CBS News Space Reporter's Handbook - Mission Supplement! Page 1

The CBS News Space Reporter's Handbook Mission Supplement

Shuttle Mission STS-134/ISS-ULF6: International Space Station Assembly and Resupply

Written and Produced By

William G. Harwood CBS News Space Analyst [email protected]

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Revision History

Editor's Note Mission-specific sections of the Space Reporter's Handbook are posted as flight data becomes available. Readers should check the CBS News "Space Place" web site in the weeks before a launch to download the latest edition:

http://www.cbsnews.com/network/news/space/current.html

DATE RELEASE NOTES

03/18/11 Initial STS-134 release 04/27/11 Updating throughout

Introduction

This document is an outgrowth of my original UPI Space Reporter's Handbook, prepared prior to STS-26 for United Press International and updated for several flights thereafter due to popular demand. The version is prepared for CBS News. As with the original, the goal here is to provide useful information on U.S. and Russian space flights so reporters and producers will not be forced to rely on government or industry public affairs officers at times when it might be difficult to get timely responses. All of these data are available elsewhere, of course, but not necessarily in one place.

The STS-134 version of the CBS News Space Reporter's Handbook was compiled from NASA news releases, JSC flight plans, the Shuttle Flight Data and In-Flight Anomaly List, NASA Public Affairs and the Flight Dynamics office (abort boundaries) at the in . Sections of NASA's STS-132 press kit, crew bios and the mission TV schedule are downloaded via the Internet, formatted and included in this document. Word-for-word passages (other than lists) are clearly indicated.

The SRH is a work in and while every effort is made to insure accuracy, errors are inevitable in a document of this nature and readers should double check critical data before publication. As always, questions, comments and suggestions for improvements are always welcome. And if you spot a mistake or a typo, please let me know!

Written, Compiled and Edited By

William G. Harwood CBS News Space Consultant LC-39 Press Site , 32899

[email protected]

Cover photo: NASA

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Table of Contents

Topic Page

NASA Media Information ...... 4 NASA Public Affairs Contacts ...... 5 STS-134: Internet Pages of Interest ...... 5 CBS News: STS-134 Mission Preview ...... 7 STS-134 Mission Priorities ...... 29 NASA STS-134 Mission Overview ...... 31 NASA STS-134 Payload Overview ...... 35 NASA STS-134 Spacewalk Overview ...... 53 Endeavour ...... 61 STS-134: Quick-Look Mission Data ...... 65 Current Space Demographics (post TMA-21) ...... 68 Projected Space Demographics (post STS-134) ...... 69 Space Fatalities ...... 70 STS-134/ISS-27 NASA Crew Biographies ...... 71 1. STS-134 Commander: Navy Capt. Mark E. Kelly, 47 ...... 71 2. STS-134 Pilot: Gregory H. Johnson, 48 ...... 73 3. STS-134 MS-1/EV: Air Col. Edward , 44 ...... 75 4. STS-134 MS-2/FE: , 46 () ...... 77 5. STS-134 MS-3/EV: Andrew J. Feustel, 45, Ph.D...... 79 6. STS-134 MS-4/EV: Gregory E. Chamitoff, 48, Ph.D...... 81 1. ISS-26 FE/ISS-27 CDR: Russian Air Force Col. Dmitry Y. Kondratyev, 40 ...... 83 2. ISS-26/27 FE: , 49, Ph.D...... 85 3. ISS-26/27 FE: Paolo A. Nespoli, 53 (/European Space Agency) ...... 87 4. ISS-27 FE/ISS-28 CDR: Andrey I. Borisenko, 47 ...... 89 5. ISS-27/28 FE: Ronald J. Garan Jr., 49 ...... 91 6. ISS-27/28 FE: Russian Air Force Lt. Col. Alexander M. Samokutyaev, 41 ...... 93 STS-134 Crew Photographs ...... 95 ISS-27/28 Crew Photographs ...... 96 Soyuz TMA-20 (launch: 12/15/10) ...... 96 Soyuz TMA-21 (launch: 04/04/11) ...... 96 STS-134 Launch Windows ...... 97 STS-134 Launch and Flight Control Personnel ...... 99 STS-134 Flight Hardware/Software ...... 101 Endeavour Flight History ...... 102 STS-134 Countdown Timeline ...... 103 STS-134 Weather Guidelines ...... 107 STS-134 Ascent Events Summary ...... 111 STS-134 Trajectory Data ...... 112 STS-134 Flight Plan ...... 115 STS-134 Television Schedule ...... 123 Appendix 1: Space Shuttle Flight and Abort Scenarios ...... 129 Appendix 2: STS-51L and STS-107 ...... 141 Appendix 3: NASA Acronyms ...... 177

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NASA Media Information

NASA Television Transmission

NASA Television is now carried on an MPEG-2 digital signal accessed via satellite AMC-6, at 72 degrees west longitude, transponder 17C, 4040 MHz, vertical polarization. A Digital Video Broadcast (DVB) - compliant Integrated Receiver Decoder (IRD) with modulation of QPSK/DBV, data rate of 36.86 and FEC 3/4 is needed for reception. NASA TV Multichannel Broadcast includes: Public Services Channel (Channel 101); the Education Channel (Channel 102) and the Media Services Channel (Channel 103).

The new Digital NASA TV will have four digital channels:

1. NASA Public Service ("Free to Air"), featuring documentaries, archival programming, and coverage of NASA missions and events; 2. NASA Education Services ("Free to Air/Addressable"), dedicated to providing educational programming to schools, educational institutions and museums; 3. NASA Media Services ("Addressable"), for broadcast news organizations; and 4. NASA Mission Operations (Internal Only)

The new digital NASA Public Service Channel will be streamed on the Web. All you'll need is access to a computer. You may want to check with your local cable or satellite service provider whether it plans to continue carrying the NASA Public Service "Free to Air" Channel. If your C-Band-sized satellite dish is capable of receiving digital television signals, you'll still need a Digital Video Broadcast (DVB)-compliant MPEG-2 Integrated Receiver Decoder, or IRD, to get the new Digital NASA's Public Service "Free to Air" Channel.

An IRD that receives "Free to Air" programming like the new Digital NASA Public Service Channel can be purchased from many sources, including "off-the-shelf" at your local electronics store.

The new Digital NASA TV will be on the same satellite (AMC 6) as current analog NASA TV, but on a different transponder (17). In Alaska and Hawaii, we'll be on AMC 7, Transponder 18.

Satellite Downlink for continental North America: Uplink provider = Americom Satellite = AMC 6 Transponder = 17C 72 Degrees West Downlink frequency: 4040 Mhz Polarity: Vertical FEC = 3/4 Data Rate r= 36.860 Mhz Symbol = 26.665 Ms Transmission = DVB

"Public" Programming: Program = 101, Video PID = 111, Audio PID = 114 "Education" Programming: Program = 102, Video PID = 121, Audio PID = 124 "Media" Programming = Program = 103, Video PID = 1031, Audio PID = 1034 "SOMD" Programming = Program = 104, Video PID = 1041, Audio PID = 1044

Home Page: http://www.nasa.gov/multimedia/nasatv/index.html Daily Programming: http://www.nasa.gov/multimedia/nasatv/MM_NTV_Breaking.html Videofile Programming: ftp://ftp.hq.nasa.gov/pub/pao/tv-advisory/nasa-tv.txt NTV on the Internet: http://www.nasa.gov/multimedia/nasatv/MM_NTV_Web.html

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NASA Public Affairs Contacts

Kennedy 321-867-2468 (voice) Space 321-867-2692 (fax) Center 321-867-2525 (code-a-phone)

Johnson 281-483-5811 (voice) Space 281-483-2000 (fax) Center 281-483-8600 (code-a-phone)

Marshall 256-544-0034 (voice) Space 256-544-5852 (fax) Flight 256-544-6397 (code-a-phone). Center

  

STS-134: Internet Pages of Interest

CBS Shuttle Statistics http://www.cbsnews.com/network/news/space/home/flightdata/statistics.html CBS Current Mission Page http://www.cbsnews.com/network/news/space/home/spacenews/ spacenews1.html CBS Challenger/Columbia Page http://www.cbsnews.com/network/news/space/home/memorial/intro.html CBS Space Links http://www.cbsnews.com/network/news/space/home/flightdata/spacelinks.html

NASA Shuttle Home Page http://www.nasa.gov/mission_pages/shuttle/main/index.html NASA Station Home Page http://www.nasa.gov/mission_pages/station/main/index.html

STS-134 Home Page http://www.nasa.gov/mission_pages/shuttle/shuttlemissions/sts133/index.html STS-134 NASA Press Kit http://www.nasa.gov/mission_pages/shuttle/news/index.html STS-134 Imagery (JSC) http://spaceflight.nasa.gov/gallery/images/shuttle/STS-134/ndxpage1.html STS-134 Imagery (KSC) http://mediaarchive.ksc.nasa.gov/search.cfm?cat=214

Spaceflight Meteorology Group http://www.srh.noaa.gov/smg/smgwx.htm Hurricane Center http://www.nhc.noaa.gov/index.shtml Melbourne, Fla., Weather http://www.srh.noaa.gov/mlb/

Entry Groundtracks http://www.nasa.gov/mission_pages/shuttle/news/index.html

KSC Video http://science.ksc.nasa.gov/shuttle/countdown/video/ ELV Video http://countdown.ksc.nasa.gov/elv/elv.html Comprehensive TV/Audio Links http://www.idb.com.au/dcottle/pages/nasatv.html

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CBS News: STS-134 Mission Preview

Shuttle Endeavour set for final flight to deliver supplies, spare parts and a $2 billion particle detector to the International Space Station

By WILLIAM HARWOOD CBS News Space Analyst

KENNEDY SPACE CENTER, FL--With just two flights remaining and thousands of layoffs looming, NASA is readying the shuttle Endeavour for launch Friday on its 25th and final mission, a four-spacewalk voyage to deliver supplies, spare parts and a $2 billion particle physics detector to the International Space Station.

Playing out against a backdrop of uncertainty about the future of American manned space flight, Endeavour's launch on NASA's next-to-last shuttle flight has generated intense public interest in the wake of a Jan. 8 assassination attempt that left Rep. Gabrielle Giffords, wife of shuttle commander Mark Kelly, gravely injured with a gunshot wound to the head.

The shuttle Endeavour atop pad 39A. (Credit: William Harwood/CBS News)

Recovering in Houston, Giffords faces a long, difficult rehabilitation and an uncertain prognosis. But Kelly says his wife is making steady progress and will attend the launching in Florida. When told her medical team had approved the trip, Kelly told the CBS Evening News, she pumped her fist and said "awesome."

Joining the national surge of interest in Giffords' story and Kelly's decision to remain in place as Endeavour's commander, President Barack Obama and his family also plan to attend the launching, making him only the third sitting president to witness a manned space launch.

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Giffords, her entourage and the First Family will watch from a secure location near the 3.4 miles from launch pad while several hundred thousand area residents and tourists jam nearby roads and beaches for a chance to see one of NASA's final two shuttle launchings as the 30-year-old program draws to a close.

"It's been an incredible success over a long period of time and it brings a capability that certainly we're not going to replace with the next vehicle," Kelly said. "So it's sad to see it go. (But) I think it's probably the right time to retire the shuttle and move on to something else so we can get out of low-Earth and start to explore the solar system again."

Using a repaired external tank that was damaged during Hurricane Katrina, Endeavour's launch on the 134th shuttle mission is targeted for 3:47:52 p.m. EDT on Friday, April 29, roughly the moment Earth's rotation carries pad 39A into the plane of the space station's orbit. To catch up with the lab complex, the shuttle must take off within five minutes of that "in-plane" moment.

Joining Kelly on Endeavour's upper flight deck will be pilot Gregory "Box" Johnson, European Space Agency flight engineer Roberto Vittori and Michael Fincke, a space station veteran who has logged nearly a full year in space during two earlier expeditions aboard the space station.

Strapped in on the shuttle's lower deck will be station veteran and Andrew Feustel, who helped repair the during a 2009 shuttle mission. All seven shuttle fliers are space veterans, but it's the first shuttle flight for Fincke, who rode Russian Soyuz spacecraft for his first two missions.

Lost in the glare of the Giffords story, Endeavour's mission is among the most ambitious of the final half-dozen or so flights to complete the assembly of the International Space Station. Carrying 15 tons of cargo, shuttle mission STS-134 will complete the U.S. segment of the lab complex after 12 years of construction. A final flight by the shuttle Atlantis in late June is devoted primarily to stocking the lab with supplies.

"It is an extremely complex mission," said shuttle Program Manager John Shannon. "It's a long period of time docked to the station, four EVAs, a tremendous amount of activity internal to the ISS, we're going to put a world- class experiment on the ISS and get it all hooked up.

"I think the missions we are executing now in complexity are the most difficult missions that not just NASA, but any nation has ever flown in space. And I would include Apollo in that discussion. I think the missions we do right now are more complicated than what we were doing even during the moon landings."

Assuming an on-time liftoff, Kelly plans to guide Endeavour to a docking at the space station's forward port around 1:25 p.m. on May 1. A pallet of spare components will be robotically bolted to left side of the station's power truss a few hours later. The next day, the 7.5-ton Alpha Magnetic Spectrometer will be attached to the right side of the power truss.

Using a massive magnet to bend the trajectories of high-energy cosmic rays -- charged particles from supernovas, neutron stars, black holes and other cosmic enigmas -- scientists will look for evidence of antimatter and as-yet- undetected dark matter, believed to make up a quarter of the mass of the .

AMS may even find evidence of strange particles made up of quarks in different arrangements than those found on Earth. Or something completely unexpected.

The AMS "really probes the foundations of modern physics," said Sam Ting, a Nobel Laureate who manages the multinational experiment. "But to my collaborators and I, the most exciting objective of AMS is to probe the unknown, to search for phenomena which exist in nature but yet we have not the tools or the imagination to find."

AMS will operate autonomously after it is connected to station power, beaming down a continuous stream of data for at least 10 years and possibly longer if the lab is funded past 2020.

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With AMS in place, Fincke, Feustel and Chamitoff, working in alternating two-man teams, plan to carry out four spacewalks May 3, 5, 7 and 9 to retrieve one materials science exposure experiment and to install another; to refill the ammonia coolant reservoir in the station's far left-side solar array; to re-lubricate a solar array rotary joint; to install a robot arm attachment fitting on the Russian module; and to perform needed maintenance.

The shuttle Endeavour's crew (left to right): pilot Gregory "Box" Johnson, Michael Fincke, Gregory Chamitoff, commander Mark Kelly, Andrew Feustel and European Space Agency Roberto Vittori. (Credit: NASA)

They also plan to test an innovative new technique for removing nitrogen from their bloodstreams prior to one spacewalk, a protocol to prevent the bends that is less time consuming and potentially disruptive than the established technique.

If all goes well, Endeavour will undock from the station around 6:18 p.m. on May 11. Then, testing new sensors and software under development for NASA's deep space exploration capsule, the shuttle crew will re- rendezvous with the station, pulling within about 1,000 feet before breaking off and departing the area.

Landing back at the Kennedy Space Center is targeted for 9:22 a.m. on Friday, May 13. But if Endeavour is in good shape after docking, NASA managers plan to extend the flight one or two days to give the crew more time to help their station colleagues with needed maintenance. If two days are added, the landing would be expected around 8:40 a.m. on May 15.

It is not yet known where President Obama, his family or Giffords will view the launching. NASA normally reserves the top floor of a office building near the huge Vehicle Assembly Building for guests of the agency administrator, providing an unobstructed view of the launch pad a few miles away.

President Bill Clinton and wife Hillary watched the launch of former Sen. John Glenn aboard the shuttle Discovery in 1998 from the roof of the nearby launch control center where the families of shuttle crews typically gather.

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In any case, NASA and Brevard County officials are bracing for large crowds as tourists and area residents turn out to witness the shuttle program's next-to-last launching. During Discovery's final launch in February, tourism officials estimated more than 300,000 shuttle watchers jammed area roads an beaches, generating major traffic jams across the county.

Even larger crowds are expected for Endeavour's launching. If bad weather or technical problems delay launch inside of four hours, NASA managers may be forced to order a 48-hour slip because of expected traffic snarls that would make it difficult for engineers to "safe" the shuttle, get home for needed rest and then get back to the space center in time for a 24-hour recycle.

Obama's presence for Endeavour's launching is fitting, not just to show support for Kelly and Giffords as she continues her difficult recovery, but also because of his administration's drive to reshape America's manned space program.

While expressing support for the Bush administration's post-shuttle moon program during the 2008 presidential campaign, Obama has since ordered NASA to scrap the and to focus instead on helping private industry develop commercial space taxis to ferry U.S. to and from low-Earth orbit after the shuttle fleet is retired.

At the same time, the administration gave into congressional demands for immediate work on a new-heavy lift to propel new crew capsules like Lockheed Martin's Orion spacecraft, originally designed for moon missions, on deep space voyages to nearby asteroids and, eventually, Mars.

But exploration is a long-term goal and the targets and mission architectures are not yet defined. In the near term, the focus is on operating the space station, retiring the shuttle and developing commercial manned spacecraft to take it's place.

It will take private industry at least three to four years to develop new orbital spacecraft and until then, NASA will be forced to rely on Russian Soyuz vehicles, at an average cost of about $55 million a seat, to get astronauts to and from the station.

While many NASA insiders agree with the need to replace the space shuttle with a less expensive more up-to-date spacecraft, virtually everyone laments the political decisions and compromises that resulted in a multi-year gap between the shuttle's retirement and the debut of whatever vehicle will replace it.

As it is, the shuttle's highly trained work force is being phased out as NASA winds down the program.

Through earlier layoffs and attrition, United Space Alliance, the shuttle prime contractor, has reduced its workforce in Florida, and Alabama from around 10,500 in October 2009 to a current level of around 5,600. In late July or early August, the company will implement another major reduction, eliminating between 2,600 and 2,800 jobs across the company. Of that total, 1,850 to 1,950 job losses are expected in Florida, 750 to 800 in Texas and 30 to 40 in Alabama.

"We have been stepping down our workforce over the last, really, three years," Shannon told reporters last month. "Back in late 2006, the shuttle program had 14,000 contractors. We're currently down to just over 6,000 contractors. We had 1,800 civil servants at that time, we're just over 1,000 at this time.

"So it's been this gradual phase down. We're at a point now where it's primarily operations and sustaining for the different elements that are left, and we require those out to the end of the program."

And the end is clearly at hand.

Only two more shuttle flights are on the books -- Endeavour's mission and a final flight by the shuttle Atlantis in late June. A small transition team, made up of only a few hundred managers and engineers, will be responsible for

4/26/11!! ! !!! CBS News CBS News Space Reporter's Handbook - Mission Supplement! Page 11 decommissioning the orbiters after their final flights, removing components that might be used in follow-on programs and preparing the ships for eventual museum duty.

Discovery will be sent to the Smithsonian Air and Space Museum's Steven F. Udvar-Hazy Center near Washington. Atlantis will remain at the Kennedy Space Center and Endeavour will be displayed at the Science Center in .

ENDEAVOUR'S FINAL FLIGHT -- A CONVOLUTED TRAIL

In January 2004, responding to a recommendation from the Columbia Accident Investigation Board, President Bush ordered NASA to complete the International Space Station and retire the shuttle fleet by the end of fiscal 2010. The president said the money saved would help finance development of new and spacecraft designed to carry astronauts back to the moon by around 2020. The goal was the establishment of Antarctica-style lunar bases.

NASA managers then prioritized the remaining shuttle payloads to ensure completion of the space station with a reduced number of flights. One payload -- the Alpha Magnetic Spectrometer -- was dropped from the manifest to make room for more critical space station components.

Ting and the project's supporters never gave up hope and even while developing plans for the possible use of an unmanned rocket, they continued lobbying for an additional shuttle flight to ferry the particle detector to the space station. Their arguments swayed several key lawmakers, including Sen. Bill Nelson, a Florida Democrat who flew aboard the shuttle in 1986.

During a swing through Florida in the midst of the 2008 presidential campaign, Obama said he would support an additional shuttle flight as well as the Constellation moon program NASA was developing to carry out the Bush administration's 2004 directives.

After the election, Obama came through on his promise to add an additional shuttle flight to ferry AMS into space. But the administration chartered a blue-ribbon panel in 2009 to re-assess NASA's manned space program in light of lower long-range budget projections.

When all was said and done, Obama ordered NASA to stop work on Constellation and to focus instead on development of private-sector rockets and a new heavy-lift system for deep space exploration. He also approved a five-year extension to keep the space station operational through 2020.

When AMS was designed, the instrument featured a powerful cryogenically cooled superconducting magnet. Designed to operate for three years, NASA originally planned to bring the detector back to Earth when it ran out of coolant, making space for a follow-on experiment.

When AMS was put back on the post-Columbia manifest, it was penciled in as the last mission. But planners revised the schedule to maximize space station resupply and AMS ended up scheduled for launch in July 2010. A final flight by the shuttle Discovery was planned for the following September.

In late 2009 and early 2010, when it was becoming clear the administration was going to support a five-year extension to the life of the space station, Ting began re-thinking the AMS mission. The cryogenically cooled

CBS News!!! 4/26/11 Page 12 ! CBS News Space Reporter's Handbook - Mission Supplement magnet, while more powerful than an uncooled magnet used during an AMS test flight, would run out of coolant in three years.

By switching back to the uncooled magnet and adding additional detectors and computer processors, the team could achieve the same resolution as the super-cooled magnet. And the uncooled magnet could operate through the life of the space station.

"We had built a superconducting magnet based on the assumption ... that we would be on space station for three years and space station would be deorbited in 2015," Ting said. "So we test the magnet. The magnet would last 28 plus or minus six months, close to three years. But now at the end of last year (2009) we learned space station would go to 2020 and maybe even go to 2028. So after three years, AMS would become a museum piece. And so we quickly decided to change to a permanent magnet."

External tank 122 arriving at the Kennedy Space Center. Light areas of foam indicate repairs due to damage suffered during Hurricane Katrina. (Credit: William Harwood, CBS News)

The permanent magnet, which flew a test mission aboard the shuttle in 1998, is five times less powerful than the superconducting magnet originally envisioned. But it requires no maintenance and testing shows its magnetic field has not changed in 12 years.

Because of the weaker field, "we put in more detectors ... to increase the measurement accuracy," Ting said. "And so the detector resolution with the permanent magnet is not compromised."

Replacing the magnet and adding the additional detectors forced NASA to delay Endeavour's launch until after Discovery's flight, first to November, then December and eventually February. Then, problems with suspect ribs, or stringers, in Discovery's external tank ultimately delayed that flight to February 2011 and Endeavour's launch to mid April.

While all of that was going on, NASA managers were lobbying for permission to convert a stand-by launch-on- need rescue flight for Endeavour's crew into a full-blown space station mission to deliver a final load of supplies.

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That flight, by the shuttle Atlantis, is scheduled for launch June 28. While a dedicated rescue flight will not be available for Atlantis' crew, NASA developed plans for the three-man one-woman crew to fly back aboard Russian Soyuz spacecraft if anything goes wrong with Atlantis.

Funding for the Atlantis mission was included in the compromise continuing resolution that is keeping the government in operation through the end of fiscal 2011.

Atlantis will use an external tank that is similar in design and history to the one used by Discovery. The aluminum alloy used in that tank's stringers was from a batch that did not meet strength requirements. Built-in stress, coupled with exposure to cryogenic during fueling, caused cracks to develop, requiring extensive repairs.

Similar repairs have been carried out on the tanks used by Endeavour and Atlantis. But Endeavour's tank is of a different vintage.

"ET-122 was in one of our production cells down at Michoud (Louisiana) when Hurricane Katrina hit and several small chunks of concrete were dislodged from the room and fell on the tank, damaging the foam," Shannon said. "We kind of put that tank to the side while we were doing normal processing.

"I asked the team several years ago to go back and look at ET-122 and see if it was a viable flight tank. All the foam in that area was dissected. The LOX tank, they did eddy current (testing), they did all kinds of non-destructive analysis on it. It was a very good tank, so they replaced that foam, they went to the intertank area, there was one stringer that had been nicked, they took that stringer off, put a new one on, re-foamed that area."

The foam insulation on the tank is nearly 10 years old. To make sure it was still up to the rigors of launch, "they did pull tests all over the tank, they did assessments to make sure it's a good tank and safe to fly," Shannon said. "Then they did all of the return-to-flight modifications that we had done on tanks after Columbia."

"We have a lot of confidence in ET-122," he said. "It doesn't look real pretty because we did some foam patches, it looks a little more like the hail-damaged tank that we flew, which I think was ET-120. But from all out testing and experience, we have high confidence in that tank."

TRAGEDY IN TUCSON

At the start of 2011, as NASA was closing in on the root cause of the cracks in Discovery's tank, the agency was rocked by news that Giffords, a Democrat representing Arizona's 8th Congressional District, had been shot in the head Jan. 8 at point blank range during a public meeting in front of a Tucson supermarket.

Giffords was one of 20 people hit when Jared Loughner, a 22-year-old college dropout, allegedly opened fire with a semi-automatic pistol. Six were killed, including a federal judge and a 9-year-old girl.

"It was extremely terrible," said Johnson, Endeavour's pilot. "The news reports, for a period of time believed that (Giffords) had been killed. We had socialized as a crew just a few short weeks prior, and my daughter had spent some time with Gabby on a one-on-one level. She was devastated."

President Obama flew to Arizona for a memorial service, telling friends and family members "there is nothing I can say that will fill the sudden hole torn in your hearts."

"But know this: The hopes of a nation are here tonight. We mourn with you for the fallen. We join you in your grief. And we add our faith to yours that Representative Gabrielle Giffords and the other living victims of this tragedy will pull through."

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One week after the assassination attempt, NASA announced that Kelly, who had flown to Tucson the day of the shooting, would be taking a leave of absence. Rick Sturckow, a veteran shuttle commander, took his place in crew training exercises and simulations.

But one month later, Kelly announced he would resume training to command Endeavour, saying his wife "would be very comfortable with the decision I made."

Arizona Rep. Gabrielle Giffords and her husband, Endeavour commander Mark Kelly. (File photo)

"Her days are filled, from the time she gets up at eight o'clock until after 6 p.m., with six hours of speech, occupational and physical therapy," Kelly told reporters in March. "So she's got very busy days, and meals in between.

"And I started to think about STS-134, about the mission, my crew, the fact that I've been training for it for nearly a year and a half. And considering a bunch of other factors, including what Gabrielle would want me to do and what her parents and her family and my family would like, I ultimately made the decision that I would like to return and command STS-134."

Chief astronaut supported Kelly's decision.

"Mark had to make the first part of this decision," she said. "We weren't going to ask him to command 134 unless he felt comfortable and ready to do that. In addition to feeling comfortable, he has an incredible support group, which made us more comfortable with the fact that he had folks to help him through this process and that it would make it a doable thing for him to perform the mission."

Asked about critics who might question his decision to spend time away from his wife at a critical point in her recovery, Kelly said "they don't understand a few things."

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"They don't know her very well, so they don't know what she would want," he said. "She is a big supporter of my career, a big supporter of NASA. She really values the mission of NASA. What we do and what the nation gets from that are very high on her list of things she really treasures about this country. So I think they don't understand that, and they also don't understand her condition or the support system that I have in place.

"I think if they had more details about those things, you'd probably have less people being critical. But I think in any decision there's a lot of interest in, you're going to have people on both sides."

Kelly told the CBS Evening News the week before launch that Giffords was "very excited" about the pending trip to Florida.

"It's going to be a little bit more complicated than your average person," he said. "But I've got folks in my office that have been focused on that. And, you know, she has some security and certainly there are some medical needs that need to be met, but we've been planning it for a couple weeks now. It's not anything too significant."

Kelly said earlier he still feels angry from time to time about what happened to his wife and the other victims of the Tucson shootings.

"When a traumatic event happens, there are those different steps that you go through," he said. "I think I very quickly got to 'angry' on the first day this happened. I can't remember what step two was, but I think I skipped right over that one. At times, I'm angry about what happened to her. ... It's really an unfortunate, tragic situation."

But he said that anger played no role in his decision to resume training.

"Absolutely not," he said. "What I use to evaluate whether I want to come back to be commander of this mission has nothing to do with being angry and everything to do with what is right for NASA first, and then for me and my family."

WORLD-CLASS SCIENCE, COMPLEX FLIGHT PLAN FOR ENDEAVOUR'S FINAL FLIGHT

Endeavour's initial launch window opens April 29 and extends through May 4. If the shuttle is not off the ground by then, the team will stand down for three days to reload and hydrogen reactants and to give the Air Force time to launch an Atlas 5 rocket carrying a missile early warning satellite. The shuttle launch window would re-open around May 8, assuming the Atlas got off on time, and extend through May 29.

NASA had planned to launch Endeavour on April 19, but earlier this month the fight was delayed 10 days because of a conflict with the launch and docking of a Russian Progress supply ship. The delay put the shuttle launch on the same day as the British royal wedding of Prince William and Kate Middleton.

Asked if NASA considered an additional delay to avoid a conflict with the royal wedding, Bill Gerstenmaier, chief of space operations for NASA, said "we work beta (angle) constraints and we work launch range constraints. I haven't yet put on our manifest charts 'wedding constraints.' So we didn't factor that into our thinking."

As with all post-Columbia flights, Endeavour's ascent will be monitored by batteries of launch pad cameras, radar and long-range trackers, on the lookout for any signs of foam insulation falling from the external tank that could damage the shuttle's fragile heat shield.

Debris poses the biggest threat during the first two minutes and 15 seconds of flight when the dense lower atmosphere can cause lightweight insulation to come to a near standstill in a fraction of a second. The accelerating space shuttle can then slam into it at a high relative velocity.

A phenomenon known as "cryo pumping" can cause foam to pop off later in ascent when liquefied air trapped under the foam near the top of the tank warms and expands as the fuel level drops during the

CBS News!!! 4/26/11 Page 16 ! CBS News Space Reporter's Handbook - Mission Supplement climb to space. But testing and flight experience show cryopumping typically happens well after the aerodynamically sensitive period.

Given the history of Endeavour's "hurricane tank," mission managers expect to see more foam insulation falling away during the climb to space than usual because not all of the post-Columbia tank improvements were carried out for the repaired tank.

"This tank doesn't have some of the modifications to it that other tanks have had, so we expect to see some foam loss," Gerstenmaier said. "If you remember, we used to lose foam around the LH2 ice frost ramps on the hydrogen tank because there was a little alignment pin that would allow some cryo pumping and ingestion around the ice frost ramps which could cause some foam to come off in those areas.

"We fully expect this to occur on this tank," he said. "It'll again be late losses of foam, but we expect to see some foam losses in that area."

Kelly and company plan to close out their first day in space setting up a computer network, downlinking photos of the external tank, breaking out equipment and testing the ship's robot arm.

The next day, Johnson, Fincke and Vittori will use the robot arm and an instrumented extension boom to carry out a detailed inspection of Endeavour's reinforced carbon carbon nose cap and wing panels to make sure the most critical elements of the shuttle's heat shield came through the climb to space in good shape. Laser scans and high-resolution photographs will be beamed down to NASA's Damage Assessment Team for detailed analysis.

While the heat shield inspection is underway, Fincke, Feustel and Chamitoff will check out their spacesuits and the tools they'll use during the mission's four spacewalks. The crew also will break out and test the rendezvous tools they will use during final approach to the space station.

The terminal phase of the rendezvous will begin about three hours before docking on fight day three when Kelly and Johnson will fire the ship's maneuvering jets to begin closing the final nine miles between the two spacecraft. Approaching from behind, Kelly will pause at a point 600 feet directly below the space station. He then will oversee a slow computer-assisted back flip maneuver that will expose the orbiter's belly to the station.

As black heat shield tiles on the shuttle's underside come into view, station flight engineer and Catherine "Cady" Coleman, working in the Russian Zvezda command module, will snap hundreds of photographs using cameras equipped with 400-mm and 800-mm telephoto lenses capable of spotting even minor damage and defects.

With the rendezvous pitch maneuver complete, Kelly will manually guide Endeavour up to a point about 400 feet directly in front of the station with the shuttle's nose pointed toward deep space and it's open payload bay facing the lab's forward port. With the two spacecraft flying in formation at more than 5 miles per second, Kelly will carefully move in for a docking.

Joining Nespoli and Coleman to welcome the shuttle crew aboard will be commander Dmitri Kondratyev, Ronald Garan and Russian cosmonauts and Alexander Samokutyaev.

After a brief "meet and greet" in the forward Harmony module, the shuttle crew will get a routine safety briefing before splitting up and getting to work.

The major item on the post-docking agenda is installation of External Logistics Carrier No. 3 on the upper left side of the station's power truss.

Mounted in Endeavour's cargo bay just in front of the Alpha Magnetic Spectrometer, ELC-3 tips the scales at just over 14,000 pounds, loaded with large components that will become part of the station's extensive spare parts

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inventory for use down the road, after the shuttle fleet is retired. Three other ELCs were attached to the station during two earlier shuttle missions, two on the right side of the power truss and one on the lower left.

ELC-3 is carrying 10 spare remote power control module circuit breakers, two spare S-band antenna assemblies, an ammonia tank loaded with 600 pounds of coolant, a high- oxygen tank for the station's and a spare arm for a Canadian cargo manipulator that can be attached to the station's main robot arm. It is also carrying a suite of small military experiments.

The Alpha Magnetic Spectrometer (circled in red) shown attached to the International Space Station's starboard power truss. (Credit: NASA)

Fincke and Vittori, operating the shuttle's robot arm, will pull ELC-3 from Endeavour's cargo bay three hours after docking and hand it off to Johnson and Chamitoff, operating the space station's robot arm. From there, the station arm will move ELC-3 to the upper attachment point on the port side of the power truss.

Once in position, a motorized clamp will lock ELC-3 in place and an umbilical will deliver power to component heaters and electronics.

Getting ELC-3 attached is "absolutely critical because there's no other way to get the big spares on board without the orbiter," said space station Flight Director Derek Hassmann. "It's amazing the amount of inventory we have on orbit in terms of critical pump modules, in terms of communications equipment, in terms of high pressure gas tanks for the airlock. I would say we're in an excellent position for shutle retirement. We've made tremendous progress over the past five or six years, first in identifying the plan and getting all the tons of hardware on orbit."

ELC-3 must be unloaded from the shuttle first because of center-of-gravity re-entry and landing constraints. If ELC-3 cannot be unberthed for some reason, the spare parts pallet and the AMS will be returned to Earth.

But no such problems are expected and if all goes well, the astronauts will turn to their primary payload on flight day four.

Feustel and Vittori will pull the Alpha Magnetic Spectrometer out of the shuttle's cargo bay using Endeavour's robot arm. As with ELC-3, the AMS will be handed off to the station arm, operated by Johnson and Chamitoff. They will move the particle detector to the upper right side of the power truss and robotically lock it in place.

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Power and data cables will be remotely connected. No other crew interaction is required and data collection will begin almost immediately.

"Not too long ago, Steve Hawking, a very well known physicist, came to spend an afternoon with me at Geneva (where we were) assembling the detector," Ting said. "He asked me a question. He said, why do you do AMS on the station, not with a satellite? I told him it's really not possible to do a very, very precise, very sophisticated state- of-the-art detector to study the origin of the cosmos without the space station. Because space station can provide support of large and enormous amount of power. So without a space station, AMS would not have been possible."

Nobel Laureate Sam Ting discusses the Alpha Magnetic Spectrometer with reporters in the Space Station Processing Facility. (Credit: William Harwood, CBS News)

Using the same magnet that flew on a shuttle test mission in 1998, the AMS will record subtle shifts in the trajectories of incoming charged particles to look for evidence of antimatter left over from the big bang birth of the cosmos and to search for clues about the nature of mysterious dark matter and evidence for new forms of matter that have been predicted but never seen.

Built at CERN, the European Organization for Nuclear Research, and managed by the U.S. Department of Energy, the $2 billion AMS is an international collaboration between 16 nations, 60 institutes and some 600 physicists. Ting, a soft-spoken Chinese-American physicist who shared the 1976 Nobel Prize in physics, is a tireless advocate.

"The largest accelerator on Earth is 16 miles in circumference, the large Hadron Collider, LHC," he said. "In LHC there are four big experiments. Thousands and thousands of physicists work there trying to understand the beginning of the universe, what is the origin of mass, why different particles have different masses.

"The cost of ISS is about 10 times more than the LHC. The LHC has four experiments. On the space station, to study particle physics, the origin of the universe, (we only have) AMS. And that's why we're very grateful to the House of Representatives and the Senate, which passed the resolution to support NASA to have an additional flight to put us in space."

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The Large Hadron Collider is capable of generating energies as high as 7 trillion electron volts. To put that in perspective, 1 trillion electron volts is roughly equivalent to the energy of a single flying mosquito. But in particle physics, that energy is concentrated in a single sub-atomic particle and particles from deep space can have energies as high as 100 million trillion electron volts.

Physicist Sam Ting explains the objectives of a cosmic ray detector in space. (Credit: William Harwood/CBS News)

"This means that no matter how accelerators are here on Earth, you cannot compete with the cosmos," Ting said.

One of the many mysteries AMS was designed to explore is what happened to the anti-matter that must have been created in the big bang. Scientists believe equal amounts of matter and anti-matter were produced, but a slight imbalance -- or some other factor -- resulted in a universe dominated by normal matter. Or at least a nearby universe made up of normal matter.

"If the universe comes from a big bang, before the big bang it is vacuum," Ting told reporters recently. "Nothing exists in vacuum. So in the beginning, you have (negatively charged) electron, you must have a (positively charged) positron so the charge is balanced. So you have matter, you must have antimatter, otherwise we would not have come from the vacuum.

"So now the universe is 14 billion years old, you have all of us, made out of matter. The question is, where is the universe made out of antimatter? With this experiment, the reason we designed it to such a large size with so many layers of repetitive position detectors is to search for the existence of antimatter to the age of the observable universe, anti-helium, anti-carbon.

"We can distinguish this particle from billions of ordinary particles," he said. "If you think about it, this is not a trivial job. In the city of Houston during the rainy season, you have about 10 billion raindrops per second. If you want to find one that's a different color, it's somewhat difficult. This illustrates the precision this detector is going to achieve."

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Dark matter, the mysterious, as-yet-undetected material believed to provide the glue -- gravity -- needed to hold galaxies and clusters of galaxies together, is believed to make up a quarter of the universe compared to the 4 percent made up of the normal matter familiar to human senses. The rest is believed to be in the form of dark energy, a repulsive force that appears to be speeding up the expansion of the universe.

While AMS cannot directly detect dark matter, it can detect the particles that would be produced in dark matter collisions.

AMS also will be on the lookout for so-called "strangelets," sub-atomic particles made up of quarks in different combinations than particles found on Earth. There are six types of quarks -- known as up, down, top, bottom, charm and strange -- but protons and neutrons making up normal matter seen on Earth are made up of just two -- different combinations of up quarks and down quarks.

"The smallest particle are called quarks," Ting said. "We know six quarks exist. But it's very, very strange. All the material on Earth is made up of just two, up and down. We know in the accelerator, six types exist, but on Earth you only see the first two. So the simple question you want to ask is, where's the material made out of three types of quarks? Up, down and strange? It's a very simple question, but a very, very important question."

Whatever AMS discovers, scientists will have plenty of data to work with. Some 25,000 particle detections per second are expected when the instrument is up and running.

"We're gathering data at seven gigabits per second," said Trent Martin, the AMS project manager at the Johnson Space Center in Houston. "We can't send that huge amount of data down through the space station data system, it's just too much.

"So the onboard computers actually go through a process of condensing that data down to just the data that we're truly interested in, compressing it as much as possible. We send down data on average at about six megabits per second, constantly for the entire time that AMS is on. The computers can store up data and we can burst it down at a much higher rate."

Asked to speculate on what AMS might discovery, Ting declined, saying "Most physicists who predict the future normally end up regretting it."

"My responsibility and the responsibility of my senior collaborators is to make sure the instrument is correct," he said. "Because the detector is so sensitive, everything we measure is something new. We want to make sure it's done correctly."

FOUR COMPLEX SPACEWALKS ON TAP

A few hours after the AMS installation, Feustel and Chamitoff will seal themselves in the space station's Quest airlock and spend the night at a reduced pressure of 10.2 pounds per square inch. The "camp out" procedure is a standard protocol to help remove nitrogen from the spacewalkers' bloodstreams and prevent the bends when working in NASA's low-pressure spacesuits.

The primary goals of the first spacewalk are to retrieve a materials science space exposure experiment mounted on ELC-2; to install a replacement; and to hook up ammonia line jumpers to set up a pipeline from an ammonia coolant tank near the center of the power truss to the outboard left-side solar array.

The Materials International Space Station Experiments -- MISSE -- are the size of suitcases.

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"It's a space exposure experiment," Chamitoff said in a NASA interview. "Basically they're like large suitcases with lots of samples inside, and those samples can be everything from materials to paints to coatings to electronic equipment to biological samples, and they can come from different organizations.

Astronauts Andrew Feustel and Gregory Chamitoff replace space exposure experiment packages during the mission's first spacewalk. (Credit: NASA animation)

"The idea is to expose these things to the harsh environment of space for a long period and see what happens -- if the seeds will still germinate, if a paint material will protect what's below it, see if a circuit can still work and to help us design better systems for the future.

"There are two experiments out there that are a part of MISSE 7," Chamitoff said. "We're going to retrieve those, close (them) up, take them back, put them in the shuttle cargo bay, and then we take new ones out of the cargo bay, MISSE 8, and we install them up on the truss. They'll be out there for six months to a year before they come in."

The spacewalkers then will turn their attention to preparations for topping off the ammonia coolant supply in the port six, or P6, solar array segment.

Each of the station's four sets of solar arrays are equipped with radiators that use circulating ammonia to carry away heat generated by batteries and electronics subsystems. Engineers have been monitoring a small leak in the P6 coolant system and during the crew's second spacewalk, the astronauts will top off the coolant in the P6 radiator panels. But first, Feustel and Chamitoff must hook up the jumpers to complete what amounts to a long hose running from an ammonia storage tank on the P1 truss segment all the way out to P6.

"We have to sort of connect a lot of ammonia hoses between a lot of segments including one that jumps across the rotating solar alpha rotary joint, which normally can't have a hose running across (it). It has to spin freely. "We're going to go out and we're going to connect all these hoses and then vent them basically so that they're filled with N2, the nitrogen. We're going to vent them so that they're ready to be used for the ammonia fill on the next EVA."

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After the line is vented, the segment crossing the solar alpha rotary joint -- the P3/P4 jumper -- will be disconnected so the outboard arrays can rotate as required to track the sun. Those jumpers will be reconnected during the second spacewalk when the ammonia fill will take place.

A computer animation showing Mike Fincke working with the space station's port-side solar alpha rotary joint. (Credit: NASA)

After the jumper work, Chamitoff and Feustel will install a new wireless antenna that can be used by external experiments and other payloads.

"There are experiments and payloads outside the space station (that) need to communicate to the data system and they're installing a couple of antennas and all the wiring for that to enable those pieces of equipment or experiments to communicate to internal systems," Chamitoff said.

"It's a lot of wiring. It's a little messy with long wires and it takes a while but that's going to be in the front of the space station near the shuttle. The thing that's maybe a little interesting about that is just that in order for us to do that, they have to disable some things internally. We may lose communication. We may have to wave through the window and say everything's OK, and then go down and finish the work and come back and say everything's OK. We'll see how that goes but it should be interesting."

The next day -- flight day six -- Johnson and Coleman, operating the space station's robot arm, will pull the shuttle heat shield inspection boom out of Endeavour's cargo bay and hand it off to the shuttle's arm, operated by Feustel and Vittori. The boom will be used later in the misson to inspect the shuttle's heat shield again. After the handoff, the astronauts will take a half day off to relax and catch their collective breath.

Fincke will join Feustel for the second spacewalk on flight day seven. There are two primary objectives: to fill the P6 ammonia radiator with coolant and to lubricate the port solar alpha rotary joint drive gear and bearing race.

"Building on the success of EVA 1, we hope, we're going to go out, and we have two main jobs for EVA No. 2. Both of them are for the long-duration maintenance of the International Space Station," Fincke said in a NASA interview. "Since we're the last shuttle-based EVA, we're doing things in advance for routine preventative maintenance just like with our automobiles."

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Feustel will focus on making the final connections to permit six to eight pounds of ammonia to flow outboard from the P1 ammonia tank assembly to the P6 radiator, including reconnecting the P3/P4 jumper across the solar alpha rotary joint, or SARJ. It will take about 10 minutes to top off the radiator. After that, Fuestel will vent the line with nitrogen to remove any residual ammonia. Two ventings are required, one lasting 17 minutes and one about four minutes.

NASA has a history of problems with ammonia quick-disconnect fittings, and there are more than a half-dozen connections required for the P6 radiator fill. If either spacewalker gets ammonia on his suit, NASA will implement a "bake out" protocol to make sure any ammonia ice crystals sublimate away in direct sunlight, before the astronauts re-enter the space station.

"This isn't your household cleaner ammonia," Fincke said, "this is high-grade industrial ammonia so we have to be super careful not to get it on us or to spill it because it's quite dangerous if we brought it back inside. But we're going to recharge the ammonia lines. ... There's a series of jumpers that we have to go across, including the rotating solar alpha rotary joint, so we have some jumpers, a series of hoses that will fully charge our ammonia system.

Andrew Feustel and Mike Fincke work to install a robot arm attachment fitting on the Russian Zarya module in this computer animation (Credit: NASA animation)

"While Drew's doing that, I get to do a lubrication job, add some grease, some Braycote, to our solar alpha rotary joint," Fincke said. "We found the original design had some extra friction that we weren't expecting and it started to grind our joint. So since then, every couple years, (we've) started to add some grease on it and it rotates great. However, we won't have that ability so much in the future, so while Drew's working with the ammonia system I'll be lubricating the outside of the solar alpha rotary joint so it can last another five to ten years, no problem."

When the SARJ work is complete and the astronauts have verified that all tools, tethers and jumpers are inboard of the port SARJ, commands will be sent to rotate the solar arrays through 200 degrees. The 45-minute procedure will spread the grease already applied and bring the other side of the gear and race into position for lubrication.

While the array is slowly rotating, Feustel will install a lens cover on a camera used by the Canadian Special Purpose Dexterous Manipulator, or , a robot arm attachment fitting that in some cases can take the place of

CBS News!!! 4/26/11 Page 24 ! CBS News Space Reporter's Handbook - Mission Supplement a spacewalking astronaut. With the lens cover in place, Feustel plans to lubricate the snares used by Dextre to hold components in place.

While Feustel is working with Dextre, Fincke will install two grapple bar stowage beams that will provide a temporary mounting point for radiator panels if replacement operations are ever required.

Finally, Fincke and Feustel will apply a final bead of grease to the SARJ race ring before re-installing six covers and heading back to the airlock.

The day after the second spacewalk, the astronauts will take another half-day off before Fincke and Feustel prepare for the mission's third spacewalk.

But this time around, the astronauts will not camp out in the Quest airlock to help remove nitrogen from their bloodstreams. Instead, they will test a new protocol known as the "in-suite light exercise" pre-breathe protocol, or ISLE for short.

Extensive testing on the ground indicates spacewalkers can remove nitrogen by simply performing light exercise the morning of the excursion while pure oxygen. By avoiding the overnight campout, astronauts will not be isolated before a spacewalk and a fire alarm or other problem will not force them to open the airlock and delay a long-planned spacewalk.

"It doesn't require the overnight campout that was used for most of the previous EVAs on the last several flights," said Hassmann. "In terms of complexity, in terms of the quality of life for the crew, this ISLE protocol is a pretty significant upgrade because we don't have that point the night before where the two EVA crew has to go in the airlock, and we shut the hatch, and they're forced to spend the night in the airlock. "With this in-suit light exercise, or ISLE, protocol, the night before an EVA looks exactly like any other night during the mission. They wake up, they don't have to stay on the portable breathing apparatus, they don't have to stay on the oxygen masks. So up until the point where they actually begin the EVA prep the morning of, it looks just like any other day.

"We think this is an improvement over the campout protocol," he said. "And of course, the main thing we're after here is crew safety. All of these crew protocols are designed to prevent the bends. Leading up to this, we put the ISLE protocol through all the standard medical reviews and tests that both the campout and exercise pre-breathe protocols have been subjected to, and everybody's comfortable it's completely safe. We think it offers some significant advantages."

The third spacewalk, on flight day nine, is devoted primarily to attaching a power and data grapple fixture -- a robot arm anchor fitting -- to the side of the Russian Zarya module, along with a video signal conditioner and associated cabling. The equipment will allow the station's robot arm to base itself on the Russian segment of the space station for maintenance work down the road.

"We've just added this EVA, and this involves installing a power and data grapple fixture, or a base, for 2," Feustel said. "So the Canadarm space station arm has a capability of walking around the space station from end to end to do different tasks. The Russian segment doesn't really have any of those bases for the arm to walk on to.

"This is an for us to actually attach one of these base station mechanisms onto what we call the FGB or Functional Cargo Block portion of the space station to allow the arm to walk onto that position and do some tasks in areas that it wouldn't have been able to reach previous to this."

In addition to mounting the PDGF and the video signal conditioner, Fincke and Feustel also will route power and data cables from the U.S. segment of the station to the new equipment.

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The day after the third spacewalk -- flight day 10 -- the astronauts will carry out an inspection of the shuttle's nose cap and wing leading edge panels to look for any signs of damage that might have occurred since launch due to impacts with space debris or micrometeoroids.

This so-called late inspection, using the shuttle's robot arm and heat shield inspection boom, normally is carried out after the shuttle undocks from the station. But Endeavour's orbiter boom sensor system, or OBSS, will be left behind aboard the station to give the lab's robot arm an extension, providing the capability to reach areas that would otherwise be inaccessible.

Astronauts Mike Fincke and Gregory Chamitoff attach the shuttle Endeavour's heat-shield inspection boom to the space station's power truss. (Credit: NASA animation)

After the late inspection, the crew will review procedures for a fourth and final spacewalk by Fincke and Chamitoff the next day to mount the OBSS on the station's power truss. If the ISLE protocol works and no problems develop, Fincke and Chamitoff may use it again for EVA No. 4. Otherwise, they will use the normal camp out procedure.

