National Aeronautics and Space Administration

SPACE SHUTTLE MISSION

STS-129

www.nasa.gov

www.nasa.gov PRESS KIT/November 2009

Stocking the Station

CONTENTS 

Section Page 

STS-129/ULF-3 MISSION OVERVIEW .................................................................................... 1

STS-129 TIMELINE OVERVIEW ............................................................................................... 9

MISSION PROFILE ................................................................................................................... 11

MISSION OBJECTIVES ............................................................................................................ 13

MISSION PERSONNEL ............................................................................................................. 15

STS-129 CREW ....................................................................................................................... 17

PAYLOAD OVERVIEW .............................................................................................................. 27

S-BAND ANTENNA SUPPORT ASSEMBLY (SASA) A N D R A D I O F R E Q U E N C Y G R O U P ( R F G ) . . . . . . . . . . . . . . . . . . . . . 2 9

EXPRESS LOGISTICS C A R R I E R 1 A N D 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 3 1

RENDEZVOUS & DOCKING ....................................................................................................... 47

UNDOCKING, SEPARATION, AND DEPARTURE ...................................................................................... 4 8

SPACEWALKS ......................................................................................................................... 51

EXPERIMENTS ......................................................................................................................... 59

DETAILED TEST OBJECTIVES AND DETAILED SUPPLEMENTARY OBJECTIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 9

EXPERIMENTS ..................................................................................................................................... 6 2

SHUTTLE REFERENCE DATA .................................................................................................... 71

LAUNCH AND LANDING ...........................................................................................................89

LAUNCH ............................................................................................................................................... 8 9

ABORT-TO-ORBI T ( A T O ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............. 8 9

TRANSATLANTIC ABORT LANDING (TAL) ............................................................................................. 8 9

RETURN-TO-LAUNCH-SI T E ( R T L S ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...... 8 9

ABORT ONCE ARO U N D ( A O A ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ......... 8 9

LANDING ............................................................................................................................................. 8 9

NOVEMBER 2009 CONTENTS i
ii CONTENTS NOVEMBER 2009

Section Page 

ACRONYMS AND ABBREVIATIONS ......................................................................................... 91

MEDIA ASSISTANCE ............................................................................................................... 105

PUBLIC AFFAIRS CONTACTS .................................................................................................. 107

 

 

 

 

 

 
NOVEMBER 2009 MISSION OVERVIEW 1

STS-129/ULF-3 MISSION OVERVIEW 

Backdropped by Earth’s horizon and the blackness of space, the International Space Station is seen 

from space shuttle Discovery as the two spacecraft begin their relative separation. 

There are no home improvement stores in 

space, so the next space shuttle mission to the 

International Space Station will deliver 14 tons 

of important spare parts for its electrical, 

plumbing, air conditioning, communications 

and robotics systems. 

Atlantis, commanded by space veteran 

Charles O. Hobaugh, is scheduled to lift off 

from Kennedy Space Center at 2:28 p.m. EST, 

Nov. 16, on the third utilization and logistics 

flight, and arrive at the station the afternoon of 

Nov. 18. 

For the STS-129 Utilization and Logistics 

Flight - 3 (ULF-3) mission, Atlantis will carry in 

its cargo bay two ExPRESS Logistics Carriers 

(ELC's), a new Materials on International Space 

Station Experiment (MISSE) carrier and an 

S-Band Antenna Sub-Assembly (SASA) 

package, plus additional equipment, supplies 

and scientific experiments that will be used by 

the continuing crew of six aboard the station. 

While docked to the station, Atlantis’ crew will 

conduct three spacewalks to transfer the spare 

parts from the shuttle’s payload bay to the 

station’s external structures and continue 

assembly activities. 
2 MISSION OVERVIEW NOVEMBER 2009

Astronaut Charlie Hobaugh, STS-129 commander, attired in a training version of his shuttle launch 

and entry suit, occupies the commander’s station on the flight deck during in a Full Fuselage 

Trainer (FFT) mock-up training session in the Space Vehicle Mock-up Facility at NASA’s 

Johnson Space Center. 

At the end of the 11-day flight, Atlantis also 

will bring home Expedition 20 and 21 Flight 

Engineer Nicole Stott, the final astronaut 

scheduled to use a space shuttle for a lift to or 

from the station. 

Hobaugh, who turns 48 the week before launch, 

served as pilot on STS-104 in 2001 and STS-118 

in 2007. He’ll be joined at launch by pilot 

Barry E. Wilmore, a U.S. Navy captain, and 

mission specialists Randy Bresnik, a 

U.S. Marine Corps lieutenant colonel; and 

Robert L. Satcher Jr., an orthopedic surgeon, all 

of whom will be making their first spaceflights. 

Rounding out the crew are mission specialists 

Leland Melvin, 45, an 11th round draft pick for 

the NFL’s Detroit Lions who flew on STS-122 

in 2008, and Mike Foreman, a retired Navy 

captain who flew on STS-123 in March 2008. 

Stott, a former Kennedy Space Center shuttle 

processing director completing a 100-day 

mission aboard the station, will join the STS-129 

crew for the ride home to Earth. 

Aside from returning Stott and delivering 

supplies for station crew, the main objective of 

the STS-129 mission is to deliver, install and 

checkout two large logistics pallets and their 
NOVEMBER 2009 MISSION OVERVIEW 3

Astronaut Leland Melvin, STS-129 mission specialist, participates in a training session in an 

International Space Station mock-up/trainer in the Space Vehicle Mock-up Facility at NASA’s 

Johnson Space Center. 

spare parts, and to prepare the station for the 

arrival of the Tranquility module, the final 

U.S.-built component of the station, which will 

be delivered on the following flight in 

February. This will be the first flight of 

an ExPRESS (Expedite the Processing of 

Experiments to Space Station) Logistics Carrier. 

ExPRESS Logistics Carrier-1 will launch with 

an Ammonia Tank Assembly (ATA), a Battery 

Charge Discharge Unit (BCDU), a Space Station 

Remote Manipulator System (SSRMS) Latching 

End Effector (LEE), a Control Moment Gyro 

(CMG), a Nitrogen Tank Assembly (NTA), a 

Pump Module (PM), a Plasma Contactor Unit 

(PCU) and two empty Passive Flight Releasable 

Attachment Mechanisms (PFRAMs). 

ExPRESS Logistics Carrier-2 will launch with 

a High Pressure Gas Tank (HPGT), a Cargo 

Transport Container 1 (CTC-1) mounted to a 

Small Adapter Plate Assembly (SAPA), a 

Mobile Transporter/Trailing Umbilical System 

(MT/TUS), CMG, NTA, PM, Utility Transfer 

Assembly (UTA) Flight Support Equipment 

(FSE), one empty Payload PFRAM and 

MISSE-7, an experiment that will expose a 

variety of materials being considered for future 

spacecraft to the extreme conditions outside the 

station. 
4 MISSION OVERVIEW NOVEMBER 2009

Astronaut Mike Foreman, STS-129 mission specialist, dons a training version of his Extravehicular 

Mobility Unit (EMU) spacesuit in preparation for a spacewalk training session in the waters of 

the Neutral Buoyancy Laboratory (NBL) near NASA’s Johnson Space Center. Astronaut 

Charlie Hobaugh, commander, assists Foreman. 

Several experiments that are considered 

pathfinders for U.S. National Laboratory 

investigations aboard the space station, also 

will be flown. One of those is part of a 

continuing investigation that is seeking a 

vaccine that can be used against food 

poisoning. 

The day after launch, Hobaugh, Wilmore, 

Melvin and Bresnik will take turns from 

Atlantis’ aft flight deck maneuvering its robotic 

arm in the traditional day-long scan of the 

reinforced carbon-carbon on the leading edges 

of the shuttle’s wings and its nose cap. This 

initial inspection, using a 50-foot-long crane 

extension equipped with sensors and lasers, 

called the Orbiter Boom Sensor System, will 

provide imagery experts on the ground a 

close-up look at the areas that experience the 

highest heating upon re-entry to the Earth’s 

atmosphere. A follow-up inspection will 

take place after Atlantis undocks from the 

station. 

While the inspection takes place, Bresnik, 

Foreman and Satcher will prepare the 

spacesuits they will wear for the three 

spacewalks to be conducted out of the 

Quest airlock at the station. As Foreman and 

Satcher prepare the spacesuits for transfer 

to the station, Bresnik will join the heat 

shield inspection team. Other pre-docking 

preparations will occupy the remainder of the 

crew’s workday. 
NOVEMBER 2009 MISSION OVERVIEW 5

Astronaut Robert Satcher, STS-129 mission specialist, participates in an Extravehicular 

Mobility Unit (EMU) spacesuit fit check in the Space Station Airlock Test 

Article (SSATA) in the Crew Systems Laboratory at NASA’s Johnson Space Center. 

Astronaut Barry Wilmore, pilot, assists Satcher. 

On the third day of the flight, Atlantis will be 

flown by Hobaugh and Wilmore on its 

approach for docking to the station. After a 

series of jet firings to fine-tune Atlantis’ path to 

the complex, the shuttle will arrive at a point 

about 600 feet directly below the station 

about an hour before docking. At that time, 

Hobaugh will execute the rendezvous pitch 

maneuver, a one-degree-per-second rotational 

“backflip” to enable station crew members to 

snap hundreds of detailed photos of the 

shuttle’s heat shield and other areas of potential 

interest – another data point for imagery 

analysts to pore over in determining the health 

of the shuttle’s thermal protection system. 

Once the rotation is completed, Hobaugh will 

fly Atlantis in front of the station before 

slowly closing in for a linkup to the forward 

docking port on the Harmony module at 

11:56 a.m. EST Nov. 18. Less than two hours 

later, hatches will open between the two 

spacecraft and a combined crew of 12 will begin 

almost seven days of work between the two 

crews. Atlantis’ crew will be working with 

Expedition 21 commander Frank De Winne of 

the European Space Agency, and NASA flight 

engineers Jeff Williams and Stott, Canadian 

flight engineer Bob Thirsk, and Russian flight 

engineers Roman Romanenko and Max Suraev. 

After a station safety briefing, Melvin and 

Bresnik will grapple ELC-1 using the shuttle’s 

robotic arm and hand it off to the station’s arm, 

operated by Williams and Wilmore, who will 

then install it on an Unpressurized Cargo 

Carriers Attachment System (UCCAS) on the 

port side of the station’s backbone. 
6 MISSION OVERVIEW NOVEMBER 2009

Spacewalkers Foreman and Satcher will sleep 

in the Quest airlock as part of the overnight 

“campout” procedure that helps purge 

nitrogen from their bloodstreams, preventing 

decompression sickness once they move out 

into the vacuum of space. The campout will be 

repeated the night before all three spacewalks. 

The fourth day of the mission will focus on the 

first spacewalk, with Foreman and Satcher 

transferring the spare SASA antenna from 

Atlantis’ cargo bay to the station’s truss and 

attaching power for its heaters, lubricating 

the snares on the Kibo laboratory’s robotic arm 

and a Payload and ORU Accommodation 

(POA), working with cabling and reseating a 

protective shield on the outside the 

Unity module. Wilmore and Melvin will drive 

the station’s robotic arm to support the 

spacewalkers. 

The fifth day is available for focused inspection 

of Atlantis’ heat shield if mission managers 

deem it necessary, a move to position the 

station’s robotic arm for the following day’s 

ELC-2 transfer, and for preparations for the 

second spacewalk. 

Day six will focus on the second spacewalk 

of the mission by Foreman and Bresnik. 

They’ll install a Grappling Adaptor to On-orbit 

Railing (GATOR) assembly to the outside of 

the Columbus laboratory as part of a project is 

to demonstrate the performance of two 

different Automatic Identification System (AIS) 

receivers to identify and locate ships on the 

ocean. They’ll also relocate a Floating Potential 

Measurement Unit, which is used to measure 

the electrical charge that occurs on the station’s 

shell as it interacts with the natural plasma in 

low-Earth orbit. They’ll also deploy an Earthfacing Payload Adapter System (PAS) on the 

station’s truss and install a Wireless Video 

System (WVS) External Transceiver Assembly 

Wireless Video System External Transceiver 

Assembly (WETA). 

Half a day off is planned for the crew on the 

seventh day of the mission before the crew 

begins gearing up for the third and final 

planned spacewalk by Bresnik and Satcher. On 

the eighth day of the flight, they’ll transfer a 

High Pressure Gas Tank (HPGT) full of oxygen 

from ELC-2 to a spot on the outside of the 

Quest airlock, placing it amidst the other dog 

house-shaped tanks that are used to replenish 

atmosphere lost when spacewalkers enter and 

exit the station. They’ll also deploy a PAS on 

the space-facing side of the starboard truss and 

reseat debris shields on the airlock. 

The final full day of docked operations will 

include some additional time off for the crew to 

rest up after their busy spacewalk pace, but 

focus on preparations for Atlantis’ undocking 

and departure on the following day. The crew 

will finish packing, reconfigure spacesuits and 

transfer them to Atlantis, and check out the 

rendezvous tools that will be used for 

undocking, fly-around and separation. The 

Atlantis crew, with Stott now a member, will 

say their farewells to the five-member station 

crew, close the hatches between the two 

spacecraft and get a good night’s rest. 

After Atlantis undocks at 4:57 a.m. EST 

Nov. 25, Wilmore will guide the shuttle on a 

360-degree fly-around of the station so that 

other crew members can documents the 

exterior condition of the orbiting outpost, with 

all of its new spare parts in position. After the 

fly-around is complete, Wilmore, Melvin and 

Bresknik will conduct one last inspection of 

Atlantis’ heat shield using the shuttle’s 

Canadarm and the OBSS. 
NOVEMBER 2009 MISSION OVERVIEW 7

Astronauts Charlie Hobaugh (standing), STS-129 commander; and Randy Bresnik, mission 

specialist, use the virtual reality lab in the Space Vehicle Mock-up Facility at NASA’s Johnson 

Space Center to train for some of their duties aboard the space shuttle and space station. This 

type of computer interface, paired with virtual reality training hardware and software, 

helps to prepare the entire team for dealing with space station elements. 

The last full day of orbital activities by 

the STS-129 crew will focus on landing 

preparations. Hobaugh, Wilmore and Bresnik 

will conduct the traditional checkout of the 

shuttle’s flight control systems and steering jets, 

setting Atlantis up for its supersonic return to 

Earth. A special recumbent seat will be set up 

in the shuttle’s lower deck for Stott to ease her 

reorientation to Earth’s gravity for the first time 

in more than three months. 

On the 12th day of the mission, weather 

permitting, Hobaugh and Wilmore will guide 

Atlantis to a landing at the Kennedy Space 

Center at 9:57 a.m. EST Nov. 27 to wrap up the 

31st flight for Atlantis, the 129th mission in 

shuttle program history and the 31st shuttle 

visit to the International Space Station. 
8 MISSION OVERVIEW NOVEMBER 2009

NASA astronaut Nicole Stott, Expedition 20 flight engineer, is pictured in the Leonardo 

Multi-Purpose Logistics Module (MPLM), temporarily attached to the International 

Space Station while space shuttle Discovery (STS-128) remains docked 

with the station. 
NOVEMBER 2009 TIMELINE OVERVIEW 9

STS-129 TIMELINE OVERVIEW 

Flight Day 1 

• Launch 

• Payload Bay Door Opening 

• Ku-Band Antenna Deployment 

• Shuttle Robotic Arm Activation and 

payload bay survey 

• Umbilical Well and Handheld External 

Tank Photo and TV Downlink 

Flight Day 2 

• Atlantis’ Thermal Protection System Survey 

with Shuttle Robotic Arm/Orbiter Boom 

Sensor System (OBSS) 

• Extravehicular Mobility Unit Checkout 

• Centerline Camera Installation 

• Orbiter Docking System Ring Extension 

• Orbital Maneuvering System Pod Survey 

• Rendezvous tools checkout 

• Shuttle RMS grapple of ELC1 in payload 

bay 

Flight Day 3 

• Rendezvous with the International Space 

Station 

• Rendezvous Pitch Maneuver Photography 

of Atlantis’ Thermal Protection System by 

Stott and Williams of the Expedition 21 

crew 

• Docking to Harmony/Pressurized Mating 

Adapter-2 

• Hatch Opening and Welcoming (Stott 

becomes a Shuttle crewmember at hatch 

opening; no crew exchange) 

• Shuttle RMS unberth and handoff of ELC1 

to Canadarm2 

• Installation of ELC1 on P3 truss lower 

outboard attachment point 

• Cargo transfer from MRM2 to ISS 

• Spacewalk 1 procedure review 

• Spacewalk 1 campout in Quest airlock by 

Foreman and Satcher 

Flight Day 4 

• Spacewalk 1 by Foreman and Satcher 

(installation of spare S-band antenna 

assembly on Z1 truss, routing of cables for 

the Space to Ground Antenna, lubrication of 

the Payload Orbital Replacement System 

Attachment on the Mobile Base System and 

the end effector of the Kibo robotic arm, 

cable preparations for STS-130) 

Flight Day 5 

• Canadarm2 grapple of OBSS and handoff to 

Shuttle RMS 

• Focused inspection of Atlantis’ thermal 

protection system with the OBSS 
• Spacewalk 2 procedure review 

• Spacewalk 2 campout in Quest airlock by 

Foreman and Bresnik 

Flight Day 6 

• Shuttle RMS grapple and unberth of ELC2 

• Shuttle RMS handoff of ELC2 to Canadarm2 

• ELC2 installation on S3 upper outboard 

attachment point 

• Spacewalk 2 by Foreman and Bresnik 

(GATOR ham radio equipment installation 

on Columbus, Floating Point Measurement 

Unit relocation, S3 truss nadir payload 

attachment system deployment, camera 

wireless system installation on S3 truss) 

• MRM2 thermal control system activation 

Flight Day 7 

• Crew off duty time 

• Spacewalk 3 procedure review 

• Spacewalk 3 campout in Quest airlock by 

Satcher and Bresnik 

Flight Day 8 

• Spacewalk 3 by Satcher and Bresnik 

(Transfer of High Pressure Oxygen Gas 

Tank and MISSE 7 to Quest, S3 nadir 

payload attachment system deploy, 

jettisoning of MMOD shields) 

10 TIMELINE OVERVIEW NOVEMBER 2009

Flight Day 9 

• Joint Crew News Conference 

• Crew off duty time 

• Farewells and hatch closure 

• Rendezvous tools checkout 

Flight Day 10 

• Atlantis undocking from ISS PMA-2 

• Flyaround of ISS and final separation 

• Late inspection of Atlantis’ thermal 

protection system with the OBSS 

Flight Day 11 

• Flight Control System Checkout 

• Reaction Control System hot-fire test 

• Crew Deorbit Briefing 

• Cabin Stowage 

• Recumbent Seat Setup for Stott 

Flight Day 12 

• Deorbit preparations 

• Payload Bay Door closing 

• Deorbit burn 

• KSC Landing 
NOVEMBER 2009 MISSION PROFILE 11

MISSION PROFILE 

CREW 

Commander: Charles O. Hobaugh 

Pilot: Barry E. Wilmore 

Mission Specialist 1: Randy Bresnik 

Mission Specialist 2: Mike Foreman 

Mission Specialist 3: Leland Melvin 

Mission Specialist 4: Robert Satcher, Jr. 

Mission Specialist 5: Nicole Stott (Down)

LAUNCH 

Orbiter: Atlantis (OV-104)

Launch Site: Kennedy Space Center 

Launch Pad 39A 

Launch Date: Nov. 16, 2009 

Launch Time: 2:28 p.m. EST 

Launch Window: 5 minutes 

Altitude: 122 Nautical Miles 

(140 Miles) Orbital 

Insertion; 191 NM 

(220 Miles) Rendezvous 

Inclination: 51.6 Degrees 

Duration: 10 Days 19 Hours 

19 Minutes 

VEHICLE DATA 

Shuttle Liftoff Weight: 4,522,383

pounds 

Orbiter/Payload Liftoff Weight: 266,424 

pounds 

Orbiter/Payload Landing Weight: 205,168 

pounds 

Software Version: OI-34

Space Shuttle Main Engines: 

SSME 1: 2048 

SSME 2: 2044 

SSME 3: 2058 

External Tank: ET-133 

SRB Set: BI-140 

RSRM Set: 108 

SHUTTLE ABORTS 

Abort Landing Sites 

RTLS: Kennedy Space Center Shuttle 

Landing Facility 

TAL: Primary – Zaragoza, Spain. 

Alternates – Moron, Spain and 

Istres, France 

AOA: Primary – Kennedy Space Center 

Shuttle Landing Facility. 

Alternate – White Sands Space 

Harbor 

LANDING 

Landing Date: Nov. 27, 2009 

Landing Time: 9:57 a.m. EST 

Primary landing Site: Kennedy Space Center 

Shuttle Landing Facility 

PAYLOADS 

ULF-33-ExPRESS Logistics Carrier 1 & 2 , 

ExPRESS Logistics Carrier (ELC) 
12 MISSION PROFILE NOVEMBER 2009

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NOVEMBER 2009 MISSION OBJECTIVES 13

MISSION OBJECTIVES 

MAJOR OBJECTIVES 

1. Return Expedition 21 Flight Engineer-2 

(17A) crew member Nicole Stott. 

2. Install, activate, and check out ExPRESS 

Logistics Carrier (ELC)1 on an 

Unpressurized Cargo Carrier Attachment 

System (UCCAS) on the port side of the 

station’s backbone. 

3. Install ELC2 to an upper outboard Payload 

Adapter System (PAS) on the starboard side 

of the station’s backbone, activate and check 

out. 

4. Transfer S-Band Antenna and Support 

Assembly (SASA) to Z1 location on station 

and apply heater and operation power. 

5. Install Materials International Space Station 

Experiment-7 onto ELC2, activate and check 

out. 

6. Prepare for Node 3 (Tranquility) arrival. 

− Remove handrail on Unity and replace 

with ammonia line routing bracket. 

− Reposition Zarya Local Area Network 

(LAN) connector on Unity and tie 

down Micrometeoroid Orbital Debris 

shield. 

− Connect the P181 electrical power 

connector for Unity.

7. Transfer and install spare oxygen High 

Pressure Gas Tank from ELC2 to station 

airlock. 

8. Deploy the Common Attach System site for 

External Stowage Platform-3 relocation. 

9. Install Unity port bulkhead feedthroughs (if 

not performed in Stage). 

10. Install Unity avionics and fluids 

modification kit. 

11. Install Unity intermodule ventilation 

modification kit. 

12. Remove and replace airlock battery charger 

modules. 

