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Info about Shuttle Flight STS- 49
STS-49 PRESS KIT
MAY 1992
PUBLIC AFFAIRS CONTACTS
Mark Hess/Jim Cast/Ed Campion
Office of Space Flight/Office of Space Systems Development
NASA Headquarters, Washington, D.C.
(Phone: 202/453-8536)
Barbara Selby
Office of Commercial Programs
NASA Headquarters, Washington, D.C.
(Phone: 703/557-5609)
Jean Drummond Clough
Langley Research Center, Hampton, Va.
(Phone: 804/864-6122)
Nancy Lovato
Ames-Dryden Flight Research Facility, Edwards, Calif.
(Phone: 805/258-3448)
Mike Simmons
Marshall Space Flight Center, Huntsville, Ala.
(Phone: 205/544-6537)
James Hartsfield
Johnson Space Center, Houston, Tex.
(Phone: 713/483-5111)
Lisa Malone
Kennedy Space Center, Fla.
(Phone: 407/867-2468)
Release: 92-48
SATELLITE RESCUE, SPACEWALKS MARK ENDEAVOUR'S FIRST
FLIGHT
Endeavour's maiden space flight, STS-49, features rendezvous,
repair and reboost of a crippled communications satellite. Also
astronauts will perform spacewalks over three consecutive days, a first
on a Space Shuttle mission, to demonstrate Space Station Freedom
assembly techniques.
The launch of STS-49 is currently planned for 8:03 p.m. EDT May 5.
Endeavour will be placed into an elliptical orbit of 183 by 95 n.m.
with an inclination of 28.35 degrees to the equator. With an on-time
launch, landing would be at 7:58 p.m. EDT May 12 at Edwards Air Force
Base, Calif. Mission duration is 6 days, 23 hours and 55 minutes.
Endeavour's crew -- Commander Dan Brandenstein, Pilot Kevin
Chilton and Mission Specialists Pierre Thuot, Rick Hieb, Kathy
Thornton, Tom Akers and Bruce Melnick -- will rendezvous with the
INTELSAT VI (F-3) communications satellite on the 4th day of the
flight. The INTELSAT VI was launched 2 years ago by an unmanned Titan
rocket and stranded in a useless, low orbit when the Titan's second
stage failed to separate.
During the first spacewalk on flight day 4, Thuot will grasp the
satellite using a specially designed capture mechanism. Thout and Hieb
will attach a new solid rocket motor and then deploy the satellite.
INTELSAT VI's final destination will be a 22,300 n.m. high orbit where
it will be stationary above the Atlantic Ocean, providing
telecommunications services to more than 180 countries for at least the
rest of this decade.
On flight days 5 and 6, a Thornton and Akers team and a Thuot and
Hieb team will perform spacewalks to evaluate equipment and techniques
for constructing Space Station Freedom. The evaluations will include
construction of a pyramid simulating the space station truss structure;
the ability of an astronaut to manipulate large, heavy objects in
weightlessness; and the usefulness of five prototype devices to assist
a spacewalker, whose tether has come loose, in getting back to his
spacecraft.
In addition, Endeavour will carry the Commercial Protein Crystal
Growth experiment in its middeck, an ongoing series of experiments that
grow near-perfect protein crystals in weightlessness for use in
developing new products and drugs. The Air Force Maui Optical Station,
a facility located on the Hawaiian island of Maui, will attempt to
calibrate its equipment by viewing jet firings and water dumps from
Endeavour. An Ultraviolet Plume Instrument on the LACE satellite will
observe the Shuttle for calibration information. Endeavour's first
flight will be the 47th Space Shuttle mission.
MEDIA SERVICES
NASA Select Television Transmission
NASA Select television is available on Satcom F-2R, Transponder 13,
located at 72 degrees west longitude; frequency 3960.0 MHz, audio 6.8
MHz. The schedule for television transmissions from the orbiter and
for the mission briefings from the Johnson Space Center, Houston, will
be available during the mission at Kennedy Space Center, Fla.; Marshall
Space Flight Center, Huntsville, Ala.; Ames-Dryden Flight Research
Facility, Edwards, Calif.; Johnson Space Center; and NASA Headquarters,
Washington, D.C. The television schedule will be updated to reflect
changes dictated by mission operations. Television schedules also may
be obtained by calling COMSTOR, 713/483-5817. COMSTOR is a computer
data base service requiring the use of a telephone modem. A voice
update of the television schedule may be obtained by dialing
202/755-1788. This service is updated daily at noon ET.
Status Reports
Status reports on countdown and mission progress, on-orbit activities
and landing operations will be produced by the appropriate NASA
newscenter.
Briefings
A mission press briefing schedule will be issued prior to launch.
During the mission, change-of-shift briefings by the off-going flight
director will occur at least once per day. The updated NASA Select
television schedule will indicate when mission briefings are planned.
STS-49 QUICK LOOK FACTS
Orbiter: Endeavour (OV-105)
Launch Date/Time: May 5, 1992 - 8:03 p.m. EDT
Launch Window: 53 minutes
Launch Site: Kennedy Space Center, Fla., Pad 39-B
Altitude/Inclination: 183 x 95 n.m./28.35 degrees
Duration: 7 Days
Landing Date/Time: May 12, 1992 - 7:58 p.m. EDT (6/23:55 MET)
Primary Landing Site: Edwards Air Force Base, Calif.
Abort Landing Sites:
Return to Launch Site - KennedySpace Center, Fla.
Transoceanic Abort Landing - Ben Guerir, Morroco
Abort Once Around - Edwards Air Force Base, Calif.
