STS-8 PRESS INFORMATION August 1983 on Rockwell International ‘Shuttle Integration & Satelite Systems Division Office of Public RelationsCONTENTS PAGE STS-8 MISSION STATISTICS 1 FLIGHT TEST AND MISSION OBJECTIVES . 2 STS-7 TO STS-8 SPACE SHUTTLE DIFFERENCES .. 4 MODIFICATIONS TO CHALLENGER FROM STS-7 TO STS°8... 5 LINE REPLACEABLE UNITS... a PAYLOAD ASSIST MODULE (PAM) -D 8 INSAT (INDIAN COMMUNICATIONS SATELLITE) -1B “4 PAYLOAD RETENTION MECHANISMS ..........02000:0000eeeereee ppnocndeeo noo 2» PAYLOAD DEPLOYMENT AND RETRIEVAL SYSTEM (PDRS) ....-22.000400:000eeeersereeeeees 28 PAYLOAD FLIGHT TEST ARTICLE (PFTA) 6 DEVELOPMENT FLIGHT INSTRUMENTATION PALLET a OXYGEN INTERACTION EXPERIMENT .. ® HEAT PIPE EXPERIMENT ....... “ CHALLENGER S-BAND Ku-BAND AND TRACKING DATA RELAY SATELLITE (TDRS)-A. . 45 GETAWAY SPECIALS ......... EXPERIMENTS. . CONTINUOUS FLOW ELECTROPHORESIS SYSTEM (CFES). CARRY ON INCUBATOR INVESTIGATION OF SPACE TRANSPORTATION SYSTEM er9) ATMOSPHERIC LUMINOSITIES (ISAL) - ANIMAL ENCLOSURE MODULE . STUDENT EXPERIMENT - BIOFEEDBACK ..PAGE RADIATION MONITORING EQUIPMENT 60 EXTRAVEHICULAR MOBILITY UNITS (EMU’s) OL CARGO BAY STOWAGE ASSEMBLY (CBSA) n MODULAR AUXILIARY DATA SYSTEM (MADS) . 14 AERODYNAMIC COEFFICIENT PACKAGE (ACIP) «02 25.000000000cseseeeeeerersseeesseerees 0 MODIFICATIONS TO COLUMBIA FOR STS-9, SPACELAB-I MISSION. . .. 81 ‘STS-1 THRU STS-7 MISSION FACTS 86 STS-7 SUMMARY ........ boduaceanu9 90 STS-7 TIMELINE. ..... oct 94 STS-8 FLIGHT CREW ......---22000+ 96 STS-9 FLIGHT CREW 98 STS-10 FLIGHT CREW 100 STS-11 FLIGHT CREW 102 STS-12 FLIGHT CREW 104 STS-13 FLIGHT CREW 106 STS-18 FLIGHT CREW 108 STS-24 FLIGHT CREW . 110‘The STS-8 flight of Challenger in its third flight into space will chalk up another first—the first night launch and landing of, the Space Shuttle. Proper placement in geostationary orbit of the Indian Communications Satellite (INSAT) -1B dictates the night launch of Challenger in STS-8 from Kennedy Space Center, Florida and the night landing at Edwards Air Force Base, California. ‘On May 27, 1983 NASA announced that the Tracking and Data Relay Satellite (TDRS) -B would not be flown on the STS-8 mission due to the problem encountered with the Inertial Upper Stage (IUS) in the deployment of TDRS-A. It was also announced that the Payload Deployment and Retrieval System (PDRS)/Payload Flight Test Article (PFTA) originally scheduled to be flown on STS-11 would be flown on STS-8 along with the originally manifested INSAT-IB/PAM (Payload Assist Module) -D. ‘The PFTA has a total of four different grapple fixture loca- tions, however only two will be used for grappling of the PFTA by the Remote Manipulator System (RMS) in unberthing and berthing the PFTA in on orbit testing of the RMS/PFTA, Challenger response. ‘The Development Flight Instrumentation (DFI) pallet (minus the DFI instrumentation used in flights of Columbia) would be placed in the payload bay of Challenger for STS-8, (in front of the NEWS About Space Flight «it comes from Rockwell International PFTA). The experiments on the DFT are; — Evaluation of Oxygen Interaction with Materials (EOIM); two diced Low Temperature Reusable Surface Insulation (LRSI) tiles; two Advanced Flexible Reusable Surface Insulation (AFRSD) blankets; one AFRSI outer blanket layer fabric material segment; and a High Capacity Heat Pipe demonstration experiment. These experiments, except for the High Capacity Heat Pipe, will be subjected to atomic oxygen in the low Earth orbital environment of 121 by 121 nautical miles (139 x 139 statute miles) and the experiments (payload bay) oriented in the direction of Challenger’s velocity vector around Earth, Challenger’s Ku-band system along with its S-band system, will be used to test performance, navigation and proficiency of the communications system with the Tracking and Data Relay Satellite System (TDRSS). The Continuous Flow Electrophoresis System (CFES) is flown again in the STS-8 mission, however in this mission six live cells are used. Twelve Getaway Special (GAS) canisters are flown on STS-8, four of the GAS canisters are for experiments and the ight remaining canisters carry U.S. Postal Service covers. Two mail boxes are mounted on the DFI pallet and carry additional U.S. Postal Service Covers.NEWS About Space Flight ...it comes from Rockwell International STS-8 MISSION STATISTICS 5 A.M. E.D.T. 5 AM. C.D.T. 1:15 P.M. P.D.T. Launch: Tuesday, August 30, 1983 2a Mission Duration: 144 hours (6 days) 1 hour, 10 minutes Landing: Monday, September 5, 19833: 2: 2: BBB Pr> ZS Om Ses 555 1 Inclination: 28.45 degrees SSME Throttling: 100 to 70 to 100 to 3 “g" limit to 65 percent Spacecraft Altitudes in Orbit: 1) 160 x 160 nautical miles (184 x 184 statute miles); 2) 166 x 160 nautical miles (191_x 184 statute miles); 3) 166 x 121 nautical miles (191 x 139 statute miles); 4) 121 x 121 nautical miles (139 x 139 statute miles) Payload Weight Up": (26,609 pounds) Approximately 10,255. kilograms Payload Weight “Down” (19,164 pounds) Approximately 8,692 Payloads: INSAT (Indian Communications Satellite) -1B PAM (Payload Assist Module) -D, PFTA (Payload Flight Test Article), DFI (Development Flight Instrumentation) Pallet, 12 GAS (Getaway Specials), CFES (Continuous Flow Electrophoresis System) experiment Entry Angle of Attack: 40 degrees Maximum Q (aerodynamic pressure): 712 pounds per square foot Crew Members: Commander (CDR) Richard H. Truly Pilot (PLT) Daniel C. Brandenstein Mission Specialist (MS) Guion S. Bluford, Jr. Mission Specialist (MS) Dale A. Gardner Mission Specialist (MS) William E, Thornton. Crew Seating: Dale Gardner will be in the flight deck center seat during ascent and entry. William Thorton will be in the mid-deck during ascent and entry Crew Attire: Blue intravehicular activity (IVA) flight suits, helmets will be worn for launch and entry. Anti ‘‘g" (gravity) suit worn (lower extremity) for entry over IVA flight suitCross Range: 475 nautical miles (546 statute miles) Runway: Edwards Air Force Base (concrete runway 22) Note: No chase plane will be used in the landing sequence on this flight. Challenger will probably not be visible until 30 to 15 meters (100 to 50 feet) above the runway at landing, FLIGHT TEST AND MISSION OBJECTIVES FLIGHT TEST External tank and solid rocket booster ascent performance Solid rocket booster recovery POGO stability performance Challenger OV-099 cold canopy test, tail to sun attitude for 16 hours Cabin atmosphere verification Payload deployment retrieval system (PDRS) payload handling performance S-band/Tracking Data Relay Satellite (TDRS) -A com- munication link performance test No. 2 TDRSS navigation test Ku-band communication link performance test No. 2 Ku-band communications and tracking performance Challenger S-band and Ku-band/TDRS-A operations proficiency test No. 2 Ku-band side lobe detection Challenger Remote Manipulator System (RMS) dynamic interaction test using Payload Flight Test Article (PFTA) On-orbit TACAN (Tactical Air Navigation) navigation * Mid-deck locker temperature survey * Crew module thermal evaluation «Entry aerodynamic test No. 4 (pre-programmed test in- puts [PTI’s}), a total of nine © TPS(Thermal Protection System) entry heating evaluation * SLSS (Shuttle Launch Support System) communica- tions performance, ground tests over two Merritt Island, Florida ‘* Validation of predictive tests and countermeasures for space motion sickness * Cardiovascular deconditioning countermeasure assessment * Head and eye motion monitoring during ascent and entry © On-orbit head and eye tracking tasks, performed by MS William Thornton * Acceleration detection sensitivity, performed by MS William Thornton © Kinesthetic repeatability, performed by MS William Thornton, * Photographic documentation of body fluid shifts, per- formed by MS William Thornton * Near vision ability, twice per crew-memberMicrobiology screening test Audiometry with cabin noise, MS William Thornton performed by ‘Simple mass measurement Treadmill photography, performed by MS Will ‘Thornton Ophthalmoscopy performed, by MS William Thornton twice, on each crew-member Tissure pressure-tonemeter, performed by MS William Thornton Ambulatory monitoring with and without skeletal loading and other maneuvers, performed by MS William Thornton Inflight countermeasures for Space adaptation syn- drome with objective measurements, performed by MS William Thornton Eye hand coordination, performed by MS William Thornton Verification of the mid-deck animal enclosure module, performed by MS William Thornton ‘Anatomical observation, performed by MS William Thornton Study of inflight fluid changes, performed by MS William Thornton Evoked potentials demonstration, performed by MS William Thornton Intraocular pressure, performed by MS William Thornton Soft contact lens application test, performed by MS William Thornton Engineering test of carry-on incubator MISSION OBJECTIVES First night launch and night landing Deployment of INSAT-1B/PAM-D DFI (Development Flight Instrumentation) structure Heat pipe evaluation Evaluation of oxygen interaction with materials PETA (Payload Flight Test Article)/PDRS (Payload Deployment Retrieval System) unberth, interaction with Challenger and berth CFES (Continuous Flow Electrophoresis experiment System) 12 GAS (Getaway Special) canisters Investigation of STS (Space Transportation System) atmospheric luminosities (ISAL)STS-7 TO STS-8 SPACE SHUTTLE DIFFERENCES Solid Rocket Boosters High performance solid rocket motors with light weight shaved casings. The high performance solid rocket motors increase the initial thrust by four percent, adding about 1,360 kilograms (3,000 pounds) to the Space Shuttle’s payload carrying capability. The increase in thrust was achieved by iengthening the exit cone of the solid rocket motors nozzles by 254 millimeters (10 inches) and decreasing the solid rocket motors nozzles throat diameter by 101 millimeters (4 inches) which increases the velocity of the solid rocket motors gases as they exit through the nozzle. ‘Also, some of the solid rocket motors propellant inhibitor used in the four motor segments in each solid rocket motor is omitted, thus causing the propellant to burn faster. These high performance motors will be used on future flights. The shaved light weight casings were first used in the STS-6 mis- sion which reduced the weight of each solid rocket booster by 1,814 kilograms (4,000 pounds) Lightweight External Tank Weighs approximately 4,536 kilograms (10,000 pounds) less than the last heavy weight tank used in the STS-7 flightMODIFICATIONS TO CHALLENGER FROM STS-17 TO STS-8 Addition of nine additonal quick shoe camera mounts in crew compartment for Government Furnished Equipment (GFE) cameras Deletion of suction foot restraints in crew compartment and orbiter’s floor finish associated with suction cups Modification of hydraulic bootstrap accumulator seals Redesign of TV camera stabilizer bracket in crew compart- ment aft flight deck station Installation of a deeper pile thermal barrier (monkey fur) at the aft edge of the payload bay doors nearest the hinge line and Xg 1307 bulkhead for both right and left hand doors Stow start/sustaining heater wires for fuel cell No. 1 Reset of the flapper angle of the liquid oxygen 17 inch disconnect to accommodate the light weight external tank Addition of non-standard payload retention guides to ac- ‘commodate payload flight test article (PFTA). These guides will be 17 and 19 inches long to be compatible with the envelopes at the PFTA longeron location Routing of signal wiring for two temperature measurements through the orbiter, from the external tank/orbiter interface to the orbiter/ground system interface for observing the ex- temal tank feedline temperatures during liquid oxygen loading operations Change of glareshield light assemblies from a 3.6 volt lamp toa 1.8 volt lamp and adjusting the output filament voltages to be compatible with the 1.8 volt lamp Addition of eight remote manipulator system measurements in the operational instrumentation for use with the PFTA for math model validation Provide new Heads-up Display (HUD) format-software. Spare HUD carried onboard as HUD is mandatory for a night landing Addition of buttons on keel area for payload blanket Redesign of purge, vent and drain filter frame Provision for flight data file removal for maintenance capability in-flight Change 50 foot tether in payload bay to 35 feet Deletion of external tank separation camera Modification of standard mixed cargo harness (SMCH) 76 thermal protection system tiles were removed and replaced after the STS-7 mission due to flight damage Re-waterproofing of thermal protection system tiles inter- nally except for diced tiles which are sprayed. The upper surface of the body flap, aft heat shield and aft end of Orbital Maneuvering System/Reaction Control System (OMS/RCS) are not water proofed as these areas do not get wet On STS-7, there were a total of 50 Advanced Flexible Reusable Surface Insulation (AFRSI) blankets on the Orbital Maneuvering System/Reaction Control System (OMS/RCS) pods. Of these 50 blankets, 44 were removed, four blankets were reworked, two blankets were retained as is, and eight new blankets were installed for a total of 14 blankets, for both OMS/RCS pods. The remaining area of AFRSI blankets not installed was covered with a total of 170 Low Temperature Reusable Surface Insulation (LRSI) tiles for both OMS/RCS pods. Some of the small transition areas from the LRSI tiles to the AFRSI blankets utilize Felt Reusable Surface Insulation (FRSI). Approximately40 square feet of FRSI is used for both OMS/RCS pods. Four areas of LRSI tiles on Challenger were removed and replaced with AFRSI blankets to establish confidence in locations of AFRSI applications on Discovery Orbiter-103. The AFRSI test panels are installed on the left hand side of the forward fuselage canopy, left hand side of forward fuselage, left hand side of mid-fuselage and left hand side of, upper wing. Each test panel location consists of two AFRSI blankets 304 millimeters (12 inches) in length by 406 millimeters (16 inches) in width, one in front of the other, with total length in flow of the wind of 609 millimeters (24 inches) fou Tenens Advanced Flexible Reusable Surface Insulation (AFRSI) Blankets Flown on Challenger on STS-8 as a Flight Test ProgramLINE REPLACEABLE UNITS. Removed and replaced right hand Orbital Maneuvering ‘System (OMS) propellant gauging totalizer Removal and replacement of text and graphics unit Removal and replacement of Cathode Ray Tube (CRT) No. 3 Removal and replacement of Display Driver Unit (DDU) No. 2 Removal and replacement of hydraulic system No. 2 accumulator/transducer Removal and replacement of hydraulic system No. 2 unloader valve Removal and replacement of Space Shuttle Main Engine (SSME) No. 3 and No. 2 gaseous hydrogen pressurization outlet pressure sensor Removal and replacement of Auxiliary Power Unit (APU) No. 3. Will hot fire on launch pad Removal and replacement of waste collection system Removal and replacement of mid-deck ACCU (Audio Cen- tral Control Unit) Removal and replacement of MDM (multiplexer/ demultiplexer) FF (Flight forward) No. 4 Removal and replacement of outer pane window No. 5 Removal and replacement UHF (ultra high frequency) receiver Removal and replacement of WSB (Water Spray Boiler) No. 3 valve actuator motor Removal and replacement of main landing gear uplock linkage Removal and replacement of SSME No. | and No. 2 heat shield flexible blankets Removal and replacement of four main landing gear brake assemblies, wheels, and tires Removal and replacement of RA (Radar altimeter) No. 1 Removal and replacement of SSME No. 3 high pressure fuel turbopump Removal and replacement of 1-1/2 inch hydrogen high point disconnect Removal and replacement of SSME No. 3 flange F4 seal Removal and replacement of left wing vent box relief door Removal and replacement of left OMS gaseous nitrogen regulator Removal and replacement of ascent thrust vector control (AVTC) No. 4PAYLOAD ASSIST MODULE (PAM) ‘The Payload Assist Module (formerly called the Spinning Solid Upper Stage — SSUS) is designed as a higher altitude booster of satellites deployed in near Earth orbit but opera- tionally destined for higher altitudes. The INSAT-IB will be boosted to geosynchronous orbit (35,887 kilometers — 22,300 miles) by PAM-D. ‘There are two versions of the PAM — the “‘D”” which is utilized to launch lighter weight satellites and the ““A’” which is capable of launching satellites weighing up to 1,995 kilograms (4,400 pounds) into a 27-degree geosynchronous transfer orbit after being deployed from the Shuttle spacecraft’s cargo bay. The PAM-D is capable of launching satellite weights up to 1,247 kilograms (2,750 pounds) into a 27 degree geosyn- chronous orbit following deployment. A requirement for a 1,361 kilogram (3,000 pound) transfer orbit capability requires about a 10-percent increase in the PAM-D motor performance, which can be accomplished by adding more length to the motor case, but reducing the nozzle length the same amount to retain the overall stage length. The motor case extension is about 137 milimeters (5.4 inches). This uprating will require other changes, namely the strengthening and addition of cradle STS-Payload Configuration (Side View) members so that the system structural dynamic frequency will avoid the Space Shuttle forcing frequencies. The PAM-A and PAM-D have deployable (expendable) stage consisting of a spin stabilized solid rocket fueled motor (SRM), a payload attach fitting (PAF) to mate with the un- manned spacecraft, and the necessary timing, sequencing, power and control assemblies. ‘The reusable airborne support equipment (ASE) consists of the cradle structure for mounting the deployable system in the Space Shuttle orbiter payload bay, a spin system to provide the stabilizing rotation, a separation system to release and deploy the stage and unmanned spacecraft, and the necessary avionics to control, monitor, and power the system. ‘The PAM-A and PAM-D stages are supported through the STS-Payload Configuration (Top View)spin table at the base of the motor and through restraints at the PAF. The forward restraints are retracted before deployment. The PAM-D also provides a sunshield for thermal protec- tion of the satellite when the Space Shuttle orbiter payload bay doors are open. PAM-D Airborne Support Equipment and Orbiter In- stallation. The PAM-D Airborne Support Equipment (ASE) consists of all the reusable hardware elements that are required to mount, support, control, monitor, protect, and operate the PAM-D expendable hardware and unmanned spacecraft from liftoff to deploymenmt from the Space Shuttle. It will also pro- vide the same functions for the safing and return of the stage and spacecraft in case of an aborted mission. The ASE is de- signed to be as self-contained as possible, thereby minimizing dependence on orbiter or flight crew functions for its operation. The major ASE elements include the cradle for structural PAM-D System SBtitenanion SS Packs Geraswouer Provogaartic avanceo Fuexeue| Fin Te PACKAGE es " REE wagage Se fe ages Een ce POSTAL covEns: ‘SeSrenr ue STS-Payload Configuration (Top View)mounting and support, the spin table and drive system, the avionics system to control and monitor the ASE and the PAM-D vehicle and the thermal control system. The cradle assembly provides a vertical structural mounting support for the PAM-D/unmanned spacecraft assembly in the orbiter payload bay. The nominal envelope for the PAM-D ver- tical installation provides a cylindrical volume 2,562 millimeters (100.88 inches) in height on the centerline and a diameter of 2,184 millimeters (86 inches). The diameter limitation applies to ail early unmanned spacecraft that require the capability to use the Delta launch vehicle as a backup to the Space Shuttle. After full transition to the Space Shuttle is complete, the unmanned PAM-D Sunshield Open spacecraft configuration may use the extra volume available within the Space Shuttle payload bay, a maximum diameter of 2,743 millimeters (108 inches) inside the cradle, 3,048 mill- meters (120 inches) above the cradle. The cradle is 4.5 meters (IS feet) wide. The length of the cradle is 2,362 millimeters (93 inches) static and 2,438 millimeters (96 inches) dynamic. The open truss structure cradle is constructed of machined aluminum frame sections and chrome plated steel longeron and keel trunnions. The spacecraft-to-cradle lateral loads are reacted by for- ward retractable retraction fittings between the payload attach fitting and cradle, which are driven by redundant dc electrical motors. After the reaction fittings are retracted, the spin table is free to spin the PAM unmanned spacecraft when commanded. PAM-D Sunshield Closed‘The spin table consists of three subsystems, spin, separa- tion, and electrical interface. The spin subsystem consists of the spin table, the spin bearing, the rotating portion of the spin table, a gear and gear support ring, two redundant drive motors, a despin braking device, and a rotational index and locking mechanism. The separation subsystem includes four ‘compression springs mounted on the outside of the rotating spin table, each with an installed preload of 635 kilograms (1,400 pounds) and a Marman-type clamp band assembly. ‘The electrical interface subsystem is composed of a slip- ring assembly to carry electrical circuits for PAM-D and spacecraft across the rotating spin bearing. The electrical wiring from the slip ring terminates at electrical disconnects at the spin- cable separation point. The slip-ring assembly is used to carry safety-critical command and monitor functions and those com- mands required before separation from the spin table. The system provides a capability for spin rates between 45 and 100 rpm. In this flight, the spin rate is approximately 40 rpm. Upon command, the spin table will be spun up to the nominal rpm by two electric motors, either of which can pro- duce the required torque. When the spin table rpm has been verified and the proper point is reached in the parking orbit, redundant debris-free explosive bolt cutters are fired upon com- mand from the electrical ASE to separate the band clamp (which is mechanically retained on the spin table) and the springs provide the thrust to attain a separation velocity of ap- proximately 0.9 meters per second (3 feet per second). In case of an abort mode after spinup, the multiple-disc- stack friction-type braking device will despin the PAM-D un- manned spacecraft assembly and the spin drive motor will slow- ly rotate the assembly until the solenoid-operated indexing and locking device is engaged. Upon confirmation by the ASE that the spin table is properly aligned and locked, the restraint pins will be re-engaged. PAM-D Mounted Thermal Control System. The PAM-D thermal control system is provided to alleviate severe thermal (EF ore pena — Ci. PAM-D Orbiter Vertical Installation n Kereea S Maximum Spacecraft Envelope With STS PAM-Dstresses on both the unmanned spacecraft and the PAM-D system. The system consists of thermal blankets mounted on the cradle to provide thermal protection for the PAM-D system, and a passive sunshield mounted on the cradle to control the solar input to and heat loss from the payload when the orbiter payload bay doors are open. Thermal blankets consisting of multilayered insulation mounted to the forward and aft sides of the cradle protect the PAM-D from thermal extremes. On the sides and the bottom, the orbiter payload bay liner protects the PAM-D from the en- vironmental extremes. PAM-D/Telesat-F A sunshield, consisting of multilayered, Mylar lightweight insulation supported on a tubular frame, mounts to the cradle and protects the unmanned spacecraft from environmental ex- tremes. The sunshield panels on the sides are fixed and sta- tionary. The portion of the shield covering the top of the unmanned spacecraft is a clamshell structure that remains closed to protect against thermal extremes when the orbiter payload bay doors are open. The sunshield resembles a two- piece baby buggy canopy. The clamshell is opened by redundant electric rotary actuators operating a control-cable system. ‘The sunshield required for the PAM-D growth will have a width adjustment capability to accommodate spacecraft up to 2,901 millimeters (115 inches) in diameter. PAM-D Vehicle Configuration. The PAM-D expendable vehicle hardware consists of a Thiokol Star-48 solid-fucled rocket motor, the payload attach fitting and its functional system. The 'Star-48 motor features a titanium case, an 89-percent solid propellant, a carbon-carbon throat insert, and a carbon-carbon exit cone. Maximum loading of propellant is 1,998 kilograms (4,405 pounds) with a nominal of 1,738 kilo- grams (3,833 pounds). The motor is 1,239 millimeters (48.8 inches) in diameter and is 1,828 millimeters (72 inches) long. The payload attach fitting (PAF) structure is a machined forging and provides the subsystem mounting installations and mounts on the forward ring of the motor case. The two cradle reaction fittings provide structural support to the forward end of the PAM-D stage and unmanned spacecraft, and transmit loads to the ASE cradle structure. The forward interface of the PAF provides the spacecraft mounting and separation system. One steel band is preloaded to approximately 2,585 kilograms 3,700 pounds) and separation is achieved by redundant bolt cut- ters. Four separation springs, mounted inside the PAF provide the impetus for clear separation. The installed preload for each spring is approximately 90 kilograms (200 pounds) with a spring stroke of 133 millimeters (5.25 inches), providing a spacecraft separation velocity of about 0.9 meters per second (3 feet per second). The electrical interface connectors between the PAM-D 2and the spacecraft are mounted on brackets on opposite sides of the PAF. Other subsystems mounted on the PAF include the redundant safe-and-arm device for motor ignition, and telemetry components (if desired) and the S-band transmitter. PAM-D Avionics. The electrical ASE minimizes the number of operations to be performed by the flight crew so that greater attention can be paid to monitoring functions that are critical to safety and reliability. Flight crew control functions include system power on, SRM arming, deployment ordnance arming, emergency deploy ment and sequence control assembly (SCA) control. ‘The electrical ASE performs control and monitoring of restraint withdrawal, spin-table spin and deployment functions; arms (and disarms, if necessary) the SRM; controls and monitors the PAM-D vehicle electrical sequencing system (and telemetry system, when used); generates system status informa- tion for display to the flight crew (cathode ray tube) via the data lens and from the orbiter keyboard panel; and provides wiring to carry required spacecraft functions. And, as a mission option, it provides control and monitoring of spacecraft systems. The Payload Assist Modules are designed and built by McDonnell Douglas Astronautics, Co., Huntington Beach, California. ae Cee} PAM-D Interfaces BINDIAN NATIONAL SATELLITE (INSAT) -B INSAT-LB is the second in a series of the most complex civil operational satellites ever to be launched. INSAT’s design combines in one package its three separate missior (1) telephone and data communications over India’s million square miles; (2) direct television broadcasting to receivers na- tionwide, including thousands of remote villages and (3) com- prehensive weather services, including continuous observations in both visible and infrared bands, relay of meteorological data from unattended stations, disaster warnings and radio program distribution to communities throughout India. ‘The three-in-one satellite provides for over 8,000 two-way long distance telephone circuits, supplementing India’s existing communications system. Accessibility to long distance telephone will be available to even the remotest part of the country. The system will be tied to 35 satellite earth stations. ‘The direct broadcast radio and television will be beamed to approximately 100,000 Indian-built receive-only, small S-band earth terminals 3 to 3.6 meters (10 to 12 feet) in diameter placed in rural communities across the vast country. Social and agricultural education programs are among those planned for broadcast. INSAT’s meteorological capability via the INSAT two channel Very High Resolution Radiometer (VHRR) and Data Collection Platform (DCP) subsystem will benefit many segments of the country’s economy, such as agriculture and aviation. Flood control, irrigation planning and disaster warn- ing are important spin-offs anticipated. The spacecraft will transmit weather photos every half hour, 24 hours a day through the Delhi Telecommunications earth station to India’s Meteorological Data Utilization Center (MDUC) in New Delhi. ‘The Very High Resolution Radiometer (VHRR) data analysis will reveal cloud motion derived winds, sea surface, snow fields, cloud top and large water body temperatures which will be merged with other meteorological data collected by the Data Collection Platform’s (DCP’s). From up to 800 small soureremmamnatrs SOME anak EARTH STATION (137 61°) ye sou eamrstarionas? 