After exiting the Quest airlock, the astronauts will set up foot restraints on the power truss and take the OBSS boom from the shuttle's robot arm, operated by Johnson, known by his nickname Box. After mounting the boom on attachment fixtures, Fincke will demate electrical connectors leading to a no-longer-needed laser scanner and heat shield inspection camera.

Then they will remove the grapple fixture on the other end of the boom that was used by the shuttle's robot arm and replace it with a fixture designed for the station arm.

"That boom will be left behind on the space station with the idea that at some point if the space station has to do some work, it would give the robotic arm more reach if it could use this boom as well," Chamitoff said. "We have left it up there before, we have the mechanisms in place to leave it up there.

"We'll be attaching that boom to the truss, locking it in place. Normally the shuttle arm grabs that boom at the end, and the station arm has a grapple fixture in the middle, but if we're going to use it on the station at some future point, you want to be able to grab it from the end. The grapple fixture at the end is not the right kind and we have to change it so it'll be kind of fun for Mike.

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"Because we're kind of tearing this thing apart in a way, we're taking off that end, replacing it with a station grapple fixture, and we have to cut some wires and pull this thing off completely and while we're doing that I'll be on the station robotic arm and Box will be flying me around. That'll be an exciting task to do."

After wrapping up work to stow the OBSS, the astronauts will perform minor maintenance on the Dextre manipulator, unlatch a spare arm mounted on ELC-3 and install a protective handling fixture to the spare high- pressure oxygen tank.

The day after the final spacewalk -- flight day 12 -- the combined crews will wrap up equipment transfers, finish moving science samples from the station to the shuttle and hold a joint crew news conference. Then the two crews will bid each other farewell and close the hatches between Endeavour and the space station.

The next morning, Endeavour will undock to wrap up its final station visit.

A FINAL TEST BEFORE RE-ENTRY TO CLOSE OUT A 25-FLIGHT CAREER

With Johnson at the controls, the shuttle is scheduled to undock four hours after crew wakeup on flight day 13. After pulling straight away in front of the station, Johnson will kick off a one-lap fly-around, loop up over, behind, below and back in front of the lab complex.

At that point, the shuttle normally departs the area for good. But Endeavour's crew plans to test software and new sensors designed for use on the Orion capsule Lockheed Martin is designing for possible deep space exploration.

The Sensor Test for Orion Relative Navigation Risk Mitigation experiment -- STORRM -- will operate in the background during Endeavour's approach to the station on flight day three, collecting data that will allow engineers to calibrate the system.

After Endeavour's one-lap fly around after undocking, Johnson and Kelly will guide the shuttle through another looping rendezvous sequence to put the new equipment to the test.

"The orbiter will undock and back away and do a full one lap fly-around like we normally do," said shuttle flight director Gary Horlacher. "We'll do the nominal sep 1 burn and the sep 2 burn will put us on the STORRM re- rendezvous trajectory. So we're going to phase out above station and behind it and STORRM will be taking data all the way out until the sensors drop lock outside 20,000 feet."

"Then we'll go ahead and do an orbit lowering burn, which is going to bring us down below the space station and get us set up for the trajectory to mimic the Orion approach to the space station. This approach is called a co- elliptic approach, so this burn down here is going to put us in a co-elliptic trajectory under the space station and then we'll be catching back up to it and do the terminal phase initiation burn, which will bring us back up towards station.

"It's designed to have us stall out about 1,000 feet below and 300 feet behind the space station," he said. "And then orbital mechanics will pull us down and away. STORRM sensors will continue to take data until the sensors drop lock. And when we get outside that range, we'll go ahead and call the docked mission complete and then we'll get our nominal water dumps accomplished and get the ship prepared to come back home."

The astronauts will pack up and test the shuttle's re-entry systems the next day, stowing gear and breaking down their computer network. Kelly and Johnson will take turns flying a shuttle flight simulator to practice landing procedures, and the crew will handle a final round of media interviews.

Landing currently is planned for flight day 15 -- Friday, May 13, assuming an April 29 liftoff. But NASA managers likely will extend the flight at least one and possibly two days to give the shuttle crew more time to help their station colleagues carry out maintenance on the station's life support system.

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"We're going to lift off with a 14-day planned mission," said Mike Moses, the shuttle integration manager at the Kennedy Space Center. "We have two extension days in addition to the two weather and systems wave-off days that we keep for deorbit and landing contingencies. So we have two mission extension days this time.

"After we get docked to station, probably around flight day five or so, the mission management team ... will take a look at where we're at. The mission ops team has a really good plan where those two extra days will go in. We'll probably add those two days, taking it to a 16-day mission. But we won't do that until we get in orbit and see what we've got.

If two extension days are added, landing would slip to flight day 17, or May 15 for an April 29 launch.

And that will be the end of the line for Endeavour.

The shuttle Endeavour, landing at the Kennedy Space Center in 2009. (Credit: NASA)

"Three out of six of us have flown on Endeavour," Kelly told reporters. "It's pretty close to my heart because it's the first space shuttle I flew on in 2001. I'm glad it's the one I'm going to fly on last, it's the baby of the fleet, it's coming up on 19 years in service, the 25th flight. Twenty five's a good round number to end on."

On April 12 -- the 30th anniversary of the first shuttle flight -- NASA Administrator ended months of speculation by announcing the museums that had been chosen to display the shuttles after the final mission.

"We want to display the vehicles as realistically as possible, but the thought that it's going to be a flyable orbiter is just not true," Shannon said. "There's a lot of safety issues where you have toxic chemicals and things, and we've got to take that plumbing off and we're not going to replace it. We'll either safe it in place, if we can't safe it in place, you just remove it.

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"The main engines are an extremely valuable asset, and I want to save all of our block 2 SSMEs. We have a plan to store them in a purged, safe environment along with all of the ground systems required to maintain them until we decide what to do with the next program. So what we did is, we went and really searched the facilities for excess hardware that we could build up into some main engines. So we'll have nine engines we'll put into each of the vehicles that are older technology engines, but they're real nozzles that flew, they're real combustion chambers, real pumps. And so we'll take out the really good engines we'd like to save for the next program, we'll put in rebuilt engines that we kind of scrapped together, and that is what will be displayed."

Shannon said NASA also hopes to cobble together enough spare parts to build a few stand-alone engines that can be put on display by the orbiters "so people can see how big and how complex they really are. I'm also trying to save the OMS engines, the smaller orbital maneuvering system engines on the back. Same reason, if we can use them in a future program, I think they are very valuable assets. We don't have a lot of spares on those, so those are probably going to be mocked up."

During the decommissioning phase, engineers are going to take the opportunity to inspect or remove components that are buried in the shuttle and have not been inspected since construction began decades ago. The hydraulic actuators that move the shuttle's , for example, are prime candidates for removal.

"I had some pretty good debates with the ground operations team about the difficulty in going to get some of these things," Shannon said. "But from an engineering standpoint, this is a once-in-a-lifetime opportunity to go see how a reusable vehicle actually weathered this many cycles, this many times on orbit, this much time in ground processing. So we'll go get representative actuators, we're going to get main engine flow liners, things that basically you started with it, then you built the orbiter around it.

"It's very invasive to go in and get them, but I've asked the team to go in there and do that. We'll send those out to our labs. That's kind of the next legacy of the shuttle program is to give you a lot of material knowledge, a lot of design knowledge in how things work over a long period of time."

The shuttle will look the same to the public, but "we're going to put on some hardware so we can save some of the higher value hardware, we're going to safe it so that the public's not exposed to anything dangerous, and we'll remove some things the public would never see."

To me, it's more important to get that engineering knowledge out of these vehicles than it is to have total accuracy in a museum."

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STS-134 Mission Priorities1

As with every space shuttle flight, NASA has established a set of mission priorities and defined what is required for minimum and full mission success. The priorities, in order, are:

1, Dock to the Pressurized Mating Adapter-2 port and perform mandatory crew safety briefing for all crew members

2, Install Alpha Magnetic Spectrometer-2 (AMS) to S3 upper inboard Payload Attach System 2 (PAS-2) using shuttle and International Space Station robotic arms and provide keep-alive power

3. Install Expedite the Processing of Experiments to the Space Station (ExPRESS) Logistics Carrier (ELC) 3 to P3 Upper Outboard Unpressurized Cargo Carrier Attach System 1 (UCCAS-1) using shuttle and station robotic arms and provide keepalive power

4. Transfer critical items per flight ULF6 Transfer Priority List (TPL)

5. Transfer mandatory items per Flight ULF6 TPL

6. Transfer oxygen to the station’s Quest airlock high-pressure gas tanks

7. Retrieve Materials International Space Station Experiment (MISSE) Payload Experiment Carriers (PECs) 7A and 7B from ELC2 and stow in payload bay for return [ (EVA)]

8. Install and deploy MISSE 8 PEC on ELC2 [EVA]

9. Activate Space Test Program − Houston 3 (STP-H3) payload on ELC3

10. Activate AMS for experiment operation

11. Perform Sensor Test for Orion Rel-nav Risk Mitigation (STORRM) − Obtain data during undocking and re- rendezvous − Obtain data during rendezvous, proximity op and docking − Photograph STORRM targets post docking and prior to undock for photogrammetric analysis

12. Perform daily high priority payload activities

13. Perform daily station payload status checks

14. Transfer remaining cargo items per flight ULF6 TPL

15. Transfer nitrogen from the shuttle to the space station

16. Transfer water from the shuttle to the space station

17. Transfer OBSS to space station

18. Remove and replace Node 3 Carbon Dioxide Removal Assembly rear bed

1 Word for word from the NASA STS-134 Press Kit, available on line at: http://www.nasa.gov/mission_pages/shuttle/news/index.html

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19. Complete the following EVA tasks:

− Install the OBSS on the S1 truss − Refill P6 Photovoltaic Thermal Control System (PVTCS) ammonia − Install FGB Y power feed cables for channels 1/4 and 2/3 − Install external wireless communication antenna system − Lubricate port Solar Alpha Rotary Joint (SARJ) race ring − Remove Special Purpose Dexterous Manipulator (SPDM) spare arm EDF bolts − Install multi-layer insulation over HPGT grapple fixture − Lubricate SPDM latching end-effector snares − Reinstall Starboard SARJ cover No. 7 − Install S1 radiator grapple bar stowage beam assemblies − Inspect OTP long-duration tie-down tethers and recinch if necessary − Install PDGF on FGB − Retrieve P6 PDGF − Remove Electrical Flight Releasable Grapple Fixture from OBSS and install adapter plate and PDGF

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NASA STS-134 Mission Overview2

Endeavour is targeted to launch on its final flight at 3:47:52 p.m. EDT Friday, April 29, for STS-134's 14-day mission to the International Space Station. The shuttle will deliver the Alpha Magnetic Spectrometer-2 (AMS), a particle physics detector designed to operate from the station and search for various types of unusual matter.

Also onboard for delivery will be station spare parts on the ExPRESS Logistics Carrier 3 (ELC3), including two S- band communications antennas, a high-pressure gas tank, an ammonia tank assembly, circuit breaker boxes, a Canadarm2 computer and a spare arm for the Dextre robot. The ELC3 also houses a suite of Department of Defense (DoD) experiments that will test systems and materials concepts for long duration spaceflight in . STS-134 includes four spacewalks that focus on station maintenance, experiment swap out and transferring Endeavour's orbiter boom sensor system (OBSS) to the station. The crew will leave the boom as a permanent fixture to aid future station spacewalk work, if needed.

The mission also features Endeavour's approach back toward the station after undocking to test new sensor technologies that could make it easier for future space vehicles to dock to the International Space Station.

Mark Kelly (Capt., U.S. Navy) will command Endeavour and the veteran astronaut crew. Gregory H. Johnson (Ret. Col., U.S. Air Force) is the pilot. They will be joined by Mission Specialists Mike Fincke (Col., U.S. Air Force), European Space Agency astronaut Roberto Vittori (Col., Italian Air Force), Andrew Feustel and Greg Chamitoff.

Kelly previously served as pilot of STS-108 in 2001, STS-121 in 2006 and commander of STS-124 in 2008. Johnson was the pilot on STS-123 in 2008. Fincke has logged more than 365 days in space and more than 26 hours of spacewalk time in six spacewalks throughout as a station flight engineer and as station commander. Vittori has flown to the International Space Station twice as part of two crews that delivered new Soyuz spacecraft to the complex. Feustel flew on the fifth and final Hubble Space Telescope servicing mission, STS-125, and accumulated more than 20 hours of spacewalk time during three excursions. Chamitoff served on Expeditions 17 and 18, logging a total of 183 days in space.

Endeavour and crew will spend two days heading toward a rendezvous with the International Space Station. On the second day of the flight, the crew will perform the standard scan of the shuttle's thermal protection system using the OBSS attached to the end of Endeavour's robotic arm. While the inspection is underway, Fincke and Feustel will work on preparing the spacesuits onboard the shuttle that will be transferred to the station after docking for use during the mission's four spacewalks. After the inspection and the boom extension is stowed, the shuttle robotic arm will be attached to the ELC3 to be ready for the cargo carrier's installation on the station soon after docking.

On the third day of the flight, Endeavour will approach and dock with the space station. The Sensor Test for Orion Rel-nav Risk Mitigation, or STORRM, system will begin gathering information on a laptop inside the shuttle during rendezvous and docking. The unique re-rendezvous with the station will occur later in the flight for the heart of the test.

After the hatches are opened between the two spacecraft, both crews will begin working on using the shuttle's robotic arm to remove the ELC3 from inside the shuttle's payload bay, hand it to the station's robotic arm, and install it in the upper outboard attach position on the port side of the station's truss structure. The weight of the ELC3 is approximately 14,023 pounds with the spares installed.

The AMS will be installed on flight day 4. Similarly to the ELC3, the shuttle and station robotic arms will work together to place AMS on the upper inboard attach position on the starboard side of the station's truss. The crews

2 Word for word from the NASA STS-134 Press Kit, available on line at: http://www.nasa.gov/mission_pages/shuttle/news/index.html

CBS News!!! 4/26/11 Page 32 ! CBS News Space Reporter's Handbook - Mission Supplement also will begin transferring equipment and supplies between the spacecraft and make preparations for the first spacewalk. Both crews will walk through the choreography of the spacewalk, and Feustel and Chamitoff will spend the night camped out inside the Quest airlock.

Each of the four spacewalks will last about six hours and will be conducted by three of Endeavour's crew members. Feustel is the lead spacewalker on STS-134. He has conducted three spacewalks previously and will wear a suit with solid red stripes. Fincke has conducted six spacewalks and will wear an unmarked white suit. Chamitoff will be making his first spacewalks on STS-134 and will wear a suit with broken red stripes.

On flight day 5, during the spacewalk, Feustel and Chamitoff will retrieve two material exposure experiments and install a new package of experiments on ELC2. They will install jumpers between the port 3/port 4 truss segments and the port 5/port 6 truss segments for ammonia refills, vent nitrogen from the Port 6 (P6) early ammonia servicer, and install an external wireless communication antenna on the Destiny laboratory that will provide wireless communication to the ELCs mounted on the P3 and S3 truss segments.

The crew will hand Endeavour's orbiter boom sensor system from the station robotic arm to the shuttle robotic arm on flight day 6. The boom extension is then ready for any focused inspection tasks on this day, if required, and the inspection activities later in the flight. The afternoon will be off-duty time for the crews and then Feustel and Fincke will campout in the airlock for the next spacewalk.

During the second spacewalk, on flight day 7, Feustel and Fincke will refill the P6 truss radiators with ammonia. They also will complete venting the early ammonia system on P6, lubricate the race ring on the port solar alpha rotary joint and lubricate the latching end effector on Dextre.

Flight day 8 includes the transfer of equipment and supplies and additional off-duty time. At the end of the day, Feustel and Fincke will not campout in the airlock since the third spacewalk will feature a new pre-breathe protocol that prepares the spacewalkers' bodies to prevent sickness while wearing their low- pressure spacesuits.

Flight day 8 includes the transfer of equipment and supplies and additional off-duty time. At the end of the day, Feustel and Fincke will not campout in the airlock since the third spacewalk will feature a new prebreathe protocol that prepares the spacewalkers' bodies to prevent while wearing their low-pressure spacesuits.

The new spacewalk preparation, dubbed "in-suit light exercise," does not require a campout in the airlock and is expected to use less oxygen from the stores onboard than a campout or the original cycling exercise regimen. After putting on the suits on the Fincke will exercise lightly by "walking" in place for 50 minutes, and then rest for 50 more minutes. Following the spacewalk, the crew members and ground support team will assess the new process to determine if it will be used for the fourth excursion.

That third spacewalk, on flight day 9, will see Feustel and Fincke install a power and data grapple fixture (PDGF) and the associated power and data cables on the Zarya module to support robotic operations based from the Russian segment. They also will install additional cables to provide redundant power channels to the Russian segment.

The "late inspection" of Endeavour's heat shield to check for damage from space debris will be conducted on flight day 10 while the orbiter is still at the station. This is usually completed after undocking, but the inspection boom will be left at the station when Endeavour leaves. A similar procedure was conducted during STS-131 so that the inspection data could be sent to Mission Control via the space station's system because the 's Ku-band system was not functioning.

On the station, crew members will begin three days of scheduled maintenance work on a machine that scrubs the atmosphere of carbon dioxide. Fincke and Chamitoff plan to campout in the Quest airlock overnight, unless there

4/26/11!! ! !!! CBS News CBS News Space Reporter's Handbook - Mission Supplement! Page 33 is sufficient information from the new prebreathe process used before the third spacewalk to implement it on the next spacewalk.

On flight day 11, during the fourth and final scheduled spacewalk, Fincke and Chamitoff will attach the OBSS for storage on the interface between the starboard 0 and starboard 1 trusses. The boom could serve as extension for the station robotic arm, possibly aiding future spacewalkers reach distant worksites around the complex. They also will retrieve the PDGF from the P6 truss, remove the electrical grapple fixture from the OBSS and replace it with the P6 PDGF. They then will release restraints from one of the arms on Dextre and replace thermal insulation on one of the gas tanks on the Quest airlock.

The fourth spacewalk of STS-134 is the final scheduled spacewalk by a space shuttle crew. The single spacewalk scheduled during STS-135 is to be conducted by space station residents Mike Fossum and Ron Garan.

Flight day 12 of STS-134 includes the organization of spacewalking gear and more transfer work before the hatches are closed between the two spacecraft near the end of the workday.

Flight day 13 begins with Endeavour's undocking from the space station, and continues with the primary objective of STORRM.

Once Endeavour undocks from the station, plans still call for Johnson to fly the shuttle in a lap around the International Space Station complex. The shuttle crew will take detailed photographs of the external structure of the station, which serves as important documentation for the ground teams in Houston to monitor the orbiting laboratory.

Once the loop around the station is finished, Endeavour will fire its engines to move away from the station. A second firing of the engines, which would normally take the shuttle further away, will serve as the first of multiple maneuvers to bring Endeavour back toward the station for the sensor test.

The re-rendezvous will mimic the Orion vehicle's planned rendezvous trajectory and will approach no closer than 600 feet to the station. Endeavour is targeted to approach the station to a point 1,000 feet below and 300 feet behind the station at its closest point.

The test will characterize the performance of sensors in Endeavour's payload bay and their acquisition of reflectors on a docking target at the station. Nearly five hours after undocking, Endeavour's engines will fire again to depart the station's vicinity for good.

Flight day 14 will be spent checking out Endeavour's (RCS) jets and the flight control surfaces. Both of these systems will be put through their paces to ensure that they are ready to support Endeavour's return to Earth. The RCS jets will be used during the early part of entry, up until the atmosphere builds up enough for the flight control surfaces to take over and steer the shuttle toward the runway.

Endeavour's final landing is scheduled on flight day 15 at the Kennedy Space Center in Florida. At the time of its scheduled landing, Endeavour will have travelled more than 100 million miles during 25 flights and spent more than 294 days in space.

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NASA STS-134 Payload Overview3

1. ALPHA MAGNETIC SPECTROMETER

Overview

Packed away inside Endeavour's cargo bay is a science experiment 16 years in the making, with the potential to help us answer questions that have been asked for millions of years. The Alpha Magnetic Spectrometer-2 (AMS) is a state-of-the-art particle physics detector to be delivered to the International Space Station.

Using a large magnet to create a magnetic field that will bend the path of the charged cosmic particles already traveling through space, eight different instruments will provide information on those particles as they make their way through the magnet. Armed with that information, hundreds of scientists from 16 countries are hoping to determine what the universe is made of and how it began, as the AMS searches for clues on the origin of dark matter and the existence of antimatter and strangelets. And if that's not enough, there is also the information it could provide on pulsars, blazers and gamma ray bursters and any number of phenomena that have yet to be named.

The AMS is not the only experiment looking into these concepts – there are several large, high-energy experiments here on Earth, and a number of telescopes and explorer missions studying the universe from space. But, AMS is unique. Where telescopes – which measure light, whether visible or not – look at space, the AMS will sift through it, measuring cosmic particles. And unlike similar experiments on the ground, its study will not be limited to the particles that make it through Earth's atmosphere or can be artificially created.

In space, the AMS will naturally cross paths with particles of energies much higher than those obtainable in accelerators built on the ground. And they will come in much greater quantities, as well. The Earth's atmosphere protects us from the vast majority of the cosmic particles moving through the universe. Sitting on the ground at Kennedy Space Center, the AMS measured an average of 400 particles per second. In space, it is expected to see 25,000 particles per second.

What can these particles tell us? That is yet to be seen. The expectation is that they will answer fundamental physics questions. For instance, the Hubble Space Telescope has shown that the visible matter of the universe accounts for only a fraction of the mass needed to explain the current rate of the universe's expansion – about one sixth. One possible explanation for that is that there is a vast amount of matter we cannot see – or dark matter – which increases the total mass of the universe and accounts for the faster expansion.

If dark matter exists, the AMS will be able to detect it. For instance, one candidate for the particles that are dark matter is the hypothetical, elementary neutralino particle. If neutralinos exist, their collision could create excesses of electrons and anti-electrons – positrons – that could then be detected by the AMS.

The AMS could also detect antimatter and help answer another key question. Antimatter is made up of particles identical to those of regular matter, but with opposite electric and magnetic properties. The Big Bang theory assumes that there were equal amounts of matter and antimatter present when the universe began, in the complex form of helium anti-nuclei or heavier elements has never been found in nature. If it still exists, the AMS should be able to detect it – in the 10 years or more that the AMS will be in operation at the International Space Station, its detectors will see at least one (and possibly many) antihelium nucleus, if such a thing exists. If the detectors never see one, the AMS team will be able to affirm that they do not exist in the visible universe.

3 Word for word from the NASA STS-134 Press Kit, available on line at: http://www.nasa.gov/mission_pages/shuttle/news/index.html

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In studying these and other questions, the AMS brings together two scientific fields that have not historically interacted: astronomers who have seen the effects of these phenomena through their telescopes for centuries and high-energy physicists who have spent decades trying to explain them from the ground. The AMS team hopes to find answers where the two worlds meet.

History

The AMS project began in 1994, when Professor Samuel Ting, a Nobel Laureate from the Institute of Technology was considering a new high-energy physics experiment. The concept of an International Space Station had just been announced in 1993, and after having conducted experiments on the ground for many years, Ting and his collaborators saw an opportunity for doing new groundbreaking science in space. So, led by Ting, a group of particle physicists from the United States, China, Italy, Finland, and Sweden called The Antimatter Study Group published the concept for "An Antimatter Spectrometer in Space." The United States Department of Energy agreed to sponsor the project, NASA agreed to put it in space, and the AMS team grew.

To prove the concept, an early version of the AMS spent 10 days in space aboard space shuttle Discovery on the STS-91 mission in 1998. In the 103 hours that the experiment was turned on, the AMS collected nearly 100 million cosmic rays. The data gathered provided the first accurate measurement of the composition of primary cosmic rays, and seven scientific papers were published.

Work on the current version of the AMS began in 1998. After some uncertainty about its future following the announcement of the retirement of the space shuttle fleet, the AMS was finished and shipped from CERN – the European Organization for Nuclear Research – in Geneva to Kennedy Space Center in Florida in August 2010 to await its launch aboard space shuttle Endeavour.

Elements

The AMS is composed of a magnet and eight detectors that provide the scientists on the ground with information about the particles that travel through the magnet. All of the information is collected in the nanoseconds it takes a particle to travel through the AMS, and then sent down to scientist on the ground for analysis.

The Magnet

At the center – and the heart – of the AMS is the Permanent Magnet. Without it, cosmic particles would fly directly through the detectors in a straight line, offering no clues as to their charge.

The Permanent Magnet, which also flew on space shuttle Discovery in the early version of the AMS experiment, is a 1.105 meter by 0.8 meter cylinder made up of more than 6,000 2-by-2-by-1-inch blocks of Neodymium-Iron- Boron glued together with epoxy. Neodymium-Iron-Boron magnets are the strongest permanent magnets, providing the AMS with a magnetic field 3,000 times stronger than that of the Earth. However it does not draw the cosmic particles to the International Space Station. In fact, the magnetic draw will not be felt at all, outside of the AMS – otherwise it might change the space station's orientation or draw astronauts to it on spacewalks.

Instead, it takes advantage of the cosmic particles already traveling in the space station's path, and bends their trajectory as they pass through the magnet. The direction of the curve will provide the scientists on the ground with information about the charge of the particle (whether it is positive or negative).

The Permanent Magnet's strength should last through 2020 – the planned life of the space station – and beyond.

The Transition Radiation Detector

The first detector that a particle will pass through as it enters the AMS is the Transition Radiation Detector (TRD). The TRD has the ability to distinguish between electrons and protons by detecting X-rays emitted by some particles.

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The TRD is made of 328 modules, arranged in 20 layers. Each module contains 16 straw tubes filled with a Xenon- rich gas mixture and 20 millimeters of radiator made of polypropylene/polyethylene fiber fleece. When an electron passes through these layers, it will emit an X-ray. Protons will not.

On the other hand, positrons – the antimatter counterpart of electrons – will emit an X-ray. Positrons have the same mass as an electron, but a positive charge, like a proton. The TRD will allow scientists to tell protons and positrons apart in the search for antimatter.

The Time-of-Flight Detectors

The two Time-of-Flight (ToF) detectors (one at the top of the magnet and one at the bottom) act as the AMS's stopwatch. When one is triggered by a particle entering the magnet, it starts the other detectors; when the particle exits from the opposite side, the other detectors stop.

The ToF can also provide scientists information on the direction a particle is traveling, which is important for antimatter identification, as electrons can be mistaken for their positron counterparts, if one does not know the direction of a particle. And it assists in identifying the charge of a particle, which will help scientists determine which element a particle is.

Each of the ToF detectors is made up of two scintillation counters. (Scintillation is a flash of light created when a particle going through the ToF emits a photon.) The top and bottom ToFs are about 4 feet apart and are precise down to 150 picoseconds. This allows the detectors to measure particles traveling at speeds up to 98 percent of the speed of light.

The Silicon Trackers

Without the magnet, particles would travel in a straight line through the AMS, but without the silicon trackers, we would not know the difference. There are nine tracker planes arranged throughout the AMS – one at the top, one at the bottom, and seven within the magnet. Each of them works together to provide data on the curvature of the trajectory a particle takes through the AMS, as it is influenced by the magnet: A positively charged particle will curve in the opposite direction of a negatively charged particle. This information, when combined with the information provided by the other detectors, allows scientists to distinguish between matter and antimatter.

The tracker panels are made of 2,264 doublesided silicon sensors, with a total of 200,000 sensor channels. The trackers require their own radiator to keep them cool.

The Tracker Alignment System

Because the curvature of the particles is so crucial to the AMS experiment, it is important to know that the tracker panels are measuring the particles' paths accurately. To do so, they must be precisely aligned, or corrections must be made for any misalignment they might experience in space. Otherwise, what looks like a particular curve could actually be caused by a particle moving through misaligned trackers.

The Tracker Alignment System monitors the positions of the trackers themselves, using 20 (10 going up and 10 going down) straight laser beams that mimic the tracks of particles. It is able to detect changes in the tracker positions of down to five micrometers or less.

The Anti-Coincidence Counter

Although cosmic particles will enter the AMS from all angles, only the ones that enter from the top and exit at the bottom are certain to make it through all of the AMS detectors. The instruments will not be able to gather all the necessary information on the other eight-tenths of the particles, and the extra particles traveling in abnormal directions can confuse the silicon trackers.

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So, rather than gather incomplete information and risk spoiling the data on the desirable particles, the Anti- Coincidence Counters act as the ToF detector for these rogue particles, but for the opposite reason – rather than turning on the other detectors when a particle passes through it, it tells them not to track the particle.

The Ring Imaging Cherenkov Detector

One of the distinguishing characteristics of a particle is its mass, however, the AMS has no instrument that measures a particle's mass. Instead, the mass determined indirectly using a formula that requires the particle's curvature, its charge and its speed. The Ring Imaging Cherenkov (RICH) detector provides the speed part of the equation.

The RICH is named for and makes use of the Cherenkov Effect, which describes the way particles that are traveling at a speed somewhere between the speed of light in a vacuum and the speed of light through glass emit cones of light when they travel through certain mediums – in this case, the RICH's radiator. The cone of light can take the shape of a circle or an ellipse, and the shape can be used to determine the particle's speed.

The RICH is made up of a radiator plane, a conical mirror and a photon detection plane.

The Electromagnetic Calorimeter

To determine the energy of the particles passing through the AMS, the Electromagnetic Calorimeter (ECAL) was added. The ECAL is a 3-by-3-by-.75-foot block of lead with thousands of fiberoptic lines running through it. Depending on the energy of a particle, when it passes through lead, it may break up and produce an electromagnetic shower or a hadronic shower. The shapes of the two showers are very different, and from the shape, scientist can pick out the one positron from as many as 100,000 protons, or one antiproton from 100 electrons.

The ECAL is made up of nine super-layers, each of which contains 11 leaves of thick lead foil alternating with layers of scintillating fibers, glued together.

Electronics

The AMS uses about 300,000 electronics channels to provide power to the detectors and record the data they collect. That is about the same number of channels in this one experiment as the rest of the International Space Station requires in total.

The AMS computers were specifically designed and tested for space applications, so every piece of electronics, including each computer, on the AMS is at least 10 to 100 times faster than any available aerospace component. The experiment will gather more than seven gigabits of data, per second. That data will then be analyzed, compressed by 650 computers onboard the station and readied for transmission to Earth at approximately six megabits per second.

The Star Trackers and GPS

To correlate the findings of the AMS with those of other scientific instruments in space, it is important to know where the AMS is looking as it gathers its information. To track its position and the direction its pointing, the AMS has two Star Trackers (pointed in different directions, so that when one is pointing at the sun and therefore blinded, the other can still provide information) and a GPS. The Star Trackers will take one photo of the sky in a 6-degree field-of-view per second. The photos can then be compared to stellar maps to determine the AMS's orientation. The GPS antenna is fixed on the top of the Transition Radiation Detector, and the receiver is on top of the AMS.

Team

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Led by Principle Investigator and Spokesperson Samuel Ting of the Massachusetts Institute of Technology and Deputy Spokesperson Roberto Battiston, of the University of Perugia, Italy, the AMS team includes some 600 physicists from 56 institutions in 16 countries. The various participants built their particular contributions, which were all integrated when the AMS was built at CERN in Geneva.

During the STS-134 mission and for the first several months afterward, about 40 members of the AMS team will monitor the experiment and analyze the data it sends down from the Payload Operations Control Center at Johnson Space Center in Houston. Eventually AMS operations will move back to CERN, where the AMS team will continue monitoring the experiment 24 hours a day, gathering data for as long as the space station is in orbit.

NASA Participation and the STS-134 Mission

The AMS will be launched into space aboard space shuttle Endeavour as part of the STS-134 mission, and installed on the S3 segment of the International Space Station's truss system.

As soon as Endeavour makes it into orbit and the cargo bay doors are open, the AMS team on the ground will turn the experiment on to make sure that it survived launch intact. Then, after arriving at the space station on flight day 3, the STS-134 crew members on flight day 4 will install the AMS robotically from inside the station and shuttle. Mission Specialists Roberto Vittori and Andrew Feustel will use the space station's robotic arm to lift the experiment out of the shuttle's cargo bay. They will hand it over to the space station's robotic arm, with Pilot Greg H. Johnson and Mission Specialists Greg Chamitoff at the controls, for installation on three guideposts (called a Payload Attach System) on the truss.

Once it is installed, the astronauts will have very little involvement with the AMS, but the experiment will benefit in many ways from being installed on the space station. The space station will provide it with power and a way to send data back to scientists on the ground, and since it is able to orbit as part of the space station, it has no need of any independent control or maneuvering system.

NASA has been a part of the AMS project since 1994, overseeing the integration of the various parts of the experiment at CERN and providing advice on making them hardy enough to survive in the extreme environments of space.

Results

It is difficult to anticipate exactly what scientists might learn from the AMS – historically, few of the major physics experiments that have been performed discovered what they originally set out to look for. Much work has been done ahead of time by the AMS team to ensure that the instrument will work as its intended, and so long as it does, they will consider any new information they uncover a success.

  

2. EXPRESS LOGISTICS CARRIER 3

Space shuttle Endeavour's STS-134/ULF6 payload includes the ExPRESS Logistics Carrier (ELC) 3 and the AMS. The total payload weight, not counting the middeck, is 29,323 pounds. The space shuttle will carry on its middeck a variety of experiments and supplies.

The OBSS will go up on the space shuttle, but will be stored on the truss structure on the International Space Station. The OBSS is being stored on two pieces of Orbital Support Equipment (OSE) that are attached to the zenith trunnion pins of the Starboard one (S1) truss segment.

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The OBSS is being stored on the station for the purposes of having it available as a contingency tool during a spacewalk. The OBSS serves as an "extension" to the Space Station Remote Manipulator System (SSRMS) when grappled to it. In the event that a crew member is required to work beyond the typical reach of the SSRMS, the SSRMS can grapple onto the OBSS (after it is removed from the OSE) and increase its usable length by the 50-foot OBSS. An example might be if one of the solar arrays needed repair while in the fully deployed/rotated orientation.

Boeing provided the OSE hardware and thermal/structural analysis that ensures the OBSS could be safely stored in orbit. The OBSS can be safely stored in orbit indefinitely. The Expedite the Processing of Experiments to the Space Station (ExPRESS) Logistics Carrier (ELC) is a platform designed to support external payloads mounted to the International Space Station starboard and port trusses with either deep space or Earthward views. Each pallet spans the entire width of the shuttle's payload bay, can carry science experiments, and serve as a parking place for spare hardware that can be replaced robotically once in orbit. The ELC is capable of carrying as many as 12 fully integrated payloads, Orbital Replacement Units (ORUs), or other loads of outfitting cargo.

STS-134 will carry ELC 3 to the station where it will be placed on the Port 3 truss upper inboard Passive Attachment System (PAS). ELC 1 and 2 were placed on the station's truss structure during STS-129. ELC-4 was carried to the station on STS-133 and was installed on the Starboard 3 truss lower inboard PAS. ELC 1 is mounted on the Port 3 truss element Unpressurized Cargo Carrier Attachment System (UCCAS) while ELC 2 was placed on the Starboard 3 truss upper outboard PAS.

Remmele Engineering, based in Minneapolis, Minn., built the integral aluminum ELC decks for NASA. Engineers from Goddard Space Flight Center's Carriers Development Office developed the challenging, lightweight ELC design, which incorporates elements of both the ExPRESS Pallet and the Unpressurized Logistics Carrier. Orbital Science Corporation built the ELC.

Each ELC can accommodate 12 Flight Releasable Attachment Mechanism (FRAM)-based cargos which includes two payload attached sites with full accommodation. The mass capacity for an ELC is 9,800 pounds (4,445 kg) with a volume of 98 feet (30 meters) cubed. The empty weight of ELC 3 is around 4,000 pounds. The station provides power to the ELCs through two 3 Kilowatt (kW), 120 Volts direct current (V dc) feeds at the station to ELC interface. The ELC power distribution module converts the 120 V dc power to 120 V dc and 28 V dc. Both power voltages are provided to each payload attached site by separated buses. 120 V dc power is also provided to the other cargo attached site.

ELC 3 is the final of four ELCs total to be attached to the station before the scheduled retirement of the space shuttle. Two ELCs attached to the Starboard truss 3 (S3) and two ELCs mated to the Port truss 3 (P3). By attaching at the S3/P3 sites, a variety of views such as zenith (deep space) or nadir (Earthward) direction with a combination of ram (forward) or wake (aft) pointing allows for many possible viewing opportunities. Cargo stationed on the ELC is exposed to the microgravity and vacuum environments of space for extended periods of time while docked to the station, unshielded from incident radiation and orbital debris.

ELC 3 contains one site designated to accommodate payloads launched on other missions. NASA uses a system on the external carriers to attach to ORUs and payloads consisting of the Flight Releasable Attachment Mechanism (FRAM). This mechanism has an active side with moving mechanical components, and a passive side that the active side engages with mechanically driven pins and latches. The active FRAM is driven by an EVA astronaut using a Pistol Grip Tool, or the station's robotic arm. These FRAM mechanisms are mounted to the ELC on PFRAM Adapter Plate Assemblies (PFAPs) and also provide an electrical connection that can be used if needed by the ORU or payload being attached. This empty PFRAM will be used for a future payload.

Boeing has the responsibility under its Checkout, Assembly and Payload Processing Services (CAPPS) contract with NASA, for payload integration and processing for every major payload that flies on each space shuttle flight. The Boeing processing team provides all engineering and hands-on work including payload support, project planning, receiving of payloads, payload processing, maintenance of associated payload ground systems, and logistics support. This includes integration of payloads into the space shuttle, test and checkout of the payload with the orbiter systems, launch support and orbiter postlanding payload activities.

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ELC 3 will carry seven ORUs and one empty PFAP. The weight of the ELC 3 is approximately 14,023 pounds with the ORUs installed. The following is a description of those items:

Ammonia Tank Assembly

The primary function of the Ammonia Tank Assembly (ATA) is to store the ammonia used by the External Thermal Control System (ETCS). The major components in the ATA include two ammonia storage tanks, isolation valves, heaters, and various , pressure and quantity sensors. There is one ATA per loop located on the zenith side of the Starboard 1 (Loop A) and Port 1 (Loop B) truss segments. Each is used to fill their respective ETCS loop on startup (loops are launched with nitrogen in the lines) and to supply makeup fluid to that loop. It also assists the Pump Module (PM) accumulator with ammonia inventory management, and provides the capability to vent the PM and ATA by connection to an external nonpropulsive vent panel. The length is 57 inches by 80 inches width with a height of 45 inches. A new ATA, with 600 pounds of Ammonia, weighs approximately 1,702 pounds.

Cargo Transportation Container

ELC 3 will carry a Cargo Transportation Container (CTC) 2 that will contain 10 Remote Power Controller Modules (a large circuit breaker box) and 11 RPCM ORU Adapter Kits (OAKs) – basically brackets installed in the CTC to hold the ORUs. The empty RPCM OAK is used for a "fast swap" as the RPCM has a limited thermal clock, this allows the arm to remove the bad RPCM first, open the lid, place that in the blank spot, grab the replacement and install it in the shortest amount of time.

In addition, the CTC will contain an Arm Computer Unit (ACU) ORU. The ACU is the heart of the computer subsystem of Canadarm2 – the station's Canadian-built robotic arm. The ACU is programmed to receive and process commands from the station crew or from ground control for moving Canadarm2. The ACU is being launched on STS-134 to add to the inventory of Canadian pre-positioned spares in orbit.

Orbital Sciences Corporation delivered five CTCs to NASA for use in conjunction with the resupply of the International Space Station. Each CTC measures about 4 feet by 3 feet by 3 feet. The CTC weighs in at 809 pounds. (680 pounds is the weight of the box only). Depending on internal configuration it can weigh up to a total of 1,300 pounds, for this mission it is coming in at a total of 1,050 pounds.

The CTCs can be opened and their contents retrieved either through robotic methods or by astronauts performing extravehicular operations.

High-Pressure Gas Tank

High pressure oxygen onboard the space station provides support for EVAs and contingency metabolic support for the crew. This high pressure O2 is brought to the station by the High-Pressure Gas Tanks (HPGTs) and is replenished by the space shuttle by using the Oxygen Recharge Compressor Assembly (ORCA). There are several drivers that must be considered in managing the available high pressure oxygen on the station. The amount of oxygen the space shuttle can fly up is driven by manifest mass limitations, launch slips; and inorbit shuttle power requirements. The amount of oxygen that is used from the station's HPGTs is driven by the number of shuttle docked and undocked EVAs, the type of EVA prebreathe protocol that is used, contingency use of oxygen for metabolic support, and emergency oxygen. The HPGT will be transferred from ELC 3 to the Quest airlock. The HPGT measures 5 feet by 6.2 feet by 4.5 feet and weighs approximately 1,240 pounds of which 220 pounds is gaseous oxygen at 2,450 pounds per square inch of pressure. The HPGT was provided by Boeing.

S-Band Antenna Support Assembly

The S-band Antenna Support Assembly (SASA) is an assembly that consists of the Assembly Contingency Radio Frequency Group (RFG, or ACRFG), SASA Boom and Avionics Wire Harness.

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The SASA supports the RFG in each of the two redundant strings of S-Band hardware on the Port 1 (P1) and Starboard 1 (S1) trusses. The major functions of the RFG are to receive a modulated radio signal from the S-band Transponder, amplify it to a power level necessary to be acquired by the Tracking Data and Relay Satellite (TDRS), and broadcast that signal through the selected antenna. Also, the RFG receives a signal from the TDRS through the antenna, amplifies it, and sends it to the Transponder for demodulation. The RFG consists of three units: the Assembly/ Contingency (S-Band) Transmitter/Receiver Assembly (ACTRA), a High Gain Antenna (HGA), and a Low Gain Antenna (LGA).

The SASA boom assembly consists of a mast, an EVA handle, a harness, a connector panel, a mounting surface for the RFG, and a baseplate fitting. The baseplate fitting is the structural interface for mounting the SASA to the truss on the station. The Avionics Wire Harness is installed on the SASA Boom Assembly. Through the harness, operational and heater power are provided to the RFG; command and status signals and RF transmit and receive signals are sent to and from RFG.

The total envelope of the RFG is 36" × 59" × 33" (maximum dimensions). The SASA boom is 61" × 30¼" × 43". The entire SASA weighs 256 pounds. The unit that is being flown on this mission was provided by MacDonald Dettwiler and Associates Ltd. (MDA).

In addition to the two SASAs in use, there is currently an external in-orbit spare, delivered on STS-129 and installed on the Zenith 1 (Z1) truss. ELC 3 will hold two additional spare SASAs, one on the "top" side, the other on the "keel" side.

Dextre

Dextre (also known as the Special Purpose Dexterous Manipulator), is the station's two-armed robotic "handyman," or telemanipulator.

Dextre was built by MacDonald, Dettwiler and Associates Ltd. (MDA) as part of the Canadian Space Agency's , Canada's robotic contribution to the International Space Station. Outfitted with two highly maneuverable arms and interchangeable tools, Dextre is designed to carry out many of the tasks currently performed by astronauts. Not only does this innovation reduce the risks to human life in space, but the technology is currently being miniaturized for delicate medical procedures here on Earth.

Dextre's reach and delicate manipulation capabilities allow servicing and maintenance of user ORUs. Dextre's ORU Tool Changeout Mechanism (OTCM) can interface mechanically with user equipment or robotic tools by grasping a Standard Dexterous Grasp Fixture (SDGF) that is attached to the user equipment (ORU) or robotic tools.

STS-134 will deliver a spare arm for Dextre to the station. The spare is 11.5 feet (3.51 metres) long with seven joints and a load-carrying capability of 1,320 pounds (600 kg). The seven joints provide the arm with the flexibility to grasp difficult-to-reach ORUs. It is equipped with an Orbital Tool Changeout Mechanism (OTCM) at the end of the arm to hold different types of tools. It also has a camera and light that provide imagery of robotic targets. ORUs removed by Dextre are temporarily stored on a platform (Enhanced ORU Temporary Platform) attached to robot's body.

Space Test Program − Houston 3

Space Test Program − Houston 3 (STP-H3) is a complement of four individual experiments that will test concepts in low Earth orbit for long duration. The first experiment, Massive Heat Transfer Experiment (MHTEX) is sponsored by the Air Force Research Lab (AFRL). Its goal is to achieve flight qualification of an advanced capillary pumped loop system that includes multiple parallel evaporators, a dedicated starter pump and an advanced hybrid evaporator. Extended operation in the microgravity environment is to be demonstrated, and correlation of performance to ground testing for design and test purposes will be performed. The second experiment, Variable emissivity device Aerogel insulation blanket Dual zone thermal control Experiment suite for Responsive space (VADER), is also sponsored by the AFRL. It will test a robust, reconfigurable thermal control system that is focused primarily at small

4/26/11!! ! !!! CBS News CBS News Space Reporter's Handbook - Mission Supplement! Page 43 responsive space missions but is applicable to a wide range of missions and satellite classes. It will also test a new form of Multi-Layer Insulation (MLI) protection using Aerogel material as the thermal isolator. This material is more durable, lighter and cheaper than traditional thermal blankets. The third experiment, Digital Imaging Star Camera (DISC) is sponsored by the Naval Research Laboratory (NRL). It is a low size, weight and power sensor used for pointing knowledge of 0.02 deg or greater. The fourth experiment, Canary (not an acronym) is sponsored by the U.S. Air Force Academy. It will investigate the interaction of approaching spacecraft and the background plasma environment around the station. The STP-H3 complement is integrated and flown under the direction and management of the DoD Space Test Program Houston office.

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3. STS-134 EXPERIMENTS

STS-134/ULF6 RESEARCH AND TECHNOLOGY DEVELOPMENT

In addition to the Alpha Magnetic Spectrometer-2, which will categorize and measure cosmic particles from its perch on the International Space Station’s backbone, the STS-134 mission will deliver the most recent in a series of experiments that look at how different materials are affected by some of those cosmic particles, along with the other harsh effects of the space environment. At the end of the mission, Endeavour will return two previous batches of materials experiments that have been exposed to the space environment.

Nearly 150 experiments are continuing aboard the station as the transition from assembly work to expanded research on the international laboratory progresses. They span the basic categories of biological and , human research, physical and materials sciences, technology development, Earth and space science and educational activities. The STS-134 mission includes a mix of research that will be performed on Endeavour and on the station during and after the shuttle mission.

Among the new experiments flying will be several experiments flown by NASA in cooperation with the (ASI-Agenzia Spaziale Italiana), including one that looks at how the same kind of memory shape foam used in beds on Earth might be useful as a new kind of actuator, or servomechanism that supplies and transmits a measured amount of energy for mechanisms. The U.S.-Italian experiments also will look at cellular biology, radiation, plant growth and aging; how diet may affect night vision, and how an electronic device may be able used for air quality monitoring in spacecraft.

One NASA experiment known as Biology (Bio) will use, among other items, C. elegans worms that are descendants of worms that survived the STS-107 accident. The Rapid Turn Around (RTA) engineering proof-of-concept test will use the Light Microscopy Microscope to look at three-dimensional samples of live organisms, tissue samples and fluorescent beads.

A NASA educational payload will deliver several toy Lego kits that can be assembled to form satellites, space shuttles and a scale model of the space station itself to demonstrate scientific concepts, and a Japan Aerospace Exploration Agency (JAXA) experiment called Try Zero-G that will help future JAXA astronauts show children the difference between microgravity and Earth gravity.

Research activities on the shuttle and station are integrated to maximize return during station assembly. The shuttle serves as a platform for completing short-duration research, while providing supplies and sample-return for ongoing research on station.

