission UF2), Portable Computer System (PCS) items, Crew Health Care System (CheCS) items, 

photo/TV equipment, water transfer equipment and a number of powered and unpowered 

ISS utilization payloads. 

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Unpowered ISS utilization payloads launched on Mission 9A (ascent) will include: 

• Plant Generic Bioprocessing Apparatus—Stowage (PGBA-S) 

• PGBA Muffler 

• Two Cellular Biotechnology Operating Science System (CBOSS) Cryodewars 

(StelSys Experiment) 

• Human Research Facility Resupply (HRF-Res) 

• Zeolite Crystal Growth—Sample Stowage (ZCG-SS) 

Powered ISS utilization payloads launched on Mission 9A (ascent) will include: 

• Commercial Generic Bioprocessing Apparatus (CGBA) 

• PGBA 

• Protein Crystal Growth Single-locker Thermal Enclosure System-7 (PCG-STES-7) 

Unpowered ISS utilization payloads returning on Mission 9A (descent) will include: 

• EarthKAM—Experiment Unique Equipment (EarthKAM-EUE) 

• Advanced Astroculture—Growth Chamber (ADVASC-GC) 

• ADVASC—Sample (ADVASC-S2D) 

• ADVASC—Sample (ADVASC-S3D) 

• ZCG—SS 

• HRF—Increment 4 samples/data 

• Microencapsulation Electrostatic Processing System (MEPS-S10) 

• ZCG—Stowage 

• Two CBOSS Cryodewars (StelSys Experiment) 

Powered ISS utilization payloads returning on Mission 9A (descent) will include: 

• PCG-STES-9 

• PCG-STES-10 

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Secondary Payloads 

The Spatial Heterodyne Imager for Mesospheric Radicals (SHIMMER) consists of a 

telescope, interferometer, imaging optics, and Charge Coupled Device (CCD) camera all 

housed in a single enclosure. The SHIMMER will be used to evaluate a powerful new 

technique for Ultraviolet (UV) remote sensing referred to as Spatial Heterodyne 

Spectroscopy (SHS). The SHIMMER instrument will make global maps of the vertical 

density distribution of the atmospheric trace gas hydroxyl (OH) in the altitude region 

between 40 and 90 km. The SHIMMER hardware is stowed in two standard middeck 

lockers for launch and entry and is removed for on-orbit operations. The SHIMMER will be 

mounted to the orbiter side hatch window during on-orbit operations using a payloadprovided mounting bracket and light baffle. 

Payloads of Opportunity 

The objective of the Ram Burn Observation (RAMBO) payload is to help calibrate the 

RAMBO satellite. This requires retrograde, posigrade, and out-of-place burns. The location 

of the RAMBO satellite is classified. 

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S1 Truss Extends International Space Station Backbone 

The Starboard One (S1) Truss is slated for launch to the International Space Station 

aboard space shuttle Atlantis from Kennedy Space Center, Fla. The truss is the next major 

addition to the space station’s Integrated Truss Structure that will eventually span more 

than 300 feet to carry power, data and environmental services for the orbital outpost. When 

completed, the ends of the truss structure will also house the station’s solar arrays. 

The S1 Truss, highlighted, will be installed to the 

 International Space Station on STS-112 / ISS 9A. 

During Atlantis’ mission, spacewalkers assisted by the ISS robotic arm, will attach S1 to the 

S0 (Starboard Zero) truss already in place aboard the U.S. laboratory module Destiny. 

Astronauts will make three spacewalks to complete installation and assembly. Space 

shuttle Atlantis delivered S0 to the ISS in April 2002. Space shuttle Endeavour delivers 

S1’s mirror image, the P1 (Port One) truss, and attaches it to the other side of S0 in an 

upcoming flight. 

The 27,717 lb. S1 Truss is primarily an aluminum structure that is 45 feet long, 15 feet high 

and 6 feet wide. The structure along with one CETA (Crew and Equipment Translation Aid) 

cart costs about $390 million. 

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S1 Overview 

S1 Nadir Side 

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Boeing began construction of the truss in May 1998 in Huntington Beach, Calif., and 

completed the work in Huntsville, Ala., in March 1999. The S1 moved to Kennedy Space 

Center, Fla., in October 1999 for flight processing. Boeing delivered the S1 to NASA in 

June 2002 for final preparations and preflight checks. 

Both S1 and eventually P1 provide structural support for the Active Thermal Control 

System, the Mobile Transporter, a CETA cart and antennas. The S1 has an S-band 

system; the P1 a UHF system. Both trusses also have mounts for cameras and lights. 

Additionally, both S1 and P1 carry one radiator each as part of the space station’s cooling 

and heating system. The radiators are deployed in orbit and use 99.9 percent pure 

ammonia. The radiator assembly also rotates to keep itself in the shade and away from the 

sun. Each radiator has 18 launch locks securing the assembly during launch. The locks will 

be removed during a spacewalk before deploying the radiators. 

The addition of S1 also extends the Mobile Transporter (MT) rail line. The MT car travels 

along the length of the truss structure and carries spacewalkers, tools, construction items 

and the space station robotic arm. Flying aboard S1 is one of two CETA carts that move 

spacewalkers along the MT rails to worksites along the truss structure. The cart is manually 

operated by a spacewalker and can also be used as a work platform. S1 and P1 carry one 

cart each. 

The P1 Truss differs slightly from S1 and could be considered a mirror image. It has the 

same capabilities as the S1 except that P1 carries a UHF antenna. The P1 also carries a 

second CETA cart. 

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International Space Station S1 and P1 Truss Summary 

The Starboard One, Port One (S1 and P1) trusses will be attached to the S0 Truss aboard 

the International Space Station. The trusses provide structural support for the Active 

Thermal Control System, Mobile Transporter, CETA cart (Crew and Equipment Translation 

Aid), camera/light operations, and S-band and UHF communications. Once in orbit, the S1 

end bulkheads will be used as attachment points for the S0, P3 and S3 truss segments. 

The CETA cart moves spacewalkers along the Mobile Transporter rails to work sites along 

the truss structure. The cart is manually operated by a spacewalker and can also be used 

as a work platform. S1 and P1 carry one cart each. 

Differences between S1 and P1: 

There are very few differences between the S1 and P1 elements. The primary structure 

(bulkheads and longerons) of both S1 and P1 are mirror images of each other. 

Consequently, Boeing had to design and fabricate different parts (they are all coated with 

the same optical anodized surface preparation). 

Another unique attribute of the two elements is their communication capability. The S1 

launches with an S-band antenna system, whereas P1 has a UHF capability. There are 

“ports” or locations on the P1 to allow an S-band antenna boom to be placed via EVA. 

Both trusses house the Active Thermal Control System. This system acts like the cooling 

system on a car radiator except this system uses 99.9 percent pure ammonia (compared to 

1 percent in household products). 

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Facts in brief: 

• Manufacturer: Boeing 

• Dimensions: 45 ft. x 15 ft. x 6 ft. 

• Weight: 27,717 lbs. (S1); 30,871 lbs. (P1) 

• Cost: $390 million each (one CETA cart launched on each truss element) 

• Structure: Primarily aluminum 

• Major components: Primary structure is made of aluminum and includes seven 

bulkheads per segment, four longerons per segment, heat transport subsystem, 

radiator support beam(s), trailing umbilical system, on-orbit video camera, electrical 

equipment, S-band antenna support equipment 

• Purpose: To carry power, data and environmental services along the integrated truss 

structure. Also to provide active thermal protection to electrical components 

throughout the station. 