10) We nme Seaertie Rect ony [34] or oun 4 OE 14 INSAT-1 Ground Facilitiesunattended land and ocean DCPs are selected on a random basis three times each hour to INSAT at Ultra High Frequency (UHF-INSAT ~ four dipole antennas) and re-transmitted at ‘C-band to the MDUC in New Delhi. India is one of the largest and most populous nations on earth, with a population of 613,000,000 million and a land area of one and a quarter million square miles. In addition, it em- braces an enormous diversity of language, culture, and com- munity life. The INSAT program is a joint venture of India’s Depart- ment of Space; the Ministry of Communications, Posts and Telegraph Department; and the Ministry of Information and Broadcasting. The Department of Space will establish and operate the space segment of the system, while the Ministries of Communications, Tourism and Civil Aviation, and Informa- tion and Broadcasting will establish and operate their respective ground segment facilities. Interagency coordination is managed by the INSAT coordination committee. INSAT-IB Ford Aerospace and Communications Corporation, Western Development Laboratories Division at Palo Alto, Calif., built INSAT-1B for India’s Department of Space. In ad- dition to building the INSAT-1 satellites (INSAT-1B, the first of two satellites), Ford Aerospace participated in a project with India’s Department of Space to design and develop the Mission Control Center at Hassan, India. During the launch and checkout of the INSAT-IB satellite, Ford Aerospace personnel will be responsible for all operations. In the ensuing three- month period after satellite launch, operational responsibility will be transferred from Ford Aerospace to India’s Department of Space personnel. INSAT-1B has 12 transponders, each having the capacity for 1,200 voice/data channels or two television channels at 6/4 GHz (Gigahertz). A 1.4 meters (4.5 feet) diameter C-band reflector will receive at 6 GHz and transmit six of the twelve 4 GHz channels. A 1.5 by 1.6 meter (4.9 by 5.2 feet) C/S-band reflector provides the capability for transmitting the direct INSAT-1B Geosynchronous Orbit 15INSAT-1 INSAT-1 System Conceptbroadcast signals at 2.5 GHz and the other six telecommunica- tions channels at 4 GHz. INSAT-IB Attitude Control Subsystem di is a momentum-bias type with two momentum wheels. A reaction wheel is provided for redundancy in achieving three-axis satellite control. Attitude information is provided by redundant scanning infrared earth sensors and non-scanning sun sensors which are used both, in the transfer orbit and synchronous orbit operations. The subsystem also interfaces with the propulsion subsystem to perform thruster operation of attitude control during acquisition, apogee boost, momentum wheel unloading, and station-keeping maneuvers. A solar sail extending 12.6 meters (41 feet) from INSAT’s main body is used to pro- vide passive compensation of the solar pressure torque about the satellite main body due to the single-wing solar array. The single-wing solar array is used to avoid interference with the radiometer cooler field of view. A body-mounted magnetic torquing coil provides an additional reaction torque for attitude control and momentum wheel speed unloading. A single 445-Newton (100 pound) thruster is utilized for apogee boost. The thruster utilizes hypergolic propellants, nitrogen tetroxide as the oxidizer and monomethylhydrazine as the fuel, Attitude control and station keeping are accomplished, with redundant sets of 22 Newton (5 pound) thrusters; each of the two sets contain six thrusters. Propellant storage consists of two titanium tanks equipped with surface tension propellant management devices. Both tanks are pressurized with helium and have a capacity for a calculated life of seven years. A single wing, five panel planar solar array of aluminum honeycomb with graphite-epoxy face skins converts solar energy into electrical power. Energy storage for solar eclipse operations is supplied by two 12 ampere-hour, 28-cell-nickel-cadmium bat- teries, Control of the electrical power subsystem is provided by the power control electronics consisting of the power control unit and sequential shunt unit. A direct-energy transfer dual- bus system provides electrical power. India is paying NASA approximately $4 million and the value of each satellite is approximately $50 million. Total cost for the two satellites, PAM-D’s and launch is approximately $140 million. INSAT-IC is the backup for INSAT-IB. Each satellite is designed for a nominal seven year life. The satellite will be controlled after ejection and PAM-D motor firing by the Satellite Control Center located in Hassan, India. The final parking orbit will be at geosynchronous orbit ‘over the equator at 74 degrees East longitude. INSAT-1B/PAM-E EJECTION To prepare for cargo ejection, the orbiter flight crew verifies the spacecraft through a series of checks and configures the payload for deployment. The orbiter is approximately 16 nautical miles (184 statute miles) altitude for spacecraft deployment. The satellite is spun up (up to 40 rpm) on the cradle’s spin table, communications and other subsystems are checked by means of an electrical and communications harness to the flight crew cabin, and the payload ordnance items are armed. All the checks are performed remotely from the flight crew cabin, and payload data are transmitted from the orbiter to the Mission Control Center in Houston (MCC-H) for analysis. During a final pre-ejection sequence lasting approximately 30 minutes, the orbiter is maneuvered into a deployment at- titude with’the payload bay facing the direction desired for the PAM motor firing. Ejection will occur, nominally on mission elapsed time of day one, one hour and 17 minutes, on a descending node, orbit 17, A Marman clamp is released by explosive bolts, and the spinning payload pops out of the payload bay at approximately 0.9 meters per second (3 feet per second). At ejection from the orbiter cargo bay, the INSAT-IB spacecraft has completed only the first of several critical launch events. At this point it is in an orbit similar to the orbiter’s with ayan altitude of about 160 nautical miles (185 statute miles) and a velocity of about 27,835 kilometers (17,300 mph). To perform its intended communications service, the spacecraft must be raised to an altitude of about 36,851 kilometers (22,898 statute miles), with a velocity of about 10,941 kilometers per hour (6,800 mph). The first in a series of major in-orbit events is the firing of the solid-propellant motor aboard the payload’s PAM. At ejec- tion, this motor is armed to automatically fire in 45 minutes. Spacecraft sensors and thrusters automatically maintain the payload’s correct attitude for firing. The PAM motor firing raises the apogee (high point) of the orbit to about 35,887 kilometers (22,300 statute miles). Now the spacecraft is in a highly elliptical transfer orbit with a perigee of about 158 nautical miles (182 statute miles). The PAM motor casing is jettisoned after firing. NASA‘s responsibility for the launch of INSAT-1B is com- pleted upon INSAT-IB/PAM-D ejection from Challenger, ex- cept for tracking of the payload until the PAM is fired. The INSAT-IB liquid fueled apogee kick motor (AKM) is cS saa ee INSAT-1B fired to raise the perigee of the orbit. This puts INSAT-1B into a near circular orbit at near-geosynchronous altitude. The apogee kick motor is fired on command from Indian Satellite Control in Hassan, India. This is followed by a series of INSAT-IB thruster firings by Indian Satellite Control to refine the orbit INSAT-IB in Stowed Position 18and adjust INSAT-IB velocity so that a controlled drift will bring it to its final destination. When the maneuvers are com- pleted, Indian Satellite Control conducts a series of on-orbit tests and verification of spacecraft subsystems, before servi begun. 0PAYLOAD RETENTION MECHANISMS, Nondeployable payloads are retained by passive retention devices, whereas, unberthing and berthing of the PFTA (Payload Flight Test Article) are secured by motor-driven, ac- tive retention devices. Payloads are secured in the orbiter payload bay by means of the payload retention system or are equipped with their own unique retention systems. The orbiter payload retention system provides three-axis support for up to five payloads per flight. ‘The payload retention mechanisms secure the payloads during all mission phases and provides for installation and removal of the payloads when the orbiter is either horizontal or vertical. Attachment points in the payload bay are in 99-millimeter (3.933-inch) increments along the left- and right-side longerons and along the bottom centerline of the bay. Of the potential 172 attach points on the longerons, 48 are unavailable because of the proximity of spacecraft hardware. The remaining 124 may be used for carrier/payload attachment: of these, 16 may be us- ed for deployable payloads. Along the centerline keel, 89 attach Payload Segment Side Bridge Fiting 2 Payload Fixed Attach Fitting an Payload Trunnionet]~ /y ee Primary Fuselage Frame (Right Side Shown) Sill Longeron Bridges Available for Locating Payloads. Locations are 99.8 Milimeters (3.933 inches) Apart Keel Wing Wain Frames 7 Payload Retention Box BridgeSplit Bearing Retained ‘in Bearing Housing Cap Trunnion Swings Aft Beating Housing Cap ZoMh p44 Trunnion Typical Attach Ueeaton Longeron soit LLongeron Bridge Bearing NONDEPLOYABLE PAYLOAD ATTACH FITTING Hammer Head Latch NV ue ‘Actuator ‘Split Bearing Trunnion DEPLOYABLE PAYLOAD ATTACH FITTING/MECHANISM a Sal Aiing CorirPayload Keat—eyt) / Sd 29°05 eS Se ‘CARRIER/PAYLOAD KEEL FITTING Standard Attach Fittings for Payloads Gear Motor Sill Longeron 2 Primary Fittings ‘Stabilizer Fitting Z Loads Active Payload Retention Systempoints are available, 75 of which may be used for deployable payloads. There are 13 longeron bridges per side and 12 keel bridges available per flight. Only the bridges required for a par- ticular flight are flown, The bridges are not interchangeable because of main frame spacing, varying load capability, and subframe attachments. The longeron bridge fittings are attached to the payload bay frame at the longeron level and at the side of the bay. Keel bridge fittings are attached to the payload bay frame at the bot- tom of the payload bay. Motors Payload Retention Latch ‘The payload trunnions are the interfacing portion of the payload with the orbiter retention system. The trunnions that interface with the longeron are 82 millimeters (3.25 inches) in diameter and 177.8 or 222.2 millimeters (7 or 8.75 inches) long, depending upon where they are positioned along the payload bay. The keel trunnions are 76.2 millimeters (3 inches) in diameter and vary in length from 101.6 to 292.1 millimeters (4 to 11.5 inches), depending upon where they fit in the payload bay. ‘The orbiter/payload attachments are the trunnion/bear- ing/journal type. The longeron and keel attach fitting have a split, self-aligning bearing for nonrelease-type payloads in which the hinged half is bolted closed. For on-orbit unberth and berthing of the PFTA, the hinged half fitting releases or secures the payload by latches that are driven by dual redundant electric motors. Payload guides and scuff plates are used to assist in unberthing and berthing the PFTA in the payload bay. The payload is constrained in the X direction by guides and in the Liner Supports Active Keel Fitting 282 Milimeters (2.25 Inches) Payload Trunion YA Orbiter ‘Structure 25410— Yo 105 Orbiter Payload Guide and Trunnion/Scuff Plate (Nominal) 330 Millimeter: (13 tnches) 114 Miners (4S Inches) 114 Milionetars (45 Inches) = At Fe Mitimetrs (@ inches) Lb 101 Miimetors Inches) Bridge Fitting Zaid 203 Witirmetore (8 inches) Orbiter Active Latch GuideY direction by scuff plates and guides. The guides are mounted to the inboard side of the payload latches and interface with the PFTA trunnions and scuff plates. The scuff plates are attached to the PFTA trunnions and interface with the PFTA guides. ‘The guides are V shaped with one part of the V being 50.8 millimeters (2 inches) taller than the other part. Parts are available to make either the forward or aft guide, the tallest. ‘This difference enables the operator monitoring the unberthing or berthing operations through the aft bulkhead TV cameras to better determine when the PFTA trunnion has entered the guide. The top of the tallest portion of the guide is 609.6 millimeters (24 inches) above the centerline of the payload trun- ion when it is all the way down in the guide. The top of the guide has a 228.6-millimeter (9-inch) opening. These guides are mounted to the 203.2-millimeter (8-inch) guides that are a part of the longeron payload retention latches. The payload scuff plates are mounted to the PFTA struc- ture, There are two longeron latches and a keel latch for on- orbit unberthing and berthing of the PFTA. These latches are controlled by dual redundant electric motors with either or both ‘motors releasing or latching the mechanism. The operating time of the latch is 30 seconds with both motors operating or 60 seconds with one motor operating. The latch/release switches on the aft flight deck display and control panel station control the latches. Each longeron latch has two microswitches sensing the ready-to-latch condition. Only one is required to control the ready-to-latch talkback indicator on the aft flight deck display and control panel station. Each longeron latch also has two microswitches to indicate latch and two to indicate release. Only one of each is required to control the latch or release talkback indicator on the aft flight deck display and control panel sta- tion. The keel latch also has two microswitches that sense when the keel latch is closed with the trunnion in it. Only one of the switches is required to operate the talkback indicator on the aft flight deck display and control panel station. The keel latch also has two microswitches that verify if the latch is closed or open, with only one required to control the talkback indicator on the aft flight station display and control panel station It is noted that the keel latch centers the PFTA in the yaw direction in the payload bay; therefore the keel latch must be closed before the longeron latch is closed. The keel latch can float plus or minus 69 millimeters (plus or minus 2.75 inches) in the X direction.PAYLOAD DEPLOYMENT AND RETRIEVAL SYSTEM ‘The remote manipulator system (RMS) is the mechanical arm portion of the payload deployment and retrieval system (PDRS) that maneuvers the PFTA (Payload Flight Test Article) from the payload bay for unberthing and berthing. The basic RMS configuration consists of a manipulator arm, an RMS display and control panel (including rotation and translation hand controls), and a manipulator controller inter- face unit which interfaces with the orbiter computer. The manipulator arm is installed on the port (left) side longeron of the orbiter payload bay. The fifth onboard computer controls the RMS. The RMS takes up 32 percent of the CPU (computer processor unit) in the ‘one computer for RMS operation and 30 percent for manual augmented operation. The RMS is a simple software package (computer programs) and a simple set of display and control panel hardware at the flight deck aft station. atayer THe pac Pane! SPA JPG SPR shoulder | at Pont ras Bf amsce Test ~L Orr Cable Harnass RMS Components The manipulator arm is 15 meters, 76.2 millimeters (60 feet, 3 inches) in length, 381 millimeters (15 inches) in diameter, and has six degrees of freedom. In conjunction with handling aids, it can remove and install a 4.5-meter (15-foot diameter), 18-meter (60-foot) long, 29,484-kilogram (65,000-pound) payload. The arm weight is 410 kilograms (605 pounds) and the total system weight is 450 kilograms (994 pounds). The RMS will rotate 31.36 degrees towards the payload bay doors when opened and rotates 31.36 degrees towards the payload bay so the payload bay doors can be closed. ‘The RMS arm consists of joint housing, electronics hous- ing, arm booms, and shoulder brace. There are two booms: the upper, which connects the shoulder and elbow joints, and the lower, which connects the elbow and wrist joints. The booms are made of graphite/epoxy, 330 millimeters (13 inches) in Wrist racket na Light Bracket standard nd tector ap eeu wascu Backup Drive Ampier Dispay and Controls End efector Electronics Unit Generar Purpose Computer dant Power Condtoner anpuiter Conroe interlace Unt Motor Mode’ Signal Condioiag Unt Rotational Hand Canter Seve Power Amplit Transiaonal Hand Contaer 25diameter, by 5 meters (17 feet) and 6 meters (20 feet) respective- ly, attached by metallic joints. The composite weight in one arm is 42 kilograms (93 pounds). The joint and electronic housings are made of aluminum alloy. A shoulder brace, used only dur- ing launch, minimizes high pitch axis moment loading on the shoulder pitch gear train. The shoulder brace is unlatched by a switch located on the aft flight deck display and control panel. ‘The RMS operates with a standard end effector. The stan- dard end effector can grapple the PFTA, keep it rigidly attached as long as required, and then release it after berthing it. ‘The standard end effector has two functions: cap- ture/release and rigidize/derigidize. Capture/telease is ac- complished by rotating an inner cage assembly containing three wire snares to open and close around the PFTA mounted stan- dard grapple fixture. A switch on the back of the RMS rotation hand controller (RHC) commands capture or release. Rigidize/derigidize is accomplished by drawing the snare assembly into the rear of the end effector or moving the snares Shou Yaw aw SET 100° vow Pen Shoulder ch 418° 6376.6 mn (251.810) Nate: Joint Angas are Spec Val forward toward the open end of the effector. In the automatic mode, rigidization is automatic; when manually operated, a switch on the aft flight deck station display and control panel is used to rigidize or derigidize the effector. The end effector generates six data signals corresponding to the following indications: snares fully open, snares full closed, payload present, carriage fully extended, maximum tension level crossed, and zero tension crossed. ‘The arm has a closed-circuit TV camera and a viewing light on the wrist section, as well as closed-circuit TV camera and a pan and a tilt unit at the elbow lower arm transition. “The RMS operator controls arm position and attitude by viewing it through the aft or overhead windows at the aft flight deck station, as well as by using closed-circuit TV from both the arm and payload-bay-mounted cameras. Two closed-circuit TV monitors at the aft flight deck station have split-screen capability. wast Yow Wrist Rat far *: |_imao in) 120° Waist ten $120 y x (2773518) Jot Rteranee System Mechanical Arm—Stowed Position and Movement ConfigurationWrist CCTV Wrist Pitch ‘Stands Wise ansugn Sante, tow cory owe an Pat it boon ‘ootond MPM - Upper Arm (ref) Upper Arm Jetion Subsystem [MRL Upper Arm Shoulder Brace ‘Shoulder peter Yaw Joint Longeron ‘Shoulder Pitch Joint Wrist Roll Joint MPM - Wrist MPM - Lower Arm Elbow Pitch Joint MPM = Manipulator Positioning Mechanism MAL © Manipulator Retention Latch Note: RMS Jettson Interface iat Base of MPM on Longeron ‘Mechanical Arm—Stowed Position and General Arrangement The RMS has both passive and active thermal control systems. The passive system consists of multilayer insulation blankets and thermal coatings. The active system consists of 26 heaters on each arm that supply 520 watts of power at 28 Vde. The heater system uses redundant buses on each arm, so if a failure occurs on one, the other is capable of supplying full heater power. The heaters operate automatically to maintain the temperature within the joints above -25°C (-14°F). Heater cir- cuits are individually switched off as the corrsponding temperature reaches 0°C (32°F). Twelve temperature ther- misters per arm monitor the temperatures, which can be displayed at the aft flight deck station. Every joint of the arm is driven electromechanically. The joint drive train consists of a de drive motor providing joint actuation, an output gear train that controls output speeds from the motor input, an optical encoder on the gearbox output shaft, and a mechanical brake on the motor output shaft. ‘The end effector drive train consists of a de drive motor, a brake and clutch associated with the snare system, brake and clutch associated with the rigidization carriage and a differential unit. A spring mechanism is used for backup release. The joint motor tachometers are the prime means of motion sensing, augmented by optical encoders. Tachometer 21Shoulder Electronics Shoulder Pitch Joint, Lower ‘Arm Boom Upper Arm Boom Intertace Lower Arm Boom Interface Bow’ Eteetrnies Compartment Overall Configuration of the Elbow Joint Weist Forward Electronics Wee Aft Electronics ‘Retention Fitting Overall Configuration of Wrist Joint EVA Handhold Snare Cables Shown Cosed ‘Around Phantom Electrical Connector Standard Snare Type End Effector 28Tip of Grapple Target Rod is 101 mm (Gin) from Face Grapple Tarot Ranging and of Baseplate oll Lines Guide Ramp 368 - 571 mm Basepat semble (145 10225 in, Grapple Cam Arm Diameter) Grapple att ‘274 mm (10.8 in) Guide Ramps Electrical Connector (Option) Grapple Fixture/Target Assembly on PFTA Grapple Fixture End Effector End Effector/Grapple Fixture Interface data is supplied to control algorithms, which convert input drive ‘commands to an output rate demand resolved for each joint of the arm. The algorithms output this rate demand within limits defined according to arm and individual joint loading condi- tions present at the time of computation. The algorithms supply the rate demand to control either end effector speed or position. ‘The maximum attainable commanded velocity for the end effec- tor and individual joints is limited by arm loading conditions, as is the maximum torque that can be applied to an individual joint under certain conditions. The aspect of arm control is provided by end effector velocity, joint rate, and motor current limiting within the software system under normal operating conditions. Joint velocity is limited during software-supported control modes by specifying a rate limit for each joint by the software system. Current limiting by the computer occurs during cap- ture/rigidization operations. When the capture command is detected, the software commands zero current to all joint ser- vos, except for the wrist roll joint servo; thus, for a short period, there is a ‘‘limp”” arm, except for the wrist roll joint. This is to allow for constrained motion adjustment during deployment. Normal braking is accomplished by motor deceleration, while the joint brakes are used for emergency or driving con- tingency operations only. Backdriving occurs when the payload or moving arm transmits kinetic energy into the drive train. The RMS can be operated in any one of five different modes: automatic, manual augmented, manual single-joint drive, direct drive, and manual backup drive. ‘The normal loaded arm movement rate is up to 0.06 meters per second (0.2 feet per second) and the unloaded arm move- ‘ment rate is up to 0.60 meters per second (2 feet per second), no payload for the latter. Rate of movement can be controlled within 0.009 meters per second (0.03 feet per second) and 0.09 degrees per second. The manual augmented mode can be used to grapple PFTA, maneuver it into or out of the payload retention fittings 29or handling aids, and grapple or stow it in orbit. The manual augmented mode enables the operator to direct the end-point of the arm using two 3-degree-of-freedom hand controllers to con- trol end effector translation and rotation rate. The control algorithms process the hand controller signals into a rate de- mand to each joint of the arm. The operator can carry out manual augmented control of the arm using any four coordinate systems: orbiter, end effector, payload, or orbiter loaded. ‘When the manual orbiter mode is selected, rate commands through the aft flight deck station RMS translation hand con- trol (THC) result in motions at the tip of the end effector which are parallel to the orbiter-referenced coordinate frame and com- patible with the up/down, left/right, in/out direction of the THC. Commands from the aft flight deck station RHC result in rotation at the tip of the end effector, which are also about the orbiter-referenced coordinate frame. Rate Hold (2-Position Pushbutton) Rate Limit ‘Vorior Coarse (2-Position Slide Switch) End Etfecto Capture/Release (@-Position Rocker) RMS Rotation Hand Control Switches ‘The manual end effector mode is to maintain compatibility at all times between rate commands at the THC and RHC and the instantaneous orientation of the end effector. The end effec- tor mode is used primarily for grappling operations in conjunc- tion with a wrist-mounted CCTV camera which is oriented with the end effector coordinates and rolls with the end effector. The CCTV scene presented on the television monitor has viewing axes which are oriented with the end effector coordinate frame. This results in compatible motion between the rate commands applied at the hand controllers and movement of the background image presented on the television monitor. 30Payload Grapple ‘Snared Position at Payload Grapple Duter Akg Tone Rotating Ring © With singin forward Payoad grapple penton me tore imide open nd poload grapple ent af end etector, of efector wires stored fuly rotates i fy ote. © Operation of al srw ad ut min withdraw aes, pulling paloos false fefueomet tne arta: Stine an lurter operation tensions wes To. spturing payloed ‘igidize contact " End effector wires begin to cise ‘onto payloa Snare Capture and Rigidization Sequence 31Up/down, left/right, in/out motions of the THC results in the same direction of motion of the end effector as seen on the television monitor, except that the background in the scene will move in the opposite direction. Therefore, the operator must remember to use a “fly to” control strategy and apply com- mands to the THC and RHC that are toward the target area in the television scene. The manual orbiter loaded mode is to enable the operator to translate and rotate a payload about the orbiter axis with the point of resolution of the resolved rate algorithm being at a predetermined point within the payload, normally the center of Aft Flight Deck RMS Crew Station/Crew Interface geometry. This allows for pure rotations of the payload, which is useful for berthing operations. There are two types of automatic modes, preprogrammed and operator commanded. The preprogrammed auto mode can store up to 20 automatic sequences in the computer, four of which can be assigned for selection at the aft flight deck station. In the automatic modes, the payload is maneuvered to dif- ferent locations for data taking according to a preprogrammed sequence. Each automatic sequence is made up of a series of positions and attitudes of the end effector which define a trajectory of motion. The series may have from one to 199 points to define the trajectories. Pauses may be preprogrammed into the trajec- tory at any point. These will automatically cause the arm to come to rest, from which it may be able to proceed with the automatic sequence through the auto sequence Overhead Starboard Window (Port Similar) Aft Starboard RMS Window Translation Hand Control Display and > Control RMS_\ Panel RMS Controls and Displays 32Observation Windows ee 350--|—~450 Filds of View att Observation Windows Payload Bay Mounted Floodlights (8 per Side) TV Camera Ind Spot Vans Mouned on Pan/rit, “tS Pan/Tit Mechanism Mechanism Payload Bay Television Cameras and Floodlights ‘Orbiter Unloaded—Point of Resolution: at Tip of End Effector Orbiter Body Axis System (Origin as Orbiter Structural System) Zz (Orbiter Loaded—Point of Resolution Within Payload Is Pre-Designated Orbiter Operating System Wrist TV Camera Point of Resolution at Tip of End Effector Point of Resolution at Tip of End Effector Payload Operating System Control Coordinate Operating Systems“Proceed/Stop” switch on the aft flight deck station display and control panel. The operator can use the *‘Stop’” position to halt the automatic sequence. This will bring the arm to rest, the switch is positioned to ‘*Proceed’” to resume the automatic se- quence. When the last point in the sequence is reached, the com- puter will terminate the movement of the arm and enter a posi tion hold mode. The speed of the end effector between points in a sequence is governed by the individual joint rate limits set in the RMS software. The operator-commanded automatic mode moves the end effector from its present position and orientation to a new one defined by the operator to the computer via the keyboard and RMS cathode ray tube (CRT) display. After the data is keyed in, the RMS software verifies that the acquired position and orientation are “legal”” with respect to arm configuration and reach envelope. The outcome of this check is displayed on the CRT. After the check, a “Ready” light will be displayed and the operator can execute the automatic sequence by placing the automatic sequence switch to “Proceed.” The end effector will move in a straight line to the required position and orientation and then enter the hold mode. The operator can stop and start the sequence through the automatic sequence switch. The single-joint drive control mode enables the operator to move the arm on a joint-by-joint basis with full computer sup- port, thereby enabling full use of joint drive characteristics on a Joint-by-joint basis. The operator supplies a fixed drive signal to the control algorithms via a toggle switch at the aft flight deck station. The algorithms supply joint rate demands to the selected joint while holding position on the other joints. The single-joint drive mode is used to stow and unstow the arm and drive it out of joint travel limits. Direct-drive control is a contingency mode. It bypasses the manipulator control interface unit (MCIU), computer, and data buses to send a direct command to the motor drive amplifier (MDA) via hardwires. The direct-drive mode is used when the MCIU or computer has a problem that necessitates arm control by the direct drive mode to maneuver the loaded arm to a safe payload release position or to maneuver the unloaded arm to the storage position. The operator must place the brake on and select direct drive on the mode select switch. Since this is a con- tngency mode, full joint performance characteristics are not available. Computer-supported displays may or may not be available, depending on the fault that necessitated use of direct drive. Back drive control is a contingency mode used when the prime channel drive modes are not available. The backup is @ degraded joint-by-joint drive system. It meets the fail-safe re- Quirement of the RMS by using only the drive train of the prime channel. Safing and braking are the two methods available for bringing the arm to rest. Safing can be accomplished by the operator from the aft flight deck station or by the MCIU in receipt of certain failure indications. Operator-initiated safing is sent on hardwires to the input latches, setting them to zero and thus resulting in zero current to each joint independent of com- puter commands, The RMS has a built-in test capability to detect and display critical failures. It monitors the arm based electronics (ABE), display and controls, and the MCIU software checks in the computer monitor computations. Failures are displayed on the ait flight deck station panel and on the CRT and also are available for downlinking through orbiter telemetry. All of the major systems of the ABE are monitored by built-in test equipment. The MCIU checks the integrity of the communications link between itself and the ABE, display and control, and the orbiter computer. It also monitors end effector functions, thermistor circuit operation, and its own internal consistency. The computer checks cover an overall check of each joint’s behavior through the consistency check, encoder data validity, and end effector behavior, as weil as the proximity of the arm to reach limits, soft stops, and singularities. ‘The caution/warning annunciators are located on the aftflight deck station display panel. There are six caution annun- ciators (port temperature, starboard temperature, reach limit, singularity, control error, and check CRT) and five warning an- nunciators (release, derigidize, ABE, GPC data, and MCIU). A “Master Alarm’” light and an audio signal attract the flight crew member's attention whenever a fault condition is detected. ‘A jettisoning system is installed within the Rockwell- provided manipulator positioning mechanism in the event the RMS cannot be stowed. Three floodlights are installed on each side of the payload bay. A portion of the orbiter closed circuit television (CCTV) system supports the payload deployment retrieval operations. The payload deployment retrieval operator ‘uses the four payload bay TV cameras, the remote manipulator arm cameras, the TV monitors, and the TV controls and displays to assist in all phases of the payload deployment retrieval system operations. There are six TV cameras on STS-8 positioned in the following locations, arm wrist, arm elbow, forward port bulkhead, forward starboard bulkhead, aft port bulkhead and aft starboard bulkhead. ‘The wrist TV camera is mounted on the roll joint of the arm; the elbow TV camera is mounted on the lower arm boom next to the elbow joint. The payload bay bulkhead TV camera brackets are attached to the aft and forward bulkheads. The TV monitors and the displays and controls are mounted on the aft flight deck display and control panel station. ‘The TV cameras used for payload deployment and retrieval operations are identical and, therefore, interchangeable. They are black and white cameras. The cameras have a pan/tilt unit, which provides plus or minus 170° in pan and tilt, except when used on the arm’s wrist or in the payload keel. There are two black and white monitors. The monitors’ electronic crosshairs have both vertical and horizontal com- ponents at the electrical center of the image. They are used to align the cameras with targets and sighting aids. The crosshairs are also used to align overlays with the monitor image. ‘Alphanumerics are available on the monitors. The pan and tilt ons MS — Remate Manipur System Remote Manipulator System angles are displayed in degrees and tenths of degrees when the monitors display full scene images. The alphanumerics can be turned off. Each monitor can display two images simultaneous- ly. The right or left half of the monitor will display the center half of the selected camera scene when the split screen mode is used. Spar Aerospace Limited, Toronto, Canada, is the prime contractor to the National Research Council for development of the RMS for NASA. CAE Electronics Ltd, Montreal is respon- sible for the displays and controls in the orbiter. RCA Ltd, Montreal is responsible for the electronic interfaces, provides servo amplifiers and power conditioners. Dilworth, Secord, Meagher and Assoc. Ltd (DSMA), Toronto is responsible for the end effector.PAYLOAD FLIGHT TEST ARTICLE The remote manipulator system is used in STS-8 for unber- thing and berthing the PFTA, placing it in numerous positions while operating Challenger’s attitude control system in various modes including free drift to determine the response in flight, for comparison with ground data and verification of ground computer simulations. This data will be used in determining the response of the remote manipulator system as well as the orbiter in handling larger payload in future missions, such as the Long Duration Exposure Facility (LDEF), which weighs approx- imately 9,072 kilograms (20,000 pounds). The PFTA weighs approximately 3,383 kilograms (7,460 pounds) and is attached to Challenger’s Cargo bay, four longeron trunnions and one keel trunnion. This is the first demonstration of a five point payload attachment system. The forward and aft screens of the PFTA simulate a “full-volume” cylinderical payload and are used to demonstrate the ability to unberth/berth the PFTA without a direct view of the four longeron trunnions and one keel trunnion. There are four grap- ple fixtures on the PFTA, No. 2 through No. 5, however only No. 2 and No. 5 will be used to provide a different arm geometry and mass property. The majority of the weight of the PFTA is located at the aft end where the lead ballast is located ‘The beams are hollow aluminum and the screens are aluminum. Grapple fixture No. 5 provides the larger moment of inertia. The various tests will determine that the remote manipulator system can position a payload within 50 millimeters (2 inches) and one degree of accuracy in respect to Challenger’s axes. ‘The following tests’ will be performed using the remote manipulator system (RMS) and PFTA: ‘* Nominal unberth/berth of the PFTA using the RMS in a six degree-of-freedom mode with closed circuit televi- sion and RMS position and altitude data. RMS (Remote Manipulator System) Using PFTA (Payload Flight Test Article) No. 2 Grapple Fixture in Payload Bay RMS (Remote Manipulator System) Using PFTA (Payload Flight Test Article) NO. 5 Grapple Fixture in Payload BayWeight: 3,983 kilograms (7,460 pounds) +¥t0 Xm FORWARD SCREEN Screen Diameter FOUR 3.8 meters (12.5 ft) LONGERON e TRUNNIONS 37 Diameter 4.16 moters (13 ft, 8 in.) .03 meters: (19 ff, 9 In.) Width Numbers in Circles 4.77 meters Refer to Grapple (15 ft, 8 in) Fixture Locations Grapple Fixture 2 and § Will Be Only Ones Used FORWARD Payload Flight Test Article (PFTA)SINGLE AND MANUAL CONTROL, RMS (REMOTE MANIPULATOR SYSTEM)/PRCS SINGLE JOINT CONTROL SYSTEM EVALUATION (PRIMARY REACTION CONTROL SYSTEM) ‘SYSTEM EVALUATION INTERACTION AND LSS (LARGE SPACE STRUCTURE) DAMPING TEST. POSITIVE/NEGATIVE ROLL AND POSITIVE/NEGATIVE PITCH PULSES FOR PRCS INTERACTION TEST. POSITIVE/NEGATIVE ROLL PULSES. FOR LSS VIBRATION DAMPING TEST 38 4 MANUAL AUGMENTED CONTROL ——-RMS/PRCS INTERACTION TEST. LSS VIBRATION DAMPING TEST. SYSTEM EVALUATION ORBITER LONGERON STIFFNESS TEST. PRCS ROLL PULSES POSITIVE/NEGATIVE ROLL AND. POSITIVE/NEGATIVE PITCH PULSES RMS (Remote Manipulator System) Using PFTA (Payload Flight Test Article) No. 2 Grapple Fixture per Validation RunsREMOTE MANIPULATOR SYSTEM (RMS)/PAYLOAD FLIGHT TEST ARTICLE (PFTA) OPERATIONS USING GRAPPLE FIXTURE NO. 2 MISSION ELAPSED TIME DAY 2, 01:00 HOURS TO 07:20 HOURS OPERATIONS CHECKLIST DURATION Power Up 10 Nominal Unberth Using 6 Degree of Freedom Mode 15 FCS (Flight Control System)/RMS Test Using Vernier Reaction Control System (VRCS) 30 Control System Evaluation 45 RMS/PRCS Interaction 45 LSS (Large Space Structure) Test 45 Auto Sequence 20 Nominal Berth Using 6 Degree of Freedom Mode 20 Direct Drive Unberth Using One Joint at a Time 20 Direct Drive Berth Using One Joint at a Time 30 Unloaded Auto Sequence 20 Power Down 10SINGLE JOINT CONTROL SYSTEM RMS (REMOTE MANIPULATOR SYSTEM)/PRCS SINGLE AND MANUAL EVALUATION (PRIMARY REACTION CONTROL SYSTEM) CONTROL SYSTEM EVALUATION INTERACTION TEST. POSITIVE/NEGATIVE ROLL AND POSITIVE/NEGATIVE PITCH PULSES. 