SHORT-DURATION EXPERIMENTS TOBE PERFORMED ON STS-134

Biology and Biotechnology

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BIOKon In Space (BIOKIS) involves the investigation of seven experiments sponsored by the Italian Space Agency (ASI-Agenzia Spaziale Italiana) in the areas of cellular biology, radiation and radioprotection, aging, germination and plant growth. These experiments will aim to evaluate various biological species to determine genetic distinctions following short-duration spaceflight; also, BIOKIS will use a variety of dosimeters to monitor radiation. (NASA/ASI) Eyespots and Macular Pigments Extracted from Algal Organisms Immobilized in Organic Matrix with the Purpose to Protect Astronaut’s Retina (Night Vision) is a study on the response of microalgae strains (that contain eye spots similar to the human retina) to space radiation to obtain results applicable to future nutrition programs for astronauts. The results of the Night Vision experiment can be transferred to a food integration program that will promote the consumption of foods necessary to prevent conditions that damage the eyes (e.g., Macular Degeneration). (NASA/ASI)

National Lab Pathfinder – Vaccine (NLP-Vaccine) is a pathfinder investigation for the use of the International Space Station as a National Laboratory after space station assembly is complete. It contains several different pathogenic (disease causing) organisms. This research is investigating the use of spaceflight to develop potential vaccines for the prevention of different infections caused by these pathogens on Earth and in microgravity. (NASA)

Education Activities

The NanoRacks-CubeLabs Module-8 is a reflight of a Materials Apparatus (MDA) for multiple crystal growth and biological experiments. The science goals for NanoRacks-CubeLabs Module-8 are proprietary. This investigation is a part of a series of investigations to be conducted on board the space station to provide the foundation for use of the space station as a National Laboratory following assembly complete. The long-term goal of this project is to enhance technological, industrial, and educational growth for the benefit of people on Earth. (NASA)

Human Research

Sleep-Wake Actigraphy and Light Exposure

During Spaceflight-Short (Sleep-Short) examines the effects of spaceflight on the sleep cycles of the astronauts during space shuttle missions. Advancing state-of-the-art technology for monitoring, diagnosing and assessing treatment of sleep patterns is vital to treating insomnia on Earth and in space. (NASA)

Physical Sciences

The NanoRacks-CubeLabs Module-7 mixes samples of two or three in microgravity. The science goals for NanoRacks-CubeLabs Module-7 are proprietary. The client base is international, with researchers from North America and Israel involved in using the hardware and forms the basis for future space station research. The NanoRacks-CubeLabs Platforms is a multipurpose research facility providing power and data transfer capability to the NanoRacks-CubeLabs Modules. (NASA)

Shape Memory Foam (Shape Memory Foam) experiment will evaluate the recovery of shape memory epoxy foam in microgravity obtained by solid-state foaming on ground consisting of various geometric complexities shaped on ground. This investigation is expected to study the shape memory properties required to manufacture a new concept actuator (a device that transforms energy to other forms of energy). Shape memory foam can be used as energy absorbers (panels and bumpers) and self expandable/deployable structures. Forms of shape memory foam are widely used in medical bedding and seating applications because of their unique attributes which can help aid comfort and sleep. (NASA/ASI)

Technology

Astronaut Personal Eye (APE) is a demonstration test created for the development of an autonomous microvehicle which will be used to support space station crew IVA (Intravehicular Activity) and EVA (Extravehicular Activity) operations. The microvehicle can be powered by lithium ion batteries and controlled by a microprocessor

4/26/11!! ! !!! CBS News CBS News Space Reporter's Handbook - Mission Supplement! Page 45 receiving inputs from IMUs (Inertial Measuring Units), based upon measurements obtained from gyroscopes (devices used for measuring or maintaining orientation). (NASA/ASI)

Electronic NOse for Space exploration (ENOS) is a study involving air quality monitoring and the search for possible anomalies in the internal on-orbit atmosphere using a network of three sensorial ENOS units. The ability to monitor the space station air quality provides the opportunity to improve the space station cabin air conditions, and to identify potential realtime anomalies that may occur in the space station's air quality. The developed for this experiment will be used in the ground version of the ENOS prototype. These improvements will increase the performance of these systems in terms of robustness and resolution. (NASA/ASI)

Sensor Test for Orion Relative Navigation Risk Mitigation − DTO 703 (STORRM) tests the Vision Navigation Sensor, Star Tracker, and Docking Camera planned for Orion both during shuttle approach to and departure from the space station. This test determines how well the navigation system performs during the mission. Data will be collected during rendezvous, departure, flyover and re-rendezvous with the space station. A Payload General Support Computer (PGSC) will provide experiment control, data processing, and limited data recording. Results allow for improved math models and design of future hardware. (NASA)

JAXA-Commercial consists of commercial items sponsored by JAXA sent to the station to experience the microgravity environment. (JAXA)

RESEARCH TO BE DELIVERED TO STATION ON SHUTTLE

Biology and Biotechnology

The NanoRacks-CubeLabs Module-8 is a reflight of a Materials Diffusion Apparatus (MDA) for multiple crystal growth and biological experiments. The science goals for NanoRacks-CubeLabs Module-8 are proprietary. This investigation is a part of a series of investigations to be conducted onboard the space station to provide the foundation for use of the space station as a National Laboratory following assembly complete. The long-term goal of this project is to enhance technological, industrial, and educational growth for the benefit of people on Earth. (NASA) eValuatIon And monitoring of microBiofiLms insidE International Space Station (VIABLE space station) evaluates microbial biofilm development on space materials. Microbial biofilms can exist in many different forms by a wide range of microorganisms. Most surfaces are covered with microorganisms under natural conditions. This can lead to corrosion and/or deterioration of the underlying materials. Objectives are to determine the microbial strain producing the antibiofilm product, evaluate the chemical and study innovative materials to address biological safety. (NASA/ASI)

Mycological Evaluation of Crew Exposure to space station Ambient Air (Myco) looks at how the living environment in manned spacecraft is progressively contaminated by microorganisms. Samples will be collected from the nasal cavities, the pharynx and the skin of crew members during preflight, in flight and postflight. Analysis focuses on microflora, particularly fungi sampled from subjects, which may cause opportunistic infections and allergies if their immunity is compromised. (JAXA)

Earth and Space Science

The Alpha Magnetic Spectrometer − 2 (AMS) seeks to understand fundamental issues shared by physics, astrophysics and cosmology on the origin and structure of the universe. Although the AMS is specifically looking for antimatter and dark matter, as the first magnetic spectrometer in space, AMS has and will collect information from cosmic sources emanating from stars and galaxies millions of light years beyond the Milky Way. (NASA)

Educational Activities

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Commercial Generic Bioprocessing Apparatus Science Insert − 05 (CSI-05) is part of the CSI program series and provides the K-12 community opportunities to use the unique microgravity environment of the International Space Station as part of the regular classroom to encourage learning and interest in science, technology, engineering and math. This will promote education of the next generation of scientists, engineers, astronauts for the space program. (NASA)

Lego Bricks is a series of toy Lego kits that are assembled on orbit and used to demonstrate scientific concepts. Some of these models include satellites, a , and a scale model of the International Space Station. This opportunity provides the unique learning environment of microgravity to promote student interest in Science, Technology, Engineering and Mathematics (STEM) content and careers. To accomplish this task, Lego Bricks kits are flown on board the International Space Station. Crew members perform tasks to demonstrate simple science concepts and how Lego Bricks work differently in a microgravity environment. (NASA)

Try Zero-Gravity (Try Zero-G) allows the public, especially kids, to vote for and suggest physical tasks for JAXA Astronauts to demonstrate the difference between zero-g and one-g for educational purposes. Some of tasks include putting in eye drops, performing pushups on the ceiling, arm wrestling, and flying a magic carpet. Try Zero-G implements activities to enlighten the general public about microgravity use and human spaceflight. (JAXA)

Physical and Materials Sciences

Materials on International Space Station Experiment − 8 (MISSE-8) is a test bed for materials and computing elements outside of the International Space Station exposing them to atomic oxygen, ultraviolet, direct sunlight, radiation and extremes of heat and cold. Specimens include advanced solar cells, spacecraft materials, and lightweight computing devices and techniques, which will be tested during long-term exposure to the space environment. (NASA)

Biology (Bio) is a NASA Rapid Turn Around (RTA) engineering proof-of-concept proposal in preparation for Advanced Colloids Experiment (ACE). In Bio, crew members image three-dimensional biological sample particles, tissue samples and live organisms using the Light Microscopy Microscope. Three tests are planned. The first uses micron-size beads with different colors and one size that fluoresces. The crew excites the fluorescent beads with a blue Light-Emitting Diode (LED) using a filter to remove the excitation color of the blue LED source. In the second, the crew uses premade slides of tissue and small organisms that have been stained and fixed to check for resolution and contrast capability on biological fixed samples. In the third test, the crew grows C. elegans at ambient temperature. They will observe these organisms in real time. These worms are a commonly used model organism for cell development, behavior, genetics and radiation studies, and some are descendents of the worms flown and recovered after the STS-107 Columbia accident. (NASA)

2D-NanoTemplate fabricates large and highly oriented nano-scale two-dimensional arranged peptide arrays by suppressing convection, sedimentation, and . Peptide particles concentrated in a sodium hydroxide solution are mixed with the sodium hydroxide solution. Approximately one week to one month is needed for the peptide to arrangement arrange themselves, after which the growth is terminated and samples are stored in the MELFI at 4° C. The research results are expected to be useful in the development of electronics on Earth. (JAXA)

Investigating the Structure of Paramagnetic Aggregates from Colloidal Emulsions − 3 (InSPACE-3) will obtain data on fluids that change their physical properties in response to magnetic fields and has promise for improving the ability to design structures, such as bridges and buildings, to better withstand earthquake . InSPACE-3 studies the fundamental behavior of magnetic colloidal fluids under the influence of various magnetic fields. Observations of the microscopic structures yields a better understanding of the interplay of magnetic, surface and repulsion forces between structures in magnetically responsive fluids. These fluids are classified as smart materials that transition to a solid-like state by the formation and cross-linking of microstructures in the presence of a magnetic field. On Earth, these materials are used for vibration-damping systems that can be turned on or off. (JAXA)

RESEARCH OF OPPORTUNITY

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Technology

Maui Analysis of Upper Atmospheric Injections (MAUI), a DoD experiment, observes the space shuttle engine exhaust plumes from the Maui Space Surveillance Site in Hawaii when the space shuttle fires its engines at night or twilight. A telescope and all-sky imagers will take images and data while the space shuttle flies over the Maui site. The images are analyzed to better understand the interaction between the spacecraft plume and the upper atmosphere of Earth. Principal investigator: Rainer A. Dressler, Hanscom Air Force Base, Lexington, Mass. (NASA)

Ram Burn Observations − 2 (RAMBO-2) is an experiment in which the DoD uses a satellite to observe space shuttle orbital maneuvering system engine burns. Its purpose is to improve plume models, which predict the direction the plume, or rising column of exhaust, will move as the shuttle maneuvers on orbit. Understanding the direction in which the spacecraft engine plume, or exhaust flows could be significant to the safe arrival and departure of spacecraft on current and future exploration missions. (NASA)

Shuttle Exhaust Ion Turbulence Experiments (SEITE), a DoD experiment, uses space-based sensors to detect the ionospheric turbulence inferred from the radar observations from previous space shuttle Orbital Maneuvering System (OMS) burn experiments using groundbased radar. Principal investigator: Paul A. Bernhardt, Naval Research Laboratory, Washington D.C. (NASA)

Shuttle Ionospheric Modification with Pulsed Localized Exhaust Experiments (SIMPLEX), a DoD experiment, investigates plasma turbulence driven by rocket exhaust in the ionosphere using ground-based radars. Principal investigator: Paul A. Bernhardt, Naval Research Lab, Washington D.C. (NASA)

RESEARCH SAMPLES/HARDWARE TO BE RETURNED TO STATION ON SHUTTLE

Biology and Biotechnology

National Laboratory Pathfinder − Cells − 6: Jatropha-2 (NLP-Cells-6) assesses the effects of microgravity on formation, establishment and multiplication of undifferentiated cells of the Jatropha (Jatropha curcas), a biofuel plant, using different tissues as explant sources from different genotypes of Jatropha. Specific goals include the evaluation of changes in cell structure, growth and development, genetic changes, and differential gene expression. Postflight analysis identifies significant changes that occur in microgravity which could contribute to accelerating the breeding process for the development of new cultivars of this biofuel plant. (NASA)

Biomedical Analyses of Human Hair Exposed to a Long-term Spaceflight (Hair) examines the effect of long- duration spaceflight on gene expression and trace element in the human body. (JAXA)

Dynamism of Auxin Efflux Facilitators, CsPINs, Responsible for Gravity-regulated Growth and Development in Cucumber (CsPINs) uses cucumber seedlings to analyze the effect of gravity on the expressions of CsPINs and unravel their contributions to gravimorphogenesis (peg formation). CsPINs also differentiates hydrotropism from gravitropism in roots and compare the expression of CsPINs to figure out the interacting mechanism between the two tropisms. (JAXA)

Mycological Evaluation of Crew Exposure to space station Ambient Air (Myco) looks at how the living environment in manned spacecraft is progressively contaminated by microorganisms. Samples will be collected from the nasal cavities, the pharynx and the skin of crew members during preflight, in flight and postflight. Analysis focuses on microflora, particularly fungi sampled from subjects, which may cause opportunistic infections and allergies if their immunity is compromised. (JAXA)

Educational Activities

Asian Seed will feature a package of seeds to be stowed in the Kibo laboratory for approximately one month. During the stowed period, the package is not opened, but photos will be taken. The Asian Seed package will be

CBS News!!! 4/26/11 Page 48 ! CBS News Space Reporter's Handbook - Mission Supplement recovered to the ground and forwarded to Asian Space Agencies. Then, the seeds will be used for their own programs, such as educational kits, gifts at some cultural events. (JAXA)

Human Research

Bisphosphonates as a Countermeasure to Spaceflight Induced Bone Loss (Bisphosphonates) will determine whether antiresorptive agents (help reduce bone loss), in conjunction with the routine in-flight exercise program, will protect space station crew members from the regional decreases in bone mineral density documented on previous space station missions. (NASA)

Validation of Procedures for Monitoring Crew member Immune Function (Integrated Immune) will assess the clinical risks resulting from the adverse effects of spaceflight on the human immune system and will validate a flight-compatible immune monitoring strategy. Researchers will collect and analyze blood, urine and saliva samples from crew members before, during and after spaceflight to monitor changes in the immune system. Changes in the immune system will be monitored by collecting and analyzing blood and saliva samples from crew members during flight and blood, urine, and saliva samples before and after spaceflight. (NASA)

Nutritional Status Assessment (Nutrition) is the most comprehensive in-flight study done by NASA to date of human physiologic changes during long-duration spaceflight. This study includes measures of bone metabolism, oxidative damage, nutritional assessments, and hormonal changes. This study will affect both the definition of nutritional requirements and development of food systems for future space exploration missions. This experiment will also help to understand the impact of countermeasures (exercise and pharmaceuticals) on nutritional status and nutrient requirements for astronauts. Principal investigator: Scott M. Smith, Johnson Space Center, Houston. (NASA)

The Dietary Intake Can Predict and Protect Against Changes in Bone Metabolism during Spaceflight and Recovery (Pro K) investigation is NASA’s first evaluation of a dietary countermeasure to decrease bone loss of astronauts. Pro K proposes that a flight diet with a decreased ratio of animal protein to potassium will lead to decreased loss of bone mineral. Pro K will have an impact on the definition of nutritional requirements and development of food systems for future exploration missions, and could yield a method of counteracting bone loss that would have virtually no risk of side effects. Principal investigator: Scott M. Smith, Johnson Space Center, Houston. (NASA)

National and Space Administration Biological Specimen Repository (Repository) is a storage bank that is used to maintain biological specimens over extended periods of time and under well-controlled conditions. Biological samples from the space station, including blood and urine, are collected, processed and archived during the preflight, in-flight and post-flight phases of space station missions. This investigation has been developed to archive biosamples for use as a resource for future spaceflight-related research. Curator: Kathleen A. McMonigal, Johnson Space Center, Houston. (NASA)

The Spinal Elongation and its Effects on Seated Height in a Microgravity Environment (Spinal Elongation) study provides quantitative data as to the amount of change that occurs in the seated height due to spinal elongation in microgravity. Spinal elongation has been observed to occur in crew members during spaceflight, but has only previously been recorded in the standing position. The projections of seated height will provide data on the proper positioning of the seats within the vehicle, adequate clearance for seat stroke in high acceleration impacts, fit in seats, correct placements of seats with respect to each other and the vehicle and the proper orientation to displays and controls. (NASA)

Cardiovascular Health Consequences of Long- Duration Spaceflight (Vascular) studies the impact of spaceflight on the blood vessels of long-duration space explorers. Data is collected before, during and after spaceflight to assess inflammation of the artery walls, changes in blood vessel properties and cardiovascular fitness to create specific countermeasures for future long-duration spac e explorers beyond low-Earth orbit. (CSA) Changes in Nutrient Contents in Space Food After Long-term Spaceflight (Space Food Nutrient) will assess changes in nutrient contents in Japanese space foods after exposure to station environment for long-duration space flight. (JAXA)

Physical and Materials Science

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DEvice for the study of Critical LIquids and Crystallization − Directional Solidification Insert (DECLIC-DSI) provides a better understanding of the relationship between micro- and macrostructure formation during solidification processes. This involves investigating the birth and growth of morphological instabilities at the solid-liquid interface and the effects of coupling between the solidifying interface and the convection. By observing these phenomena in a microgravity environment, it will be possible to refine the theoretical models and numerical simulation predictions, which will ultimately result in the improvement of the industrial ground-based material development processes. (NASA)

The Materials International Space Station Experiment-7 (Mspace stationE-7) is a test bed for materials and coatings attached to the outside of the International Space Station being evaluated for the effects of atomic oxygen, ultraviolet, direct sunlight, radiation and extremes of heat and cold. This experiment allows the development and testing of new materials to better withstand the rigors of the space environment. Results will provide a better understanding of the durability of various materials when they are exposed to the space environment with applications in the design of future spacecraft. (NASA)

Smoke and Aerosol Measurement Experiment (SAME) measures smoke properties, or particle size distribution, of typical particles from spacecraft fire smokes to provide data to support requirements for smoke detection in space and identify ways to improve smoke detectors on future spacecraft. (NASA)

Marangoni analyzes the behavior of a surfacetension- driven flow in microgravity. A liquid bridge of silicone oil (5 or 10 cSt) is formed into a pair of disks. This experiment directly contributes to high quality crystal growth such as oxide materials for optical application. The outcomes will use the advance microfluid technology. The results will provide the knowledge to the high performance heat pipe with use of Marangoni convection for cooling personal computer devices and energy transport with a higher efficiency in future human space activity. (JAXA)

Production of High Performance Nanomaterials in Microgravity − 2 (Nanoskeleton-2) aims to clarify the effect of gravity on oil flotation, sedimentation and convection on crystals generated in microgravity. (JAXA)

Technology

Transport Environment Monitor Packages for ATV2 (TEM) takes temperature data aboard the European Space Agency’s Automated Transfer Vehicle 2, Johannes Kepler. Temperature data will evaluate environmental conditions during transportation for biological specimen or reagents for life-science experiments aboard international partner and commercial resupply vehicles. (JAXA)

Lab-on-a-Chip Application Development- Portable Test System (LOCAD-PTS) is a handheld device for rapid detection of biological and chemical substances on surfaces aboard the space station. Currently, the technology is being used to assess fluids used in pharmaceutical processing. The technology has been used to swab the Mars Exploration Rovers (MER), for planetary protection, and to assess microbial contamination in the NEEMO (NASA Extreme Environment Mission Operations) project. This technology will provide quick medical diagnostics in clinical applications. It will also provide environmental testing capabilities that may serve homeland security. (NASA)

NanoRacks-CubeLabs-Module-3 experiments ensure that the in-orbit functionality works as planned with the ground data collection support for future NanoRacks-CubeLabs investigations. This experiment provides the foundation to successfully perform other investigations onboard the International Space Station. NanoRacks- CubeLabs Platforms is a multipurpose research facility providing power and data transfer capability to the NanoRacks- CubeLabs Modules. (NASA)

For more information on the research and technology demonstrations performed on the International Space Station, visit: http://www.nasa.gov/mission_pages/station/science/

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SPACE SHUTTLE DEVELOPMENT TEST OBJECTIVES (DTO) AND DETAILED SUPPLEMENTARY OBJECTIVES (DSO)

Development Test Objectives (DTOs) are aimed at testing, evaluating or documenting systems or hardware or proposed improvements to hardware, systems and operations.

Included in the DTOs will be the following:

DTO 854 Boundary Layer Transition Flight Experiment

The Boundary Layer Transition (BLT) flight experiment will gather information on the effect of high Mach number boundary layer transition caused by a protuberance on the space shuttle during the re-entry trajectory.

The experiment is designed to further understand the high Mach number thermal environments created by a protuberance on the lower side of the orbiter during re-entry. The protuberance was built on a BRI-18 tile originally developed as a heat shield upgrade on the orbiters. Due to the likely geometry and re-entry profile of future exploration vehicles, these vehicles will experience a high Mach number boundary layer transition during . By flying this protuberance during the orbiter’s re-entry, a high Mach number transition environment will be created on a small zone of the orbiter’s underside, which will aid in gaining an improved understanding of the heating in high Mach number environments.

STS-134 will be the fifth phase of the flight experiment and will include data gathered on a 0.5 inch tall protuberance at speeds Mach 15, 18 and 19. This protuberance height will allow engineers to collect the highest- speed boundary layer transition data on the orbiter.

Boundary layer transition is a disruption of the smooth, laminar flow of supersonic air across the orbiter’s belly and occurs normally when the orbiter’s velocity has dropped to around eight to 10 times the speed of sound, starting toward the back of the heat shield and moving forward. Known as "tripping the boundary layer," this phenomenon can create eddies of turbulence that, in turn, result in higher downstream heating.

For the experiment, a heat shield tile with a “speed bump” on it was installed under Discovery’s left wing to intentionally disturb the airflow in a controlled manner and make the airflow turbulent. The bump is four inches long and approximately 0.4 inch wide. Ten thermocouples are installed on several tiles, including the protuberance tile and tiles downstream of the protuberance. Additionally, data from this experiment will expand the Aerodynamics and Aeroheating knowledge base and will be used to verify and improve design efforts for future spacecraft.

DTO 900 Thrust Oscillation

The is continuing to gather data on pressure oscillation, or periodic variation, a phenomenon that regularly occurs within solid rocket motors through the remaining shuttle flights. The data obtained from previous flights designated to acquire pressure oscillation data have provided a better understanding of solid rocket motor dynamics.

The collection of these additional data points will provide greater statistical significance of the data for use in dynamic analyses of the four segment motors. These analyses and computer models will be used for future propulsion system designs.

The pressure oscillation that is observed in solid rocket motors is similar to the hum made when blowing into a bottle. At 1.5 psi, or pounds per square inch, a pressure wave will move up and down the motor from the front to the rear, generating acoustic noise as well as physical loads in the structure. These data are necessary to help propulsion engineers confirm modeling techniques of pressure oscillations and the loads they create. As NASA engineers develop alternate propulsion designs for use in NASA, they will take advantage of current designs from which they can learn and measure.

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In an effort to obtain data to correlate pressure oscillation with the loads it can generate, the Space Shuttle Program is continuing to use the Enhanced Data Acquisition System to gather detailed information.

DTO 805 Crosswind Landing Performance (If opportunity)

The purpose of this DTO is to demonstrate the capability to perform a manually controlled landing in the presence of a crosswind. The testing is done in two steps.

1. Pre-launch: Ensure that planning will allow selection of a runway with Microwave Scanning Beam Landing System support, which is a set of dual transmitters located beside the runway providing precision navigation vertically, horizontally and longitudinally with respect to the runway. This precision navigation subsystem helps provide a higher probability of a more precise landing with a crosswind of 10 to 15 knots as late in the flight as possible. 2. Entry: This test requires that the crew perform a manually controlled landing in the presence of a 90- degree crosswind component of 10 to 15 knots steady state.

During a crosswind landing, the drag chute will be deployed after nose gear touchdown when the vehicle is stable and tracking the runway centerline.

Detailed Supplementary Objectives (DSOs) are space and life science investigations. Their purpose is to determine the extent of physiological deconditioning resulting from spaceflight, to test countermeasures to those changes and to characterize the space environment relative to crew health.

DTO 703 Sensor Test for Orion Relative Navigation Risk Mitigation (STORRM)

STORRM is designed to demonstrate the capability of relative navigation sensors developed for automated rendezvous and docking of Orion or other future spacecraft. This DTO will test the Vision Navigation Sensor (VNS) flash lidar and high definition docking camera currently planned for the Orion vehicle. Lidar, or light detection and ranging, is an optical remote sensing technology that measures properties of scattered light to find range and/or other information of a distant target.

Developed by the Orion Project Office at NASA’s Johnson Space Center in Houston, the VNS and docking camera have the ability to advance the capability necessary for automated rendezvous and docking. The test is being performed to gain a thorough understanding of the new sensors’ performance in space to validate ground simulation models and properly characterize sensor performance.

On STS-134, the new system will be tested during docking, undocking and re-rendezvous operations. Data will be collected and the astronauts will be able to monitor the information through a STORRM software application on a laptop computer inside. In addition, screen snapshots of the data will be sent to Mission Control at Johnson by slow scan video for the STORRM team to evaluate the data real-time.

During the STS-131 mission to the station, the crew installed a set of reflective elements for use during the STS-134 test. The retro-reflectors are titanium clamping mechanisms that contain a small piece of reflective tape − similar to that on stop signs − covered by Schott glass. The reflective elements, which were built at Langley Research Center in Hampton, Va., were placed in a prescribed pattern on the station’s docking target and stand-off cross on the Pressurized Mating Adapter 2 (PMA 2) that is used by the shuttle to dock with the ISS. They will serve as the targets for the VNS.

The VNS is an eye-safe lidar system that provides an image of the target − in this case the space station − along with range and bearing data to precise accuracies. The docking camera is designed to provide high resolution, color images.

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Having multiple reflectors in the sensor’s field of vision at the same time allows the sensor to determine the relative attitude of the vehicle as well as relative position and velocity. This will provide six degrees of freedom for a future vehicle’s guidance, navigation and control system.

The reflectors are designed to prevent the shuttle Trajectory Control Sensor (TCS) from tracking the reflective elements at their wavelength, preventing any confusion for the shuttle crew during docking and undocking. The prototype VNS and docking camera are mounted in Endeavour’s payload bay, in an enclosure on the orbiter docking system truss next to the shuttle’s TCS.

Under direction of the Orion Project office, teams from NASA Johnson, NASA Langley, and industry partners Lockheed Martin and Ball Aerospace Technology Corporation worked together to develop and test the prototype to support the STORRM Development Test Objective.

NASA Johnson is responsible for program management, technology evaluation, flight test objectives, operational concepts, contract management and data post-processing. Engineers at Langley are responsible for engineering management, design and build of the avionics, DTO computer hardware and reflective elements. They are also responsible for the integration, testing and certification of these components.

DSO-641 Risk of Orthostatic Intolerance During Re-exposure to Gravity

One of the most important physiological changes that may negatively impact crew safety is postflight orthostatic intolerance.

Astronauts who have orthostatic intolerance are unable to maintain a normal systolic blood pressure during head- up tilt, have elevated heart rates and may experience presyncope or syncope with upright posture. This problem affects about 30 percent of astronauts who fly short-duration missions (4–18 days) and 83 percent of astronauts who fly long-duration missions. This condition creates a potential for crew members during re-entry and after landing, especially for emergency egress contingencies.

Two countermeasures are currently employed to ameliorate post-flight orthostatic intolerance; fluid loading and an anti-gravity suit. Unfortunately, neither of these are completely effective for all phases of landing and egress; thus, continued countermeasure development is important. Preliminary evidence has shown that commercial compression hose that include abdominal compression can significantly improve orthostatic tolerance. These data are similar to clinical studies using inflatable compression garments.

Custom-fitted, commercial compression garments will be evaluated as countermeasures to immediate and longer- term post-flight orthostatic intolerance. These garments will provide a continuous, graded compression from the foot to the hip, and a static compression over the lower abdomen. These garments should provide superior fit and comfort as well as being easier to don. Tilt testing will be used as an orthostatic challenge before and after spaceflight.

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NASA STS-134 Spacewalk Overview4

The four spacewalks of the STS-134 mission are aimed at getting the International Space Station in the best possible shape for the retirement of the space shuttle fleet, through a variety of different tasks.

Mission Specialists Andrew Feustel, Michael Fincke and Gregory Chamitoff will spend a combined total of 26 hours outside the station on flight days 5, 7, 9 and 11.

Feustel will perform spacewalks 1, 2 and 3, wearing a spacesuit marked with solid red stripes. By the end of the mission, he will have six spacewalks on his resume – he participated in three spacewalks during the Hubble Space Telescope servicing mission in 2009. Going into the mission, he has already spent 20 hours and 58 minutes spacewalking.

Wearing an all-white spacesuit, Fincke will go outside the station for spacewalks 2, 3 and 4. He has already performed six spacewalks – four during Expedition 9 in 2004, and two during Expedition 18 in 2008 and 2009 – however, they have all been in Russian Orlan spacesuits. This will be his first spacewalk wearing a U.S. Extravehicular Mobility Unit. His current total for time spent spacewalking is 26 hours and 12 minutes.

Chamitoff, a first-time spacewalker, will wear a suit marked by broken red stripes for spacewalks 1 and 4.

When a spacewalk – also called Extravehicular Activity, or EVA for short – is going on outside, one crew member inside the International Space Station is assigned the job of Intravehicular (IV) officer, or spacewalk choreographer. In this case, whichever spacewalker is not participating outside the station, will act as the intravehicular officer for that spacewalk. Two of the spacewalks will also require astronauts inside the station to be at the controls of the station's 58-foot-long robotic arm.

Pilot Gregory H. Johnson and Expedition 27 Flight Engineer Cady Coleman will be given that responsibility for this mission. During the second spacewalk, they will carry the Special Purpose Dexterous Manipulator – or Dextre – for Feustel's work installing a camera light and lubricating its end effector. And in the final spacewalk, they will fist maneuver the shuttle's OBSS, which is to be left behind at the station when Endeavour undocks, into position for storage on the starboard side of the station's truss. Later in the spacewalk, they will also be at the controls as Chamitoff rides the arm to swap out the grapple fixtures on the boom.

Preparations will start the night before for the first and second spacewalk. For those excursions, the astronauts spend time in the station's Quest Airlock. This practice is called the campout prebreathe protocol and is used to purge nitrogen from the spacewalkers' systems and prevent decompression sickness, also known as "the bends."

During the campout, the spacewalkers will isolate themselves inside the airlock while the air pressure is lowered to 10.2 pounds per square inch, or psi. The station is kept at the near-sea-level pressure of 14.7 psi. The morning of the spacewalk, the astronauts will wear oxygen masks while the airlock's pressure is raised back to 14.7 psi for an hour and the hatch between the airlock and the rest of the station is opened. That allows the spacewalkers to perform their morning routines before returning to the airlock, where the air pressure is lowered again. Approximately 50 minutes after the spacewalkers don their spacesuits, the prebreathe protocol will be complete.

For the third spacewalk, Feustel and Fincke will try out a new procedure aimed at cutting down the amount of oxygen used in spacewalk preparations. Rather than spend the night inside the Quest, Feustel and Fincke will wait until the morning of their spacewalk to begin getting ready. They will breathe pure oxygen through air masks for an hour as the air pressure inside the Quest is lowered to 10.2 pounds per square inch. After that, they will be able to

4 Word for word from the NASA STS-134 Press Kit, available on line at: http://www.nasa.gov/mission_pages/shuttle/news/index.html

CBS News!!! 4/26/11 Page 54 ! CBS News Space Reporter's Handbook - Mission Supplement put on their spacesuits and perform light exercise (making small leg movements inside the Quest) for 50 minutes to raise their metabolic rate and purge nitrogen from their bloodstream.

The crew is scheduled to go back to the original campout procedure for the fourth spacewalk, but if the new procedure – which is called the In-Suit Light Exercise (ISLE) protocol – goes well on the third spacewalk, it may be used for the fourth as well.

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EVA-1

Duration: 6 hours, 30 minutes EVA Crew: Feustel and Chamitoff IV Crew: Fincke Robotic Arm Operators: None

EVA Operations

 Retrieve the Materials International Space Station Experiment (MISSE) 7A and 7B  MISSE 8  Install Crew and Equipment Translation Aid (CETA) cart light on S3  Cooling loop ammonia fill set up  Install external wireless communications antenna

The first spacewalk of the STS-134 mission has the most variety. Feustel and Chamitoff will start out by making their way to the ExPRESS Logistics Carrier 2 on the starboard side of the station's truss to retrieve two Materials International Space Station Experiments – MISSEs 7A and 7B. They were delivered to the station in November 2009 and installed during one of the STS-129 spacewalks.

To remove the experiments, Chamitoff will disconnect one power cable from each of them. He will then close the experiment and remove two pins holding MISSE 7B in place and carry it back to Endeavour's cargo bay for return home. Feustel will do the same with 7A.

The two experiments returning home will be stored opposite from each other on the side of the shuttle's cargo bay and secured using two latches. When they are in place, Feustel will retrieve MISSE 8, brought up by Endeavour, and carry it back to the ExPRESS Logistics Carrier 2 for installation in 7A's place. He will install two pins to hold the experiment in place, open the experiment and hook up two power cables.

While he does so, Chamitoff will install a Crew Equipment and Translation Aid cart light on the S3 segment of the station's truss. He will use one bolt to secure the light to the cart, and hook up one power cable. Afterward, before he leaves the area, he will install a cover on one face of the S3 solar alpha rotary joint. It was removed during a November 2007 spacewalk, and will be held in place with six bolts.

Feustel and Chamitoff's next task will be to prepare for the work Feustel and Fincke will perform on the mission's second spacewalk to top off the ammonia in the station's P6 photovoltaic thermal control system cooling loop. The loop has a slow ammonia leak. They will start by installing a jumper cable that will eventually connect the cooling loops of the P4 segment of the station's truss to the P3 segment, and then venting nitrogen from the loops between P1 and P5. They will also vent nitrogen from the jumper that connects the ammonia reservoir they will use for the refill to P6.

When that is done, they will move on to the Destiny laboratory, where they will be installing antennas for the External Wireless Communication (EWC) system. Feustel will work on routing the cables it will connect to, while Chamitoff sets up the antenna. To do so, Chamitoff will first remove two handrails on Destiny and replace them with EWC handrails, which have the antennas integrated into them. Each handrail is held in place by two bolts.

Once the antenna handrails are installed, Chamitoff will connect two power cables, and Feustel will connect three more and store two additional cables for future use.

Feustel will wrap up the first spacewalk of the mission by getting tools and equipment that will be used in the second and third spacewalks ready.

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EVA-2

Duration: 6 hours, 30 minutes EVA Crew: Feustel and Fincke IV Crew: Chamitoff Robotic Arm Operators: Johnson and Coleman

EVA Operations:

 Cooling loops ammonia fill and clean up  Lubricate Port Solar Alpha Rotary Joint  Install Special Purpose Dexterous Manipulator camera cover  Lubricate Special Purpose Dexterous Manipulator latching end effector  Install Radiator Grapple Bar Stow Beam on S1

Feustel and Fincke will work on two major projects during the second spacewalk of the mission: refilling one of the station's cooling loops with ammonia, and lubricating one of the station's massive Solar Alpha Rotary Joints (SARJs).

The work of the first spacewalk will mean that Feustel and Fincke have only a small amount of preparation left for the ammonia refill task. They will first finish rerouting the cables, so that there is a continuous open line from the P1 segment of the station's truss where the extra ammonia is stored in ammonia tank assemblies, to the P6 section where the leaky loop is. The flight controllers on the ground in Houston will perform a leak check of the line, and if it's good, the refill will begin. It should take about 10 minutes, during which about 5 pounds of ammonia will be added to the cooling loop.

Once the refill is complete, Feustel will vent the remaining ammonia from the jumper cables the spacewalkers installed, and then remove the cables. This will be done in two parts – the first will vent the ammonia between P1 and P5 and will last about 17 minutes. Afterward, Feustel will vent the jumper cable on P6, which will only take about four minutes.

Meanwhile, Fincke will move to the SARJ on the P3 segment of the station's truss. In 2007, its starboard-side counterpart was found to be grinding against itself, and so lubrication was added to both joints during the spacewalks of the STS-126 mission. The lubrication has been working very well, and Fincke and Feustel will be replenishing on the port side as part of the second spacewalk of the mission.

The rotary joint has 22 protective insulation covers. Fincke will start off the work by opening covers 12, 13, 16, 17, 8 and 9. He will inspect the area under one of the covers, taking photos and wiping the surface of the joint to collect samples of the remaining grease from the previous lubrication. Then, Fincke will use one grease gun with to add grease to the inner canted surface and another gun for the outer canted and datum A surfaces.

When Fincke is finished with lubricating beneath the first set of covers, he will rejoin Feustel to finish up putting the port cooling loops back into their original configuration. Once complete, flight controllers on the ground in Houston will rotate the port SARJ 200 degrees to spread the grease.

That rotation will take about an hour, giving Fincke time to install two radiator grapple bar stowage beams on the S1 segment of the station's truss. The beams will be used to store handles that would be necessary if a radiator ever needed to be replaced. Meanwhile, Feustel will get into place for his work with the Special Purpose Dexterous Manipulator, or Dextre.

The station's robotic arm will bring Dextre to Feustel, so that Feustel can install a cover on one of the robot's cameras and lubricate the snares that allow the robot to grab onto equipment.

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By the time those tasks are finished, the port SARJ should be in place for its second round of lubrication. Feustel and Fincke will work together on the task this time, and when they are done, they will reinstall the covers on the joint before making their way back to the Quest airlock.

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EVA-3

Duration: 6 hours, 30 minutes EVA Crew: Feustel and Fincke IV Crew: Chamitoff Robotic Arm Operators: None

EVA Operations:

 Install and hook up Power Data and Grapple Fixture on Zarya module  Install video signal converter on Zarya module  Install jumper cables between the Harmony node, the Unity node and the Zarya module

The work of the third spacewalk centers around increasing in the power supply to the Russian side of the station and extending the reach of the station's robotic arm to that area. The latter will be achieved by adding a power and data grapple fixture to the exterior of the Zarya module. That will allow the arm to "walk" to Russian segment, using that grapple fixture as a base.

The spacewalk will start with Feustel and Fincke doing some setup work at the Zarya module, moving tools and equipment into place and removing caps covering the installation location. They will then return to the Quest airlock and bring out the grapple fixture and the interface equipment that it will attach to, which is called the PAMA. The size of the hardware will require both spacewalkers to carry it together.

Once they arrive back at Zarya, they will install the PAMA, which the grapple fixture will already be attached to. This requires twisting its three "feet" into place on the exterior of Zarya.

With the fixture installed, Feustel and Fincke will move on to setup work. They will start by installing a video signal converter nearby. Fincke will secure it using one bolt, while Feustel connects three cables between the converter and the grapple fixture. Fincke will then connect one final cable and install insulation on the converter.

There will then be a number of cables to connect the grapple fixture to the rest of the station. There are two power cables to connect and two data cables to install.

The majority of the rest of the spacewalk – about three hours and 15 minutes of it – will be devoted to installing jumper cables that will add an extra level of redundancy to the system that provides the Russian side of the space station with power. These cables will run from the Harmony node, to the Unity node, to the Zarya module.

While Feustel photographs their finished work, Fincke will wrap up the spacewalk by performing "get ahead" tasks as time permits.

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EVA-4

Duration: 6 hours, 30 minutes EVA Crew: Fincke and Chamitoff IV Crew: Feustel Robotic Arm Operators: Johnson and Coleman

EVA Operations:

 Stow OBSS on starboard truss  Swap grapple fixtures on boom  Release expandable diameter fixtures on spare Special Purpose Dexterous Manipulator arm

The bulk of the work on the final spacewalk of the STS-134 mission will focus on getting the shuttle's OBSS stored on the space station's truss system and ready for use by the station's robotic arm. The arm has proven useful in the past for providing additional reach on spacewalk tasks and could come in handy in other areas, as well, so rather than send it home on the space shuttle, it will stay behind when Endeavour leaves.

The spacewalk will start with the station's robotic arm taking the boom off the hands of the shuttle robotic arm. While Fincke and Chamitoff make their way out of the Quest airlock, Johnson and Coleman will then maneuver the boom into position for them on the starboard side of the station's truss, where stanchions will hold it in place. Fincke and Chamitoff will simply lock the boom into place. Afterward, Fincke will connect two grounding connectors, while Chamitoff installs a foot restraint on the station's robotic arm for use later in the spacewalk.

From there, both spacewalkers will move to the P6 segment of the station's truss to retrieve a power and data grapple fixture for installation on the boom. Currently, a grapple fixture in the middle of the boom is the only one that the station arm is able to use, which halves the reach of the boom when on the station's arm. To remedy this, Fincke and Chamitoff will replace an electrical flight grapple fixture currently on one end of the boom with a power and data grapple fixture that the station arm can use.

To retrieve the power and data grapple fixture, Fincke and Chamitoff will work together to release four bolts holding it in place. Chamitoff will then climb onto the station's robotic arm for a ride back to boom on the starboard side of the station's truss. There, Chamitoff, with assistance from Fincke, will release the six bolts holding the electrical flight grapple fixture to the boom and cut its cable. Then he will install an adapter assembly on the boom, using six bolts and slide the power and data grapple fixture into place on it. Four bolts will hold it in place.

Afterward, Chamitoff will climb off of the robotic arm, while Fincke stows the electrical flight grapple fixture in Endeavour's cargo bay, and the two will move onto their work on a spare arm for Dextre.

The arm will have been delivered on ExPRESS Logistics Carrier 3, where three expandable diameter fixture bolts will have held it in place for launch. Fincke and Chamitoff will release each of the bolts, making use of a specially designed pry rod, if required.

The final spacewalking task of the mission will be performed by Chamitoff. He will install insulation on the grapple fixture of the high pressure gas tank delivered by Endeavour on ExPRESS Logistics Carrier 3.

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Space Shuttle Endeavour5

Born out of the tragedy of Challenger (STS 51L), NASA was officially given the go to build space shuttle Endeavour on July 31, 1987. At a one-time cost of $1.8 billion, Endeavour’s engineering designation became OV-105 – the sixth shuttle and fifth and final orbital vehicle. The contract award to ’s Space Transportation Systems Division, Downey, Calif., took advantage of the existence of structural spares already under contract. Endeavour was assembled at Rockwell’s Palmdale, Calif., assembly facility – the birthplace of all the shuttles.

Construction was completed in July 1990 and Endeavour was delivered to the Kennedy Space Center, Fla., in May 1991 to begin processing for its first flight – a daring rendezvous and repair mission of an ailing Intelsat satellite that would define the commitment of the Space Shuttle Program to carry out complicated and exciting missions for another 20 years. Endeavour is commonly referred to as OV-105 (Orbital Vehicle-105) – its airframe designation. Empty weight was 151,205 pounds at rollout and 172,000 pounds with main engines installed.

Endeavour ends it service with 25 missions, with the last being a 14-day flight to the International Space Station – designated STS-134 – to deliver the Alpha Magnetic Spectrometer, a state-of-the-art particle physics detector that will use the station’s external environment as a platform to expand knowledge of the universe and lead to better understanding of the universe’s origin by searching for antimatter, dark matter and measuring cosmic rays.

BACKGROUND

Authorized by Congress in August 1987 as a replacement for , Endeavour (OV-105) arrived at Kennedy Space Center on May 7, 1991, to begin processing for its maiden flight.

The last addition to NASA’s orbiter fleet, Endeavour was named after the first ship commanded by James Cook, the 18th-century British explorer, navigator and astronomer. On sailing ship Endeavour’s maiden voyage in August 1768, Cook sailed to the South Pacific to observe and record the infrequent event of the planet Venus passing between Earth and the sun.

Determining the transit of Venus enabled early astronomers to find the distance of the sun from Earth, which then could be used as a unit of measurement in calculating the parameters of the universe.

Cook’s voyage on the Endeavour also established the usefulness of sending scientists on voyages of exploration. While sailing with Cook, naturalist Joseph Banks and Carl Solander collected many new families and species of plants, and encountered numerous new species of animals.

HMS Endeavour and her crew reportedly made the first long-distance voyage on which no crewman died from scurvy, the dietary disease caused by lack of ascorbic acids. Cook is credited with being the first captain to use diet as a cure for scurvy, when he made his crew eat cress, sauerkraut and an orange extract. The Endeavour measured 109 feet in length and 29 feet in width and weighed about 550 tons. Space shuttle Endeavour – its modern day namesake – is 122 feet long, 78 feet wide and weighs 75 tons (151,205 pounds).

For the first time, a national competition involving students in elementary and secondary schools produced the name of the new orbiter, which was announced by President George H. W. Bush in 1989. The space shuttle Endeavour was delivered to Kennedy Space Center on May 7, 1991, and flew its first mission, highlighted by the dramatic rescue of a stranded Intelsat communications satellite, exactly one year later on May 7, 1992.

STS-49 launched at dusk to begin what was arguably to date among the most ambitious shuttle flights – one that subsequently would provide lessons learned in the development of tools and techniques to servicing the Hubble Space Telescope and building the International Space Station.

5 Word for word from the NASA STS-134 Press Kit, available on line at: http://www.nasa.gov/mission_pages/shuttle/news/index.html

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The commitment to succeed led to the conduct of a three-man spacewalk to capture Intelsat by hand when the specially designed capture bar could not snap in place. The spacewalk succeeded and Intelsat was affixed with a new boost motor and sent on its way. The mission set the tone for future Endeavour missions over the next 19 years, including the delivery of the first U.S. component to start assembly of the space station.

As the newest vehicle in the shuttle fleet, Endeavour also incorporated improved safety features, including a drag chute to assist with braking and control on the runway after landing. Later, all orbiters would be retrofitted with drag chutes as well.

Endeavour finishes its career with the distinction of delivering the final major component to the space station – the Alpha Magnetic Spectrometer. It is OV-105’s 25th mission and the 134th in the Space Shuttle Program.

UPGRADES AND FEATURES

Spare parts from the construction of Discovery (OV-103) and Atlantis (OV-104) were used to eventually build Endeavour (OV-105). These parts were built as spares to facilitate the repair of an orbiter if needed.

Endeavour also featured new hardware designed to improve and expand orbiter capabilities. Most of this equipment was later incorporated into the other three orbiters during times of extended downtime after a certain number of flights called Orbiter Maintenance Down Period (OMDP), or Orbiter Major Modification (OMM).

Endeavour's upgrades include:

 A 40-foot-diameter drag chute that reduces rollout distance by 1,000 to 2,000 feet.  An updated avionics system that included advanced general purpose computers, improved inertial measurement units and tactical air navigation systems, enhanced master events controllers and multiplexerdemultiplexers, a solid-state star tracker. TACANs later were replaced by a state-ofthe- art three- string Global Positioning System.  Improved nose wheel steering mechanisms.  An improved version of the Auxiliary Power Units that provide power to operate the space shuttle's hydraulic systems.  Installation of an external airlock, making Endeavour capable of docking with the International Space Station and providing more room on the shuttle's middeck.  Originally equipped as the first extended duration orbiter capable of stand-alone missions lasting up to 28 days. This later was removed to save weight for space station missions.  General weight-reduction program to maximize the payload capability to the International Space Station.  Later, 124 modifications were made during its first OMDP, including recommended return-to-flight safety modifications, bonding more than 1,000 thermal protection system tiles and inspecting more than 150 miles of wiring.  The two most important modifications were the incorporation of the Multi-functional Electronic Display System (MEDS) known as the “,” and the three-string global positioning system.

The glass cockpit provided full-color, flat-panel displays that improved interaction between the crew and orbiter. It provided easy-to-read graphics portraying key flight indicators like attitude display and mach speed. Endeavour was the last vehicle in the fleet to receive this system.

The three-string Global Positioning System (GPS) allowed the shuttle to make a landing at any runway long enough to handle the shuttle. The previous TACAN system only allowed for landings at military bases.

CONSTRUCTION MILESTONES

Feb. 15, 1982 Start structural assembly of Crew Module July 31, 1987 Contract Award

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Sept. 28, 1987 Start structural assembly of aft- Dec. 22, 1987 Wings arrive at Palmdale, Calif. from Grumman Aug. 1, 1987 Start of Final Assembly July 6, 1990 Completed final assembly April 25, 1991 Rollout from Palmdale May 7, 1991 Delivery to Kennedy Space Center April 6, 1992 Flight Readiness Firing May 7, 1992 First Flight (STS-49) April 19, 2011 Final Scheduled Flight (STS-134)

FLIGHT MILESTONES

1. STS-49 (May 7-16, 1992) 3,969,019 miles 2. STS-47 (Sept. 12-20, 1992) 3,310,922 miles 3. STS-54 (Jan. 13-19, 1993) 2,501,277 miles 4. STS-57 (June 21 − July 1, 1993) 4,118,037 miles 5. STS-61 (Dec. 2-12, 1993) 4,433,772 miles 6. STS-59 (April 9-20, 1994) 4,704,835 miles 7. STS-68 (Sept. 30 − Oct. 11, 1994) 4,703,000 miles 8. STS-67 (March 2-18, 1995) 1,800,000 miles 9. STS-69 (Sept. 7-18, 1995) 4,500,000 miles 10. STS-72 (Jan. 11-20, 1996) 3,700,000 miles 11. STS-77 (May 19-29, 1996) 4,100,000 miles 12. STS-89 (Jan. 22-31, 1998) 3,610,000 miles 13. STS-88 (Dec. 4-15, 1998) 4,650,000miles 14. STS-99 (Feb. 11-22, 2000) 4,708,821 miles 15. STS-97 (Nov. 30 − Dec. 11, 2000) 4,476,164 miles 16. STS-100 (April 19 − May 1, 2001) 4,910,188 miles 17. STS-108 (Dec. 5-17, 2001) 4,817,649 miles 18. STS-111 (June 5-19, 2002) 5,781,115 miles 19. STS-113 (Nov. 23 − Dec. 7, 2002) 5,735,600 miles 20. STS-118 (Aug. 8-21, 2007) 5,274,977 miles 21. STS-123 (March 11-26, 2008) 6,577,857 miles 22. STS-126 (Nov. 14-30, 2008) 6,615,109 miles 23. STS-127 (July 15-31, 2009) 6,547,853 miles 24. STS-130 (Feb. 8-21, 2009) 5,738,991 miles 25. STS-134 (April 19 − May 3, 2011) Approx. 5.7 million miles

Total Endeavour Miles 116,372,930 (through STS-130)

ENDEAVOUR BY THE NUMBERS

Miles traveled 116,372,930 (through STS-130) Days in orbit 283 4,423 Flights 24 (through STS-130) Crew members (total seats) 166 Crew members (individual seats) 133 Russian space station dockings 1 (STS-89 January 1998) International Space Station dockings 11 (through STS-130)

SPACE SHUTTLE MILES TRAVELED 530,603,795 (133 FLIGHTS)

Columbia 121,696,993 (28 flights, including STS-107)

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Challenger 23,661,290 (10 flights, including STS-51L) Discovery 148,221,675 (39 flights, through STS-133) Atlantis 120,650,907 (32 flights, through STS-132) Endeavour 116,372,930 (24 flights, through STS-130)

SPACE SHUTTLE SEATS (THROUGH STS-133)

Total Seats 841 Individual Seats 356

STS-134 adds six more seats filled and two individual: 847/358**

**Mike Fincke and Roberto Vittori flew Soyuz, but not shuttle. Based on their MS designations, Fincke will hold the distinction of being the "last" individual to fly aboard the space shuttle. That holds true regardless of the upcoming STS-135 mission since all four crew members for Atlantis have flown previous shuttle missions.