• Construction: Started assembly at Boeing plant in Huntington Beach, Calif., in May 

1998; moved to Boeing facility in Huntsville, Ala., in March 1999 for completion and 

then to Boeing Florida Operations at Kennedy Space Center, Fla., in October 1999 

for flight processing. S1 handed off to NASA in June 2002. 

• Major subcontractors: Lockheed Martin, Honeywell, Allied Signal, Hamilton Standard 

and ITT Cannon. 

• Installation: S1 to be installed during mission STS-112/9A, P1 to be installed during 

STS-113/11A. 

• Radiator assembly: The entire radiator beam assembly (upper portion of the 

elements) rotates to keep the radiators in the shade. There are 18 launch locks that 

keep this radiator beam assembly together during launch – all removed/stowed by 

EVA (special training for astronaut Piers Sellers on flight 9A). 

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S1 Truss placement aboard ISS 

Frame of S1 structural test article at Boeing facility in 

Huntington Beach, Calif., circa 1998 

More info at: 

Space shuttle schedule -- http://www-pao.ksc.nasa.gov/kscpao/schedule/schedule.htm 

Mission info – http://spaceflight.nasa.gov 

Boeing ISS site – http://www.boeing.com/defense-space/space/spacestation/flash.html 

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Crew and Equipment Translation Aid (CETA) 

What happens when Lockheed Martin and NASA CTSD team members engineer a solid, 

roughly 2,500-pound block of aluminum and transform it into a 142-pound frame assembled 

with more than 1,100 parts? You get the Crew and Equipment Translation Aid (CETA), a 

complex, dynamic mechanical translation device – NASA’s equivalent of a flatbed truck. 

The first of two CETAs will launch this fall on STS-112, station assembly flight 9A. 

CETA, one of the largest pieces of extravehicular activity (EVA) equipment built for the 

International Space Station (ISS), will accompany the first starboard truss, called S1, to 

orbit. This truss will become the backbone of the four solar wing assemblies and will 

incorporate many orbital replaceable units (ORUs). Installation and maintenance of these 

ORUs – for example batteries, the DC-to-DC converter, the Remote Power Controller 

Module, and the multiplexer/demultiplexer – is critical. At this time, NASA uses spacewalking crewmembers or robotics to repair or replace those units. The need for a work 

platform that could also provide the crew with a means of transporting themselves, the 

necessary tools and ORUs safely and easily along the truss became crucial. The SEATengineered CETA fulfills those requirements. 

The CETAs are launched as integrated parts of the S1 and P1 Truss segments. Once 

deployed on orbit, crewmembers can propel themselves and accompanying hardware 

manually along the Mobile Transporter (MT) rails. On orbit, the two CETA carts will be 

located one on each side of the MT for usage flexibility. If required, a cart may be moved to 

the other side of the MT to complement the other cart. The CETA has attachment points for 

other EVA hardware such as the ORU Transfer Device (OTD), also known as the Space 

Crane; Articulating Portable Foot Restraint (APFR); EVA Tool Stowage Device (ETSD); 

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and a host of other small crew and equipment restraining tools. During ISS assembly 

operations, crewmembers will also use CETA as a work platform to reach 90 percent of the 

worksites safely. When not in use, the CETAs will attach to the MT for stowage and 

become part of a “train” that allows the Space Station Remote Manipulator System (the 

station’s robotic arm) to move freely along the truss. 

CETA is made of many components, including the following major subassemblies: 

• A main frame; 

• Launch restraints to ensure CETA is secured to the truss segment; 

• A wheel/brake subsystem to move along the truss; 

• A dynamic brake for speed control and a parking brake for use at worksites; 

• Energy absorbers to reduce the impact of a hard stop; 

• Three swing arms to provide access to structures along side the truss; and 

• An ORU transfer flat bed for attaching ORUs. 

The second CETA is scheduled for launch on STS-113, station assembly flight 11A. 

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CETA Cart 

The Crew and Equipment Translation Aid (CETA) cart provides assistance for translation of 

crew, Orbital Replacement Units (ORUs) and Extravehicular Activity (EVA) equipment 

along the truss structure and serves as a work platform for maintenance actions conducted 

on the truss and mobile service station.

Key Data: 

Size: 99 in. x 93 in. x 35 in. 

Weight: 623 lb 

Number on 

Space Station: 2 

Volume: 468.48 cu ft 

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CETA Toolbox 

The Crew and Equipment Translation Aid (CETA) toolboxes provide central stowage 

locations for high-use Extravehicular Activity tools. The toolboxes will be located on the Z1 

truss prior to installation on the CETA carts.

Key Data: 

Weight: 126 lb 

Number on 

Space Station: 2 

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SHIMMER Poised for Flight on Space Shuttle 

The Naval Research Laboratory’s (NRL’s) Spatial Heterodyne Imager for Mesospheric 

Radicals (SHIMMER), which is based on a newly developed interferometric technique 

called Spatial Heterodyne Spectroscopy (SHS), will embark on its maiden voyage on the 

space shuttle Atlantis flight STS-112. NRL Principal Investigator Joel Cardon and the 

SHIMMER team eagerly await what promises to be a groundbreaking test and application 

of this innovative new technology. 

SHIMMER is the first orbital space-based scientific instrument using the SHS technique 

conceived by Dr. Fred Roesler of the University of Wisconsin and Dr. John Harlander of St. 

Cloud State University. Under the sponsorship of the DoD Space Test Program and 

support of NASA and NSF, they and the SHIMMER team at NRL have worked very closely 

in the development of the instrument over the last five years. The primary goal of the flight 

will be to assess the performance of SHIMMER in measuring the ultra-violet (UV) light 

spectrum emitted by the Hydroxyl (OH) molecules in the 30 – 100 km (19 – 62 mi) altitude 

range of the atmosphere and, further, to add to the body of global OH observations 

acquired by NRL during flights of its highly successful Middle Atmosphere High Resolution 

Spectrograph Investigation (MAHRSI) spectrometer on STS-66 and STS-85. OH plays a 

critical role in ozone chemistry throughout the atmosphere, and participates in the only 

known ozone-destroying chemical process in the atmosphere above 30 miles (50 km). 

Also, OH observations provide an indirect measure of water vapor and temperature over a 

broad altitude range. 

NRL’s MAHRSI produced the first global maps of OH in the middle atmosphere, uncovering 

several unexpected and important clues to the chemical and dynamic processes occurring 

there. The practical advantages of SHS for future space shuttle, satellite, and interplanetary 

flights are dramatic: the deskjet printer-sized SHIMMER is approximately one-seventh the 

weight and volume of the more conventional MAHRSI spectrometer, yet has higher 

wavelength resolution, is much more sensitive to UV light, and has no moving optical 

components. 

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STS-112 Science Overview 

Three new experiments and fresh supplies to continue research already under way on the 

Expedition 5 mission aboard the International Space Station will be launched on the STS112 mission. Four completed experiments will be returned to Earth. 

Expedition 5 began on June 5 when Space Shuttle Endeavour was launched to the Station 

with a new crew to replace the crew of Expedition 4. New laboratory equipment, as well as 

new experiments, will arrive onboard the International Space Station during Expedition 5. 

Expedition 5 features a total of 24 new and continuing investigations – 10 human life 

sciences studies, six in microgravity, five in space product development, and three 

technology or education payloads. 