40 MANUAL AUGMENTED CONTROL RMS/PRCS INTERACTION TEST — SYSTEM EVALUATION POSITIVE/NEGATIVE ROLL AND POSITIVEINEGATIVE PITCH PULSES RMS (Remote Manipulator System) Using PFTA (Payload Flight Test Article) No. $ Grapple Fixture per Validation Runs.REMOTE MANIPULATOR SYSTEM (RMS)/PAYLOAD FLIGHT TEST ARTICLE (PFTA) OPERATIONS USING GRAPPLE FIXTURE NO. 5 MISSION ELAPSED TIME DAY 3, 02:20 HOURS TO 06:40 HOURS OPERATIONS CHECKLIST DURATION Power Up 10 Nominal Unberth Using 6 Degree of Freedom Mode 15 FCS (Flight Control System)/RMS Test Using Vernier Reaction Control System (VRCS) 45 Control System Evaluation 45 RMS / PRCS Interaction 45 Orbiter/RMS Dynamic Interaction in Free Drift 15 Auto Sequence 20 Nominal Berth Using 6 Degree of Freedom Mode 20 Direct Drive Unberth Using One Joint at a Time 20 Direct Drive Berth Using One Joint at a Time 30 Power Down 10Direct unberth/berth of the PFTA using RMS one joint ata time with closed circuit television as visual cues only (most degraded mode of operation of RMS). Monitor Challenger’s vernier reaction control system/flight control attitude control system during RMS/PFTA operations. Gather data on RMS natural frequencies, damping characteristics, and Challenger longeron stiffness during PFTA handling operations and interactions with Challenger's primary reaction control system in ‘operation. Gather dynamic data on the RMS and payload damping to be used in design of large space structures (LSS) Verification of the ability of the RMS to follow a pre- programmed automatic sequence path and stop at the desired position and attitude. Gather data on the effects of loaded RMS dynamic in- teraction on the Challenger by maneuvering the RMS and observe Challenger’s response while in free drift. Confirmation of the control system evaluation with loaded RMS in respect to performance envelopes. aDEVELOPMENT FLIGHT INSTRUMENTATION (DF) PALLET ‘The Development Flight Instrumentation (DF1) pallet will be flown on STS-8 minus the instrumentation that was carried on the earlier flights of Columbia. In the STS-8 mission, the DFI pallet will be used to mount two experiments and two boxes of U.S, Postal covers. The two experiments are the Evaluation of Oxygen Interaction with materials and the High Capacity Heat Pipe Demonstration. ‘The Evaluation of Oxygen Interaction with mat carried on the DFI pallet in Columbia during the STS-3 and 5 missions, but was passive with incident atomic oxygen flux dependent on vehicle attitude. Shadowing by spaceflight hard- ware in those flights within Columbia's payload bay com- plicated post-flight analysis and the low values of atomic oxygen fluence made extrapolation of degration effects for long- duration mission uncertain. Tests during the STS-8 mission will obtain quantative rates of oxygen interaction with materials used on the orbiter and advanced payloads, such as Space Telescope and Space Station. ‘Atomic oxygen within the low Earth orbit environment is known to be extremely reactive when in contact with solid sur- faces. Chemical changes can occur for spacecraft materials at orbital altitudes which alter optical and electrical properties and in some cases, even remove layers of material. If the atoms impinge with kinetic energy of orbital speed, chemical reactions are accelerated and the mass loss for many materials becomes more pronounced. Advanced payloads, such as Space Telescope and Space Station, will use materials which react chemically with oxygen. Although the reaction rates are low at altitudes where these advanced spacecraft will operate, long duration missions may result in significant mass erosion for solar arrays, optical overcastings, light baffles and thermal control coating films. The objective of this experiment is to obtain quantative rates of atomic oxygen interaction with these materials. The materials, ion-repulsion cells and solar ultraviolet sample array are mounted on trays on the DFI with thermal plates that are provided with 28 vdc and controlled by on/off switching by the flight crew. ‘The second objective of the experiment is to flight test specimens of Advanced Flexible Reusable Surface Insulation (AFRSI) and Thermal Protection System (TPS) tiles in an atomic oxygen environment. AFRSI on Challenger’s Orbital Maneuvering System/Reaction Control System (OMS/RCS) pods failed during the STS-6 mission after entry and the orbiter TPS tiles show significant loss of waterproofing and strength after each Shuttle mission. These anomalies may result from atomic oxygen interacting with waterproofing agents on the ‘AFRSI outer quartz fabric and the TPS tile interior. The results of these flight tests and subsequent laboratory tests will enable technologists to resolve these issues. There are two diced low temperature reusable surface insulation (LRSI) tiles, 203 by 203 millimeters (8 by 8 inches) and approximately 25.4 millimeters (one inch) thick, specimens. There are several advanced flexible reusable surface insulation (AFSI) specimens. There are two 355 by 431 millimeter (14 by 17 inch) AFRSI blankets, six 152 by 152 millimeter (6 by 6 inch) AFRSI blankets, and one segment of AFRSI approximately 0.18 cubic meters squared (two square feet) of outer AFRSI blanket layer fabric material. Development Flight Instrumentation (DF) Pallet ExperimentsWhen Challenger descends to 121 nautical miles (139 statute miles) altitude for the Atomic Oxygen Interaction Ex- periment, Challenger will be oriented so the DFI experiment trays, AFRSI, and TPS tiles are normal to Challenger’s vel vector with Challenger’s starboard side to the sun and tail pointed northward. The remotely controller thermal plates and sample fixtures are actuated after Challenger acquires direct im- pingement attitude. The specimens are subjected to atomic ox- ygen bombardment for 26 hours to obtain an atomic oxygen fluence of 1.8 x 1020 atoms/centimeter?. Power will be secured to the thermal plates after completion of the exposure period. Also, five material specimens are placed on the upper arm of the remote manipulator system (RMS) to obtain data of ox- ygen interaction with materials (surface glow phenomena) dur- ing night time pass(es). Photographs will be taken from Challenger’s aft flight deck during the night time pass(es) at 121 nautical mile (139 statute mile) altitude. The High Capacity Heat Pipe Demonstration experiment ‘mounted on the DFI pallet will provide in-orbit demonstration of the thermal performance of a high capacity heat pipe designed for future spacecraft heat rejection systems. One flight crew member at the aft flight station will activate a heater power switch, photograph with a 35 millimeter camera with telephoto Jens, temperature sensitive tape and then deactivate the heater power switch. The experiment heater power switches will be turned on during the tail-to-sun orbiter attitude and time of operation will be a minimum of 45 minutes and a maximum of two hours. Approximately 260,000 Special Philatelic covers will be flown on the STS-8 flight. Some of these are specially packaged in the two large storage (mail) boxes mounted on the DFI. The remaining covers are located in eight of the Getaway Special (GAS) canisters mounted in the payload bay. For a description of the covers, refer to the GAS section within this booklet.CHALLENGER, $-BAND, Ku-BAND AND TRACKING DATA RELAY SATELLITE (TDRS-A) The STS-8 flight of Challenger will be used as a test flight to establish the ability of the TDRS-A communications satellite to maintain communications with Challenger. This will be the percusor to the use of the TDRS-A operationally for the flight of STS-9 Columbia with Spacelab-1. All modes of TDRS-A communications will be exercised during the STS-8 mission such as performance navigation and proficiency tests of Challenger’s S-band system with TDRS-A in addition to Challenger’s Ku-band system with TDRS-A ‘The Ku-band antenna is a 914 millimeter (36 inch) diameter antenna mounted on the starboard forward portion of Chailtenger’s payload bay. The Ku-band antenna is stowed in this area and after payload bay door opening on-orbit, the Ku- band antenna is deployed. If the Ku-band antenna cannot be stowed, provisions are incorporated to jettison the assembly so the payload bay doors can be closed for entry. The orbiter Ku-band system operates in the Ku-band por- tion of the RF spectrum, which is 15,250 MHz to 17,250 MHz. ‘The Ku-band provides a much higher gain signal with a smaller antenna than the S-band system. The S-band system can be used to communicate via the TDRS, but the low-data-rate mode must be used because of limited power since the S-band does not, have a high enough signal gain to handle the high data rate. A test will be conducted during STS-8 to try the high data rate through TDRS-A. With Ku-band system, the higher data rates can be used. ‘One drawback of the Ku-band system is its narrow pencil beam, which makes it difficult for the antennas on the TDRS to lock on to the signal. The S-band will be used to lock the anten- na into position first because it has a larger beam width. Once the S-band signal has locked the antenna into position, the Ku- band signal will be turned on. The Ku-band antenna is gimbaled, which permits it to ac- quire the TDRS for communications acquisition or radar search for other space hardware. The Ku-band system is first given the general location of the space hardware from the orbiter com- puters. The antenna then makes a spiral scan of the area to pin- point the target. With communications acquisition, if the TDRS is not detected within the first eight degrees of spiral conical scan, the search is automatically expanded to 20 degrees. The entire TDRS search requires approximately three minutes. The scan- ning stops when an increase in the received signal is sensed. TDRS-A is positioned over the equator at 67 degrees West longitude over Brazil and is referred to as TDRS-East. Next Separate Satelite ‘or Released Payload WS, Payload Link PM/STON 2 Bre 7 ae 2 STON Ground Station ‘TORS Ground Station S-Band/TDRS Communications 45‘Ku-Band Antenna Installation in Challenger year, TDRS-B will be carried into earth orbit aboard the Space Shuttle and launched from the spacecraft and positioned over the Pacific Ocean at the equator southwest of Hawaii at 171 degrees West longitude and will be referred to as TDRS-West. TDRS-C is scheduled to be positioned at the central station as a backup just west of South America over the Pacific Ocean at 79 degrees West longitude. The TDRS satellites are positioned at geosynchronous orbit above the equator at an altitude of 35,880 kilometers (22,300 statute miles). At this altitude, because the speed of the satellite is the same as the rotational speed of earth, they remain ‘fixed’? in orbit over one location. The eventual positioning of two TDRS satellites will be 130 degrees apart at geosynchronous orbit — instead of the usual 180 degrees spac- ing. This 130 degree spacing reduces the ground station to one instead of two if the satellites were spaced at 180 degrees. When the TDRSS is fully operational (including the in- orbit spare), ground stations of the worldwide Spaceflight Tracking and Data Network (STDN) will be closed or con- solidated in savings in personnel, operating and maintenance costs with the exception of Bermuda and Merritt Island, Fla., which will remain open to support the launch of the Space Transportation System. Moreover, much of the equipment at the ground stations is almost 20 years old and inadequate to meet the demands of the Space Shuttle and today’s advanced spacecraft. Instead of the existing worldwide network of ground sta- tions which can provide coverage up to only 20 percent of a satellite’s or a spacecraft’s orbit, limited to the brief periods when the satellite or spacecraft are within the sight of the track- ing station. Each tracking station in the network can handle at most two satellites or spacecraft at one time and most stations can handle but one. ‘The TDRSS operational system can provide continuous global coverage of earth orbiting satellites above 1,200 kilometers (750 miles) up to an altitude of about 5,000 kilometers (3,100 miles). At lower altitudes there will be brief periods when satellites or spacecraft over the Indian Ocean near the equator will be out of view. The TDRSS operational system will be able to provide almost full-time coverage not only for the Space Shuttle but up to 26 other near earth-orbiting satellites or spacecraft simultaneously. Deep space probes and earth orbiting satellites above ap- proximately 5,000 kilometers (3,100 miles) will use the three ground stations of the Deep Space Network (DSN) operated for NASA by the Jet Propulsion Laboratory, Pasadena, CA. The STDN stations that were co-located with the three DSN sta tions, Goldstone, CA, Madrid, Spain, and Orroral, Australia will be consolidated with the DSN. In the STS-8 mission the liftoff and ascent phase of the mission will use Challenger’s S-band system through Merritt Island (MILA), Florida, Bermuda (BDA) and Dakar (DKR) ground stations, transmitting/receiving in the high data rate mode. After passing Dakar (DKR), Challenger’s S-band systemwill transmit /receive through TDRS-A until loss of signal, thus the White Sands, New Mexico TDRS station in the low data rate mode until out of view of TDRS-A. When Challenger is not in view of TDRS-A, Challenger’s S-band system will transmit /receive through the applicable ground station in view in the high data rate mode. When Challenger is on orbit and the payload bay doors are opened, Challenger’s Ku-band antenna is deployed. When Challenger is in view of TDRS-A. Challenger’s Ku-band anten- nna will transmit /receive through TDRS-A in the high data rate mode, thus the TDRS ground station at White Sands, New Mexico, When Challenger is not in view of TDRS-A, Chaltenger’s S-band system will be used to transmit/receive through the applicable ground station in the high data rate mode. There are times when in view of TDRS-A, that transmis- sion/receiving will be interrupted due to Challenger blocking the Ku-band antenna view to TDRS-A because of an Challenger attitude requirement or when certain payloads cannot allow Ku- band radiation to be hit by the main beam of the Ku-band antenna. The main beam of Challenger’s Ku-band antenna pro- duces 340 volts per meter at the antenna but decreases in distance, such as to 200 volts per meter 20 meters (65 feet) away from the antenna. Dependent upon the payload, a program, can be instituted into the Ku-band control system which would limit the azimuth and elevation angle which would inhibit the Ku- band antenna from directing its beam into the area of that payload. This is referred to as an obscuration zone. This pro- gram would be instituted from Mission Control Houston. In other cases such as the deployment of INSAT-1B in STS-8, the Ku-band antenna would be turned off during deployment and turned on after deployment. In preparation for entry, the Ku-band antenna is stowed and the payload bay doors are closed. When Challenger is not in view of TDRS-A, Challenger’s S-band system will transmit/receive in the high data rate mode through the ap- plicable ground station in view. When Challenger is in view of TDRS-A, Challenger’s S-band system will transmit receive through TDRS-A in the low data rate mode and during the blackout period of entry, transmission /reception is at present a question mark. After blackout, Challenger will continue to operate with TDRS-A to as low a view as possible until reaching the Buckhorn (BUC) California ground station at which time Challenger’s S-band system would transmit /receive through Buckhorn (BUC) in the high data rate mode through landing, rollout, and safing at the Edwards Air Base, California landing site. It is noted that the S-band system forward link (previously referred to as uplink), consists of a high data rate of 72 kbps (kilo-bits-per-second) and a low data rate of 32 kbps through TDRS-A. The high data rate, 72 kbps, consists of two air to ground voice channels at 32 kbps, each and one command chan- nel at eight kbps. The low data rate 32 kbps consists of one air to ground voice channel at 24 kbps and one command channel at eight kbps. The return link (previously referred to as downlink), consists of a high data rate of 192 kbps and a low data rate of 96 kbps. The high data rate, 192 kbps consists of two air to ground voice channels at 32 kbps, each and one telemetry link at 128 kbps. The low data rate, 96 kbps consists of one air to ground voice channel at 32 kbps and one telemetry link at 64 kbps. ‘The Ku-band system forward link, consists of a mode one and mode two through TDRS-A. Mode one consists of 72 kbps data (two air to ground voice, 32 kbps, each and 8 kbps com- mand) and 128 kbps text and graphics (used in place of teleprinter) and 16 kbps synchronization. Mode two consists of 72 kbps operational data (two air to ground voice, 32 kbps, each and 8 kbps command). The Ku-band system return link, consists of channel one mode one and two, plus one channel two mode one and two, and one of channel three through TDRS-A. Channel one mode ‘one and two consists of 192 kbps operational data (128 kbps operational data telemetry/payload data interleaver plus two air to ground voice at 32 kbps) plus one of channel two mode one 47and two selection of four; payload digital data from 16 kbps to 2 mbps (mega): or payload digital data from 16 kbps to 2 mbps; or operations recorder playback from 60 kbps to 1,024 kbps: or payload recorder playback from 25.5 kbps to 1,024 kbps; plus one of the following from channel three; mode one attached payload digital data (real-time or playback) from 2 mbps to 50 mbps; or mode two television (color or black/white) composite video; or mode a real time attached payload analog data or payload analog data. The data acquired by the TDRS satellites is relayed to a single centrally located ground terminal at NASA's White Sands Test Facility in New Mexico. From New Mexico, the raw data will be sent directly by domestic communications satellite (DOMSAT) to NASA control centers at Johnson Space Center, Houston, TX, for Space Shuttle operations and the Goddard Space Flight Center, Greenbelt, MD, which schedules TDRSS operations and controls a large number of unmanned satellites. To increase system reliability and availability, there will be no signal processing done onboard the TDRS satellites, they will act as repeaters, relaying signals to and from the ground stations or to and from user satellites or spacecraft. No user signal pro- cessing is done onboard the TDRS satellites. The TDRSS will serve as a radio data relay, carrying voice, television, analog, and digital data signals. It will be the first telecommunications satellite to simultaneously offer three fre- quency band service: S-band, C-band, and high capacity Ku- band. The C-band transponders operate at 4-6 gigahertz and the Ku-band TDRS transponders operate at 12-14 gigahertz. The highly automated ground station is located at NASA’s White Sands Test Facility, New Mexico, and is owned and managed by Spacecom, which NASA also leases. The ground station provides a location at a longitude with a clear line-of- sight to the TDRS satellites and a location where rain conditions are very remote, as rain can interfere with the K-band uplink and downlink channels. It is one of the largest and most com- plex communication terminals ever built. All satellite or spacecraft transmissions are relayed by the TDRS satellites and funneled through the White Sands ground station. The most prominent features of the ground station are three 18 meter (59 feet) Ku-band antennas used to transmit and receive user traffic. Several other smaller antennas are used for S-band and Ku-band communications. NASA is developing a sophisticated opera- tional control system to schedule the use of the system. These control facilities located at Goddard Space Flight Center and adjacent to the ground terminal at White Sands, will enable NASA to schedule the TDRSS support of each ‘user and to distribute the user’s data directly from White Sands to the user. Automatic data processing equipment at the White Sands Ground Terminal aids in making user satellite tracking measurements, controls and communications, equipment in the TDRS and in the ground station, and collects system status data for transmission along with user satellite or spacecraft data to NASA. Initially the TDRSS will be used to support the Space Shuttle missions, Spacelab missions and the Landsat 4 earth resources satellite program. The TDRSS operational system will provide data from Landsat 4 in near real time, thus eliminating the need to rely upon onboard tape recorders. DOMSAT satellites will be used to transmit Landsat 4 data from White Sands to the data processing facility at the Goddard Space Flight Center and subsequently to the Landsat data distribution center at the Earth Resources Observation System (EROS) Data Center at Sioux Falls, South Dakota. It is noted, that after completion of the STS-8 mission, TDRS-A will be moved to its operational location at 41° West longitude, northeast corner of Brazil. ‘The orbiter ku-band system includes a rendezvous radar which will be used to skin-track satellites or payloads that are in orbit. This makes it easier for the orbiter to rendezvous with any 48satellite or payload in orbit. For large payloads that will be car- ried into orbit, one section at a time, the orbiter will rendezvous with the payload that is already in orbit to add on the next sec- tion. Radar search for space hardware may use a wider spiral can, up to 60 degrees. Objects may be detected by reflecting the radar beam off the surface of a target (passive mode) or by us- ing the radar to trigger a transponder beam on the target (active mode). Conmsiation ete Dani Z A ADRK RENDEZVOUS RANGE PASSIVE SKI TRACK [NGE 90 mete (100 e612 at mins 1 sal as) sanoe ing mau 22 | ACTIVE CTRANSFONOER ON THE VEHICLE BENG TRACKED) "ANGE 90 tr} 300 atte 35 satis) ft 457 mater (1500) pr sce peingeavnum 691 (6 pur see Song mi ent ttn snute por rnepente, mae 4 ‘ors Ground Staton ‘Ku-Band Radar Communication SystemGETAWAY SPECIAL The getaway special (GAS), officially titled small self con- tained payloads (SSCP’s), is offered by NASA to provide anyone who wishes the opportunity to fly a small experiment aboard the Space Shuttle. Since the offer was first announced in the fall of 1976, ‘more than 326 GAS reservations have been made by over 197 in- dividuals and groups. Payload spares have been reserved by several foreign governments and individuals: United States in- dustrialists, foundations, high schools, colleges and universities, professional societies, service clubs and many others. Although many reservations have been obtained by persons and groups having an obvious interest in space research, a large number of spaces have been reserved by persons and organizations entirely outside the space community. ‘There are no stringent requirements to qualify for space flight, but the payload must meet safety criteria and must have a scientific or technological objective. A person who wishes to fly items of a commemorative nature, such as medallions for later resale as “objects that have flown in space,”” would be refused. GAS requests must first be approved at NASA Head- quarters, Washington, DC, by the Director, Space Transporta- tion Systems Utilization Office, Code OTS. It is at this point that requests for Space Shuttle space are screened for propriety, and scientific or technical aim. These requests must be accom- panied or preceded by the payment of $500 earnest money. Requests approved by the Space Transportation Systems Utilization Office are given a payload identification number and referred to the GAS Team at the Goddard Space Flight Center, Greenbelt, MD. The center has been designated the lead center or direct manager for the project. The GAS Team screens the proposal for safety and pro- vides advice and consultation for payload design. The GAS Team certifies that the proposed payload is safe, that it will not harm or interfere with the operations of the Space Shuttle, its crew, or other experiments on the flight. If any physical testing must be done on the payload to answer safety questions prior to. the launch, the expense of these tests must be borne by the customer. In flight, the flight crew will turn on and off up to three payload switches, but there will be no opportunity for flight crew monitoring of GAS experiments or any form of in-flight servicing. ‘The cost of this unique service will depend on the size and weight of the experiment; Getaway Specials of 90 kilograms (200 pounds) and 0.14 cubic meter (5 cubic feet) may be flown at a cost of $10,000; 45 kilograms (100 pounds) and 0.07 cubic meter (2.5 cubic feet) for $5,000, and 27 kilograms (60 pounds) and 0.07 cubic meter (2.5 cubic feet) at $3,000. These prices re- main fixed for the first three years of Space Shuttle operations. The GAS container provides for internal pressure which can be varied from near vacuum to about one atmosphere. The bottom and sides of the container are always thermally insulated and the top may be insulated or not depending on the specific ‘experiment; an opening lid or one with a window may be required. These may be offered as additional cost options. ‘The weight of the GAS container, experiment mounting plete and its attachment screws, and all hardware regularly sup plied by NASA is not charged to the experimenter’s weight allowance. The GAS container is made of aluminum and the circular end plates are 15 millimeters (5/8 inch) thick aluminum. The boitom 76 millimeters (3 inches) of the container are reserved for NASA interface equipment such as command decoders and pressure regulating systems. The container is a pressure vessel capable of evacuation prior to launch, or evacuation during Taunch and repressurization during reentry, or maintaining 50about one atmosphere pressure at all times, evacuation and repressurization during orbit as provided by the experimenter. The experimenters’ payload envelopes in the 0.14 cubic meter (5 cubic feet) container are 501 millimeters (19.95 inches) in diameter and 717 millimeters (28.25 inches) in length. The payload envelope in the 0.07 cubic meter (2.5 cubic feet) con- ner is SOL millimeters (19.95 inches) in diameter and 358 limeters (14.13 inches) in length. The GAS program is managed by the Goddard Space Flight Center. Project manager is James S. Barrowman. Clarke Prouty, also of Goddard, is technical liaison officer, and queries’ can be addressed to him at Code 741, Goddard Space Flight Center, Greenbelt, MD, 20771. Program manager at NASA Headquarters, Washington, DC, is Donna S. Miller. Beginning with the STS-7 mission, the GAS team has in augurated a new facility dedicated to the preparation of GAS payloads. The facility is located in the old Delta third-stage facility on the Cape Canaveral Air Force, Fla., station. Twelve 0.14 cubic meter (5 cubic feet) GAS canisters are aboard Challenger for the STS-8 mission. Four of the GAS sters are involved with experiments and the remaining eight canisters carry postal covers for the U.S. Postal Service. The U.S. Postal Service is paying NASA for carrying the postal covers. Prior to the STS-8 mission, twelve GAS canisters were flown, one on STS-4, one on STS-5, three on STS-6, seven on STS-7 and with the inclusion of STS-8, a total of 24 GAS canisters will have been flown, GAS canisters experiment G47 is a follow-on to a similar ‘experiment conducted on STS-6. This experiment is an artificial snow crystal experiment sponsored by the Asahi Shimbun newspaper, one of the largest in Japan, with a circulation of eight million, Post flight investigation of the STS-6 experiment showed that the temperature of the upper endplate of the GAS ‘canister went down to minus seven degrees Celsius (19 degrees Fahrenheit), much lower than engineers had expected. The engineers had designed the equipment to warm up the water in two tanks up to 20 degrees Celsius (68°F) to get water vapor enough to make snow crystals. With the colder endplate, and the colder temperatures inside the canister, the water had frozen and the heaters in the water tanks could not heat up the water anough to generate water vapor. For the STS-8 mission, engineers have increased the power of the heaters three-fold. They suspect that the weightlessness in space resulted in no convection current in the cold chamber, causing the water vapor supplied from the water tanks not to be transported efficiently to the fields of view of the TV cameras in the GAS canister. The engineers have added a small auxiliary ‘an to stir up the gas in the cold chambers. The mode of the fan ill be changed in every snow-making experiment, which will be repeated for four times. In the first experiment, the fan will be activated for the first one-third of the full experiment time, and in the second experiment the fan will be activated from the beginning to the end of the experiment. In the third experiment, the fan will be activated for the latter half of the experiment. For the last experiment, the fan will be activated just for a short time at the beginning and at the end of the experiment. Thus, the experimenter can see the influence of the weightlessness on the snow crystal growth. The experiment was selected from 17,000 ideas solicited srom its readers. The idea of the artificial snow was proposed