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STS-134: Quick-Look Mission Data

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STS-134: Quick-Look Program Statistics

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STS-134/ISS-26 Crew Thumbnails

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Current Space Demographics (post Soyuz TMA-21)

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Projected Space Demographics (post STS-134)

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Space Fatalities

Name Nation Date In-flight Fatalities

Komarov, Vladimir USSR 04/24/67 Soyuz 1 parachute failure

Dobrovolsky, Georgy USSR 06/29/71 Soyuz 11 depressurized during entry Patsayev, Victor USSR 06/29/71 Soyuz 11 depressurized during entry Volkov, Vladislav USSR 06/29/71 Soyuz 11 depressurized during entry

Scobee, Francis US 01/28/86 SRB failure; Challenger, STS-51L Smith, Michael US 01/28/86 SRB failure; Challenger, STS-51L Resnik, Judith US 01/28/86 SRB failure; Challenger, STS-51L Onizuka, Ellison US 01/28/86 SRB failure; Challenger, STS-51L McNair, Ronald US 01/28/86 SRB failure; Challenger, STS-51L Jarvis, Gregory US 01/28/86 SRB failure; Challenger, STS-51L McAuliffe, Christa US 01/28/86 SRB failure; Challenger, STS-51L

Husband, Rick US 02/01/03 Entry breakup; Columbia, STS-107 McCool, William US 02/01/03 Entry breakup; Columbia, STS-107 Chawla, Kalpana US 02/01/03 Entry breakup; Columbia, STS-107 Anderson, Michael US 02/01/03 Entry breakup; Columbia, STS-107 Brown, David US 02/01/03 Entry breakup; Columbia, STS-107 Clark, Laurel US 02/01/03 Entry breakup; Columbia, STS-107 Ramon, Ilan Israel 02/01/03 Entry breakup; Columbia, STS-107

TOTAL: 18

Other Active-Duty Fatalities

Freeman, Theodore US 10/31/64 T-38 jet crash in Houston Bassett, Charles US 02/28/66 T-38 jet crash in St Louis See, Elliott US 02/28/66 T-38 jet crash in St Louis

Grissom, Virgil US 01/27/67 Apollo 1 launch pad fire White, Edward US 01/27/67 Apollo 1 launch pad fire Chaffee, Roger US 01/27/67 Apollo 1 launch pad fire

Givens, Edward US 06/06/67 Houston car crash Williams, Clifton US 10/15/67 crash near Tallahassee Robert Lawrence US 12/08/67 F-104 crash (MOL AF astronaut) Gagariin, Yuri USSR 03/27/68 MiG jet trainer crash near Star City Belyayev, Pavel USSR 01/10/70 Died during surgery Thorne, Stephen US 05/24/86 Private plane crash near Houston Levchenko, Anatoly USSR 08/06/88 Inoperable brain tumor Shchukin, Alexander USSR 08/18/88 Experimental plane crash Griggs, David US 06/17/89 Plane crash Carter, Manley US 05/04/91 Commuter plane crash in Georgia Veach, Lacy US 10/03/95 Cancer Robertson, Patricia US 05/24/01 Private plane crash near Houston

Compiled by William Harwood

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STS-134/ISS-27 NASA Crew Biographies

1. STS-134 Commander: Navy Capt. Mark E. Kelly, 47

PERSONAL DATA: Born February 21, 1964 in Orange, New Jersey, but considers West Orange, New Jersey, to be his hometown. Married to Congresswoman Gabrielle Giffords of Tucson, Arizona. They have two children. He enjoys cycling, weight-lifting and golf. His parents, Richard and Patricia Kelly, reside in League City, Texas.

EDUCATION: Graduated from Mountain High School, West Orange, New Jersey, in 1982; received degrees in marine engineering and marine transportation (with highest honors) from the U.S. Merchant Marine Academy in 1986, and a master of science degree in aeronautical engineering from the U.S. Naval Postgraduate School in 1994.

ORGANIZATIONS: U.S. Merchant Marine Academy Alumni Association, Fellow of the National Committee on U.S. China Relations.

AWARDS: Awarded Defense Superior Service Medal (2 awards), four Air Medals (2 individual/2 strike flight) with Combat “V,” 2 Navy Commendation Medals (one with combat “V”), Navy Commendation Medal with “V,” Navy Achievement Medal, two Southwest Asia Service Medals, Navy Expeditionary Medal, two Sea Service Deployment Ribbons, Overseas Service Ribbon, and various other unit awards.

EXPERIENCE: Kelly received his commission from the U.S. Merchant Marine Academy in June 1986, and was designated a Naval Aviator in December 1987. While assigned to Attack Squadron 115 in Atsugi, Japan he made two deployments to the Persian Gulf aboard the USS Midway flying the A-6E Intruder All-Weather Attack Aircraft. During his second deployment he flew 39 combat missions in Operation Desert Storm. He completed 15 months of graduate work in Monterey, California, before attending the U.S. Naval School in June 1993. After graduating in June 1994, he worked as a project test pilot at the Carrier Suitability Department of the Strike Aircraft Test Squadron, Patuxent River, Maryland, flying the A-6E, EA-6B and F-18 aircraft. Kelly was an instructor pilot at the U.S. Naval Test Pilot School when selected for the astronaut program.

He has logged over 5,000 flight hours in more than 50 different aircraft and has over 375 carrier landings.

NASA EXPERIENCE: Selected by NASA in April 1996, Kelly reported to the Johnson Space Center in August 1996. A veteran of three space flights, he served as pilot on STS-108 in 2001 and STS-121 in 2006, and was the Discovery’s Commander on STS-124 in 2008, and has logged 38 days in space. In 2006 he received his first U.S. Patent for an advanced oxygen mask for combat aircraft. Kelly is currently assigned to command the crew of STS-134 to the International Space Station. The mission will deliver the Alpha Magnetic Spectrometer (AMS), a state-of-the-art cosmic ray particle physics detector designed to examine fundamental issues about matter and the origin and structure of the universe.

SPACE FLIGHT EXPERIENCE: STS-108 Endeavour (December 5-17, 2001), was the 12th shuttle flight to visit the International Space Station. Endeavour’s crew delivered the Expedition-4 crew and returned the Expedition-3 crew, unloaded over 3 tons of equipment and supplies from the Raffaello Multi-Purpose Logistics Module, and performed

CBS News!!! 4/26/11 Page 72 ! CBS News Space Reporter's Handbook - Mission Supplement one space walk to wrap thermal blankets around ISS Solar Array Gimbals. STS-108 traveled 4.8 million miles orbiting the earth 185 times in 11 days, 19 hours and 36 minutes.

STS-121 (July 4-17, 2006), was a return-to-flight test mission and assembly flight to the International Space Station. During the 13-day flight the crew of Space Shuttle Discovery tested new equipment and procedures that increase the safety of space shuttles, repaired a rail car on the International Space Station and produced never-before-seen, high-resolution images of the Shuttle during and after its July 4th launch. The crew also performed maintenance on the space station and delivered and transferred more than 28,000 pounds of supplies and equipment, and a new crew member to the station. The mission was accomplished in 12 days, 18 hours, 37 minutes and 54 seconds.

STS-124 Discovery (May 31 to June 14, 2008) was the 123rd Space Shuttle flight, and the 26th Shuttle flight to the International Space Station. STS-124 was launched from the Kennedy Space Center, Florida, and docked with the International Space Station on June 2 to deliver the Japanese Experiment Module-Pressurized Module (JEM-PM) and the Japanese Remote Manipulator System. STS-124 Shuttle astronauts delivered the 37-foot (11-meter) Kibo lab, added its rooftop storage room and performed three spacewalks to maintain the station and to prime the new Japanese module's robotic arm for work during nine days docked at the orbiting laboratory. STS-124 also delivered a new station crew member, Flight Engineer Greg Chamitoff. He replaced Flight Engineer , who returned to Earth with the STS-124 crew. The STS-124 mission was completed in 218 orbits traveling 5,735.643 miles in 13 days, 18 hours, 13 minutes and 7 seconds.

OCTOBER 2009

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2. STS-134 Pilot: Gregory H. Johnson, 48

PERSONAL DATA: Born on May 12, 1962 in South Ruislip, Middlesex, United Kingdom. Married to the former Cari M. Harbaugh of Lubbock, Texas. They have three children: Matthew, Joseph, and Rachel. Recreational interests include traveling, biking, golfing, music, duplicate bridge, and woodworking.

EDUCATION: In 1980, Johnson graduated from Park Hills High School in Fairborn, Ohio. He received his B.S. in Aeronautical Engineering from the U.S. Air Force Academy in 1984 and his M.S. in Flight Structures Engineering from Columbia University in 1985. In 2005, Johnson received his M.B.A from University of Texas (Austin).

SPECIAL HONORS: 2005 Top Fox Safety Award, 2005 Dean’s Award for Academic Excellence – McCombs School of Business, NASA Superior Performance Award, 1996 Lieutenant General Bobby Bond Award – Top USAF test pilot, Distinguished Graduate USAF Test Pilot School Class 94A, Onizuka Award Class 94A, 1985 Guggenheim Fellow to Columbia University, 1984 Distinguished Graduate with Honors – USAF Academy, 1980 Valedictorian : Park Hills High School, Eagle Scout. Military decorations: Distinguished Flying Cross, Meritorious Service Medals (2), Air Medals (4), Aerial Achievement Medals (3), USAF Commendation Medal, USAF Achievement Medals (2).

MILITARY EXPERIENCE: A USAF Academy graduate in May 1984, Johnson was designated an Air Force pilot in May 1986 at Reese AFB, Texas. He was retained as a T-38A instructor pilot at Reese until 1989. Johnson was next selected as an F-15E Eagle pilot in the 335th Fighter Squadron, at Seymour Johnson AFB, North Carolina. In December 1990, Johnson deployed to Al Kharj, Saudi Arabia, flying 34 combat missions in support of Operation Desert Storm. In December 1992, he was again deployed to Saudi Arabia for three months, flying an additional 27 combat missions in support of Operation Southern Watch. In 1993, he completed Air Force Test Pilot School at Edwards AFB, California. After graduation in 1994, he was assigned to the 445th Flight Test Squadron at Edwards, where he flew and tested F-15C/ E, NF-15B, and T-38A/B aircraft. In August 1997, he was assigned to Maxwell Air Force Base, Alabama, to attend Air Command and Staff College.

He logged over 4,000 flight hours in more than 40 different aircraft. Johnson retired from the Air Force on February 1, 2009.

NASA EXPERIENCE: Selected by NASA in June 1998, he reported for training in August 1998. After 2 years of initial astronaut training, Johnson was assigned to the Shuttle Cockpit Avionics Upgrade council – redesigning cockpit displays for future Space Shuttle missions. In addition, Johnson has held positions directly supporting the crews of STS-100 and STS-108, chief of Shuttle abort planning, and ascent procedure development. Johnson was a key player on several “tiger teams” including the External Tank (ET) foam impact test team investigating the cause of the Columbia accident in 2003; they proved that ET foam debris on ascent could critically damage the Shuttle’s leading edge thermal protection system. Over the next 5 years, Johnson became the Deputy Chief and ultimately the Chief of the Astronaut Safety Branch, focusing on all aspects of Space Shuttle, ISS, and T-38 safety. In early 2007, Johnson was selected to pilot Endeavour on the STS-123 mission that launched in March 2008. After he returned from the flight, Johnson served as a CAPCOM for STS-126, STS-119, STS-125, and STS-127. Johnson’s position as the Astronaut Safety Branch Chief continues to the present.

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Johnson will be pilot on STS-134. This mission will deliver the Alpha Magnetic Spectrometer, a state-of-the-art cosmic ray particle physics detector designed to examine fundamental issues about matter and the origin of the universe.

SPACE FLIGHT EXPERIENCE: Johnson was pilot of STS-123 Endeavour (March 11-26, 2008), the 25th Shuttle/ Station assembly mission. Endeavour’s crew delivered the Japanese Experiment Logistics Module – Pressurized Section, the first pressurized component of JAXA’s Kibo Laboratory, and the final element of the station’s Mobile Servicing System, the Canadian-built Dextre, also known as the Special Purpose Dextrous Manipulator. In addition to pilot duties aboard Endeavour, Johnson was a primary robotic arm operator, employing both the Space Shuttle and ISS robotic arms in support of numerous tasks throughout the mission. The STS-123 crew performed a record five spacewalks while docked to the station. The crew also delivered Expedition 16 Flight Engineer Garrett Reisman, and returned to Earth with ESA’s Léopold Eyharts. The mission was accomplished in 250 orbits of the Earth, traveling over 6 million miles in 15 days, 18 hours, and 10 minutes.

MARCH 2011

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3. STS-134 MS-1/EV: Air Force Col. Edward Michael Fincke, 44

PERSONAL DATA: Born March 14, 1967 in , , but considers Emsworth, Pennsylvania to be his hometown. Married to the former Renita Saikia of Houston, Texas. They have three children. In addition to time with his family, Mike enjoys travel, Geology, Astronomy, learning new languages, and reading. He is conversant in Japanese and Russian. His parents, Edward and Alma Fincke reside in Emsworth, Pennsylvania. Renita’s parents, Rupesh and Probha Saikia formerly of Assam, India reside in Houston, Texas.

EDUCATION: Graduated from Sewickley Academy, Sewickley, Pennsylvania in 1985. He attended the Massachusetts Institute of Technology (MIT) on an Air Force ROTC scholarship and graduated in 1989 with a bachelor of science in Aeronautics and Astronautics as well as a bachelor of science in Earth, Atmospheric and Planetary Sciences. This was followed by a master of science in Aeronautics and Astronautics from Stanford University in 1990. He was awarded an associates of science degree in Earth Sciences (Geology) from El Camino College in Torrance, California in 1993 and then a second master of science in Physical Sciences (Planetary Geology) from the University of Houston - Clear Lake in 2001.

SPECIAL HONORS: In addition to two NASA Distinguished Service Medals and two NASA Spaceflight Medals, Colonel Fincke is a recipient of the first ISS Leadership Award as well as a Meritorious Service Medal, three Commendation Medals, two Achievement Medals, and various unit and service awards. He is a Distinguished Graduate from the United States Air Force ROTC, Squadron Officer School, and Test Pilot School Programs and the recipient of the United States Air Force Test Pilot School Colonel Ray Jones Award as the top Flight Test Engineer/Flight Test Navigator in class 93B.

EXPERIENCE: Colonel Fincke graduated from MIT in 1989, and immediately attended a summer exchange program with the Moscow Aviation Institute in the former Soviet Union, where he studied Cosmonautics. Upon graduation from Stanford University in 1990, he entered the United States Air Force where he “washed out” of the Euro-NATO Joint Jet Pilot Training program, and then was reassigned as a Space Systems Engineer and a Space Test Engineer at Los Angeles Air Force Base. As a Flight Test Engineer at Edwards and Eglin Air Force Bases he flew in F-16 and F-15 aircraft. In January of 1996, he reported to the Gifu Test Center, Gifu Air Base, Japan where he was the United States Flight Test Liaison to the Japanese/United States XF-2 fighter program. Colonel Fincke has over 1000 flight hours in more than 30 different aircraft types.

NASA EXPERIENCE: Selected by NASA in April 1996, Colonel Fincke reported to the Johnson Space Center where he completed two years of training and evaluation. He was assigned technical duties in the Astronaut Office Station Operations Branch serving as an International Space Station Spacecraft Communicator (ISS CAPCOM), a member of the Crew Test Support Team in Russia and as the ISS crew procedures team lead. He also served as back-up crewmember for ISS Expeditions 4 and 6 as well as back-up commander for ISS Expeditions 13 and 16. He is qualified to fly as a left-seat Flight Engineer (co-pilot) on the Russian Soyuz TM and TMA spacecraft. He was the Commander of the second NASA Extreme Environment Mission Operations (NEEMO 2) mission living and working underwater for 7 days in May of 2002. Fincke has a total of 365 days, 21 hours and 32 minutes in orbit, and has logged 26 hours and 12 minutes of EVA time on six spacewalks.

Fincke is currently assigned to the crew of STS-134 to the International Space Station. The mission will deliver the Alpha Magnetic Spectrometer (AMS), a state-of-the-art cosmic ray particle physics detector designed to examine fundamental issues about matter and the origin of the universe. The mission will also mark the final flight of Space Shuttle Endeavour.

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SPACE FLIGHT EXPERIENCE: ISS Expedition 9 (April 18 to Oct 23, 2004). Expedition 9 launched from the , aboard the Soyuz TMA-4 spacecraft. As the NASA Space Station science officer and flight engineer, Colonel Fincke spent six-months aboard the ISS continuing ISS science operations, maintaining Station systems, and performing four spacewalks. The Expedition 9 mission concluded with undocking from the station and safe landing back in Kazakhstan on October 23, 2004.

ISS Expedition 18 (October 12, 2008 to April 8, 2009). Expedition 18 launched from from the Baikonur Cosmodrome, Kazakhstan aboard the Soyuz TMA-13 spacecraft. As the ISS Commander, Fincke and his 3-person crew helped prepare the station for future six-person crews and hosted the Space Shuttle crews of STS-126 and STS-119. The Expedition 18 mission concluded with undocking from the station and safe landing back in Kazakhstan on April 8, 2009.

DECEMBER 2010

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4. STS-134 MS-2/FE: Roberto Vittori, 46 (European Space Agency)

PERSONAL DATA: Born on 15 October 1964 in Viterbo, Italy. Married to the former Valeria Nardi of Citta’ di Castello, Italy. They have three children. Enjoys soccer, running, swimming and reading.

EDUCATION: Graduated from the Italian Air Force Academy in 1989. Completed basic training with the U.S. Air Force at Reese Air Force Base in Texas, US, in 1990. Graduated from the U.S. Navy Test Pilot School in 1995. Completed the Italian Air Force’s Accident Prevention course (Guidonia A.F.B., Italy) and Accident Investigation course (Kirtland A.F.B., , US) between 1996 and 1997. He holds a Master Degree in Aeronautical Sciences from the University of Naples, and a Master Degree in Physics from the University of Perugia.

SPECIAL HONORS: Academic award at the Undergraduate Pilot Training, Reese Air Force Base, Texas. Honor student at the Test Pilot School, Patuxent River, Maryland. Honor student at the United States Flight Safety School, Kirtland Air Force Base, New Mexico. Italian Air Force Top Medals for Special Piloting Skills and for Extended Service (1997).

EXPERIENCE: Following graduation from pilot training in 1990, Roberto Vittori flew Tornado GR1 aircraft with the 155th Squadron, 50th Wing, Piacenza, Italy from 1991 to 1994. During that time, he qualified for day/night air-to-air refueling as well as a formation leader.

In 1995, he completed the U.S. Navy Test Pilot School training. He then served at the Italian Test Centre as project pilot for the development of the new European aircraft, the Euro-Fighter EF2000, until 1998. From 1996 to 1998, he was the national representative in the Beyond Visual Range Air-to-Air Missile (BVRAAM) research and development program.

In 1997, he attended the U.S. Air Force Flight Safety School and from 1997 to 1998, he was wing Flight Safety Officer at the Italian Test Centre. He was also a teacher of aerodynamics for the Italian Air Force’s Accident Investigation Course.

Roberto Vittori is a colonel in the Italian Air Force. He has logged nearly 2500 hours in over 40 different aircraft types, including F-104, Tornado GR1, F-18, AMX, M-2000, G-222 and P-180.

In July 1998, he was selected as an astronaut by the Italian Space Agency (ASI), in cooperation with the European Space Agency (ESA) and, one month later, he joined the , whose home base is the European Astronaut Centre in Cologne, Germany.

In August 1998, he was relocated to NASA’s Johnson Space Center in Houston, Texas, and entered the 1998 Astronaut class for participating in a training program that qualifies astronauts for future assignment on the Space Shuttle and International Space Station. Roberto Vittori completed that training in 2000 and subsequently performed technical duties in the Space Shuttle Operations Systems Branch of NASA’s Astronaut Office.

In August 2001 he took up training as Soyuz board engineer at the Cosmonaut Training Centre (GCTC) in Star City, near Moscow, in preparation of his first spaceflight in spring 2002.

In August 2002, Roberto Vittori was relocated to NASA’s Johnson Space Center in Houston, where he supported the New Generation Space Vehicles Branch.

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In October 2004 Roberto Vittori resumed Soyuz training at Star City for his second mission to the International Space Station in 2005.

From 2005 onwards, while still on the ESA’s active astronaut list, Vittori carried out duties for the Italian Air Force and the Italian Government. He served as Deputy Head of the International Relations Office of the Air Force, responsible for the feasibility study for launching microsatellites from an airborne platform, as representative of the Defense Department in the Science and Technology Committee of the Italian Space Agency and was a technical coordinator of the joint space initiatives between the Research and Defense Departments. He also taught the semester course “Human Spaceflight” at “La Sapienza” University of Rome.

In December 2008, Vittori was relocated to the Johnson Center, to continue his training for future Shuttle and International Space Station missions. Vittori is currently assigned to the crew of STS-134 to the International Space Station. The mission will deliver the Alpha Magnetic Spectrometer (AMS), a state-of-the-art cosmic ray particle physics detector designed to examine fundamental issues about matter and the origin and structure of the universe.

SPACE FLIGHT EXPERIENCE: From April 25 to May 5, 2002, Roberto Vittori flew to the International Space Station as a spaceflight participant, under an agreement between the Russian Space Agency Rosaviakosmos, the Italian Space Agency and ESA. One of the main goals of this mission, which was named “Marco Polo,” was the delivery to the Station of a new model of Soyuz spacecraft, the TM-34, to be used by the resident crew in the event of an emergency.

From April 14 - 24, 2005, Vittori flew again to the Space Station as spaceflight participant. For that mission, called “Eneide”, he was the Soyuz flight engineer on both ascent and return, and, as such, he took an active role in piloting and docking the spacecraft. On board the ISS, Vittori performed an extensive science experiment program.

AUGUST 2009

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5. STS-134 MS-3/EV: Andrew J. Feustel, 45, Ph.D.

PERSONAL DATA: Raised and educated in Lake Orion, Michigan. Married to the former Indira Devi Bhatnagar of Ontario. Drew enjoys auto restoration, guitar, and water and snow skiing. His parents both live in Michigan, and Indira’s parents reside in Ontario.

EDUCATION: Graduated from Lake Orion High School, Michigan. Associate Science degree, Oakland Community College, Michigan. B.S. in Solid Earth Sciences, Purdue University. M.S. in Geophysics, Purdue University. Ph.D. in Geological Sciences specializing in Seismology, Queen’s University, Kingston, Ontario, Canada, 1995.

ORGANIZATIONS: Society of Exploration Geophysicists, American Geophysical Union, Sigma Phi Epsilon, Indiana Alpha Chapter, Purdue University, USA Water Skiing Association, BMW Car Club of America.

SPECIAL HONORS: Graduated Cum Laude, Oakland Community College, Michigan. Purdue University: C.J. Newby Scholarship Award; Ned Smith Field School Scholarship Award; Amoco Fellowship; Chevron Fellowship. Queen’s University: Thesis Bursary Award, Deans Award, Graduate Award, McLaughlin Fellowship, Reinhardt Fellowship.

EXPERIENCE: While attending Community College, Dr. Feustel worked as an auto mechanic at International Autoworks, Ltd., Farmington Hills, Michigan, restoring 1950’s Jaguars. At Purdue University, Dr. Feustel served as a Residence Hall Counselor for two years at Cary Quadrangle for the Purdue University Student Housing organization. His summers were spent working as a commercial and industrial glazier near his home in Michigan. During his Master‘s degree studies Feustel worked as a Research Assistant and Teaching Assistant in the Earth and Atmospheric Sciences Department of Purdue University. His M.S. thesis investigated physical property measurements of rock specimens under elevated hydrostatic simulating Earth’s deep crustal environments. While at Purdue, Feustel served for three years as Grand Prix Chairman and team Kart driver for Sigma Phi Epsilon Fraternity. In 1991, Feustel moved to Kingston, Ontario, Canada to attend Queen’s University where he worked as a Graduate Research Assistant and Graduate Teaching Assistant. Feustel’s Ph.D. thesis investigated seismic wave attenuation in underground mines and measurement techniques and applications to site characterization. For three years he worked as a Geophysicist for the Engineering Seismology Group, Kingston, Ontario, Canada, installing and operating microseismic monitoring equipment in underground mines throughout Eastern Canada and the United States. In 1997 Feustel began working for the Exxon Mobil Exploration Company, Houston, Texas, as an Exploration Geophysicist designing and providing operational oversight of land, marine, and borehole seismic programs worldwide.

NASA EXPERIENCE: Selected as a by NASA in July 2000, Dr. Feustel reported for training in August 2000. His training included five weeks of T-34 training at Naval Air Station VT-4, Pensacola, Florida. Following the completion of two years of training and evaluation, he was assigned technical duties in the Astronaut Office Space Shuttle and Space Station Branches. Dr. Feustel served on the crew of STS-125, the final Space Shuttle mission to the Hubble Space Telescope. The mission successfully extended and improved the observatory’s capabilities through 2014. In completing his first space mission, Feustel logged almost 13 days in space, and a total of 20 hours and 58 minutes in 3 EVAs. Feustel is currently assigned to the crew of STS-134 to the International Space Station. The mission will deliver the Alpha Magnetic Spectrometer (AMS), a state-of-the-art cosmic ray particle physics detector designed to examine fundamental issues about matter and the origin and structure of the universe.

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SPACE FLIGHT EXPERIENCE: STS-125 Atlantis (May 11-24, 2009) was the fifth and final Hubble servicing mission. The 19 year old telescope spent six days in the Shuttle’s cargo bay undergoing an overhaul conducted by four spacewalkers over five daily spacewalks, with the assistance of crewmates inside the Atlantis. The space walkers overcame frozen bolts, stripped screws, and stuck handrails. The refurbished Hubble Telescope now has four new or rejuvenated scientific instruments, new batteries, new gyroscopes, and a new computer. The STS-125 mission was accomplished in 12 days,21 hours, 37 minutes and 09 seconds, traveling 5,276,000 miles in 197 Earth orbits.

AUGUST 2009

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6. STS-134 MS-4/EV: Gregory E. Chamitoff, 48, Ph.D.

PERSONAL DATA: Originally from , Canada. Married to Chantal Caviness, M.D., Ph.D. They have two children, Natasha and Dimitri. His mother Shari Chamitoff and brother Ken Chamitoff live in Southern California. His father was the late Ashley Chamitoff. Recreational interests include , , flying, skiing, aikido, magic and guitar. Dr. Chamitoff is a certified and instrument rated pilot.

EDUCATION:

Blackford High School, San Jose, California, 1980 B.S., Electrical Engineering, California Polytechnic State University, 1984 M.S., Aeronautical Engineering, California Institute of Technology, 1985 Ph.D., Aeronautics and Astronautics, Massachusetts Institute of Technology, 1992 M.S., Space Science (Planetary Geology), University of Houston Clear Lake, 2002 SPECIAL HONORS: NASA Distinguished Service Medal, NASA Space Flight Medal, Cal Poly Honored Alumni Award; AIAA Associate Fellow; AIAA Technical Excellence Award; NASA Silver Snoopy Award; NASA/USA Space Flight Awareness Award; C.S. Graduate Fellowship; IEEE Graduate Fellowship; Honor Society Fellowship; Honor Society; Honor Society; Applied Magnetics Scholarships; Academic Excellence Award; Most Outstanding Senior Award; Degree of Excellence and California Statewide Speech Finalist; Eagle Scout.

EXPERIENCE: As an undergraduate student at Cal Poly, Chamitoff taught lab courses in circuit design and worked summer internships at Four Phase Systems, Atari Computers, Northern Telecom, and IBM. He developed a self- guided robot for his undergraduate thesis project. While at MIT and Draper Labs (1985-1992), Chamitoff worked on several NASA projects. He performed stability analysis for the deployment of the Hubble Space Telescope, designed flight control upgrades for the Space Shuttle autopilot, and developed attitude control system software for the Space Station. In his doctoral thesis, he developed a new approach for robust intelligent flight control of hypersonic vehicles. From 1993 to 1995, Dr. Chamitoff was a visiting professor at the , Australia, where he led a research group in the development of autonomous flight vehicles, and taught courses in flight dynamics and control. He has published numerous papers on aircraft and spacecraft guidance and control, trajectory optimization, and Mars mission design.

NASA EXPERIENCE: In 1995, Chamitoff joined Mission Operations at the Johnson Space Center, where he developed software applications for spacecraft attitude control monitoring, prediction, analysis, and maneuver optimization. One of these applications is the 3D ‘big screen’ display of the Station and Shuttle used by Mission Control.

Selected by NASA for the Astronaut Class of 1998, Dr. Chamitoff started training in August 1998 and qualified for flight assignment as a Mission Specialist in 2000. His assignments within the astronaut office have included Space Station procedure and display development, crew support for ISS , lead CAPCOM for ISS Expedition 9, and Space Station Robotics.

In July 2002, Dr. Chamitoff was a crew-member on the Aquarius undersea research habitat for 9 days as part of the NEEMO 3 mission (NASA Extreme Environment Mission Operations).

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Dr. Chamitoff is currently assigned to the crew of STS-134 to the International Space Station. The mission will deliver the Alpha Magnetic Spectrometer (AMS), a state-of-the-art cosmic ray particle physics detector designed to examine fundamental issues about matter and the origin and structure of the universe.

SPACE FLIGHT EXPERIENCE: Dr. Chamitoff served 179 days tour of duty aboard the International Space Station as Expedition 17-18 ISS Flight Engineer and Science Officer. He launched to the station with the crew of STS-124 on May 31, 2008, docking with the station on June 2, 2008. He returned to Earth on shuttle mission STS-126, having logged a total of 183 days in space.

AUGUST 2009

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1. ISS-26 FE/ISS-27 CDR: Russian Air Force Col. Dmitry Y. Kondratyev, 40

PERSONAL DATA: Born May 25, 1969, in Irkutsk. His parents, Yuri Semyonovich Kondratyev and Valentina Dmitrievna, reside in Alma-Aty, Kazakhstan. Dmitry is married to Dinara, and they have a son named Vladislav. His hobbies include computers, karate, economics and fishing.

EDUCATION: Kondratyev completed Yak-52 flight training at the Alma-Aty Aviation Club in 1986. After graduation from Alma-Aty High School in 1986, he entered the Kachinsk Air Force Pilot School graduating in 1990 as a pilot-engineer. In 2000, he graduated from the Moscow State University for Economy, Statistics and Computer Science at the Economic Information Systems Department as an economist. He graduated from the Yuri A. Gagarin Air Force Academy in 2004.

EXPERIENCE: After graduation from pilot school he served as a pilot and a senior pilot in the Air Force. He flew different types of Russian fighter aircraft: MiG-21, MiG-29, Su-27. He is a Class 1 Air Force pilot. He is an Instructor of General Parachute Training, and has performed more than 150 parachute jumps.

Kondratyev was selected as a test cosmonaut candidate of the Gagarin Cosmonaut Training Center Cosmonaut Office in December of 1997. From January 1998 to March 2000, he attended basic space training. In 2000, Kondratyev was qualified as a test cosmonaut. He was assigned to the ISS 5 Backup crew as Soyuz Commander and ISS Flight Engineer and successfully completed that training in 2003. Kondratyev was then assigned to the ISS 13 Prime crew and trained as ISS Flight Engineer and Soyuz Commander for one and a half years until the crew reassignment named an ESA astronaut to this long duration mission. He was assigned to the ISS 20 Backup crew as Soyuz Commander and ISS Flight Engineer and successfully completed that training.

From May 2, 2006 through April 9, 2007, Kondratyev served as Director of Operations, Russian Space Agency, stationed at the Johnson Space Center in Houston, Texas.

In March 2007, Kondratyev received his U.S. FAA Private Pilot License. In March 2009, he received his U.S. FAA Airline Transport Pilot License.

Kondratyev is currently assigned to the ISS 26/27 prime crew as Soyuz Commander and ISS 27 Commander.

DECEMBER 2010

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2. ISS-26/27 FE: Catherine Coleman, 49, Ph.D.

PERSONAL DATA: Born December 14, 1960, in Charleston, South Carolina. Married to glass artist Josh Simpson. She enjoys flying, scuba diving, sports, music. As an undergraduate, she competed in intercollegiate athletics on MIT’s crew team. Her mother, Ann L. Doty, resides in Dayton, Ohio. Her father’s family resides in Vancouver, Washington.

EDUCATION: Graduated from W.T. Woodson High School, Fairfax, Virginia, in 1978; received a bachelor of science degree in chemistry from the Massachusetts Institute of Technology in 1983, and a in polymer science and engineering from the University of Massachusetts in 1991.

EXPERIENCE: Coleman was commissioned as a 2nd lieutenant in the U.S. Air Force in 1983 and began graduate work at the University of Massachusetts. Her research focused on polymer synthesis using the olefin metathesis reaction, and polymer surface modification. In 1988, Coleman entered active duty and was assigned to Wright- Patterson Air Force Base. As a research at the Materials Directorate of the Wright Laboratory, she synthesized model compounds for optical applications such as advanced computers and data storage. Coleman also acted as a surface analysis consultant for the Long Duration Exposure Facility (launched from STS-41C in 1984 and retrieved during STS-32 in 1990). In addition to assigned duties, Coleman was a volunteer test subject for the centrifuge program at the Crew Systems Directorate of the Armstrong Aeromedical Laboratory. She set several endurance and tolerance records during her participation in physiological and new equipment studies. Coleman retired from the Air Force in November 2009.

NASA EXPERIENCE: Coleman was selected by NASA in March 1992 and reported to the Johnson Space Center in August 1992. Initially assigned to the Astronaut Office Mission Support Branch and detailed to flight software verification in the Shuttle Avionics Integration Laboratory, Coleman subsequently served as the special assistant to the Center Director, Johnson Space Center. She served in the Astronaut Office Payloads and Habitability Branch, working with experiment designers to ensure that payloads can be operated successfully in the microgravity environment of low earth orbit. As the lead astronaut for long term habitability issues, she led the effort to label the Russian segments of the International Space Station in English and also tracked issues such as acoustics and living accommodations aboard the station. She served as a CAPCOM in mission control for both the space shuttle and space station for a number of years. She represented the astronaut office on the Tile Repair Team for NASA’s Return to Flight after the Columbia accident. Coleman also served as the Chief of Robotics for the Astronaut Office, tasked with overseeing astronaut robotics training and the integration of crew interfaces into new robotics systems.

A veteran of two space missions, Coleman has logged more than 500 hours in space. She was a mission specialist on STS-73, trained as a backup mission specialist for an injured crew member on STS-83, and was the lead mission specialist on STS-93 for the deploy of the Chandra X-Ray Observatory. Coleman trained for a long duration flight on the International Space Station, which launched from and and will land in Kazakhstan on the Russian Soyuz spacecraft. She acted as the backup U.S. crewmember for Expeditions 19, 20 and 21 and served as a backup crewmember for Expeditions 24 and 25 as part of her training for . Coleman is a member of the Expedition 26 crew that launched to the ISS aboard Soyuz 25 in December 2010 with a planned landing in the spring of 2011.

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SPACE FLIGHT EXPERIENCE: STS-73 Columbia (October 20 to November 5, 1995) was the second United States Microgravity Laboratory mission. The mission focused on materials science, biotechnology, combustion science, the physics of fluids, and numerous scientific experiments housed in the pressurized module. In completing her first space flight, Coleman orbited the Earth 256 times, traveled over 6 million miles, and logged a total of 15 days, 21 hours, 52 minutes and 21 seconds in space. STS-93 Columbia (July 22-27, 1999) was a 5-day mission during which Coleman was the lead mission specialist for the deployment of the Chandra X-Ray Observatory. Designed to conduct comprehensive studies of the universe, the telescope will enable scientists to study exotic phenomena such as exploding stars, , and black holes. Mission duration was 118 hours and 50 minutes.

DECEMBER 2010

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3. ISS-26/27 FE: Paolo A. Nespoli, 53 (Italy/European Space Agency)

PERSONAL DATA: Born on 6 April 1957 in , Italy. His hometown is Verano Brianza, in northern Italy. He is married to Alexandra Ryabova and they have a wonderful daughter. Paolo enjoys SCUBA diving, piloting aircraft, photography, building electronic equipment and computer software.

EDUCATION: Nespoli received a Bachelor of Science in Aerospace Engineering in 1988 and a Master of Science in Aeronautics and Astronautics in 1989 from the Polytechnic University of New York. Awarded the Laurea in Ingegneria Meccanica by the Università degli Studi di Firenze, Italy, in 1990.

QUALIFICATIONS AND LICENSES: Civilian: Professional engineer, private pilot with instrument rating, advanced SCUBA diver, and diver. Military: Major ( Reserve), master parachutist, parachutist instructor, jump master, high altitude low opening, and Special Forces operator.

SPECIAL HONORS AND AWARDS: 2007 NASA Spaceflight Medal, 2007 Commendatore Ordine al Merito Repubblica Italiana, 2009 Cavaliere dell’Ordine della Stella della Solidarieta’ Italiana.

EXPERIENCE: Nespoli was drafted by the Italian army in 1977 and became a non-commissioned officer working as a parachute instructor at the Scuola Militare di Paracadutismo of Pisa. In 1980, he joined the 9 Btg d'Assalto "Col Moschin" of Livorno where he became a Special Forces operator. From 1982 to 1984, he was assigned to the Italian contingent of the Multinational Peacekeeping Force in Beirut, Lebanon. Following his return to Italy, he was appointed an officer. He left active army duty in 1987.

Nespoli resumed university studies in 1985. Upon completing his M.Sc. in 1989, he returned to Italy to work as a design engineer for Proel Tecnologie in Florence, as design and test engineer of space qualified equipment and experiments.

In 1991, he joined ESA’s European Astronaut Center in Cologne, Germany. As an astronaut training engineer, he contributed to the preparation and implementation of basic training for the European astronauts and he was responsible for the preparation and management of astronaut proficiency maintenance, and the creation of an Astronaut Training Database.

In 1995, he was detached to the EUROMIR project at ESA’s ESTEC establishment in Noordwijk, The Netherlands, where he was responsible for the team that prepared, integrated and supported the Payload and Crew Support Computer used on the Russian space station Mir.

In 1996, he was detached to NASA's Johnson Space Center in Houston, Texas, where he worked in the Spaceflight Training Division on the preparation of training for the ground and in-orbit crews of the International Space Station.

In July 1998, he was selected as an astronaut by the Italian space agency (ASI), and one month later, joined ESA’s European astronaut corps, whose home base is the European Astronaut Center (EAC) in Cologne, Germany.

In August 1998, he was relocated to NASA’s Johnson Space Center in Houston, Texas, and assigned to the XVII NASA Astronaut class. In 2000, he obtained the necessary basic qualifications for being assigned to a mission on the Space Shuttle and to the International Space Station. In July 2001, he successfully completed the course for

CBS News!!! 4/26/11 Page 88 ! CBS News Space Reporter's Handbook - Mission Supplement operating the Space Shuttle robotics arm and, in September 2003, successfully completed the Extra Vehicular Activities advanced skills training.

In August 2004, he was temporarily assigned to the Gagarin Cosmonaut Training Center in Star City, Moscow, Russia, where he followed the initial training for the Soyuz spacecraft. On returning to NASA’s astronaut office at the Johnson Space Center, Houston, Nespoli performed proficiency training to maintain acquired qualifications as well as attending advanced courses. In addition, he carried out technical duties for NASA, ESA, and the Italian Space Agency (ASI).

In June 2006, Nespoli was assigned to the crew of STS-120, an International Space Station (ISS) assembly mission. STS-120 launched from the Kennedy Space Center on October 23, 2007. During the mission, the Italian-built Node 2 “Harmony” was delivered to the International Space Station. This element opened up the capability for future international laboratories to be added to the station. In addition, the P6 Solar Array was relocated from the Z1 Truss to the end of the port side of the Integrated Truss Structure. STS-120 returned to land at the Kennedy Space Center, Florida, on November 7, 2007. The mission was accomplished in 238 orbits, traveling 6.2 million miles in 15 days, 2 hours, and 23 minutes.

In December 2008, Nespoli was assigned to Expedition 26/27, a long duration mission to the International Space Station (ISS). Expedition 26 launched from Baikonur Space Center in Kazakhstan in December 2010 in the Russian-built Soyuz TMA-20 spacecraft, for which Nespoli is Flight Engineer 1. Nespoli and his two fellow Soyuz crewmembers will join three other crewmembers onboard the ISS, and during their six-month tour of duty in space, they will continue the construction of the Space Station, maintain it, carry out scientific and technological experiments, and educational activities. The return to Earth of Expedition 26/27 is planned for May 2011 in the Kazakh Steppe.

DECEMBER 2010

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4. ISS-27 FE/ISS-28 CDR: Andrey I. Borisenko, 47

PERSONAL DATA: Born April 17, 1964, in Leningrad (St. Petersburg), Russia. Married to Zoya Leonidovna Borisenko (nee Tushenkova); they have a son, Ivan. His parents, Ivan Andreevich and Natalia Mikhailovna Borisenko, reside in Saint Petersburg. Hobbies include fishing, badminton, and road trips.

EDUCATION: Graduated from the Leningrad Physics and Mathematics School #30 in 1981. He then entered the Leningrad Military Mechanical Institute. graduating in 1987 with the qualification “Flight and Control Dynamics.”

EXPERIENCE: Following graduation from the institute Borisenko worked for a military unit from 1987–1989. He started working at RSC in 1989 where he was responsible for the Mir motion control system and took part in the MCC-M onboard systems operation analysis board. Borisenko was a shift flight director at the MCC-M starting in 1999, first for the Mir space station and then for the International Space Station (ISS).

SPACE FLIGHT TRAINING: Borisenko was selected as a cosmonaut candidate from RSC Energia on May 29, 2003. He started basic spaceflight training in June, 2003 and completed it in June, 2005 by passing the state exams with excellent grades. He received qualification of test-cosmonaut on July 5, 2005 from the Interdepartmental Qualification Commission. From July 2005 to August 2008 he participated in advanced space flight training. From August 2008 to March 2009 he trained as an ISS 24/25 backup crewmember. Since March 2009 has been training with the ISS 23/24 back up crew as a station commander and Soyuz TMA flight engineer.

MARCH 2010

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5. ISS-27/28 FE: Ronald J. Garan Jr., 49

PERSONAL DATA: Born on October 30, 1961 in Yonkers, NY. Married to the former Carmel Courtney of Brooklyn, NY, and Scranton, PA. They have three sons. His father, Ronald Garan Sr., resides in Yonkers, NY. His mother, Linda Lichtblau, resides in Port St. Lucie, FL with her husband, Peter Lichtblau.

EDUCATION: Graduated from Roosevelt High School, Yonkers, NY in 1979. Earned a Bachelor of Science degree in Business Economics from the SUNY College at Oneonta, 1982. Earned a Master’s of Aeronautical Science degree from Embry-Riddle Aeronautical University, 1994. Earned a Master’s of Science degree in Aerospace Engineering from the University of Florida, 1996.

ORGANIZATIONS: Society of Experimental Test Pilots, Engineers Without Borders, and Founder of the Manna Energy Foundation.

AWARDS: Military decorations include the Distinguished Flying Cross for Combat Valor, Meritorious Service Medal, Air Medal, Aerial Achievement Medal, Air Force Outstanding Unit Award with Valor, National Defense Service Medal, Humanitarian Service Award, Kuwait Liberation Medal, and various other service awards. NASA Superior Accomplishment Award and the NASA Exceptional Achievement Medal.

SPECIAL HONORS: Distinguished Graduate and Top Academic Award USAF Fighter Weapons School; Twice selected as Top Academic Instructor Pilot USAF Weapons School; USAF Weapons School and USAF Weapons and Tactics Center Lt. Gen. Claire Lee Chennault Award; Distinguished Graduate Squadron Officers School; Top Academic Award F-16 Replacement Training Unit (RTU). Honorary Doctor of Science Degree from the State University of New York.

EXPERIENCE: Garan received his commission as a Second Lieutenant in the United States Air Force in 1984 and earned his wings at Vance AFB, OK in 1985. He completed F-16 training at Luke AFB, AZ and reported to Hahn Air Base in former West Germany where he served as a combat ready F-16 pilot in the 496th Tactical Fighter Squadron (TFS), from 1986-88. In March 1988, he was reassigned to the 17th TFS, Shaw AFB, SC, were he served as an instructor pilot, evaluator pilot, and combat ready F-16 pilot. While stationed at Shaw he attended the USAF Fighter Weapons School, graduating in 1989, and then returned to the 17th TFS to assume the position of Squadron Weapons Officer.

From August 1990 through March 1991, he deployed to Southwest Asia in support of Operations Desert Shield/ Desert Storm where he flew combat missions in the F-16. In 1991, Garan was reassigned to the USAF Weapons School where he served as an F-16 Weapons School Instructor Pilot, Flight Commander and Assistant Operations Officer. In 1994, he was reassigned to the 39th Flight Test Squadron (FTS), Eglin AFB, FL where he served as a developmental test pilot and chief F-16 pilot. Garan attended the U.S. Naval Test Pilot School at the Patuxent River Naval Air Station, MD from January through December 1997, after which he was reassigned to the 39th FTS, Eglin AFB, FL where he served as the Director of the Joint Air to Surface Standoff Missile Combined Test Force. Garan was the Operations Officer of the 40th FTS when he was selected for the astronaut program. He has logged over 5,000 hours in more than 30 different aircraft. Garan retired from the Air Force on June 1, 2009.

NASA EXPERIENCE: Selected as a pilot by NASA in July 2000, Colonel Garan reported for training in August 2000. Following the completion of two years of training and evaluation, he was assigned technical duties in the Astronaut Office Station and Shuttle Operations Branches and contributed to both the Columbia mishap investigation and Return-to-Flight efforts. In April of 2006, he became an through his participation in

CBS News!!! 4/26/11 Page 92 ! CBS News Space Reporter's Handbook - Mission Supplement the joint NASA-NOAA, NEEMO 9 (NASA Extreme Environment Mission Operations), an exploration research mission held in Aquarius, the world's only undersea research laboratory. During this 18-day mission, the six person crew of NEEMO 9 developed lunar surface exploration procedures and telemedical technology applications in support of our Nation’s Vision for Space Exploration. Ron Garan completed his first space flight in 2008 on STS-124 as Mission Specialist 2 (Flight Engineer) for ascent and entry, and has logged over 13 days in space and 20 hours and 32 minutes of EVA in three spacewalks. Garan is currently assigned to Expedition 27/28 and scheduled to arrive at the International Space Station in March 2011 aboard a Soyuz spacecraft for a six- month mission.

SPACE FLIGHT EXPERIENCE: STS-124 Discovery (May 31 to June 14, 2008) was the 123rd Space Shuttle flight, and the 26th Shuttle flight to the International Space Station. STS-124 was launched from the Kennedy Space Center, Florida, and docked with the International Space Station on June 2 to deliver the Japanese Experiment Module-Pressurized Module (JEM-PM) and the Japanese Remote Manipulator System. STS-124 Shuttle astronauts delivered the 37-foot (11-meter) Kibo lab, added its rooftop storage room and Garan accumulated 20 hours and 32 minutes of EVA in three spacewalks required to maintain the station and to prime the new Japanese module's robotic arm for work during nine days docked at the orbiting laboratory. The STS-124 mission was completed in 218 orbits, traveling 5,735.643 miles in 13 days, 18 hours, 13 minutes and 7 seconds.

JANUARY 2011

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6. ISS-27/28 FE: Russian Air Force Lt. Col. Alexander M. Samokutyaev, 41

PERSONAL DATA: Born March 13, 1970, in Penza, Russia. Married to Samokutyaeva (nee Zosimova) Oksana Nikolaevna. They have one daughter, Anastasia, born in 1995. His parents, Maikhail Nikolaevich and Maria Alexandrovna Samokutyaev, reside in Penza. Hobbies include ice hockey, traveling

EDUCATION: Graduated from the Chernigov Air Force Pilot School as pilot- engineer in 1992, and in 2000 from the Gagarin Air Force Academy.

AWARDS: Recipient of various Russian Armed Force medals.

EXPERIENCE: Samokutyaev flew Vilga-35A,-L-13 Blanik, L-39, SU-24? aircraft as pilot, senior pilot and deputy commander of air squadron. Samokutyaev has logged 680 hours of flight time and performed 250 parachute jumps. He is a Class 3 Air Force pilot and a qualified diver. After graduation from the Academy he was appointed as GCTC 2nd division department chief.

SPACE FLIGHT TRAINING: Samokutyaev was selected as a GCTC cosmonaut-candidate in 2003. From June 2003 to June 2005 he completed basic spaceflight training and passed the exams with excellent grades. In July, 2005 Samokutyaev received the qualification of a test-cosmonaut. Starting August 2005 till November 2008 he was in ISS advanced training. Since December 2008 he has trained as an ISS 23/24 backup crewmember - Soyuz commander, ISS 23/24 flight engineer.

MARCH 2010

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STS-134 Crew Photographs

CDR Mark E. Kelly PLT Gregory H. Johnson MS1/EV E. Michael Fincke

MS2/FE Roberto Vittori (ESA) MS3/EV Andrew J. Feustel MS4/EV Gregory E. Chamitoff

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ISS-27/28 Crew Photographs

Soyuz TMA-20 (launch: 12/15/10)

ISS-27 CDR Dmitry Kondratyev ISS-27 FE Catherine Coleman ISS-27 FE Paolo Nespoli

Soyuz TMA-21 (launch: 04/04/11)

ISS-27 FE Alex. Samokutyaev ISS-27 FE Ronald Garan ISS-27 FE Andrey Borisenko

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STS-134 Launch Windows

The launch window for STS-134 is defined by a requirement to launch within about five minutes of the moment Earth’s rotation carries the launch pad into the plane of the International Space Station’s orbit. To optimize ascent performance, NASA targets the middle of the 10-minute launch window.