NASA’s Marshall Space Flight Center in Huntsville, Ala., manages all science research 

experiment operations aboard the station, coordination of the science mission planning 

work of a variety of international sources, as well as payload training for the station crew 

and payload operations ground personnel. 

Experiments headed for the space station on STS-112 are: 

Commercial Generic Bioprocessing Apparatus (CGBA): CGBA will carry out 

investigations on the behavior of renal cortical cells and infectious agents, specifically yeast 

and salmonella, in the space environment on this shuttle flight. The experiment results will 

be used to help design improved bioreactor systems that optimize the ability to maintain 

long-term, large volume cultures on diverse cell types for pharmaceutical and medical 

applications. At the end of the flight, it will serve as a refrigerator to stabilize biological 

samples from the Plant Growth Bioprocessing Apparatus during their return to Earth for 

post-flight analyses. 

Plant Growth Bioprocessing Apparatus (PGBA): An evolution of a space shuttle 

experiment, PGBA will investigate the effects of microgravity on plants. It will test the 

hypothesis that metabolic pathways are altered, resulting in differing ratios of materials 

normally devoted to structural integrity of the plant. The alteration of structural components 

is important to the paper, wood and food industries. This is the first flight for the PGBA 

experiment and the third CGBA flight. 

Protein Crystal Growth Single-locker Thermal Enclosure System (PCG-STES): 

Following flights on Expeditions 2 and 4, this facility again provided a temperaturecontrolled environment for growing high-quality protein crystals of selected proteins in 

microgravity for analyses on the ground to determine the proteins’ molecular structure. 

Research may contribute to advances in medicine, agriculture and other fields. 

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Zeolite Crystal Growth (ZCG): The shuttle will bring fresh zeolite samples for processing 

in the ZCG furnace, launched to the station in April 2002, and installed in EXPRESS Rack 

2. ZCG is a commercial experiment attempting to grow zeolite crystals in microgravity, 

which will behave more efficiently in possible applications in chemical processes, petroleum 

manufacturing and other applications on Earth. 

Experiments returning to Earth on STS-112 are: 

Advanced Astroculture (ADVASC): A private agricultural seed company grew soybean 

plants in this experiment to determine if these space-grown plants produce seeds with a 

unique chemical composition. The major objective of the experiment was to determine 

whether soybean plants can produce seeds in a microgravity environment. Secondary 

objectives included determination of the chemical characteristics of the seeds produced in 

space and any microgravity impact on the plant growth cycle. 

Protein Crystal Growth Single-locker Thermal Enclosure System (PCG-STES): The 

completed samples processed so far during Expedition 5 will be returned to Earth for 

analysis by scientists located around the world. 

Microencapsulation Electrostatic Processing System (MEPS): Samples processed on 

board the station will be returned as part of this ongoing research. This commercial 

experiment is aimed at developing a process for producing large quantities of multi-layered 

microcapsules of drugs that could be placed in the human body. This process could 

provide new treatments for diseases such as cancer and drug resistant infection. 

StelSys: Liver cell tissue samples cultured during Expedition 5 will be returned. One of 

the specialized functions of the liver is to break down drugs or toxins into less harmful and 

more water-soluble substances that can be excreted from the body. The StelSys 

experiment was designed to test this function of human liver cells in microgravity vs. the 

function of duplicate cells on Earth. 

Zeolite Crystal Growth (ZCG): Crystals grown during Expedition 5 will be returned for 

analysis. ZCG is a commercial experiment attempting to grow zeolite crystals in 

microgravity, which will behave more efficiently in possible applications in chemical 

processes, petroleum manufacturing and other applications on Earth. 

On the Internet: 

For fact sheets, imagery and more on Expedition 5 experiments and payload operations, 

click on: 

 http://www.scipoc.msfc.nasa.gov

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Experiments 

DSOs and DTOs 

Detailed Supplementary Objectives (DSOs) are space and life science investigations. Their 

purpose is to: 

• Determine the extent of physiological deconditioning resulting from spaceflight 

• Test countermeasures to those changes and 

• Characterize the environment of the space shuttle and/or space station relative to 

crew health. 

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. 

Such experiments aboard during STS-112 are: 

DSO 490-B 

Bioavailability and Performance Effects of Promethazine During Space Flight 

Promethazine (PMZ) is the anti-motion sickness medication of choice for treating Space 

Motion Sickness (SMS) during shuttle missions. The side effects associated with PMZ 

include dizziness, drowsiness, sedation, and impaired psychomotor performance, which 

could impact crew performance of mission operations. Early anecdotal reports from 

crewmembers indicate that these central nervous system side effects of PMZ are absent or 

greatly attenuated in microgravity. 

The premise of this DSO is to evaluate the effects of microgravity on PMZ bioavailability, 

performance, side effects, and efficacy in the treatment of SMS; establish dose-response 

relationship of PMZ and the bioavailability of PMZ through intramuscular (IM), oral, and 

suppository routes of administration; and compare these results with preflight evaluations. 

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DSO 493 

Monitoring Latent Virus Reactivation and Shedding in Astronauts 

The premise of this DSO is to determine the frequency of induced reactivation of herpes 

viruses, herpes virus shedding and clinical disease after exposure to the physical, 

physiological and psychological stressors associated with spaceflight. 

DSO 498 

Space Flight and Immune Function 

The premise of this DSO is to characterize the effects of space flight on selected immune 

elements that are important in maintaining an effective defense against infectious agents. 

The roles of neutrophils, monocytes, and cytotoxic cells -- important elements of the 

immune response -- will be studied as part of this DSO. 

DSO 499 

Eye Movements and Motion Perception Induced by Off-Vertical Axis Rotation 

(OVAR) at Small Angles of Tilt After Spaceflight 

The purpose of this study is to examine changes in spatial neural processing of 

gravitational tilt information following adaptation to microgravity. Postflight oculomotor and 

perceptual responses during off-vertical axis rotation will be compared with preflight 

baselines to track the time course of recovery. Comparison of data from short-duration and 

long-duration (ISS) crewmembers will assess the effect of flight duration. 

DSO 501 

Effects of Short-Duration Space Flight on Type 1/Type 2 Cytokine Balance and Its 

Endocrine Regulation (Pre and Post Flight Only) 

Stress factors of space flight will affect the immune system in vivo and change the in vitro 

immune response to mitogens in the presence of stress hormones such as cortisol. It is 

thought that chronic stress-sensitization of immunocytes in vivo may result in: 

1. A higher tolerance of immunocompetent cells to “stress” challenge in vitro, or 

2. Exhausting the immune system and resulting in a deeper suppression of 

immunocyte functions in response to mitogen in cortisol-treated culture. 

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The purpose of the proposed study is to investigate the effect of space flight on Type 

1/Type 2-cytokine balance and a role of the neuro-endocrine system in it. The investigation 

is designed to answer questions such as: 

• Does stress alter a distribution of Type 1 and/or Type 2 T-cells? 

• Does stress affect a secretion of Type 1 and/or Type 2 cytokines in cell culture? 

• Are any changes that occur neuro-endocrine induced or modulated? 

DSO 503-S 

Test of Midodrine as a Countermeasure Against Postflight Orthostatic 

Hypotension 

Following exposure to spaceflight, upright posture can result in the inability to maintain 

adequate arterial pressure and cerebral perfusion (orthostatic or postural hypotension). 

This may result in presyncope (lightheadedness) or syncope (loss of consciousness) during 

re-entry or egress. 