13. Perform Payloads of Opportunity – Maui 

Analysis of Upper Atmospheric Injections 

(MAUI), Ram Burn Observations-2 

(RAMBO-2), Shuttle Exhaust Ion 

Turbulence Experiment (SEITE) and Shuttle 

Ionospheric Modification with Pulsed Local 

Exhaust (SIMPLEX). 
14 MISSION PRIORITIES NOVEMBER 2009

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NOVEMBER 2009 MISSION PERSONNEL 15

MISSION PERSONNEL 

KEY CONSOLE POSITIONS FOR STS-129 

 Flt. Director CAPCOM PAO

Ascent Bryan Lunney Chris Ferguson Rob Navias 

Steve Frick (Wx) 

Orbit 1 (Lead) Mike Sarafin Stan Love Josh Byerly 

Orbit 2 Gary Horlacher Megan McArthur Kelly Humphries 

Planning Paul Dye Aki Hoshide TBD 

Entry Bryan Lunney Chris Ferguson Brandi Dean 

Steve Frick (Wx) 

Shuttle Team 4 Kwatsi Alibaruho N/A N/A 

ISS Orbit 1 Emily Nelson Drew Feustel N/A 

ISS Orbit 2 (Lead) Brian Smith Steve Swanson N/A 

ISS Orbit 3 Jerry Jason Ryan Lien N/A 

Station Team 4 TBD 

JSC PAO Representative at KSC for Launch – Kyle Herring

KSC Launch Commentator – George Diller

KSC Launch Director – Mike Leinbach

NASA Launch Test Director – Steve Payne 
16 MISSION PERSONNEL NOVEMBER 2009

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NOVEMBER 2009 CREW 17

STS-129 CREW 

For STS-129, the sun shines brightly on the 

International Space Station above and the 

United States below representing the bright 

future of U.S. human spaceflight. The 

contiguous U.S., Rocky Mountains, and Great 

Desert Southwest are clearly visible on the 

Earth below, encompassing all the NASA 

centers and the homes of the many dedicated 

people who work to make our space program 

possible. The integrated shapes of the patch 

signify the two ExPRESS Logistics Carriers that 

will be delivered by STS-129 providing valuable 

equipment and ensuring the longevity of the 

space station. The space shuttle is vividly 

silhouetted by the sun highlighting how 

brightly the orbiters have performed as a 

workhorse for the U.S. space program over the 

past three decades. The space shuttle ascends 

on the astronaut symbol portrayed by the red, 

white and blue swoosh bounded by the gold 

halo. This symbol is worn with pride by this 

U.S. crew representing their country on 

STS-129. The names of the crew members are 

denoted on the outer band of the patch. As 

STS-129 launches, the space shuttle is in its 

twilight years. This fact is juxtaposed by the 

13 stars on the patch which are symbolic of our 

children who are the future. The moon and 

Mars are featured predominantly to represent 

just how close humankind is to reaching further 

exploration of those heavenly bodies and how 

the current space shuttle and station missions 

are laying the essential groundwork for those 

future endeavors. 
18 CREW NOVEMBER 2009

Pictured on the front row are astronauts Charles O. Hobaugh (left), commander; and 

e, pilot. From the left (back row) are astronauts Leland Melvin, Mike Foreman, 

Robert L. Satcher Jr. and Randy Bresnik, all mission specialists. 

Barry E. Wilmor

Short biographical sketches of the crew follow 

with detailed background available at:

http://www.jsc.nasa.gov/Bios/
NOVEMBER 2009 CREW 19

STS-129 CREW BIOGRAPHIES 

Charles O. Hobaugh 

Veteran astronaut Charles O. Hobaugh, a 

colonel in the U.S. Marine Corps, will lead the 

crew of STS-129. He served as pilot on STS-104 

in 2001 and STS-118 in 2007. Hobaugh has 

overall responsibility for the safety and 

execution of the mission, orbiter systems 

operations, and flight operations, including 

landing. He will also fly Atlantis through its 

rendezvous and docking to the International 

Space Station. 
20 CREW NOVEMBER 2009

Barry E. Wilmore 

Barry E. Wilmore, a captain in the U.S. Navy, 

will serve as pilot for Atlantis. This will be his 

first journey into space. Selected by NASA in 

2000, he has served in various shuttle technical 

jobs and on the astronaut support team. He 

will be responsible for orbiter systems 

operations, will assist Hobaugh with 

rendezvous, and will fly the orbiter during 

undocking and the flyaround. 
NOVEMBER 2009 CREW 21

Randy Bresnik 

Randy Bresnik, a lieutenant colonel in the U.S. 

Marine Corps, will serve as a mission specialist 

for the space shuttle Atlantis. Selected by 

NASA in 2004 as a pilot, he was assigned as 

Astronaut Office support for International 

Space Station, Automated Transfer Vehicle, 

H-II Transfer Vehicle, and Constellation 

programs. This will be his first journey to 

space. Bresnik will participate in two of the 

three planned spacewalks. 
22 CREW NOVEMBER 2009

Mike Foreman 

Mike Foreman, a retired U.S. Navy captain, will 

serve as a mission specialist aboard Atlantis. 

He served as a mission specialist on STS-123 in 

2008. Selected by NASA in 1998, he was 

assigned technical duties in the Astronaut 

Office Space Shuttle Branch and served as 

Deputy of the Space Shuttle Branch. Foreman 

will participate in two of the three planned 

spacewalks. 
NOVEMBER 2009 CREW 23

Leland Melvin 

Astronaut Leland Melvin will serve as a 

mission specialist on Atlantis. He flew on 

STS-122 in 2008 as a mission specialist. He has 

served numerous organizations within NASA 

including the Education Department at NASA 

Headquarters, Washington, D.C. Melvin has 

traveled across the country engaging thousands 

of students and teachers in the excitement of 

space exploration, and inspiring them to pursue 

careers in science, technology, engineering, and 

mathematics. 
24 CREW NOVEMBER 2009

Robert L. Satcher Jr. 

This is the first spaceflight for Robert L. 

Satcher Jr. He was selected by NASA in 2004 

and completed his initial training in 2006. 

Satcher worked as an orthopedic surgeon and 

did medical missions in Venezuela and Nigeria. 

He will participate in two of the three planned 

spacewalks. 
NOVEMBER 2009 CREW 25

Nicole Stott 

Nicole Stott was selected as a NASA astronaut 

in 2000. She has worked technical aspects of 

station payloads, supported Expedition 10 and 

has served as a station CAPCOM. Stott 

launched to the station with the crew of 

STS-128 to replace Tim Kopra as a flight 

engineer on Expeditions 20 and 21. She will 

return with the STS-129 shuttle crew. 
26 CREW NOVEMBER 2009

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NOVEMBER 2009 PAYLOAD OVERVIEW 27

PAYLOAD OVERVIEW 

The STS-129 mission is a utility logistics 

support mission and will carry a number of 

spare parts, science experiments, and other 

items in its middeck and payload bay. The 

payload going up is approximately 

29,458 pounds, not counting the middeck 

portion. The expected return weight in the 

payload bay is approximately 2,850 pounds. 

On the middeck of the space shuttle, it will 

carry GLACIER, which is a freezer designed to 

provide cryogenic transportation and 

preservation capability for samples. The unit is 

a double locker equivalent unit capable of 

transport and operation in the middeck and 

on-orbit operation in the Expedite the 

Processing of Experiments to the Space Station 

(ExPRESS) rack. 

The space shuttle will carry on its 

middeck (ascent) the following items: 

Advanced Biological Research System, 

National Lab Pathfinder (NLP) Cells/ 

Commercial Generic Bioprocessing Apparatus 
(CGBA), Mice Drawer System (MDS), NLP 

Vaccine, Advanced Plant EXperiments on 

Orbit-Cambium (APEX-Cambium), Japan 

Aerospace and Exploration Agency (JAXA) 

RNA interference and protein phosphorylation 

in space environment using the nematode 

Caenorhabditis elegans (CERISE) & Hair, 

28 PAYLOAD OVERVIEW NOVEMBER 2009

on the middeck of Atlantis. 

GLACIER, a freezer for transportation and preservation of samples, will be carried 

European Space Agency (ESA) Dose 

Distribution inside the ISS (DOSIS), Human 

Research Program (HRP) Sample Collection 

Kits, and the Integrated Immune and Sleep 

Short. 
NOVEMBER 2009 PAYLOAD OVERVIEW 29

S-BAND ANTENNA SUPPORT ASSEMBLY (SASA) AND RADIO FREQUENCY 

GROUP (RFG) 

STS-129/ULF3 will carry the S-band Antenna 

Support Assembly (SASA) that will be attached 

to the sidewall inside the space shuttle payload 

pay. The SASA is an assembly that consists of 

the Assembly Contingency Radio Frequency 

Group (RFG or ACRFG), SASA Boom and 

Avionics Wire Harness. 

The SASA supports the RFG either on Port 1 or 

Starboard 1 truss. The major functions of the 

RFG are to receive a radio signal from the 

transponder, amplify it to a power level 

necessary to be acquired by the Tracking 

Data and Relay Satellite, and broadcast that 

signal through the selected antenna. Also, the

 

RFG receives a signal from the 

TDRS through the antenna, amplifies it,

and sends it to the transponder for

demodulation. The RFG consists of three 

units: the Assembly/Contingency (S-Band) 

Transmitter/Receiver Assembly (ACTRA), a 

High Gain Antenna (HGA), and a Low Gain 

Antenna (LGA). 

The SASA boom assembly consists of a mast, an 

Extravehicular Activity (EVA) handle, a 

harness, a connector panel, a mounting surface 

for the RFG, and a baseplate fitting. The 

baseplate fitting is the structural interface for 

mounting the SASA to the truss on the ISS. The 

Avionics Wire Harness is installed on the SASA 

Boom Assembly. Through the harness, 

operational and heater power are provided to 

the RFG; command and status signals and RF 

transmit and receive signals are sent to and 

from RFG. 
30 PAYLOAD OVERVIEW NOVEMBER 2009

The total envelope of the RFG is 

36 inches × 59 inches × 33 inches 

(maximum dimensions). The SASA Boom is 

61 inches × 30 1/4 inches × 43 inches. The entire 

SASA weighs 256 pounds. The unit that 

is being flown on this mission was 

refurbished by MacDonald Dettwiler and 

Associates Ltd. (MDA), under contract to 

Boeing, after it was returned in October 2007 

after it had failed on orbit in September 2006 (it 

was replaced then with an on-orbit spare). This 

unit will be installed on the Zenith 1 truss as a 

spare. 
NOVEMBER 2009 PAYLOAD OVERVIEW 31

The International Space Station will contain several unpressurized platforms that include ELC1 - 4 

and External Storage Platforms (ESP) 1 – 2. 

EXPRESS LOGISTICS CARRIER 1 AND 2 

The ExPRESS Logistics Carrier (ELC) is a 

platform designed to support external payloads 

mounted to the International Space Station (ISS) 

starboard and port trusses with either deep 

space or Earthward views. Each pallet spans 

the entire width of the shuttle’s payload bay, 

carries science experiments, and serves as a 

parking place for spare hardware that can be 

replaced robotically once on-orbit.

STS-129/ULF3 will mark the first flight of ELC1

 

and 2. ELC1 and 2 are grappled by the space 

shuttle and station robotics arms and are placed 

on the station’s truss structure. ELC1 is 

mounted on the Port 3 truss element UCCAS 

while ELC2 is placed on the Starboard 3 truss 

upper outboard PAS. The UCCAS and PAS 

were deployed during the STS-128 mission. 

The weight of ELC1 is approximately 

13,850 pounds; ELC2 weighs 13,400 pounds. 

Both ELC1 and 2 measure approximately 

16 feet by 14 feet (without the ORUs installed). 

Because of their expertise in building the 

Hubble Space Telescope (HST) cargo carriers, 

NASA Goddard Space Center served as the 

overall integrator and manufacturer for ELC1 

and 2. Remmele Engineering, based in 

Minneapolis, Minn., built the integral 

aluminum ELC decks for NASA. Engineers 

from GSFC’s Carriers Development Office 

developed the challenging, lightweight ELC 

design, which incorporates elements of both the 

Express Pallet and the Unpressurized Logistics 

Carrier. 

The ELC is designed to be carried in the space 

shuttle cargo bay to the ISS, fully integrated 

with cargo and/or payloads. Four ELCs will be 

delivered to ISS before the scheduled 

retirement of the space shuttle. Two ELCs will 

be attached to the starboard truss 3 (S3) and 

two ELCs will be attached to the port 
32 PAYLOAD OVERVIEW NOVEMBER 2009

Shown here is the ExPRESS Logistics Carrier 2 (ELC2) with its various Orbital Replacement Units 

installed. Provided by NASA Goddard Space Center, ELC1 and 2 are brand new and are flying for 

the first time on the space shuttle. The special rotation rack shown here had to be built for these 

unique ISS platforms so the ORUs could be installed on the top and bottom. 

truss 3 (P3). By attaching at the S3/P3 sites, a 

variety of views such as zenith (deep space) or 

nadir (Earthward) direction with a combination 

of ram (forward) or wake (aft) pointing allows 

for many possible viewing opportunities. 

Each ELC can accommodate 12 Flight 

f 

s 

Releasable Attachment Mechanism

(FRAM)-based cargos that includes two

payload attached sites with full avionics

accommodation. The mass capacity for an ELC

is 9,800 pounds (4,445 kg) with a volume o

98 feet (30 meters) cubed. The ISS provide

power to the ELCs through two 3 Kilowatt 

(kW), 120 Volts direct current (V dc) feeds at 

the ISS to ELC interface. The ELC power 

distribution module converts the 120 V dc 

power to 120 V dc and 28 V dc. Both power 

voltages are provided to each payload attached 

site by separated buses. 120 V dc power is also 

provided to the other cargo attached site. Upon 

installation of the ELCs, it may take up to 

4 hours for the power to be connected. 
NOVEMBER 2009 PAYLOAD OVERVIEW 33

NASA Goddard Space Flight Center technicians prepare the ELC1 in the high bay clean room before 

it was shipped to KSC December 2008 for additional work. In the foreground, you can see a large 

square where the ELC attaches to the ISS as well as the electrical connections. 

At the ISS to ELC interface, there are two types 

of data ports: the High Rate Data Link (HRDL) 

and the Low Rate Data Link (LRDL). The 

HRDL uses fiber optics to provide ISS to ELC 

communication. At the ELC avionics module to 

payload interface, there are three data ports: 

HRDL, LRDL and Medium Rate Data Link 

(MDRL, Ethernet). For uplink MDRL, Ethernet 

is used; the ELC avionics module will convert 

the MDRL signal from HDRL interface and 

delivered to each payload attached site. The 

transmission rate between ELC avionics 

module to each payload attached site is no 

higher than 10 Mbps (megabits per second). 

For downlink MDRL and HDRL signals, they 

will be transmitted from the payload attached 

site to ELC avionics module by separated 

buses. The ELC avionics module will combine 

these two signals and send to ISS by using 

HDRL interface. The HDRL downlink service 

to the ground rate is no higher than 95 Mbps. 

The LRDL is for a two ways data/command 

distribution to/from each payload attached site 

via the ELC avionics module at maximum rate 
of 1 Mbps. External camera ports are also 

available for the ELC payloads. There are at 

least 14 camera port locations along the trusses 

that can be used for payload observation. 

Five ELC units were built, with them all having 

full up avionics subsystems to support 

experiments’ Command and Data Handling 

task. Manifested on ELC2 is the first 

ELC-based payload, Materials for ISS 

Experiment (MISSE-7). ELC4 is currently slated 

for mission STS-134 Endeavour, to launch 

July 29, 2010. ELC3 is currently slated for 

mission STS-133 Discovery, launching on 

Sept. 16, 2010. ELC5 is not manifested and is 

considered a flight spare. This extremely 

aggressive effort required the talents of more 

than 100 employees from GSFC, JSC, and KSC 

who worked together on the project. 

A total of 14 large Orbital Replacement 

Units (ORUs) are being carried on ELC1 and 2. 

All of the hardware for this mission was 

processed by Boeing under its Checkout, 

Assembly and Payload Processing Services 

(CAPPS) contract with NASA. The STS-129 

mission marks the largest number of spare 

ORUs processed in a single mission under the 

CAPPS contract. The ORUs include the 

Ammonia Tank Assembly (ATA), Battery 

Charger Discharge Unit (BCDU), Cargo 

Transportation Container (CTC), two Control 

Moment Gyroscopes (CMG), High-Pressure 

34 PAYLOAD OVERVIEW NOVEMBER 2009

Gas Tank (HPGT), Canadarm2 Latching End 

Effector (LEE), Materials International Space 

Station Experiment 7 (MISSE-7), two Nitrogen 

Tank Assemblies (NTA), Plasma Contactor 

Unit (PCU), two Pump Module Assemblies 

(PMA) and a Trailing Umbilical System-Reel 

Assembly (TUS-RA). 

ORBITAL REPLACEMENT UNITS (ORUS) 

ON ELC1 

Ammonia Tank Assembly (ATA) 

The primary function of the ATA is to store the 

ammonia used by the External Thermal Control 

System (ETCS). The major components in the 

ATA include two ammonia storage tanks, 

isolation valves, heaters, and various 

temperature, pressure, and quantity sensors. 

There is one ATA per loop located on the zenith 

side of the Starboard 1 (Loop A) and Port 1 

(Loop B) truss segments. Each is used to fill 

their respective ETCS loop on startup (loops are 

launched with nitrogen in the lines) and to 

supply makeup fluid to that loop. It also assists 

the Pump Module (PM) accumulator with 

ammonia inventory management, and provides 

the capability to vent the PM and ATA by 

connection to an external nonpropulsive vent 

panel. The length is 57 inches by 80 inches 

width with a height of 45 inches. A new ATA, 

with 600 pounds of Ammonia, weighs 

approximately 1,702 pounds. 
NOVEMBER 2009 PAYLOAD OVERVIEW 35

Cover is removed on the Amonia Tank Assembly. 

Battery Charger Discharge Unit (BCDU) 

The Battery Charge Discharge Unit (BCDU) is a 

bidirectional power converter that serves a dual 

function of charging the batteries during solar 

collection periods (isolation) and providing 

conditioned battery power to the primary 

power buses during eclipse periods. The 

BCDU has a battery charging capability of 

8.4 kW and a continuous discharge capability of 

6.6 kW (9.0 kW peak). The BCDU also includes 

provisions for battery status monitoring and 

protection from power circuit faults. The 

BCDU measures approximately 40 inches by 

28 inches by 12 inches and weighs 235 pounds. 

There are 24 BCDUs on orbit that are used for 

normal Power System operation. 

Control Moment Gyroscope (CMG) 

Both the Russian and U.S. segments can 

maintain attitude control. When the Russian 

segment is in control, attitude is maintained by 

thrusters, which consume propellant. When 

the U.S. segment is in control, Control 

Moment Gyroscopes, manufactured by L3 

Communications Space and Navigation under 

contract to Boeing, are used. The set of 

four CMGs balance the effects of gravity 

gradient, aerodynamic, and other disturbance 

torques (i.e., robotics, venting, and plume 

impingement), maintaining the station at an 

equilibrium attitude without using propellant. 

The CMGs can also be used to perform attitude 

maneuvers. The CMGs rely on electrical power 

provided by the solar powered electrical 

subsystem. 

A CMG consists of a single-piece 25-inch 

diameter, 220-pound stainless steel flywheel 

that rotates at a constant speed of 6,600 rpm 

and develops an angular momentum of 

3,600 ft-lb-sec (4,880 N-m-s) about its spin axis. 

This rotating wheel is mounted in a 

two-degree-of-freedom gimbal system that can 

position the spin axis (momentum vector) of the 
wheel in any direction, allowing control torque 

generation in any direction. The station has 

four working CMGs that are mounted in the 

Zenith 1 truss segment. Each CMG assembly 

weighs approximately 600 pounds and 

measures 45 inches wide, 48 inches high, and 

54 inches in length. 

36 PAYLOAD OVERVIEW NOVEMBER 2009

A CMG with it protective cover removed. 

The CMGs have had some failures on board 

the ISS. Design improvements made to the 

spare CMGs, based on the findings from the 

two CMG failure investigations, include new 

bearing preload system materials, 

improvements to sliding fit lubrication, and 

modified covers and installation procedures to 

maintain bearing alignment. 

Boeing technicians prepare to load a CMG 

onto an ELC. 

Canadarm2 Latching End Effector (LEE) 

The Canadian Mobile Servicing System (MSS), 

a space robotics system astronauts and 

cosmonauts use to assemble and maintain the 

International Space Station, consists of the 

Canadian Space Station Remote Manipulator 

System (SSRMS) or Canadarm 2, the Mobile 

Base System (MBS) and the Special Purpose 

Dexterous Manipulator (SPDM) or Dextre. The 

SSRMS has two identical grapple end points 

called LEE that enable it to reattach either end 

to the station as its new base. It moves in inch 

worm fashion around the U.S. segment by 

placing one end on a mounting point and 

disengaging its other end and using it to 

grapple a payload or another mounting point. 

Each mounting point provides power and data 

to the SSRMS. 
NOVEMBER 2009 PAYLOAD OVERVIEW 37

Close-up views of the Latching End Effector 

for the station’s robotic arm. 

The SSRMS can also be mounted on one of

several mounting points on the MBS, a movable 

base that moves back and forth on the United 

States On-Orbit truss segments. The MBS itself 

has a LEE (called the Payload Orbital 

Replacement Unit (ORU) Accommodation 

(POA)) that is used for temporarily stowing and 

providing power to payloads. And the SPDM 

has a LEE that can be used for positioning the 

SPDM on the station or on the MBS or that 

can be used to grapple payloads when the 

SPDM itself is at the end of the SSRMS. 

The LEE, SSRMS, MBS, and SPDM are all built 

by MacDonald Dettwiler and Associates Ltd. 

(MDA) and are provided by the Canadian 

Space Agency. 

The LEE or mechanical hand of the MSS allows 

the SSRMS, the SPDM or the MBS to capture 

stationary payloads by providing a large 

capture envelope (a cylinder 8 inches in 

diameter by 4 inches deep) and a

mechanism/structure capable of soft docking

and rigidizing. This action is accomplished by

a two-stage mechanism in the LEE that closes

three cables (like a snare) around a grapple

probe (knobbed pin) bolted onto the payload

and then draws it into the device until close 

contact is established and a load of 

approximately 1,100 pounds is imparted to the 

grapple probe. The payload remains attached 

to the MSS component by the forces developed 

by the LEE on the payload through the grapple 

probe that allows for maneuvering of the 

payload without separation from the LEE. The 

LEE measures about 42 inches in length and 

about 35 inches in height and 28 inches in 

width, and weighs about 415 pounds. 

Nitrogen Tank Assembly (NTA) 

The NTA provides a high-pressure gaseous 

nitrogen supply to control the flow of ammonia 

out of the ATA. The ATA contains two flexible, 

chambers incorporated into its ammonia tanks 

that expand as pressurized nitrogen expels 

liquid ammonia out of them. Designed by 

Boeing’s Huntington Beach facility in 

California, the NTA controls ammonia pressure 

in the ATA as a key part of the External Active 

Thermal Control System, an external system 

that circulates ammonia to cool ISS segments. 