Crew:
Daniel C. Brandenstein - Commander
Kevin P. Chilton - Pilot
Bruce E, Melnick - Mission Specialist
Pierre J. Thuot - Mission Specialist (EV1)
Richard J. Hieb - Mission Specialist (EV2)
Kathryn C. Thornton - Mission Specialist (EV3)
Thomas D. Akers - Mission Specialist (EV4)
Cargo Bay: Assembly of Station Methods (ASEM)
INTELSAT-VI Repair & Reboost Equipment
Middeck: Commercial Protein Crystal Growth (CPCG)
STS-49 SUMMARY OF MAJOR ACTIVITIES
(Calendar Days)
Day One:
Ascent; Orbital Maneuvering System-2;
first orbit- raising burn
Day Two: Cabin depressurization to 10.2 psi;
spacesuit checkout; mechanical arm checkout;
second orbit-raising burn
Day Three: Detailed Test Objectives (DTOs) and Detail
Supplementary Objectives (DSOs); orbit,
circularzation, plane correction burns
Day Four: INTELSAT rendezvous; spacewalk to attach
perigee kick motor; INTELSAT deploy
Day Five: Assembly of Space Station by Extravehicular
Activity Methods spacewalk
Day Six: Assembly of Space Station by Extravehicular
Activity Methods spacewalk
Day Seven: Flight control systems checkout; reaction
control system hot fire; DTOs, DSOs
Day Eight: Deorbit; entry; landing
STS-49 VEHICLE AND PAYLOAD WEIGHTS
Pounds
Orbiter (Endeavour) empty, and 3 Shuttle Main Engines 173,314
INTELSAT perigee kick motor 23,195
INTELSAT cradle, airborne support equipment 4,418
INTELSAT support equipment 76
Assembly of Space Station by EVA Methods (ASEM) 3,990
ASEM support equipment 273
Commercial Protein Crystal Growth 69
Detailed Supplementary Objectives 35
Detailed Test Objectives 171
Total Vehicle at Solid Rocket Booster Ignition 4,522,750
Orbiter Landing Weight 201,088
STS-49 TRAJECTORY SEQUENCE OF EVENTS
RELATIVE
EVENT MET VELOCITY MACH ALTITUDE
(d:h:m:s) (fps) (ft)
Launch 00/00:00:00
Begin Roll Maneuver 00/00:00:10 185 .16 782
End Roll Maneuver 00/00:00:15 319 .28 2,720
SSME Throttle to 89% 00/00:00:20 447 .40 3,980
SSME Throttle to 67% 00/00:00:32 742 .67 10,301
SSME Throttle to 104% 00/00:00:59 1,325 1.28 33,760
Maximum Dyn. Pressure 00/00:01:02 1,445 1.43 38,079
(Max Q)
SRB Separation 00/00:02:05 4,151 3.81 154,985
Main Eng. Cutoff (MECO) 00/00:08:30 24,542 22.61 364,738
Zero Thrust 00/00:08:36 24,541 N/A 363,652
External Tank Separation 00/00:08:48
OMS-2 Burn 00/00:39:58
Landing 06/23:55:00
Apogee, Perigee at MECO: 179 x 32 nautical miles
Apogee, Perigee post-OMS 2: 183 x 95 nautical miles
SPACE SHUTTLE ABORT MODES
Space Shuttle launch abort philosophy aims toward safe and intact
recovery of the flight crew, orbiter and its payload. Abort modes
include:
* Abort-To-Orbit (ATO) -- Partial loss of main engine thrust late
enough to permit reaching a minimal 105-nautical mile orbit with
orbital maneuvering system engines.
* Abort-Once-Around (AOA) -- Earlier main engine shutdown with the
capability to allow one orbit around before landing at either Edwards
Air Force Base, Calif., White Sands Space Harbor, N.M, or the Shuttle
Landing Facility (SLF) at the Kennedy Space Center, Fla.
* Trans-Atlantic Abort Landing (TAL) -- Loss of one or more main
engines midway through powered flight would force a landing at either
Ben Guerir, Morroco; Moron, Spain; or Rota, Spain.
* Return-To-Launch-Site (RTLS) -- Early shutdown of one or more
engines, and without enough energy to reach Ben Guerir, would result in
a pitch around and thrust back toward KSC until within gliding distance
of the SLF.
STS-42 contingency landing sites are Edwards Air Force Base,
Kennedy Space Center, White Sands Space Harbor, Ben Guerir, Moron and
Rota.
STS-49 PRE-LAUNCH PROCESSING
Endeavour arrived at KSC on May 7, 1991, several days after it
rolled off the assembly floor of Rockwell International in Palmdale,
Calif. Many systems on board Endeavour feature design changes or
updates as part of continued improvements to the Space Shuttle. The
upgrades include several improved or redesigned avionics systems, the
drag chute and modifications to pave the way for possibly extending
shuttle flights to last as long as 16 days.
Endeavour underwent rigorous first flight processing required of
new orbiters during its stay in the Orbiter Processing Facility (OPF).
The Shuttle team installed major components associated with a new
vehicle and performed general processing operations.
Endeavour was transferred out of the OPF on March 7, just 10
months after its arrival at Kennedy Space Center. Endeavour was towed
several hundred yards to the Vehicle Assembly Building and connected to
its external tank and solid rocket boosters on the same day.
The new orbiter spent 6 days in the VAB while technicians
connected the 100-ton space plane to its already stacked solid rocket
boosters and external tank. Endeavour was transferred to newly
refurbished launch pad 39-B on March 13. This marks the first use of
pad B since it served as the launch pad for Columbia (STS-40) last
June.
A flight readiness firing (FRF) was conducted on April 6 in which
Endeavour's three main engines were fired for 22 seconds. The FRF is
a required test of all new Shuttles to verify the integrated operation
of the three main engines, the main propulsion system and pad
propellant delivery systems.
Following a review of the information from Endeavour's FRF, two
irregularities were identified in two of the high pressure oxidizer
turbo pumps on engines 1 and 2. Shuttle managers decided on April 8 to
replace all three main engines at the launch pad with three spares.
The decision to replace the engines was dictated by prudence and the
fact that the work was expected to have little impact on the launch
preparation schedule. The engines were replaced the following week.
Extensive post-FRF inspections of Endeavour's main propulsion
system were performed as well as required tests of the main engines to
make sure all systems are flight ready.
STS-49 payload elements, the perigee kick motor and the ASEM
multi-purpose experiment support structure were scheduled to be
installed in Endeavour's payload bay at the launch pad on April 14.
Routine operations and tests are planned while at the launch pad.
This includes the Terminal Countdown Demonstration Test with the
STS-49 flight crew, which was scheduled for April 16-17.
A standard 43-hour launch countdown is scheduled to begin 3 days
prior to launch. During the countdown, the orbiter's fuel cell storage
tanks will be loaded with fuel and oxidizer and all orbiter systems
will be prepared for flight.
About 9 hours before launch, the external tank will be filled with
its flight load of a half million gallons of liquid oxygen and liquid
hydrogen propellants. About 2 1/2 hours before liftoff, the flight
crew will begin taking their assigned seats in the crew cabin.
Endeavour's end-of-mission landing is planned at Edwards Air Force
Base, Calif. Endeavour's landing will be the first Shuttle landing to
use the new drag chute. STS-49 astronauts will manually deploy the
chute after the nose gear has touched down. KSC's landing and recovery
teams will be on hand to prepare the vehicle for the cross-country
ferry flight back to Florida.