Date Window Open Launch Window Close Space Station Docking

04/29/11 03:42:52 PM 03:47:52 PM 03:52:52 PM Flight Day 3

04/30/11 03:17:10 PM 03:22:10 PM 03:27:10 PM FD 3 03:30:24 PM FD 4

05/01/11 02:54:38 PM 02:59:38 PM 03:04:38 PM FD 3

05/02/11 02:28:56 PM 02:33:56 PM 02:38:56 PM FD 3 02:42:10 PM FD 4

05/03/11 02:06:25 PM 02:11:25 PM 02:16:25 PM FD 3

05/04/11 01:40:43 PM 01:45:43 PM 01:50:43 PM FD 3 01:53:56 PM FD 4

05/05/11 01:18:11 PM 01:23:11 PM 01:28:11 PM FD 3 Not available6

05/06/11 12:52:46 PM 12:57:29 PM 01:02:29 PM FD 3 Not available 01:05:43 PM FD 4 Not available

05/07/11 12:29:57 PM 12:34:57 PM 12:39:57 PM FD 3 Not available

05/08/11 12:05:20 PM 12:09:14 PM 12:14:14 PM FD 3 12:17:28 PM FD 4

05/09/11 11:41:43 AM 11:46:43 AM 11:51:43 AM FD 3

05/10/11 11:17:39 AM 11:21:00 AM 11:26:00 AM FD 3 11:29:14 AM FD 4

05/11/11 10:53:29 AM 10:58:29 AM 11:03:29 AM FD 3

05/12/11 10:29:46 AM 10:32:48 AM 10:37:48 AM FD 3 10:41:00 AM FD 4

05/13/11 10:05:16 AM 10:10:16 AM 10:15:16 AM FD 3

05/14/11 09:41:40 AM 09:44:34 AM 09:49:34 AM FD 3 09:52:47 AM FD 4

05/15/11 09:17:03 AM 09:22:03 AM 09:27:03 AM FD 3

6 Atlas 5 range conflict through May 7

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Date Window Open Launch Window Close Space Station Docking

05/16/11 08:53:20 AM 08:56:21 AM 09:01:21 AM FD 3 09:04:34 AM FD 4

05/17/11 08:28:49 AM 08:33:49 AM 08:38:49 AM FD 3

05/18/11 08:04:44 AM 08:08:07 AM 08:13:07 AM FD 3 08:16:20 AM FD 4

05/19/11 07:40:35 AM 07:45:35 AM 07:50:35 AM FD 3

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STS-134 Launch and Flight Control Personnel

KSC/LCC Launch Ops LCC PAO Fueling PAO

Launch Director Mike Leinbach George Diller Allard Beutel (fueling) Assistant LD TBD NASA Test Director Jeffrey Spaulding OTC Mark Taffet

JSC/MCC Flight Ops MCC PAO STS CAPCOM

Space Shuttle Ascent FD Richard Jones Kyle Herring Barry Wilmore Weather Orbit 1 FD Gary Horlacher Kyle Herring Megan McArthur Orbit 2 FD Paul Dye Brandi Dean Steve Robinson Planning FD Kwatsi Alibaruho Josh Byerly Shannon Lucid Entry FD Tony Ceccacci Kelly Humphries Barry Wilmore Weather Terry Virts Team 4 Richard Jones

ISS Orbit 1 Dana Weigel N/A Rob Hayhurst Orbit 2 (ld) Derek Hassmann N/A Lucia McCullough Orbit 3 Dina Contella N/A Dan Tani Team 4 David Korth Increment lead Emily Nelson

Flight Support Prime Backup Backup

STS Manager John Shannon ISS Manager Mike Suffredini MMT (JSC) LeRoy Cain MMT (KSC) Mike Moses Launch STA Rick Sturckow Entry STA (KSC) Rick Sturckow Entry STA (EAFB) George Zamka Weather Coord John Casper TAL Zaragoza Dominic Antonelli TAL Istres Terry Virts TAL Moron James Dutton HQ PAO at KSC Bob Jacobs Mike Cabbage JSC PAO at KSC Nicole Clutier Doug Peterson Astro Support Kay Hire Family Support Piers Sellers Charles Hobaugh Doug Wheelock

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STS-132 Crew Name Launch Seating Entry Seating

Commander Mark Kelly Up-1 Up-1 Pilot Gregory H. Johnson Up-2 Up-2 MS1/EV1-2 Michael Fincke Up-3 Up-3 MS2/FE Roberto Vittori Up-4 Up-4 MS3/EV1 Andrew Feustel Dn-5 Dn-5 MS4/EV1-2 Gregory Chamitoff Dn-6 Dn-6

EVAs Crew Suit Markings IV

EVA-1 EV-1: Feustel Red stripe Fincke EV-2: Chamitoff Broken stripes

EVA-2 EV-1: Feustel Red stripe Chamitoff EV-2: Fincke Unmarked

EVA-3 EV-1: Feustel Red stripe Chamitoff EV-2: Fincke Unmarked

EVA-4 EV-1: Fincke Red stripe Feustel EV-2: Chamitoff Broken Stripes

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STS-134 Flight Hardware/Software

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Endeavour Flight History

Source: NASA

Authorization to construct the fifth Space Shuttle orbiter as a replacement for Challenger was granted by Congress on August 1, 1987. Endeavour (OV-105) first arrived at KSC's May 7,1991, atop NASA's new (NASA 911). The space agency's newest orbiter began flight operations in 1992 on mission STS-49, the Intelsat VI repair mission.

Endeavour is named after the first ship commanded by 18th century British explorer James Cook. On its maiden voyage in 1768, Cook sailed into the South Pacific and around Tahiti to observe the passage of Venus between the Earth and the Sun. During another leg of the journey, Cook discovered New Zealand, surveyed Australia and navigated the Great Barrier .

FLT # STS# DD HH MM SS Launch Mission Notes

N/A 49 00 00 00 00 4/6/92 Flight readiness firing 01 47 49 08 21 17 38 5/7/92 Intelsat rescue mission 02 50 47 07 22 30 23 9/12/92 Spacelab J 03 53 54 05 23 38 19 1/13/93 TDRS-6, DXS 04 56 57 09 23 44 54 6/21/93 EURECA; Spacehab-1 05 59 61 10 19 58 37 12/2/93 Hubble repair mission 06 62 59 11 05 49 30 4/9/94 SRL-1 N/A 68 00 00 00 00 8/18/94 RSLS abort 07 65 68 11 05 46 08 9/30/94 SRL-2 08 68 67 16 15 08 48 3/2/95 ASTRO-2 09 71 69 10 20 28 56 9/7/95 WSF-2/Spartan-201 10 74 72 08 22 00 45 1/11/96 SFU retrieval; OAST 11 77 77 10 00 39 24 5/19/96 Inflatable antenna 12 89 89 08 19 46 54 1/22/98 Mir Docking No. 8 13 93 88 11 19 17 55 12/4/98 ISS 2A (node 1) 14 97 99 11 05 38 43 2/11/00 SRTM 15 101 97 10 19 57 24 11/30/00 ISS 4A (P6 solar array) 16 104 100 11 21 30 00 4/19/01 ISS 6A (SSRMS) 17 107 108 11 19 35 42 12/5/01 ISS UF1 (crew rotation) 18 110 111 13 20 34 52 6/5/02 ISS UF2 (crew rotation) 19 112 113 13 18 47 25 11/23/02 ISS 11A (crew rotate/P1) 20 119 118 12 17 55 34 8/8/07 ISS 13A.1 (S5, CMG-3) 21 122 123 15 18 10 54 3/11/08 ISS 1J/A (JLP, Dextre) 22 124 126 15 20 29 37 11/14/08 ISS ULF-2 (ECLSS,SARJ) 23 127 127 15 16 44 58 7/31/09 ISS 2J/A (JEF, P6 batts) 24 130 130 13 18 06 24 2/8/10 ISS-20A (N3, )

Vehicle Total 280 09 39 44

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STS-134 Countdown Timeline

Editor's Note… All times up to and including the start of the final hold at T-minus nine minutes are targeted for the opening of the planar window. By convention, NASA rounds these times down in all cases.

EDT EVENT

Tue 04/26/11

01:30 PM Call to stations 02:00 PM Countdown begins

Wed 04/27/11

12:00 AM Fuel cell reactant load preps 05:30 AM MEC/SRB power up 06:00 AM Clear crew module

06:00 AM Begin 4-hour built-in hold 06:00 AM Clear blast danger area 06:45 AM Orbiter pyro-initiator controller test 06:56 AM SRB PIC test 07:56 AM Master events controller pre-flight BITE test 10:00 AM Resume countdown

11:30 AM Fuel cell oxygen loading begins 02:00 PM Fuel cell oxygen load complete 02:00 PM Fuel cell hydrogen loading begins 04:30 PM Fuel cell hydrogen loading complete 05:30 PM Pad open; ingress white room

06:00 PM Begin 8-hour built-in hold 06:00 PM PRSD offload 07:00 PM Crew module clean and vacuum 10:00 PM Remove APU vent covers 11:00 PM SSME throat plug removal

Thu 04/28/11

12:30 AM OMBUU demate 02:00 AM Countdown resumes

02:00 AM Main engine preps 02:00 AM MECs 1 and 2 on; avionics system checkout 05:00 AM FRCS Tyvek cover remova/inspect 08:30 AM Deflate RSS dock seals; tile inspection 09:00 AM Tile inspection 09:00 AM TSM prepped for fueling

10:00 AM Begin 13-hour 20-minute hold 11:30 AM RSS rotation preps

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EDT EVENT

11:30 AM OIS communications check with JSC 11:45 AM Crew weather briefing 12:20 PM JSC flight control team on station 01:00 PM L-1 engineering briefing 01:30 PM Comm activation 02:00 PM Crew module voice checks 03:00 PM Flight crew equipment late stow 07:00 PM RSS to park position 08:00 PM Final TPS, debris inspection 08:30 PM Ascent switch list 11:20 PM Resume countdown

11:42 PM Pad clear of non-essential personnel 11:42 PM APU bite test

Fri 04/29/11

12:32 AM Fuel cell activation 01:22 AM Booster joint heater activation 01:52 AM MEC pre-flight bite test 02:07 AM Tanking weather update 02:52 AM Final fueling preps; launch area clear 03:22 AM Red crew assembled 04:07 AM Fuel cell integrity checks complete

04:22 AM Begin 2-hour built-in hold (T-minus 6 hours) 04:32 AM Safe-and-arm PIC test 05:10 AM Crew wakeup 05:22 AM External tank ready for loading 05:40 AM Mission management team tanking meeting 06:15 AM NASA TV fueling coverage begins 06:22 AM Resume countdown (T-minus 6 hours)

06:22 AM LO2, LH2 transfer line chilldown 06:32 AM Main propulsion system chill down 06:32 AM LH2 slow fill 07:02 AM LO2 slow fill 07:07 AM Hydrogen ECO sensors go wet 07:12 AM LO2 fast fill 07:22 AM LH2 fast fill 09:17 AM LH2 topping 09:22 AM LH2 replenish 09:22 AM LO2 replenish

09:22 AM Begin 2-hour 30-minute built-in hold (T-minus 3 hours) 09:22 AM Closeout crew to white room 09:22 AM External tank in stable replenish mode 09:25 AM Ascent flight control team on console 09:37 AM Astronaut support personnel comm checks 10:07 AM Pre-ingress switch reconfig 10:30 AM NASA TV launch coverage begins

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EDT EVENT

11:17 AM Final crew weather briefing 11:27 AM Crew suit up begins 11:52 AM Resume countdown (T-minus 3 hours) 11:57 AM Crew departs O&C building 12:27 PM Crew ingress 01:17 PM Astronaut comm checks 01:42 PM Hatch closure 02:12 PM White room closeout

02:32 PM Begin 10-minute built-in hold (T-minus 20m) 02:42 PM NASA test director countdown briefing 02:42 PM Resume countdown (T-minus 20m)

02:43 PM Backup flight computer to OPS 1 02:47 PM KSC area clear to launch

02:53 PM Begin final built-in hold (T-minus 9m) 03:18 PM NTD launch status verification 03:38:52 PM Resume countdown (T-minus 9m)

03:40:22 PM Orbiter access arm retraction 03:42:52 PM Launch window opens 03:42:52 PM Hydraulic power system (APU) start 03:42:57 PM Terminate LO2 replenish 03:43:52 PM Purge sequence 4 hydraulic test 03:43:52 PM IMUs to inertial 03:43:57 PM Aerosurface profile 03:44:22 PM Main engine steering test 03:44:57 PM LO2 tank pressurization 03:45:17 PM Fuel cells to internal reactants 03:45:22 PM Clear caution-and-warning memory 03:45:52 PM Crew closes visors 03:45:55 PM LH2 tank pressurization 03:47:02 PM SRB joint heater deactivation 03:47:21 PM Shuttle GPCs take control of countdown 03:47:31 PM SRB steering test 03:47:45 PM Main engine start (T-6.6 seconds) 03:47:52 PM SRB ignition (LAUNCH)

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STS-134 Weather Guidelines7

Landing Weather Flight Rules All criteria refer to observed and forecast weather conditions except for the first day PLS, which is forecast weather only. Weather Flight Rules become more conservative for on-board or ground equipment problems. To launch, the RTLS forecast must be GO and at least one of the TAL sites must be GO.

RTLS / TAL / AOA / PLS Criteria For RTLS (Return To Launch Site) with redundant MLS (Microwave Landing System) capability and a weather reconnaissance aircraft: The RTLS forecast must be GO to launch.

Cloud coverage 4/8 or less below 5,000 feet and a visibility of 4 statute miles or greater are required.

Wind (Peak): Crosswind component may not exceed 15 knots. Headwind may not exceed 25 knots. Tailwind may not exceed 15 knots. Peak winds must not be greater than 10 knots over the average wind.

Turbulence must not be greater than moderate intensity.

No thunderstorms, lightning, or precipitation within 20 nautical miles of the runway, or within 10 nautical miles of the final approach path extending outward to 30 nautical miles from the end of the runway. The 20 nautical mile standoff from the runway approximates the 10 nautical mile standoff to approaches at both ends of the runway. Under specific conditions, light rain showers are permitted within the 20 nautical mile radius providing they meet explicit criteria.

No detached opaque thunderstorm anvils less than three hours old within 15 nautical miles of the runway, or within 5 nautical miles of the final approach path extending outward to 30 nautical miles from the end of the runway.

For TAL (Trans-oceanic Abort Landing) sites with redundant MLS (Microwave Landing System) capability and a weather reconnaissance aircraft: To launch, at least one of the TAL sites must be GO.

Cloud coverage 4/8 or less below 5,000 feet and a visibility of 5 statute miles or greater are required.

Wind (Peak): Crosswind component may not exceed 15 knots. Headwind may not exceed 25 knots. Tailwind may not exceed 15 knots. Peak winds must not be greater than 10 knots over the average wind.

Turbulence must not be greater than moderate intensity.

No thunderstorms, lightning, or precipitation within 20 nautical miles of the runway, or within 10 nautical miles of the final approach path extending outward to 30 nautical miles from the end of the runway. The 20 nautical mile standoff from the runway approximates the 10 nautical mile standoff along the approaches to both ends of the runway. Under specific conditions, light rain showers are permitted within the 20 nautical mile radius providing they meet explicit criteria.

No detached opaque thunderstorm anvils less than three hours old within 15 nautical miles of the runway, or within 5 nautical miles of the final approach path extending outward to 30 nautical miles from the end of the runway.

7 Source: Spaceflight Meteorology Group, Johnson Space Center

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For AOA (Abort Once Around) sites:

Cloud coverage 4/8 or less below 8,000 feet and a visibility of 5 statute miles or greater is required.

Wind (Peak): Crosswind component may not exceed 15 knots (PLS night landing crosswind may not exceed 12 knots). Headwind may not exceed 25 knots. Tailwind may not exceed 15 knots. Peak winds must not be greater than 10 knots over the average wind.

Turbulence must not be greater than moderate intensity.

No thunderstorms, lightning, or precipitation within 30 nautical miles of the runway. The 30 nautical mile standoff from the runway approximates the 20 nautical mile standoff along the approaches to both ends of the runway.

No detached opaque thunderstorm anvil cloud less than 3 hours old within 20 nautical miles of the runway or within 10 nautical miles of the final approach path extending to 30 nautical miles from the end of the runway.

For first day PLS (Primary Landing Sites):

Cloud coverage 4/8 or less below 8,000 feet and a visibility of 5 statute miles or greater is required.

Wind (Peak): Crosswind component may not exceed 15 knots (PLS night landing crosswind may not exceed 12 knots). Headwind may not exceed 25 knots. Tailwind may not exceed 15 knots. Peak winds must not be greater than 10 knots over the average wind.

Turbulence must not be greater than moderate intensity.

No thunderstorms, lightning, or precipitation within 30 nautical miles of the runway. The 30 nautical mile standoff from the runway approximates the 20 nautical mile standoff along the approaches to both ends of the runway.

No detached opaque thunderstorm anvil cloud less than 3 hours old within 20 nautical miles of the runway or within 10 nautical miles of the final approach path extending to 30 nautical miles from the end of the runway.

End-of-Mission Landing Weather Flight Rules:

Cloud coverage of 4/8 or less below 8,000 feet and a visibility of 5 miles or greater required.

Wind (Peak): Daylight crosswind component may not exceed 15 knots (12 knots at night). Headwind may not exceed 25 knots. Tailwind may not exceed 15 knots. Peak winds must not be greater than 10 knots over the average wind. Turbulence must not be greater than moderate intensity.

No thunderstorms, lightning, or precipitation within 30 nautical miles of the runway. The 30 nautical mile standoff from the runway approximates the 20 nautical mile standoff along the approaches to both ends of the runway.

Detached opaque thunderstorm anvils less than three hours old must not be within 20 nautical miles of the runway or within 10 nautical miles of the flight path when the orbiter is within 30 nautical miles of the runway.

Consideration may be given for landing with a "no go" observation and a "go" forecast if at decision time analysis clearly indicates a continuing trend of improving weather conditions, and the forecast states that all weather criteria will be met at\ landing time.

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Weather Terms (Abbreviated Listing)

Cloud Coverage:

SKC Sky Clear (No clouds) FEW Few SCT Scattered (3/8 or 4/8 cloud coverage) BKN* Broken (5/8 through 7/8 cloud coverage) OVC* Overcast (8/8 cloud coverage)

* BKN and OVC are considered cloud ceilings

Cloud Height: Heights in hundreds of feet above ground level (e.g. 025 = 2,500 ft; 250 = 25,000 ft.) Visibility: Distance in statute miles

The speed is in knots (1 knot = 1.15 MPH), typically given in average and peak (e.g. 10P16)

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STS-134 Ascent Events Summary8

8 STS-133 fight data; update pending

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STS-134 Trajectory Data9

T+ Thrust Altitude Altitude Mach Vinertial Gs Range MM:SS (%) FT Miles MPH (sm)

00:00 100.0 -23 0.0 0.0 914.4 0.3 0.0 00:10 104.5 796 0.2 0.2 922.6 1.7 0.0 00:20 104.5 4,084 0.8 0.4 1,029.6 1.9 0.1 00:30 104.5 9,397 1.8 0.7 1,165.3 1.9 0.5 00:40 72.0 17,580 3.3 0.9 1,311.3 1.7 1.1 00:50 74.0 26,604 5.0 1.1 1,438.8 1.7 2.0

01:00 104.5 37,090 7.0 1.5 1,603.8 2.1 3.2 01:10 104.5 50,977 9.7 2.0 1,863.6 2.3 4.9 01:20 104.5 66,015 12.5 2.4 2,190.9 2.5 7.0 01:30 104.5 85,061 16.1 3.0 2,600.7 2.5 10.3 01:40 104.5 104,251 19.7 3.5 2,992.8 2.5 14.2 01:50 104.5 126,969 24.0 4.0 3,415.5 2.1 19.6

02:00 104.5 148,051 28.0 4.1 3,596.2 0.9 25.2 02:10 104.5 168,810 32.0 4.2 3,704.6 1.0 31.4 02:20 104.5 187,797 35.6 4.5 3,830.8 1.0 37.8 02:30 104.5 207,394 39.3 4.8 3,983.5 1.0 45.3 02:40 104.5 224,037 42.4 5.2 4,132.9 1.1 52.5 02:50 104.5 241,070 45.7 5.5 4,308.1 1.1 60.9

03:00 104.5 255,414 48.4 5.9 4,477.9 1.1 69.0 03:10 104.5 269,962 51.1 6.3 4,676.3 1.1 78.4 03:20 104.5 282,092 53.4 6.8 4,865.9 1.2 87.5 03:30 104.5 293,195 55.5 7.2 5,063.6 1.2 97.0 03:40 104.5 304,260 57.6 7.4 5,290.7 1.2 108.1 03:50 104.5 313,306 59.3 7.6 5,506.9 1.2 118.6

04:00 104.5 322,171 61.0 7.8 5,755.1 1.3 130.9 04:10 104.5 329,270 62.4 8.1 5,991.7 1.3 142.6 04:20 104.5 335,483 63.5 8.3 6,237.8 1.4 154.8 04:30 104.5 341,325 64.6 8.5 6,520.1 1.4 169.0 04:40 104.5 345,766 65.5 8.8 6,788.1 1.4 182.5 04:50 104.5 349,732 66.2 9.1 7,095.0 1.5 198.1

05:00 104.5 352,540 66.8 9.4 7,386.8 1.5 213.0 05:10 104.5 354,800 67.2 9.9 7,720.9 1.6 230.1 05:20 104.5 356,144 67.5 10.3 8,038.0 1.7 246.5 05:30 104.5 356,854 67.6 10.7 8,368.7 1.7 263.5 05:40 104.5 356,956 67.6 11.3 8,748.5 1.8 283.2 05:50 104.5 356,483 67.5 11.8 9,110.6 1.9 302.0

06:00 104.5 355,421 67.3 12.4 9,525.8 1.9 323.6 06:10 104.5 354,106 67.1 13.0 9,920.7 2.0 344.1 06:20 104.5 352,582 66.8 13.6 10,333.9 2.1 365.6 06:30 104.5 350,664 66.4 14.4 10,815.3 2.2 390.4 06:40 104.5 348,650 66.0 15.2 11,276.9 2.3 414.0 06:50 104.5 346,242 65.6 16.1 11,814.2 2.5 441.2

07:00 104.5 343,993 65.2 17.0 12,331.1 2.6 467.2 07:10 104.5 341,608 64.7 18.0 12,934.6 2.8 497.1 07:20 104.5 339,658 64.3 19.0 13,519.6 2.9 525.7 07:30 100.0 338,075 64.0 20.0 14,127.9 3.0 555.7 07:40 92.0 336,896 63.8 21.0 14,797.5 3.0 590.3

9 Predicted data. Inertial velocity includes Earth's rotation.

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T+ Thrust Altitude Altitude Mach Vinertial Gs Range MM:SS (%) FT Miles MPH (sm)

07:50 87.0 336,418 63.7 22.0 15,407.1 3.0 623.2

08:00 81.0 336,691 63.8 23.0 16,079.4 3.0 661.0 08:10 76.0 337,814 64.0 23.8 16,689.0 3.0 696.8 08:20 67.0 340,036 64.4 24.6 17,329.3 2.8 736.6 08:30 67.0 343,111 65.0 24.7 17,602.0 0.0 776.3 08:31 67.0 343,421 65.0 24.7 17,602.7 0.0 780.1 08:32 67.0 343,730 65.1 24.7 17,602.7 0.0 784.0 08:33 67.0 344,040 65.2 24.7 17,602.7 0.0 787.9 08:34 67.0 344,350 65.2 24.6 17,602.7 0.0 791.7 08:35 67.0 344,648 65.3 24.6 17,602.7 0.0 795.4

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STS-134 Flight Plan

Editor's Note… Current as of 04/22/11

ACRONYMS: OMS: orbital maneuvering system rockets; RMS: shuttle robot arm; SSRMS: station robot arm; EMU: shuttle spacesuits; group B: backup computer powerdown/powerup; SAFER: spacewalk jet backpack; EVA: spacewalk; PMA: pressurized mating adaptor; FGB: Zarya core module; SM: Zvezda command module; PAO: public affairs office; FCS: flight control system; RCS: reaction control system rockets

DATE/ET DD HH MM SS EVENT

Flight Day 1

04/29 Fri 03:47 PM 00 00 00 00 Launch Fri 04:25 PM 00 00 37 48 OMS-2 rocket firing Fri 04:37 PM 00 00 50 00 Post insertion timeline begins Fri 06:17 PM 00 02 30 00 Laptop computer setup (part 1) Fri 06:17 PM 00 02 30 00 AMS activation Fri 06:27 PM 00 02 40 00 SRMS powerup Fri 07:22 PM 00 03 34 40 NC-1 rendezvous rocket firing Fri 07:42 PM 00 03 55 00 Group B computer powerdown Fri 07:57 PM 00 04 10 00 SRMS checkout Fri 08:17 PM 00 04 30 00 GIRA install Fri 08:17 PM 00 04 30 00 Wing leading edge sensors activated Fri 08:37 PM 00 04 50 00 ET photo Fri 08:42 PM 00 04 55 00 SRMS payload bay survey Fri 08:47 PM 00 05 00 00 ET video downlink Fri 09:07 PM 00 05 20 00 ET umbilical downlink Fri 09:17 PM 00 05 30 00 SEE setup Fri 10:47 PM 00 07 00 00 Crew sleep begins

Flight Day 2

04/30 Sat 06:47 AM 00 15 00 00 Crew wakeup Sat 08:44 AM 00 16 56 12 NC-2/NPC rendezvous rocket firing Sat 08:47 AM 00 17 00 00 Laptop computer setup (part 2) Sat 08:52 AM 00 17 05 00 SRMS unberths OBSS Sat 09:02 AM 00 17 15 00 Video playback ops Sat 09:37 AM 00 17 50 00 Ergometer setup Sat 10:07 AM 00 18 20 00 OBSS starboard wing survey Sat 10:17 AM 00 18 30 00 Middeck transfer preps Sat 11:17 AM 00 19 30 00 Crew meals begin Sat 12:17 PM 00 20 30 00 OBSS nose cap survey Sat 01:07 PM 00 21 20 00 OBSS port wing survey Sat 02:07 PM 00 22 20 00 Spacesuit checkout preps Sat 02:37 PM 00 22 50 00 Spacesuit checkout Sat 03:22 PM 00 23 35 00 SRMS berths OBSS Sat 04:22 PM 01 00 35 00 SRMS grapples ELC Sat 04:37 PM 01 00 50 00 Centerline camera setup Sat 04:42 PM 01 00 55 00 LDRI downlink

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DATE/ET DD HH MM SS EVENT

Sat 05:07 PM 01 01 20 00 Orbiter docking system ring extension Sat 05:32 PM 01 01 45 00 OMS pod survey Sat 05:42 PM 01 01 55 00 Rendezvous tools checkout Sat 05:52 PM 01 02 05 00 STORRM computer/tools setup Sat 07:07 PM 01 03 19 56 NC-3 rendezvous rocket firing Sat 09:47 PM 01 06 00 00 Crew sleep begins

Flight Day 3

05/01 Sun 05:47 AM 01 14 00 00 STS/ISS crew wakeup Sun 07:17 AM 01 15 30 00 ISS daily planning conference Sun 07:27 AM 01 15 40 00 Group B computer powerup Sun 07:42 AM 01 15 55 00 Rendezvous timeline begins Sun 09:06 AM 01 17 18 44 NC-4 rendezvous rocket firing Sun 09:22 AM 01 17 35 00 Spacesuit removal from airlock Sun 10:38 AM 01 18 50 44 Ti Sun 12:22 PM 01 20 35 00 Begin approach timeline Sun 12:37 PM 01 20 50 00 Start Pitch Maneuver Sun 01:25 PM 01 21 38 00 DOCKING Sun 01:52 PM 01 22 05 00 Leak checks Sun 02:22 PM 01 22 35 00 Orbiter docking system prepped for ingress Sun 02:22 PM 01 22 35 00 Group B computer powerdown Sun 02:52 PM 01 23 05 00 Hatch open Sun 03:52 PM 02 00 05 00 Welcome aboard! Sun 04:02 PM 02 00 15 00 Safety briefing Sun 04:32 PM 02 00 45 00 SRMS unberth ELC-3 Sun 05:12 PM 02 01 25 00 SRMS hands ELC-3 to SSRMS Sun 05:37 PM 02 01 50 00 SRMS ungrapples ELC-3 Sun 05:47 PM 02 02 00 00 SSRMS maneuvers to install ELC-3 Sun 06:57 PM 02 03 10 00 ELC-3 install (stage one) Sun 07:02 PM 02 03 15 00 ISS evening planning conference Sun 07:12 PM 02 03 25 00 ELC-3 install (stage two) Sun 07:32 PM 02 03 45 00 SSRMS ungrapples ELC-3 Sun 07:52 PM 02 04 05 00 Video playback ops Sun 09:17 PM 02 05 30 00 ISS crew sleep begins Sun 09:47 PM 02 06 00 00 STS crew sleep begins

Flight Day 4

05/02 Mon 05:47 AM 02 14 00 00 STS/ISS crew wakeup Mon 07:17 AM 02 15 30 00 ISS daily planning conference Mon 08:47 AM 02 17 00 00 SRMS grapples AMS Mon 09:12 AM 02 17 25 00 SRMS unberths AMS Mon 09:52 AM 02 18 05 00 SSRMS grapples AMS Mon 10:17 AM 02 18 30 00 SRMS ungrapples AMS Mon 10:32 AM 02 18 45 00 SSRMS moves AMS to attach point Mon 11:22 AM 02 19 35 00 AMS PGSC deactivation Mon 11:32 AM 02 19 45 00 SSRMS installs AMS (stage one) Mon 11:47 AM 02 20 00 00 SSRMS installs AMS (stage two)

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DATE/ET DD HH MM SS EVENT

Mon 12:07 PM 02 20 20 00 EVA-1: Equipment lock preps Mon 12:17 PM 02 20 30 00 AMS umbilical mate Mon 12:27 PM 02 20 40 00 Crew meals begin Mon 12:32 PM 02 20 45 00 SSRMS releases AMS Mon 02:22 PM 02 22 35 00 PAO event Mon 02:52 PM 02 23 05 00 Quick-disconnect familiarization Mon 03:22 PM 02 23 35 00 EVA-1: Tools configured Mon 04:52 PM 03 01 05 00 PAO event Mon 05:12 PM 03 01 25 00 EVA-1: Procedures review Mon 06:12 PM 03 02 25 00 ISS daily planning conference Mon 07:42 PM 03 03 55 00 EVA-1: Mask prebreathe/tool config Mon 08:27 PM 03 04 40 00 EVA-1: Airlock depress to 10.2 psi Mon 08:47 PM 03 05 00 00 ISS crew sleep begins Mon 09:17 PM 03 05 30 00 STS crew sleep begins

Flight Day 5

05/03 Tue 05:17 AM 03 13 30 00 Crew wakeup Tue 05:52 AM 03 14 05 00 EVA-1: Airlock repress/hygiene break Tue 06:42 AM 03 14 55 00 EVA-1: Airlock depress to 10.2 psi Tue 07:02 AM 03 15 15 00 EVA-1: Campout EVA prep Tue 07:02 AM 03 15 15 00 ISS daily planning conference Tue 08:32 AM 03 16 45 00 EVA-1: Spacesuit purge Tue 08:47 AM 03 17 00 00 EVA-1: Spacesuit prebreathe Tue 09:37 AM 03 17 50 00 EVA-1: Crew lock depressurization Tue 10:07 AM 03 18 20 00 EVA-1: Spacesuits to battery power Tue 10:12 AM 03 18 25 00 EVA-1: Egress and setup Tue 10:32 AM 03 18 45 00 EVA-1: MISSE 7 retrieve Tue 11:32 AM 03 19 45 00 EVA-1/EV-2: P3 CETA light install Tue 11:32 AM 03 19 45 00 EVA-1/EV-1: MISSE 8 install Tue 11:57 AM 03 20 10 00 EVA-1/EV-2: Starboard SARJ cover 7 install Tue 12:12 PM 03 20 25 00 EVA-1/EV-1: P3-P4 NH3 jumper install Tue 12:22 PM 03 20 35 00 EVA-1/EV-2: P3-P4 NH3 jumper install Tue 12:47 PM 03 21 00 00 EVA-1/EV-1: P5-P6 NH3 jumper install Tue 12:47 PM 03 21 00 00 EVA-1/EV-2: P4 NH3 jumper stow Tue 01:02 PM 03 21 15 00 EVA-1/EV-1: P6 EAS jumper install Tue 01:22 PM 03 21 35 00 EVA-1: Lab EWC antenna Tue 02:22 PM 03 22 35 00 EVA-1/EV-2: P3-P4 mate Tue 02:42 PM 03 22 55 00 EVA-1: P16A/J16A mate Tue 03:27 PM 03 23 40 00 EVA-1/EV-1: P1-P2 mate Tue 03:27 PM 03 23 40 00 EVA-1/EV-2: Cleanup Tue 03:42 PM 03 23 55 00 EVA-1/EV-1: QD tool bag reconfig Tue 04:07 PM 04 00 20 00 EVA-1: Cleanup and airlock ingress Tue 04:37 PM 04 00 50 00 EVA-1: Airlock repressurization Tue 04:52 PM 04 01 05 00 Post-EVA servicing Tue 05:12 PM 04 01 25 00 ISS daily planning conference Tue 07:47 PM 04 04 00 00 ISS crew sleep begins Tue 08:17 PM 04 04 30 00 STS crew sleep begins

Flight Day 6

CBS News!!! 4/26/11 Page 118 ! CBS News Space Reporter's Handbook - Mission Supplement

DATE/ET DD HH MM SS EVENT

05/04 Wed 04:17 AM 04 12 30 00 Crew wakeup Wed 05:57 AM 04 14 10 00 ISS daily planning conference Wed 06:17 AM 04 14 30 00 PAO event Wed 07:22 AM 04 15 35 00 SSRMS grapples OBSS Wed 07:47 AM 04 16 00 00 SSRMS unberths OBSS Wed 08:12 AM 04 16 25 00 SRMS grapples OBSS Wed 08:27 AM 04 16 40 00 SSRMS ungrapples OBSS Wed 08:47 AM 04 17 00 00 EVA-2: Equipment lock preps Wed 09:17 AM 04 17 30 00 REBA checkout Wed 09:22 AM 04 17 35 00 PAO event Wed 09:32 AM 04 17 45 00 EVA-2: Tools configured Wed 10:27 AM 04 18 40 00 Crew meals begin Wed 11:27 AM 04 19 40 00 PAO event Wed 12:12 PM 04 20 25 00 Crew off duty Wed 04:12 PM 05 00 25 00 EVA-2: Procedures review Wed 05:32 PM 05 01 45 00 ISS evening planning conference Wed 06:42 PM 05 02 55 00 EVA-2: Mask pre-breathe Wed 07:27 PM 05 03 40 00 EVA-2: Airlock depress to 10.2 psi Wed 07:47 PM 05 04 00 00 ISS crew sleep begins Wed 08:17 PM 05 04 30 00 STS crew sleep begins

Flight Day 7

05/05 Thu 04:17 AM 05 12 30 00 Crew wakeup Thu 04:52 AM 05 13 05 00 EVA-2: Airlock repress/hygiene break Thu 05:42 AM 05 13 55 00 EVA-2: Airlock depress to 10.2 psi Thu 06:02 AM 05 14 15 00 EVA-2: EVA prep Thu 06:07 AM 05 14 20 00 ISS daily planning conference Thu 07:32 AM 05 15 45 00 EVA-2: Spacesuit purge Thu 07:47 AM 05 16 00 00 EVA-2: Spacesuit prebreathe Thu 08:37 AM 05 16 50 00 EVA-2: Crew lock depressurization Thu 09:07 AM 05 17 20 00 EVA-2: Spacesuits to battery power Thu 09:12 AM 05 17 25 00 EVA-2: Egress and setup Thu 09:42 AM 05 17 55 00 EVA-2: P3-P4 re-route Thu 09:57 AM 05 18 10 00 EVA-2/EV-1: Fill P5-P6 EAS jumper Thu 09:57 AM 05 18 10 00 EVA-2/EV-2: ATA to fill Thu 10:22 AM 05 18 35 00 EVA-2/EV-2: Port SARJ remove covers Thu 10:57 AM 05 19 10 00 EVA-2/EV-1: Port SARJ remove covers Thu 11:17 AM 05 19 30 00 EVA-2/EV-2: Port SARJ 1st lube Thu 11:27 AM 05 19 40 00 EVA-2/EV-1: EAS setup/vent Thu 11:57 AM 05 20 10 00 EVA-2/EV-1: NH3 vent tool cleanup Thu 12:02 PM 05 20 15 00 EVA-2/EV-2: P3-P4 NH3 jumper stow Thu 12:23 PM 05 20 36 00 EVA-2/EV-1: NH3 jumper stow Thu 12:37 PM 05 20 50 00 EVA-2/EV-2: S1 radiator grapple bar stow Thu 12:37 PM 05 20 50 00 EVA-2/EV-1: ATA vent Thu 01:17 PM 05 21 30 00 EVA-2/EV-1: SPDM LEE lube Thu 01:47 PM 05 22 00 00 EVA-2/EV-2: Port SARJ 2nd lube Thu 01:52 PM 05 22 05 00 EVA-2/EV-1: Port SARJ 2nd lube Thu 02:22 PM 05 22 35 00 EVA-2: Port SARJ cover install

4/26/11!! ! !!! CBS News CBS News Space Reporter's Handbook - Mission Supplement! Page 119

DATE/ET DD HH MM SS EVENT

Thu 03:12 PM 05 23 25 00 EVA-2: Cleanup and ingress Thu 03:37 PM 05 23 50 00 EVA-2: Airlock repressurization Thu 03:52 PM 06 00 05 00 Spacesuit servicing Thu 04:42 PM 06 00 55 00 ISS daily planning conference Thu 07:17 PM 06 03 30 00 ISS crew sleep begins Thu 07:47 PM 06 04 00 00 STS crew sleep begins

Flight Day 8

05/06 Fri 03:47 AM 06 12 00 00 Crew wakeup Fri 05:27 AM 06 13 40 00 ISS daily planning conference Fri 06:22 AM 06 14 35 00 EVA-3: Equipment lock preps Fri 06:57 AM 06 15 10 00 PAO event Fri 07:07 AM 06 15 20 00 EVA-3: Tools configured Fri 08:57 AM 06 17 10 00 PAO event Fri 09:27 AM 06 17 40 00 Crew meals begin Fri 10:27 AM 06 18 40 00 Crew off duty Fri 03:42 PM 06 23 55 00 EVA-3: Procedures review Fri 04:42 PM 07 00 55 00 ISS daily planning conference Fri 06:47 PM 07 03 00 00 ISS crew sleep begins Fri 07:17 PM 07 03 30 00 STS crew sleep begins

Flight Day 9

05/07 Sat 03:17 AM 07 11 30 00 Crew wakeup Sat 04:32 AM 07 12 45 00 EVA-3: ISLE EVA prep (new in-suit exercise protocol) Sat 05:17 AM 07 13 30 00 ISS daily planning conference Sat 06:42 AM 07 14 55 00 EVA-3: Spacesuit purge Sat 06:57 AM 07 15 10 00 EVA-3: ISLE spacesuit pre-breathe Sat 08:37 AM 07 16 50 00 EVA-3: Crew lock depressurization Sat 09:07 AM 07 17 20 00 EVA-3: Spacesuits to battery power Sat 09:12 AM 07 17 25 00 EVA-3: Egress and setup Sat 09:42 AM 07 17 55 00 EVA-3: PDGF setup Sat 10:07 AM 07 18 20 00 EVA-3: Retrieve IEVE PAMA/PDGF Sat 10:37 AM 07 18 50 00 EVA-3: Install PDGF on Zarya Sat 10:52 AM 07 19 05 00 EVA-3: VSC install Sat 11:22 AM 07 19 35 00 EVA-3: FGB Y jumper channel 1/4 Sat 12:22 PM 07 20 35 00 EVA-3: 1553 data cable install Sat 01:22 PM 07 21 35 00 EVA-3: Zarya Y jumper channel 2/3 Sat 02:37 PM 07 22 50 00 EVA-3: EV-2: PDGF/Zarya thruster photo Sat 02:37 PM 07 22 50 00 EVA-3: EV-1: Get aheads Sat 03:07 PM 07 23 20 00 EVA-3: Cleanup and ingress Sat 03:37 PM 07 23 50 00 EVA-3: Airlock repressurization Sat 03:52 PM 08 00 05 00 Spacesuit servicing Sat 04:37 PM 08 00 50 00 ISS daily planning conference Sat 06:47 PM 08 03 00 00 ISS crew sleep begins Sat 07:17 PM 08 03 30 00 STS crew sleep begins

Flight Day 10

CBS News!!! 4/26/11 Page 120 ! CBS News Space Reporter's Handbook - Mission Supplement

DATE/ET DD HH MM SS EVENT

05/08 Sun 03:17 AM 08 11 30 00 Crew wakeup Sun 04:47 AM 08 13 00 00 ISS daily planning conference Sun 06:17 AM 08 14 30 00 Starboard wing survey Sun 09:02 AM 08 17 15 00 Nose cap survey Sun 09:32 AM 08 17 45 00 PAO event Sun 10:02 AM 08 18 15 00 Spacesuit swap Sun 10:02 AM 08 18 15 00 Port wing survey Sun 10:17 AM 08 18 30 00 Crew meals begin Sun 10:52 AM 08 19 05 00 EVA-4: Equipment lock preps Sun 11:17 AM 08 19 30 00 PAO event Sun 12:47 PM 08 21 00 00 Crew news conference Sun 01:42 PM 08 21 55 00 EVA-4: Tools configured Sun 02:27 PM 08 22 40 00 LDRI downlink Sun 03:12 PM 08 23 25 00 EVA-4: Procedures review Sun 04:22 PM 09 00 35 00 Reboost operations Sun 05:42 PM 09 01 55 00 EVA-4: Mask/pre-breathe Sun 06:27 PM 09 02 40 00 EVA-4: Airlock depress to 10.2 psi Sun 06:47 PM 09 03 00 00 ISS crew sleep begins Sun 07:17 PM 09 03 30 00 STS crew sleep begins

Flight Day 11

05/09 Mon 03:17 AM 09 11 30 00 Crew wakeup Mon 03:52 AM 09 12 05 00 EVA-3: Hygiene break Mon 04:42 AM 09 12 55 00 EVA-3: Crew lock depress to 10.2 psi Mon 05:02 AM 09 13 15 00 ISS daily planning conference Mon 05:02 AM 09 13 15 00 EVA-3: Campout EVA prep Mon 06:32 AM 09 14 45 00 EVA-3: Spacesuit purge Mon 06:47 AM 09 15 00 00 EVA-3: Spacesuit pre-breathe Mon 07:37 AM 09 15 50 00 EVA-3: Crew lock depressurization Mon 08:02 AM 09 16 15 00 SSRMS grapples OBSS Mon 08:07 AM 09 16 20 00 EVA-4: Spacesuits to battery power Mon 08:12 AM 09 16 25 00 EVA-4: Egress and setup Mon 08:12 AM 09 16 25 00 SRMS ungrapples OBSS Mon 08:37 AM 09 16 50 00 SSRMS stows OBSS Mon 08:42 AM 09 16 55 00 EVA-4: OBSS stow Mon 09:37 AM 09 17 50 00 EVA-4: P6 PDGF retrieve Mon 11:02 AM 09 19 15 00 EVA-4/EV-2: OBSS EFGF/PDFG swap Mon 11:02 AM 09 19 15 00 EVA-4/EV-1: OBSS EFGF/PDFG swap Mon 12:22 PM 09 20 35 00 EVA-4/EV-1: Stow ETGF in TSA Mon 12:42 PM 09 20 55 00 EVA-4/EV-2: OTP inspection Mon 12:57 PM 09 21 10 00 EVA-4: ELC-3 SPDM arm release Mon 01:52 PM 09 22 05 00 EVA-4: EV-2: MLI install Mon 02:07 PM 09 22 20 00 EVA-4: Cleanup and ingress Mon 02:37 PM 09 22 50 00 EVA-4: Airlock repressurization Mon 02:52 PM 09 23 05 00 Spacesuit servicing Mon 02:52 PM 09 23 05 00 SRMS powerdown Mon 03:52 PM 10 00 05 00 ISS daily planning conference Mon 06:17 PM 10 02 30 00 ISS crew sleep begins

4/26/11!! ! !!! CBS News CBS News Space Reporter's Handbook - Mission Supplement! Page 121

DATE/ET DD HH MM SS EVENT

Mon 06:47 PM 10 03 00 00 STS crew sleep begins

Flight Day 12

05/10 Tue 02:47 AM 10 11 00 00 STS/ISS crew wakeup Tue 04:17 AM 10 12 30 00 ISS daily planning conference Tue 04:57 AM 10 13 10 00 Post EVA spacesuit reconfig Tue 05:27 AM 10 13 40 00 PAO event Tue 05:52 AM 10 14 05 00 Middeck transfer Tue 08:17 AM 10 16 30 00 Joint crew meal Tue 09:17 AM 10 17 30 00 Joint crew news conference Tue 09:47 AM 10 18 00 00 Joint crew photo Tue 01:47 PM 10 22 00 00 Farewell ceremony Tue 02:02 PM 10 22 15 00 Hatches closed Tue 02:07 PM 10 22 20 00 Rendezvous tools checkout Tue 02:42 PM 10 22 55 00 ODS leak checks Tue 03:12 PM 10 23 25 00 Centerline camera install Tue 03:32 PM 10 23 45 00 ISS daily planning conference Tue 05:47 PM 11 02 00 00 ISS crew sleep begins Tue 06:17 PM 11 02 30 00 STS crew sleep begins

Flight Day 13

05/11 Wed 02:17 AM 11 10 30 00 Crew wakeup Wed 03:47 AM 11 12 00 00 ISS daily planning conference Wed 04:42 AM 11 12 55 00 Group B computer powerup Wed 05:12 AM 11 13 25 00 ISS maneuver to undocking attitude Wed 05:37 AM 11 13 50 00 Undocking timeline begins Wed 06:18 AM 11 14 31 00 UNDOCKING Wed 07:31 AM 11 15 44 00 Separation 1 Wed 07:42 AM 11 15 55 00 STORM operations Wed 07:59 AM 11 16 12 00 Separation 2 Wed 09:00 AM 11 17 12 57 NH2 burn Wed 08:52 AM 11 17 05 00 PMA-2 depressurization Wed 09:47 AM 11 17 59 38 NSR burn Wed 10:21 AM 11 18 33 38 TPI burn Wed 11:02 AM 11 19 14 38 Separation 3 Wed 11:27 AM 11 19 40 00 Crew meals begin Wed 11:42 AM 11 19 55 00 Group B computer powerdown Wed 12:27 PM 11 20 40 00 EVA unpack and stow Wed 01:57 PM 11 22 10 00 Post EVA entry preps Wed 02:57 PM 11 23 10 00 Undocking video playback Wed 03:02 PM 11 23 15 00 ISS daily planning conference Wed 05:47 PM 12 02 00 00 STS crew sleep begins

Flight Day 14

05/12 Thu 01:47 AM 12 10 00 00 STS crew wakeup

CBS News!!! 4/26/11 Page 122 ! CBS News Space Reporter's Handbook - Mission Supplement

DATE/ET DD HH MM SS EVENT

Thu 03:27 AM 12 11 40 00 PAO event Thu 04:52 AM 12 13 05 00 FCS checkout Thu 06:02 AM 12 14 15 00 RCS hotfire Thu 06:17 AM 12 14 30 00 PILOT operations Thu 07:17 AM 12 15 30 00 Deorbit review Thu 07:47 AM 12 16 00 00 Crew meal Thu 08:47 AM 12 17 00 00 PAO event Thu 09:32 AM 12 17 45 00 Cabin stow begins Thu 10:12 AM 12 18 25 00 L-1 comm check Thu 01:07 PM 12 21 20 00 Ergometer stow Thu 01:37 PM 12 21 50 00 Wing leading edge sensor deactivation Thu 01:57 PM 12 22 10 00 PGSC stow (part 1) Thu 02:07 PM 12 22 20 00 Ku-band antenna stow Thu 05:17 PM 13 01 30 00 Crew sleep begins

Flight Day 15

05/13 Fri 01:17 AM 13 09 30 00 Crew wakeup Fri 03:22 AM 13 11 35 00 Group B computer powerup Fri 03:37 AM 13 11 50 00 IMU alignment Fri 04:02 AM 13 12 15 00 PGSC stow (part 2) Fri 04:22 AM 13 12 35 00 Deorbit timeline begins Fri 08:20 AM 13 16 33 00 Deorbit ignition (rev. 217) Fri 09:22 AM 13 17 35 00 Landing at KSC

4/26/11!! ! !!! CBS News CBS News Space Reporter's Handbook - Mission Supplement! Page 123

STS-134 Television Schedule10

Editor's note: NASA's daily video highlights reel will be replayed on the hour during crew sleep periods. The timing of actual events is subject to change and some events may or may not be carried live on NASA television.

NASA Note: NASA Television is now carried on an MPEG-2 digital signal accessed via satellite AMC-6, at 72 degrees west longitude, transponder 17C, 4040 MHz, vertical polarization. A Digital Video Broadcast (DVB) - compliant Integrated Receiver Decoder (IRD) with modulation of QPSK/DBV, data rate of 36.86 and FEC 3/4 will be needed for reception. NASA mission coverage will be simulcast digitally on the Public Services Channel (Channel #101); the Education Channel (Channel #102) and the Media Services Channel (Channel #103). Further information is available at: http://www1.nasa.gov/multimedia/nasatv/digital.html. Mission Audio can be accessed on AMC-6, Transponder 13, 3971.3 MHz, horizontal polarization.