The purpose of this experiment is to evaluate a new pharmacological countermeasure for 

protection from postflight orthostatic hypotension. This experiment will measure the 

efficacy of midodrine in reducing the incidence and/or severity of orthostatic hypotension in 

returning astronauts. Efficacy will be evaluated with an expanded tilt test. 

DSO 634 

Sleep-Wake Actigraphy and Light Exposure During Spaceflight 

Disruption of sleep during spaceflight, both short and long-duration, is associated with 

inappropriately timed (non-24 hour) or insufficiently intense light exposure. Sleep 

disruption and circadian misalignment will lead to subjective dissatisfaction with selfreported sleep quality and daytime alertness. Both of these conditions are associated with 

insomnia and associated impairment of alertness and cognitive performance that could 

impair mission success. 

This experiment will use state-of-the-art ambulatory technology to monitor sleep-wake 

activity and light exposure patterns obtained in-flight. This data should help better 

understand the effects of space flight on sleep as well as aid in the development of 

effective countermeasures for both short and long-duration spaceflight. 

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DSO 635 

Spatial Reorientation Following Space Flight 

Spatial orientation is altered during and after space flight by a shift of central vestibular 

processing (from a gravitational frame-of-reference to an internal, head-centered frame-ofreference) that occurs during adaptation to microgravity and is reversed during the first few 

days after return to Earth. Discordant sensory stimuli during the postflight re-adaptive 

period will temporarily disorient/ destabilize the subject by triggering a shift (state change) 

to the previously learned, internally referenced, microgravity-adapted pattern of spatial 

orientation and sensorimotor control. 

The purpose of this DSO is to examine both the adaptive changes in the spatial reference 

frame used for coding spatial orientation and sensorimotor control as well as the fragility of 

the adaptive process and the feasibility of driving state changes in central vestibular 

processing via discordant sensory stimuli using balance control tests and eye movement 

responses to pitch-axis rotation in a short-arm centrifuge. The findings are expected to 

demonstrate the degree to which challenging motion environments may affect postflight 

adaptation or readaptation and lead to a better understanding of safe postflight activity 

regimens. The findings are also expected to demonstrate the feasibility of triggering state 

changes between sensorimotor control sets using a centrifuge device. 

DTO 264 

Space Station RMS Dynamic Model Validation 

The purpose of DTO 264 is to assure stable Shuttle control system performance, and 

acceptable loads on the space shuttle remote manipulator system (SSRMS) induced by the 

shuttle jet firings. 

During planned SSRMS handling of payloads, a brief pause is requested at a specific 

planned SSRMS geometric configuration in the operations preplanned trajectory. At this 

configuration, crew inputs to SSRMS motion will be commanded followed by an SSRMS 

brakes on command. 

This will be performed three times to excite two lateral bending modes and one torsion 

mode of the SSRMS. The SSRMS data system in the end effector will be active to 

measure the SSRMS transient load response. Two flights are chosen to assess SSRMS 

dynamic characteristics while attached to a light space-limited payload and a heavy 

(airlock) payload. 

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DTO 700-14 

Single-String Global Positioning System 

The purpose of the Single-String Global Positioning System (GPS) is to demonstrate the 

performance and operations of the GPS during orbiter ascent, on-orbit, entry and landing 

phases. It uses a modified military GPS receiver processor and the existing orbiter GPS 

antennas. This DTO has been previously manifested on 24 flights. 

DTO 805 

Crosswind Landing Performance 

DTO 805 is to demonstrate the capability to perform a manually controlled landing in the 

presence of a 90-degree, 10-15 knots steady state crosswind. This DTO has been 

previously manifested on 72 flights. 

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Experiments 

Ram Burn Observations (RAMBO) 

Ram Burn Observations (RAMBO) is a Department of Defense experiment that observes 

shuttle Orbital Maneuvering System engine burns for the purpose of improving plume 

models. On STS-112 the appropriate sensors will observe selected rendezvous and orbit 

adjust burns. 

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Shuttle Reference Data 

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 #3.The 

main engine was replaced and Discovery was finally launched on August 30, 1984. 

(STS-51 F) July 12, 1985 

The countdown for Challenger’s launch was halted at T-3 seconds when onboardcomputers detected a problem with a coolant valve on main engine #2. The valve 

wasreplaced 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-3seconds 

following a problem with purge pressure readings in the oxidizer preburner onmain engine 

#2 Columbia’s three main engines were replaced on the launch pad, andthe flight was 

rescheduled behind Discovery’s launch on STS-56. Columbia finallylaunched on April 26, 

1993. 

(STS-51) August 12, 1993 

The countdown for Discovery’s third launch attempt ended at the T-3 second markwhen onboard computers detected the failure of one of four sensors in main engine #2which 

monitor the flow of hydrogen fuel to the engine. All of Discovery’s main engineswere 

ordered replaced on the launch pad, delaying the Shuttle’s fourth launch attemptuntil 

September 12, 1993. 

(STS-68) August 18, 1994 

The countdown for Endeavour’s first launch attempt ended 1.9 seconds before liftoffwhen 

on-board computers detected higher than acceptable readings in one channel of asensor 

monitoring the discharge temperature of the high pressure oxidizer turbopump inmain 

engine #3. A test firing of the engine at the Stennis Space Center in Mississippi 

onSeptember 2nd confirmed that a slight drift in a fuel flow meter in the engine caused 

aslight increase in the turbopump’s temperature. The test firing also confirmed a 

slightlyslower start for main engine #3 during the pad abort, which could have contributed 

tothe higher temperatures. After Endeavour was brought back to the Vehicle 

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AssemblyBuilding to be outfitted with three replacement engines, NASA managers set 

October2nd 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. 

Fiveminutes and 45 seconds after launch, a sensor problem resulted in the shutdown 

ofcenter engine #1, resulting in a safe "abort to orbit" and successful completion of 

themission. 

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Shuttle Reference Data 

Shuttle Abort Modes 

RSLS ABORTS 

These occur when the onboard shuttle computers detect a problem and command a halt 

inthe launch sequence after taking over from the Ground Launch Sequencer and before 

SolidRocket Booster ignition. 

ASCENT ABORTS 

Selection of an ascent abort mode may become necessary if there is a failure that 

affectsvehicle performance, such as the failure of a space shuttle main engine or an 

orbitalmaneuvering system. Other failures requiring early termination of a flight, such as a 

cabinleak, 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 

toa planned landing site. Contingency aborts are designed to permit flight crew 

survivalfollowing 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 

tothe launch site, Kennedy Space Center, approximately 25 minutes after lift-off.The RTLS 

profile is designed to accommodate the loss of thrust from one space shuttle main engine 

between lift-off and approximately four minutes 20 seconds, at which time 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 ET separation phase; and the glide phase, during which 

the orbiter glides to a landing at the Kennedy Space Center. The powered RTLS phase 

begins with the crew selection of the RTLS abort, which is done 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, 

approximately three minutes 34 seconds into the mission; whereas an RTLS chosen due to 

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an engine out at lift-off is selected at the earliest time, approximately two 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 towards the Kennedy Space 

Center and achieve the proper main engine cutoff conditions so the vehicle can glide to the 

Kennedy Space Center 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 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 

pitchdown 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 translation 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 translation 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 approximately 45 minutes after launch. 

The landing site is selected near the nominal ascent ground track of the orbiter in order 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. Currently, the three landing sites that have been identified for a due east launch 

are Moron, Spain; Dakar, Senegal; and Ben Guerur, Morocco (on the west coast of Africa). 