INTELSAT VI RENDEZVOUS, CAPTURE AND DEPLOY
Endeavour will rendezvous with INTELSAT VI on flight day four of
STS-49. INTELSAT-VI is currently in an orbit of approximately 299 n.m.
by 309 n.m. Within 46 hours after Endeavour's launch, satellite
controllers in Washington, D.C. will maneuver INTELSAT so that its
orbit moves within a "control box" area within 6 degrees of arc of a
200 n.m. by 210 n.m., 28.35 degree inclination orbit. In addition, the
controllers will slow the satellite's rotation from 10.5 to about 0.65
revolutions per minute.
As Endeavour approaches INTELSAT in the final phase of rendezvous,
crew members Pierre Thuot and Rick Hieb will begin a spacewalk to
capture the satellite, install a perigee kick motor and deploy the
satellite. The spacewalk is planned to begin about 1.5 hours prior to
capture of the satellite.
As Endeavour closes in, Thuot will position himself on a foot
restraint at the end of Endeavour's mechanical arm. From Endeavour's
crew cabin, fellow crew member Bruce Melnick will maneuver the robot
arm. As Endeavour holds a position in formation with the satellite,
Melnick will move the arm and Thuot toward the slowly rotating
INTELSAT. Once within reach, Thuot will install a specially designed
"capture bar" on the aft end of the satellite in a soft attached mode.
After it is soft attached, the attachment will be rigidized by Thuot
with the installation of a locking device using a specially built power
tool. Thuot will then manually halt the satellite's rotation using a
special "steering wheel" on the capture bar. Once the satellite is
stabilized, Melnick will grapple the INTELSAT with Endeavour's
mechanical arm.
While Thuot is capturing the INTELSAT, Hieb will be preparing
clamps and electrical connections in Endeavour's cargo bay for the
satellite. Once INTELSAT has been grappled, Melnick will move the
mechanical arm to position Thuot and the INTELSAT above the cargo bay,
where Thuot will exit the foot restraint. The foot restraint then will
be removed from the mechanical arm and Hieb will remove the steering
wheel assembly and install an extension to the capture bar in
preparation for docking INTELSAT to the new perigee kick motor located
in Endeavour's cargo bay.
Melnick then will move the arm to position the satellite next to
the motor's docking clamps. Thuot and Hieb will manually move the
satellite into a final position within the four clamps, close the
latches and attach two electrical umbilicals from the motor to
INTELSAT. The capture bar will be released from INTELSAT and secured
to the kick motor so that it will be jettisoned with the motor when the
satellite reaches the proper altitude. Once all of the connections are
completed, the spacewalkers will activate four springs that will
eventually eject INTELSAT from the cargo bay.
Thuot and Hieb will activate two timers for the solid rocket kick
motor and move to Endeavour's airlock to await INTELSAT's ejection from
the payload bay. After a switch is thrown from the aft flight deck of
Endeavour, INTELSAT VI will be ejected by the springs at about 0.6 feet
per second and with a slight rotation of about 0.7 revolutions per
minute. After it has sufficiently cleared the orbiter, Endeavour will
slowly back away. About 35 minutes later, satellite controllers will
position INTELSAT for the motor firing and increase the spin rate.
INTELSAT eventually will take position in geosynchronous orbit at
an altitude of about 22,300 n.m. above the Atlantic Ocean. It is
expected to be in full service by mid-1992.
INTELSAT-VI
INTELSAT-VI (F-3) is a communications satellite of the
International Telecommunications Satellite Consortium (INTELSAT), owned
by 124 member nations and formed in the late 1960s to create a global
telecommunications system. The system has a network of 17 satellites
and the INTELSAT-VI series is the latest generation of satellites
manufactured by Hughes Aircraft Co., El Segundo, Calif. The first
INTELSAT- VI was launched in the fall of 1989. Three more successful
launches followed. Of these, two are now in service over the Atlantic
Ocean region and two above the Indian Ocean region. INTELSAT-VI (F-3)
was launched on March 14, 1990, by a commercial Titan rocket. A launch
vehicle malfunction left the Titan's second stage attached to the
satellite, thus prohibiting the firing of a solid rocket motor that was
to raise it to geosynchronous orbit. Satellite controllers later
jettisoned the solid rocket motor with the Titan second stage attached
and raised the satellite to its current orbit.
INTELSAT-VI (F-3) weighs about 8,960 pounds, has a diameter of
11.7 feet and a height of 17.5 feet. With its solar arrays fully
deployed, the satellite's height will be almost 40 feet. Each
satellite's expected operational lifetime is 10 years. It is designed
to provide a variety of voice, video and data communications with 48
transponders powered by 2,600 watts of direct current. Two
nickel-hydrogen batteries can supply power for short periods when solar
power is unavailable as the satellite passes through Earth's shadow.
INTELSAT-VI REBOOST EQUIPMENT
Perigee Kick Motor (PKM) -- The perigee kick motor weighs 23,000
pounds, is 127.22 inches tall and 92.52 inches in diameter. It is an
Orbus 215 solid propellant motor built by United Technologies Corp.
and provided by Hughes Aircraft Co., El Segundo, Calif., for the
mission.
Capture Bar Assembly -- The capture bar assembly was designed by
engineers in the Crew and Thermal Systems Division, Johnson Space
Center, Houston. It weighs 162 pounds, is 181.37 inches long, 40.75
inches tall and 37.38 inches wide. The capture bar has a detachable
right beam extension, left beam extension and steering wheel. All of
the capture bar equipment is constructed of aluminum and stainless
steel.
Cradle -- The cradle holds the perigee kick motor in Endeavour's
cargo bay during launch and weighs 3,749 pounds. It is constructed of
aluminum and is 193 inches wide, 93.53 inches long and 151.48 inches
tall. It was provided by Hughes Aircraft Co.
Docking Adapter -- The docking adapter allows attachment of the
perigee kick motor to the INTELSAT- VI and weighs 152.8 pounds. It is
92.52 inches in diameter and 12 inches thick, constructed of aluminum
with some stainless steel components.
ASSEMBLY OF SPACE STATION BY EVA METHODS
STS-49 astronauts will venture out of the crew cabin two more
times following the repair of INTELSAT VI. The objective of the second
EVA, performed by Thornton and Akers, and the third spacewalk,
performed by Thuot and Hieb, will be to demonstrate and verify Space
Station Freedom maintenance and assembly tasks.