Mounted to both of the Boeing-built 

Starboard 1 (S1) and P1 truss segments, the 

NTA is equipped with a Gas Pressure 

Regulating Valve (GPRV) and isolation valves 

as well as survival heaters. The GPRV and 

isolation valves provide control function and 
over pressure protection of downstream 

components. The heaters prevent the electronic 

equipment from getting too cold. 

38 PAYLOAD OVERVIEW NOVEMBER 2009

Nitrogen tank assembly installed on the ELC. 

The NTA’s support structure is made largely of 

aluminum, and the tank is a carbon composite. 

The NTA ORU has a full tank with a weight of 

about 80 pounds of nitrogen at approximately 

2,500 pounds per square inch (psi) of 

pressure – nearly 80 times the pressure 

of an average automotive tire at 30 psi. It 

also provides the capability to be refilled 

while on orbit through its nitrogen fill 

Quick Disconnect (QD). The NTA weighs 

approximately 550 pounds. 
NOVEMBER 2009 PAYLOAD OVERVIEW 39

Plasma Contactor Unit (PCU) 

As the International Space Station (ISS) travels 

through Low Earth Orbit (LEO), an electrical 

charge builds. This phenomenon can result in 

high voltages that may cause electrical 

discharges. These discharges, in turn, can 

damage precise electrical instruments and can 

also present a hazard to crew members 

performing EVA. The Plasma Contactor 

Unit (PCU) is used to disperse the electrical 

charge that builds up by providing an 

electrically conductive “ground path” to the 

plasma environment surrounding the ISS. This 

prevents the electrical discharges and provides 

a means of controlling crew shock hazard 

during EVA. There are two PCUs located on 

the ISS Zenith 1 Truss, both of which are 

operated during EVA. 

Each PCU contains a Xenon tank and a Hollow 

Cathode Assembly (HCA). When commanded, 

the HCA emits electrons by converting Xenon 

gas into Xenon plasma, thus creating the 

ground path for the ISS electrical charge 

build-up. The PCU measures approximately 

28 inches by 23 inches by 18 inches, and weighs 

approximately 350 pounds. The PCU is 

provided by Boeing and utilizes an HCA 

designed and fabricated at NASA’s Glenn 

Research Center (GRC). 

Pump Module Assembly (PMA) 

The PMA is part of the station’s complex Active 

Thermal Control System (ATCS), which 

provides vital cooling to internal and external 

avionics, crew members, and payloads. The 

station has two independent cooling loops. The 

external loops use an ammonia-based coolant 

and the internal loops use water cooling. At the 

heart of the ATCS is the pump module, which 

pumps the ammonia through the external 

system to provide cooling and eventually reject 

the residual heat into space via the radiators. 

The heat is generated by the electronic boxes 

throughout the station. Circulation, loop 

pressurization, and temperature control of the 

ammonia is provided by the Pump 

Module (PM). The major components in the 

PM include a Pump and Control Valve 

Package (PCVP), an accumulator, isolation and 

relief valves, and various temperatures, flow, 

and pressure sensors. The accumulator within 

the PM works in concert with the 

ATA accumulators to compensate for 

expansion and contraction of ammonia caused 

by the temperature changes and keeps the 

ammonia in the liquid phase via a fixed charge 

of pressurized nitrogen gas on the backside of 

its bellows. Manufactured by Boeing, the 

pump module weighs 780 pounds and 

measures approximately 5.5 feet (69 inches) 

long by 4 feet (50 inches) wide with a height of 

3 feet (36 inches). 
40 PAYLOAD OVERVIEW NOVEMBER 2009

The PMA with and without its cover. 

Passive Flight Releasable Attachment 

Mechanism (PFRAM) 

ELC1 will contain two sites designated to 

accommodate payloads launched on other 

missions. NASA uses a system on the external 

carriers to attach to Orbital Replacement 

Units (ORUs) and payloads consisting of the 

Flight Releasable Attachment Mechanism. This 

mechanism has an active side with moving 

mechanical components, and a passive side that 

the active side engages with mechanically 

driven pins and latches. The active FRAM is 

driven by an EVA astronaut using a Pistol Grip 

Tool, or the station’s robotic arm. These FRAM 

mechanisms are mounted to the ELC on Passive 

Flight Releasable Attachment Mechanism 

(PFRAM) Adapter Plate Assemblies (PFAPs) 

and also provide an electrical connection that 

can be used if needed by the ORU or payload 

being attached. 

ORBITAL REPLACEMENT UNITS ON 

ELC2 

Orbital Replacement Units on ELC2 include 

another CMG, Pump Module, NTA and one 

empty P/L PFRAM. Besides those items, it will 

also carry the following items: 

Cargo Transportation Container (CTC) 

ELC2 will carry a Cargo Transportation 

Container #1 that will contain 10 Remote Power 

Control Modules (like a large circuit breaker) 

and ORU Adapter Kits (OAKS) – basically 

brackets installed in the CTC to hold the ORUs. 

It will also carry an empty OAK. Orbital 

Sciences Corporation delivered five Cargo 

Transport Containers (CTCs) to NASA for use 

in conjunction with the resupply of the 

International Space Station (ISS). Each CTC 

measures about 4 feet by 3 feet by 3 feet, weighs 

about 680 pounds and is capable of carrying 

about 400 pounds of hardware to the ISS. The 

CTCs can be opened and their contents 

retrieved either through robotic methods 

or by astronauts performing extravehicular 

operations. 
NOVEMBER 2009 PAYLOAD OVERVIEW 41

High-Pressure Gas Tank (HPGT) 

High pressure oxygen onboard the ISS provides 

support for EVA and contingency metabolic 

support for the crew. This high pressure O2 is 

brought to the ISS by the High-Pressure Gas 

Tanks (HPGT) and is replenished by the Space 

Shuttle by using the Oxygen Recharge 

Compressor Assembly (ORCA). There are 

several drivers that must be considered in 

managing the available high pressure oxygen 

on the ISS. The amount of oxygen the space 

shuttle can fly up is driven by manifest mass 

limitations, launch slips; and on orbit shuttle 

power requirements. The amount of oxygen 

that is used from the ISS HPGTs is driven by 

the number of shuttle docked and undocked 

EVAs, the type of EVA prebreathe protocol that 

is used, contingency use of oxygen for 

metabolic support, and emergency oxygen. The 

HPGT will be transferred from ELC2 to the ISS 

Airlock. The HPGT measures 5 feet by 6.2 feet 

by 4.5 feet and weights approximately 

1,240 pounds of which 220 pounds is gaseous 

oxygen at 2,450 pounds per square inch of 

pressure. The HPGT was provided by Boeing. 

High-Pressure Gas Tank (HPGT) with the 

cover removed. 
42 PAYLOAD OVERVIEW NOVEMBER 2009

During the STS-104 mission in July 2001, astronauts are shown preparing to install the 

High-Pressure Gas Tank into the airlock. 

Materials International Space Station 

Experiment 7 (MISSE-7) 

The Materials on International Space Station 

Experiment 7 (MISSE-7) is a test bed for 

advanced materials and electronics attached to 

the outside of the International Space 

Station (ISS). Results will provide a better 

understanding of the durability of advanced 

materials and electronics when they are 

exposed to vacuum, solar radiation, atomic 

oxygen, and extremes of heat and cold. These 

materials and electronics, including solar cells, 

coatings, thermal protection, optics, sensors, 

and computing elements, have the potential to 

increase the performance and useful life of the 

next generation of satellites and launch 

systems. 

MISSE-7 in a deployed configuration 

(shown during environmental testing). 
NOVEMBER 2009 PAYLOAD OVERVIEW 43

The samples are installed in experiment trays 

within two Passive Experiment Containers 

(PECs), which are opened on-orbit. Astronauts 

will install the PECs, 7A and 7B, to the MISSE-7 

support base during an EVA. Each PEC holds 

samples on both sides, with PEC 7A orientated 

zenith/nadir (space facing/Earth facing), and 

PEC 7B oriented ram/wake (forward/backward) 

relative to the ISS orbit. MISSE-7 also includes 

electronic experiments in boxes mounted 

directly to the MISSE-7 support base. 

PEC 7A installed on Orbiter Sidewall. 

MISSE-7 Support Base installed on ELC2. 

The MISSE program has a rich history of 

testing advanced materials on ISS. MISSE-1 

and 2 were delivered to ISS on STS-105 in 

August 2001 and returned on STS-114 in 

August 2005. MISSE-5 was deployed on 

STS-114 in July 2005 and returned on STS-115 in 

September 2006. MISSE-3 and 4 were delivered 

to ISS on STS-121 in July 2006 and returned 

on STS-118 in August 2007. MISSE-6A and 6B 

were delivered to the ISS on STS-123 in 

March 2008 and returned on STS-128 in 

September 2009. MISSE-7 is the latest and most 

advanced of the MISSE payloads, and will be 

the first to receive power directly from the ISS 

and use the ISS communication system to send 

commands and downlink real-time data. 
Trailing Umbilical System—Reel Assembly (TUS-RA) 

44 PAYLOAD OVERVIEW NOVEMBER 2009

The Mobile Transporter (MT) is a cart-like 

assembly that moves up and down rails along 

the ISS integrated truss. It provides mobility 

and the structural load path for the Canadian 

Mobile Base System (MBS) and the Canadian 

robotic arm (Space Station Robotic Manipulator 

System). The power and data to operate the 

MT and the video and data provided to (and 

from) the MBS/SSRMS, routes through a set of 

redundant cables that are part of the Trailing 

Umbilical System (TUS). The TUS Reel 

Assembly (TUS-RA) is basically a large spool 

much like a garden hose reel that pays out cable 

when the MT moves away and rolls it back up 

as the MT returns to the center of the truss. The 

TUS system was equipped with blade cutter 

devices (one for each cable) that can remotely 

sever the cable. However, due to anomalous 

behavior with this feature of the TUS system, 

this capability was removed on Flight ULF1.1 

(STS-121). 

The MT is used for assembly of large elements 

of the station. It must be latched down at 

various work sites before the robotic arm can 

operate. When the MT is latched down after 

translating, power is provided through the 

Umbilical Mechanism Assembly (UMA) system 

hardware to the SSRMS and several 

components on top of the MBS. At the 

worksites, the MT/MBS/SSRMS is much more 

structurally secure and the active half of the 

UMA on the MT mates with the passive half at 

the work site. NASA flight rules require both 

TUS cables to be intact before translating 

anything attached to the MT. 
NOVEMBER 2009 PAYLOAD OVERVIEW 45

The trailing umbilical system reel assembly is shown in the space station 

processing facility at KSC. 

The MBS is a base platform for the robotic arm. 

The platform rests atop the MT, which allows it 

to glide down rails on the station's trusses. 

When Canadarm2 is attached to the MBS, it 

has the ability to travel to work sites along the 

truss structure. The top speed of the Mobile 

Transporter is about 2.5 cm per second. 

The proper and complete name of the MBS is 

the “MRS Base System,” where MRS stands for 

“Mobile Remote Servicer,” It is made out of 

aluminum and is expected to last at 

least 15 years. Like Canadarm2, it was built 

by MacDonald Dettwiler and Associates 

Ltd. (MDA). 

The UMA (Active and Passive halves) and TUS 

subsystems (TUS RA, cable guide mechanisms 

and MT interface assemblies) was originally 

developed and built by the Huntington 

Beach (HB) division of Boeing (formerly 

McDonnell Douglas). Boeing HB also 

integrated the MT with TUS and UMA 

subsystems. Additionally, the MT and TUS 

Cables were subcontracted by Boeing HB to 

ASTRO, a subsidiary of Northrop Grumman 

and WL Gore Industries respectively. 

The TUS-RA weighs approximately 334 pounds 

and measures about 60 inches by 62 inches by 

28 inches. 
46 PAYLOAD OVERVIEW NOVEMBER 2009

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NOVEMBER 2009 RENDEZVOUS & DOCKING 47

RENDEZVOUS & DOCKING 

The above image depicts space shuttle Atlantis on final docking approach with the 

International Space Station. 

When Atlantis launches on the STS-129 mission, 

it will fly on a trajectory to chase the 

International Space Station. A series of engine 

firings during the first two days of the mission 

will bring the shuttle to a point about 

50,000 feet behind the station. Once there, 

Atlantis will start its final approach. About 

2.5 hours before docking, the shuttle’s jets will 

be fired during what is called the terminal 

initiation burn. The shuttle will cover the final 

miles to the station during the next orbit. 

As Atlantis moves closer to the station, its 

rendezvous radar system and trajectory control 

sensor will provide the crew with range and 

closing-rate data. Several small correction burns 

will place the shuttle about 1,000 feet below the 

station. 

Commander Charles O. Hobaugh, with help 

from Pilot Barry E. Wilmore and other crew 

members, will manually fly the shuttle for the 

remainder of the approach and docking. 
48 RENDEZVOUS & DOCKING NOVEMBER 2009

Hobaugh will stop Atlantis about 600 feet 

below the station. Once he determines there is 

proper lighting, he will maneuver the shuttle 

through a nine-minute back flip called the 

Rendezvous Pitch Maneuver. During this 

maneuver, station crew members Jeff Williams 

and Nicole Stott will use digital cameras with 

400mm and 800mm lenses to photograph 

Atlantis’s upper and bottom surfaces through 

windows of the Zvezda Service Module. The 

400mm lens provides up to three-inch 

resolution and the 800mm lens up to one-inch 

resolution. De Winne will use the 400mm and 

Williams will use the 800. 

The photography is one of several techniques 

used to inspect the shuttle’s thermal protection 

system for possible damage. Areas of special 

interest include the thermal protection tiles, the 

reinforced carbon-carbon of the nose and 

leading edges of the wings, landing gear doors, 

and the elevon cove. The photos will be 

downlinked through the station’s Ku-band 

communications system for analysis by systems 

engineers and mission managers. 

When Atlantis completes its back flip, it will be 

back where it started, with its payload bay 

facing the station. Hobaugh then will fly the 

shuttle through a quarter circle to a position 

about 400 feet directly in front of the station. 

From that point he will begin the final approach 

to docking to the Pressurized Mating Adapter 2 

at the forward end of the Harmony node. 

The shuttle crew members will operate laptop 

computers that process the navigational data, 

the laser range systems, and Atlantis’s docking 

mechanism. 

Using a video camera mounted in the center of 

the Orbiter Docking System, Hobaugh will line 

up the docking ports of the two spacecraft. If 

necessary, he will pause the shuttle 30 feet from 

the station to ensure proper alignment of the 

docking mechanisms. He will maintain the 

shuttle’s speed relative to the station at about 

one-tenth of a foot per second, while both 

Atlantis and the station are moving at about 

17,500 mph. Hobaugh will keep the docking 

mechanisms aligned to a tolerance of three 

inches. 

When Atlantis makes contact with the station, 

preliminary latches will automatically attach 

the two spacecraft. The shuttle’s steering jets 

will be deactivated to reduce the forces acting 

at the docking interface. Shock absorber springs 

in the docking mechanism will dampen any 

relative motion between the shuttle and station. 

Once motion between the shuttle and the 

station has been stopped, the docking ring will 

be retracted to close a final set of latches 

between the two vehicles. 

UNDOCKING, SEPARATION, AND 

DEPARTURE 

At undocking time, the hooks and latches will 

be opened and springs will push the shuttle 

away from the station. Atlantis’s steering jets 

will be shut off to avoid any inadvertent firings 

during the initial separation. 

Once the shuttle is about two feet from the 

station and the docking devices are clear of one 

another, Wilmore will turn the steering jets 

back on and will manually control Atlantis 

within a tight corridor as the shuttle separates 

from the station. 

Atlantis will move to a distance of about 

450 feet, where Wilmore will begin to fly 

around the station. Wilmore will circle the 
7 

NOVEMBER 2009 RENDEZVOUS & DOCKING 49

Backdropped by the blackness of space, the International Space Station is seen from space shuttle 

Atlantis as the two spacecraft begin their relative separation. 

shuttle around the station at a distance 

of 600 - 700 feet. This will only be done if 

propellant margins and mission timeline 

activities permit. 

Once the shuttle completes 1.5 revolutions of 

the complex, Wilmore will fire Atlantis’s jets to 

leave the area. The shuttle will begin to increase 

its distance from the station with each trip 

around the earth while ground teams analyze 

data from the late inspection of the shuttle’s 

heat shield. However, the distance will be close 

enough to allow the shuttle to return to the 

station in the unlikely event that the heat shield 

is damaged, preventing the shuttle’s safe 

re-entry. 
50 RENDEZVOUS & DOCKING NOVEMBER 2009

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NOVEMBER 2009 SPACEWALKS 51

SPACEWALKS 

Astronaut Mike Foreman, STS-123 mission specialist, helps to tie down the Orbiter Boom Sensor 

System on the International Space Station's S1 truss during EVA 5 on March 22, 2008. The structure 

at the end of the boom is a transmission device for laser imagery from the laser devices used for 

scanning the thermal protection system. 

There are three spacewalks scheduled for the 

STS-129 mission. 

Mission Specialists Mike Foreman, Robert L. 

Satcher Jr., and Randy Bresnik will spend a 

combined total of 19.5 hours outside the station 

on flight days 4, 6, and 8. Foreman, the lead 

spacewalker for the mission, will suit up for the 

first and second spacewalks in a spacesuit 

marked with solid red stripes. He is a veteran 

spacewalker with three extravehicular 

activities, or EVAs, performed during the 

STS-123 mission in 2008. 

Both Satcher and Bresnik will be performing 

their first spacewalks. Satcher will 

participating in the first and third spacewalks, 

wearing an all-white spacesuit. Bresnik will go 

outside the station for the second and third and 

wear a spacesuit with broken red stripes. 
On each EVA day, the spacewalker left inside 

the station will act as the intravehicular officer, 

or spacewalk choreographer. The first and 

third spacewalks will also require astronauts 

inside the station to be at the controls of the 

station’s 58-foot-long robotic arm to carry and 

maneuver equipment and spacewalkers. 

Preparations will start the night before each 

spacewalk, when the astronauts spend time in 

the station’s Quest Airlock. This practice is 

called the campout prebreathe protocol and is 

used to purge nitrogen from the spacewalkers’ 

systems and prevent decompression sickness, 

also known as “the bends.” 

During the campout, the two astronauts 

performing the spacewalk will isolate 

52 SPACEWALKS NOVEMBER 2009

themselves inside the airlock while the air 

pressure is lowered to 10.2 pounds per square 

inch, or psi. The station is kept at the near-sealevel pressure of 14.7 psi. The morning of the 

spacewalk, the astronauts will wear oxygen 

masks while the airlock’s pressure is raised 

back to 14.7 psi for an hour and the hatch 

between the airlock and the rest of the station is 

opened. That allows the spacewalkers to 

perform their morning routines before 

returning to the airlock, where the air pressure 

is lowered again. Approximately 50 minutes 

after the spacewalkers don their spacesuits, the 

prebreathe protocol will be complete. 

The procedure enables spacewalks to begin 

earlier in the crew’s day than was possible 

before the protocol was adopted. 
NOVEMBER 2009 SPACEWALKS 53

EVA-1 

Duration: 6 hours, 30 minutes

EVA Crew: Foreman and Satcher

IV CREW: Bresnik

Robotic Arm Operators: Charles O. Hobaugh, 

Leland Melvin, and Barry E. Wilmore 

EVA Operations: 

• Install spare S-band antenna structural 

assembly 

• Install redundant space-to-ground antenna 

cabling 

• Remove Unity node handrail and replace 

with ammonia line routing bracket 

• Lubricate Payload Orbital Replacement 

Unit Accommodation and Japanese robotic 

arm 

• Reposition local area network cable on 

Zarya 

• Troubleshoot S0 panel 

Most of the spare parts brought up by space 

shuttle Atlantis will be installed onto the space 

station’s truss robotically, but a few will need 

spacewalker intervention. The first of those to 

be installed on the station will be the spare 

S-band antenna structural assembly. Foreman 

and Satcher will begin the first spacewalk of the 

mission by moving it from the space shuttle’s 
54 SPACEWALKS NOVEMBER 2009

cargo bay to the Z1 segment of the station’s 

truss system. 

For the transfer, Satcher will be doing the heavy 

lifting, with the help of the station’s robotic 

arm. He’ll climb onto the robotic arm from the 

S1 segment of the station’s truss, then have 

Hobaugh “drive” him to the shuttle’s cargo 

bay. There Foreman will be working to remove 

the assembly from its launch position by 

releasing four launch restraints, loosening two 

bolts and removing two caps from the 

antenna’s connections. He’ll then help Satcher 

lift it out of the cargo bay to begin the journey 

to the station’s truss. 

Before meeting Satcher at the Z1 truss, Foreman 

will retrieve a bundle of cables for another of 

the station’s antennas and two ingress aids 

from a toolbox in the cargo bay. He’ll install 

one of the ingress aids on a workstation 

interface at the airlock and stow the other 

inside the starboard crew and equipment 

translation aid – or CETA – cart. Then he will 

continue the installation of the antenna 

assembly by connecting its two cables to the Z1 

truss segment and driving two bolts. 

The two spacewalkers will split up for the rest 

of the spacewalk. Foreman will install a set of 

cables for the station’s future space-to-ground 

antenna and secure its path along the Destiny 

laboratory with wire ties. He’ll also remove a 

handrail on the Unity node and replace it with 

a bracket that will be used to route an ammonia 

cable required for the coming Tranquility Node. 

Removing the handrail will require Foreman to 

unscrew two bolts, and he’ll drive two bolts to 

secure the new bracket. 

Foreman’s final tasks on the spacewalk will be 

repositioning a cable connector on the Unity 

node by wire-tying it into place and, at the 

same location, removing adjustable equipment 

tethers from an micrometeoroid orbital debris 

shield and securing it with wire ties. He also 

will be troubleshooting the connection of a 

cable on an S0 panel. The previous flight, 

STS-128, had difficulty connecting this cable, 

which is needed for the activation of the 

Tranquility Node. Foreman will troubleshoot 

the connector and use an adaptor to mate the 

cable to the backside of the S0 panel. 