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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 maneuveringsystem 

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 nominal 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 Mission Control Center will determine that an abort mode is necessary 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; or the Kennedy Space Center). Thus, an AOA results in the orbiter circling the Earth 

once and landing approximately 90 minutes after lift-off. 

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 may also 

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. 

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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 would be 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. 

The Mission Control Center-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 onboard systems. 

Before main engine cutoff, Mission Control makes periodic calls to the crew to tell them 

which abort mode is (or is not) available. If ground communications are lost, the flight crew 

has onboard methods, such as cue cards, dedicated displays and display information, to 

determine the current 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 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 space shuttle 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 approximately 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. 

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Shuttle Reference Data 

Space Shuttle Rendezvous Maneuvers 

COMMON SHUTTLE RENDEZVOUS MANEUVERS 

OMS-1 (Orbit insertion) - Rarely used ascent abort burn 

OMS-2 (Orbit insertion) - Typically used to circularize the initial orbit following ascent, 

completing orbital insertion. For ground-up rendezvous flights, also considered a 

rendezvous phasing burn 

NC (Rendezvous phasing) - Performed to hit a range relative to the target at a future time 

NH (Rendezvous height adjust) - Performed to hit a delta-height relative to the target at a 

future time 

NPC (Rendezvous plane change) - Performed to remove planar errors relative to the 

target at a future time 

NCC (Rendezvous corrective combination) - First on-board targeted burn in the 

rendezvous sequence. Using star tracker data, it is performed to remove phasing and 

height errors relative to the target at Ti 

Ti (Rendezvous terminal intercept) - Second on-board targeted burn in the rendezvous 

sequence. Using primarily rendezvous radar data, it places the Orbiter on a trajectory to 

intercept the target in one orbit 

MC-1, MC-2, MC-3, MC-4 (Rendezvous midcourse burns) - These on-board targeted 

burns use star tracker and rendezvous radar data to correct the post-Ti trajectory in 

preparation for the final, manual proximity operations phase 

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Shuttle Reference Data 

Space Shuttle Main Engines 

Developed in the 1970s by NASA's Marshall Space Flight Center in Huntsville, Ala., the 

Space Shuttle Main Engine is the most advanced liquid-fueled rocket engine ever built. 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 (4.2 meters) long, weighs approximately 

7,000 pounds (3,150 kilograms) and is 7.5 feet (2.25 meters) in diameter at the end of its 

nozzle. 

The engines operate for about eight-and-one-half minutes during liftoff and ascent -- 

burning more than 500,000 gallons (1.9 million liters) of super-cold liquid hydrogen and 

liquid oxygen propellants stored in the huge external tank attached to the underside of the 

shuttle. The engines shut down just before the shuttle, traveling at about 17,000 mph 

(28,000 kilometers 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 (-

253 degrees Celsius) 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 (3,316 degrees Celsius), 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 -- 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, the engines generate 490,847 pounds of thrust (measured in a 

vacuum). Full power is 512,900 pounds of thrust; minimum power is at 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. 

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At approximately 26 seconds into launch 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 or max q. Then, the engines are throttled back up to 

normal operating level at approximately 60 seconds. This reduces stress on the vehicle. 

The main engines are throttled down again at approximately seven minutes 40 seconds 

into the mission to maintain 3 g’s – three times the Earth’s gravitational pull – again 

reducing stress on the crew and the vehicle. This acceleration level is about one-third the 

acceleration experienced on previous crewed space flights. 

Approximately 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 to 65-percent thrust. This is held for approximately 

6.7seconds, 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 747 airplanes. 

The Space Shuttle Main Engine is also the first rocket engine to use a built-in electronic 

digital controller, or computer. The controller will accept commands from the Orbiter for 

engine start, change in throttle, shutdown, and monitor engine operation. In the event of a 

failure, the controller automatically corrects the problem or safely shuts down the engine. 

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 and 2001. 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, 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. 

NASA projects an upcoming enhancement – the Advanced Health Management System – 

will further improve safety, reliability and performance. The Advanced Health Management 

System is a high tech system that couples optical and vibration sensors with advanced 

processing and computing technology. It will monitor the main engines and “see” any 

problems. 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, Rocketdyne 

Propulsion & Power unit of the Boeing Company, Canoga Park, Calif., for regular 

maintenance. The main engines are designed to operate for 7.5 accumulated hours. 

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Shuttle Reference Data 

Space Shuttle Solid Rocket Boosters 

The two SRBs provide the main thrust to lift the space shuttle off the pad and up to an 

altitude of about 150,000 feet, or 24 nautical miles (28 statute miles). In addition, 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. 

Each booster has a thrust (sea level) of approximately 3,300,000 pounds at launch. They 

are ignited after the three space shuttle main engines' thrust level is verified. The two SRBs 

provide 71.4 percent of the thrust at lift- off and during first-stage ascent. Seventy- five 

seconds after SRB separation, SRB apogee occurs at an altitude of approximately 220,000 

feet, or 35 nautical miles (40 statute miles). SRB impact occurs in the ocean approximately 

122 nautical miles (140 statute miles) downrange. 

The SRBs are the largest solid-propellant motors ever flown and the first designed for 

reuse. Each is 149.16 feet long and 12.17 feet in diameter. 

Each SRB weighs approximately 1,300,000 pounds at launch. The propellant for each solid 

rocket motor weighs approximately 1,100,000 pounds. The inert weight of each SRB is 

approximately 192,000 pounds. 

Primary elements of each booster are the motor (including case, propellant, igniter and 

nozzle), structure, separation systems, operational flight instrumentation, recovery avionics, 

pyrotechnics, deceleration system, thrust vector control system and range safety destruct 

system. 

Each booster is attached to the external tank at the SRB’s 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’s 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 lift-off. 

During the downtime 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 the areas was the attach ring where the SRBs are connected to the external tank. 

Areas of distress were noted in some of the fasteners where the ring attaches to the SRB 

motor case. This situation 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 (360 degrees). 

Previously, the attach ring formed a C and encircled the motor case 270 degrees. 

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Additionally, special structural tests were performed 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 approximately 450 pounds to the weight of each SRB. 

The propellant mixture in each SRB motor consists of an ammonium perchlorate (oxidizer, 

69.6 percent by weight), aluminum (fuel, 16 percent), iron oxide (a catalyst, 0.4 percent), a 

polymer (a binder that holds the mixture together, 12.04 percent), and an epoxy curing 

agent (1.96 percent). The propellant is an 11-point star-shaped perforation in the forward 

motor segment and a double-truncated-cone perforation in each of the aft segments and aft 

closure. This configuration provides high thrust at ignition and then reduces the thrust by 

approximately a third 50 seconds after lift-off to prevent overstressing the vehicle during 

maximum dynamic pressure. 

The SRBs are used as matched pairs and each is made up of four solid rocket motor 

segments. The pairs are matched by loading each of the four motor segments in pairs 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. 

The nozzle expansion ratio of each booster beginning with the STS-8 mission is 7-to-79. 

The nozzle is gimbaled for thrust vector (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 reacts the aft loads between the SRB and 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 initiates the release of the nose cap and frustum and turns 

on the recovery aids. The aft assembly, mounted in the external tank/SRB attach ring, 

connects with the forward assembly and the orbiter avionics systems for SRB ignition 

commands and nozzle thrust vector control. Each integrated electronic assembly has a 

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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 at SRB separation from the external tank. Each solid rocket 

separation motor is 31.1 inches long and 12.8 inches in diameter. 