The Assembly of Station by Extravehicular Activity Methods (ASEM)
evaluation consists of hardware and techniques to construct a partial
truss structure bay. Crew members will build a truss pyramid; unberth,
maneuver and berth the Multiple Purpose Experiment Support Structure
(MPESS) pallet to assess the mass handling capabilities of an EVA
astronaut; and evaluate the ability to work with the mechanical arm at
positions above and forward of the Shuttle's cargo bay.
The MPESS, located in the forward payload bay, will house two node
boxes for the truss pyramid; a releasable grapple fixture and interface
plate; a truss leg dispenser and legs and strut dispenser; and the
struts for the truss pyramid.
Other tests will evaluate the assembly area and MPESS berthing
operations guided by the spacewalker and a spacesuit-mounted camera.
The three consecutive days of spacewalks will evaluate the capability
to perform day-after-day spacewalks by a variety of astronauts, a
procedure that will be needed to build Space Station Freedom.
Another of the ASEM drills will be a demonstration of crew rescue
device prototypes. Five concepts will be tested by all of the
spacewalkers -- the astrorope, telescopic pole, bi-stem pole,
inflatable pole and the crew propulsive device.
The astrorope uses an approach similar to the concept of a
bola-type lasso. It is comprised of two cleats attached to a Kevlar
cord. The astrorope is thrown by hand and is meant to wrap around an
element of the space station structure. The astrorope must be manually
retracted prior to throwing it again and has an effective reach range
of about 20 feet.
The telescopic pole uses a design similar to a telescoping radio
antenna. It has a grapple fixture on the end and seven sections that
can be manually extended. This concept would allow an unlimited number
of grapple attempts and reaches up to 12 feet.
The bi-stem pole consists of two thin strips of spring steel
which, when allowed to return to their equilibrium state during
deployment, overlap one another to form a rigid pole. It has a grapple
fixture attached to one end and would be used with a power tool for
extension and retraction. This powered approach design also is capable
of unlimited grapple attempts. Its reach range is about 20 feet.
The inflatable pole uses a tubular sock that when pressurized
forms a rigid pole. It has a grapple fixture attached to the end and
can accomplish unlimited grapple attempts. Once it is attached, the
sock is deflated and a hand-over-hand reapproach can be performed.
This design does not allow reuse and has a reach range of 15 feet.
The crew propulsive device is essentially a redesigned handheld
maneuvering unit from the Skylab program. The device can be unfolded
and small jets are used as thrusters, powered by a small canister of
pressurized nitrogen. Using a powered reapproach, its reach range is
limited by its nitrogen supply.
Only three of the concepts have spacewalk time dedicated to them
-- the crew propulsive device, the bi-stem and the inflatable pole --
and will take place on flight days 5 and 6. The astrorope and the
telescoping pole concepts will be evaluated as time permits during the
spacewalks. The crew self rescue hardware was developed by the Crew
and Thermal Systems Division at the Johnson Space Center. Langley
Truss Joint Used in ASEM Flight Experiment
During the ASEM flight experiment, astronauts will assemble a
truss structure segment using an advance truss joint, designed and
fabricated at the NASA Langley Research Center, Hampton, Va.. The
truss joint (see illustration) is easily operated without the aid of
tools and provides a strong and stiff connection between truss
components. The truss joint, which only requires the simple rotation
of a collar to lock, was designed to be operated either manually by the
astronauts or robotically if required in future applications. The
joint which measures approximately 2 inches in diameter, has been
tested extensively by the astronauts on the ground and in neutral
buoyancy, and their evaluations have lead to improvements in the
design. However, the ASEM flight experiment will be the first time a
truss structure has been assembled in space using this truss joint.
This truss joint is a key product of an extensive NASA Langley
Research Center program to develop the technology for efficient
on-orbit construction of spacecraft which are too large to be boosted
into orbit intact. It was selected as the baseline structural joint
for the original larger, erectable Space Station Freedom design. The
joint components are produced at Langley Research Center on numerically
controlled machine tools for accuracy and economy and are made of a
high strength aluminum alloy. A total of 137 strut end joint
assemblies were supplied to the Johnson Space Center, which permitted
assembly of the three sets of experimental hardware required for
neutral buoyancy training certification and flight.
COMMERCIAL PROTEIN CRYSTAL GROWTH EXPERIMENT
In the past decade, exponential growth in the use of protein
pharmaceuticals has resulted in the successful use of proteins in
insulin, interferons, human growth hormone and tissue plasminogen
activator. Pure protein crystals are facing an increase in demand by
the pharmaceutical industry because such purity will facilitate Federal
Drug Administration approval of new protein-based drugs. Pure,
well-ordered protein crystals of uniform size are in demand by the
pharmaceutical industry as special formulations for use in drug
delivery.
During the past 6 years, a variety of hardware configurations have
been used to conduct Protein Crystal Growth (PCG) experiments aboard
12 Space Shuttle flights. These experiments have involved minute
quantities of sample materials to be processed. On STS-49, the Protein
Crystallization Facility (PCF), developed by the Center for
Macromolecular Crystallography (CMC), a NASA Center for the Commercial
Development of Space at the University of Alabama-Birmingham, will use
much larger quantities of materials to grow crystals in batches, using
temperature as a means to initiate and control crystallization.
The PCF has been reconfigured to include cylinders with the same
height, but varying diameters to obtain different volumes (500, 200,
100, 20 ml). These cylinders allow for a relatively minimal
temperature gradient and require less protein solution to produce
quality crystals. This is an industry- driven change brought about by
a need to reduce the cost and amount of protein sample needed to grow
protein crystals in space, while at the same time increasing the
quality and quantity of crystals.
Also flying on STS-49 as part of the CPCG payload complement is a
newly-designed, "state-of-the-art" Commercial Refrigerator Incubator
Module (CRIM) which allows for a pre-programmed temperature profile.
The CRIM temperatures are programmed prior to launch and a feedback
loop monitors CRIM temperatures during flight. Developed by Space
Industries, Inc., Webster, Texas, for CMC, the CRIM also provides
improved thermal capability and has a microprocessor that uses "fuzzy
logic" (a branch of artificial intelligence) to control and monitor the
CRIM's thermal environment. A thermoelectric device is used to
electrically "pump" heat in or out of the CRIM.
The PCF serves as the growth chamber for significant quantities of
protein crystals. Each of the PCF cylinders on STS-49 is encapsulated
within individual aluminum containment tubes and supported by an
aluminum structure. Prior to launch, the cylinders will be filled with
bovine insulin solution and mounted into a CRIM set at 40 degrees C.