Meanwhile, Satcher will work with two of the 

station’s robotics tools. He’ll start at the mobile 

base system that allows the robotic arm to 

move along the truss system. The base, which 

is similar to a railroad cart for the robotic arm, 

includes a tool used to attach equipment and 

spares to the base that is similar to the robotic 

arm’s latching end effector. Like the latching 

end effector, the wires that allow the tool to 

grip the equipment and spares needs to be 

lubricated. Satcher will use a modified grease 

gun to add lubrication to those wires and the 

bearings they’re attached to. He’ll then do the 

same to the latching end effector of the 

Japanese robotic arm. The end effectors of the 

shuttle’s larger robotic arm, which Satcher will 

be riding, were lubricated in spacewalks earlier 

this year. 
NOVEMBER 2009 SPACEWALKS 55

EVA-2 

Duration: 6 hours, 30 minutes

EVA Crew: Foreman and Bresnik

IV Crew: Satcher

Robotic Arm Operator: None

EVA Operations 

• Install Grappling Adaptor To On-Orbit 

Railing (GATOR) assembly 

• Relocate floating potential measurement 

unit 

• Set up S3 nadir/outboard cargo attachment 

system 

• Install wireless video system external 

transceiver assembly 

Foreman and Bresnik will spend the entire 

second spacewalk working together. They’ll 

start by installing a GATOR assembly on the 

Columbus module. GATOR is part of a project 

to demonstrate two different types of 

Automatic Identification System receivers, 

which is an existing system that’s currently 

used by ships and United States Coast Guard’s 

Vessel Traffic Services to exchange data such as 

identification of the ships, their purpose, course 
56 SPACEWALKS NOVEMBER 2009

and speed. The assembly also includes an 

antenna used for HAM radio. 

The GATOR assembly includes two antennas, a 

cable harness and two clamps. To install it, 

Foreman and Bresnik will retrieve the assembly 

from a tool box in the shuttle’s cargo bay and 

carry it to Columbus. Foreman will connect the 

assembly to its power source and wire tie its 

cables into place, while Bresnik extends the 

antennas and then installs them on the 

appropriate handrails. The antennas will be 

secured with two bolts apiece. 

The next tasks on the spacewalkers’ agenda will 

be the relocation of the station’s floating 

potential measurement unit, a tool that 

measures the affect the station’s solar arrays 

have on arcing hazards and verifies that the 

controls that prevent arcing hazards are 

working. The hardware is being moved from 

the innermost starboard truss segment to the 

innermost port segment. Three connections 

will have to be disconnected from the S1 truss 

segment and reconnected to the P1, and one 

bolt will hold the hardware in place. 

Foreman and Bresnik will then move to the 

S3 segment of the truss, where they’ll be setting 

up the first of two cargo attachment systems the 

spacewalkers are scheduled to work on during 

the mission. 

This task was originally scheduled to be 

completed on previous missions, but for 

various reasons was delayed. The STS-127 

spacewalkers completed the deployment of a 

similar cargo attachment system on the P3 truss 

segment, but had to leave the set up two 

S3 systems for this mission. And on STS-119 a 

jammed detent pin on the first of the systems 

prevented them from doing deploying the 

P3 system. A special tool was built to 

assist with the deployment. The STS-127 

spacewalkers were successful in clearing the 

jam. Foreman and Bresnik will have the same 

tool on hand for use, if needed; however, the 

STS-128 spacewalkers were able to deploy a 

similar cargo attachment system without any 

issues. 

The system, which will allow future missions to 

store spare parts, like those that Atlantis 

delivered to the station during this mission, on 

the station’s truss segment for future use. To 

set it up, the spacewalkers will first remove two 

truss braces blocking access to the system. That 

will allow them to swing the system out, 

replace the braces, and attach the system to the 

outside of the truss. 

In the final task of the spacewalk, Foreman and 

Bresnik will be installing a wireless video 

system external transceiver assembly, or 

WETA, on the same segment. WETAs support 

the transmission of video from spacewalkers’ 

helmet cameras. To do so, Foreman will 

remove a dummy box currently in the location, 

and then attach the WETA to a stanchion. 

Bresnik will connect three cables to the 

assembly. 
NOVEMBER 2009 SPACEWALKS 57

EVA-3 

Duration: 6 hours, 30 minutes

EVA Crew: Satcher and Bresnik

IV Crew: Foreman

Robotic Arm Operator: Melvin and Wilmore 

EVA Operations 

• Transfer high pressure gas tank 

• Install Materials International Space Station 

Experiment 7 

• Set up S3 zenith/inboard cargo attachment 

system 

The final spacewalk of the STS-129 mission will 

start with a task that will make future 

spacewalks possible. 

Satcher will begin by moving the high pressure 

gas tank delivered by space shuttle Atlantis, 

from the external logistics carrier that it arrived 

on to the Quest airlock, where it will someday 

be used to pressurize and depressurize the 

airlock for spacewalks and to supplement the 

space station’s atmosphere if needed. He’ll 

prepare the airlock for its arrival by closing a 

valve on one of its current high pressure gas 

tanks, and then move to the logistics carrier on 

the S3 segment of the truss to pick up the new 
58 SPACEWALKS NOVEMBER 2009

tank. He’ll unlock the two handles holding it in 

place to remove it and, with the help of Bresnik, 

hand it off to the station’s robotic arm to carry it 

to the airlock. 

While it’s on the move, Satcher will make his 

way back to the airlock to remove two 

micrometeoroid orbital debris shields and store 

them out of the way. When the tank arrives at 

the airlock, both Satcher and Bresnik will climb 

into foot restraints to be able to take the tank 

back from the robotic arm. Then the two will 

move it into place, and Bresnik will rotate the 

handles into their locked position. While 

Satcher puts away his foot restraint, Bresnik 

will finish installing the tank by removing some 

insulation and connect its gas line to the airlock. 

He’ll open the tank’s valve to check its 

connection but close it again before he leaves 

the site in order to perform a leak check of the 

tank. 

When Bresnik is not doing his part with the 

high pressure gas tank relocation, he’ll be 

installing the seventh Materials International 

Space Station Experiment, or MISSE 7. He’ll 

retrieve it from the shuttle’s cargo bay at the 

beginning of the spacewalk and carry it with 

him to the express logistics carrier, so that he 

can assist with the retrieval of the high pressure 

gas tank. Then, while Satcher and the tank are 

making their way to the airlock, Bresnik will 

stay behind and install the experiment on the 

logistics carrier by connecting two cables. He’ll 

also deploy the experiment by opening the two 

canisters its contained in. 

The final task of the STS-129 spacewalks will be 

to deploy another cargo attachment system on 

the S3 truss segment, this time on the zenith, 

inboard side of the segment. The steps 

involved will be very similar to those of the 

cargo attachment system set up on the second 

spacewalk. 
NOVEMBER 2009 EXPERIMENTS 59

EXPERIMENTS 

The space shuttle and International Space 

Station have an integrated research program 

that optimizes the use of shuttle crew members 

and long-duration space station crew members 

to address research questions in a variety of 

disciplines. 

For information on science on the station, visit: 

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

science/index.html

or 

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

science/experiments/

Detailed information is located at: 

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

science/experiments/Expedition.html

DETAILED TEST OBJECTIVES AND 

DETAILED SUPPLEMENTARY 

OBJECTIVES 

Detailed Test Objectives (DTOs) are aimed at 

testing, evaluating or documenting systems or 

hardware or proposed improvements to 

hardware, systems and operations. Many of 

the DTOs on this mission are to provide 

additional information for engineers working 

for the Constellation Program as they develop 

requirements for the rocket and crew module 

that will return humans to the moon. 

DTO 696 Grab Sample Container (GSC) 

Redesign for Shuttle 

Successfully sustaining life in space requires 

closely monitoring the environment to ensure 

the health and performance of the crew. 

Astronauts can be more sensitive to air 

pollutants because of the closed environment, 

and the health effects of pollutants are 

magnified in space exploration because the 

astronauts’ exposure is continuous. One 

hazard is the off-gassing of vapors from plastics 

and other inorganic materials aboard the 

vehicle. 

To monitor air contaminant levels, crew 

members use devices called grab sample 

containers. The containers to be flown on this 

mission have been redesigned so they minimize 

overall size and volume. Three of the new 

GSCs will fit into the packing volume 

previously needed for one GSC. The smaller 

GSCs will also be used on the space station and 

evaluated during this mission. 

DTO 900 Solid Rocket Booster Thrust 

Oscillation 

This is the last planned flight the Space Shuttle 

Program is gathering data to gain a greater 

understanding of the pressure oscillation, or 

periodic variation, phenomena that regularly 

occurs within solid rocket motors. The pressure 

oscillation that is observed in solid rocket 

motors is similar to the hum made when 

blowing into a bottle. At 1.5 psi, or pounds per 

square inch, a pressure wave will move up and 

down the motor from the front to the rear, 

generating acoustic noise as well as physical 

loads in the structure. 

These data are necessary to help propulsion 

engineers confirm modeling techniques of 

pressure oscillations and the loads they create. 

As NASA engineers develop alternate 

propulsion designs for use in NASA, they will 
60 EXPERIMENTS NOVEMBER 2009

Intelligent Pressure Transducer 

take advantage of current designs from which 

they can learn and measure. In an effort to 

obtain data to correlate pressure oscillation 

with the loads it can generate, the shuttle 

program is using two data systems to gather 

detailed information. Both systems are located 

on the top of the solid rocket motors inside the 

forward skirt. 

To date, the IPT and EDAS have operated 

successfully and provided data that will be 

used by propulsion system designers and 

engineers. 

The Intelligent Pressure Transducer, or IPT, is 

a standalone pressure transducer with an 

internal data acquisition system that will record 

pressure data to an internal memory chip. The 

data will be downloaded to a computer after 

the booster has been recovered and returned to 

the Solid Rocket Booster Assembly and 

Refurbishment Facility at NASA’s Kennedy 

Space Center, Fla. This system has been used 

on numerous full scale static test motors in 

Utah and will provide engineers with a 

common base to compare flight data to ground 

test data. 

The Enhanced Data Acquisition System, or 

EDAS, is a data acquisition system that will 

record pressure data from one of the Reusable 

Solid Rocket Booster Operational Pressure 

Transducers, or OPT, and from accelerometers 

and strain gages placed on the forward skirt 

walls. These data will provide engineers with 

time synchronized data that will allow them to 

determine the accelerations and loads that are 

transferred through the structure due to the 

pressure oscillation forces. 
Detailed Supplementary Objectives (DSOs) are 

space and life science investigations. Their 

purpose is to determine the extent of 

physiological deconditioning resulting from 

spaceflight, to test countermeasures to those 

changes and to characterize the space 

environment relative to crew health. 

DSO 640 Physiological Factors 

Astronauts experience alterations in multiple 

physiological systems due to exposure to the 

microgravity conditions of spaceflight. These 

physiological changes include sensorimotor 

disturbances, cardiovascular deconditioning, 

and loss of muscle mass and strength. These 

changes may lead to a disruption in the ability 

to walk and perform functional tasks during 

the initial reintroduction to gravity following 

prolonged spaceflight and may cause 

significant impairments in performance of 

operational tasks immediately following 

landing. 

NOVEMBER 2009 EXPERIMENTS 61

The objective of this study is to identify the key 

underlying physiological factors that contribute 

to changes in performance of a set of functional 

tasks that are representative of critical mission 

tasks for lunar and Mars operations. 

Astronauts will be tested on an integrated 

suite of functional and interdisciplinary 

physiological tests before and after short and 

long-duration spaceflight. Using this strategy, 

the investigators will be able to: 

1. Identify critical mission tasks that may be 

impacted by alterations in physiological 

responses 

2. Map physiological changes to alterations in 

functional performance 

3. Design and implement countermeasures 

that specifically target the physiological 

systems responsible for impaired functional 

performance. 

For additional information, follow these link: 

https://rlsda.jsc.nasa.gov/scripts/experiment/exper.cfm?exp_index=1448

https://rlsda.jsc.nasa.gov/docs/research/research_detail.cfm?experiment_type_code=35&researchtype= 
62 EXPERIMENTS NOVEMBER 2009

EXPERIMENTS 

The STS-129/ULF-3 mission continues the 

transition from a focus on International Space 

Station assembly of continuous scientific 

research in the fall of 2010. 

Nearly 150 operating experiments in human 

research; biological and physical sciences; 

technology development; Earth observation, 

and educational activities will be conducted 

aboard the station, including several 

pathfinder investigations under the auspices of 

the station’s new role as a U.S. National 

Laboratory. 

In the past, assembly and maintenance 

activities have dominated the available time for 

crew work. But as completion of the orbiting 

laboratory nears, additional facilities and the 

crewmembers to operate them will enable a 

measured increase in time devoted to research 

as a national and multi-national laboratory. 

Among the new NLP investigations are the 

latest experiments in the NLP-Vaccine series, 

which will follow up on recent discoveries 

about how the infectious nature of some germs 

can be controlled. The NLP Vaccine research is 

aimed at developing vaccines against microbial 

pathogens, with results already obtained 

targeting Salmonella bacteria that cause 

diarrhea. 

Also, two major additions to the research 

facilities aboard the station – the Materials 

Science Research Rack-1 and the Fluids 

Integrated Rack – were delivered by 

Discovery’s crew on the recent STS-128 shuttle 

mission. Those facilities have been installed 

and checked out inside the station and will be 

used by the Expedition 21 and 22 crews to 

expand the station’s research potential. 

Outside the station, the new Materials 

International Space Station Experiment, 

MISSE 7, will be installed by the STS-129 crew 

of Atlantis in December. MISSE 7 will test 

space suit materials for use on the lunar 

surface and materials for the new solar arrays 

being designed for NASA’s Orion spacecraft, 

evaluating how well they withstand the effects 

of atomic oxygen, ultraviolet, direct sunlight, 

radiation, and extremes of heat and cold. 

Short-Duration Research To Be 

Completed During STS-129/ULF-3 

Human Research and Countermeasure 

Development for Exploration 

Validation of Procedures for Monitoring Crew 

Member Immune Function – Short Duration 

Biological Investigation (Integrated ImmuneSDBI) assesses the clinical risks resulting from 

the adverse effects of space flight on the human 

immune system and will validate a flightcompatible immune monitoring strategy. 

Immune system changes will be monitored by 

collecting and analyzing blood, urine and saliva 

samples from crewmembers before, during and 

after space flight. (NASA) 

National Lab Pathfinder-Cells-2 (NLP-Cells-2) 

experiment assesses the effects of space flight 

on the virulence and gene expression of specific 

virulence factors of S. pneumonia. (NASA) 

National Lab Pathfinder – Vaccine – 6 

(NLP-Vaccine-6) is part of a suite of 

investigations serving as a pathfinder for 

the use of the International Space Station as 

a National Laboratory after ISS assembly is 

complete. It contains several different 

pathogenic (disease causing) organisms. This 

research is investigating the use of space 

flight to develop potential vaccines for the 
NOVEMBER 2009 EXPERIMENTS 63

prevention of different infections caused by 

these pathogens on Earth and in microgravity. 

(NASA) 

Sleep-Wake Actigraphy and Light Exposure 

during Spaceflight – Short (Sleep-Short)

examines the effects of spaceflight on the 

sleep-wake cycles of the astronauts during 

shuttle missions. Advancing state-of-the-art 

technology for monitoring, diagnosing and 

assessing treatment of sleep patterns is vital to 

treating insomnia on Earth and in space. 

(NASA) 

Spinal Elongation and its Effects on Seated 

Height in a Microgravity Environment (Spinal 

Elongation) study provides quantitative data as 

to the amount of change that occurs in the 

seated height due to spinal elongation in 

microgravity. (NASA) 

Technology Development 

Maui Analysis of Upper Atmospheric 

Injections (MAUI) observes the Space Shuttle 

engine exhaust plumes from the Maui Space 

Surveillance Site in Hawaii. As the Shuttle flies 

over the Maui site, a telescope and all-sky 

imagers capture images and data when the 

Shuttle engines fire at night or twilight. The 

data collected is analyzed in order to determine 

the interaction between the spacecraft exhaust 

plume and the upper atmosphere. (NASA) 

Ram Burn Observations – 2 (RAMBO-2) is an 

experiment in which the Department of 

Defense uses a satellite to observe space shuttle 

orbital maneuvering system engine burns. Its 

purpose is to improve plume models, which 

predict the direction the plume, or rising 

column of exhaust, will move as the 

shuttle maneuvers on orbit. Understanding 

the direction in which the spacecraft engine 

plume, or exhaust flows could be significant to 

the safe arrival and departure of spacecraft on 

current and future exploration missions. 

(NASA) 

Shuttle Exhaust Ion Turbulence Experiments 

(SEITE) uses space-based sensors to detect the 

ionospheric turbulence inferred from the radar 

observation from a previous Space Shuttle 

Orbital Maneuvering System (OMS) burn 

experiment using ground-based radar. (NASA) 

The Shuttle Ionoshperic Modification with 

Pulsed Localized Exhaust Experiments 

(SIMPLEX) investigates plasma turbulence 

driven by rocket exhaust in the ionosphere 

using ground-based radars. (NASA) 

New Experiments and Facilities 

Delivered by STS-129/ULF-3 

EXPERIMENTS 

Human Research and Countermeasure 

Development for Exploration 

Biomedical analyses of human hair exposed a 

long-term space flight (Hair) will study the 

effects of long-term exposure to the space 

environment on gene expression and mineral 

metabolism in human hair. Human hair is 

one of the most suitable biological specimens 

for a space experiment since there are no special 

requirements for handling or for use of 

hardware. Hair matrix cells actively divide 

in a hair follicle while these cell divisions 

sensitively reflect physical conditions. The hair 

shaft records the information of the astronauts’ 

metabolic conditions. These samples give us 

useful physiological information to examine the 

effects of spaceflight on astronauts participating 

in long-duration spaceflight missions. In the 
64 EXPERIMENTS NOVEMBER 2009

experiment, two different analyses will be 

performed using the ISS crew members’ hair: 

1. Nucleic Acids (RNA and mitochondrial 

DNA) and proteins in the hair root. 

2. Minerals in the hair shaft. (JAXA) 

Health Consequences of Long-Duration Flight 

(Vascular) is an integrated approach to gain 

knowledge concerning the mechanisms 

responsible for changes that will occur in 

vascular structure with long-duration space 

flight and to link this with their functional and 

health consequences. (CSA) 

Physical and Biological Sciences in 

Microgravity 

RNA interference and protein phosphorylation in space environment using the 

nematode Caenorhabditis elegans (CERISE) is 

an experiment that addresses two scientific 

objectives. The first is to evaluate the effect of 

microgravity on ribonucleic acid (RNA) 

interference. The second is to study how the 

space environment effects protein 

phosphorylation (addition of a phosphate 

molecule) and signal transduction in the muscle 

fibers of gene knock-downed Caenorhabditis 

elegans. 

Cambium is one in a pair of investigations 

which utilizes the Advanced Biological 

Research System (ABRS). Cambium seeks 

definitive evidence that gravity has a direct 

effect on cambial cells (cells located under the 

inner bark where secondary growth occurs) in 

willow, Salix babylonica. (CSA) 

Transgenic Arabidopsis Gene Expression 

System (TAGES) is one in a pair of 

investigations that use the Advanced Biological 

Research System facility (ABRS). TAGES uses 

Arabidopsis thaliana, thale cress, with sensor 

promoter-reporter gene constructs that render 

the plants as biomonitors (an organism used to 

determine the quality of the surrounding 

environment) of their environment using realtime nondestructive Green Fluorescent Protein 

imagery and traditional postflight analyses. 

(NASA) 

Observing the Earth and Educational 

Activities 

Commercial Generic Bioprocessing Apparatus 

Science Insert – 03 (CSI-03) is the third set of 

investigations in the CSI program series. The 

CSI program provides the K-12 community 

opportunities to utilize the unique microgravity 

environment of the International Space Station 

as part of the regular classroom to encourage 

learning and interest in science, technology, 

engineering and math. CSI-03 will examine the 

complete life cycle of the Painted Lady and 

Monarch butterflies. (NASA) 

Technology Development for Exploration 

Automatic Identification System/Grappling 

Adaptor to On-Orbit Railing (AIS/GATOR) 

aims to demonstrate the space-based capability 

of identification of maritime vessels using 

the Automatic Identification System (AIS). The 

Grappling Adaptor to On-Orbit Railing 

(GATOR) demonstrates the on-orbit capability 

of simple hardware designed to attach small 

passive equipment/payloads externally to the 

ISS Extravehicular handrails. (ESA) 

Materials International Space Station 

Experiment – 7 (MISSE-7) is a test bed for 

materials and coatings attached to the outside 

of the International Space Station (ISS) being 

evaluated for the effects of atomic oxygen, 
NOVEMBER 2009 EXPERIMENTS 65

ultraviolet, direct sunlight, radiation, and 

extremes of heat and cold. This experiment 

allows the development and testing of new 

materials to better withstand the rigors of space 

environments. Results will provide a better 

understanding of the durability of various 

materials when they are exposed to the space 

environment with applications in the design of 

future spacecraft. 

FACILITIES 

The Advanced Biological Research System 

(ABRS) is a single locker system with two 

growth chambers that is compatible with both 

the Space Shuttle and the ISS. Each growth 

chamber is a closed system capable of 

independently controlling temperature, 

illumination, and atmospheric composition to 

grow a variety of biological organisms. 

ISS Research Samples Returned on 

STS-129/ULF-3 

Human Research and Countermeasure 

Development for Exploration 

Bisphosphonates as a Countermeasure to 

Space Flight Induced Bone Loss 

(Bisphosphonates) determines whether 

antiresorptive agents (help reduce bone loss), in 

conjunction with the routine inflight exercise 

program, will protect ISS crewmembers from 

the regional decreases in bone mineral density 

documented on previous ISS missions. (NASA) 

Long Term Microgravity: A Model for 

Investigating Mechanisms of Heart Disease 

with New Portable Equipment (Card) is an 

experiment that studies blood pressure 

decreases when the human body is exposed to 

microgravity. In order to increase the blood 

pressure to the level it was on Earth, salt is 

added to the crewmembers’ diet. To monitor 

this, blood pressure readings and urine samples 

are performed at different intervals during the 

mission. (ESA) 

Validation of Procedures for Monitoring Crew 

Member Immune Function (Integrated 

Immune) assesses the clinical risks resulting 

from the adverse effects of space flight on the 

human immune system and will validate a 

flight-compatible immune monitoring strategy. 

Researchers collect and analyze blood, urine 

and saliva samples from crewmembers before, 

during and after space flight to monitor 

changes in the immune system. Changes in the 

immune system are monitored by collecting 

and analyzing blood and saliva samples from 

crewmembers during flight and blood, urine, 

and saliva samples before and after space flight. 

(NASA) 

Nutritional Status Assessment (Nutrition) is 

the most comprehensive inflight study done by 

NASA to date of human physiologic changes 

during long-duration space flight; this includes 

measures of bone metabolism, oxidative 

damage, nutritional assessments, and hormonal 

changes. This study will impact both the 

definition of nutritional requirements and 

development of food systems for future space 

exploration missions to the Moon and Mars. 