Location aids are provided for each SRB, frustum/drogue chutes and main parachutes. 

These include a transmitter, antenna, strobe/converter, battery and salt water 

switchelectronics. 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 SRB nose caps and nozzle extensions are not recovered. 

The recovery crew retrieves the SRBs, frustum/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 Thiokol for refurbishment. 

Each SRB incorporates a range safety system that includes a battery power source, 

receiver/ decoder, antennas and ordnance. 

HOLD-DOWN POSTS 

Each solid rocket booster has four hold-down posts that fit into corresponding support posts 

on the mobile launcher platform. Hold-down bolts hold 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, 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 is 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 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. 

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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 LPS. 

The solid rocket motor ignition commands are sent by the orbiter computers through the 

MECs to the safe and arm device NSDs in each SRB. A 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 in the orbiter general-purpose computers and are transmitted to 

the MECs. The MECs reformat them to 28-volt dc signals for the PICs. The arm signal 

charges the PIC capacitor to 40 volts dc (minimum of 20 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 MPS start commands are 

issued by the onboard computers at T minus 6.6 seconds (staggered start--engine three, 

engine two, engine one--all approximately 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 lift-off 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 (movement of approximately 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 (each bolt is 28 inches long 

and 3.5 inches in diameter); 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. 

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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. Orbiter main dc buses A, B and C supply main dc 

bus power to corresponding 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 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 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 (positive expulsion) 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 

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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 sevoactuator 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 rpm, 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. 

The space shuttle ascent thrust vector control 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 lift-off 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. 

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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 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. 

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The forward attachment point consists of a ball (SRB) and socket (ET) 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 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 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 effect a clean 

separation. 

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Shuttle Reference Data 

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 will allow 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% stronger and 5% less dense. 

The SLWT, like the standard tank, is manufactured at Michoud Assembly, near New 

Orleans, Louisiana, 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.

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Acronyms and Abbreviations 

A/L Airlock 

AA Antenna Assembly 

AAA Avionics Air Assembly 

ABC Audio Bus Coupler 

AC Assembly Complete 

ACBM Active CBM 

ACS Assembly Contingency System 

 Atmosphere Control and Supply 

 Attitude Control System 

ACU Arm Computer Unit 

ADVASC-GC Advanced Astroculture – Growth Chamber 

AEA Antenna Electronics Assembly 

AOH Assembly Operations Handbook 

APAS Androgynous Peripheral Attachment System 

APCU Assembly Power Converter Unit 

APDS Androgynous Peripheral Docking System 

APFR Articulating Portable Foot Restraint 

APM Attached Pressurized Module 

APPCM Arm Pitch Plane Change Mode 

APS Automated Payload Switch 

AR Atmosphere Revitalization 

ARCU American-to-Russian Converter Unit 

ARIS Active Rack Isolation System 

ARS Air Revitalization System 

 Atmosphere Revitalization System 

ASCR Assured Safe Crew Return 

ATA Ammonia Tank Assembly 

ATCS Active Thermal Control System 

ATU Audio Terminal Unit 

AUAI Assembly Contingency System/UHF Audio Interface 

AVV Accumulator Vent Valve 

BBC Bus Bolt Controller 

BC Bus Controller 

BCDU Battery Charge/Discharge Unit 

BCU Backup Control Unit 

 Bus Controller Unit 

BDU Backup Drive Unit 

BG Beta Gimbal 

BGA Beta Gimbal Assembly 

BGDTS Beta Gimbal Deployment Transition Structure 

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BGHS Beta Gimbal Housing Subassembly 

BIT Built-In Test 

BITE Built-In Test Equipment 

BMRRM Bearing Motor and Roll Ring Module 

BSP Baseband Signal Processor 

C&C Command and Control 

C&DH Command and Data Handling 

C&M Control and Monitor 

C&T Communication and Tracking 

C&W Caution and Warning 

C/A-code Coarse/Acquisition-code 

C/L Crew Lock 

CA Control Attitude 

CAS Common Attach System 

CBM Common Berthing Mechanism 

CBOSS Cellular Biotechnology Operating Science System 

CCAA Common Cabin Air Assembly 

CCD Cursor Control Device 

CCMS Concentric Cable Management System 

CCTV Closed-Circuit Television 

CDRA Carbon Dioxide Removal Assembly 

CDS Command and Data Software 

CETA Crew and Equipment Translation Aid 

CEU Control Electronics Unit 

CGBA Commercial Generic Bioprocessing Apparatus 

CHeCS Crew Health Care System 

CHX Condensing Heat Exchanger 

CLA Camera and Light Assembly 

CLPA Camera and Light/Pan-Tilt Assembly 

CMG Control Moment Gyroscope 

COAS Crew Optical Alignment Sight 

COTS Commercial-Off-the-Shelf 

CR Change Request 

CRPCM Canadian RPCM 

CSA Canadian Space Agency 

 Computer Systems Architecture 

CSCI Computer Software Configuration Item 

CVIU Common Video Interface Unit 

CVT Current Value Table 

CVV Carbon dioxide Vent Valve 

CWC Contingency Water Collection 

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DAIU Docked Audio Interface Unit 

DAP Digital Autopilot 

DC Docking Compartment 

DCP Display and Control Panel 

DCSU Direct Current Switching Unit 

DDCU DC-to-DC Converter Unit 

DLA Drive Locking Assembly 

DMS-R Data Management System-Russian 

DPA Digital Pre-Assembly 

DTO Detailed Test Objective 

E/L Equipment Lock 

EACP EMU Audio Control Panel 

 EV Audio Control Panel 

EAIU EMU Audio Interface Unit 

EATCS External Active Thermal Control Subsystem 

ECU Electronics Control Unit 

ED Engagement Drive 

EDDA External Maneuvering Unit Don/Doff Assembly 

EEATCS Early External Active Thermal Control Subsystem 

EFGF Electrical Flight Grapple Fixture 

EIA Electrical Interface Assembly 

EMU Extravehicular Mobility Unit 

EPCE Electrical Power Consuming Equipment 

EPS Electrical Power System 

ESSMDM Enhanced Space Station Multiplexer/Demultiplexer 

E-Stop Emergency Stop 

ESU End Stop Unit 

ETSD EVA Tool Stowage Device 

ETVCG External Television Cameras Group 

EUE Experiment Unique Equipment 

EVA Extravehicular Activity 

EV-CPDS Extra-Vehicular - Charged Particle Directional Spectrometer 

EVR Extravehicular Robotic 

EVSU External Video Switching Unit 

EXPRESS EXpedite the PRocessing of Experiments to the Space Station 

EXT Experimental Terminal 

EXT External 

FC Firmware Controller 

FCC Flat Collector Circuit 

FCV Flow Control Valve 

FDIR Failure, Detection, Isolation, and Recovery 

FDS Fire Detection and Suppression 

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FET Field Effect Transistor 

FGB Functional Cargo Block 

FPU Fluid Pumping Unit 

FQDC Fluid Quick Disconnect Coupling 

FRD Flight Requirements Document 

FRGF Flight Releasable Grapple Feature 

FWCI Firmware Configuration Item 

GFE Government-Furnished Equipment 

GFI Ground Fault Interrupter 

GLONASS Global Navigational Satellite System 

GNC Guidance, Navigation, and Control 

GPRV Gas Pressure Regulating Valve 

GPS Global Positioning System 

GUI Graphical User Interface 

HC Hand Controller 

HCA Hollow Cathode Assembly 

HDR High Data Rate 

HEPA Efficiency Particulate Air 

HGA High Gain Antenna 

HHL Hand Held Lidar 

HPGT High Pressure Gas Tank 

HRFM High Rate Frame Multiplexer 

HRF-Res Human Research Facility Resupply 

HRM High Rate Modem 

I/O Input/Output 

IAS Internal Audio Subsystem 

IATCS Internal Active Thermal Control System 

IDA Integrated Diode Assembly 

IDRD Increment Definition and Requirements Document 

IEA Integrated Equipment Assembly 

IFHX Interface Heat Exchanger 

IMCS Integrated Mission Control System 

IMU Impedance Matching Unit 

IMV Intermodule Ventilation 

IOC Input/Output Controller 

IOCU Input/Output Controller Unit 

IP International Partner 

IRU In-Flight Refill Unit 

ISO Isolation 

ISPR International Standard Payload Rack 

ISS International Space Station 

ISSPO International Space Station Program Office 

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ISSSH International Space Station Systems Handbook 