by two Japanese high school boys, Haruhiko Oda and Toshio Ogawa. ‘The heart of the experiment consists of two identical small copper boxes 38 millimeters (1.5 inches) by 38 millimeters (1.5 inches) by 99 millimeters (3.9 inches). The semiconductor cool- ing modules are attached to each box to cool down the inside of the boxes to minus fifteen degrees Celsius (5°F). Then water vapor will be supplied from the small water tanks which are made of porous sintered metal and store about twenty grams of water. When enough vapor is supplied, a very small platinum eater on which a few milligrams of silver iodine is attached will 51be heated up. The small particles of the sublimated silver iodine will serve as seeds for artificial snow crystals. The crystals formed in the cold chambers will be recorded on videotape with four TV cameras and four video tape recorders in the GAS canister. This experiment desires a Vernier Reaction Control System (VRCS) attitude control period of five hours early in the flight. The payload was designed by NEC Corporation, which is the leading satellite manufacturer in Japan. Principle in- vestigator for the experiment is Shigeru Kimura, Asahi Shimbun newspaper, Japan. GAS canister experiment G348 is a similar experiment to the one successfully flown on the OSS (Office of Space Sciences)-1 pallet on STS-3. This Contamination Monitor Package (CMP) is the first GAS payload mounted on the out- side of the canister lid. The CMP experiment is to determine the effect of atomic oxygen within Challenger’s environment. The experiment is built entirely with recycled or reusable parts. The dramatic effect of atomic oxygen seen after most of the past Space Shuttle flights sparked interest in understanding the mechanisms and the orbital environment itself. The STS-8 altitudes and attitudes provide an opportunity to look at these effects in an accelerated environment. This experiment has been designed to measure the atomic oxygen flux in two directions 90 degrees apart in a unique way. The experiment will measure the rate of mass loss of two materials known to readily oxidize, car- bon and osmium. The information learned from this experiment will not only help future Space Shuttle missions, but also will provide insights to material behavior and environmental effects at higher altitudes for future missions like Space Telescope, ‘The CMP flown on OSS-1 on STS-3 is used on STS-8 with modifications to fly independently on the top of the GAS canister. Besides being the support structure, the GAS canister provides the electrical power (battery), storage of commands (in a read-only-memory) and data storage (tape recorder). As with the OSS-1 flight on STS-3, the CMP contains four temperature- controlled quartz crystal microbalances (TQCMs) as its only sensors. TQCMs are very sensitive instruments which accurately measure mass changes of a crystal. T@CMs have traditionally been used to measure mass build ups of contamination of a crystal to determine molecular contamination levels. In this ap- plication, they will be used to measure the mass loss of a material (carbon and osmium) deliberately deposited before the ‘light. One sensor is left uncoated as a reference. The uncoated TQCM along with one coated with carbon and another coated with osmium will face out of the bay, and the fourth TQCM with carbon will face aft. The mass loss of carbon and osmium will indicate the atomic oxygen flux as a function of time which can be correlated to altitude, attitude, and direction. Laboratory studies of reaction rates for these coatings will yield absolute rate determination. The experiment is prepared by Goddard Space Flight Center and the principal investigator is Jack J. Triolo of Goddard Space Flight Center, MD. GAS canister experiment G-347 is similar to one flown on the STS-7 mission. The ultraviolet photographic film test package is to evaluate the affect of Challenger’s gaseous en- vironment on ultraviolet sensitive photographic emulsions planned for flight in the orbiter, initially in the High Resolution Telescope and Spectrograph (HRTS) being built by the Naval Research Laboratory for Spacelab 2 and eventually in the Goddard Space Flight Center Solar Extreme Ultraviolet Telescope and Spectrograph (SEUTS) planned for a future Space Shuttle flight. The STS-8 flight is particularly well suited to investigate the extent of film degradation due to an ion environment in the ity of ultraviolet-sensitive photographic emulsions due to STS-8 providing the opportunity to face the instrument in the direction of velocity vector, producing a ram effect, while Challenger is in sunlight. This will permit better studies into the extent of film degradation due to an ion (charged particles) environment. Laboratory tests have shown that the presence of ions produces chemical reactions that can blacken these emulsions, as if they were exposed to light. Clouds of ions that can produce this effect can be produced in space through the action of solar 82ultraviolet radiation on a residual cloud of gas emanating from the payload or vehicle. If, in addition, an instrument opening, such as telescope apertures, face in the direction of motion of the spacecraft, these ions can be scooped up and “rammed” into the interior portions of an instrument where they can in- teract with sensitive photographic materials. Six sets of emulsions will be exposed for varying amounts of time for the experiment. The shortest exposure allowed by. the electronics is three minutes. Longer exposures of 9, 27, and 50 minutes will examine the effects of longer duration exposures. The experiment is prepared by the Naval Research Laboratory / Goddard Space Flight Center and the principle vestigator is Dr. Werner M. Neupert of Goddard Space Flight Center. GAS canister experiment G346 is a Cosmic Ray Upset Ex- periment (CRUX) to determine how charged particles might upset or change the logic state of a memory cell. This is the first flight of this experiment designed to resolve many of the ques- tions concerning upsets caused by single particles. An upset or change in logic state, of a memory cell can result from a single, highly energetic particle passing through a sensitive volume in a memory cell. In doing so, it deposits or loses energy, and if ‘enough energy is deposited, the memory cell can change state. In some technologies, enough energy can be deposited to cause another effect, called “latchup’’, which can result in the device destroying itself by drawing excessive current. Positive determination of the cause of an upset in flight is difficult because of other influences, such as electromagnetic in- terference (EMI), noise on power supply lines, or voltage dropouts, can result in the same device behavior as if induced by cosmic rays. ‘The experiment is prepared by the Goddard Space Flight Center and the principle investigator is John W. Adolphsen of Goddard Space Flight Center Approximately 260,000 special Philatelic covers for the U.S. Postal Service are flown in the STS-8 mission. Some are located in the storage (mail) boxes mounted on the DFI pallet in the payload bay and the remainder are located in eight of the twelve GAS canisters located in the payload bay of Challenger. NASA and the U.S. Postal Service jointly announced that these special cacheted postal covers would be flown on STS-8. ‘The cachet design on the front of each cover will be a full color replica of NASA's crew patch for the STS-8 mission and on the back will be a cachet of NASA's 25th anniversary logo, The cacheted covers will bear the recently announced $9.35 postage stamp, intended primarily for Express Mail. The pictorial cancellation on the front of each cover will carry the originally scheduled STS-8 launch day of August 14, 1983, which is also the issue date of the stamp. Upon the completion of the flight, the actual date of launch will be noted on the cover. Another cancellation will be applied to each cover, indicating the STS-8 landing date and site. Following the flight of STS-8, each of the covers will be placed in souvenir folders featuring photographs of the Challenger before they are sold. Each cover is imprinted with a special serial number. Under no circumstances will a serial number be duplicated and requests for specific numbers will not be honored. The folder will be sold for $15.35 each and the pro- ceeds (exclusive of the postage affixed) from the sale of the Shuttle Flight Folder will be divided equally between NASA and the U.S. Postal Service. Mail orders only for the item (designated as Item Number C572) will be accepted no earlier than the date Challenger reiurns from its mission. Orders postmarked prior to that date will be returned unopened. Orders and remittance should be seat to: Shuttle Flight Folder, Philatelic Sales Division, Washington, D.C. 20265-9997. Personal checks in the exact amount will be accepted for orders up to the folder limit, Do not send cash or postage stamps. If any covers are still available 30 days after Challenger returns, there will be restrictions on {quantities ordered. 53Although the covers have been specially packaged to with- stand the rigors of space travel, some minor damage may occur. Some covers are extremely tightly bundled and stacked in the two large storage (mail) boxes on the DFI container. The re- maining covers are in the eight GAS cylindrical canisters that are sealed and pressurized with pure nitrogen, Both containers and canisters will be exposed to the temperature extremes en- countered in space when the payload bay doors are opened. Despite all precautions, some of the covers may show evidence of the voyage into space. Because of the limited number of covers, the U.S. Postal Service cannot offer replacements for covers damaged in flight or during processing, but will refund the purchase price upon receipt of the damaged cover. 34EXPERIMENTS CONTINUOUS FLOW ELECTROPHORESIS SYSTEM (CFES) ‘The Continuous Flow Electrophoresis System (CFES) that has purified mixtures of proteins in cultures on the STS-4, 6, and 7 flights will be used in the STS-8 mission with live cells for the first time, A total of six living cell samples will be carried on this flight. ‘Two samples for McDonnell Douglas, under the terms of a new agreement with Washington School of Medicine, St. Louis, Missouri, are pancreas cells to be used in research for purifica- nn techniques that could lead to new treatments for diabetes. NASA's Lyndon B. Johnson Space Center is sending two samples of kidney cells. Two pituitary cell samples are carried for Pennsylvania State University in conjunction with the NASA project. Because of the difficulties in maintaining the viability of live cells, one of the goals in the STS-8 mission is to demonstrate handling techniques for keeping these cells alive before and after separation, The CFES hardware remains the same as in previous flights, except for the addition of tray on which samples are carried aloft on the surface of microcarrier beads in a fluid compatible with live cells. The mission specialists operating CFES will transfer the cells to syringes before inser- tion into the separation chamber. An additional requirement for maintenance of live materials is activation of CFES soon after Challenger has reached orbit. Seven hours of CFES opera- tion is planned on launch day of the flight followed with another seven hours of operation on the following day. The samples will be removed and checked for viability shortly after landing. The McDonnell Douglas, Washington School of Medi pancreas cells will be used to try to separate insulin-producing cells from dogs in greater quantity and purity than on the ground. Islet cells — which make insulin — separated on Earth and transplanted into four dogs appeared to cure them of their diabetes, however caution is urged against too much expecta tion that human transplantation would result in a cure. Insulin regulates blood sugar levels in the body. In diabetics, the islet cells production of insulin is either dimin- ished or virtually non-existent. Most diabetics must take regular doses of the hormone, orally or by injection, and monitor their food intake carefully. ‘The goal of this experiment in this flight, is to study insulin- producing cells in their pure form, not to transplant them. ‘Another goal is to separate out the immune cells which cause re- jection of transplanted tissue. Scientists hope this test will lead to permanent transplants of insulin producing cells for diabetics, when diabetics could produce sufficient insulin on their own. Diabetes affects an estimated 10 million Americans and is the fifth leading cause of death by disease. It causes widespread complications, including heart disease, kidney disease, blindness and damage to the nervous system. ‘The investigators for Washington University are Dr. Paul Lacy and Dr. David Scharp. The NASA Johnson Space Center investigator is Dr. Dennis Morrison and the investigator for Pennsylvania State University is Dr. Wesley Humer. In the STS-7 flight, CFES was used by McDonnell Douglas for separation tests to identify other materials that might be candidates for commercial development. In the STS-7 flight, NASA's Marshall Space Flight Center Space Sciences Laboratory used the CFES for their research. NASA’s use of CFES is part of the consideration provided to the space agency: under terms of the NASA/McDonnell 55Douglas joint Endeavor Agreement. This agreement provides a vehicle for private enterprise and NASA to work together to promote the utilization of space where a technological advance- ment is needed and there is a potential commercial application. The Commercial Materials Processing in Low Gravity Office at Marshall manages NASA’s effort under the joint endeavor agreement. In the STS-7 flight CFES was used to run samples of dyed polystyrene latex particles to further investigate the con- centration limitations of CFES in space and to calibrate the experiment hardware. ‘The continuous flow electrophoresis experiment (CFES) in the STS- flight achieved four times better purification of biological materials and also demonstrated that it can separate ‘over 700 times the quantity obtainable in similar ground-based units here on earth. In order to achieve the greater purity in the STS-6 flight, two changes were made. The voltage applied across the chamber was increased from 140 to 400 volts and the amount of time the materials remained in the chamber was increased by 60 percent. Three samples were run on each of two days in the flight. The samples separated were a laboratory stan- dard mixture of rat and egg albumins, a cell culture fluid con- taining many types of proteins and two samples of hemoglobin. ‘The hemoglobins were tested for NASA’s Marshall Space Flight Center. One sample contained only hemoglobin and a second sample containing a mixture of hemoglobin and polysaccharide (acomplex sugar). The hemoglobin sample, at 10 times the con- centration that can be processed in an earth-based laboratory was designed to explore the concentration limits of elec- trophoresis in space. The results are still being analyzed, although scientists did note some unexpected broadening of the sample flow. The sample of a mixture of hemoglobin and a polysaccharide was separated to determine the quality of separations in a space-based electrophoresis device. The sample with a lower concentration of hemoglobin, provided data show- ing a good separation of the biological materials. The 249 kilogram (550 pound), 1.8 meter (6 feet) high elec- trophoresis operations in space (EOS) device is scheduled to be flown two more times in the mid-deck of the spacecraft to iden- Continuous Flow Electrophoresis System 56tify materials that might be candidates for commercial develop- ment. After the completion of these flights, McDonnell Douglas plans to install a 2,268 kilogram (5,000 pound), 1 meter (3.5 foot) long and 4.2 meter (14 feet) long prototype production unit to be carried in the spacecraft’s payload bay on two future Space Shuttle flights in 1985 and 1986. The fully automated system will have 24 separation chambers, compared with one that is flown in the mid-deck. The next step would be to install a production EOS in an earth-orbiting satellite to be serviced by the Space Shuttle spacecraft on a six-month schedule by the late 1980’s. Proposed satellites under consideration include the Space Platform, the Space Operations Center, and the Multimission Modular Spacecraft. ‘The continuous flow electrophoresis system experiment is a pharmaceutical producing device designed to demonstrate that pharmaceuticals of marketable purity can be produced in quan- tity in the zero gravity of space. This is the first of many steps leading to possible commercial operation in space of “space factories.” It provides a processing system which can segregate biological samples using a separation process based on the relative motion of charged particles through an electric field (electrophoresis). The U.S. materials processing in space (MPS) program is designed to accommodate applied research payloads on economically viable materials, technology, and industrial pro- cesses in space and is part of a space processing applications program. It is hoped that this technology will develop products that cannot be produced on earth, or that can be improved greatly by being processed in space. NASA is confident that these payloads will advance new product technology and make significant contributions to American industry for many years. ‘On earth, people accept the pull of gravity and the at- mosphere as essential elements in their existence. Weight is the balance between the earth’s gravitational attraction and the cen- trifugal force caused by the earth’s constant high-speed rota- tion. It is commonly thought of as a force pulling the body or object downward; we refer to it as a force of one-g at sea level. In space (earth orbit), the gravitational attraction of earth to an object is reduced as the object moves away from earth, while centrifugal force increases as it moves faster. In a stable orbit, the two forces equal and cancel each other. This is referred to as zero-g or weightlessness. Until orbital space flights became possible, a zero-gravity environment could be produced only for very short periods in free fall. Drop towers, aircraft nose-overs, and sounding rocket coast periods could provide periods of zero or reduced gravity lasting from a few seconds to six minutes. Gravity and the atmosphere often pose serious problems in the manufacturing of certain very important products. The space environment, with its zero gravity and almost perfect vacuum, offers interesting possibilities for large-scale manufac- turing of products. Space processing can provide advantages by lowering costs through the more efficient processing available in space. More frequently, it provides the capability for producing substances or devices ‘that cannot be produced in the presence of gravity and an atmosphere, Examples of the difference between earth and space en- vironments are the effects of gravity on the processes of sedimentation and convection. An example of sedimentation is fruit gelatin dessert; the gelatin must be allowed to thicken to a certain extent before adding fruit or the fruit will settle to the bottom, Sedimentation is caused by the effect of gravity on mix- tures of solid particles in liquids. Convection is either the upward movement of part of a gas or liquid that is heated, or the downward movement of a gas or liquid that is cooled. it is caused by the difference in gravity force-weight or buoyancy which occurs at different tem- peratures. Wind is an example of natural convection of the air; the currents observed in a heated glass pot of water is another example. 7In space, sedimentation and convection are virtually ab- sent. A liquid mixture containing materials of greatly differing densities can be solidified without the materials separating. Without convection, some parts of the liquid mixture will get much hotter or colder than on earth. This enables control of the way liquids solidify and thereby control of the product pro- duced. The lack of gravitational forces in space also allows liquids to levitate, or float freely, so that processes can be con- ducted in space that are impossible on earth because the liquids to be processed would react with their containers. In earth’s one-g environment, it is almost impossible to process useful quantities of some pure biological (such as vac- cines). Pharmaceutical companies are presently spending millions of dollars a year on research to improve biological pro- cessing. A method called electrophoresis may be used in zero-g to obtain quantities of highly superior, purer biological substances than those that can be produced on earth. The electrophoresis method separates biological materials, such as human cells, by means of an electrical field (electrical voltage force). In zero-g, the cells will separate because each cell reacts in a different degree to the electrical field. Electrophoresis is not a new process. It has been widely used in blood and urine analysis. However, sedimentation becomes a serious problem in electrophoresis on earth if the particles to be separated are large and heavy, since the gravitational forces on the particles become large relative to the electrophoresis forces. Convection also causes currents that tend to remix the separate factions. In recent years, scientists have determined that cures or greatly improved treatments for a number of diseases might be possible using certain cells, enzymes, hormones or proteins. One problem has been that these substances are not available in the quantity or purity needed. In the electrophoresis process, gravity limits the concentra tion of starting material to be used and thus the output of the process itself. On earth the starting must be diluted to only about 0.1 percent by weight in order for its density to equal that of the carrier fluid a condition necessary for proper suspension and successful separation. In space, these concentrations can be increased to at least 10 percent and as high as 40 percent, and still remain suspended in the carrier fluid. This increased con- centration means that an electrophoretic chamber in space could turn out 100 to 400 times as much as a chamber on the ground in the same length of time, thereby providing the premise that marketable quantities of the product can be obtained. Processing in space offers the additional benefit of improved product purity. On earth, as the starting material separates into individual streams, gravity acts on the density differences between them and the carrier fluid. This phenomenon causes the streams to widen and overlap, which in turn limits the purity of the output product. Because this overlapping phenomenon does not occur as extensively in the microgravity of space, product purity will increase. Analysis indicate that product purity will in- crease by a factor of about five. Extensive analytical and experimental work has been accomplished by a skilled team of engineers and scientists representing such disciplines as fluid dynamics, thermodynamics, microbiology, and biochemistry. They continued to develop im: proved laboratory electrophoresis units so that, by optimizing earth performance, they could understand the limitations of the process. When gravity effects are removed, they predict a signifi- cant improvement of the process and thus larger quantity and greater purity. The electrophoresis program is the result of a unique joint endeavor agreement between McDonnell Douglas Corporation and NASA. In addition, McDonnell Douglas Corporation has an agreement with the Ortho Pharmaceutical Division of Johnson & Johnson to collaborate in studying the commercial feasibility of production in space. The CFES is comprised of three equipment modules in the orbiter crew compartment mid-deck. 58The fluid systems module is installed in lieu of the galley location in the mid deck of the orbiter crew compartment. The fluid systems module contains all fluid systems associated with control of the electrophoretic process. The flow control/ conditioning subsystem of the fluid systems module provides functional control of buffer and sample flow rates and system pressures, and is comprised of buffer pumps, flow thermal elec- tronic cooling unit and internal cooling blower. ‘The buffer reservoir subsystem of the fluid system module provides a depletable supply of process buffer liquid, 35 liters (9.2 gallons) and also serves as a return loop waste tank and the other reservoir provides a fixed volume supply of process buffer 10 liters (2.6 gallons). ‘The separation column of the fluid system module provides the equipment item within which a sample stream of biological material is separated and contains the carrier buffer/sample separation flow chamber, electrode chambers, fluid supply manifold, sample fraction collection tubing bundle and in- strumentation for sensing system parameters of temperature, pressure, differential pressures, and separation chamber voltage gradients. ‘The degassing subsystem of the fluid system module pro- vides the removal of the hydrogen product of electrolysis generated within the cathode chamber of the separation column and is comprised of three membrane deaeration/ degassing columns, vacuum systems, solenoid isolation valves, liquid sen- sors and a catalytic converter. The fraction collecting subsystem of the fluid system module provides valving control of all effluent fractions from the separation column and the positioning control for sample cartridge collectors. The cartridge positioning mechanism is contained in a housing that isolates its interior from the interior of the fluid system module. A latched door on the front of the housing enclosure provides access for installing and removing sample collection cartridges for each separation run collection cycle. The fluid system module structure is equipped with gasketing to contain liquids within the fluid systems module in- terior in the event of system leakage. The fluid system module interior tracks cabin pressurization profiles via air exchange through hydrophobic breather panels installed in the fluid systems module enclosure panels. The sample storage module is a separate insulated enclosure mounted in the module locker area of the mid-deck equipped with a thermal electric cooling unit and shelving for stowing sample supply syringes and sample collection car- tridges. The experiment command and monitoring module is a separate module from the fluid systems module located above the sample storage module, which provides autonomous control of the electrophoresis system and is comprised of dedicated ex- periment processor, power supplies computer peripherals, fusing, displays and electrophoresis to orbiter power interface connectors. ‘The total weight of all three modules and cables 299 kilograms (660 pounds). The fluid system module is 1,8 meters (6 feet) in height and is 457 millimeters (18 inches) in width, CARRY ON INCUBATOR This experiment is an inflight engineering test and evalua- tion of the performance of the incubator hardware and temperature control capability in the microgravity environment. Separation of human embryonic kidney (HEK) cells in the Continuous Flow Electrophoresis System (CFES) experiment will be conducted during the STS-8 mission. HEK cells after separation, must attach to a substrate within 24 hours to sur- .. Microcarrier beads (coated with collagen [a fibrous pro- tein}) are a suitable substrate. In a one “‘g” environment, the cells and beads settle and the cells readily attach. In micro- gravity, it is not known if there is sufficient time of contact between cells and beads to allow attachment. The carry-on in- cubator is a suitable controlled temperature container to 9evaluate the cell attachment mechanics in microgravity. On orbit, a flight crew member will inject a suspension of beads into each of the four cell culture chambers in the carry-on incubator. Each chamber will contain HEK cells. Immediately after this, the flight crew member will inject fixative (making it permanent) into the first chamber containing cells and beads, requiring 10 minutes. At 12, 24, and 36 hours after injection of the beads, the flight crew member will inject fixative into suc- cessive cell containing chambers requiring a minimum of two minutes, each. ‘After landing the carry-on incubator with cells will be delivered to the principle investigator. The objective of this experiment is to determine if cells will attach to microcarrier beads in microgravity, in order to assess cell handling procedure for use in bioprocessing; to test mixing characteristics to fluids, cells and microcarrier beads in future STS flights. The carry-on incubator is 246 by 302 by 83 millimeters (9.7 by 11.9 by 3.3 inches) in size and weighs 3.2 kilograms (7 pounds). The temperature controlled environment of the incubator is 37 plus or minus 0.5 degrees Celsius (98.6 plus or minus 32.9 degrees F). The incubator requires 28 vde power, INVESTIGATION OF STS (SPACE TRANSPORTATION SYSTEM) ATMOSPHERIC LUMINOSITIES (ISAL) The ISAL experiment attempts to determine the spectral content of the STS induced atmospheric luminosities which are relevant to many aspects of payload operations. Part one of the ‘two part experiment will investigate the glow about Challenger’s tail and will include intensity measurements from different com- bination of the Challenger's Reaction Control System (RCS) vernier thrusting firings. Part two consists of five material specimens placed on the upper arm of the remote manipulator system (RMS) to obtain data of oxygen interaction on materials (surface glow phenomena) during night time pass(es). Photographs will be taken from Challenger’s aft flight deck during the night time pass(es) at the 121 nautical mile (139 statute mile) altitude. ANIMAL ENCLOSURE MODULE An animal enclosure module with rats is flown in the mid- deck of the crew compartment and is mounted among the modular storage lockers. The animal enclosure is to determine qualification of the enclosure for carrying animals into space for future student experiments. The enclosure provides the capabilities of supplying food and water as well as cycling lights on and off and is provided with the same atmosphere as that of the pressurized crew compartment. STUDENT EXPERIMENT—BIOFEEDBACK This experiment SE81-1, is a student experiment to deter- mine the effectiveness of controlling a crew member's body Parameters in zero gravity biofeedback. Four different parameters to be monitored include skin conductance, skin sur- face temperature, heart rate, and respiration. A microcomputer will record all data for post flight analysis. Two or three sessions will be conducted on orbit totaling approximately 45 minutes of crew time. The student is Wendy A. Angelo of Poughkeepsie, New York. She attends Franklin Delano Rossevelt. High School, Hyde Park, New York. Her teacher is Mr. Jan L. Stoutenburgh. Her sponsor is Brooks Air Force Base School of Aviation Medicine, Texas. RADIATION MONITORING EQUIPMENT (RME) ‘The RME experiment is designed to measure radiation levels in Challenger’s middecks at various times throughout the flight. Experiment equipment includes the Handheld Radiation Monitor (HRM-IID), a gamma and electron dosimeter and the Pocket REM Meter (PRM), a neutron and proton dosimeter. The HRM-III will operate four times during the mission for durations of 55 minutes, while the PRM will operate twice for durations of eight hours. 