ORBIT EVENT MET EDT GMT

TUESDAY, APRIL 26...COUNTDOWN PREVIEW BRIEFING...... 10:00 AM...14:00 ...EXPEDITION 27 ISS UPDATE...... 11:00 AM...15:00 ...STS-134 CREW ARRIVAL...... 12:15 PM...16:15 ...VIDEO FILE...... 01:00 PM...17:00 ...COUNTDOWN BEGINS...... 02:00 PM...18:00

WEDNESDAY, APRIL 27 ...EXPEDITION 27 ISS UPDATE...... 10:00 AM...14:00 ...STS-134 PRELAUNCH NEWS CONFERENCE...... 11:00 AM...15:00 ...VIDEO FILE...... 12:00 PM...16:00

THURSDAY, APRIL 28 ...COUNTDOWN STATUS BRIEFING...... 10:00 AM...14:00 ...COMMERCIAL CREW DEVELOPMENT BRIEFING...... 11:00 AM...15:00 ...VIDEO FILE...... 12:00 PM...16:00 ...SPACE SCIENCE UPDATE - THE VOYAGER SPACECRAFT...... 01:00 PM...17:00 ...AMS BRIEFING...... 02:00 PM...18:00 ...50TH ANNIVERSARY TRIBUTE FOR ALAN SHEPARD...... 06:00 PM...22:00 ...ROTATING RETRACTION...... 07:00 PM...23:00

FRIDAY, APRIL 29 -- FD 1 ...STS-134 FUELING COVERAGE BEGINS...... 06:15 AM...10:15 ...PROGRESS 42 DOCKING TO ISS COVERAGE BEGINS...... 10:00 AM...14:00 ...STS-134 LAUNCH COVERAGE BEGINS...... 10:30 AM...14:30 ...LAUNCH...... 00/00:00...03:47 PM...19:47 ...MECO...... 00/00:08...03:55 PM...19:55 1...LAUNCH REPLAYS...... 00/00:13...04:00 PM...20:00 1...POST LAUNCH NEWS CONFERENCE...... 00/00:58...04:45 PM...20:45 2...PAYLOAD BAY DOOR OPENING...... 00/01:25...05:12 PM...21:12 2...AMS ACTIVATION...... 00/02:30...06:17 PM...22:17 3...ASCENT FLIGHT CONTROL TEAM VIDEO REPLAY..00/03:43...07:30 PM...23:30 3...RMS CHECKOUT...... 00/04:10...07:57 PM...23:57 4...RMS PAYLOAD BAY SURVEY...... 00/04:55...08:42 PM...00:42 4...EXTERNAL TANK HANDHELD VIDEO DOWNLINK....00/05:05...08:52 PM...00:52 5...ENDEAVOUR CREW SLEEP BEGINS...... 00/07:00...10:47 PM...02:47

10 This is a preliminary schedule. The final version may have changes.

CBS News!!! 4/26/11 Page 124 ! CBS News Space Reporter's Handbook - Mission Supplement

ORBIT EVENT MET EDT GMT

6...FLIGHT DAY 1 HIGHLIGHTS...... 00/08:13...12:00 AM...04:00

SATURDAY, APRIL 30 -- FD 1/FD 2 11...ENDEAVOUR CREW WAKE UP (FD 2)...... 00/15:00...06:47 AM...10:47 12...OBSS UNBERTH...... 00/17:05...08:52 AM...12:52 13...RMS/OBSS SURVEY...... 00/18:20...10:07 AM...14:07 16...EMU CHECKOUT...... 00/22:50...02:37 PM...18:37 17...OBSS BERTH...... 00/23:35...03:22 PM...19:22 16...MISSION STATUS/MMT BRIEFING...... 01/00:13...04:00 PM...20:00 17...CENTERLINE CAMERA INSTALLATION...... 01/00:50...04:37 PM...20:37 18...ODS RING EXTENSION...... 01/01:20...05:07 PM...21:07 18...RMS OMS POD SURVEY...... 01/01:45...05:32 PM...21:32 18...RENDEZVOUS TOOLS CHECKOUT...... 01/01:55...05:42 PM...21:42 20...ENDEAVOUR CREW SLEEP BEGINS...... 01/06:00...09:47 PM...01:47 20...FLIGHT DAY 2 HIGHLIGHTS...... 01/07:13...11:00 PM...03:00

SUNDAY, MAY 1 -- FD 2/FD 3 26...ENDEAVOUR CREW WAKE UP (FD 3)...... 01/14:00...05:47 AM...09:47 27...RENDEZVOUS OPERATIONS BEGIN...... 01/15:55...07:42 AM...11:42 29...TI BURN...... 01/18:55...10:42 AM...14:42 31...ENDEAVOUR RPM/ BEGINS...... 01/20:52...12:39 PM...16:39 31...ENDEAVOUR/ISS DOCKING...... 01/21:43...01:30 PM...17:30 33...ENDEAVOUR/ISS CREW HATCH OPENING...... 02/00:05...03:52 PM...19:52 33...MISSION STATUS/MMT BRIEFING...... 02/00:28...04:15 PM...20:15 33...SRMS GRAPPLE & UNBERTH ELC 3...... 02/00:45...04:32 PM...20:32 34...SRMS HANDOFF ELC 3 TO SSRMS...... 02/01:25...05:12 PM...21:12 34...SSRMS INSTALLS ELC 3 ONTO ISS P3 TRUSS..02/02:00...05:47 PM...21:47 35...SHUTTLE VTR PLAYBACK OF DOCKING...... 02/04:05...07:52 PM...23:52 37...ISS CREW SLEEP BEGINS...... 02/05:30...09:17 PM...01:17 37...ENDEAVOUR CREW SLEEP BEGINS...... 02/06:00...09:47 PM...01:47 38...FLIGHT DAY 3 HIGHLIGHTS...... 02/07:13...11:00 PM...03:00

MONDAY, MAY 2 -- FD 3/FD 4 41...ISS FLIGHT DIRECTOR UPDATE...... 02/12:13...04:00 AM...08:00 41...ISS FLIGHT DIRECTOR UPDATE REPLAY...... 02/13:43...05:30 AM...09:30 42...ENDEAVOUR/ISS CREW WAKE UP (FD 4)...... 02/14:00...05:47 AM...09:47 44...SRMS GRAPPLE & UNBERTH AMS...... 02/17:00...08:47 AM...12:47 45...SRMS HANDOFF AMS TO SSRMS...... 02/18:05...09:52 AM...13:52 45...ENDEAVOUR/ISS TRANSFERS BEGIN...... 02/18:30...10:17 AM...14:17 45...SSRMS INSTALLS AMS ONTO S3 TRUSS...... 02/18:45...10:32 AM...14:32 45...MISSION STATUS BRIEFING...... 02/19:13...11:00 AM...15:00 46...VIDEO FILE...... 02/21:13...01:00 PM...17:00 47...U.S. PAO EVENT...... 02/22:35...02:22 PM...18:22 49...U.S. PAO EVENT...... 03/01:05...04:52 PM...20:52 50...EVA # 1 CREW PROCEDURE REVIEW...... 03/01:25...05:12 PM...21:12 50...MMT BRIEFING...... 03/01:43...05:30 PM...21:30 51...EVA # 1 CAMPOUT BEGINS...... 03/03:55...07:42 PM...23:42 52...ISS CREW SLEEP BEGINS...... 03/05:00...08:47 PM...00:47 51...ENDEAVOUR CREW SLEEP BEGINS...... 03/05:30...09:17 PM...01:17 53...FLIGHT DAY 4 HIGHLIGHTS...... 03/07:13...11:00 PM...03:00

TUESDAY, MAY 3 -- FD 5/FD 6 55...ISS FLIGHT DIRECTOR UPDATE...... 03/10:43...02:30 AM...06:30 57...ISS FLIGHT DIRECTOR UPDATE REPLAY...... 03/12:58...04:45 AM...08:45 57...ENDEAVOUR/ISS CREW WAKE UP (FD 5)...... 03/13:30...05:17 AM...09:17 58...EVA # 1 PREPARATIONS RESUME...... 03/14:05...05:52 AM...09:52

4/26/11!! ! !!! CBS News CBS News Space Reporter's Handbook - Mission Supplement! Page 125

ORBIT EVENT MET EDT GMT

61...EVA # 1 BEGINS (Feustel and Chamitoff)..04/18:20...10:07 AM...14:07 61...MISSE 7 RETRIEVAL FROM ELC 2...... 03/18:45...10:32 AM...14:32 62...MISSE 8 INSTALL/S3 CETA LIGHT...... 03/19:45...11:32 AM...15:32 62...STARBOARD SARJ COVER #7 INSTALLATION....03/20:10...11:57 AM...15:57 62...P3 - P4 AMMONIA JUMPER CONNECTIONS...... 03/20:25...12:12 PM...16:12 62...P4 JUMPER STOW/P5-P6 CONNECTIONS...... 03/21:00...12:47 PM...16:47 63...DESTINY LAB ANTENNA INSTALLATION...... 03/21:35...01:22 PM...17:22 65...EVA # 1 ENDS...... 04/00:50...04:37 PM...20:37 66...MISSION STATUS BRIEFING...... 04/02:43...06:30 PM...22:30 67...ISS CREW SLEEP BEGINS...... 04/04:00...07:47 PM...23:47 67...ENDEAVOUR CREW SLEEP BEGINS...... 04/04:30...08:17 PM...00:17 68...VIDEO FILE...... 04/05:13...09:00 PM...01:00 68...FLIGHT DAY 5 HIGHLIGHTS...... 04/06:13...10:00 PM...02:00

WEDNESDAY, MAY 4 -- FD 5/FD 6 72...ISS FLIGHT DIRECTOR UPDATE...... 04/10:43...02:30 AM...06:30 72...ISS FLIGHT DIRECTOR UPDATE REPLAY...... 04/11:58...03:45 AM...07:45 73...ENDEAVOUR/ISS CREW WAKE UP (FD 6)...... 04/12:30...04:17 AM...08:17 74...U.S. PAO EVENT...... 04/14:30...06:17 AM...10:17 74...SSRMS GRAPPLE & HANDOFF OBSS TO SRMS....04/15:35...07:22 AM...11:22 76...U.S. PAO EVENT...... 04/17:35...09:22 AM...13:22 77...ESA PAO EVENT...... 04/19:40...11:27 AM...15:27 78...ENDEAVOUR CREW OFF DUTY PERIOD BEGINS...04/20:25...12:12 PM...16:12 78...INTERPRETED REPLAY OF ESA PAO EVENT.....04/21:13...01:00 PM...17:00 79...VIDEO FILE...... 04/22:13...02:00 PM...18:00 80...EVA # 2 CREW PROCEDURE REVIEW...... 05/00:25...04:12 PM...20:12 82...MISSION STATUS BRIEFING...... 05/02:43...06:30 PM...22:30 82...EVA # 2 CAMPOUT BEGINS...... 05/02:55...06:42 PM...22:42 83...ISS CREW SLEEP BEGINS...... 05/04:00...07:47 PM...23:47 83...ENDEAVOUR CREW SLEEP BEGINS...... 05/04:30...08:17 PM...00:17 84...FLIGHT DAY 6 HIGHLIGHTS...... 05/06:13...10:00 PM...02:00

THURSDAY, MAY 5 -- FD 6/FD 7 87...ISS FLIGHT DIRECTOR UPDATE...... 05/09:43...01:30 AM...05:30 88...ISS FLIGHT DIRECTOR UPDATE REPLAY...... 05/11:58...03:45 AM...07:45 88...ENDEAVOUR/ISS CREW WAKE UP (FD 7)...... 05/12:30...04:17 AM...08:17 89...EVA # 2 PREPARATIONS RESUME...... 05/13:05...04:52 AM...08:52 92...EVA # 2 BEGINS (Feustel and Fincke).....05/17:20...09:07 AM...13:07 92...P3-P4 AMMONIA JUMPER RE-ROUTING...... 05/17:55...09:42 AM...13:42 92...P6 RADIATOR AMMONIA FILL BY ATA...... 05/18:10...09:57 AM...13:57 92...PORT SARJ COVER REMOVAL...... 05/18:35...10:22 AM...14:22 93...PORT SARJ LUBRICATION BEGINS...... 05/19:30...11:17 AM...15:17 93...AMMONIA SYSTEM VENTING, JUMPER INSTALL..05/19:40...11:27 AM...15:27 94...S1 TRUSS RADIATOR GRAPPLE BAR STOWAGE...05/20:50...12:37 PM...16:37 .....BEAM INSTALL 94...COVER INSTALL ON SPDM CLA...... 05/21:05...12:52 PM...16:52 94...SPDM LEE LUBRICATION...... 05/21:30...01:17 PM...17:17 95...PORT SARJ LUBRICATION CONTINUES...... 05/22:00...01:47 PM...17:47 95...PORT SARJ COVER INSTALLATION...... 05/22:35...02:22 PM...18:22 96...EVA # 2 ENDS...... 05/23:50...03:37 PM...19:37 97...MISSION STATUS BRIEFING...... 06/01:43...05:30 PM...21:30 98...ISS CREW SLEEP BEGINS...... 06/03:30...07:17 PM...23:17 99...ENDEAVOUR CREW SLEEP BEGINS...... 06/04:00...07:47 PM...23:47 99...VIDEO FILE...... 06/04:13...08:00 PM...00:00 99...FLIGHT DAY 7 HIGHLIGHTS...... 06/05:13...09:00 PM...01:00

CBS News!!! 4/26/11 Page 126 ! CBS News Space Reporter's Handbook - Mission Supplement

ORBIT EVENT MET EDT GMT

FRIDAY, MAY 6 -- FD 7/FD 8 102...ISS FLIGHT DIRECTOR UPDATE...... 06/09:43...01:30 AM...05:30 103...ISS FLIGHT DIRECTOR UPDATE REPLAY...... 06/10:58...02:45 AM...06:45 104...ENDEAVOUR/ISS CREW WAKE UP (FD 8)...... 06/12:00...03:47 AM...07:47 106...EVA TOOL CONFIGURATION...... 06/15:20...07:07 AM...11:07 106...U.S. PAO EVENT...... 06/15:10...06:57 AM...10:57 107...U.S. PAO EVENT...... 06/17:10...08:57 AM...12:57 108...MISSION STATUS BRIEFING...... 07/17:43...09:30 AM...13:30 108...ENDEAVOUR/ISS CREW OFF-DUTY PERIOD.....06/18:40...10:27 AM...14:27 108...VIDEO FILE...... 06/20:13...12:00 PM...16:00 112...EVA #3 CREW PROCEDURE REVIEW...... 06/23:55...03:42 PM...19:42 114...ISS CREW SLEEP BEGINS...... 07/03:00...06:47 PM...22:47 114...ENDEAVOUR CREW SLEEP BEGINS...... 07/03:30...07:17 PM...23:17 115...FLIGHT DAY 8 HIGHLIGHTS...... 07/05:13...09:00 PM...01:00

SATURDAY, MAY 7 -- FD 8/FD 9 118...ISS FLIGHT DIRECTOR UPDATE...... 07/09:43...01:30 AM...05:30 119...ISS FLIGHT DIRECTOR UPDATE REPLAY...... 07/10:58...02:45 AM...06:45 119...ENDEAVOUR/ISS CREW WAKE UP (FD 9)...... 07/11:30...03:17 AM...07:17 119...VIDEO FILE...... 07/12:12...03:59 AM...07:59 120...EVA # 3 ISLE PREPARATIONS BEGIN...... 07/12:45...04:32 AM...08:32 122...EVA # 3 ISLE METHOD CREW PREBREATHE....07/15:10...06:57 AM...10:57 122...ENDEAVOUR/ISS TRANSFERS RESUME...... 07/16:05...07:52 AM...11:52 123...EVA # 3 BEGINS (Feustel and Fincke)....04/17:20...09:07 AM...13:07 124...PDGF INSTALLATION ON ZARYA...... 07/18:50...10:37 AM...14:37 124...VSC INSTALLATION ON ZARYA...... 07/19:05...10:52 AM...14:52 125...ZARYA CHANNEL 1-4 CABLE INSTALL...... 07/19:35...11:22 AM...15:22 125...DATA CABLE INSTALL ON ZARYA...... 07/20:35...12:22 PM...16:22 126...ZARYA CHANNEL 2-3 CABLE INSTALL...... 07/21:35...01:22 PM...17:22 127... ADAPTER RELOCATION...... 07/22:55...02:42 PM...18:42 127...EVA # 3 ENDS...... 07/23:50...03:37 PM...19:37 128...MISSION STATUS BRIEFING...... 08/01:43...05:30 PM...21:30 129...ISS CREW SLEEP BEGINS...... 08/03:00...06:47 PM...22:47 130...ENDEAVOUR CREW SLEEP BEGINS...... 08/03:30...07:17 PM...23:17 131...FLIGHT DAY 9 HIGHLIGHTS...... 08/05:13...09:00 PM...01:00

SUNDAY, MAY 8 -- FD 9/FD 10 134...ISS FLIGHT DIRECTOR UPDATE...... 08/09:43...01:30 AM...05:30 135...ISS FLIGHT DIRECTOR UPDATE REPLAY...... 08/10:58...02:45 AM...06:45 135...ENDEAVOUR/ISS CREW WAKE UP (FD 10).....08/11:30...03:17 AM...07:17 137...OBSS LATE INSPECTION...... 08/14:30...06:17 AM...10:17 138...ENDEAVOUR/ISS TRANSFERS RESUME...... 08/15:40...07:27 AM...11:27 138...CDRA MAINTENANCE...... 08/15:45...07:32 AM...11:32 139...U.S. PAO EVENT...... 08/17:45...09:32 AM...13:32 141...U.S. PAO EDUCATIONAL EVENT...... 08/19:30...11:17 AM...15:17 142...JOINT CREW NEWS CONFERENCE...... 08/21:00...12:47 PM...16:47 143...MISSION STATUS BRIEFING...... 08/21:58...01:45 PM...17:45 143...INTERPRETED REPLAY OF CREW CONFERENCE..08/23:13...03:00 PM...19:00 143...EVA #4 CREW PROCEDURE REVIEW...... 08/23:25...03:12 PM...19:12 144...EVA # 4 CAMPOUT BEGINS...... 09/01:55...05:42 PM...21:42 145...ISS CREW SLEEP BEGINS...... 09/03:00...06:47 PM...22:47 145...ENDEAVOUR CREW SLEEP BEGINS...... 09/03:30...07:17 PM...23:17 147...FLIGHT DAY 10 HIGHLIGHTS...... 09/05:13...09:00 PM...01:00 149...ISS FLIGHT DIRECTOR UPDATE...... 09/08:43...12:30 AM...04:30

MONDAY, MAY 9 -- FD 10/FD 11

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150...ISS FLIGHT DIRECTOR UPDATE REPLAY...... 09/10:58...02:45 AM...06:45 151...ENDEAVOUR/ISS CREW WAKE UP (FD 11).....09/11:30...03:17 AM...07:17 151...EVA # 4 PREPARATIONS RESUME...... 09/12:05...03:52 AM...07:52 154...SRMS GRAPPLES OBSS...... 09/16:15...08:02 AM...12:02 154...EVA # 4 BEGINS (Fincke and Chamitoff)..09/16:20...08:07 AM...12:07 154...SRMS HANDOFF OBSS TO SSRMS...... 09/16:25...08:12 AM...12:12 154...OBSS INSTALLATION ON S1 TRUSS...... 09/16:55...08:42 AM...12:42 155...P6 PDGF RETRIEVAL...... 09/17:50...09:37 AM...13:37 156...REMOVE OF OBSS EDGF/REPLACE WITH PDGF..09/19:15...11:02 AM...15:02 157...EDGF STOWAGE IN PAYLOAD BAY...... 09/20:35...12:22 PM...16:22 157...SPDM SPARE ARM EDF BOLT REMOVAL...... 09/21:10...12:57 PM...16:57 158...INSULATION INSTALL ON HPGT ON ELC-3....09/22:05...01:52 PM...17:52 158...EVA # 4 ENDS...... 09/22:50...02:37 PM...18:37 159...MISSION STATUS BRIEFING...... 10/00:43...04:30 PM...20:30 161...ISS CREW SLEEP BEGINS...... 10/02:30...06:17 PM...22:17 161...ENDEAVOUR CREW SLEEP BEGINS...... 10/03:00...06:47 PM...22:47 161...VIDEO FILE...... 10/03:13...07:00 PM...23:00 162...FLIGHT DAY 11 HIGHLIGHTS...... 10/04:13...08:00 PM...00:00 165...ISS FLIGHT DIRECTOR UPDATE...... 10/08:58...12:45 AM...04:45

TUESDAY, MAY 10 -- FD 11/FD 12 165...ISS FLIGHT DIRECTOR UPDATE REPLAY...... 10/09:58...01:45 AM...05:45 166...ENDEAVOUR/ISS CREW WAKE UP (FD 12).....10/11:00...02:47 AM...06:47 168...U.S. PAO EVENT...... 10/13:40...05:27 AM...09:27 170...CREW CHOICE EVENT...... 10/16:20...08:07 AM...12:07 170...U.S. PAO EVENT...... 10/17:30...09:17 AM...13:17 171...CDRA BED REPLACEMENT...... 10/18:30...10:17 AM...14:17 177...VIDEO FILE...... 10/19:13...11:00 AM...15:00 172...MISSION STATUS BRIEFING...... 10/20:13...12:00 PM...16:00 173...FAREWELL AND HATCH CLOSURE...... 10/22:00...01:47 PM...17:47 174...RENDEZVOUS TOOL CHECKOUT...... 10/22:20...02:07 PM...18:07 174...STORRM TOOLS CHECKOUT...... 10/22:50...02:37 PM...18:37 174...CENTERLINE CAMERA INSTALLATION...... 10/23:25...03:12 PM...19:12 176...ISS CREW SLEEP BEGINS...... 11/02:00...05:47 PM...21:47 176...ENDEAVOUR CREW SLEEP BEGINS...... 11/02:30...06:17 PM...22:17 177...FLIGHT DAY 12 HIGHLIGHTS...... 11/04:13...08:00 PM...00:00

WEDNESDAY, MAY 11 -- FD 13 182...ENDEAVOUR/ISS CREW WAKE UP (FD 13).....11/10:30...02:17 AM...06:17 184...ENDEAVOUR UNDOCKS FROM ISS...... 11/14:36...06:23 AM...10:23 184...ENDEAVOUR FLYAROUND OF ISS BEGINS...... 11/15:06...06:53 AM...10:53 185...ENDEAVOUR STORRM TEST BEGINS...... 11/15:55...07:42 AM...11:42 187...ENDEAVOUR STORRM TEST CLOSE APPROACH...11/18:38...10:25 AM...14:25 188...ENDEAVOUR FINAL SEPARATION FROM ISS....11/19:20...11:07 AM...15:07 190...MISSION STATUS BRIEFING...... 11/21:13...01:00 PM...17:00 190...SHUTTLE VTR PLAYBACK OF UNDOCKING...... 11/23:10...02:57 PM...18:57 191...MMT BRIEFING...... 12/00:13...04:00 PM...20:00 192...ENDEAVOUR CREW SLEEP BEGINS...... 12/02:00...05:47 PM...21:47 192...VIDEO FILE...... 12/02:13...06:00 PM...22:00 192...FLIGHT DAY 13 HIGHLIGHTS...... 12/03:13...07:00 PM...23:00

THURSDAY, MAY 12 -- FD 14 197...ENDEAVOUR CREW WAKE UP (FD 14)...... 12/10:00...01:47 AM...05:47 198...ENDEAVOUR CREW TRIBUTE EVENT...... 12/11:40...03:27 AM...07:27 199...FCS CHECKOUT...... 12/13:05...04:52 AM...08:52 200...RCS HOT-FIRE TEST...... 12/14:15...06:02 AM...10:02

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202...ENDEAVOUR U.S. PAO EVENT...... 12/17:00...08:47 AM...12:47 202...CABIN STOWAGE BEGINS...... 12/17:45...09:32 AM...13:32 206...MISSION STATUS BRIEFING...... 12/19:43...11:30 AM...15:30 205...KU-BAND ANTENNA STOWAGE...... 12/22:20...02:07 PM...18:07 205...VIDEO FILE...... 12/23:13...03:00 PM...19:00 207...ENDEAVOUR CREW SLEEP BEGINS...... 13/01:30...05:17 PM...21:17 208...FLIGHT DAY 14 HIGHLIGHTS...... 13/03:13...07:00 PM...23:00

FRIDAY, MAY 13 -- FD 15 212...ENDEAVOUR CREW WAKE UP (FD 15)...... 13/09:30...01:17 AM...05:17 214...ENDEAVOUR DEORBIT PREPARATIONS BEGIN...13/12:35...04:22 AM...08:22 215...PAYLOAD BAY DOOR CLOSING...... 13/13:58...05:45 AM...09:45 217...ENDEAVOUR DEORBIT BURN...... 13/16:38...08:25 AM...12:25 218...MILA C-BAND RADAR ACQUISITION...... 13/17:28...09:15 AM...13:15 218...KSC LANDING...... 13/17:41...09:28 AM...13:28

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Appendix 1: Space Shuttle Flight and Abort Scenarios

The shuttle weighs 4.5 million pounds at launch and it hits 140 mph - going straight up - in about 10 seconds. The shuttle burns its fuel so fast that in less than 100 seconds it weighs half what it did at launch. In eight-and-a-half minutes, the vehicle is traveling some 17,000 mph, or five miles per second. That's about eight times faster than a rifle bullet, fast enough to fly from Los Angeles to New York in 10 minutes. Calling a shuttle launch "routine" misses the mark. The margin for error is very slim indeed and the astronauts face a limited number of survivable abort options.

The shuttle makes the climb to orbit using two solid-fuel boosters and three hydrogen-fueled main engines. Contrary to popular myth, the shuttle pilots do little more than monitor their instruments and computer displays during ascent; the shuttle's four flight computers do all the piloting barring a malfunction of some sort that might force the crew to take manual control.

NASA puts the overall odds of a catastrophic failure at about 1-in-80.

The main engines generate a combined 37 million horsepower, which is equivalent to the output of 23 Hoover Dams. They are ignited at 120 millisecond intervals starting 6.6 seconds prior to launch. Computers bolted to each powerplant monitor engine performance 50 times per second and, after all three are running smoothly, the boosters are ignited. Pressure inside the hollow boosters jumps from sea level to more than 900 pounds per square inch in a quarter of a second as the propellant ignites. Liftoff is virtually instantaneous.

The boosters burn for about two minutes and five seconds. They are far more powerful than the three main engines and provide all the shuttle's steering during the initial minutes of flight using hydraulic pistons that move the nozzles at the base of each rocket. After the boosters are jettisoned, the shuttle's three liquid-fueled engines provide steering and flight control.

The engines are throttled down to 65 percent power about 40 seconds into flight to lower the stress on the shuttle as it accelerates through the region of maximum aerodynamic pressure (around 700 pounds per square foot at 48 seconds). After that, the engines are throttled back up to 104 percent. All three engines shut down about eight and a half minutes after takeoff, putting the shuttle in a preliminary orbit. The empty external fuel tank is then jettisoned and breaks up in the atmosphere over the Indian or Pacific oceans. The initial orbit is highly elliptical and the shuttle's two orbital maneuvering rockets are fired about 43 minutes after launch to put the craft in a circular orbit.

There are no survivable booster failures like the one that destroyed Challenger 73 seconds after liftoff in 1986. Like a holiday bottle rocket, the boosters cannot be shut down once they are ignited. They are rigged with plastic explosives to blow open their cases and eliminate forward thrust should a catastrophic failure send a shuttle veering out of control toward populated areas or sea lanes. In that case, the crew is considered expendable. There is no survivable way to separate from the boosters while they are operating. They simply have to work.

But the shuttle system was designed to safely handle a single main engine failure at any point after startup. In all cases, such "intact" aborts begin after the solid-fuel boosters have been jettisoned. In other words, if an abort is declared 10 seconds after liftoff, it will not actually go into effect until 2 minutes and 30 seconds after launch.

An engine failure during the startup sequence will trigger a "redundant set launch sequencer abort," or RSLS abort. If one or more engine experiences problems during startup, the shuttle's flight computers will issue immediate shut-down commands and stop the countdown before booster ignition. This has happened five times in shuttle history (the most recent RSLS abort occurred in August 1994).

An RSLS abort does not necessarily threaten the safety of the shuttle crew, but hydrogen gas can be released through the engine nozzles during shutdown. Hydrogen burns without visible sign of flame and it's possible a brief pad fire can follow the engine cutoff. But the launch pad is equipped with a sophisticated fire extinguishing system

CBS News!!! 4/26/11 Page 130 ! CBS News Space Reporter's Handbook - Mission Supplement and other improvements implemented in the wake of the 1986 Challenger accident that will automatically start spraying the orbiter with water if a fire is detected. Fire detection sensors are located all over the pad.

While in-flight abort regimes overlap to a degree, a return to the launch site (RTLS) is only possible during the first four minutes of flight. Beyond that point, a shuttle has flown too far to make it back to Florida with its remaining fuel. But in practice, an RTLS is only a threat in the first 2.5 minutes or so of flight. After that, a crew can press on to an emergency landing in Spain or Africa, the preferred option if there's a choice because it puts less stress on the shuttle.

A trans-Atlantic abort (TAL) is an option throughout ascent but after about five minutes, the shuttle is going fast enough to attempt an abort to a lower-than-planned orbit, depending on the shuttle's altitude and velocity at the time of the failure. If the shuttle crew has a choice between an RTLS and a TAL, they will select the TAL option. If the choice is between TAL and ATO, they will select the abort to orbit.

Here are the actual numbers for a recent shuttle flight (velocity includes a contribution from Earth's rotation at 28.5 degrees north latitude):

TIME EVENT MPH

0:10 THE SHUTTLE ROLLS TO "HEADS DOWN" ORIENTATION 920 0:40 START THROTTLE DOWN 1,405 0:48 MAXIMUM AERODYNAMIC PRESSURE 1,520 0:53 START THROTTLE UP TO 104% 1,589 2:04 SOLID-FUEL BOOSTERS ARE JETTISONED 3,818 2:10 THE SHUTTLE CAN NOW ABORT TO SPAIN OR FRANCE 3,955 3:45 THE SHUTTLE CAN NO LONGER RETURN TO KSC 5,591 4:12 THE SHUTTLE CAN NOW ABORT TO ORBIT 6,273 5:13 SHUTTLE CAN REACH NORMAL ORBIT WITH TWO ENGINES 8,045 5:48 THE SHUTTLE ROLLS TO "HEADS UP" ORIENTATION 9,205 6:32 SHUTTLE CAN REACH ORBIT WITH ONE ENGINE 11,114 7:24 ENGINES THROTTLE DOWN TO LIMIT G LOADS ON CREW 13,977 8:24 MAIN ENGINE CUTOFF 17,727

An RTLS abort is considered the riskiest of the abort procedures because the shuttle crew must reverse course to head back for Florida, which puts severe stresses on the vehicle. TAL is the preferred abort mode for early engine failures. A second engine failure during an RTLS makes the chances of a success slim while a TAL abort can be flown in many instances with two failures.

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Normal Flight Details11

In the launch configuration, the orbiter and two solid rocket boosters are attached to the external tank in a vertical (nose-up) position on the launch pad. Each solid rocket booster is attached at its aft skirt to the by four bolts.

Emergency exit for the flight crew on the launch pad up to 30 seconds before lift-off is by slidewire. There are seven 1,200-foot- long slidewires, each with one basket. Each basket is designed to carry three persons. The baskets, 5 feet in diameter and 42 inches deep, are suspended beneath the slide mechanism by four cables. The slidewires carry the baskets to ground level. Upon departing the basket at ground level, the flight crew progresses to a bunker that is designed to protect it from an explosion on the launch pad.

At launch, the three space shuttle main engines-fed liquid hydrogen fuel and oxidizer from the external tank-are ignited first. When it has been verified that the engines are operating at the proper thrust level, a signal is sent to ignite the solid rocket boosters. At the proper thrust-to-weight ratio, initiators (small explosives) at eight hold-down bolts on the solid rocket boosters are fired to release the space shuttle for lift-off. All this takes only a few seconds.

Maximum dynamic pressure is reached early in the ascent, nominally approximately 60 seconds after lift-off.

Approximately a minute later (two minutes into the ascent phase), the two solid rocket boosters have consumed their propellant and are jettisoned from the external tank. This is triggered by a separation signal from the orbiter. The boosters briefly continue to ascend, while small motors fire to carry them away from the space shuttle. The boosters then turn and descend, and at a predetermined altitude, parachutes are deployed to decelerate them for a safe splashdown in the ocean. Splashdown occurs approximately 141 nautical miles (162 statute miles) from the launch site. The boosters are recovered and reused.

Meanwhile, the orbiter and external tank continue to ascend, using the thrust of the three space shuttle main engines. Approximately eight minutes after launch and just short of orbital velocity, the three space shuttle engines are shut down (main engine cutoff), and the external tank is jettisoned on command from the orbiter.

The forward and aft reaction control system engines provide attitude (pitch, yaw and roll) and the translation of the orbiter away from the external tank at separation and return to attitude hold prior to the orbital maneuvering system thrusting maneuver.

The external tank continues on a ballistic trajectory and enters the atmosphere, where it disintegrates. Its projected impact is in the Indian Ocean (except for 57-degree inclinations) in the case of equatorial orbits (Kennedy Space Center launch) and in the extreme southern Pacific Ocean in the case of a Vandenberg Air Force Base launch.

Normally, two thrusting maneuvers using the two orbital maneuvering system engines at the aft end of the orbiter are used in a two-step thrusting sequence: to complete insertion into Earth orbit and to circularize the spacecraft's orbit. The orbital maneuvering system engines are also used on orbit for any major velocity changes. In the event of a direct-insertion mission, only one orbital maneuvering system thrusting sequence is used.

The orbital altitude of a mission is dependent upon that mission. The nominal altitude can vary between 100 to 217 nautical miles (115 to 250 statute miles).

The forward and aft reaction control system thrusters (engines) provide attitude control of the orbiter as well as any minor translation maneuvers along a given axis on orbit.

11 The remainder of this appendix, with clearly noted exceptions, is taken directly from shuttle-builder Rockwell International's Shuttle Reference book.

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At the completion of orbital operations, the orbiter is oriented in a tailfirst attitude by the reaction control system. The two orbital maneuvering system engines are commanded to slow the orbiter for deorbit. The reaction control system turns the orbiter's nose forward for entry. The reaction control system controls the orbiter until atmospheric density is sufficient for the pitch and roll aerodynamic control surfaces to become effective.

Entry interface is considered to occur at 400,000 feet altitude approximately 4,400 nautical miles (5,063 statute miles) from the landing site and at approximately 25,000 feet per second velocity. At 400,000 feet altitude, the orbiter is maneuvered to zero degrees roll and yaw (wings level) and at a predetermined angle of attack for entry. The angle of attack is 40 degrees. The flight control system issues the commands to roll, pitch and yaw reaction control system jets for rate damping.

The forward reaction control system engines are inhibited prior to entry interface, and the aft reaction control system engines maneuver the spacecraft until a dynamic pressure of 10 pounds per square foot is sensed, which is when the orbiter's ailerons become effective. The aft reaction control system roll engines are then deactivated. At a dynamic pressure of 20 pounds per square foot, the orbiter's elevators become active, and the aft reaction control system pitch engines are deactivated. The orbiter's speed brake is used below Mach 10 to induce a more positive downward elevator trim deflection. At approximately Mach 3.5, the rudder becomes activated, and the aft reaction control system yaw engines are deactivated at 45,000 feet.

Entry guidance must dissipate the tremendous amount of energy the orbiter possesses when it enters the Earth's atmosphere to assure that the orbiter does not either burn up (entry angle too steep) or skip out of the atmosphere (entry angle too shallow) and that the orbiter is properly positioned to reach the desired touchdown point.

During entry, energy is dissipated by the atmospheric drag on the orbiter's surface. Higher atmospheric drag levels enable faster energy dissipation with a steeper trajectory. Normally, the angle of attack and roll angle enable the atmospheric drag of any flight vehicle to be controlled. However, for the orbiter, angle of attack was rejected because it creates surface temperatures above the design specification. The angle of attack scheduled during entry is loaded into the orbiter computers as a function of relative velocity, leaving roll angle for energy control. Increasing the roll angle decreases the vertical component of lift, causing a higher sink rate and energy dissipation rate. Increasing the roll rate does raise the surface temperature of the orbiter, but not nearly as drastically as an equal angle of attack command.

If the orbiter is low on energy (current range-to-go much greater than nominal at current velocity), entry guidance will command lower than nominal drag levels. If the orbiter has too much energy (current range-to-go much less than nominal at the current velocity), entry guidance will command higher-than-nominal drag levels to dissipate the extra energy.

Roll angle is used to control cross range. Azimuth error is the angle between the plane containing the orbiter's position vector and the heading alignment cylinder tangency point and the plane containing the orbiter's position vector and velocity vector. When the azimuth error exceeds a computer-loaded number, the orbiter's roll angle is reversed.

Thus, descent rate and downranging are controlled by bank angle. The steeper the bank angle, the greater the descent rate and the greater the drag. Conversely, the minimum drag attitude is wings level. Cross range is controlled by bank reversals.

The entry thermal control phase is designed to keep the backface temperatures within the design limits. A constant heating rate is established until below 19,000 feet per second.

The equilibrium glide phase shifts the orbiter from the rapidly increasing drag levels of the temperature control phase to the constant drag level of the constant drag phase. The equilibrium glide flight is defined as flight in which the flight path angle, the angle between the local horizontal and the local velocity vector, remains constant. Equilibrium glide flight provides the maximum downrange capability. It lasts until the drag acceleration reaches 33 feet per second squared.

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The constant drag phase begins at that point. The angle of attack is initially 40 degrees, but it begins to ramp down in this phase to approximately 36 degrees by the end of this phase.

In the transition phase, the angle of attack continues to ramp down, reaching the approximately 14-degree angle of attack at the entry terminal area energy management interface, at approximately 83,000 feet altitude, 2,500 feet per second, Mach 2.5 and 52 nautical miles (59 statute miles) from the landing runway. Control is then transferred to TAEM guidance.

During the entry phases described, the orbiter's roll commands keep the orbiter on the drag profile and control cross range.

TAEM guidance steers the orbiter to the nearest of two heading alignment cylinders, whose radii are approximately 18,000 feet and which are located tangent to and on either side of the runway centerline on the approach end. In TAEM guidance, excess energy is dissipated with an S-turn; and the speed brake can be utilized to modify drag, lift-to-drag ratio and flight path angle in high-energy conditions. This increases the ground track range as the orbiter turns away from the nearest HAC until sufficient energy is dissipated to allow a normal approach and landing guidance phase capture, which begins at 10,000 feet altitude. The orbiter also can be flown near the velocity for maximum lift over drag or wings level for the range stretch case. The spacecraft slows to subsonic velocity at approximately 49,000 feet altitude, about 22 nautical miles (25.3 statute miles) from the landing site.

At TAEM acquisition, the orbiter is turned until it is aimed at a point tangent to the nearest HAC and continues until it reaches way point 1. At WP-1, the TAEM heading alignment phase begins. The HAC is followed until landing runway alignment, plus or minus 20 degrees, has been achieved. In the TAEM prefinal phase, the orbiter leaves the HAC; pitches down to acquire the steep glide slope; increases airspeed; banks to acquire the runway centerline; and continues until on the runway centerline, on the outer glide slope and on airspeed. The approach and landing guidance phase begins with the completion of the TAEM prefinal phase and ends when the spacecraft comes to a complete stop on the runway.

The approach and landing trajectory capture phase begins at the TAEM interface and continues to guidance lock- on to the steep outer glide slope. The approach and landing phase begins at about 10,000 feet altitude at an equivalent airspeed of 290, plus or minus 12, knots 6.9 nautical miles (7.9 statute miles) from touchdown. Autoland guidance is initiated at this point to guide the orbiter to the minus 19- to 17-degree glide slope (which is over seven times that of a commercial airliner's approach) aimed at a target 0.86 nautical mile (1 statute mile) in front of the runway. The spacecraft's speed brake is positioned to hold the proper velocity. The descent rate in the later portion of TAEM and approach and landing is greater than 10,000 feet per minute (a rate of descent approximately 20 times higher than a commercial airliner's standard 3-degree instrument approach angle).

At 1,750 feet above ground level, a preflare maneuver is started to position the spacecraft for a 1.5-degree glide slope in preparation for landing with the speed brake positioned as required. The flight crew deploys the at this point.

The final phase reduces the sink rate of the spacecraft to less than 9 feet per second. Touchdown occurs approximately 2,500 feet past the runway threshold at a speed of 184 to 196 knots (213 to 226 mph).

Intact Aborts

Selection of an ascent abort mode may become necessary if there is a failure that affects vehicle performance, such as the failure of a space shuttle main engine or an orbital maneuvering system. Other failures requiring early termination of a flight, such as a cabin leak, might require the selection of an abort mode.

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There are two basic types of ascent abort modes for space shuttle missions: intact aborts and contingency aborts. Intact aborts are designed to provide a safe return of the orbiter to a planned landing site. Contingency aborts are designed to permit flight crew survival following more severe failures when an intact abort is not possible. A contingency abort would generally result in a ditch operation.

There are four types of intact aborts: abort to orbit, abort once around, transatlantic landing and return to launch site.

The ATO mode is designed to allow the vehicle to achieve a temporary orbit that is lower than the nominal orbit. This mode requires less performance and allows time to evaluate problems and then choose either an early deorbit maneuver or an orbital maneuvering system thrusting maneuver to raise the orbit and continue the mission.

The AOA is designed to allow the vehicle to fly once around the Earth and make a normal entry and landing. This mode generally involves two orbital maneuvering system thrusting sequences, with the second sequence being a deorbit maneuver. The entry sequence would be similar to a normal entry.

The TAL mode is designed to permit an intact landing on the other side of the Atlantic Ocean. This mode results in a ballistic trajectory, which does not require an orbital maneuvering system maneuver.

The RTLS mode involves flying downrange to dissipate propellant and then turning around under power to return directly to a landing at or near the launch site.

There is a definite order of preference for the various abort modes. The type of failure and the time of the failure determine which type of abort is selected. In cases where performance loss is the only factor, the preferred modes would be ATO, AOA, TAL and RTLS, in that order. The mode chosen is the highest one that can be completed with the remaining vehicle performance. In the case of some support system failures, such as cabin leaks or vehicle cooling problems, the preferred mode might be the one that will end the mission most quickly. In these cases, TAL or RTLS might be preferable to AOA or ATO. A contingency abort is never chosen if another abort option exists.

The -Houston is prime for calling these aborts because it has a more precise knowledge of the orbiter's position than the crew can obtain from onboard systems. Before main engine cutoff, Mission Control makes periodic calls to the crew to tell them which abort mode is (or is not) available. If ground communications are lost, the flight crew has onboard methods, such as cue cards, dedicated displays and display information, to determine the current abort region.

Which abort mode is selected depends on the cause and timing of the failure causing the abort and which mode is safest or improves mission success. If the problem is a space shuttle main engine failure, the flight crew and Mission Control Center select the best option available at the time a space shuttle main engine fails.

If the problem is a system failure that jeopardizes the vehicle, the fastest abort mode that results in the earliest vehicle landing is chosen. RTLS and TAL are the quickest options (35 minutes), whereas an AOA requires approximately 90 minutes. Which of these is selected depends on the time of the failure with three good space shuttle main engines.

The flight crew selects the abort mode by positioning an abort mode switch and depressing an abort push button.

1. Return to Launch Site (RTLS) Abort

The RTLS abort mode is designed to allow the return of the orbiter, crew, and payload to the launch site, Kennedy Space Center, approximately 25 minutes after lift-off. The RTLS profile is designed to accommodate the loss of thrust from one space shuttle main engine between lift-off and approximately four minutes 20 seconds, at which time not enough main propulsion system propellant remains to return to the launch site.

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An RTLS can be considered to consist of three stages-a powered stage, during which the space shuttle main engines are still thrusting; an ET separation phase; and the glide phase, during which the orbiter glides to a landing at the Kennedy Space Center. The powered RTLS phase begins with the crew selection of the RTLS abort, which is done after solid rocket booster separation. The crew selects the abort mode by positioning the abort rotary switch to RTLS and depressing the abort push button. The time at which the RTLS is selected depends on the reason for the abort. For example, a three-engine RTLS is selected at the last moment, approximately three minutes 34 seconds into the mission; whereas an RTLS chosen due to an engine out at lift-off is selected at the earliest time, approximately two minutes 20 seconds into the mission (after solid rocket booster separation).

After RTLS is selected, the vehicle continues downrange to dissipate excess main propulsion system propellant. The goal is to leave only enough main propulsion system propellant to be able to turn the vehicle around, fly back towards the Kennedy Space Center and achieve the proper main engine cutoff conditions so the vehicle can glide to the Kennedy Space Center after external tank separation. During the downrange phase, a pitch-around maneuver is initiated (the time depends in part on the time of a space shuttle main engine failure) to orient the orbiter/external tank configuration to a heads up attitude, pointing toward the launch site. At this time, the vehicle is still moving away from the launch site, but the space shuttle main engines are now thrusting to null the downrange velocity. In addition, excess orbital maneuvering system and reaction control system propellants are dumped by continuous orbital maneuvering system and reaction control system engine thrustings to improve the orbiter weight and center of gravity for the glide phase and landing.

The vehicle will reach the desired main engine cutoff point with less than 2 percent excess propellant remaining in the external tank. At main engine cutoff minus 20 seconds, a pitch-down maneuver (called powered pitch- down) takes the mated vehicle to the required external tank separation attitude and pitch rate. After main engine cutoff has been commanded, the external tank separation sequence begins, including a reaction control system

CBS News!!! 4/26/11 Page 136 ! CBS News Space Reporter's Handbook - Mission Supplement translation that ensures that the orbiter does not recontact the external tank and that the orbiter has achieved the necessary pitch attitude to begin the glide phase of the RTLS.

After the reaction control system translation maneuver has been completed, the glide phase of the RTLS begins. From then on, the RTLS is handled similarly to a normal entry.

2. Trans-Atlantic Landing (TAL) Abort

The TAL abort mode was developed to improve the options available when a space shuttle main engine fails after the last RTLS opportunity but before the first time that an AOA can be accomplished with only two space shuttle main engines or when a major orbiter system failure, for example, a large cabin pressure leak or cooling system failure, occurs after the last RTLS opportunity, making it imperative to land as quickly as possible.

In a TAL abort, the vehicle continues on a ballistic trajectory across the Atlantic Ocean to land at a predetermined runway. Landing occurs approximately 45 minutes after launch. The landing site is selected near the nominal ascent ground track of the orbiter in order to make the most efficient use of space shuttle main engine propellant. The landing site also must have the necessary runway length, weather conditions and U.S. State Department approval. Currently, the three landing sites that have been identified for a due east launch are Moron,, Spain; Zaragoza, Spain; and Istres LaTube, France.

To select the TAL abort mode, the crew must place the abort rotary switch in the TAL/AOA position and depress the abort push button before main engine cutoff. (Depressing it after main engine cutoff selects the AOA abort mode.) The TAL abort mode begins sending commands to steer the vehicle toward the plane of the landing site. It also rolls the vehicle heads up before main engine cutoff and sends commands to begin an orbital maneuvering system propellant dump (by burning the propellants through the orbital maneuvering system engines and the reaction control system engines). This dump is necessary to increase vehicle performance (by decreasing weight), to place the center of gravity in the proper place for vehicle control, and to decrease the vehicle's landing weight.

TAL is handled like a nominal entry.

3. East-Coast Abort and Landing (ECAL)12 Abort

When the shuttle was originally designed, multiple main engine failures early in flight meant a ditching somewhere in the Atlantic Ocean. After Challenger, the shuttle was rigged with a bailout system to give the crew a better chance of survival. In the space station era, an additional option was implemented to give of a shuttle with multiple engine failures a chance to reach an East Coast runway.

To reach the space station, the shuttle must launch into to the plane of its orbit. That plane is tilted 51.6 degrees to the equator. As a result, shuttles bound for the station take off on a northeasterly trajectory that parallels the East Coast of the United States. Should two or three engines fail before the shuttle is going fast enough to reach Europe or to turn around and return to Florida, the crew would attempt a landing at one of 15 designated East Coast runways, 10 in the United States and five in Canada.

First, the shuttle's flight computers would pitch the nose up to 60 degrees to burn off fuel and yaw the ship 45 degrees to the left of its ground track to begin moving it closer to the coast. The shuttle also would roll about its vertical axis to put the crew in a "heads up" orientation on top of the external fuel tank. Based on velocity, fuel remaining and other factors, the shuttle eventually would pitch down and jettison the external tank. From there, the flight computers would attempt to steer the ship to the designated runway using angle of attack as the primary means of bleeding off energy.

12 ECALs were not included in the original Rockwell Shuttle Reference. This information is provided by the author.

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An ECAL abort is a high-risk, last-resort option and would only be implemented if the only other alternative was to ditch in the ocean.

4. Abort to Orbit (ATO)13 Abort

An ATO is an abort mode used to boost the orbiter to a safe orbital altitude when performance has been lost and it is impossible to reach the planned orbital altitude. If a space shuttle main engine fails in a region that results in a main engine cutoff under speed, the Mission Control Center will determine that an abort mode is necessary and will inform the crew. The orbital maneuvering system engines would be used to place the orbiter in a circular orbit.

5. Abort Once Around (AOA) Abort

The AOA abort mode is used in cases in which vehicle performance has been lost to such an extent that either it is impossible to achieve a viable orbit or not enough orbital maneuvering system propellant is available to accomplish the orbital maneuvering system thrusting maneuver to place the orbiter on orbit and the deorbit thrusting maneuver. In addition, an AOA is used in cases in which a major systems problem (cabin leak, loss of cooling) makes it necessary to land quickly. In the AOA abort mode, one orbital maneuvering system thrusting sequence is made to adjust the post-main engine cutoff orbit so a second orbital maneuvering system thrusting sequence will result in the vehicle deorbiting and landing at the AOA landing site (White Sands, N.M.; ; or the Kennedy Space Center). Thus, an AOA results in the orbiter circling the Earth once and landing approximately 90 minutes after lift-off.

After the deorbit thrusting sequence has been executed, the flight crew flies to a landing at the planned site much as it would for a nominal entry.

6. Contingency Aborts

Contingency aborts are caused by loss of more than one main engine or failures in other systems. Loss of one main engine while another is stuck at a low thrust setting may also necessitate a contingency abort. Such an abort would maintain orbiter integrity for in-flight crew escape if a landing cannot be achieved at a suitable landing field.

Contingency aborts due to system failures other than those involving the main engines would normally result in an intact recovery of vehicle and crew. Loss of more than one main engine may, depending on engine failure times, result in a safe runway landing. However, in most three-engine-out cases during ascent, the orbiter would have to be ditched. The in-flight crew escape system would be used before ditching the orbiter.

Editor's Note… Here is a bit of background on the crew's bailout system from an earlier edition of the Space Reporter's Handbook:

During the early phases of flight, two or more engine failures, depending on when they happened, could leave the shuttle without enough power to make it to a runway. In that case, the crew would have to

13 Aside from the Jan. 28, 1986, Challenger disaster, the only other in-flight engine shutdown in the history of the shuttle program occurred July 29, 1985, when Challenger's No. 1 engine shut down five minutes and 45 seconds after liftoff because of a faulty temperature sensor on the engine's high-pressure fuel turbopump. In that case, Challenger was able to abort to a lower-than-planned orbit and, after extensive replanning, complete its Spacelab mission.