ITS Integrated Truss Structure 

IUA Interface Umbilical Assembly 

IVA Intravehicular Activity 

IVSU Internal Video Switch Unit 

JEM Japanese Experiment Module 

JEU Joint Electronic Unit 

Lab Laboratory 

LB-RWS RWS Local Bus 

LCA Lab Cradle Assembly 

 Loop Crossover Assembly 

LCD Liquid Crystal Display 

LDI Local Data Interface 

LDR Low Data Rate 

LDU Linear Drive Unit 

LED Light-Emitting Diode 

LEE Latching End Effector 

LEU LEE Electronics Unit 

LFDP Load Fault Detection Protection 

LGA Low Gain Antenna 

LT Low Temperature 

LTA Launch-to-Activation 

LTL Low Temperature Loop 

LTU Load Transfer Unit 

LVLH Local Vertical/Local Horizontal 

MA Mechanical Assembly 

MAM Manual Augmented Mode 

MBA Motorized Bolt Assembly 

MBM Manual Berthing Mechanism 

MBS Mobile Remote Servicer Base System 

MBSU Main Bus Switching Unit 

MC Midcourse Correction 

MCA Major Constituent Analyzer 

MCAS MBS Common Attach System 

MCC Mission Control Center 

MCC-H Mission Control Center–Houston 

MCC-M Mission Control Center–Moscow 

MCDS Multifunction Cathode Ray Tube Display System 

MCS MCU Control Software 

 Motion Control System 

MCU MBS Computer Unit 

MDA Motor Drive Assembly 

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MDK Middeck 

MEPS Microencapsulation Electrostatic Processing System 

METOX Metal Oxide 

MFCV Manual Flow Control Valve 

MIP Mission Integration Plan 

MLI Multi-Layer Insulation 

MPEV Manual Pressure Equalization Valve 

MPLM Multi-Purpose Logistics Module 

MRS Mobile Remote Servicer 

MSD Mass Storage Device 

MSFC Marshall Space Flight Center 

MSG Microgravity Science Glovebox 

MSS Mobile Servicing System 

MT Mobile Transporter 

MT Moderate Temperature 

MTL Moderate Temperature Loop 

MTS Module to Truss Segment 

MTSAS Module to Truss Segment Attachment System 

MTWsN Move To Worksite number N 

NASA National Aeronautics and Space Administration 

NCC Nominal Corrective combination burn 

NCG Non-Condensable Gas 

NET No Earlier Than 

NIA Nitrogen Interface Assembly 

NIV Nitrogen Introduction Valve 

 Nitrogen Isolation Valve 

NSI NASA Standard Initiator 

NTA Nitrogen Tank Assembly 

OCA Orbital Communications Adapter 

OCJM Operator Commanded Joint Position Mode 

OCPM Operator-Commanded POR Mode 

OCS Operations and Control Software 

ODS Orbiter Docking System 

OIU Orbiter Interface Unit 

OIV Oxygen Isolation Valve 

OMI On-Orbit Maintainable Items 

OMS Orbital Maneuvering System 

OPS LAN Operations Local Area Network 

ORBT Optimized RBar Targeting 

ORCA Oxygen Recharge Compressor Assembly 

ORU Orbital Replacement Unit 

OTD ORU Transfer Device 

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P&S Pointing and Support 

P/L Payload 

PAS Payload Attach System 

PBA Portable Breathing Apparatus 

PC Personal Computer 

PCA Pressure Control Assembly 

PCBM Passive CBM 

PCC Power Converter Controller 

PCG-STES Protein Crystal Growth – Single Locker Thermal Enclosure 

PCMCIA Personal Computer Memory Card International Adapter 

P-code Precision code 

PCP Pressure Control Panel 

PCR Portable Computer Receptacle 

PCS Portable Computer System 

PCT Post-Contact Thrusting 

PCU Plasma Contactor Unit 

PCVP Pump and Control Valve Package 

PDGF Power Data Grapple Fixture 

PDU Power Drive Unit 

PEHG Payload Ethernet Hub Gateway 

PFCS Pump and Flow Control Subassembly 

PFE Portable Fire Extinguisher 

PFMC Pump/Fan Motor Controller 

PGBA-S Plant Generic Bioprocessing Apparatus – Stowage 

PGSCs Portable General Support Computers 

PJAM Prestored Joint Position Autosequence Mode 

PL Payload 

PLB Payload Bay 

PM Pump Module 

PMA Pressurized Mating Adapter 

POA Payload/ORU Accommodation 

POR Points of Reference 

POST Power On Self-Test 

PP Planning Period 

PPA Pump Package Assembly 

PPAM Prestored POR Autosequence Mode 

ppO2 partial pressure of oxygen 

PPRV Positive Pressure Relief Valve 

Prox-Ops Proximity Operations 

PTCS Passive Thermal Control System 

PTU Pan/Tilt Unit 

PVCA Photovoltaic Controller Application 

PVCE Photovoltaic Controller Element 

PVCU Photovoltaic Controller Unit 

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PVM Photo-Voltaic Module 

PVR Photovoltaic Radiator 

PVTCS Photovoltaic Thermal Control System 

PWR Portable Water Reservoir 

PYR Pitch, Yaw, Roll 

QD Quick Disconnect 

R/P Receiver/Processor 

RACU Russian-to-American Converter Unit 

RAIU Russian Audio Interface Unit 

RAM Random Access Memory 

RAMV Rheostat Air Mix Valve 

RBI Remote Bus Isolator 

RBVM Radiator Beam Valve Module 

RCS Reaction Control System 

RF Radio Frequency 

RFCA Rack Flow Control Assembly 

RFG Radio Frequency Group 

RGA Rate Gyro Assembly 

RHC Rotational Hand Controller 

RHX Regenerative Heat Exchanger 

RJMC Rotary Joint Motor Controller 

RMS Remote Manipulator System 

RPCM Remote Power Controller Module 

RPDA Remote Power Distribution Assembly 

RPOP Rendezvous and Proximity Operations Program 

RS Russian Segment 

RSP Resupply Stowage Platform 

RSR Resupply Stowage Rack 

RSTS Rack Standalone Temperature Sensor 

RSU Roller Suspension Unit 

RT Remote Terminal 

RTD Resistive Thermal Device 

RTL Ready To Latch 

RWS Robotic Workstation 

S Starboard 

SARJ Solar Alpha Rotary Joint 

SASA S-Band Antenna Support Assembly 

SASA S-band Antenna Support Assembly 

SAW Solar Array Wing 

SCA Switchgear Controller Assembly 

SCI Signal Conditioning Interface 

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SCU Service and Cooling Umbilical 