Each cylinder lid will pass through the left wall of the aluminum
structure and come into direct contact with a metal plate in the CRIM
that is temperature- controlled by the thermoelectric device.
Shortly after achieving orbit, the crew will activate the PCF
experiment by initiating the pre- programmed temperature profile. The
CRIM temperature will be reduced automatically from 40 degrees C to 22
degrees C over a 4-day period. The change in CRIM temperature will be
transferred from the cold plate through the cylinders' lids to the
insulin solution.
Decreasing the temperature of the solution by 18 degrees C will
effect the resulting crystals' formation, which should be well ordered
due to the reduced effects the Earth's gravity. Once activated, the
payload will not require any further crew interaction (except for
periodic monitoring), nor will it require any modifications for
landing.
In general, purified proteins have a very short lifetime in
solution; therefore, the CPCG payload and CRIM will be loaded onto the
Shuttle no earlier than 24 hours prior to launch. Due to the
instability of the resulting protein crystals, the CRIM will be
retrieved from the Shuttle within 3 hours of landing. The CRIM will be
battery-powered continuously from the time the samples are placed in
the CRIM and it is loaded onto the Shuttle, until the time it is
recovered and delivered to the investigating team. For launch delays
lasting more than 24 hours, the payload will need to be replenished
with fresh samples.
Once the samples are returned to Earth, they will be analyzed by
morphometry to determine size distribution and absolute/relative
crystal size. They also will be analyzed with X-ray crystallography
and biochemical assays of purity to determine internal molecular order
and protein homogeneity, respectively.
The Commercial Protein Crystal Growth payload, sponsored by NASA's
Office of Commercial Programs, is developed and managed by the Center
for Macromolecular Crystallography. Dr. Charles E. Bugg, Director,
CMC, is lead investigator for the CPCG experiment. Dr. Marianna Long,
CMC Associate Director for Commercial Development also is a CPCG
investigator.
AIR FORCE MAUI OPTICAL SYSTEM (AMOS)
The AMOS is an electrical-optical facility located on the Hawaiian
island of Maui. The facility tracks the orbiter as it flies over the
area and records signatures from thruster firings, water dumps or the
phenomena of "Shuttle glow," a well-documented glowing effect around
the orbiter caused by the interaction of atomic oxygen with the
spacecraft. The information obtained is used to calibrate the infrared
and optical sensors at the facility. No hardware onboard the Shuttle
is needed for the system.
SPACE SHUTTLE ENDEAVOUR (OV-105)
Construction of Endeavour
Rockwell International's Space Systems Division (SSD) received
authority to proceed with construction of a fifth Space Shuttle orbiter
-- designated OV-105 -- from NASA on Aug. 1, 1987. OV-105 is the
replacement orbiter for OV-099 which was lost in the Space Shuttle
Challenger accident.
Rockwell managed the OV-105 construction program under the
direction of NASA's Johnson Space Center. The division fabricated the
orbiter's forward and aft fuselages, forward reaction control systems,
crew compartment and secondary structures at its Downey, Calif.,
headquarters facility. Final assembly, test and checkout took place at
Rockwell's orbiter assembly facility in Palmdale, Calif. In addition,
more than 250 major subcontractors and thousand of associated suppliers
across the nation performed work on Shuttle components and support
services, which accounted for nearly 50 percent of the total work on
the program. OV-105 was officially turned over to NASA on April 25,
1991 at a ceremony at Rockwell's Palmdale facility.
IMPROVED FEATURES OF SPACE SHUTTLE ENDEAVOUR
Many systems onboard Endeavour have had design changes or have
been updated from earlier equipment to take advantage of technological
advances and continue improvements to the Space Shuttle. The upgrades
include several improved or redesigned avionics systems; installation
of a drag chute as part of a series of landing aid additions to the
orbiters; and modifications to pave the way for possibly extending
Shuttle flights to last as long as 3 weeks in the future.
Some such updated systems already have been installed in the
rest of the shuttle orbiters as well as Endeavour; some will be
installed in all orbiters in the near future; and others will be used
on Endeavour only. Updated avionics systems Advanced General Purpose
Computers
The advanced general purpose computers (GPCs) are now in the
process of being incorporated into the entire orbiter fleet and will be
installed and used on Endeavour for its first space flight. The
updated computers have more than twice the memory and three times the
processing speed of their predecessors. Officially designated the IBM
10-101S, built by IBM, Inc., they are half the size, about half the
weight and require less electricity than the first-generation GPCs.
The central processor unit and input/output processor, previously
installed as two separate boxes, are now a single unit.
The new GPCs use the existing Shuttle software with only subtle
changes. However, the increases in memory and processing speed allow
for future innovations in the Shuttle's data processing system.
Although there is no real difference in the way the crew will operate
with the new computers, the upgrade increases the reliability and
efficiency in commanding the Shuttle systems. The predicted Rmean time
between failuresS (MTBF) for the advanced GPCs is 6,000 hours. The
flight computers are already exceeding that prediction with an MTBF of
18,500 hours. The MTBF for the original GPCs is 5,200 hours.
New GPC Specifications
Dimensions: 19.52S x 7.62S x 10.2S
Weight: 64 lbs.
Memory Capacity: 262,000 words (32-bits each)
Processing Rate: 1.2 million instructions per second
Power Requirements: 550 watts
HAINS Inertial Measurement Units
The High Accuracy Inertial Navigation System (HAINS) Inertial
Measurement Unit (IMU) will be incorporated into the orbiter fleet on
an attrition basis as replacements for the current KT-70 model IMUs.
The three IMUs on each Shuttle orbiter are four-gimbal, inertially
stabilized, all-attitude platforms that measure changes in the
spacecraft's speed used for navigation and provide spacecraft attitude
information on flight control.
For Endeavour's first flight, one HAINS IMU will fly with two
accompanying DT-70 IMUs to provide redundancy with proven hardware.
The HAINS IMU for the Space Shuttle is a derivative of IMUs used in the
Air Force's B-1B aircraft. It includes an improved gyroscope model and
microprocessor and has demonstrated in testing improved abilities to
hold an accurate alignment for longer periods of time. In addition, it
has proven more reliable than the KT-70 IMUs. The new IMUs require no
software changes on the orbiter or changes in electrical or cooling
connections. The HAINS IMU is manufactured by Kearfott, Inc., of
Little Falls, N.J.