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"ditch" the orbiter somewhere in the ocean. Given that shuttles land at more than 200 mph, ditching is not considered a survivable option.

In the wake of , NASA examined several possible escape systems ranging from ejection seats to simply jumping out the side hatch for a parachute descent. The agency ultimately settled on a bail out system that required modifications to let a crew blow the side hatch safely away from the shuttle during descent.

In the current system, a 248-pound, 8.75-foot telescoping pole is mounted along the ceiling of the crew cabin's lower deck. In a bailout, the pole extends through the open hatch. An astronaut then hooks his or her parachute harness to the pole and slides down it for a safe descent (without the pole, an astronaut probably would be blown into the left wing or the aft rocket pod).

To go along with the system, shuttle crews now take off and land wearing bulky, bright orange spacesuits capable of keeping them alive at altitudes up to 100,000 feet. The 70-pound suits feature a built-in life preserver and air supply with backpacks housing a parachute and a small, collapsible life raft.

To operate the system, an astronaut seated on the shuttle's lower deck pulls a handle that opens a vent at an altitude of about 40,000 feet to let cabin air pressure equalize at around 30,000 feet. The commander then orients the shuttle so that its rate of descent is just right to maintain the proper airspeed of between 185 knots and 195 knots. He then puts the shuttle on autopilot and climbs down to the lower deck.

At that point, the side hatch is jettisoned and the crew begins to bail out. As soon as the astronaut hits the water, the parachute is automatically cut free, a life preserver inflates and the life raft automatically fills with air. Assuming bail out started at 20,000 feet or so, all crew members would be clear of the shuttle by the time it had descended to an altitude of 10,000 feet. Each astronaut would hit the water about a mile apart from each other along the line following the shuttle's flight path.

Orbiter Ground Turnaround

Spacecraft recovery operations at the nominal end-of-mission landing site are supported by approximately 160 space shuttle Launch Operations team members. Ground team members wearing self-contained atmospheric protective ensemble suits that protect them from toxic chemicals approach the spacecraft as soon as it stops rolling. The ground team members take sensor measurements to ensure the atmosphere in the vicinity of the spacecraft is not explosive. In the event of propellant leaks, a wind machine truck carrying a large fan will be moved into the area to create a turbulent airflow that will break up gas and reduce the potential for an explosion.

A ground support equipment air-conditioning purge unit is attached to the right-hand orbiter T-0 umbilical so cool air can be directed through the orbiter's aft fuselage, payload bay, forward fuselage, wings, vertical stabilizer, and orbital maneuvering system/reaction control system pods to dissipate the heat of entry.

A second ground support equipment ground cooling unit is connected to the left-hand orbiter T-0 umbilical spacecraft Freon coolant loops to provide cooling for the flight crew and avionics during the postlanding and system checks. The spacecraft fuel cells remain powered up at this time. The flight crew will then exit the spacecraft, and a ground crew will power down the spacecraft.

At the Kennedy Space Center, the orbiter and ground support equipment convoy move from the runway to the Orbiter Processing Facility.

If the spacecraft lands at Edwards Air Force Base, the same procedures and ground support equipment are used as at the Kennedy Space Center after the orbiter has stopped on the runway. The orbiter and ground support equipment convoy move from the runway to the orbiter mate and demate facility at Edwards Air Force Base. After

4/26/11!! ! !!! CBS News CBS News Space Reporter's Handbook - Mission Supplement! Page 139 detailed inspection, the spacecraft is prepared to be ferried atop the shuttle carrier aircraft from Edwards Air Force Base to the Kennedy Space Center. For ferrying, a tail cone is installed over the aft section of the orbiter.

In the event of a landing at an alternate site, a crew of about eight team members will move to the landing site to assist the astronaut crew in preparing the orbiter for loading aboard the shuttle carrier aircraft for transport back to the Kennedy Space Center. For landings outside the U.S., personnel at the contingency landing sites will be provided minimum training on safe handling of the orbiter with emphasis on crash rescue training, how to tow the orbiter to a safe area, and prevention of propellant conflagration.

Upon its return to the Orbiter Processing Facility at the Kennedy Space Center, the orbiter is safed (ordnance devices safed), the payload (if any) is removed, and the orbiter payload bay is reconfigured from the previous mission for the next mission. Any required maintenance and inspections are also performed while the orbiter is in the OPF. A payload for the orbiter's next mission may be installed in the orbiter's payload bay in the OPF or may be installed in the payload bay when the orbiter is at the launch pad.

The spacecraft is then towed to the Vehicle Assembly Building and mated to the external tank. The external tank and solid rocket boosters are stacked and mated on the mobile launcher platform while the orbiter is being refurbished. Space shuttle orbiter connections are made and the integrated vehicle is checked and ordnance is installed.

The mobile launcher platform moves the entire space shuttle system on four crawlers to the launch pad, where connections are made and servicing and checkout activities begin. If the payload was not installed in the OPF, it will be installed at the launch pad followed by prelaunch activities.

The solid rocket boosters start the on-the-launch-pad buildup followed by the external tank. The orbiter is then mated to the external tank on the launch pad.

The launch processing system at the launch pad is similar to the one used at the Kennedy Space Center.

Kennedy Space Center Launch Operations has responsibility for all mating, prelaunch testing and launch control ground activities until the space shuttle vehicle clears the launch pad tower. Responsibility is then turned over to NASA's Johnson Space Center Mission Control Center-Houston. The Mission Control Center's responsibility includes ascent, on-orbit operations, entry, approach and landing until landing runout completion, at which time the orbiter is handed over to the postlanding operations at the landing site for turnaround and relaunch. At the launch site the solid rocket boosters and external tank are processed for launch and the solid rocket boosters are recycled for reuse.

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Appendix 2: STS-51L and STS-107 Remembering Challenger and Columbia14

An impromptu memorial to the crew of STS-107 at the main entrance to the Johnson Space Center STS-51L: Challenger's Final Flight

The shuttle Challenger, NASA's second manned orbiter, blasted off on its final mission at 11:38 a.m. EST on Jan. 28, 1986. The initial moments of the 25th shuttle flight appeared normal, but just over a minute into flight, Challenger exploded in a terrifying fireball. Here is part of one of the many stories the author wrote that day as Cape Canaveral bureau manager for United Press International (note: breaking news wire service stories are written "on the fly" in real time and readers familiar with Challenger's destruction will spot several inadvertent errors):

NASA says astronauts apparently dead By WILLIAM HARWOOD CAPE CANAVERAL, Fla. (UPI) – The space shuttle Challenger exploded shortly after blastoff today and hurtled into the Atlantic Ocean. The seven crew members, including teacher Christa McAuliffe, apparently were killed in the worst disaster in space history.

14 For additional information, including detailed timelines, please see the CBS News "Space Place" website at: http://www.cbsnews.com/network/news/space/SRH_Disasters.htm

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"It is a national tragedy," said Jesse Moore, director of the Johnson Space Center. "I regret that I have to report … that searches … did not reveal any evidence that the crew members are alive."

He said data from instruments, launch pad systems and other sources would be impounded for an investigation.

The explosion occurred while two powerful booster rockets were still attached to the shuttle. There was no way for the crew to escape the out-of-control spacecraft, which fell into the ocean 18 miles off the coast. Burning debris falling from the sky kept rescuers from reaching the scene immediately.

"We have a report that the vehicle has exploded," said NASA spokesman Steve Nesbitt. "We are now looking at all the contingency operations awaiting word from any recovery forces downrange."

On board the Challenger were commander Francis "Dick" Scobee, co-pilot Michael Smith, Judith Resnik, Ellison Onizuka, Ronald McNair, satellite engineer Gregory Jarvis and McAuliffe, the Concord, N.H. social studies teacher who was chosen from 11,000 candidates to be the first private citizen to fly on a shuttle.

Blow by: In this photo, black smoke can be seen billowing from an O-ring joint at the base of Challenger's right-side solid-fuel booster moments after ignition. The joint resealed itself but eventually reopened, triggering the shuttle's destruction 73 seconds after liftoff.

Unlike the shuttle Columbia during its first flights at the dawn of the shuttle era, Challenger was not equipped with ejection seats or other ways for the crew to get out of the spacecraft. McAuliffe's parents, Edward and Grace Corrigan, watching from the VIP site three miles from the launch pad, hugged each other and sobbed as the fireball erupted in the sky. Students at her school, assembled to watch their teacher's launch, watched in stunned silence.

Other students, friends and fellow teachers in Concord cheered the blastoff and then fell into stony silence as the disaster was brought home to them on television. Mark Letalien, a junior at the Concord high school, said "I didn't believe it happened. They made such a big thing about it. Everyone's watching her and she gets killed."

It was the 25th shuttle flight, the 10th for Challenger and the worst disaster in the nation's space program. It came exactly 19 years and a day from the only previous accident - aboard the first Apollo moon capsule on its launch pad Jan. 27, 1967. Astronauts Virgil "Gus" Grissom, Edward White and Roger Chaffee died in that fire.

NASA said Challenger's launch appeared entirely normal until one minute and 15 seconds after liftoff, when the shuttle had accelerated to a speed of 1,977 mph, three times the speed of sound. It was 4.9 miles up and 18 miles out over the ocean.

"Challenger, go at throttle up," mission control told the spacecraft 52 seconds after launch. Scobee's final words to mission control were: "Roger, go at throttle up." Television replays showed close-ups of the speeding

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ship suddenly enveloped in a ball of fire. Its engines continued firing, raising it out of the flames, but it was out of control.

Multiple contrails could be seen streaking through the sky as the $1.1 billion shuttle arced out over the Atlantic and debris fell into the sea.

In Washington, President Reagan was in an Oval Office meeting when aides brought him the grim news. He rushed into a study in time to see a television replay of the explosion. His face was creased with horror and anxiety. The House of Representatives recessed in the face of the national tragedy. ❏ ❏ ❏

A panel of outside experts led by former Secretary of State William Rogers concluded Challenger was destroyed by the rupture of an O-ring joint in the shuttle's right-side solid- fuel booster. The resulting "burn through" created a jet of flame that ultimately ate through Challenger's external tank, triggering its collapse 73 seconds after blastoff. Almost simultaneously, Challenger, traveling faster than sound, broke apart after being subjected to aerodynamic forces it was not designed to withstand. The ship's crew cabin broke away from the rest of the shuttle and crashed into the Atlantic Ocean at more than 200 mph (see photo at left).

The was delivered on June 6 to Camp David, Md., where President Reagan was spending the weekend. A formal presentation with the members of the commission was hgeld in the Rose Garden at the White House. The 256-page report was divided into nine chapters. The first two chapters presented a brief history of the shuttle program and past flights and detailed the events leading up to Challenger's launching on Jan. 28. The commission also presented a detailed timeline of the disaster before getting down to business in Chapter 4.

The Cause of the Accident

The Rogers Commission listed 16 findings on the primary cause of the accident before stating the following conclusion:

"The commission concluded that the cause of the Challenger accident was the failure of the pressure seal in the aft field joint of the right Solid Rocket Motor. The failure was due to a faulty design unacceptably sensitive to a number of factors. These factors were the effects of temperature, physical dimensions, the character of materials, the effects of reusability, processing and the reaction of the joint to dynamic loading."

A thorough analysis of all available evidence showed no abnormalities with the external fuel tank, Challenger and its three main engines or the shuttle's payload and records showed all the hardware used in flight 51-L met NASA specifications. Launch processing, from the initial stacking of the rocket boosters to work done at the launch pad was normal, but during assembly of the right-side booster, engineers ran into snags. One of the fuel segments that mated at the aft field joint was severely out of round and had to be forced into the proper shape with a high-power

CBS News!!! 4/26/11 Page 144 ! CBS News Space Reporter's Handbook - Mission Supplement hydraulic tool. In addition, measurements showed that because of previous use, the two fuel segments in question had slightly larger diameters than normal but they still were within specifications.

Recall for a moment the construction of the joint. The upper rim of the bottom fuel segment, called a clevis, is an upward-facing U-shaped groove. The lower rim of the fuel segment above, called a tang, slides into the clevis and the resulting interlocking joint is bolted together with 177 high-strength steel pins. Running around the interior of the inner leg of the clevis are the two rubber O-ring seals. Because of the larger than normal joint diameters, at the moment of ignition, the tang and clevis had an average gap of .004 inches, which would have compressed the O- rings severely. Because the fuel segments were slightly out of round, the smallest gap was in the area where the rupture occurred during flight, although it is not known if the high compression on the O-ring was present at liftoff.

It was a record 36 degrees when Challenger took off and infrared measurements taken at the launch pad showed the temperature around the circumference of the aft field joint was in the neighborhood of 28 degrees in the area where the rupture occurred, the coldest spot on the booster. To understand the significance of the temperature factor, consider again the operation of the rocket motor at ignition when internal pressure shoots from zero to nearly 1,000 pounds per square inch. This tremendous force pushes outward and causes the joints to bulge slightly, a phenomenon known as joint rotation. During the ignition transient, the tang and clevis typically separate as much as .017 and .029 inches where the primary and secondary O-rings are located. The gap opening reaches maximum about 600 milliseconds after ignition when the motor reaches full pressure. To keep the joint sealed as the tang-clevis separation increases during ignition, the O-rings must seat properly and the commission said cold O-rings take longer to reach the proper position.

"At the cold launch temperature experienced, the O-ring would be very slow in returning to its normal rounded shape. It would not follow the opening of the tang-to-clevis gap. It would remain in its compressed position in the O-ring channel and not provide a space between itself and the upstream channel wall. Thus, it is probable the O- ring would not be pressure actuated to seal the gap in time to preclude joint failure due to blow-by and erosion from hot combustion gases," the report said.

Further, the commission found that experimental evidence showed other factors, such as humidity and the performance of the heat-shielding putty in the joint "can delay pressure application to the joint by 500 milliseconds or more." Records showed that in each shuttle launch in temperature below 61 degrees, one or more booster O- rings showed signs of erosion or the effects of heat. Complicating the picture, there was the possibility of ice in the suspect joint because Challenger had been exposed to seven inches of rainfall during its month on the launch pad prior to blastoff. Research showed ice could have prevented proper sealing by the secondary O-ring.

Launch pad cameras showed puffs of black smoke shooting from the region of the aft field joint beginning about the same time the motor reached full pressure. The commission said two overall failure scenarios were possible: a small leak could have developed at ignition that slowly grew to the point that flame erupted through the joint as photographs indicated some 58 seconds after blastoff. More likely, however, the gap between the burned O-rings and the clevis probably was sealed up by "deposition of a fragile buildup of aluminum oxide and other combustion debris. The resealed section of the joint could have been disturbed by (steering), space shuttle motion and flight loads induced by changing winds aloft." NASA revealed after the accident that wind shear was higher for Challenger's mission than for any previous shuttle flight.

That the shuttle booster joints were faulty and overly dependent on a variety of factors was clear. The commission's findings on the secondary causes of the disaster were more subtle but just as damning to the space agency.

The Contributing Cause of the Accident

"The decision to launch the Challenger was flawed," the Rogers Commission said. "Those who made that decision were unaware of the recent history of problems concerning the O-rings and the joint and were unaware of the initial written recommendation of the contractor advising against the launch at temperatures below 53 degrees Fahrenheit and the continuing opposition of the engineers at Thiokol after the management reversed its

4/26/11!! ! !!! CBS News CBS News Space Reporter's Handbook - Mission Supplement! Page 145 position. They did not have a clear understanding of Rockwell's concern that it was not safe to launch because of ice on the pad. If the decision makers had known all of the facts, it is highly unlikely that they would have decided to launch 51-L on January 28, 1986."

Before shuttles are cleared for flight, a formal "flight readiness review" is held by top NASA managers to discuss any open items that might affect a launch. Previous flights are reviewed to make sure any problems had been addressed before commiting the next shuttle for launch. Mulloy testified NASA management was well aware of the O-ring issue and cited the flight readiness review record as proof. He was correct in that during several preceding flight readiness reviews, the O-ring problem was mentioned. But it was only mentioned in the context that it was an acceptable risk and that the boosters had plenty of margin. It was not mentioned at all during the 51-L readiness review.

"It is disturbing to the commission that contrary to the testimony of the solid rocket booster project manager, the seriousness of concern was not conveyed in Flight Readiness Review to Level 1 and the 51-L readiness review was silent."

Keel said later the real turning point in the commission investigation came on Feb. 10 during a closed hearing in Washington. It was there the commission learned of the launch-eve debate over clearing Challenger for launch. Boisjoly would later recall the events of Jan. 27 in this manner:

Boisjoly: "I felt personally that management was under a lot of pressure to launch and that they made a very tough decision, but I didn't agree with it. One of my colleagues that was in the meeting summed it up best. This was a meeting where the determination was to launch and it was up to us to prove beyond a shadow of a doubt that it was not safe to do so. This is in total reverse to what the position usually is in a preflight conversation or a flight readiness review. It is usually exactly opposite that."

Commission member Arthur B.C. Walker: "Do you know the source of the pressure on management that you alluded to?"

Boisjoly: "Well, the comments made over the [teleconference network] is what I felt, I can't speak for them, but I felt it, I felt the tone of the meeting exactly as I summed up, that we were being put in a position to prove that we should not launch rather then being put in the position and prove that we had enough data for launch. And I felt that very real."

The Rogers Commission concluded that a "well structured" management system with the emphasis on flight safety would have elevated the booster O-ring issue to the status it deserved and that NASA's decision-making process was clearly faulty. One can only wonder how many other launch-eve debates occurred during the previous 24 missions that were never mentioned because the flight turned out to be a success.

"Had these matters been clearly stated and emphasized in the flight readiness process in terms reflecting the views of most of the Thiokol engineers and at least some of the Marshall engineers, it seems likely that the launch of 51-L might not have occurred when it did," the commission said.

The commission also determined that the waiving of launch constraints based on previous success came at the expense of flight safety because the waivers did not necessarily reach top-level management for a decision. Finally, the commission charged engineers at the Marshall Space Flight Center where the booster program was managed had a "propensity" for keeping knowledge of potentially serious problems away from other field centers in a bid to address them internally.

An Accident Rooted in History

"The Space Shuttle's Solid Rocket Booster problem began with the faulty design of its joint and increased as both NASA and contractor management first failed to recognize it as a problem, then failed to fix it and finally treated it as an acceptable flight risk," the Rogers Commission said.

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Morton Thiokol won the contract to build shuttle boosters in 1973. Of the four competitors, Thiokol ranked at the bottom for design and development but came in first in the management category. NASA later said Thiokol was selected because "cost advantages were substantial and consistent throughout all areas evaluated." The result was an $800 million cost-plus-award-fee contract.

Morton Thiokol hoped to keep costs down by borrowing heavily from the design of the Titan 3 solid rocket motors. Both systems, for example, used tang and clevis joints but the shuttle design had major differences as well. Unlike in the Titan, which relied on a single O-ring seal, two rubber O-rings were employed in the shuttle booster and both faced heavy pressure loads at launch. The way the seals worked in the shuttle boosters was elegant in its simplicity. Before fuel joints were to be mated, an asbestos-filled putty would be used to fill in the gap between the two propellant faces of the fuel segments. The putty, then, would serve as a barrier to prevent hot gas from reaching the O-ring seals. But the putty was plastic so when the rocket was ignited, internal pressure would force the putty to flow toward the outside of the joint. In doing so, air between the putty and the O-ring would become pressurized, forcing the O-ring to "extrude" into the minute gap between the clevis and tang. In this manner, the joint would be sealed and even if the primary O-ring failed to operate, the secondary seal would fill in the gap, so to speak. To make sure the O-rings were, in fact, able to seal the joints prior to ignition, Thiokol included a "leak test port" in each booster joint. Once assembled, the space between the two O-rings could be pressurized with 50 psi air. If the pressure stayed steady, engineers would know the joint was airtight and that no path from the propellant to the primary O-ring existed for hot gas or flame.

So much for theory. When testing began, results were not what Thiokol engineers expected.

The design of the joint had led engineers to believe that once pressurized, the gap between the tang and clevis actually would decrease slightly, thereby improving the sealing action of the O-rings. To test the booster's structural integrity, Thiokol conducted "hydroburst" tests in 1977. In these tests, water was pumped inside a booster case and pressurized to 1.5 times actual operating pressure. Careful measurements were made and to their surprise, engineers realized that the tang and clevis joint actually bulged outward, widening the gap between the joint members. While Thiokol tended to downplay the significance of the finding at the time, engineers at Marshall were dismayed by the results. John Q. Miller, a chief booster engineer at the Alabama rocket center, wrote a memo on Jan. 9, 1978, to his superiors, saying, "We see no valid reason for not designing to accepted standards" and that improvements were mandatory "to prevent hot gas leaks and resulting catastrophic failure." This memo and another along the same lines actually were authored by Leon Ray, a Marshall engineer, with Miller's agreement. Other memos followed but the Rogers Commission said Thiokol officials never received copies. In any case, the Thiokol booster design passed its Phase 1 certification review in March 1979. Meanwhile, ground test firings confirmed the clevis-tang gap opening. An independent oversight committee also said pressurization through the leak test port pushed the primary O-ring the wrong way so that when the motor was ignited, the compression from burning propellant had to push the O-ring over its groove in order for it to extrude into the clevis-tang gap. Still, NASA engineers at Marshall concluded "safety factors to be adequate for the current design" and that the secondary O- ring would serve as a redundant backup throughout flight.

On Sept. 15, 1980, the solid rocket booster joints were classified as criticality 1R, meaning the system was redundant because of the secondary O-ring. Even so, the wording of the critical items list left much room for doubt: "Redundancy of the secondary field joint seal cannot be verified after motor case pressure reaches approximately 40 percent of maximum expected operating pressure." The joint was classified as criticality 1R until December 1982 when it was changed to criticality 1. Two events prompted the change: the switch to a non- asbestos insulating putty - the original manufacturer had discontinued production - and the results of tests in May 1982 that finally convinced Marshall management that the secondary O-ring would not function after motor pressurization. Criticality 1 systems are defined as those in which a single failure results in loss of mission, vehicle and crew. Even though the classification was changed, NASA engineers and their counterparts at Morton Thiokol still considered the joint redundant through the ignition transient. The Rogers Commission found this to be a fatal flaw in judgment.

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Criticality 1 systems must receive a formal "waiver" to allow flight. On March 28, 1983, Michael Weeks, associate administrator for space flight (technical) signed the document that allowed continued shuttle missions despite the joint concerns.

"We felt at the time, all of the people in the program I think felt that this solid rocket motor in particular was probably one of the least worrisome things we had in the program," Weeks said.

Then came the flight of mission 41-B, the 10th shuttle mission, launched Feb. 3, 1984. Prior to that time, only two flights had experienced O-ring damage: the second shuttle mission and the sixth. In both cases, only a single joint was involved. But after 41-B, inspectors found damage to a field joint and a nozzle joint. Marshall engineers were concerned about the unexpected damage, but a problem assessment report concluded: "This is not a constraint to future launches." For the next shuttle flight, 41-C, NASA managers were advised launch should be approved but that there was a possibility of some O-ring erosion. Meanwhile, to make absolutely sure the O-rings were seated properly prior to launch, the leak test pressure was increased to 100 psi and later to 200 psi, even though Marshall engineers realized that increased the possibility of creating blow holes through the insulating putty. Such blow holes, in turn, could provide paths for hot gas to reach the O-rings. In any case, the statistics are simple: of the first nine shuttle flights, when joints were tested with 50 psi or 100 psi pressure, only one field joint problem was noticed. With the 200 psi tests, more than 50 percent of the shuttle missions exhibited some field joint O-ring erosion.

So even though research was underway to improve the joint design, shuttles continued flying. On Jan. 24, 1985, Atlantis took off on the first classified military shuttle mission, flight 51-C. The temperature at launch time was a record 53 degrees and O-ring erosion was noted in both boosters after recovery. Damage was extensive: both booster nozzle primary O-rings showed signs of blow by during ignition and both the primary and secondary seals in the right booster's center segment field joint were affected by heat. Thiokol engineers would later say temperature apparently increased the chances for O-ring damage or erosion by reducing resiliency. Concern mounted after the flight of mission 51-B in April 1985 when engineers discovered a nozzle primary O-ring had been damaged and failed to seat at all and that the secondary seal also was eroded. This was serious and more studies were ordered. Mulloy then instituted a launch constraint, meaning a waiver was required before every succeeding mission. Mulloy signed such waivers six flights in a row before Challenger took off for the last time.

On Aug. 19, 1985, NASA managers in Washington were briefed on the O-ring issue and the next day, Morton Thiokol established an O-ring task force because "the result of a leak at any of the joints would be catastrophic." But company engineers told the commission the task force ran into red tape and a lack of cooperation.

"The genesis of the Challenger accident - the failure of the joint of the right solid rocket motor - began with decisions made in the design of the joint and in the failure by both Thiokol and NASA's solid rocket booster project office to understand and respond to facts obtained during testing," the Rogers Commission concluded.

The panel said NASA's testing program was inadequate, that engineers never had a good understanding of the mechanics of joint sealing and that the material presented to NASA management in August 1985 "was sufficiently detailed to require corrective action prior to the next flight."

Pressures on the System

"With the 1982 completion of the orbital test flight series, NASA began a planned acceleration of the Space Shuttle launch schedule," the Rogers Commission said. "One early plan contemplated an eventual rate of a mission a week, but realism forced several downward revisions. In 1985, NASA published a projection calling for an annual rate of 24 flights by 1990. Long before the Challenger accident, however, it was becoming obvious that even the modified goal of two flights a month was overambitious."

When the shuttle program was conceived, it was hailed as the answer to the high cost of space flight. By building a reusable , the United States would be able to lower the cost of placing a payload into orbit while at

CBS News!!! 4/26/11 Page 148 ! CBS News Space Reporter's Handbook - Mission Supplement the same time, increase its operational capability on the high frontier. The nation's space policy then focused on the shuttle as the premier launcher in the American inventory and expendable rockets were phased out. Once shuttle flights began, NASA quickly fell under pressure to meet a heavy schedule of satellite launches for commercial, military and scientific endeavors. And as the flight rate increased, the space agency's resources became stretched to the limit. Indeed, the Rogers Commission said evidence indicated even if the 51-L disaster had been avoided, NASA would have been unable to meet the 16-launch schedule planned for 1986.

But NASA's can-do attitude refused to let the agency admit its own limitations as it struggled along against increasingly significant odds and diminishing resources. The Rogers Commission found that astronaut training time was being cut back, that frequent and late payload changes disrupted flight planning and that a lack of spare parts was beginning to manifest itself in flight impacts at the time of the Challenger accident.

The Rogers Commission concluded:

1. "The capabilities of the system were stretched to the limit to support the flight rate in winter 1985/1986," the commission wrote. "Projections into the spring and summer of 1986 showed a clear trend; the system, as it existed, would have been unable to deliver crew training software for scheduled flights by the designated dates. The result would have been an unacceptable compression of the time available for the crews to accomplish their required training.

2. "Spare parts are in short supply. The shuttle program made a conscious decision to postpone spare parts procurements in favor of budget items of perceived higher priority. Lack of spare parts would likely have limited flight operations in 1986.

3. "Stated manifesting policies [rules governing payload assignments] are not enforced. Numerous late manifest changes (after the cargo integration review) have been made to both major payloads and minor payloads throughout the shuttle program.

4. "The scheduled flight rate did not accurately reflect the capabilities and resources.

5. "Training simulators may be the limiting factor on the flight rate; the two current simulators cannot train crews for more than 12-15 flights per year.

6. "When flights come in rapid succession, current requirements do not ensure that critical anomalies occurring during one flight are identified and addressed appropriately before the next flight."

Other Safety Considerations

The Rogers Commission also identified a number of safety considerations to be addressed by NASA before the resumption of shuttle flights. The realization that Challenger's crew had no survivable abort options during solid rocket flight prompted the commission to recommend a re-evaluation of all possible abort schemes and escape options.

Two types of shuttle aborts were possible at the time of the Challenger accident: the four intact aborts, in which the shuttle crew attempts an emergency landing on a runway, and contingency aborts, in which the shuttle is not able to make it to a runway and instead "ditches" in the ocean. But the commission said tests at NASA's Langely Research Center showed an impact in the ocean probably would cause major structural damage to the orbiter's crew cabin. In addition, "payloads in the cargo bay are not designed to withstand decelerations as high as those expected and would very possibly break free and travel forward into the crew cabin." Not a pleasant prospect.

"My feeling is so strong that the orbiter will not survive a ditching, and that includes land, water or any unprepared surface," astronaut Weitz told the commission. "I think if we put the crew in a position where they're going to be asked to do a contingency abort, then they need some means to get out of the vehicle before it contacts earth."

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If there was a clear "winner" in the Rogers Commission report is was the astronauts. Nearly every concern raised by Young and his colleagues was addressed and NASA managers privately grumbled that with the re-emergence of "astronaut power," the agency would become so conservative it would be next to impossible to get a shuttle off the ground.

Recommendations:

The Rogers Commission made nine recommendations to conclude its investigation of the worst disaster in space history.

1. A complete redesign of the solid rocket booster segment joints was required with the emphasis on gaining a complete understanding of the mechanics of seal operation; the joints should be as structurally stiff as the walls of the rockets and thus less susceptible to rotation; and NASA should consider vertical test firings to ensure duplication of the loads experienced during a shuttle launch. In addition, the panel recommended that NASA ask the National Research Council to set up an independent review committee to oversee the redesign of the booster joints.

2. NASA's shuttle program management system should be reviewed and restructured, with the program manger given more direct control over operations, and NASA should "encourage the transition of qualified astronauts into agency management positions" to utilize their flight experience and to ensure proper attention is paid to flight safety. In addition, the commission said NASA should establish a shuttle safety advisory panel.

3. The commission recommended a complete review of all criticality 1, 1R, 2 and 2R systems before resumption of shuttle flights.

4. NASA was told to set up an office of Safety, Reliability and Quality Control under an associate administrator reporting to the administrator of the space agency. This office would operate autonomously and have oversight responsibilities for all NASA programs.

5. Communications should be improved to make sure critical information about shuttle systems makes it from the lowest level engineer to the top managers in the program. "The commission found that Marshall Space Flight Center project managers, because of a tendency at Marshall to management isolation, failed to provide full and timely information bearing on the safety of flight 51-L to other vital elements of shuttle program management," the panel said. Astronauts should participate in flight readiness reviews, which should be recorded, and new policies should be developed to "govern the imposition and removal of shuttle launch constraints."

6. NASA should take action to improve safety during shuttle landings by improving the shuttle's brakes, tires and steering system and terminating missions at Edwards Air Force Base, Calif., until weather forecasting improvements are made at the Kennedy Space Center.

7. "The commission recommends that NASA make all efforts to provide a crew escape system for use during controlled gliding flight." In addition, NASA was told to "make every effort" to develop software modifications that would allow an intact landing even in the event of multiple engine failures early in flight.

8. Pressure to maintain an overly ambitious flight rate played a role in the Challenger disaster and the Rogers Commission recommended development of new expendable rockets to augment the shuttle fleet.

9. "Installation, test and maintenance procedures must be especially rigorous for space shuttle items designated criticality 1. NASA should establish a system of analyzing and reporting performance trends in such items." In addition, the commission told NASA to end its practice of cannibalizing parts from one orbiter to keep another flying and instead to restore a healthy spare parts program despite the cost.

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❏ ❏ ❏

Along with redesigning the O-ring booster joints, the agency reviewed the status of the overall shuttle program and ordered hundreds of modifications and improvements to beef up the safety of the shuttle itself. The shuttle "critical items list," which ranks systems and components according to the results of a failure, underwent a thorough review with far-reaching results. Criticality 1 components are those in which a failure leads to loss of vehicle and crew while criticality 1R systems are those in which a redundant backup is in place. Before the Challenger disaster, NASA listed 617 criticality 1 and 787 criticality 1R systems, a total of 1,404. As a result of the post-Challenger review, 1,514 criticality 1 systems were identified along with 2,113 criticality 1R components, a total of 3,627.

The numbers increased because NASA took a much harder look at the shuttle and its systems in the wake of Challenger and while at first glance they would appear to imply the shuttle is more dangerous than before, in reality they mean NASA simply has a better, more realistic understanding of the ship.

In the shuttle itself, more than 210 changes were ordered for first flight along with about 30 to widen safety margins in the powerful hydrogen-fueled main engines by improving welds and reducing bearing wear and turbine blade cracks, a source of concern in the past. Among the shuttle modifications were landing gear brake improvements and a redesign of the 17-inch valves in the main engine propellant feed lines to prevent premature closure and inadvertent engine shutdown.

Other major changes include installation of ribs to strengthen the structure of the shuttle's airframe, an automatic cutoff system to prevent maneuvering rocket problems and modifications to improve the ability of the nose section of the shuttle to withstand the tremendous heat of atmospheric re-entry. About 100 changes were made in the computer programs that actually fly the shuttle to take into account the performance of modified hardware and to improve safety margins.

NASA re-emphasized safety in mission design, implementing stricter weather criteria, new launch commit criteria and a revamped management structure that gave the final responsibility for clearing a shuttle for launch to an astronaut.

Shuttle flights resumed Sept. 29, 1988, and NASA launched 87 successful flights in a row before Columbia returned to Earth on Feb. 1, 2003.

Challenger's crew: Back row, left to right: Ellison Onizuka, Christa McAuliffe, Greg Jarvis, Judy Resnik; Front row, left to right: Mike Smith, Dick Scobee, Ron McNair

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The Fate of Challenger's Crew

"NASA is unable to determine positively the cause of death of the Challenger astronauts but has established that it is possible, but not certain, that loss of consciousness did occur in the seconds following the orbiter breakup." NASA Press Release

"We have now turned our full efforts to the future, but will never forget our seven friends who gave their lives to America's space frontier." - Rear Adm. Richard Truly, Associate Administrator for Space Flight

The Rogers Commission did not discuss the fate of the crew or provide much detail about the crew cabin wreckage. Indeed, all references to "contact 67," the crash site of the crew compartment, were deleted from the official record, including charts that mapped various debris areas. This was done, perhaps, to preclude the possibility that anyone could find out the latitude and longitude of the cabin wreck site for diving and personal salvage. But ultimately, it was simply an extension of NASA's policy of no comment when it came to the astronauts. After all, hundreds of reporters knew the exact coordinates by eavesdropping on Navy radio. In any case, while the astronauts were not discussed in the commission report, the crew module was.

Analysis of crew cabin wreckage indicates the shuttle's windows may have survived the explosion. It is thus possible the crew did not experience high altitude decompression. If so, some or all of the astronauts may have been alive and conscious all the way to impact in the Atlantic some 18 miles northeast of the launch pad. The cabin hit the water at better than 200 mph on Scobee's side. The metal posts of the two forward flight deck seats, for example, were bent sharply to the right by force of impact when the cabin disintegrated.

"The internal crew module components recovered were crushed and distorted, but showed no evidence of heat or fire," the commission report said. "A general consistency among the components was a shear deformation from the top of the components toward the +Y (to the right) direction from a force acting from the left. Components crushed or sheared in the above manner included avionics boxes from all three avionics bays, crew lockers, instrument panels and the seat frames from the commander and the pilot. The more extensive and heavier crush damage appeared on components nearer the upper left side of the crew module. The magnitude and direction of the crush damage indicates that the module was in a nose down and steep left bank attitude when it hit the water.

"The fact that pieces of forward fuselage upper shell were recovered with the crew module indicates that the upper shell remained attached to the crew module until water impact. Pieces of upper forward fuselage shell recovered or found with the crew module included cockpit window frames, the ingress/egress hatch, structure around the hatch frame and pieces of the left and right sides. The window glass from all of the windows, including the hatch window, was fractured with only fragments of glass remaining in the frames."

Several large objects were tracked by radar after the shuttle disintegrated. One such object, classified as "Object D," hit the water 207 seconds after launch about 18 nautical miles east of launch pad 39B. This apparently was the crew cabin. "It left no trail and had a bright white appearance (black and white recording) until about T+175 seconds," an appendix to the Rogers Commission report said. "The image then showed flashes of both white and black until T+187 seconds, after which time it was consistently black. The physical extent of the object was estimated from the TV recording to be about 5 meters." This description is consistent with a slowly spinning crew module, which had black heat-shield tiles on its bottom with white tiles on its side and top.

The largest piece of crew cabin wreckage recovered was a huge chunk of the aft bulkhead containing the airlock hatch that led into the payload bay and one of the two flight deck windows that looked out over the cargo hold. The bulkhead wreckage measured 12 feet by 17 feet.

Here is a chronology of the crew cabin recovery operation and the efforts to determine the fate of the astronauts:

Mid-March Four astronaut "personal egress air packs," called PEAPs, are recovered along with other cabin wreckage.

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April 18 NASA announced the crew cabin recovery operation was complete and that identifiable remains of all seven astronauts were on shore undergoing analysis. April 25 The Armed Forces Institute of Pathology notified NASA it had been unable to determine a cause of death from analysis of remains. Joseph Kerwin, director of life sciences at the Johnson Space Center, began an in-depth analysis of the wreckage in a search for the answer. May 20 Johnson Space Center crew systems personnel began analysis of the four PEAPs, emergency air packs designed for use if a shuttle crew must attempt an emergency exit on the ground when dangerous vapors might be in the area. May 21 Investigators found evidence some of the PEAPs had been activated. June 4 Investigators determined PEAP activation was not caused by crew cabin impact in the ocean. June 9 Smith's PEAP was identified by serial number. June 25 The PEAPs were sent to th Army Depot in Corpus Christi, Texas, for further analysis. June 27 Scobee's PEAP was identified by serial number; Army investigators determined that three of the four air packs had been activated. July 18 Truly received Kerwin's preliminary report on the fate of the astronauts. On July 24, NASA began informing the astronauts' families about what the investigation had found.

Some of the first wreckage recovered included four flight computers and both the cabin's operational flight recorders, used to record data about various shuttle systems and also used for the cabin's intercom system. It was on this tape that NASA heard Smith say "Uh oh" an instant before the shuttle broke apart, showing that at least some of the astronauts had a brief moment of awareness before the explosion that would claim their lives. On July 28, six months to the day after the disaster, NASA staged a news conference in Washington to discuss the investigation. Kerwin said the cause and time of death remained unknown.

"The findings are inconclusive," he wrote in a letter to Truly. "The impact of the crew compartment with the ocean surface was so violent that evidence of damage occurring in the seconds which followed the explosion was masked. Our final conclusions are:

The cause of death of the Challenger astronauts cannot be positively determined;

The forces to which the crew were exposed during orbiter breakup were probably not sufficient to cause death or serious injury; and

The crew possibly, but not certainly, lost consciousness in the seconds following orbiter breakup due to in- flight loss of crew module pressure."

Accelerometers, instruments that measure the magnitude and direction of forces acting on the shuttle during flight, lost power when the nose section ripped away two tenths of a second after structural break up began. Independent analysis of all recovered data and wreckage concluded the nose pitched down as soon as it broke away and then slowed rapidly from aerodynamic forces. Calculations and analysis of launch photography indicate the acceleration forces the astronauts felt were between 12 and 20 times the force of gravity in a vertical direction, that is, as the cabin broke away, the astronauts were violently pushed down in their seats.

"These accelerations were quite brief," Kerwin wrote. "In two seconds, they were below four G's; in less than 10 seconds, the crew compartment was essentially in free fall. Medical analysis indicates that these accelerations are survivable, and that the probability of major injury to crew members is low."

When Challenger broke up, it was traveling at 1.9 times the speed of sound at an altitude of 48,000 feet. The crew module continued flying upward for some 25 seconds to an altitude of about 65,000 feet before beginning the long fall to the ocean. From breakup to impact took two minutes and 45 seconds. Impact velocity was 207 mph, subjecting the module to a braking force of approximately 200 times the force of gravity. Any astronaut still alive at that moment was killed instantly.

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When the cabin ripped away from the fuselage, the crew's oxygen supplies were left behind in the payload bay, "except for a few seconds supply in the lines," Kerwin said. But each astronaut's airtight flight helmet also was connected to a PEAP that contained about six minutes of breathing air. Kerwin said because of the design of the activation switch, it was highly unlikely the PEAPs were turned on by impact. But unlike the oxygen system, the PEAPs did not provide pressurized air and if the cabin lost pressure, they would not have allowed the crew to remain conscious.

"It is possible, but not certain, that the crew lost consciousness due to an in-flight loss of crew module pressure," Kerwin wrote. "Data to support this is:

The accident happened at 48,000 feet and the crew cabin was at that altitude or higher for almost a minute. At that altitude, without an oxygen supply, loss of cabin pressure would have caused rapid loss of consciousness and it would not have been regained before water impact.

PEAP activation could have been an instinctive response to unexpected loss of cabin pressure.

If a leak developed in the crew compartment as a result of structural damage during or after breakup (even if the PEAPs had been activated), the breathing air available would not have prevented rapid loss of consciousness.

The crew seats and restraint harnesses showed patterns of failure which demonstrates that all the seats were in place and occupied at water impact with all harnesses locked. This would likely be the case had rapid loss of consciousness occurred, but it does not constitute proof."

Challenger's crew departs the Kennedy Space Center

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Despite NASA's best efforts, engineers were never able to determine if cabin pressure was lost. Astronaut Crippen said later he was convinced it did, however, because had the cabin maintained pressure there would have been no need to activate the PEAPs. He said in his view, the astronauts made a "desperate" attempt to survive by activating the PEAPs when pressure was suddenly lost.

Of the four PEAPs recovered, the one that belonged to Scobee had not been activated. Of the other three, one was identified as Smith's and because of the location of the activation switch on the back of his seat, Truly said he believed Resnik or Onizuka turned the pilot's emergency air supply on in a heroic bid to save his life. The exact sequence of events will never be known.

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STS-107: Columbia's Final Voyage

The shuttle Columbia blasted off on mission STS-107 at 10:39 a.m. on Jan. 16, 2003. At the controls were commander Rick Husband, pilot William "Willie" McCool, flight engineer , physician Laurel Clark, payload commander Michael Anderson, physician David Brown and Israeli astronaut Ilan Ramon. STS-107 was one of only two flights left on the shuttle manifest that were not bound for the international space station (the other was a Hubble Space Telescope servicing mission).

The goal of the 16-day mission was to carry out space station- class research in a variety of disciplines, ranging from biology to medicine, from materials science to pure physics and technology development, research that, for a variety of reasons, had never made it to the international space station.

Columbia's launching appeared normal, but analysis of tracking camera footage later that day showed a large chunk of foam insulation broke away from the shuttle's external tank about 81 seconds after liftoff. The foam appeared to come from a the left bipod ramp, an aerodynamically shaped ramp of foam built up around one of the two struts holding the nose of the shuttle to the tank. The foam fell along the tank and disappeared under Columbia's left wing. A shower of whitish debris was seen an instant later exiting from under the wing. The foam had obviously struck the wing, but where? And what sort of damage, if any, did it cause?

Engineers ultimately would conclude the impact likely caused no entry-critical damage. Husband and his crew were only informed about the strike in passing, in an email from mission managers who were concerned the astronauts might hear about the strike from reporters during upcoming on-orbit interviews. As it turned out, only a few reporters even knew about the foam strike and no one asked the crew about it. For their part, Husband and company chalked up a near perfect science mission before packing up for the trip back to Earth.

The day before re-entry, flight director LeRoy Cain downplayed the foam strike, saying engineers "took a very thorough look at the situation with the tile on the left wing and we have no concerns whatsoever. We haven't changed anything with respect to our trajectory design. It will be a nominal, standard trajectory."

He was wrong.

Shuttle Columbia destroyed in entry mishap By WILLIAM HARWOOD CBS News

The shuttle Columbia suffered a catastrophic failure returning to Earth Saturday, breaking apart 207,135 feet above Texas en route to a landing at the Kennedy Space Center to close out a 16-day science mission. The shuttle's seven-member crew - two women and five men, including the first Israeli space flier - perished in the disaster, the first loss of life on the high frontier since the 1986 Challenger disaster.

The initial phases of the descent went normally and Columbia crossed above the coast of California just north of San Francisco around 5:51 a.m. local time, or 8:51 a.m. EST, on track for a landing on runway 33 at the Kennedy Space Center just 25 minutes later at 9:16 a.m.

The first sign of anything unusual came at 8:53 a.m., when the shuttle was flying high above the heartland of America.

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Telemetry showed a sudden loss of hydraulic system data from the inboard and outboard wing flaps, or elevons, on Columbia's left wing. Three minutes later, sensors in the brake lines and tires of the shuttle's left- side main landing gear suddenly stopped providing data.

The shuttle continued to fly in a normal manner with no hint that a catastrophic failure was imminent.

Then at 8:58 a.m., sensors that monitor temperatures where the shuttle's protective thermal tiles are glued or bonded to the airframe suddenly dropped out followed one minute later by loss of data from landing gear pressure sensors on the left side tires. Columbia's flight computers alerted the astronauts to the pressure indication and one of the crew members acknowledged the alert in a brief call to mission control.

That was the final transmission from the space shuttle. Moments later, all data were lost and the vehicle broke up while traveling 18.3 times the speed of sound. Mission duration to that point was 15 days 22 hours 20 minutes and 22 seconds, translating to 8:59:22 a.m. EST (Editor's note: This time was later amended; see the detailed timeline below for exact timing). Wreckage was soon found strewn over a debris "footprint" stretching across eastern Texas and into Louisiana. There was no immediate word on where Columbia's reinforced crew module might have crashed to Earth.

In a brief address to the nation, President Bush said "this day has brought terrible news and great sadness to our country. Columbia is lost. There are no survivors."

"The same creator who names the stars also knows the names of the seven souls we mourn today," he said. "The crew of the shuttle Columbia did not return safely to Earth. Yet we can pray they are all safely home."

Said NASA Administrator Sean O'Keefe: "The loss of this valiant crew is something we will never be able to get over."

Family members were standing by at the shuttle runway to welcome their loved ones back to Earth. William Readdy, NASA's associate administrator for space flight and a veteran shuttle commander, praised the astronauts' families for showing an "incredible amount of dignity considering their loss."

"They knew the crew was absolutely dedicated to the mission they were performing," he said, barely able to control his emotions. "They believed in what they were doing and in the conversations with the families, they said we must find what happened, fix it and move on. We can't let their sacrifice be in vain.

"Today was a very stark reminder this is a very risky endevour, pushing back the frontiers in outer space. Unfortunately, people have a tendency to look at it as something that is more or less routine. I can assure you, it is not.

"I have to say as the one responsible for shuttle and (space) station within NASA, I know the people in NASA did everything possible preparing for this flight to make it as perfect as possible," Readdy said. "My promise to the crew and the crew families is the investigation we just launched will find the cause. We'll fix it. And then we'll move on."

The goal of mission STS-107 was to carry out space station-class research in a variety of disciplines, ranging from biology to medicine, from materials science to pure physics and technology development, research that cannot yet be accommodated on the still-unfinished international space station.

More than 80 experiments were on board, most of them in a Spacehab research module in Columbia's cargo bay. To collect as much data as possible, the astronauts worked around the clock in two 12-hour shifts. By all accounts, the crew accomplished all of their major objectives.

At an afternoon news conference, shuttle program manager Ronald Dittemore and senior flight director Milt Heflin reviewed the telemetry from the shuttle and answered as many questions as possible. NASA's openness

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during the immediate aftermath of a devastating day was in stark contrast to the strict "no comment" policy implemented in the wake of the 1986 Challenger disaster that frustrated the public and tarnished the agency's reputation for openness.

10:40:22 a.m., Jan. 16, 2003: A briefcase-size chunk of foam breaks away from the left bi-pod ramp of Columbia's external fuel tank 81.7 seconds after liftoff as seen in these enhanced video frames from a NASA tracking camera. The shuttle's velocity is 1,568 mph and the foam breaks into several pieces as it tumbles in the airstream. In two-tenths of a second, the largest piece of debris slows to 1,022 mph as it disappears behind Columbia's left wing (photo 3). It emerges in a powdery looking shower of debris after hitting the wing at a relative velocity of about 545 mph.

"We're devastated because of the events that unfolded this morning," Dittemore said. "There's a certain amount of shock in our system because we have suffered the loss of seven family members. And we're learning to deal with that. Certainly, a somber mood in our teams as we continue to try to understand the events that occurred, but our thoughts and our prayers go out to the families.

"As difficult as this is for us, we wanted to meet with you and be as fair and open with you (as possible), given the facts as we understand them today," he said. "We will certainly be learning more as we go through the coming hours, days and weeks. We'll tell you as much as we know, we'll be as honest as we can with you and certainly we'll try to fill in the blanks over the coming days and weeks."

An internal NASA team of senior managers was named to handle the initial investigation into the disaster. An independent team of experts also was named to ensure objectivity. All flight control data and shuttle telemetry was impounded and "tiger teams" were formed to begin the painful tasks of sifting the data and coordinating the recovery of debris.

Dittemore said the shuttle fleet will remain grounded until engineers pinpoint what went wrong with Columbia and determine what corrections might be necessary.

Columbia's flight was one of only two remaining on NASA's long term launch schedule that does not involve the international space station. NASA had planned to launch the shuttle Atlantis around March 6 to ferry a fresh crew to the station and to bring the lab's current occupants back to Earth after 114 days in space.

Around 9:30 a.m. Saturday, flight controllers informed Expedition 6 commander Kenneth Bowersox, flight engineer and science officer

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that Columbia had been lost during re-entry.

Bowersox and his crewmates have enough on-board supplies to remain aloft aboard the station through June. In fact, an unmanned Russian Progress supply ship is scheduled for launch Sunday from the Baikonur Cosmodrome in Kazakstan. That launch will proceed as planned, officials said.

If the shuttle fleet remains grounded through June, the station crew could be forced to abandon the station and return to Earth aboard a Russian Soyuz lifeboat. Fresh lifeboats are delivered to the station every six months to ensure the crew has a way to bail out in case of problems with the shuttle fleet or some other in-flight emergency.

With enough supplies on board to last Bowersox and his crewmates until late June, "there's some time for us to work through this," Dittemore said. "Right now, certainly there is a hold on future flights until we get ourselves established and understand the root cause of this disaster."