60EXTRAVEHICULAR MOBILITY UNIT (EMU'S) ‘Two extravehicular mobility units (EMU's) are stowed in the airlock of Challenger for the STS-8 mission in the event a contingency extravehicular activity (EVA) is required in STS-8. If an EVA is required, mission specialists Richard Truly and Dale Gardner will perform the EVA. The airlock and airlock hatches permit the EVA flight crew members to transfer from the mid-deck crew compartment into the payload bay without depressurizing the orbiter crew cabin. ‘The EMU’s are an integrated space suit assembly and life support system which provides the capability for the flight crew to leave the orbiter pressurized crew cabin and work outside the cabin in space. The airlock in this flight is located inside the mid-deck of the spacecraft’s pressurized crew cabin. It has an inside diameter of 1,600 millimeters (63 inches), is 2,108 millimeters (83 inches) long, and has two 1,016 millimeter (40 inch) diameter D-shaped openings, 914 millimeters (36 inches) across, plus two pressure sealing hatches and a complement of airlock support systems. The airlock volume is 4.24 cubic meters (150 cubic feet). The airlock is sized to accommodate two fully suited flight crew members simultaneously. The airlock support provides airlock depressurization and repressurization, EVA equipment recharge, liquid cooled garment water cooling, EVA equipment checkout, donning and communications. All EVA gear, checkout panel, and recharge stations are located against the in- ternal walls of the airlock. The airlock hatches are mounted on the airlock. The inner hatch is mounted on the exterior of the airlock (orbiter crew cabin mid-deck side) and opens in the mid-deck. The inner hatch isolates the airlock from the orbiter crew cabin. The outer hatch is mounted in the interior of the airlock and opens in the airlock. The outer hatch isolates the airlock from the un- pressurized payload bay when closed and permits the EVA crew ‘members to exit from the airlock to the payload bay when open. Duct Fastened {o Bulirese Wen Matin Use Aotating Duct Instat fo AidackCheviton 138 para out iN 4) beet nt ‘Air Revitalization, f ‘Air Revitalization sen ee tae ee TX, 576 Aleck — in Payoat Bay 61 (lane Ent) AirlockAirlock repressurization is controllable from inside the or- biter crew cabin mid-deck and from inside the airlock. It is per- formed by equalizing the airlock and cabin pressure with airlock hatch-mounted equalization valves mounted on the inner hatch. Depressurization of the airlock is controlled from inside the airlock. The airlock is depressurized by venting the airlock pressure overboard. The two D-shaped airlock hatches are in- stalled to open toward the primary pressure source, the orbiter crew cabin, to achieve pressure assist sealing when closed. Each hatch has six interconnected latches with a ‘gearbox/actuator, a window, a hinge mechanism and hold-open device, a differential pressure gage on each side, and two equalization valves. ‘The window in each airlock hatch is 101 millimeters (4 inches) in diameter. The window is used for crew observation from the cabin/airlock and the airlock/payload bay. The dual window panes are made of polycarbonate plastic and mounted directly to the hatch using bolts fastened through the panes. Each hatch window has dual pressure seals with seal grooves located in the hatch. Each airlock hatch has dual pressure seals to maintain pressure integrity for the airlock. One seal is mounted on the airlock hatch and the other on the airlock structure. A leak check quick disconnect is installed between the hatch and the airlock pressure seals to verify hatch pressure integrity prior to the flight. The gearbox with latch mechanisms on each hatch allows the flight crew to open and/or close the hatch during transfers and EVA operation. The gearbox and the latches are mounted on the low pressure side of each hatch, with a gearbox handle installed on both sides to permit operation from either side of the hatch. ‘Three of the six latches on each hatch are double acting. ‘They have cam surfaces which force the sealing surfaces apart Extravehicular Mobility Unit (EMU) 6SCU Stowage Connector —— Airlock oe a \ Adapter 7 ' ) K ® (AAP) ) oO Fai! S \ iy XC Zi f= 63 om N BOm Lower y Tors¢ < J Restraint % Avionics Panel Extravehicular Mobility Unit (EMU) Service and Cooling Umbilical (SCU) Airlock Stowage ProvisionsPress Handle to Rotate (Both Ends) Press to Vent Cap Airlock RepressurizationDOUBLE ACTING LATCH i SINGLE ACTING LATCH ¢ HAS KICKER CAM TO ‘© USED FOR LATCHES. BREAK SEAL 1,3, AND 5 # USED FOR LATCHES 2.4, AND 6 LATCH HANDLE. LATCHED/LOCK INDICATOR DOUBLE ACTING LATCH __— ACTUATOR 440° HANDLE TRAVEL TO OPEN UNLATCHED 6s PUSH-PULL ROD SELF-ALIGNING BEARINGS. DOUBLE ACTING LATCH IDLER BELL CRANK BELLCRANK SUPPORT BRACKET HATCH SUPPORT STRUT (2) DOUBLE ACTING LATCH Airlock Hatch Latcheswhen the latches are opened, thereby acting as crew assist devices. The latches are interconnected with “push-pull” rods and an idler bellcrank installed between the rods for pivoting the rods. Self-aligning dual rotating bearings are used on the rods for attachment to the belleranks and the latches. The gearbox and hatch open support struts are also connected to the latching system, using the same rod/bellcrank and bearing system. To latch or unlatch the hatch, a rotation of 440 degrees on the gear- box handle is required. ‘The hatch actuator/gearbox is used to_provide the mechanical advantage to open/close the latches. The hatch ac- tuator lock lever requires a force of 35 to 44 Newtons (8 to 10 pounds) through an angle of 180 degrees to unlatch the ac- tuator. A rotation of 440 degrees minimum with a force of 133, Newtons (30 pounds) maximum applied to the actuator handle is required to operate the latches to their fully unlatched positions. The hinge mechanism for each hatch permits a minimum opening sweep into the airlock or the crew cabin mid-deck. The inner hatch (airlock to crew cabin) is pulled/pushed forward to the crew cabin approximately 152 millimeters (6 inches). The hatch pivots up and to the starboard (right) side. Positive locks ‘open position. To release the lock, a springloaded handl provided on the latch hold-open bracket. Friction is also pro- vided in the linkage to prevent the hatch from moving if released during any part of the swing. The outer hatch (in airlock to payload bay) opens and closes to the contour of the airlock wall. The hatch is hinged to be first pulled into the airlock and then pulled forward at the bottom and rotated down until it rests with the low pressure (outer) side facing the airlock ceiling (mid-deck floor). The linkage mechanism guides the hatch from the closed/open, open/closed position with friction restraint throughout the stroke. The hatch has a hold-open hook which snaps into place over a flange when the hatch is fully open. The hook is released by depressing the spring-loaded hook handle and by pushing the hatch toward the closed position. To support and protect the hatch against the airlock ceiling, the hatch incorporates two deployable struts. The struts are connected to the hatch linkage mechanism and are deployed when the hatch linkage mechanism and are deployed when the hatch linkage is rotated open. When the hatch latches are rotated closed, the struts are retracted against the hatch. ‘The airlock hatches can be removed in-flight from the hinge mechanism via pip pins, if required. Airlock air circulation system provides conditioned air to the airlock during non-EVA operation periods. The airlock revitalization system duct is attached to the outside airlock wall rotated by the flight crew through the cabin/airlock hatch and installed into the airlock and held in place by a strap holder. The duct has a removable air diffuser cap installed on the end of the flexible duct which can adjust the airflow from 0 to 97 kilograms per hour (216 pounds per hour). The duct must be rotated out of the airlock prior to closing the cabin/airlock hatch for airlock depressurization. During the EVA preparation period, the duct is rotated out of the airlock and can be used as supplemental air circulation in the mid-deck. To assist the crew member in pre- and post-EVA opera- tions, the airlock incorporates handrails and foot restraints. Handrails are located alongside the avionics and ECLSS panels. A handhold is mounted on each side of the hatches. They are aluminum alloy and oval configurations 19.05 by 33.52 millimeters (0.75 by 1.32 inches) and are painted yellow. The handrails are bonded to the airlock walls with an epoxyphenolic adhesive. Each handrail provides a handgrip clearance of 57 millimeters (2.25 inches) from the airlock wall to the handrail to. allow gripping operations in a pressurized glove. Foot restraints are installed on the airlock floor nearer the payload bay side and the ceiling handhold installed nearer the cabin side of the airlock was removed for stowage of the third EMU. The foot restraintscan be rotated 360 degrees by releasing a spring-loaded latch and will lock in every 90 degrees. A rotation release knob on the foot restraint is designed for shirt sleeve operation, and therefore must be positioned before the suit is donned. The foot restraint is bolted to the floor and cannot be removed in flight and is sized for the EMU boot. The crew member ingresses by first inserting the foot under the toe bar and then the hee! is pressed down by rotating the heel from inboard to outboard un- til the heel of the boot is captured. There are four floodlights in the airlock. The lights are con- trolled by switches in the airlock on panel AWISA; light 2 can also be controlled by a switch on mid-deck panel M013Q, allow- ing illumination of the airlock prior to entry. Lights 1, 3, and 4 are powered by buses MNA, B, and C respectively and light 2 is powered by ESSIBC. The circuit breakers are on panel ML86B. In preparation for an EVA, the mission specialists will first don a liquid cooled and ventilation garment (LCVG). It is similar to “long-john" underwear into which have been woven many feet of flexible tubing that circulates cooling water. The Tiquid cooled and ventilation garment is worn under the pressure and gas garment to maintain desired body temperature. A urine collection device (UCD) is worn for collection of urine in the suit. It stores approximately 0.9 liter (approximately one quart) of urine. It consists of adapter tubing, storage bag and disconnect hardware for emptying after an EVA into the orbiter waste water system. The airlock provides stowage for two Extravehicular Mobility Units EMU'’s) and two service and cooling umbilicals (SCU’s) and various miscellaneous support equipment. Both EMU’s are mounted on the airlock walls by means of an airlock adapter plate (AAP). The prime contractor to NASA for the space suit/life sup- port system is United Technologies’ Hamilton Standard Divi- sion in Windsor Locks, Conn. Hamilton Standard is program systems manager for the space suit/life support system in addi- tion to designer and builder. Hamilton Standard’s major sub- contractor is ILC Dover of Frederica, Del., which fabricates the space suit. ‘The EMU’s provide the necessities for life support, such as oxygen, carbon dioxide removal, a pressurized enclosure, lemperature control and meteoroid protection during EVA. ‘The EMU space suit comes in various sizes so that prior to launch, flight crew members can pick their suits “off the rack.”” Components are designed to fit male and female from the 5th to the 95th percentiles of body size. ‘The life support system is self contained and contains seven hours of expendables such as oxygen, battery power for elec~ trical power, water for cooling, and lithium hydroxide for car- bon dioxide removal and a 30 minute emergency life support system during an EVA. The airlock adapter plate in the airlock also provides a fixed position for the EMU’s to assist the crew member during donning, doffing, checkout and servicing. Each EMU weighs approximately 102 kilograms (225 pounds) and the overall storage envelope is 660 by 711 by 1,016 millimeters (26 by 28 by 40 inches). For launch and entry, the lower torso restraint, a cloth bag attached to the airlock adapter plate (AAP) with straps, is used to hold the lower torso and arms securely in place. To don the EMU, the crew member enters the airlock and dons the lower torso assembly which has boots attached. The lower torso consists of the pants, boots and the hip, knee and ankle joints. The hard, upper torso assembly includes the life support backpack and provides the structural mounting inter- face for most of the EMU including helmet, arms, lower torso, portable life support system, display and control module and electrical harness. The arm assembly contains the shoulder joint and upper arm bearings that permit shoulder mobility as well as. the elbow joint and wrist bearing. The gloves contain the wrist adisconnect, wrist joint and insulation padding for palms and fingers. The helmet consists of a clear polycarbonate bubble neck disconnect and ventilation pad. An EVA visor assembly is attached externally to the helmet which contains visors which are manually adjusted to shield the crew member's eyes. The upper and lower torsos are connected with a waist ring. In addition, the portable life support system consists of an EMU electrical harness that provides bioinstrumentation and communications connections; a display and control module that is chest mounted which contains all external fluid and electrical interfaces and controls and displays; the portable life support subsystem referred to as the “backpack” which contains the life support subsystem expendables and machinery; a secondary ox- ygen pack mounted on the base of the portable life support sub- system which contains a 30 minute emergency oxygen supply and a valve and a regulator assembly, and an in-suit drink bag Extravehicular Mobility Unit (EMU) that stores liquid in the hard upper torso which has a tube pro- jecting up into the helmet to permit the crew member to drink while suited. The orbiter provides electrical power, oxygen, liquid cooled ventilation garment cooling and water to the EMU’s in the airlock via the SCU for EVA prep and post-EVA operations. The service and cooling umbilical (SCU) is launched with the orbiter end fittings permanently connected to the ap- propriate ECLSS panels and the EMU connected to the airlock adapter plate stowage connector. The SCU contains com- munication lines, electrical power, water and oxygen, recharge lines and drain lines. It allows all supplies (oxygen, water, elec- trical, and communication) to be transported from the airlock control panels to the EMU before and after EVA without using the EMU expendable supplies of water, oxygen and battery power that are scheduled for use in the EVA. The SCU also pro- vides EMU recharge. The SCU umbilical is disconnected just before the crew member leaves the airlock on an EVA and upon return to the airlock after an EVA. Each SCU is 3,657 millimeters (144 inches) long and 88 millimeters (3.5 inches) in iameter and weighs 9.1 kilograms (20 pounds). Actual usable length after attachment to the control panel is approximately 2 meters (7 feet). The airlock has two display and control panels. The airlock control panels are basically split to provide either ECLSS or avionics operations. The ECLSS panel provides the interface for the SCU waste and potable water, liquid cooled ventilation garment cooling water, EMU hardline communication, EMU power and oxygen supply. The avionics panel includes the airlock lighting, the airlock audio system, and the EMU power and battery recharge controls. The avionics panel is located on the starboard (right) side of the cabin airlock hatch and the ECLSS panel on the port (left) side. The airlock panels are designated AW18H, AWI8D, and AWI8A on the port side and AW82H, AW82D, and AW82B on the starboard side. The ECLSS panel is divided into EMU1 functions on the starboard side and EMU2 functions on the port side.Airlock communications are provided with the orbiter audio system at airlock panel AW82D where connectors for the headset interface units (HIU's) and the EMU's are located at airlock panel AWI8D which is the airlock audio terminal (ATU). The HIU’s are inserted in the crew-member com- munications carrier unit (CCUL and CCU2) connectors on airlock panel AW82D. The CCU’s are also known as the “Snoopy Cap"? which fits over the crew member's head and snaps into place with a chin guard. It contains a microphone and headphones for two-way communications and receiving caution and warning tone. The adjacent two-position switches labeled CCUI and CCU2 POWER enable transmit functions only, as reception is normal as soon as the HIU’s are plugged in. The EMUI and EMU2 connectors on the same panel to which the service and cooling umbilical (SCU) is connected include contacts for EMU hard-line communications with the orbiter prior to EVA. Panel AW18D contains displays and controls used to select access to and control volume of various audio signals. Control of the airlock audio functions can be transfer- red to the mid-deck ATU’s panel MO42F, by placing the CONTROL knob to MIDDECK position. During EVA, the Extravehicular Communicator (EVC) is part of the same UHF system which is used for air-to-air and air-to-ground voice communications between the orbiter and landing site control tower and the orbiter and chase aircraft. The EVC provides full duplex (simultaneous transmission and reception) communications between the orbiter and the two EVA crew members and continuous data reception of elec- trocardiogram signals from each crew member by the orbiter and orbiter processing and relay of electrocardiogram signals to the ground. The UHF airlock antenna in the forward portion of the payload bay provides the UHF-EVA capability. Panel AW18H in the airlock provides 17 plus or minus 0.5 Vac at five amperes at both EMU electrical connector panels, panel AW82D, in EVA prep. Bus MNA or B can be selected on the BUS SELECT switch and then the MODE switch is posi- tioned to POWER. The BUS SELECT switch provides a signal to a remote power controller (RPC) which applies 28 Vde from the selected bus to the power/battery recharger. The MODE switch in the POWER psoition makes the power available at the SCU connector and also closes a circuit that provides a battery feedback voltage charger control which inhibits EMU power when any discontinuity is sensed in the SCU/EMU circuitry. The MODE switch in the POWER position also applies power through the SCU for the EMU microphone amplifiers for kardline communication. When the SCU umbilical is discon- rected for EVA, the EMU operates on its self contained battery power. For post-EVA, when the SCU is reconnected to the EMU, selecting a bus and the CHARGE position on the MODE switch charges the portable life support system battery at 1.55 lus or minus 0.05 amps. When the battery reaches 21.8 plus or minus 0.1 Vde and/or the charging circuit exceeds 1.55 plus or minus 0.05 amps, a solenoid controlled switch internal to the battery charger removes power to the charging circuitry. The EMU silver zinc battery provides all electrical power used by the portable life support system during EVA and is filled with elec- trolyte and charged prior to flight. Cooling for the flight crew members before and after the EVA jis provided by the liquid cooled garment circulation system via the SCU and LCG (liquid cooled garment) SUPPLY AND RETURN connections on panel AW82B. These connec- tions are routed to the orbiter liquid cooled garment heat ex- changer which transfers the collected heat to the orbiter Freon-21 coolant loops. The nominal loop flow of 113 kilograms per hour (250 pounds per hour) is provided by the EMU/portable life support system water loop pump. The system circulates chilled water at 10 degrees Celsius (50°F) max- imum to the liquid cooled ventilation garment inlet and provides a heat removal capability of 2,000 Btu (British Thermal Units) per hour per crew member. When the SCU is disconnected the portable life support system provides the cooling. Upon return from the EVA, the portable life support system is reconnected to the SCU and the crew member cooling is provided as it was in the EVA prep. With the suit connected to the SCU, oxygen at 46,575 mmhg (900 psia) plus or minus 2,587 mmhg (500 psia) is sup- 0plied through airlock panel AW82B from the orbiter oxygen system when the OXYGEN valve is in the OPEN position on the airlock panel. This provides the suited crew member with breathing oxygen, preventing depletion of the portable life sup- port system oxygen tanks prior to the EVA. Prior to the crew member sealing the helmet, an oxygen purge adapter hose is connected to the airlock panel to flush nitrogen out of the suit The crew member will prebreathe pure oxygen in the EMU for approximately 3 and one-half hours prior to the EVA. This is necessary to remove nitrogen from their blood before working in the pure oxygen environment of the EMU due to the orbiter pressurized crew cabin mixed gas atmosphere of 20 percent ox- ygen and 80 percent nitrogen at a pressure of 750 plus or minus 10 mmhg (14.5 plus or minus 0.2 psia). Without prebreathing, bends occur when an individual fails to reduce nitrogen levels in the blood prior to working in a pressure condition that can result in nitrogen coming out of solution in the form of bubbles in the bloodstream. This condition results in pain in the body joints, possibly because of restricted blood flow to connective tissues or the extra pressure caused by bubbles in the blood at joint area, During prebreathe, the suit is at 2.5 mmhg (1/2 psia). ‘When the SCU is disconnected, the portable life support system provides oxygen for the suit. When the EVA is com- pleted and the SCU is reconnected, the orbiter oxygen supply begins recharging the portable life support system, providing the OXYGEN valve on panel AW82B is OPEN. Full oxygen recharge takes approximately one hour (allowing for thermal expansion during recharge) and the tank pressure is monitored on the EMU display and control panel as well as on the airlock oxygen pressure readout. Each EMU is pressurized to 207 mmhg (4.0 psid) differen- tial. They are designed for a 15 year life with cleaning and dry- ing between flights. The EMU WATER SUPPLY and WASTE valves are opened during the EVA prep by switches on panel AWS2D. This provides the EMU, via the SCU, access to both the orbiter potable water and waste water systems. The support provided to the EMU portable life support system is further controlled by the EMU display and control panel. Potable water — supplied from the orbiter at 828 plus or minus 25 mmbg (16 plus or minus 0.5 psi), 45 to 58 kilograms per hour (100 to 300 pounds per hour), and 4 to 37 degrees C (40 to 100°F) — allowed to flow to the feedwater reservoir in the EMU which provides pressure which would “top-off” any tank not completely filled. Waste water, condensate, developed in the portable life support system is allowed to flow to the orbiter waste water system via the SCU whenever the regulator connected at the bacteria filters (airlock end of the SCU) detects upstream pressure in excess of 828 plus or minus 25 mmhg (16 plus or minus 0.5 psi). When the SCU is disconnected from the EMU, the portable life support system assumes this function, When the SCU reconnected to the EMU upon completion of the EVA, the same functions as in pre-EVA are performed except that the water supply is allowed to continue until the portable life sup- port system water tanks are filled, which takes approximately 30 minutes. In preparation for the EVA from the airlock, the airlock hatch to the orbiter crew cabin is closed and depressurization of the airlock begins. Airlock depressurization is accomplished by a three posi- tion valve located on the ECLSS (Environmental Contol Life Support System) panel AW82A in the airlock. The airlock depressurization valve is covered with a pressure/dust cap. Prior to removing the cap from the valve, itis necessary to vent the area between the cap and valve by pushing the vent valve on the cap. In-flight storage of the pressure/dust cap is adjacent to the valve. The airlock depressurization valve is connected to a 50 millimeter (2 inch) inside diameter stainless steel overboard vacuum line. The AIRLOCK DEPRESS valve controls the rate of depressurization by varying the valve diameter size. Depressurization is accomplished in two stages. The CLOSED position prevents any airflow from escaping to the overboard vent system. 70When the crew members have completed the prebreathe in the EMU’s for 3.5 hours, the airlock is depressurized from 750 mmbg (14.5 psia) to 258 mmhg (5 psia) by position labeled “5” on the AIRLOCK DEPRESS valve which opens the depressurization valve and allows the pressure in the airlock to decrease. Pressure during depressurization can be monitored by the delta pressure gage on either airlock hatch. A delta pressure gage is installed on each side of both airlock hatches. The depressurization from 750 mmhg (14.5 psia) to 258 mmhg (5 psia) takes approximately 200 seconds. ‘At this time the flight crew performs an EMU suit leak check, electrical power is transferred from the umbilicals to the EMU batteries, the umbilicals are disconnected and the suit ox- ygen packs are brought on line. The second stage of airlock depressurization is accom- plished by positioning the AIRLOCK DEPRESS valve to “0” which increases the valve diameter and allows the pressure in the airlock to decrease from 258 mmbg (5 psia) to 0 mmbg (0 psia) in approximately 13 seconds. The suit sublimators are activated for cooling, EMU system checks are performed and the airlock/payload bay hatch can be opened. The hatch is capable of opening against a 10 mmhg (0.2 psia) differential maximum, Hardware provisions are installed in the orbiter payload bay for use by the crew member during the EVA. Handrails and tether points are located on the payload bulkheads, forward bulkhead station Xo 576 and aft bulkhead station Xo 1307, and along the sill longeron on both sides of the bay to provide translation and stabilization capability for the EVA crew member. The handrails are designed to withstand a load of 90.72 kilograms (200 pounds), 127.01 kilograms (280 pounds) maximum in any direction. Tether attach points are designed to sustain a load of 260.37 kilograms (574 pounds), 364,69 kilograms (804 pounds) maximum, in any direction, The handrails have a cross section of 33 by 19 millimeters (1.32 by 0.75 inches). They are made of aluminum alloy tubing and are painted yellow. The end braces and side struts of the handrails are constructed of titanium. An aluminum alloy end support standoff functions as the terminal of the handrail. Each end support standoff incorporates a 25.4 millimeter (one inch) diameter tether point. A 7.62 meter (25 foot) crew member safety tether is attached to each crew member at all times during an EVA. The tether consists of a reel case with an integral “‘D” ring, a reel with a light takeup spring, a cable and a locking hook. The safety tether hook is locked onto the slidewire before launch and the cable is routed and clipped along the port (left) and starboard (right) handrails to a position just above the airlock /payload bay hatch. After opening the airlock hatch and before egress, the crew member attaches a waist tether to the “D” ring of the safety tether to be used. The other end of the waist tether is hooked to a ring on the EMU waist bearing. The crew member may select either the port or the starboard safety tether. With the selector on the tether in the locked position, the cable will not retract or reel out. Moving the selector to the unlocked position allows the cable to reel out and the retract, feature to take up slack. The cable is designed for a maximum oad of 398 kilograms (878 pounds). The routing of the tethers, follows the handrails, allowing the crew member to deploy and restow his tether during translation. The two slidewires, approximately 14.11 meters (46.3 feet) long, are located in the longeron sill area on each side of the payload bay. They start approximately 2.83 meters (9.3 feet) aft, of the forward bulkhead and extend approximately 14.11 meters (46.3 feet) down the payload bay. The slidewires withstand a tether load of 260.37 kilograms (574 pounds) with a safety fac- tor of 1.4 or 364.49 kilograms (804 pounds) maximum, The airlock/cabin hatch has two pressure equalization valves which can be operated from both sides of the hatch for repressurizing the airlock volume. Each valve has three posi- tions, CLOSED, NORM (Normal), and EMERG (Emergency) and is protected by a debris pressure cap on the intake (high- npressure) side of the valve, which on the outer hatch must be vented for removal. The caps are tethered to the valves and also have small Velcro spots which allow temporary stowage on the hatch. The exit side of the valve contains an air diffuser to pro- vide uniform flow out of the valve. Through the use of the equalization valve/valves in the various positions, the airlock can be repressurized in a normal mode to 745 mmhg (14.4 psia) in 325 seconds, then equalized to the crew cabin pressure of 750 mmhg (14.5 psia) in 110 seconds. If both equalization valves are positioned to EMERG, the airlock can be repressurized to 754 mmhg (14.4 psia) in 28 seconds, then equalized to the crew cabin pressure of 750 mmhg (14.5 psia) in 200 seconds. The hatch is capable of opening against a 10 mmhg (0.2 psia) differential maximum. ‘The airlock is initially pressurized to 258 mmbhg (5 psia) and the umbilicals are connected and electrical power is transferred back to umbilical power. The airlock is then pressurized to equalize with the cabin pressure, followed by EMU doffing and the crew members’ recharge of the EMU’s. The orbiter provides accommodations for three two-flight- crew member EVA’s of six-hour duration per flight at no weight or volume cost to the payload. Two of the EVA’s are for payload support and the third is reserved for orbiter contingen- cy. Additional EVA’s can be considered with consumables charged to payloads. CARGO BAY STOWAGE ASSEMBLY (CBSA) The Cargo Bay Stowage Assembly contains miscellaneous tools for use in the payload bay. It is located on the starboard (right) side of the payload bay forward, between Orbiter Station Xo = 589 and Xo = 636. The CBSA is approximately 1,066 millimeters (42 inches) wide, 609 millimeters (24 inches) in depth and 914 millimeters (6 inches) in height. The CBSA weight is approximately 259 kilograms (573 pounds).MODULAR AUXILIARY DATA SYSTEM (MADS) ‘The Modular Auxiliary Data System (MADS) for OV-099, the Challenger is an onboard instrumentation system that measures and records selected pressure, temperature, strain, vibration, and event data to support payloads and experiments and to determine orbiter environments during the flights of the Challenger. MADS supplements the operational instrumenta- tion (Ol) that exists in the Challenger. The MADS equipment conditions, digitizes, and stores data from selected sensors and experiments. MADS collects detailed data during ascent, orbit, and en- try to define the vehicle response to the flight environment, per- mit correlation of data from one flight to another, and enable comparison of the Challenger flight data to the flight data of the Columbia. Allof the MADS equipment installed on the Challenger are structurally mounted and environmentally compatible with the orbiter and mission requirements. Due to its location, the MADS will not intrude into the payload envelope, ‘The MADS for Challenger consists of a pulse code modula- tion (PCM) multiplexer, a frequency division multiplexer (EDM), a power distribution assembly (PDA), and appropriate signal conditioners mounted on shelf 8 beneath the payload bay liner of the mid-fuselage. The MADS also consists of a MADS control module (MCM) and a MADS recorder that are mounted below the mid deck floor. MADS will record approximately 246 measurements throughout the orbiter. These measurements are from the orbiter airframe and skin and the orbital maneuvering system/reaction control system (OMS/RCS) left hand pod only. Measurements of MADS components are connected to existing operational instrumentation for real time monitoring of MADS status. The MADS interfaces with the orbiter through the orbiter electrical distribution system and the inputs to the operational instrumentation for MADS status monitoring. Coaxial cables and wire harnesses from the sensors are routed through the or- biter payload bay harness bundles to the signal conditioners, PCM, and FDM, attached to mid-fuselage shelf 8. After the signal conditioners and the multiplexers have processed the data, four outputs of the FDM and one output of the PCM is routed forward to the MCM, which will then record them on five tracks of the MADS recorder. The same five channels will be routed back through the X-1307 bulkhead to the T-0 umbilical. Eight tracks of the MADS recorder will be used during as- cent to record additional Space Shuttle data, Two tracks will be used to record solid rocket booster (SRB) wideband (WB) data, five tracks to record heavyweight external tank (ET) data, and one track to record aerodynamic coefficient package (ACIP) deta. The MADS is not considered mandatory for launch nor will the loss of MADS during flight be a cause for a mission abort. MADS will measure and record data for predetermined events. These events are determined by test and mission requirements. During a typical mission at approximately five hours prior to launch, the MADS will be powered on from the preset switch configuration to supply a prelaunch