Improved Tactical Air Navigation Systems
A complete set of three improved TACANS will fly on Endeavour's
first flight. The improved TACAN is a modified off-the-shelf unit
developed by Collins, Inc., of Cedar Rapids, Iowa, for military
aircraft and slightly modified for the Shuttle. The improved TACAN
operates on 28-volt direct current electricity as compared to the
current TACANs that use 110-volt alternating current for power. Also,
the new TACANs do not require forced air cooling as do the current
TACANs.
The TACANs' connections to the Shuttle's guidance, navigation
and control system are identical. The TACANs provide supplemental
navigational information on slant range and bearing to the orbiter
using radio transmissions from ground stations during the final phases
of entry and landing.
Enhanced Master Events Controller (EMEC)
The EMEC features improved reliability, lower power usage and
less maintenance than current MECs. The new design uses 30 percent
less electricity and has more internal backup components. The MECs,
two aboard each Shuttle, are a relay for onboard flight computers used
to send signals to arm and fire pyrotechnics that separate the solid
rockets and external tank during assent. The EMEC were built by
Rockwell's Satellite Space Electronics Division, Anaheim, Calif.
Present plans call for Endeavour to be the only orbiter with the
EMECs.
Mass Memory Unit Product Improvement
Improvements to the current MMUs in the form of modifications
include error correction and detection circuitry to accommodate tape
wear, tape drive motor speed reduction to extend the tape's lifetime.
In addition, modifications were made to the tape drive head to extend
its lifetime. The improvements have no effect on the current software
or connections of the MMUs. Two MMUs are on each orbiter and are a
magnetic reel-to-reel tape storage device for the Shuttle's onboard
computer software. The modification to the MMUs will be done for the
first flight of Endeavour and for the rest of the orbiter fleet during
normal maintenance activities. The MMUs were built and upgraded by
Odetics of Anaheim, Calif.
Enhanced Multiplexer-Demultiplexer
The EMDM uses state-of-the-art components to replace obsolete
parts and improve maintenance requirements. The new components have
simplified the structure of the EMDM by more than 50 parts in some
instances. The EMDMs are installed on Endeavour, but plans have not
been made to replace the current MDMs in other orbiter. The MDMs, 19
located throughout each orbiter, act as a relay for the onboard
computer system as it attains data from the Shuttle's equipment and
relays commands to the various controls and systems. The EMDMs are
manufactured by Honeywell Space Systems Group, Phoenix, Ariz.
Radar Altimeter
The improved radar altimeter aboard Endeavour already has been
installed and flown on all other Shuttle orbiters since STS-26. The
altimeter is an off-the-shelf model originally developed for the
military's cruise missile program. The altimeter has the capability to
automatically adjust its gain control as a function of changes in
altitude. Along with anti-false lock circuitry, the improvements have
eliminated a problem frequently experienced with the original radar
altimeter caused by interference from the Shuttle's nose landing gear.
The radar altimeter is built by Honeywell, Minneapolis.
Improved Nosewheel Steering
Improvements to the nosewheel steering mechanisms include a
second command channel, used as a backup in case of a failure in the
primary channel, for controlling the steering through the onboard
computers. In addition, a valve has been installed in the hydraulic
system to switch in a secondary hydraulic pressure system in case of a
failure in the primary system. Endeavour will have the modifications
prior to its first flight, and the rest of the orbiter fleet will have
the improvements made during their major modifications periods. The
improved nosewheel steering was designed by Sterer Engineering and
Manufacturing Components, Los Angeles.
Solid State Star Tracker
The SSST is a new star tracker design developed for Endeavour
which takes advantage of advances in star tracker technology. The two
star trackers on each Shuttle orbiter are used to search for, detect
and track selected guide stars to precisely determine the orientation
of the spacecraft. The precise information is used to periodically
update the orbiter's IMUs during flight. The SSST uses a solid state
charge coupled device to convert light from stars into an electric
current from which the star's position and intensity are determined.
The solid state design consumes less electricity and provides greater
reliability than the current star trackers. The SSSTs require no
modification to the orbiter or its software for installation. Current
plans are for one SSST to be installed on Endeavour and another to be
incorporated into the orbiter fleet on an attrition basis. The SSST
was developed and built by Ball Aerospace Division, Boulder, Colo.
UPDATED MECHANICAL SYSTEMS
Improved Auxiliary Power Units
An improved version of the APUs, three identical units that
provide power to operate the Shuttle's hydraulic system, has been
installed on Endeavour. The IAPUs will be installed on the rest of the
orbiter fleet as each spacecraft is taken out of operation for a major
modification period during the next 2 years.
The IAPU is lighter than the original system, saving about 134
pounds. The weight savings are due to the use of passive cooling for
the IAPUs, eliminating an active water spray cooling system required by
the original units. The redesigned APUs are expected to extend the
life of the units from the current 20 hours or 12 flights to 75 hours
or 50 flights. The increased lifetime is anticipated to result in
fewer APU changeouts and improved ground turnaround time between
flights.
Components of the APU that have been redesigned to improve
reliability include gas generator, fuel pump, redundant seals between
the fuel system and gearbox lubricating oil and a materials change in
the turbine housings.
Orbiter Drag Chute
During construction, a drag chute was added to Endeavour to be
deployed between main gear and nose gear touchdown to assist in
stopping and add greater stability in the event of a flat tire or
steering problem. The drag chute is another in a series of
improvements to the Shuttle's landing aids. Other improvements
recently installed in Shuttle orbiters and already in use include
carbon brakes to replace the original beryllium brakes and nose wheel
steering mechanisms.
The 40-foot diameter drag chute canopy will trail 87 feet
behind the orbiter as it rolls out after landing. The main drag chute
and a 9-foot diameter pilot chute are deployed by a mortar fired from
a small compartment added to the bottom of the vertical stabilizer.
The drag chute will be jettisoned when the spacecraft slows to less
than 60 knots.
The drag chute is expected to decrease the orbiter's rollout
distance by 1,000 to 2,000 feet. The drag chute is deployed using two
switches located to the left of the commander's heads up display. One
switch arms the mortar and a second switch fires it. A third switch,
located to the right of the commander's heads up display, jettisons the
drag chute. A second set of switches is mounted beside the pilot's
heads up display.
From the time the pilot chute mortar is fired to full inflation
of the main chute is anticipated to be less than 5 seconds. The drag
chute system was designed by NASA's Johnson Space Center, Rockwell-
Downey and Irvin Industries, Santa Ana, Calif.