This experiment will also help to understand 

the impact of countermeasures (exercise and 

pharmaceuticals) on nutritional status and 

nutrient requirements for astronauts. (NASA) 

The National Aeronautics and Space 

Administration Biological Specimen 

Repository (Repository) is a storage bank that 

is used to maintain biological specimens 

over extended periods of time and under 

well-controlled conditions. Biological samples 
66 EXPERIMENTS NOVEMBER 2009

from the International Space Station (ISS), 

including blood and urine, will be collected, 

processed and archived during the preflight, 

inflight and postflight phases of ISS missions. 

This investigation has been developed to 

archive biosamples for use as a resource for 

future space flight related research. (NASA) 

SOdium LOading in Microgravity (SOLO) is a 

continuation of extensive research into the 

mechanisms of fluid and salt retention in the 

body during bed rest and spaceflights. It 

is a metabolically-controlled study. During 

long-term space missions astronauts will 

participate in two study phases, 5 days each. 

Subjects follow a diet of constant either low or 

normal sodium intake, fairly high fluid 

consumption and isocaloric nutrition. (ESA) 

Comprehensive Characterization of Microorganisms and Allergens in Spacecraft 

(SWAB) will use advanced molecular 

techniques to comprehensively evaluate 

microbes on board the space station, including 

pathogens (organisms that may cause disease). 

It also will track changes in the microbial 

community as spacecraft visit the station and 

new station modules are added. This study 

will allow an assessment of the risk of microbes 

to the crew and the spacecraft. (NASA) 

Physical and Biological Sciences in 

Microgravity 

Dose Distribution Inside ISS – Dosimetry for 

Biological Experiments in Space (DOSISDOBIES) consists of two investigations. The 

DOSIS portion of the experiment will provide 

documentation of the actual nature and 

distribution of the radiation field inside the 

spacecraft. Integral measurements of energy, 

charge and LET spectra of the heavy ion 

component will be done by the use of different 

nuclear track detectors. The objective of 

DOBIES is to develop a standard dosimetric 

method (as a combination of different 

techniques) to measure the absorbed doses and 

equivalent doses in biological samples. (ESA) 

Chaos, Turbulence and its Transition Process 

in Marangoni Convection (Marangoni) is a 

surface-tension-driven flow experiment. A 

liquid bridge of silicone oil (5 or 10 cSt) is 

formed into a pair of disks. Convection is 

induced by imposing the temperature 

difference between disks. We observe the flow 

and temperature fields in each stage and 

investigate the transition conditions and 

processes precisely. (JAXA) 

Mice Drawer System (MDS) is an Italian Space 

Agency investigation that uses a validated 

mouse model to investigate the genetic 

mechanisms underlying bone mass loss in 

microgravity. Research conducted with the 

MDS is an analog to the human research 

program, which has the objective to extend 

the human presence safely beyond low Earth 

orbit. (ASI/NASA) 

Materials Science Laboratory – Columnar-toEquiaxed Transition in Solidification 

Processing and Microstructure Formation in 

Casting of Technical Alloys under Diffusive 

and Magnetically Controlled Convective 

Conditions (MSL-CETSOL and MICAST) are 

two investigations that support research 

into metallurgical solidification, semiconductor 

crystal growth (Bridgman and zone 

melting), and measurement of thermo-physical 

properties of materials. This is a cooperative 

investigation with the European Space Agency 

(ESA) and National Aeronautics and Space 

Administration (NASA) for accommodation 
NOVEMBER 2009 EXPERIMENTS 67

and operation aboard the International Space 

Station (ISS). (ESA/NASA) 

Integrated Assessment of Long-term Cosmic 

Radiation Through Biological Responses of 

the Silkworm, Bombyx mori, in Space 

(RadSilk) examines the effects of radiation 

exposure in microgravity on silkworms. 

(JAXA) 

Validating Vegetable Production Unit (VPU) 

Plants, Protocols, Procedures and 

Requirements (P3R) Using Currently Existing 

Flight Resources (Lada-VPU-P3R) is a study to 

advance the technology required for plant 

growth in microgravity and to research 

related food safety issues. Lada-VPU-P3R also 

investigates the non-nutritional value to the 

flight crew of developing plants on-orbit. The 

Lada-VPU-P3R uses the Lada hardware on the 

ISS and falls under a cooperative agreement 

between National Aeronautics and Space 

Administration (NASA) and the Russian 

Federal Space Agency (FSA). (NASA/FSA) 

Additional Station Research from Now 

Until the End of Expedition 21/22 

Human Research and Countermeasure 

Development for Exploration 

Cardiovascular and Cerebrovascular Control 

on Return from ISS (CCISS) will study the 

effects of long-duration space flight on 

crewmembers’ heart functions and their blood 

vessels that supply the brain. Learning more 

about the cardiovascular and cerebrovascular 

systems could lead to specific countermeasures 

that might better protect future space travelers. 

This experiment is collaborative effort with the 

Canadian Space Agency. (NASA/CSA) 

Sleep-Wake Actigraphy and Light 

Exposure During Spaceflight-Long (SleepLong) examines the effects of space flight and 

ambient light exposure on the sleep-wake 

cycles of the crewmembers during longduration stays on the space station. (NASA) 

Nutritional Status Assessment (Nutrition) is 

the most comprehensive inflight study done by 

NASA to date of human physiologic changes 

during long-duration space flight; this includes 

measures of bone metabolism, oxidative 

damage, nutritional assessments, and hormonal 

changes. This study will impact both the 

definition of nutritional requirements and 

development of food systems for future space 

exploration missions to the Moon and Mars. 

This experiment will also help to understand 

the impact of countermeasures (exercise and 

pharmaceuticals) on nutritional status and 

nutrient requirements for astronauts. (NASA) 

The National Aeronautics and Space 

Administration Biological Specimen 

Repository (Repository) is a storage bank 

that is used to maintain biological specimens 

over extended periods of time and under 

well-controlled conditions. Biological samples 

from the International Space Station (ISS), 

including blood and urine, will be collected, 

processed and archived during the preflight, 

inflight and postflight phases of ISS missions. 

This investigation has been developed to 

archive biosamples for use as a resource for 

future space flight related research. (NASA) 

Validation of Procedures for Monitoring Crew 

Member Immune Function (Integrated 

Immune) assesses the clinical risks resulting 

from the adverse effects of space flight on the 

human immune system and will validate a 

flight-compatible immune monitoring strategy. 
Researchers collect and analyze blood, urine 

and saliva samples from crewmembers before, 

during and after space flight to monitor 

changes in the immune system. Changes in the 

immune system are monitored by collecting 

and analyzing blood and saliva samples from 

crewmembers during flight and blood, urine, 

and saliva samples before and after space flight. 

(NASA) 

Cardiac Atrophy and Diastolic Dysfunction 

During and After Long Duration Spaceflight: 

Functional Consequences for Orthostatic 

Intolerance, Exercise Capability and 

Risk for Cardiac Arrhythmias (Integrated 

Cardiovascular) will quantify the extent, time 

course and clinical significance of cardiac 

atrophy (decrease in the size of the heart 

muscle) associated with long-duration space 

flight. This experiment will also identify the 

mechanisms of this atrophy and the functional 

consequences for crewmembers that will spend 

extended periods of time in space. (NASA) 

Bisphosphonates as a Countermeasure to 

Space Flight Induced Bone Loss 

(Bisphosphonates) determines whether 

antiresorptive agents (help reduce bone loss), in 

conjunction with the routine inflight exercise 

program, will protect ISS crewmembers from 

the regional decreases in bone mineral density 

documented on previous ISS missions. (NASA) 

The effect of long-term microgravity 

exposure on cardiac autonomic function by 

analyzing 24-hours electrocardiogram 

(Biological Rhythms) examines the effect of 

long-term microgravity exposure on cardiac 

autonomic function by analyzing 24-hour 

electrocardiogram. (JAXA) 

68 EXPERIMENTS NOVEMBER 2009

SOdium LOading in Microgravity (SOLO) is a 

continuation of extensive research into the 

mechanisms of fluid and salt retention in the 

body during bed rest and spaceflights. It 

is a metabolically-controlled study. During 

long-term space missions astronauts will 

participate in two study phases, 5 days each. 

Subjects follow a diet of constant either low or 

normal sodium intake, fairly high fluid 

consumption and isocaloric nutrition. (ESA) 

Observing the Earth and Educational 

Activities 

Crew Earth Observations (CEO) takes 

advantage of the crew in space to observe and 

photograph natural and human-made changes 

on Earth. The photographs record the Earth’s 

surface changes over time, along with dynamic 

events such as storms, floods, fires and volcanic 

eruptions. These images provide researchers 

on Earth with key data to better understand the 

planet. (NASA) 

Earth Knowledge Acquired by Middle School 

Students (EarthKAM) an education activity, 

allows middle school students to program a 

digital camera on board the International Space 

Station to photograph a variety of geographical 

targets for study in the classroom. Photos are 

made available on the world wide web for 

viewing and study by participating schools 

around the world. Educators use the images 

for projects involving Earth Science, geography, 

physics, and social science. (NASA) 

Physical and Biological Science in 

Microgravity 

Foam-Stability examines the characteristics 

and stability of foam under microgravity 

conditions. (ESA) 
Multi-User Droplet Combustion Apparatus – 

FLame Extinguishment Experiment 

(MDCA-FLEX) assesses the effectiveness of fire 

suppressants in microgravity and quantify the 

effect of different possible crew exploration 

atmospheres on fire suppression. The goal of 

this research is to provide definition and 

direction for large scale fire suppression tests 

and selection of the fire suppressant for next 

generation crew exploration vehicles. (NASA) 

Selectable Optical Diagnostics Instrument – 

Influence of Vibration on Diffusion of 

Liquids (SODI-IVIDIL) studies the influence 

of controlled vibration stimulus (slow shaking) 

on diffusion between different liquids in 

absence of convection induced by the gravity 

field. This investigation aims help scientists to 

model numerically this physical phenomenon. 

(NASA/ESA) 

Life Cycle of High Plants under Microgravity 

Conditions (SpaceSeed) uses Arabidopsis 

thaliana to determine if the life cycle of the plant 

can be achieved in microgravity. Additionally, 

this study will examine the specific genes in the 

cell wall of the plant that do not activate under 

microgravity conditions that normally activated 

in 1-g conditions. (JAXA) 

Technology Development 

Synchronized Position Hold, Engage, 

Reorient, Experimental Satellites (SPHERES)

are bowling-ball sized spherical satellites. They 

are used inside the space station to test a 

set of well-defined instructions for spacecraft 

performing autonomous rendezvous and 

docking maneuvers. Three free-flying spheres 

fly within the cabin of the Space Station, 

performing flight formations. Each satellite is 

self-contained with power, propulsion, 

computers and navigation equipment. The 

NOVEMBER 2009 EXPERIMENTS 69

results are important for satellite servicing, 

vehicle assembly and formation flying 

spacecraft configurations. (NASA) 

Space Dynamically Responding Ultrasonic 

Matrix System (SpaceDRUMS) comprises a 

suite of hardware that enables containerless 

processing (samples of experimental materials 

can be processed without ever touching a 

container wall). Using a collection of 

20 acoustic beam emitters, SpaceDRUMS can 

completely suspend a baseball-sized solid or 

liquid sample during combustion or heat-based 

synthesis. Because the samples never contact 

the container walls, materials can be produced 

in microgravity with an unparalleled quality of 

shape and composition. The ultimate goal of 

the SpaceDRUMS hardware is to assist with the 

development of advanced materials of a 

commercial quantity and quality, using the 

space-based experiments to guide development 

of manufacturing processes on Earth. 

Microgravity Acceleration Measurement 

System (MAMS) and Space Acceleration 

Measurement System (SAMS-II) measure 

vibration and quasi-steady accelerations that 

result from vehicle control burns, docking and 

undocking activities. The two different 

equipment packages measure vibrations at 

different frequencies. 

Payload Operations Coordination 

The work of more than 400 scientists, this 

research has been prioritized based on 

fundamental and applied research needs 

established by NASA and the international 

partners – the Canadian Space Agency (CSA), 

the European Space Agency (ESA), the Japan 

Aerospace and Exploration Agency (JAXA) and 

the Russian Federal Space Agency (RSA). 
70 EXPERIMENTS NOVEMBER 2009

Managing the international laboratory’s 

scientific assets, as well as the time and space 

required to accommodate experiments and 

programs from a host of private, commercial, 

industry and government agencies nationwide, 

makes the job of coordinating space station 

research critical. 

Teams of controllers and scientists on the 

ground continuously plan, monitor and 

remotely operate experiments from control 

centers around the globe. Controllers staff 

payload operations centers around the world, 

effectively providing for researchers and the 

station crew around the clock, seven days a 

week. 

State-of-the-art computers and communications 

equipment deliver up-to-the-minute reports 

about experiment facilities and investigations 

between science outposts across the United 

States and around the world. The payload 

operations team also synchronizes the payload 

time lines among international partners, 

ensuring the best use of valuable resources and 

crew time. 

The control centers of NASA and its partners 

are 

• NASA Payload Operations Center, Marshall 

Space Flight Center in Huntsville, Ala. 

• RSA Center for Control of Spaceflights 

(“TsUP” in Russian) in Korolev, Russia 

• JAXA Space Station Integration and 

Promotion Center (SSIPC) in Tskuba, Japan 

• ESA Columbus Control Center (Col-CC) in 

Oberpfaffenhofen, Germany 

• CSA Payloads Operations Telesciences 

Center, St. Hubert, Quebec, Canada 

NASA’s Payload Operations Center serves as a 

hub for coordinating much of the work related 

to delivery of research facilities and 

experiments to the space station as they are 

rotated in and out periodically when space 

shuttles or other vehicles make deliveries and 

return completed experiments and samples to 

Earth. 

The payload operations director leads the 

POC’s main flight control team, known as the 

“cadre,” and approves all science plans in 

coordination with Mission Control at NASA’s 

Johnson Space Center in Houston, the 

international partner control centers and the 

station crew. 

On the Internet 

For fact sheets, imagery and more on 

International Space Station experiments and 

payload operations, visit: 

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

science/
NOVEMBER 2009 SHUTTLE REFERENCE DATA 71

SHUTTLE REFERENCE DATA 

SHUTTLE ABORT MODES 

Redundant Sequence Launch Sequencer 

(RSLS) Aborts 

These occur when the on-board shuttle 

computers detect a problem and command a 

halt in the launch sequence after taking over 

from the ground launch sequencer and before 

solid rocket booster ignition. 

Ascent Aborts 

Selection of an ascent abort mode may become 

necessary if there is a failure that affects vehicle 

performance, such as the failure of a space 

shuttle main engine or an orbital maneuvering 

system engine. Other failures requiring early 

termination of a flight, such as a cabin leak, 

might also require the selection of an abort 

mode. There are two basic types of ascent abort 

modes for space shuttle missions: intact aborts 

and contingency aborts. Intact aborts are 

designed to provide a safe return of the orbiter 

to a planned landing site. Contingency aborts 

are designed to permit flight crew survival 

following more severe failures when an intact 

abort is not possible. A contingency abort 

would generally result in a ditch operation. 

Intact Aborts 

There are four types of intact aborts: abort to 

orbit (ATO), abort once around (AOA), 

transoceanic abort landing (TAL) and return to 

launch site (RTLS). 

Return to Launch Site 

The RTLS abort mode is designed to allow the 

return of the orbiter, crew, and payload to the 

launch site, KSC, approximately 25 minutes 

after liftoff. 

The RTLS profile is designed to accommodate 

the loss of thrust from one space shuttle main 

engine between liftoff and approximately 

four minutes 20 seconds, after which not 

enough main propulsion system propellant 

remains to return to the launch site. An RTLS 

can be considered to consist of three stages – a 

powered stage, during which the space shuttle 

main engines are still thrusting; an external 

tank separation phase; and the glide phase, 

during which the orbiter glides to a landing at 

the KSC. The powered RTLS phase begins with 

the crew selection of the RTLS abort, after solid 

rocket booster separation. The crew selects the 

abort mode by positioning the abort rotary 

switch to RTLS and depressing the abort push 

button. The time at which the RTLS is selected 

depends on the reason for the abort. For 

example, a three-engine RTLS is selected at the 

last moment, about 3 minutes, 34 seconds into 

the mission; whereas an RTLS chosen due to an 

engine out at liftoff is selected at the earliest 

time, about 2 minutes, 20 seconds into the 

mission (after solid rocket booster separation). 

After RTLS is selected, the vehicle continues 

downrange to dissipate excess main propulsion 

system propellant. The goal is to leave only 

enough main propulsion system propellant to 

be able to turn the vehicle around, fly back 

toward the KSC and achieve the proper main 

engine cutoff conditions so the vehicle can glide 

to the KSC after external tank separation. 

During the downrange phase, a pitch-around 

maneuver is initiated (the time depends in part 

on the time of a space shuttle main engine 
72 SHUTTLE REFERENCE DATA NOVEMBER 2009

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 pitch 

down maneuver (called powered pitch-down) 

takes the mated vehicle to the required external 

tank separation attitude and pitch rate. After 

main engine cutoff has been commanded, the 

external tank separation sequence begins, 

including a reaction control system maneuver 

that ensures that the orbiter does not recontact 

the external tank and that the orbiter has 

achieved the necessary pitch attitude to begin 

the glide phase of the RTLS. 

After the reaction control system maneuver has 

been completed, the glide phase of the RTLS 

begins. From then on, the RTLS is handled 

similarly to a normal entry. 

Transoceanic Abort Landing 

The TAL abort mode was developed to 

improve the options available when a space 

shuttle main engine fails after the last RTLS 

opportunity but before the first time that an 

AOA can be accomplished with only two space 

shuttle main engines or when a major orbiter 

system failure, for example, a large cabin 

pressure leak or cooling system failure, occurs 

after the last RTLS opportunity, making it 

imperative to land as quickly as possible. 

In a TAL abort, the vehicle continues on a 

ballistic trajectory across the Atlantic Ocean to 

land at a predetermined runway. Landing 

occurs about 45 minutes after launch. The 

landing site is selected near the normal ascent 

ground track of the orbiter to make the most 

efficient use of space shuttle main engine 

propellant. The landing site also must have the 

necessary runway length, weather conditions 

and U.S. State Department approval. The three 

landing sites that have been identified for a 

launch are Zaragoza, Spain; Moron, Spain; and 

Istres, France. 

To select the TAL abort mode, the crew must 

place the abort rotary switch in the TAL/AOA 

position and depress the abort push button 

before main engine cutoff (depressing it after 

main engine cutoff selects the AOA abort 

mode). The TAL abort mode begins sending 

commands to steer the vehicle toward the plane 

of the landing site. It also rolls the vehicle 

heads up before main engine cutoff and sends 

commands to begin an orbital maneuvering 

system propellant dump (by burning the 

propellants through the orbital maneuvering 

system engines and the reaction control system 

engines). This dump is necessary to increase 

vehicle performance (by decreasing weight) to 

place the center of gravity in the proper place 

for vehicle control and to decrease the vehicle’s 

landing weight. TAL is handled like a normal 

entry. 

Abort to Orbit 

An ATO is an abort mode used to boost the 

orbiter to a safe orbital altitude when 
NOVEMBER 2009 SHUTTLE REFERENCE DATA 73

performance has been lost and it is impossible 

to reach the planned orbital altitude. If a space 

shuttle main engine fails in a region that results 

in a main engine cutoff under speed, the MCC 

will determine that an abort mode is necessary 

and will inform the crew. The orbital 

maneuvering system engines would be used to 

place the orbiter in a circular orbit. 

Abort Once Around 

The AOA abort mode is used in cases in which 

vehicle performance has been lost to such an 

extent that either it is impossible to achieve a 

viable orbit or not enough orbital maneuvering 

system propellant is available to accomplish the 

orbital maneuvering system thrusting 

maneuver to place the orbiter on orbit and the 

deorbit thrusting maneuver. In addition, an 

AOA is used in cases in which a major systems 

problem (cabin leak, loss of cooling) makes it 

necessary to land quickly. In the AOA abort 

mode, one orbital maneuvering system 

thrusting sequence is made to adjust the 

post-main engine cutoff orbit so a second 

orbital maneuvering system thrusting sequence 

will result in the vehicle deorbiting and landing 

at the AOA landing site (White Sands, N.M.; 

Edwards Air Force Base, Calif.; or the Kennedy 

Space Center, Fla). Thus, an AOA results in the 

orbiter circling the Earth once and landing 

about 90 minutes after liftoff. 

After the deorbit thrusting sequence has been 

executed, the flight crew flies to a landing at the 

planned site much as it would for a nominal 

entry. 

Contingency Aborts 

Contingency aborts are caused by loss of more 

than one main engine or failures in other 

systems. Loss of one main engine while 

another is stuck at a low thrust setting also may 

necessitate a contingency abort. Such an abort 

would maintain orbiter integrity for in-flight 

crew escape if a landing cannot be achieved at a 

suitable landing field. 

Contingency aborts due to system failures other 

than those involving the main engines would 

normally result in an intact recovery of vehicle 

and crew. Loss of more than one main engine 

may, depending on engine failure times, result 

in a safe runway landing. However, in most 

three-engine-out cases during ascent, the 

orbiter would have to be ditched. The inflight 

crew escape system would be used before 

ditching the orbiter. 

Abort Decisions 

There is a definite order of preference for the 

various abort modes. The type of failure and the 

time of the failure determine which type of abort 

is selected. In cases where performance loss is 

the only factor, the preferred modes are ATO, 

AOA, TAL and RTLS, in that order. The mode 

chosen is the highest one that can be completed 

with the remaining vehicle performance. 

In the case of some support system failures, 

such as cabin leaks or vehicle cooling problems, 

the preferred mode might be the one that will 

end the mission most quickly. In these cases, 

TAL or RTLS might be preferable to AOA or 

ATO. A contingency abort is never chosen if 

another abort option exists. 

Mission Control Houston is prime for calling 

these aborts because it has a more precise 

knowledge of the orbiter’s position than the 

crew can obtain from on-board systems. Before 

main engine cutoff, Mission Control makes 

periodic calls to the crew to identify which 

abort mode is (or is not) available. If ground 
74 SHUTTLE REFERENCE DATA NOVEMBER 2009

communications are lost, the flight crew has 

onboard methods, such as cue cards, dedicated 

displays and display information, to determine 

the abort region. Which abort mode is selected 

depends on the cause and timing of the failure 

causing the abort and which mode is safest or 

improves mission success. If the problem is a 

space shuttle main engine failure, the flight 

crew and Mission Control Center select the best 

option available at the time a main engine fails. 

If the problem is a system failure that 

jeopardizes the vehicle, the fastest abort mode 

that results in the earliest vehicle landing is 

chosen. RTLS and TAL are the quickest options 

(35 minutes), whereas an AOA requires about 

90 minutes. Which of these is selected depends 

on the time of the failure with three good space 

shuttle main engines. 

The flight crew selects the abort mode by 

positioning an abort mode switch and 

depressing an abort push button. 

