CHAPTER 4 DAY IN THE LIFE: THE MAKING OF A MISSION 84 Unfortunately, repairing the suit required two crew members for 2.5 hours, which translated into the need for a significant amount of schedule replanning. It was common for the simulation team to be maligned for coming up with diabolical scenarios. Yet, their efforts paid off when, as if on cue, Patrick got a small spray of ammonia during the second EVA. Everyone knew what to do and how long it would take. The flight control team worked through the procedures, and no ammonia was detected in the atmosphere. Vindicated, the training lead knew his training had been successful. After a number of meetings around the clock, the teams determined that there would be barely enough clearance for the Cupola to fit on Node 3 nadir. If enough clearance did not exist, it was likely some of the brackets would bend but nothing would break. This, however, was considered unlikely. The teams pressed ahead toward the relocation. After the second spacewalk, the Node 3 module was activated for the first time using half of the power and cooling systems (Figure 19). After the activation, one of the key Multiplexer/DeMultiplexers (MDMs) controlling Node 3 nadir Common Berthing Mechanism (CBM), where the cupola would be mated, failed into the diagnostic safe mode (see Chapter 5). While the flight control team tried to quickly interpret the cause, the flight director ensured the team didn’t get too far behind on the timeline and that the most critical objectives could still be accomplished. After a power cycle, the MDM was operating again and preparations for the mating could continue. However, this was not the only challenge keeping the Onboard Data and Information Network officers in particular, and the team in general, occupied. The computer system in the Columbus module had experienced an unknown failure and was not working. Figure 19. Flight Director Robert Dempsey and Capsule Communicator (i.e., CAPCOM) Hal Getzelman in Mission Control focus on activating Node 3 module during the STS-130/ISS-20A mission. Flight Day 8 arrived, and it was time to relocate the Cupola. Problems in the CBM—basically, the system of bolts used to fasten modules together—rarely occurred on orbit, so it came as a bit of a surprise when in Mission Control OSO saw an indication that one of the bolts had jammed while trying to detach the Cupola. After quick discussions with the engineering team, OSO and the flight director decided to force the bolt to push harder. The bolt released, but a second one jammed. And then a third. This scenario was completely unexpected. The ground team had to stop to assess the situation, and to avoid damage to the hardware. However, it was like having an automobile tire half off, and not a good place to be in the long term. In real time, the team deduced that gravity caused the bolts to tighten unevenly during installation at Kennedy Space Center, unlike previous modules that were bolted together exclusively on orbit. Therefore, the forces on the bolt would be uneven as the Cupola was being de-mated (this is analogous to removing the adjacent lug nuts, rather than opposing nuts, while changing a tire). As in a simulation, the flight control methodically nudged and tweaked the bolts. Soon, the Cupola was free and moving to the Node (Figure 20). The clearances were fine, the MDM continued to operate, and the CBM bolts worked smoothly as the Cupola was firmly mated to the bottom of Node 3. Since things were now running smoothly, the Space Shuttle Program and ISS Program teams agreed to use the extra mission day for the rack transfers. On the 8th day of the mission, the crew was like an army of ants, removing bolts that would hold