manual calibration. After completion of the calibration, all switches will be returned to the preset configuration. This leaves the MADS in the standby posi- tion, with only the MCM receiving power. This mode will con- nue until five minutes 30 seconds prior to launch, at which time the MADS will be put into the full system mode through uplink commands and all the MADS components are powered on. In this mode, the MADS will be recording at a continuous (CONT) tape speed of 381 millimeters (15 inches) per second. It 3STRAIN BRrRIB DISTRIBUTION GAGE PULSE CODE, ASSEMBLY. Siena, _ MODULATION ASS Xo979.5 CONDITIONER (PCM) Signal Conditioner FREQUENCY MIDFUSELAGE RIGHT-HAND SIDE ‘Modular Auxiliary Data System (MADS) 4 BLANKETS Blankets Modular Auxiliary Data System (MADS) Mid-Fuselagewill be recording ACIP flight acceleration safety cutoff (FASCO), ET, SRB, WB, and PCM data. The MADS PCM will have a bit rate of 64 kilo-bits-per second (kbps). The wideband (WB) only mode will be used only during the prelaunch automatic (AUTO) and manual (MAN) calibrations. In this mode, the recorder will be recording the AC and DC cur- rent calibration levels provided by the FDM. Each manual calibration level will be recorded for 10 seconds at a tape speed of 381 millimeters (15 inches) per second in the continuous mode. At 12 minutes after launch MADS will be commanded into the PCM snapshot (S/S) with strain gage signal conditioner (SGSC) mode. In this mode, the recorder will be in the sample mode and conserves power and recorder tape. In this S/S mode, data will be recorded every 10 seconds every 10 minutes at a PCM bit rate of 32 kbps and a tape speed of 95 millimeters (8-3/4 inches) per second At two minutes prior to the OMS-2 thrusting period, com- mands will be given to put the MADS back into the full system mode until the thrusting period is completed. At this time, com- mands will be given to put the MADS into the PCM only mode, which will continue during the orbit until a quiescent period is achieved. During the quiescent period, one minute of ACIP calibration will be required, after which the MADS will con- tinue in the PCM only mode. The system will be switched to the full system mode for the OMS separation thrusting periods and then be returned to the PCM only mode for the majority of the ‘on-orbit mission. ‘The PCM with strain gage signal conditioners (SGSC) modes similar to the PCM only mode, but strain measurements will also be recorded during this. period. The SGSC’s will be cycled along with the other MADS components to signal condi- tioners to warm up. This mode will occur between two full system modes to minimize flight crew participation and con- serve power and recorder tape. This mode can be initiated from the full system mode or returned to the full system mode by one uplink command. This mode can be put into the PCM only mode by commanding the SGSC off, which is done manually by positioning switch 4 on panel A7A2 in the OFF position. This mode is used on orbit. \ Ny 4 5 Nie et omen Naagaageceromn Se ae 18 rear 0008 Modular Auxiliary Data System (MADS) Crew Compartment[oi existines TTP By Oooo eee roe ae ‘AERODYAMIC | DRIVER MODULE | openarionas wurrpnexcry | [oeareareo |e eee rowan 1 MURRPLERER ay | COEFFICIENT | AMPLIFIER OAM) | | | conoitionen WT MASTER UNIT (ecMMU) (@xisTING) yaciry eae (oscy || este} nt am i" a ' eee eee poe --4 = Cee eee t ‘SOLID ROCKET BoosTER _{7) ADS + mer Aner We oe | >) AeoSaoen Bef ao. mea tonne ian ----_-—=- aurrce = istiNo) 0 UMBILICAL EXTERNAL TANK (ET) 16 1 FREQUENCY + BULSE CODE MOUULATION rom DIVISION 1 | | SNe ESFa ones an + \ 1 i} poe | | FLIGHT Raw WDepaN 1 | $28etemamon | 4 1 | gee Sout 1 La] se ‘SIGNAL CONDITIONER ‘CUTOFF Gonortionen ‘wos 1 || faseo) | | wesc) ita @ 1 ' ' : ‘SHELF 7 | fol ee ee Noon weers ' \ sueur 8 SENSOF Modular Auxiliary Data System (MADS) Block Diagram‘At two minutes before the deorbit thrusting period, the MADS will be put into the full system mode for one hour to record descent (entry) data. At the conclusion of the one hour period, the MADS will be powered down for the entire post- landing period. With the use of the MADS switches located in the flight crew compartment, commands can be initiated by the flight crew. These switches are located on two panels, C3A5 and A7A2. Panel C3AS is located on the forward flight deck center console and contains the MADS master power switch (S14). This switch will be used to turn power on or off during prelaunch, postlanding and emergencies. Panel A7A2 is located on the aft flight station and contains the component power and functional switches for MADS. From this panel, various control functions can be accomplished. To reduce flight crew participa- tion, all commands should be uplink if possible from Mission Control Center (MCC) Houston (H) and transmitted to the on- board multiplexer/demultiplexer (MDM), Payload Forward (PF)-1. The MDM will then route the commands to the MCM. for processing. Power for the MADS will be supplied from the orbiter’s 28 vyde main buses A and B. The ACIP experiment is a separate identity, but its power will be distributed by the MADS power distribution assembly (PDA). The ACIP experiment will con- sume power when the WB is powered on, using switch 5 on panel A7AS. The 64 kbps of PCM data from the ACIP experi- ment will be recorded on the MADS recorder during the ascent and entry phases. The flight acceleration safety cutoff located on shelf 7 in the mid fuselage, directly above the MADS shelf 8, interfaces 12 vibration measurements with the MADS. The MADS shelf 8 components will be protected from overheating by a passive thermal control system that will be used to constrain maximum temperatures. The MADS installa- tion is thermally isolated from the orbiter structure by 1.2 millimeter (0.049 inches), thin wall titanium struts. The installa- tion is also enclosed from the orbiter environment by a 38 millimeter (1.5 inch) bulk insulation enclosure. Each measurement uses either a thermocouple, resistance thermometer, radiometers, vibration sensor, strain gage, or pressure transducer. ‘The MADS recorder is a Bell and Howell 28-track wide- band modular airborne recording system (MARS) similar to the Columbia development flight instrumentation (DFI) missions and orbiter experiments (OEX recorders). The recorder is capable of simultaneously recording, and subsequently reproducing, 28 tracks of digital biphase L data or any com- bination of wideband analog and digital biphase L data equal to 28 tracks. All 28 tracks can be output simultaneously with adequate levels to drive the input circuitry of the driver amplifier module (DAM) which is part of the MADS equipment that is not installed in the orbiter. It is support equipment that will be car- ried on and used for dumping the data recorder during the checkout or postlanding. The total weight of the MADS is 290 kilograms (641 pounds). ‘The ACIP incorporates three triaxial instruments: one of dual-range linear accelerometers, one of angular ac- celerometers, and one of rate gyros. Also included are the power conditioner for the gyros, the power control system, and the housekeeping components for the instruments. The ACIP is, aligned to the orbiter axes to a very high order of accuracy. Mounted on the ACIP base is a triaxial vibrometer which will provide the structural vibration characteristics of the orbiter af- fecting the ACIP experiment necessary for baseline filtration of accelerometer data. The output signals of the instruments are recorded on the Modular Auxiliary Data System (MADS) recorder. The ACIP operates through launch and through the entry and descent phases. The internal instruments continuously sense the dynamic and performance characteristics of the or-biter through these critical flight phases. In addition, the ACIP receives indications of position of the control surfaces and con- verts them into higher orders of precision before recording them with the attitude data. Power is supplied from the mid-power control assembly 3 main bus C, Heaters are employed on the package and controlled by a switch on panel R11. Weight of the ACIP is 119 kilograms (262 pounds). The principal technologist for the experiment is David Howes of NASA's Johnson Space Center. 8AERODYNAMIC COEFFICIENT IDENTIFICATION PACKAGE (ACIP) ‘The ACIP is a sensor package installed below the payload bay area in the aft area of the mid-fuselage at station Xq 1069. It contains a rate gyro package, a linear accelerometer package, an angular accelerometer package, and associated electronics. The ACIP will collect aerodynamic data in the hypersonic, supersonic, and transonic flight regimes, regions in which there has been little opportunity for gathering and accumulating prac- tical data, to establish an extensive aerodynamic data base for verification of and correlation with ground-based test data in- cluding assessments of the uncertainties in such data. In addi- tion, it will provide flight dynamics state and variable data in support of other technology areas, such as aerothermal and structural dynamics. The implementation of the ACIP will benefit the Space Shuttle because the more precise data obtainable through the ACIP will enable earlier attainment of the full operational capability of the Space Shuttle. Currently installed instrumenta- tion provides data that is sufficiently precise for spacecraft operations but not for research, The result is that constraint removal would either be based on less substantive data or would require a long-term program of gathering less accurate data. Although all of the generic types of data required for aerodynamic parameter identification are available from the baseline spacecraft systems, the data is not suitable for experimentation due to such factors as sample rate deficiencies, sensor ranges too large for bit resolutions, or computer cycle time/core size interactions. In addition, the baseline data com- promises operational measurements and is not subject to the desired changes required for experiments. The ACIP places a sensor package on the spacecraft to obtain experiment measurements that are not available through the baseline system, ‘The ACIP incorporates three triaxial instruments: one of dual-range linear accelerometers, one of angular ac- celerometers, and one of rate gyros. Also included are the power conditioner for the gyros, the power control system, and the housekeeping components for the instruments. The ACIP is aligned to the orbiter axes to a very high order of accuracy. Mounted on the ACIP base is a triaxial vibrometer which will provide the structural vibration characteristics of the orbiter affecting the ACIP experiment necessary for baseline filtration of accelerometer data. The output signals of the instruments are recorded on the modular auxiliary-data system (MADS) recorder. The ACIP operates through launch and through the entry and descent phases. The internal instruments continuously sense the dynamic and performance characteristics of the orbiter through these critical flight phases. In addition, the ACIP receives indications of position of the control surfaces and converts them into higher orders of precision before record- ing them with the attitude data. Power is supplied from the mi Desiccant Assembly Humidity Cover Triaxial Accelerometer Gyro Instrument Package Traxal Angular ‘Accelerometer Power Supply £7 TF overvottage Protector 7 Pulse Code Modulation (PCM) Slave Data Handling Control Surtace Electronics, DHE Orbiter Hamesé ACIP Ortiter Strip Heaters ‘Thermal Mounting Plate Aerodynamic Coefficient Identification Package (ACIP) Experimentpower control assembly 3 main bus C. Heaters are employed on the package and controlled by a switch on panel RII. Weight of the ACIP is 119 kilograms (262 pounds). The principle technologist for the experiment is David Howes of NASA's Johnson Space Center. 80MODIFICATIONS TO COLUMBIA FOR STS-9 SPACELAB MISSION 1982 Dec. 20 Start Spacelab-1 modifications 1983 May 13. Install Forward Reaction Control System May 16 Install Right Hand Orbital Maneuvering System/Reaction Control System pod May 23 Post modification power up June8 Install Left Hand Orbital Maneuvering System/Reaction Control System pod June 25 Install Space Shuttle Main Engine (SSME) No. 1 July 18 Install SSME No. 2 July 19 Install SSME No. 3 ‘Aug. 16 Install Spacelab-1 Sept. 22 Transfer Columbia from Orbiter Processing Facility to Vehicle Assembly Building for mating with External Tank and Solid Rocket Boosters Sept. 29 Transfer Space Shuttle (Columbia) from Vehicle Assembly Building to Launch Complex 39A Oct. 28 Launch STS-9 Spacelab-1 MODIFICATIONS COMPLETED NOTE: Ejection seats remain for commander and pilot. Ejection seats however are safed. Thermal Protection System Densification of remaining high temperature reusable surface insulation (HRSI) tiles, bottom of mid-fuselage and wings. Approximately 314 tiles wing Approximately 2,156 tiles mid-fuselage Elevon ablators replaced with HRSI tiles Seat floor beefup at attach point of mission specialist and scientist operational seats on crew compartment flight-deck and mid-deck floor to support 20 **g” crash load requirements Complete catalytic surface coating experiment removal Acrosurface servo amplifier removal and replace- ‘ment update to operational configuration Complete aft flight deck distribution panel redesign to relocate existing wiring and connectors to be compatible with Standard Mixed Cargo Harness (SMCH). Added 36 holes to support wire harness. Removed one payload timing buffer in aft flight deck and replaced with modified timing buffer and installed one modified operational configuration orbiter timing buffer at aft flight deck. Added attachments in secondary aft flight station for SMCH and added payload console access panel. Removed, reworked and installed two orbital Maneuvering System Engines for replacement of bi-propellant valve due to shaft seal leaks. Provided various supports for Ku-band antenna in- stallation in mid-fuselage structure, Removed and replaced six forward radiators and two aft mission set radiators with diffusion coated radiators for extra-vehicular activities and Ku-band reflection. Removed and replaced ammonia boiler. 81Relocated wiring at SSME engine interface (30 wires) to be compatible with SSME’s for skin temperature measurement of SSME’s in prelaunch, Water dump valve replaced with updated configuration. Removed and replaced two retention bolts at main hydraulic pump solenoid isolation valve with high strength bolts on valve mounting flange. Ground support equipment addition for active keel latch wiring with Spacelab-1 installed. Replaced three signal conditioners for lightweight external tank, heavyweight external tank required 33 to 35_psia, lightweight external tank required 32 to 34 psia. Two sky genies installed aft of overhead ejection panels for emergency egress provision in horizontal Position at panels R7 and R15. Removed and replaced accelerometer assemblies. Provided four payload feeders from orbiter power supply. Added four fuse/fuse holders, one connec- tor and two new harnesses. Removed and replaced Orbital Maneuvering System high pressure helium isolation valves. Stowed 16 wire segments, added 16 wire segments, avionics bay 3 to Panel R12A2 for communica tions modifications. Added 20 wires in avionics bay 3A and 3B, relocated 16 wires for communications modifications. Relocated Ku-band rigid coax to facilitate Ku-band antenna installation, Removed and replaced expansion hinges at No. 1 left hand (port) and right hand (starboard) radiator panels and removed and replaced silver plated nuts at mid-aft and aft radiator panels. Removed and replaced four structural retract box assemblies and hose line clamp at interface of radiators to eliminate torsion load with redesigned clamp. Orbital Maneuvering System Engine gimbal actuator replacement. ‘Added Flight Acceleration Monitoring System (FAMOS) to the Operational Instrumentation (O1) multiplexer/demultiplexers_ (MDM’s). Install 12 accelerometers on SME's (four per engine) and coax cables routed through engine interface to 12 signal conditioners mounted in aft avionics bays 4 and 5. Added eight wires from T-O umbilical to external tank umbilical to be compatible with lightweight external tank. Removed and replaced forward Orbital Maneuver- ing System propellant (fuel and oxidizer) gauging probe, also added brackets for helium line support at helium line/probe flange weld point. Installed new panel in aft face of flight deck center console for providing reduced oxygen breathing supply to 100 psi regulator for Launch/Entry Helmets (LEH), Personal Egress Air Packs (PEAP). 82Modified left hand Orbital Maneuvering System fuel pressure transducer fitting. Replaced aft Orbital Maneuvering System aft fuel probe in fuel tanks. Modification of timing buffer power supply. Incorporation of payload timing signal distribution. Relocation of treadmill in crew compartment mid-deck SSME electrical panel FASCO rework at aft thrust, structure for SSME changeout from 100% to 104%. Microwave Scan Beam Landing System (MSBLS) decoder update. Removal and replacement of main hydraulic pump bolt/washer. Removed Development Flight Instrumentation (DFI) container in mid-deck, relocated panels MO42F and MOS8F, interchanged panels R11 and R12. Removed DFI pallet in payload bay and DFI wiring and wire trays in mid-fuselage. The in- struments were not removed but sensor pigtails were stowed. All unused connectors have protec- tive caps. Wiring and sensors on payload bay doors remain, Main propulsion system 17 inch external tank disconnect flow liner modification. Orbital Maneuvering System helium pressure regulators changed out. Modification of screw in Star Tracker Light shade. Change of location of two payload and payload in- terrogator data buses and wires from orbiter sta- tion Xq 693 to Xo 603 for new SMCH cable trays near forward end of cable trays, left hand (port) and right hand (starboard) sides. Add cabin oxygen flow restrictors to provide ox- ygen flow capability for crew size of two to seven. Multiplexer/demultiplexer (MDM)_rechanneliza- tion of payload data interleaver and pulse code modulation master unit (PCMMU) programmable read only memory (PROM) requirements and OL MDM rewire to insure compatibility with onboard flight software. Addition of switched beam S-band antenna system. Adds switch beam control assembly in avionics bay 3B, adds rotary antenna select switch on panel C3A7, adds 250 wire segments. Removal and installation of updated operational configuration flash evaporator system. Installation of galley in crew compartment of mid- deck and water dispenser provisions. Removal of 20 payload “U’? channel wire trays (10 each side of mid-fuselage) along with tray covers to allow replacement of approximately 500 nut plates with DZUS fasteners. Wire tray dividers will have cutouts added for wire egress. Provide six thermal control system blankets on lower side of mid-fuselage wire trays. Inlet fittings of Freon coolant loop flow propor- tional valve change. Removal of atmospheric revitalization system diffusers.Removal of two substack fuel cells (three fuel cell powerplants) and replace with three substack fuel cells (three fuel cell powerplants). To provide in- creased voltage margins and incorporates changes to fuel cell powerplants hydrogen pump/separator, thermal control valve and flowmeter. Also requires beef-up mounting of mounting shelves and wire harness modifications. Removal and replacement of four quad and two hemi S-band antennas to provide higher gain, nar- row beam, switchable fore and aft (nose to tail) for tracking data relay satellite S-band. Partial incorporation of 100 Development Flight Instrumentation (DFI) measurements to Opera- tional Instrumentation (Ol). Modification of main landing gear door thermal barrier. Removal of ablators on inboard edge of right out- board elevon and outboard edge of inboard elevon and replace with High Temperature Reusable Sur- face Insulation (HRSI) tiles. Left hand elevons ablators were removed and replaced with HRSI tiles in turnaround from STS-4 to STS-5. Redesign of Orbital Maneuvering System/Reaction Control System pods forward facing tile. Removal secondary structure from Xo 1307 and add new thermal controt system configuration and add bulkhead to wire tray transition structure to accommodate SMCH cable. Airlock in mid-deck tunnel adapter in payload bay, hatch on payload bay side of airlock moved to Spacelab side of tunnel adapter, new hatch at top of tunnel adapter. For extravehicular activity (EVA) depressurizes airlock and tunnel adapter, repressurize same on ingress from EVA. EVA from hatch in top of tunnel adapter. New ducting ven- tilation, Add antenna to tunnel adapter. Addition of strut pad for Spacelab unique crew stations. Avionics bay 6 strut rework. Installation of three bunk type sleep stations in mid deck of crew compartment with sleeping bag in bunk for restraint and three hammock type sleep- ing bags in mid-deck of crew compartment cludes eyes and ear covers). Addition of permanent stowage compartments under mid-deck crew compartment floor, hygiene kit in waste management system area, also lockers above avionics bays 1 and 2 and adds locker out- board of avionics bay 3A. Changing of materials used for manufacture of solar shields from Tedlar to Goldize Kapton to pre- vent overheating of payload bay multilayer insula- tion material. Addition of power reactant storage distribution (PRSD) cryogenic oxygen and hydrogen tank set No. $ in mid-fuselage. ‘Add text and graphics for government furnished equipment (GFE) supplied units. This is basically a hard copy machine that operates via telemetry. The system provides the capability to transmit text material, maps, schematics, and photographs to the orbiter through a two-way Ku-band link using the Tracking and Data Relay Satellite (TDRS). The hard copier is installed on a dual coldplate in avionics bay 3 of the Orbiter. Consists of secon-dary shelf supports in avionics bay 3B, installation of 94 wire segments on closeout doors and installa- tion of 94 wire segments between unit on avionics bay 3B shelf 3 and closed circuit television and MDM OFS on the flight deck. Replacement of one S-band network signal pro- cessor, one switch, add on switch on panel A1A2 panel and add 26 wires external to panel for NASA communications security. Provide stabilizing links between longeron bridges and sill longeron at points having ‘Y” deflection from maximum loads to meet Spacelab load requirements. Install in payload bays 3, 5, 7, 10, 12 and 13. Partial pressure oxygen sensor and amplifier removal and replacement. Removal and replacement of gaseous oxygen flow control valve. Main landing gear brake line bracket installation. Aerodynamic coefficient package (ACIP) recording capability to operational recorders in orbiter. Addition of fuel cell instrumentation. Relocation of crew compartment mid-deck fire ex- tinguisher from avionics bay 3A to on the airlock and installation of multiple headset adapter to crew compartment mid-deck ceiling. Air data transducer assembly removal and replacement. UHF transceiver removal and replacement.NEWS About Space Flight ...it comes from Rockwell International STS-1 MISSION FACTS (COLUMBIA) APRIL 12-14, 1981 Commander: John W. Young Pilot: Robert L. Crippen Mission Duration—S4 hours, 21 minutes, 57 seconds Miles Traveled—Approximately 933,757 nautical miles (1,074,567 statute miles) Orbits of Earth—36 Orbital Attitude—145 nautical miles (166 statute miles) Landing Touchdown—853 meters (2,800 feet) beyond planned touchdown point Landing Rollout—274 meters (8,993 feet) from main gear touchdown Orbiter Weight at Landing—Approximately 89,014 kilograms (196,500 pounds) Landing Speed at Main Gear Touchdown—180 to 185 knots (207 to 212 mph) STS-1 Liftoff Weight—Approximately 2,020,052 kilograms (4,453,379 pounds) Landed—Runway 23 dry lake bed at Edwards Air Force Base, Calif. STS-2 MISSION FACTS (COLUMBIA) NOV. 12-14, 1981 Commander: Joe Engle Pilot: Richard Truly Mission Duration—S4 hour, 24 minutes, 4 seconds Miles Traveled—Approximately 933,757 nautical miles (1,074,567 statute miles) Orbits of Earth—36 Orbital Altitude—137 nautical miles (157 statute miles) Landing Touchdown—Approximately 304 meters (1,000 feet) earlier than planned touchdown point Landing Rollout—Approximately 2,133 meters (7,000 feet) from main gear touchdown Orbiter Weight at Landing—Approximately 92,534 kilograms (204,000 pounds) Landing Speed at Main Gear Touchdown—Approximately 195 knots (224 miles per hour) STS-2 Liftoff Weight—Approximately 2,030,287 kilograms (4,475,943 pounds) STS-2 Cargo Weight—Approximately 8,771 kilograms (19,388 pounds) Landed—Runway 23 dry lake bed at Edwards Air Force Base, Calif.STS-3 MISSION FACTS (COLUMBIA) MARCH 22-30, 1982 Commander: Jack Lousma Pilot: Gordon Fullerton Mission Duration—192 hours (8 days), 6 minutes,-9 seconds Miles Traveled—Approximately 3,9 million nautical miles (4.4 million miles) Orbits of Earth—130 Orbital Altitude—128 nautical miles (147 statute miles) Landing Touchdown—Approximately 359 meters (1,180 feet) from threshold Landing Rollout—Approximately 4,185 meters (13,732 feet) from main gear touchdown Orbiter Weight at Landing—Approximately 94,122 kilograms (207,500 pounds) Landing Speed at Main Gear Touchdown—Approximately 220 knots (253 miles per hour) STS-3 Liftoff Weight—Approximately 2,031,653 kilograms (4,478,954 pounds) STS-3 Cargo Weight—Approximately 9,658 kilograms (21,293 pounds) Landed—Runway 17 lake bed at White Sands Missile Range, New Mexico STS-4 MISSION FACTS (COLUMBIA) JUNE 27, JULY 4, 1982 a Commander: Ken Mattingly Pilot: Henry Hartsfield Mission Duration—168 hours (7 days), | hour, 10 minutes, seconds Miles Traveled—Approximately 2.9 million nautical miles 3.3 million statute miles) Orbits of Earth—112 orbits Orbital Altitude—160 nautical miles (184 statute miles), then to 172 nautical miles (197 statute miles) Landing Touchdown—Approximately 288 meters (948 feet) from threshold Landing Rollout—Approximately 2,924 meters (9,595 feet) from main gear touchdown Orbiter Weight at Landing—Approximately 95,029 kilograms (209,500 pounds) Landing Speed at Main Gear Touchdown—Approximately 195 knots (224 miles per hour) STS-4 Liftoff Weight—Approximately 2,033,437 kilograms (4,482,888 pounds) Landed—Runway 22 concrete at Edwards Air Force Base, Calif.STS-5 MISSION FACTS (COLUMBIA) NOV. 11-16, 1982 Commander: Vance D. Brand Pilot: Robert F. Overmyer Mission Specialist: Joseph P. Allen Mission Specialist: William B. Lenoir Mission Duration—120 hours (5 days), 2 hours, 15 minutes, 29 seconds Miles Traveled—1.5 million nautical miles (8 million statute miles) Orbits of Earth—81 Orbital Altitude—160 nautical miles (184 statute miles) Landing Touchdown—Approximately 498 meters (1,637 feet) from threshold Landing Rollout—Approximately 2,911 meters (9,553 feet) from main gear touchdown Orbiter Weight at Landing—Approximately 92,581 kilograms (204,103 pounds) Landing Speed at Main Gear Touchdown—Approximately 198 knots (227 miles per hour) STS-5 Liftoff Weight—Approximately 2,036,010 kilograms (4,488,559 pounds) STS-5 Cargo Weight Up—Approximately 14,974 kilograms (33,013 pounds) Landed—Runway 22 concrete at Edwards Air Force Base, Calif. STS-6 MISSION FACTS (CHALLENGER) APRIL 4-9, 1983 Commander: Paul Weitz Pilot: Karol Bobko Mission Specialist: Donald Peterson Mission Specialist: Story Musgrave Mission Duration—120 hours (5 days), 24 minutes, 31 seconds Miles Traveled—1,819,859 nautical miles (2,092,838 statute miles) Orbits of Earth—80 Orbital Altitude—153.5 nautical miles (176.6 statute miles) Landing Touchdown—Approximately 548 meters (1,800 feet) beyond threshold Landing Rollout—Approximately 2,225 meters (7,300 feet) from main gear touchdown Orbiter Weight at Landing—Approximately 89,177 kilograms (196,600 pounds) Landing Speed at Main Gear Touchdown—Approximately 195 knots (224 miles per hour) STS-6 Liftoff Weight—Approximately 2,036,889 kilograms (4,490,498 pounds) Cargo Weight Up—Approximately 20,658 kilograms (45,544 pounds) ‘Landed Runway 22 concrete at Edwards Air Force Base, Calif.STS-7 MISSION FACTS (CHALLENGER) JUNE 18-24, 1983 Commander: Robert L. Crippen Pilot: Frederick H. Hauck Mission Specialist: Sally K. Ride Mission Specialist: John M. Fabian Mission Specialist: Norman E. Thagard Mission Duration—144 hours (6 days), 2 hours, 25 minutes, 41 seconds Miles Traveled—2, 198,964 nautical miles (2,530,567 statute miles) Orbits of Earth—97 Orbital Altitude—160 nautical miles (184 statute miles) to 160 x 165 nautical miles (184 x 189 statute miles) to 160 x 170 nautical miles (184 x 195 statute miles) to 157 x 170 nautical miles (180 x 195 statute miles) to 157 nautical miles (180 statute miles) Landing Touchdown—Approximately 831 meters (2,727 feet) beyond threshold Landing Rollout—Approximately 3,185 meters (10,450 feet) from main gear touchdown Orbiter Weight at Landing—Approximately 92,069 kilograms (202,976 pounds) Landing Speed at Main Gear Touchdown—Approximately 205 knots (235 miles per hour) STS-7 Liftoff Weight—Approximately 2,034,666 kilograms (4,485,579 pounds) Cargo Weight Up—Approximately 14,553 kilograms (32,085 pounds) Landed—Runway 15 lake bed at Edwards Air Force Base, Calif.NEWS About Space Flight ...it comes from Rockwell International STS-7 SUMMARY The STS-7 flight crew had high praise for the performance of Challenger in its second flight into Earth orbit. Commander Robert Crippen stated that Challenger worked like a champ. Challenger with its 2,325 cubic feet of habitable volume in the crew compartment drew raves from all five crew members who spent those five days together. Scrubbing of the planned Kennedy Space Center, Florida landing, however, did little to dampen the spirits of the STS-7 flight crew who came away saying ‘‘we not only deliver . . . we now pick up and deliver."” This was in reference to the deploy- ment, station keeping and retrieval of the West German SPAS (Shuttle Pallet Satellite) -01. During the proximity operations of Challenger and SPAS-01, the amount of propellants consumed by the Reaction Control System (RCS) was less than predicted. The Canadian remote manipulator system used in the deployment and retrieval was a very manageable task from in- side Challenger as well as the operations with SPAS-01 which was described as ‘‘a piece of cake, no problem at all.”” ‘The Canadian TELESAT communications satellite deploy- ‘ment and the Indonesian communications satellite PALAPA. were deployed on time and within the accuracies required. Operation of the OSTA (Office of Space and Terrestrial Applications) -2 pallet, the CFES (Continuous Flow Elec- trophoresis System) experiment and the MLR (Monodisperse Latex Reactor) experiment were performed as scheduled. Fifty-six out of fifty-eight test objectives were accom- plished. “Twenty-seven anomolies were tracked and upon com- pletion of the post-landing inspection, the number grew to forty-two and that was reduced to twenty-one with only five significant. The STS-7 flight was launched on June 18, 1983, at 00.033 G.m.t. (7:33:00.033 a.m. E.O.T.) from Kennedy Space Center, Florida, and landed at Edwards AFB, CA. The crew for this flight, the largest number ever flown, were Captain R.L. Crippen, Commander; Captain F.H. Hauck, Pilot; and Colonel J.M. Fabian and S.K. Ride, Phd., Mission Specialists; and N.E. Thagard, M.D., Medical Specialist. Fifty-six of the planned 58 detailed test objectives (DTO’s) were accomplished. ‘The two objectives not accomplished were four of the nine pro- grammed test inputs (aerodynamic maneuvers) and the planned y c.g. (center of gravity) offset of 38.1 millimeters (1.5 inches). The ascent phase was normal with all systems operating near predicted levels. All SRB (solid rocket booster), ET (exter- nal tank) SSME (Space Shuttle Main Engine) and MPS (main propulsion system) performed as designed. The SRB’s separatedwithin two seconds of the planned time and all recovery systems operated satisfactorily, resulting in the recovery of both SRB’s and all parachutes. AILET systems operated properly and the ET impact point was within 12 nautical miles (13 statute miles) downrange of the predicted point. The main propulsion system operated normally. The main engine cutoff occurred after eight minutes 20.24 seconds of powered flight, followed by ET separation 18 seconds later. Ap- proximately two minutes after MECO, the first of two OMS (orbital maneuvering system) maneuvers that occurred during the first revolution was initiated. Following the completion of the second OMS maneuver at 169:12:19:28.05 G.m.t (38 minutes after MECO), the vehicle was in essentially a 160 nautical mile (184 statute mile) circular orbit. The first day's activities were all conducted in accordance with the flight plan including the on-time deployment of the ANIK-C (Telesat) satellite at 169:21. G.m.t. The OMS-3 separation maneuver followed the deployment by about 14.5 minutes. The ANIK-C satellite later performed the necessary maneuvers to achieve the desired geosynchronous orbit significant anomalies occurred during day one activities. The major activity of the second day was the successful deployment of the PALAPA satellite followed by the OMS-4 separation maneuver. The satellite later performed the required maneuvers to place it in a geosynchronous orbit. The RMS (remote manipulator system) and SPAS (Shuttle Pallet Satellite) payload were checked out, and all systems were operating pro- perly. OSTA-2 experiment activities were also initiated during day two. Early on day three, two detailed test objectives were suc- cessfully performed. They were the KU-band communications link performance test and S-band/TDRS communications link performance test. The OMS-5 and OMS-6 orbit adjust maneuvers were also performed. Major events for the re- mainder of the day included the SPAS attached operations, OSTA-2 activities, and experiment (GAS and MLR) activities. The 30-hour 10.2-psia cabin pressurization test was initiated the third day. All systems operated satisfactorily during this 30-hour period. The significant events of the fourth day were the comple- tion of the first three runs of the CFES (continuous flow elec- trophoresis system) experiment and the SPAS attached activities during which the SPAS was released from its latches and moved outside the payload bay by the RMS (remote manipulator system) arm. A highly active fifth day began with the unberthing and release of the SPAS-01 payload using the RMS. The SPAS-O1 experiments were conducted during the long range 304 meters (1000 ft) station keeping activity. The SPAS-mounted cameras (16-mm, 70-mm, and TY) were used to photograph the Orbiter Curing detached operations. A V-bar approach (rendezvous) was performed and SPAS-01 grapple and release operations were again performed. Short range (up to 60 meters—200 ft) station keeping operations then followed, after which an inertial approach was made by the Orbiter to the SPAS-O1. Grapple operations were again performed by the RMS with the SPAS-01, followed by berthing the SPAS-O1 in the Orbiter cargo bay. During the sixth day, the final RMS tests were performed, the KU-band antenna was stowed, and cabin stowage was begun in preparation for entry the following day. The flight control system checkout was also performed. One of the most signifi- cant anomalies of the flight occurred during this checkout when APU (auxiliary power unit) 3 shut down because of a turbine underspeed condition during the start operations of the APU. ‘The data from this failure were analyzed and seven hours later a successful second attempt was made of the flight control system checkout using APU 3. On day seven, the OSTA-2 experiments were powered down and the payload bay doors were closed in anticipation of ”entry on revolution 96 with a landing at KSC (Kennedy Space Center). Poor weather conditions at KSC resulted in a decision to delay entry until revolution 97, and still land at KSC. However, weather conditions did not improve adequately to allow a landing at KSC; consequently, the entry was delayed un- til revolution 98 with landing at Edwards AFB, CA. The de- orbit maneuver was performed at 175:12:56G.m.t., and after a satisfactory entry and blackout phase, the Orbiter was landed at Edwards AFB at 175:13:56:59 G.m.t. on the lake bed runway. Alll systems operated satisfactorily throughout entry and landing, however, during towing operations, noises and chatter- ing came from the right wheel. It was necessary to jack up the Orbiter and remove the wheel, take out the brake assembly, and remount the wheel before towing could be completed. SOLID ROCKET BOOSTERS The thrust time history for the SRMs (solid rocket motors) was well within the specification limits. The evaluation shows that head pressures were higher than predicted by approximate- ly 0.7 percent for the left-hand and 1.2 percent for the right- hand motor between five and 20 seconds. The propellant burn rate on both SRMs was approximately 1.0-percent higher than predicted. The action time was short by approximately 2.35 seconds for the right-hand motor and 2.03 seconds for the left-hand motor resulting in a earlier than predicted separation by approximately two seconds. The deceleration subsystems on both SRBs performed normally and all parachutes were recovered. As on previous flights, the parachutes suffered burn damage. Performance of all location aids was good, and recovery operations went smoothly. EXTERNAL TANK During prelaunch, the ET LHp loading operation was halted momentarily due to a leak in the T-zero umbilical that ex- ceeded the 3.6 percent red line value. The leak was isolated to inch MPS high-point bleed disconnect. As LH loading continued, the leak was kept below the red line value and there were no problems during launch. AILET (external tank) systems met all launch requirements. During flight, the liquid hydrogen ullage pressure transducer no. 2 apparently failed to function properly from 120 seconds and 390 seconds after lift-off. This resulted in the LH flow control valve not opening which allowed the liquid hydrogen ullage pressure to drop below 32 psia. There was no impact to the flight. The prelaunch thermal environment was as expected with no launch commit criteria violations. The TPS (thermal protec- tion system) acreage experienced only minor ice/frost buildup in waived areas. During loading, one of two inboard LH2 {eedline bracket heater circuits failed. For STS-7, one heater failure was allowable at T-2 hours. The heater’ circuit was deenergized and loading proceeded with no impact. The failure has been attributed to a short in a facility junction box. ‘The ET separation, entry and disposal were as predicted. The ET impact point was within approximately 12 nautical miles (13 statute miles) (downrange) of the predicted point. MAIN PROPULSION SYSTEM The liquid oxygen and liquid hydrogen propellant loading was completed satisfactorily. Flight mass was maintained for both fluids during the terminal count. ET ullage pressures dur- ing loading met requirements for both fluids. The engine start buildups and transitions to mainstage were normal. Engine operation and performance during mainstage appeared satisfactory. Mixture ratio and thrust values from the flight indicate repeatable engine performance. Power level throttling operation appeared normal. The system specific im- pulse was 452.97 seconds or 0.43 seconds above the assessment tag values. Engine shutdown was satisfactory. Actual MECO ‘occurred approximately 0.5 second later than predicted. During 92ascent, the Orbiter GH2 pressurant pressure sensors for engine two and engine three failed. Neither of these failures impaired the successful performance of the pressurization system. Initiation of LO2 and LH2 propellant dump performance appeared to be normal. MPS helium storage bottle pressures and temperatures were within limits during prelaunch and boost as were orbiter/SSME helium interface pressures and temperatures. 93,Day of ‘Year Hr:Min:See 169 170 GMT* 11:28:08, 23.60 11:41:20.24 11:41:38.24 11:43:20.36 STS-7 TIMELINE Event ‘APU activation (1) @ @ SRB HPU activation command (4) MPS start command (Engine 3) SRB ignition command from GPC (ift-of) Main engine throttledown to 81-percent thrust MPS throttleup to 104-percent thrust Maximum dynamic pressure SRB separation command MPS throttledown for 3g acceleration 3g acceleration Main engine cutoff (MECO) command External tank separation OMS-1 ignition OMS-1 cutoff APU deactivation OMS.2 ignition OMS-2 cutoff Telesat (ANIK-C) deployment OMS-3 ignition OMS-3 cutoff PALAPA deployment ‘OMS-4 ignition Day of | GMT* Year HrMin:Sec Event 13:51:15.37 171 14:50:10.97 14:50:14.09 OMS-5 cutoff 15:35:33.41 OMS-6 ignition OMS-6 cutoff 174 OPS-8 checkout attempt ‘OPS-8 checkout accomplished 175 Deorbit maneuver ignition Deorbit maneuver cutoff APU 1 activation ‘APU 2 and 3 activation Entry interface (400,000 ft) End blackout ‘Terminal area energy management Main landing gear contact Nose landing gear contact ‘Wheels stop 94 APU deactivation completion *GMT—Subtract 4 hours for EDT 3 hours for CDT 6 hours for MDT 7 hours for PDTSTS-8 FLIGHT CREW RICHARD H. TRULY, isthe commander forthe STS-8 fight, He was the spacecraft pot or he 64 hour, 24 minute STS-2 fight He was an orbter plot dung the successtl Approach and Land: ing Test program, and 2s a naval lot ard astronaut has logged ‘early 6,000 hours in jet aleraft. Ho graduated from the Georgia Instute of Technology in aeronautical engineering and centered naval fight traning. Following sarvice asa carer plot Truly completed the USAF Aerospace Resoarch Plot Sohool at Edwards and was subsequenty assigned there as an instructor. In 1965 he was assigned to the Manned Orbiting Laboratory ‘rogram and in 1969 was assigned to the NASA Astronaut Cffce. Truly was a member ofthe Skylab support crew and served ina similar capacty for the ASTP light, He haa been awarded two NASA Exceptional Service Medals, the ‘JSC Superior Aciivemant Award and Spoctal Achievement AwarG, the SETP Iven C icncheloe Award, tho AFA's David C. Schling Award, the American Astronomical Soe: 1's Flight Achievement Award, the Nevy Distinguished Fijing Cross, and the AIAA's Haley Space Fight Award, Truy was bom in Fayette, Miss. Nov. 12, 1937, & mamed and has three children, He fs 6°" inheight. weighs 160 pounds, and hes brown Na and QUION S. BLUFORD JR, isa mission specialist for the STS-8 ‘ight, He was selected aa an estonaut candidate in 1878, He received a bacheler of science degree in Aerospace Engines: ing trom Ponnsyvania Site Univeral In 1964, a mastor of science degree with dtincton in Aerospace Engineering rom the Air Force Institut of Technology in 1974, and a doctor of phlosophy in Aerospace Engineering with & minor in Laser Physics from the Ar Force netive In 1978, Bluford was an A Force ROTC graduate st Penn State University and attended plot traning at Willams AFB, Az. and received his wings in 41066. He was assigned to F-4C combat crew traning end subsequently few 144 combat missions. He was assigned then as @ T-36A Instructor pilot at Sheppard AFB, Tx, and served asa standerdzation/evauation officer and as an {assistant ight commander. 1872 he ented the Ar Force Institut of Technology at \Wiight-Patterson AFB, Ohio, and upon graduating in 1974, ho was assigned to the Alr Force Fight Dynamics Laboratory at WightPatterson AFB as a sta development engineer. He then served as Deputy for Advances Concepts forthe Aeromechanics iv sion and as Branch Chit ofthe Aerodynamics and Altrame Branch in the Laboratory. He has logged over 3,000 hours et ght tme in the T-39, 7-37, 1.98, F-4C, C-136, anc F-5A/B, nclidng 1,900 hours asa T-38 nstuctr pt. Bluford also has an FAA con ‘mercial icense. He is married and has two children, He was bom in Philadelphia, Pa November 22, 1942. He s 6” i height and weighs 180 pounds, He has black har ang brown eyes. DANIEL C. BRANDENSTEIN, isthe plot for the STS-8 fight Brandenstein was selected as an astronaut candiato in 1976. He waa a member of the STS-1 and STS-2 astronaut support crew and served as ascent capcom. He received a bachelor of ‘science degree In Mathomatioe and Physics from the University ‘of Weconsin in 1985, He entered the Navy in 1965 and was Sesignated a naval aviator in 1987. He few 192 combat mis- ‘sone in Southesat Asia from the USS Consteliation and Ranger. He graduated trom the U.S. Nava Test Plot School. He then served aboard the USS Ranger inthe Wester Pactfc andindian ‘Ocean tying A-6 aircraft. He has logged 3,600 hours ying time In 19 diferent tyes of arrat and has 400 carer landings. Brandensten Is married fn has one child. He was bom in Watertown, Wise., January 17,1943, Hele S11" heght and weighs 185 pounds. He has brown hai and Bue eyes. DALE A. GARDNER, is a mission speciat for the STS-6 fight. Ho was selected as an astronaut candidate in 1978. He re ceived a bachelor of science degree in Engineering Physics {tom the Univers of lino 1970, Gardnor entered the U.S. ‘Navy in 1970 upon graduation from colege and was assigned to ‘Avation Officer Candidate Schoo. In 1970 he attended basic aval officer Waning and was graduated wih the highest \ 4 academic average ever achieved inthe 10-year history of the & squadron. He proceeded to the Naval Aviation Technical Train- ing Contr for advanced naval fight offcerraning and recelved his wings in 1971. From 1071 to 1973 he was assigned to weapons system test cvsion atthe Naval Test Centr in F-14A development test and {valuation as project officer for testing inertial ravigaton system. He then New F-14A a- ‘rt and participated in two WESTEC cruises while deployed aboard the USS Enter ise. From 1976 unt reporting io NASA, Garcher was withthe Ar Test and Evaluation Squadron in the operational test and evaluation of fighter ara Gardner married and has one child. He was bom in Fairmont, Minn., November 8, 1948, but considers Cinton, low, his hometown, Hels 6" In height and weighs 160 pounds. He has Brown ha and eyes.STS-8 FLIGHT CREW WILLIAM E. THORNTON, isa mission specialist on the STS-8 mmission, He wil conduct medea tes fo calect adaitonal data fon several physiological changes thal are associated with the ‘space adaptaton syndrome. These tests wil focus on the eurlogical system and are contnuaton ofthe new approach to making infight meesurements which Began on STS-4. These tons are. drectod toward ination of an fight search for Countermeasures and fo provide a more complete understand ingot the space adaptation syncrome. He received a bachelor ZZ, of science dogres in Physics and a doctorate in Medicine from 1 YE. ZA, the University of North Carolina in 1952 and 1963. Following racuaton rom the Unversity of Norh Carona and having completed Air Force ROTC ttahing, Thomton served as offcern-charge of the instrumentation Lab at the Fight ‘Test Ar Proving Ground. From 1955 to 1989 he was chiat engineer of the electronics isin of the Del Mar Engineering labs in Los Angeles, Call and rected it Avionics Division. He returned tothe University of North Caroina Medical School in 1959 and ‘radu in 1963. Thomton completed his ntemehiptrahing 1964 atthe Witord Hal USAF Hospital at Laclend AFB, San Antonio, Texas. He retumed to active duty with he ‘USAF and was assigned tothe USAF Aerospace Medical Dision al Brooks AFB in San ‘Antonio, Texas and became involved in space medicine research during his two year ‘uty: Dr. Thomton was selected as a ecient astronaut in August 1967. He completed fight taining at Reese AFB, Texas. He was physician crew member on the 56 day. simulabon of Sxyb Mecical Experments Attude Test (SMEAT). He was a member of the asironeut suppor orew for Skylab 2, 9, and 4 mislons end principe investigator of Skylab experiments. on mass measurement, anthropometric. measurements, hemodynamics, and human fuid shifts and physical condoning. Dr. Thomton holds ‘more than 15 issued patons. Ho is recipient of he Ar Force Legion of Mert, the NASA Exceptional Service Medal in 1972, NASA Exceptional Scientific Achievement Meda in 1074, and presented the Amercan Astonautcal Society's MeBoune W. Boynton ‘Award for 1875 and 1977. He has logged over 2,976 hours inet area. Or. Thorton ‘was bom in Faison, North Garona, Apel 14, 1928. He is maried and has two children. +o has bond hal and Bue eyes. He is 6 In height and weighs 200 pounds.STS-9 FLIGHT CREW . JOHN W. YOUNG, veteran of tive space fights, is the com: i Imander ofthe STS-8 fight and was commander for the 54-112 3 how STS-1 Tight. He has logged 642 hours, 30 minutes in =a € (~ % pace fight onthe Gemini 3 and 10 missions, the Apoto 10 and 16 fighis to the moon, and the STS-1 fight. A graduate of Georgia stitute of Technology in aeronautical engineering, Young entered U.S. Naval service andattr a year of destroyer duty Re was accepted and competed fight Yralning, Ho 1s a (Graduate ofthe Navy's Test Plot School and was statoned al \ the Naval Ar Test Contr for three years prior to entering the Mu Astronaut Corps in 1962. He fobred tom the Navy in 1076, ‘Young wes asagned espenibiyfor he Space Shute Brach ofthe AetonautOtice In 1873, end in 1875 was named as chet ofthe Astronaut Ofice. Young is a eow of ‘he American Astronautical Society (AAS), and the Society of Experimental Test Pots (SETP) and associate felow of the American Insttute of Aeronautics and Astronautics [AIAA). He was awarded the Congressional Medal of Honor, he Department of Defense Distinguished Service Medal, three NASA Distingusshed Service Medals, two NASA Ex ceptional Service Medal, tho JSC Certificate of Commendation, two Special Achieve. ment Award, te Navy Astronaut Wings, two Navy Disinguished Sovico Medals, tree Navy Disinguished Flying Crosses, the Geowga Tech Distinguished. Alum Award (1865) anche Distinguished Service Alumni Award (1972), the SETP hen C. Kinchelos ‘Award, the AAS Fight Achiovement Award, the FAI Yuri Gagarin Gold Medal, and the ‘IAA Haley Astronautos Award. Young was born In San Francisco, Call, Sopt. 24 11930, 's married and has two children, Hels 5°" height, weighs 165 pounds, and has green eyes and brown ha ROBERT ALLAN RIDLEY PARKER, isa mission specialist for the STS.9 fight Parker was @ momber of the astronaut Support ‘rows fr the Apolo 18 and 17 missions end served as prograrh scientist for the Skylab Program Drectors Otce during the three manned Skylab figs. He received a bachelor of arte degree in Astronomy and Physice trom Amberst College in 1858 anda doctorate in Astronomy fem the Calforiainetute ‘of Technology in 1962. Parkor was an associate professor of ‘astronemy a the University of Wisconsn proto his selecton as ln astonaut Dr. Parker was selected eta scientist astronaut in * "1967, He has logges over 2,225 hour tying te int craft. Ho was anarded the NASA Exceptional Scenic Achevement Medal and the NASA (Outstanding Leadership Medal. He is maid and has two cin, He was born in Now ‘Yora City, December 14, 1938, but grew up in Shrewaburg, Mass. Parker is 5°10" in helght and weighs 160 pounds, He has brown hair and bie eyes, [BREWSTER A. SHAW, is the plot for the STS-9 fight. Shaw ‘was solectod as an astronaut candidate in 1978, He received a bachelor and master of science degrees in. Engineerng “Mechanics rom the University f Wisconsin in 1968 and 1969 respectively. Shaw entered the Ar Force in 1968 and after ‘comeing Officer Training School, attended undergraduate pilot traning receiving hs wings In 1970 and was assigned to the F100 at Luke AFB, Avz.and wae subsequent assigned to the Republic of Vieinam. He returned tothe U.S. In 1971 and was assigned o the F-s and subsequent reported to Than, wero ne few the F-4, In 1973 he retumed to Goorge AFB, Call, tor F-4 instructor dts. in 1976, be altended the USAF Test Plot School andre ‘mand at Edwards AFB, Calf, as an operational test plot. He then served as an instruc {erat the USAF Test Plot School rom 1977 untl selected as an astronaut candle, ‘Stow ig married and ha thee chen. He was bor in Cass Gi, Mion. May 16, 1945, Hels 6 n height and weighs 185 pounds. He has brown hai and bie eyes. ‘OWEN K. GARRIOTT, is a mission specaist for the STS-9 fight. Or Garriott was the science plot for the Skylab 3, 59-112 day mission. He logged 1,427 hours and 9 minutos space in the Skylab 3 mission ahd also spent 13 hours and 443 minutes in three separate estravehicuar activites outside the Skyab workshop. Since the Skyab 3 fight, Gariott has served as Deputy and then Director of Science and Applications ‘and as the Assistant Dwector for Space Science at JSC. Or. Garrot was selected as a scientist astronaut 1968, Prot te his selection as an asvonaut, he taught electrons, ac: i ‘womagnetic theory, and ionospheric physics as an associate professor inthe Department of Eictricl Engineering at Stanford University. He has per fomed research in ionospheric physics since obtaining his doctorate. Garo remans a Consulting professor at Stanford. University. He nas logged over 3,000 tying hours—inchding over 2,100 hours in jet arcrat and the remainder in spacccraf, ight arr, and helicopters. In adatton he holes FAA commercial lot ana fight stuctor Ceticaion for instrument and mul-engine arora. He has received the NASA Distingushed Service Medal, the Cty of Chicago Gold Medal, the Robert J. Caller ‘Trophy, the FAI, M. Komarov Diploma, anc was elected tothe Intemational Academy of Astronautics. He is a Follow ofthe AAS and a member ofthe IEEE. He is married and has four children. Gariott was boen in End, Okla., November 22, 1990. Hole 5m height and weighs 140 pouncs, He has brown hai and blue eyes 98STS-9 FLIGHT CREW BYRON K, LICHTENBERG, is one ofthe payload specialist in the STS-9 ght, Payload specialists are nermally career scion- {as selected to go into space aboard a particular Spacelab mis. Son, in this case, Spacelab 1. Hs profession is biomedical ‘engheeriplot.Llentenberg received ns science dogree in olec- tal engineering fom Brown Unversity, Provence, Fu, in 41969. He cid graduate work atthe Massachusetts institute of ‘Technology, Cambridge, Mass.. recehing his master's degree In mochanical engineeriig in 1975 and his SC.D in biomedical ‘engineering in 1878, Or. Lichtenberg is a member of the ‘esearch stat atthe Massachusetts nse of Technology. His primary area of research s biomedical engineering. Lichtenberg was selected to train for {he Spacelab mission as one of two U.S. payload specialists. Payload specialists traning Is cooranated by the Marshall Space Fight Center at Huntsilo, Ala. Betwoen 1969 and 1973 he sorved in the US. AF Force, He recelved two Disnguisned Flying Crosses uring his tour of duty in Vietnam. At present he i fighter plot inthe Massachusetts Air National Guar, fying the A-10 close ar suppor craft. Lictenderg is amember ofthe ‘Rerospace Medical Assocation. He was Born in Strousebur, Pa, 1948, Het mar tied and nas two ehiaren, ULF MERBOLD, is one ofthe payload specialist inthe STS-9 fight. His profession sprysicist Merboldrecewved a apioma in physics in. 1968 and doctorate In science from Stuttgart UnWorsty in 1976. He jined tho Max-Planck Gosotschaft at ‘Slutigar, Germany, ston a scholarship in 1988, and ater as 2 slat member "He worked as a soliistate physicist on @ esearch team of the Max-Planck institute for metals research, His main felds of research wore crystal latice defects and ow temperature physics. He was invalved inthe investigation of he J, ragation damage on ron and vanadium produces by fast FE @1E) nouvons. in 1078 he was selected by the European Space ‘Agency (ESA) as one of two European payload specialists to vain forthe Spacelab 1 Iission, Or. Merbold is a member ofthe German Society for physics, He holds a private plots icense. He le @ German ctzen and was bom in Grelz, Germany in 1941. Ho Irartod and has two chidren. Merbold is presently based atthe Marshall Space Fight Center, Huntsile, Ala,STS-10 FLIGHT CREW Is the commander for the STS-10 mission, He was als the commander inthe STS-4 fight. He was the backup commander forthe STS-3 fight and STS-2 fight From 1979 to 1981 he headed the astronaut ascentlentry ‘group. Matingly was previously assigned as technical agsstant for fight test to the manager of the Dovelopment Flight Test pro- gram. He was the head ofthe astronaut office support to the STS program from 1973 to 1878. Mattingly was the designated . ‘command module pot forthe Apollo 13 fight, but was removed {tom fight status 72 hours prior othe scheduled launch due to ‘exposure to the German measles. He subsequently served 88 ‘command module pilot of Apollo 18, Ap 16 trough Api 27, 1972. With the comple: tion of his first space flight Mattingly nas logged 435 ‘hous and 1 minute ‘space—t hour and 13 minutes of which were spent in extravehiculr activity (EVA). He hha logged 6,900 hours of fight ime—<, 130 hours in jot acral. Maténgyf one ofthe 19 astronauts selected by NASA in Apri 1986. Prior to reporting for duly ae an astronaut, he was a student atthe Air Foroe Aerospace Research Plot schoo. Mattingly ‘began his naval career as an ensign in 1958 end received ha wings in 1960. He wes then assigned tothe USS Saratoga from 1960 to 1963 fying AM arerat and then sev {2 aboard the USS Frankin D. Reosevelt where he flew ASB aircraft for two years, He served as a member ofthe astronaut support crows forthe Apallo 8 and 11 missions, Matingly is an Associate Fetow, Amercan Insite of Aerenautes and Astronautics: Felow, American Astronauticl Society; and Member, Socioty of Excermental Test Pilots, and the U.S. Naval Istute. He has the NASA Distinguished Service Medal, the JBC Group Achievement Award, the Navy Distinguished Service Medal and Navy ‘Astronauts Wings, the SETP han C. Kincheloe Award the Dats Tau Delta Achievement ‘Award, the Auburn Aur Engineers Counel Outstanding Achievement Award, the RAS Fight Actievement Award, the AIAA Haloy Astronauts Award, and the Faderaton ‘Aeronautque Internationale V. M. Komarov Diploma, Mattingly wae bom in Chicago, I lnois, Merch 17, 1836, and has one chid. Hele 6°10" and weights 140 pounds. He has brown ha and blue eyes, ELLISON 8. ONIZUKA, is 2 mission specials! on the STS-10 mmission He received bachelor and mastr of science degrees In ‘Aerospace Engineering in June and December 1989, respec. tively, ftom the University of Colorado, Onizuka entorod active duty with the United Statos Ar Force in January 1970 afer ‘ecolving his commission st the UnWvery of Colorado trough the four year ROTC progam as a cetngulshed mary gacuaie. ‘As an aerospace fight test engineer wit the Sacramento Ar Logs Center at McCielan Air Force Base, Calfornia, he parteioated in fight test programs and systoms A safety engineoring for the F-84, F100, F108, F117, EC-121T, T.33, 7-99, 7-28 and A-1 alert He attended tho USAF Test Plot School ‘and in July 1875 he was assigned to the At Force Flight Tost Center at Edwarde Ar Force Base, Caltoria, serving on the USAF Test Plot Schoo staff nally as squadron {ight test engineer and later as chet ofthe engineering support section Inthe Waning resources branch. He has logged more than 900 houre fying time, Onizuka was ‘selected as an astronaut candidate in January 1978 and in August 1979, he completed ‘8 one year traning and evaluaton period making him eligible for aignment aa a mission “Specialist. He fsa recipient ofthe Ak Force Commendation Medal, Ar Force Merioriows Service Medal, Air Force Outstanding Unit Award, Alr Force Organizaizatonal Ex: Cellence Award, and Natonal Defense Service Medd. He le a member ofthe Society of Fight Test Engineers, the Ai Force Assocation and AIA. He was bom n Kealakekua, Kona, Hawal, June 24, 1946, Hels marred and has two chidran, He's 5°" in height ‘and wel” 162 pounds. He has black hat and brown eyes, LOREN J. SHRIVER, isthe plot forthe STS-10 mission. He received a bachelor of science in Aeronautical Engineering from the United Statos Air Force Academy In 1967 and a master of science degree in. Astonautcal Enginoering. trom” Purdue University in 1968. Stiver was commasioned In 1867 upon (graduation from the USAF Academy and rom 1969 t0 1973 he ‘served as a T-38 academic instuctor plot at Vance Ar Force Bese, Oklahoma. Ho completed F-4 combat crew traning at Homestead Ar Force Base, Fords, n 1973, and was essigned to Talend untl 1074. He attended the USAF Test Pot School in 1975 and was assigned to the 6512tn Test Squadron at Edwards Ar Force Base. In 1976, Shvver served as att plot forthe F-18 Jom! Test Force at Edwards. He was selected as an astronaut canddete in January 1978, and it ‘August 1978, he completed a one yoar raining and evaluation period making him eligible {or assignment as a plot. He has flown in 30 ferent types of single and mul engin civitan and itary fixed wing and helicopter alrrat and has logged over 2.950 hours in [nt aera, and holds commercal plot ane ger ratings. He has received the Air Force Meritorious Service Meds), Ar Force Commencaton Medal, two A Force Outstanding Unit Awards, and the National Defense Service Medal, Svivor fsa member of SETP, Ar Force Associaton and AIAA. He was bor in Jefferson, lows but considers Pato, lows fis hometown. Ho Is marriod and has four chédren, He is S10" i height and weighs 160 pounds. He has blond ha and blue eyes, JAMES F. BUCH! 