SHUTTLE ABORT HISTORY 

RSLS Abort History 

(STS-41 D) June 26, 1984 

The countdown for the second launch attempt 

for Discovery’s maiden flight ended at T-4 

seconds when the orbiter’s computers detected 

a sluggish valve in main engine No. 3. The 

main engine was replaced and Discovery was 

finally launched on Aug. 30, 1984. 

(STS-51 F) July 12, 1985 

The countdown for Challenger’s launch was 

halted at T-3 seconds when onboard computers 

detected a problem with a coolant valve on 

main engine No. 2. The valve was replaced and 

Challenger was launched on July 29, 1985. 

(STS-55) March 22, 1993 

The countdown for Columbia’s launch was 

halted by onboard computers at T-3 seconds 

following a problem with purge pressure 

readings in the oxidizer preburner on main 

engine No. 2. Columbia’s three main engines 

were replaced on the launch pad, and the flight 

was rescheduled behind Discovery’s launch 

on STS-56. Columbia finally launched on 

April 26, 1993. 

(STS-51) Aug. 12, 1993 

The countdown for Discovery’s third launch 

attempt ended at the T-3 second mark when 

onboard computers detected the failure of one 

of four sensors in main engine No. 2 which 

monitor the flow of hydrogen fuel to the 

engine. All of Discovery’s main engines were 

ordered replaced on the launch pad, delaying 

the shuttle’s fourth launch attempt until 

Sept. 12, 1993. 

(STS-68) Aug. 18, 1994 

The countdown for Endeavour’s first launch 

attempt ended 1.9 seconds before liftoff when 

onboard computers detected higher than 

acceptable readings in one channel of a sensor 

monitoring the discharge temperature of the 

high pressure oxidizer turbopump in main 

engine No. 3. A test firing of the engine at the 

Stennis Space Center in Mississippi on 

September 2nd confirmed that a slight drift in a 

fuel flow meter in the engine caused a slight 

increase in the turbopump’s temperature. The 

test firing also confirmed a slightly slower start 

for main engine No. 3 during the pad abort, 

which could have contributed to the higher 

temperatures. After Endeavour was brought 

back to the Vehicle Assembly Building to be 

outfitted with three replacement engines, 
NOVEMBER 2009 SHUTTLE REFERENCE DATA 75

NASA managers set Oct. 2 as the date for 

Endeavour’s second launch attempt. 

Abort to Orbit History 

(STS-51 F) July 29, 1985 

After an RSLS abort on July 12, 1985, 

Challenger was launched on July 29, 1985. 

Five minutes and 45 seconds after launch, a 

sensor problem resulted in the shutdown of 

center engine No. 1, resulting in a safe “abort to 

orbit” and successful completion of the mission. 

SPACE SHUTTLE MAIN ENGINES 

Developed in the 1970s by NASA’s Marshall 

Space Flight Center, MSFC in Huntsville, Ala., 

the space shuttle main engine is the most 

advanced liquid-fueled rocket engine ever built. 

Every space shuttle main engine is tested and 

proven flight worthy at NASA’s Stennis Space 

Center in south Mississippi, before installation 

on an orbiter. Its main features include variable 

thrust, high performance reusability, high 

redundancy and a fully integrated engine 

controller. 

The shuttle’s three main engines are mounted 

on the orbiter aft fuselage in a triangular 

pattern. Spaced so that they are movable 

during launch, the engines are used, in 

conjunction with the solid rocket boosters, to 

steer the shuttle vehicle. 

Each of these powerful main engines is 14 feet 

long, weighs about 7,000 pounds and is 7.5 feet 

in diameter at the end of its nozzle. 

The engines operate for about 8.5 minutes 

during liftoff and ascent, burning more than 

500,000 gallons of super-cold liquid hydrogen 

and liquid oxygen propellants stored in the 

external tank attached to the underside of the 

shuttle. The engines shut down just before the 

shuttle, traveling at about 17,000 miles per 

hour, reaches orbit. 

The main engine operates at greater 

temperature extremes than any mechanical 

system in common use today. The fuel, 

liquefied hydrogen at -423 degrees Fahrenheit, 

is the second coldest liquid on Earth. When it 

and the liquid oxygen are combusted, the 

temperature in the main combustion chamber is 

6,000 degrees Fahrenheit, hotter than the 

boiling point of iron. 

The main engines use a staged combustion 

cycle so that all propellants entering the engines 

are used to produce thrust, or power, more 

efficiently than any previous rocket engine. In 

a staged combustion cycle, propellants are first 

burned partially at high pressure and relatively 

low temperature, and then burned completely 

at high temperature and pressure in the main 

combustion chamber. The rapid mixing of the 

propellants under these conditions is so 

complete that 99 percent of the fuel is burned. 

At normal operating level, each engine 

generates 490,847 pounds of thrust, measured 

in a vacuum. Full power is 512,900 pounds of 

thrust; minimum power is 316,100 pounds of 

thrust. 

The engine can be throttled by varying the 

output of the preburners, thus varying the 

speed of the high-pressure turbopumps and, 

therefore, the flow of the propellant. 

At about 26 seconds into ascent, the main 

engines are throttled down to 316,000 pounds 

of thrust to keep the dynamic pressure on the 

vehicle below a specified level, about 

580 pounds per square foot, known as max q. 

Then, the engines are throttled back up to 
76 SHUTTLE REFERENCE DATA NOVEMBER 2009

normal operating level at about 60 seconds. 

This reduces stress on the vehicle. The main 

engines are throttled down again at about 

seven minutes, 40 seconds into the mission to 

maintain three g’s, three times the Earth’s 

gravitational pull, reducing stress on the crew 

and the vehicle. This acceleration level is about 

one-third the acceleration experienced on 

previous crewed space vehicles. 

About 10 seconds before main engine cutoff, or 

MECO, the cutoff sequence begins. About 

three seconds later the main engines are 

commanded to begin throttling at 10 percent 

thrust per second until they achieve 65 percent 

thrust. This is held for about 6.7 seconds, and 

the engines are shut down. 

The engine performance has the highest thrust 

for its weight of any engine yet developed. In 

fact, one space shuttle main engine generates 

sufficient thrust to maintain the flight of two 

and one-half Boeing 747 airplanes. 

The space shuttle main engine also is the first 

rocket engine to use a built-in electronic digital 

controller, or computer. The controller accepts 

commands from the orbiter for engine start, 

change in throttle, shutdown and monitoring of 

engine operation. 

NASA continues to increase the reliability and 

safety of shuttle flights through a series of 

enhancements to the space shuttle main 

engines. The engines were modified in 1988, 

1995, 1998, 2001 and 2007. Modifications 

include new high-pressure fuel and oxidizer 

turbopumps that reduce maintenance and 

operating costs of the engine, a two-duct 

powerhead that reduces pressure and 

turbulence in the engine, and a single-coil heat 

exchanger that lowers the number of post flight 

inspections required. Another modification 

incorporates a large-throat main combustion 

chamber that improves the engine’s reliability 

by reducing pressure and temperature in the 

chamber. 

The most recent engine enhancement is the 

Advanced Health Management System, or 

AHMS, which made its first flight in 2007. 

AHMS is a controller upgrade that provides 

new monitoring and insight into the health of 

the two most complex components of the space 

shuttle main engine – the high pressure fuel 

turbopump and the high pressure oxidizer 

turbopump. New advanced digital signal 

processors monitor engine vibration and have 

the ability to shut down an engine if vibration 

exceeds safe limits. AHMS was developed by 

engineers at Marshall. 

After the orbiter lands, the engines are removed 

and returned to a processing facility at 

Kennedy Space Center, Fla., where they are 

rechecked and readied for the next flight. Some 

components are returned to the main engine’s 

prime contractor, Pratt & Whitney Rocketdyne, 

West Palm Beach, Fla., for regular maintenance. 

The main engines are designed to operate for 

7.5 accumulated hours. 

SPACE SHUTTLE SOLID ROCKET 

BOOSTERS (SRB) 

The two solid rocket boosters required for a 

space shuttle launch and first two minutes 

of powered flight boast the largest 

solid-propellant motors ever flown. They are 

the first large rockets designed for reuse and 

are the only solid rocket motors rated for 

human flight. The SRBs have the capacity to 

carry the entire weight of the external tank, or 

ET, and orbiter, and to transmit the weight load 
NOVEMBER 2009 SHUTTLE REFERENCE DATA 77

through their structure to the mobile launch 

platform, or MLP.

The SRBs provide 71.4 percent of the thrust 

required to lift the space shuttle off the launch 

pad and during first-stage ascent to an altitude 

of about 150,000 feet, or 28 miles. At launch, 

each booster has a sea level thrust of 

approximately 3.3 million pounds and is 

ignited after the ignition and verification of the 

three space shuttle main engines, or SSMEs. 

SRB apogee occurs at an altitude of about 

230,000 feet, or 43 miles, 75 seconds after 

separation from the main vehicle. At booster 

separation, the space shuttle orbiter has reached 

an altitude of 24 miles and is traveling at a 

speed in excess of 3,000 miles per hour. 

The primary elements of each booster are nose 

cap, housing the pilot and drogue parachute; 

frustum, housing the three main parachutes in 

a cluster; forward skirt, housing the booster 

flight avionics, altitude sensing, recovery 

avionics, parachute cameras and range safety 

destruct system; four motor segments, 

containing the solid propellant; motor nozzle; 

and aft skirt, housing the nozzle and thrust 

vector control systems required for guidance. 

Each SRB possesses its own redundant 

auxiliary power units and hydraulic pumps. 

SRB impact occurs in the ocean approximately 

140 miles downrange. SRB retrieval is 

provided after each flight by specifically 

designed and built ships. The frustums, 

drogue and main parachutes are loaded onto 

the ships along with the boosters and towed 

back to the Kennedy Space Center, where they 

are disassembled and refurbished for reuse. 

Before retirement, each booster can be used as 

many as 20 times. 

Each booster is just over 149 feet long and 

12.17 feet in diameter. Both boosters have a 

combined weight of 1,303,314 pounds at lift-off. 

They are attached to the ET at the SRB aft attach 

ring by an upper and lower attach strut and a 

diagonal attach strut. The forward end of each 

SRB is affixed to the ET by one attach bolt and 

ET ball fitting on the forward skirt. While 

positioned on the launch pad, the space shuttle 

is attached to the MLP by four bolts and 

explosive nuts equally spaced around each SRB. 

After ignition of the solid rocket motors, the 

nuts are severed by small explosives that allow 

the space shuttle vehicle to perform lift off. 

United Space Alliance (USA) 

USA, at KSC facilities, is responsible for all SRB 

operations except the motor and nozzle 

portions. In conjunction with maintaining 

sole responsibility for manufacturing and 

processing of the non-motor hardware and 

vehicle integration, USA provides the service 

of retrieval, post flight inspection and 

analysis, disassembly and refurbishment of the 

hardware. USA also exclusively retains 

comprehensive responsibility for the orbiter. 

The reusable solid rocket motor segments are 

shipped from ATK Launch Systems in Utah to 

KSC, where they are mated by USA personnel 

to the other structural components – the 

forward assembly, aft skirt, frustum and nose 

cap – in the Vehicle Assembly Building. Work 

involves the complete disassembly and 

refurbishment of the major SRB structures – the 

aft skirts, frustums, forward skirts and all 

ancillary hardware – required to complete an 

SRB stack and mate to the ET. Work then 

proceeds to ET/SRB mate, mate with the orbiter 

and finally, space shuttle close out operations. 

After hardware restoration concerning flight 
78 SHUTTLE REFERENCE DATA NOVEMBER 2009

configuration is complete, automated checkout 

and hot fire are performed early in hardware 

flow to ensure that the refurbished components 

satisfy all flight performance requirements. 

ATK Launch Systems (ATK) 

ATK Launch Systems of Brigham City, Utah, 

manufactures space shuttle reusable solid 

rocket motors, or RSRMs, at their Utah facility. 

Each RSRM – just over 126 feet long and 12 feet 

in diameter – consists of four rocket motor 

segments and an aft exit cone assembly is. 

From ignition to end of burn, each RSRM 

generates an average thrust of 2.6 million 

pounds and burns for approximately 

123 seconds. Of the motor’s total weight of 

1.25 million pounds, propellant accounts for 

1.1 million pounds. The four motor segments 

are matched by loading each 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 KSC on a 

heavy-duty rail car with a specialty built cover. 

SRB Hardware Design Summary 

Hold-Down Posts 

Each SRB has four hold-down posts that fit into 

corresponding support posts on the MLP. 

Hold-down bolts secure the SRB and MLP posts 

together. Each bolt has a nut at each end, but 

the top nut is frangible, or breakable. The top 

nut contains two NASA Standard detonators, 

or NSDs, that, when ignited at solid rocket 

motor ignition command, split the upper nut in 

half. 

Splitting the upper nuts allow the hold-down 

bolts to be released and travel downward 

because of NSD gas pressure, gravity and the 

release of tension in the bolt, which is 

pretensioned before launch. The bolt is 

stopped by the stud deceleration stand which 

contains sand to absorb the shock of the bolt 

dropping down several feet. The SRB bolt is 

28 inches long, 3.5 inches in diameter and 

weighs approximately 90 pounds. The 

frangible nut is captured in a blast container on 

the aft skirt specifically designed to absorb the 

impact and prevent pieces of the nut from 

liberating and becoming debris that could 

damage the space shuttle. 

Integrated Electronic Assembly (IEA) 

The aft IEA, mounted in the ET/SRB attach ring, 

provides the electrical interface between the 

SRB systems and the obiter. The aft IEA 

receives data, commands, and electrical power 

from the orbiter and distributes these inputs 

throughout each SRB. Components located in 

the forward assemblies of each SRB are 

powered by the aft IEA through the forward 

IEA, except for those utilizing the recovery and 

range safety batteries located in the forward 

assemblies. The forward IEA communicates 

with and receives power from the orbiter 

through the aft IEA, but has no direct electrical 

connection to the orbiter. 

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 
NOVEMBER 2009 SHUTTLE REFERENCE DATA 79

arrangement allows all SRB buses to remain 

powered in the event one orbiter main bus fails. 

The nominal dc voltage is 28 V dc, with an 

upper limit of 32 V dc and a lower limit of 

24 V dc. 

Hydraulic Power Units (HPUs) 

There are two self-contained, independent 

HPUs on each SRB. Each HPU consists of an 

auxiliary power unit, or APU; Fuel Supply 

Module, or FSM; 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 

APU controller electronics are located in the 

SRB aft integrated electronic assemblies on the 

aft ET attach rings. The two separate HPUs 

and two hydraulic systems are located inside 

the aft skirt of each SRB between the SRB 

nozzle and 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 ET. The two independent 

hydraulic systems are connected to the rock 

and tilt servoactuators. 

The HPUs and their fuel systems are isolated 

from each other. Each fuel supply module, or 

tank, contains 22 pounds of hydrazine. The 

fuel tank is pressurized with gaseous nitrogen 

at 400 psi to provide the force to expel via 

positive expulsion the fuel from the tank to the 

fuel distribution line. A positive fuel supply to 

the APU throughout its operation is 

maintained. 

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, at which point 

all the fuel is supplied to the fuel pump. 

The APU turbine assembly provides 

mechanical power to the APU gearbox, which 

drives the APU fuel pump, hydraulic pump 

and lube oil pump. The APU lube oil pump 

lubricates the gearbox. The turbine exhaust of 

each APU flows over the exterior of the gas 

generator, cooling it and directing it 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. One HPU 

serves as the primary hydraulic source for the 

servoactuator and the other HPU serves as the 

secondary hydraulics for the servoactuator. 

Each servoactuator has a switching valve that 

allows the secondary hydraulics to power the 

actuator if the primary hydraulic pressure 

drops below 2,050 psi. A switch contact on the 

switching valve will close when the valve is in 

the secondary position. When the valve is 

closed, a signal is sent to the APU controller 

that inhibits the 100 percent APU speed control 

logic and enables the 112 percent APU speed 

control logic. The 100 percent APU speed 

enables one APU/HPU to supply sufficient 
80 SHUTTLE REFERENCE DATA NOVEMBER 2009

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 (TVC) 

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 TVC. 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 space shuttle ascent TVC portion of the 

flight control system directs the thrust of the 

three SSMEs and the two SRB nozzles to control 

shuttle attitude and trajectory during liftoff and 

ascent. Commands from the guidance system 

are transmitted to the ascent TVC, or ATVC, 

drivers, which transmit signals proportional to 

the commands to each servoactuator of the 

main engines and SRBs. Four independent 

flight control system channels and four ATVC 

channels control six main engine and four 

SRB ATVC drivers, with each driver controlling 

one hydraulic port on each main and SRB 

servoactuator. 

Each SRB servoactuator consists of four 

independent, two-stage servovalves that 

receive signals from the drivers. Each 

servovalve controls one power spool in each 

actuator, which positions an actuator ram and 

the nozzle to control the direction of thrust. 

The four servovalves in each actuator provide a 

force-summed majority voting arrangement to 

position the power spool. With four identical 

commands to the four servovalves, the actuator 

force-sum action prevents a single erroneous 

command from affecting power ram motion. If 

the erroneous command persists for more than 

a predetermined time, differential pressure 

sensing activates a selector valve to isolate and 

remove the defective servovalve hydraulic 

pressure. This permits 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 (RGAs) 

Each SRB contains two RGAs mounted in the 

forward skirt watertight compartment. Each 

RGA contains two orthogonally mounted 

gyroscopes – pitch and yaw axes. In 

conjunction with the orbiter roll rate gyros, they 

provide angular rate information that describes 

the inertial motion of the vehicle cluster to the 
NOVEMBER 2009 SHUTTLE REFERENCE DATA 81

orbiter computers and the guidance, navigation 

and control system during first stage ascent 

to SRB separation. At SRB separation, all 

guidance control data is handed off from the 

SRB RGAs to the orbiter RGAs. The RGAs are 

designed and qualified for 20 missions. 

Propellant 

The propellant mixture in each SRB motor 

consists of ammonium perchlorate, an oxidizer, 

69.6 percent by weight; aluminum, a fuel, 

16 percent by weight; iron oxide, a catalyst, 

0.4 percent by weight; polymer, a binder that 

holds the mixture together, 12.04 percent by 

weight; and epoxy curing agent, 1.96 percent by 

weight. 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 

about one-third 50 seconds after liftoff to 

prevent overstressing the vehicle during 

maximum dynamic pressure. 

SRB Ignition 

SRB ignition can occur only when a manual 

lock pin from each SRB safe and arm device has 

been removed by the ground crew during 

prelaunch activities. At T minus 5 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 pyrotechnic 

initiator controller, or PIC low voltage is 

indicated; and there are no holds from the 

launch processing system, or LPS. 

The solid rocket motor ignition commands are 

sent by the orbiter computers through the 

master events controllers, or MECs, to the 

NSDs installed in the safe and arm device in 

each SRB. A pyrotechnic initiation controller, 

or PIC, is a single-channel capacitor discharge 

device that 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 V dc signals for the PICs. The arm signal 

charges the PIC capacitor to 40 V dc, minimum 

20 V 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 igniter, 

which fires down the length of the solid rocket 

motor igniting the solid rocket motor 

propellant. 

The general purpose computer, or GPC, launch 

sequence also controls certain critical main 

propulsion system valves and monitors the 

engine-ready indications from the SSMEs. The 

main propulsion system, or MPS, start 

commands are issued by the on-board 

computers at T minus 6.6 seconds. There is a 

staggered start – engine three, engine two, 

engine one – 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. 
82 SHUTTLE REFERENCE DATA NOVEMBER 2009

Normal thrust buildup to the required

 

 

90 percent thrust level will result in the SSMEs

being commanded to the liftoff position at

T minus 3 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. 

At T minus 0, the two SRBs are ignited by the

four orbiter on-board computers; commands

are sent to release the SRBs; the two T-0

umbilicals, one on each side of the spacecraft,

are retracted; the on-board 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. 

SRB Separation 

The SRB/ET separation subsystem provides for

separation of the SRBs from the orbiter/ET

without damage to or recontact of the elements

– SRBs, orbiter/ET – during or after separation

for nominal modes. 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 ET within 30 milliseconds of

the ordnance firing command. 

The forward attachment point consists of a ball 

on the SRB and socket on the 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 

range safety system, or 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. 

Redesigned Booster Separation Motors (RBSM) 

Eight Booster Separation Motors, or BSMs, are 

located on each booster – four on the forward 

section and four on the aft skirt. BSMs provide 

the force required to push the SRBs away from 

the orbiter/ET at separation. Each BSM weighs 

approximately 165 pounds and is 31.1 inches 

long and 12.8 inches in diameter. Once the 

SRBs have completed their flight, the BSMs are 

fired to jettison the SRBs away from the orbiter 

and external tank, allowing the boosters to 

parachute to Earth and be reused. The BSMs 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. 

Redesigned BSMs flew for the first time in both 

forward and aft locations on STS-125. As a 

result of vendor viability and manifest support 

issues, space shuttle BSMs are now being 

manufactured by ATK. The igniter has been 
NOVEMBER 2009 SHUTTLE REFERENCE DATA 83

redesigned and other changes include material 

upgrades driven by obsolescence issues and 

improvements to process and inspection 

techniques. 

SRB Cameras 

Each SRB flies with a complement of four 

cameras, three mounted for exterior views 

during launch, separation and descent; and one 

mounted internal to the forward dome for main 

parachute performance assessment during 

descent. 

The ET observation camera is mounted on the 

SRB forward skirt and provides a wide-angle 

view of the ET intertank area. The camera is 

activated at lift off by a G-switch and records 

for 350 seconds, after which the recorder is 

switched to a similar camera in the forward 

skirt dome to view the deployment and 

performance of the main parachutes to splash 

down. These cameras share a digital tape 

recorder located within the data acquisition 

system. 

The ET ring camera is mounted on the ET 

attach ring and provides a view up the stacked 

vehicle on the orbiter underside and the bipod 

strut attach point. 

The forward skirt camera is mounted on the 

external surface of the SRB forward skirt and 

provides a view aft down the stacked vehicle of 

the orbiter underside and the wing leading 

edge reinforced carbon-carbon, or RCC, panels. 

The ET attach ring camera and forward skirt 

camera are activated by a global positioning 

system command at approximately T minus 

1 minute 56 seconds to begin recording at 

approximately T minus 50 seconds. The camera 

images are recorded through splash down. 

These cameras each have a dedicated recorder 

and are recorded in a digital format. The 

cameras were designed, qualified, and 

implemented by USA after Columbia to 

provide enhanced imagery capabilities to 

capture potential debris liberation beginning 

with main engine start and continuing through 

SRB separation. 

The camera videos are available for engineering 

review approximately 24 hours following the 

arrival of the boosters at KSC. 