EXTENDED DURATION ORBITER MODIFICATIONS
Although there are no plans currently to use it as such,
Endeavour has been fitted with internal plumbing and electrical
connections needed for a series of Extended Duration Orbiter (EDO)
modifications that could enable the spacecraft to stay in orbit as long
as 28 days. The first extended duration flight is currently planned
for June 1992, the USML-l flight aboard Columbia (modified between
August 1991 and February 1992) is planned to be 13 days long.
Modifications necessary for extended stays include an improved
waste collection system that compacts human waste, thus allowing
greater capacity; extra middeck lockers for additional stowage; two
additional nitrogen tanks for the crew cabin atmosphere; a regenerating
system for removing carbon dioxide from the crew cabin atmosphere; and
a set of supercold liquid hydrogen and liquid oxygen tanks mounted on a
special pallet in the payload bay as supplemental fuel for the
Shuttle's electrical generation system.
Modifications already made to Endeavour include:
Additional Nitrogen Tanks
The internal electrical and plumbing connections have been
built into Endeavour to allow for nitrogen tank installation. At
present, there is no timetable for installation of these tanks. If
installed, they would be located near the current nitrogen tanks below
the payload bay.
Additional Cryogenic Tanks
Endeavour has five liquid hydrogen and five liquid oxygen tanks
installed internally. On the rest of the orbiter fleet, Columbia also
has five tank pairs, and Atlantis and Discovery each have four tank
sets. In addition, Endeavour has the internal connections needed to
hook up an Extended Duration Orbiter cryogenic payload bay pallet,
containing four additional tanks of both hydrogen and oxygen. The
plumbing systems on board Endeavour could be hooked up to feed fuel
from such a pallet to create electricity and water for the Shuttle.
The four payload bay tank sets coupled with five internal sets provide
a 16-day mission capability. For a 28-day mission, four additional
tank sets would be required in the payload bay on either a second
pallet or larger pallet.
Improved Waste Collection System
Hookups for an Improved Waste Collection System are built into
Endeavour. The IWCS compacts human waste and has an increased capacity
for storage of waste.
Regenerative Carbon Dioxide Removal System
Endeavour is outfitted with a Regenerative Carbon Dioxide
Removal System that may be used in tandem with Lithium Hydroxide (LioH)
canisters to remove carbon dioxide from the crew cabin atmosphere. The
regenerative system, if used alone, would eliminate the need to carry
extensive amounts of LioH canisters for a long flight. Currently, the
crew must change out LioH canisters daily as part of spacecraft
housekeeping.
The regenerative system works by removing the CO2 and then
releasing it to space through a vent. The new system will not be used
alone for Endeavour's first flight, but will be tested. Enough LioH
canisters for the first flight will be flown aboard Endeavour to allow
proven equipment to be used for the duration. The regenerative system
is located under the middeck floor.
Additional Cabin Stowage
Endeavour is outfitted with brackets necessary to mount
additional middeck lockers on board. About 127 cubit feet of
additional stowage would be needed for an extended duration flight.
The crew compartment size, however, is exactly the same as all other
orbiters.
NAMING OF OV-105 AS SPACE SHUTTLE ENDEAVOUR
In response to the outpouring of concerns by students after the
Challenger accident, Congressman Tom Lewis (R-Fla.) introduced a bill
in Congress to established the NASA Orbiter-Naming Program. In October
1987, Congress authorized that the name for Orbiter Vehicle 105 be
selected "from among suggestions submitted by students in elementary
and secondary schools."
The name "Endeavour" resulted from a nationwide orbiter-naming
competition supported by educational projects created by student teams
in elementary and secondary schools. NASA's orbiters are named after
sea vessels used in research and exploration. Therefore, the teams
education project had to relate to exploration, discovery and
experimentation.
The NASA Orbiter-Naming Program involved over 71,000 students with
over 6,100 entries. In May 1989, President Bush selected and announced
the winning name and met with the national winning teams of both
divisions.
The winning team in Division I (K-6) was the fifth grade class
from Senatobia Middle School, Senatobia, Miss. The winning team in
Division II (7- 12) was from the Tallulah Falls School, Inc., Tallulah
Falls, Ga. Both winning teams proposed the name "Endeavour," the first
ship commanded by Captain James Cook, a British explorer, navigator and
astronomer. In August 1768, on Endeavour's maiden voyage, Cook
observed and recorded the transit of the planet Venus.
President Bush said the teams "showed how the possibilities of
tomorrow point us onward and upward. Both of your schools chose the
name 'Endeavour' which Webster's defines as 'to make an effort, strive,
to try to reach or achieve.' And each of your schools has lived that
definition."
STS-49 CREW BIOGRAPHIES
Daniel C. Brandenstein, 49, Capt., USN, is the Commander of
STS-49. Selected as an astronaut in January 1978, Brandenstein was born
in Watertown, Wis., and will be making his fourth space flight.
He was the Pilot on STS-8, the first Shuttle mission with a night
launch and night landing. On his second mission, Brandenstein
commanded the crew of STS-51G, deploying four satellites and retrieving
one. In 1990, he commanded STS-32 which retrieved the 21,400 pound
Long Duration Exposure Facility.
Brandenstein graduated from Watertown High School and received a
bachelor of science in mathematics and physics from the University of
Wisconsin in 1965.
He was designated a naval aviator in 1967 and served in a variety
of operational and flight test billets. He has logged 6,300 hours
flying time in 24 different types of aircraft, including 400 aircraft
carrier landings. With the completion of his third space flight,
Brandenstein has logged 576 hours in space.
Kevin P. Chilton, 36, Lt. Col., USAF, will serve as Pilot.
Selected as an astronaut in June 1987, Chilton was born in Los Angeles,
Calif., and will be making his first space flight.
Chilton graduated from St. Bernard High School, Playa del Rey,
Calif., in 1972; received a bachelor of science in engineering sciences
from the Air Force Academy in 1976; and received a master of science in
mechanical engineering from Columbia University on a Guggenheim
Fellowship in 1977.
He served as a combat ready pilot and instructor pilot in the
RF-4 and F-15 from 1978 to 1983. In 1984, he graduated from the Air
Force Test Pilot School and served as a test pilot until his selection
as an astronaut in 1987.
Richard J. Hieb, 36, will serve as Mission Specialist 1 (MS1) and
Extravehicular Activity crewman 2 (EV2). Born in Jamestown, N.D., Hieb
was selected as an astronaut in 1985 and will be making his second
space flight.