 Sync and Control Unit 

SD Smoke Detector 

SDO Solenoid Driver Output 

SDS Sample Delivery System 

SEM Shunt Electronics Module 

SEPS Secondary Electrical Power Subsystem 

SFCA System Flow Control Assembly 

SFU Squib Firing Unit 

SGANT Space-to-Ground Antenna 

SIGI Space Integrated Global Positioning System/Inertial Navigation 

System 

SJRM Single Joint Rate Mode 

SM Service Module 

SMCC Shuttle Mission Control Center 

SOC State of Charge 

SOV Shutoff Valve 

SPCE Servicing Performance and Checkout Equipment 

SPDA Secondary Power Distribution Assembly 

SPDM Special Purpose Dexterous Manipulator 

SPG Single Point Ground 

SSAS Segment-to-Segment Attach System 

SSBA Space Station Buffer Amplifier 

SSC Station Support Computer 

 Subsystem Computer 

SSMDM Space Station Multiplexer/Demultiplexer 

SSP Standard Switch Panel 

SSRMS Space Station Remote Manipulator System 

SSU Sequential Shunt Unit 

STCR Starboard Thermal Control Radiator 

STR Starboard Thermal Radiator 

TC Terminal Computer 

TCCS Trace Contaminant Control Subassembly 

TCCV Temperature Control and Check Valve 

TCS Thermal Control System 

 Trajectory Control Sensor 

TD Translation Drive 

TDRS Tracking and Data Relay Satellite 

TDRSS Tracking and Data Relay Satellite System 

TEA Torque Equilibrium Attitude 

TFR Translation Foot Restraint 

THC Temperature and Humidity Control 

 Translational Hand Controller 

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TI Transition Initiation 

TORF Twice Orbital-Rate Flyaround 

TORU Teleoperator Control Mode 

TORVA Twice Orbital rate +Rbar to +Vbar Approach 

TRC Transmitter Receiver Controller 

TRRJ Thermal Radiator Rotary Joint 

TSP Twisted Shielded Pairs 

TTCR Trailing Thermal Control Radiator 

TUS Trailing Umbilical System 

TV Television 

TWMV Three-Way Mixing Valve 

UDG User Data Generation 

UHF Ultra-High Frequency 

UIA Umbilical Interface Assembly 

UIP Utility Interface Panel 

ULCAS Unpressurized Logistics Carrier Attach System 

UMA Umbilical Mechanism Assembly 

UOP Utility Outlet Panel 

USOS U.S. On-Orbit Segment 

VAJ Vacuum Access Jumper 

VBSP Video Baseband Signal Processor 

VCP Video Camera Port 

VCSA Video Camera Support Assembly 

VDS Video Distribution System 

VDU Video Distribution Unit 

VES Vacuum Exhaust System 

VGS Video Graphics Software 

VRCV Vent/Relief Control Valve 

VRIV Vent/Relief Isolation Valve 

VRS Vacuum Resource System 

VRV Vent/Relief Valve 

VSC Video Signal Converter 

VTR Video Tape Recorder 

WHS Workstation Host Software 

WIF Worksite Interface 

WRM Water Recovery and Management 

WS Water Separator 

WVA Water Vent Assembly 

ZCG-SS Zeolite Crystal Growth – Sample Stowage 

ZSR Zero-g Stowage Rack 

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Media Assistance 

NASA Television Transmission 

NASA Television is available through the GE2 satellite system which is located on 

Transponder 9C, at 85 degrees west longitude, frequency 3880.0 MHz, audio 6.8 MHz. 

The schedule for television transmissions from the orbiter and for mission briefings will be 

available during the mission at Kennedy Space Center, Fla.; Marshall Space Flight Center, 

Huntsville, Ala.; Dryden Flight Research Center, Edwards, Calif.; Johnson Space Center, 

Houston, Texas; and NASA Headquarters, Washington, DC. The television schedule will be 

updated to reflect changes dictated by mission operations. 

Status Reports 

Status reports on countdown and mission progress, on-orbit activities and landing 

operations will be produced by the appropriate NASA news center. 

Briefings 

A mission press briefing schedule will be issued before launch. During the mission, status 

briefings by a flight director or mission operations representative and when appropriate, 

representatives from the payload team, will occur at least once each day. The updated 

NASA television schedule will indicate when mission briefings are planned. 

Internet Information 

Information is available through several sources on the Internet. The primary source for 

mission information is the NASA Human Space Flight Web, part of the World Wide Web. 

This site contains information on the crew and its mission and will be updated regularly with 

status reports, photos and video clips throughout the flight. The NASA Shuttle Web's 

address is: 

http://spaceflight.nasa.gov

General information on NASA and its programs is available through the NASA Home Page 

and the NASA Public Affairs Home Page: 

http://www.nasa.gov

or 

http://www.nasa.gov/newsinfo/index.html

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Shuttle Pre-Launch Status Reports 

http://www-pao.ksc.nasa.gov/kscpao/status/stsstat/current.htm

Information on other current NASA activities is available through the Today@NASA page: 

http://www.nasa.gov/today/index.html

The NASA TV schedule is available from the NTV Home Page: 

http://spaceflight.nasa.gov/realdata/nasatv/schedule.html

Resources for educators can be found at the following address: 

http://education.nasa.gov

Access by CompuServe 

Users with CompuServe accounts can access NASA press releases by typing "GO 

NASA" (no quotes) and making a selection from the categories offered. 

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Media Contacts 

Dwayne Brown 

NASA Headquarters 

Washington 

Dwayne.brown@hq.nasa.gov

Space Shuttle/Space Station Policy 

202-358-1726 

Debbie Rahn 

NASA Headquarters 

Washington 

Debbie.rahn@hq.nasa.gov

International Partners 

202-358-1638 

Donald Savage 

NASA Headquarters 

Washington 

donald.savage@hq.nasa.gov

Space Science Policy, Budget 

202-358-1727 

Eileen Hawley 

Johnson Space Center 

Houston 

Eileen.hawley1@jsc.nasa.gov

Astronauts/Mission Operations 

281-483-5111 

George Diller 

Kennedy Space Center 

Kennedy Space Center, Fla. 

George.Diller-1@ksc.nasa.gov

Space Shuttle Launch Operations 

321-867-2468 

Bruce Buckingham 

Kennedy Space Center 

Kennedy Space Center, Fla. 

Bruce.Buckingham-1@kmail.ksc.nasa.gov

Launch Operations 

321-867-2468 

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Kari Kelley Allen 

The Boeing Company 

Houston 

Kari.k.allen@boeing.com

International Space Station 

281-226-4844 

Glen Golightly 

The Boeing Company 

Huntington Beach, Calif. 

Robert.g.golightly@boeing.com 

Space Shuttle 

714-372-4742 

Dan Beck 

Boeing Rocketdyne 

Canoga Park, Calif. 

Daniel.c.beck@boeing.com

Space Shuttle Main Engines 

818-586-4572 

Jessica Rye 

United Space Alliance 

Kennedy Space Center, Fla. 

RyeJF@usano.ksc.nasa.gov

Shuttle Processing 

321-861-4358 

Dave Drachlis 

Marshall Space Flight Center 

Huntsville, Ala. 

Dave.Drachlis@msfc.nasa.gov

Space Shuttle 

256-544-0034 

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