Range Safety Systems (RSS) 

The RSS consists of two antenna couplers; 

command receivers/decoders; a dual 

distributor; a safe and arm device with two 

NSDs; two confined detonating fuse manifolds; 

seven confined detonator fuse, or CDF 

assemblies; and one linear-shaped charge. 

The RSS provides for destruction of a rocket or 

part of it with on-board explosives by remote 

command if the rocket is out of control, to 

limit danger to people on the ground from 

crashing pieces, explosions, fire, and poisonous 

substances. 

The space shuttle has two RSSs, one in each 

SRB. Both are capable of receiving two 

command messages – arm and fire – which are 

transmitted from the ground station. The RSS 

is only used when the space shuttle violates a 

launch trajectory red line. 

The antenna couplers provide the proper 

impedance for radio frequency and ground 

support equipment commands. The command 

receivers are tuned to RSS command 

frequencies and provide the input signal to the 

distributors when an RSS command is sent. 

The command decoders use a code plug to 
84 SHUTTLE REFERENCE DATA NOVEMBER 2009

prevent any command signal other than the 

proper command signal from getting into the 

distributors. The distributors contain the logic 

to supply valid destruct commands to the RSS 

pyrotechnics. 

The NSDs provide the spark to ignite the CDF 

that in turn ignites the linear shaped charge for 

space shuttle destruction. The safe and arm 

device provides mechanical isolation between 

the NSDs and the CDF before launch and 

during the SRB separation sequence. 

The first message, called arm, allows the 

onboard logic to enable a destruct and 

illuminates a light on the flight deck display 

and control panel at the commander and pilot 

station. The second message transmitted is the 

fire command. The SRB distributors in the 

SRBs are cross-strapped together. Thus, if one 

SRB received an arm or destruct signal, the 

signal would also be sent to the other SRB. 

Electrical power from the RSS battery in each 

SRB is routed to RSS system A. The recovery 

battery in each SRB is used to power RSS 

system B as well as the recovery system in the 

SRB. The SRB RSS is powered down during the 

separation sequence, and the SRB recovery 

system is powered up. 

Descent and Recovery 

After separation and at specified altitudes, the 

SRB forward avionics system initiates the 

release of the nose cap, which houses a pilot 

parachute and drogue parachute; and the 

frustum, which houses the three main 

parachutes. Jettison of the nose cap at 

15,700 feet deploys a small pilot parachute and 

begins to slow the SRB decent. At an altitude 

of 15,200 feet the pilot parachute pulls the 

drogue parachute from the frustum. The 

drogue parachute fully inflates in stages, and at 

5,500 feet pulls the frustum away from the SRB, 

which initiates the deployment of the three 

main parachutes. The parachutes also inflate in 

stages and further slow the decent of the SRBs 

to their final velocity at splashdown. The 

parachutes slow each SRB from 368 mph at first 

deployment to 52 mph at splashdown, allowing 

for the recovery and reuse of the boosters. 

Two 176-foot recovery ships, Freedom Star and 

Liberty Star, are on station at the splashdown 

zone to retrieve the frustums with drogue 

parachutes attached, the main parachutes and 

the SRBs. The SRB nose caps and solid rocket 

motor nozzle extensions are not recovered. The 

SRBs are dewatered using an enhanced diver 

operating plug to facilitate tow back. These 

plugs are inserted into the motor nozzle and 

air is pumped into the booster, causing it to 

lay flat in the water to allow it to be easily 

towed. The boosters are then towed back to 

the refurbishment facilities. Each booster is 

removed from the water and components are 

disassembled and washed with fresh and 

deionized water to limit saltwater corrosion. 

The motor segments, igniter and nozzle are 

shipped back to ATK in Utah for 

refurbishment. The nonmotor components and 

structures are disassembled by USA and are 

refurbished to like-new condition at both KSC 

and equipment manufacturers across the 

country. 

SPACE SHUTTLE SUPER LIGHT WEIGHT 

TANK (SLWT) 

The super lightweight external tank (SLWT) 

made its first shuttle flight June 2, 1998, on 

mission STS-91. The SLWT is 7,500 pounds 

lighter than the standard external tank. The 

lighter weight tank allows the shuttle to deliver 
NOVEMBER 2009 SHUTTLE REFERENCE DATA 85

International Space Station elements (such as 

the service module) into the proper orbit. 

The SLWT is the same size as the previous 

design. But the liquid hydrogen tank and the 

liquid oxygen tank are made of aluminum 

lithium, a lighter, stronger material than the 

metal alloy used for the shuttle’s current tank. 

The tank’s structural design has also been 

improved, making it 30 percent stronger and 

5 percent less dense. 

The SLWT, like the standard tank, is 

manufactured at Michoud Assembly, near 

New Orleans, by Lockheed Martin. 

The 154-foot-long external tank is the largest 

single component of the space shuttle. It stands 

taller than a 15-story building and has a 

diameter of about 27 feet. The external tank 

holds over 530,000 gallons of liquid hydrogen 

and liquid oxygen in two separate tanks. The 

hydrogen (fuel) and liquid oxygen (oxidizer) 

are used as propellants for the shuttle’s three 

main engines. 

EXTERNAL TANK 

The 154-foot-long external tank is the largest 

single component of the space shuttle. It stands 

taller than a 15-story building and has a 

diameter of about 27 feet. The external tank 

holds more than 530,000 gallons of liquid 

hydrogen and liquid oxygen in two separate 

tanks, the forward liquid oxygen tank and the 

aft liquid hydrogen tank. An unpressurized 

intertank unites the two propellant tanks. 

Liquid hydrogen (fuel) and liquid oxygen 

(oxidizer) are used as propellants for the 

shuttle’s three main engines. The external tank 

weighs 58,500 pounds empty and 

1,668,500 pounds when filled with propellants. 

The external tank is the “backbone” of the 

shuttle during launch, providing structural 

support for attachment with the solid rocket 

boosters and orbiter. It is the only component 

of the shuttle that is not reused. Approximately 

8.5 minutes after reaching orbit, with its 

propellant used, the tank is jettisoned and falls 

in a preplanned trajectory. Most of the tank 

disintegrates in the atmosphere, and the 

remainder falls into the ocean. 

The external tank is manufactured at NASA’s 

Michoud Assembly Facility in New Orleans by 

Lockheed Martin Space Systems. 

Foam Facts 

The external tank is covered with spray-on 

foam insulation that insulates the tank before 

and during launch. More than 90 percent of the 

tank’s foam is applied using an automated 

system, leaving less than 10 percent to be 

applied manually. 

There are two types of foam on the external 

tank, known as the Thermal Protection System, 

or TPS. One is low-density, closed-cell foam on 

the tank acreage and is known as Spray-OnFoam-Insulation, often referred to by its 

acronym, SOFI. Most of the tank is covered by 

either an automated or manually applied SOFI. 

Most areas around protuberances, such as 

brackets and structural elements, are applied by 

pouring foam ingredients into part-specific 

molds. The other is a denser composite 

material made of silicone resins and cork and 

called ablator. An ablator is a material that 

dissipates heat by eroding. It is used on areas 

of the external tank subjected to extreme heat, 

such as the aft dome near the engine exhaust, 

and remaining protuberances, such as the cable 
86 SHUTTLE REFERENCE DATA NOVEMBER 2009

trays. These areas are exposed to extreme 

aerodynamic heating. 

Closed-cell foam used on the tank was 

developed to keep the propellants that fuel the 

shuttle’s three main engines at optimum 

temperature. It keeps the shuttle’s liquid 

hydrogen fuel at -423 degrees Fahrenheit 

and the liquid oxygen tank at near 

-297 degrees Fahrenheit, even as the tank sits 

under the hot Florida sun. At the same time, 

the foam prevents a buildup of ice on the 

outside of the tank. 

The foam insulation must be durable enough to 

endure a 180-day stay at the launch pad, 

withstand temperatures up to 115 degrees 

Fahrenheit, humidity as high as 100 percent, 

and resist sand, salt, fog, rain, solar radiation 

and even fungus. Then, during launch, the 

foam must tolerate temperatures as high as 

2,200 degrees Fahrenheit generated by 

aerodynamic friction and radiant heating from 

the 3,000 degrees Fahrenheit main engine 

plumes. Finally, when the external tank begins 

reentry into the Earth’s atmosphere about 

30 minutes after launch, the foam maintains the 

tank’s structural temperatures and allows it to 

safely disintegrate over a remote ocean location. 

Though the foam insulation on the majority of 

the tank is only 1-inch thick, it adds 

4,823 pounds to the tank’s weight. In the areas 

of the tank subjected to the highest heating, 

insulation is somewhat thicker, between 1.5 to 

3 inches thick. Though the foam’s density 

varies with the type, an average density is 

about 2.4 pounds per cubic foot. 

Application of the foam, whether automated by 

computer or hand-sprayed, is designed to meet 

NASA’s requirements for finish, thickness, 

roughness, density, strength and adhesion. As 

in most assembly production situations, the 

foam is applied in specially designed, 

environmentally controlled spray cells and 

applied in several phases, often over a period of 

several weeks. Before spraying, the foam’s raw 

material and mechanical properties are tested 

to ensure they meet NASA specifications. 

Multiple visual inspections of all foam surfaces 

are performed after the spraying is complete. 

Most of the foam is applied at NASA’s 

Michoud Assembly Facility in New Orleans 

when the tank is manufactured, including most 

of the “closeout” areas, or final areas applied. 

These closeouts are done either by hand 

pouring or manual spraying. Additional 

closeouts are completed once the tank reaches 

Kennedy Space Center, Fla. 

The super lightweight external tank, or SLWT, 

made its first shuttle flight in June 1998 on 

mission STS-91. The SLWT is 7,500 pounds 

lighter than previously flown tanks. The SLWT 

is the same size as the previous design, but the 

liquid hydrogen tank and the liquid oxygen 

tank are made of aluminum lithium, a lighter, 

stronger material than the metal alloy used 

previously. 

Beginning with the first Return to Flight 

mission, STS-114 in June 2005, several 

improvements were made to improve safety 

and flight reliability. 

Forward Bipod 

The external tank’s forward shuttle attach 

fitting, called the bipod, was redesigned to 

eliminate the large insulating foam ramps as a 

source of debris. Each external tank has two 

bipod fittings that connect the tank to the 

orbiter through the shuttle’s two forward 
NOVEMBER 2009 SHUTTLE REFERENCE DATA 87

attachment struts. Four rod heaters were 

placed below each forward bipod, replacing the 

large insulated foam Protuberance Airload, or 

PAL, ramps. 

Liquid Hydrogen Tank & Liquid Oxygen 

Intertank Flange Closeouts 

The liquid hydrogen tank flange located at the 

bottom of the intertank and the liquid oxygen 

tank flange located at the top of the intertank 

provide joining mechanisms with the intertank. 

After each of these three component tanks, 

liquid oxygen, intertank and liquid hydrogen, 

are joined mechanically, the flanges at both 

ends are insulated with foam. An enhanced 

closeout, or finishing, procedure was added to 

improve foam application to the stringer, or 

intertank ribbing, and to the upper and lower 

area of both the liquid hydrogen and liquid 

oxygen intertank flanges. 

Liquid Oxygen Feedline Bellows 

The liquid oxygen feedline bellows were 

reshaped to include a “drip lip” that allows 

condensate moisture to run off and prevent 

freezing. A strip heater was added to the 

forward bellow to further reduce the potential 

of high density ice or frost formation. Joints on 

the liquid oxygen feedline assembly allow the 

feedline to move during installation and during 

liquid hydrogen tank fill. Because it must flex, 

it cannot be insulated with foam like the 

remainder of the tank. 

Other tank improvements include: 

Liquid Oxygen & Liquid Hydrogen 

Protuberance Airload (PAL) Ramps 

External tank ET-119, which flew on the second 

Return to Flight mission, STS-121, in July 2006, 

was the first tank to fly without PAL ramps 

along portions of the liquid oxygen and 

liquid hydrogen tanks. These PAL ramps were 

extensively studied and determined to not be 

necessary for their original purpose, which was 

to protect cable trays from aeroelastic instability 

during ascent. Extensive tests were conducted 

to verify the shuttle could fly safely without 

these particular PAL ramps. Extensions were 

added to the ice frost ramps for the pressline 

and cable tray brackets, where these PAL ramps 

were removed to make the geometry of the 

ramps consistent with other locations on 

the tank and thereby provide consistent 

aerodynamic flow. Nine extensions were 

added, six on the liquid hydrogen tank and 

three on the liquid oxygen tank. 

Engine Cutoff (ECO) Sensor Modification 

Beginning with STS-122, ET-125, which 

launched on Feb. 7, 2008, the ECO sensor 

system feed through connector on the liquid 

hydrogen tank was modified by soldering the 

connector’s pins and sockets to address false 

readings in the system. All subsequent tanks 

after ET-125 have the same modification. 

Liquid Hydrogen Tank Ice Frost Ramps 

ET-128, which flew on the STS-124 shuttle 

mission, May 31, 2008, was the first tank to fly 

with redesigned liquid hydrogen tank ice frost 

ramps. Design changes were incorporated at 

all 17 ice frost ramp locations on the liquid 

hydrogen tank, stations 1151 through 2057, to 

reduce foam loss. Although the redesigned 

ramps appear identical to the previous design, 

several changes were made. PDL* and NCFI 

foam have been replaced with BX* manual 

spray foam in the ramp’s base cutout to reduce 

debonding and cracking; Pressline and cable 

tray bracket feet corners have been rounded to 

reduce stresses; shear pin holes have been 
88 SHUTTLE REFERENCE DATA NOVEMBER 2009

sealed to reduce leak paths; isolators were 

primed to promote adhesion; isolator corners 

were rounded to help reduce thermal 

protection system foam stresses; BX manual 

spray was applied in bracket pockets to reduce 

geometric voids. 

*BX is a type of foam used on the tank’s 

“loseout,” or final finished areas; it is applied 

manually or hand-sprayed. PDL is an acronym 

for Product Development Laboratory, the first 

supplier of the foam during the early days of 

the external tank’s development. PDL is 

applied by pouring foam ingredients into a 

mold. NCFI foam is used on the aft dome, or 

bottom, of the liquid hydrogen tank. 

Liquid Oxygen Feedline Brackets 

ET-128 also was the first tank to fly with 

redesigned liquid oxygen feedline brackets. 

Titanium brackets, much less thermally 

conductive than aluminum, replaced aluminum 

brackets at four locations, XT 1129, XT 1377, 

Xt 1624 and Xt 1871. This change minimizes ice 

formation in under-insulated areas, and 

reduces the amount of foam required to cover 

the brackets and the propensity for ice 

development. Zero-gap/slip plane Teflon 

material was added to the upper outboard 

monoball attachment to eliminate ice adhesion. 

Additional foam has been added to the liquid 

oxygen feedline to further minimize ice 

formation along the length of the feedline. 
NOVEMBER 2009 LAUNCH & LANDING 89

LAUNCH AND LANDING 

LAUNCH 

As with all previous space shuttle launches, 

Atlantis has several options to abort its ascent if 

needed after engine failures or other systems 

problems. Shuttle launch abort philosophy is 

intended to facilitate safe recovery of the flight 

crew and intact recovery of the orbiter and its 

payload. 

Abort modes include: 

ABORT-TO-ORBIT (ATO) 

This mode is used if there is a partial loss of 

main engine thrust late enough to permit 

reaching a minimal 105 by 85 nautical mile orbit 

with the orbital maneuvering system engines. 

The engines boost the shuttle to a safe orbital 

altitude when it is impossible to reach the 

planned orbital altitude. 

TRANSATLANTIC ABORT LANDING 

(TAL) 

The loss of one or more main engines midway 

through powered flight would force a landing 

at either Zaragoza, Spain; Moron, Spain; or 

Istres, France. For launch to proceed, weather 

conditions must be acceptable at one of these 

TAL sites. 

RETURN-TO-LAUNCH-SITE (RTLS) 

If one or more engines shut down early and 

there is not enough energy to reach Zaragoza, 

the shuttle would pitch around toward 

Kennedy until within gliding distance of 

the Shuttle Landing Facility. For launch to 

proceed, weather conditions must be forecast to 

be acceptable for a possible RTLS landing at 

KSC about 20 minutes after liftoff. 

ABORT ONCE AROUND (AOA) 

An AOA is selected if the vehicle cannot 

achieve a viable orbit or will not have enough 

propellant to perform a deorbit burn, but has 

enough energy to circle the Earth once and land 

about 90 minutes after liftoff. 

LANDING 

The primary landing site for Atlantis on 

STS‐129 is the Kennedy Space Center’s Shuttle 

Landing Facility. Alternate landing sites that 

could be used if needed because of weather 

conditions or systems failures are at Edwards 

Air Force Base, Calif., and White Sands Space 

Harbor, N.M. 
90 LAUNCH & LANDING NOVEMBER 2009

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NOVEMBER 2009 ACRONYMS/ABBREVIATIONS 91

ACRONYMS AND ABBREVIATIONS 

A/G Alignment Guides 

A/L Airlock 

AAA Avionics Air Assembly 

ABC Audio Bus Controller 

ACBM Active Common Berthing Mechanism 

ACDU Airlock Control and Display Unit 

ACO Assembly Checkout Officer 

ACS Atmosphere Control and Supply 

ACU Arm Control Unit 

ADS Audio Distribution System 

AE Approach Ellipsoid 

AEP Airlock Electronics Package 

AI Approach Initiation 

AIS Automatic Identification System 

AJIS Alpha Joint Interface Structure 

AM Atmosphere Monitoring 

AMOS Air Force Maui Optical and Supercomputing Site 

AOH Assembly Operations Handbook 

APAS Androgynous Peripheral Attachment 

APCU Assembly Power Converter Unit 

APE Antenna Pointing Electronics 

Audio Pointing Equipment 

APFR Articulating Portable Foot Restraint 

APM Antenna Pointing Mechanism 

APS Automated Payload Switch 

APV Automated Procedure Viewer 

AR Atmosphere Revitalization 

ARCU American-to-Russian Converter Unit 

ARS Atmosphere Revitalization System 

ASW Application Software 

ATA Ammonia Tank Assembly 

ATCS Active Thermal Control System 

ATU Audio Terminal Unit 

BAD Broadcast Ancillary Data 

BC Bus Controller 

BCDU Battery Charge/Discharge Unit 

Berthing Mechanism Control and Display Unit 
92 ACRONYMS/ABBREVIATIONS NOVEMBER 2009

BEP Berthing Mechanism Electronics Package 

BGA Beta Gimbal Assembly 

BIC Bus Interface Controller 

BIT Built-In Test 

BM Berthing Mechanism 

BOS BIC Operations Software 

BSS Basic Software 

BSTS Basic Standard Support Software 

C&C Command and Control 

C&DH Command and Data Handling 

C&T Communication and Tracking 

C&W Caution and Warning 

C/L Crew Lock 

C/O Checkout 

CAM Collision Avoidance Maneuver 

CAPE Canister for All Payload Ejections 

CAS Common Attach System 

CB Control Bus 

CBCS Centerline Berthing Camera System 

CBM Common Berthing Mechanism 

CCA Circuit Card Assembly 

CCAA Common Cabin Air Assembly 

CCHA Crew Communication Headset Assembly 

CCP Camera Control Panel 

CCT Communication Configuration Table 

CCTV Closed-Circuit Television 

CDR Space Shuttle Commander 

CDRA Carbon Dioxide Removal Assembly 

CETA Crew Equipment Translation Aid 

CHeCS Crew Health Care System 

CHX Cabin Heat Exchanger 

CISC Complicated Instruction Set Computer 

CLA Camera Light Assembly 

CLPA Camera Light Pan Tilt Assembly 

CMG Control Moment Gyro 

COTS Commercial Off the Shelf 

CPA Control Panel Assembly 

CPB Camera Power Box 

CR Change Request 

CRT Cathode-Ray Tube 
NOVEMBER 2009 ACRONYMS/ABBREVIATIONS 93

CSA 

CSA-CP 

CTC 

CVIU 

Canadian Space Agency 

Compound Specific Analyzer 

Cargo Transport Container 

Common Video Interface Unit 

CVT Current Value Table 

CZ Communication Zone 

DB Data Book 

DC 

DCSU 

DDCU 

Docking Compartment 

Direct Current Switching Unit 

DC-to-DC Converter Unit 

DEM Demodulator 

DFL Decommutation Format Load 

DIU Data Interface Unit 

DMS 

DMS-R 

DPG 

DPU 

DRTS 

DYF 

Data Management System 

Data Management System-Russian 

Differential Pressure Gauge 

Baseband Data Processing Unit 

Japanese Data Relay Satellite 

Display Frame 

E/L 

EATCS 

EBCS 

ECC 

Equipment Lock 

External Active Thermal Control System 

External Berthing Camera System 

Error Correction Code 

ECLSS 

ECS 

ECU 

Environmental Control and Life Support System 

Environmental Control System 

Electronic Control Unit 

EDSU 

EDU 

External Data Storage Unit 

EEU Driver Unit 

EE End Effector 

EETCS 

EEU 

EF 

EFBM 

EFHX 

EFU 

EGIL 

EIU 

Early External Thermal Control System 

Experiment Exchange Unit 

Exposed Facility 

Exposed Facility Berthing Mechanism 

Exposed Facility Heat Exchanger 

Exposed Facility Unit 

Electrical, General Instrumentation, and Lighting 

Ethernet Interface Unit 

ELC 

ELM-ES 

ELM-PS 

ExPRESS Logistics Carrier 

Japanese Experiment Logistics Module – Exposed Section 

Japanese Experiment Logistics Module – Pressurized Section 
94 ACRONYMS/ABBREVIATIONS NOVEMBER 2009