He flew as a mission specialist on STS-39, operating the
Shuttle's remote manipulator system to deploy and retrieve the SPAS
satellite.
Hieb graduated from Jamestown High School in 1973; received a
bachelor of arts in math and physics from Northwest Nazarene College in
1977 and received a master of science in aerospace engineering from the
University of Colorado in 1979. After graduation, Hieb joined NASA to
work in crew procedures development and crew activity planning. He
worked in the Mission Control Center on the ascent team for STS-1 and
during rendezvous phases on numerous subsequent flights. He has logged
199 hours in space.
Bruce E. Melnick, 42, Cmdr., USCG, will serve as Mission Specialist
2 (MS2). Selected as an astronaut in June 1987, Melnick was born in New
York, N.Y., but considers Clearwater, Fla., to be his hometown and will be
making his second space flight.
Melnick graduated from Clearwater High School, attended Georgia
Tech, received a bachelor of science in engineering from the Coast
Guard Academy in 1972 and received a master of science in aeronautical
systems from the University of West Florida in 1975.
Melnick served as a mission specialist on STS- 41, which deployed
the Ulysses spacecraft. He has logged more than 4,900 hours aircraft
flying time, predominantly in the H-3, H-52, H-65 and T-38 aircraft.
Melnick has logged 98 hours in space.
Pierre J. Thuot, 36, Cmdr., USN, will serve as Mission Specialist
3 (MS3) and Extravehicular Activity crewman 1 (EV1). Selected as an
astronaut in June 1985, Thuot was born in Groton, Conn., but considers
Fairfax, Va., and New Bedford, Mass., to be his hometowns and will be
making his second space flight.
Thuot graduated from Fairfax High School, received a bachelor of
science in physics from the Naval Academy in 1977 and received a master
of science in systems management from the University of Southern
California in 1985.
Thuot served as a mission specialist on STS-36, a Department of
Defense-dedicated mission. He has more than 2,700 flight hours in more
than 40 different aircraft, including 270 carrier landings. He has
logged 106 hours in space.
Kathryn C. Thornton, 39, will serve as Mission Specialist 4 (MS4)
and Extravehicular Activity crewman 3 (EV3). Selected as an astronaut
in May 1984, Thornton was born in Montgomery, Ala., and will be making
her second space flight.
She received a bachelor of science in physics from Auburn
University, a master of science in physics from the University of
Virginia in 1977 and received a doctorate of philosophy in physics from
the University of Virginia in 1979. Thornton was awarded a NATO
postdoctoral fellowship to continue her research at the Max Planck
Institute of Nuclear Physics in Heidelberg, Germany. Prior to being
selected by NASA, she was a physicist at the U.S. Army Foreign Science
and Technology Center in Charlottesville, Va.
Thornton was a mission specialist on STS-33, a Department of
Defense-dedicated flight. She has logged 120 hours in space.
Thomas D. Akers, 40, Lt. Col., USAF, will serve as Mission
Specialist 5 (MS5) and Extravehicular Activity crewman 4 (EV4).
Selected as an astronaut in June 1987, Akers was born in St. Louis,
Mo., but considers Eminence, Mo., his hometown and will be making his
second space flight.
He graduated from Eminence High School and received bachelor and
master of science degrees in applied mathematics from the University of
Missouri- Rolla in 1973 and 1975, respectively.
Akers was a National Park Ranger and spent 4 years as the high
school principal in his hometown of Eminence before joining the Air
Force in 1979. He served at Eglin Air Force Base, Fla., and Edwards
Air Force Base, Calif., as a flight test engineer in F-4 and T-38
aircraft.
He flew as a mission specialist on STS-41, deploying the Ulysses
spacecraft. Akers has logged 98 hours in space.
SHUTTLE MISSION STS-49 MANAGEMENT
NASA HEADQUARTERS, WASHINGTON, D.C.
Office of Space Flight
Thomas E. Utsman - Deputy Associate Administrator
Leonard Nicholson - Director, Space Shuttle
Office of Commercial Programs
John G. Mannix - Assistant Administrator for Commercial Programs
Richard H. Ott - Director, Commercial Development Division
Garland C. Misener - Chief, Flight Requirements and Accommodations
Ana M. Villamil - Program Manager, Centers for the Commercial
Development of Space
Office of Safety & Mission Quality
George A. Rodney - Associate Administrator
Charles Mertz - Deputy Associate Administrator (Acting)
Richard U. Perry - Director, Programs Assurance Division
KENNEDY SPACE CENTER, FLA
Robert L. Crippen - Director
James A. "Gene" Thomas- Deputy Director
Jay Honeycutt - Director, Shuttle Management and Operations
Robert B. Sieck - Launch Director
John J. "Tip" Talone - Endeavour Flow Director
J. Robert Lang - Director, Vehicle Engineering
Al J. Parrish - Director of Safety Reliability and Quality Assurance
John T. Conway - Director, Payload Management and Operations
P. Thomas Breakfield - Director, Shuttle Payload Operations
Joanne H. Morgan - Director, Payload Project Management
Roelof L. Schuiling - STS-49 Payload Processing Manager
MARSHALL SPACE FLIGHT CENTER, HUNTSVILLE, AL
Thomas J. Lee - Director
Dr. J. Wayne Littles - Deputy Director
Alex A. McCool - Manager, Shuttle Projects Office
Dr. George F. McDonough-Director, Science and Engineering
James H. Ehl - Director, Safety and Mission Assurance
Alex A. McCool - Acting Manager, Space Shuttle Main Engine Project
Victor Keith Henson - Manager, Solid Rocket Motor Project
Cary H. Rutland - Manager, Solid Rocket Booster Project
Gerald C. Ladner - Manager, External Tank Project
JOHNSON SPACE CENTER, HOUSTON, TX
Paul J. Weitz - Director (Acting)
Paul J. Weitz - Deputy Director
Daniel Germany - Manager, Orbiter and GFE Projects
Donald R. Puddy - Director, Flight Crew Operations
Eugene F. Kranz - Director, Mission Operations
Henry O. Pohl - Director, Engineering
Charles S. Harlan - Director, Safety, Reliability and Quality Assurance
STENNIS SPACE CENTER, BAY ST. LOUIS, MS
Gerald W. Smith - Director (Acting)
J. Harry Guin - Director, Propulsion Test Operations
AMES-DRYDEN FLIGHT RESEARCH FACILITY, EDWARDS, CA
Kenneth J. Szalai - Director
T. G. Ayers - Deputy Director
James R. Phelps - Chief, Space Support Office
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