Dittemore provided a sense of the loss felt by NASA and its contractors when he said "it's an emotional event, when we work together, we work together as family member and we treat each other that way. It's a sad loss for us.

"We understand the risks that are involved in human spaceflight and we know these risks are manageable and we also know they're serious and can have deadly consequences," he said. "So we are bound together with the threat of disaster all the time. We all rely on each other to make each spaceflight successful. So when we have an event like today, when we lose seven family members, it's just devastating to us."

Columbia blasted off on the 113th shuttle mission Jan. 16. The climb to space appeared uneventful, but about one minute and 20 seconds after liftoff, long- range tracking cameras showed a piece of foam insulation from the shuttle's external tank breaking away and hitting Columbia's left wing. The foam came from near the area where a forward bipod assembly attaches the nose of the shuttle to the tank. The debris hit the left wing near its leading edge.

Entry flight director Leroy Cain said Friday a detailed analysis of the debris impact led engineers to believe there was no serious damage. Columbia was not equipped with a robot arm for this Spacehab research mission and the impact area was not visible from the shuttle's crew cabin.

Whether the debris caused enough damage to compromise the integrity of the wing's thermal protection system is not yet known. But when the failure occurred, the shuttle was experiencing maximum heat loads of nearly 3,000 degrees Fahrenheit.

"If we did have a structural problem or a thermal problem, you would expect to get it at the peak heating," he said. "The most extreme thermal environment was right at mach 18 and that's where we lost the vehicle."

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The shuttle Challenger was destroyed in 1986 by the failure of an O-ring seal in one of the ship's two solid-fuel boosters. All seven crew members perished, including New Hampshire social studies teacher Christa McAuliffe. McAuliffe's backup, Idaho teacher , witnessed the disaster from the NASA press site 4.2 miles from Challenger's launch pad.

In a painful footnote to Saturday tragedy, Morgan was once again at the Kennedy Space Center, this time as a full-time astronaut awaiting launch in November on Columbia's next mission. Morgan is the first member of a new class of educator astronauts, part of a program initiated by O'Keefe to help generate more student interest in science and technology.

Since the educator-astronaut program was announced last month, more than 1,000 teachers have expressed interest or been nominated as potential candidates by students, family members or friends. The status of that program, and the impact of Columbia's loss on Morgan's flight, is not yet known.

But as President Bush promised family members and the nation Saturday, "the cause for which they died will continue. Our journey into space will go on."

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In the days, weeks and months ahead, an investigation of the disaster revealed echoes of Challenger: a long history of foam insulation problems that represented an unrecognized risk; bureaucratic inertia; slipshod internal communications and ineffective management at the top levels of NASA. The Columbia Accident Investigation Board, lead by retired Navy Adm. Harold Gehman, issued its report Aug. 28, 2005, concluding the so-called "NASA culture" was deeply flawed and in need of major modifications to prevent a repeat of the Columbia disaster in the years ahead.

"Based on NASA's history of ignoring external recommendations, or making improvements that atrophy with time, the Board has no confidence that the space shuttle can be safely operated for more than a few years based solely on renewed post-accident vigilance," the report stated.

Photographer Gene Blevins captured this shot of Columbia streaking high above California minutes before its destruction. By this point, Columbia's left wing was in the process of melting from the inside out.

Continuing, the report said that unless NASA took strong action to change its management culture to enhance safety margins in shuttle operations, "we have no confidence that other 'corrective actions' will improve the safety

CBS News!!! 4/26/11 Page 160 ! CBS News Space Reporter's Handbook - Mission Supplement of shuttle operations. The changes we recommend will be difficult to accomplish - and they will be internally resisted."

For an agency with such a proud tradition - sending 12 men to the surface of the moon, establishing a permanent presence in low Earth orbit, exploring the solar system with unmanned robots and launching scientific sentinels to probe the depths of space and time - the criticism levied by the accident board seemed extreme in its harshness.

Columbia's flight deck, as captured by a videocamera operated by Laurel Clark, 15 minutes before the shuttle's destruction Feb. 1, 2003. In the top left frame, the heat of re-entry is evident out the windows in front of commander Rick Husband and pilot Willie McCool. In the top right frame, Chawla smiles for the camera. Bottom right: Clark turns the camera on herself.

But the accident investigation board members and their investigators clearly believed the sharp tone was appropriate, in their view essential to ensuring that wide-ranging corrective actions would be actually implemented. The board's investigation found that "management decisions made during Columbia's final flight reflect missed opportunities, blocked or ineffective communications channels, flawed analysis and ineffective leadership."

In the end, the report concluded, NASA managers never really understood the lessons of the 1986 Challenger disaster and "echoes of Challenger" abounded in the miscues that led to Columbia's destruction.

"Connecting the parts of NASA's organizational system and drawing the parallels with Challenger demonstrate three things," the board found. "First, despite all the post-Challenger changes at NASA and the agency's notable achievements since, the causes of the institutional failure responsible for Challenger have not been fixed.

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"Second, the Board strongly believes that if these persistent, systemic flaws are not resolved, the scene is set for another accident. Therefore, the recommendations for change are not only for fixing the shuttle's technical system, but also for fixing each part of the organizational system that produced Columbia's failure.

"Third, the Board's focus on the context in which decision making occurred does not mean that individuals are not responsible and accountable. To the contrary, individuals always must assume responsibility for their actions. What it does mean is that NASA's problems cannot be solved simply by retirements, resignations, or transferring personnel."

The 13-member Columbia Accident Investigation Board spent seven months investigating the Feb. 1 Columbia disaster, reviewing more than 30,000 documents, conducting more than 200 formal interviews and collecting testimony from expert witnesses. The board also oversaw debris recovery efforts in Texas and Louisiana that involved more than 25,000 searchers. The investigation was expected to cost $19.8 million when all was said and done.

The board's 248-page report was released at the National Transportation and Safety Board in Washington. Reporters were allowed to review the report ahead of time, surrendering cell phones and wireless laptop network cards before entering a closed off "reading room" at 6 a.m. Gehman and other members of the panel discussed the report during a news conference.

"The people of NASA have accomplished great things," Dana Rohrabacher, D-Calif., chairman of a key House space committee, told CBS News. "They've put a man on the moon within a very short period of time, the people of NASA have been a source of great pride for the people of the United States.

"But for far too long, they've been resting on their laurels and bathing in past glories, nostalgic about the glory days," he continued. "It's time to look to the future and it's time to recapture a tough, hard-working body of people who have new challenges and are not just looking at the past but looking to the future. And that means Congress and the president have got to act on the Gehman report."

The CAIB report focused on two broad themes: The direct cause of the disaster - falling external fuel tank foam insulation that blasted a deadly hole in the leading edge of Columbia's left wing 82 seconds after liftoff - and the management system that failed to recognize frequent foam shedding as a potentially lethal defect before Columbia even took off.

The report also focuses on how NASA's mission management team, a panel of senior agency managers responsible for the day-to-day conduct of Columbia's mission, failed to recognize the severity of the foam strike that actually occurred, virtually eliminating any chance to save the shuttle's crew, either by attempting repairs in orbit or launching a rescue mission.

The report made 29 recommendations, 15 of which were to be implemented before shuttle flights resumed. Five of those were released earlier, requiring NASA to eliminate foam shedding to the maximum extent possible; to obtain better imagery from the ground and in orbit to identify any problems with the shuttle's thermal protection system; and development of tools and procedures to repair any such damage in space.

The more difficult recommendations addressed management changes and the establishment of an independent Technical Engineering Authority to verify launch readiness, oversee and coordinate requests for waivers and to "decide what is and is not an anomalous event." The TEA "should have no connection to or responsibility for schedule and program cost." In addition, the report concluded, NASA's Office of Safety and Mission Assurance should have direct authority over all shuttle safety programs and be independently funded.

"It is the Board's opinion that good leadership can direct a culture to adapt to new realities," the panel wrote. "NASA's culture must change, and the Board intends (its) recommendations to be steps toward effecting this change."

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The foam strike that doomed Columbia was not seen until the day after launch when engineers began reviewing tracking camera footage as they do after every launching. A film camera in Cocoa Beach that could have photographed the impact on the underside of the left wing was out of focus. A video camera at the same site was properly focused, but it lacked the resolution, or clarity, to show exactly where the foam hit or whether it caused any damage. A third camera at a different site showed the foam disappearing under the left wing and emerging as a cloud of debris after striking the underside. Again, the exact impact point could not be seen. Stunned engineers immediately began analyzing the available film and video and ultimately determined the foam had struck heat shield tiles on the underside of the wing, perhaps near the left main landing gear door. No one ever seriously considered a direct heat on the reinforced carbon carbon panels making up the wing leading edge because no trace of foam debris was ever seen crossing the top of the wing. As the board ultimately concluded, however, the foam did, in fact, strike the leading edge on the lower side of RCC panel No. 8.

In hindsight, it's difficult to understand why the possibility of a leading edge impact didn't receive more attention. The board concluded that was due at least in part to the influential role of Calvin Schomburg, a senior engineer at the Johnson Space Center with expertise in the shuttle's heat-shield tiles.

"Shuttle program managers regarded Schomburg as an expert on the thermal protection system," the board wrote. "However, the board notes that Schomburg as not an expert on reinforced carbon carbon (RCC), which initial debris analysis indicated the foam may have struck. Because neither Schomburg nor shuttle management rigorously differentiated between tiles and RCC panels, the bounds of Schomburg's expertise were never properly qualified or questioned."

In any case, a team of Boeing engineers at the Johnson Space Center, under direction of NASA's mission management team, ultimately concluded the foam strike did not pose a safety of flight issue. Their analysis, using a computer program called CRATER, predicted areas of localized, possibly severe damage to the underside of the left wing, but no catastrophic breach. The concern, rather, was that any damage likely would require extensive repairs before Columbia could fly again.

While the damage assessment was getting under way, at least three different attempts were made to obtain spy satellite photography of the impact site to resolve the matter one way or the other. But in a series of communications miscues, the efforts ultimately were quashed by the MMT, under the direction of former flight director Linda Ham.

Ham said she was never able to find out who wanted such photographs and, without a formal requirement, had no reason to proceed. As for the debris assessment, Ham and other members of the MMT never challenged the hurried analysis or questioned the conclusion Columbia could safely return to Earth as is.

Many mid-level engineers said later they had serious misgivings about the debris assessment and heavy email traffic indicated fairly widespread concern about potentially serious problems if the foam strike had compromised Columbia's left main landing gear. Yet those concerns never percolated up the Ham, Dittemore or other members of the mission management team.

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Ham and Dittemore both have said they were always open for questions or comments from lower-level engineers and that everyone on the team was encouraged, even duty bound, to bring any serious concerns to the attention of senior management.

But the CAIB disagreed.

"Communication did not flow effectively up to or down from program managers," the board wrote. "After the accident, program managers stated privately and publicly that if engineers had a safety concern, they were obligated to communicate their concerns to management. Managers did not seem to understand that as leaders they had a corresponding and perhaps greater obligation to create viable routes for the engineering community to express their views and receive information. This barrier to communications not only blocked the flow of information to managers but it also prevented the downstream flow of information from managers to engineers, leaving Debris Assessment Team members no basis for understanding the reasoning behind Mission Management Team decisions."

As for not hearing any dissent, the board wrote, "managers' claims that they didn't hear the engineers' concerns were due in part to their not asking or listening."

"Management decisions made during Columbia's final flight reflect missed opportunities, blocked or ineffective communications channels, flawed analysis and ineffective leadership," the board wrote. "Perhaps most striking is the fact that management - including Shuttle Program, Mission Management Team, Mission Evaluation Room (personnel) and flight director and mission control - displayed no interest in understanding a problem and its implications.

"Because managers failed to avail themselves of the wide range of expertise and opinion necessary to achieve the best answer to the debris strike question - 'Was this a safety-of-flight concern?' - some space shuttle program managers failed to fulfill the implicit contract to do whatever is possible to ensure the safety of the crew. In fact, their management techniques unknowingly imposed barriers that kept at bay both engineering concerns and dissenting views and ultimately helped create 'blind spots' that prevented them from seeing the danger the foam strike posed."

Shuttle program manager Dittemore and members of the mission management team "had, over the course of the space shuttle program, gradually become inured to external tank foam losses and on a fundamental level did not believe foam striking the vehicle posed a critical threat to the orbiter," the board wrote.

In the end, it was a moot point. Once the foam breached the leading edge of Columbia's left wing, the crew was doomed. The astronauts had no way to repair the breach - no robot arm and no tile repair equipment - and there was no realistic chance another shuttle could be readied in time for a rescue mission.

Maybe so. But NASA's flawed management system never gave the agency a chance to prove it still had the "right stuff." And it was that institutional system, or "culture," at NASA that must be changed, the board said, to prevent another accident.

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"An organization system failure calls for corrective measures that address all relevant levels of the organization, but the Board's investigation shows that for all its cutting-edge technologies, 'diving-catch' rescues and imaginative plans for the technology and the future of space exploration, NASA has shown very little understanding of the inner workings of its own organization," the report states.

"NASA's bureaucratic structure kept important information from reaching engineers and managers alike. The same NASA whose engineers showed initiative and a solid working knowledge of how to get things done fast had a managerial culture with an allegiance to bureaucracy and cost-efficiency that squelched the engineers' efforts.

"When it came to managers' own actions, however, a different set of rules prevailed. The Board found that Mission Management Team decision-making operated outside the rules even as it held its engineers to a stifling protocol. Management was not able to recognize that in unprecedented conditions, when lives are on the line, flexibility and democratic process should take priority over bureaucratic response."

NASA Administrator Sean O'Keefe said the space agency would use the Columbia Accident Investigation Board's final report as a blueprint for correcting the problems that led to Columbia's demise.

"We have accepted the findings and will comply with the recommendations to the best of our ability," O'Keefe said in a statement. "The board has provided NASA with an important road map as we determine when we will be 'fit to fly' again.

"Due to the comprehensive, timely and open public communication displayed by the Board throughout the investigative process, we already have begun to take action on the earlier issued recommendations, and we intend to comply with the full range of recommendations released today."

Gehman told CBS News after the CAIB report was released that NASA had little choice. In the panel's view, he said, NASA could not safely operate the space shuttle program without major changes in its management system.

"I think there's a little bit of denial that NASA, at least in the shuttle program, that NASA has modified its organizational structure over the years into one that no longer contains the attributes that they built their reputations on," Gehman said. "There may be some people who deny that, but the board is absolutely convinced, we think there's no room for any doubt whatsoever, the management system they have right now is not capable of safely operating the shuttle over the long term. That's the bottom line."

Gehman also said Congress and the White House must share blame for the Columbia disaster with NASA. Asked what he might tell President Bush about NASA and the agency's second in-flight tragedy, Gehman said he would point out that "NASA is a great organization that he and the country can have a lot of pride in. And that they are operating under and unrealistic set of rules and guidelines."

"Exploring space on a fixed cost basis is not realistic," the retired admiral said. "Launching shuttles on a calendar basis instead of an event-driven basis is not realistic. Demanding that you save money and run this thing in an efficient and effective way and that you get graded on schedule and things like that is not realistic. That the whole nation and Congress and the White House has an unrealistic view of how we do space exploration."

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In addition, the board's report "clearly specifies that there is responsibility at both ends of Pennsylvania Avenue for this that are shared with NASA," Gehman said. "Now in some cases, NASA over markets what they can do. They promise more than they can deliver and they promise they can deliver it at a price that is less than it's really going to cost. But in some cases, it is demanded of them, in order to get a program approved, that they agree to unrealistic schedules and unrealistic price tags. So there's blame at both ends here."

The CAIB report focused heavily on decisions made by NASA's mission management team. But Gehman told CBS News the space agency's management system was so dysfunctional it hardly mattered who was in charge.

"We believe very, very strongly that you could substitute almost anybody in those positions and operate under the guidelines and rules and precedents that were being used in NASA and they would make the same errors," he said.

"Let me give you a specific case in point. Much has been made of the fact that the MMT didn't meet every day. NASA regulations require that they meet every day. So I had my board go back and see what were the meetings scheduled for the previous two shuttle missions? Guess what? They met every third day.

"So Linda Ham was doing her job according to the standards and precedents that were set by the establishment," he continued. "Even though the rules say you have to meet every day, you don't really have to. So that's an organizational flaw and she was performing her duties in that respect in accordance with the standards and precedents that had been previously established by her predecessors. And her predecessor's bosses had let that go on.

"So we feel very, very strongly that just moving the people around won't fix that problem. Unfortunately, we live in a town here in Washington, DC, in which they frequently demand someone pay. But we on the board were not influenced by that" and the board did not assign personal blame for any real or perceived errors in judgment.

Could a more experienced or proactive program manager or MMT chairman have made a different in Columbia's case?

"We feel there's some part of this, maybe even a lot of these problems, could have been mitigated by a stronger, a more suspicious, nervous kind of a person," Gehman said of the MMT and its chairman. "But our conclusion, our very, very strong conclusion is even if you had really brilliant people, really spectacular people, if you had the very, very best person you could get, that it would be a low probability bet that you could count on them to overcome the flaws in the organization. That is a low probability course of action."

Asked if NASA was "in denial" about serious management flaws and defects, Gehman said "in a lot of cases, they will deny that they have a basic organizational flaw which is dangerous. I think they'll deny that, some of them. Others will applaud it. It kind of depends on where you sit."

The CAIB's criticism of NASA drew an unusual response from Stephen Feldman, president of The Astronauts Memorial Foundation.

"One of the great risks of the Columbia tragedy and the subsequent report and commentary is that outstanding scientists and engineers may feel so criticized and unappreciated that they will leave NASA and the space program for higher paying and often less stressful jobs in the private sector," he said in a statement. "The outstanding safety record that NASA has compiled over the years shouldn't be forgotten because of one terrible accident on February 1, 2003."

But O'Keefe's promise to full implement the CAIB recommendations drew praise from the National Space Society, a nonprofit advocacy group founded by German rocket scientist Wernher von Braun.

"The National Space Society urges NASA to embrace the recommendations of the CAIB and work diligently to fundamentally reform its decision-making processes and safety organizations so that we can safely return the Space Shuttle fleet to service," said Executive Director Brian Chase. "However, in order for NASA to fully implement the

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CAIB recommendations and continue the exploration of space, the agency will need appropriate funding to accomplish those tasks.

"The White House and the U.S. Congress must accept their share of responsibility for the future of our nation's space exploration efforts and provide the necessary leadership.

"Perhaps most importantly, NASA and our nation's leaders need to take this opportunity to foster development of new space transportation systems and renew a long-term commitment to human space exploration."

Four and a half months after the CAIB report was released, President Bush gave a speech at NASA Headquarters in Washington in which he called for retirement of the shuttle by 2010; development of a new manned "crew exploration vehicle; the establishment of a permanent base on the moon by 2020 and eventual manned flights to Mars.

Recommendations of the Columbia Accident Investigation Board

PART ONE – THE ACCIDENT Thermal Protection System 1 Initiate an aggressive program to eliminate all External Tank Thermal Protection System debris-shedding at the source with particular emphasis on the region where the bipod struts attach to the External Tank. [RTF] 2 Initiate a program designed to increase the Orbiter's ability to sustain minor debris damage by measures such as improved impact-resistant Reinforced Carbon-Carbon and acreage tiles. This program should determine the actual impact resistance of current materials and the effect of likely debris strikes. [RTF] 3 Develop and implement a comprehensive inspection plan to determine the structural integrity of all Reinforced Carbon-Carbon system components. This inspection plan should take advantage of advanced non-destructive inspection technology. [RTF] 4 For missions to the International Space Station, develop a practicable capability to inspect and effect emergency repairs to the widest possible range of damage to the Thermal Protection System, including both tile and Reinforced Carbon-Carbon, taking advantage of the additional capabilities available when near to or docked at the International Space Station.

For non-Station missions, develop a comprehensive autonomous (independent of Station) inspection and repair capability to cover the widest possible range of damage scenarios.

Accomplish an on-orbit Thermal Protection System inspection, using appropriate assets and capabilities, early in all missions. The ultimate objective should be a fully autonomous capability for all missions to address the possibility that an International Space Station mission fails to achieve the correct orbit, fails to dock successfully, or is damaged during or after undocking. [RTF]

5 To the extent possible, increase the Orbiter's ability to successfully re-enter Earth's atmosphere with minor leading edge structural sub-system damage. 6 In order to understand the true material characteristics of Reinforced Carbon-Carbon components, develop a comprehensive database of flown Rein-forced Carbon-Carbon material characteristics by destructive testing and evaluation. 7 Improve the maintenance of launch pad structures to minimize the leaching of zinc primer onto Reinforced Carbon-Carbon components. 8 Obtain sufficient spare Reinforced Carbon-Car-bon panel assemblies and associated support components to ensure that decisions on Rein-forced Carbon-Carbon maintenance are made on the basis of component specifications, free of external pressures relating to schedules, costs, or other

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considerations.

9 Develop, validate, and maintain physics-based computer models to evaluate Thermal Protection System damage from debris impacts. These tools should provide realistic and timely estimates of any impact damage from possible debris from any source that may ultimately impact the Orbiter. Establish impact damage thresholds that trigger responsive corrective action, such as on-orbit inspection and repair, when indicated.

Imaging

10 Upgrade the imaging system to be capable of providing a minimum of three useful views of the Space Shuttle from liftoff to at least Solid Rocket Booster separation, along any expected ascent azimuth. The operational status of these assets should be included in the Launch Commit Criteria for future launches. Consider using ships or aircraft to provide additional views of the Shuttle during ascent. [RTF]

11 Provide a capability to obtain and downlink high-resolution images of the External Tank after it separates. [RTF]

12 Provide a capability to obtain and downlink high-resolution images of the underside of the Orbiter wing leading edge and forward section of both wings' Thermal Protection System. [RTF] 13 Modify the Memorandum of Agreement with the National Imagery and Mapping Agency to make the imaging of each Shuttle flight while on orbit a standard requirement. [RTF]

Orbiter Sensor Data 14 The Modular Auxiliary Data System instrumentation and sensor suite on each Orbiter should be maintained and updated to include current sensor and data acquisition technologies. 15 The Modular Auxiliary Data System should be redesigned to include engineering performance and vehicle health information, and have the ability to be reconfigured during flight in order to allow certain data to be recorded, telemetered, or both as needs change.

Wiring 16 As part of the Shuttle Service Life Extension Program and potential 40-year service life, develop a state- of-the-art means to inspect all Orbiter wiring, including that which is inaccessible

Bolt Catchers 17 Test and qualify the flight hardware bolt catchers. [RTF]

Closeouts 18 Require that at least two employees attend all final closeouts and intertank area hand-spraying procedures. [RTF]

Micrometeoroid and Orbital Debris 19 Require the Space Shuttle to be operated with the same degree of safety for micrometeoroid and orbital debris as the degree of safety calculated for the International Space Station. Change the micrometeoroid and orbital debris safety criteria from guidelines to requirements.

Foreign Object Debris 20 Kennedy Space Center Quality Assurance and United Space Alliance must return to the straightforward,

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industry-standard definition of “Foreign Object Debris” and eliminate any al-ternate or statistically deceptive definitions like “processing debris.” [RTF]

PART TWO – WHY THE ACCIDENT OCCURRED

Scheduling 21 Adopt and maintain a Shuttle flight schedule that is consistent with available resources. Although schedule deadlines are an important management tool, those deadlines must be regularly evaluated to ensure that any additional risk incurred to meet the schedule is recognized, understood, and acceptable. [RTF]

Training 22 Implement an expanded training program in which the Mission Management Team faces potential crew and vehicle safety contingencies beyond launch and ascent. These contingencies should involve potential loss of Shuttle or crew, contain numerous uncertainties and unknowns, and require the Mission Management Team to assemble and interact with support organizations across NASA/Contractor lines and in various locations. [RTF]

Organization

23 Establish an independent Technical Engineering Authority that is responsible for technical requirements and all waivers to them, and will build a disciplined, systematic approach to identifying, analyzing, and controlling throughout the life cycle of the Shuttle System. The independent technical authority does the following as a minimum:

• Develop and maintain technical standards for all Space Shuttle Program projects and elements

• Be the sole waiver-granting authority for all technical standards

• Conduct trend and risk analysis at the sub-system, system, and enterprise levels

• Own the failure mode, effects analysis and hazard reporting systems

• Conduct integrated

• Decide what is and is not an anomalous event

• Independently verify launch readiness

• Approve the provisions of the recertification program called for in Recommendation R9.1-1. The Technical Engineering Authority should be funded directly from NASA Headquarters, and should have no connection to or responsibility for schedule or program cost.

24 NASA Headquarters Office of Safety and Mission Assurance should have direct line authority over the entire Space Shuttle Program safety organization and should be independently re-sourced.

25 Reorganize the Space Shuttle Integration Office to make it capable of integrating all elements of the Space Shuttle Program, including the Or-biter.

PART THREE – A LOOK AHEAD

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Organization

26 Prepare a detailed plan for defining, establishing, transitioning, and implementing an independent Technical Engineering Authority, independent safety program, and a reorganized Space Shuttle Integration Office as described in R7.5-1, R7.5-2, and R7.5-3. In addition, NASA should submit annual reports to Congress, as part of the budget review process, on its implementation activities. [RTF]

Recertification

27 Prior to operating the Shuttle beyond 2010, develop and conduct a vehicle recertification at the material, component, subsystem, and system levels. Recertification requirements should be included in the Service Life Extension Program.

Closeout Photos/Drawing System 28 Develop an interim program of closeout photographs for all critical sub-systems that differ from engineering drawings. Digitize the close-out photograph system so that images are immediately available for on-orbit troubleshooting. [RTF] 29 Provide adequate resources for a long-term pro-gram to upgrade the Shuttle engineering draw-ing system including:

• Reviewing drawings for accuracy • Converting all drawings to a computer-aided drafting system • Incorporating engineering changes

❏ ❏ ❏

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The Fate of Columbia's Crew

NASA released a detailed engineering study Dec. 30, 2008, outlining lessons learned about astronaut survival based on an analysis of the 2003 Columbia disaster. The study does not provide any significant new details about the fate of Columbia's crew - investigators earlier concluded the seven astronauts died of sudden oxygen loss and blunt force trauma as the crew module broke up - but a new timeline provides a wealth of data showing the pilots attempted to troubleshoot a cascade of problems in the final moments before the spacecraft's computers lost control.

The timeline also shows, in grim detail, the forces acting on the shuttle's crew module in the final seconds before it broke apart, subjecting the astronauts to a sudden loss of air pressure that occurred so rapidly they did not have time to close their helmet visors.

The study, the most detailed astronaut survival analysis ever conducted, includes 30 recommendations for improving crew safety on future flights based on a review of the safety equipment and procedures used during Columbia's mission.

"I call on spacecraft designers from all the other nations of the world, as well as the commercial and personal spacecraft designers here at home to read this report and apply these hard lessons, which have been paid for so dearly," said former shuttle Program Manager Wayne Hale, now serving as a NASA associate administrator. "This report confirms that although the valiant Columbia crew tried every possible way to maintain control of their vehicle, the accident was not ultimately survivable."

As part of its support for the Columbia Accident Investigation Board, NASA set up a Crew Survival Working Group in the wake of the Feb. 1, 2003, disaster that later evolved into the Spacecraft Crew Survival Integrated Investigation Team. The crew survival team began its study in October 2004 with the goals of expanding the earlier working group analysis and making recommendations to improve safety on future vehicles.

The Columbia breakup was not survivable, but the new report sheds light on how various shuttle safety systems performed and what sort of changes may be needed to improve safety in future spacecraft like the Orion capsules that will replace the shuttle after the fleet is retired in 2010.

The report was completed in December 2008, but its release was delayed "out of respect for the Columbia crew families," said veteran shuttle commander Pam Melroy, deputy project manager of the investigation. "At their request, we released it after Christmas but while the children were still out of school and home with their family members so they could discuss the findings and the elements of the report with some privacy. That's what drove the timing of today."

Columbia was destroyed by a breach in the leading edge of the shuttle's left wing that was caused by the impact of foam insulation from the ship's external tank during launch 16 days earlier. The wing melted from the inside out and eventually failed, either folding over or breaking away. The shuttle's flight computers then lost control and the crippled spacecraft went into a catastrophic spin. The nose section housing the crew module ripped away from the fuselage relatively intact, but the module broke apart within a few moments due to thermal stress and aerodynamic forces.

The analysis of Columbia's breakup identified five "lethal events:"

1. Depressurization: Shortly after Columbia's flight computers lost control due to the failure of the shuttle's heat- damaged left wing, the crew module broke away from the fuselage. The astronauts are believed to have survived the initial breakup. But within a few moments, the crew module lost pressure "so rapidly that the crew members were incapacitated within seconds, before they could configure the (pressure) suit for full protection from loss of cabin pressure," the new study concluded. "Although circulatory systems functioned for a brief time, the effects of the depressurization were severe enough that the crew could not have regained consciousness. This event was lethal to the crew."

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Recommendations: Improve crew training to increase emphasis on the transition between problem solving and survival operations; future spacecraft must integrate pressure suit operations into the design of the vehicle.

2. Exposure of the unconscious or deceased astronauts to unexpected rotating forces without sufficient upper body restraints and helmets: When Columbia lost control, the resulting motion was not violent enough, in and of itself, to be lethal. The crew module separated from the fuselage "and continued to rotate," the study concluded. "After the crew lost consciousness due to the loss of cabin pressure, the seat inertial reel mechanisms on the crews' shoulder harnesses did not lock. As a result, the unconscious or deceased crew was exposed to cyclical rotational motion while restrained only at the lower body. Crew helmets do not conform to the head. Consequently, lethal trauma occurred to the unconscious or deceased crew due to the lack of upper body support and restraint."

Recommendations: Re-evaluate crew procedures; future seats and suits should be "integrated to ensure proper restraint of the crew in off-nominal situations."

3. Separation of the crew from the crew module and the seat: "The breakup of the crew module and the crew's subsequent exposure to hypersonic entry conditions was not survivable by any currently existing capability," the study says. "The lethal-type consequences of exposure to entry conditions included traumatic injury due to seat restraints, high loads associated with deceleration due to a change in ballistic number, aerodynamic loads, and thermal events. Crew circulatory functions ceased shortly before or during this event."

Recommendation: Optimize future spacecraft design for "the most graceful degradation of vehicle systems and structure to enhance chances for crew survival."

4. Exposure to near vacuum, aerodynamic acceleration and low temperatures: Shuttle pressure suits are certified to a maximum altitude of 100,000 feet and a velocity of about 560 knots. "It is uncertain whether it can protect a crew member at higher altitudes and air speeds," the study says.

Recommendation: Pressure suits should be evaluated to determine weak points; improvements should be made as warranted.

5. Ground impact: The current parachute system requires manual action by the astronauts.

Recommendation: "Future spacecraft crew survival systems should not rely on manual activation to protect the crew."

The new study also made recommendations to improve future crew survival investigations.

"The SCSIIT investigation was performed with the belief that a comprehensive, respectful investigation could provide knowledge that would improve the safety of future space flight crews and explorers," the group wrote. "By learning these lessons and ensuring that we continue the journey begun by the crews of Apollo 1, Challenger and Columbia, we help to give meaning to their sacrifice and the sacrifice of their families. it is for them, and for the future generations of explorers, that we strive to be better and go farther."

The 400-page report is posted on line at: http://www.nasa.gov/reports

One striking aspect of the initial 2003 accident board study was similarities between how the shuttle Challenger broke up during launch in 1986 and how Columbia met its fate during re-entry in 2003. In both cases, the reinforced crew modules broke away from the shuttle fuselage relatively intact. And in both cases, the astronauts are believed to have survived the initial breakup.

In an appendix to the Columbia accident board report, investigators concluded "acceleration levels seen by the crew module prior to its catastrophic failure were not lethal. LOS (loss of signal) occurred at 8:59:32 (a.m. EST). The death of the crew members was due to blunt force trauma and . The exact time of death - sometime

CBS News!!! 4/26/11 Page 172 ! CBS News Space Reporter's Handbook - Mission Supplement after 9:00:19 a.m. Eastern Standard Time - cannot be determined because of the lack of direct physical or recorded evidence."

"Failure of crew module was precipitated by thermal degradation of structural properties that resulted in a catastrophic sequential structural failure that happened very rapidly as opposed to a catastrophic instantaneous 'explosive' failure," the report said. "Crew module separation from the forward fuselage is not an anomalous condition in the case of a vehicle loss of control as has been the case in both 51-L (Challenger) and STS-107 (Columbia)."

Columbia Accident Investigation Board summary of critical events

But the shuttle crew module, on its own, has no power and no systems were present that could have saved either crew after breakup occurred.

Even so, "it is irrefutable, as conclusively demonstrated by items that were recovered in pristine condition whose locations were within close proximity to some crew members, that it was possible to attenuate the potentially hostile environment that was present during CM (crew module) break-up to the point where physically and thermally induced harmful effects were virtually eliminated," the CAIB concluded.

"This physical evidence makes a compelling argument that crew survival under environmental circumstances seen in this mishap could be possible given the appropriate level of physiological and environmental protection."

The CAIB went on to recommend that NASA "investigate techniques that will prevent the structural failure of the CM due to thermal degradation of structural properties to determine the feasibility for application. Future crewed vehicles should incorporate the knowledge gained from the (Challenger) and (Columbia) mishaps in assessing the feasibility of designing vehicles that will provide for crew survival even in the face of a mishap that results in the loss of the vehicle."

Columbia blasted off on mission STS-107 on Jan. 16, 2003. On board were commander Rick Husband, pilot William "Willie" McCool, Michael Anderson, David Brown, Kalpana Chawla, Laurel Clark and Ilan Ramon, the first Israeli to fly in space.

Some 81.7 seconds after liftoff, a briefcase-size chunk of foam insulation broke away from Columbia's external tank. Long-range tracking cameras showed the foam disappearing under the left wing and a cloud of debris emerging an instant later.

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No one knew it at the time, but the foam had hit the underside of the left wing's reinforced carbon carbon leading edge, punching a ragged hole four to six inches across. During re-entry 16 days later, superheated air entered the breach and melted the wing from the inside out.

In the moments leading up the catastrophic failure, telemetry from the damaged shuttle indicated problems with the left wing, including loss of data from hydraulic line sensors and temperature probes and left main landing gear pressure readings. The astronauts - Husband, McCool, Chawla and Clark strapped in on the upper flight deck, Anderson, Brown and Ramon seated on the lower deck - presumably were unaware of anything unusual until just before the left wing either folded over or broke away and the vehicle's flight computers lost control.

The final words from Columbia's crew came at 8:59:32 a.m. when Husband, presumably responding to a tire alarm acknowledgement from mission control, said "Roger, uh, buh " At that point, the shuttle was nearly 38 miles above Central Texas and traveling at 18 times the speed of sound. No more voice transmissions were received. But telemetry, some of it garbled, continued to flow for a few more moments.

That data, combined with stored telemetry on a data recorder that was found in the shuttle's wreckage and analysis of recovered debris, eventually allowed engineers to develop a rough timeline of events after the initial loss of signal.

In the new study, data show the crew received multiple indications of problems in the minute prior to loss of control, which probably occurred right around the time of Husband's last transmission. Fifty-eight seconds before that event, the first of four tire pressure alert messages was displayed. Thirty-one seconds before loss of control, the left main landing gear indicator changed state. Seven seconds before LOC, a pulsing yaw thruster light came on as the jets began firing continuously to keep the shuttle properly oriented. Less than one second before LOC, aileron trim exceeded 3 degrees.

"For the crew, the first strong indications of the LOC would be lighting and horizon changes seen through the windows and changes on the vehicle attitude displays," the report says. "Additionally, the forces experienced by the crew changed significantly and began to differ from the nominal, expected accelerations. The accelerations were translational (due to aerodynamic drag) and angular (due to rotation of the orbiter). The translational acceleration due to drag was dominant, and the direction was changing as the orbiter attitude changed relative to the velocity vector (along the direction of flight).

"Results of a shuttle LOC simulation show that the motion of the orbiter in this timeframe is best described as a highly oscillatory slow (30 to 40 degrees per second) flat spin, with the orbiter's belly generally facing into the velocity vector. It is important to note that the velocity vector was still nearly parallel to the ground as the vehicle was moving along its trajectory in excess of Mach 15. The crew experienced a swaying motion to the left and right (Y-axis) combined with a pull forward (X-axis) away from the seatback. The Z-axis accelerations pushed the crew members down into their seats. These motions might induce nausea, dizziness, and disorientation in crew members, but they were not incapacitating. The total acceleration experienced by the crew increased from approximately 0.8 G at LOC to slightly more than 3 G by the CE (catastrophic event).

"The onset of this highly oscillatory flat spin likely resulted in the need for crew members to brace as they attempted to diagnose and correct the orbiter systems. One middeck crew member had not completed seat ingress and strap-in at the beginning of this phase. Seat debris and medical analyses indicate that this crew member was not fully restrained before loss of consciousness. Only the shoulder and crotch straps appear to have been connected. The normal sequence for strap-in is to attach the lap belts to the crotch strap first, followed by the shoulder straps. Analysis of the seven recovered helmets indicated that this same crew member was the only one not wearing a helmet. Additionally, this crew member was tasked with post-deorbit burn duties. This suggests that this crew member was preparing to become seated and restrained when the LOC dynamics began. During a dynamic flight condition, the lap belts hanging down between the closely space seats would be difficult to grasp due to the motion of the orbiter, which may be why only the shoulder straps were connected."

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Recovered cockpit switch panels indicate McCool attempted to troubleshoot hydraulic system problems. Either Husband or McCool also returned the shuttle's autopilot to the automatic setting at 9:00:03 a.m. after one of the two hand controllers apparently was inadvertently bumped. "These actions indicate that the CDR or the PLT was still mentally and physically capable of processing display information and executing commands and that the orbiter dynamics were still within human performance limitations," the study concludes.

"It was a very short time," Hale said. "We know it was very disorienting motion that was going on. There were a number of alarms that went off simultaneously. And the crews, of course, are trained to maintain or regain control in a number of different ways and we have evidence from (recovered debris that they) were trying very hard to regain control. We're talking about a very brief time, in a crisis situation, and I'd hate to go any further than that."

Said Melroy: "I'd just like to add we found that those actions really showed the crew was relying on their training in problem solving and problem resolution and that they were focused on attempting to recover the vehicle when they did detect there was something off nominal. They showed remarkable systems knowledge and problem resolution techniques. Unfortunately, of course, there was no way for them to know with the information they had that that was going to be impossible. But we were impressed with the training, certainly, and the crew."

From the point the crew cabin broke away from the fuselage to the point where depressurization occurred "can be narrowed to a range of 17 seconds, from between GMT 14:00:18 (9:00:18 a.m.) to GMT 14:00:35," the report states. "Crew module debris items recovered west of the main crew module debris field were 8 inches in diameter or smaller, were not comprised of crew module primary structure, and originated from areas above and below the middeck floor. This indicates that the crew module depressurization was due to multiple breaches (above and below the floor), and that these breaches were initially small.

"When the forebody separated from the midbody, the crew members experienced three dramatic changes in their environment: 1. all power was lost, 2. the motion and acceleration environment changed; and 3. crew cabin depressurization began within 0 to 17 seconds. With the loss of power, all of the lights and displays went dark (although each astronaut already had individual chem-lights activated). The intercom system was no longer functional and the orbiter O2 system was no longer available for use, although individual, crew worn Emergency Oxygen System (EOS) bottles were still available.

"As the forebody broke free from the rest of the orbiter, its ballistic number underwent a sharp change from an average ballistic number of 41.7 pounds per square foot (psf) (out of control intact orbiter) to 122 psf (free-flying forebody). The aerodynamic drag of the forebody instantaneously decreased, resulting in a reduction in the translational deceleration from approximately 3.5 G to about 1 G."

As experienced by the astronauts, the change from a normal re-entry to loss of control and separation of the crew module from the fuselage "all occurred in approximately 40 seconds. Experience shows that this is not sufficient time to don gloves and helmets."

"Histological (tissue) examination of all crew member remains showed the effects of depressurization. Neither the effects of CE nor the accelerations immediately post-CE would preclude the crew members who were wearing helmets from closing and locking their visors at the first indication of a cabin depressurization. This action can be accomplished in seconds. This strongly suggests that the depressurization rate was rapid enough to be nearly immediately incapacitating. The exact rate of cabin depressurization could not be determined, but based on video evidence complete loss of pressure was reached no later than (NLT) GMT 14:00:59 (9:00:59 a.m.), and was likely much earlier. The medical findings show that the crew could not have regained consciousness after this event. Additionally, ceased after the depressurization, but circulatory functions could still have existed for a short period of time for at least some crew members."

For background, here are the results of the original Crew Survival Working Group's assessment, as reported in "Comm Check: The Final Flight of Shuttle Columbia" by Michael Cabbage and William Harwood (Free Press, 2004; some of the conclusions may change based on the new study):

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At the CAIB's request, NASA formed a Crew Survivability Working Group to determine, if possible, the cause of crew death. Here is what the group concluded (taken from page 77 of the Columbia Accident Investigation Report):

Medical and Life Sciences

The Working Group found no irregularities in its extensive review of all applicable medical records and crew health data. The Armed Forces Institute of Pathology and the Federal Bureau of Investigation conducted forensic analyses on the remains of the crew of Columbia after they were recovered. It was determined that the acceleration levels the crew module experienced prior to its catastrophic failure were not lethal. The death of the crew members was due to blunt trauma and hypoxia. The exact time of death sometime after 9:00:19 a.m. Eastern Standard Time cannot be determined because of the lack of direct physical or recorded evidence.

Failure of the Crew Module

The forensic evaluation of all recovered crew module/forward fuselage components did not show any evidence of over-pressurization or explosion. This conclusion is supported by both the lack of forensic evidence and a credible source for either sort of event. The failure of the crew module resulted from the thermal degradation of structural properties, which resulted in a rapid catastrophic sequential structural breakdown rather than an instantaneous "explosive" failure.

Separation of the crew module/forward fuselage assembly from the rest of the Orbiter likely occurred immediately in front of the payload bay (between Xo576 and Xo582 bulkheads). Subsequent breakup of the assembly was a result of ballistic heating and dynamic loading. Evaluations of fractures on both primary and secondary structure elements suggest that structural failures occurred at high temperatures and in some cases at high strain rates. An extensive trajectory reconstruction established the most likely breakup sequence, shown below (page 77 of the CAIB report).

The load and heat rate calculations are shown for the crew module along its reconstructed trajectory. The band superimposed on the trajectory (starting about 9:00:58 a.m. EST) represents the window where all the evaluated debris originated. It appears that the destruction of the crew module took place over a period of 24 seconds beginning at an altitude of approximately 140,000 feet and ending at 105,000 feet. These figures are consistent with the results of independent thermal re-entry and aerodynamic models. The debris footprint proved consistent with the results of these trajectory analyses and models. Approximately 40 to 50 percent, by weight, of the crew module was recovered.

The Working Group's results significantly add to the knowledge gained from the loss of Challenger in 1986. Such knowledge is critical to efforts to improve crew survivability when designing new vehicles and identifying feasible improvements to the existing Orbiters.

Crew Worn Equipment

Videos of the crew during re-entry that have been made public demonstrate that prescribed procedures for use of equipment such as full-pressure suits, gloves, and helmets were not strictly followed. This is confirmed by the Working Group's conclusions that three crew members were not wearing gloves, and one was not wearing a helmet. However, under these circumstances, this did not affect their chances of survival.

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Columbia's crew Blue shirts (left to right): David Brown, Willie McCool, Michael Anderson Red shirts (left to right): Kalpana Chawla, Rick Husband, Laurel Clark, Ilan Ramon

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Appendix 3: NASA Acronyms15

Acronym Meaning

A/D Analog‐to‐Digital ac Alternating Current ACP Astronaut Control Panel ACS Advanced Camera for Surveys ACTR 5 Actuator 5 AFD Aft Flight Deck AID Analog Input Differential AKA Active Keel Actuator ALC Automatic Light Control AMSB Advanced Mechanism Selection Box APE Auxiliary PFR Extender ASIPE Axial Science Instrument Protective Enclosure ASLR Aft Shroud Latch Repair ATM Auxiliary Transport Module

BAPS Berthing and Positioning System BAR Berthing Assist and Restraint BITE Built‐In Test Equipment BOT Beginning of Travel BSP BAPS Support Post BSR BITE Status Register BTU Bus Terminal Unit

CAB Cabin CASH Cross Aft Shroud Harness CAT Crew Aids and Tools CCTV Closed Circuit Television CDU Common Drive Unit CEP Containment Environmental Package CNTL Control COPE Contingency ORU Protective Enclosure COS Cosmic Origins Spectrograph CPC Cyro Port Cover CPT Comprehensive Performance Test CPUA Clamp Pickup Assembly CRES Corrosion‐Resistant Steel CSM Cargo Systems Manual CSS Center Support Structure

D/R Deploy/Return DBA Diode Box Assembly DBC Diode Box Controller DBC Data Bus Coupler dc Direct Current DI/DO Discrete Input/Discrete Output DIH Discrete Input High DIL Discrete Input Low DOF Degree of Freedom DOH Discrete Output High DOL Discrete Output Low DPC Direct Power Converter DPST Double Pole, Single throw

ECU Electronic Control Unit

15 From the NASA STS-134 Press Kit: (http://www.nasa.gov/mission_pages/shuttle/shuttlemissions/hst_sm4/index.html)

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Acronym Meaning

EGSE Electrical Ground Support Equipment EMU Extravehicular Mobility Unit ENA Enable EOT End of Travel EPDSU Enhanced Power Distribution and Switching Unit EPDU Electrical Power Distribution Unit ESM Electronic Support Module ESS Essential ET External Tank EURM Emergency Umbilical Retract Mechanism EVA Extravehicular Activity EXT External

FD Flight Day FDA Failure Detection/Annunciation FGS Fine Guidance Sensor FHST Fixed Head Star Tracker FMDM Flexible Multiplexer/Demultiplexer FOC Faint Object Camera FSS Flight Support System FWD Forward FXC Forward X‐Constraint

GPC General Purpose Computer GSE Ground Support Equipment GSFC Goddard Space Flight Center

HOST Hubble‐On‐Orbit Space Test HPGSCA HST Payload General Support Computer Assembly HRD Harness Restraint Device HST Hubble Space Telescope HTR Heater

I/F Interface I/O Input/Output ICD Interface Control Document IND indicator IOM Input/Output Module IPCU Interface Power Control Unit IVA Intravehicular Activity

J‐BOX Junction Box JSC Johnson Space Center

L/A Latch Assist LAT Latch LIS Load Isolation System LOPE Large ORU Protective Enclosure LPS Light and Particle Shield LRU Line Replaceable Unit

MCA Motor Control Assembly MCC Mission Control Center MDI Magnetically Damped Isolator MDM Multiplexer/Demultiplexer MET Mission Elapsed Time MGSE Mechanical Ground Support Equipment MIA Multiplexer Interface Adapter MLI Multilayer Insulation MMC Mid‐Motor Controller MMCA Mid‐Motor Control Assembly

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Acronym Meaning

MNA Main A MNB Main B MOD Mission Operations Directorate MOPE Multi‐Mission ORU Protective Enclosure MSID Measurement Stimulus Identification M‐STRUT Magnetic Strut MULE Multi‐Use Lightweight Equipment

NBL Lab NCC NICMOS CryoCooler NCS NICMOS Cooling System NICMOS Near Infrared Camera and Multi‐Object Spectrometer NOBL New Outer Blanket Layer NRZ‐L Non‐Return‐to‐Zero Level NT NOBL Transporter

OPA ORU Plate Assembly ORB Orbiter ORU Orbital Replacement Unit ORUC Orbital Replacement Unit Carrier

PA Pallet Assembly PBM Payload Bay Mechanical PCM Pulse‐Code Modulation PCN Page Change Notice PCU Power Control Unit PCU Power Conditioning Unit PDI Payload Data Interleaver PDIP Payload Data Interface Panel PDRS Payload Deployment and Retrieval System PDSU Power Distribution and Switching Unit PE Protective Enclosure PFR Portable Foot Restraint PGT Pistol Grip Tool PI Payload Interrogator PL Payload PLB Payload Bay PLBD Payload Bay Door POH Pulse Output High PPCU Port Power Conditioning Unit PRB Preload Release Bracket PRCS Primary Reaction Control System PRLA Payload Retention Latch Actuator PROM Programmable Read‐Only Memory PRT Power Ratchet Tool PSP Payload Signal Processor PWR Power

RAC Rigid Array Carrier REL Released RF Radio Frequency RL Retention Latch RMS Remote Manipulator System RNS Relative Navigation System RSIPE Radial Science Instrument Protective Enclosure RSU Rate Sensing Unit RWA Reaction Wheel Assembly

SA Solar Array SAC Second Axial Carrier SADA Solar Array Drive Adapter

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Acronym Meaning

SADM Solar Array Drive Mechanism SAP SAC Adapter Plate SCM Soft Capture Mechanism SCRS Soft Capture and Rendezvous System SCU Sequence Control Unit SI Science Instrument SI C&DH Science Instrument Command and Data Handling SIP Standard Interface Panel SLIC Super Lightweight Interchangeable Carrier SLP SpaceLab Pallet SM Servicing Mission SM Systems Management SMEL Servicing Mission Equipment List SOPE Small ORU Protective Enclosure SORU Small Orbital Replaceable Unit SPCU Starboard Power Conditioning Unit SSE Space Support Equipment SSME Space Shuttle Main Engine SSP Standard Switch Panel SSPC Solid State Power Controller SSSH Space Shuttle Systems Handbook STBD Starboard STIS Space Telescope Imaging Spectrograph STOCC Space Telescope Operations Control Center STS Space Transportation System SURV Survival

TA Translation Aid tb Talkback TM Transport Module TVAC Thermal Vacuum

UA Umbilical Actuator UARS Upper Atmospheric Research Satellite UASE UARS Airborne Structure Equipment UDM Umbilical Disconnect Mechanism UPS Under Pallet Storage USA United Space Alliance

VCU Video Control Unit VIK Voltage Improvement Kit

WFC Wide Field Camera WFPC Wide Field Planetary Camera WRKLT Worklight

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