ELPS Emergency Lighting Power Supply 

EMGF Electric Mechanical Grapple Fixture 

EMI Electro-Magnetic Imaging 

EMU Extravehicular Mobility Unit 

E-ORU EVA Essential ORU 

EP Exposed Pallet 

EPS Electrical Power System 

ES Exposed Section 

ESA European Space Agency 

ESC JEF System Controller 

ESW Extended Support Software 

ET External Tank 

ETCS External Thermal Control System 

ETI Elapsed Time Indicator 

ETRS EVA Temporary Rail Stop 

ETVCG External Television Camera Group 

EV Extravehicular 

EVA Extravehicular Activity 

EXP-D Experiment-D 

EXT External 

FA Fluid Accumulator 

FAS Flight Application Software 

FCT Flight Control Team 

FD Flight Day 

FDDI Fiber Distributed Data Interface 

FDIR Fault Detection, Isolation, and Recovery 

FDS Fire Detection System 

FE Flight Engineer 

FET-SW Field Effect Transistor Switch 

FGB Functional Cargo Block 

FOR Frame of Reference 

FPMU Floating Potential Measurement Unit 

FPP Fluid Pump Package 

FR Flight Rule 

FRD Flight Requirements Document 

FRGF Flight Releasable Grapple Fixture 

FRM Functional Redundancy Mode 

FSE Flight Support Equipment 

FSEGF Flight Support Equipment Grapple Fixture 

FSW Flight Software 
GAS Get-Away Special 

GATOR Grappling Adaptor to On-orbit Railing 

GCA Ground Control Assist 

GLA General Lighting Assemblies 

General Luminaire Assembly 

GLONASS Global Navigational Satellite System 

GNC Guidance, Navigation, and Control 

GPC General Purpose Computer 

GPS Global Positioning System 

GPSR Global Positioning System Receiver 

GUI Graphical User Interface 

H&S Health and Status 

HCE Heater Control Equipment 

HCTL Heater Controller 

HEPA High Efficiency Particulate Acquisition 

HPA High Power Amplifier 

HPGT High Pressure Gas Tank 

HPP Hard Point Plates 

HRDR High Rate Data Recorder 

HREL Hold/Release Electronics 

HRFM High Rate Frame Multiplexer 

HRM Hold Release Mechanism 

HRMS High Rate Multiplexer and Switcher 

HTV H-II Transfer Vehicle 

HTVCC HTV Control Center 

HTV Prox HTV Proximity 

HX Heat Exchanger 

I/F Interface 

IAA Intravehicular Antenna Assembly 

IAC Internal Audio Controller 

IBM International Business Machines 

ICB Inner Capture Box 

ICC Integrated Cargo Carrier 

ICS Interorbit Communication System 

ICS-EF Interorbit Communication System – Exposed Facility 

IDRD Increment Definition and Requirements Document 

IELK Individual Equipment Liner Kit 

IFHX Interface Heat Exchanger 

IMCS Integrated Mission Control System 

IMCU Image Compressor Unit 

NOVEMBER 2009 ACRONYMS/ABBREVIATIONS 95
96 ACRONYMS/ABBREVIATIONS NOVEMBER 2009

IMV Intermodule Ventilation 

INCO Instrumentation and Communication Officer 

IP International Partner 

IP-PCDU ICS-PM Power Control and Distribution Unit 

IP-PDB Payload Power Distribution Box 

ISP International Standard Payload 

ISPR International Standard Payload Rack 

ISS International Space Station 

ISSSH International Space Station Systems Handbook 

ITCS Internal Thermal Control System 

ITS Integrated Truss Segment 

IVA Intravehicular Activity 

IVSU Internal Video Switch Unit 

JAXA Japan Aerospace Exploration Agency 

JCP JEM Control Processor 

JEF JEM Exposed Facility 

JEM Japanese Experiment Module 

JEMAL JEM Airlock 

JEM-EF Japanese Experiment Module Exposed Facility 

JEM-PM Japanese Experiment Module – Pressurized Module 

JEMRMS Japanese Experiment Module Remote Manipulator System 

JEUS Joint Expedited Undocking and Separation 

JFCT Japanese Flight Control Team 

JLE Japanese Experiment Logistics Module – Exposed Section 

JLP Japanese Experiment Logistics Module – Pressurized Section 

JLP-EDU JLP-EFU Driver Unit 

JLP-EFU JLP Exposed Facility Unit 

JPM Japanese Pressurized Module 

JPM WS JEM Pressurized Module Workstation 

JSC Johnson Space Center 

JTVE JEM Television Equipment 

Kbps Kilobit per second 

KOS Keep Out Sphere 

LB Local Bus 

LCA LAB Cradle Assembly 

LCD Liquid Crystal Display 

LED Light Emitting Diode 

LEE Latching End Effector 

LMC Lightweight MPESS Carrier 
NOVEMBER 2009 ACRONYMS/ABBREVIATIONS 97

LSW Light Switch 

LTA Launch-to-Activation 

LTAB Launch-to-Activation Box 

LTL Low Temperature Loop 

MA Main Arm 

MAUI Main Analysis of Upper-Atmospheric Injections 

Mb Megabit 

Mbps Megabit per second 

MBS Mobile Base System 

MBSU Main Bus Switching Unit 

MCA Major Constituent Analyzer 

MCC Mission Control Center 

MCC-H Mission Control Center – Houston 

MCC-M Mission Control Center – Moscow 

MCDS Multifunction Cathode-Ray Tube Display System 

MCS Mission Control System 

MDA MacDonald, Dettwiler and Associates Ltd. 

MDM Multiplexer/Demultiplexer 

MDP Management Data Processor 

MELFI Minus Eighty-Degree Laboratory Freezer for ISS 

MGB Middle Grapple Box 

MIP Mission Integration Plan 

MISSE Materials International Space Station Experiment 

MKAM Minimum Keep Alive Monitor 

MLE Middeck Locker Equivalent 

MLI Multi-layer Insulation 

MLM Multipurpose Laboratory Module 

MMOD Micrometeoroid/Orbital Debris 

MOD Modulator 

MON Television Monitor 

MPC Main Processing Controller 

MPESS Multipurpose Experiment Support Structure 

MPEV Manual Pressure Equalization Valve 

MPL Manipulator Retention Latch 

MPLM Multi-Purpose Logistics Module 

MPM Manipulator Positioning Mechanism 

MPV Manual Procedure Viewer 

MSD Mass Storage Device 

MSFC Marshall Space Flight Center 

MSP Maintenance Switch Panel 
98 ACRONYMS/ABBREVIATIONS NOVEMBER 2009

MSS 

MT

Mobile Servicing System 

 Mobile Tracker 

MTL 

MUX

 Mobile Transporter 

Moderate Temperature Loop 

 Data Multiplexer 

n.mi. nautical mile 

NASA 

NCS 

National Aeronautics and Space Administration 

Node Control Software 

NET No Earlier Than 

NLT No Less Than 

NPRV 

NSV

Negative Pressure Relief Valve 

 Network Service 

NTA 

NTSC 

Nitrogen Tank Assembly 

National Television Standard Committee 

OBSS 

OCA 

OCAD 

OCAS 

ODF 

ODS 

OI 

Orbiter Boom Sensor System 

Orbital Communications Adapter 

Operational Control Agreement Document 

Operator Commanded Automatic Sequence 

Operations Data File 

Orbiter Docking System 

Orbiter Interface 

OIU Orbiter Interface Unit 

OMS 

OODT 

ORCA 

ORU 

OS 

OSA 

Orbital Maneuvering System 

Onboard Operation Data Table 

Oxygen Recharge Compressor Assembly 

Orbital Replacement Unit 

Operating System 

Orbiter-based Station Avionics 

OSE 

OTCM 

OTP 

Orbital Support Equipment 

ORU and Tool Changeout Mechanism 

ORU and Tool Platform 

P/L

PAL 

PAM 

PAO 

 Payload 

Planning and Authorization Letter 

Payload Attach Mechanism 

Public Affairs Office 

PAS 

PBA 

PCA 

PCBM 

Payload Adapter System 

Portable Breathing Apparatus 

Pressure Control Assembly 

Passive Common Berthing Mechanism 
NOVEMBER 2009 ACRONYMS/ABBREVIATIONS 99

PCN Page Change Notice 

PCS Portable Computer System 

PCU Plasma Contactor Unit 

Power Control Unit 

PDA Payload Disconnect Assembly 

PDB Power Distribution Box 

PDGF Power and Data Grapple Fixture 

PDH Payload Data Handling unit 

PDRS Payload Deployment Retrieval System 

PDU Power Distribution Unit 

PEC Passive Experiment Container 

PEHG Payload Ethernet Hub Gateway 

PFE Portable Fire Extinguisher 

PFRAM Passive Flight Releasable Attachment Mechanism 

PGSC Payload General Support Computer 

PIB Power Interface Box 

PIU Payload Interface Unit 

PLB Payload Bay 

PLBD Payload Bay Door 

PLC Pressurized Logistics Carrier 

PLT Payload Laptop Terminal 

Space Shuttle Pilot 

PM Pressurized Module 

 Pump Module 

PMA Pressurized Mating Adapter 

PMCU Power Management Control Unit 

PMU Pressurized Mating Adapter 

POA Payload ORU Accommodation 

POR Point of Resolution 

PPRV Positive Pressure Relief Valve 

PRCS Primary Reaction Control System 

PREX Procedure Executor 

PRLA Payload Retention Latch Assembly 

PROX Proximity Communications Center 

psia Pounds per Square Inch Absolute 

PSP Payload Signal Processor 

PSRR Pressurized Section Resupply Rack 

PTCS Passive Thermal Control System 

PTR Port Thermal Radiator 

PTU Pan/Tilt Unit 

PVCU Photovoltaic Controller Unit 
100 ACRONYMS/ABBREVIATIONS NOVEMBER 2009

PVM Photovoltaic Module 

PVR Photovoltaic Radiator 

PVTCS Photovoltaic Thermal Control System 

QD Quick Disconnect 

R&MA 

RACU 

Restraint and Mobility Aid 

Russian-to-American Converter Unit 

RAM 

RBVM 

Read Access Memory 

Radiator Beam Valve Module 

RCC 

RCT 

RF 

RGA 

RHC 

Range Control Center 

Rack Configuration Table 

Radio Frequency 

Rate Gyro Assemblies 

Rotational Hand Controller 

RIGEX 

RIP 

Rigidizable Inflatable Get-Away Special Experiment 

Remote Interface Panel 

RLF 

RLT 

RMS 

ROEU 

ROM 

R-ORU 

ROS 

RPC 

Robotic Language File 

Robotic Laptop Terminal 

Remote Manipulator System 

Remotely Operated Electrical Umbilical 

Read Only Memory 

Robotics Compatible Orbital Replacement Unit 

Russian Orbital Segment 

Remote Power Controller 

RPCM Remote Power Controller Module 

RPDA 

RPM 

Remote Power Distribution Assembly 

Roll Pitch Maneuver 

RS

RSP 

RSR 

RT

 Russian Segment 

Return Stowage Platform 

Resupply Stowage Rack 

 Remote Terminal 

RTAS 

RVFS 

RWS

Rocketdyne Truss Attachment System 

Rendezvous Flight Software 

 Robotics Workstation 

SAFER 

SAM 

Simplified Aid for EVA Rescue 

SFA Airlock Attachment Mechanism 

SAPA 

SARJ 

SASA 

SCU 

Small Adapter Plate Assembly 

Solar Alpha Rotary Joint 

S-Band Antenna Sub-Assembly 

Sync and Control Unit 
NOVEMBER 2009 ACRONYMS/ABBREVIATIONS 101

SD Smoke Detector 

SDS Sample Distribution System 

SEDA Space Environment Data Acquisition equipment 

SEDA-AP Space Environment Data Acquisition equipment - Attached Payload 

SELS SpaceOps Electronic Library System 

SEU Single Event Upset 

SFA Small Fine Arm 

SFAE SFA Electronics 

SI Smoke Indicator 

SLM Structural Latch Mechanism 

SLP-D Spacelab Pallet – D 

SLP-D1 Spacelab Pallet – Deployable 

SLP-D2 Spacelab Pallet – D2 

SLT Station Laptop Terminal 

System Laptop Terminal 

SM Service Module 

SMDP Service Module Debris Panel 

SOC System Operation Control 

SODF Space Operations Data File 

SPA Small Payload Attachment 

SPB Survival Power Distribution Box 

SPDA Secondary Power Distribution Assembly 

SPDM Special Purpose Dexterous Manipulator 

SPEC Specialist 

SRAM Static RAM 

SRB Solid Rocket Booster 

SRMS Shuttle Remote Manipulator System 

SSAS Segment-to-Segment Attach System 

SSC Station Support Computer 

SSCB Space Station Control Board 

SSE Small Fine Arm Storage Equipment 

SSIPC Space Station Integration and Promotion Center 

SSME Space Shuttle Main Engine 

SSOR Space-to-Space Orbiter Radio 

SSP Standard Switch Panel 

SSPTS Station-to-Shuttle Power Transfer System 

SSRMS Space Station Remote Manipulator System 

STC Small Fire Arm Transportation Container 

STR Starboard Thermal Radiator 

STS Space Transfer System 
102 ACRONYMS/ABBREVIATIONS NOVEMBER 2009

STVC SFA Television Camera 

SVS Space Vision System 

TA Thruster Assist 

TAC TCS Assembly Controller 

TAC-M TCS Assembly Controller – M 

TCA Thermal Control System Assembly 

TCB Total Capture Box 

TCCS Trace Contaminant Control System 

TCCV Temperature Control and Check Valve 

TCS Thermal Control System 

TCV Temperature Control Valve 

TDK Transportation Device Kit 

TDRS Tracking and Data Relay Satellite 

THA Tool Holder Assembly 

THC Temperature and Humidity Control 

Translational Hand Controller 

THCU Temperature and Humidity Control Unit 

TIU Thermal Interface Unit 

TKSC Tsukuba Space Center (Japan) 

TLM Telemetry 

TMA Russian vehicle designation 

TMR Triple Modular Redundancy 

TPL Transfer Priority List 

TRRJ Thermal Radiator Rotary Joint 

TUS Trailing Umbilical System 

TVC Television Camera 

UCCAS Unpressurized Cargo Carrier Attach System 

UCM Umbilical Connect Mechanism 

UCM-E UCM – Exposed Section Half 

UCM-P UCM – Payload Half 

UHF Ultrahigh Frequency 

UIL User Interface Language 

ULC Unpressurized Logistics Carrier 

UMA Umbilical Mating Adapter 

UOP Utility Outlet Panel 

UPC Up Converter 

USA United Space Alliance 

US LAB United States Laboratory 

USOS United States On-Orbit Segment 

UTA Utility Transfer Assembly 
NOVEMBER 2009 ACRONYMS/ABBREVIATIONS 103

VAJ 

VBSP 

VCU 

Vacuum Access Jumper 

Video Baseband Signal Processor 

Video Control Unit 

VDS 

VLU 

VRA 

VRCS 

VRCV 

Video Distribution System 

Video Light Unit 

Vent Relief Assembly 

Vernier Reaction Control System 

Vent Relief Control Valve 

VRIV Vent Relief Isolation Valve 

VSU Video Switcher Unit 

VSW Video Switcher 

WAICO 

WCL 

WETA 

WIF 

Waiving and Coiling 

Water Cooling Loop 

Wireless Video System External Transceiver Assembly 

Work Interface 

WRM 

WRS 

WS

Water Recovery and Management 

Water Recovery System 

 Water Separator 

Work Site 

Work Station 

WVA Water Vent Assembly 

ZSR Zero-g Stowage Rack 
104 ACRONYMS/ABBREVIATIONS NOVEMBER 2009

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NOVEMBER 2009 MEDIA ASSISTANCE 105

MEDIA ASSISTANCE 

NASA TELEVISION TRANSMISSION 

NASA Television is carried on an MPEG‐2 

digital signal accessed via satellite AMC‐6, at 

72 degrees west longitude, transponder 17C, 

4040 MHz, vertical polarization. For those in 

Alaska or Hawaii, NASA Television will be 

seen on AMC‐7, at 137 degrees west longitude, 

transponder 18C, at 4060 MHz, horizontal 

polarization. In both instances, a Digital Video 

Broadcast, or DVB‐compliant Integrated 

Receiver Decoder, or IRD, with modulation of 

QPSK/DBV, data rate of 36.86 and FEC 3/4 will 

be needed for reception. The NASA Television 

schedule and links to streaming video are 

available at: 

http://www.nasa.gov/ntv

NASA TV’s digital conversion will require 

members of the broadcast media to upgrade 

with an “addressable” Integrated Receiver 

De‐coder, or IRD, to participate in live news 

events and interviews, media briefings and 

receive NASA’s Video File news feeds on a 

dedicated Media Services channel. NASA 

mission coverage will air on a digital NASA 

Public Services “Free to Air” channel, for which 

only a basic IRD will be needed. 

Television Schedule 

A schedule of key in‐orbit events and media 

briefings during the mission will be detailed in 

a NASA TV schedule posted at the link above. 

The schedule will be updated as necessary and 

will also be available at: 

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

mission_schedule.html

Status Reports 

Status reports on launch countdown and 

mission progress, in‐orbit activities and landing 

operations will be posted at: 

http://www.nasa.gov/shuttle

This site also contains information on the crew 

and will be updated regularly with photos and 

video clips throughout the flight. 

More Internet Information 

Information on the ISS is available at: 

http://www.nasa.gov/station

Information on safety enhancements made 

since the Columbia accident is available at: 

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

system/index.html

Information on other current NASA activities is 

available at: 

http://www.nasa.gov

Resources for educators can be found at the 

following address: 

http://education.nasa.gov
106 MEDIA ASSISTANCE NOVEMBER 2009

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NOVEMBER 2009 PUBLIC AFFAIRS CONTACTS 107

PUBLIC AFFAIRS CONTACTS 

HEADQUARTERS 

WASHINGTON, DC 

Space Operations Mission Directorate 

Michael Braukus 

International Partners 

202-358-1979 

michael.j.braukus@nasa.gov

Katherine Trinidad 

Shuttle, Space Station Policy 

202-358-1100 

katherine.trinidad@nasa.gov

John Yembrick 

Shuttle, Space Station Policy 

202-358-1100 

john.yembrick-1@nasa.gov

Mike Curie 

Shuttle, Space Station Policy 

202-358-1100 

michael.curie@nasa.gov

Grey Hautaluoma 

Research in Space 

202-358-0668 

grey.hautaluoma-1@nasa.gov

Ashley Edwards 

Research in Space 

202-358-1756 

ashley.edwards-1@nasa.gov

JOHNSON SPACE CENTER 

HOUSTON, TEXAS 

James Hartsfield 

News Chief 

281-483-5111 

james.a.hartsfield@nasa.gov

Kyle Herring 

Public Affairs Specialist 

Space Shuttle Program Office 

281-483-5111 

kyle.j.herring@nasa.gov

Rob Navias 

Program and Mission Operations Lead 

281-483-5111 

rob.navias-1@nasa.gov

Kelly Humphries 

Public Affairs Specialist 

International Space Station and Mission 

Operations Directorate 

281-483-5111 

kelly.o.humphries@nasa.gov

Nicole Cloutier-Lemasters 

Public Affairs Specialist 

Astronauts 

281-483-5111 

nicole.cloutier-1@nasa.gov
108 PUBLIC AFFAIRS CONTACTS NOVEMBER 2009

KENNEDY SPACE CENTER 

CAPE CANAVERAL, FLORIDA 

Allard Beutel 

News Chief/Space Shuttle 

321-867-2468 

allard.beutel@nasa.gov

Tracy Young 

Public Affairs Specialist 

International Space Station 

321-867-2468 

tracy.g.young@nasa.gov

MARSHALL SPACE FLIGHT CENTER 

HUNTSVILLE, ALABAMA 

Dom Amatore 

Public Affairs Manager 

256-544-0034 

dominic.a.amatore@nasa.gov

June Malone 

Public Affairs Specialist 

News Chief/Media Manager 

256-544-0034 

june.e.malone@nasa.gov

Steve Roy 

Public Affairs Specialist 

Space Shuttle Propulsion 

256-544-0034 

steven.e.roy@nasa.gov

STENNIS SPACE CENTER 

BAY ST. LOUIS, MISSISSIPPI 

Chris McGee 

News Chief 

228-688-3249 

christopher.mcgee@nasa.gov

Paul Foerman 

Public Affairs Officer 

228-688-1880 

paul.foerman-1@nasa.gov

AMES RESEARCH CENTER 

MOFFETT FIELD, CALIFORNIA 

Mike Mewhinney 

News Chief 

650-604-3937 

michael.mewhinney@nasa.gov

Jonas Dino 

Public Affairs Specialist 

650-604-5612 

jonas.dino@nasa.gov

Rachel Prucey 

Public Affairs Specialist 

650-604-0643 

Rachel.L.Purcey@nasa.gov

Ruth Marlaire 

Public Affairs Officer 

650-604-4709 

ruth.marlaire@nasa.gov
NOVEMBER 2009 PUBLIC AFFAIRS CONTACTS 109

DRYDEN FLIGHT RESEARCH CENTER 

EDWARDS, CALIFORNIA 

Kevin Rohrer 

Director, Public Affairs 

661-276-3595 

kevin.j.rohrer@nasa.gov

Alan Brown 

News Chief 

661-276-2665 

alan.brown@nasa.gov

Leslie Williams 

Public Affairs Specialist 

661-276-3893 

leslie.a.williams@nasa.gov

GLENN RESEARCH CENTER 

CLEVELAND, OHIO 

Lori Rachul 

News Chief 

216-433-8806 

lori.j.rachul@nasa.gov

Sally Harrington 

Public Affairs Specialist 

216-433-2037 

sally.v.harrinton@nasa.gov

Katherine Martin 

Public Affairs Specialist 

216-433-2406 

katherine.martin@nasa.gov

LANGLEY RESEARCH CENTER 

HAMPTON, VIRGINIA 

Marny Skora 

Head, Office of Communications 

757-864-6121 

marny.skora@nasa.gov

Mike Finneran 

News Chief 

757-864-6110 

Michael.p.finneran@nasa.gov

Keith Henry 

Public Affairs Officer 

757-864-6120 

h.k.henry@nasa.gov

Chris Rink 

Public Affairs Officer 

757-864-6786 

christopher.p.rink@nasa.gov

Kathy Barnstorff 

Public Affairs Officer 

757-864-9886 

katherine.a.barnstorff@nasa.gov

Amy Johnson 

Public Affairs Officer 

757-864-7022 

amy.johnson@nasa.gov
110 PUBLIC AFFAIRS CONTACTS NOVEMBER 2009

UNITED SPACE ALLIANCE 

Jessica Pieczonka 

Houston Operations 

281-212-6252 

832-205-0480 

jessica.b.pieczonka@usa-spaceops.com

Tracy Yates 

Florida Operations 

321-861-3956 

(c) 321-750-1739 

tracy.e.yates@usa-spaceops.com

BOEING 

Ed Memi 

Media Relations 

Boeing Space Exploration 

281-226-4029 

edmund.g.memi@boeing.com

Adam Morgan 

Boeing 

International Space Station 

281-226-4030 

adam.k.morgan@boeing.com

JAPAN AEROSPACE EXPLORATION 

AGENCY (JAXA) 

Naoko Matsuo 

JAXA Public Affairs Representative 

Houston 

281-792-7468 

matsuo.naoko@jaxa.jp

JAXA Public Affairs Office 

Tokyo, Japan 

011-81-50-3362-4374 

proffice@jaxa.jp

CANADIAN SPACE AGENCY (CSA) 

Jean-Pierre Arseneault 

Manager, Media Relations & Information 

Services 

514-824-0560 (cell) 

jean-pierre.arseneault@space.gc.ca

Media Relations Office 

Canadian Space Agency 

450-926-4370 

EUROPEAN SPACE AGENCY (ESA) 

Clare Mattok 

Communication Manager 

Paris, France 

011-33-1-5369-7412 

clare.mattok@esa.int