's a mission speciaist on the STS-10 mis ‘ion. He received a bachelor of science dogree in Aeronautical Engineering from the United Sates Naval Academy in 1967 and a master “of science degree in Aeronautica Engineering ‘Systems trom the University of West Florida in 1975. He re ‘ceived his commission inthe United States Marine Corps folow- ing graduation from the United Statos Naval Academy. at “Annapolis in 1967. He served a one year tour of duty in the ‘Republic of Vietnam and upon his return to the United States in 1969, he reported to naval fight officer traning at Pensacola, Flori. Buchl spent the noxt tree years aeigned tothe Marin Fighter/Atfack Squadron at Kaneohe Bay, Hawal and lwakur, Japan and in 1978 he proceeded to duty with Marine Fighter/Aitack Squadron at Nemohong, Thaland. and aku, Japan. At complation of this tour of duty e returned to the United States and fartcipated nthe Marine Advanced Degree Program at the Unversity of West Florde, He was assigned subsequent to Marne Fighter Atack Squadron atthe Marine Corps ‘A Station, Beaufort, 8.C., and in 1877, tothe U.S. Test Plot School, Patuxent iver. Maryland. He was selected as an astronaut candidate by NASA in January 1978 and i ‘August 1979, he completed a one-year training and evalalion period mating him eligble {or assignnent sa mision specialist. He has logged 1.900 hours lying tne, 1.780 hours i et arrat, Buch is the recipient ofan Ar Medd, Navy Commendation Medd Furple Heart, Combat Action Ribbon, Presidential Unt Cian, Navy Unit Chation, Nertoous Unt Citation, and a Vietnamese Cross of Gallanty wih the iver Star. He was bom in New Rockford, North Dakota, June 20, 1948, but considers Fargo, North Cakota his hometown. He is married and has two chien, He haa brown ha snd hace! es. He's 57" hy height and weighs 160 pounds.101STS-11 FLIGHT CREW VANCE 0. BRAND, is the spacecraft commander for the SSTS-11 fight, Brand was also the commander on the STS-5 fight. He has logged 339 hours ané 43 minutes in space fight a8 command module pilot ofthe Apolo-Soyuz Test Project and Commander of the STS-5 fight A graduate of the University of ‘Colorado wth a bachelor of scence degree In business (1953), {and a bacholor of science degree I aeronautical engineering (1980), and a masters degree in business administration om UCLA in 1984, Brand was commissioned @ naval avator and ‘served ae a Marine Corpe fighter plct unth 1857. He was with ‘he Marine Reserve and A Natonal Guard untl 1964. Hejoined Lockheed Aircraft as a fight test engineer n 1960, and folowing completion of the [Navy's Test Plot School was assigned to Palmdale, Gat, as an experimental ost plot ton the F-104. He was selected as an asonautin 1986, and was a crew member ofthe prototype command module in therma-vacuum chamber program. He waa @ support Erewman on Apolo B and 13, and was backup plot for Apolo 16 and the Skylab 3 and 4 missions. Brand isa Fellow, American Astonautcal Sociely, Associate Fellow of AAA, ‘and a member of SETP. He has the NASA Distnguished and Exceptional Service Meds, the JSC Ceriicate of Commendation, the Richard Gotthel Medal, the Wight Brother intoraionsl Manned Space Fight Awors, the VFW Natonal Sapce Award the FAI Yur Gagarin Gold Modal, the AIAA Special Presidents Citation and the Hanley Astronauts Award, the AAS's Fight Achievement Award, and the University of Cor ‘orade's Aunus of the Century award. Brand was bom in Longmont, Cole, May 9, $1081, ie marr and hae fve cicren. Hele 6°11" in height and weighe 178 pounds. He has blond hair and gray eyes. [BRUCE McCANDLESS, isa mission specialist forthe STS-11 mmission. He received a bachelor of setence degrea in Naval ‘Sciences from the United States Naval Academy in 1988 and a ‘master of science degree in socircal engineering trom Stanfors University in 1968, McCandless receives fight traning at Navy ‘bases in Florida and Texas and was designated a naval aviator March of 1960 and proceeded t0 Key West, Fotida for L \wospons system and carer landing training in the F-6A. From December, 1960 to February 1964 he flow the Skyray and PZ £sbtromine USS Fores andUSSEneoras rer 1964, «ia he was an instrument fight instructor atthe Naval Alr Station, ‘Apolo Soucek Feld, Oceana, Vgiia and then reported tothe Naval Reserve Office's ‘raining Corp Unt at Stanford Unversity for graguate studies in electrical enginoerng. MoCaneless has logged more than 3,680 fying hours, 3,300 hours in jet ara. He was soloctod as an astronaut by NASA in Apr 1966. He was a member ofthe astronaut ‘support crew forthe Apollo 14 mission and was backup pil! forthe Skyseb 2 mission His awares incl the Natonal Dense Sorice Medal, Amarican Expeditonary Service ‘Meds, NASA Exceptional Service Medal (1974) and the American Astronautcal Society Victor. Prather Award (1975). He's @ member of the U.S. Noval institute and institute of Electial and Electronic Engineers. McCandless was bor n Boston, Massachusetts, ‘lune 8, 1937, fs maried and has two chin, Hos 5'10" and weighe 158 pouncs. He has brown har and ROBERT L. GIBSON, is the plot for the STS-11 fight. He re ‘celved a bachelor of science degree n aeronautical engineering tom Calfomia Polytechnic State University in 1868, Gibson ‘entered active duty withthe Navy in 1968. He received primary fand basic fight taining at Naval Ar Stations in Frida and Misisipo! anc completes advanced fight training atthe Naval ‘Ar Staton Kingovilo, Texas. From Apr 1870 to September 4076 he saw duty sboard the USS Coral Sea ard the USS Enterprise, thing 86 combat missions in Southoast Asia, He Telturmed o the Une States and was assigned as an F-14A Sructr plot with Fighter Squadron 128, He graduated from the U.S. Naval Test Plot School, Patuxent Fiver, Maryland in June 1977 and later became Involved i the test and evauaton of F-14A aircraft while assigned to the Naval Ar Test Conte's Stike Acrat Test Doctorate. His fight experience inciudes over 2,500 hours Ir ever 35 types of cvl and milary areraft He holas commercial plot, mul-engine, and Irerument ratings, and has held private plot ating since age 17. He was solectod as an ‘sronaut candidate in January 1978 and complete his one year raining and evaluation is August, 1978 making him egbe for assignment as a plot, Gibson was awarded three Fr Medals, the Navy Commendation Medal wth Combat V, a Navy Unit Commendation, Nositorous Unit Commendation, Amod Forces Expoditonary Medal, Humaritarium Sor ‘oe Medal, an RVN Cross of Gafanity, RVN Meritorious Unt Commendation, and Vit- ram Service Medal. Gipson was bom lt Cooperstown, New York, October 30, 1948 but ‘onsiders Lakewood, Celfomia his hometown. He maried Aatoneut Margaret Seddon and has two chikren. Gibson is 6°11" and weighs 168 pounds, He has blond hal and Bue eyes. cp RONALD E. MENAIR, isa mission specist on the STS-11 7 Mion He recewed.a bachelor of scence green ohysis rom ey Norn Carina AST Sate Unversy n 1871 and doctor of Bhosoohy. in physies. om Massachusetts. Istite.of & Toctnoiogy n 1876 and presented an honor doctorate of Laws from North Caoina ABT Stato Unveraty 1978, : Dr MeNar performed some ofthe earlst covlonment of ‘chemical HEIOF and high pressure CO lasers while at Massachusetts Insttute of Technology. In 1975 Dr. McNair studied laser paysics at E'cole Dete Theonque de Physique, Les Houches, France with many authores inthe fs. Folow- ing graduation from MIT in 1976, McNar became asta physicist with Hughes Research Laboratories in Matbu, Catforia. Dr. MeN was selected as an astronaut cancdate Dy NASA in January 1078 ang completed a one year traning and evaluation period in ‘August 1978, making him elle for assignment as a mission specialist, He was named ‘aPreeidenta Scholar (1967-1971), a Ford Foundation Felow (1971-1974), a National Folowship Fund Felow (1974-1975), a NATO Fellow (1975) and a recicent of the Natonal Society of Black Engineers Distinguished National Scientist Award (1878). He ‘was bom in Lake City, Sout Carina, October 21, 1950, is maried. Ho is 5'8” and ‘weighs 158 pounds. He has black har and brown dyes. 102STS-11 FLIGHT CREW ROBERT L. STEWART, isa mission spocaist for the STS-11 mmission, He recehed a bachelor of science degroe in mathomates fom the Univeray of Southern Mississippi in 47984 and a master of sclanoe in Aerospace Engineering from the University of Texas in 1872, Stewart entered active duty with the United States Amy in May 1964 and was designated us fan Army auistor in duly 1968 upon completion of rotary wing traning. He flow 1,038 hours combat time rom August 1868 to 1967. He was an instructor plot at the US. Amy Primary Helicopter school. Stewart isa graduate ofthe U.S. Army's Ar Defense Schools Ar Defense Officers Advanced Course end Guided Missile System Officers Course. From 1972 to 1973 he served in Seoul, Korea, He next attended the U.S. Naval Test Plot Schoo at Patuxent River, Maryiand, com plating rotary wing Test Plot Course in 1974 and then assigned as an experimental test pilot Yo the U.S. Army Aviston Engineering Fight Actviy at Edwards Ar Force Base, Calforia. He has miltary and civilan experience n 38 types of airplanes andhelcopters land has logged approximately 4,600 hours of fying tme, Stewart was selected a an ‘sronaut canaidate by NASA in January 1978 and completed a one year taining and ‘evaluation perod in August, 1878, making him eipible for assignment as a mission Specaist, He was awarded twee Disingushed Flying Crosies, a Bronze Star Mertrious Service Medal, 33 Ar Medals, Army Commendation Medal with Osk Leaf (Guster and "V" Device, two Purple Hears, to Natonal Detense Service Medal, the ‘Armed Forces Expeditionary Medal, and the U.S. and Vielnamese Vieinam Service Medias. He is a member of the Society of Experimental Test Plots, the National Geographic Society and the Scabbard and Blade (miltary honor society). He was boon ‘August 13, 1942 in Washington, D.C., but considers Arington, Texas his hometown, Hee married and has two children. Swart se 5°6" and weighs 138 pounds. He has brown hal and brown eyes 103STS-12 FLIGHT CREW HENRY W. HARTSFIELD, JR. is the commander forthe STS-12 fight He was the pict on the STS-4 fight. He has logged 1169 hours and 10 minutos in space. Hartfield was a member ‘ofthe Development Fight Test missions group of tho astronaut ‘office and was responsible for supporting the development of | the Space Sbute entry fight conto system and ts associated interac. In 1977, he ratifed trom the U.S. A Force with more ‘han 22 years of Service, but continues his assignment as a [NASA astroneutin cviln capaciy. Hartsfield became a NASA ‘astronaut n 1969, Ho was a momber ofthe ssvonaut support Crew for Apolo 16 and Skyab 2, 9, and 4 missions, Hartsfield ‘was assigned in 1986 to the USAF Manned Orbiting Laboratory program as an astronaut Unt! the progam wes canceled in 1969, when he wes reassigned fo NASA. He has. logged over 6,270 fying hours—of which over 4,700 hours are n the F-86, F-100, F'104, F-105, F-108, 1-33 and T-36A. Harald received his commission through the Reserve Officers Training program at Auburn University. He entered the Air Force in 11856, and his assignments inckided a tout wth the 6rd Taction Fighter Squadron in GGormany. He s aloo a graduate of tho USAF Tost Piot schoo! at Edwards Alr Force ‘Base, California and was an instructor here prior this assignments an astronaut inthe USAF Manned Orbiting Laboratory program. He was awarded the Ar Force Meritorious ‘Service Medal and the General Thomas D. White Space Trophy. Hartsfield was bom in BBrmingham, Alabama, Noverber 21, 1933, is mariod and has two chidren. He is. '5'10" neigh, weighs 165 pounds, and has green eyes and brown ha JUDITH A. RESNICK, is @ mission specialist for the STS-12 ig, She received & bachoor of science degree i electrical engineering trom Camegie- Melon Universy in 1970 and a doc tora in electcal engineoring rom the University of Maryland in 1977." Upon graduating from "Camegie Mallon in 1970, Dr. Resnick was employed by RCA Missle and Surace Raa in Morristown, New Jersey and in 1971, she Pansferred to the FCA Service Company in Springild,Virgnia, While with ACA, hor projects as a design engineer Included cuit design and evolopment of custom integrated cicutry for phased array ‘dar contol systems. From 1974 to 1977 Dr. Resnick was & biomedical engineer and stat felow nthe Laboratory Neurophysiology at he National ir periments concerning the physiology of visual systems. Immediately preceding her ‘Selection by NASA in 1978, she was a senor systoms engineerin product development ‘with Xerox Corporation at’ El Segundo, Caffomla, Or Resrick was soloctod as an ‘svonaut candidate by NASA in January 1978 and complsted ene year taining and ‘valuation perod in August 1979, making fer elgbe for assignment as a mission ‘pecaist, She is a member of the intiute of Electrical and Bectonic Enginers, ‘American Association for the Advancemest of Science, American institute of ‘Aeronautics and Astronautics and Senior Member ofthe Socity of Women Engineers. r. Resnlok’s special honors Include the American Assooiation of Univeraty Women Fellow, 1976-1976. Dr. Resnick was bom Aor 6, 1849 In Akron, Oho. She is single and is 5'4" and weighs 115 pounds. She has black har and brown eyes. MICHAEL L. COATS, Is the plot for the STS-12 fight. He recelved a bachelor of science degree from the United Statos ‘Naval Academy in 1968, a master of science in administration of sclence and technology from George Washington University in 1077, and mastor of science in aeronautical engineering trom the U.S. Naval Postgraduate. Schoo! in 1979. Coals was esignated a naval aviator n September 1969. Aftor taining as fan ATE plot, ne was assigned from August 1970 to September 4972 aboard the USS Klty Hawk and flew 315 combat ms: sions in Southeast Asia, He served aa a fight Instructor with ‘ATI at Naval Ar Staion, Lemoore, Caforia from September 10972 to December, 1973, and was then selected to attond the U.S. Naval Test Plot ‘School, Patuxent River, Maryland. Folowing test plot taining in 1974, he was project office and tat plot for A-7 and A-s areraft at Ske Arcraft Test Dectorate. Coats ‘orved asa fight instructor a the U.S. Naval Postgraduate Schoo! from Apri 187 unt ‘May 1977 and then alended U.S. Naval Postgraduate School at Monterey, Calfomia. +H hes logged 2,600 hours offing time and 400 carrier landings in 22 decent types Of ereraf, Coats was selected as an astronaut candidate by NASA in January 1978 and Competed a one year taling and evaluation in August, 1979, making him eligbe for fassignment as a plot. Costs was swarded two Navy Distinguished Flying Crosses, 32 Strke Fight A Medals, three Indvcual Acton Ar Medals, and nine Navy Commendation ‘Meda with Combat V. Coats was born in Sacramento, Calforia, January 16, 1946, but considers Riverside, Calfornia his hometown. He ls married and has two chiléren. He 16 6 and weighs 185 pounds. He has brown har and blve eyes. RICHARD M. MULLANE, isa mission specialist for tho STS-12 ght. He received a bachelor of science degree in miliary ‘engineering Wom the United Stas Millary Academy in 1967 nd awarded & master of science degroe i aeronautical ‘engineering fom the Ar Force nate of Technology in 1976. Mutane, an Air Force Mejor completed 150 combat missions as ‘an RF-4C weapon system operator Viebiam from Janay fo November 1969 and a subsequent four tour of duty in England, In July 1876, he completed the USAF Test Plot Schoo's Fight Test Engineer Course al Edwards Air Force Base, Caflomia and | assigned as a fight test weapon system operator at Eglin Air Foroe Base, Forde, He was selected as an astronaut by NASA In January 1978, and Completed & one year Waning and evaluaton In August 1979 making him eligible for ‘assignment as a mission specialist. Mulane was awarded six A¥ Medals, he Ar Force Distinguished Flying Cross, Mertorous Service Medal, Vietiam Campaign Medel, Ne tional Defense Service Medal, Venam Service Medal and Ar Force Commendation Medal He is a mamber of the Ar Force Associaton. He was bom September 10, 1945 in Wichita Falls, Texas, but considers ABbuquerque, New Mexico his hometown. He is ‘artied and has three children and is 6'10" and woighs 148 pounds. He has brown hair ‘and brown eyes. 104STS-12 FLIGHT CREW STEVEN A. HAWLEY, is a mission specialst on the STS-12 fight. He received bachelor of ars degree i physics and astonomy trom the University of Kansas 1873 and a doctor © phiosophy in astronomy and astrophysics trom the University 1 Calflomia 1977. Dur his tenure as an undergraduate at the Univerty of Kansas he was employed by the Deparment of Physics and Astronomy a a Teaching essstan n 1871, ho was awarded an undergraduate research grant from the Coliege ‘of Liberal Arts and Sciences for an Independent studies project ‘on stor specttoscopy. He spont tho summers of 1972, 1973, land 1074 a8 a research aslstant at he U.S. Naval Observatory In Washinglon, 0.C., Natonal RacSo Astronomy Observatoy’ in Green Bank, West Virginia. He atended graduate school at Lick Obsorvatory, University of Catfomia, Santa CCniz and whe there held aresearch assistantship for too Yoars. Prior to his selocton ‘a an astoraut, Dr. Hawley was a postdoctoral research assocate at Cero Todo Inter- ‘American Onservatory in La Serena, Chie. Dr. Hawley was selocted by NASA as an ‘stronaut candidate in January 1978 ang completed a one yoer traning and evaluation Deriod im August 1979, making him eligbe for assignment as a mission specials. He has received the Evans Foundation Scholarship (1970), Veta 8. Lear Award (1970), University of Catomia Regents Felowship (1974) and is a member of the American ‘Astronomicd Society and Astonomical Society of the ‘Paciic. He was bom December 12, 1951 in Ottawa, Kansas, but considers Selina, Kansas his hometown. He ‘marr Astronaut Say Ride on July 26, 1962, Heis 6" andwoighs 150 pounds. He has bond har and Bue eyes. 105STS-13 FLIGHT CREW ROBERT L. CRIPPEN, isthe commandor for the STS-13 fight He was the pilot In the 64-1/2 how STS-T tight and the com ‘ander inthe 148 hour 25 minute STS.7 fight. He has logged ‘more than 4,980 hows of fying tme-most ot in ot powered aeraft—as a U.S. Navy plot an astronaut. A graduate of the University of Texas in aerospace engineering, Crippen entered naval service and was a cae pilot. He completed the U.S. Ar Force's Aerospace Research Plot School st Edward AFB and remained as an instructor uni he was selooted for the Manned COroting Laboratory program in 1966, He transterred to the [NASA Astronaut Oice n 1069 and wes a crew member of the Skylab Medical Experiments alitude Testa 56-day simulation of the Skysed mission He was a member ofthe suppor crew fr Skylab 2,3, and 4, andthe ASTP mission. He has boon awarded the NASA Disinguished Sanice Medal and Exceptional Senice Medal and the JSC Group Achievement Award. Crippen was born in Beaumont. Tex. ‘September 11, 1837, is maried and has three chidren, He is 8°70" in height, weighs 1160 pounds, ans has bxown hai and eyes GEORGE D. NELSON, is a mission specialist for he STS-13 fight. Nelson receive a bachelor of science degree in physics from Harvey Muda College In 1972 ang amaster of science and 2 doctorate in astronomy rom the University of Washington in 1874 and 1878, respectively. Or Nelson has. performed various astronomical research at the Sacrements Peak Solar ‘Obseratory, Sunspot, New Meco; the Asvonamical Insts of Urecht, te Netierands; and the University of Gottingen ‘Observatory, Gottingen, West Germany. Prot fo reporting for traning a6. an astronaut candidate, ne was a postdoctoral research associalo at the Joint Instlute for" Laboratory -Asirophysics Bouse, Colorado. Dr. Nelson was selectedas an asvonaut canddate ‘January, 1878 and completed a one year training and evalvaton period in August, 41979, making him eigible or assigament as a mision specie. Or. Neleon is amember ofthe Amencan Association fr Advancement of Scenes and the American Astronomical Society. Dr. Nelson was bom July 13, 1980, in Charles Cty, lows but considers Wilmar, Mingesota to be his Hometown. Dr. Neloon is mated and has two chigren. He has blond hair and blue eyes. He is 5'9" and weighs 160 pounds FRANCIS R. (OICK) SCOBEE, is tho plo forthe STS-13 fight. ‘Scobee received a bachelor of science degre In aerospace ‘engineering fom the University of Arizona in 1965. Scobes ‘enistod in he Unted Statos Ak Force n October 1957, tained ‘2 an reciprocating engine mechanic and stationed at Kelly AFB, ‘Texas, Whie here, he attended night school and acqured two years of colege creat which led tis slecton fo the amas ‘education and commissioning program. Upon graduaton from ‘he Unwersty of Atzona, he was assigned to officers traning school and plot traning. He received his commussion in 1968 fd received his wings in 1066. He competed a number of assignments including a combat tour in Vietnam. Scobee retumed tothe United Sttee lane attended the USAF Aerospace Research Plot Schodl al Edwards A Force Base, Calftomia, graduating in 1972. He has participated in test programs on the C-5, 747, X24B and F-111. He has logged more than 6.300 hours fying tme n 40 types of ai rat. Scobee was selected a8 an astronaut candidate by NASA in January, 1978 and completed a one year aning and evaluation period in August, 1979 making bim eligible {or assignment as a plot. He retred trom the United States Ai Force in January, $980 ater more than 22 years of active service but continues fis assignment 2s NASA ‘astonaut ina chan capacty. He has received the Ar Force Distoguished Flying Cross land Air Medal. He is a member of the Society of Experimental Test Pots, the Exper ental Arcraft Associaton, andthe Ar Force Associaton. Seabee was bom May 9, 11999, in Ce Elum, Washington. Scobee Is martiod and has two chidren. He is 6'1" ang weighs 175 pounds. He has brown hait and bive eyes, TERRY J. HART, is a mission specialist for the STS-19 fight. Har received a bachelor of science degree in mechanical ngheering rom Lehigh University in 1968, amaster of solence mecnanical engineering trom the Massachusetts Insitute of Technology in 1969, and a master of science in electrical engineering from Rutgers University in 1978. Hart entered sc- tive duty with the Ar Force Reserve in June, 1868. He com: pleted undergraduate pot taining in Georgia and in December 41970 to 1973, ho ew F-106 aera at Tyndall A Force Base, Florida, Loring Air Force Base, Maine, and at Dover Air Fores Base, Delaware. He joined the New Jersey Air Nabonal Guard and continued fying te F-108 untl 1978. From 1968 to 1078, Hart was employed as a ‘menber of the technical sta! of Ball Telephone Laboratories. He has logged 2.000 hours fying tme, 1,400 hours in jets. M. Hart was selected as an astronaut cancidate bby NASA in January, 1978 and completed a one year taining and evaluation period in ‘August 1979, making him eligible for assignment as a mission specalst Hart has re ceived the National Defense Medal. He was bom October 27, 1846 in PRsburg, Pens Sylvania, Harti marred and has two chiiren, He has brown hair an brown eyes. He is 5'8" and weighs 145 pounds 106STS-13 FLIGHT CREW AMES D. van HOFTEN, i a mission specialist for the STS-13 tight. He received a bachelor of science degree in cil engineering rom the Unversity of Catforia, Berkley. in 1966; tnd a master of science degree in hydraule engineering and a Soctor of phlesophy in fd mechanic. ftom Colorado State University in 1968 and 1976, respectively, From 1968 to 1974 van Hotten was a plot in the Unted States Navy. He received fight traning at Ponsacola, Florida, and completed jet ilo ain Ing at Beevile, Texas, in November 1970. He was asigned to the Navel A Staton, Miramar Calflomia o fly Fe an sub6e- ‘quently assigned to the catior USS Ranger in 1972 and participated in two cruises to Southoast Asia whore he flew 60 combat missions. He has fogged 1,850 hours fying ime, 1.750 hours in jet arora He resumed his academic ‘sds in 1974 and in Seplember 1976, he accepted an assistant professorship of cv fengheering at the Unveraty of Housion teaching Tid mechanics and conducted research on Bomecscal is fowe concering flows in aricia intemal erga and valves Unt is selection es an astronaut candidate. Dr. van Hotton was selected by NASA as an ‘sonaut candidate n January, 1978, and completed a one year traning and evalation period in August, 1979, making fim olgble for assignment as a mission specat Dr. ven Hotton has received wo Navy Air Modal, the Vietnam Service Medal, and the atonal Defense Service Medal, He is. member of the Amercan Society of cv ‘engineers, He was born on June 11, 1944, in Fresno, California, but considers Buringam, California his hometown. He is maried and has two children. He has brown har and hazel eyes. Ho is 6'4" and weighs 208 pounds. 107STS-18 FLIGHT CREW ROBERT F. OVERMYER, ic the commander for the STS-18, {ght. He was a pot on the STS-5 fight, logging 122 hours in | with NASA was. engineering develeomert dues on. Skylsb. (Overmyer thon served onthe suppor crews forthe Apollo 17° and Apolo-Soyuz Test Project. 1978 he was the primo T-33. hase plot for the Approach and Landing Test rogram on of biter free fights 1 and 8. Overmyer was soloctod as a NASA ‘astronaut when the U.S. A Foree Manned Orbiting Laboratoy rogram was canceled in 1969. Colonel Overmyer entered active duty with the Marine Corps in January 1958. After fight ting, several squadron tours, and graduate ‘school, he attonded the Air Force Test Plots sohool in 1065. He was seloctoc aa an sstronaut for the U.S. Ar Force Manned Orbiting Laboratory program in 1966. Ho is a ‘member ofthe Society of Experimental Test Pots. He as the USAF Meritorious Service “Medel and the USMC Mertorous Award. Overmyer was bom in Lorain, Oni, July 14, 1836, but considers Westako, Ohio his hometown. He 6 married and has three ‘’hidren. He is 5'11-3/4" and weighs 180 pounds. He has brown hair and blue eyes, NORMAN E. THAGARD, is «mission specialist on the STS-18. mission. He is a mission specialist on the STS-7 fight and wil Conduct medical tees Yo collect sidtonal data on savers Dhysiclogiesl changes that are associated with space adaptation ‘ynarome. Those tests wil focus on the neurological syston land are a continuation of the new approach fo making light ‘measurements which began ‘on STS-8. These offers aro rected toward. initiation of an. inflight search for countemeasures and to provide a more complete understand: ing ofthe space adaptation syndrome. He received a bachelor ‘and master of science degrees in Engineering Science in 1965 land 1966 and subsequonty performed presmed coursework and recalved a doctor of Mericine trom the Universty of Texas Southwestom Medical School in. 1977, September 1968, ho entered on sctve duty with the Unted States Marine Cons Reserve. In 1907, he achieved the rank of Captain and was designated a naval aviator in 1968 and was assigned to duty fing F-4s at Marine Corps Ar Station, Beaufort, South Carona, He few 163. combat missions In Vietnam from January 1969 to 1970. He ‘etumed f the United States and was assigned aviation woepons division officer atthe ‘Marine ‘Corps Air Staion, Beaufort, South Carolina, Thagard resumed fis ecademe ‘tudes in 1071, pursuing a degree in medicine. His ntoming was in the Department of Internal Medicine atthe Medical University of South Carona. Thagard was selected as ‘an astroneut candidate n January 1978 and in August 1079, ne completed a one-year {taining and evaluation period making him alga or assigement asa mission specialist. He has logged 1,100 hours fying me, 1,000 hours In Jot arcraft. He was awarded 11 Air Medals, the Navy Commandston Medal with Combat V, the Marine Corps "E” ‘Award, the Vietnam Service Medal and the Vietnamese Cross of Galanity with Pal. ‘Thagard is « member of AIAA. He was born in Marianna, lca, July 3, 1943, but con: ‘ders Jacksonvile, Florida his hometown. He is married and as three chidren. He has Brown hak, ve eyes, He is 6'9" in height and weighs 164 pounds [FREDERICK D. GREGORY, Is the plot for the STS-18 fight. He ‘received a bachelor of science degree from the United States ‘Ai Force Academy in 1964, and a masters degree in informa: tion systems trom George Washington Universty in 1977. Gragory entered plot traning after graduation from the United States Ai Force Academy in 1964 and recelved hie wings from Lundergraduaie traning in 1965. After tree years of nalcoptor fying, including @ Viemam tour, he was re-trained as a ghter pilot and few the F-4. Ho attended the U.S. Naval Test Plot ‘School in 1970 and was subsoquenty assigned a8 a: Searchlengineering test plot for the Ar Force and for NASA ‘fom 1971 unt 1977. Gregory has flown more than 40 diferent types of single and ‘ul-engine fixed and rotary wing arcraft Including gliders. He has logged ovér 4,100, ours of ight time and holds an FAA commercial and intrument certicae for single, rul-engine and rotary areal Gregory wae selected aa an astronaut candidate by NASA In January 1978, and competed a one year traning and evaluation period in ‘August 1879, making him eigbl or assignment asa plot. Grogory was awarded the Ar Force Datingushed Flying Cross, the Mertiorous Service Medal, the Ar Meda with 15 Oak Leaf Custer, the Alr Force Commendation Medal and recipient of the National Society of Black Engineers Distinguished Natonal Scientist Award (1979). He ie 8 !nember ofthe Society of Experimental Test Plot, the Amarican Hellooplar Society, the ‘At Force Assocation and the National Technical Associaton. He was bom January 7, 1941, in Washington, D.C. He le mari and has two chidren. He has brown hai and Lue eyes. He is 5°11" and weighs 175 pounds, {DON LESLIE LIND, isa mission special for tho STS-18 fight Und received a bachelor of science with high honors in physics from the University of Utah in 1953 and a doctor of philosophy degree in high energy nuclear physics in 1964 from the Univer- ‘iy of Caklomia, Berkel and performed post-doctoral study at the Geophysical institute, Univerlty of Alaska, 1975-1076 Und served four years on active duty withthe Navy at San Diego ‘and lator aboard the carior USS Hancock. He received his ‘wings in 1887. Lind has logged more than 3,800 hours fying time, 3,300 hours in jet aeral. Before his soloction ee an ‘astronaut, he worked atthe NASA Goddard Space Fight Center 18 a space physicist. He had beon at Goddard since 1964 and was volved in ex pariments to determine the nature and properties of low enorgy particles within the furt’s magnetosphere and interplanetary space, Previous to his, he worked at the Lwrence Racation Laboratory, Barkeley, Calfornia, doing research in basic high ‘nergy particle interaction. Dr. Lind was selected as a NASA astronaut in Ape 1966, He ‘served as a backup science plot fer Skylab 3 and 4 and as a member ofthe rescue crew {ertho Skylab missions. Lind ae recelved the NASA Exceptional Service Medal (127.4), Lndis a member of the American Geophysical Union, and the American Association for ‘Advancement of Science. He is married and has seven chidren. Lind was born May 18, 1930, nMivale, Utah. He has brown hai and hazel eyes, He's 811-914" and weighs 180 pounds. 108STS-18 FLIGHT CREW WILLIAM E. THORNTON, is mision speci onthe STS-18 mission. He isa mission speciafston he STS-8 fight and wil Condvet medica! test to colect auatonal dala en several Brysblogcal changes that are sssoisted with the space OR 202 sicrone, Tosa et woos ene nerlogal ‘system andrea continuation o he new approach to making {ght measurements which began on STS:4. These efor are rected toward iniation of an inflight search. for ‘countermeasures and to provide a more complete understand ing ofthe space adaptation synarome. He received a bachelor Z of science degree in Physio and a doctorate Meson trom the University of North Caroine 1 1982 end’ 1963. Folowng graduation from the Urversty of North Carina ana having completed Air Force AOTC taining, Thornton sored a6 officerin-chargs of the Istumentaton Lao at the Flot Test A Proving Ground. Fiom 1885 fo 1959 he was chit angineer of the elecroncs dision of the Dal Mar Engineering labs in Los Angowes, Calf and decid is Avionics Owsion, He re- timed fo he Univers of Nerh Carina Medical Schoo! in 1069 and graduates n 1963. Tharton completed his internship raring n 1964 et the Wilford Hall USAF Hospi atLackind AFB, San Antonio, Texas. He etued to active duy with the USAF ‘and was assigned to the USAF Aerospace Medical Dision et Brooks AFB. in San ‘Antonio, Texas and became invoved n space medicine esearch during Mis two your Gu {y'br. Thorton was eolwcted ws slontet astronaut August 1967. Ho competed {ght training at Reese AFB, Texas. He was physten crew member on the 56 day ‘Smulation of Silab Medcal Experimenta Altuge Test (SMEAT). He was a member of {he ssironsct support crew for Sab 2,3, and 4 missions and pencil Investigator of Skylab experiments on mass. messuremontantivopemetia, measurements hemodymanics, and human fui shits ana physical conatonng. Or. Tmton holds ‘moto than 15 Issued patonts. He recipient ofthe A Force Legion of Me. the NASA Exceptional Service Mecal in 1972, NASA Exceptional Scientiic Acieverent Medal 1974, and presented the American Aatronautea Society Metboume W. Boynton ‘Award for 1875 and 1977. He has logged ave” 2,375 hours inet aera. Dr. Thorton ‘was bor in Faison, North Carina, Ari 14, 1929. Hels marred and has two chen, He hes bond ha and tue eyes, He is 6 n height and weighs 200 poundsSTS-24 FLIGHT CREW KARL C. HENIZE, is 2 mission specialist forthe STS-24 ght, He received a bachelor of arta dogree in Mathematice in 1947 and a mastor of ats degree in Astronomy in 1948 from the University of Virginia; and awarded 2 doctor of Philosophy Ih ‘Astronomy in 1984 by the Unversity of Michigan, Henze was, ‘an observer for the University of Michigan Observatory fom 41048 fo 1951, statoned at the Lamont Hussey Observatory Bloemfontein, Union of South Afrca, In 1964, he became Carnegie post-doctora fallow at the Mount Wison Observatory In Pasadena, Calfna. From 1956 to 1959 ho served 28 Senior astronomer at the Smithsonian Astrophysical Observatory. Dr. Henize was appointed. associate professor in -Norinwestem University’s Department of Astronomy in 1969 and was awarded @ professorsnip 1864. In adcibon 1 teaching he conducted research on planetary nebulae, peclar ‘omissiontine stars, $-sars, and T-assocatons. Durng 1961 and 1962, he was quest ‘observer at Mt. Stomoto Observatory in Canberra, Australia. He became principal vestgalor of experiment 5-013 which obtained ultraviolet stolar spectra during the Gemini 10, 11, and 12 fights. He also became principal investigator of expecment ‘$019 used on Skylab to obtain utvavolet spectra of fant stars. Spectra were btained of hundreds of slars and these are being studied at the Unversity of Texas where Dr. Henize now holds an adjunct professorship He isthe author andlor coauthor of 88 stiontiic pubicatons dealing with astronomy research. Or. Henize was selected a5 a ‘Sclontt-astonaut by NASA in August 1967. He completed the academic traning ane the 53-week jt plot traning program at Vance A Force Base, Oklahoma. He has logged 1,900 nous o! ing tine Interval, He was a member ofthe astronaut sup ort crew forthe Apolo 18 mision and forthe Skylab 2,3, and mssions, He was, presented the Rober Gordon Memorial Awara for 1968; recipient ofthe NASA Group ‘chievement Award(1571, 1974, 1975, 1978); awarded the NASA Exceptional Scien tile Achievement Modal (1974). He i a member ofthe American Astronomical Society the Royal Astonomical Society; the Asvonomcal Society of the Pactte: and te Astronomical Union “He was born October 17, 1926, in Cnclnat. Ohio, He is mariod ‘and has Tour chéren, He has brown hair and brown ayes. Hes 7" and weighs 170, pounds, ANTHONY W. ENGLAND, sa mission specialist on the STS-24 fight. He recsivad bachelor and master of science degrees Geology and Physics. fom Massachusetts. Institute of “Technology in 1965 and a doctor of philosophy fom the Depart ment of Earth and Planelwy Sciences t MIF in 1970, He waa a tadvate folow at MIT for tree years mediately peacedig is assignment fo NASA. He nas performed heat flow measurements throughout the southwest has taken part in a magnetic. study In’ Montana, nas performed radar sounding ‘studies of glaciers in Washingion state and Alaska, has por formed microwave arbome surveys throughout the western United States, and has participated in and ed fet partes dving two seasons in Ante tia. Dr. England was selected as a scientist astronaut by NASA in August 1967. He Completed academic taining anda 53 week course in fight rang at Laughlin Ar Fores Base, Texas. He nas logged over 2,000 haurs in fying te. He served as a support

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